Berkeley City Council
September 16, 2024

Berkeley-El Cerrito Corridor Access Plan | 27
Figure 6: Access Strategies by Location

Berkeley-El Cerrito Corridor Access Plan | 28
Some access strategies that received public support will be fulfilled, in part, by projects, programs, and services that are already operating or are being planned, studied, designed, funded, or implemented. See Appendix E for a full description of Strategies Underway. 47 The final list of strategies was determined through an evaluation process. Strategies that were not already underway were evaluated against the framework in Table 2.

Table 2: Evaluation Framework
Goals Objectives Performance Measure

1. Respond to
public input
Prioritize strategies with
buy-in from the public Strong level of public support

2. Shift to
environmentally
sustainable
access options
Increase sustainable
access share
Increases in number of people shifted
from driving and parking
Improve air quality Tailpipe and GHG reductions
Reduce residents’ vehicle
miles traveled looking for
parking
Maintains access to parking for local
residents

3. Support a
transportation
network for
people of all
abilities, ages,
races, and
income levels
Expand affordable
transportation options
Expands viability of access modes that are
low cost to the user
Improve universal access
Increases number or quality of options for
people living in Equity Priority
Communities48
Improve traffic safety Increases actual or perceived traffic comfort and safety (i.e., from collisions)
Improve personal safety Increases actual or perceived personal comfort and safety (i.e., from crime)

4. Strengthen
regional transit
ridership
Maximize transit
ridership on BART and AC
Transit
Increases transit ridership

5. Engage in
financially
responsible
decision-making
Develop cost-effective
transportation solutions
Minimizes public capital cost
Minimizes public operating and
maintenance cost and labor

6. Support
feasible
strategies
Advance feasible access
solutions
High support for implementation in the
near-to-medium term (10-year horizon)
from identified implementation partners

47 Although some strategies may be “underway” in terms of planning, many may still need support for design and implementation funding.
48 Equity Priority Communities are census tracts that have a significant concentration of underserved populations, such as households with low incomes and people of color. A combination of additional factors helps define these areas. Source:

MTC, “Equity Priority Communities”, 2020, https://mtc.ca.gov/planning/transportation/access-equity-mobility/equity- priority-communities.

Berkeley-El Cerrito Corridor Access Plan | 29
Strategies that did not adequately meet the goals and objectives of the Plan were screened out. Strategies that were determined to be likely infeasible included: 49 New on-demand service for areas not
currently served by AC Transit: This would
provide more frequent and convenient transit
for residents in the hills and Richmond Annex,
attracting between 20 to 100 BART riders per
day. However, implementation challenges
include high costs for users, limited funding
sources, and lack of management operators.

Subsidized vouchers for existing on-demand
services like Uber or Lyft: This would subsidize
demand-responsive solo or shared trips for lower
density areas such as the El Cerrito and Berkeley
hills. However, low numbers of pooled trips can
result in increased emissions and the low-cost
associated with using these services would be
due to the use of non-union labor, for which
employees are afforded fewer protections.

More frequent AC Transit Line 79 service in El Cerrito hills: This would result in a low shift from driving and parking riders (estimated as two to ten daily round-trip riders) and received limited public support.

Safety escort program at the stations: While such a program would improve personal safety walking to and from the stations, it is unrealistic for cities and BART to permanently assign police or community service officers given competing priorities and funding constraints.
“Complete Streets” on Ashby Avenue, State Route 13: Ashby Avenue is owned and operated by Caltrans, which views this roadway as a crucial vehicle route with no parallel alternative. Given parallel walking and biking options, the narrow width of Ashby Avenue, and Caltrans’ priority for vehicle travel on this roadway, it is unlikely that Ashby Avenue could be reconfigured as a Complete Street. However, intersection improvements near the

49 Institute of Transportation Engineers (ITE), “A Toolbox for Alleviating Traffic Congestion”, 1989.

Bus and Shuttle Strategies
Bus or shuttle services tend to perform
well in population-dense areas with a mix
of residential and commercial land uses
generating higher ridership demand
throughout the day. One-hour bus
frequencies are typically recommended for
areas with residential densities lower than
7,700 people per square mile, which is the
case for the El Cerrito, Berkeley, and
Kensington hills, as shown in Figure 7.
49

Berkeley-El Cerrito Corridor Access Plan | 30
Ashby BART station are included as a recommended strategy and the City of Berkeley has applied for grant funds to study and design intersection improvements.50

50 The City of Berkeley has applied for a Reconnecting Communities grant to fund safety improvement concept designs along Ashby Ave from Telegraph Ave to San Pablo Ave. Awards are anticipated to be announced early in 2023.

Berkeley-El Cerrito Corridor Access Plan | 31
Figure 7: Population Density

Berkeley-El Cerrito Corridor Access Plan | 32

4. Recommended Strategies
Strategies that adequately met the goals of the evaluation framework in Chapter 3 based on analysis, adopted jurisdiction plans, and community and agency input received by November 2022 are recommended as part of the Berkeley-El Cerrito Corridor Access Plan (the Plan). The recommended strategies cover all modes of travel and increase station access for people of all ages and abilities. The Plan includes recommendations that may come from parallel planning efforts currently in progress or other future plans along the corridor. While the Plan does not prioritize among recommended strategies, strategies that are lower cost and already cited in a local jurisdiction or agency plan have fewer barriers to implementation and may be more likely to be implemented swiftly. The following sections present strategies that provide access benefits across the Study Area and at each specific station.

4.1 Strategies Underway
Many projects and programs currently exist or are already under development to help riders get to and from BART stations. These Strategies Underway represent both corridor- wide strategies and strategies specific to each of the stations and encompass walking, biking, transit, and parking options. Key highlights of Strategies Underway are shown throughout this chapter and mapped in Figure 8 through Figure 14, including improvements along the Ohlone Greenway, Gig car sharing, and scooter and bike sharing programs. To learn more about Strategies Underway, see Appendix E.

Berkeley-El Cerrito Corridor Access Plan | 33

4.2 Corridor-Wide Strategies
Some of the recommended strategies improve
access and mobility across the entire Study Area
or to more than one station, while other
strategies are specific to one of the stations in the
Study Area. This section details the recommended
strategies that respond to corridor-wide needs.

Table 3 describes the recommended corridor-
wide strategies and Figure 8 shows the locations
of the corridor-wide strategies.

Some of the corridor-wide strategies provide
better transit access, while some provide better
east-west bicycle and pedestrian connectivity.

Recommended transit strategies will support
transit connections to the BART stations within
the Study Area or provide enhanced transbay
service. Additionally, some strategies provide
BART riders with educational resources and
transportation coaching to find various
transportation options whether through
carpooling, parking options, or bike share/scooter
share services.

Strategies Underway Highlight:

Scooter Sharing Programs
The City of Berkeley launched an
electric scooter sharing program in
May 2022 and the City of Albany
launched a similar program in October
2022. Each company provides standing
and seated scooters, as well as e-
bikes, and provides discount programs
for low-income riders, in-app
promotions, and daily passes.

Residents and visitors can download
an app to locate, unlock, and use
scooters throughout the city, making
connections to BART stations easier.

See Appendix E to learn more.

Berkeley-El Cerrito Corridor Access Plan | 34
Table 3: Recommended Corridor-Wide Strategies
ID Strategy Extents Category Lead Agency1 Supporting
Agency
Implementation
Timeframe
Estimated
Capital
Cost2
Estimated 1-
Year Operating
Cost2
Strategies Underway: See Appendix E for a list of Corridor-Wide Strategies Underway (C-15 to C-21).

C-01 Bus Stop
Infrastructure
Improvements3
Bus stops on high
ridership routes to
the stations within 1.5
miles, or at locations
with high proportion
of vulnerable users
Bus Stop
Upgrades
AC Transit, Cities
of Berkeley and El
Cerrito
BART Unknown $750,000 $100,000
C-02 On-Street
Improvements
for Bus
Reliability
High ridership routes
to stations within 1.5
miles
“Complete
Streets” on
Local Roads
AC Transit MTC and
Cities of
Berkeley, El
Cerrito, and
Albany
4 – 6 years $2,223,000 $10,000
C-03 Arlington Late
Evening Bus
Service3
Arlington Ave from El
Cerrito del Norte and
the Berkeley Hills to
Downtown Berkeley
BART Station
Local Bus
Service
AC Transit N/A Unknown $10,000 $485,000
C-04 Carlson / Pierce
New Transbay
Service3
Richmond Annex to I-
80/ Buchanan St on
Carlson Blvd and
Pierce St
Transbay
Service
AC Transit N/A Unknown $2,000,000 $245,000
C-05 Reinstate
Transbay Bus
Service and
Increase Service
Frequency3
Gilman St, Hopkins
St, Monterey Ave.
from Marin Ave to I-
80, and Arlington
Ave
Transbay
Service
AC Transit N/A Unknown $10,000 $485,000
C-06 Education on
Existing and
Future Station
Access Options
Study Area Education Alameda CTC,
BART, CCTA, Cities
of Berkeley and El
Cerrito, MTC
N/A Unknown $100,000 $125,000

Berkeley-El Cerrito Corridor Access Plan | 35
ID Strategy Extents Category Lead Agency1 Supporting
Agency
Implementation
Timeframe
Estimated
Capital
Cost2
Estimated 1-
Year Operating
Cost2
C-07 Shared Parking
Education
Parking lots and
garages within half-
mile of the stations,
Caltrans Park & Ride
lots under I-80
Parking
Options
BART, Cities of
Berkeley and El
Cerrito
N/A 4 – 6 years $100,000 $31,250
C-08 Encourage
Carpooling
Study Area Education Alameda CTC,
BART, CCTA, Cities
of Berkeley and El
Cerrito, MTC,
WCCTAC
N/A 1 – 3 years $100,000 $35,000
C-09 Financial
Incentives for
Shared / Active
Mode Use
Study Area Financial
Incentives
EBCE, CCTA, 511
Contra Costa,

WCCTAC,
Alameda CTC,
MTC
CalBike, 511
SF Bay,
BART, other
transit
agencies
1 – 3 years $100,000 $668,750
C-10 Electric Bike
Lending Library
Selection of Valet
Bike Stations near
BART
Bike
Lending
Library
Nonprofit Partner BART,
Cities, Bike
Hub, Bike
East Bay
1 – 3 years $75,000 $162,500
C-11 Expand Bike
Parking
BART Stations Large Bike
Parking
BART, WCCTAC Developers 1 – 3 years $500,000 $93,600
C-12 Micromobility:

Regional
Coordination
El Cerrito, Albany,
Richmond,
Kensington
(unincorporated
Contra Costa County)
Dockless
Bike and/or
Scooter
Share4
Cities of Albany,
El Cerrito, and
Richmond
Micromobili
ty
Companies
1 – 3 years $125,000 $280,000
C-13 Context-
sensitive
Lighting
Improvements
On main pedestrian
corridors within a 15
min walk (0.75 miles)
from the BART
stations
Lighting BART, Cities of
Berkeley and El
Cerrito
City of
Oakland
1 – 3 years $3,000,000 $10,000
C-14 Clipper Cash
Promotion
Study Area Financial
Incentives
MTC, Alameda

CTC, CCTA,
WCCTAC
BART 1 – 3 years $100,000 $5,500,000
Notes:

Berkeley-El Cerrito Corridor Access Plan | 36

1. Where multiple agencies are listed, ultimate designation of lead agency/supporting agencies can depend on project type, locat ion, or funding agency.

2. Costs are in 2022 dollars.

3.. Suggested service and infrastructure improvements are not final. Additional outreach and coordination will be done on these routes during AC Transit’s Network Redesign Process and will be subject to funding availability.

4. New developments could potentially include electric charging infrastructure for shared micromobility devices depending on demand and arrangements with private operators.

Berkeley-El Cerrito Corridor Access Plan | 37
Figure 8: Corridor-Wide Strategies

Berkeley-El Cerrito Corridor Access Plan | 38

4.3 Station Specific Strategies
Station-specific strategies provide solutions that address the unique characteristics, challenges, and access patterns of each BART station within the Study Area. This section details the strategies relevant to each station.

El Cerrito Plaza
Access strategies to El Cerrito Plaza encompass
walking, biking, and transit improvements.

Table 4 lists details about the recommended
strategies, their extents, categories, and costs.

Figure 9 shows both the recommended
strategies and those currently underway.
51 More
information on strategies underway can be
found in Appendix E.

Pedestrian and bicyclist access will be improved
to the El Cerrito BART Station through walking
and biking improvements. Most of the pedestrian
and biking strategies are within a half-mile of the
BART Station. Additional crossing improvements
at key intersections, like Carlson Boulevard and
San Diego Street, will help create safer crossings
for pedestrians. From the north-south direction,
the Ohlone Greenway strategy will connect
pedestrians and bicyclists through the pathway.

Transit access to the BART station will also be
improved by providing more frequent service
and/or restoring bus lines that run north and
west of El Cerrito Plaza.

The City of El Cerrito, in collaboration with BART,
has also developed an initial Parking
Management Concept (PMC) for this station which is presented in Appendix F.

51 Although some strategies may be “underway” in terms of planning, many may still need support for design and implementation funding.

Strategies Underway Highlight:

El Cerrito San Pablo Avenue Corridor
The San Pablo Avenue Specific Plan
identifies bicycle, pedestrian, and
transit needs and opportunities on San
Pablo Avenue in El Cerrito. The San
Pablo Avenue Complete Streets
Improvements Project near El Cerrito
del Norte station is currently included
in the City of El Cerrito Capital
Improvement Program and is in the
Planning Study Phase. Additional
planning efforts for complete streets
improvements along the rest of the
San Pablo Corridor are also underway
as part of the Alameda CTC’s San Pablo
Avenue Multimodal Corridor Project.

See Appendix E to learn more.

Berkeley-El Cerrito Corridor Access Plan | 39
Table 4: Recommended El Cerrito Plaza Strategies
ID Strategy Extents Category Lead
Agency1
Supporting
Agency
Implementation
Timeframe
Estimated
Capital Cost2
Estimated 1-Year
Operating Cost2
Strategies Underway: See Appendix E for a list of Strategies Underway in El Cerrito (E-17 to E-22).

E-01 Frequent Bus
Service on Carlson
Blvd Line 713
Carlson Blvd from
Northwest Study Area
boundary to El Cerrito
Plaza
Local Bus
Service
AC Transit N/A Unknown $4,000,000 $965,000
E-02 Restore Bus
Service on Pierce
St through
University Village3
Pierce St from Marin
Ave / San Pablo Ave
to Buchanan St /
Pierce St to El Cerrito
Plaza
Local Bus
Service
AC Transit N/A Unknown $10,000 $1,705,000
E-03 Richmond St Bus
Service3
Richmond St north of
El Cerrito Plaza
Local Bus
Service
AC Transit N/A Unknown $1,000,000 $810,000
E-04 Richmond St
Walking and Biking
Improvements
Richmond St from
Lincoln St to
Fairmount Ave
“Complete
Streets” on
Local
Roads
City of El
Cerrito
N/A 4 – 6 years $10,000,000 $10,000
E-05 Ohlone Greenway
Improvements
Ohlone Greenway
from El Cerrito del
Norte to the border
between Albany /
Berkeley
“Complete
Streets” on
Local
Roads
City of
Albany
and City of
El Cerrito
Developers 1 – 3 years $6,000,000 $125,000
E-06 Fairmount Biking
and Walking
Improvements
Fairmount Ave from
Carlson Blvd to Colusa
Ave
“Complete
Streets” on
Local
Roads
City of El
Cerrito
N/A 1 – 3 years $1,200,000 $10,000
E-07 East Side Bicycle
Boulevard
Implementation
Norwell St, Lincoln St,
Albemarle St, Behrens
St from Moeser Ln to
the end of Behrens St
Bikeways City of El
Cerrito
N/A 1 – 3 years $2,400,000 $10,000
E-08 Carlson Biking and
Walking
Improvements
Carlson Blvd from
Columbia Ave to San
Pablo Ave / El Cerrito
Plaza
“Complete
Streets” on
Local
Roads
City of El
Cerrito
N/A 4 – 6 years $500,000 $10,000

Berkeley-El Cerrito Corridor Access Plan | 40
ID Strategy Extents Category Lead
Agency1
Supporting
Agency
Implementation
Timeframe
Estimated
Capital Cost2
Estimated 1-Year
Operating Cost2
E-09 Pierce / Cerrito
Creek Trail Biking
and Walking
Improvements
Central Ave to Cerrito
Creek Trail along
Pierce St, Pierce St to
Carlson Blvd
“Complete
Streets” on
Local
Roads
City of El
Cerrito
N/A 4 – 6 years $6,000,000 $10,000
E-10 Lincoln Bicycle
Boulevard
Lincoln Ave from San
Pablo Ave to Ashbury
Ave
Bikeways City of El
Cerrito
N/A 1 – 3 years $1,000,000 $10,000
E-11 Central Biking and
Walking
Improvements Part
1 Central Ave from
Ashbury Ave to
Carlson Blvd
Bikeways City of El
Cerrito
Caltrans,
Developers,
City of
Richmond
1 – 3 years $2,000,000 $10,000
E-12 Central Biking and
Walking
Improvements Part
2 Central Ave from
Carlson Blvd to Bay
Trail
“Complete
Streets” on
Local
Roads
City of El
Cerrito
Caltrans,
Developers
4 – 6 years $2,000,000 $10,000
E-13 Richmond Annex
Bikeways
San Mateo St from
Carlson Blvd to
Central Ave, Columbia
Ave from San Mateo
St to Carlson Blvd
City of
Richmond
City of
Richmond
N/A Unknown $280,000 $10,000
E-14 Expand Docked
Bike Share System
Cities in Study Area Docked
Bike Share
Stations
MTC Cities of
Richmond,
El Cerrito,
Albany, and
Berkeley
4 – 6 years $740,000 $400,000
E-15 On-Street Parking
Management
Streets surrounding El
Cerrito Plaza, All BART
Stations
Parking
Options
City of El
Cerrito
BART 1 – 3 years $490,000 $538,000
E-16 Parking Garage
with electric
vehicle charging
On-Site BART Rider
Parking
Parking
Options
BART Developers N/A $12,000,000 $250,000
Notes:

1. Where multiple agencies are listed, ultimate designation of lead agency/supporting agencies can depend on project type, locat ion, or funding agency.

2. Costs are in 2022 dollars.

3. Suggested service and infrastructure improvements are not final. Additional outreach and coordination will be done on these routes during AC Transit’s Network Redesign Process and will be subject to funding availability.

Berkeley-El Cerrito Corridor Access Plan | 41
Figure 9: El Cerrito Plaza Strategies

Berkeley-El Cerrito Corridor Access Plan | 42
Parking Management Concept
The City of El Cerrito, in collaboration with BART, has developed an initial Parking Management Concept52 (PMC) for the El Cerrito Plaza BART Station to inform the City’s forthcoming engagement and implementation of a comprehensive on-street parking management program for city streets around the station. Although BART will require the developers at El Cerrito Plaza Station (and North Berkeley and Ashby Stations) to implement transportation demand management (TDM) strategies for new residents to reduce car ownership (such as maximum residential parking at ½ space/unit, discounted or free transit passes, and car share spaces), the PMC maintains access to the BART station for riders if and when they must drive and park. It also maximizes how many homes can be built at the existing El Cerrito Plaza BART Station parking lot and supports parking availability for existing residents around the station.

Figure 10 and Figure 11 show existing and an initial concept for on-street parking regulations around the El Cerrito Plaza BART Station.53 The PMC describes how to make on- street parking around the station more useful for everyone, including residents and BART customers. Some key recommended strategies of the initial concept include:
• Maintain residential parking permit (RPP) program for residents not living in the future BART development
• Prohibit in perpetuity residents and any other tenants of the El Cerrito Plaza TOD from getting RPP permits (as is, for example, current policy in Berkeley) • Expand the existing RPP area to the boundaries of the BART station area • Change the RPP time limit from four hours to two hours • Extend the hours of enforcement of RPPs until 11pm
• Lower the RPP household cap from four to two permits for homes within the station area
• Use demand-responsive parking pricing to allow non-residents to pay to park on non-RPP blocks near the station
• Generate revenue to cover program costs and allocate any surplus to support community objectives

52 BART, “El Cerrito Plaza Station: On-Street Parking Management Strategies Being Considered”, April 2022, https://wppo.blob.core.windows.net/bartberkeleyelcerrito/2022/04/BART_BECCAP_ElCerritoParkingManagement.pdf. 53 The City of El Cerrito will be refining the parking management concept surrounding the El Cerrito Plaza BART Station.

Berkeley-El Cerrito Corridor Access Plan | 43
The City of El Cerrito will use the PMC to inform, develop, and implement the city’s parking management program. These phases will include public engagement54 and input on the proposed parking pricing and regulation changes and will require City Council review and approval.

54 City of El Cerrito, "Parking Permits”, 2023, https://el-cerrito.org/235/Parking-Permits Implementation planning is anticipated to start spring/summer 2023.

Berkeley-El Cerrito Corridor Access Plan | 44
Figure 10: El Cerrito Plaza BART Station Existing Parking Regulations

Berkeley-El Cerrito Corridor Access Plan | 45
Figure 11: El Cerrito Plaza BART Station Parking Management Proposal

Berkeley-El Cerrito Corridor Access Plan | 46
North Berkeley
Recommended access strategies to the North
Berkeley BART Station include walking and
biking improvements. Table 5 lists the
recommended strategies for the North
Berkeley station. Figure 12 shows both the
recommended strategies and those currently
underway. More information on strategies
underway can be found in Appendix E.

Recommended strategies will complement
projects, programs, and services that are
currently underway. The recommended
strategies provide bicycle and pedestrian
safety enhancements, such as new bikeways
and crossing improvements, and support
north-south access, as well as east-west
access along Virginia Street.

As part of this Plan effort, initial parking
management concepts (PMC) for the areas
around North Berkeley and Ashby stations
were developed together with City of Berkeley
staff to meet the goals of the City of Berkeley-
BART JVP and address concerns from local
residents and businesses (see Appendix G). As
of the publication of this Plan, the City of
Berkeley had decided to not move forward
with the PMCs. Appendix H includes a
November 2022 Berkeley City Council staff report on the planned parking strategy for the two Berkeley stations.

Strategies Underway Highlight:

Ohlone Greenway Improvements
The City of Berkeley is studying
improvements for the Ohlone Greenway
between Santa Fe Avenue and Virginia
Gardens that meet up with BART’s North
Berkeley Bicycle and Pedestrian Access
Improvements Project. The city’s project
includes widening and repaving the
greenway path, enhancing street
crossings, wayfinding, and adding
lighting. The project is currently in the
design phase and is expected to be
implemented in 2023. See Appendix E to
learn more.

Berkeley-El Cerrito Corridor Access Plan | 47
Table 5: Recommended North Berkeley Strategies
ID Strategy Extents Category Lead
Agency1
Supporting
Agency
Implementation
Timeframe
Estimated
Capital Cost2
Estimated 1-Year
Operating Cost2
Strategies Underway: See Appendix E for a list of Strategies Underway in Berkeley (N-07 to N-11).

N-01 Acton Bicycle
Boulevard and
Intersection
Improvements
Acton St from Rose
St to Addison St
Bikeways City of
Berkeley
N/A 4 – 6 years $30,000 $10,000
N-02 Virginia Biking
and Walking
Improvements
Virginia St from San
Pablo Ave to Oxford
St
“Complete
Streets” on
Local Roads
City of
Berkeley
N/A 1 – 3 years $1,300,000 $10,000
N-03 California Biking
and Walking
Improvements
California St from
Hopkins St to
Russell St
“Complete
Streets” on
Local Roads
City of
Berkeley
N/A 4 – 6 years $450,000 $10,000
N-04 Milvia Biking and
Walking
Improvements
Milvia St from
Virginia St to Hearst
St
“Complete
Streets” on
Local Roads
City of
Berkeley
N/A 4 – 6 years $451,000 $10,000
N-05 Sacramento
Intersection
Improvements
3 Sacramento St from
Cedar St to Virginia
St
Crossing
Improvements
City of
Berkeley
N/A 4 – 6 years $340,000 $10,000
N-06 Parking Garage
with Electric
Vehicle Charging
On-Site BART Rider
Parking
Parking Options BART Developers N/A $9,600,000 $120,000 Notes:

1. Where multiple agencies are listed, ultimate designation of lead agency/supporting agencies can depend on project type, location, or funding agency.

2. Costs are in 2022 dollars.

3. A section of the Sacramento Street project, including Virginia Street to Addison Street, was previously improved as part of the City of Berkeley’s Complete Streets Project.

Berkeley-El Cerrito Corridor Access Plan | 48
Figure 12: North Berkeley Strategies

Berkeley-El Cerrito Corridor Access Plan | 49
Ashby
Recommended access strategies for the
Ashby BART Station include walking and
biking improvements. Table 6 lists the
recommended strategies and Figure 13
shows both the recommended strategies
and those currently underway at the Ashby
Station. More information on strategies
underway can be found in Appendix E.

Recommended strategies to the station
include Complete Streets improvements,
high-visibility crosswalks, intersection
realignments, traffic calming, and bus
service connections. The access strategies
will help connect BART riders from
Emeryville, North Oakland, and West
Berkeley to the Ashby Station using east-west transit or by walking and biking.

Strategies Underway Highlight:

Adeline Corridor Specific Plan and Road
Diet Study
The Adeline Street Road Diet Study aims to
achieve the vision of providing greater
economic opportunity, safer streets, and a
greener, healthier environment for all
residents. The Study looks at reducing the
width of Adeline Street adjacent to the
Ashby BART Station from four vehicle lanes
to two and at pedestrian and bicycle safety
improvements on Adeline Street between
Martin Luther King Jr. Way and Stanford
Avenue. See
Appendix E to learn more.

Berkeley-El Cerrito Corridor Access Plan | 50
Table 6: Recommended Ashby Strategies
ID Strategy Extents Category Lead
Agency1
Supporting
Agency
Implementation
Timeframe
Estimated
Capital Cost2
Estimated 1-Year
Operating Cost2
Strategies Underway: See Appendix E for a list of Strategies Underway in Berkeley (A-11 to A-16).

A-01 Ashby Bus Service3 Ashby Ave from
College Ave to
Emeryville Amtrak
Local Bus
Service
AC
Transit
N/A Unknown $1,000,000 $473,000
A-02 Ashby Intersection
Improvements
Ashby Ave from Ellis
St to Adeline St
Crossing
Improvements
Caltrans City of
Berkeley
4 – 6 years $60,000 $10,000
A-03 Shattuck Crossing
Improvements
Shattuck Ave from
Prince St to
Emerson St
Crossing
Improvements
City of
Berkeley
N/A 4 – 6 years $725,000 $10,000
A-04 MLK Jr. Way Biking
and Walking
Improvements4
MLK Jr. Way from
Adeline St to Ashby
Ave
“Complete
Streets” on
Local Roads
City of
Berkeley
N/A 1 – 3 years $875,000 $10,000
A-05 Russell Biking and
Walking
Improvements
Russell St from San
Pablo Ave to Fulton
St
“Complete
Streets” on
Local Roads
City of
Berkeley
N/A 1 – 3 years $1,250,000 $10,000
A-06 King Biking and
Walking
Improvements
King St from Russell
St to Stanford Ave
“Complete
Streets” on
Local Roads
City of
Berkeley
N/A 4 – 6 years $250,000 $10,000
A-07 Milvia Biking and
Walking
Improvements
Milvia St from Blake
St to Russell St
“Complete
Streets” on
Local Roads
City of
Berkeley
N/A 4 – 6 years $450,400 $10,000
A-08 Woolsey Biking
and Walking
Improvements
Woolsey St from
King St to Wheeler
St5
“Complete
Streets” on
Local Roads
City of
Berkeley
N/A 4 – 6 years $83,600 $10,000
A-09 Regional
Wayfinding
Within 1 mile of
Ashby BART Station
Wayfinding
Signage
BART,
City of
Berkeley
MTC 4 – 6 years $550,000 $10,000
A-10 Parking Garage
with electric
vehicle charging
On-Site BART Rider
Parking
Parking
Options
BART Developers N/A $6,800,000 $85,000
Notes:

1. Where multiple agencies are listed, ultimate designation of lead agency/supporting agencies can depend on project type, locat ion, or funding agency.

2. Costs are in 2022 dollars.

3. Suggested service and infrastructure improvements are not final. Additional outreach and coordination will be done on these routes during AC Transit’s Network Redesign Process and will be subject to funding availability.

Berkeley-El Cerrito Corridor Access Plan | 51

4. The City of Oakland is simultaneously working on paving improvements along Martin Luther King Jr. Way between 47th Street and 61st Street, about half a mile away from the Ashby BART Station. Please see Appendix E for more information.

5. The extent between King St and Martin Luther King Jr. Way is pending the City’s adoption of the next Bicycle Plan Update.

Berkeley-El Cerrito Corridor Access Plan | 52
Figure 13: Ashby Strategies

Berkeley-El Cerrito Corridor Access Plan | 53
Downtown Berkeley
BART does not own or operate a parking area for riders near the Downtown Berkeley Station nor does it have developable land there. However, the station-specific strategies addressed in this section acknowledge how to increase access to the Downtown Berkeley Station for residents who may find it more convenient due to its location as a bus hub and the availability of parking in public and private garages.

The Downtown Berkeley Plaza was recently modernized at the end of 2018 to enhance bus-BART connectivity and improve the pedestrian experience. Some of the Downtown Berkeley BART Station enhancements include walking, biking, and transit improvement strategies. Walking and biking improvements are recommended on Milvia and Center Streets while transit access will be improved from the Berkeley Hills to the Downtown Station. Table 7 lists the recommended strategies and Figure 14 shows both the recommended strategies and those currently underway in Downtown Berkeley. More information on Strategies Underway can be found in Appendix E.

Berkeley-El Cerrito Corridor Access Plan | 54
Table 7: Recommended Downtown Berkeley Strategies
ID Strategy Extents Category Lead
Agency1
Supporting
Agency
Implementation
Timeframe
Estimated
Capital Cost2
Estimated 1-
Year Operating
Cost2
Strategies Underway: See Appendix E for a list of Strategies Underway in Berkeley (D-03 to D-07).

D-01 Grizzly Peak,
Euclid, Spruce,
and Oxford
Frequent Bus
Service
3 Grizzly Peak Blvd, Euclid
Ave, Spruce St, and
Oxford St from the
Berkeley Hills to
Downtown Berkeley
BART Station
Local Bus
Service
AC
Transit
N/A Unknown $1,000,000 $1,500,000
D-02 Oxford Biking and
Walking
Improvements
Oxford St from Bancroft
Way to Virginia St
“Complete
Streets” on
Local Roads
City of
Berkeley
N/A 1 – 3 years $728,000 $10,000
Notes:

1. Where multiple agencies are listed, ultimate designation of lead agency/supporting agencies can depend on project type, locat ion, or funding agency.

2. Costs are in 2022 dollars.

3. Suggested service and infrastructure improvements are not final. Additional outreach and coordination will be done on these routes during AC Transit’s Network Redesign Process and will be subject to funding availability.

Berkeley-El Cerrito Corridor Access Plan | 55
Figure 14: Downtown Berkeley Strategies

Berkeley-El Cerrito Corridor Access Plan | 56

4.4 Analysis of Strategy Benefits
Ridership, access choices, and emissions impacts of developing homes on BART parking lots together with on-site BART rider parking reductions and recommended access strategies were analyzed. The analysis was conducted for the year 2035 when the planned developments and strategies are expected to be implemented. The analysis takes into consideration the impact COVID has had on BART and assumes a 30% reduction of projected riders. Additionally, due to technical limitations, not all recommended and underway strategies were included, and thus the benefits are considered to be conservative.

Two models were used for this analysis: a mode of access model (Transit-Oriented Development [TOD] Access Model) and a transit ridership model (BART Ridership Model or BRM). The TOD Access Model estimates the change in ridership based on the mode of travel that riders use to enter the station and is sensitive to changes in available BART parking. The BRM estimates ridership at each station based on variables such as surrounding land uses and BART service levels. The TOD Access Model was used to estimate new riders from the TOD and how many people would stop riding BART due to the planned parking reduction, while the BRM and case studies were used to estimate how many people the recommended strategies would attract to the BART stations.

The parking reductions, implementation of the recommended strategies, and TOD combined are expected to increase BART ridership at the study stations by 14% by 2035.

Additionally, the combined effect of the parking reductions, strategies, and TOD would be a 12% increase in people walking and biking to BART coupled with a 9% decrease in people parking at BART .55 The implementation of the planned developments and strategies would also reduce vehicle miles traveled and GHG emissions by over 60,000 miles per day and over 2,000 annual tons of CO2 equivalent.56

55 These numbers include impacts on Downtown Berkeley, which would benefit from some strategy investments and increased ridership from the TODs.
56 Research has found cold-start emissions can represent up to 80% of pollutant species producing harmful gases before one begins driving. Source: Reiter, Matthew S. and Kara M. Kockelman, “The Problem of Cold Starts: A Closer Look at Mobile Source Emission Levels", 2016,
https://www.sciencedirect.com/science/article/abs/pii/S1361920915002229#preview-section-abstract.

Berkeley-El Cerrito Corridor Access Plan | 57

Berkeley-El Cerrito Corridor Access Plan | 58

5. Implementation
Across the 18 strategy categories, the scale of
implementation needs varies widely in the
Berkeley-El Cerrito Corridor Access Plan (the Plan).

While some strategies are part of ongoing BART
and partner jurisdictions’ workplans, others
require more complex coordination and regional
strategy for successful implementation, and most
will need to be led by agencies other than BART
since they are outside of BART’s property. Each
strategy has been reviewed to identify the lead
agency, timeframe, and costs as shown in Chapter

4. During this review, the strategy categories were
fu
rther narrowed into fiv
e broader groups with
shared implementation characteristics. These are:
infrastructure, BART programs and
communications, mobility programs, bus transit
service, and regional programs.

This chapter describes the implementation
approach, status, and action items for BART and key agency partners within each of these broader groups of strategy categories. Partner action items for each category are intended Strategies Underway Highlight:

Transit and Intercity Rail Capital
Program
BART has recently partnered with the
City of El Cerrito and the El Cerrito
Plaza Developer to successfully win
funding to support a range of Plan
strategies including an east-west
bikeway, a bike station for bikes of all
sizes, Ohlone Greenway enhancements,
a BART parking garage, and an on-
street parking management program.

With this funding, all of these strategies
will require ongoing coordination
between BART, City staff, and the
Developer for implementation. See
Appendix E to learn more.

Berkeley-El Cerrito Corridor Access Plan | 59
for lead agencies listed by individual strategy in Chapters 4 and 5. For each implementation type, potential funding sources are listed in the callouts.

5.1 Local Infrastructure
Active transportation and safety infrastructure programs on local streets constitute a significant portion of the recommended strategies. These include pedestrian crossing and intersection safety improvements, expansion and updates to the low-stress bikeway network, and complete streets projects on major corridors. Local infrastructure projects also include signage, lighting, and streetscape amenities like bus stop furniture.

Table 8: Local Infrastructure Strategy Categories
Category Lead Agency
“Complete Streets” on Local Roads Cities
“Complete Streets” on San Pablo Avenue, State
Route 123
Alameda CTC, CCTA, Caltrans, WCCTAC, Cities
of Berkeley, Albany, and El Cerrito
Crossing Improvements Cities
Bikeways Cities
Bus Stop Upgrades Cities
Wayfinding Signage Cities
Lighting Cities

All the recommended infrastructure projects are consistent with local plans. Within the cities of Berkeley, Albany, El Cerrito and Richmond, staff time and local investments on active transportation infrastructure are guided by pedestrian and bicycle master plans or active transportation plans, which lay out vision networks and priority areas for infrastructure supportive of walking and rolling for transportation.

Cities generally plan and prioritize
implementation of local infrastructure and
safety projects based on scoring in master
plans, safety priority, roadway paving and
grant funding cycles, and in response to
community engagement and direction from
city leadership. Many of the projects in the
recommended strategies list already have
implementation efforts underway. Others are
recommended in multiple local and regional

Berkeley-El Cerrito Corridor Access Plan | 60
plans but do not yet have identified timelines or funding for construction.57 Access to transit is a high priority
regionally and locally, making BART
access projects highly competitive for a
variety of funding sources. As the cities
of Albany, Berkeley, El Cerrito, and
Richmond plan updates to their active
transportation plans and continue to
pursue funding for project
implementation, BART will be a critical
partner in supporting prioritization and
implementation of city projects that
access the stations.

Table 9: Local Infrastructure Strategy Implementation Actions BART Actions Partner Actions
Communicate recommended strategy scoring
and priority to local jurisdictions for
consideration in local project prioritization
Review the Plan’s prioritization, analysis and
strategy list when developing local work plans,
project priority, and supporting funding
pursuits
Participate in local advisory committee,
commission, board, and council meetings on
BART access projects
Coordinate with BART on presentations and
agenda items for local advisory committee,
commission, board, and council meetings
Participate in technical advisory committees
during local planning processes for bicycle and
pedestrian plans, corridor plans, and area
specific plans
Host technical advisory committees to ensure
cross-agency collaboration on local plans and
projects

57 Potential funding sources for infrastructure are listed at the right side of the strategy tables. Transportation Management Associations (TMAs) are not included. TMAs are typically authorities that manage Business Improvement District (BID) funds. Not all BIDs are dedicated to transportation; some are for landscaping, lighting, or security. There are twofold reasons why a BID was not pursued as a strategy: (1) there does not appear to be the critical mass of businesses at or next to any of the TOD locations to support its formation, and (2) nearby businesses do not have a compelling reason to self-assess for transit access as they are already adjacent to high-quality transit service via the BART station.

Potential Infrastructure Funding Sources
• Measures BB (Alameda County Sales Tax) and J
(Contra Costa County Sales Tax)
• Safe Routes to BART (BAR T Measure RR)
• Tr
ansit and Intercity Rail Capital Program (State
Cap-and-Trade)
• Infill Infrastructure Grant Program (State Housing
and Community Development)
• One Bay Area Grant Program (Federal
Transportation Funding via Congestion
Management Agencies)
• Safe Streets and Roads for All (Federal Highway
Administration)
• California Active Transportation Program
(California Transportation Commission)
• Affordable Housing and Sustainable Communities
Grant (California Strategic Growth Council)

Berkeley-El Cerrito Corridor Access Plan | 61
BART Actions Partner Actions
Provide comments during project
development to ensure alignment with city-led
projects adjacent to BART property
Implement high-priority BART access projects,
consistent with local planning and
engagement processes
Provide letters of support for BART access
projects pursuing competitive funding
Use the data, evaluation, and community
engagement from the Plan to support
successful funding applications
Coordinate BART project planning and
construction timelines with adjacent local
projects to ensure efficiency and minimal
neighborhood impact
Coordinate local project planning and
construction timelines with adjacent BART
projects to ensure efficiency and minimal
neighborhood impact

5.2 BART Projects and Programs
Some of the recommended strategies include projects and programs led by BART or constructed on BART property with the TOD Developer (Developer) support in most cases.

These include strategies on new or expanded bicycle parking, wayfinding, bikeways, bus transit connections and passenger drop off improvements, and lighting on BART property.

BART-led strategies also include on-site parking management and communications efforts to provide information on city-led parking programs. BART communications additionally support encouragement and education programs led by partners.

Table 10: BART Projects and Programs Strategy Categories Category Lead Agency
Large Bike Parking for BART riders BART, with Developer support Education BART, program partners, Cities, and
Developer
Parking Options for BART riders BART, with Developer support, and Cities Bus Stop Upgrades BART, with Developer support
Wayfinding Signage BART, with Developer support
Lighting BART, with Developer support

Berkeley-El Cerrito Corridor Access Plan | 62
As each station moves toward TOD
planning, design, and construction,
BART will work closely with the
Developer and cities to identify
needed space allocation and
investments station access
improvements such as those shown
in Table 10 above. These efforts are
aligned with the existing work of
the BART customer access and
station planning teams and will be
fleshed out in detail in the station-
specific access plans, as described in
Chapter 2. For example, through the
station-specific access plan process,
BART, the City of El Cerrito and the
Developer for El Cerrito Plaza have secured grant funding and are working together to develop specific siting and square footage recommendations for a potential bike station along the Ohlone Greenway in the station area.

For strategies that require communication or
promotion of existing programs like carpool
apps, bicycle education, and regional financial
incentives, BART will rely on close partnership
from organizations and companies managing
those programs to identify timing and
opportunities for cross-promotion, in-person
engagement, and messaging to push out on
BART communications platforms. For example,
BART could do a targeted promotion of Bike East
Bay events that support bicycling for
transportation. Many of these programs are
already funded with BART grant partnerships and
are already hosted at BART stations.

Potential BART Projects and Programs Funding
Sources
• Transportation Fund for Clean Air (Bay Area
Air Quality Management District)
• Affordable Housing and Sustainable
Communities Grant (California Strategic
Growth Council)
• Vehicle Trip Reduction Grant Program (Bay
Area Air Quality Management District)
• Developer-led investments and
partnerships (e.g., bike station)

Berkeley-El Cerrito Corridor Access Plan | 63
Table 11: BART Projects and Programs Strategy Implementation Actions BART Actions Partner Actions
Confirm specific BART access features like on-
site bicycle parking and wayfinding to be
included in station-specific Access Plans and
Developer site plan concepts
City and Developer to coordinate non-BART
property wayfinding and bike parking
programs with BART Access Plans
Engage managers of existing education and
encouragement programs to align schedules
for engagement and communications efforts
Consider BART TOD construction and
completion timelines when developing
engagement programs and communications
timelines
Share and promote strategy-aligned programs
led by partners as requested and in alignment
with BART communications strategy
Review the Plan’s strategies and share
focused communications for BART promotion
that are strategy aligned.

5.3 Micromobility Programs
Micromobility programs like dockless bike/scooter share, docked bike share, and electric bike lending libraries hold high potential for providing flexible options for BART riders to access stations without needing a private bicycle or scooter.

Table 12: Micromobility Program Strategy Categories
Category Lead Agency
Docked Bike Share Stations MTC and Cities
Dockless Bike and/or Scooter Share Cities
Electric Bike Lending Library Multiple, including non-profit partners and East Bay Community Energy

Berkeley-El Cerrito Corridor Access Plan | 64
Some of these programs already exist, like
the Bay Wheels docked bike share system
and an existing micromobility permit
program in the Cities of Berkeley and
Albany. The City of Richmond has its own
docked bike share system using funding
support from the MTC Bike Share Capital
Program.

For dockless shared micromobility
programs, consistency across jurisdictional
boundaries is critical for customer access
and service viability. The cities of Oakland,
Berkeley, Emeryville, and Albany already
coordinate their programs. Ongoing
coordination as dockless mobility programs
expand will ensure program consistency
across city borders.

Docked bike share is currently called Bay
Wheels and operated by Lyft under a
contract with the Metropolitan
Transportation Commission (MTC). The
program may change with the expiration of
the contract in 2027.
58 As stakeholders in
the potential restructuring of the bike share program, BART and Cities will continue to coordinate with MTC on opportunities for system funding and expansion.

Programs like electric bike lending libraries, test ride programs, and rentals are growing in the Bay Area, with many potential opportunities for BART riders to try out using e-bikes for station access. As programs like the future East Bay Community Energy electric bike Adoption Program kick off over the next few years, BART bike stations (operated by BikeHub) could be a potential partner to implement and host engagement for these programs.

58 The initial term of the Bay Wheels bikeshare contract was from 2015 – 2025. Due to the relaunch of the program as Ford GoBike (with Ford as the title sponsor), the contract reset in 2017 and will now expire in 2027. Source: MTC, Operations Committee Meeting on Bikeshare Updates, November 4, 2022, https://mtc.legistar.com/LegislationDetail.aspx?ID=5902405&GUID=96667B4E-CA7B-4B2A-B69B- 023319807FB2&Options=&Search=.

Potential Micromobility Program Funding
Sources
• Bike Share Capital Program (Met ropolitan
Transportation Commission)
• Climate Initiatives Prog
ram (Metropolitan
Transportation Commission)
• Transit and Intercity Rail Capital Program
(California State Transportation Agency)
• Affordable Housing and Sustainable
Communities Grant (California Strategic Growth
Council)
• Active Transportation Program,
Infrastructure/Non-Infrastructure (California
Transportation Commission)
• Measure BB and Measure J

Berkeley-El Cerrito Corridor Access Plan | 65
Table 13: Micromobility Program Strategy Implementation Actions BART Actions Partner Actions
Confirm with local jurisdictions that new
micromobility permit programs meet BART
multi-modal access design guidance
Coordinate micromobility programs across
jurisdictions to ensure consistency for operators
and customers traveling between bordering cities
Provide input and support for siting or re-
locating Bay Wheels stations
Confirm and meet agreements with BART on dock
placement, rack needs, and maintenance policies
for mobility products on BART property
Work with Developers on including electric
charging infrastructure for micromobility
devices
Coordinate with BART and private companies on
use of electric charging infrastructure
Collaborate with potential e-bike vendors
to identify best opportunities for lending,
test rides, and encouragement programs at
BART stations and/or bike stations
Reach out and collaborate with BART on electric
bike lending programs, test rides, and promotions.

Always consider BART TOD stations as high
priorities for e-bike programming and marketing
Support grant applications led by cities and
non-profit mobility partners like Bike East
Bay, GRID Alternatives, and others
Incorporate mobility programs into grant
applications associated with development, TDM,
and projects with non-infrastructure components
Continue to license dockless mobility
providers to use BART property to deploy
and collect dockless devices
Coordinate and comply with BART requirements
for licensing, deployment, and rebalancing of
dockless mobility devices

5.4 Bus Transit Service
Many recommended strategies focus on increased frequency on existing transit lines or potential new transit lines serving BART stations or transbay as a substitute for BART.

Table 14: Bus Transit Strategy Categories
Category Lead Agency
Local Bus Service AC Transit
Transbay Service AC Transit
Because the COVID-19 pandemic (the pandemic) was highly disruptive to bus transit service, AC Transit’s current focus is restoring service back to pre-pandemic levels. While the Plan’s recommended bus-related strategies related are responsive to community feedback, AC Transit will develop its own bus network redesign based on post-pandemic demand for bus transit, AC Transit policies, priorities, and funding. Building on the engagement from the Plan, AC Transit will initiate an extensive engagement process in 2023 and expects to implement service changes in 2024.

Berkeley-El Cerrito Corridor Access Plan | 66
AC Transit’s service planning efforts involve
complex analysis of equity considerations, transit
demand, and overall system coverage. Future
increases beyond pre-pandemic service levels are
more highly justified along routes that serve the
highest amount of people and prioritize those who
are transit dependent. As such, specific routing and
frequencies that result from the planning process
may differ from those presented in the Plan. The
highest priority (shared by BART and AC Transit) is
to support service restoration that promotes robust
recovery of transit ridership overall. As AC Transit
works toward a full plan for service recovery, it will
take into consideration the significant land use changes from the future developments, including over 2,000 new homes on BART property and development along San Pablo Avenue and Adeline Street, and the reduction in BART rider parking. BART will be a key partner in identifying and supporting decisions that are mutually beneficial for both agencies.

Table 15: Bus Transit Strategy Implementation Actions
BART Actions AC Transit Actions
Share engagement survey data and the
Plan’s recommendations on transit
service for AC Transit consideration
Consider engagement, prioritization, and
evaluation of the Plan’s recommendations in
service planning efforts
Participate in technical advisory
committees and regional coordination
meetings to advocate for maximizing
access for BART riders in service planning
Engage BART to discuss impacts of service
changes for BART riders and TOD site planning
Communicate with riders about AC
Transit engagement efforts so they may
participate and share feedback
Consider the potential impact of parking
reductions and densification at TOD stations and
along corridors (Adeline Street and San Pablo
Avenue in particular) on bus rider demand when
planning schedules and routes

5.5 Regional Programs
Multiple recommended strategies involve significant regional coordination and leadership from agencies like BART and MTC. These include regional fare integration, schedule coordination, regional discounts for transfers, and strategies related to updates to Clipper in progress. These strategies are all reflective of existing regional initiatives and efforts.

Berkeley-El Cerrito Corridor Access Plan | 67
Table 16: Regional Program Strategy Categories
Category Lead Agency
Discounted Fares MTC and Transit Agencies
Coordinated Transit Transfers MTC and Transit Agencies
Financial Incentives for shared and active
modes Multiple
The Bay Area Transit Transformation Action Plan is a regional plan developed by the MTC Blue Ribbon Transit Recovery Task Force (Task Force), convened in April 2020 to guide Bay Area transit recovery from the impacts of the pandemic. The key outcomes of the plan are focused on fares and payment, transfer coordination, customer information (including wayfinding and signage), the transit network, accessibility, and funding.

An example of a regional program that
implements these focus areas is the
Transit Fare Coordination & Integration
Study, which assessed business cases
for a regional fare system. BART staff
already play a central role in the study
and will continue to be a leader on
recovery efforts as recommended by
the Task Force. The first pilot program to
come out of this effort is now
underway: the Clipper BayPass. BayPass
is a two-year pilot program that will
study a single transit pass that provides
free access to all bus, rail, and ferry
services in the Bay Area. The initial
implementation is now underway with
UC Berkeley students participating in the first round of passes.

BART is already a key stakeholder and leader on regional fare integration, Clipper 2.0, BayPass, and Clipper START for low-income riders. As these programs continue to develop, BART will continue to take a leading role in communicating changes and opportunities for customers to participate.

Potential Regional Program Funding Sources
• Regional Measure 2 (Bay Area Toll Authority)
• Regional Measure 3 (Bay Area Toll Authority)
• Metropolitan Transportation Commission
• Federal Transit Administration Grants

Berkeley-El Cerrito Corridor Access Plan | 68
Table 17: Regional Strategy Implementation Actions
BART Actions Regional Partner Actions
Continue participation in and leadership on
regional strategies like fare integration,
schedule coordination, and low-income
benefits
Continue communication on rider opportunities
to participate in new regional programs (e.g.,
MTC/UC Berkeley communications on Bay Pass)
As changes and opportunities become available
to BART riders, advertise, and promote them
directly in connection with TOD construction
timelines
Continue coordinating with BART on
opportunities to leverage connections between
regional initiatives and TOD planning processes

Berkeley-El Cerrito Corridor Access Plan | 69

Appendices
Appendix A – Policy Factsheet
Appendix B – Existing Conditions Maps
Appendix C – Downtown Berkeley Infographic
Appendix D – Engagement Summary
Appendix E – Strategies Underway
Appendix F - El Cerrito Plaza Station Preliminary Parking Management Concept Appendix G – North Berkeley and Ashby Station Preliminary Parking Management Concept Appendix H – City of Berkeley City Council Staff Report re: Parking Strategy for the two Berkeley stations

Berkeley-El Cerrito Corridor Access Plan |
Appendix A – Policy Factsheet

This booklet summarizes key community plans that the Berkeley-El Cerrito Corridor Access Plan used for guidance to advance policies adopted by the BART Board of Directors. These plans were crafted with extensive community input before being adopted by elected representatives on the city councils of El Cerrito and Berkeley. These plans capture each community's vision for prioritizing future development and public investments while balancing state and regional directives and incentives, shown below:

Regional
The Metropolitan Transportation Commission’s Plan Bay Area 2050 is a roadmap for the region. It identifies, in part, where housing for the additional

2.5 million residents expected by 2050 should be located to make efficient use of the existing transportation system in an environmentally sustainable way. Transit-oriented development (TOD) is a critical component to help address the housing and climate crises.

Pg 34: “Public lands are key opportunity sites for increasing the Bay Area’s supply of affordable housing,… accelerate the efforts of transit agencies such as Bay Area Rapid Transit and the Santa Clara Valley Transportation Authority to reuse parking lots and other agency-owned land.” State of California
“When households of any income level live near transit and job centers, they drive less.” California’s Housing Future: Challenges and Opportunities, pg. 50 “Transit hubs record highest levels of ridership within a quarter to half mile radius.” Housing and Climate Change policy initiative, pg. 1 State incentives and directives
• Assembly Bill 2923
• TOD Housing Program
• Affordable Housing and Sustainable Communities Program While BART’s policies and these community plans may differ, they all prioritize addressing the climate and housing crises in an equitable way by articulating future vision statements to:
• Build high-density housing for all income levels near transit, particularly around BART stations
• Reduce driving and parking demand
• Prioritize public investments in pedestrian, bicycle, and transit facilities
• Ensure a transportation network for people of all abilities, ages, and income levels
Intersection of Future Visions
BART Policies Supported by Community Plans of
Berkeley and El Cerrito
This booklet is organized as follows:
• The first two pages id entify the specific number or location in Berkeley’s adopted plans, El Cerrito’s adopted plans, and BART’s adopted policies that support each future vision statement listed above. When viewed electronically, you may click on the plan or policy name to connect to the document posted on each agency’s website.
• The final three pages are citations from the adopted plans and policies referenced in the summary, organized by each agency:

Berkeley, El Cerrito, and BART.

Prepared November 2022

Build high-density
housing for all
income levels near
BART stations
Reduce driving and
parking demand
Berkeley Adopted Plans BART Adopted Policies
General Plan
Climate Action Plan
Adeline Corridor Specific Plan
General Plan
Adeline Corridor Specific Plan
Climate Action Plan
Sustainable Transportation &
Land Use Goal 1, Policy A
Housing Policy H-1
Housing Policy H-12
Policy 3.7
Transportation Objective 2
Sustainable Transportation &
Land Use Goal 3
Sustainable Transportation &
Land Use Goal 4 Policy A
Policy 6.9
TOD Policy
Strategy B
TOD Policy Performance Measures
and Targets
Performance Measure F1
Performance Measure F2
TOD Policy
Strategy C
Strategy C-2
BART’s Station Access
Typology map
Station Access Policy
Goal A-4
Land Use Policy LU-25
Sustainable Transportation &
Land Use Goal 1
El Cerrito Adopted Plans
Economic Development Action Plan
Climate Action Plan
San Pablo Avenue Specific Plan (2014)
General Plan
Economic Development Action Plan
Climate Action Plan
Sustainability Community Goal 1
Goal 1, Strategy B
Goal 1, Strategy G
Goal B, Strategy 1
Goal E, Strategy 7
Transportation Goal 17
Sustainable Community
Objective SC-1.3
Goal 1, Strategy B,
Implementation Task 1
Goal E Strategy 2
Vision Statement
Intersection of Future Visions – Summary 1 of 2
San Pablo Avenue Specific Plan (2014)

Prioritize
investments in
Complete Streets
Ensure a mobility
network for people of
all abilities, ages, and
income levels
Berkeley Adopted Plans BART Adopted PoliciesEl Cerrito Adopted Plans Vision Statement Intersection of Future Visions – Summary 2 of 2
Transportation Policy T-4
Table 7
Policy 6.7
Station Access Policy
Goal A-3
Goal B
Appendix E, Table 8
Policy 5-1
Appendix H
Sustainable Community Goal 3
Complete Streets Goal CS.5
General Plan
Pedestrian Plan
Bicycle Plan
Active Transportation Plan
Climate Action Plan
Adeline Corridor Specific Plan
General Plan
Transportation Policy T-49
Pedestrian Plan
Second Goal
Station Access Policy
Goal A-1
Goal E
Strategic Transportation Plan
Goal 4
Adeline Corridor Specific Plan
Transportation Strategic Goal
Active Transportation Plan
Goal 2
Complete Streets Chapter,
Vision and Overarching
Framework, Section 3.02
San Pablo Avenue Specific Plan (2014)
San Pablo Avenue Specific Plan (2014)

General Plan
Housing Policy H-1
“Extremely low, very low, and moderate-income
housing: Increase the number of housing units
affordable to Berkeley residents with lower income
levels.”
Housing Policy H-12
“Transit-oriented new construction: Encourage
construction of new medium and high-density housing
on major transit corridors and in proximity to transit
stations…”
Land Use Policy LU-25
“Affordable housing development: Encourage
development of affordable housing in the Downtown
Plan area, the Southside Plan area, and other transit-
oriented locations.”
Transportation Objective 2
“Reduce automobile use and vehicle miles traveled in
Berkeley, and the related impacts, by providing and
advocating for transportation alternatives and
subsidies that facilitate voluntary decisions to drive
less.”
Transportation 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.”
Transportation Policy T-49
“Disabled Access: Improve pedestrian access for the
entire disabled community.”
Climate Action Plan
Sustainable Transportation & Land Use Goal 1
“Increase density along transit corridors.”
Sustainable Transportation & Land Use Goal 1,
Policy A
“Encourage the development of housing (including
affordable housing), retail services, and employment
centers in areas of Berkeley best served by transit.”
Sustainable Transportation & Land Use Goal 3
“Manage parking more effectively to minimize driving
demand and to encourage and support alternatives to
driving.”
Sustainable Transportation & Land Use Goal 4
Policy A
“Create additional strategic fees/taxes to build
revenue for transportation demand management
(TDM) efforts and to further discourage driving
alone.”
Adeline Corridor Specific Plan
Policy 3.7
“Future development within the Ashby BART subarea
shall provide public space, community-oriented
facilities, and affordable housing, consistent with
objectives, parameters, and process outlined in the
Adeline Corridor Specific Plan.”
Transportation Strategic Goal
“The City of Berkeley will provide safe, equitable
transportation options that meet the mobility needs
of all residents, regardless of age, means, and
abilities, and that further the attainment of the City’s greenhouse gas emission reduction goals.”
Policy 6.7
“Bus and shuttle transit: Work closely with AC Transit
to support continued and improved bus transit and
shuttle service along the Adeline corridor.”
Policy 6.9
“Parking and Transportation Demand Management:

Implement innovative strategies that make efficient
use of existing parking resources while reducing
demand for additional parking.”
Bicycle Plan
Appendix E, Table 8
Identifies Tier 1 projects to upgrade or install
bikeways and improve intersections near North
Berkeley BART on California St, Hopkins St, the
Ohlone Greenway, and San Pablo Ave; and near
Ashby BART on Adeline St, Prince St, Russell St, and
Shattuck Ave.

Strategic Transportation Plan
Goal 4
“Increase transportation choices for disadvantaged
communities.”
Pedestrian Plan
Second Goal
“Increase equity and transportation choices for all.”
Table 7
Identifies high-priority projects to improve walkways
and intersections near Ashby BART on Adeline St,
Ashby Ave, Martin Luther King Jr Wy, Shattuck Ave,
and Alcatraz Ave; and near North Berkeley BART on
University Ave.

Intersection of Future Visions – Citations from the City of Berkeley’s Adopted Plans

Economic Development Action Plan
Goal 1, Strategy B
“Maximize transit-oriented development (TOD)
including higher density residential in-fill development close to existing infrastructure (BART, AC Transit, and Ohlone Greenway) to improve air and water quality
and protect natural resources, through increased
walkability and reduced auto use.”
Goal 1, Strategy B, Implementation Task 1
“Support reduced parking in new development by
creating parking programs, expanding bike- and car-
share programs, and providing data on current
parking ratios.”
Goal 1, Strategy G
“Determine goals for inclusion of affordable/
workforce housing, and resources available to create
affordability in mixed-income projects.”
Climate Action Plan
Sustainability Community Goal 1
“Encourage more compact, higher density infill
development along transportation corridors to reduce
vehicle miles traveled in El Cerrito and beyond.”
Sustainable Community Objective SC-1.3
“Develop a parking demand management strategy to
encourage high density development and alternatives
to driving.”
Sustainable Community Goal 3
“Continue to invest in infrastructure that invites
people to walk, bike, and take transit more in El
Cerrito.”
San Pablo Avenue Specific Plan (2014)*
Goal B, Strategy 1
“Maximize TOD potential (BART and AC Transit).”
Goal E, Strategy 2
“Reduce parking requirements to encourage transit
use and reduce reliance on the private automobile.”
Goal E Strategy 7
“Increase the supply, diversity, and affordability of
housing in proximity to existing or planned
transportation investments.”
Complete Streets Chapter, Vision and
Overarching Framework, Section 3.02
“The Complete Streets Plan aims to develop a
consistent set of objectives, policies, and
implementation measures to provide a well-
connected, safe, and convenient multimodal network
for users of all ages and abilities and support the
goals of this Specific Plan.”
Complete Streets Goal CS.5
“Optimize upcoming investments by encouraging
sidewalk widening in concert with new project
enhancements, increased transit efficiency, bike
facility installations, and/or enhanced landscaping
that improves the overall streetscape environment.”
General Plan
Transportation Goal 17
“… Reduce the percentage of trips made by
automobile and provide the opportunity and facilities
to divert trips from automobiles to other modes…”
Active Transportation Plan
Goal 2
“Implement a well-connected active transportation
system to attract users of all ages and abilities.”
Policy 5-1
“Ensure that the bicycle system serves transit stops
and stations; ensure that pedestrian crossing desire
lines are met at transit stops; and ensure that
continuous, accessible pedestrian routes are
provided.”
Appendix H
High-priority projects to improve walkways, bikeways,
and intersections near El Cerrito Plaza BART on
Central Ave, Cerrito Creek Trail, Fairmont Ave, the
Ohlone Greenway, and San Pablo Avenue.

Intersection of Future Visions – Citations from the City of El Cerrito’s Adopted Plans * As of November 2022, the San Pablo Avenue Specific Plan was being updated and city council adoption was expected in early 2023.

Transit-Oriented Development
Policy Performance Measures and
Targets
Targets for Performance Measures F1
and F2
By 2040, BART will have built 7,000 affordable
homes on its land, representing 35% of its entire
housing portfolio.

Station Access Policy
Goal A-1
“Ensure safe access for all users of
the BART system, including those
with disabilities.”
Goal A-3
“Prioritize the most sustainable
access modes, with a focus on the
lowest greenhouse gas and
pollutant emissions per trip.”
Goal A-4
“Reduce the access mode share of
the automobile by enhancing
multi-modal access to and from
BART stations in partnership with
communities and access
providers.”
Goal B
“More Riders: Invest in station
access to connect more riders cost-
effectively, especially where and
when BART has available
capacity.”
Goal E
“Equitable Services: Invest in access
choices for all riders, particularly
those with the fewest choices.”
Transit-Oriented Development
Policy
Strategy B
“Support Transit-Oriented Districts.”
Strategy C
“Increase sustainable transportation choices
using best practices in land use and urban
design.”
Strategy C-2
“Ensure that combined TOD/parking/access
improvements on and around each BART station
encourage net new BART ridership, utilizing
corridor-level, shared, and off-site approaches
to parking replacement as appropriate… strive
for no or limited parking replacement at “Urban
with Parking” Stations…” (as defined in BART’s
Station Access Typology map, found at
https://www.bart.gov/about/planning/policies
)
Intersection of Future Visions – Citations from BART’s Adopted Policies

Berkeley-El Cerrito Corridor Access Plan |
Appendix B – Existing Conditions Maps

Appendix B:

Existing Conditions Maps
The following existing conditions maps are included in this Appendix B:

1. Basemap

2. Population Density

3. Employment Density

4. Activity Density

5. Equity Priority Communities

6. Population with a Disability

7. Poverty Level

8. Race/Ethnicity

9. Zero Vehicle Households

10. Employment Centers

11. Land Use

12. Bikeways

13. Transit
Funded by the California Department of Transportation and the Federal Transit Administr ation

Berkeley-El Cerrito Corridor Access Plan |
Appendix C – Downtown Berkeley
Infographic

2 Appendix C:

Downtown
Berkeley
720
spaces1
-
does not fill up1

1.6 miles
median drive/park distance2
Auto Parking at Center Street Garage
Average Weekday Entries
0%
10%
20%
30%
40%
50%
60%
70%
80%
Walk Bike Transit Dropped
Off
Parked
Station Access 2008 2015

1. City of Berkeley Center Street Garage, February 2020. 2. BART, 2015 3. BART, Oct 2019 4. BikeHub, 2021.

Source (unless noted): BART Station Profile Survey, 2008 & 2015 Source: BART
live within a 15-min walk , bike , or bus trip
Demographic Profile
Residents Riders
households
making less
than $75,000
households
that do not
have a vehicle
people with
a disability
people
of color
65% 68%
37% 30%
7% 4%
53% 48%
A low-income rider is half as likely to
drive and park as a high-income rider.

Source: BART, 2015; ACS 2013-17; Residents are defined
as those within a 15-min bike ride (2.2 miles) of Downtown Berkeley station and not closer to another BART station. 0 2,000
4,000
6,000
8,000
10,000
12,000
2015 2016 2017 2018 2019 2020
COVID-19
53% of Drive-and-Parkers
Less than 30 riders reported driving and parking
100
rack spaces3
Bike Parking
326
secured spaces4

3 Access
Infographic Description
The Station Access Graphic compares how people
accessed the Downtown Berkeley BART station in
2008 and 2015. Between 2008 and 2015, the share
of riders who walked to the station increased from
71% to 74%. To get to the station in 2008, 10% of
riders biked, 9% took transit, 6% were dropped off,
and 4% drove and parked. In 2015, 7% of riders
biked, 10% used transit, 9% were dropped off, and
1% of riders parked.

The Average Weekday Entries graphic displays the
number of average weekday entries at the
Downtown Berkeley BART station from 2015 to
2020. There is a slight decline from 2015-2019, from
11,600 average weekday entries in 2015, to just
under 9,700 weekday entries in 2019. Due to the
COVID-19 pandemic, there is a sharp decline from
about 9,700 weekday entries in 2019 to about 1,000
in 2020.

The map displays a
range in which people
can access the
Downtown Berkeley
BART station within a
15-min walk trip, a
15-min bike trip, and
a 15-min transit trip.

The area in which
riders can access the
station within a 15-
min bike ride is the
largest, followed by
bus, and the smallest
is walking. About 53%
of drive-and park
riders live within a 15-
min walk, bike, or bus
trip from the station.

The Demographic Profile section compares riders at the
station with residents living near the station. Residents are defined as those within a 15-min bike ride (or about 2.2 miles) and not closer to another BART station.
• 65% of residents within a 15-min bike ride of Downtown Berkeley live in households that make less than $75,000. 68% of Downtown Berkeley BART riders live in
households making less than $75,000. A low-income rider is half as likely to drive and park as a high-income rider. • 37% of residents within a 15-min bike ride of Downtown Berkeley live in households that do not have a vehicle. 30% of Downtown Berkeley BART riders live in
households that do not have a vehicle.
• 7% of residents within a 15-min bike ride of Downtown Berkeley have a disability, while 4% of Downtown
Berkeley BART riders have a disability.
• 53% of residents within a 15-min bike ride of Downtown Berkeley are people of color. 48% of Downtown Berkeley
BART riders are people of color.

The Auto and Bike Parking sections detail available vehicle and bicycle parking at the station. There are 720 available parking spaces at the City of Berkeley's Center St. garage near the Downtown Berkeley BART station. The garage generally does not fill up, but pre-COVID peak use time at the garage is 12:00PM. For rider that drive and park at the station, the median driving time from the station is 1.6 miles. There are 100 bike rack parking spaces and 326 secured bike parking spaces at Downtown Berkeley BART.

Downtown
Berkeley

Berkeley-El Cerrito Corridor Access Plan |
Appendix D – Engagement Summary

Appendix D. Engagement Summary
This appendix provides a general overview of the public engagement process and feedback received through the Berkeley-El Cerrito Corridor Access Plan (the Plan).

Milestone reports for each round of public engagement are attached.

1.1 Engagement Timeline & Methods
Public engagement was divided into three rounds, as shown in Figure 1, to align with the project’s phases: (1) Define access needs; (2) Explore access options and analyze on-site BART rider parking; and 3) Refine strategies and develop implementation plan.

Figure 1: Rounds of Public Engagement

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Engagement was conducted in many formats and forums, such as:
• Meetings with and presentations to community-based organizations; community residents and BART riders; City councils, commissions, and committees; and BART’s Board of Directors
• Online open houses and surveys
• Office hours for attendee-driven questions and comments • In-person tabling at community events, such as farmers and flea markets • Free-form comments submitted through the project’s website Public events were promoted through BART’s social media channels (Twitter, Facebook, Instagram, etc.), eBlasts to email lists (project and city lists), and press releases. Figure 2 summarizes the engagement and quantity of public response for the three online open houses on the left and for the other engagement on the right.

Figure 2: Summary of Engagement and Public Response

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1.2 Key Themes
The majority of input came from BART riders and community members living in close proximity to the station through the online open house surveys. Riders shared many suggestions for and concerns about changes to the way they get to and from BART.

Residents near BART stations provided a range of opinions about how reducing the number of BART rider parking spaces will affect their neighborhoods. In general, many support the developments to help the Bay Area’s housing crisis in an environmentally sustainable way, but some expressed concern that building on BART’s parking lots and reducing the number of parking spaces on-site will lead to more commuters driving directly to their destinations.

Corridor-Wide Strategies
Riders in the Study Area were highly supportive of the following access strategies to and from BART.

Transit
• Improved transfers between AC Transit and BART with scheduling, signage, and real-time information.
• More affordable transfers between AC Transit and BART. • Better amenities at bus stops within 1.5 miles of BART stations, including benches, shelters, and real-time information.

Biking
• Having secure parking for large bicycles, such as electric bikes, cargo bikes, trikes, and adaptive bikes.

Driving
• Car parking options for BART riders near a station (e.g., on-street, in a lot nearby, day-by-day rental of privately owned driveways, etc.)
Other
• Personalized information about trip planning for all modes (511.org, Google maps, Citymapper, BART app, etc.).
• Financial incentives for shared or active travel options, such as Clipper Cash or discounts for purchasing an electric bike.

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Strategies Near the Stations
Riders were also highly supportive of specific access strategies serving each station area, such as:

Transit
• Enhancing, expanding, and adding transit service.

Biking & Walking
• Redesigning key intersections to prioritize safety and ease of access for those who walk, roll, or bike to and from BART.
• Installing low-stress bikeway networks on streets and paths that lead to and from each station.
• Providing cycling amenities, such as bike repair kiosks and charging stations for individual and shared mobility, like electric bikes, wheelchairs, and scooters. • Instituting an electric bike lending library that enables BART riders to evaluate a variety of cycles, such as trikes, electric, cargo, tandem, recumbent, and adaptive bikes.
• Conducting education about safe bike riding habits.
• Installing pedestrian-scaled lighting around the station areas and on neighborhood walkways and bikeways, though some residents were concerned about light pollution.
• Reducing and calming vehicle traffic around the station areas and in surrounding neighborhoods.

Other
• Improving pavement conditions for pedestrians, cyclists, and wheelchair users. • Prioritizing access needs of BART riders with mobility issues (due to disability and/or age).

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• Implementing, expanding, and/or subsidizing on-demand transit, bike share, and ride-hailing options.
• Ensuring connections between each station and its surrounding community are intuitive through station area design and signage/wayfinding.

Rider Parking
Riders and residents had differing opinions about car parking for BART riders.

At the Stations
There was mixed reaction to providing BART rider parking spaces on-site as part of the development:
• Most riders living further away expressed concern
about distance, terrain, mobility challenges, errands,
and lack of transit options and wanted some parking
on-site.
• Some riders living nearby expressed the desire to have no on-site parking to minimize traffic in the
neighborhood, thus improving the overall public realm,
particularly for walking and biking.
• Other riders and residents living nearby expressed
concerns that BART rider parking space reductions on-
site would lead to more traffic and less parking
availability for neighborhood residents and businesses. • Some said BART should not build parking on-site due to equity concerns and to maximize homes.

Most agreed, however, that BART rider parking at the stations should:
• Prioritize riders who have the fewest choices, such as seniors, people with disabilities, and those who have
multiple stops, such as dropping off children at school. • Be managed to ensure availability even if it means
charging a higher rate.
• Provide electric vehicle charging spaces.

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Outside of the Stations
On the topic of parking outside the station area, a corridor-wide analysis of riders and residents revealed the following:
• Many riders who live further than a half-mile from a station want the option to park on-street to access BART and are willing to pay to do so. • Riders living within a half-mile of a station expressed the most support for prohibiting BART riders from parking on-street but were also supportive overall of allowing BART riders to pay for parking on-street.
• Many of those who do not ride BART and live or work within a half-mile of a station want to prohibit on-street parking by BART riders.
• Riders and residents agree that, if BART riders park on-street, they should pay and that surplus parking fees should be spent on community benefits.

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Funded by the California Department of Transportation and the Federal Transit Administr ation

9 Online O en House
3,552 Unique Users
1,968 Completed Surveys
i,398 Comments and Upvotes
from Interactive Map
17 Social Media Posts
232 Likes{f weets
Other Outreach
14 Virtual Publ!ic Meetings
(Community ,. Council, Board)
170+ [nteracfons at
Four In-Person Events and
u Vitrtua1 Office Hours
i,067 Email Recipients
122 VVebsite Comments Received
OUTREACH MILESTONE REPORT #1
April through August 2021
The Berkeley – El Cerrito Corridor Access Plan (The Corridor Access Plan) is focused on existing riders whose access to BART may be affected by the roughly 2,500 mixed-income homes planned on station parking lots at Ashby, North Berkeley, and El Cerrito Plaza. Using input from the public, elected officials, boards and commissions, local agencies, and service providers, the Corridor Access Plan will provide a set of area-wide options for station access and parking management to be implemented in alignment with each station’s development.

This milestone report summarizes the first of three pub lic outreach phases for the Corridor Access Plan.

Survey and key materials translated into Spanish and Chinese.

Published March 14, 2022
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funded by the Califonua Department ofTransportanon and the federal Transit Administration

OUTREACH

S UMMARY
Online Open House
The online open house
communicated details about
the Corridor Access Plan and
could be translated into
multiple languages. The survey
(available in English, Spanish,
and Chinese) and interactive
map solicited feedback from
the public from July 2 through
August 20, 2021 . There were
four virtual office hours for
each of the three stations
where development is planned.

Project Website
Free-form comments were
submitted through the
Corridor Access Plan website at
www.bart.gov/beccap.

In-Person Even ts
BART staff tabled at three
Farmers Markets and one Rea
Market during the online open
house.

Virtual Meeting s
14 meetings were held with
elected officials, boards,
commissions , and community
groups.

WHAT WE HEARD: KEY THEMES

CORRIDOR-WIDE
During this period of outreach, riders shared many suggestions for and concerns about changes to the way they get to and from BART. Residents near BART stations provided their opinions about how reducing the number of BART rider parking spaces will affect their neighborhoods. In general, many support transit-oriented development (TOD)1 to help the Bay Area’s housing crisis in an environmentally sustainable way, but some expressed concern that building on BART’s parking lots will lead to more commuters driving directly to their destinations.

Walking, Rolling, and Biking: Nearly all who provided input on these modes indicated the importance of creating low-stress access to and from BART by people of all ages and abilities.
• Implement bikeway and walkway improvements on select streets that lead to BART.
• Redesign key intersections to prioritize safety and ease of access for those who walk, roll, or bike to and from BART.
• Separate cyclist and pedestrian traffic where possible. • Install secure bike parking in the station areas that can accommodate a variety of types, such as trikes, electric, cargo, tandem, recumbent, and adaptive bikes.
• Provide cycling amenities, such as bike repair kiosks and charging stations for individual and shared mobility, like electric bikes, wheelchairs, and scooters.
• Institute a bike lending library that enables BART riders to test out a variety of types, such as trikes, electric, cargo, tandem, recumbent, and adaptive bikes.

Car Parking: Suggestions for accommodating those who drive and park to access BART included:
• Provide parking to riders who have the fewest choices, such as seniors, people with disabilities, and those who have multiple stops, such as dropping off children at school.
• Manage parking at BART to ensure availability even if it means charging a higher rate.
• Minimize on-street parking by BART riders and new TOD residents to protect parking for current neighborhood residents and businesses.
1 Note: Public input about individual TOD projects received during the Corridor Access Plan outreach will be considered in the planning and development process for each station.

MILESTONE REPORT #1: APRIL – AUGUST 2021 2
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funded by the Califonua Department ofTransportanon and the federal Transit Administration •l._,.._.
• Provide electric vehicle charging spaces.

Safety and Security: Concerns about the safety of walking in the neighborhoods and station areas were common, especially in low-light conditions. Some suggestions included:
• Install pedestrian-scaled lighting around the station areas and on neighborhood walkways and bikeways, though some residents are concerned about light pollution. • Provide interactive amenities, such as art or historical points of interest, to encourage more “eyes on the street”.
• Implement strategies that reduce and calm vehicle traffic around the station areas and in surrounding neighborhoods.

Universal Access: Mos t who provided
comments about BART
riders with mobility
issues (due to disability and/or age) want to
ensure that their access needs are
prioritized.

Transit: Many want existing transit service
enhanced or expanded in addition to new
service.

Shared and on-demand mobility: Some want
to see services like on-demand transit, bike
share, and ride-hailing options implemented,
expanded, and/or subsidized.

Station Area Design: Input included
increased connectivity between the stations
and the surrounding neighborhoods for
those who walk, bike, roll, and take public
transportation to access BART, implement
intuitive wayfinding and signage, and
maintain station areas as transit centers.

The following pages summarize more
specific public input for each station area in
the following order:
• Ashby
• North Berkeley
• El Cerrito Plaza

MILESTONE REPORT #1: APRIL – AUGUST 2021 3
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funded by the Califonua Department ofTransportanon and the federal Transit Administration WHAT WE HEARD: KEY THEMES FOR

ASHBY STATION
During this period of outreach, riders shared many suggestions for and concerns about changes to the way they get to and from the Ashby BART Station. Residents near the Ashby BART Station provided their opinions about how reducing the number of BART rider parking spaces will affect their neighborhood. In general, there is a high level of local support for TOD, particularly affordable housing, at this station, but there is concern about displacement of the existing Flea Market due to the development.

Walking, Rolling, and Biking
• Implement and/or upgrade bikeways on Prince Street, Woolsey Street, Adeline Street, Ashby Avenue, and Shattuck Avenue. • Improve pedestrian, cyclist, and wheelchair user crossings of Adeline Street, MLK Jr. Way, and Ashby Avenue around the station area.

Safety and Security
• Calm traffic on the streets surrounding the station (Adeline Street, MLK Jr. Way, and Ashby Avenue).
• Implement more lighting on neighborhood streets that lead directly to the station, like Prince Street and Woolsey Street.

Car Parking
• Concern about the availability of parking on Sundays due to the heavy concentration of churches in the area.
• Those living nearby indicated concerns that reductions in BART rider parking spaces will lead to less parking availability for residents and businesses in the neighborhood.

Transit
• Reinstate bus transit service on Ashby Avenue to connect West Berkeley and Elmwood to BART.

Station Area Design
2 • Increase station connectivity to commercial areas to create a more vibrant and accessible destination.
• Better wayfinding to the station through Ed Roberts Campus. • Add a second elevator.
2 Note: Public input about individual TOD projects received during the Corridor Access Plan outreach will be considered in the planning and development process for each station.

MILESTONE REPORT #1: APRIL – AUGUST 2021 4

A S H BY OUTREA C H

S UMMARY
Ho sted by the City of
B erkeley
Ashby and North Berkeley
BART Station Planning
• Community Advisory
Group Meetinp; #6 on April
29, 2021
• Community Advisory
Group Meeting #7 on June
21, 2021
• Community Meeting #3 on
June 26, 2021
Online Open House and
Surve y Activities
• Four virtual office hours,
one hour each on August
9, August u , August 16, and
August18
• In-person tabling at the
South Berkeley Farmer's
Market on August 10
• In-person tabling at the
Ashby Flea Market on
August14
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NORTH BERKELEY

OUTREACH

SUMMARY
WHAT WE HEARD: KEY THEMES FOR

NORTH BERKELEY STATION
During this period of outreach, riders shared many suggestions for and concerns about changes to the way they get to and from the North Berkeley BART Station. Residents near the North Berkeley BART Station provided their opinions about how reducing the number of BART rider parking spaces will affect their neighborhood. In general, there is a moderate level of local support for TOD, particularly affordable housing, at this station, but there is concern about the loss of BART rider parking.

Walking, Rolling, and Biking
• Improve the Ohlone Greenway near the station area: Widen, fix poor pavement conditions, upgrade lighting, and improve street crossings.
• Implement and/or upgrade bikeways on Acton Street, California Street, Virginia Street, and Delaware Street.
• Improve pedestrian, cyclist, and wheelchair user crossings of Sacramento Street, Cedar Street, Rose Street, University Avenue, and San Pablo Avenue around the station area.

Safety and Security
• Implement more lighting on neighborhood streets that lead directly to the station, like Acton Street and Virginia Street. • Some expressed concern that the TOD will lead to more traffic on neighborhood streets.

Car Parking
• Explore demand-based pricing for parking at BART and on-street. • Identify opportunities for shared parking, such as on-site with TOD residents or near-by at publicly- or privately owned facilities. • There were mixed reactions to providing BART rider parking spaces as part of the TOD development:
o Most riders living further away expressed concern that distance, terrain, mobility challenges, errands, and lack of transit options would make it too challenging to access BART without a car and want some parking on-site.
o Some riders living nearby expressed the desire to have no on- site parking to minimize traffic in the neighborhood, thus improving the overall public realm, particularly for walking and biking.
o Other riders living nearby indicated concerns that reductions in BART rider parking spaces will lead to more traffic and less parking availability for residents and MILESTONE REPORT #1: APRIL – AUGUST 2021 6
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funded by the Califonua Department ofTransportanon and the federal Transit Administration Tho C ity's B A R T Commun ity
Adv isory G ro u p (CAG ) has been
estab lished for the purposes of
d row ing broad comm un ity
participation and p rovid ing
valuab lo in put to tho P lann ing
Comm ission as It con side rs
zon ing standa rds that will b e
cons istent w ith the C ity's
obligations unde r AB 2 9 2 3 fo r th e
Ashby and North B crkoloy BA R T station areas .
businesses in the neighborhood.
o Some questioned why BART would build rider parking, which is expensive, land-intensive, provides the most benefit to the highest-income riders, and is contrary to its adopted policies to prioritize sustainable station access investments.

Universal Access
• Prioritize access improvements for residents in lower-income areas, like west Berkeley.

Transit
• Enhance public transit access to BART for residents who live in west Berkeley by increasing frequency and service times of AC Transit’s Route 52.
• Enhance public transit access to BART for residents who live in the hills, such as increased frequency and service times of AC Transit’s Routes 7, 65 and 67, which connects to the Downtown Berkeley BART station.
• Reinstate AC Transit’s Route H Transbay Service.
• Provide new transit and/or shuttle service that connects residents in the hills and west Berkeley to the North Berkeley BART station.
• Implement on-demand transit or shuttles.

Station Area Design3
• Include public charging stations for wheelchairs, e-bikes, and electric vehicles. • Add a second elevator.
3 Note: Public input about individual TOD projects received during the Corridor Access Plan outreach will be considered in the planning and development process for each station.

MILESTONE REPORT #1: APRIL – AUGUST 2021 7
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funded by the Califonua Department ofTransportanon and the federal Transit Administration

EL CERRITO PLAZA

OUTREACH

SUMMARY
WHAT WE HEARD: KEY THEMES FOR

EL CERRITO PLAZA STATION
During this period of outreach, riders shared many suggestions for and concerns about changes to the way they get to and from the El Cerrito Plaza BART Station. Residents near the El Cerrito Plaza BART Station provided their opinions about how reducing the number of BART rider parking spaces will affect their neighborhood. In general, there is a moderate level of local support for TOD at this station, but there is concern about the loss of BART rider parking.

Walking, Rolling, and Biking
• Improve the Ohlone Greenway near the station area: Widen path, upgrade lighting, and fortify street crossings, especially at Fairmount Avenue where Richmond Street and BART parking lot driveways are found in close to one another.
• Implement and/or upgrade low-stress, east-west bikeways on Central Avenue, Fairmount Avenue, and Cerrito Creek.
• Implement and/or upgrade low-stress, north-south bikeways on San Pablo Avenue and Carlson Boulevard.
• Improve pedestrian, cyclist, and wheelchair user crossings of San Pablo Avenue, Carlson Street, Fairmount Avenue, and Central Avenue around the station area.

Safety and Security
• Install pedestrian-scale lighting on neighborhood streets that lead directly to the station, like Richmond Street and Central Avenue. • Provide interactive amenities, such as art or bike repair kiosks, around the station to encourage people to walk and bike to increase the perception of safety.

Car Parking
• Explore demand-based pricing for parking at BART and on-street. • Identify opportunities for shared parking, such as on-site with TOD residents or near-by at publicly- or privately owned facilities. • There were mixed reactions to providing BART rider parking spaces as part of the TOD development:
o Most riders living further away expressed concern that distance, terrain, errands, and lack of transit options would make it too challenging to access BART without a car and want some parking on-site.
o Some riders living nearby expressed the desire to have no on-site parking to minimize traffic in the neighborhood, thus improving the overall public realm, particularly for walking and biking.

MILESTONE REPORT #1: APRIL – AUGUST 2021 8
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funded by the Califonua Department ofTransportanon and the federal Transit Administration o Other riders living nearby indicated concerns that reductions in BART rider parking spaces will lead to more traffic and less parking availability for residents and businesses in the neighborhood. o Some questioned why BART would build rider parking, which is expensive, land-intensive, provides the most benefit to the highest-income riders, and is contrary to its adopted policies to prioritize sustainable station access investments.

Transit
• Enhance public transit access to BART for residents who live in Richmond Annex by increasing frequency and service times of AC Transit’s Route 71.
• Enhance public transit access to BART for residents who live in Berkeley and Kensington by increasing frequency of AC Transit’s Route 79.
• Provide new public transit access to El Cerrito Plaza BART for residents who live in the hills. • Provide on-demand transit or shuttle service to connect residents who live in the hills and Richmond Annex to El Cerrito Plaza BART.

Station Area Design4
• Increase station connectivity to commercial areas to create a more vibrant and accessible destination. • Include public charging stations for wheelchairs, e-bikes, and electric vehicles. 4 Note: Public input about individual TOD projects received during the Corridor Access Plan outreach will be considered in the planning and development process for each station.

MILESTONE REPORT #1: APRIL – AUGUST 2021 9
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Outreach and Project Timeline

Outreach
Outreach for the Corridor Access Plan is being conducted in three rounds:
• 1st Round (spring/summer 2021) – Needs: Public input on access needs across the corridor, gathered through the online open house, project website, in-person events, and virtual meetings. • 2nd Round (fall 2021 through spring 2022) – Initial Access Options: Public feedback on an initial set of options for area-wide station access and parking.
• 3rd Round (summer 2022) – Draft Corridor Access Plan: Public review of the plan, which will summarize the needs, confirm and prioritize the set of options for station access and parking, and identify funding opportunities to implement these options.

Pro ject Timeline

Summer 2021
Define Access Needs
Complete
funded by the Califonua Department ofTransportanon and the federal Transit Administration

1.0e\felop v ision and rev iew goals
2 .Collect data

3.Engagementand feedback (1" round)
4 .0efine n eeds
S.Undc rst.:ind ~ccc ss op p ortunitic~
·1.1dentif\• menu o f access options

2.st-.:irc the m in imum .:ind m~ximum nu mbe r
of on-site BART rider pa rking sp aces

3.Engagement and feedback (2"' round)
4 .Con iirm access options

5.0etermin e funding and fin ancing option>

1.Comp lete O rait Corridor ,!\ccess Plan

2.Engagemen tan d feedback (3'" round)
3 .Finalize Co rrido r .6.c..cess Plan
The project timeline and its relationship to each outreach phase is shown below:

MILESTONE REPORT #1: APRIL – AUGUST 2021 10
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Published November 25, 2022

1,142 Unique Users
4 Virtual Public Meetings
(Community, Council, Board)
752 Completed Surveys
23+ Interactions at
Four Virtual Office Hours
51 Station Access Strategies
Ranked by 327 Riders
1,252 Email Recipients
3 Social Media Posts
30 Likes/Tweets
57 Website Comments Received
Online Open House #2 Other Outreach
Funded by the California Department of Transportation and the Federal Transit Administration

OUTREACH MILESTONE REPORT #2
September 2021 through May 2022
The Berkeley – El Cerrito Corridor Access Plan (The Corridor Access Plan) is focused on existing riders whose access to BART may be affected by the transit-oriented developments (TODs) that will result in roughly 2,500 mixed-income homes planned on station parking lots at Ashby, North Berkeley, and El Cerrito Plaza. Using input from the public, elected officials, boards and commissions, local agencies, and service providers, the Corridor Access Plan will provide a set of area-wide options for station access and parking management to be implemented in alignment with each station’s development.

This milestone report summarizes the second of three public outreach phases for the Corridor Access Plan.

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MILESTONE REPORT #2: SEPTEMBER 2021 – MAY 2022 2
WHAT WE HEARD: KEY THEMES CORRIDOR-WIDE
During this period of outreach, riders shared many suggestions for and concerns about changes to the way they get to and from BART. Residents near BART stations provided their opinions about how reducing the number of BART rider parking spaces will affect their neighborhoods. In general, many support TOD1 to help the Bay Area’s housing crisis in an environmentally sustainable way, but some expressed concern that building on BART’s parking lots will lead to more commuters driving directly to their destinations.

Top Six Strategies Identified in the Online Open House Survey • Improved transfers between AC Transit and BART with
scheduling, signage, and real-time information.
• Personalized information about trip planning for all modes (511.org, Google maps, Citymapper, BART app, etc.).
• Better amenities at bus stops within 1.5 miles of BART stations, including benches, shelters, and real-time information. • More affordable transfers between AC Transit and BART. • Financial incentives for shared or active travel options, such as Clipper Cash or discounts for purchasing an electric bike. • Having secure parking for large bicycles, such as electric bikes, cargo bikes, trikes, and adaptive bikes.

It’s important to note that strategies will be analyzed not only by their level of public support but also by their effectiveness, cost, and feasibility.

Walking, Rolling, and Biking: Nearly all who provided input on these modes indicated the importance of creating low-stress access to and from BART by people of all ages and abilities.
• Implement bikeway and walkway improvements on select streets that lead to BART.
• Redes
ign key intersections to prioritize safety and ease of access for those who walk, roll, or bike to and from BART.
• Install secure bike parking in the station areas that can accommodate a variety of types, such as trikes, electric, cargo, tandem, recumbent, and adaptive bikes.
• Provide cycling amenities, such as bike repair kiosks and charging stations for individual and shared mobility, like electric bikes, wheelchairs, and scooters.
• Institute a bike lending library that enables BART riders to test out a variety of types, such as trikes, electric, cargo, tandem, recumbent, and adaptive bikes.

1 Note: Public input about individual TOD projects received during the Corridor Access Plan outreach will be considered in the planning and development process for each station.

Online Open House
The second online open house
communicated details about
the Corridor Access Plan and
could be translated into
multiple languages. The survey
solicited feedback from the
public from April 20 through
May 18, 2022. There were four
virtual office hours in support
of the online open house.

Project Website

Free-form comments were
submitted through the
Corridor Access Plan website
(www.bart/beccap.gov).

Virtual Meetings
4 meetings were held with
elected officials, boards,
commissions, and community
groups.

OUTREACH

SUMMARY
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MILESTONE REPORT #2: SEPTEMBER 2021 – MAY 2022 3
• Conduct education about safe bike riding habits.
• Improve pavement for pedestrians, cyclists, and wheelchair users.

Car Parking:
• There were mixed reactions to providing BART rider parking spaces as part of the TOD development:
o Most riders living further away expressed concern about distance, terrain, mobility challenges, errands, and lack of transit options and want some parking on-site. o Some riders living nearby expressed the desire to have no on-site parking to minimize traffic in the neighborhood, thus improving the overall public realm, particularly for walking and biking. o Other riders and residents living nearby indicated concerns BART rider parking space reductions will lead to more traffic and less parking availability for neighborhood residents and businesses. o Some said BART should not build parking on-site due to equity concerns and to maximize housing. • Most agreed, however, that BART rider parking at the stations should:
o Prioritize riders who have the fewest choices, such as seniors, people with disabilities, and those who have multiple stops, such as dropping off children at school. o Be managed to ensure availability even if it means charging a higher rate. o Provide electric vehicle charging spaces.
• On the topic of parking outside the station area, input for all engagement shows:
o Riders who live more than a half-mile of a station want the option to park on-street to access BART and are willing to pay to do so.
o Riders with living or working within a half-mile of a station were more evenly split about allowing new TOD residents and BART riders to park on-street.
o Those who don’t ride BART and live or work within a half-mile of a station want to prohibit on- street parking by BART riders and new TOD residents.
o Riders and residents/business representatives agree that, if BART riders park on-street, their parking fees should be used to fund neighborhood improvements.

Safety and Security: Concerns about the safety of walking in the neighborhoods and station areas were common. Many suggested implementing strategies that reduce and calm vehicle traffic around the station areas and in surrounding neighborhoods. Fears of crime and harassment were another concern.

Universal Access: Most who provided comments about BART riders with mobility issues (due to disability and/or age) want to ensure that their access needs are prioritized.

Transit: Many want existing transit service enhanced or expanded in addition to new service.

Shared and on-demand mobility: Some want to see services like on-demand transit, bike share, and ride- hailing options implemented, expanded, and/or subsidized.

Station Area Design: Input included increased connectivity between the stations and the surrounding neighborhoods for those who walk, bike, roll, and take public transportation to access BART, and maintain station areas as transit centers.

The following pages summarize more specific pub lic input for each station area in the following order: Ashby, North Berkeley, and El Cerrito Plaza

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MILESTONE REPORT #2: SEPTEMBER 2021 – MAY 2022 4
WHAT WE HEARD: KEY THEMES FOR

ASHBY STATION
During this period of outreach, riders shared many suggestions for and concerns about changes to the way they get to and from the Ashby BART Station. Residents near the Ashby BART Station provided their opinions about how reducing the number of BART rider parking spaces will affect their neighborhood. In general, there is a high level of local support for TOD, particularly affordable housing, at this station, but there is concern about displacement of the existing Flea Market due to the development.

Top Five Strategies Identified in the Online Open House Survey • Better signage and wayfinding for getting to and from the Ashby station entrance.
• Improvements along Adeline St and at street crossings between Shattuck Ave and Stanford Ave.
• Improvements at all street crossings across Ashby Ave between Ellis St and Adeline St.
• Improvements along MLK Jr Wy and at street crossings between Fairview St and Ashby Ave.
• Improvements along Russell St and at street crossings between San Pablo Ave and Fulton St.

It’s important to note that strategies will be analyzed not only by their level of public support but also by their effectiveness, cost, and feasibility.

Walking, Rolling, and Biking
• Implement or upgrade bikeways on Adeline St and Ashby Ave.

Safety and Security
• Calm traffic on the streets surrounding the station.

Car Parking
• Residents are interested in the residential parking permit (RPP) program but are concerned about its limitations
• If RPP expanded or implemented, set up to discourage riders with RPPs from driving and parking on-street to access BART.

Station Area Design2
• Increase station connectivity to commercial areas to create a more vibrant and accessible destination and to support small, local businesses.

2 Note: Public input about individual TOD projects received during the Corridor Access Plan outreach will be considered in the planning and development process for each station.

ASHBY OUTREACH

SUMMARY
Virtual Community
Meeting
• Advisory committee and
community meeting
focused on station access
at the Ashby and North
Berkeley BART station,
March 9, 2022.

Online Open House and
Survey Activities
• Virtual office hour focused
on street parking around
the Ashby and North
Berkeley BART stations,
April 25, 2022.
• Two virtual office hours
focused on station access
for all the stations in the
study area, May 4 and 5,
2022.

Virtual Public Meeting
• Regular BART Board of
Directors meeting included
an item considering the
draft Joint Vision &
Priorities for TOD at Ashby
and North Berkeley
stations, May 26, 2022.

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MILESTONE REPORT #2: SEPTEMBER 2021 – MAY 2022 5
WHAT WE HEARD: KEY THEMES FOR

NORTH BERKELEY STATION
During this period of outreach, riders shared many suggestions for and concerns about changes to the way they get to and from the North Berkeley BART Station. Residents near the North Berkeley BART Station provided their opinions about how reducing the number of BART rider parking spaces will affect their neighborhood. In general, there is a moderate level of local support for TOD, particularly affordable housing, at this station, but there is concern about the loss of BART rider parking.

Top Five Strategies Identified in the Online Open House Survey • Improvements along Virginia St and at street crossings between San Pablo Ave and Oxford St.
• Improvements along Acton St and at street crossings between Rose St and Addison St.
• AC Transit bus line running more often along Gilman St, Hopkins St, and Monterey Ave to and from downtown San Francisco. • AC Transit bus line running along Gilman St, Hopkins St, Monterey Ave, and Arlington Ave to and from downtown San Francisco. • Improvements along California St and at street crossings between Hopkins St and Russell St.

It’s important to note that strategies will be analyzed not only by their level of public support but also by their effectiveness, cost, and feasibility.

Walking, Rolling, and Biking
• Improve the Ohlone Greenway near the station area
• Provide a bikeshare station on the Ohlone Greenway between Gilman St and Curtis St.

Safety and Security
• Concerns by some residents that the TOD will lead to more traffic on neighborhood streets.

Car Parking
• Explore demand-based pricing for parking at BART and on-street. • Support improving the City’s parking management and
enforcement.

Transit
• Enhance public transit access to BART for residents who live in the hills, such as increased frequency and service times of AC Transit’s routes.

NORTH BERKELEY

OUTREACH

SUMMARY
Virtual Community
Meeting
• Advisory committee and
community meeting
focused on station access
at the Ashby and North
Berkeley BART station,
March 9, 2022.

Online Open House and
Sur
vey Activities
• Virtual office hour focused
on street parking around
the Ashby and North
Berkeley BART stations,
April 25, 2022.

• Two virtual office hours
focused on station access
for all the stations in the
study area, May 4 and 5,
2022.

Virtual Public Meeting
• Regular BART Board of
Directors meeting included
an item considering the
draft Joint Vision &
Priorities for TOD at
Ashby and North Berkeley
stations, May 26, 2022.

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MILESTONE REPORT #2: SEPTEMBER 2021 – MAY 2022 6
Station Area Design3
• Include public charging stations for wheelchairs, e-bikes, and electric vehicles. • Add a second elevator that can fit two bicycles or multiple wheelchair users. • Make the elevator waiting areas more open, welcoming and safe.

Figure 1: Announcement for Berkeley Community Meeting

3 Note: Public input about individual TOD projects received during the Corridor Access Plan outreach will be considered in the planning and development process for each station.

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MILESTONE REPORT #2: SEPTEMBER 2021 – MAY 2022 7
WHAT WE HEARD: KEY THEMES FOR

EL CERRITO PLAZA STATION
During this period of outreach, riders shared many suggestions for and concerns about changes to the way they get to and from the El Cerrito Plaza BART Station. Residents near the El Cerrito Plaza BART Station provided their opinions about how reducing the number of BART rider parking spaces will affect their neighborhood. In general, there is a moderate level of local support for TOD at this station, but there is concern about the loss of BART rider parking.

Top Six Strategies Identified in the Online Open House Survey • Improvements along Fairmount Ave and at street crossings between Carlson Blvd and Colusa Ave.
• Improvements along the Ohlone Greenway and at street crossings in El Cerrito and Albany.
• Improvements along Richmond St and at street crossings between Lincoln Ave and Fairmount Ave.
• Improvements along Central Ave and at street crossings between the Bay Trail and Ashbury Ave.
• AC Transit buses running more often along Fairmount Ave and Colusa Ave to and from El Cerrito Plaza BART.
• A shared mobility pilot program for scooters, sit scooters, bikes, and/or electric bikes.

It’s important to note that strategies will be analyzed not only by their level of public support but also by their effectiveness, cost, and feasibility.

Walking, Rolling, and Biking
• Improve crossings of San Pablo Ave and Carlson Blvd around the station area and within the Richmond Annex area.

Safety and Security
• Improve safety for El Cerrito High School students who take BART and walk to school.
• Some expressed concerns about getting to and from BART without a car when attending evening events.

Car Parking
• Explore demand-based pricing for parking at BART and on-street. • Consider an advance payment/reservation program to minimize the number of vehicles circling around neighborhood streets. • Identify opportunities for shared parking, such as on-site with TOD residents or nearby at publicly or privately owned facilities.

EL CERRITO PLAZA

OUTREACH

SUMMARY
Virtual Community
Meetings
• Community meeting
focused on access to the El
Cerrito Plaza station,
October 12, 2021.

Online Open House and
Survey Activities
• Virtual office hour focused
on street parking around
the El Cerrito Plaza BART
station, April 27, 2022.
• Two virtual office hours
focused on station access
for all the stations in the
study area, May 4 and 5,
2022.

Virtual Public Meeting
• Regular BART Board of
Directors meeting that
included adoption of El
Cerrito Plaza TOD Goals &
Objectives, October 28,
2021.

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MILESTONE REPORT #2: SEPTEMBER 2021 – MAY 2022 8
Transit
• Enhance public transit access to BART for residents who live in Richmond Annex, Kensington, and the hills.
• Provide on-demand transit, shuttle service, or microtransit to connect residents to the station and relieve congestion in the station area.
• Ensure that seniors who are unable to drive have other transportation options for accessing BART.

Station Area Design4
• Include public charging stations for wheelchairs, e-bikes, and electric vehicles. • Consider providing parking space for small vehicles, like electric mopeds.

Figure 2: Announcement for El Cerrito Plaza Community Meeting

4 Note: Public input about individual TOD projects received during the Corridor Access Plan outreach will be considered in the planning and development process for each station.

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MILESTONE REPORT #2: SEPTEMBER 2021 – MAY 2022 9
Outreach and Project Timeline
Outreach
Outreach for the Corridor Access Plan is being conducted in three rounds:
• 1st Round (spring/summer 2021) – Needs: Public input on access needs across the corridor, gathered through the online open house, project website, in-person events, and virtual meetings. • 2nd Round (fall 2021 through summer 2022) – Initial Access Strategies: Public feedback on an initial set of strategies for area-wide station access and parking. • 3rd Round (fall/winter 2022) – Draft Corridor Access Plan: Public review of the plan, which will summarize the needs, confirm and prioritize the set of strategies for station access and parking, and identify funding opportunities to implement these options.

Project Timeline
The project timeline and its relationship to each outreach phase is shown in Figure 3 below:

Fi
gure 3: Project Timeline and Outreach Phases

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MILESTONE REPORT #3: JUNE 2022 – FEBRUARY 2023

Published March 2, 2023
OUTREACH MILESTONE REPORT #3
June 2022 through February 2023
The Berkeley – El Cerrito Corridor Access Plan (The Corridor Access Plan) is focused on existing riders whose access to BART may be affected by the transit-oriented developments (TODs) that will result in over 2,000 mixed-income homes planned on station parking lots at Ashby, North Berkeley, and El Cerrito Plaza. Using input from the public, elected officials, boards and commissions, local agencies, and service providers, the Corridor Access Plan provides a set of area-wide options for station access and parking management to be implemented in alignment with each station’s development.

This milestone report summarizes the third of three public outreach phases for the Corridor Access Plan.

Funded by the California Department of Transportation and the Federal Transit Administration

Online Open House #3 Other Outreach
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MILESTONE REPORT #3: JUNE 2022 – FEBRUARY 2023 2
WHAT WE HEARD: KEY THEMES
Input received during this period of outreach mirrored the themes that were heard in the first two outreach periods, as detailed in the previous milestone reports. Therefore, they are not repeated here.

The following summarizes th e 429 responses to the online open house #3 survey, which was focused on public reaction to the draft Corridor Access Plan:
• In response to the station of greatest interest:
o 39% selected El Cerrito Plaza
o 35% selected North Berkeley
o 15% selected Ashby
o 9% selected Downtown Berkeley
o The remaining 2% selected other stat
ions
• 80% indicated that they understood the purpose of the draft Corridor Access Plan.
• 76% indicated that they understood the content of the draft Corridor Access Plan.
• 61% provided additional comments.
• 87% indicated that they were BART riders. Of the 370 rider responses:
o 31% use BART frequently, at least three days a week while 21% use BART one to two days per week.
o 46% indicated that the recommended strategies in the
draft Corridor Access Plan would help them get to BART
without driving and parking.
o Of the 114 who currently drive to and park at BART, 12% indicated that the recommended strategies in the draft
Corridor Access Plan would help them get to BART without driving and parking.
o 69% plan to get to BART most of the time without driving and parking once their “home” station is developed.

Online Open House
The third online open house
provided the draft plan for
public review. The online open
house could be translated into
multiple languages. The survey
solicited feedback from the
public from December 16,
2022, through January 8,
2023.

Project Website

Free-form comments were
submitted through the
Corridor Access Plan website
(www.bart/beccap.gov).

Public Meetings
There were 12 virtual meetings
with elected officials, boards,
commissions, and community
groups. Additionally, one in-
station event was held at El
Cerrito Plaza.

OUTREACH

SUMMARY
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MILESTONE REPORT #3: JUNE 2022 – FEBRUARY 2023 3

Outreach and Project Timeline
Outreach
Outreach for the Corridor Access Plan was conducted in three rounds:
• 1st Round (spring/summer 2021) – Needs: Public input on access needs across the corridor, gathered through the online open house, project website, in-person events, and virtual meetings. • 2nd Round (fall 2021 through summer 2022) – Initial Access Strategies: Public feedback on an initial set of strategies for area-wide station access and parking. • 3rd Round (fall/winter 2022) – Draft Corridor Access Plan: Public review of the plan, which summarized the needs, confirmed and prioritized the set of strategies for station access and parking, and identified funding opportunities to implement these options.

Project Timeline
The project timeline and its relationship to each outreach phase is shown in Figure 3 below:

Fi
gure 1: Project Timeline and Outreach Phases

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Berkeley-El Cerrito Corridor Access Plan |
Appendix E – Strategies Underway

Appendix E: Strategies Underway
Some corridor access strategies for which we received public input may be fulfilled, in part, by projects, programs, and services that are already operating or being planned, studied, designed, funded, or implemented. These strategy “phases” are described generally in the next section, “Getting from Vision to Reality”. Table 1 lists the strategies by their names, descriptions, current phase, and BART stations affected.

Getting from Vision to Reality
Projects, programs, and services go through many phases in the journey from vision to reality. For publicly funded project, most of these phases involve community input. The graphic below captures a high-level of summary for each phase. The terms used in the graphic below are used to describe the c
urrent phase for each project in Table 1.

Summary of Strategies Underway
Table 1 describes projects, programs, and services that are underway and their current phase (plan, study, design, fund, implement or operate). More information for each can be found when the name or description has a weblink.

APPENDIX E: STRATEGIES UNDERWAY
Table E‐1: Projects, Programs, and Services Underway
Final IDs Strategy  Name Description Current Phase BART  Stations A-11 Ashby BART Transit‐Oriented Development
Access Plan
Proposed changes to circulation in the station area and on adjacent streets due to the transit‐oriented development (TOD).
2 ‐ Study (2023);
TOD developer will fund
some projects identified
in the plan
Ashby
A-12 Ashby BART Access Improvements (in and
around the station)
Wayfinding and bus stops: Improvements at six bus stops on streets near the station area.

Fulton‐Wheeler Bikeway: Bike Boulevard and crossing treatments to connect Fulton St from Dwight Wy to Prince St, then to Wheeler St, then to Woolsey St.

Bikeway through station area: Separated bikeway and crossing treatments from Prince St‐MLK Jr Wy to Woolsey St‐Adeline St.
3 ‐ Design, funded
through implementation
Ashby
A-13 Ashby Bike Station Self‐service bike station with space for 128 bikes and can accommodate larger bikes, operated by BikeHub at the BART station.
5 - Complete /
Operating
Ashby
A-14
Martin Luther King Jr Way Paving Project The City of Oakland's 3-year pavement plan for MLK Jr Way includes connections to other planned bike projects listed in the Bike Plan and provides new protected intersections, crosswalks, and bus-bulb outs between 47th St and 61st St.; https://cao-94612.s3.amazonaws.com/documents/2022.10.26-Draft-2-MLK-Roll- Plot pdf
3 - Design Ashby
A-15 Adeline Corridor Roadway Reconfiguration Adeline St between Shattuck Ave and MLK Jr Wy‐Fairview St: Explore different options for this segment.
2 ‐ Study Ashby
A-16 Adeline South bikeway (Fairview to Stanford) One of the projects being advanced is the segment of Adeline St between MLK Jr Wy‐Fairview St and MLK Jr. Wy‐Stanford Ave.
3 ‐ Design Ashby
C-15 Addison Bicycle Boulevard Construction Part 1 The Addison Str eet Bike Blvd project includes striping, signage, traffic circles, diverters, and a protected bikeway connector on the jog at San Pablo. The project area is Addison from Sacramento to Bolivar.
1 - Planning Corridorwide
C-16 Addison Bicycle Boulevard Construction Part 2 The Addison Bike Blvd project includes striping, signage, traffic circles, diverters - it includes a portion from Milvia St to Oxford St.
1 - Planning Corridorwide
C-17
Addison Street Bicycle Boulevard Project Addison St between Sacramento St and Milvia St: Install bike boulevard, lighting, and intersection crossing treatments.
4 ‐ Implementing Corridor  Wide ‐ North
Berkeley, Downtown
Berkeley
C-18 Pivot Point Commuter Hub at I‐80/Buchanan Commuter Hub at I‐80 and Buchanan Ave in Albany: Served by AC Transit's L line to downtown San Francisco, it offers 271 parking spaces, 8 bike lockers, 10 bike racks, 4 electric vehicle charging spaces, and carpool meetups. This commuter hub only serves line L.
5 - Complete /
Operating
Corridorwide
C-19 Alameda County San Pablo Avenue Corridor
Project
San Pablo Ave in Alameda County, Phase 2: Bus bulbs in Berkeley and Albany, bikeways on or parallel to San Pablo Ave.
3 ‐ Design Corridor Wide ‐ North
Berkeley, El Cerrito Plaza
C-20 Street Light Comprehensive Plan (Berkeley) Berkeley  is developing this plan to guide the City in developing and implementing street lighting. This will be completed in Summer 2023. 1 ‐ Planning Corridor Wide ‐ Ashby,
Downtown Berkeley,
North Berkeley
C-21 Transit Fare Coordination and Integration The Metropolitan Transportation Commission, Bay Area transit agencies and county transportation agencies are researching ways to make the region's transit network better coordinated and more affordable.
4 ‐ Implementing pilot
projects
Program design
Corridorwide
C-22 511.org One‐stop shop for information on getting around the Bay Area by transit, biking, driving, carpooling, and vanpooling.
5 - Complete /
Operating
Corridorwide
C-23 BART Official App Pay for and/or reserve parking at BART stations up to 2 months in advance; Point‐ to‐point trip planning; Advisories and real‐time departures 5 - Complete /
Operating
Corridorwide
C-24 BART Official Website Point‐to‐point trip planning; Advisories and real‐time departures 5 - Complete / Operating
Corridorwide
C-25 Bay Area Transit Transformation Action Plan The Metropolitan Transportation Commission’s plan focused on near‐term actions (within three years) needed to create a connected, efficient, and customer focused transit network.
3 ‐ Design, some pilot
projects funded
Corridorwide
C-26 Bike Coaching Bike East Bay offers free bicycle education classes. These classes include: urban cycling, adult lear to ride, and family cycling.
5 - Complete /
Operating
Corridorwide
C-27
Citymapper Point‐to‐point trip planning by driving, transit, biking, walking, ride‐hailing, and using bike or scooter share.
5 - Complete /
Operating
Corridorwide
C-28 Getaround On‐demand, round trip car sharing, currently operating in Berkeley and Albany with plans to expand to El Cerrito. Also operates in Alameda, Oakland, and San Francisco.
5 ‐ Complete /
Operating (Albany,
Berkeley)
Corridorwide
C-29 Gig CarShare Point‐to‐point ("one‐way") car share, currently operating in Berkeley and Albany with plans to expand to El Cerrito. Also operates in Alameda, Oakland, and San Francisco.
4 ‐ Implement (El
Cerrito); 5 ‐ Complete /
Operating (Berkeley)
Corridorwide
C-30 ParkStash Rent out your extra parking or find a parking space, works like Airbnb. 5 - Complete / Operating
Corridorwide
C-31 Scoop Employer carpool app 5 - Complete /
Operating
Corridorwide
C-32 Waze Dynamic carpool app 5 - Complete /
Operating
Corridorwide

Final IDs Strategy  Name Description Current Phase BART  Stations C-33 Zipcars On‐demand, round trip car sharing, currently operating in Berkeley and Albany with plans to expand to El Cerrito. Also operates in Alameda, Oakland, and San Francisco.
5 ‐ Complete /
Operating (Albany,
Berkeley, El Cerrito,
Richmond)
Corridorwide
C-34 Bay Wheels Shared, docked bicycles in Berkeley, as well as Emeryville, Oakland, San Francisco, and San Jose. No plans to expand to El Cerrito or to add electric bikes to the East Bay fleet.
5 - Complete /
Operating
Corridor Wide ‐ Ashby,
Downtown Berkeley,
North Berkeley
C-35 Berkeley Rides for Seniors & the Disabled
(BRSD)
Berkeley Rides for Seniors & the Disabled (BRSD) assists Berkeley residents with disabilities, and those 70 years of age or over by providing four subsidized programs that enhance access to different transportation services. 5 - Complete /
Operating
Corridor Wide ‐ Ashby,
Downtown Berkeley,
North Berkeley
C-36 Shared Electric Micromobility (Berkeley) Berkeley has established a program that allows qualified companies to provide shared electric micromobilty services in the city Allowable devices include electric scooters and electric bicycles (e‐Bikes), as well as seated electric scooters and adaptive electric devices
4 ‐ Implementing Corridor  Wide ‐ Ashby,
Downtown Berkeley,
North Berkeley
C-37 Request for Blue Zone Parking  Residents with disability placards may request Blue Zone curb from the City of Berkeley.
5 - Complete /
Operating
Corridor Wide ‐ Ashby,
Downtown Berkeley,
North Berkeley
D-03 Center Biking and Walking Improvements Biking and walking im provements, such as intersection safety improvements, traffic calming, and lighting enhancements.

City of Berkeley notes the project is largely completed. The City widened the Center Street bike lanes between Milvia and Shattuck when it was last repaved, made crossing safety improvements at the intersections with Milvia and Shattuck through the Milvia Bikeway and Shattuck Reconfiguration projects, respectively, and is working with the Shattuck/Center hotel developer on the restoration of bike lanes on Center between Shattuck and Oxford.
5 - Complete /
Operating
Downtown Berkeley
D-04
Milvia Street Bikeway Improvements Milvia St from Hearst Ave to Blake St: Upgraded bikeways, street crossing treatments, vehicle circulation reconfigured.
5 - Complete /
Operating
Downtown Berkeley
D-05 Downtown Berkeley Bike Station Staffed bike station in the Center Street Garage with space for 326 bikes, operated by BikeHub. Can accommodate larger bicycles and electric bikes. Also offers bike repairs and a café.
5 - Complete /
Operating
Downtown Berkeley
D-06 Allston Way Parking Garage Daily and monthly parking available. 5 - Complete / Operating
Downtown Berkeley as an
alternative to North
Berkeley and Ashby
D-07 Center Street Parking Garage 720 space garage, including 18 accessible spaces, vehicle charging, and monthly permits. Reserve parking at ParkMobile.io.
5 - Complete /
Operating
Downtown Berkeley as an
alternative to North
Berkeley and Ashby
E-17 Contra Costa County San Pablo Corridor
Project
San Pablo Ave in Contra Costa County: El Cerrito to San Pablo bus and biking improvements
1 ‐ Planning El Cerrito Plaza
E-18 San Pablo Avenue Mid‐Town Complete
Streets
San Pablo Ave between Knott Ave and Potrero Ave to improve safety, comfort and access for all modes in and around the El Cerrito del Norte station by enhancing crossings, adding priority infrastructure for buses and Class IV bikeways. 3 ‐ Design   ECP ‐ El Cerrito del Norte
E-19 El Cerrito Plaza BART Transit‐Oriented
Development Access Plan
Proposed changes to circulation for pedestrians, cyclists, buses, and cars in the station area and on adjacent streets due to the transit‐oriented development 2 ‐ Study (2022); El  Cerrito Plaza
E-20 Carlson Blvd and San Diego Street Pedestrian
Crossing Improvements
Intersection improvements 2 ‐ Study El Cerrito Plaza
E-21 2021 Sidewalk Repair Project on San Pablo
Avenue
Select locations on San Pablo Ave between Eureka Ave and Potrero Ave. 4  ‐ Implementing El  Cerrito Plaza E-22 El Cerrito Lighting Study The City of El Cerrito will kick off a lighting study in 2023 to address lighting needs on key corridors accessing the El Cerrito Plaza Station 1 ‐ Planning El Cerrito Plaza
E-23 Richmond Moves City’s on-demand transportation service. 5 - Complete / Operating
El Cerrito del Norte
N-07 North Berkeley BART Transit‐Oriented
Development Access Plan
Proposed changes to circulation for pedestrians, cyclists, buses, and cars in the station area and on adjacent streets due to the transit‐oriented development (TOD)
2 ‐ Study (2023);
Future TOD developer
will fund some projects
identified in the plan
North Berkeley
N-08 North Berkeley BART Active Access
Improvements
Ohlone Greenway between Virginia Gardens to Acton St: Improve street crossings and widen, landscape and separate biking and walking paths Delaware St from Sacramento St to Acton St: Remove on‐street parking and add 2‐ way separated bikeway on north side, improve street crossings.

Station area: Reconfigure vehicle lanes, add bikeways on most roadways, improve street crossings, add signage and wayfinding, add lighting, and add 122 bike lockers including spaces for larger bikes.

Sacramento St from Virginia St to Delaware St: Extend Francisco Street bulb‐out, reduce vehicle lanes, improve casual carpool pick‐up area. 4 ‐ Implementing:

Complete by 2023
North Berkeley
N-09 Sacramento Complete Streets Sacramento St between Virginia St and Addison St: Street crossing improvements, bus bulb‐out
5 - Complete /
Operating
North Berkeley
N-10 Ohlone Greenway Improvements (Berkeley) Ohlone Greenway from Santa Fe Ave to Virginia Gardens: Widen and repave path, improve street crossings, add and improve lighting 3 ‐ Design,
implementation
expected 2023
North Berkeley and El
Cerrito Plaza
N-11 Hopkins Corridor Traffic and Placemaking Hopkins St between Gilman St and Sutter St: Circulation and streetscape improvement recommendations planned to go to Berkeley City Council in April. 2 ‐ Study,
implementation
expected 2023
North Berkeley

Berkeley-El Cerrito Corridor Access Plan |
Appendix F – El Cerrito Plaza Station
Preliminary Parking Management Concept

Appendix F: El Cerrito Plaza Station:

On-Street Parking Management Strategies Being Considered What do we mean by on-street parking management?
On-street parking management refers to the rules a city uses to manage parking and other uses of the curb (such as loading zones) in the public right of way. This may be done with time limits, colored curbs, and/or fee-based programs like parking permits, meters, and pay machines.

The city and BART have conducted multiple studies over the last decade that point to the need to better manage on street parking. More information can be found at the below links:

El Cerrito Plaza On-Street Parking Study (2021, ARUP/BART) On-Street Parking Study Report (2019, Nelson\Nygaard/ Cit y of El Cerrito) On-Street Parking Study (2011, CHS Consulting Group/City of El Cerrito) On August 17, 2021, city staff, BART and the consultant team presented the background and development of an initial on-stre
et parking management concept to El Cerrito’s City Council and Planning Commission. That presentation can be found here.

How is the on-street parking managed today?
Today, parking near the station is managed primarily through a combination of 4-hour residential permit parking (RPP) and time-limited parking near businesses, as shown on Figure 1. El Cerrito’s RPP website provides more information about the RPP program.

Figure 1: Existing City of El Cerrito parking regulations around the El Cerrito Plaza BART station.

On-street parking occupancies around the El Cerrito Plaza station Prior to the COVID-19 pandemic, based on a snapshot of an average weekday, between 55-60% of the roughly 3,200 on-street parking spaces within a 10-minute walk of the El Cerrito Plaza station were filled during an average weekday. These occupancies included BART riders who parked in the neighborhood, which is estimated to be 11% of all those who used the station on an average weekday.

Figure 2 shows this parking occupancy data block-by-block within a roughly 10-minute walk of the E l Cerrito Plaza station. It uses the target occupancy based on based on current parking management programs and research discussed in the On-Street Parking St udy Report (2019, Nelson\Nygaard) of having 1 available parking space per block (around 85% occupancy during the busiest hours) to show which blocks are below the target (green and orange) or over the target (red). About 79% of blocks had parking occupancies below the target, meaning roughly 1,000 parking spaces that could be used to meet the target of 1 available parking space per block.

Figure 2: Approximate percentage of street parking within a 10-minute walk of the El Cerrito Plaza BART station that is occupied by parked cars during the midday on weekday before the COVID-19 pandemic. Blocks in green and orange have the capacity to accommodate additional parked cars.

When do BART riders arrive and leave these stations?
Prior to the COVID-19 pandemic, most BART riders tended to arrive early in the morning and return from their trip by late afternoon/early evening, before the peak demand for on-street parking by residents occurred, as shown in Figure 3. This demonstrates that the time of use for BART parkers and residents provides an opportunity to share public street space for resident and non-resident parking.

Figure 3: Prior to the pandemic, on a typical weekday, 63% of the daily riders who entered the El Cerrito Plaza BART station do so by 10AM (31% by 8AM plus 21% 8AM -8:59AM and 11% 9AM-9:59AM). Conversely, 59% of the daily riders who exited this station did so by 6 PM (27% by 4PM plus 12% 4PM-4:59PM and 19% 5PM-5:59PM).

Why improve parking management around this station?
There is generally a lot of concern from residents, workers, and BART riders about parking on streets around the El Cerrito Plaza BART station. These initial goals have guided our thinking about how to potentially manage on-street parking:
• Help address the concerns of nearby residents and businesses and institutions about not being able to find parking quickly and easily near home or work. • Provide a parking alternative near the stations since BART rider parking at the stations will be reduced with future developments.
• Encourage people to walk, bike, or take transit to the station to reduce greenhouse gas emissions and traffic in the neighborhoods around the stations by charging for on-street parking.
• Earn revenue to cover the city’s parking management costs and provide community benefits with possible surplus funds.

0%
5%
10%
15%
20%
25%Hourly percent of daily ridership
Time of day by starting hour (example 8:00 represents 8:00 to 8:59) El Cerrito Plaza: Pre-Pandemic Average Weekday BART
Ridership
Percent of daily station entries Percent of daily station exits

What are possible on-street parking management strategies to achieve these goals? To achieve these goals, we have considered the following three strategies, described in detail below:
• Ensure that all on-street parking in the station area is managed by residential parking permits (RPP) and/or time limits.
• Expand where and when RPPs are used to manage parking around the station. • Allow non-residents (BART riders) to pay to park in RPP areas using demand-based pricing to ensure availability for all.

STRATEGY: Ensure that all on-street parking in the station area is managed by residential parking permits (RPP) and/or time limits.

This would apply to the area within approximately a 10-minute walk to the BART station, as shown in Figure 4. Having a co nsistent approach to on-street parking m anagement will make it easier for drivers
to understand the regulations and reduce their search for available parking, reduce collisions, congestion, and associated emissions. 12

Figure 4: This map illustrates the parking area within a roughly 10-minute walk. Exact boundaries will be determined as the city advances the on-street parking management work in Spring/Summer 2023.

1 Litman, T. (2021) Parking Pricing Implementation Guidelines. November 5, 2021. p. 29 Source:
https://www.vtpi.org/parkpricing.pdf Date Accessed: 2/3/22 2 UK Energy Research Centre Technology and Policy Assessment (n.d.) What Policies are Effective at Reducing Carbon Emissions from Surface Passenger Transport? Parking evidence table. https://d2e1qxpsswcpgz.cloudfront.net/uploads/2020/03/transport -report-evidence-table-parking.pdf Date Accessed: 2/3/22

STRATEGY: Expand where and when RPPs are used to manage parking around the station.

The city’s Residential Parking Permit (RPP) program has not been updated in many years. These changes aim to ensure that nearby residents, and their guests, as well as visitors and employees of schools or nearby businesses can continue to park on-street in this area. Possible changes:
• Expand the size of the current Residential Parking Permit (RPP) zone. • Make this RPP zone distinct from other RPP zones to prevent commuting in from other zones • Enforce RPP later into the evening.
• Set a time limit or grace period for people to park without RPP permits that is effective, easy to enforce, and gives enough time for people to visit area stores, friends, and family. • Do not allow residents of the new Plaza BART development to get RPPs.

STRATEGY: Allow non-residents (including BART riders) to pay to park in RPP areas using demand-based pricing to ensure availability for all.

Allowing non-residents to park on blocks do not have RPP – and possibly on blocks that do have RPP – but charging them to do so would be a way for the city to pay for parking management and potential community benefits. It would also make it easier for people from outside the neighborhood to park on- street to get to BART who may not have another option. How it could work:
• Have two price zones, as shown on Figure 5 – parking further from the station would be priced lo
wer than parking closer to the station.
• Use time of day pricing to find the lowest price possible that would ensure that it is easy for anyone (whether resident or non-resident) to quickly find a parking space. This means varying rates by time of day (and possibly weekdays vs. weekends) so prices can be lower during off- pea
k times and higher when demand is highest.
• 2-hour grace period -- potentially allow the first two hours to parking to be free for non- residents when visiting area stores, offices, friends, family, and possibly a library if it is built in this location.
• Charge non-residents hourly rates for parking after the 2-hour grace period during RPP enforcement hours.
• The city would periodically collect parking occupancy data and then adjust hourly parking fees up or down, as needed, to ensure 1 parking space is available for every block at the busiest times.
• Time-of-day pricing to find the lowest price possible that would ensure that it is easy for anyone (whether resident or non-resident) to quickly find a parking space. This means varying rates by time of day (and possibly weekdays vs. weekends) so prices can be lower during off-peak times and higher when demand is highest. Time-of-day pricing requires more detailed analysis and community feedback.
• Use app-based pay-by-phone as the primary payment method. Pay stations, not parking meters, would be located at the BART station and potentially key neighborhood locations. • The revenue generated would be used for the city to run the parking management program and provide other possible neighborhood and community benefits. BART will not receive revenue from the on-street parking.

Figure 5: This map shows the potential zones. Exact boundaries and price ranges will be determined as the city advances the on-street parking management work in Spring/Summer 2023.

What’s next for parking management near El Cerrito Plaza station? The on-street parking management concept presented here is just a starting point. BART has taken some initial steps to collect data and input, but more analysis and input from residents, workers, and BART riders must happen before settling on a specific proposal. In Spring/Summer 2023, the City of El Cerrito plans to lead an outreach process to get more detailed input and feedback. BART and the City of El Cerrito are pursuing funding to further develop an on-street parking management approach and then implement before the first phase of development construction begins (anticipated in 2024).

Berkeley-El Cerrito Corridor Access Plan |
Appendix G – North Berkeley and Ashby
Station Preliminary Parking Management
Concept

Appendix G: Ashby and North Berkeley Stations:

On-Street Parking Management Strategies Being Considered What do we mean by on-street parking management?
On-street parking management refers to the rules a city uses to manage parking and other uses of the curb (such as loading zones) in the public right of way. This may be done with time limits, colored curbs, and/or fee- based programs like parking permits, meters, and pay machines.

How is the on-street parking managed today?
Berkeley’s Parking Information website provides more detail about how the city currently manages parking throughout the city. In particular, the goBerkeley program is used to manage areas of high parking demand.

GoBerkeley targets having 1 to 2 available parking spaces per block (around 65% to 84% occupancy) during the busiest hours. It achieves these targets by regularly collecting parking occupancy data and then adjusting parking fees up or down, as needed. These on-street parking occupancy targets balance competing priorities of having public space dedicated to parking with having sufficient parking availability.

Today, parking near the BART stations is managed primarily through residential parking permits (RPP) as shown on Figure 1 and Figure 2. Berkeley’s RPP website provides more information about the RPP program.

Figure 1: Existing City of Berkeley parking regulations around the Ashby BART station.

Figure 2: Existing City of Berkeley parking regulations around the North Berkeley BART station.

On-street parking occupancies around the Ashby station
Prior to the COVID-19 pandemic, based on a snapshot of an average weekday, between 65-70% of the roughly 4,200 on-street parking spaces in Berkeley within a 10-minute walk of the Ashby station were filled during an average weekday. These occupancies included BART riders who parked in the neighborhood, which is estimated to be 5% of all those who used the station on an average weekday.

Figure 3 shows this parking occupancy data block-by-block within a roughly 10-minute walk of the Ashby station only in the city of Berkeley (Oakland data not available). It uses goBerkeley’s target of having 1 to 2 available parking spaces per block (around 65% to 84% occupancy during the busiest hours) to show which blocks are below the target (green), within the target (orange) or over the target (red). About 42% of blocks had parking occupancies below the target, meaning roughly 500 parking spaces that could be used to meet goBerkeley’s target of 1 to 2 available parking spaces per block.

Figure 3: Approximate percentage of street parking within a 10-minute walk of the Ashby BART station that is occupied by parked cars during the midday on weekday before the COVID-19 pandemic. Blocks in green have the capacity to accommodate additional parked cars.

On-street parking occupancies around the North Berkeley station Prior to the COVID-19 pandemic, based on a snapshot of an average weekday, between 55-60% of the roughly 2,900 parking spaces within a 10-minute walk of the North Berkeley station were filled during an average weekday. These occupancies included BART riders who parked in the neighborhood, which is estimated to be 4% of all those who used the station on an average weekday.

Figure 4 shows this parking occupancy data block-by-block within a roughly 10-minute walk of the North Berkeley station. It uses goBerkeley’s target of having 1 to 2 available parking spaces per block (around 65% to 84% occupancy during the busiest hours) to show which blocks are below the target (green), within the target (orange) or over the target (red). About 58% of blocks had parking occupancies below the target, meaning roughly 650 parking spaces that could be used to meet goBerkeley’s target of 1 to 2 available parking spaces per block.

Figure 4: Approximate percentage of street parking within a 10-minute walk of the Ashby BART station that is occupied by parked cars during the midday on weekday before the COVID-19 pandemic. Blocks in green have the capacity to accommodate additional parked cars.

When do BART riders arrive and leave these stations?
Prior to the COVID-19 pandemic, most BART riders tended to arrive early in the morning and return from their trip by late afternoon/early evening, before the peak demand for on-street parking by residents occurred, as shown in Error! Reference source not found. and Figure 6. This demonstrates that the time of use for BART parkers and residents provides an opportunity to share public street space for resident and non-resident parking.

Figure 5: Prior to the pandemic, on a typical weekday, 56% of the daily riders who entered the Ashby BART station do so by 10AM (22% by 8AM plus 22% 8AM -8:59AM and 12% 9AM-9:59AM). Conversely, 60% of the daily riders who exited this station did so by 6 PM (33% by 4PM plus 10% 4PM-4:59PM and 17% 5PM-5:59PM).

Figure 6: Prior to the pandemic, on a typical weekday, 58% of the daily riders who entered the North Berkeley BART station do so by 10AM (25% by 8AM plus 22% 8AM -8:59AM and 11% 9AM-9:59AM). Conversely, 58% of the daily riders who exited this station did so by 6 PM (29% by 4PM plus 11% 4PM-4:59PM and 18% 5PM-5:59PM).

Why improve parking management around these stations?
There is generally a lot of concern from residents, workers, and BART riders about parking on streets around BART stations. These initial goals have guided our thinking about how to manage on-street parking:
• Help address the concerns of nearby residents and businesses and institutions about not being able to find parking quickly and easily near home or work.
• Provide a parking alternative near the stations since BART rider parking at the stations will be reduced with future developments.
0%
5%
10%
15%
20%
25%Hourly percent of daily ridership
Time of day by starting hour (example 8:00 represents 8:00 to 8:59) Ashby: Pre-Pandemic Average Weekday BART Ridership
Percent of daily station entries Percent of daily station exits 0%
5%
10%
15%
20%
25%Hourly percent of daily ridership
Time of day by starting hour (example 8:00 represents 8:00 to 8:59) North Berkeley: Pre-Pandemic Average Weekday BART
Ridership
Percent of daily station entries Percent of daily station exits

• Encourage people to walk, bike, or take transit to the station to reduce greenhouse gas emissions and traffic in the neighborhoods around the stations by charging for on-street parking. • Earn revenue to cover the city’s costs to expand and improve enforcement of RPP around these stations.

What are possible on-street parking management strategies to achieve these goals? To achieve these goals, we have considered the following three strategies (described in more detail below):
• Ensure that all on-street parking in the station area is managed by residential parking permits (RPP) and/or time limits.
• Expand where and when RPPs are used to manage parking around the station. • Allow non-residents (BART riders) to pay to park in RPP areas using demand-based pricing to ensure availability for all.

STRATEGY: Ensure that all on-street parking in the station area is managed by residential parking permits (RPP) and/or time limits.

This would apply to the area within approximately a 10-minute walk to the BART stations, as shown in Figure 7 and Figure 8. Having a consistent approach to on-street parking management will make it easier for drivers to understand the regulations and reduce their search for available parking, reduce collisions, congestion, and associated emissions. 12

Figure 7: This map shows the parking area within a roughly 10-minute walk of the Ashby station. Exact boundaries will be determined as the City of Berkeley advances more detailed outreach and analysis.

1 Litman, T. (2021) Parking Pricing Implementation Guidelines. November 5, 2021. p. 29 Source:
https://www.vtpi.org/parkpricing.pdf Date Accessed: 2/3/22 2 UK Energy Research Centre Technology and Policy Assessment (n.d.) What Policies are Effective at Reducing Carbon Emissions from Surface Passenger Transport? Parking evidence table. https://d2e1qxpsswcpgz.cloudfront.net/uploads/ 2020/03/transport-report-evidence-table-parking.pdf Date Accessed: 2/3/22

Figure 8: This map shows the parking area within a roughly 10-minute walk of the North Berkeley station. Exact boundaries will be determined as the City of Berkeley advances more detailed outreach and analysis.

STRATEGY: Expand where and when RPPs are used to manage parking around the station.

A goal is to ensure that nearby residents and their guests can continue to easily find on-street parking throughout the day and evening. How it could work:
• Maintain regulations in the Berkeley Municipal Code that prohibit residents of the new BART developments from getting RPP permits.
• Expand current RPP zones to include all non-metered blocks within about a 10-minute walk of these stations, as shown in Figure 9 and Figure 10.
• Continue RPP enforcement days of Monday through Friday. • Expand RPP enforcement hours until 8PM.

Figure 9: This map shows potential parking regulations for streets around the Ashby station. There is opportunity to expand parking management programs around this station in a way that more equitably balances demand for parking in the public right of way by residents, employees, and BART riders.

Figure 10: This map shows potential parking regulations for streets around the North Berkeley station. There is opportunity to expand parking management programs around this station in a way that more equitably balances demand for parking in the public right of way by residents, employees, and BART riders.

STRATEGY: Allow non-residents (including BART riders) to pay to park in RPP areas using demand-based pricing to ensure availability for all.

Allowing non-residents to park on blocks with RPP but charging them to do so would be a way for the city to pay for expanding when and where RPP is enforced. It would also make it easier for people from outside the neighborhood to park on-street to get to BART who may not have another option. How it could work:
• Continue the 2-hour grace period for non-residents when parking on RPP block faces to provide flexibility for short-term parking and guests.
• Charge non-residents hourly rates for parking after the 2-hour grace period during RPP enforcement hours.
• The city would periodically collect parking occupancy data and then adjust hourly parking fees up or down, as needed, to ensure 1 to 2 parking space availability for every block at the busiest times. • Time-of-day pricing to enable the city to set parking rates when demand from BART riders is highest to ensure parking availability for every block. For example, rates in an RPP zone could be set at $2 per hour from 9AM—2PM (when demand from BART is highest) and then $0.50 per hour from 2—8PM. Time-of- day pricing requires more detailed analysis and community feedback. • Enable pay-for-parking by non-residents by mobile phone apps (currently ParkMobile provides this option in Berkeley), at pay stations in the neighborhood, and/or at BART stations. • The city could use the revenue generated by non-residents to pay for expanded RPP enforcement. BART would not receive revenue from the on-street parking.

What’s next for parking management near the Ashby and North Berkeley stations? The on-street parking management concept presented here is just a starting point. BART and the City of Berkeley will be further collaborating on a parking management proposal. BART has taken some initial steps to collect data and input, but more analysis and input from residents, workers, and BART riders must happen before settling on a specific proposal.

Using public input and data, the city will continue more detailed outreach and analysis to determine the approach to managing parking around the stations. Any changes will need to be approved by City Council prior to the anticipated construction of the North Berkeley and/or Ashby developments in 2025.

Berkeley-El Cerrito Corridor Access Plan |
Appendix H – City of Berkeley City Council
Staff Report re: Parking Strategy for the
Two Berkeley Stations

Tuesday, November 29, 2022 AGENDA Page 1

AG E N D A

BERKELEY CITY COUNCIL MEETING
Tuesday, November 29, 2022
6:00 PM

JESSE ARREGUIN, MAYOR
Councilmembers:

DISTRICT 1 – RASHI KESARWANI DISTRICT 5 – SOPHIE HAHN
DISTRICT 2 – TERRY TAPLIN DISTRICT 6 – SUSAN WENGRAF
DISTRICT 3 – BEN BARTLETT DISTRICT 7 – RIGEL ROBINSON
DISTRICT 4 – KATE HARRISON DISTRICT 8 – LORI DROSTE
PUBLIC ADVISORY: THIS MEETING WILL BE CONDUCTED EXCLUSIVELY THROUGH

VIDEOCONFERENCE AND TELECONFERENCE
Pursuant to Government Code Section 54953(e) and the state declared emergency, this meeting of the City Council will be conducted exclusively through teleconference and Zoom videoconference. The COVID -19 state of emergency continues to directly impact the ability of the members to meet safely in person and presents imminent risks to the health of attendees. Therefore, no physical meeting location will be available.

Live captioned broadcasts of Council Meetings are available on Cable B -TV (Channel 33) and via internet accessible video stream at http://berkeley.granicus.com/MediaPlayer.php?publish_id=1244.

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To submit a written communication for the City Council’s consideration and inclusi on in the public record , email [email protected].

This meeting will be conducted in accordance with the Brown Act, Government Code Section 54953. Any member of the public may attend this meeting. Questions regarding this matter may be addressed to Mark Numainville, City Clerk, (510) 981-6900. The City Council may take action related to any subject listed on the Agenda. Meetings will adjourn at 11:00 p.m. - any items outstanding at that time will be carried over to a date/time to be specified.

Appendix H

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

INFORMATION CALENDAR
November 29, 2022
To: Honorable Mayor and Members of the City Council
From: Dee Williams-Ridley, City Manager
Submitted by: Liam Garland, Director, Public Works
Subject: City Policies for Managing Parking Around BART Stations

SUMMARY
This report provides an overview of the parking management programs and policies the City of Berkeley will use to manage parking demand around the Ashby and North Berkeley BART stations as new housing is built. In residential areas, the City will evaluate new resident and/or Council initiated requests to join the Residential Preferential Parking (RPP) Program. In commercial areas, the City will consider the use of demand-responsive pricing to generate parking availability for local customers and/or accommodate some BART parking demand under the goBerkeley program.

CURRENT SITUATION AND ITS EFFECTS
BART’s planned housing at the Ashby and North Berkeley stations is expected to significantly affect parking conditions around the stations. While BART has been conducting a planning process for station access needs—the Berkeley-El Cerrito Corridor Access Plan (BECCAP)1 with anticipated completion in Winter 2022/23 —the City seeks to mitigate future parking demand using existing parking programs, including the Residential Preferential Parking (RPP) Program in residential areas and goBerkeley demand-responsive pricing in commercial areas.

Planned Changes to Parking Supply and Demand
As part of the new housing developments, BART will not provide 100% replacement of existing BART rider parking spaces. After BART presented recommended BART rider parking maximums for the two stations to the BECCAP Advisory Committee and Community in March 2022, 2 in June 2022, the BART Board approved a maximum of 85 rider parking spaces (16% of the current 535 spaces) for Ashby and 200 rider parking spaces (29% of the current 700 spaces, including 80 spaces in the two auxiliary lots) for North Berkeley).3 Based on the analysis and outreach from the BECCAP, BART expects that those who historically parked at the two stations will: 1) walk, bike, bus or rideshare to access BART, 2) work from home, or 3) park at Downtown Berkeley 1 BECCAP Project website: http://bit.ly/3NSm6C1
2 BECCAP Advisory Committee/Community Meeting, March 9, 2022, p. 22: https://bit.ly/3BTdR2W 3 BART Board Meeting, June 9, 2022: https://bit.ly/3DTT8gK

City Policies for Managing Parking Around BART Stations INFORMATION CALENDAR November 29, 2022

parking garages or other off-street options.4 Yet, there may still be spillover parking into surrounding neighborhoods. Note: BART has not determined the final amount of on-site rider parking at the two stations. The final parking number will be determined after the future development teams advance design together with the community, and BART, the City and the Developer teams have a better understanding of funding opportunities for access/parking improvements, design considerations, and community benefit tradeoffs.

The amount of on-site parking for residents at the new housing developments is still under consideration. Regardless, per City policy, residents of the new developments will not be eligible for RPP permits and could seek parking on nearby residential streets.

Managing Parking in Residential Areas
Residential parking in the immediate vicinity of the Ashby and North Berkeley BART stations is within the boundaries of the RPP Program, though the number of streets that have “opted-in” to the Program, i.e., streets that are signed and enforced for RPP time limit restrictions, vary between the two stations.5 The City expects resident-initiated opt- in requests around Ashby BART and North Berkeley BART to grow over the next several years, particularly after new housing is built. Residents may choose to petition for RPP to mitigate demand from residents of the new housing developments as well as partially displaced BART patrons.

To accommodate these requests, the City will follow existing guidelines for RPP Opt- Ins, summarized in Berkeley Municipal Code (BMC) Section 14.72.050.6 The BMC also allows for Council to initiate opt-in requests if so desired. Streets that are outside of the RPP Program boundary are not eligible to opt-in; Council action would be required to allocate additional funding for Parking Enforcement staff and equipment to expand the Program.

Managing Parking in Commercial Areas
Parking on Adeline Street across from the Ashby BART station and along University Avenue south of the North Berkeley BART station is managed under the goBerkeley parking program. Parking on Ashby Avenue and MLK Jr Way fronting Ashby BART is either controlled by RPP, time limits, or unregulated. Adeline Street south of Woolsey Street is time limited, though the City is evaluating whether to install metered parking in this area as part of a parking benefit district. There is no parking on the periphery of the North Berkeley BART site, but this could change with future housing development.

Based on outreach with merchants and/or other stakeholders, the City could convert existing time limited or unregulated parking in commercial areas or on the periphery of station areas to goBerkeley metered parking. Consistent with on-street parking 4 BECCAP Advisory Committee/Community Meeting, March 9, 2022, p. 23-24: https://bit.ly/3BTdR2W 5 City of Berkeley RPP Web Map: https://bit.ly/3LLDpDY
6 Berkeley Municipal Code 14.72.050: “Designation of a residential permit parking area” https://berkeley.municipal.codes/BMC/14.72.050

City Policies for Managing Parking Around BART Stations INFORMATION CALENDAR November 29, 2022

elsewhere in the City, the goals will be to ensure customer parking availability and turnover by periodically observing parking behavior and adjusting prices for optimum availability – 65-85% occupied, or 1-2 open spaces. goBerkeley features “Premium” zones with prices driven by customer demand and shorter time limits that encourage turnover, and in the vicinity of Ashby and North Berkeley, could exclude BART patrons.

If there is surplus capacity, some areas may be designated as Value zones with longer time limits that could be used by BART patrons, but priced to maintain adequate turnover.
goBerkeley allows the City to be flexible in the face of changing conditions. Pending further discussion, the City could implement an escalating price scale that starts at low prices for short stays, but scales up to higher prices for all-day parking, potentially providing parking for local customers while accommodating some BART patrons. In the vicinity of Ashby BART, this could provide a new source of revenue supporting a Lorin parking benefit district.

BACKGROUND
In September 2018, Governor Jerry Brown signed Assembly Bill (AB) 2923,7 state legislation that affects zoning requirements on existing BART-owned property within one-half mile of stations in Alameda, Contra Costa and San Francisco Counties.

The City of Berkeley has been working closely with BART to develop the zoning and site planning parameters that meet the requirements of AB 2923, the goals of the City and the community, and the goals of BART as the property owner. The City and BART executed a Memorandum of Understanding (MOU) in March 2020 that established a framework for development of the Ashby and North Berkeley BART stations, including a community advisory process and other community engagement; milestones and a timeline to develop zoning that complies with AB 2923; solicitation of developer(s); and further studies/planning for the two station areas.8
In June 2022, the City Council adopted zoning at the North Berkeley and Ashby BART stations that complies with AB 2923. As outlined in the original City-BART Memorandum of Understanding (MOU) and the new Memorandum of Agreement (MOA), the planning effort moving forward will build upon separate community engagement efforts that have been underway for several years relating to the Ashby and North Berkeley BART stations, and other adopted plans and policies of the City and of BART. The MOA establishes a timeline for milestones regarding the addressing of potential spillover impacts to parking around the North Berkeley and Ashby BART stations that includes this City Council update regarding use of existing tools for on-street parking strategy in November 2022.

ENVIRONMENTAL SUSTAINABILITY AND CLIMATE IMPACTS
7 AB 2923: https://bit.ly/3DYji3m
8 Current City of Berkeley/BART Memorandum of Understanding (MOU): https://bit.ly/3CfJFR8

City Policies for Managing Parking Around BART Stations INFORMATION CALENDAR November 29, 2022

Incremental expansion of the RPP Program to include additional blocks may have a minor beneficial environmental effect, and 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. However, based on expansion of RPP to other areas, the “two-hour shuffle” (i.e., moving a vehicle every two hours to avoid a ticket) may also begin to occur in new RPP areas among commuters who continue to drive. This behavior would have an adverse impact on traffic congestion, air quality, and excess fuel consumption.

Parking management in commercial areas using demand-responsive pricing under the goBerkeley parking program should improve parking management and lessen traffic congestion and vehicle emissions, as drivers are anticipated to spend less time searching for available parking spaces. Reducing greenhouse gas emissions produced by vehicular traffic is one of the City’s 2009 Climate Action Plan goals.

POSSIBLE FUTURE ACTION
The City will continue to monitor parking demand in the vicinity of the Ashby and North Berkeley BART stations, processing RPP opt-in requests and/or discussing parking options in commercial areas with merchants and business groups as warranted.

FISCAL IMPACTS OF POSSIBLE FUTURE ACTION
There are no immediate fiscal impacts. The parking management policies discussed in this report are baseline programs and the housing projects are still being planned.

Moving forward, each incremental expansion of RPP within the Program’s current boundaries will incur costs for the procurement and installation of new signage.

Depending on the geographic scope of new opt-in petitions, discussions with the Police Department’s Parking Enforcement may be needed to verify that existing staffing and equipment levels are sufficient to absorb the new areas. Expansion beyond the existing boundaries of the RPP Program will require new staff and equipment.

Fiscal impacts of potential new goBerkeley parking meters in commercial areas near or fronting the BART stations are difficult to forecast as parking behaviors resulting from demand-responsive price adjustments may vary. However, as in other areas of the City, incremental parking revenue should be sufficient to cover expected expenditures of the program, including the purchase of new meter equipment.

CONTACT PERSON
Farid Javandel, Deputy Director of Transportation, Public Works, (510) 981-7061 Danette Perry, Parking Services Manager, (510) 981-7057 Gordon Hansen, Senior Planner, (510) 981-7064