Berkeley City Council
September 29, 2026

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Parking
Parking is not technically part of the circulation network, but is obviously necessary if an automobile circulation network is to function. The historic absence of a parking problem is suggested by the fact that until the l 980's there was no parking. requirement for West Berkeley development. Recently, however, with intensified retail and other development, areas with potential parking shortfalls have been identified in West Berkeley. These are 2 very successful retail areas--4th & University and 7th & Ashby, along with the 7th & Parker industriaVoffice area. The City, along with property owners in the effected areas, has begun to. explore possible solutions to the shortfalls. As West Berkeley continues to develop, City policy must balance reasonable parking needs with pursuit of a policy which will not attract excess cars, exacerbating traffic congestion.

Rail Service
The Southern Pacific railroad tracks are an important non-highway drculation element in West Berkeley. They serve primarily as a freight route, but also carry S.P.'s passenger trains running north to Oregon and Washington, east to Chicago, and South to Southern California. In addition to long haul trains to these destinations the line serves several short haul services to Sacramento. Only the short haul services stop in Berkeley, near 3rd and University.

The railroad restricts access in the northern part of West Berkeley, with Univer­ sity, Hearst, Virginia, Cedar, Camelia, and Gilman being the only streets that cross it, while other streets do not. West Berkeley is also filled with rail spurs once serving individual plants and industries. Now many, but not all, of the spurs are unused, but the abandoned tracks present and real hindrance to pedestrian and bicycle travel, and an inconvenience to cars and trucks.

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Transit and Shuttles
West Berkeley's transit service has improved, but it "remains among the poorest of any economically active area of Berkeley. AC Transit operates frequent service along University Ave. (route 51) and San Pablo Ave. (#72). Other lines run less frequently-­ <;iilman/6th St. (#9), Ashby Ave. (#6), Dwight Way (#65), and San Pablo/Cedar St. (#52).

There is no all day bus along job- rich 7th St. south of Dwight. Routes 9, 51, and 65 converge at the Berkeley rail station, though waiting arrangements are poor. There-is no BART station in West Berkeley and no bus line which goes from· West Berkeley to:the North Berkeley BART station, the station closest to much of West Berkeley. There are buses from (south) West Berkeley to Ashby BART and (north and central) West Berkeley • to ])own town Berkeley BART. To go from most West Berkeley locations to most other East Bay locations by transit requires at least one transfer and sometimes more. In addition, recent gains in AC Transit service may erode, as the agency faces a funding shortfall of up to $18 million.in its 1992/93 budget of $100 million.

There is some privately provided transit service in West Berkeley. A few large employers (for example, Kaiser and Miles) provide shuttle service for their employees to BART stations. A voluntary organization of .employers, the Gateway Transportation Management Association (IMA) is working to expand and improve this service and well as to find other ways for employers . to work cooperatively to solve transportation problems. In August, 1993, the City received a grant from the Air Quality District to initiate a shuttle that would connect several large e~ployers to BART. · Frequent transit service geared toward commuters is currently limited to buses although business travelers are beginning to use the new San Jose-Sacramento service which stops in Berkeley.

Bicycle and Pedestrian Circulation
Outside of a fe'Y enclaves (notably around 4th & Hearst, and San Pablo & University), West Berkeley could not be called bicycle or pedestrian-friendly. Large streets with heavy traffic and (generally) few street trees do not invite the walker or the cyclist. The entrances to Aquatic Park are
somewhat obscure, and the pedestrian/
bicycle crossing to the Marina across 1-80
is difficult to follow and potentially haz­
ardous. In some cases sidewalks are nar­
~owed or absent. Paving is often poor, .~nd
negotiating railroad t~acks (abandoned or
operating) can be difficult.

At present,· designated hikeways
are limited to 9th St. north of Dwight,
Bancroft and Channing Way, and Gilman
St. The 1977 Mast~r Plan envisions the
existing bikeway network expanded to
Aquatic Park, as well as linked by shore-
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line trails to North Waterfront Park. A study proposing revisions of the bikeway system . in West Berkeley and throughout the city is expected in late 1993.

The City has begun to take action, particularly in the Redevelopment Area (bounded by University, Cedar, 1-80, and 6th St.), to improve the pedestrian environment.

The Agency plans to plant street trees along those major streets in the Area which do not already have them. It is also planning to designate parts of 5th and 4th St. as a "pedestrian pocket", and wiil install sidewalks on the parts of 5th St. which do not have them.

B. Potential Changes to Transit Service and the Circulation Network by Regional Agencies
Several important changes can be anticipated around West Berkeley in the next • few years. First, Caltrans has begun a major project to add a High Occupancy Vehicle • (HOV) lane on 1-80 in each direction from the Bay Bridge to Route 4 in Richmond.

Although the City has not succeeded in forcing Caltrans to redo the 1984 EIR studying the impacts of the project, the City's continued pressure has caused major changes in the project. One significant change is that the lanes are to be designated for high occupancy vehicles all day-not just at the peak hours. Construction on I-80 may require San Pablo Ave. to take additional load during a 3-4 year construction period, although no freeway lanes will be closed during the construction. Caltrans has worked with the cities and counties on the corridor to develop improvements and expanded transit service to help . mitigate any negative impacts the construction will have. In addition a "mobile commute store" along the lines of a catering truck will be providing transit information and tickets to West Berkeley workers as part of the i-80 mitigation's.

West Frontage Road will be significantly changed in the next few years. It will be reduced from three lanes to two and the extra space used to create a bicycle/pedestrian pa th completely separate from traffic. The intersections at Ashby, University, and Gilman with West Frontage Road will remain largely unchanged so it should be capaMe of carrying as much traffic as it does now-although at a slower speed.

Rail service on the Southern Pacific line has increased. The "Capital Rail Service" recently added four daily trips between Sacramento and San Jose. There is interest in establishing frequent service aimed toward commuters on this line, although there is no current funding for it. Frequent commuter trains would have both a positive and negative impact on West Berkeley, in that it would provide transit service to West Berkeley but would also further disrupt the existing street system.

Two developments at AC Transit may have an effect on West Berkeley. First, as discussed above, AC's precarious operating budget may mean that there will be cutbacks on current bus service to West Berkeley. This would make it difficult to achieve the plan objective of reducing auto traffic. On the other hand, AC is also studying eventual electrification of some of their more heavily used corridors-San Pablo Ave. among them.

Electrification could offer more frequent and convenient service but it is unlikely to be implemented within the next decade even if found to be feasible. Some kinds of electrification (like the lJght rail line recommended for San Pablo Ave. might require replacing one or more auto lanes. In addition to the electrification of AC's lines, regional Transportation Element
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agencies will be looking at the possibility of re-electrification oflines acres~ the Bay Bridge. . The Metropolitan Transportation Commission---:in a region wide study of poten­ tial ferry route~recommended that ferry service be established from West Berkeley . ( Gilman St.) to San Francisco. The study i~ fact cited Berkeley as the location which has the greatest potential for ferry commuting of any new site in the Bay Area. Gilman St. was chosen because of the presence of Caltrans owned parking l~ts, and because the proximity of Golden Ga.te Fields would encourage "reverse commuter" ridership to thE: horse races.

A great deal of fundraising, planning, and environmental assessment will need to be done if this recommendation is to become a reality.

Not all of these projects and ideas will come to fruition .. However, if only a few. do it will change _the transpo!t~tion S}'."Stem in West Berkeley significan!ly.

C. West Berkeley Commuting Patterns
Analysis ofWes~Berkeley ~ommute patterns is hampered by the fact that the most recent available _comprehensive data for West Berkeley specifically is from the 1980 Census (1990 data is available for the city as a whole). That data suggests that people working in West Berkeley live_ farther away from their jobs than other Berkeley workers, and that they are more likely to drive alone to their jobs than other Berkeley workers.

While slightly over half of all Berkeley workers (54%) drove alone to work in 1980, in West Berkeley over 2/3 did (68%). Berkeley and Albany residents represented a mere 18% of the West Berkeley w;orkforce, but 39°~ of the Citywide total. West ·Berkeley conversely dre~ a greater proportion of its workforce (than the city as a whole) from other parts of the Bay Area-Western Contra Costa County, Southern Alameda County, San Fran~isco, etc. West Berkeley workers were more likely to carpool than overall Berkeley workers (21 % vs. 16%). Thus only ·11 % of West Be'rkeley workers took transit, biked, or walked to their jobs, compared to 30% of Citywide workers.
. This difference in residence in significant part explains the greater propensity to drive alone to West B~rkeley. Local re~id~nts are far more likely to walk, bike, or take Transportation Element
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transit to work than are residents of farther away ~ities. However, this difference is not as great in West Berkeley as in better transit served parts of the city such as Downtown. West Berkeley is also relatively easy to drive to-just off the freeway, with free parking often awaiting the worker at the jobsite. Transit is relatively difficult-no BART station, transit lines connecting only to a few points. Thus efforts to improve the West Berkeley commute pattern must seek to both increase local employment, and shift the mode of commuters.

D. Traffic and Congestion
Traffic Growth
Traffic in West Berkeley has increased in recent years. Between 1977 and 1987, traffic increased in varying amounts along virtually every West Berkeley Major Street. In addition demolition of the Cypress structure has changed traffic patterns, apparently adding traffic on San Pablo Ave. and other major north-south routes. Traffic generally increased faster in West Berkeley than in other parts of Berkeley, both because streets in other parts of the City were already full and because West Berkeley is changing faster than other parts of town.

There are several reasons for the growth of traffic in West Berkeley. Car ownership . and auto use have increased everywhere in California, including all of Berkeley. These effects are related largely to social and economic factors, including such diverse changes as increased household income, the entrance of womeri into the workforce, and the dispersal of workplaces to the suburbs.

Simple population growth in the Bay Area-in Emeryville, in Richmond, and other cities, especially those along the 1-80 corridor-is another cause of increased traffic.

The approximately 35% increase of traffic along 1-80 is a particularly clear indicator of Transportation Element
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Figure 5~2: Average Daily Trips, Percent Increase .1977 -1987 ,I,
Freeway
Major Street.

Collector
Source: 19TT and 1987 Caltrans Traffic Volumes
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regional_ effects, although other streets are impacted by it as well.

Intensification of land use in West Berkeley is another reason, particularly for traffic growth in local areas such as 4th & Hearst. As figure 2 indicates, Hearst St. west of 6th experienced an 128% increase in traffic from 1977 to 1987, far above the increase on most streets. The doubling of traffic on 7th St. south of Dwight presumably results from both commercial growth around 7th & Ashby and activity in Emeryville, particularly along the Hollis St. corridor.

Regio.nal growth is likely to continue to contribute to traffic growth. Between Table 5-1: Level of Service, Major West Berkeley Intersections, P.M. Peak Hour Intersection Type of Traffic Control Level of Service
7th & Ashby Traffic Signal E
Ashby & San Pablo Traffic Signal F
7th & Dwight Traffic Signal D
Dwight & San Pablo Traffic Signal C
• 6th & University Traffic Signal D
Eastshore & Gilman Stop Signs E
6th & Gilman Traffic Signal B
Gilman & San Pablo Traffic Signal D
1-80 southbound & Ashby Ramps, Stop Signs F
West Frontage & Ashby All Way Stop Signs F
1-80 southbound at Gilman Ramps, Stop Signs F
1-80 northbound at Gilman Ramps, Stop Signs A
6th & Cedar Traffic signal B
Source: West Berkeley Plan EIR
1985 and 2010, the Association ofBay Area Governments (ABAG) projects a 39% increase in regional population (223,000 additional residents) along the 1-8_0 corridor from Berkeley to Fairfield. Over the same period, ABAG projects a 4 3% increase in employment (96,000 additional jobs) in this corridor. In Berkeley's immediate vicinity, Emeryville plans to add hundreds of thousands of square feet of retail and office space immediately south of Powell St. Plaza and on Catellus land in southern Emeryville (and West Oakland), and hundreds of housing units at the former Del Monte Cannery on Powell St.

The Albany Waterfront, currently largely occupied by Golden Gate Fields, is a very large site which may well experience more intense development, although plans are not yet determined. Figures 5-3 and 5-4 relate to the growth in traffic in Berkeley since 1977.

Operation of West Berkeley Intersections
Whenever a major project is proposed, whenever Caltrans proposes changing signalization on a state highway, whenever an EIR is done (including for the West Berkeley Transportation Element
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Figure 5-3: 24 Hour Traffic Volumes, 1977
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Figure 5-4: 24 Hour Traffic Volumes, 1987
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plan), Level of Service Calculations are made for affected intersections. Through information gathered in this way we know that there are a number of intersections,in West . Berkeley which are already operating below the desirable Level of D (see next secti~n for . explanation), at le~st at their peak hour of afternoon ~raffic (although. riot necessarily other times). There may be others, as yet unstudied, which are also operating at E or F ..

City Action against Congestion-Opportunities & Constraints While the • City can an_d does seek to minimize traffic congestion, there are important limitations on its ability to do so. The City has the most direct control over the portion of traffic growth which comes from n~w development in·Berkeley. Control over traffic growth resulting from development elsewhere or from increasing levels of car ownership and usage is very indirect.

T:here are ~everal ways municipalities attempt to control congestion; One way is . to control congestion by increasing the capacity of the street system to keep tip with projected increases in traffi_c or development. Another way is to seek to limit traffic growth through limiting development either in quantify or in type to that which produces little or no traffic. Lastly, municipalities can secure "mitigations" from development in the form of agreements to influence employee or client travel behavior away from automobile travel. For West Berkeley, all met~ods have potential drawbacks.

Increasing street capacity to deal with congestion has soon lead many East Bay communities to create giant intersections-often eight to ten lanes across a single leg since multiple tum lanes are a common congestion reliever. The size of these intersections makes pedestrian use impossible or unpleasant and can mean the destruction of sur­ rounding buildings in order to gain space for them. Measure S-a citizen passed advisory measure-opposed street widening as a way to reduce congestion. Berkeley has been very restrained in increasing street capacity through widening.

The City can attempt to check traffic congestion by controlling the level of development in West Berkeley. Indeed, the Preferred Land Use Concept lays out a moderate growth scenario for West Berkeley. The Plan's projections site a potential net Transportation Element
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increase of some 1,800,000 square feet (residential and non-residential); on an existing base of over approximately 12,000,000 built square feet. The major traffic impact would come from the 680,000 square feet of projected office and laboratory growth, and the 325,000 square feet of added retail space.

In addition, the City will attempt to mitigate the impact of all traffic producing development through encouraging West Berkeley travelers to use alternatives to the solo automobile. Mitigation agreements are incorporated into new development in several ways-through the EIR process, through permit conditions, or through development agreements. The City's efforts have been strengthened and extended to existing employ'."' ers through the adoption of a "Trip Reduction Ordinance" requiring that all employers conduct information campaigns about alternative travel modes. In addition, regional air quality regulations will soon require all large employers in the Bay Area· to meet goals related to .reducing the number of commuters traveling by auto.

Measuring Traffic Congestion-the Concept of Level of Service . Level of Service (LOS) has become the commonly accepted method for cities and other agencies to keep track of congestion. LOS calculations can be used in many ways including to compare congestion at the same location over time, to compare two locations, to anticipate the operation of a street in the future, and to compare how alternative projects will impact a street system. LOS is analogous to grades in school. Like grades Levels of Service range from A to F (but with E added). Also like grades, there are several different ways to compute Levels of Service and without knowing how two particular Levels Of Service were computed, one cannot know how they really compare.

The interpretation of the meaning of A, B, C, D, E, and Fin level of service is less straightforward than the interpretation of school grades.

LOS A represents completely free flow-no impediment to speedy travel. .on a freeway it would mean a nearly empty lane; at an intersection it would mean sailing through on the green light nearly all the time. LOS B and C represent slightly more crowded conditions. In all but the least crowded rural areas and suburbs, or least successful commercial districts, it is difficult to build major streets large enough to operate at A, B, or C, at least at the rush hour. LOS D is often cited as a desirable "minimum operating condition" for intersections or streets, and was recommended as a city-wide .standard for collectors, arterials, and key intersections in advisory mea~ure S, passed by the voters in 1988. LOS D might be considered the most cost-effective balance between an investment in street capacity and the inconvenience of some delay in travel: LOS E is where an intersection or traffic lane is handling all the traffic it can. In a sense it is the most "productive" Level of Service, although to the individual traveler it can be frustratingly slow. For example, on a freeway, LOSE occurs when traffic is traveling at a steady speed of about 35 miles per hour. LOSE is also unstable and can degenerate to LOS F quickly.· Level F is failure, just as in a normal grading system. It represents jammed conditions­ stop and go on the freeway, or waiting through several lights to get through an intersection.

In order to make comparisons, traffic engineers have codified the calculation of Transportation Element
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Level of Service :i~to equ~tions which include a number o_f f~ctors, commonly and principally the volume of traffic o~ a lane or through a~ intersection, and the configura­ tion of the ~treet or intersection. It is importa~t ~hen making comparisons across time cir location th~t the same equations be used and the factors be interpr~~ed.c~nsistently. . . .

It is also important to.remember that LOS is a moving target. Automobile drivers are continually seeking unconges~ed routes .• Left to their own devices they soon find alternatives to intersections or road operating at LOS ·E or F. Thus, roads operating at A, B,' C, or· D may attract enough traffic to.become E or F themselves.

LOS Standards and Measuring Success against Congestion
When the Preferred Land Use ½oncept was drafted, the goal of the West Berkeley Plan c~~niittee was to maint~in intersection perfo'rmance a tor abov~ Level of Service D.

How_ev~r, furth~~ an~iysis dem~nstrated that this goalw;s infeasible, and not necessarily desirable. Restoring the 9 _ intersections known ~t that time to rate below LQS D to a D . rating was estimated to cost at least $3.1 million in 1991 dollars. If other intersections were to be found to be perfo~ing poorly, additional costs w~mld be i~curred. Mo.st of these projects, ~ince they relieve existing congestion, would have to be paid for witJl City funds or an assessment on current landowners. In general developers are required to pay to.mitigate thei! contribution.to future 'c,nfgesti.on,.or to maintai~ an existing level of . . '
service.

In, addition, the likely increases of traffic qriginating in Em~ryville and other communities_outside Berkeley may also make it q.ifficult to maintajn LOS D. In this regard however, the City will be helped by new state ~congestion management" requirements which wiU require communities to report anticipated traffic ill!-pacts on other communi­ ties ·to county Congestion Management Agencies.

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For these reasons, the Plan moved to a more nuanced approach. It uses LOS D as a standard for those intersections which are currently performing at or above that level.

For intersections already performing below that level, it uses the standard that these intersections not be degraded below LOSE as a result of development in Berkeley, and that intersections performing at F be upgraded to at least E.

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III. GOALS AND POLICIES
Goal 1:

Improve traffic flow and air quality by reducing reliance on single occupant automobiles, by encouraging use of alternatives means of transportation Rationale:

West Berkeley is one of the most automobile-dependent parts of the city. People working in West Berkeley are 30% more likely than their counterparts citywide to drive alone to work. There is no BART station within the area, and no direct transit connection to the nearby North Berkeley BART station. This is a particular problem because of the high proportion of long distance commuters into West Berkeley. AC Transit has improved service, but it is still less extensive in West Berkeley than in other parts of the city. Improvements in transit service, the use of carpooling, and other means of transportation can reduce single occupant automobile trips and air emissions, and perhaps ultimately free land used for parking for other purposes.

Policies: .

1.1 Seek trip reduction-reduction of single occupant automobile trips-through a variety of education and regulatory efforts including implementation of a City ofBerkeley Trip Reduction Ordinance, cooperation with the Air Quality Management District's transportation control measures, conditions on development and other mechanisms.

1.2 Monitor and regulate (in the policy framework established by the West Berkeley Plan) the amount and location of added development, intensified land use, and added parking in West Berkeley so that development in West Berkeley does not exceed transportation system capacity.

1.3 Seek the improvement of AC Transit service to and within West Berkeley, with one objective being the creation of a transit hub at the Berkeley train station.

1.4 Encourage AC Transit to reduce bus emissions

1.5 Encourage transit usage and improve amenities for riders by providing bus stop benches and bus shelters.

1.6 Through the Transportation Management Association, individual companies, and other appropriate mechanisms, improve shuttle service from West Berkeley to BART stations and to Downtown Berkeley.

1. 7 Find ways to make information about transit, carpooling, and other alternatives to driving more easily available to West Berkeley workers and residents.

1.8 Take aggressive action to develop an adequate Berkeley train station near University Ave. for Sanjose-Sacramento and other long distance service.

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1.9 Over the long run, cooperate with Caltrans, the Alameda County Congestion Management Agency, and the Metropolitan Transportation Commission to create direct bus access from Berkeley freeway entrances to any HOV (high occupancy vehicle) lanes it builds.

1.10 Support programs to increa~e the share of West Berkeley jobs held by Berkeley resident workers, as.a means of reducing automobile use (see Economic Development ·Element).

Goal 2:

Minimize traffic at West Berkeley intersections to the extent consistent with other plan goals and dty policies.

Rationale:

Traffic congestion has worsened in West Berkeley in recent years. Deteriorating "Levels of Service" at intersections-showing longer times to pass through the intersec­ tion-are indicators of this problem. The deterioration is unsurprising, given that more traffic is attempting to flow through a street system which has received little improvement in recent decades. This traffic stems from Berkeley development and development in neighboring cities, as well as in large part from a regionwide increase in the use of cars.

In future years, Berkeley can seek to control congestion through controlling its own development (and seeking to influence to our neighbors'). Street system improvements, however, are constrained both by cost and by long term city policies including our Master Plan and Measure S. Level of Service goals are set _ for signalized intersections-a!. unsignalized intersections cars on side streets seeking to turn (particularly left) onto the main street almost inevitably experience waits, generating low LOS ratings. Congestion management must be handled carefully, however, to assure that it does not induce more people to drive alone to and through West Berkeley than otherwise would have.

Policies:

2.1 At those signalized intersections where intersection performance is currently rated at Level of Service (LOS) "D" or better, do not allow intersection performance to fall below LOSD.

2.2 At those signalized intersections where ~ntersection performance is currently rated below LOS "D", prevent these intersections from falling below LOS "E" as a result of development in Berkeley. If intersections are already below "E", take necessary measures to improve performance to at least LOS "E".

2.3 Install and improve traffic control devices such as signals, turn lanes, and turn arrows which will speed and smooth traffic flows along major streets.

2.4 lmprove the street maintenance program as a means of facilitating traffic flow.

2.5 Seek to reduce the impact of regional traffic on West Berkeley, by working with Albany, Emeryville, and other cities and agencies.

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Goal 3:
. . . ..

Improve the circulation system.where necessary, particul~rly ar~~nd Ashby AVE; ..

Rationale:
.With streets that were laid out ma1_1y years ago an~ prop~rties largely built up, there is little ropm or reason to change the basic features of Wes_t ~erkdey's circulation system, the streets themselves. One area where change may be possible is around As~by Ave., where there is an unusually thin network of streets handling heavier and heavier traffic.

The area surrounding 7th & Ashby, especially the area north of Ashby, has developed rapidly in recent years. The growth of retail stores such as Whole Earth Access, and the creation of offices and laboratories (along with background regional traffic growth) has generated congested conditions in the area. While recent improvements (such as a left turn light at 7th & Ashby) have improved conditions, the circulation system remains poor. 7th St_. is the only through street (and the only signalized street) which • I ' ' I""· • •
intersects Ashby between_ the Freeway and San Pablo, placing a ]J.eavy burden on it.

Therefore, diverting traffic· o~to stre~ts s~ch as 5th s·t. and 9th St., and possibly extending them; should be explored. The emphasis on the Ashby Ave. vicinity is no_t ·meant to exclude the possibility_ of improvements else~here. Rather it implies that plans and possibilities for street impro;e~en~s have been more solidJy identified he~e than else- where. ·• • • •
. . , : More remotely, the a~ea between Gilman St. and the Albany border, Eastshore and the railroad tracks·(3rd St.) may bear re.examination. The City of Albany views its lands to the J!O!_th.of this area _(but ~hich are accessed by Gilman St.) as important potential development sites, wh_icp may generate more traffic ..

3.1 Develop and implement strategies to reduce traffic congestion at the intersection of 7th & Ashby.

3.2 Assess th~ implic~ti~ns of opening 9th St. between Heinz St. and Anthony St. Consider the· possible impacts of this on local streets in the Grayson area and on rail service on the 9th St. rail spur, and how these could be mitigated. ·- 3:3 • Actively explore the extension of 5th St.----:.On some alignment~ /rom_ Potter St. to Ashby Ave. I . ;. • ••• ' ', '. ' '

3.4 Work with the City of Albany to review existing circulation conditions and potential • impact of projects in the area west of the railroad tracks and north of Gilman .. '. O ,,. ~ .~ • • ' • ' • "· f ' 4 • \ ~ ' ~
Goal 4:

Create and maintain adequate parking to support West Berkeley land use without creating increased incentives for single occupant automobile u·se. • • Transportation Element
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Rationale:

Historically, parking was not a major problem in West Berkeley, but this has changed in recent years. Originally industrial buildings, often initially built with little or no parking space, have been converted to retail and office use, intensifying parking demand. These areas may well need centralized parking facilities. While meeting expanding parking needs is important, it is also important not to provide so much free parking that people are encouraged to drive more than they would otherwise (a la suburban shopping malls). Therefore, the policies call for consideration of parking charges in some instances.

Policies:
4 .1 Actively pursue opportunities for the creation of centralized parking facilities in the 4th &University, 7th &Parker, and 7th & Ashby areas, and other locations in which they prove to be needed.
· 4 .2 Seek to preserve needed parking in and near commercial districts for short term, rather than long term parking.

4.3 If necessary, protect the availability of parking in residential neighborhoods through Residential Permit Parking programs.

4.4 Where necessary and feasible, work with developers of new buildings to institute charges for parking.

4.5 Where necessary and feasible, work with owners and managers of existing businesses· to institute charges for parking.

Goal 5:

Protect local residential streets from through traffic
Rationale:

Local residential streets are streets dominated by residential land use which are not major streets or collectors. Because of the proximity ofWest Berkeley residential areas to industrial and commercial areas, local streets here are somewhat more vulnerable to intrusive through traffic than in .other parts of the city. Such through traffic can ~ause safety problems for pedestrians and bicyclists, and could conceivably lead to a spill of hazardous materials. The City has already taken some action to improve the situation by amending the Truck Route Ordinance to prohibit large trucks on local residential streets in the northern part of the residential core.

Policies:

5.1 Adopt and implement a revised Truck Route Ordinance.

5.2 Improve and install traffic control devices-such as traffic signals, stop signs, full or Transportation Element
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partial barriers, and others-which will inhibit through traffic on local residential streets, while providing bicycle access :where needed.

Goal 6:
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: Improve pedestriatt and bicycle access.in a~d around West Berkeley . - ! • •
.Rationale:

From the environmental standpoint of reducing single· occupant autos; good pedestrian and bicycle access is key. Yet many parts of West Berkeley are unnecessarily "unfriendly" for pedestrians and bicycles. Some streets with significant numbers of residents have no sidewalks. Bikeways are little known and poorly marked. These conditions need to be improved.
. .

Policies:

6.1 Develop and implement a bikeway plan for 'Yest Berkeley,, using inform,ation developed during the West Berkeley Plan de~elopment, which wouid ~efine.bike routes and suggest needed capital improvements to make these routes bikeways.

6.2 Complete the sidewalk system in locations where sidewalks would be used.

6.3 Require appropriate levels of bicycle parking in n,ew deyelopments. , . ; - . • .

6.4 Develop an improved bicycle/pedestrian connection across I-80 from West Berkeley to the Marina
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IV. Implementation MEASURES

1. Ordinance and Regulatory Changes
Note: Please see the Appendix.for recommended changes in parking standards.

Funding Sources are possible sources.

1.1 Trip Reduction Ordinance-Pass Citywide Ordinance to decrease the percentage of people driving alone through programs at larger employers, initially· through the provi­ sion of information on commute alternatives to employees. The Ordinance should implement the Bay Area Air Quality Management District program when that program is . developed.

Goals and Policies Implemented: Goal l; Policies 1.1, 1.6, 1.7, 1.10 Responsibility: City Planning Department, Berkeley TRIP (contract agency) Funding Sources/Status: Employers, Motor Vehicle Registration fees (AB 434), Measure B funds. Ordinance and BMQMD Regulation passed.

1.2 Bikeway Redesignations-Revise the system ofbikeways in and around West Berkdey so that they more effectively and safely serve residents and workers.

Goals and Policies Implemented: Goal 6; Policies 6.1,6.4 Responsibility: City Planning Department with Public Works (Traffic Engineer­ ing)
Funding Sources/Status: Miles Development Agreement, TDA Article 3 for capital improvement, Prop. 116 grants. Bikeway study recommending route changes is being completed.

2. Projects-Capital Improvements and Other
. 2.1 Employee Shuttles-Work with the West Berkeley Transportation Management Association to increase shuttle service from West Berkeley companies to BART, and other employer-based transit options.

Goals and Policies Implemented: Goal l; Policies 1.1,1.5 Responsibility: City Planning Department, Transportation. Management Assn. (TMA)
Funding Sources/Status: Caltrans funding for start-up phase of TMA. BMQMD has provided operational grant for shuttle, to be matched by West Berkeley employers. Shuttle to start-up in late '93.

2.2 Transit improvements-Work with AC Transit to maintain and improve transit service in West Berkeley. Objectives for transit service provision include:

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WEST BERKELEY PLAN
• Frequent service (every 15 minutes or more during weekday daytimes) on San Pablo Ave., 6th/7th St., Gilman St., University Ave., Dwight Way, Ashby Ave. • In conjunction with employee shuttles, improved transit from West Berkeley employment centers to BART stations.
• Shopper~oriented servic; from-West Berkeley to Downto~ B~·rkeley The need and demand for additional service from other area~ (such as the Berkeley Hills)should be explored. The City should work with AC Transh in whatever assessments (and subsequent implementation) it makes concerning the feasibility and desirability of ferries to West Berkeley and light-rail service on San-Pablo and/or University Ave. • • Goals and Policies Implemented Goal l; Policy 1.3
Respo!lsibility: ~ity Plann~ng Department, AC Transit, BART Funding Sources/Status: Costs not yet analyzed, funds not yet id~ntified . ' ,. '

2.3 Freeway reconfiguration-Work with Caltrans to reconfigure en\rances .to 1-80 at University Ave. to improve bicycle/pede~trian acces~ to the Marina and at Ashby Ave. to reduce the impact on Aquatic Park. When High Occupancy Vehicle (HOV) lane is , constructed: work with Caltrans to assure that buses have direct access from streets· to HOV lane. , -
Goals and Policies Implemented Goals' 1,6; Policy 1.9,6.4, aiso Urban Design, Historic Pre~ervation & Open Space Element goals and policies) I I
Responsibility: City Planning Department, Caltrans r
Funding• Sources/Status: State of California on· application by Alameda Co.

Congestion Management Agency, MTC.. City beginning discussions with Caltrans on Aquatic Park access.

2.4 Bikeway improvements-Improve the visibility and usability of existing and propos­ ing bikeways by adding markings and signs, repairing pavement, and removing aban- doned railroad spurs. 1 • •
G~als and Policies Implemented: Goal 6, Policy 6.1 ..

Responsibility: City Planning_ OepL, Public Works (Traffic Engineeri_ng) , . Funding Sources/Status:. Miles Development Agreement, TOA_ Article 3 for capital improvement, Prop. 116 grants. No comprehensive program of improvements underway.
• I 'I ' .\
2_.5 Bicycle facilities-'-:-lnstall bicycle facilities,,.such -as storage rac~ a:q.d/or parking lockers at key destinations such as major retail areas, public facilities, and recreational sites. The Train Station would be a likely installation area in West Berkeley. . - . -~ • .

Goals and Pol_icies Implemented _Goal ~. :p_olicy 6.1
Responsibility: City Planning Department and Public Works (Traffic -Engineering) ·Transportation Element
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Funding Sources/Status: Miles Development Agreement, TDA Article 3 for capital • improvement, Prop. 116 grants.
2:6 Improvements for pedestrians-In order to improve the West Berkeley environment for pedestrians, in situations where there is or could be significant pedestrian use, install sidewalks where none exist and improve sidewalks, crosswalks, and wheelchair ramps where they are inadequate. Eliminate sidewalk parking. Concentrate on reinforcing commercial districts and nodes such as 4th & University, 7th & Ashby, San Pablo & University, San Pabio & Dwight, and San Pablo & Ashby. As a first step, install pedestrian improvements in the Redevelopment Area (see also Urban Design Element) Goals and Policies Implemented Goal 6, Policy 6.2
Responsibility: City Planning Department, Public Works (Engineering), Redevel­ . opment Agency
Funding Sources/Status:: Redevelopment tax increment, outside Redevelopment Area TDA Article 3. Redevelopment Area improvements being constructed, no comprehensive program outside Redevelopment Area.

2. 7 5th St. Extension-Seriously assess the possibility of extending 5th St. from Potter St. to Ashby Ave. as a congestion relief measure, particularly in the context of development proposals on the Oscar Krenz site.

Goals and Policies Implemented Goals 2,3; Policy 3.3
Responsibility: Public Works (Traffic Engineering) with City Planning Dept.

Funding Sources/Status: Costs not yet analyzed, funds not yet identified

2.8 Street System Improvements-Identify and implement street system improvements • necessary to achieve and maintain Plan traffic congestion and Level of Service goals.

Actions could include changes to signal timing, traffic controls, turn lanes, and elimina­ tion or reduction of curbside parking.

Goals and Policies Implemented Goals 2,3,S; Policies 2.1,2.2,2.3,S.2 Responsibility: Public Works (Traffic Engineering).with City Planning Dept.

Funding Sources/Status: Miles Development Agreement for southern area, future development mitigation's. 7th & Parker projects under development.

3. Studies

3.1 Train Station Design Concept-Develop design concept in order to gain construction funding for a new train station in the vicinity of 3rd & University. The station should serve as a transit hub, as well as a gateway to West Berkeley and the Marina. Design should occur in the context of the Central West Berkeley Specific Plan (see Land Use Element) Goals and Policies Implemented Goal 1, Goal 6; Policies 1.2, l. 7 Responsibility: City Planning Department, with Redevelopment Agency Transportation Element
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: I WEST BERKELEY PLAN
• Funding Sources/Status: -Capital funds from state rail bonds.

3.2 Centralized Parking Demand and Cost Analysis-Analyze the physical and financial feasibility (including demand, traffic patterns, conceptual design) of'creating·ceritr~lized parkfng structures/facilities, Initially conce"!ltrating on 3 areas: 1'.) 4th & University; 2) 7th & Parker (per Miles Development Agreement); and 3) 7th & Ashby. -• • • Responsibility: Coni~unity Development Department, with' City P·lannin:g De­ partment, Public Works (Traffic Engineering)
Funding Sources/Statu;: Study underway, fall 1993.

3.3 Aqu~tic Park Access Study_:._Study and assess alternativesfot i-m~~oviilg vehicular, bicycle, and pedestrian a~cess to Aquatic Park, particularly the southe~n end of the park.

This would be an ~mplement;;ition study. for the Aquatic .ParkMaster Plan. Alternatives could inc_lude e_xtension of streets .across the railroad right-of-way a:nd/or creation of grade-separated (e.g. elevated) crossings for pedestrians and bicyclists (see also Urban Design, Historic Preservation and Open Space Element
• • • ' _ _f • • ', ...... ) • ' ~
Goals and Policies Implemented: Goal 6, Policy 6.1
Responsibility: Public Works (Parks/Marina, Traffic Engineering) and City Plan- ning Departments_ -~ . ,
Funding Sources/Status: Not yet identified, funding from developers of adjacent sites possible.
•.-

3.4 9th St. Connection Study-Study the feasibility of connecting 9th St, between Anthony St. and Heinz St.', so as to proVIde a connection to Ashby.Ave. Consider how this would be compatible with existing railroad spur operations, and ~ow this connection wot.ild relate to the Grayson Mix'ed Use/Residential area. • •• Goals and Policie~ Implemented G<:>al 3, _Policy 3.2 -
Responsibility: City Planning and Public Works (Traffic Engineering~ Depart- - '' . -,
ments • •
Funding Sour,ces/Status: Miles Develo'pnie~t ~gr~·enient; Study not: yet initiated Transportation -Element
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HOUSING & SOCIAL SERVICES
I. STRATEGIC STATEMENT
• West Berkeley houses only 7% of Berkeley's population, but its role in Berkeley's housing is nonetheless vital. West Berkeley continues to have some of the lowest cost rental and owner-occupied housing in Berkeley. This low cost largely explains why West Berkeley is home to many households with special needs-such as single mothers-and why it remains the most racially integrated area of Berkeley. West Berkeley's reservoir of lower cost housing is likely to become increasingly important over the West Berkeley Plan period, if inflationary forces continue to quickly drive up house prices and rents elsewhere . in the city. West Berkeley also provides unconventional housing, such as live-work units for artists and craftspeople. The West Berkeley Plan seeks (in the context of citywide policies) to maintain housing affordability in West Berkeley, and to add hqusing units in appropriate locations. In particular, it seeks to strengthen retail concentrations ("nodes") by adding housing there and to reinforce residential concentrations in the Mixed Use/ Residential zone.

Because a great many of West Berkeley's residents are low income they require a high level of publicly aided social services,
such· as childcare and low cost health care
from non-market sources. These services are
vital for maintaining and improving the qual­
ity of life for West Berkeley residents. Since
many West Berkeley residents are not native
English speakers, providing bilingual ser­
vices is often necessary. Because many West
Berkeley residents are likely to remain low
income, despite economic development ef­
forts, City and other agencies sh~uld main­
tain and augment West Berkeley's services,
both in West Berkeley itself and in locations
accessible to West Berkeley residents.

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11. HOUSING BACKGROUND
A. Berkeley's and West Berkeley's Role in the Regional Housing Market Berkeley plays a distinctive role within the Bay Area housing market, as does West Berkeley within Berkeley. For the 1990 Census, Berkeley has, for the first time, been designated a central city within the San Francisco-Oakland-Sanjose metropolitan area.

In many ways, Berkeley does function in the manner expected of a central city within the regional housing market. Berkeley has one of the highest proportions of renters of any Bay Area city, even with recent (smaller than expected) loss ofrental units. Berkeley is the 3rd mos~ densely populated city in the Bay Area (after San Francisco and Daly City), although t~ere are massive variations •in density fro~ area to area wit}:lin Berkeley .. (I:.Iowever, Berkeley is only 14th in the Bay Area in percentage of units in buildings with 10 or more units) With thousands of students in dormitories, fraternities, and sororities (an important factor in raising.citywide· derisity.figu;es)-Berkeley has the Bay Area's 3rd highest proportion of residents in group quarters:

Berkeley, like other 'cities ~iong the East Bay_shoreline and in the core of the region, has a very ethnic~lly/racially mixed population.:Non-~ispa~tc ~bites make up 58% of Berkeley's population, slightly below the regional average of 61 %: Berkeley's 18% black populatio~ is. do~bie the regional aver~ge, and gives Berkeiey the 7~h· highest • . ~ j • • '
propo_rtion of African-American· population .a~ong the 98 Bay Area cities. _At 14%, Berkeley's Asian proportion, mirrors the regional average of 15% Asian. Latinos are the ' ( ' • ' .
only non-Anglo group less represented in Berkeley (8%)than in the region as a whole (15%). ,• '· '
West Berkeley, largely in conjunction with .South Ber.keley, has__its own place within Berkeley's population. for plann!ng aµd analytical purposes, th~ city has been split into 5 subareas (see map).1 Subarea 1, the Hills; is a high incpme, high cost, heavily white (84%) area, whic~ some have character~zed as "the suburb of Berkeley." ~ubar.ea 2, Central Berkeley, has relatively even mixes of single family homes and other housing types, owners and renters, whites and non-whites. Subarea 3, Campus/Downtown, is domi~ated by multi-family units and group q~ai-tei-s, houses almost 1/3 (320,6).of the city's p·opulation, ~nd has a. popula.tion which is 2/3 below 30 years old. Finally, South and West Berkeley (subareas 5 and 4) together have a .black plu:rality ( 48%), a renter majority, and relativelY, modest home prices. However, as will be discussed below, West Berkeley differs from.South Berkeley, notably in its ethnic ~ix.

B. The Housing Stock-Small Homes in a Moderate Density Neighborhood SI?all sipgle family houses are the most characteristic form of West Berkeley housing. Single family units a,ccount. for 44% of West Berkeley's housing (according to the 1989 Housing Stock Ch~nges Report), although they are far from the only housing type.2 . An additional 35% of West Berkeley's 2,970 housing units were in 2-4 unit 'The 5 subareas are (see map) the Hills, including the Claremont district; Central Berkeley between MLK and San Pablo, north of Dwight; Campus--the areas around it; South Berkeley-roughly corresponding to the South Berkeley Plan Area and West Berkeley. .. • •
2It must immediat~ly beciutioned that in West Berkeley single family houses cannot necessarily be assumed to have owner occupants. This is discussed in more detail below.

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Figure 6-1: City Subareas
AJbSl'Y
structures. Thus only 20% of units were in structures with 5 or more units, compared to 28% citywide. The northern core area (north of University Ave.) was the most heavily single family-single family dwellings accounted for 50% of units there, 4 7% of housing units outside the residential core, and 3 7% of units i_n the southern core area. Single family units and small apartments dominate the residential built environment-the residential core had only 62 structures with 5 or more units (compared to 1,026 single family dwellings-sfds). The southern core area had more units in duplexes, triplexes, and fourplexes than the northern. In land density terms, densities of 10-20 units per acre (or approximately 1 unit per 2,000 to 4,000 feet ofland) typify the area, compared to typical densities in urban multifamily areas of 30 units per acre or more.

West Berkeley's housing is both older and newer than the rest ofBerkeley's. Some of the oldest housing in Berkeley is here-14 of the 35 "houses" designated Berkeley landmarks are in West Berkeley, far more than its percentage of the stock. However, West Berkeley has a somewhat lower percentage of its stock built before 1939 (42%) than does thedty as a whole (53%). West Berkeley saw a surge of building in the 1940's and S0's, when 38% of its stock was built (compared to 30% citywide).

The housing stock in West Berkeley, especially the owner-occupied stock, is relatively small by citywide standards. Owner-occupied units in West Berkeley averaged Housing & Social Services Element
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2.3 bedrooms, while in Berkeley as a whole they averaged 2.9 bedrooms. Reriters, however, enjoyed marginally larger hous.ing, averaging 1.5 bedrooms in West Berkeley as against 1.4 citywide.
. .

Unfortunately, no such statistical data is available for live-work occupancies.

There are only a relatively small number of these to date.

C. The Population-The Truly Diverse Part of Berkeley
. In coinpariso~ to other ~arts of Berkeley, West ~~rkeley's_ population i~: . • The most racially diverse;
• More likely to be non-English speaking:
• The youngest-having the highest proportion o_f children under 18; • More. }ikely to live ~n a sirigle parent household;
• More likely to be unemployed.

The oft-cited diversity ofBerkeley's population can best be seen in West Berkeley.

This diversity can be seen not only on ethnidradal grounds, but with regard to children and_ income groups. ,
. .
a. West Berkeley's RaciaVEthnic Composition:

The 1990 Census states that 40% of West Berkeley's almost 7,000 (6,891) inhabitants are black, 29% are non-Hispanic whites, 23% are Latino, and 8% are A_sian.

This is by far the highest Latino percentage in the 5 subareas of the city, the second highest black percentage after South Berkeley (51 %)._ No other area of the city has 3 groups in such relative parity:

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Table 6-1: Distribution of West Berkeley
Housing Units in Structure, 1989
Units in Structure
1 unit
2-4 units
5 or more units
Total unit
Number of Units % of Units
1,317
1,040
589
2,970
44%
35%
20%
100%
Source: City of Berkeley, 1989 Housing Stock Changes Report .

The 1990 figures repre­
sent a decline in the black pro­
portion of the West Berkeley
population since 1980 (down
from 50%), an increase in the
Latino proportion ( up from 10%)
and relative stability in the white
and Asian population. The in­
flux of Latinos into formerly more
heavily black areas is consistent
with trends in the Bay Area and elsewhere in California. However, the lack of growth in the number of non-Hispanic white people must be analyzed in conjunction with the increase in white heads of household in West Berkeley;
The statistics for race of household (head) thus show a different, somewhat whiter picture than those for total population. Blacks head 41 % of households, whites head 38% (substantially above their share of the total population), Latinos head 13% (much less than their population share), and Asians 8%. In 1980, whites headed 34% of households, blacks 49%, Asians 5%, and Latinos 11 %. Thus the share of white, Asian, Latino headed households all rose, while black headed households declined. . .

Differences in racial proportions between total population and heads of house- hold occur because some households (e.g. whites) are relatively small (and thus the same number of people group into more households), while other households (e.g. Latinos) are relatively large. Other _data suggests that a segment of non-white people were the most stable residents of West Berkeley. In the 1989 Resident Survey, fully 48% of responding black West Berkeley households said they had lived there 10 or more years. This was true Housing & Social Services Element
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WEST BERKELEY PLAN
for 3 7% of Latinos, and 33% of Asians, and for only 21 % of whites. • b. Children in West Berkeley
Children are prominent in the West Berkeley population. Just under one/quarter (24%) of West Be:keley residents are under 18, compared to 14% of the· citywide . population. West Berkeley thus 11ot surprisingly had the, largest mean household size-

2.53 people per unit, versus 2.10 citywide. West Berkeley seems likely to continue to have Table 6-2: Racial/Ethnic percentages of West Berkeley population, 1980 and 1990 Racial/Ethnic Total Total Heads of Heads of
group_ Population, Population, Household, Household; •
1990 1980 1990 1980
White 29% 29% 38% 34%
Non-Hispanic
Black 40% 50% 41% 49%
Asian 8% 7% 8% 5%
Latino 23% 10% 13% ·11%
Total 100% 100% 100% 100%
Source: 1980 and 1990 Census of Population
a disproportionate percentage of cnildren, because it ha_s had a disproportionate percent-· age of births. In 1992, there were 128 births to West Berkeley (in this case.zip code 94 7i°O) resident mothers. This was some 11 % of ci~ywide births, well above the area's.share of the city's population. 1
. -
West Berkeley's children do not necessarily live in conventional f_amilies, how- ever. Almost 4 in 10 West Berkeley children under 18 (39%) live in single parent, usually single mother, families. Citywide, only 29% of children are in single parent families.

Among black West Berkeley families with children single parent families were the norm, not the exception-71% of black West Berkeley families with children were headed by a single parent.

The large number of resident children, especially in single parent families, suggests that West Berkeley has a greater than average need for childcare. The Berkeley Unified School District in fact operates a child development center in the northern residential area. Many of the workers commuting into West Berkeley also have childcare needs, so perhaps childcare sites can be developed which serve both groups. However, locations :which are convenient to residents may not be convenient for workers, and vice­ versa.
c. Income and Unemployment
West Berkeley residents have a broad range ofincomes, although the highest income households are less likely to live here. On the 1990 Census, 22% of households reported incomes below $10,000; 22% reported incomes in 'the $10-20,000 range; 24% 'Encouragingly, West Berkeley babies seemed to be actually healthier than their citywide counterparts. Perhaps the most commonly used indicator of infant health is low birth weight (there is too little infant mortality in Berkeley to make it statistically usable). Citywide, Health Department statistics indicate that 6.3% of babies over the last 5 years weighed less than 2,500 grams, in West Berkeley the figure was 2.3%.

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between$20and35,000,and 17% between$3S andS0,000 (seeTable6-4). In the3 lowest brackets, West Berkeley had a higher percentage than the citywide average. But while 29% of Berkeley households reported incomes above $50,000, only 15% of West Berkeleyans did. There was a clear distinction between West Berkeley tenants, who reported a mean income of roughly $22,500 (lower than the citywide $24,500 mean) and West Berkeley homeowners, whose mean was $37,000 (itself some 40% below the citywide homeowi:ier median of $65,000).

There appears to be substantial unemployment among West Berkeley residents.

The 1990 Census found an 11% unemployment rate among West Berkeleyans, despite being conducted before the onset of the l 990's recession. West Berkeley had among the highest unemployment rates in the city. African-Americans were the hardest hit, with just over 20% of Blacks in the workforce unemployed. Latinos had an 8.3% unemployment rate. It is almost certain that these numbers are higher today, because unemployment throughout California has increased.

West Berkeley's role as a job center provides an opportunity to aid its unemployed residents. The residents could only fill a small proportion of West Berkeley jobs: the Survey estimated 500 unemployed West Berkeleyans-less than 4% of West Berkeley jobs. However, according to the Housing and Economic Survey, 20% of West Berkeley residents already do work in West Berkeley, a higher percentage than for Berkeley residents as a whole. Therefore, as employment linkage and training programs are developed, West Berkeley residents can be an important target group.

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D. Tenure-Moderate Income Owners,-Low Income Rent~
Reviewing the situation.ofWest Berkeley renters and homeowners: We~t ~erkel~y renters are:
• A majority of West Berkeley hou~eholds;
• Predominantly low income;
• Generally Non-white; _
• More likely than other Berkeley renters to be overpaying for rent; overcrowded, or dissatisfied with their unit;
West Berkeley homeowners are: •
• Generally low or moderate inc:ome;
• More racially diverse than other Berkeley homeowners_; · • More likely to be white than West Berkeley renters;_
• Living in housing that is inexpensive for:Berkeley;
West Berkeley has a majority of renters, although _the size of that majority has shrunk. The 1990 Census found 1,595 renter occupied units and l_,059 owner-occupied units, making 60% o_f units rental. n~e 1980 Census found West Berkeley household$ to be almost 2/3 renters (64%). However, this small decline in the proportion of_renters masks different trends in different parts of West Berkeley. The residential core area north of University Ave. saw a sharp shift to home ownership-from 61 % renter in 1980 to only 51 % renter in 1990. The residential core south of University moved the same direction, but less strongly-from 71 % renter in 1980 to 66% renter in 1990. The remainder of West Housing & Social Services Element
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WEST BERKELEY PLAN
Berkeley (Census Tract 4220)-largely in the Mixed Use/Residential districts-saw an increase in the proportion of renters-from 56% in 1980 to 65% in 1990. This can be attributed first to publicly assisted housing-such as the Oceanview Gardens develop­ ment, rental units atthe Delaware St. Historic District, and even the creation of rental units in the· "D and E" houses, which were sold for home ownership. A second cause of the increased number of rentals here was the creation of live-work units in the 1980's.

One major reason for the shift away from rental units was the high number of rented single family homes. In 1980, the Census found 480 rented single family houses, fully 30% of West Berkeley's rental housing.1 By 1990, there remained only 263 rented single family houses. They now account for only 16% of the rental stock in West Berkeley.

There has been a citywide (and probably broader) trend for sales of rented to single family houses to ~wner-occupants. This trend makes it more difficult for renters to find large rental units and may be leading to overcrowding, since singlefamily houses tend to have more bedrooms than apartments.

Table 6-3: Renters and Homeowners in West Berkeley
Area of West Renter Renter Homeowner Homeowner
Berkeley Percentage, Percentage, Percentage, Percentage, 1990 1980 1990 1980
Residential core 51% 61% 49% 39%
north of University Ave.

Residential core 66% 71% 34% 29%
south of University Ave .

West Berkeley Total 60% 64% 40% 36%
. Berkeley Total 56% 62% 44% 38%
Source: 1980 and 1990 Census of Housing
By Berkeley standards, West Berkeley housing prices are relatively low. In late 1990/91, the average single family home price in West Berkeley was $157,000. This was considerably lower than in any other section ofBerkeley, all of which averaged prices over $180,000. Since that date, prices have been generally stable in Berkeley, even as they have fallen somewhat in a number of Bay Area communities. Nonetheless, West Berkeley's average price required an income of some $52,000 (or another house) to buy, assuming that buyers can afford 3 times their income. The figure also contrasts sharply with the mean purchase price of$ 70,000 that in-place owners surveyed on the Resident Survey had paid. The "mean" year of purchase which this price on the Survey reflected was 1975.

Unless the 1990's halt or reverse the housing price increases of the last 15 years, the income needed to buy a home in West Berkeley will continue to increase. a. Owner &: Renter Characteristics
Despite these changes, West Berkeley homeowners were largely a low and moderate income group. On the 1990 Census, 46% of owners reported household incomes between $20,000 and $50,000, with only 21 % reporting incomes above $50,000 11n 1980 rental units were a quite high 42% ofthe 1,149 single family detached houses the Census recorded. By 1990, rented houses represented only 24% ofWest Berkeley single family detached houses. Citywide, however, only 16% of single family detached houses are rented. This suggests that there may be further conversions of rented houses to owner-occupancy in West Berkeley.

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(while citywide 52% of homeowners had· incomes over $50,000). West Berkeley homeowners are also racially diverse, though somewhat less so than the West Berkeley population as a whole. The 1990 Census shows that 46% of West Berkeley homeowners are white, 35% are black, 12% Latino, and 6% are Asian. Thus, whites are overrepresented among homeowners, while blacks are underrepresented. •
Table 6-4: West Berkeley and Citywide Incomes-Households, Owner-Occupants and Renters · •• •
1989
Income
Level All Households Owner-Occupants
..

Renters
West West West
Berkeley Citywide· Berkleley Citywide Berkeley Citywide· Under
$20,000 44%' 35% 33% 15% 55%' 51%
' $20,000-
$34,999 24% 21% 25% 15% 25% 25%
$35,000- '
$49,999 17% 15% 21% 18% 11% 12%
Over
$50,000 15% 29% 21% 52% 9% 11%
West Berkeley renters are clearly low income. Over half (52%) of.West Berkeley renters had incomes of below $20,000. While this was similar to the citywide percentage, West Berkeley renter households are larger, their per capita income level is lower .. The over 300 Section 8 and publicly assisted rental units make up just under iO% of West Berkeley rental units. The percentage of units in West Berkeley which are Section 8 assisted is more than double the citywide figure. Renters as a whole· in.West Berkeley are heavily non-white-whites make up only 32% of West Berkeley renters.

West Berkeley renters differ from citywide ,renters in other ways. Citywide, exactly 1/2 of renters live alone, with the-Resident Survey indicating that another 20% of renter households are unrelated adults living together. Iri West Berkeley, the leading group is single parents, whq make up 31 % of re~ter households, more than double the citywide percentage. The large percentage of Section 8 units (which are heavily but not ~xclusively populated by single mothers) dearly contributes to ·this figure, but this f!gure could only be reached with r{on-Section 8 renters as well. 33% of West Berkeley renters live alone, and 21 % are mar~ied couples-well above the citywide figure-and indicating that renting can be a long term situation for some We~t Berkeley househ~lds. West Berkeley renter households thus have more people-averaging ah:nost. 2.4, as against a citywide average of roughly 1.85. -
West Berkeley renters paid lower rents than other Berkeley renters, but because of their lower income, paid a higher percentage of their income in rent. The 1990 Census showed a median rent in West Berkeley of approximately $335, as against $392 citywide.

This statistic reflects both rerit controlled and uncontrolled units. But the Resident Survey showed that median West Berkeley renter was paying more than 30% of her/hi~ inco~e for rent-the usual standard .of overpayment. By contrast, in most other sections of the city (including South Berkeley), the median percentage of income paid for rent was 25% Housing & Social Services Element
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b. Conditions in Rental Housing
orless. Forthisrea­
son, any decisions
made to increase
rent levels in rent
controlled units
will have a particu­
lar impact on West
Berkeley tenants,
unless measures are
taken to mitigate
their impacts;
West Berkeley renters were of ten dissatisfied whh their housing. In a 1988 survey of rent controlled units, 60% of West Berkeley renters said the condition of their unit was fair or poor, as against 48% of renters citywide. When asked about the condition of their • building as a whole, West Berkeley renters were closer to the norm-39% rated their building good or excellent, compared to 44% citywide.

Housing overcrowding is a significant problem in West Berkeley, with its large number of children and larger households generally. Overcrowding is defined as a household having more than 1 person per room (excluding bathrooms). The 1990 Census indicates that 1 in 7 (14%) West Berkeley renter households were overcrowded, double the citywide percentage (citywide less than 2% of owner-occupied units were overcrowded).

E. Growing Slowly-Housing Development in West Berkeley
Despite the largely built up character of West Berkeley, the amount of housing here has continued to grow. The City's Housing Stock Changes Report, which is derived from building permit records, shows that between 1978 and 1991, there was a net increase of 14 2 housing units, including live-work spaces. This took the total from 2,856 units to 2,998, a 5% increase. • In the l 980's, publicly assisted development accounted for most new housing in West Berkeley. The l 980's (until late in the decade) were a period of little private multi-family housing construction in most of the Bay Area. In West Berkeley, 62 units at Ocea~view Gardens, 27 units in the Delaware St. Historic District1, and 5 public housing units at 7th & Jones added a total of 94 publicly assisted units. There are no current publicly assisted new construction projects as of August, 1993.2 'This project is mixed-income (and mixed use) with 8 of the units being low income units for Section 8 households, and 19 being market rate condominiums.
2Public funds were used to restore the 75 room UC. Hotel at 10th & University, which was vacated after the 1989 Loma Prieta earthquake, to occupancy as a residential hotel.

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.

III. HOUSING DEVELOPMENT
Projected Development
In the l 990's, an increased level of private sector development is likely. In terms of current activity, a live-work project of 17 units is now being completed for the 2100 block of 5th St. and 6th St. ( 4 units adjacent to it have also been approved), along with a single large live-work unit at San Pablo & Murray.1 Two live-work units between 9th and ·• 10th off Grayson St. have been approved, al~ng with 7 units (combined new construction . and warehouse conversion). The Redevelopment Agency is adding 2 units (one conven­ tional, one live-work) in the 4th St. area. These projects total 33 units.

Prospects for more housing over the _15 year Plan period appear good .. Local developers frequently express interest in West Berkeley sites, especially for live-work projects. San Pablo Ave. has yet to attract major housing development interest. The Pref erred Land Use Concept notes the e":istence of 14 potential housing development sites in the Mixed Use/Residential and Commercial zones. These sites could accommodate some 260 units.' ., '~
Seconc:l units in the residential areas could provide an additional source. of ho~sing, with minimal neighborhood impact. However, West Berkeley's housingstock-,­ often consisting of small single story houses on small iot5-:-is not always conducive to • second unit development. the Mi~ed Use/R~sidential zone, which often has somewhat larger lots arid ho{ises, rriay in fact be the most promising area for such development. 'This analysis counts Jive-work spaces as re;idential units, since they pro~de Jiving space for people. As of this writing, the City is in the process of developing new zoning regulations for live-work pnits, which treat these units as primarily commercial. • • •
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West Berkeley's Increasing Contribution to Citywide Housing Development The West Berkeley Plan Preferred Land Use Concept set a goal of adding at least 200 units over the Plan's 15 year life. This goal is based on the 1990 citywide Housing Element middle scenario need figure of 1,200 privately developed (as . opposed to University or publicly assisted) units. The West Berkeley Plan area's 17% share of the city's land area is appiied to this figure, producing a goal of 200 units. The Preferred Land Use Concept notes the existence of at least 14 potential housing development sites-which could accommodate 260 units-in the Mixed Residential and Commercial districts.

The Plan commits to increasing West Berkeley's share of citywide housing development. If West Berkeley provides 17% of citywide housing production, that would be a substantial increase in West Berkeley's historical share of citywide (non-University) housing development. Over the 1972-1991 period, West Berkeley contributed 131 net additional units, or 10% of net citywide growth in legal housing units. West Berkeley's share of privately developed units was even lower.

The General Plan which: is now being developed will identify appropriate locations throughout Berkeley for housing development. Its analysis will review not only . the availability of vacant or "underutilized" land, btit also consider where housing should be developed in relationship t~ the availability of transit and other services.

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IV. SOCIAL SERVICES ISSUES
'-
. A. Introduction
. Analyzing social services generally means analyzing how people-typi~ahy low inco~e peopl~~btain basic. human . needs. beyond the first .fundamentals of }o~d. clothing, and shelter. Thus health care, ed~cation, recreation, child care, and technical services needed to obtai1_1 ·other si~ces· (e:g. legal aid, transl~tion assiswnce) are major elements of social ~ervices. .Income maintenance programs 0 'tr~m Aid to F~milies with
Depen~ent Children (AFDC- commonly termed "welfare") to Social Sec~rity are also social service issues, but are completely coritroiled at'higher levels of government and are • thus excluded from this analysis. It is beyond the scope ·or this analysis; and of the West Berk;ley Plan "overall, 'to attempt ·a comprehensive analysi; of social service needs: These needs are too many, too various, and served by to~ many different publi.c and private agencies both inside and outside West Berkeley for comprehensive co~erage here (the Community Resources·section of the Conditions, Trends, & Issues report for General Plan · provides an overview of service provision in Berkeley). Within the'West Berkeleynan, the Economic.Development Element discusses issues of (un)employment and job training.

The Physical Form Element speaks to open' space and recreational needs.and facilities.

The housing portion of this Element discusses a key service needed by all.

Nonetheless, social service programs are important for many West Berkeley residents. The City ofBerkeley has also made a commitment, very unusual for California cities of its size, to seek to provide needed social services to the extent possible. Therefore, this Element generally discusses social service needs and provision, as they can be expected to affect West Berkeley residents.

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B. Methods for Obtaining Services-Income, Programs, and the Informal Sedor
In order to assess the adequacy of services for West Berkeleyans, we must consi_der. the various ways such services are obtained by people who need them. There are 3 basic ways people can obtain needed services-I) Buy them (using income); 2) Be formally given them (benefiting from Programs); 3) Be given them informally by relatives, friends, neighbors, fellow church members, etc. (the informal sector). In the case of health care, people are also of ten given full or partial health insurance as a part of their total compensation. It must be noted that middle and upper class people more commonly buy these services rather than using free ones~.g. seeing a private lawyer rather than using Legal Aid. Regrettably, purchased services in the United States are often better_ quality (and more accessible, if one has funds) than free ones, and do not carry the stigma that free services of ten do. Thus, to a large extent, the best social service program is measures to provide the income to households that allow them to buy the services they need. . .

It should be noted that West Berkeley households gained 74% of their income through wages and salaries (and self-employment), and only 6% from social security. benefits and 3% from public assistance benefits.1 In this sense job training programs­ primarily discussed in the Economic Development Element-if successful can be a bridge to increased access to services. This report will focus on free and subsidized social services available to West Berlfeleyans, since many of them do not have and may not gain adequate income to purchase them.2
The informal sector will be touched on, but not carefully analyzed, in this report.

It is virtually impossible to quantify the services people receive_ this way, especially· through personal contacts. In addition, the sense of "community" and "belonging" that such organizations can generate when they are successful is central to many people's lives, but certainly unquantifiable. A range of key voluntary service-providing organizations such as churches, ethnidregional associations, and labor unions will be noted. However, West Berkeleyans do not restrict themselves just to tho_se organizations west of San Pablo Ave. Nor do West Berkeley based organizations serve only West Berkeley residents. The connections between West and South Berkeley people and organizations-such as churches-are of ten particularly strong.

C. The City~ Role in Sodal Service Provision
Analysis of social service needs in West Berkeley and how adequately formal social service programs fill them should occur in the context of analysis of the City's role • in social service provision. This is done to more accurately describe-in this document which plans for City action-where the City might intervene in the social service system. 'This calculation admittedly does not account for non-cash benefits that households received, such as food stamps or Section 8 rent subsidies. Nonetheless, these are relatively modest compared against the $75 million total cash income West Berkeley households received in 1989. It is also interesting to note that in Berkeley as a whole, in 1989, Wages, Salaries and Self-Employment also accounted for 79% of income, but Social Security was only 3%, and Public Assistance 1 % of citywide household income. In 1979, 20% of West Berkeley households-524 households-reported that they received income from AFDC, GA, or Supplemental Security Income (SSI). This was not necessarily the family's or household's only source of income).
2Access to services is another problem beyond simple availability. Thus social services may be improved by extending a program's hours, or by improving transit so that people without cars can reach it more easily.

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The City's role in this arena is differe~t than in the other areas addressed in this Plan. In housing, state law mandates that cities prepare a Housing Element and pursue policies to create adequate housing. The City is the primary regulator for land use and urban design decisions. In transportation, the City controls streets· arid parking, arid has a voice regarding state highways· and regional· planning. ·1n economic development,· the City controls relatively few of the key variables, but has sought-like other citie~to develop local tools for economic management such as the First Source Program.

In what are generally thought of social .services (e.g. health, education, i~come maintenance), the City is neither the primary governmental pro_vider nor· the primary regulator. Many services are provided/regulated by state and federal agencies (e.g. Social Security), although Alameda c'ounty is an important delivery agency for sta~e programs.

One very key local agency delivering huma~ services such as education and child car~ is the Berkeley Unified School District (BUSD). BUSD plans to seismically retrofit and reopen Columbus School in West Berkeley, using funds from a bond issue approved in June 1992. Anther important education job training agency is the Peralta Community College District, whose Vista College is roughly 1 mile from the Plan area. • Nonetheless, Be~keley is very active as a dty in social services. It is one of the few California cities to retain a full service Health Department. While other California cities spend an average of .2% of their General Fund on health care, Berkeley spends some 5% on.health. Berkeley has distributed clear,·usable information on AIDS prevention while the ·federal government has temporized._' Berkeley also operates one of the most active programs for the homeless of any Califo~nia city. Berkeley uses the maximum permitted amount of its Community Development Block Grant (CDBG) funds for social service agencies. Through CDBG, the Community Services Block Grant ( CSBG), the Job Training Partnership Act QTPA) and other programs, the City ofBerkeley i~ 1990-·91 provided oyer Housing & Social Services Element
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$3.4 miUion in funds to 53 community-based agencies working iri job training, childcare, youth, senior and other social service fields. Thus, despite its lack of mandate, and despite the serious state and federal funding cuts of the 1980's, Berkeley has sought to fill the breach.

The City has for many years identified West Berkeley (along with South Berkeley) as a target area for socia.l service provision. On the map (see next page) of Community Services Facilities, the central part of West Berkeley is one of the locations where service agencies are clustered, along with Downtown and South Berkeley. West Berkeley's residential areas are part of the Neighborhood Strategy Area (NSA), where CDBG funded. programs must concentrate their efforts. Most of the City's affordable housing programs are also targeted to West and South Berkeley, as the city's low income areas.

D. Considering Needs-West Berkeley's Population
The adequacy of social services to West Berkeleyans is based on the needs these services should meet. Unfortunately, a full needs assessment of the vast array of needs-­ from AIDS care to youth counseling-is beyond the scope of this document. However, the simple demographic facts about West Berkeley's population suggest an above average need for a wide range of services.

A substantial propor­
tion· of West Berkeley resi­
dents are low income (see
table 6-4); and a very high
proportion of West Berkeley
children live in single-parent
households. The large num­
ber of single mothers makes
the need for child care all the
more pressing (although two
parent families also have child
care needs). The non-En­
glish speaking population
needs bilingual services (pd­
marily in Spanish, to a lesser
extent in Asian languages)
across a range of service ar­
eas. Most importantly, the
fact that perhaps a majority of
West Berkeley residents are
. low income means that their
health care, child care and other
services are likely to be inad­
equate.

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Figure 6-2: Community Services
Facilities in West Berkeley
(
)
Legend
City of Berkeley Planning Department-October, 1993 'L..

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The majority of West Berkeley's population is not (Non-Hispanic) white; It is instead (as is discussed elsewhere in this Element) black, Latino, and Asian. These groups have historically had difficulty gaining access to adequate services-whether as a result of typically low incomes, discrimination, or both. It seems safe to assume that West Berkeley non- whites also suffer from such problems. There is also more data available on these groups at a city, county, and state levelthan there is strictly within West Berkeley.

E. A Matrix of Care-· West Berkeley Social Service Agencies For an American community ofless than 8;000 souls, West Berkeley is unusually well provided with a range of social service agencies. The City itself has developed a senior center, a library (immediately east of San Pablo Ave. on University), and a health clinic (see Map). BUSD operates FranklinSchool on San Pablo Ave. and a child care facility, and is considering has committed itself to reopening Columbus School, where an after school program currently operates. Adelante operates a job training center, as does the Veterans Assistance Center, although both of these serve citywide and broader clienteles'. Ocean view Neighborhood Services is one of the agencies which operates a feeding programin West Berkeley. In fact, West Berkeley has a fuller set of social/public services than it does private commercial ones (see the Economic Development Element).

In what we have called the informal sector, there are 13 churches in West Berkeley, 7 of them Baptist. A Buddhist "fellowship" and the gay-oriented Metropolitan Community Church (which shares facilities with another congregation) are among the churches. Many West Berkeley residents attend church outside the area, particularly in South Berkeley. While no unions are headquartered in West Berkeley, at least 15 union locals represent workers at various West Berkeley locations. West Berkeley residents working outside the area may also be union members, particularly if they work in manufacturing, at grocery or department stores, or in the public sector (including the University).

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V. • GOALS AND· POLICIES
Goal 1: . !
Take all reasonable steps in. housing policy to-maintain and foster th~ social and economic diversity of West Berkeley's residents
Rationale:
• Diversity has been th~ touchstone ofBerkel.ey's housing and social policies. West • Berkeley is the part of the city which is truly most diverse. West Berkeley houses many . people who would have difficulty finding housing elsewhere in Berkeley. West Berkeley tenants in particular are overwhelmingly low income.' Thus, to maintain diversity both • in West Berkeley-and in Berkeley as a whole, policies which foster diversity in West Berkeley. are important. One of the key strategies for maintaining this diversity is to maintain.West Berkeley's sto_ck of affordable rental housing.· • • Policies:
.I

1.1. In the context of citywide programs ~ff ecting historically low rents and rent control, maintai{i ·the affordability o(West Berkeley rental housing.

1.2 Avoid removing buildings which ·are serving as or have served as affordable rental housing.

1.3 Provide housing assistance. to West Berkel~y tenants, ,as well as to lower income • 0 • • ; • T ' '
homeowners.

Goal 2:

Maintain the maximum level of social service provision in West Berkeley that City resources will pennit, to support the policy of maintaining diversity in West Berkeley Rationale:

Many West Berkeley residents are low income, unemployed or poorly employed.

Many have limited English language proficiency. Therefore, they do not enjoy the same access to health. care, child care, and other important services that middle and upper income people have. One important strategy to improve their access is to assist residents in moving . into better paid, better benefited jobs (see the Economic Development Element). Nevertheless, (inter )national social realities mean that many West Berkeleyans are likely to remain unemployed or in low wage jobs. Therefore, in order to allow people in such jobs to remain in West Berkeley at all, and to improve their quality of life, maximum feasible provision of services is central. This responsibility falls on not only the City government, but the County, State, and Federal government as well.

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Policy:

2.1. . Assure that services are available to needy individuals in a language they can • understand.

Goal 3:

Encourage the development of housing which provides on-site supportive services.

Rationale:

In recent years, increasing efforts have been made to develop housing which· provides on-site supportive services, such as child care, counseling, or cooked meals. This is one of the most direct means to assure that people receive needed services. While such services are needed throughout Berkeley, West Berkeley, with its large population who speak limited English, and its high number of children, is particularly appropriatefor such housing. The City could provide direct financial support to such housing if funds are available and/or modify zoning requirements to assist such projects.

Goal 4:

Encourage appropriately scaled and located housing development.

Rationale:

West Berkeley must contribute to the citywide goal of adding housing units. The . commercial corridors-particularly San Pablo Ave.~and the Mixed Use/Residential zone provide locations where this can be done without interfering with other Plan goals.

Indeed, housing in the Mixed Use/Residential zone will serve the positive purpose of strengthening the residential character of that area's residential enclaves. Similarly, housing on San Pablo Ave. will add vitality to its commercial activities. Another· appropriate housing form is second units added to single family houses (although some West Berkeley lots are too small to allow convenient creation of a second unitr This . method of housing creation is specifically encouraged as a potential "Community Program" to be supported from Miles' Community Program contribution.of $100,000 annually under its Development Agreement.

Policies:·
4 .1. Develop planning incentives for housing at commercial "nodes." Such incentives might include allowing the same parking spaces to serve both residential and commercial uses in the building.

4.2. Encourage the creation of second units with single family houses in the Residen­ tial and Mixed-Use Residential district. Develop policies to allow the waiver of parking requirements for a second unit when appropriate.

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Goal 5:

Encourage the development of Live-Work Units in appropriate locatio·ns Rationale:

Live-work units represent West Berkeley's unique contribution to housing Berkeley's population. Live-work units, especially ones with modest prices or rents, can provide housing for the artists and craftspeople who are so important to West Berkeley's character. While some previous live-work projects have interfered with industrial operations, the West Berkeley Plan designates areas for live-work where this should not be the case. In thes~ locations, the City should encourag~ live-work and recognize its special character. • •• •
Policies·:
_ 5.1. Support the development of live-work units in appropriate locations as set forth in the Land Use Element under appropriate development standards.

5.2. Use "inclusionary" requirements for low income units or other means to assure t~at live-work units serve their original population of low income artists and craf tspeopie.

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VI. IMPLEMENTATION MEASURES
This Element does not· have a general independent implementation section.

While West Berkeley presents its own unique economic, environmental, land use, transportation, and design problems, its housing issues ( with only 7% of the city's housing units) are largely shared with South Berkeley and·with the city as a whole. Issues of zoning for residential use are discussed in the Land Use Element (live-work development, which is concentrated in West Berkeley, is being considered in Zoning Ordinance amendments).

The implementation section is largely omitted here because there is only one housing program which is unique to West Berkeley are being planned.

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Miles Development Agreement Housing Programs
. There is one source of funding which is at least 50% dedicated to West Berkeley~ the Miles Development Agreement Affordable Housing program. The Planning Commis­ sion and City Council designated these funds for use in rehabilitating homes owned by low income owners, and also for creation of second units if that is feasible. The fund will provide $615,000 over 10 years. The City is _currently in the process of designing a program for use of these funds. In addition, Miles will be contributing $100,000 per year for 10 years to a Community Programs fund, which can fund a broad range of housing, social service, and youth programs. While these funds will not be sufficient to start new housing programs in West Berkeley, they should make fr easier to implement the City's construction, rehabilitation, second unit, or other housing programs here.

City Housing Programs Generally
West Berkeley's housing programs will generally be those adopted in the 1990 Housing Element, and such Citywide efforts as the multifamily housing acquisition program.

In general, the situation seems similar for social service provision issues. West Berkeley tends to share social service problems and service providers with South Berkeley, and to some extent the city at large. One special need is West Berkeleyans' greater need for services in Spanish and to a lesser extent Asian languages. However, this is not a need for a specific service per se, but rather a cross-cutting need for all services to be available in a language the client can understand (see Goal 2, Policy A). The General Plan is assessing the need for social services in Berkeley, and reviewing what geographic ~odels seem to be most effective, give·n the populations and needs in Berkeley.

The West Berkeley population, with its high percentages of low income renters, low and moderate income homeowners, and non-traditional household forms, does lend special weight to certain housing programs. One important note is that the concept of "housing for families" must include rental housing in West Berkeley, since there are • numerous renting families. The expansion of property transfer tax coverage in the 1991 budget was targeted for affordable housing programs, which should aid West Berkeley.

In addition to federal housing tax policy (the most important housing program in any city), these are, in rough order of importance:
• Rent Stabilization and Eviction Control
• Section 8 housing assistance
• Rental Rehabilitation Program
• Low Income Weatherization Program
• Mo~tgage Credit Certificate Program
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APPENDIX A
Environmental Strategies & Implementation Measures-Revised Evaluation The'West Berkeley Plan Committee developed a wide-ranging set of potential environmental strategies and implementation measures for review and evaluation. They were first formulated in the winter of 1990-91. The measures covered the regulatory process in general, hazardous materials, soils and groundwater, air quality, noise, and biohazardous materials. This document represents a revised and updated evaluation (as ofjanuary,1992) of these potential strategies. A Preliminary Evaluation was presented in September, 1991.

It is important to note that the great bulk of the proposed strategies and implementation measures have been incorporated into the text of the Environmental Quality Element. The Element also notes and makes reference to other measures which are not in the proposed strategies and implementation measures--e.g. the Citywide Trip Reduction Ordinance. There are also some instances where information about the same or similar strategies are organized differently in the Element and the appendix--thus the same strategy will appear in differing locations. Nonetheless, there is a good deal of overlap between the text and the appendix, which may appear redundant. However, the incorporation of many Committee ideas into the City's environmental workplan indicates their usefulness and timeliness. This document has been retained in its particular form to provide an easily accessible reference on the Committee's discussions.

The format of this evaluation is to provide a summary assessment and brief discussion of the proposed strategy or implementation measure. The evaluation finds most proposed measures Currently Being Addressed, that is, already being implemented.

In some cases they are Currently Being Addressed by Other Agencies rather than City of Berkeley. In a few cases the goal of the proposed strategy is Currently Being Addressed through Other Strategies. In a few cases, Further Research (is) Needed, because the financial, technological, or other key implications of the proposal is not fully understood.

In some areas where there is not current City activity, but future activity is intended or being considered, strategies are identified as Policies, Projects or Studies of the Environ­ mental Quality or other West Berkeley Plan The only area where proposals are evaluated to be Not Currently Feasible is in biohazards, where the City has made the decision (at least for the present) to allow the State of California to implement the Medical Waste Management Act, rather than itself implementing the Act. This issue is discussed in more detail in the biohazards section.

The appendix begins with a listing of those strategies which the Committee identified as priorities.

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I. ENVIRONMENTAL PRIORITY STRATEGIES·
• The following priority strategies were selected by the· West Berkeley Plan Committee from the more comprehensive set of 6 environmental areas of concern, 40 possible strategies, and over 70 possible implementation measures that are outlined in· Sections II through VIL
General Process
Information
• Provide community accessibie environmental i~formation through a coordi- • nated staff effort ·and central location.. -
New Uses
• Avoid the establishment of ne~ uses which pose unmitigable environmental . -- . ,. hazards.
• Prohibit the establishment of offsite industrial hazardous waste treatment and/ or transfer fa<;ilities.
• New uses shall demonstrate'the ability to meet applicable environmental laws and standards.

Enforc~Inent, Compliance and Clean Up
• Enforce new and existing e~vironm~ntal laws with initial focus Ori tcip • 10 firms; coordinate efforts with Bay Area Air Quality Management District.

Recognition
• Recognize and reward those companies which can exceed City ofBerkeley and regional environmental standards.

Air Quality •
• A void the establishm~nt of ne~ uses which pose unmitigable odors to residential . • . . . districts.
•. Reduce existing traffic and mitigate future traffic. . . Hazardous Mate_rials~-Transportation, Storage, Handling and Disposal • Reduce the importing into Berkeley, transportation, storage, and use ?f hazardous materials and waste.

Bio-Hazardous Materials
• Enforce the 1991 Medical Waste Management Act.

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11. GENERAL PROCESS
A. Infonnation

1. Provide environmental information which is accessible to the community and in a central location~ through a coordinated staff effort.

Currently Being Addressed
The Toxics & Pollution Prevention Program is developing an automated, stan­ dardized, multidepartmental database on companies and institutions subject to hazardous materials regulation.
a. Establish an office of environmental advocacy and information Currently Being Addressed
Office of Special Community Services created by City Council injuly,1991 b. Review the possibility of an Ordinance requiring greater public notification for environmental review, particularly when related to . hazardous materials and pollution controls
S.tudy-Environmental Quality Element

2. Develop a baseline of community health data
Further Research Needed
a. Hire epidemiology consultant to supervise health .survey of West Berkeley residents.

Further Research Needed
City resources are currently inadequate to conduct such a survey. In a~dition to finding funding for the project, methodologies to use the health data generated effectively would have to be developed. However, it may be possible to work with the UC School of Public Health to develop such-a study.

B. Citizen Participation

1. Increase citizen participation in coordination with City staff programs.

Currently Being Addressed
a. Appoint citizens oversight committee
Currently Being Addressed
The Community Environmental Advisory Commission was created by the City Council in April,1991.
b. Appoint citizen representatives to the Local Emergency Planning Committee (the interjurisdictional committee which develops plans for responding to hazardous materials emergency)
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Currently Being Addressed .

Citizen representative (as of January,1992Jim Whalen) has been appointed.

C. Monitoring of Environmental Conditions
. . .

1. Develop ability to monitor_ air, water, and soil contamination.

Currently Being Addressed
The City is upgrading its ability to monitor air, water, and soil contamination conditions. Both the Fir~ Departmen! and theT ~xks Program· aie requesting new • • equipment, such as "Drager" Tubes, which will allow them to _engag~ in short term monitoring of air pollution situations. The DeSoto area health study will provide deeper information on conditions in that particular area. Water and soil monitoring will be improved by the requirements of the Stormwater Runoff . Progrl:!,m, w_hich will generate _new data on water running.off into the Bay. Owners _ of underground tanks are als~ required to monitor their performan:ce at least annually. As City records are improved and consolidated, ·using them to evaluate overall ~nvironmental conditions wilI°become easier.
a. Hire consultant to monitor contamination
Currently Being Addressed through other strategies (see above) b. Develop periodicreview of existing businesses to achieve Maximum Available Control Technology (MACT)
Currently Being Addressed by other ?gencies
, The Bay Area Air Quality Management District has set MACT as its standard for any "new" source of air emissions. _"New" sources in~lude new equipment at existing facilities.
c. Consider amending Zoning Ordinance t(?.Set MACT as the appr_opriate standard.

Currently Being Addressed through other strategies (see above) D. Emergency Preparedness

1. Increa~e preparedness for.hazardous materials emergencies, utilizing exist­ ing neighborhood organizations and watch groups.

Further Research Needed
The City's Emergency Response Plan must be completed, and assessments undertaken on how it can __ work most effectivel_y with neighborhoo~ organiza­ tions.
a. Establish emergency preparedness programs
Currently Being Addressed
City has hired Emergency Preparedness Coordinator, who is working with citizens' groups (such as Disaster Planning Task Force), developing informa- Appendices
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tional materials, and engaging in other programs-as part of the Office of Special Community Services.

2. Retrofit seismically unsafe buildings
Currently Being Addressed
Pursuant to state law, the City Council has adopted an Unreinforced Masonry Buildings Ordinance, requiring owners of these buildings to prepare programs to increase their seismic safety.
a. Pass Retrofit Ordinance, including revolving loan fund.

Currently Being Addressed
E. New Uses

1. Avoid the establishment of new uses which pose unmitigable environmental hazards.

Policies-Land Use and Environmental Quality Elements
a. Establish list of preferred and·prohibited uses.

Districting regulations-Land Use Element
The Land Use Element establishes permitted and prohibited uses for each district.

2. Prohibit the estabiishment of off-site industrial hazardous waste treatment and/or transfer facility. •
Currently Being Addressed .

Strict siting criteria were adopted in the April, il.991 Hazardous Materials Importation Ordinance.

3. Set City of Berkeley policy with regard to the location and/or operation of companies with a history of environmentally related cri_mes or non-compliance. a. Pass appropriate Ordinance {e.g. "Bad Boy")
Currently Being Addressed through other strategies, Study Feasibility of Ordinance Environmental records--except for those which concern trade secrets-are public record. The City ofBerkeley's efforts to make these records more accessible have been discussed above. For any company already operating in Berkeley-which represent the great bulk of applicant companies here-its previous performance will be a matter of great interest to both citizens and staff. Requirements for submittal of Hazardous Materials Management Programs (HMMP) and in some cases, Risk Management and Protection Programs (RMPP) have also been discussed.

The situation in which a company's extra-Berkeley environmental record would be most critical would arise if a multiplant manufacturer or other firm not already in Berkeley sought to locate here. However, in recent years, no multiplant manufacturers who were not Appendices
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already located here have sought to establish a new ·plant in Berkeley. Concern has been raised about a hazardous waste management facility locating here,' but there are many, many communities which would be far easier for such a facility to locate in. Planning staff is also concerned about how and how broadly such a standard could fairly be applied, especially given the inevitable differences in operations and personnel from plant to plant. We are also concerned about such_ an Ordi_nance discouraging industrial location and expansion in Berkeley. Despite thesewncems, the idea is listed for study of its feasibility.

4. New uses shall demonstrate ability to meet applicable environmental laws and standards.

Currently being addressed
Initial Study/Environmental Review process, carried out in conjunction with the Toxics Program, does not allow new uses to begin operating until such ability is demonstrated. ,

5. Separate new residenti~l development from manufacturing uses.

Currently Being addressed
Pref erred Land Use Concept establishes separate manufacturing, residential zones, buffering regulations.

F. Enforcement, Compliance, and Clean Up

1. Enforce new and existing environmental laws with-initial focus on top 10 · firms; coordinate efforts with BAAQMD.

Currently Being Addressed · .

Top 10 firms had hazardous materials inspection in 1991, have been placed on annual inspection cycle.
a. Ap_point top level administrator_ to pursue s·most significant environmental problems, as defined by citizens.

Currently Being Addressed
• Office of Special Community Services in City Manager's Offic·e created in July,1991, Director appointed (currentlyDenisejohnson) in0ctober;1991. The Director reports regularly to the Citizens' Environmental Advisory Commission.

2. Assist existing Il!anufacturers to assure ~ompliance with environmental standards
Currently Being Addressed
-Assistance providing.during inspections, with preparation of Ha~adous Materi­ als Management Programs.
a. Hold technical assistance workshops
Policy-Environmental Quality Ele)Jlent
Appendices
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Ongoing staff resources above those to conduct basic inspection/regulation program needed.
b. Develop coordinated schedule of staff inspections (insure schedule is not formalized to the point where "surprise" is eliminated) Currently Being Addressed
Expanded inspection schedule being implemented

3. Require businesses which close or leave to clean up site contamination.

Currently Being Addressed
Toxics & Pollution Prevention ongoing Work Program activity. a. Fund adequate number of staff positions.

Currently Being Addressed
Toxics & Pollution Prevention Program staff has been increased, Hazardous Materials program fees increased dramatically.

G. Recognition

1. Recognize and reward those companies which can exceed City of Berkeley and regional environmental standards.

Policy-Environmental Quality Element
a. Increase public awareness of those exceeding standarqs or engaging in other extraordinary environmental efforts; use portion of fines for non-compliance to publicize
Ordinance/Regulatory Changes-Environmental Quality Element b. Insure ( CEQA) mitigation fees are expended appropriately Currently Being Addressed .

City Planning Department prepares Mitigation Monitoring Programs for this purpose.
c. Review possibility of extending tax credits (tied to cost) for pollu­ tion prevention; source and toxic use reduction, solid waste recycling.

Further Research Needed
City actively exploring programs in this area.

Appendices
209

WEST BERKELEY PLAN
III. HAZARDOUS MATERIALS
Tramportation, Storage, Handling, and Disposal

1. Accelerate Compliance with State and City law
Currently Being Addressed
a. Conduct fee study/consider other financing methods
Currently Being Addressed
As noted above, hazardous materials program fees have been increased drastically for 1991-92, to make program self-supporting.
b. Fund adequate number of personnel, 1 additional FTE minimum Currently Being Ad~ressed
. '
In 1991-92, Toxics&: Pollution Prevention Progra1!1 staff has expanded by 1 FTE. c. Promote/pursue internships.

Currently Being Addressed
Program regularly using interns ..

2. Increase inspections and enforcement, improve local enforcement capability Currently Being Addressed
. a. Use City Attorney's Office to augment County District Attorney's capacity to prepare cases
Currently Being Addressed.through another strategy.

This implementation proposal sought to use the Berkeley City Attorney's office to aid the Alameda • County District Attorney (DA) in preparing cases against hazardous materials violator, thus making it possible 'for the DA to bring more effective cases. Using the . City Attorney's Office has not proved possible.

However, the Police Department has proposed hiring an investigator for toxics • violations, one of whose major duties wiU be assisting the DA on hazardous materials cases.
b. Require Business Plan to reduce toxics for permit approval.

Currently Being Addressed
While state law only requires a Business Plan with Source Reduction for sites that produce over 12,000 kilograms of hazardous waste per year, City Ordinance has reduced the threshold to 4,000 pounds per year.

3. Develop risk management and communication procedures Currently Being Addressed
Current Risk Management and Prevention Programs now require that risk communication programs be incorporated.

Appendices
210
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I
a. Provide technical assistance workshops for businesses Project..,.Environmental Quality Element
Ongoing staff time needed to prepare, present workshops.

4. Reduce the importing into Berkeley, transportation, storage, and use of hazardous materials and waste.

Goal-Environmental Quality Element
a. Pass Hazardous Materials Importation Regulation Act.

Currently Being Addressed
• Ordinance adopted April, 1991
b. Pass Ordinance based on (Petris) Hazardous Materials Reduction Ordinance
Currently Being Addressed
Pollution prevention planning proposal being developed.

5. Require Use Permit conditions on hazardous materials/waste hauling.

Currently Being Addressed by Other Agencies
tracks.

Hazardous waste haulers are licensed by State. Facilities using hazardous mate­ rials and/or generating hazardous wastes are required to use licensed haulers and maintain accurate manifests of materials/wastes hauled. a. Pass new Hazardous Materials Transportation Ordinance Study-Environmental Quality Element
Assess amending existing Ordinance, which prohibits hauling above BART 6, Encourage hazardous waste reduction and recycling
Policy-Environmental Quality Element
a. Amend Zoning Ordinance to require (Hazardous Waste) Recycling Plan for permit approval.

Currently Being Addressed
Toxics & Pollution Prevention Program to develop hazardous waste reduction and recycling programs, review procedures. It, along with the Community Development Department, will consider the effect of these programs on Berkeley's business competitiveness.
b. Pass mandatory commercial (hazardous waste) recycling Ordinance.

Study-Environmental Quality Element
Appendices
211

WEST BERKELEY PLAN
IV. CONTAMINATED SOILS AND GROUNDWATERS

1. Increase inspections and enforcemen~ from 1990-91 levels a. Conduct fee study, analyze other financing methods · Currently Being Addressed
Fees substantially increased in 1991-92 program year to meet program costs. b. Fu.!ld adequate .number of personnel,, 1 FTE above 1990-91 levels minimum
Currently Being Addressed
Toxics & Pollution _Pr.eventio~ Pr?gram reorgani~ed, threatened staff losses prevented, staff augmented: •
c. Promote and pursue internships
Currently Being Addressed
Toxics & Pollution Prevention Program actively uses interns for both programs and special projects (e.g. DeSoto waste reduction).

2. Improve disclosure of conditions on sites.

I ; ;
a. Pass Disclosure Ordinance
Further Research Needed
San Francisco'.s Ordinance requ~ring disclosure of site conditions on sale has not yet been implemented, and no other jurisdiction has passed such a.requirement.

It is unclear how this requirement would be enforced. • However, lenders frequently require such disclosures on sale.
b. Shorten time frame for disclosure, testing, and clean-up Currently Being Addressed
The Toxics & Pollution Prevention l'rogram has dramatically increased the level o.f inspections, an~ shortened the inspection cycle.

3. Increase site clean-up
a. Review existing legislation
Currently Being Addressed.
• I
• Ongoing programmatkactivity_
b. Map source sites and groundwater contamination plumes Project-"Environmental Quality Element
Resources needed-possibly a qualified intern.
c. Study bio-remediation of soil
Further Research Needed
Appendices
212
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Bioremediation techniques are new, generally untested, and currently require state approval to implement on each specific site. These techniques are not necessarily more cost effective at present than conventional techniques, although technology is evolving.

4. Publicize Environmental Record
a. Track violation history
Currently Being Addressed
Improved hazardous materials computer database allows such tracking.

Appendices
213

WEST BERKELEY PLAN
V. AIR QUALITY

1. Improve communication and coordinate responsibilities for assistance, enforcement, and complaint response with the BAAQMD.

Currently Being Addressed
a. Develop Joint Powers Agreement. o~ Memorandum of Understand­ ing with Air Board.

Currently Being Addressed with other Strategies
This strategy seeks to improve the City of Berkeley's ability to act against air emission violators. The City is pursuing a variety of steps to do this. City Hazardous Materials inspectors and Air Quality Districts are doing mutual training, so that each will be able to monitor for and report violations of the other's regulations. The referral system has been noted above.
b. Establish priority list of polluters for compliance and technical assistance.

Currently Being Addressed
c. Develop Prevention Program, 1 year to comply from initial notification
Pollution prevention planning proposal being developed.

2. Regulate the use of ozone depleting compounds.

Currently Being Addressed
a. Pass Ordinance regulating the sale, use, and recycling of products with ozone depleting compounds.

Currently Being Addressed
Ordinance adopted inJanuary,1991, to be administered by Toxics & Pollution Prevention Program.

3. Risk Management and Communication
a. Technical assistance workshops
Project-Environmental Quality Element
Staffing above and beyond that needed to conduct basic regulation, inspection, and enforcement functions.

4. Reduce the importing into Berkeley, transportation, use, and storage of hazardous materials and waste.
a. Technical assistance workshops
Currently Being Addressed through Other Strategies
Appendices
214
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Technical assistance being provided to hazardous inaterials users during inspec­ tions, in other settings. To date, workshops have been labor intensive and minimally productive.
b. Require Business Plan to reduce toxics for approval
Currently Being Addressed
State requires Source Reduction Plan for hazardous waste levels over 12,000 Kilograms per year. Toxics Program staff drafting amendment to City's Disclo­ sure Ordinance to require Source Reduction at 4,000 pounds per year. c. Adopt appropriate elements of the Hazardous Materials Redu.ction Ordinance, as proposed in the Petris· bill.

Ordinance/Regulatory Changes-Environmental Quality Element d. West Berkeley Plan--Provide larger mixed use buffer zones between Manufacturing and Residential Zones
Policy-Land Use Element

5. Avoid the establishment of new uses which pose unmitigable odors to residential districts.
• Policy-Environmental Quality Element

6. Reduce existing traffic and mitigate future traffic
Policy-Environmental Quality Element
a. Maintain at least Level of Service "E" at key intersections.

Policy-Transportation Element
Higher levels of service would significantly improve air quality, .but will be difficult to achieve because of already existing traffic levels. b. Reduce pollution from transit vehicles
Policy-Transportation Element
The California Air Resources Board and the federal Department of Transportation are developing improved standards for transit vehicle emissions ..

7. Provide tree planting and landscaping
Currently Being Addressed
The Redevelopment Agency is initiating a tree planting program for the Redevel­ opment Area (bounded by 6th, Eastshore Freeway, University, and Cedar) a. Pass "Greening" Ordinance to promote tree-planting and appropri­ ate streetscape design.

Policy-Urban Design Element
The Urban Design Element Draft will call for the development of design guide­ lines,. including streetscape design, for various parts of W. Berkeley.

Appendices
215
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.-yl. NoiSE

1. Separate noise emitters from sensitive receptors (see Buffer Standards in Land Use Element.) Policy-Land Use Element • •
a. Provide larger mtxed_ use buffer zones.

Policy-Land Use Ele~ent ,
La~d Use E,lement separate~ most intense Manufa~turing zones from Residential zones.

2. Develop performance standards for new uses (see Performance Standards in Land Use·Element).,.

Policy.;;.Land Use·Element
a. Include noise standards for new c~nstruction of,housing and manufacturing
Policy-Environmental Quality Element·
b. Amend Noise Ordinance to apply multi-family ·zone noise standards to mixed-use areas that permit residential ~ses.

Currently Being Addressed
Health & Human Services Department is iri pr~cess of preparing new Noise Ordinance.

3. Investigate problem noise sources and develop appropriate solutions through negotiation or enforcement. • •
Policy-Environm.ental Quality Element'.
a. Identify sources of night noise. . •
• I • ' •
Study-Environmental Quality Element
b. Impose Use Peqnir conditions C.urrently Being Addressed -. • .... , . ' ' • Limitations on permitted noise levels are already incorporated .in some Use ~ - ' . ... . .

Permits. Staff will continue to review the mechanisms whereby such limits might be best implemented, whether through performance standards; ·standard Use Permit conditions, or other means.
~- When City lacks authority develop self-enforced "qood neighbor .. agreements" betwe_en industry (and/~r in~iitutions) and residen_ts.

Study-Environmental Quality Element
' . , ....
. Analysis would identify situations where _such Agreements are needed, would discuss how institutional mechanisms that a_r~ fair to aUparties could be created to develop and monitor Agreements. •
Appendices.
216
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WEST BERKELEY PLAN

4. Regulate truck circulation
Policy-Transportation Element .
a. Pass Truck Route Ordinance
Currently Being Addressed
Truck Route Ordinance has been modified to prohibit through truck traffic on local residential streets.

S. Construct sound walls along the Freeway
_ a. Study feasibility of University-Gilman sound wall.

Study-Environmental Quality Element
b. Implement Aquatic Park Master Plan policy--construct acoustic berm
Policy-Urban Design Element
c. Negotiate with Caltrans for construction of a sound wall, if feasible; Further Research Needed
Cal trans apparently unlikely to find any such project until City and Cal trans reach agreement on 1-80 plans.

Appendices
217

WEST BERKELEY PLAN
VIL B10-HAZARoous MATERIALS·
The primary non-federal regulatory vehicle in this emerging fi~ld is the 1991 California Medical Waste Management Act. (There ·are a numb~r of federal regulatory statutes, primarily administered by the Food and Drug Administration--FDA.) All large quantity generators of medical waste, and small quantity generators using certain disposal techniques must register. The City of Berkeley had intended to become; the local Administering Agency for this Act. However, the City found that fee levels permitted by the State were not commensurate with program responsibilities and costs. Therefore, like most jurisdictions __ which had the chance_ to opera.te the program, _Berkeley declined.

This decision will hold at least thro1:1gh the 1991-92 fiscal year, and perhaps beyond. Since the City will not be administering the Act, the implementation actions , which flow fr~in doing ·so are not feasible. Task i in this section is to Enforce the 1991 Medical Waste Management Act. The subtasks are to a. Research the Issues, including source reduction; b. Develop Medical Waste Management Program, to be fee supported; _<;. Establish City of Berkeley as local enforcement agency to administer 1991 Medical Waste Management Act., and d. Review Medical Waste Managem~nt Program after 1st year. All but the last of these subtasks--which staff plans to do--is not feasible.

Task· 2 i~ to Increase Inspections. Su.btasks are a. Ide_ntify Medical Waste generators such as medical and dental offices, clinics, hospitals, surgery centers, labora­ tories (medical & research), veterinary offices, clinics, hospitals, and pet shops,; b.

Evaluate the practicality of regulating household medical waste; c. Identify problem companies, health risks, and possible strategies. All of these tasks are based on administration of the Medical Waste Management Act and are thus not feasible. Task 3 is to Develop risk management and communication, with the subtask of technical assistance workshop. This task is also not feasible, because it too relies on Medical Waste Management Act information.
-Appendices
218
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WEST BERKELEY PLAN

APPENDIX B

CULTURAL RESOURCES OF WEST BERKELEY
West Berkeley is not generally thought of as Berkeley's cultural center, but there is a great deal of cultural life and activity here. West Berkeley's large spaces, relatively low rents, and ethnic diversity are among the factors which make it a good home for cultural activities. West Berkeley is an important locale for artists and craftspeople, for live music performances, and for ethnic restaurants and groceries, among other cultural resources.

The historic buildings and areas of West Berkeley, and its parks and open spaces are also cultural resources which are discussed elsewhere in this Element. There are a wide variety of cultural resources, some of which not everyone would see as resources .• • The strong community of artists and craftspeople which exists in West Berkeley is clearly such a resource. There are studios and worksites at locations such as the Kawneer Building (8th & Parker), the Nexus Institute (8th & Carleton), the Kala Institute (9th & Heinz), and other sites. Indeed, the East Bay Open Studio tour, which annually opens artists' private studios to the public listed no less than 26 West Berkeley venues and 59 individual studios in West Berkeley in 1992.

Live music is another West Berkeley cultural element. Current live music venues include Freight & Salvage (Addison E. of San Pablo) and Ashkenaz (San Pablo near Gilman) for folk music, Thunder Bay (Bolivar near Addison) and the 924 Gilman club for rock music, and Picante (6th near Gilman) for jazz. There have been live theatres in West Berkeley, but are none operating currently.

The written word is also represented in West Berkeley. The West Berkeley Branch . of the Berkeley Public Library (University E. of San Pablo) sponsors a wide range ofliterary· activities, including Spanish language book discussion groups. West Berkeley also houses the Niebyl-Proctor Marxist Library for Social Research in historic landmark Finn Hall. . .

West Berkeley also has specialized bookstores in architecture-Builders' Booksource ( 4th St. N. of Hearst), ecology-Ecology Center (San Pablo S. of Dwight), and poetry-Small Press Distribution (San Pablo N. of Hearst).

Culture is perhaps most often experienced iri the form of food. The 57 eating and drinking places in West Berkeley include Afro-American, American, American Seafood, . Californian, Cambodian, Caribbean, Chinese, Indian, Japanese, Mexican and other restaurants. West Berkeley food buyers can take advantage of groceries oriented to Caribbean, Indian, Middle Eastern, Thai and other cuisines. Some of West Berkeley's restaurants and bars-such as Spenger's and Brennan's-are longtime establishments which are themselves part of West Berkeley history.

West Berkeley is also home to gambling places. The Golden Gate Fields racetrack lies adjacent to the plan area at Gilman St. & West Frontage Rd., and is situated in both Albany and Berkeley. San Pablo north of Gilman is home to a bingo parlor which supports I
a number of charitable and religious groups. •
Appendices
219

WEST BERKELEY PLAN
There has been a·public bathhouse in West Berkeley for decades; In addition to being a locale where c;ulture is enjoyed, it is also one where cultural products are created and produced. In addition to art and craft studios, there are also film, video, and record production companies in West Berkeley, at the Fantasy Building (10th & Carleton). an~ in other locations. We~t Berkeley is home to most ofBerkeley's printing industry, and to some publishers, such as Nola Press and Ten Speed Press.

Figure 1: Cultural Resources of West Berkeley, 1993
\
\\ \
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·-·--· -·--···-•••• -··--·-•" ... # .. ':
\ r··,..,-········ l
\)
(
j .--···--·······---... -.. _.,,'
Resource*· ..
*Resources are live music venues,
artists' centers, libraries, historic,
restaurants, specialty bookstores,
and other entertainment establishments
• Appi;ndices
·220
Ashkenaz
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WEST BERKELEY PLAN

APPENDIX C
Recommended Parking Standards
Discussions of the West Berkeley Plan have highlighted the need to revise parking standards. Currently, the Zoning Ordinance requires the same provision of parking (2 spaces per 1,000 sq. ft. of built space) for most commercial uses, despite the fact that retail, office, and manufacturing uses impose substantially different parking demands. The . proposed standards also to some extent differentiate between the differing impacts of different internal uses within a single facility (e.g. production vs. office within a · manufacturing plant). The standards are designed to reflect the impact of various uses more accurately, not encourage undue reliance on the private automobile (by providing excessive parking) and to provide an incentive for retention of manufacturing· and industrial uses, by lowering their parking standards.

These standards are recommended for adoption in principle.

Parking spaces
required
Use per 1,000 sqft.

Manufacturing (assembly & production space) 1.0
Warehouse and storage • 1.0
Offices (freestanding and within other uses) 2.0
Laboratories 1.5
Retail uses 2.0
Restaurants (except fast food) 3.0
Fast food restaurants 4.0
Additional recommendations concerning parking standards:
• Consider reduced standards for those areas of University Ave. and San Pablo Ave. with strong transit service. Reduced standards in these areas could also assist in developing and maintaining continuous commercial frontage. One approach in mixed . use buildings could be allowing the same parking space to serve as required parking for both residential and commercial uses, especially neighborhood commercial uses. • Develop an appropriate standard when West Berkeley Plan zonfog is adopted for required bicycle parking when there is new construction and/or significant change of use.
• Permit a maximum distance of at least 500 feet between a development and required parking serving it, rather than the current 300 feet. Allow in-lieu fees rather than on-site provision of parking spaces for developments within 500 feet of an actual or planned public parking facility.

Appendices
221

ATTACHMENT 1, EXHIBIT F
DRAFT

SAN PABLO AVENUE PUBLIC IMPROVEMENTS PLAN AMENDMENTS
The proposed amendment to the San Pablo Avenue Public Improvements Plan would retire the Plan in its entirety. In legislative terms, this would involve deleting all text and images contained in the San Pablo Avenue Public Improvements Plan.

Exhibit SA 13-(ltem 11.r)
City of Berkeley
San Pablo Avenue
Public Improvements Plan.

Prepared for the Office of Economic Development ••
by
Communiry Design+ Architecture, Inc.

October 15, 2003

RESOLUTION NO. 62,741-N.S.

ADOPTJNG THE SAN PABLO A VENUE PUBLIC IMPROVEMENTS PLAN WHEREAS, the City has prepared the San Pablo Avenue Public Improvements Plan (Exhibit A hereof) with extensive citizen involvement and coordination with O1.ltrans, AC Transit and City departments; and
WHEREAS, the Planning Commission has reviewed the Plan and found it consistent with the General Plan; and
WHEREAS, the Transportation and Public Works Commissions also reviewed the Plan, and issues raised by them were addressed to the fullest extent possible; and WHEREAS, Council desires that the Plan will guide the design of all future improvements in the street right:.of way on San Pablo Avenue in Berkeley.

NOW THEREFORE, BE IT RESOLVED that the Council of the City ofBerkeleythat:

1. The San Pablo Avenue Public hnprovements Plan is hereby adopted to guide the design of all future improvements in the street right-of-way along San Pablo Avenue.

2. The City Manager and Public Works Department are directed to follow the recommendations in the Plan to the fullest extent feasible in the design of all future improvements in the San Pablo Avenue street right-of-way.

3. The City Manager is ciirected to continue to seek opportunities to obtain funding for the improvements recommended in the Plan, with particular emphasis on improving the street right-of-way at designated nodes, as defined in the Zoning Ordinance, and on improving pedestrian access to high-traffic bus stops.

4. A copy of this Plan shall be placed on file in the Office of the City Clerk.

The foregoing Resolution was adopted by the Berkeley City Council on December 7, 2004 by the following vote:

Ayes: Councilmembers Anderson, Capitelli, Maio, Moore, Olds, Spring, Worthington, Wozniak: and Mayor Bates.

Noes: None.

Absent: None.

Attest: ��
0 �. �
Sara T. Cox, Acting City Clerk
Tum Bal�s; Mayor

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California Table of Contents
I. INTRODUCTION ..... · ..................................................................................................................... 1 l.1 Key Characteristics of San Pablo Avenue .............................................................................. 1

1.2 Goals of the San Pablo Avenue Public Improvements Plan ................................................... 2

1.3 Public Participations Process ................................................................................................. 3

1.4 Coordination with City Staff and Other Agencies .: ............................................................. .4

2. SUMMARY OF ISSUES ASSESSMENT ..................................................................................... I

2.1 Crosswalks and Sidewalks ..................................................................................................... l

2.2 Lighting .............................................................................................................................. 6

2.3 Landscaping .......................................................................................................................... 6

2.4 Crossings of Bicycle Routes and Bicycle Amenities ............................................................... 12

2.5 Street Furniture .................................................................................................................... 12

2.6 San Pablo at Berkeley's Northern and Southern City Border. ................................................ 14

3. DESCRIPTION OF PUBLIC IMPROVEMENTS ....................................................................... 1 3 .1 Overall Approach ..................................................... • ............................................................ 1

3.2 Crosswalk Improvements ...................................................................................................... 2

3.3 Curb Bulb-Outs on Side Streets ............................................. , ............................................. 19

3.4 Bicycle Boulevard Crossings .................................... : ............................................................ 20

3.5 Pedestrian-scale Lighting and Street Furnishings .................................................................. 22

3.6 Potential for Extended and New Medians ............................................................................. 25

3.7 Locations of Reduced Sidewalk Width ................................................................................. 25

3.8 Landscape Improvements ..................................................................................................... 27

3.9 Entry/Gateway Feature ...................................... , .................................................................. 41

3.10 Incorporation of Public Art .................................................................................................. 43 Table of Contents ■ i

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California

4. PLACEMENT GUIDE FOR IMPROVEMENTS ........................................................................ I

4.1 Placement Guidelines for Public Improvements ................................................................... 1

4.2 Placement Guidelines for Improvements based on Private Initiative ..................................... 1

5. IMPLEMENTATION ANDPHASING ......................................................................................... 1

6. 7.

5.1 Phasing of Improvements and Funding Sources ................................................................... 1

5.2 Coordination with Improvements Planned by Caltrans ........................................................ 2

5.3 Coordination with Improvements Planned by AC Transit .................................................... 2 PRELIMINARY COST ESTIMATES ............... , ........................................................................... 1 APPENDIX ....................................................................................................................................... 1 A. Capital Improvements Plan .................................................................................................. 1 B. Improve1nents Matrix ........................................................................................................... I C. Summary of Streetscape Furnishings and Materials .............................................................. 1 D. Sample Cost Estimates· ............................................................................................... · .......... 1 C. Summary of Streetscape Furnishings and Materials .............................................................. 7 D. Sample Cost Estimates ................................. ........................................................................ 11 ii ■ Table of Contents

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California.

I. Introduction

1.1 Key Characteristics of San Pablo
Avenue
San Pablo Avenue in Berkeley is a four-lane urban arterial and designated state highway (SR 123), with a traffic volume of approximately 28,000 ADT (Figure I). It is an important element of the regional vehicular traffic and transit systems in the East Bay. Several bus lines service this corridor and in the near future AC Transit plans to introduce express bus service and to implement upgrades to bus stops along the street (Figure 2). Three of San Pablo Avenue's cross streets (Ashby Avenue, University Avenue, and Gilman Street) function as major con­ nectors to Interstate 1-80, which is located a few blocks west of the corridor. The total right-of-way width of San Pablo Avenue is 100 feet. Three nearly continuous rows of street trees largely define the character of the streetscape (Figu1·e 3). One row each is located in the two 13-foot wide sidewalks, the third in a 13-foot wide cenrer median. The two roadways on either side of the median accommodate one parking lane and two traffic lanes. Left-turn lanes at key intersections reduce the center me­ dian to a 4-foot width (also see Figure 4 in Chapter 2). South of University Avenue, blocks are typically 250 to 500 feet long and side streets often terminate 'in T-intersections on San Pablo Avenue. North of University Avenue, blocks are longer (400 up to 600 feet) and typically form full 'four-leg' intersections.

San Pablo Avenue is an important commercial street within the City of Berkeley. East of San Pablo Avenue residential land uses dominate, with R-1 and R-2 being the most com­ mon zoning designations. Land uses in the area west of the street (West Berkeley) include light industrial, mixed-use (light industrial and residential), and residential. All properries front-· ing on�o San Pablo Avenue are wned West Berkeley Com­
mercial (CW), which allows a height of up three stories and for mixed-use projects, up to four stories in height. The Berkeley Zoning Ordinance delineates five 'designated nodes' (Figure 4 on the fallowing page), each of which have a heavily traveled intersection (Ashby, Dwight, University, Cedar, and Gilman) at their core. The nodes are intended to concentrate business activities and built density, as expressed through the two-story 25-foot minimum height requirement for ·new buildings in designated nodes.

Th e regional traffic along the street has attracted many auto­ oriented uses, such as car repair shops, fast food restaurants, and used-car dealerships. This led to a development pattern ' ... )�:t\��',;+�?\1.c, '
' 1�
Figure I: Location of San Pablo Avenue within the Oty of Berkeley Figure 2: ACTransit Bus Stop at Dwight Street and San Pablo Avenue
Figure 3: Trees define the character of San Pablo Avenue Introduction ■ I

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California 'D:

SAN PABLO AVENUE

C-W ZONE
� W•st�Hk1tlit7Cofllme,cla!Z01111C
0 •W
w� Oi-►-f9uat:,i,.ll Nodt
{1
Figure 4: Zoning along San Pablo Avenue (above)
and locations of Designated Nodes (below)
2 ■ Introduction
where the traditional commercial frontage of buildings, built right up to the property line, is interrupted by service yards, parking, and sales areas. Combined with the street's function as regional transportation corridor, this type of development has given rise to a street environment that is largely auto-oriented.

However, residents and employees of the surrounding areas have voiced concern about this situation and emphasized that they heavily depend on goods and services offered along San Pablo Avenue. Residents have expressed their desire for public improvements that will help bring new neighborhood serving businesses to the area and improve the pedestrian-friendliness of the street.

1.2 Goals of the San Pablo Avenue Public
Improvements Plan
Th e City of Berkeley is committed to improving the San Pablo Avenue streetscape to balance the needs of pedestrians, bicy­ clists, local and regional drivers, public transit users, business owners, and local residents. Th e primary goals of this planning process are to:
a) Create a framework for streetscape improvements
to allow rhe City to implement improvements over
rime as funding from city, regional, state, and federal programs becomes available.
b) Create a safe and attractive streetscape for pedestri­ ans, transit users, resdents, and employees, which
contributes to the City's revitalization efforts in the area.
c) Increase pedestrian and bicycle safety.
d) Maintain and enhance the landscape character of
San Pablo within Berkeley.
e) Distinguish Berkeley's segment of San Pablo Avenue
from those in the neigboring communities of Oak­
land and Albany.
f) Build on the momentum created by improvements to
bus stops and transit service planned by AC Transit
and the Alameda County Congestion Management
Agency (ACCMA). Coordinate City and AC Transit
improvements to achieve the best mutually enhanc­
ing improvements for the pedestrian environment
along San Pablo Avenue.

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California g) Enhance the connection between neighborhoods
and employment centers adjacent to the corridor.
h) Encourage new development that takes advantage
of the improved transit services.

1.3 Public Participations Process
In November of 1997, the City of Berkeley started the San Pablo Avenu.e Revitalization Program. with a well-attended com­ munity workshop. At this workshop, community members
voiced a number of concerns about conditions ori. the Avenue and asked that the City develop a revitalization strategy de­ signed to make San Pablo Avneue more pedestrian and transit friendly.

The two public workshops held for this project should be viewed as a conrinuation of rhe community pan:icipation efforr that was started with the process around the San Pablo Avenue Revitalization Program.

The first workshop took place on June 14, 2001 and included the presentation of existing conditions and an assessment of streetscape-related issues. Prior to the workshop, interested citi­ zens were given the opportunity to participate in a Bus Tour of the San Pablo Avenue Corridor in Berkeley. Co-sponsored by AC Transit and the City of Berkeley, the event allowed partici­ pants to voice their specific views and concerns about the Cor­ ridor. At each stop along the Corridor, participants could make comments on location. During the workshop, participants were encouraged ro share their thoughts, concerns, and suggestions abour San Pablo Avenue and irs srreerscape. Public inpur was received through comments during group discussions and on post-it nores thar participants attached to maps of the corridor.

These comments were shared and discussed with the overall group of participants during the final discussion. Afte·r the workshop the comments were summarized and used to inform the development of srreetscape design concepts for the corridor.

The second workshop was conducted on November 7, 2001,
where the public was presented with schematic designs for different types of pedestrian and bicycle crossings, pedes­ trian-scaled lighting, tree plantings in median and sidewalks, landscaped bulb-outs on cross streets, entry/gateway features, and examples of streetscape furnishings. As during the first workshop, public inpur was given during group discussions and in written format on post-it notes. Some of the received Introduction ■ 3

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California 4 ■ Introduction
comments have been included with this document. Th ey can be found in the shaded boxes interspersed among the figures throughout Chapters 2 and 3.

In addition, the City has recently s.tarted an effort to create an International Marketplace in the area around the San Pablo/ University Avenue intersection, where a number of imported food establishements are located. A local merchants group has been formed to plan and guide this effort.

1.4 Coordination with City Staff and
Other Agen cies
Coordination with City Staff
Th roughout the project the consultants and the City's project manager involved city staff from other departments, such as Planning (Current, Long Range, Transportation Planning.), Public Works (Traffic Engineering, ADA Access, Forestry) , to ensure that input on issues such as transportation, bicycle planning, accessibility standards, lighting, urban forestry, and landscape maintenance informed the public improvements
proposed in this document.

Coordination with AC Tran.sit Improvements
In 1999, the Alameda County Congestion Management
Agency commissioned the uTransit Operations and Improve­ ment Study" to develop a plan for improved transit service and bus stop facilities along San Pablo Avenue between down­ town Oakland and the City of San Pablo. In 2001, the agency published the "San Pablo Transit Corridor Design Standards", which contained specifications for bus stop furnishings, four prototypical and several custom bus stop layouts. The report contains a matrix that classifies all bus stops and assigns typical or custom furnishing layouts.

For the purpose of future improvements of San Pablo Avenue within the City of Berkeley, it is important to coordinate AC Transit's improvements with those envisioned by the City of Berkeley. Chapter 6.4 'Coordination with AC Transit,' de­ scribes how this can be achieved with level of detail presently known about the bus stop improvements.

Coordination with Ca/trans
Due to San Pablo Avenue's designation as a State Highway (SR 123), continued coordination with Caltrans plays an important role for this project. Although the City has an agreement with Caltrans that relegates a number of maintenance responsibili-

San Pablo Avenue Public Improvements Plan ■ City of Berkeley. California ties to the City, the City may not make changes to streetscape elements, such as curb alignments, pedestrian crossings, traffic control devices, or street lighting, without prior approval by Caltrans. Therefore, the consultants and city staff consulted with Caltrans representatives to discuss design and techni- cal aspects of the proposed improvement�, parricularly chose related to crosswalk designs, the introduction of new crosswalk locations and traffic signals, street lighting, and curb radii (see also 'Coordination with Caltrans', Chapter 6.3).

Coordination with SMART CORRIDOR Project
The San Pablo Avenue Smart Corridor project is an ongoing planning effort by ACCMA, Caltrans, an.d a group of cit- ies along the corridor. The project intends to improve traf fic conditions throughout the entire length of the corridor by employing various components and concepts often described collectively as 'intelligent transportation system' (ITS). Th e ITS monitors traffic flows and conditions, and enables locali­ ties to better manage traffic. It also provides signal overrides for emergency vehicles and buses, and monitors the progress of individual buses. As part of chis system, the ACCMA proposed installation of so-called 'trailblazer' signs (42"x 60") and 'dy­ namic message signs' (4' x 8') in sever al locations along Berke­ ley's segment of rhe San Pablo corridor. Boch types of signs are designed to disseminate real time information to drivers in the case of accidents, congestion or other problems within the cor­ ridor, and in relation to the parallel I-80/ 830 corridor. CD+A provided the City with comments on rhe impacts rhac such signs would have on the existing streetscape and the planned improvements. Based on the anticipated visual impacts and the fact chat Berkeley citizens and their representatives preferred enhancement of public transit facilities over the installation of the signs, the City declined participation in chis portion of the Smart Corridor program.

Introduction ■ 5

San Pablo Avenue Public Improvemen ts Plan • City of Berkeley, California

2. Summary of Issues
Assessm ent
In general, the existing streetscape along San Pablo Avenue provid es a good foundation for furrher improvements, as it already includes chree rows of mature crees, a cree planted me­ dian, 13 -foot-wide sidewalks, and many commercial businesses (Figure 2). Th is is particularly evident when these conditions are compared to those on many other urban arterials in the Bay Area, where sidewalks often are as narrow as 8 feet, lack substantial tree coverage and have - if any - sparsely planted medians. However, key obstacles to a more pedestrian- and transit-friendly environment remain, namely the volume and speed of traffic on the street, the strong orientation of land uses coward motor vehicles, and the traditionally auto-centered operation of the street as a State Highway. Streetscape elements such as crossing locations, building setb acks, and signage are mostly optimized for motor vehicles. Subsequently, the street has increasingly become a barrier between West Berkeley and the neighborhoods to the east. In reverse, improvements for non-motorized traffic partici pants like pedestrians, bicyclists • and cransit users have not been a priority in the planning and development process of the street.

Th e following su mmary of the issues assessment identi- fies shortcomings in the San Pablo streecscape relacive to che project goals of enhancing the pedestrian, transit and bicycle envi ronment.

2.1 Crosswalks and Sidewalks
Crosswalks with Brick Paving
Ashby Avenue, Dwight Way, University Avenue, Cedar Street and Gilman Street are key intersections at the center of des­ ignated nodes. Although no pedescrian counts exist to allow a direct comparison, it is safe to state that at the above inter­ sections, pedestrian crossings occur more frequently than at most other intersections alQng the corridor. With exception of Ashby Avenue, the crossings at these intersections feature special paving made of clay brick pavers. Today, many of the brick pavers are damage_d and exhibit 'cupping' at the center of their surface, which has been scoured by vehicle tires. As a result, ridges along the joint lines where the clay has worn away more slowly act as potential tripping hazards, while rhe center 'dimples' fill with water after rainfall. In addicion to this unsafe Summary of Issues Assessment •

San Pablo Avenue Public Improvements Plan ■ City of Berkeley. California Figure I: Damaged brick paving in the crosswalk
2 ■ Chapter 2
condition, many of the original bricks have been removed for underground maintenance work or where bricks had deterio 0 rared. In either case, holes remaining after the removal of bricks have been patched up with asphalt, a practice that has resulted in unsightly conditions at many of rhe crosswalks (Figure I).

All Remaining Crosswalks
There are 36 intersections along San Pablo Avenue within Berkeley city limits, 12 of which are signalized. South of Uni­ versity Avenue many of the streets crossing San Pablo termi­ nate at San Pablo, creating T�intersections. The latter often have only one striped crosswalk across San Pablo Avenue. This crosswalk is typically located so as to not cross paths with right turn movements of vehicles turning onto San Pablo. At several intersections no crosswalks are provided. These conditions are a result of traffic engineering standards intended to reduce the perceived conflict points between vehicles and pedestrians. The assumption is that pedestrians will not feel safe, and therefore will not cross, at unmarked crossings even though they can legally cross on any 'leg' of an intersection (unless signage pro­ hibits this). However, research has found that pedestrians and bicyclists are very sensitive to any distance added to the path of travel because this will result in added travel time. There­ fore, unmarked crossings will still frequently be used, and even jaywalking may occur, where pedestrians feel that the safety of marked crosswalks can be discounted for the benefit of reduced travel time.

Crosswalks on San Pablo typically have a crossing distance of 74 feet between sidewalk curbs (also see Figu,·e 2). Moreover, the area at the center median where pedestrians wait to cross the second half of the road, is not separated by any vertical demarcation, such as curbs or bollards. This area can be 13 -feet wide or 4-feet wide, depending on whether there are tum-lanes present. These conditions create potential safety issues between waiting pedestrians and bicyclists, and vehicles making turning movements such as U-turns, turns onto San Pablo from side streets, and other turning maneuvers. These real or perceived conflicts can reduce the number of pedestrians (especially for children and the elderly) or bicyclists crossing in such locations even when marked crosswalks are provided. The limited ease of crossing may also aff ect small businesses that depend on a customer base from either side of the street.

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San Pablo Avenue Public Improvements Plan ■ City of Berkeley, Califomia Figure 3: Thc.se non-<ompliant curb ramps oc Gilman St do not ofign with the crosswalk
Figure 4: Planters and poorly maintained plantings are en-­ crnoching on the public right-<>f-""Y
4 • Chapter 2
Curb Ramps
Nearly all existing cmb ramps in the corridor do not comply with currcm: accessibility standards and arc in need of replace� ment. This determination wa ... made in conjunction with the City's Di,.bilitJ' Compliance Coordinator. The only inrmec­ tions with acceptable curb ramp::; ate at A::;hhy Avenue, Burnett Street (somh side), Dwight Way, Bancroft Way (east side), Del­ aware Street, University Aven·ue, and Gilman Sueet (Figure 3).

Sidrwalk.c
Sidewalk paving along San Pablo Avenue is genernlly in accept­ able condition. Repairs may be neces!iary in locations where tree roots have cau.';ed 1he heaving ofsc.gmc:ms ofr he concrete pavement. However, in spit, of the maHtrity of the :i.trcet trees, rhis damage is ;10t a perv.i.sive problem.

In several location� (r,r Figure .5), the typical paved si,lewalk width of 13 feet (within the public right-of-way) is reduced, in �ome ca5e.,;;, to les� rhan 48 inche�, which i.'i the minimum rcquire(I by cunenr st:mdanls for accessjble routes. These encroachments mostly con::iist ofla nd:ici:i.ping that has be�n extended into , he public right-of-war in front of bu,ines.«.s and n-.sidences (Figurr 4).

Figure 5:A pprox/mate lococion of sidewalk encroachment San Pablo Avenue Public lmpruvements Plan • City or Berkeley, Califomia - APPROXI MATE LOCATION OF

SI DEWALK ENCROACHMENT
Summ;iry of Issues Assessment �. 5

San Pablo Avenue Public Improvements Plan ■ City o[ Berkeley, Califomia Figure 6: Ught (ron1 t11is 'cobra-head" �xture Is
partia/1( blacked by this Street tree
Agure 7: Empry tree wells along San Pablo Ave.

Figure B: fxample of stunted Bradford Pear Trees
6 • Chapter 2

2.2 Lighting
San Pablo Avenur is lined l,y tan colored 'cobra-head' road- w•y light lixmre5 that ,re spacrd at disrauccs of90 ,ud 11 0 feet. The light SOlltce of these fixtures is locaied about 30 feet above the street and designed ro provide light prim:uily to the road�-ay surface:. Some: of the light from the existing fixrnre:11 i.!i blocketl from reaching the sidewalk orea by the large crowns of d1c sr.rect trees (Figu,.t 6). This condition has a negative itn- vact 011 1he !;euse of safoty for pede.nriann. The fJ.cr that light fi.,tures, which ate prhmuily de-'igned fur roadway lighting, are the sole light source, contributes to the sense that San Pablo Avenue's .'itrl-etscape is geared tnorc tow.1.rd vehide.!i than tow-.ud pedestrians. The lack of pedestrian-scaled lighting also impacts the street's integration into the: adjacent ndghborhoods.

2.3 Landscaping
Trw ill Sidewalk.,
The vast majority of trees vhmtecl .i.long the sidew;i.lk are London Plane Trees (Plaranu.r. x artrifoli,, 'Yarwood). The trees, whiC:h were phuued some lime in tbe early 1970s, have siqce matured with bro•d crnwns •ncl ,re generolly in good heohh.

The typic.l spacing is 50 feet on center (o.c.), bm reach up to 70 ftet o.c. where driveways interfere whh the typical plaming rhyrhm.

In numerous locations streer trees have been removed, due to poO[ condition or mlu�r reasons, .4.nd not be:cn re:place:d. Many ofrhe unplamcd tree well, ate currently filled with asphalt to reduce the potendal tripping hazard of the empty cutout in the concrete pavemein (rlgiirr 7).

Near many of the: inte.rscctions along the conidor, small­ crowned Bradford Pear trees have been planted in .!>idcwalks in the pasr, perhaps to highlight intcrsrction locations 01· allay merchants' concerns abom reduCTd yjsibility of storefronts. To­ day, however, the majority of Pear trees are in poor or very poor condition :rnd <He often stunted with small or disroned crowns that block view, to shop window• (figure 8). Furthermore, the location of these sm:tller�crowned tre.es near major inter­ sections dim inishes the visual comiuuilJ of the rows of London Plane trees.

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California Trees in Medians
Th e row of trees in the center median is a key component of San Pablo Avenue's identity within the City of Berkeley. Over large segments of the corridor, the crowns of the trees planted in medians touch those of sidewalk trees. T his pleasant effect can best be observed south of the Dwight Way intersection, where tree canopies create a translucent, 'green' enclosure of the space between che fac;:ades on either side of the street. Most rows of median trees have been planted with a spacing rang- ing from 15 to 20 feet o.c. Also, trees have been planted as close as 16 feet from the end of a median (full width medians), although 40 to 50 feet is more common. Using this average tree spacing and the present average distances of trees from intersections (end of median) as a gauge, a field review found that numerous locations for infill tree planting exist throughout the corridor (Figure 9). In addition, it was found that several medians have no trees (Figure JO).

As an alternative to the London Plane Tree, a number of _me­ dians are planted with Ameri can Sweet Gums (Liqui.dambttr styraciflua) to provide additional visual interest with fall color.

However, the mature crowns of the American Sweet Gum do not complement the broad crowns of the prevailing London Plane Trees. Th e Sweet Gum's crown is too narrow for the canopies of sidewalk trees to touch those of median trees. This shortcoming disrupts the spatial and visual continui ty created by the London Plan trees (Figure 11, also see Figure 3 in Chapter I for comparison).

Opportunity Sites for New Trees
A field review of the tree rows in sidewalk locations showed rhat opportunity sites exist for the installation of new trees.

These often coincide wirh abandoned driveways, where a tree may not have been planted to allow for access to the adjacent proper ty.

Figure I O:A treless median at San Pablo Ave and Channing Figure I I: Median Sweet Gums with a narrow canopy
Figure 12 : Example of touching canopies of existing London Plane trees
Sum mary of Issues Assessment ■ 7

San Pablo Avenue Public Improvements Plan ■ City of Berkeley. California Figure 13 : Median with an Indian Hawthorn Hedge
Figure 14 : Example of an unplanted median along San Pablo 8 11 Chapter 2
Landscaping in Na1•row Medians
In the past, the narrow medians next to left turn lanes on San Pablo Avenue have been planted with hedges of lndian Hawthorn (Raphiolepis indica). Today, the condition of these hedges varies significantly between different locations (Figure 15). Some medians have an uninterrupted, 2 to 2.5-foot high hedge of Indian Hawthorn along their entire length, while in ochers individual planes or hedge segments are missing (Figure 13). Several medians are entirely denuded, exposing dirt in the area between the curbs. Many of the observed planting gaps are related to pedestrian foot traffic and frequent jay walking in these locations. The failing of plant material in these medians diminishes their spatial definition and function as a device for guiding movements of vehicles, pedestrians, and bicycles. Ir also represents a lost opportunity for streetscape beautification (Figure 14).

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San Pablo Avenue Public ln1provements Plan ■ City of Berkeley, Califomia Figure f 7: A Side street with no sl/l!et trees hos a more "bar¥ rcn"/ook
IO a Chapter 2
Street 1iu.r On Side Strut.r
Side meets of San Pablo A�enue provide an imponanr. con­ nection between adjacent residential neighborhoods and major employment centers. A 6eld review of .sucet· trees :a.long the blocks do5ei;r to San Pablo shoYt-ed that visual continuity and a pedestri:m-friendl>· appearance were often impeded hr nvo conditions: Either rows of street trees did not fully extend to San Pablo Avenue or tree plantings were intermittent and provided littl!.! visual definition and continuity (FigurcJ 16 &· 17 and Figm, 18).

San Pablo Avenue Public lmpruvements Plan ■ City of Berkeley, California Rows of street trees on side streets
• connects to San Pablo Avenue
� falls short of connecting 10 San Pablo Avenue
0 does not exist
Figure I B: Tree rows on side streets
Summary or l!iisues Assessment ■ I I

San Pablo Avenue Public Improvements Plan • City of Ber�.eley. Califomia Figure I 9: Singl�foop bike rack os occa­
sionally found on San Pablo Avenue
Figure lO: An unirnproitl!d bus !fop afong San Pabfo Avenue 12 • Chapter 2

2.4 Crossings of Bicycle Routes and
Bicycle Ameni ties
Rout.a designated as 'bicycle boulevanh' in Berkeley's Bicycle Plan (Figrm 21) cross San Pablo Avenue at un-signali«d
imersectiotu (Virginia, Channio�, ;rnd Russell/Heinz Streets).

The only signalized crossings of any designated bicycle routes are at Gilman (Bicycle ume/Class 2. 5) and Delaware (Bicycle l..:me). it w.1s ·the joint. judg�nem of the consuham, City staff, and the bkyding community, thit San Pablo Avenue presents a difficult challenge for crossing bicydists and that solutions for this situation .d1�uld be included in this improvements plan.

Bicycle amenities found along San Pablo Avenue consist of (mostly single-loop) bicycle racks, which have been installed by the City, and in a few ca\c51 by adjacent businc,�ses (Figfl.re J.Y}.

2.5 Street Furni ture
Currently, the pedestrian :nreetscape along San Pablo Avenue does not offer any public llmenities or street furnishings, such as public benches m· trash receptacles. Any existing_ tl'ash recep­ tacles and benches are assodated with AC Transh: bus stops.

The majorlly of these benches. ho\vever, h;1ve a worn ·appe1\r­ .tnce and rnan)r are in net!d of repair (figurr. 20).

News racks, deployed by newsraper agende!i or ::1dverdsement companies, have been placed at many of the imer.!lectiom; tluonghom the corridor. Although �ener.\J t?,Uidelint!s for rhe placement of news racks exist, ir was observed thiH they often inu:rfere with the Aow of pede!itri;1n p11th.� at cro!lswalk.,; and sometimes pose obs.t.1d�s to proper accrss to curb ramps.

San Pablo Avenue Public Im provements Plan ■ City of Berkeley, California . . . ·- ,, • .
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Summa ry of Iss ues Assessme nt ■ I 3

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California Figure 22: The border between Berkeley and Oakland (fore­ ground)
Figure 23: The border between Berkeley and Albany (fore­ ground)
14 ■ Ch apter 2

2.6 San Pablo at Berkeley's Northern and
Southern City Border
Currently, entrances ro Berkeley can be easily recognized by virtue of the contrasting streetscape conditions that exist on San Pablo in the neighboring communities. The streetscape in both Oakland and Albany lacks medians and significant street trees (see Figures 22 & 23). However, a review of planned or intended streetscape improvements found that the City of Oak­ land is constructing new raised and tree-lined medians, extend­ ing as far as G7rh Street - just south of the Berkeley border. The plans do not include special entry features at Oakland's city limit. The City of Albany's 'San Pablo Avenue Streetscape Mas­ ter Plan:' calls for the future planting of street trees in sidewalks right up to the Berkeley border. This plan also proposes to establish a gateway marked by special signage bearing the name of the city and to emphasize the presence of Codornices Creek (which coincides with the location of the city limit line) un­ derneath San Pablo Avenue. Th is is to be achieved through the use of a special paving pattern suggestive of flowing water that would be integral to the roadway surface of San Pablo Avenue.

It can be concluded that, in the future, the visual disti nction between Oakland and Berkeley will be diminished afi:er the new median trees mature. The improvements intended by the City of Albany for its southern border, present an opportunity for a joint project between Berkeley and Albany co emphasize the ecological importance of urban creeks by highlighting che presence of Codornices Creek at the mutual city limit line.

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California

3. Description of Public
Improveme nts
·3_ 1 Overall Ap proach
The following concepts and prototypical schematic designs for public improvements within the San Pablo Avenue streetscape were developed based on the City's goals, the findings of the issues assessment, comments received at the public workshops, and the input from City staff.

As outlined in Chapter 2. 1, the overarching goal for San Pablo Avenue is to improve the street's quality as a multi-modal trans­ portation corridor and to contribute to the revitalization of the commercial environment and its relationship to neighbor­ ing communities. The overall approach TO achieving the goals includes the following action items related to capital improve­ ments:

D Significantly improve pedestrian safety and neighbor­ hood connectivity by upgrading existing crosswalks,
introducing new crosswalks in several locations, and
installing of pedestrian-scaled light fixtures.
□ Improve the accessibility of uses and transit by up­
grading curb ramps ar crosswalks TO current ADA
standards throughout the corridor.

D Distinguish key intersections within designated
nodes as focal points of pedestrian activity through
the use of special features or materials.

D Improve safety for bicy�lists by upgrading the San
Pablo crossings of key bicycle routes.

D Maintain and enhance the rows of trees in sidewalks
and medians, which define the street's overall char­
acter and image within Berkeley.

D Enhance the visual quality of sidewalk connections
from adjacent residential areas and employment cen­
ters TO San Pablo Avenue with additional landscaping
and curb bulb-outs in appropriate locations.

D Explore the idea of introducing distinct entry/
gateway feamres at the northern and sourhern city
borders.

Description of Public Improvements ■ I

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California Figure I: Crosswalk across San Pablo Avenue: Exising Conditions Figure 2:The same crosswalk with pedestrian safe-haven, con­ crete unit pavers, pedestrian lighting and a landscaped median.

Figure 3: Pedestrian refuges similar to the proposed have already been installed on Adeline Street in Berkeley
2 ■ Chapter 3

3.2 Crosswalk Improvements
General
The ease and safety of pedestrian and bicyclist crossing im­ provements should be improved by imple menting the follow­ mg measures:

D Improve existing signalized and un-signalized pedes­
trian crossings through the installation of curb ramps
compliant with all applicable accessibility standards,
installation of pedestrian refuges as integral part of
medians and crosswalks, and the introduction of
pedestri an-scale lighting.

D The considerati�n of new un-signalized crosswalks
in locations listed in Table I of the Appendix, in­
cluding a new crosswalk thro ugh rhe continuous
median at the intersection of San Pablo and Gar­
rison Street. These new crosswalks will increase the
route choices for pedestrians and bicyclists and by
virtue of their increased number and visibili ty, act as 'reminders' ro drivers of the presence of these other
traffic participants throughout the corridor. It is the City's intention to pursue the new crosswalks with
Caltrans according to the priori tization indicated in
Table 1 of the Appendix. Th is approach will help to
focus the City's efforts on providing the most critical crosswalk improvem ents in the short-term.

D The installation of new traffic lights at currently
un-signalized intersections where designated Bicycle
Boulevards cross San Pablo Avenue. As with rhe pre­
vious item, this effort will involve the requesting of
warrants for such traffic lights from Caluans.

Improvements at new and existing _crossings should be built to the standards described in this document. Figure 1 and Table 1 in the Appendix provide an overview of all proposed crosswalk improvements.

Figures 4 through 9, on the following pages, illustrate typi- cal improvem ents proposed for signalized and un-signalized intersections. The geometry and arrangement of individual streetscape elements vary depending on whether the intersec­ tion is a T- or four-way intersection and includes a pair of curb bulb-outs (Figures 4 and 5) or just a single curb bulb-out (Fig­ ure 6) or no bulb-outs (Figure 7). All proposed crossings share the following characteristics:

San Pablo Avenue Public Im provements Plan ■ City of Berkeley, California □ new curb ramps for handicapped accessibility (di­
rectional curb ramps whereever feasible);
□ pedestrian refuges at narrow and wide center medi­
ans;
□ painted crosswalk markings of 2-foot wide white bars
berween the standard 12-inch lines that demarcate
the crosswalk (a.t un-signalized intersections, except
special paving crosswalks through continuous me­
dians};
□ standard crosswalk markings of 12-inch wide lines
demarcating the crosswalk edges (at signalized in­
tersections. (except intersections with special paving
crosswalks), and crosswalks on side streets;
□ pedestrian-scale, in-pavement light fixtures that are . integral part of the crosswalk and median refuge
design.

Special Paving Crosswalks at the Ashby, Dwight, University, Cedar, and Gilman Intersections
The existing clay brick crosswalks at Dwight Way, University Avenue (Figure 8), Cedar Street, and Gilman Street should be replaced with crosswalks of colored concrete pavers designed to withstand the wear and tear of turning passenger vehicles, buses, and trucks, yet provide the desired visual emphasis for these intersections at the core of designated nodes. To achieve consistency between the designated nodes, the crosswalks at Ashby Avenue (Figure 6), currently without special paving crosswalks, should receive the same treatment as the intersec­ tions listed above.

Curb &mps
With the exception of Ashby Avenue, Burnett Street (south side), Dwight Way, Bancroft Way (east side), Delaware Street, University Avenue, and Gilman Street, curb ramps at all San Pablo Avenue intersections require curb ramp replacement in order to gain compliance with current federal and state acces­ sibility standards. The City will coordinate with Caltrans the possibility of incorporating the installation of required curb ramps into the planned repaving of the San Pablo roadway surface intended by Calrrans for the year 2004.

The installation and configuration of new curb ramps is closely related to the potential installation of curb extensions or bulb­ outs at the corners of San Pablo side streets as suggested in this Description of Public lmpr nveme nts ■ 3

San Pablo Avenue Public Imp rovements Plan ■ City of Berkeley; California 4 ■ Chapter 3

New tree
Monument

SAN PABLO AVEN
Planting area
12 '
12'
6 .'
18 '. 1.8'
T
Pedestrian s.cale
light fixture
In- pavement luminaire
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San Pablo Avenue Public lmpmvements Plan ■ City of Berkeley, California Figure 4:Typicol set nflmproveme11ts proposed for unslgnoflzed four-woy intersections (intersecting R.0.W Is 60 feer aside} ere .slgnnr,zed locations crosswalks ore stiped with two parallel frnes
• ah.emotive landscape treotements are shown for
bulb-outs on intersec1ing nreet
0 5 10 20 40 ft
Description of Public Improvements ■ 5

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San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California Figure 5; Typical set of Improvements prop med at signalized T-inter.tections (use ladder-type crasswotk striping at un--signol­ nafrzed JnternctionsJ
0 5 10 20 40 �
Description of Public Improvements • 7

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SAN PABLO AVENU E
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12 ' 18 '
60'
I Curb ramps r
'·
In-.pavement
lmfinaire
n::r.::::r:a'<:lt"- Pedestrian scale lightfix ture
16 '
•mounted on existing cobra
head street light
24' 24'
80'
t
Ped�an �cale light
'fixtiii·e
16 '
San Pablo Avenue Public Improvements Plan ■ City or Berkeley, California figure 6: Typicof improvemenu proposed for Ashb y (shO'Mf}, DK'igh� Cedar, and Gilman.
0 S 10 20
Demiption or Public Improvements ■ 9

1:2' 13'
50''
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• I11�patei11e,
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12'
San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California figure 7: Typical set o( improvemen_ts,proposed. at un.ifgnarrzed r..;ntf'rsections frncerseaing RO.W 11 50 feet mdeJ
0 5 lo 20 40 ft
Description of Public Improvements • I I

Blockbuster
Wells Fargo
16' -6"
Specialpnving
16'
==="f-===,o;:, l
I I
I. J
I I
I. I
I. I
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100'
67'-6."
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69.'
10 0'
lo-pavem ent
lnminnire
16'
15'
Landmark building
Fashion Place
San Pablo Avenue Public Improvements Plan ■ City or Berkeley. Calirornia Figure 8; Propo�ed imJ)roven1ents for the Son Poblo(Unrversity Avenue 'intersection
g .....
0 5 10
--
20 40 It
Description of Public Improvements • 13

60'
Pedestdan scale
lightfixture
t fixture
. co.bra
San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California figun: 9:Typical Sl!!t o( lmprovemenu proposed for croS1W11lks 1hrough medians at T-lntersections (corral con[igurotlon} and potential mid-block cronlngs.
0 S 10 2.0 40 ft
Description or Public Improvements • 15

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California document (see 3.3 below). Where a curb bulb-out is installed, this will allow for the a ramp configuration, in which each crosswalk has a pair of directional ramps rather than one diago­ nal ramp that serves two crosswalks (this condition is illustrated in Figure 12).

Special Pedestrian Signal Equipment at Gilman, Cedar,
University, Dwight and Ashby Intersections
It is strongly recommended that countdown pedestrian sig- nals with LED technology be used at the signalized pedestrian crossings throughout the Corridor (Figure 10). Aa a minimum they should be installed at the fol1owing intersections: Gil- man Street, Cedar Street, University Avenue, Dwight Way and Ashby Avenue. The pedestrian coun tdown signal will alert pedestrians about the time remaining before the signal will turn to yellow/wait. This measure is intended ro further increase pedestrian safety for the intersections that lie at the cores of the five designated nodes. These intersections are the most heavily traveled by moto rized vehicles and current and potential future pedestrian activity is high.

Removal of Crosswalks
Because of its close proximi ty to the heavily-rraveled inter­ sectio n at Ashby Avenue and the unsafe condition created by the gas station curb cut at the eastern end of the crosswalk, it is recommended to remove the existing crosswalk and curb ramp north of Murray Street (see Figure 13 on the falkwingpage). As part of the removal process, the original standard 6 inch high curb should be re-established on the west side of the street.

Crosswalks Through Continuous Medians (Corral Type)
Existing and new crosswalks through continuous medians
should be improved to provide better safety for pedestrians and bicyclists crossing in those locations (see .Figure 13). The pro­ posed 'corral' design of rhe pedestrian refuge within the median includes an offset of the two crosswalks o� either side of the \11-edian, ensuring that persons who reach the refuge will turn toward on-coming traffic, thus increasing their awareness of ap­ proaching vehicles (Figure 9). To emphasize this type of cross­ ing, the same special paving should be used for the crosswalks as ar the intersections discussed above. This will help to alert . drivers to the presence of a pedestrian crossing in a location where it is otherwise not expected. (see Figure 11 ).

Possible Future Locations for Mid-Block Crosswalks
The consultant proposes that in the future, assessment of the feasibili ty of mid-block crosswalks at three locations north of University Avenue should be undertaken. These are locations Figure I 0: Countdown pedestrian signal
Figure I I: Speda/ pedestrian paving
Description of Public Imp rovem ents ■ 17

San Pablo Avenue Pub lic Im provemen ts Plan ■ City of Berkel ey, California I 8 ■ Chapter 3
II 11 11
L I __J
\i '--Remodel existing .,, ,1: crosswalk
l.,, 1
>- T-E,dstlng crosswalk
I
to be removed
JJ -c.-.=..-,.e,-.s"l......,..-­r , - . ., -'.1...!·-·""-"· """"'-- L..., -\
.:::···::::·--::=·-·o,.:··-=::;::==�FOsi'L'isiGE;a,R;==Z,C"=11 Possible new ==============lj;J crosswalk
=========" .HASK Eil
r
A. Pedestrian bulb-outs
B. Wheelchcdr access ramps
C. Pedestrian refuge islands
D. Special paving in crosswcd
E. Pedestrian-sca re lighting
F. Street trees
G. Accessible transit s_!ops
Figure 12 : Elements that make for a
pedestrian-friendly intersection
LINE
Figure I 3: Crosswalk improvements

San Pablo Avenue Pu blic Impro vements Plan ■ City of Berkeley, C_alifo mia where the distanc e between intersectio ns is almost 600 feet long and commercial uses present a strong 'draw' for pedestri­ ans to cross the street at mid-block. The mid-b lock crossings are suggested for the followi ng blocks with designated nodes :

D between Harrison and Gilman;
D between Gilman and Camelia, north of the break in
the center median; ·and,
D between Cedar and Virginia.

Current ly, Caltrans is reluctan t to appr ove such crossings on State Highways. However, with Context Sensitive Desi gn gaining momentum , this may change in the future and allow Berkeley staff to present a case for impl ementa tion of th� mid­ block crossi ngs proposed in this docume nt. Also, as new devel­ opment occurs with in these nodes more pedestrian activity may further inc rease the need for these cross ings (Figttre 14).

3.3 Cur b Bulb- Out s on Side Streets
It is reco mmended that curb bulb-ou ts be constru cted at the corners of San Pablo side streets . The proposed curb bulb-outs wou ld onl y extend int o the cu rren t roadway of the side street and not into the San Pablo roadway. At intersections where traffic on side streets exceeds 8,000 vehicles AD' l� and those with painted bike lanes , curb bulb-o uts of a reduced depth shou ld be used on one side of the street (such as previous ly il­ lust rated in Fig ure 6) .

Curb bulb -outs would provide the followi ng benefits:

D reducti on of roadway width across side streets of San Pablo Avenue imp roving pedestrian access along San
Pablo ;
D sl owi ng down of vehicle s turn ing onto si de st reets · from San Pabl o Avenue as they enter local streets
whe re slower speeds are requir ed;
D visual indication of transitio nJrorii. major arterial to residential/ mixed- use side streets; and,
□ additional space for street trees, other landscaping, an additional pedestrian-scaled light fixture and ameni ­
ties or features such as public ben ches, neighbo rhood monument s, or neighbo rhood messa ge boards.
,. '--..,
' 1
I , j:
: ' i \
w---- - _, , __ --
;;�������j;.�IB�� ----
1 ;
□ �
n
(ffi:) Possible future mid-block crossings
Figure 14 : Possible Future Mid-block crossings
De scri ption of Pub lic Impr ovemen ts ■ 19

San Pablo Avenue Public Imp rovements Plan ■ City of Berkele y; California 20 11 Chapter 3
D Allow the in stallation of dir ectiona l rather than
di agonal curb ramps.

The installat ion of curb bulb-ou ts is clos ely related to the necessary installa tion of ADA-co mp lian t curb ramps as curb bulb -outs allow for const ruction of the preferred ramp _confi gu­ ration (see also 3.2 Crosswalk Impr ovements/C urb Ramps) .

It is therefore recommended that, in the sho rt-term, City and neighbors on San Pablo si de streets decide joi ntly on the pos ­ sibl e inst allation of corner curb bulb-o uts. Th e results of this process would allow the City to create a pr iority list of locat ions where the constr uction of bulb-outs coul d pote ntially be sched­ ule d prior to installati on o� updated curb ramps. Such phasin g would avoid demolition ofal ready remodel ed curb ramps as a resul t of the ins tallation of bulb -outs. 1

3.4 Bicycle Boule vard Cro ssings
Based on th e difficul ty and potential dan ger th at bi cyclists on Bi cycle Bou levards curren tly encou nter at the San ·rablo Avenue route crossing s, and after con ferrin g with the bicycling communit y, the Ci ty intends to ap proach Calcra ns with the request for approval of additional traffic si gnals at the follo win g int ersectio ns:

D . Virginia Str eet;
1 When the San Pablo Avenue Public Improi,emeitts Plan was commis­ sione d in Sp ring 2001, the City of Berkeley decided not to pursue with the California Depanm enr ofTranspo rtatio n (Calrrans) the possibili ry of int roducing curb extens ions (bulb-ou ts) nar rowing the roadway width of San Pablo_ Avenue itself. This decis ion was largely based on the fact that Calrrans had in the past been very relucrant co cons ider approval of curb exte nsions alo ng srate highway facilit ies.

However, it shou ld be noted here that si nce the Sprin g of 200 1, Cal­ trans has approved design plans for state hi ghways in urban locations that include the introduc tion of curb extension s. Dep end ing on the availability of fundin g and the su bseque nt phasin g of capital improve­ ments for San Pablo Avenue, it may be desirable to revisit rhe issue of bulb -outs into the street as this would reduce the crossin g distance for pedes trians and therefo re add further safery benefits to the improve­ menrs described in this document. It should also be noted that plans for this docum ent had already been finalized when the possib ili ry of bulb -outs became a possible considerat ion with Caltrans.

The acceptance of curb extensio ns on urban highways is only one example of Caltrans' increased flexi bility in application of desi gn stan­ dards in order to provide highway facili ties mo re sensit ive to varying urban conrexrs in differen t communities.

San Pablo Avenue Pub lic Impr ovements Plan ■ City of Berkeley, California D Ch ann ing Way; and
D Heinz Street.

The intent is to increase safety for bicyclists at those cross ings where high bi cycle volumes can be expected based on the des­ ignatio n as Bi cycle Boule vard. The new traffic signals would be integrated into the recently im pleme nted advanced traffic sig­ nal coordination, which is one of several meas ures encompassed in the San Pablo Smart Corridor pla nning effort. Sensin g lo ops should be located on the side streers so that the signal system recognizes the pres ence of bicycles at thes e in tersections.

In the Heinz Street location, where the bi cycle boule vard jogs from Heinz to Russell Street, a signal would only be requested for the Heinz Street in tersecti on. Her e, bi cyclists comin g fro m Russell Street would rake a right onto San Pablo and then cross

BUR NETT
Figure 15 : Bicycle Blvd Crossings
Description of Pub lic Impro vements ■ 21

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California Figure 16 and I 7: Pedestrian-scale light fixtures
mounted on existing cobra heads, and free-standing
fixtures to fi/1 gaps between ensixting fixtures
Figures 18 : City-standard trash
and recycling receptacle
22 ■ Chapter 3
safely at the new Heinz signal. Cyclists tur�ing right onto San Pablo coming from Heinz would cross at the un-signalized crossing through the continuous median at Russell. Th is cross­ ing would be improved according to the suggestions made in this document for corral-type crossing that provide a pedestrian refuge in the center median, thus increasing the safety of cross­ ing bicyclist in this location (see Figure 15).

3.5 Pedestrian-scale Lighting and Street
Furnishings
Pedestrian-scale Lighting
A key component of enhancing pedestrian safety and comfort on San Pablo Avenue is the addition of pedestrian-scale light fixtures. To achieve this goal in a cost-effective manner, a light fixture was selected that can be mounted to the poles of the existing 'cobra-head' fixtures as well as on individual 12 -foot poles (see Figure 1 G & 17). Th is approach is based on the fact that locations of existing street trees and 'cobra-head' light fix­ tures close to intersections make it difficult for additional poles to be pleasingly inserted into the rhythm already established by these elements. The pendant form of the fixture was selected in order to extend the light source toward the center of the sidewalk. The downward facing light source also limits the 'loss of light' in the leaves of adjacent tree crowns.

The pedestrian-scaled light fixtures should be installed accord­ ing to the diagrams in the 'Improvements Locations Guide' section (See Chapter 4, Figures 2 through 4) and the typical crosswalk layouts illustrated in previous sections of Chapter 3.

Trash/Recycling Receptacles
Within designated nodes, where pedestrians and stores are more frequent, two (2) city-standard trash/recycling receptacles (Figure I 8) should be installed per intersection (including T- in tersections), on opposite sides of the street. The installation of city-standard receptacles may be omitted where new trash receptacles are installed or are slated to being installed within 50 feet of the respective intersection as part of AC Transit bus stop improvements.

Between designated nodes, one trash/recycling receptacle should be installed per intersection (including T-intersections), however, the distance between two receptacles on the same side of the street should not exceed 300 feet. The i11stallation of city-standard receptacles may be omitted where new trash

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California receptacles are installed or are slated to being installed within 50 feet of the respective intersection as part of AC Transit bus stop improvements.

All trash /recycling receptacles shall be located according to the diagram in the 'Improvements Locations Guide' (See Chapter 4, Figures 2 through 4).

Public Benches
During rhe second workshop some citizens voiced concern about the installation of public benches on San Pablo Avenue.

Some participants viewed benches as potential magnets for loitering or illicit activities. This document therefore does not recommend that public benches on San Pablo Avenue be implemented with further input from neighborhood resident.

However, this document does give recommendations about
the type, style and location within rhe public right-of-way for the potenrial installation of public benches in case of a future request for such an installation by residents, businesses or property owners. Public benches can only be installed within the Curb Zone of the sidewalk or as a design option for a landscaped curb bulb-our at a side street. Both installations have to conform to locarions recommended in diagrams of the 'Improvemen ts Locations Guide' section in this document (See Chapter 4, Figures 2 through 4).

Benches installed within the Building Zone of the public sidewalk shall conform to the Berkeley Design Guidelines for Planters and Benches. Benches may nor encroach into rhe 6- foot Clear Zone of the sidewalk.

Should any free standing benches be proposed as part of a design fur plazas in conjunction with a private developmen t projects, those benc_hes shall conform with the standard bench models described in this document. Figures 19 illustrates the standard bench type selected for installation on San Pablo Av­ enue and in the potential bulb-outs on side streets.

Bicyck Racks
The City of Berkeley has a program that allows for city-spon­ sored installation of bicycle racks upon request by store owners or the bicycling community (Figure 20). New bicycle racks along San Pablo Avenue should be installed within the 4-foot curb zone as described in the 'Improvements Location Guide (See Chapter 4, Figures 2 through 4).

Figure 19 : Recommended bench type· for installation on San Pablo Ave
Figure 20: Example of loop-type bicycle rack
Description of Public Improvem ents ■ 23

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California News Racks
It is recommended th.at the visual clutter and caused by news racks and the space occupied by them be further reduced by combining several racks into larger units. Depending on the availability of funding, the Ciry of Berkeley may decide to opt for one of two alternatives, with Option l requiring less com­ mitment of funds than Option 2:

O Option 1: Under this option, the Ci ry would
strongly encourage the operators of news racks to
consolidate the number of individual news racks by_
accommodating them in modular units, such as the
one shown in Figure 21.

O Option 2: The City would sponsor the design of a
decorative custom rack that would combine 6 or 8
Figure 21: Consolidated News Rack standard modular dispenser units. 24 ■ Chapter 3
Installation of racks in both Options should be within the 4-foot curb zone as described in the 'Improvements Location Guide'(See Chapter 4, Figures 2 through 4). ln the short-term, the City should enforce the placement of existing and new news racks according to the already established Ciry guidelines.

In addition, .all location restrictions and other regulations out­ lined in Berkeley's Newsrack Ordinance shall apply throughout the corridor. It is furthermore recommended, that on San Pablo Avenue the placement of news racks be limited to locations within designated nodes.

San Pablo Avenue Color Scheme for Lighting fixtures and Street Furniture
All street furnishings described in this document should receive a powder coating or paint finish of the same color. During the second workshop, the proposed color, RAL 5008, a dark slate blue, was well received by participating members of the public.

The consistent use of this color will give a unified appearance to the various streetscape elements located throughout Berke- ley's segment of the San Pablo Corridor. It is recommended that the Ciry of Berkeley negotiate with Caltrans the repainting of all cobra-head light fixtures in this color. This would facili­ tate that pedestrian-scaled light fixtures attached to the cobra­ heads and rhose mounted on individual 12 -foot poles have the same appearance.

The recommended color is compatible with the color specified for light fixtures to be installed by AC Transit as part of the planned bus sto_p improvements.

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California

3.6 Potential for Extended and New
Medians
Three locations have been identified where opportunities exist to either extend existing medians or add new medians. Either measure should also include the planting of new trees in the median. Opportunities for new or extended medians exist in the following locations:
a) Between the Albany/Berkeley border and the current
northern end of the existing median (also see "City
Entry/Gateway Features");
b) Between the southern edge of Folger Street and
the northern edge of Haskell Street (also see "City
Entry/G ateway Features"); and,
c) Between the southern edge of Carleton Street and
the northern edge of Derby Street.

The median in location c) could be implemented in three dif­ ferent configurations, depending on the need for turning lanes at Carleton and Derby Streets (see Figure 22). The preferred alternative would be to install a new median without turning lanes in this location in order to maximize the positive auri­ butes of a median. The implementation of any of the proposed medians would shorten or eliminate current two-way left turning lanes. Th e City of Berkeley intends to conduct traffic counts and an analysis of turning movements for all three loca­ tions to determine which proposals for new medians to advance for approval by Calrrans.

3. 7 Locations of Reduced Sidewalk
Width
In several locations along San Pablo Avenue existing sidewalk widths are less than the 13 feet of designated sidewalk space between face of curb and the property line (see Figure 4 in Chapter 2 for a locations of reduced sidewalk widths). In most cases such 'encroachments' onto the public right-of-way consist of landscaping that extends into the designated sidewalk space from adjacent properties. Often, the landscaping is the result of the City's past failure to provide the full paved sidewalk width in these locations _(Figure 23). Because such encroachments may interfere with current federal and state accessibility laws, the City intends to address this issue in two ways: In the short­ term the City will ensure that at least 4 feet of clear sidewalk exist as measured between the edge of any existing or new tree well and the edge of the sidewalk closest to the nearest property Description of Public Improvements ■ 25·

San Pablo Avenue Public Impro vements Plan ■ City of Berkel ey, California Med ian Options at Folger & Haskell
_J
i I
� I CARRISON
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ffl
I

I CARRISON
. .:
.
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FOLGER I� FOLGER "c m
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HASK!=LL �
!
WC-

HASKELL
Option I Option 2
No Left Turn Option Left Turn Lane onto Haskell
Med ian Options at Carl eton & Derby
�l O 1.-
Option I Optio n 2
No Left Turn Optio n Left Turn Lane onto De rby
Figure 22: Median Configurations
26 ■ Chapter 3
'
FOLGE!'! i
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Option 3
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HASKELL
Left Turn Lane onto Folge r
Option 3
LeftTur n Lane onto Carleton

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California line. In the long-term the City intends to establish sidewalk widths throughout the entire corridor chat cake advantage of the full public right-of-way designated as sidewalk berween face of curb and the property line (typically 13 feet). In implement­ ing its short and long-term goals, the City is committed to working with individ ual property owners. Wherever conditions that constitute encroachments are removed, the City will ex­ tend the paved sidewalk surface to the extent found appropriate for the specific location.

3.8 Lan dscape Impr ovements
Street Trees in Sidewalks and Medians
The existing rows of street trees should be well maintained and their positive effect on the San Pablo streetscape enhanced by planting additional trees where opportunities exist. The poor condition of the majority of Bradford Pears on San Pablo Av­ enue is proof that this species has been unsuccessful. It is there­ fore recommended to phase out chis tree species by replanting failed specimens with London Plane Trees.

Based on conversatiops with the City's Forestry Supervisor the introduction of Sunset Maple (Acer rubrum 'Franksred) as an alternative tree species to the London Plane tree is recom­ mended for some medians (see further discussion below). Over time, this species is intended to replace the existing American Sweet Gum, whose narrow crown habit does not complement the broad crowns of the London Plane Trees and thus, fails to create the desired touching of tree canopies. The Sunset Maple will also provide a vibrant fall color and maintain the visual interest and variety to the landscaping of San Pablo Avenue. ln summary, new trees should be planted in the following loca­ tions and situations:

Sidewalks
a) In any existing sidewalk tree well chat is not currently • occupied by a tree. Tree wells that have been filled
in with asphalt should be cleared and again be used
for tree planting purposes.

Figure 23: Examples of sidewalk encroachment by vegetation planted on private property
Description of Public Im proveme nts ■ 27

San Pablo Avenue Public Im provements Plan ■ Crty of Berk eley, California Figure 24: London Plane Tree
Figure 25: Sunset Ma ple
28 a Ch apter 3
b) In location s where the plantin g of a tree was origi­ nally om itte d due to the presence of a driveways
and where such driveways have now become defunct
because of a chan ge in land use .
./1,fedians •
a) In locations where the tree planting rhythm within a given media n app ears to omit one or several trees.
b) In location s where existing rows of trees fall shor t of continuin g to the closest allowable planting location
near an interse ction. 2
c) In all medians that curre ntly have no trees. Here trees should typically be planted at a spacing of 20 feet
o.c. This spacing should be reduced to any increment
between 20 and 15 feet o.c. where this woul d allow
th e overall numb er of trees pl anting lo cations in a new median to be raised beyond the number possible
by using 20 feet o.c. spacin g.

Th e fol lowi ng tree species must be used for new trees or the rep lacement of unhealthy existing trees:

Sidewalks
a) In all sid ewal k locations use Lo ndo n Pla ne Tree (P!.atanus x acerifolia 'Yarwood) (Figure 24) .
b) Faili•ng Bra dford Pears will not be repla nted with London Pla ne Trees. Because of the difference in
spa cing between Br adford Pears and Londo n Plane
Trees, the rep lacement process should be cond ucted
as foll ows:
2 Caltrans recently increased the distance required between the endpoint of a raised median and the nearest median tree locatio n fro m 50 feet to 100 feet, with greater distances bein g required where rhis needed for provision of proper sight distance. However, many median trees on San Pablo are as close ro endpoinr as 16 feet, wirh 40 to 50 feet being rhe average. lt is recommen ded to approach Calr rarts wirh rhe request for permission to plant trees as close ro the median endpoint as 50 feet at signalized intersections. Ar unsignal­ ized int ersections, sight distances required by the Highway Design Manual should be observed. These will vary with different intersec­ tion configurations.T hese standards will also need to be observ ed for tree plantin g in new and extended medians (see Secti on 3.6 Potential for Extended and New Medians) .

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California Medians

1. Maintain the tree well located closest to a given
intersection and replace Bradford Pear with
London Plane.

2. Determine the distance between this new tree
and the first existing (mature) London Plane tree
away from the intersection.

3. Divide this distance into increments of 40 feet
(or up to 50 feet) to determine additional loca­
tions for new. London Plane uees and respective
ne� tree wells.

4. Replace abandoned Bradford Pear-tree wells
with concrete.
a) Where London Plane Trees prevail in an existing
median use London Plane Tree (P!.atanus x acerifo­
lia 'Yarwood) for new and replacement trees (Figure
24).
b) Where American Sweet Gum (Liquidambar sty­
raciflu.a) prevails in an existing median use Sunset
Maple (Acer rubrum 'franksred)(Figure 25). Failing
American Sweet Gums will be replanted with Sunset
Maple and thus be phased out over time.
c) Medians that currently have no street trees sho.uld be planted with a species that is in contrast to the one
found in adjacent medians, i.e. Sunset Maple (Acer
1·ubrum 'Franksred) if the adjacent median is planted
with London Plane Trees (Figure 24).

A Note on Tree Pruning
The branches of existing mature trees in sidewalk locations should not reach lower than 14 feet above sidewalk level to provide clearance for trucks as required by Caltrans and to lend visibili ty to storefronts and signage.

Tree Wells and Ti-ee Grates
Trees in urban environments typically do not have the sat'ne life expectancy as their counterparts in natural or rural envi­ ronments. This is largely due to rhe numerous environmen­ tal stress factors that street trees are exposed to. Particularly impo rtant to a tree's vitali ty is the proper supply of water and oxygen through its root system. In the case of screet trees, this supply is limited by the presence of impervious surfaces, such as asphalt roadways and concrete sidewalks, leaving the tree Description of Public Improvements 11 29

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California Figure 26: Example Tree well configuration
Figure 2 7: Proposed 4 x 6-foot tree grate
30 ■ Chapter 3
well as the most critical "window" through which oxygen and water can reach the root system. The current tree well size of 4'x 4' for trees in San Pablo sidewalks should be considered as below optimum and is likely to be responsible for some of the sidewalk heaving that can be observed close to tree locations.

Although the trees at average have grown to a large size, more can be done to protect this landscape asset in the tree well size to 4 x 6 feet. This can be achieved by saw cutting the existing concrete pavement. The permeability of the soil within the tree well should be optimized and the tree well be filled with decomposed granite for percolation and oxygen fl.ow.

Higher pedestrian traffic often causes decomposed granite from tree wells to be spread beyond the edge of the well. This can lead to unsightly and potentially unsafe conditions on the side­ walk. It is therefore, strongly recommended that 4 x 6-foot tree grates be installed for all tree locations within designated nodes, where pedestrian volumes are higher. Two alternative tree grate installations may be considered: In the first installation method a steel frame that is anchored in the poured concrete around the tree well edge. This installation method requires the demo­ lition, enlargement and reconstruction of portions of the exist­ ing concrete sidewalk around the tree well opening (similar to the example in Figure 26). Alternatively, a retrofit tree grate can be used that rests on the saw cut edges of the existing concrete around the tree well. The latter installation method requires that the sidewalk around the tree well be level. This enables the tree grate to rest evenly on the four concrete edges. While this retrofit installation is more cost effecrive, in the long run it is less likely to be as safe as the tree grates installed by using the steel frame method. This is due to the susceptibility of retrofit tree grates to shifting upwards caused by shifts of the underly­ ing concrete. The Consultants and the Cicy's Urba11 Forestry Supervisor therefore recommended that, funding permitted, tree grates with steel frames be installed. Whichever option is chosen, it should be used consistently throughout the corridor.

Landscaping in Narrow Medians Alongside Left Turn Lanes Intact examples of low shrubs and other planting located in the narrow medians alongside left turn lanes demonstrate their positive impact on the streetscape. They help to maintain the physical definition of the median where its width is reduced to less than a third of its size in other locations along the Avenue, and where trees cannot be planted. This quality, furthermore, is an important element for the pedestrian 'safe-havens' of the improved crosswalks. Here the low plants define the edge of the pedestrian waiting area on the side of the median. In addition, the landscaping of the narrow medians beautifies a street ele­ ment that is located in close proximity to pedestrians' path of

San Pablo Avenue Public Improvements Plan ■ City of Berkeley. Califomiil .JI _J . . LJ ' II ,,
I
-'=> •� t,==�J/
-=-� • - I
j, I
Treatment of Na rrow Medians
• Repl ace Individual falling plants
and fill small gap In hedge
� Replace failing or missing segments
of hedge in median
0 Establish new hedge
Figure 28: Treatment of Narrow Mecfh:ms
Description of Pubhc lmp1u,•ements ■ J I

San Pablo Avenue Publi c Improvements Plan ■ City of Berkeley, California travel, and represents a 'stepping stone' between the proposed landscaping in side street bulb-ours on either side of San Pablo.

Figure 28 lists the locations of all narrow medians and their respective need for partial or full replacement of plant material.

Additional analysis will be necessary to determine why the initial complement of plants has failed in certain locations.

This has a bearing on the selection of plant species for future replanting on denuded medians. It is recommended that Berke­ ley Public Works maintenance staff take a lead role. in deter­ mining which plant species are most approp riate for long-term landscaping in narrow medians along San Pablo Avenue.

Landscaping in Proposed Bulb-outs on Side Streets
The propo sed bulb-outs on cross streets (also see 3.3 Curb Bulb-outs on Side Streets) not only shorten the crossing distance for pedestrians but also represent an oppor tunity to beautify the street with additional landscaping. Each individual bulb-out provides approximately 250 square feet of plant- ing area. Depending on the choices made by local residents, a bench or residemial monument may be included in the design of the bulb-out landscaping. At a minimum, one street tree shall be planted within the bulb our area. Although bulb-ours could be paved with concrete or other paving materials, it is preferrable to take advantage of this opportuni ty for additional landscaping. Figures 30 and 31 illustrate how individual bulb­ out elements should be arranged within the bulb-out.

Supplemental Street Trees and Land.reaping on Cross Streets Streets intersecting San Pablo should receive supplemental planti�g of street trees in order to strengthen the physical and visual relationship between neighborhoods and districts surrounding the avenue, and San Pablo's ameni ties such as public transit and commercial businesses and services. This is particularly recommended on· i:he blocks directly connecting to · San Pablo Avenue. Such tree plantings would also tie into and further enhance the benefits of landscaping and tree planting sin the proposed bulb-outs. 1ree species planted along cross streets should match the dominant species among existing trees or be selected in conjunction with the City's Forestry Supervisor, maintenance staff, and the streets' residents and business own­ ers (Figure.32).

The planting of medium-sized flowering trees on residential streets is recommended, where no existing tree species is yet dominant. Wherever feasible, existing plant ing strips should be planted with appropriate ground covers or perennials, to further enhance the landscape character of cross streets.

De:uiption of Pu blic Improvements ■ 33

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California 34 ■ Chapter 3

New tree
Monument

SAN PABLO AVEN
Plantin g area

1.2'
12 '
6'
16 ' 16'
7'
In-pavement luminair e
Pedestrian safe-haven:
.Ladder • type
crosswalk markings
18 ' 1.8'
6'
12'

1.2''
Plantin g Area
. •c=:i ·
.· c=:i
·c J
M
fixcur
cobra :
b
�
San Pablo Avenue Public lmp,uvements Plan ■ City of Berkeley, Califomia figure Z 9; Ty pico I bufl>.oul landscape creoremenrs (pion view/ Desoiption of Public Improvements ■ 35

t�lil,�tJ:il�r
.,; ..
�tii.'-
� ... �:;:,
,�tA��
Pedestrian .scale light
.,;:r. , fixture mounted on
�_;:�(:i�H.txisting ·cobra heact ',;.:- '�,ls.t.re.�tltght� • itl���s��.0,�:...•�-::_· _ __jli.i-:..�0��:��:•:
ale
� \--��
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San Pablo Avenue Public lrnpmvements Plan ■ City of Berkeley, Caliro1nia ,· -;;.:·;,
... •!�· : .�.1_
;w•,•;;,;;;;==--=-= -,, -= ~,_,--._;,if II
Figure JO; Optional landscape with neighborhood
monuments
Figure 3 I; Optional bulb--0u1 landscape wfth
be11ches
Desc,iption of Public Improvements ■ 37

Ir- ,---�- r===== ,
J
San Pablo Avenue Public lmp,uvements Plan • City of Berkeley, California Suggested Tree Planting on Side Streets
• add individual trees where necessary
il add trees to existing rows, complet ing
a conne ction to San Pablo Avenue
O establish new row of street trees
connecting to San Pablo Avenue
Agure 32: Suggested tree planting an side srreeu
Description or Public Improvements ■ 39

San Pablo Avenue Public Impr ovements Plan ■ City of Berkeley, California

3.9 Entry/Gateway Feature
At both community workshops, a majority of workshop par­ ticipants supported the concept of defining the northern and southern entry points into Berkeley with a gateway feature on San Pablo Avenue.

Entry at Oakland Border
Recent construction of planted medians by the City of Oak­ land south Bekeley city limit will, over time and as planted trees mature, render the location of the city limit line less dis­ tinct. In the past this distinction was rooted in the absense of trees on the Oakland side. However, the proposed new median will provide greater visual consistency to the overall appearance of San Pablo Avenue as it traverses different communities. To maintain a sense of arrival and departure as one travels through the different· communities, it is suggested that a modest entry or gateway feature be included in the design of the proposed extended median at this southern end of San Pablo Avenue.

Figure 33 illustrates a schematic design for such a modest entry feature. The design proposes to combine_ the opportunity for a new median between Folger and Haskell Streets with a small structure that incorporates a 'City of Berkeley"-sign. The structure should reflect architectural traditions and mate- rials associated with the best architectural traditions found in . Berkeley. The structure should furthermore be an integral part of the crosswalk design and its standard elements, including the light fixtures identified in this document. It is important that the feature be appropriately scaled to equally address passing pedestrians, bicyclists and drivers alike.

Entry at Albany Border
At the northern city limit, between Berkeley and the City of Albany, another opportuni ty exists to extend the existing median to the Berkeley city limit line. In addicion, the crossing of Codornices Creek underneath San Pablo Avenue (coinciding with che city limit line), and the fact that some design ideas for this location and related to the creek already exist can positively inform the creation of a gateway design.

In early 2001, the City of Albany adopted the 'San Pablo Avenue Streetscape Master Plan,' which proposes to establish a gateway using special design features, which highlight the creek crossing. The plan proposes to accentuate the creek crossing by integrating into the roadway a special paving and a scor- Description of Public Im proveme nts ■ 41

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California 4 2 ■ Chapter 3
Figure 33: Schematic design for an
entry feature on Son Pablo between
Folger and Haskell
Figure 34: Design for the border be­
tween Albany and Berkeley that uses
• special paving to emphazise the
creek crossing beneath the roadway Albany Border

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California ing pattern that is suggestive of the water flowing beneath.

The schematic design for a Berkeley entry feature illustrated in Figure 34 builds on this idea. It suggests that the special paving be carried across the sidewalks to render them more noticeable to pedestrians and that the paving be combined with an exten­ sion of the existing median on the Berkeley-side of San Pablo (no medians are currently planned in this location by the Ciry of Albany). Th e extended median should have at its terminus an identical companion to the entry/gateway feature at the Oakland border.

Other planning efforrs currently undertaken by the City of Albany explore the possibili ty of paralleling the creek with a multi-purpose path for pedestrians and bicyclists. lf a multi­ purpose path that connected to either side of San Pablo Avenue were implemented, this would create a significant need for a mid-b lock crossing in this location. Th e City of Berkeley and the City of Albany should coordinate their efforrs for the de­ sign of city entry features so that they can enhance one another and provide the future possibili ty for pedestrian and bicycle mid-block crossing in this location.

3.10 Incorpor ation of Public Art
Once construction funding for improvements on San Pablo Avenue will become available, 1.5 % of these funds will, by default, be dedicated for public art. It is recommended that priority be given for such funds to be used to incorp orate artwork into the proposed entry feature, i.e. the special paving pattern at the Al bany city limit or the architectural element in the center medians at both city entries. How<;ver, this recom­ mendation is not intended to discourage public art in other places throughout the corridor, it merely expresses a preference for early implementation of public arr in said locations. Final determination of this subject falls within the purview of the Berkeley Public Arts Commission.

There are many opportunities for the incorporation of public arc into the streetscape of San pablo Avenue, including but not limited to special pavement design in areas of high pedestrian foot traffic, median refuges (where 13 -foot wide), 'corral' rail­ ings at crosswalks through conotinouus medians, and monu­ ments in bulb-outs.

It shol!-ld also be noted that south of the intersection with Universi ty Avenue
Description of Public Improvements ■ 43

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California 44 ■ Chapter 3
a steel arch once spanned San Pablo Avenue. Arrows and signs were affixed to the arch, orienting drivers with respect to the location of Downtown and other destinations. For support of the war effort this structure was scrapped for its metal.

Recently, some interest has been expressed to give consideration to recreation or commemoration of this structure. In light of teh fact rhat today University Avenue and not San Sablo Av­ enue is the main gateway into Berkeley in this particualr area, it is recommended to associate such efforts wirh allocation on University Avenue rather than on San Pablo.

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California

4. Placement Guide for
Imp roveme nts
As funding for public improvement projects becomes available over time, it is critical to ensure a consistent appearance and a mutually enhancing impact of successive capital improvements projects or the incremental installation of individual improve­ ments, whether they be privately or publicly financed. The fol­ lowing diagrams describe where particular streetscape furnish­ ings and materials shall rypically be used and located within the public right-of-way.

4.1 Placement Guid elines for Public
Improvements
This chapter will co�tain Figures and Diagrams that illustrate where specific streetscape elements shall be accommodated within the public right-of-way. For this purpose the sidewalk was divided into three wnes: the Curb Zone, and the Clear Zone and Building Zone·(F igure 1).

Figum 2 through 8 address the proper location of the following proposed street furnishings:
□ Pedestrian Lighting
□ Benches
□ Trash/ Recycling Receptacles
□ Tree Grates
□ Bicycle Racks

4.2 Placement Guidelines for
Improvements based on Private Initiative
P/,anters
Planters installed or placed upon private initiative have to com­ ply with the City's "Guidelines for Benches and Planters" and have to be located within the 2.5 feet wide 'Building Zone' or the 4-foot wide Curb Zone of the sidewalk.

Placement Guide for Improvements ■

San Pablo Avenue Public Improvements Plan ■ City of Berkeley; California 2 ■ Chapter 4
Landscaping in Tree Wells of existing Street Trees
Private property owners, residents, and businesses are encour­ aged to plant perennials or groundcovers in those tree wells that have no tree grates. It is the responsibil ity of the individual who introduces landscaping into a tree well to provide approp riate watering and other maintenance. The City reserves the right to remove any landscaping that adversely affects the visual appear­ ance of the streecscape or interferes with ocher sidewalk func­ tions.

Benches/Seating
Benches installed in the 'Curb Zone' must match the San Pablo Avenue specifications for benches in this locatio n, while benches in the 'Building Zone' have to comply with the City's "Gu idelines for Benches and Planters." Chairs and cables for sidewalk cafes may be of any design, but must be installed or placed so that their use does not encroach into the 6-fooc Clear Zone of rhe sidewalk.

Bicycle Racks
Bicycle Racks installed as a result of development activity on a private properties or private init iative must match the specifica­ tions described in chis document and accordingly be located in the 4-foor wide 'Curb Zone.'

__,_/.

New Pedes trian
Fisture in Bulb-out
Original Curt, !ne ___J
on Side Street
New Pedestrian
Fixture in Bulb-out
Original Curb line -
on Side Street
40'typical
San Pablo Avenue Public Impr ovements Plan ■' City of Berkel ey, Cali fornia i • I
I, I , . I
1 i -t- 13'typ ioaI t t ___ _ equal _____ t- -···-- ·•qual ·--···-·· ·r !9
,
15'm
---- ---+-----
tree Light w/ • T ike New
strian Fi ure attached !
varies up tc 110 '
-----�-----
New Ped bcture Tr�e Cobra-h et Light w/
! ! New Pe Fixture attached
Figure 2: Guidelines for the placement of pedestrian fixtures where trees are spaced more than 55 feet on-center varies up to 55' max. I
·1 ·1 ..,c
/
----4_0·�ty�p_ica_1 ___ _,_1. I
. .}c 13 ' typical )•. -�- .. .. . ___ __ equal ___ _ ___ 1 ____ _ __ _ equal _____ __ _ �
i 119 i �
\ i / ! � , I I
ra-h.i.d Stree L1gh1 w/ T± N w Pedet:n Fbct re Trb Cob -head Jtreet Light w/ G-' New Ped' strian F ure attached ! I ! N Pedestrirn Fixture attached varies up to 55' max.

I
i i
varies up to 11 0'
varies up to 55' max.

Figure 3: Guidelines for the placement of pedestrian fixtures where trees are spaced up to 55 feet on-center.

Placem ent Gui de for Im provements ■ 3

San Pablo Avenue Public Impr ovements Plan ■ City of Berkeley; California Cobra-head Street Light
�
_ New Pole-mounted w/ New Pedestrian •
ci?I / Pede strian Light Fixture attached .i �I I I · -'tt- 2 II ¥ 1 :=== QJ
==
--------t,---------- ---4-r------@-----G"
Figure 4: Alignment of Pedestrian-scale Ught Fixtures
.� -----
Align <tines of
Pedes trian Fixture I
Figure 5: Location ofTrash Receptacles
Min. Clea r ZoneJ 1
I 3' k r 11\_
Min. Clear Zone
Figure 6: Bench Location and Placement
4 ■ Chapter 4

News Rack at comer _y
without Trash Recptacle
San Pablo Avenue Pub lic Impr ovements Plan ■ City of Berkel ey, California Bicycle Loop
�
(0 I I
�-· -�=½=1--
'1 I t-\
j '--�_!ear_ S�ace_ required for
Figure 7: Locotion of Bicycle Rae.ks
Figure 8: Location of News Racks (News Racks may not be placed within Bus Stop locations) Place ment Guide for Im provements ■ 5

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California

5. Implementation and
Phasing

5.1 Phasing of Imp rovements and Funding
Sources
It is anticipated that the implementation of improvements pro­ posed in this document will occur over a longer period of rime ( 5 to 10 years). Some improvements can be made sooner than others. For instance; the installation of any new traffic lights or the installation of new medians will most likely be long-range improvements as they require additional fe�ibility studies arid final approval from Caltrans. Other improvements, such as the installation of individual bicycle racks or the planting of indi­ vidual trees could be funded through existing City programs and ·therefore move ahead sooner. However, for implementa­ tion of the key pedestrian and streetscape improvements pro­ posed in this document, the City will have to pursue funding from outside sources. The availabili ty of funding will therefore largely determine the phasing of capital improvements for San Pablo Avenue.

The City has expressed its commitment to pursue a diverse range of funding sources as it has in the past in order to in­ crementally move portions of the Improvements Plan coward construction. Such funding sources include, but are not limited to the Alameda County Congestion Management Agency, the Metropolitan Transportation Commission's (MTC) Livable
Communities program, and other programs that allow or sup­ port the implementation of capital streetscape improvements.

The City could create cost reductions for some of the proposed improvements by coordinating its efforts with those of AC Transit and Calrrans (see 6.2 and 63)
In addition, the City should seek every opportunity to facilitate that private development projects contribute in a meaningful and coordinated way to the City's ongoing efforts of improving the pubiic right-of-way. Such contributions may include the planting of new street trees along the frontage of a new devel­ opment project, the installation of tree grates at existing tree locations, new pedestrian-scale light fixtures, or the improve­ ment of a nearby crosswalk.

Implementation and Phasing • I

San Pablo Avenue Public Improvements Plan ■ City of Berkeley. California 2 ■ Chapter 5
A prioriti zation index was included in the fmprovements Ma­ truc, in order to facilitate the determination of which imp rove­ ments to move toward construction in the short-, mid-, or long-term within the incremental imple mentation process (see Appendix).

5.2 Coordination with Im provements
Planned by Caltrans
At the time of writing of this document, it was expected that Caltrans will conduct comprehensive repaving work on San Pablo Avenue in the next two years. This work should trigger an upgrade of the sub-standard handicapped ramps along the corridor. The City intends to coordina te with Caltrans on this 1ssue to facilitate the most efficient and cost effective imple­ mentation of improvements proposed in this document. This pertains particularly to the construction of curb bulb-outs on side streets and the location of curb ramps in relation to pro­ posed crosswalk improvements.

5.3 Coordina tion with Im provements
Pla nned by AC Transit
The following paragraphs and diagrams describe how im­
provements planned by AC Transit and those proposed in this document should be coordinated so as to mutually enhance the overall streetscape character and pedestrian and transit-friendli­ ness of the San Pablo Avenue corridor.

In the Fall of 200 1, the Alameda County Congestion Manage­ ment Agency published the final report of the San Pablo Av­ enue Corridor - transit Operations and Improvements Study.

Among other subjects, this report addresses Design Standards for Bus Stop Improvements as they are intended for imple­ mentation at AC Transit's bus stops throughout the San Pablo Corridor . The level of intensi ty of the proposed improvements is dependent on the importance of the stop as reflected by the number of boardings and alightings. Important bus stops will , therefore receive a more extensive array of features as compared to a bus stops with significantly fewer boardings. Altogether there are four different typical improvements levels, which in turn may be laid out in different ways depending on local con­ ditions (see example in p;gui-e I). The San Pablo Avenue Public lmp rovements Plan seeks to ensure the compatibil ity of AC Transit's intended improvements with those proposed in this document, as well as the improvements mutually suppo rrive benefits of these improvements.

San Pablo Avenue Public Impr ovements Plan ■ City of Berkeley, California For this purpose a review was conducted of the bus stop improvement standards with respect to the proposed typical layouts of bus stop areas and the proposed furnishings and materials, The review concluded that bus stop improvements and public improvements will generally coordinate weUwith one another and typically have the desired mutually enhancing effect. To increase the cost efficient use of available capital im­ provement funds, the City intends to discuss with AC Transit the possibility of installing concurrently, and possibly through the same contractor, improvements funded by both City and AC Transit. A detailed coordination is not feasible within this document as the majority of bus stops will require one or the other level of customization of the presently known typical de­ signs. However, the foi!owing general items should be observed in future coordination efforts:

Light Fixtures
Where the final location of AC Transit bus stop light fixtures coincide with the location of a pedestrian-scaled, pole mounted light fixtures as proposed in rhis document, the installation of the City-funded fixture should be omitted.

Trash Receptacles
The installation of city-funded trash receptacles should be omitted where AC Transit's trash receptacles are installed within 50 feet of an intersection where a city receptacle is required (see also 3.5 Pedestrian-scaled Light Fixtures and Street Furnishings).

Pavement Layout
The special paving proposed by AC Transit for installation at bus stops should relate to existing tree wells and crosswalk improvements.

News and Bicycle Racks
No news or bicycle racks should be approved for installation within the AC Transit bus stop area where bus stop furnishings are installed. The minimum distance between news or bicycle racks installed in the Curb Zone and the end or beginning of a bus stop wne (as designated by AC Transit) is 10 feet.

Removal of obsolete Improvements at relocated or abandoned Bus Stops .

The initial set of bus stop improvements planned by AC
Transit will include the relocation of a number of bus stops (far side vs. near side). In rhis context, the transit agency should be requested to remove all remnants of bus stop improvements at locations that are being abandoned as part of this process. This Imp lementation and Phasing ii 3

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California 4 ■ Chapter 5
·CD; Slo!ik«
request should be extended to older bus stop imp rovements, such as pavemen t tiles, trash receptacles and benches, that were partially _left in place after bus stop locations were changed as a result of previous changes of bus service on San Pablo Avenue.

Today, these left over improvements are uns ightly and add to the visual clutter within the pedestrian realm.
�
Un ivefsi ty Av.env e/T yp e • A
{B�rki!!le,y)
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® Eit!1�5!r� l�1. 1yp.
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Figure I: Example of bus stop improvements proposed by AC Transit

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California

6. Prelimina ry Cost Estimat�s
Prelimi nary cost estimates were prepared w gauge the magni­ tude of funding needed for implementation of improvement s suggested in this documen t.

Not included in the preliminary cost estimates were items which require additional feasibility studies, such as the exten­ sion or creation of new medians, or the introduction of mid­ block crossings. Although any new signal on San Pablo Avenue will also require additional analysis and the issuing of warrants by Caltrans, their approximate cost has been included by add­ ing $25 0,000 per signal location.

How were the cost estimates prepared?
The corridor-wide and intersection specific costs for improve­ ments were arrived at by going through the following set of steps:

1. A set of intersection and crosswalk improvements was selected that addressed most variations of improvement and intersection configurations.

2. Schematic cost estimates were prepared for five different sample intersection/improvement configurations. Each estimate was assigned a category that could then be assigned to similar intersection/impro vement configurations throughout the Cor­ ridor:

Category 1 (Cowper) - $32,000;
Category 2 (see below) - $95 ,000
Category 3 (Addison - west) - $1 25,000;
Category 4 (Hearst - $205,000);
Category 5 (see below) - $275,0 00;
Category 6 (Addison - east) - $1 30,000
Category 7 (University Avenue) - $300,000.

Preliminary Cost Estimates ■ I

San Pablo Avenue Public Impr ovements Plan ■ City of Berkel ey, California 2 • Chapter 6
The individual sample cost estimates include cost items such as demolitio n of existing pavement and curbs, the constru ctio n of new curbs, landscaping, pedes trian-scale lighting, and other street furnish ings (see Appendix for itemized schematic cost esti mates for all sample intersections) . A contingency of 25% and 8%> design and engineering cost were added to the total calculated ca.pita ! cost.

3. Two additional schem atic cost estimates were prepared for configu rations rhat are very similar ro one rhe above bur include an additional feature or one less feature. Category 2 is based on the configuration of inter section and impr ovements of Category 3, bur includes one less crosswalk. Category 5 is based on Catego ry 4 improvements , but in addition include s special paving for all four crosswalks.

4. All intersections rhroughour the Corridor were then assig ned one of the above categories based on similarity to the sample intersection/impr ovements confi guration (see Table 1 - "I m­ provemen ts Matrix" in the Appendi x).

5. To estim ate the cost for imp rovement s propos ed to occur be­ tween inter secti ons, a cosr esti mate was prepared for a total of 10 00 feet of impr ovements on both sides of the street (appr ox. $500,000 per 1, 00 feet) . This cost was then extrapolated to reflect the entire corridor length between inter section s (10,000 feet) .

Summary of Results
Based on the above outlined schemat ic cost esti mates, corridor­ wide improvements suggested in this document would total an app roximate $1 1 million (see Table below a.nd Tables 2 thro ugh 5 in the Appendi x).

Estimated Cost for Corridor-wide Improvements
Total Estimated Cost for all Intersection Improvements
Total Estimatd Cost for Improvements between Intersections Estimated Cost for new Si nals
Schematic Total for Corridor-wide Improvements
• Not included are costs for new medians and special gateway designs $5,600,000
$
0 5,000, 000
$750 000
$11 ,350,000

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California

7. App endix
A. Capital Improvements Plan
B. Improvemen ts Matrix
C. Summar y of Streetscape Furnishings and Materials
D Pedestrian-scale Lighting and Refuge Lighting
D Bench
D Trash and Recycling Receptacle
D Tree Grates
□ Bicycle Racks
D Special Paving
D. Sam ple Cost Estimates
Appendix II I

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California 2 ■ Chapter 7

,JIL , JCJCJ--·---�,u ,
' 7, ----
/ -
,_- ,_ - -.. _
I
I
I
- -,
I
I
I
San Pablo Avenue Public Improvements Plan • Crty or Berkeley, Calirornia I
I
I
I
- I
'- -✓
<D Improvement Reference Numb er
1(1 1! Recommended New Crosswalks
1 Proposed Crosswa lk Remodels
(I Proposed New Traffic Light
o Existing Traffic Lights
= � Designated Nod es
Figure t: Co pita/ Improvements
Appendix ■ 3

San Pablo Avenue Public Improvements Plan ■ City of Berkeley, California C. Summar y of Streetscape Fur nish ings
and Materi als
Pedestrian-scale Lighting and Refuge Lighting
Se'fux
D Bet a Pendant (BPO -D-R 3 -custom brack et­
MH I5 0w)
D Mount on existing 'cobra-head' light fixture (match
mounting height of 12 ' pole fixture described be­
low)
Se'fux
D Paint with RAL 5008 to match other street
furnishings.
o Beta Pendant (BPO-D-R3- single-MH 150 w)
□ Mount on 12-foot pole, with BC l optional base
cov er.
□ Paint with RAL 5008 to match other street
furnishings.

BEGA
D 871 4MH - In-pavement Luminaire
o MH-39 Watts
Append ix ■ 7

1 2
3 4
5 >-·--·-
6 7
_____ .,_,. __ _
8 9
-·----·- -·-
10 1--------·
11 ---
12 ,_
13 14
15 .
16 ·-
17 --·---·--
18 -------·
19 20 -- -�
21 22
--·--
23 24
25 26
27 28
29 30
Hask ell (EB ll)
Folgar (Easl)
Carrison (Eaal)
Murr ay(We•l)
Aohby (East/W eal )
-·
Burnel l {Easl)
Russe l (EaslJ
··· --·-- ··-.- -- -
Heinz (Weal)
same
i--- .. -·. ··-- ---
Oregon (Ea& I)
_____ ., ___ -----
Grayson \Wesl )
50' yu
-
89' yes
60' yea
50' yas
60'/80'
·-
80' yes
GO' yaa
---- ·-
60' yes
---·-- ,_.,, __
70' ye&
------ ---·
GO' yes
• Elcpl ora lncorporaUon of Enlry
Fu aluru
•
•
•
•
--- ----- .. ____
•
• Bltycla Bloulavard
.. - · -· _______ ., ____ ..,,. ___ ,,
•
•
_ ,. ____
..

Bicycle Bloulevard
·····--- -.... ..... ..... -- ·-·------- ----·
• - --------···-� '
C} 'l q
I. Bus Slop Ac .. n lo 11op In OalJaod 11
• 2 871fl; 2. Crew of Univa('lily Bldg .
-· -·-· ·-__ ... , ... _ lhllll )(..Jng wha111 hlghar ranhJng ano ani,l 3 nntt,y.
-- ·--- -·
No Ctuuw•lk curr•nlly •11lttl taUlfnQ
• • 1 B roducod Sllrly.
-
l hll X·lng wa■ dUmld UMafa b■Clua■ of
• A IQQ ., ... proKlmlly ID Alhby 1.1 ... adlon.
1, Kt'r Node lnlusectJon; 2. Bu, Slop
• • 1 A Accu1; 3� AcCHI la bu1inH1N
---

1. Accu ID bu1int11• 1:°2. But Slop A.ctou
2 1. DlcydG 81vd. Cn11ing: 2, Atcoas lo
• • • 1 A bu1in1 1111
-- ··-·- ·----· ·- 1. Blcycln Blvd. Cranlr,g; 2. Bua SI�;-- • 1 A Accan: 3. Act:o11 lo bu1lnnaos
I. Dlcyclo Blvd. Cro.,,lng; 2. Bu1 SIQp
• 1 A Aten,: 3, Atttll tD bu11n111■1
-- ------ --· ··-- . ,_.,., -- --- f---· ···· ·· •.••
K•)' B\.11 s1DP�·c;;;;.:om •�idonli1I are.as
• 2 - .. -- .. ·-- �-i-- ·- ···- --
8u1 Sop A�OH, but ulrll�g algnel prov�aa
.. . 3 ... 1,1y
'--- · -- ----- ·�1 --· ··--- - _,, __ --- ---- ____ ,. ___ -·-··-- Ward (Eaal) 50'
··---
Par:tl•• (Wosl) 50'
Darby (E aal) 60'
Carialon (WD5l) 72'
·-·-·-
Carlolon \EaBI) 601
yes
---·- ·-----
ye•
yQI
yPS
yea
... . .. -------
·--
New median II propo sed be twe en
Da rby and Can elon.

I
I
-- ---
--
.. _ --
----
____ __ ,.,_ .. __ __ -·"--·- - -- - -·- . ------- ----- - ··- ,_ t--·---· Pariu1r (EeslM'e•l) 60 '/6 0' • Cla n 3 Blc:ycl• Roule
-·------·- --- ·- __ ., __ ·---- ·---... --�---- --·· ----- --- ···- Blako (Eaa l) 60' _yes •
·---- --- 1-,.,_, __ _ ..... _. __ .,_ ... ·-· -.... -... -·-·- -··· -·····--- -·-··-- Dwlghl (Ea sVWe5l) 50'/80 ' •
Channin g (EaaVWasl) 60'/BO' Bicycle Bloulev ard j
·- ·-· -�---·· ---- _______ __ ., _____ ! ·-- r---- -
same .sBme
Chaucor (E ul) 50' yu
----- ,__ -·--- i----- -- --·--·-·
Bancrol\ (Ea &IM'e&I ) 60'/60'
Allston (Easl/Wesl ) 60'1 60' Cla aa J Blcyde Roule .
.. ">--- ------- ---·---
Cowper \Ea&l ) 50' yea •
-- --- ---·- -· -- ·-
Addison (Wa sl) 60' yos •
--t- ... ·-
Addiuon (Eeal ) 80' yoa •
Univ er,lly\En s l/W es l) 100 ' •
.. --- --- ---- --- - --- f----
Haa ml (Eaal/Weol) 60'/50' •
----------· --- ---- ----
Delaware (Enl/Wasl) 80'/60' Clan 2 \alriped blcycie iano) ·---·-·· -··-·-- ---- ---- _, _,.
8111 Slop Accrr111
• 2
-- - ·- t---•- --·
lor,n X-lng whllfQ high;, ranking onn Bllitl
• 3 noartiiy.

No tr;iuwMk Wm1n lly 1xl1 1• !:eU■ln.g
a 1 B roduc.d ufely,
ln!U X�ng v,11.,. hlOhet ranking on .. ulol
3 n .. rl>y.
--- f- .. , ___ ·- Bu1 Slop ""HI
·-
• 2
----- -- -·· --· -- ·

1. Bua Slop Aetna: 2. dlcy,:lt Roul1; j:i<■y
... . _ ----- _,.._ .. ---------·
•
---- --·-- -- -- l--•--·- ----
• •
• ·--·- -- .. ·-· ____ ,.. ·--- ·- r-- .. ---·
•
• "
---- ---
•
- -·- --- -·--
•
·-
•
• • •
- '--
" •
----- �--·- --- t-·---
•
•
-··--- ·------ ·- ·- ·----
1 B
-• --w.• --
2 -� --
1 A
1 A ·- --· -- -
1 A
3 roulo lo Wftorlloloy wor1<p11c,,1
-- --·--- -- --- � -1, Accu lo bu1,n cna,: 2. Bus &lop Accus:
·1 l<.oy Nod• lnl arucUon; 2. 8U11 Stop
Accou; 3. Ac,:1111 ID bu1l11euu1

1. Blc)'<(o Blvd. Croulng; 2. Bui Slop
Actltl l
t. Dlcyclo Blvd. Cronlng; Z. 8u1 SIDo --·
Ai;eor1
A\111 Slop Accen, bul ,11omtlivat exl1l,
p1rtic:ul1Jtiy ff n•w ■lgna l e\ Channing la bullt
------- ·-. 8111 Slop Ace.SI
2 1. Bui Slop ACCC!.1■; 2. Blcyde Roula; 3. Key
1 A roult lo SchOOI wHI ol BP
··----- Infill X�ng whore higher ranking onu •• ill
3 n■■ rb)'.

Acc111 tO bulinonow
2 1. Mcon lo bullnuan: :. Roducti;;;;-;;j;y
1 B walking

1. "-•r Nod• 1"1 ..... .uon: z. D\rJ SloP
1 A Accc11; l. Acec!11 ta buslnUIO.lli

1. Acililobu�nl8111: Z. Bu, Slap Accu,
2 ·---I. Bua Slop A""""• 3. Blcydo Roul•; bul
3 ruu,Ung slgnol prnvldCI aahrtty
__ ., ___ h_O_
···-- --·- ... -- --� ----·- ------· --- .. ·--·- f-• ·-·- fmpart■nl ••ma lvr 8dlool ....... , -·- 3 1
···----- ··-·---
32 ... .. ·,--- -···--·
33 .... .. .. -- ...
34 35
-H-
36 37
---·
3B
39 40
1--•
41 Franl:laco \Easl )
-·-- -------- --- -·---·-
Virginia (Easl/Wu sl)
..... ... --... ---- --- -·- ······-·- --·-·- _ ..
&ame
-·· ·· ·-··--- ··---
Midblock be lw. Vlrylnla/C eder
Cedar (EasVWesl )
- -----
Jonas (Eael/Wesl )
Pegu (EasVWBsl)
..

Camel la \Ea 6VWeal )
Mldbloc k belw. Carn alla/Gilman
-·------
GIiman (Eaal/We &l)
50'
1----• ·-
60'/60 '
·- -··· -· •.
nla
__ ,_ ..
n/a
70'/50'
yea
._ ___
·- ··---
-···-·-·
---- --·--
60'/60'
60'/50'
60'150'
n/a
--
eo·,eo·
··-·--
•
-- · ... --
•
--- - -
•
•
--·
•
---
•
•
•
---- -- t---•· - ---.__
Mldblock belW. Gilm an/H.errison n/e •
--·-·------ --·--· -- - -· ·· ··
Bicycl� Bloulevard
--···· . - · ·- - ---·-·- ·--·-- ·-· -··--·--
.... ------- -------- ---·--- .• _ .. ____
----·-·· ---- ·-----· - - --·--·-· ·
-------- ------ · ·-
---· ----
Clae·a 2. 5/Cla ua. 2 (1lrlped bicycle
lano) ------ -----
• •
-- ·-- ----- I--• --·-
·-·- --
•
--- -··
-·· ----
·--- •--·•-
'
---- -- ·-----·- --
·-·--·-
•
-·
----
•
•
... ·-·· --
..... . ·--·····
•
-·- -
'
a
------
•
•
---·
-·····--
-·-·
•
-- --
.. __ .,._
•
.
•
2 -- -·-1--- ----- -L- -

1. Blcyde Blw. Craulog; 2. e ... Slop
1 A Ac,;e■t; J. SctiDOI Atutl
· ······· -
-- -♦--- -

1. Blcyclo Blvd. Craning; 2. oui&lop -- ·
1 A Accsu, 3. scnool Act.1111
---··- - ·· ····· --· -- LDl'lg•latrn go.all& lhe r.ducdon or jay " 4 w11lklng 11ilhln Dn1gns1od Nadal by
lnltodudng mid-block ,�ng1.

1. l<.oy Nodo lnlerl<!t1io11; 2. Bue Slop
• 1 A ACC'f.111; J. Atcua ID bu1ln11 11■1
f.--..... ··- --••• -••u•• -----·---·--· lnlill X-ln9 whara hig_h111r ranking" anu ,uiltl 3 no111by.

Bui Slop A=n
2 ---- ,__ ____ 1. l\c.c&U lo 1Mm•1111; 2. lQOV blod,.- 2 make qu•ftl)' ••Inga 1l 1nl•rNcton1 marw
lm""'11nl.
• 4
Lonv-tonn pool lo Iha roducQon ut J•r
walking Wllhln 0o■lgn.,I.Od Noda1 bV
lnlnldudng mkl-blac:li ••Ing■.

I. Key Node lnltno cdon; 2. Bua Si:,p
• 1 A Accaaa: l. AccH1 la bwa1m,ue1
Lonv�orm goal 11 lh• l'lduollon ol J•r
• 4 walking wllhln DOl lgnatrd Nodal by
lnvoduc,ng mid•blocJt .--Ing•.

I
----··1-·- ·--·--- 1 ........ -.. ,. bulinu111; 2. BUI Slop ·----- -- -- -- -- --- -- 42 Harrt1gn \Eaal/Wa1l) 60 '/50'
----- -- -- ·--·- ----·--- ·---- -- --··· ·-·-·-· · -- --·- 43 al l:lur kaley /Albany Clly Limit n/a
---··--·-··--· ----··----- ·--- -·--- -·- --·-·- - ·---�- · ----
•
--.---�-
·--·---
·--·------· -· -·-· --· ---·-
____ ,. ________ ,. ---·· .. - ·- ·- . -- "• -· · ·-· -- .. . _,.:_, Expl ore lnco rporaUon or Entry
Fu lura/ Coo rdin ate w/ City of •
·-··· --- · Alb�n_ y ···-- -- -· .__ __ ·- ··"- _ -- �-- San Pablo Av enu e Cr ossw alk and In te rsection Im prov ement s Ma trix -
2 Ace.n1; l. long b)od;1 make qu■lty •·ntl•
11 JnIa,1oc:lon1 mura impol1anl.
-.----- ------- 'i;j;�d.lblka pain■ ■re lmpl■manlad 11ona " ·t.b.d. Cadomlco• Crffk, • ,-nq ll lho, locaUon
prqvkh1 a uJe t11n.etlan actHI SP
-·· ·- · -··· --- ·-·· .,. __ ... -- --· --·- -·--·-··-- ·-·-·--·-- --
• 2
-·- ---
·• 2
" 6
�-·-
1 5
• .2
6 --
3 n/a l. b.d.
--- ------
• 3
---->---
• 3
·---· ,.. __
• 2
---,__ __
2 • ·2
• 2
� ·-
• 3 ---- ---
• 4
·---- ·--· -
I
• 3
---- t-·---
5 4 ·· --- _,. __
nla t.b.d.
2 • 4
• 4
1 • 3
• 6
7 i------- ---'-
• 4
- ·-
---
-·--·-
.. -·- ··-
nru
4 1
---·-·-
4 ··- -·
t.b.d. --· --- - --- -
nla t.b.d .
5 ,__
" 4
• 4
• 4
n/a l.b.d.
5 •·--- ·-
n/a t.b.d .
-·
a 4
_,_.,_ --•·--
nla l.b .d.
-· ---- ----··-

San Pablo Avenue Public Improveme nts Plan ■ City of Berkeley, California 8 ■ Chapter 7
Benches (removable)
Canterbury International
D Modified Bowrey Bench
□ 6 foot long, w/ back and additional center arm­
rest
□ Paint with RAL 50 08 to match other site fur­
nishings, surface mount.

Trash/Recycling Receptacle
Forms +Suifaces
□ Urban Renaissance Receptacle - SLURB-36SF
D 36 Gallon, side opening with dome top, fan grillwork
(is City of Berkeley Standard)
D Paint with RAL 5008 ro match other street furnish­
ings, surface mount .

San Pablo Avenue Public Im provements Plan ■ City of Berkele y, California Tree Grates
Neenah Foundry Company
D R-9 105 18 000 Rectangular
D Four piece 4'x 6' casr iron tree grate for framel ess retrofit installation, _" slot ope nings.

Bicycle Racks
Ame1·ican Bicycle Security Company
D BR 3 - sin gle loop for storage of 3 bicycles maximum, surface flanged , (is City of Berk eley Standard)
D Paint with RAL 5008 to match other stre(,t furnish­
ings
D surface mount.
�'ii"
ft�Lf !'!.A$ MO: Str:119'i
Appendi x ■ 9

San Pablo Avenue Public Improvements Plan ■ Crty of Berkeley, California I O ■ Chapter 7
Special Paving at Crosswalks
D Ackerstone
Crosswalk Surface
D 5 3/8" x 8 3/8" x 8" (WxLxT ) Antique Kobble,
p_recast concrete unit pavers, "T hrough Mix", w/
standard rexrure, color r.b.d.

D Install in running bond pattern.

Note: According to manufacture,; paver does not require a concrete base.

Crosswalk Edges
o 4" x 12 " x 8" (WxLxn Holland Stone 1
D precast concrete unit pavers,
D "Through Mix", w/ shotblast texture, color "pew­
ter"
D Install as 12 " wide band on along either edge
of Antique Kobble surface.

Note: According to manufacturer, paver does not requii·e a concrete base.

San Pablo Avenue Public Improve ments Plan ■ Crty of Berkeley, California D. Sampl e Cost Estima tes
Schemat ic Cost Estimates for typical Sets of
Improv ements
Table 1 - Cost Categor ies and Key Im proveme nts Cha racte risti cs Estim ated Total
Cost Cat- for Propose d
egory lmrpovements Key Characteristics
1 $32,000 50' ROW T-intersection; no bulb-outs; 1 crosswalk across San Pa blo (except 2 at Francisco) ; (Chap ter 3 - Figure 7) 2 $95 ,000 60' ROW T-intersection; 2 bulb-outs; 1 crosswalks across San Pablo (Category 3 minu s one crosswalk) 3 $1 25,000 60' ROW T-intersection; 2 bulb-outs; 2 crosswalks across San Pa blo (Chapter 3 - Figure 5) 4 $205 ,000 60' ROW Four-way intersection; 4 bulb-outs (except Delaware); 2 crosswalks across San Pa blo (Chapter 3 - Figur_e 4) 5 $275,000 Ashby, Dwight, Cedar, and Gilm an Intersections (Category 4 plus Special Crosswalk Paving); (Chapter 3 - Figure 6) ·• 6 $1 30,0 00 Singl e crossing through existing median; include s corral configuration in median (Chapter 3 - Figure 9) 7 $300,000 University Avenue specific lmprovements (Cha pter - Figure 8) Table 2 - Estima ted Cost for Interse ction and Cross-
walk Impr oveme nts
Occurrence
of Categories
throughout Cor- Cost per Occur-
Cost Category rid or rence Total Cost
1 3 $32,000 $96 ,000
2 8 $95, 000 $760, 000
3 6 $12 5,000 $750 ,00 0
4 11 $205, 000 $2,255,000
5 4 $27 5,000 $1,1 00,000
6 3 $1 30,000 $390,00 0
7 1 $300,000 $300,000
Grand Total $5,6 51 ,000
Table 3 -A verage Esti mated Cost for Imp rovement s
between Intersection s
Cost per 1 ooo feet
of Improvements
Approx. Total Length of Street Sege- (on both sides of
ments between Intersections the street} Total Cost
10 ,0 00 feet l $500,000 $5,000,000
Table 4 - Esti mated Cost for Corr idor -wide Impr oveme nts Total Estimated Cost for all Intersection Improvements $5, 600,000 Total Estimatd Cost for Improvements betwee n Intersecti ons $5,0 00,00 0 Estimated Cost for new Sign als $750,000
Sche matic Total for Corridor-wide Improvements $11 ,350 ,000 • Not in cluded are costs for new medians and special gateway desig ns Appe ndi x ■ I I

ATTACHMENT 1, EXHIBIT G
DRAFT

GENERAL PLAN AMENDMENTS
Land Use Element
Page LU-9
The Land Use Element maintains the City’s current industrial and manufacturing land use policies of the 1993 West Berkeley Plan.

Page LU-25
Policy LU-47 San Pablo Avenue Specific Plan
Implement the San Pablo Avenue Specific Plan and take action to achieve the four desired outcomes of the Plan:

1. Increased Diversity and Supply of Housing

2. Increased Business Activity to Support a Thriving Community

3. Enhanced Interaction Between Public and Private Spaces

4. Enhanced Local and Citywide Access
Page LU-29
Avenue Commercial
These areas of Berkeley are characterized by pedestrian-oriented commercial development and multi-family residential structures. These areas are typically located on wide, multi-lane avenues served by transit or BART. Appropriate uses for these areas include: local-serving and regional- serving commercial, residential, office, community service, and institutional. Building intensity will generally range from a Floor Area Ratio (FAR) of less than 1.0 to a FAR of 8.0. Population density will generally range from 44 to 88 persons per acre.

Within the Southside Plan Area, residential development in the Telegraph Avenue Commercial (C-T) district is subject to a minimum density of 200 dwelling units per acre and minimum population density of 500 persons per acre. There is no residential density limit. This allows for greater flexibility in housing types to maximize housing opportunities in the Southside Plan Area.

Within the San Pablo Avenue Specific Plan Area, there is no minimum or maximum residential density limit. This allows for greater flexibility in housing types to maximize housing opportunities in the Specific Plan Area.

For information purposes, the compatible zoning districts for this classification are shown below with accompanying development standards.

Zoning District Maximum FAR Maximum Height
South Area Commercial (C-SA): 4.0 24-60 ft
General Commercial (C-1)1: 3.0 35-50 ft
Telegraph Avenue Commercial (C-T): 3.0 – 8.0 50-85 ft
West Berkeley Commercial (C-W)2: 3.0 40-50 ft
San Pablo Avenue Commercial (C-SP)2 4.25 40-75 ft
1 Please see the University Avenue Strategic Plan for a description and location of development nodes on University Avenue in the C-1 Zoning District.
2 Please see the West Berkeley Plan for a description and location of development nodes on San Pablo Avenue in the C-W Zoning District
2 Please see the San Pablo Avenue Specific Plan for a description and location of development nodes on San Pablo Avenue in the C-SP District.

Page LU-31
Mixed Use-Residential
These areas are intended to maintain and preserve areas of the city for lighter manufacturing and industrial uses and allow for additional uses, including residential, where determined appropriate by zoning, and only if the use will not weaken Berkeley’s manufacturing and industrial economy. Appropriate uses for these areas are identified in the West Berkeley Plan.

Within these areas, building intensity will generally range from a Floor Area Ratio (FAR) of less than 1 to an FAR of 1.5. Population density will generally range from 22 to 44 persons per acre, where housing is allowed.

For information purposes, the compatible zoning district for this classification is Mixed Use- Residential (MU-R), which allows a maximum FAR of 1 to 1.5 and a maximum building height of 28 to 35 feet.

Page LU-32
University Avenue and West Berkeley Designated Nodes
Both the West Berkeley San Pablo Avenue Specific Plan and the University Avenue Strategic Plan established specific "nodes" along University Avenue and San Pablo Avenue in which specific regulatory policies and programs would be applied as an overlay to accomplish area plan goals for revitalization in these specific locations.

See the Berkeley Zoning Ordinance, the West Berkeley San Pablo Avenue Specific Plan, and the University Avenue Strategic Plan for more detail.

Transportation Element
Page T-1
The following plans and studies inform the Transportation Element:
 Downtown Plan, West Berkeley San Pablo Avenue Specific Plan, South Berkeley Plan, South Shattuck Strategic Plan, and University Avenue Strategic Plan.

Environmental Management Element
Page EM-9
Noise sources related to heavy manufacturing, located mainly in industrialized West Berkeley, were once a more dominant contributor to the noise environment. In the past, noise-related land use conflicts between West Berkeley and other more residential sectors of the city were at a minimum, given the distance between these areas. More recently, however, increased residential and commercial uses in West Berkeley have begun to threaten industrial uses, in part through a changing perception of environmental standards as they relate to the manufacturing process. The presumption in the past in most industrially zoned areas was that noise generated by an industrial use was an acceptable part of the manufacturing context. The Concept Plan for West Berkeley was adopted in 1991 and included policies to address these types of noise conflicts in order to maintain the historic mix of land uses in an environmentally responsible manner. The West Berkeley Plan, adopted in 1993, calls for more stringent environmental review and regulation, including the mitigation of noise through both industrial and residential measures.

Economic Development and Employment Element
Page ED-6
In the early 1990s the City established the Berkeley-Oakland Recycling Market Development Zone (RMDZ) as part of a strategy to increase the number of environmental businesses in

Berkeley. This was followed in 1993 with a formal adoption of the "Environmental Economy" initiative. Also in 1993, the City adopted the West Berkeley Plan, which establishes an economic development strategy to maintain manufacturing in the mix of West Berkeley uses. In 1997 the City revised the Zoning Ordinance to implement the West Berkeley Plan. In 2000 the City adopted further revisions to provide appropriate locations for recycling uses, and other uses consistent with the West Berkeley Plan and the City’s Environmental Economy initiative. In 2026, the City retired the West Berkeley Plan.

Page ED-8
Policy ED-2 West Berkeley Industry
Continue to implement the West Berkeley Plan, with its central emphasis on protecting and strengthening the city's manufacturing sector. (Also see Land Use Policies LU-33 and LU-34.) Actions:

Publicize the economic, social, and environmental benefits of industry, emphasizing the health of Berkeley manufacturing, the "high-tech" dimensions of industry in Berkeley and the United States, manufacturing's comparatively high "multiplier" effect on the economy, and the community value of well-paying, high-benefit, low-bar-of-entry industrial employment.

A. Work with the West Berkeley Association of Industrial Companies and the sustainable business associations to maintain West Berkeley’s attractiveness as a site of manufacturing and to facilitate relations with other business in West Berkeley and with West Berkeley residents and community members.

B. Continue to evaluate the effectiveness of the West Berkeley Plan.

C. B. Focus business assistance and economic development efforts in West Berkeley on retention and expansion of industrial and Environmental Economy businesses.

D. C. Examine use of land trusts, investment loans and funds, and business incubators to preserve land and buildings for industrial uses.

Urban Design and Preservation Element
Page UD-5
Recognizing the particular character of areas, the City Council has adopted a series of area plans, including the Waterfront Plan (1986), Downtown Plan (1990), South Berkeley Plan (1990), West Berkeley Plan (1993), South Shattuck Strategic Plan (1997), University Avenue Strategic Plan (1997), and the Southside Plan (2011), and the San Pablo Avenue Specific Plan (2026).

Page UD-21
Policy UD-26 Pedestrian-Friendly Design
Architecture and site design should give special emphasis to enjoyment by, and convenience and safety for, pedestrians. (Also see Land Use Policies LU-11, LU-20, LU-21, LU-26, and LU- 27, LU-47, and Transportation Policy T-47.)

ATTACHMENT 2
ORDINANCE NO. -N.S.

AMENDMENTS TO THE ZONING DISTRICTS AND MAP CHAPTER (BMC 23.108), COMMERCIAL DISTRICT CHAPTER (BMC 23.204), MANUFACTURING DISTRICT CHAPTER (BMC 23.206), SUPPLEMENTAL USE REGULATIONS CHAPTER (23.302), GENERAL DEVELOPMENT STANDARDS CHAPTER (23.304), LIVE/WORK CHAPTER (23.312), PARKING AND LOADING CHAPTER (23.322), ADMINISTRATIVE RESPONSIBILITY CHAPTER (23.402), AND SPECIFIC PERMIT REQUIREMENTS CHAPTER (23.406) TO ENACT THE SAN PABLO AVENUE

SPECIFIC PLAN AND RETIRE THE WEST BERKELEY PLAN
BE IT ORDAINED by the Council of the City of Berkeley as follows:

Section 1. Table 23.108-1 Zoning Districts within BMC Section 23.108.020(A) is amended to read as follows:

TABLE 23.108 1: ZONING DISTRICTS

DISTRICT

SYMBOL NAME OF DISTRICT
Residential Districts
R-1 Residential Multi-Unit 1
ES-R Environmental Safety Residential
R-2 Residential Multi-Unit 2
R-2A Residential Multi-Unit 2A
R-3 Multiple-family Residential
R-4 Multi-family Residential
R-5 High Density Residential
R-S Residential Southside
R-SMU Residential Southside Mixed Use
R-BMU Residential BART Mixed Use
Commercial Districts
C-C Corridor Commercial
C-U University Avenue Commercial
C-N Neighborhood Commercial
C-E Elmwood Commercial
C-NS North Shattuck Commercial
C-SA South Area Commercial

2 DISTRICT

SYMBOL NAME OF DISTRICT
C-T Telegraph Avenue Commercial
C-SO Solano Avenue Commercial
C-DMU Downtown Mixed-Use
C-W West Berkeley Commercial
C-AC Adeline Corridor Commercial
C-SP San Pablo Commercial
Manufacturing Districts
M Manufacturing
MM Mixed Manufacturing
MU-LI Mixed Use-Light Industrial
MU-R Mixed Use-Residential
M-RD Manufacturing, Research and
Development
Special Districts
S Specific Plan
U Unclassified

3 Section 2. That Table 23.204-1 Allowed Uses in the Commercial Districts within BMC Chapter 23.204.020 is amended to read as follows:

Table 23.204-1: Allowed Uses in Commercial Districts

COMMERCIAL DISTRICTS

USE-SPECIFIC

REGULATIONS
ZC = Zoning Certificate
AUP = Administrative Use
Permit
UP(PH) = Use Permit
NP = Not Permitted
-- = Permitted with AUP,
see 23.204.020(B)
[#] = Table Note Permit
Requirement
* Use-Specific Regulations
Apply

C-C C-U C-N C-E C-NS C-SA C-T C-SO C-DMU C-W C-AC C-SP
Residential Uses
Accessory
Dwelling Unit
See 23.306—Accessory Dwelling Units
Dwellings
Single-Family
Residential
UP(P
H)
UP(P
H)*
UP(P

H) UP(PH) UP(PH) UP(P
H)
UP(PH
) UP(PH) UP(PH) UP(PH) UP(P
H) UP(PH)*

23.204.060(B)(3);

23.302.070(H);

23.204.160(D)(3)(a)
Multi-Unit
Residential
UP(P
H)
UP(P
H)*
UP(P

H) UP(PH) UP(PH) UP(P
H)
UP(PH
) UP(PH) UP(PH) UP(PH) UP(P

H) UP(PH)

23.204.060(B)(3);

23.302.070(H);

23.302.070(M)
Group Living
Accommodation
UP(P
H)
UP(P
H)*
UP(P

H) UP(PH) UP(PH) UP(P
H)
UP(PH
) UP(PH) UP(PH) UP(PH) UP(P
H) UP(PH)*

23.204.060(B)(3);

23.302.070(H);

23.204.160(D)(3)(a)
Hotel,
Residential
UP(P
H)
UP(P
H)*
UP(P

H) UP(PH) UP(PH) UP(P
H)
UP(PH
) UP(PH) UP(PH) UP(PH) UP(P
H) UP(PH) 23.204.060(B)(3);

23.302.070(H)
Mixed-Use
Residential
UP(P
H)
UP(P
H)*
UP(P

H) UP(PH) UP(PH) UP(P
H)*
UP(PH
) UP(PH) UP(PH)
See
Table

23.204-
41 UP(P
H) UP(PH)*

23.204.060(B)(3);23.302.07
0(H);

23.302.070(M)
Senior
Congregate
See 23.302.070.I

4 COMMERCIAL DISTRICTS

USE-SPECIFIC

REGULATIONS
ZC = Zoning Certificate
AUP = Administrative Use
Permit
UP(PH) = Use Permit
NP = Not Permitted
-- = Permitted with AUP,
see 23.204.020(B)
[#] = Table Note Permit
Requirement
* Use-Specific Regulations
Apply

C-C C-U C-N C-E C-NS C-SA C-T C-SO C-DMU C-W C-AC C-SP
Housing
Public and Quasi-Public Uses
Child Care
Center
UP(P
H)
UP(P
H)
UP(P

H) UP(PH) UP(PH) UP(P
H)
UP(PH
) UP(PH) UP(PH) UP(PH) UP(P
H) AUP
Cemetery/Crema
tory/Mausoleum

NP NP NP NP NP NP NP NP NP NP NP NP
Club/Lodge UP(P
H)
UP(P
H)
UP(P

H) UP(PH) NP UP(P
H)
UP(PH
) NP UP(PH) UP(PH) UP(P
H) AUP
Columbaria See 23.302.070.C
Community Care
Facility

AUP AUP AUP AUP AUP AUP AUP AUP AUP ZC AUP ZC
Community
Center
UP(P
H)
UP(P
H)
UP(P

H) UP(PH) UP(PH) UP(P
H)
UP(PH
) UP(PH) UP(PH) UP(PH) UP(P
H) ZC
Emergency
Shelter, 25 beds
or fewer

ZC ZC ZC ZC ZC ZC ZC ZC ZC ZC ZC ZC
Emergency
Shelter, 26 to 60
beds
UP(P
H)
UP(P
H)
UP(P

H) UP(PH) UP(PH) UP(P
H)
UP(PH
) UP(PH) ZC UP(PH) UP(P

H) UP(PH)
Emergency
Shelter, more
than 60 beds
UP(P
H)
UP(P
H)
UP(P

H) UP(PH) UP(PH) UP(P
H)
UP(PH
) UP(PH) UP(PH) UP(PH) UP(P

H) UP(PH)

23.308-Emergency
Shelters

5 COMMERCIAL DISTRICTS

USE-SPECIFIC

REGULATIONS
ZC = Zoning Certificate
AUP = Administrative Use
Permit
UP(PH) = Use Permit
NP = Not Permitted
-- = Permitted with AUP,
see 23.204.020(B)
[#] = Table Note Permit
Requirement
* Use-Specific Regulations
Apply

C-C C-U C-N C-E C-NS C-SA C-T C-SO C-DMU C-W C-AC C-SP
Hospital UP(P
H)
UP(P

H) NP NP NP NP NP NP UP(PH) UP(PH) NP UP(PH)
Library UP(P
H)
UP(P
H)
UP(P

H) UP(PH) UP(PH) UP(P
H)
UP(PH
) UP(PH) UP(PH) UP(PH) UP(P

H) UP(PH)
Low Barrier
Navigation
Center

ZC ZC ZC ZC ZC ZC ZC ZC ZC ZC ZC ZC
Mortuaries and
Crematories
UP(P
H)
UP(P

H) NP NP NP NP NP NP NP UP(PH) NP UP(PH)
Municipal Animal
Shelter
– – – – – – – – – – -- -* 23.204.160(D)(3)(a)
Nursing Home UP(P
H)
UP(P
H)
UP(P

H) UP(PH) UP(PH) UP(P
H)
UP(PH
) UP(PH) UP(PH) UP(PH) UP(P

H) UP(PH)
Park/Playground ZC ZC ZC ZC ZC ZC ZC ZC ZC AUP ZC ZC
Public Safety
and Emergency
Service
UP(P
H)
UP(P
H)
UP(P

H) UP(PH) UP(PH) UP(P
H)
UP(PH
) UP(PH) UP(PH) UP(PH) UP(P

H) UP(PH)
Public Utility
Substation/Tank
UP(P
H)
UP(P
H)
UP(P

H) UP(PH) UP(PH) UP(P
H)
UP(PH
) UP(PH) UP(PH) UP(PH) UP(P
H) UP(PH)* 23.204.160(D)(3)(a)
Religious
Assembly
UP(P
H)
UP(P
H)
UP(P

H) UP(PH) UP(PH) UP(P
H)
UP(PH
) UP(PH) UP(PH) AUP UP(P
H) AUP
School UP(P
H)
UP(P
H)
UP(P

H) UP(PH) UP(PH) UP(P
H)
UP(PH
) UP(PH) UP(PH) UP(PH) UP(P

H) UP(PH)
School, AUP AUP AUP AUP AUP AUP AUP AUP AUP UP(PH) AUP AUP

6 COMMERCIAL DISTRICTS

USE-SPECIFIC

REGULATIONS
ZC = Zoning Certificate
AUP = Administrative Use
Permit
UP(PH) = Use Permit
NP = Not Permitted
-- = Permitted with AUP,
see 23.204.020(B)
[#] = Table Note Permit
Requirement
* Use-Specific Regulations
Apply

C-C C-U C-N C-E C-NS C-SA C-T C-SO C-DMU C-W C-AC C-SP
Vocational
Supportive
Housing
ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* 23.302.070.I-Supportive Housing
Retail Uses
Alcoholic
Beverage Retail
Sale
UP(P
H)*
UP(P
H)*
UP(P
H)* UP(PH)* UP(PH)
*
UP(P
H)*
UP(PH
)*
UP(PH)
*
UP(PH)
*
UP(PH)
*
UP(P
H)* UP(PH)* 23.310
Cannabis
Retailer
ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* 23.320; 12.21; and 12.22 Cannabis
Retailer, Delivery
Only
ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* -- ZC* 23.320; 12.21; and 12.22 Firearm/Munition
s Business
UP(P
H)*
UP(P
H)*
UP(P
H)* UP(PH)* UP(PH)
*
UP(P
H)*
UP(PH
)*
UP(PH)
* NP UP(PH) UP(P
H)* UP(PH)* 23.302.070(D)
Industrial and
Mining Products
– – – – – – – – – – -- --
Pawn
Shop/Auction
House
UP(P
H) – NP NP NP NP NP NP UP(PH) UP(PH) NP UP(PH)
Pet Store AUP AUP AUP AUP AUP AUP AUP AUP AUP ZC AUP ZC Retail, General ZC ZC ZC* ZC* ZC* ZC ZC ZC* ZC ZC* ZC* ZC* 23.204.040(C)

23.204.040(D)

7 COMMERCIAL DISTRICTS

USE-SPECIFIC

REGULATIONS
ZC = Zoning Certificate
AUP = Administrative Use
Permit
UP(PH) = Use Permit
NP = Not Permitted
-- = Permitted with AUP,
see 23.204.020(B)
[#] = Table Note Permit
Requirement
* Use-Specific Regulations
Apply

C-C C-U C-N C-E C-NS C-SA C-T C-SO C-DMU C-W C-AC C-SP
Smoke Shop UP(P
H)*
UP(P
H)*
UP(P
H)* UP(PH)* UP(PH)
*
UP(P
H)*
UP(PH
)*
UP(PH)
* NP UP(PH)
*
UP(P
H)* UP(PH)*

23.302.070.I
Personal and Household Service Uses
Personal and
Household
Services,
General

ZC ZC ZC ZC ZC ZC ZC ZC ZC ZC ZC ZC
Kennels and Pet
Boarding
NP NP NP NP NP NP NP NP NP UP(PH) NP UP(PH)* 23.204.160(D)(3)(a) Laundromats
and Cleaners

AUP AUP UP(P

H) UP(PH) UP(PH) AUP AUP UP(PH) UP(PH) AUP AUP AUP
Veterinary Clinic UP(P
H)
UP(P
H)
UP(P

H) UP(PH) UP(PH) UP(P
H)
UP(PH
) UP(PH) UP(PH) UP(PH) UP(P

H) UP(PH)
Video Tape/Disk
Rental

ZC ZC ZC AUP ZC - ZC ZC ZC ZC NP ZC
Office Uses
Business
Support Services
ZC ZC ZC ZC ZC ZC ZC* ZC ZC ZC ZC ZC*

23.204.110(B)(4);

23.204.160(D)(3)(a)
Banks and
Financial
Services, Retail

AUP AUP UP(P
H) UP(PH) UP(PH) ZC AUP* UP(PH) ZC* AUP ZC ZC*

23.204.110 (B)(4);

23.204.130(B)(3);

23.204.130(D)(3);

23.204.160(D)(3)(a)
Insurance ZC ZC ZC* ZC* ZC* ZC ZC* ZC* ZC* ZC ZC ZC* 23.204.040.D;23.204.110B.

8 COMMERCIAL DISTRICTS

USE-SPECIFIC

REGULATIONS
ZC = Zoning Certificate
AUP = Administrative Use
Permit
UP(PH) = Use Permit
NP = Not Permitted
-- = Permitted with AUP,
see 23.204.020(B)
[#] = Table Note Permit
Requirement
* Use-Specific Regulations
Apply

C-C C-U C-N C-E C-NS C-SA C-T C-SO C-DMU C-W C-AC C-SP
Agents, Title
Companies, Real
Estate Agents,
Travel Agents
4; 23.204.130.D.3;

23.204.160(D)(3)(a)
Medical
Practitioners
ZC ZC AUP NP UP(PH) ZC AUP* UP(PH) ZC* ZC ZC ZC

23.204.040(B);

23.204.110(B)(4);

23.204.130(D)(3)
Non-Chartered
Financial
Institutions
UP(P
H)*
UP(P
H)* NP NP NP UP(P
H)*
UP(PH
)* NP NP UP(PH)
*
UP(P
H) NP 23.302.070(F)

23.204.110(B)(4)
Office, Business
and Professional
ZC ZC AUP* AUP* ZC* ZC ZC* AUP* ZC* ZC ZC ZC

23.204.040(B);

23.204.110(B)(4);

23.204.130(D)(3)
Food and Alcohol Service, Lodging, Entertainment, and Assembly Uses Adult-oriented
Business
UP(P
H)*
UP(P
H)* NP NP NP NP NP NP UP(PH)
*
UP(PH)
* NP UP(PH) 23.302.070.A
Amusement
Device Arcade
See 23.204.040.A 23.302.070.B
Bar/Cocktail
Lounge/Tavern/T
ap Room/Wine
Tasting
AUP* AUP* AUP* AUP* AUP* AUP* AUP* AUP* AUP* AUP* AUP* AUP 23.310 Commercial
Recreation
Center
See 23.204.040.A

9 COMMERCIAL DISTRICTS

USE-SPECIFIC

REGULATIONS
ZC = Zoning Certificate
AUP = Administrative Use
Permit
UP(PH) = Use Permit
NP = Not Permitted
-- = Permitted with AUP,
see 23.204.020(B)
[#] = Table Note Permit
Requirement
* Use-Specific Regulations
Apply

C-C C-U C-N C-E C-NS C-SA C-T C-SO C-DMU C-W C-AC C-SP
Entertainment
Establishment
UP(P
H)
UP(P
H)
UP(P

H) NP UP(PH) UP(P
H)
UP(PH
) UP(PH) UP(PH) UP(PH)
UP(P
H) AUP* 23.204.160(D)(3)(b)
Food Service
Establishment,
Under 3,000 Sq.

Ft.

ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* ZC* 23.302.070(E) Food Service
Establishment,
3,000 Sq. Ft. or
larger
AUP* AUP* AUP* AUP* AUP* AUP* AUP* AUP* AUP* AUP* AUP* AUP* 23.302.070(E) Group
Instruction,
under 3,000 sq.
ft.

ZC ZC ZC ZC ZC ZC ZC* ZC ZC* ZC ZC ZC
Group Instruction
3,000 sq. ft. or
larger

ZC ZC AUP AUP ZC ZC ZC AUP ZC ZC ZC ZC
Health and
Fitness Facility
Under 7,500 sq.
ft.

ZC ZC ZC ZC ZC ZC ZC ZC ZC ZC ZC ZC
Health and
Fitness Facility
7,500 sq. ft. or

ZC ZC AUP AUP ZC ZC ZC AUP ZC ZC ZC ZC

10 COMMERCIAL DISTRICTS

USE-SPECIFIC

REGULATIONS
ZC = Zoning Certificate
AUP = Administrative Use
Permit
UP(PH) = Use Permit
NP = Not Permitted
-- = Permitted with AUP,
see 23.204.020(B)
[#] = Table Note Permit
Requirement
* Use-Specific Regulations
Apply

C-C C-U C-N C-E C-NS C-SA C-T C-SO C-DMU C-W C-AC C-SP
larger
Hotels, Tourist UP(P
H)
UP(P
H)
UP(P

H) UP(PH) UP(PH) UP(P
H)
UP(PH
) UP(PH) UP(PH) UP(PH) UP(P

H) UP(PH)
Motels, Tourist UP(P
H)
UP(P

H) NP NP NP NP NP NP UP(PH) UP(PH) NP UP(PH)
Theater UP(P
H)
UP(P
H)
UP(P

H) UP(PH) NP UP(P
H)
UP(PH
) NP AUP UP(PH) UP(P
H) AUP
Vehicle Service and Sales Uses
Alternative Fuel
Station
UP(P
H)
UP(P
H)
UP(P

H) NP UP(PH) UP(P
H) NP* UP(PH) NP AUP*
UP(P
H)
AUP*

23.204.110(B)(2);

23.204.140(B)(3);

23.204.160(B)(3)
Gasoline Fuel
Stations
UP(P
H)
UP(P
H)
UP(P

H) NP UP(PH) UP(P
H) NP* UP(PH) NP UP(PH)
*
UP(P
H) UP(PH)*

23.204.140(B)(3);

23.204.160(B)(3)
Large Vehicle
Sales and Rental
AUP NP NP NP NP NP NP NP NP AUP*
[1] NP AUP* [1]

23.204.140(B)(3);

23.204.160(B)(3);

23.204.160(D)(3)(a)
Small Vehicle
Sales and
Service

AUP NP NP NP NP UP(P
H)* NP NP UP(PH) UP(PH)
* NP UP(PH)*

23.204.100(B)(3);

23.204.140(B)(3);

23.204.160(B)(3);

23.204.160(D)(3)(a)
Tire Sales and
Service
UP(P

H) NP NP NP NP NP NP NP NP UP(PH)
* NP UP(PH)*

23.204.140(B)(3);

11 COMMERCIAL DISTRICTS

USE-SPECIFIC

REGULATIONS
ZC = Zoning Certificate
AUP = Administrative Use
Permit
UP(PH) = Use Permit
NP = Not Permitted
-- = Permitted with AUP,
see 23.204.020(B)
[#] = Table Note Permit
Requirement
* Use-Specific Regulations
Apply

C-C C-U C-N C-E C-NS C-SA C-T C-SO C-DMU C-W C-AC C-SP

23.204.160(B)(3);

23.204.160(D)(3)(a)
Vehicle Parts
Store
ZC NP ZC ZC ZC ZC ZC ZC NP AUP*[1] ZC AUP*[1]
Vehicle Rentals AUP NP NP NP NP NP NP NP UP(PH) AUP*
[1] NP AUP* [1]

23.204.140(B)(3)

23.204.160(B)(3);

23.204.160(D)(3)(a)
Vehicle Repair
and Service
AUP NP NP NP NP NP NP NP NP AUP*
[1] NP AUP* [1] 23.204.160(D)(3)(a)
Vehicle Sales,
New

AUP NP NP NP NP UP(P
H)* NP NP UP(PH) AUP*
[1] NP AUP* [1]

23.204.140(B)(3)

23.204.160(B)(3);

23.204.160(D)(3)(a)
Vehicle Sales,
Used

AUP NP NP NP NP UP(P
H)* NP NP UP(PH) UP(PH)
* NP UP(PH)*

23.204.100(B)(3);

23.204.140(B)(3);

23.204.140(D)(4)

23.204.160(B)(3);

23.204.160(D)(3)(a)
Vehicle Wash UP(P

H) NP NP NP NP NP NP NP NP UP(PH)
* NP UP(PH)*

23.204.140(B)(3)

23.204.160(B)(3);

23.204.160(D)(3)(a)

12 COMMERCIAL DISTRICTS

USE-SPECIFIC

REGULATIONS
ZC = Zoning Certificate
AUP = Administrative Use
Permit
UP(PH) = Use Permit
NP = Not Permitted
-- = Permitted with AUP,
see 23.204.020(B)
[#] = Table Note Permit
Requirement
* Use-Specific Regulations
Apply

C-C C-U C-N C-E C-NS C-SA C-T C-SO C-DMU C-W C-AC C-SP
Vehicle
Wrecking NP NP NP NP NP NP NP NP NP NP NP NP
Industrial and Heavy Commercial Uses
Bus/Cab/Truck/P
ublic Utility
Depot
– – – – – – – – – – – –* 23.204.160(D)(3)(a)
Commercial
Excavation
UP(P
H)
UP(P
H)
UP(P

H) UP(PH) UP(PH) UP(P
H)
UP(PH
) UP(PH) – NP UP(P
H) NP
Contractors Yard – – – – – – – – – AUP -- NP
Dry Cleaning
and Laundry
Plant
UP(P
H)
UP(P
H) NP – UP(PH) NP NP NP UP(PH) NP NP NP
Laboratory
Research and
Development
Under 20,000
sq. ft.

ZC ZC -- -- ZC -- ZC -- ZC ZC -- ZC 23.204.040(E)
Research and
Development,
20,000 sq. ft.
or larger
AUP AUP -- -- AUP -- AUP -- AUP AUP -- AUP 23.204.040(E)