City of
Emeryville
Active
Transportation
Plan
October 2023
Exhibit A
This Document has been prepared for, and is intended to be used for, planning purposes only. Any reuse, or any modification of the Document, without written verification, completion, or adaptation by Consultant, as appropriate for the specific purpose intended, will be at Owner’s sole risk and without liability or legal exposure to Consultant or to its officers, directors, members, partners, agents, and employees.
Acknowledgments
City Council
John J. Bauters, Mayor
Courtney Welch, Vice Mayor
Sukhdeep Kaur, Council Member
David Mourra, Council Member
Kalimah Priforce, Council Member
Bicycle and
Pedestrian Advisory
Committee
Jeffrey Banks
Samuel Gould
Jaclyn Harr
Brooks Jessup
Laura McCamy
Thomas Modic
Robert Prinz
Matthew Solomon
Jordan Wax
City Staff
Navarre Oaks, Associate Planner
(Project Manager)
Matt Anderson, Environmental Technician
Mohamed Alaoui, Public Works Director
Charles S. Bryant, Planning and Building Director
Amber Evans, Community Economic Development
Coordinator
Nancy Humphrey, Environmental Programs
Supervisor
Ryan O’ Connell, Senior Civil Engineer
Michael Roberts, Senior Civil Engineer
Consultants
Alta Planning + Design
Parisi Parametrix
glossary of terms 4
Chapter 1
Executive Summary 7
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Purpose of the Active Transportation Plan . . . . . . . . . . . . . . . . . . 9 What's in the Plan? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Major Projects and Studies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Chapter 2
Plan Vision and goals 16
Vision Statement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Goals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Relationship to Other Documents . . . . . . . . . . . . . . . . . . . . . . . . 20 Chapter 3
Biking, Walking, and Rolling
in Emeryville Today 25
Biking, Walking, and Rolling in Emeryville Today . . . . . . . . . . . 26 Biking, Walking, and Rolling Safety . . . . . . . . . . . . . . . . . . . . . . 47 Key Takeaways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Chapter 4
Policies, Programs, and Projects 57
Policies, Programs, and Projects . . . . . . . . . . . . . . . . . . . . . . . . 58 Policy Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Programmatic Recommendations . . . . . . . . . . . . . . . . . . . . . . . . 60 Bikeway Network Recommendations . . . . . . . . . . . . . . . . . . . . . 97 Multimodal Studies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 New Mobility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 Quick-Build Projects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 Chapter 5
Implementation and Funding 149
Implementation and Funding . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 Funding Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 Appendices
Appendix A: Complete Streets Policy . . . . . . . . . . . . . . . . . . . . . . 3 Appendix B: Public Engagement Documentation . . . . . . . . . . . . 11 Appendix C: Project Recommendations Tables . . . . . . . . . . . . 103 Table of Contents
list of maps
Map 1. Major Projects and Studies . . . . . . . . . . . . . . . . . . . . . . . 12 Map 2. Proposed Pedestrian Improvements . . . . . . . . . . . . . . . 13 Map 3. Proposed Spot Improvements . . . . . . . . . . . . . . . . . . . . 14 Map 4. Proposed Bikeways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Map 5. Population Density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Map 6. Land Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Map 7. Transit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Map 8. Equity: Home Locations of Low-Income Workers . . . . 33 Map 9. Equity: Median Household Income . . . . . . . . . . . . . . . . 34 Map 10. Existing Designated Bicycle Facilities . . . . . . . . . . . . 38 Map 11. Pedestrian Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Map 12. Bicycle Collisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Map 13. Pedestrian Collisions . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Map 14. Collision Hot Spots . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Map 15. Bicycle Level of Traffic Stress . . . . . . . . . . . . . . . . . . . 55 Map 16. Recommended All Ages and Abilities Network . . . . . . 75 Map 17. Recommended Safe Routes to Parks + Trails . . . . . . . . 76 Map 18. Recommended Safe Routes to Shopping . . . . . . . . . . . 77 Map 19. Recommended Safe Routes to Transit . . . . . . . . . . . . . 78 Map 20. Recommended Safe Routes to School . . . . . . . . . . . . . 79 Map 21. Pedestrian Priority Zones . . . . . . . . . . . . . . . . . . . . . . . 82 Map 22. Proposed Pedestrian Improvements . . . . . . . . . . . . . . 88 Map 23. Proposed Spot Improvements . . . . . . . . . . . . . . . . . . . . 92 Map 24. Proposed Bikeway Improvements . . . . . . . . . . . . . . . . 105 Map 25. Major Projects and Studies . . . . . . . . . . . . . . . . . . . . . . 114 Map 26. Alameda CTC San Pablo Avenue Corridor Project . . . 115 Map 27. 40th Street Multimodal Project . . . . . . . . . . . . . . . . . . . 119 Map 28. 40th Street Multimodal Phase II:
Bay Trail Gap Closure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 Map 29. The Emeryville Loop . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 Map 30. Emeryville General Plan Mandela Parkway Extension 143
EMERYVILLE ACTIVE TRANSPORTATION PLAN
4 | GLOSSARY
glossary of terms
Alameda County Transportation
Commission (Alameda CTC):
Alameda CTC plans, funds, and delivers
transportation programs and projects that
expand access and improve mobility in
Alameda County.
Active transportation: Active
transportation is any self-propelled, humanpowered mode of transportation, such as biking, walking, or rolling.1
Rolling includes
the use of electric scooters, rollerblades,
wheelchairs, skateboards, and other
wheeled devices.
Bike Boulevard: Bicycle boulevards are
streets with low motorized traffic volumes
and speeds, designated and designed to
give bicycle travel priority. Signs, pavement
markings, and speed and volume
management measures are used to
discourage through trips by motor vehicles
and create safe, convenient bicycle
crossings of busy arterial streets. Bike
1 Center for Disease Control: www.cdc.gov/healthyplaces/ transportation/promote_strategy.htm#:~:text=Active%20
transportation%20is%20any%20self,conditions%20in%20the%20 United%20States.
boulevards are classified as Class III bike
facilities by Caltrans.
Bike Lane: Dedicated striped lane for
bicycle travel adjacent to traffic. Caltrans
classifies Bike Lanes as Class II bikeways.
See also Buffered Bike Lane.
Bike Route: Signed bike routes on slow
speed residential streets where bicyclists
share the roadway with motor vehicles.
Caltrans classifies Bike Routes as Class III
bikeways.
Buffered Bike Lane: Dedicated lane for
bicycle travel separated from traffic by a
painted buffer. Caltrans classifies Buffered
Bike Lanes as Class II bikeways. This Plan
refers to Buffered Bike Lanes as Class IIB
Bike Lanes.
Caltrans: Caltrans manages California’s
highway and freeway lanes and works with
local agencies on transportation projects.
Federal Highway Administration
(FHWA): The FHWA is an agency within
the U.S. Department of Transportation
that supports local governments in design,
construction, and maintenance of highway
systems.
Bike Boulevard
example image.
Bike Lane
example image.
Bike Route
example image.
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Leading Pedestrian
Intervals (LPI):
Pedestrian-only
crossing signals that
occur slightly before
the green signal for
parallel lanes of
vehicle traffic,
allowing pedestrians
to get a head start in
the crosswalk and
making them more visible to turning
motorists.
Metropolitan Transportation
Commission (MTC): MTC is the
transportation planning, financing, and
coordinating agency for the nine-county
San Francisco Bay Area.
National Association of City
Transportation Officials (NACTO):
NACTO is an association of cities and
transit agencies formed to exchange
transportation ideas, insights, and practices
and cooperatively approach national
transportation issues.
5 | GLOSSARY
Pedestrian Hybrid Beacon (PHB): Useractivated traffic control devices that cycle through a flashing yellow, steady yellow,
and then steady red light to stop vehicles
and allow pedestrians to cross a road
safely. These are sometimes referred to as
a HAWK signal.
Planning: When mentioned in the Active
Transportation Plan, planning refers to the
field or practice of urban planning, which
focuses on transportation, development,
land use, and other important topics
that impact the physical environments of
communities.
Rectangular Rapid Flashing Beacon
(RRFB): User-activated pedestrian signals
that use flashing yellow lights to alert
motorists to the presence of people walking
in the crosswalk. They can be installed in
midblock locations or at intersections where
a full traffic signal is not warranted. In
residential areas, alternative flashing signs
may be considered that illuminate the
perimeter of the sign.
Leading Pedestrian
Interval example image.
Pedestrian Hybrid
Beacon example
image.
Rectangular Rapid
Flashing Beacon
example image
6 | :
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Safe Routes to School: Safe Routes to
School is a nationwide program aimed to
make it safer for students to walk and bike
to school and encourage more walking and
biking where safety is not a barrier.2
Separated Bikeway: Separated Bikeways
are bicycle facilities that have a vertical
separator from motor vehicle traffic. Many
are paired with a furnishing zone between
the cycle track and motor vehicle travel lane
and/or pedestrian area.3
2 National Center for Safe Routes to School:
www.saferoutesinfo.org/
3 National Association of City Transportation Officials:
https://nacto.org/
Shared-Use Path: Paths shared by people
walking and biking that are completely
separated from motor vehicle traffic.
Caltrans classifies Shared-Use Paths or
Bike Paths as Class I bikeways.
Biking, Walking, and Rolling Networks:
The success of all modes of transportation
is reliant on an established network to
connect users to destinations. Biking,
Walking, and Rolling Networks consist of
infrastructure elements such as sidewalks
and bike lanes to provide connectivity for
active transportation users.
Separated
Bikeway
example image.
Shared Use
Path example
image.
6 | GLOSSARY
1 Executive
Summary
8 | 1 : EXECUTIVE SUMMARY
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Introduction
Emeryville has become one of the Bay
Area’s top places to bike, walk, or roll due
to the City’s investment in comfortable
and connected infrastructure. The city’s
location, small size, dense development
patterns, mix of land uses, and access to
local and regional transit also contribute to
using sustainable forms of transportation.
Emeryville benefits from connected
sidewalks and an evolving network
of bikeways, including the Bay Trail,
Emeryville Greenway, and Doyle Street
Greenway. Physical barriers such as
the railroad tracks, Interstate 80, narrow
sidewalks, superblocks, and busy arterial
roads like San Pablo Avenue and Powell
Street remain barriers for many to walk,
bike, and roll comfortably and directly. The
City is committed to developing pedestrian
and bicycle infrastructure, investing in
infill developments, and engaging with the
community to support biking, walking, and
rolling in Emeryville and to neighboring
cities. In the past 10 years, the City has
completed the South Bayfront Bridge to
provide another crossing over the railroad
tracks. It has also designed and built
several separated bikeways, with more on
the way.
This Plan was developed at a time of racial
and environmental crisis compounded
by the COVID-19 pandemic. Commuting
patterns have been altered due to greater
work-from-home flexibility during the
pandemic, but it is unclear whether they
will be permanently changed. Bicycling
and walking are low-cost and healthy
transportation options that provide
economic and livability benefits to
communities. When Emeryville residents
or visitors choose to walk or bicycle, the
number of cars on the road is reduced,
congestion is alleviated, and greenhouse
gas (GHG) emissions are reduced. Families
that can replace some of their driving trips
with active modes of transportation reduce
their household expenses.
Through the sustained investment in
projects and programs included in this
Active Transportation Plan, Emeryville has
the potential to further encourage residents
and visitors to bike, walk, and roll to and
through the city for work, shopping, school,
and recreational trips. Ultimately, this Plan
will help the City meet its environmental
and economic goals and create a higher
quality of life for its residents.
9 | 1 : EXECUTIVE SUMMARY
EMERYVILLE ACTIVE TRANSPORTATION PLAN
The Active Transportation Plan is a
guide for improving the quality of life
for every resident, worker, and visitor
by providing not just safe, but joyful
experiences on its streets, sidewalks,
and trails.
This Plan is a blueprint for improving
active transportation infrastructure
and programs in Emeryville over the
next 10 years. The City has a long
history of supporting human-powered
or active forms of transportation. Active
transportation encompasses a number of
different modes in addition to walking and
bicycling, including rolling devices such
as wheelchairs, scooters, skateboards,
and rollerblades. This Plan seeks to
accommodate the various ways in which
people get around. Walking, riding bicycles,
and now rolling on electric scooters and
other new personal mobility devices
provides non-polluting transportation
options for residents and visitors. Many
of the projects recommended in the
City’s Bicycle and Pedestrian Master
Plans from 1998 and 2012 have been
constructed or are in development. This
Active Transportation Plan leverages the
work completed to date and provides
newly revised recommendations based
on an analysis of recent data and
community input. The Plan enables the
City to focus on projects that will have the
most impact on improving safety, comfort,
and mobility for all. Recommendations
in the Active Transportation Plan take
their first step toward becoming a
reality when the City's Transportation
Committee nominates projects to advance.
Recommendations then move through
the Capital Improvement Program (CIP)
budget process. Once the City secures
funding for the recommendation, and staff
capacity is available, it will move through
the project delivery process (outlined in
Chapter 5). Some recommendations may
be implemented opportunistically and
integrated into other projects such as
street resurfacing or private development
projects. The document complements the
Emeryville General Plan and guides the
implementation of general plan policies that
support active forms of transportation.
Bicyclists riding on the San Francisco Bay Trail next
to Marshalls Department Store.
Purpose of the Active Transportation Plan
10 | 1 : EXECUTIVE SUMMARY
EMERYVILLE ACTIVE TRANSPORTATION PLAN
What's in the Plan?
CHAPTER 2: Plan Vision and Goals
(page 16) outlines the vision, goals,
and policies that guide this Active
Transportation Plan. By establishing
consensus around a vision for how the
City’s active transportation network should
operate, the City can prioritize investments
that help realize its goals.
CHAPTER 3: Biking, Walking, and
Rolling in Emeryville Today
(page 25) describes the active
transportation landscape in Emeryville,
including a discussion of related themes
that inform the recommended infrastructure
projects, programs, and policies in the
community. Understanding Emeryville’s
current travel patterns, strengths, and
challenges will inform which types of
projects and programs the City needs to
thrive.
CHAPTER 4: Policies, Programs, and
Projects (page 57) introduces the different
types of biking, walking, and rolling projects
and supporting amenities recommended
for implementation. This chapter presents
potential investments for the City to make
that will respond to the transportation
needs identified in previous chapters.
CHAPTER 5: Implementation and
Funding (page 149) outlines a strategy
for the implementation of the proposed
infrastructure projects as well as the
recommended best practices for biking,
walking, and rolling programs and policies.
Public resources are limited and the City
needs a strategy for assembling funding
from internal and external sources.
By the numbers
PARTICIPATION
13 engagement
activities held
Over 1,300 people
participated
10 meetings with the
Bicycle and Pedestrian
Advisory Committee
INFRASTRUCTURE
16.7 miles of
new bikeways
recommended
5.9 miles of
separated bikeways
recommended
38 crossing
improvements
recommended
11 | 1 : EXECUTIVE SUMMARY
EMERYVILLE ACTIVE TRANSPORTATION PLAN
The Active Transportation Plan includes
many important projects. These five major
projects include a suite of multimodal
improvements that will transform the City's
transportation network.
1) Bay Trail Access Improvements
(page 113)
The Plan includes infrastructure
recommendations such as new shared-use
path connections, the Ashby Interchange
Overcrossing, trail rehab projects,
trail widening studies, and crossing
improvements that will improve access to
and along the Bay Trail.
Major Projects and Studies
2) Alameda CTC San Pablo Avenue
Corridor Project (page 115)
The Alameda CTC San Pablo Avenue
Corridor Project will include the addition of
separated bikeways on San Pablo Avenue
as well as improved crossings at key
intersections in Emeryville.
3) 40th Street Multimodal Project
(page 118)
The 40th Street Multimodal Project includes
transit improvements along the entire eastwest corridor as well as biking, walking, and rolling improvements.
4) 40th Street Multimodal Phase II:
Bay Trail Gap Closure (page 122)
The 40th Street Multimodal Project Phase II
includes intersection upgrades and a twoway separated bikeway on the west side of Shellmound Street from Christie Avenue to
the Bay Trail path at the 40th Street bridge.
5) Emeryville Loop Multimodal
Project (page 128)
The Emeryville Loop Multimodal Project is
located in central Emeryville and provides
safe crossings and improved biking,
walking, and rolling connections to the
surrounding commercial areas.
6) Powell Street Separated Bikeway
Study (page 138)
A number of biking, walking, and rolling
improvements are recommended as
part of the Powell Street Study, including
separated bikeways, improved biking,
walking, and rolling connections at the I-80
Undercrossing, and improved crossings at
intersections.
12 | 1 : EXECUTIVE SUMMARY
Map 1. Major Projects and Studies EMERYVILLE ACTIVE TRANSPORTATION PLAN 13 | 1 : EXECUTIVE SUMMARY
Map 2. Proposed Pedestrian Improvements EMERYVILLE ACTIVE TRANSPORTATION PLAN Details on each project
recommendation can be
found in Chapter 4
14 | 1 : EXECUTIVE SUMMARY
Map 3. Proposed Spot Improvements EMERYVILLE ACTIVE TRANSPORTATION PLAN Details on each project
recommendation can be
found in Chapter 4
15 | 1 : EXECUTIVE SUMMARY
Map 4. Proposed Bikeways EMERYVILLE ACTIVE TRANSPORTATION PLAN Details on each project
recommendation can be
found in Chapter 4
2 Plan Vision
and goals
17 | 2 : PLAN VISION AND GOALS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Vision Statement
Improving car-free ways to access the waterfront is
a priority for Emeryville residents and visitors.
Purpose: This chapter outlines the vision, goals, and policies that guide this Active Transportation Plan.
Why it matters: By establishing consensus around a vision for how the City’s active transportation network should operate, the City can prioritize investments that help realize its goals.
The vision and goals of the Emeryville
Active Transportation Plan are drawn
largely from community and Bicycle and
Pedestrian Advisory Committee (BPAC)
input, along with the current Emeryville
General Plan and 2012 Pedestrian and
Bicycle Plan. General Plan Guiding
Principles related to biking, walking, and
rolling are paraphrased as follows:
⊲ A connected place: New and safe
bicycle and pedestrian linkages across
town and to the San Francisco Bay
⊲ Enhanced and connected open space
network and green streets: Building on
the strength and connectivity of the city’s
greenways
⊲ A diversity of transportation modes
and choices: Fosters and provides
incentives for active transportation
modes
18 | 2 : PLAN VISION AND GOALS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Vision
The vision statement expresses what biking, walking, and rolling will be like in Emeryville in the future if the City successfully implements this Active Transportation Plan. The updated vision statement is:
The City of Emeryville is a community where active,
sustainable transportation is the easy choice: it is safe, comfortable, equitable, and accessible to all.
The continuous, connected network of world-class facilities eliminates the necessity of driving a car and makes active transportation accessible to people of all identities (race, ethnicity, age, gender, socio-economic status, ability, or orientation). The City promotes active travel through infrastructure, education, and encouragement programs. The City inspires other communities with its visionary and forwardthinking commitment to active transportation.
The separated bikeway on 59th Street and Bay Wheels bike share station provide safe, comfortable, equitable, and accessible ways to get to the Amtrak station.
19 | 2 : PLAN VISION AND GOALS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Goals
Comfortable
The active transportation network is easy
to navigate, including for parents, children,
and seniors. Best practices in infrastructure
design and programming reduces the risk
of serious injury while biking, walking, or
rolling throughout Emeryville.
Connected
The active transportation network
is seamlessly integrated both within
Emeryville and externally to neighboring
communities. It allows for intermodal
connectivity. Reaching destinations is direct
and barrier-free.
Joyful
Traveling along well-designed routes in
the active transportation network is an
enjoyable and attractive experience. People
feel connected to one another and take
pride in their streets and trails as public
spaces and desirable destinations.
Equitable
The needs of the less resourced, whether
by income, ability, employment access,
education, age or another characteristic
where disparity exists, are centered in
project and program planning, prioritization,
and implementation and given equal weight
to residents’ more resourced counterparts.1
Sustainable
To help mitigate the climate crisis
and reduce local pollution, the active
transportation network encourages mode
shift to zero-emission travel (biking,
walking, rolling, and public transit) and
helps lower the carbon footprint of those
living and working in Emeryville. It includes
other environmental benefits by increasing
the number of shade trees and acreage of
green stormwater infrastructure.
1 Equity addresses the differences in lived experiences that may affect access to the active transportation network. Disadvantaged communities have a disproportionate burden of adverse
environmental conditions, socioeconomic factors, and prevalence of certain health conditions.
Implementable
The City incorporates active transportation
network improvements into all aspects of
the planning, development and construction
process, including new private development
projects. The City tackles complex
and simple problems alike, allocating
appropriate resources and creativity to
each. The City leverages opportunities,
large and small, to prioritize and implement
any aspect of the active transportation
network.
20 | 2 : PLAN VISION AND GOALS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Relationship to Other Documents
Emeryville’s General Plan (Updated 2019)
guides the physical development of the City
and sets out five guiding principles:
1. A cohesive city of distinctive
districts and livable neighborhoods.
Emeryville’s growth is shaped—through
land use, urban form, and design—
to create a tapestry of distinctive
districts, and neighborhoods with a full
complement of uses and easy access
to parks, stores, and other amenities of
everyday living.
2. A connected place. The General
Plan fosters new connections—
for automobiles, pedestrians, and
bicyclists—between the western
and eastern halves of the city; better
connections to the Peninsula; and new
and safe pedestrian and bicycle linkages
to the San Francisco Bay.
3. Enhanced and connected open
space network and green streets.
The General Plan outlines strategies
for an expanded public realm, building
on the strength and connectivity of the
city’s greenways, with a range of new
parks, plazas, community commons, and
recreational paths.
4. A walkable, fine-grained city,
emphasizing pedestrians. The
General Plan establishes that all of
Emeryville will be easily traversed on
foot.
5. A diversity of transportation modes
and choices. The General Plan fosters
and provides incentives for alternative
transportation modes, including transit,
car/vanpooling, bicycling, walking, and
telecommuting.
The Active Transportation Plan helps
the City realize these guiding principles
along with implementing goals, policies,
and recommendations adopted through
complementary City planning efforts such
as the City’s Climate Action Plan 2.0,
Citywide Planning Regulations and Design
Guidelines, Sustainable Transportation
Plan, and Complete Streets Policy
(Resolution 13-03).
In addition, the City should consult
the Alameda CTC Countywide Bikeways
Design Guide as a resource for
implementing recommendations
in the Active Transportation Plan.
EMERYVILLE GENERAL PLAN
WATTS ST
EMERY ST
HARLAN ST
ST
TH ST
VE
43RD ST
41ST ST
45TH ST ESSEX ST
SALEM ST
45TH ST
44TH ST
43RD ST
42ND ST
41ST ST
40TH ST.
YERBA BUENA AVE
39TH ST.
38TH ST
APGAR ST
37TH ST
PERALTA
WATTS
ADELINE ST
SAN PABLO AVE
W. MACARTHUR BLVD
CITY OF EMERYVILLE | Adopted: October 13, 2009
Amended through: September 3, 2019
21 | 2 : PLAN VISION AND GOALS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Climate Action Plan 2.0
The long term goal is to reduce Emeryville’s
GHG emissions to 80% below 2004
baseline levels by the year 2050 while
creating a more vibrant, sustainable,
and equitable city. Transportation is the
single largest contributor to Emeryville’s
community GHG emissions, particularly
considering the highways running through
the city. Reducing transportation-related
emissions will not only involve improving
low-carbon transportation related to
bicycles and buses, but also coordinating
land-use policies to promote a denser,
more walkable community with jobs and
housing located close to other necessities.
The Climate Action Plan details 17
different objectives to achieve the goal of
a 40% reduction in emissions by 2030.
The three objectives related to the Active
Transportation Plan include:
1. Create vibrant neighborhoods where
residents can easily walk to their basic
daily needs.
2. Reduce the total vehicle miles traveled
on local roads by 30%.
3. Reduce the carbon intensity of vehicles
through cleaner fuels and electrification
by 30%.
1 The City of Emeryville Climate Action Plan 2.0 2016
The time to act on reducing greenhouse gas emissions
and our carbon footprint is now
22 | 2 : PLAN VISION AND GOALS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
The Emeryville Sustainable Transportation
Plan (2012) aims to implement the
transportation goals established in the
General Plan and achieve Emeryville’s
overall vision of having a transportation
system that:
1. Reduces greenhouse gas emissions,
2. Moves the most people in the least
space with the least energy, and
3. Promotes public health through exercise.
EMERYVILLE SUSTAINABLE
TRANSPORTATION PLAN
MARCH 2012
NELSON\NYGAARD
CITY OF EMERYVILLE
EXHIBIT A
The Sustainable Transportation Plan
establishes a total of 71 strategies aimed
to shift Emeryville residents, employees,
and visitors toward sustainable modes
of transportation. The strategies are
broken into categories related to transit,
transportation demand management,
parking, wayfinding, and bicycle and
pedestrian improvements. The Active
Transportation Plan will promote strategies
categorized under Pedestrian Connectivity
and Safety and Bicycle Connectivity and
Safety.
Sustainable Transportation Plan
23 | 2 : PLAN VISION AND GOALS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
The City of Emeryville envisions a
transportation system that encourages
healthy, active living, promotes
transportation options, reduces
environmental impact, mitigates climate
change, and supports greater social
interaction and community identity by
providing safe and convenient travel
along and access streets through a
comprehensive, integrated transportation
network for pedestrians, bicyclists,
public transportation riders, motorists,
emergency responders, and people of
all ages and abilities, including children
youth, families, older adults, and individuals
with disabilities. All transportation
improvements will be planned, funded,
designed, constructed, operated, and
maintained to provide safe mobility for
all users appropriate to the function and
context of the facility. The City’s Complete
Streets policy expresses a commitment
to creating and maintaining Complete
Streets that provide safe, comfortable,
and convenient travel—for all categories
of users, including pedestrians, bicyclists,
persons with disabilities, motorists, movers
of commercial goods, users, and operators
of public transportation, emergency
responders, seniors, children, youth, and
families. The full policy can be found in
Appendix A: Emeryville Complete
Streets Policy.
The Active Transportation Plan also
helps the City do its part to achieve larger
regional and state goals embraced in
Alameda Countywide Transportation
Plan 2020, Alameda Countywide Active
Transportation Plan, San Pablo Avenue
Corridor Project, Plan Bay Area 2050,
Caltrans District 4 Bicycle Plan, and Toward
an Active California: State Bicycle and
Pedestrian Plan.
Emeryville Complete Streets Policy
24 | 2 : PLAN VISION AND GOALS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Emeryville Public
Arts Master Plan
The Arts Master Plan aims to define the
focus of the Art in Public Places Program
and enhance quality of life for Emeryville's
community through art and creative
opportunities. The Emeryville Greenway is
identified in the Plan as an opportunity area
for the implementation of people-centric art
that is engaging. The Active Transportation
Plan seeks to promote the Art in Public
Places Program by proposing biking and
walking infrastructure improvements. As
outlined in the Arts Master Plan, biking
and walking infrastructure provides
opportunities to integrate art.
Link to plan
North Alameda County
Core Connections
Plan (NACCP)
The NACCP assesses performance and
identifies regionally significant projects
in Northern Alameda County, including
Emeryville, Southwest Berkeley, and
West and Downtown Oakland. The Plan
highlights projects that are designed to
reduce congestion by providing access to
sustainable, safe, and efficient multimodal
transportation options.
The Active Transportation Plan will promote
multimodal projects identified in the NACCP
that are located in Emeryville.
Link to plan
Alameda CTC
Countywide Bikeways
Network
The Countywide Bikeways Network
identifies 400 miles of conceptual corridors
throughout Alameda County as a vision for
an all ages and abilities network.
The bike network will:
⊲ Address Equity
⊲ Improve Connectivity
⊲ Improve Safety
⊲ Connect Activity Centers
⊲ Close Gaps and Barriers
Several corridors identified in the
Countywide Bikeways Network are located
within Emeryville including San Pablo
Avenue, the Emeryville Greenway, Stanford
Avenue, 65th Street, Powell Street, and
40th Street. The Active Transportation Plan
will focus on multimodal improvements to
these corridors.
Link to plan
3 Biking, Walking,
and Rolling
in Emeryville
Today
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Biking, Walking, and Rolling in Emeryville Today
Purpose: This chapter describes the active transportation landscape in Emeryville, including a discussion of related themes that inform the recommended infrastructure projects, programs, and policies in the community.
Why it matters: Understanding Emeryville’s current travel patterns, strengths, and challenges will inform which types of projects and programs the City needs to thrive.
Demographics
Emeryville is home to 11,679 residents,
according to 2020 American Community
Survey five-year estimates. The
neighborhoods located in the southeastern
corner of the City between San Pablo
Avenue and Adeline Street as well as
Christie Avenue north of Powell Street
contain the highest density of residents
compared to other areas of the City
(Map 5). In addition to local residents,
more than 24,000 employees are based
in Emeryville. Major employers within the
City include a number of large offices and
research facilities such as Pixar, Grifols,
and Amyris. Emeryville also serves as a
regional commercial and retail hub where
a number of shopping centers attract many
from surrounding areas.
The median age of Emeryville residents
is 34.8 years, slightly younger than the
median age of the San Francisco-OaklandBerkeley metro area at 39.1 years. Young adults aged 20-39 account for 54% of
Emeryville’s total population, while children
account for 8% and adults over the age of
65 account for 11%.
Almost 43% of Emeryville’s residents
commute to work by driving alone
(Figure 1). 23% reported commuting to
work by public transit, and 8% reported
biking or walking as their primary mode.
Figure 1. Commute modes (2020)
0 Drive
Alone
PERCENTAGE OF COMMUTERS
CarpoolPublic
Transit
Bike Walk Other Work
at Home
10 20
30 40
50 27 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY Map 5. Population Density EMERYVILLE ACTIVE TRANSPORTATION PLAN 28 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY
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Emeryville’s current land use is a mix
of office, commercial, residential, and
industrial (including research and
development). Areas zoned Mixed Use
are the most prevalent land use type,
accounting for 45% of the total land area.
Prominent mixed-use areas are clustered
around 40th Street, Shellmound Street,
Christie Avenue, and San Pablo Avenue.
Emeryville contains a variety of
employment, retail, and recreational
destinations (Map 6). Major destinations
within the City include the 40th Street/
Shellmound Street shops and restaurants
concentrated at Bay Street shopping
center, Powell Street Plaza, Emeryville
Public Market, Bridgecourt Center, and
IKEA, as well as the City’s major employers
such as Pixar, Grifols, Amyris, and a
concentration of employment in the North
Hollis and Watergate towers portions of
town. Recreation and park destinations
include the Bay Trail, Emeryville Greenway,
Emeryville Marina Park, Emeryville Center
of Community Life Pool, Christie Park, and
Doyle Hollis Park.
The geographic layout of Emeryville’s major
destinations, residential neighborhoods,
and employers presents challenges to
people biking, walking, and rolling between
these points, with San Pablo Avenue, I-80,
Major Destinations, Employment Centers,
and Retail Hubs
and the Mainline railroad corridors creating
barriers to those using active modes of
transportation, particularly in traveling
east-west and trying to access some of
Emeryville's most attractive destinations
for employment, recreation, and retail.
North-south barriers include Powell and
40th, but parallel routes to arterials make
the problems with their speed and volumes
less acute, whereas I-80 and the railroad
have limited bridge and underpass options,
resulting in constrained east-west options
for people biking, walking, and rolling and
creating potential conflicts and choke
points.
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Map 6. Land Use
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Transit
Emeryville is served by several transit providers
and routes that offer connections to local and
regional destinations (Map 7). The Amtrak
Station and AC Transit Transbay bus stops
throughout the City, as well as the nearby Ashby,
MacArthur, and West Oakland Bay Area Rapid
Transit (BART) stations give residents access
to the surrounding region. Local bus providers
including AC Transit and the Emery Go-Round
provide connections in and around Emeryville, as
well as to destinations in Berkeley and Oakland.
According to AC Transit boarding and alighting
counts from 2019, the most popular bus stops
are located on 40th Street east of Horton Street,
San Pablo Avenue, and on Christie Avenue
between 64th Street and 65th Street. Prior
to the COVID-19 pandemic, Casual Carpool
Pickup locations were also available to residents
near Captain Drive on the peninsula and at the
intersection of Christie Avenue and 64th Street.
Casual Carpool has been slow to return as of
early 2023. Pedestrian improvements in these
areas are especially important to consider in
the Active Transportation Plan as well as first
and last mile access to the BART stations in
neighboring jurisdictions.
The Horton Street bike lane connects people biking and rolling to the Emeryville Amtrak Station. 31 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY Map 7. Transit EMERYVILLE ACTIVE TRANSPORTATION PLAN
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Equity
Equity is a key piece of all planning
processes, including Emeryville’s Active
Transportation Plan. An equitable
transportation system is accessible
to underserved communities and is
geographically distributed throughout
neighborhoods and demographic groups.
For the existing conditions phase of
the Plan, concentrations of low-income
workers and median household incomes
within Emeryville were evaluated to better
understand where there may be a need for
biking, walking, and rolling infrastructure.
The home locations of low-income workers
were evaluated using 2018 Longitudinal
Employer-Household Dynamics (LEHD)
data from the U.S. Census Bureau (Map
8). For this analysis, a low-income worker
is defined as someone who has a job with
earnings of $1,250 per month or less. The
home locations of low-income workers who
work in Emeryville tend to be clustered
on the eastern edge of the City in the
neighborhoods along Doyle Street, south
of Stanford Avenue, and east of San Pablo
Avenue between 40th Street and 48th
Street. Active transportation improvements
in these areas are especially important to
creating an equitable transportation system.
The median annual household income
of the City of Emeryville is $104,063,
slightly less than the surrounding San
Francisco-Oakland-Berkeley metro area.
Areas within Emeryville where median
household incomes are lower than the
City’s median include the residential areas
on the peninsula, the neighborhoods south
of 53rd Street between Horton Street and
Adeline Street, and the neighborhoods east
of Doyle Street (Map 9). Residents of these
neighborhoods will benefit from a wider
variety of car-free transportation options
including improved walking connections
to nearby transit stops, low-stress biking
and rolling infrastructure, and safer arterial
crossings.
Several areas throughout Emeryville
emerged as key places to consider for
an equitable transportation system. The
following locations have both a lower
relative median household income than
surrounding areas and also a concentration
of low-income workers:
⊲ East of San Pablo Avenue between 40th
Street and 48th Street
⊲ East of Doyle Street between Peabody
Lane and 55th Street
⊲ North of Powell Street between Frontage
Road and Captain Drive
33 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY Map 8. Equity: Home Locations of Low-Income Workers EMERYVILLE ACTIVE TRANSPORTATION PLAN 34 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY Map 9. Equity: Median Household Income EMERYVILLE ACTIVE TRANSPORTATION PLAN 35 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Every year, the United States Census
surveys how commuters over the age of
16 get to work. Table 1 presents journey
to work data for Emeryville and compares
it to Berkeley, Oakland, Alameda County,
California, and the United States. In 2020,
the most recent year for which data is
available, 5.2% of Emeryville workers
walked to work and 2.9% bicycled to work.
Emeryville’s active modes and public transit
commuting rate is higher than Alameda
County, California, and the United States
and comparable to Oakland’s commuting
trends.
Table 1. Commute Mode Share Comparison
WALKING BICYCLING WORKED AT
HOME
PUBLIC
TRANSIT DROVE ALONE OTHER
Emeryville 5.2% 2.9% 15.7% 22.8% 43.0% 10.4%
Berkeley 15.7% 6.6% 16.7% 23.2% 30.9% 6.9%
Oakland 3.6% 2.3% 10.8% 21.5% 49.9% 11.9%
Alameda County 3.3% 1.7% 11.0% 14.3% 58.5% 11.2%
California 2.5% 0.8% 8.4% 4.6% 72.1% 11.6%
United States 2.6% 0.5% 7.3% 4.6% 74.9% 10.1%
Table 2 presents commuting trends over
the past 10 years. While walking to work
has declined from 9.6% in 2010 to 5.2% in
2020, bicycling, using public transit, and
working from home have all increased.
Driving alone in Emeryville has declined
20% over the past decade.
Biking, Walking, and Rolling Today
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Table 2. Emeryville Commute Mode Trends, 2011 to 2020
2011 TO 2015 2016 TO 2020
ACS 5 YEAR
ESTIMATES
MARGIN OF
ERROR
ACS 5 YEAR
ESTIMATES
MARGIN OF
ERROR
Walk 7.1% ±3.1 5.2% ±1.7
Bike 3.1% ±1.4 2.9% ±1.3
Work at Home 4.3% ±1.6 15.7% ±4.5
Public Transit 23.1% ±3.7 22.8% ±3.5
Drive Alone 50.2% ±5.1 43.0% ±4.3
Other 12.2% NA 10.4% NA
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Given the high level of transit use among
Emeryville residents, improving pedestrian
and bicycle connections to transit will
sustain the high level of transit ridership.
Providing convenient and safe bicycle
connections to employment in downtown
Oakland, south Berkeley, and other nearby
employment centers may further improve
the bicycle and walking mode share.
Telecommuting or working from home is
also showing greater popularity.
Emeryville’s existing bike network is
made up of shared-use paths, separated
bikeways, buffered bike lanes, bike lanes,
bike routes, and bicycle boulevards
(Table 3). Descriptions below outline the
definitions of these terms and how they will
be used throughout this Plan.
Table 3. Existing Bike Network
BIKEWAY TYPE MILEAGE
Shared-Use Path
(Class I)
2.1 miles
Bicycle Lane (Class II) 4.2 miles
Bicycle Route (Class III) 1.5 miles
Bicycle Boulevard
(Class IIIB)
2.5 miles
Separated Bikeway
(Class IV)
0.9 miles
Total 11.1 miles
Emeryville has a total of 11.1 miles of
designated biking facilities (Map 10). These
are recorded in the Plan as centerline street
miles. Bicycle lanes are the most common
facility type, accounting for 38% of the total
biking network. Bicycle boulevards are the
next most common facility type (2.5 miles),
followed by shared-use paths (2.1 miles).
Key existing biking and rolling routes
through Emeryville include north-south
connections on Shellmound Street,
the San Francisco Bay Trail, and the
Emeryville Greenway, as well as eastwest connections on 40th Street and the South Bayfront Bridge. Bicycle
boulevards throughout the City also
provide important biking routes through
residential areas where traffic volumes
and speeds are lower. As Emeryville is
situated between popular destinations in
Oakland and Berkeley, low-stress biking
connections not only within City limits but
also to surrounding areas will be especially
important in the development of project
recommendations later in the planning
process.
38 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY Map 10. Existing Designated Bicycle Facilities EMERYVILLE ACTIVE TRANSPORTATION PLAN 39 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY
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Bike Infrastructure Shared-Use Path (Class I)
This visual glossary accompanies Map
10: Existing Designated Bicycle Facilities
by defining the existing and potential
future bikeway types in Emeryville with
visual examples. In addition to common
bikeway facility names, Caltrans uses
four classes of bikeways (I, II, III, and IV).
This plan uses those classifications, but
expands the facility types by including
Class IIB and Class IIIB designations to
differentiate buffered bike lanes (Class IIB)
from standard bike lanes (Class II) and bike
boulevards (Class IIIB) to differentiate from
standard bike routes (Class III). Separated
Bikeways (Class IV) can take many different
forms and three examples are shown on
the following page.
Buffered Bike Lane (Class IIB)
Bike paths and shared-use paths are typically paved
bi-directional pathways that are separate from
the road right-of-way. Ideally, shared-use paths
will follow a distinct course in a separate right-ofway, often along former railroad beds, along water courses, or other rights-of-way that usually have few
crossing roadways. Source: FHWA.
Bike Lane (Class IIB)
Bike lanes designate an exclusive space for
bicyclists through the use of pavement markings
and signage. The bike lane is located adjacent to
motor vehicle travel lanes and flows in the same
direction as motor vehicle traffic. Source: NACTO.
Buffered bike lanes are conventional bicycle lanes
paired with a designated buffer space separating the
bicycle lane from the adjacent motor vehicle travel
lane and/or parking lane. Source: NACTO.
Bike Boulevard (Class IIIB)
Bicycle boulevards are streets with low motorized
traffic volumes and speeds, designated and
designed to give bicycle travel priority. Signs,
pavement markings, and speed and volume
management measures are used to discourage
through trips by motor vehicles and create safe,
convenient bicycle crossings of busy arterial streets.
Source: NACTO.
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Two-Way Cycle Track (Class IV) Raised Bikeway (Class IV) Parking Protected Bikeway (Class IV) For more information on Separated Bikeway implementation, please see this guide from the California Bicycle Coalition:
https://cal.streetsblog.org/wp-content/uploads/sites/13/2016/09/CalBike-Class-IV-Bikeways-Brochure-Final-Web.pdf Two-way cycle tracks (also known as protected
bikeways, separated bikeways, and on-street bike
paths) are physically separated cycle tracks that
allow bicycle movement in both directions on one
side of the road. Source: NACTO.
Raised cycle tracks are bicycle facilities that are
vertically separated from motor vehicle traffic. Many
are paired with a furnishing zone between the cycle
track and motor vehicle travel lane and/or pedestrian
area. Source: NACTO.
One-way parking protected bikeways are at street
level and use a parking lane for physical protection
from passing traffic. Source: NACTO.
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SAN FRANCISCO BAY TRAIL
AND PARK ACCESS
Emeryville is home to a scenic and welltraveled segment of the San Francisco Bay Trail—a 500-mile planned shared-use path
network that will circumnavigate the San
Francisco Bay. Located along the City’s
waterfront and on several arterial roadways,
Emeryville’s Bay Trail segment provides
walking and rolling access to the Bay
Bridge as well as numerous parks along the
waterfront including McLaughlin Eastshore
State Park, the Emeryville Marina Park,
Point Emery, the Berkeley Marina, Cesar
Chavez Park, Golden Gate Fields, and the
Albany Bulb. Walking and rolling routes to
reach the trail within Emeryville are key
connections in the active transportation
network. As such, these connections
should be given great focus.
The Emeryville Marina is a popular biking, walking, and rolling destination along the Bay Trail. 42 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY
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EMERYVILLE GREENWAY
The Emeryville Greenway is a Class I
shared-use path that connects to a
residential slow street where cars are
not permitted to drive. The Greenway's
seamless connection to the Doyle Street
slow street enables biking and rolling
conditions that are comfortable for all ages
and abilities and are characterized by
minimal interactions with car traffic. The
Greenway serves as a prominent northsouth connection in the City’s existing biking and rolling network, connecting to
Berkeley’s 9th Street bicycle boulevard to
the north and the South Bayfront Bridge
to the south where users can access
the Bay Trail and Mandela Parkway. The
Greenway provides an essential backbone
when considering how to best maximize
Emeryville's all ages and abilities network.
The Emeryville Greenway hosts a number of different user types with a wide range in abilities. 43 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY
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existing pedestrian network (Map 11). The
following corridors contain a high density of
sidewalk width restrictions relative to other
areas within Emeryville:
⊲ 40th Street between Halleck Street and
Adeline Street
⊲ 64th Street between Christie Avenue
and Vallejo Street
⊲ Powell Street between Frontage Road
and Beaudry Street
Arterial roadways also pose challenges
to people walking throughout Emeryville.
On- and off-ramp connections to I-80, high
traffic volumes, and multiple lanes of traffic
often characterize the areas surrounding
walking destinations. Pedestrian signals
and intersection upgrades that provide
more protection for people walking will
help improve the City’s existing sidewalk
network and encourage walking as a mode
of transportation.
EXISTING ACTIVE TRANSPORTATION
PROGRAMS
Bicycle-, walking-, and rolling-focused
programs provide education and
encouragement for residents. Prepandemic, Bike to Work Day was a celebration of bicycles as a fun and
healthy way to get to work, as well as an
opportunity for those who do not usually
bike commute to try it out. Organized by
Bike East Bay, the City of Emeryville has
a long history of sponsoring "Energizer
Stations" where participants can receive
free snacks and coffee from local
businesses, repair kits, and goodie bags.
A raised bicycle lane next to the sidewalk on
Shellmound St allows for people walking and rolling
to comfortably share the same space.
The majority of Emeryville's street network
is equipped with sidewalks, but some
sidewalks are narrow or have barriers that
make walking difficult. The City used input
from the community to identify sidewalk
barriers and width restrictions in the The City of Emeryville has a long history of participating in the annual Bike to Work Day
encouragement campaign.
44 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY Map 11. Pedestrian Network EMERYVILLE ACTIVE TRANSPORTATION PLAN 45 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY
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There are many features that contribute
to a comfortable and safe walking
environment.
New/Improved Sidewalk
Crosswalk
Marked crosswalks indicate optimal or preferred
locations for pedestrians to cross and help designate
right-of-way for motorists to yield to pedestrians.
Source: FHWA.
Pedestrian Hybrid Beacon (PHB)
PHBs can warn and control traffic at unsignalized
locations and assist pedestrians in crossing a street
or highway at a marked crosswalk. The PHB rests in
dark until a pedestrian activates it via a pushbutton
or other form of detection. PHBs are used on higher
speed and higher volume roadways than RRFBs.
Source: FHWA.
Pedestrian Network Improvements
Rectangular Rapid Flashing Beacon
(RRFB)
User-activated pedestrian signals that use flashing
yellow lights to alert motorists to the presence
of people walking in the crosswalk. They can be
installed in midblock locations or at intersections
where a full traffic signal is not warranted. In
residential areas, alternative flashing signs may be
considered that illuminate the perimeter of the sign.
Curb Extensions
Curb extensions—also known as bulb-outs or
neckdowns—extend the sidewalk or curb line out
into the parking lane and reduce the effective street
width. Source: FHWA.
Sidewalks and walkways are “pedestrian lanes”
that provide people with space to travel within the
public right-of-way that is separated from roadway
vehicles. Source: FHWA.
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Leading Pedestrian Interval (LPI)
LPIs can be programmed into traffic signals to
minimize conflicts between pedestrians crossing a
roadway and left- or right-turning vehicles. LPIs give
the pedestrian the WALK signal 3-7 seconds before
the motorists are allowed to proceed through the
intersection, which makes them more visible.
Source: FHWA.
Median Refuge Island
A median refuge island, or crossing island, is a
median with a refuge area that is intended to help
protect pedestrians crossing a multilane road.
Crossing islands should be considered as a
supplement to the crosswalk. A pedestrian refuge
island allows pedestrians to focus on one direction
of traffic at a time as they cross and provides space
to wait for an adequate gap in oncoming traffic
before finishing the second phase of the crossing.
Source: FHWA.
Signal Timing Adjustments
In general, shorter cycle lengths (ideally less than
90 seconds) and longer walk intervals provide better
service to pedestrians and encourage better signal
compliance. For optimal pedestrian service, fixedtime signal operation usually works best because it provides an automatic pedestrian phase. Source:
FHWA.
No Right on Red
Prohibiting right turns on red should be considered
where exclusive pedestrian phases or high
pedestrian volumes are present. Source: FHWA.
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Bicycle- and pedestrian-related collision
data can provide insight into specific
locations and roadways that tend to have
higher rates of collisions. This analysis uses
collision data acquired from University of
California Berkeley’s Transportation Injury
Mapping Systems (TIMS) between the
dates 1/1/2017 and 12/31/2021 to determine
high-level collision trends and areas
in Emeryville with a history of frequent
collisions. It is important to note that this
analysis relied on reported collisions, and
not all collisions involving people biking,
walking, and rolling are reported. Further,
near-crashes are not included as they are
typically not reported.
In total, 33 bicycle-related collisions and
28 pedestrian-related collisions occurred in
Emeryville during the study period. Bicyclerelated collisions per year did not tend to drastically fluctuate from year to year,
though reported collisions almost tripled
from 2017 to 2018 (Figure 2).
Pedestrian-related collisions similarly did
not drastically fluctuate throughout the
study period; however, 2021 experienced
an increase from 2020 (Figure 3). One
pedestrian fatality occurred outside the
study period in 2016 at the intersection of
Powell Street and Christie Avenue in the
pedestrian right-of-way.
Figure 2. Bicycle-related collisions
0 2
4 6
8 10
2017 2018 2019 2020 2021
NUMBER OF COLLISIONS
Figure 3. Pedestrian-related collisions
12 10
8 6
4 2
0 NUMBER OF COLLISIONS
2017 2018 2019 2020 2021
Biking, Walking, and Rolling Safety
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Bicycle-related collisions that occurred
during the study period most commonly
resulted in ‘Minor Injury’ severity type
(Figure 4). Corridors within Emeryville that
contain the highest rate of bicycle-related
collisions include Hollis Street, San Pablo
Avenue, and Frontage Road (Map 12). The
following trends emerged during the safety
analysis:
⊲ Six bicycle-related collisions occurred on
San Pablo Avenue.
⊲ Five bicycle-related collisions occurred
at intersections on Emeryville's existing
bicycle boulevard network.
⊲ Two bicycle-related collisions occurred
at the intersection of San Pablo Avenue ,
Adeline Street, and MacArthur Boulevard
due to improper turning and being on the
wrong side of the road.
⊲ A severe collision occurred at the
intersection of 63rd Street and Hollis
Street within the automobile right-of-way.
Figure 4. Bicycle collision severity
Severe
Injury (2)
Minor
Injury (32)
Bicycle-related Collision Trends
49 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY Map 12. Bicycle Collisions EMERYVILLE ACTIVE TRANSPORTATION PLAN 50 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY
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Pedestrian-related
Collision Trends
Pedestrian-related collisions that occurred
during the study period most commonly
resulted in ‘Minor Injury’ severity type
(Figure 5). Corridors within Emeryville
that contain the highest rate of pedestrianrelated collisions include Powell Street, 40th Street, and Hollis Street (Map 13). The
following trends emerged during the safety
analysis:
⊲ Six pedestrian collisions occurred along
Powell Street during the study period.
⊲ Twelve collisions occurred within 1,000
feet of a school.
⊲ One pedestrian fatality occurred in
2016—outside of the study period—at
the intersection of Powell Street and
Christie Avenue.
Collision Hotspots
Analysis
In this safety analysis, collision hotspots are
defined as locations where three or more
bicycle- or pedestrian-related collisions
occurred. Five intersections throughout
Emeryville were identified (Map 14).
⊲ 62nd Street and Horton Street
⊲ Powell Street and Christie Avenue
⊲ Powell Street and Doyle Street
⊲ Stanford Avenue and Hollis Street
⊲ 43rd Street and San Pablo Avenue
Figure 5. Pedestrian collision severity
Severe
Injury (4)
Minor
Injury (24)
51 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY Map 13. Pedestrian Collisions EMERYVILLE ACTIVE TRANSPORTATION PLAN 52 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY Map 14. Collision Hot Spots EMERYVILLE ACTIVE TRANSPORTATION PLAN 53 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Connectivity
The Bicycle Level of Traffic Stress (BLTS)
analysis in this Plan measures the
perceived stress levels of people biking or
rolling along Emeryville’s roadways and
shared-use paths. The less stressful—and
therefore more comfortable—a biking and
rolling facility is, the more accessible it will
be to a larger portion of the population,
both in age and ability. A biking and rolling
network will be more comfortable if it is
designed to reduce stress associated with
potential vehicle conflicts.
Bikeways are considered low-stress if
they involve very few traffic interactions
by nature of the roadway’s vehicle speeds
and volumes (e.g., a shared low-traffic
neighborhood street) or if there are greater
degrees of physical separation between the
bikeway and traffic lane (e.g., a separated
bikeway on an arterial roadway). In order
to evaluate how well connected and
comfortable Emeryville’s existing bike
network is, a BLTS analysis was performed
on the city’s street and trail network.
The BLTS analysis quantifies stress levels
when a person is riding or rolling along
a roadway, bike facility, or shared-use
path. Inputs into how stressful a roadway
or bikeway may feel include the number
of traffic lanes, speed limit, presence of
a bike facility, and presence of a physical
separator between the bike facility and
moving vehicles. The following levels of
perceived stress, described by the type
of bicyclist or roller the facility generally
appeals to, were assigned to Emeryville’s
active transportation network:
⊲ BLTS 1: All Ages and Abilities
Corridor has a Class I Shared-Use Path
or Class IV Separated Bikeway that
provides a comfortable riding experience
for all people biking or rolling.
⊲ BLTS 1.5: All Ages and Abilities
(Residential)
Corridor is located within a residential
area with low traffic speeds and low
volumes that provides a comfortable onstreet riding experience for most people.
Corridor may contain traffic calming, a
bicycle boulevard facility, or bike route.
⊲ BLTS 2: Average Adult
Corridor provides a comfortable riding
experience for an adult who bikes.
Corridor may contain buffered bike lanes
on an arterial roadway or bike lanes.
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⊲ BLTS 3: Confident Adult
Corridor provides a comfortable riding
experience for an experienced adult.
Corridor contains a bike facility with
minimal separation from traffic such as a
bike lane or bike route and hosts higher
traffic speeds and volumes.
⊲ BLTS 4: Fearless Adult
Corridor is not comfortable for the
majority of people biking. High traffic
volumes, speeds, and multiple travel
lanes without designated biking facilities
are often barriers to people biking.
Emeryville’s BLTS analysis revealed
locations that are highly stressful for people
biking and rolling, as well as areas where
the low-stress network for all ages and
abilities should be improved and better
connected to popular destinations (Map
15). San Pablo Avenue and Powell Street
emerged as the most stressful roadways
to bike or roll on. Areas where low-stress
bikeways intersect these high-stress
arterials, such as the intersection of 45th
Street and San Pablo or Horton Street and
Powell Street, emerged as places to be
considered for spot improvements during
the recommendations phase of the Plan.
When considering Emeryville’s existing
low-stress network and the destinations it
connects to, notable gaps include the Bay
Street Shopping Mall, connections to the
Bay Trail from north of Powell Street, and
the commercial areas along 40th Street.
55 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY Map 15. Bicycle Level of Traffic Stress EMERYVILLE ACTIVE TRANSPORTATION PLAN 56 | 3 : BIKING, WALKING, AND ROLLING IN EMERYVILLE TODAY
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Four key takeaways emerged from the
existing conditions and data analysis phase
of the Plan:
Arterial roadway crossings are
stressful
The following arterial streets should be
considered for crossing improvements and/
or parallel low-stress walking and rolling
routes:
⊲ 40th Street
⊲ Powell Street
⊲ San Pablo Avenue
Focus area: San Pablo Avenue and
Adeline Street
Residents with the lowest incomes live in
the southeast corner of Emeryville on each
side of San Pablo Avenue and Adeline
Street. This area also has the highest
population density, meaning that there is
greater need and opportunity to serve the
area with low-cost transportation options.
Walking routes can be improved by
removing identified barriers
Sidewalks with width restrictions near
schools, community centers, transit
corridors, and commercial areas should be
considered for improvements to walkability.
The existing bikeway network is not
comfortable for all ages and abilities
Upgrading existing bikeways to lowerstress facilities and improving bicycle boulevard arterial crossings will make the
rolling network more accessible to a wider
audience.
Key Takeaways
4 Policies,
Programs,
and Projects
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Policies, Programs, and Projects
Purpose: This chapter introduces the different types of biking, walking, and rolling projects and supporting amenities recommended for implementation.
Why it matters: This chapter presents potential steps the City can take to meet the transportation needs identified in previous chapters.
What We Heard
Across all of our outreach efforts with
Emeryville residents and community
members, we heard:
⊲ Arterial roadways create barriers to
people biking, walking, and rolling in
Emeryville.
⊲ There is a need for low-stress walking
and rolling routes to transit, parks,
schools, and shopping.
⊲ There is a need for improved street
crossings along transit corridors.
⊲ Greenways and bike boulevards work
well as walking and rolling routes.
Pedestrians enjoy strolling along the Marina.
How to Read this
Chapter
This chapter is organized by the following
main sections:
⊲ Policies & Programs
⊲ Projects
» Pedestrian Network & Spot
Improvement Recommendations
» Bikeway Network Recommendations
» Multimodal Projects
⊲ Studies
A key at the top of the subsequent pages
will help orient you to these sections.
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A-1: COMMITMENT TO PLAN
IMPLEMENTATION
A-1.1: The City will seek resources to
implement the recommendations of the
Active Transportation Plan.
A-1.2: As other roadway improvements are
constructed by the City and other agencies,
the City will evaluate opportunities
to integrate pedestrian and bicycle
infrastructure to advance implementation of
the Active Transportation Plan.
A-2: MAINTENANCE
A-2.1: Bicycle facilities will be resurfaced
at the time that the street on which they
reside is resurfaced, to ensure equitable
maintenance between vehicle and bicycle
facilities.
A-2.2: The City will ensure sufficient
funding in order to support bicycle and
pedestrian maintenance activities.
A-3: SAFE ROUTES TO SCHOOLS
The City will continue to act as an engaged
partner with the Emery Unified School
District, local schools, and Alameda
County in support of Safe Routes to School
activities and programs.
A-4: BANNING RIGHT TURN ON RED
The City will evaluate banning vehicles
from turning right while they have a red light
signal on a case-by-case basis as projects
move into the design phase.
A-5: PLAN EVALUATION
A-5.1: When the Active Transportation Plan
is updated, the City will assess citywide
bicycle and pedestrian data and conduct
additional counts as needed.
A-5.2: When feasible, conduct bicycle and
pedestrian counts before and after new
projects are constructed.
A-5.3: The City will establish a centralized
database to track the implementation status
of the bicycle and pedestrian network
proposed in the Active Transportation Plan.
The database, and its mapping component,
will allow for the rapid creation of reports
and maps to be deployed to officials and
the public.
A-6: LEADING PEDESTRIAN
INTERVALS
The City supports Leading Pedestrian
Intervals and will evaluate opportunities to
implement at signalized intersections where
feasible, while taking into consideration
transit needs.
A-7: LOWERING OF SPEED LIMITS
The City will evaluate how new legislation
could be applied within current legislative
restrictions on lowering of speed limits on
streets with biking facilities.
Policy Recommendations
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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Pedestrian and bicycle programs, such as
education and encouragement programs,
are essential to increasing the desirability
and safety of biking, walking, and
rolling. Programs help build the “human
infrastructure”1
of a bicycling and walking
culture, and encourage more people to
bike, walk, or roll. Many programs can be
categorized according to the following “E’s”:
1 The term “human infrastructure” was coined by urban
anthropologist Adonia Lugo to refer to the social relationships and communities that support bicycling
EQUITY RECOMMENDATIONS
The equity recommendations below
encompass actions that could have been
listed under many of the other program
subheadings. However, bringing them
together under the framework of equity
ensures that the Plan reaches all ages
and abilities by including communities of
various ethnicities and reaching low-income
communities.
ENCOURAGEMENT
RECOMMENDATIONS
Encouragement programs provide
incentives and support to help people
leave their car at home and try walking or
bicycling instead. Bicycle encouragement
programs, in particular, target “interested
but concerned” people who would like to
ride a bike but who may not be confident
in their skills or in their interactions with
people driving.
EDUCATION AND SAFE ROUTES TO
SCHOOL RECOMMENDATIONS
Education programs are designed to
improve safety and awareness. They
can include in-classroom or after school
programs that teach students how to safely
cross the street or bicycle in the road. They
may also include brochures, posters, or
other information aimed at people walking,
bicycling, or driving.
EVALUATION RECOMMENDATIONS
Evaluation programs are an important
component of any engineering or
programmatic investment. They help
the City measure its success at meeting
the goals of this Plan and to identify
adjustments that may be necessary.
A note on enforcement: Enforcement
programs have historically been
part of Active Transportation Plan
recommendations. However, in many
instances, police enforcement makes
people feel less safe biking, walking, and
rolling, particularly for people of color. As
Programmatic Recommendations
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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a result, this Plan does not recommend
general enforcement programs. Instead,
the Plan seeks to use engineering to solve
many of the common challenges historically
addressed through enforcement, such as
speeding and bike lane encroachment.
This Plan also supports City collaboration
with Emeryville Police Department on
active transportation safety education and
encouragement activities.
EQUITY PROGRAM
RECOMMENDATIONS
B-1: Targeted Outreach and
Programs
Emeryville is committed to supporting
its diverse residents, underserved
communities, and populations that typically
don’t bike, walk, or roll. Traditional methods
of encouraging active transportation may
not reach these groups (e.g., English
outreach to non-English speakers), or may
not address the unique needs of these
groups (e.g., women are more likely to need
to travel with a child). A focused effort to
engage with these populations will help the
City encourage biking, walking, and rolling
for all residents.
Recommendation: Advertise and
promote all programs in languages used
by Emeryville residents, such as English,
Spanish, Chinese, Thai, Amharic, Hindi,
and Farsi. Offer programs specifically
for women, families, non-English
speaking communities, and other specific
demographic groups.
B-2: Bicycle Accessories Giveaway
Program
A barrier to safe bicycling is often the lack
of necessary equipment (e.g., helmet, bike
lights, locks, reflective attire). The City can
pursue a program to provide necessary
gear at no or reduced cost to low-income
residents. For example, Bay Wheels has a
“Bike Share for All” program that provides
low-cost bike share memberships to people
who qualify for CalFresh, SFMTA Lifeline
Pass, or PG&E CARE utility discount.
Recommendation: Subsidize or provide
free bicycle equipment to residents who
qualify for CalFresh or PG&E CARE utility
discount. The City could consider working
with local bike shops to implement this
program.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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B-3: Bicycle/Pedestrian
Infrastructure Equity Program
People biking, walking, and rolling
may be inequitably accommodated by
infrastructure such as lighting, bathrooms,
water fountains, bus stops, and sidewalk
improvements.
Recommendation: Revise the
Capital Improvement Program per
recommendations from the Plan with review
of equitable distribution of infrastructure
that supports people walking and biking.
ENCOURAGEMENT PROGRAM
RECOMMENDATIONS
B-4: Expanded Bike Share
Emeryville already participates in Lyft’s Bay
Wheels, the Bay Area’s bike share system.
There are a number of stations throughout
the City that allow people to take point-topoint trips within the City and to connecting stations in Berkeley and Oakland. While
Lyft has indicated that East Bay bike share
is unlikely to expand further, the City should
look for opportunities to expand bike share
to additional locations in the City.
Recommendation: The City should look
for opportunities to expand bike share to
additional locations, such as areas of the
City south of Powell Street and west of the
railroad tracks.
B-5: Car-Free Street Events
Car-free street events promote health by
creating a safe and attractive space for
physical activity and social contact and
are cost-effective compared to the cost of
building new parks for the same purpose.
These events have many names: Sunday
Parkways, Ciclovías, Summer Streets, and
Sunday Streets. Car-free street events
temporarily close streets to motor vehicles
and open them to the public for walking,
bicycling, dancing, hula hooping, rollerskating, or other activities. They have been very successful internationally and are
rapidly becoming popular in the United
States. Events can be regularly scheduled
or one-time occasions and are generally
very popular and well attended.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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Recommendation: The City should
integrate Conditions of Approval for site
development to implement EmployerBased Encouragement Programs / Bicycle Friendly Business Programs (see
recommendation B-7 on the next page).
The City should support a regular, recurring
car-free street event. While specific
locations and times for these events can
be developed through community outreach
and support, one possibility for the City of
Emeryville would be to combine a car-free
street event with its Art in Public Places
program. Possible locations include Park
Avenue, Doyle Street/Greenway, Hollis
Street, and Horton Street. Measure B funds
could be used for general outreach and
marketing.
B-6: Bicycle Friendly Community
The League of American Bicyclists
recognizes communities that improve
bicycling conditions through education,
encouragement, enforcement, and
evaluation programs. Communities can
achieve diamond, platinum, gold, silver,
or bronze status, or an honorary mention.
Bicycle-friendliness can indicate that a
community is healthy and vibrant. Like
good schools and attractive downtowns,
bicycle-friendliness can increase property
values, spur business growth, and increase
tourism. Emeryville is currently a Silverlevel Bicycle Friendly Community.
Recommendation: This Plan recommends
the City reapply for an elevated Bicycle
Friendly Community status after
implementation of the priority projects
and many of the recommended programs
identified in this Plan. In Emeryville’s
last report card, the League of American
Bicyclists recommended Emeryville
focus on expanding its bicycle network,
updating its bicycle plan, offer targeted
education to specific demographic groups
who are underrepresented in the bicycling
community, increase employer-based
encouragement program, create a datadriven traffic enforcement program, and support bicycle integration with transit.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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B-7: Employer-Based
Encouragement Programs / Bicycle
Friendly Business Programs
Emeryville’s large employment base
means that working with employers may
be an effective means of achieving the
goals of this Plan. Biking, walking, and
rolling to work has many benefits, including
reducing the stress associated with driving
in rush-hour traffic, reducing health costs
by improving worker health, and helping
businesses market their environmental
sustainability.
Though the City cannot host these
programs, it can work with or provide
information to employers about commuting
by foot or by bicycle. Employers can host
bicycle classes and participate in Bike
to Work Day, like the City of Emeryville
does for its employees. Employers can
also set up a National Bike Challenge
(nationalbikechallenge.org) account so that
employees can log their hours and set up
an internal contest for who logs the most
hours.
Emeryville could also consider starting
a Bicycle Friendly Business Program,
awarded by the League of American
Bicyclists, which recognizes businesses
that make it easy and convenient for both
employees and customers to arrive by
biking, walking, or rolling. This requires
businesses to implement different
strategies to accommodate the different
needs of customers and employees.
Recommendation: The City should
continue to work with or provide information
to employers about alternative commute
options, with the intention of reducing
the number of Emeryville workers who
drive alone to work, and should establish
a Bicycle Friendly Business Program. It
should continue to support Bike to Work
Day as a car-free event and explore
additional policies and programs that can
encourage walking and biking to work.
The City should serve as a role model by
actively promoting alternative commute
modes for City employees.
B-8: Bike Parking Retrofit Program
Accessible bike parking is a key feature of
a robust and seamless active transportation
network. New developments in Emeryville
have regulations that include providing
bike parking for renters; however, older
developments do not have the same
requirements. With limited options for some
renters in older developments, the City
should pursue a program to help implement
bike parking in these private locations.
Recommendation: The City should
consider opportunities to fund or subsidize
a bike parking retrofit program to help
existing private developments add bike
parking to their property. The City could
create a bike parking request program and
fund public bike parking or lockers in areas
of high demand. Funding sources may limit
parking to be publicly accessible.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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SAFE ROUTES TO SCHOOL PROGRAM
RECOMMENDATIONS
Safe Routes to School (SR2S) is a program
that helps children to get to school by
walking, bicycling, carpooling, or using
transit. It envisions active kids using safe
streets, helped by engaged adults including
teachers, parents, and police officers,
complemented by responsible drivers.
Every state has a SR2S coordinator and
grant program, and Alameda CTC has
a robust countywide SR2S Program.
Although Anna Yates Elementary is a
participating school in the Alameda CTC
program, no other schools in the City
participate. In recent years, Anna Yates has
implemented the following SR2S activities:
2019-2020 Activities
⊲ International Walk and Roll to School
Day
⊲ Golden Sneaker Contest
2018-2019 Activities
⊲ Pedestrian Rodeo
⊲ Bike Rodeo
⊲ Alameda County BikeMobile Visit
⊲ Bike to School Day
⊲ International Walk and Roll to School
Day
⊲ Golden Sneaker Contest
However, Anna Yates Elementary has not
completed a School Safety Assessment
to determine school-specific infrastructure
recommendations.
Emeryville is unique in that many of its
schools are located in close proximity
to one another. Anna Yates Elementary
(grades K to 5), Emery Secondary (grades
6 to 12), the private Escuela Bilingue (pre-K
to 8), the City’s Child Development Center
(a preschool), the Emeryville Center for
Community Life, the private Pacific Rim
International School (pre-K to 12), and the
private East Bay German International
School (pre-K to 12) are all within a few
blocks of San Pablo Avenue between 41st
and 53rd Streets. San Pablo Avenue is a
major impediment to pedestrian travel in
the area, and many students have to cross
San Pablo to access their schools.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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B-9: Safe Routes to School Programs
The Alameda County SR2S Program
offers the following programs that could be
implemented in Emeryville:
⊲ Alameda County BikeMobile The
BikeMobile is like combining a
bookmobile and a bicycle repair shop.
The BikeMobile makes visits to schools
to repair bicycles for students and
reinforce safe bicycling habits.
⊲ Bike Blender The Bike Blender uses bike
pedal power to create smoothies, and
can be a great tool to teach students
about health and wellness. The Bike
Blender can attend a school resource
fair or other school-based festival or
event.
⊲ Bike Rodeos Bike rodeos are funfilled courses that focus on introducing elementary and middle school students
to safe bicycle handling skills and riding
techniques on the road. Classes could
include a bicycle training course.
⊲ Creation for Transportation Creation for
Transportation is an art contest event
that encourages high school students
to explore the impacts of different
transportation choices.
⊲ Drive Your Bike The Drive Your Bike
program is ideal for PE teachers who
want to provide intensive bike safety
education and training to middle and
high school students.
⊲ Golden Sneaker Contest Students are
challenged to choose active travel for
one week out of the year. The classroom
with the most active trips wins the
coveted Golden Sneaker trophy.
⊲ Walk & Roll to School Day This
worldwide celebration encourages
students, families, and the school
community to walk, bicycle, take transit,
or use other nonmotorized transportation
to get to school. Schools can also
implement monthly or quarterly Walk
& Roll to School Days to keep the
enthusiasm up year-round.
⊲ Music Notes Music Notes performs ageappropriate concerts that teach walking and biking safety through hip-hop songs
and videos.
⊲ Pedestrian Rodeos A team of safety
instructors conducts this engaging
and fun-filled traffic simulation course
to teach students safe pedestrian
behaviors.
A school safety training program where students
learn how to properly fit their helmets.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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⊲ Pedestrian Safety Workshops
Pedestrian safety workshops are
assembly-style presentations that teach
students safe, lawful pedestrian behavior
using a simulated city street course.
⊲ Rail Safety Virtual Presentations
Alameda County SR2S offers online rail
safety presentations for K-12 classes.
⊲ School Safety Assessments School
Safety Assessments are often the
starting point of a Safe Routes to School
Program as they help students, parents,
and neighbors assess routes to schools
and identify safety considerations.
Stakeholders walk the main routes to
school to discuss safety issues and
develop possible short- and longterm solutions. Stakeholders may also use walking audits to evaluate
the effectiveness of engineering
improvements.
⊲ Walking School Buses and Bike
Trains Walking School Buses are
formed when a group of children walk
together to school and are accompanied
by one or two adults (usually parents
or guardians). The walking school bus
picks up students at designated meeting
locations. Walking School Buses can be
implemented informally among parents
or neighbors or as official school-wide
endeavors with trained volunteers and
structured meeting times and locations.
Bike Trains are similar, except children
and adults bicycle to school.
⊲ Youth Bicycle Safety Education
Classes Typical school-based bicycle
education programs educate students
about the rules of the road, proper use
of bicycle equipment, biking skills, street
crossing skills, and the benefits of biking.
Classes could include a bicycle training
course.
Recommendation: The City should
collaborate with Emery Unified School
District for site assessment at qualifying
schools and private schools to increase
participation in the Alameda County SR2S
program. In particular, Anna Yates and the
other schools located at the ECCL campus
should participate in a School Safety
Assessment.
An activity where students learn the rules of the
road when riding bike and how to cross the street
safely.
School safety assessments improve the walking and
biking routes to school for parents and children.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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EDUCATION PROGRAM
RECOMMENDATIONS
B-10: Adult Bicycling Skills Classes
Most adults who bicycle have not received
training on safe bicycling practices, the
rules of the road, and bicycle handling
skills. Bicycling skills classes can address
this education gap. With a large planned
increase in bicycle infrastructure in the
coming years, the City should sponsor and
partner with other organizations to provide
Adult Bicycle Skills classes as a way to
encourage people who are inexperienced
or less comfortable biking to try out
new facilities. The League of American
Bicyclists offers classes taught by certified
instructors. In addition, Bike East Bay offers
adult bicycle education classes periodically
and at the request of local jurisdictions.
These classes include Adult Learn to Ride
Classes (for adults who do not know how
to ride a bicycle), Urban Cycling 101 (for
new or less-experienced people), and
a series of advanced classes on topics
such as avoiding bike theft, riding after
dark, and carrying things by bike (for more
experienced people).
Recommendation: This Plan recommends
the City sponsor and host a range of adult
bicycling skills classes or partner with
County or regional activities on an ongoing
basis.
B-11: Family Bicycling Skills Classes
Similar to adult bicycling skills classes,
family bicycling skills classes support
parents and children. Classes may teach
parents how to ride safely with their
children in an urban environment (either on
the bike with them, or riding on the sidewalk
next to them) with neighborhood rides, or
may teach children how to bicycle safely
and follow the rules of the road through
games and fun. Bike East Bay offers Family
Cycling Workshops for parents and kids.
Recommendation: This Plan recommends
that the City sponsor and host family
bicycling skills classes or partner with
County or regional activities on an ongoing
basis.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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EVALUATION RECOMMENDATIONS
B-12: Driver Education Program/
Campaign
The California Office of Traffic Safety
regularly has grant opportunities to fund
educational campaigns that support
pedestrian, bicycle, and roadway safety.
A driver education campaign can help
educate drivers about safe driving around
people biking, walking, and rolling. For
example, people driving should look for
people bicycling when making a right turn
to avoid the “right hook” collision. They
should also look for people walking in the
crosswalk when making a left turn to avoid
the “left hook” collision.
Recommendation: This Plan recommends
the City implement a driver education
program and/or campaign.
B-13: Traffic Counts
Pedestrian and bicycle counts are methods
to evaluate not only the effectiveness
of specific pedestrian and bicycle
improvement projects but can also function
as a way to measure progress towards
reaching City goals.
Recommendations:
⊲ When collecting vehicle counts for
roadway projects, the City should take
a multimodal approach that includes
counting pedestrians, bicycles, and other
transportation modes as applicable.
⊲ Continue and expand the use of
automatic counters to collect data on key
pedestrian and bicycle corridors, such
as the Emeryville Greenway. Automatic
count technologies can be useful for
bicycle and pedestrian count efforts.
In-pavement loop detectors accurately
count bicycle activity on-street and
infrared counters can count pedestrian
and bicycle activities on paths.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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B-14: Wayfinding
Wayfinding provides direction and creates a
sense of place for people biking and rolling.
Emeryville currently uses purple-branded
street signs to designate streets that are
included in the citywide bike boulevard
network. Continuing and expanding
wayfinding efforts throughout the City’s
active transportation network will improve
the quality and usability of the existing and
proposed network.
To support easy navigation for pedestrians
and bicyclists, cities are developing and
installing comprehensive wayfinding or
directional signage. Signs may also include
“distance to” information, which displays
mileage to community destinations. A
citywide wayfinding system can raise
awareness and improve access for
residents and visitors to community assets
such as ECCL, City Hall, the Bay Trail, the
Senior Center, and parks.
The design of wayfinding signs can vary
depending on the municipality. Guide
signs may follow California’s Manual on
Uniform Traffic Control Devices (MUTCD)
standards, which use additional plaques
that display destinations and mileage.
The City would mount these plaques
under existing bike route and lane signs.
Alternatively, the City may decide to design
wayfinding signs that exhibit Emeryville’s
Wayfinding designs can be simple or stylistically
unique. They can also include standards for
pavement and sidewalk markings.
Bike boulevard wayfinding on Horton Street.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
Wayfinding Recommendations
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unique style and commitment to public art,
similar to the utility box public art designs.
These signs display the community’s
identity and support of bicyclists.
Wayfinding efforts made along the Bay Trail
spine through Emeryville should adhere to
Bay Trail Design Guidelines and Toolkit for
Bay Trail wayfinding recommendations.
Emeryville has many non-square bikeway
intersections along San Pablo Avenue that
can be confusing to navigate on a bicycle.
Bicyclists often have to navigate a jog in an
intersection to continue the same direction
of travel. Wayfinding signs installed at these
intersections will help in these situations,
in addition to directing bicyclists to local
and regional attractions. Crossing under
Interstate 80 and across the railroad tracks
can also lead to confusion for people
biking, walking, or rolling.
Development of a wayfinding signage plan
requires interdepartmental and stakeholder
collaboration to determine sign display
The wayfinding program could take inspiration from the City's unique and playful utility box artwork. design, the frequency that signs should
be installed and the destinations to be
displayed on each sign. Staff, consultants
or volunteers with significant bicycling and
walking experience and knowledge of the
local network should be involved to ensure
local needs are met.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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How Did We Develop the Recommended Biking,
Walking, and Rolling Network?
PUBLIC INPUT
Participants identified key destinations,
barriers in the active transportation
network, and popular routes through an
online web map and survey.
Feedback gathered from community
meetings, listening sessions, biking and
walking tours, online engagement, and
youth outreach events include a need for
improved biking, walking, and rolling routes.
NEEDS ASSESSMENT
Safety – We identified where the most
severe and highest number of repeat
collisions were located.
Equity – We mapped the density of lowincome workers throughout the City to understand which areas would most benefit
from low-cost transportation options.
Comfort – We identified segments of
the roadway network that are high-stress
for people biking, walking, and rolling to
understand existing barriers.
Connectivity – We assessed connectivity
to popular destinations such as the Bay
Trail and shopping centers for those using
the all ages and abilities network.
EMERYVILLE BICYCLE AND
PEDESTRIAN ADVISORY COMMITTEE
Emeryville’s BPAC provided direct feedback
and revisions to the project team at each
step of the active transportation planning
process—from visions and goals to
infrastructure recommendations.
The BPAC’s project wish lists from 2018,
2019, and goals from 2020 provided
a foundation for the project team to
build on when developing network
recommendations.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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What We’ve Proposed
ALL AGES AND ABILITIES NETWORK
The all ages and abilities network lays
out the proposed bikeway facilities that
provide comfortable connections across
and throughout Emeryville (Map 16). This
network is comprised of facilities that
provide as much separation as possible
between vehicles and people biking
or rolling including shared-use paths,
separated bikeways, and greenways. Bike
boulevards are not included in the all ages
and abilities network as they do not provide
separation between vehicles and people
biking or rolling.
Key east-west connections in the
proposed all ages and abilities network
include separated bikeway facilities on
40th Street, Powell Street, and 65th
Street, and a proposed greenway on 53rd
Street. A new east-west connection is
also planned as part of the 5801 Christie
Avenue project and a City initiated General
Plan Amendment to revise the location
of Shellmound Way. Key north-south
connections include separated bikeway
facilities on Shellmound Street and San
Pablo Avenue, as well as shared-use paths
parallel to I-80 and extending from Halleck
Street.
SAFE ROUTES TO BIKING, WALKING,
AND ROLLING DESTINATIONS
Throughout the public engagement
process, community members expressed
a need for more comfortable and improved
walking and rolling routes to major
destinations within Emeryville. In order
to overcome existing barriers and gaps
within the active transportation network, the
project team used input from the public web
map, community meetings, and walking
and rolling tours to better understand
where community members would like to
go. Following public input, the project team
focused on how to make the walking and
rolling routes to parks, trails, shopping,
transit, and schools more accessible and
comfortable.
The following maps present Emeryville's
parks, shopping, transit, and school
destinations overlaid with the vision of
the all ages and abilities network. The
implementation of these biking and rolling
projects aims to make these locations
accessible to all users regardless of age or
ability.
⊲ Map 17 Safe Routes to Parks + Trails
⊲ Map 18 Safe Routes to Shopping
⊲ Map 19 Safe Routes to Transit
⊲ Map 20 Safe Routes to School
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RECOMMENDATIONS
PEDESTRIAN NETWORK &
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BIKEWAY
PROJECTS
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COMFORTABLE AND CONNECTED
PEDESTRIAN NETWORK
Community members mentioned
obstructions in the walking path, upturned
surfaces, and a lack of comfortable and
wide walking spaces as the most common
barriers in Emeryville’s walking network.
Using a two-pronged approach, the project
team assessed both opportunities for
larger scale shared-use paths across the
city, as well as localized improvements to
existing sidewalks based on feedback from
community members.
INTERSECTION UPGRADES
Arterial crossings throughout Emeryville
create barriers to people biking, walking,
and rolling. Major intersection upgrades
are proposed at a number of locations
along Powell Street, 40th Street, San Pablo
Avenue, and Hollis Street.
Obstructions such as signs, traffic poles, and utilities along narrow sidewalks create barriers to people walking.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
75 | 4 : POLICIES, PROGRAMS, AND PROJECTS
Map 16. Recommended All Ages and Abilities Network EMERYVILLE ACTIVE TRANSPORTATION PLAN 76 | 4 : POLICIES, PROGRAMS, AND PROJECTS
Map 17. Recommended Safe Routes to Parks + Trails EMERYVILLE ACTIVE TRANSPORTATION PLAN 77 | 4 : POLICIES, PROGRAMS, AND PROJECTS
Map 18. Recommended Safe Routes to Shopping EMERYVILLE ACTIVE TRANSPORTATION PLAN 78 | 4 : POLICIES, PROGRAMS, AND PROJECTS
Map 19. Recommended Safe Routes to Transit EMERYVILLE ACTIVE TRANSPORTATION PLAN 79 | 4 : POLICIES, PROGRAMS, AND PROJECTS
Map 20. Recommended Safe Routes to School EMERYVILLE ACTIVE TRANSPORTATION PLAN 80 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Based on pedestrian improvement
opportunities identified in the data analysis
and issues community members indicated
make walking challenging, the project team
has highlighted focus areas. These areas
include a suite of recommendations and
may align with work already underway.
The pedestrian improvement focus areas
include:
⊲ Crossing Busy Streets
» San Pablo Avenue
» Powell Street
» 40th Street
⊲ Pedestrian Priority Zones
CROSSING BUSY STREETS
Throughout the engagement process,
arterial roadways were identified by
residents and community members as
the most common barrier to walking in
Emeryville. Using this lens, the project team
focused on infrastructure recommendations
that would improve the safety and
pedestrian experiences around Emeryville’s
busiest roadways including Powell Street,
40th Street, and San Pablo Avenue.
The projects that follow are recommended
to improve the safety and comfort for
people walking along and across busy
streets.
Comfortable pedestrian crossings of arterial
roadways are important in the areas surrounding
Emeryville’s shopping hubs.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
Pedestrian Network Recommendations
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SAN PABLO AVENUE PEDESTRIAN
IMPROVEMENTS
⊲ Intersection Upgrades on San Pablo
Avenue at the intersections of 53rd Street,
40th Street, and MacArthur Boulevard/
Adeline Street.
POWELL STREET PEDESTRIAN
IMPROVEMENTS
⊲ Intersection Upgrades on Powell Street at
the intersections of Christie Avenue and
Hollis Street
⊲ Improved Sidewalk on Powell Street from
Peladeau Street to Hollis Street and on
Shellmound Street underneath the Powell
Street bridge
⊲ New Sidewalk on Powell Street from
Christie Avenue to Shellmound Street
⊲ Shared-Use Path (Class I) on the north
side of Powell Street from Frontage Road
to the I-80 eastbound on-ramp
A new walkway is proposed along Powell Street to improve the current walking connection.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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40TH STREET PEDESTRIAN
IMPROVEMENTS
⊲ Major Intersection Upgrades on 40th
Street at the intersections of Hubbard
Street, Haven Street, Emery Street, San
Pablo Avenue, and Adeline Street
⊲ Shared-Use Path (Class I) on the north
side of 40th Street between Hubbard
Street and Halleck Street
PEDESTRIAN PRIORITY ZONES
In addition to improving the pedestrian
experiences when crossing busy
streets, the project team also focused
on walking network improvements in
the Pedestrian Priority Zones identified
by the City’s General Plan. Walking
network improvements in these areas
were identified based on the location of
utility obstructions and narrow sidewalk
widths throughout the zones. Infrastructure
improvements such as crossing upgrades
and improved existing sidewalk are
recommended in these areas.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
Map 21. Pedestrian Priority Zones
Source: City of Emeryville
General Plan 2019
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Pedestrian Toolbox
The following list describes the linear
pedestrian recommendations made
to improve the walking comfort and
connectivity in Emeryville. Using public
input and findings from the needs
assessment, the project team tailored each
recommendation to the specific areas
that they address. Areas surrounding
commercial areas, arterial roadway
crossings, and walkways with identified
barriers guided the recommendation
development process.
New Sidewalks / Pedestrian Paths
Sidewalks and pedestrian paths are
designated lanes for people walking. They
provide space to travel within the public
right-of-way that is separated from moving
vehicles. They can be directly adjacent to
the roadway, or have physical separation in
the form of plant boxes or grass buffers.
Improve Existing Sidewalks
Good sidewalks have minimal barriers for
people walking on them. The project team
suggests improving areas in Emeryville
where the sidewalk is narrow or presents
barriers.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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Shared-Use Paths (Class I)
As described in the bikeway toolbox section
of this plan (page 100), shared-use paths
are completely separated from motor
vehicle traffic and are shared by people
biking and rolling. Shared-use paths are an
essential piece of the pedestrian network
as they often provide access to parks and
recreation.
The following list describes the types
of spot improvement categories
recommended in the Plan. Further details
on the specific improvement types will be
unique to each location.
New or Upgrade Crossing
A proposed new crossing improvement
where no crossing infrastructure currently
exists, or a proposed improvement to an
existing marked crossing to make it safer,
easier, or more comfortable to cross.
Intersection Upgrade
A set of multiple improvements to an
intersection that may consist of any of the
items listed on the following pages or other
improvements.
Signage
Signage improves the pedestrian network
by informing people about where they are.
Spot Improvements Toolbox
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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Other Improvements
Rectangular Rapid Flashing Beacon
(RRFB): RRFBs are pedestrian-actuated
conspicuity enhancements used in
combination with a pedestrian, school, or
trail crossing warning sign to improve safety
at uncontrolled, marked crosswalks.
Source: FHWA.
Pedestrian Hybrid Beacon (PHB): PHBs
can warn and control traffic at unsignalized
locations and assist pedestrians in crossing
a street or highway at a marked crosswalk.
Unlike a traffic signal, the PHB rests in dark
until a pedestrian activates it via a
pushbutton or other form of detection.
Source: FHWA.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
Crosswalk: Marked crosswalks indicate
optimal or preferred locations for
pedestrians to cross and help designate
rights-of-way where motorists should yield
to pedestrians. Pedestrians are sensitive to
out-of-the-way travel, and reasonable
accommodation should be made to make
crossings both convenient and safe at
locations with adequate visibility. Source:
FHWA.
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Curb Extensions: Curb extensions—also
known as bulb-outs or neckdowns—extend
the sidewalk or curb line out into the
parking lane and reduce the effective street
width. Source: FHWA.
Leading Pedestrian Interval (LPI): LPIs
can be programmed into traffic signals to
minimize conflicts between pedestrians
crossing a roadway and left- or right-turning
vehicles. LPIs give the pedestrian the
WALK signal three to seven seconds before
motorists are allowed to proceed through
the intersection, which makes them more
visible. Source: FHWA.
Median Refuge Island: A median refuge
island, or crossing island, is a median with
a refuge area that is intended to help
protect pedestrians crossing a multilane
road. Crossing islands should be
considered as a supplement to the
crosswalk. The presence of a pedestrian
refuge island at a midblock location or
intersection allows pedestrians to focus on
one direction of traffic at a time as they
cross and provides space to wait for an
adequate gap in oncoming traffic before
finishing the second phase of the crossing.
Source: FHWA.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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Signal Timing Adjustments: In general,
shorter cycle lengths (ideally less than 90
seconds) and longer walk intervals provide
better service to pedestrians and
encourage better signal compliance. For
optimal pedestrian service, fixed-time
signal operation usually works best
because it provides an automatic
pedestrian phase. Source: FHWA.
No Right on Red: Prohibiting right turns on
red should be considered where exclusive
pedestrian phases or high pedestrian
volumes are present. Source: FHWA.
Bike Signal Head: A bike signal head is an
electronically powered traffic control device
that should only be used in combination
with an existing conventional traffic signal.
Bike signals are typically used to improve
identified safety or operational problems
involving bicycle facilities or to provide
guidance for people biking at intersections
where they may have different needs from
other road users. Bike signal heads may be
installed at signalized intersections to
indicate bike-specific signal phases or
timing.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
Bike Box: A bike box is a designated area
at the head of a traffic lane at a signalized
intersection that provides people biking with
a safe and visible way to get ahead of
queuing traffic during the red signal phase.
Source: FHWA.
88 | 4 : POLICIES, PROGRAMS, AND PROJECTS
Map 22. Proposed Pedestrian Improvements EMERYVILLE ACTIVE TRANSPORTATION PLAN 89 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
This Plan recommends 2.8 miles of
Shared-Use Paths, 2.5 miles of new
or improved sidewalk, and 38 spot
improvements as shown in Map 22, Map
23, and Tables 4, 5, and 6.
Table 4. Walking Network Improvements
PROPOSED QUANTITY
Shared-Use Path (Class I) 2.8 miles
New Sidewalk 1.1 miles
Improved Sidewalk 1.4 miles
Intersection Upgrade 27
New or Upgrade Crossing 7
Signage 4
Comfortable pedestrian walkways feature amenities such as benches and greenspace.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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Table 5. Pedestrian Network Recommendations
PROJECT
ID STREET IMPROVEMENT TYPE START END SIDE OF STREET NOTES MILEAGE C-1 67th St New Sidewalk Shellmound St Hollis St Both Add sidewalk on both sides of street.
0.17 C-2 Peabody Lane Improve Existing
Sidewalk
65th St Vallejo St Both Alley difficult for pedestrians.
Add stop sign, red curb, mirror
for visibility, and lighting.
0.06 C-3 64th St Improve Existing
Sidewalk
260ft east of
Hollis St
Doyle St South Improve existing sidewalk,
make walking space wider
and smoother.
0.05 C-4 Overland Ave New Sidewalk 150' south of
63rd St
64th St East Extend existing sidewalk on
east side of street to reach
64th St.
0.08 C-5 61st St Improve Existing
Sidewalk
Hollis St Doyle St North Widen existing sidewalk. 0.10
C-6 Christie Ave Improve Existing
Sidewalk
59th St Shellmound
Way
Both Improve existing sidewalk by
widening walking path and/or
removing obstructions such
as signs and trash cans.
0.08 C-7 Powell St New Sidewalk Christie Ave Shellmound St South Emeryville Loop. Pedestrian walkway on south side of
Powell St.
0.08 C-8 Shellmound
St - Powell St
Underpass
Improve Existing
Sidewalk
New Midblock
Crossing
Hyatt Hotel
Parking Lot
Entrance
East Fill sidewalk gap underneath
Powell Street, remove
obstructions in walking
path including signs and
landscaping that makes
corners and navigation
difficult for wheelchairs.
0.02 POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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PROJECT
ID STREET IMPROVEMENT TYPE START END SIDE OF STREET NOTES MILEAGE C-9 Powell St Improve Existing
Sidewalk
Peladeau St Hollis St South Sidewalk or a more direct/
accessible pedestrian path
was requested on Powell
between Christie and Hollis
as part of the walking tour.
0.05 C-10 Chiron Way New Sidewalk Stanford Ave 53rd St Both Key Green Street in general plan. Remove gates and
reconstruct with greenery.
0.16 C-11 Doyle St Improve Existing
Sidewalk
47th St 45th St East Widen existing sidewalk. 0.10
C-12 45th St Improve Existing
Sidewalk
Horton St San Pablo Ave Both Corridor is lined with trees and has potential to be vibrant
pedestrian and greenway
space. Improve existing
sidewalk space by widening
or working with existing tree
barriers.
0.44 C-13 Halleck St New Sidewalk Sherwin Ave 150ft North of Park Ave
West New sidewalk on west side of
Halleck St north of Pelco.
0.05 C-14 Hubbard St New Sidewalk Sherwin Ave Park Ave East Add sidewalk on east side of street.
0.08 C-15 Hubbard St New Sidewalk Park Ave 40th St Both Add new sidewalk on both sides of Hubbard.
0.09 Table 5, Pedestrian Network Recommendations, continued
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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Map 23. Proposed Spot Improvements EMERYVILLE ACTIVE TRANSPORTATION PLAN 93 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Table 6. Spot Improvement Recommendations
PROJECT
ID CROSS STREET A CROSS STREET B IMPROVEMENT TYPE NOTES D-1 Shellmound St 67th St Intersection Upgrade Quiet Zone Traffic Signal. Add a crosswalk on southern leg of intersection to connect people walking north on east side to the existing sidewalk (sidewalk ends / is missing north of 67th on east side of street).
D-2 Hollis St 67th St Intersection Upgrade Quiet Zone Traffic Signal.
D-3 Emeryville Greenway 67th St Signage Add street name sign so Greenway users know which street they are crossing.
D-4 Emeryville Greenway 66th St Signage Add street name sign so Greenway users know which street they are crossing.
D-5 Emeryville Greenway 65th St Signage Add street name sign so Greenway users know which street they are crossing.
D-6 Doyle St Ocean Ave Intersection Upgrade Intersection improvement.
D-7 Hollis St 64th St Intersection Upgrade Consider LPI and two-turn bike boxes at this location.
D-8 63rd St Hollis St Intersection Upgrade Install signal, including crosswalks and curb extensions.
D-9 Christie Ave 59th St Intersection Upgrade Add crosswalks on west, north, and east legs of intersection.
Consider signal warrant study.
D-10 Emeryville Greenway 59th St New or Upgrade Crossing Enhanced crossing, mid-block.
D-11 Beaudry St 59th St Intersection Upgrade Install stop sign at the intersection of 59th and Beaudry St.
D-12 Hollis St Powell St Intersection Upgrade Raise crosswalk and eliminate slip lane, public feedback identified this location as a barrier to walking and biking.
D-13 Anchor Drive Powell St New or Upgrade Crossing Enhanced crossing RRFB to transition to Shared-Use Path on other side of Powell St.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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PROJECT
ID CROSS STREET A CROSS STREET B IMPROVEMENT TYPE NOTES D-14 I-80 Powell St Intersection Upgrade MTC I-80/Powell Street Interchange Transit Access Improvements. Install curb extensions on west side of Powell St/Frontage Rd, 10 foot sidewalk on north side of Powell St, Realign Bay Trail for Mode Separation, new bus stops. City to study potential removal of one westbound travel lane on Powell Street turning north onto West Frontage Road.
D-15 Christie Ave Powell St Intersection Upgrade Eliminate one right turn lane/arrow on Christie southbound and Powell eastbound. Northwest corner (southbound Christie onto westbound Powell) turn radius squared. All-ped scramble study.
D-16 Shellmound St F bus stop / Four Points
Sheraton Hotel
New or Upgrade Crossing Add midblock crossing across from Four Points Sheraton at F-bus stop.
D-17 Shellmound St Brunswig Lane Signage Add a "Cross at Crosswalk" sign, work with property manager to add signage.
D-18 Horton St Stanford Ave Intersection Upgrade BPAC 2019 intersection improvement, public identified barriers nearby on Horton.
D-19 Hollis St Stanford Ave Intersection Upgrade Upgrade crosswalks, make protected intersection with curb extensions, bike boxes.
D-20 Spur Alley 53rd St New or Upgrade Crossing Midblock crossing, RRFB.
D-21 53rd St San Pablo Ave Intersection Upgrade Add LPI, protected intersection with curb extensions, consider dashed green pavement markings across San Pablo.
D-22 Shellmound St F-bus Stop (Bay Street) New or Upgrade Crossing RRFB.
D-23 Adeline St 47th St New or Upgrade Crossing Lit crosswalk, consider high visibility crosswalk.
D-24 Hubbard St 40th St Intersection Upgrade From 40th and San Pablo Bus Hub Project: Curb extensions on northern leg, dashed green pavement parkings for 40th St Two-Way Separated Bikeway, "Look Right" signs at crosswalk.
D-25 Bridgecourt Office 40th St Intersection Upgrade Sidewalk ramps on 40th St on both sides of office entrance.
Table 6, Spot Improvement Recommendations, continued
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
95 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
PROJECT
ID CROSS STREET A CROSS STREET B IMPROVEMENT TYPE NOTES D-26 Emery St 40th St Intersection Upgrade Northwest protected corner, bike boxes, dashed green pavement markings, green-backed sharrows, consider bike signal head, add LPI.
D-27 San Pablo Ave 40th St Intersection Upgrade This intersection is included in the Alameda CTC San Pablo Avenue Corridor Project, currently in the design process at time of publication. This area is under Caltrans jurisdiction and Caltrans may or may not approve proposed projects.
D-28 Adeline St 40th St Intersection Upgrade Northwest protected corner, curb extensions, upgrade sidewalk, bike boxes, dashed green pavement markings,
green-backed sharrows, consider bike signal head, add LPI.
D-29 Emery St MacArthur Blvd Intersection Upgrade Intersection to be studied in alignment with upgrades to the Adeline/San Pablo/MacArthur intersection for improved crossing for bikes.
D-30 San Pablo Ave/Adeline
St
MacArthur Blvd Intersection Upgrade Intersection included in the Alameda CTC San Pablo Avenue Corridor Project, currently in the design process at time of publication. This area is under Caltrans jurisdiction and Caltrans may or may not approve proposed projects. In
alignment with Alameda CTC Project, study for linear bikeway west on MacArthur Boulevard to connect people biking to the intersection of Emery St and Peralta St.
D-31 Shellmound St Christie Ave Intersection Upgrade Intersection upgrade as part of the Emeryville Loop Project.
Concept includes modifying vehicle signal detection zones, adding bicycle signal and detection equipment at the Christie Avenue crossing, and modifying the signal phasing and timing to add a bicycle crossing phase.
D-32 Shellmound St Ohlone Way Intersection Upgrade Intersection upgrade as part of the 40th Street Multimodal Project Phase II: Shellmound Street Gap Closure Project.
Concept includes modifying vehicle signal detection zones, adding bicycle signal and detection equipment at the Sonesta Driveway crossing, and modifying the signal phasing and timing to add a bicycle crossing phase.
Table 6, Spot Improvement Recommendations, continued
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
96 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
PROJECT
ID CROSS STREET A CROSS STREET B IMPROVEMENT TYPE NOTES D-33 Shellmound St Bay St Intersection Upgrade Intersection upgrade as part of the 40th Street Multimodal Phase II: Bay Trail Gap Closure Project. Concept includes modifying vehicle signal detection zones and reconstructing an existing curbside AC Transit bus stop into a bus boarding island.
D-34 Horton St 53rd St Intersection Upgrade Install traffic light and traffic diverter to allow vehicle-free crossing of Horton Street as part of BMR improvements.
D-35 Horton St 120 feet south of
53rd St
Intersection Upgrade Install new signalized pedestrian crossing as part of BMR improvements.
D-36 Bay St Ohlone Way Intersection Upgrade Intersection upgrade as part of Bay Street grocery store project to help facilitate bike and pedestrian movements across Shellmound St and Bay Street and connection to the South Bayfront Bridge.
D-37 Hollis St 66th St New or Upgrade Crossing Add RRFB to cross Hollis Street.
D-38 Shellmound St Marketplace Garage
Exit
Intersection Upgrade New Traffic Signal.
D-39 Shellmound St IKEA Driveway Intersection Upgrade Intersection upgrade as part of the 40th Street Multimodal Phase II: Bay Trail Gap Closure Project. Concept includes removing trees, relocating traffic signal poles, reconstructing two median islands, upgrading the existing crosswalk into a bikeway crossing that may include supplemental bike signal equipment and a widened curb ramp.
D-40 Shellmound St Shellmound Way Intersection Upgrade Intersection upgrade as part of the Emeryville Loop Project.
Install protected intersection and paint crosswalk across north leg of the intersection.
D-41 Christie Ave Shellmound Way Intersection Upgrade Intersection upgrade as part of the Emeryville Loop Project.
Install protected intersection on southeast corner and paint crosswalk across south leg of the intersection.
Table 6, Spot Improvement Recommendations, continued
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
97 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Bicycling challenges and opportunities
identified in the data needs analysis or that
came up frequently in conversations with
community members have been highlighted
as focus areas. These areas include a suite
of recommendations and may align with
work already underway. The bikeway focus
areas include:
⊲ Separated Bikeways
⊲ Emeryville Greenway/Doyle Street
⊲ Leveraging Street Closures and SharedUse Paths
The Emeryville Greenway provides raised crosswalks at intersections.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
Bikeway Network Recommendations
98 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
SEPARATED BIKEWAYS
Separated Bikeways (Class IV) are onstreet bike lanes that are separated from motor vehicle traffic by a curb, median,
planter boxes, parking, or other physical
barrier. By separating people biking and
rolling from moving traffic, these bike
facilities offer a higher level of security than
standard bike lanes and are designed to be
comfortable for a wider spectrum of ages
and abilities.
The project team proposes separated
bikeways on the following arterial roadways
in Emeryville to create a safer and more
comfortable biking and rolling network:
⊲ Shellmound Street from 67th Street to
40th Street
⊲ 40th Street from Shellmound Street to
Adeline Street
A two-way separated bikeway on Christie Avenue
is a safe and comfortable segment of the San
Francisco Bay Trail.
⊲ 65th Street from Shellmound Street to
the Emeryville Greenway
⊲ The Emeryville Loop from Powell Street
to Christie Avenue to Shellmound Way to
Shellmound Street
⊲ San Pablo Avenue from 53rd Street to
36th Street
⊲ Doyle Street and 47th Street from 45th
Street to the Community Pool
The addition of separated bikeways to
Emeryville’s existing biking and rolling
network will create a backbone of safe and
comfortable facilities that connect both
north-south and east-west. The proposed
facilities cover the entire city and improve
access to the Bay Trail, shopping, and retail
centers, as well as destinations in Berkeley
and Oakland.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
99 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
EMERYVILLE GREENWAY /
DOYLE STREET
Another key focus area in the biking
and rolling network is the Emeryville
Greenway and Doyle Slow Street. The
Emeryville Greenway currently extends
from Berkeley’s 9th Street bike boulevard
to Emeryville’s Horton Street bike
boulevard. As an integral segment of a
regionally significant biking and walking
route, improvements along the Greenway
and Doyle Slow Street, as well as to the
connections to get there, are especially
important to creating a connected and
comfortable network.
The following projects are recommended to
improve the Emeryville Greenway:
⊲ Raised Separated Bikeway (Class IV) on
Doyle Street from Ocean Avenue to 61st
Street
⊲ Bike Boulevard (Class IIIB) connection
on 63rd Street from Doyle Street to
Vallejo Street
⊲ Bike Boulevard (Class IIIB) connection
on 61st Street from Doyle Street to
Vallejo Street
⊲ Bike Boulevard (Class IIIB) connection
on 67th Street from Shellmound Street to
the Emeryville Greenway
⊲ Trail Rehab on the Emeryville Greenway
between Horton Street and Peladeau
Street
⊲ Intersection Upgrades at Powell Street,
59th Street, and Ocean Avenue
⊲ New Signage at the intersections of 65th
Street, 66th Street, and 67th Street
The Doyle Slow Street provides a comfortable
biking, walking, and rolling connection for people of
all ages and abilities.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
100 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
LEVERAGING STREET CLOSURES AND
SHARED-USE PATHS
Street closures and shared-use paths
are essential to creating an active
transportation network that is designed for
and accessible to all ages and abilities. As
Emeryville continues to promote safe and
comfortable biking and rolling connections,
this focus area will be especially important
moving forward.
The Doyle Slow Street restricts access to cars in some locations, creating an on-road biking and rolling facility that is comfortable for all ages and abilities.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
101 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Bikeways Toolbox
Different types of bikeways are better suited
to different types of roadways. Given the
variation of roadway types in Emeryville,
ranging from six-lane arterial roadways to
low-traffic-volume residential streets, the
planning team used local knowledge, speed
limits, traffic volumes, and roadway widths
to determine which type of biking or rolling
facility or upgraded facility was best suited
for each area on the active transportation
network.
Shared-Use Path (Class I)
⊲ Paths shared by people walking and
biking that are completely separated
from motor vehicle traffic
⊲ Comfortable for people of all ages and
abilities
⊲ Typically located with or along parks,
roadways medians, rail corridors, or
bodies of water
Separated Bikeway (Class IV)
⊲ On-street bicycle space that is fully
separated from motor vehicle traffic by
either planter boxes, parking, curbs, or
other physical barriers
⊲ Often comfortable for all ages and
abilities
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
102 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Buffered Bicycle Lane (Class II)
(maps refer to these as IIB)
⊲ Dedicated on-street bicycle lane that is
separated from motor vehicle traffic by a
painted buffer on the roadway
⊲ The buffer provides additional comfort by
providing space between people biking
or rolling and moving motor vehicle traffic
Bicycle Lane (Class II)
⊲ On-street dedicated lane for people
biking or rolling that is directly adjacent
to moving vehicles
⊲ Comfortable for people biking or rolling
who are confident in their abilities, and
less suited for all ages and abilities
Bicycle Boulevard (Class III)
(maps refer to these as IIIB)
⊲ Calm local streets where people biking
and rolling have priority, but share
roadway space with motor vehicles
⊲ Comfortable for people biking and rolling
with a wider range of comfort levels
⊲ Shared roadway bicycle markings on
pavement and traffic calming measures
such as speed bumps or traffic diverters
characterize this facility type
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
103 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Traffic Calming
The City has several tools to slow vehicles
speeds and reduce traffic volumes, also knowns
as traffic calming. These tools could include,
but are not limited to, curb extensions, speed
humps, raised crosswalks, lane narrowing, and
partial or full street closures. Traffic calming
can be used to implement proposed bicycle
boulevards where bicyclists and vehicles share
the roadway. In some cases, traffic calming
could be used on local streets that do not have
a specific bikeway recommendation or the
same streets recommended for other bikeway
treatments to accommodate and encourage
different types of bicycle riders.
During the design phase, the City will coordinate
traffic calming design and placement with
emergency services providers. The City will
use emergency-vehicle-friendly traffic calming
techniques such as speed lumps (which have
a gap that emergency vehicles’ wheels can fit
through). Alameda County Public Works has
developed design standards for speed lumps
that meet the dimensions of large firetrucks.
Standard detail for emergency vehicle-friendly speed lump.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
104 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Bicycle Route (Class III)
⊲ Signed on-street bikeway route where
motor vehicles and people biking and
rolling share the same space
⊲ Comfortable for people who are more
confident biking or rolling
⊲ Used when space for a separate bicycle
facility may not be feasible
⊲ Can include pavement markings
Biking and Rolling Recommendations Map
Over 15 miles of new bikeways are proposed in the Active Transportation Plan as shown in Map 24 and Tables 7 and 8.
Table 7. Biking and Rolling Recommendations Table
BIKEWAY CLASS EXISTING BIKEWAY
MILEAGE
PROPOSED BIKEWAY
MILEAGE
Shared-Use Path (Class I) 2.1 miles 2.8 miles
Bicycle Lane (Class II) 4.2 miles 0.0 miles
Buffered Bicycle Lane (Class IIB) 0.0 miles 0.7 miles
Bicycle Route (Class III) 1.5 miles 0.1 miles
Bicycle Boulevard (Class IIIB) 2.5 miles 2.1 miles
Separated Bikeway (Class IV) 0.9 miles 5.6 miles
Study 0.0 miles 6.1 miles
Trail Rehab Project 0.0 miles 0.8 miles
Total 11.1 miles 17.5 miles
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
105 | 4 : POLICIES, PROGRAMS, AND PROJECTS
Map 24. Proposed Bikeway Improvements EMERYVILLE ACTIVE TRANSPORTATION PLAN 106 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Table 8. Bikeway Network Recommendations
PROJECT
ID STREET PROPOSED BIKEWAY START END MILEAGE EXISTING BIKEWAY NOTES E-1 Bay Trail Trail Rehab
Project
Point Emery Powell St 0.73 Class I SharedUse PathRepave existing Bay Trail trail to have smoother pavement.
E-2 I-80/Ashby Ave
Interchange
Overcrossing Frontage Rd 65th St 0.33 None Ashby Overcrossing. Project in progress.
E-3 La Coste St Class I SharedUse Path65th St 64th St 0.30 None Short Term: add Bike Boulevard on La Coste Street. Long term: add
Shared-Use Path to connect to Ashby
Overcrossing. Project located on
private property.
E-4 67th Street Class IIIB Bicycle
Boulevard
Shellmound
St
Emeryville
Greenway
0.35 None Bike Boulevard connection to
proposed Ashby Overcrossing.
E-5 Shellmound St Class IV
Separated
Bikeway
Shellmound
Way
67th St 0.66 Class II Bicycle
Lane
Upgrade existing bikeways to
Separated Bikeway. Emeryville Loop
connection. Roadway width: 32’ to 48’.
E-6 Parallel to
Railroad Tracks
Class I SharedUse Path67th St 65th St 0.14 None Add Shared- Use Path on gravel area east of railroad.
E-7 65th St Class IV
Separated
Bikeway
La Coste St Shellmound
St
0.16 None Add 2-way Separated Bikeway on
north side of 65th Street with one lane
of parking removal. Roadway width
40', existing parking on both sides of
street.
E-8 65th St Class IV
Separated
Bikeway
Shellmound
St
Emeryville
Greenway
0.30 Class IIB
Buffered Bicycle
Lane
Add Separated Bikeway with transit
islands at Bus Stops. Remove one
lane of parking. Proposed crosssection: 8' Parking, 6' bikeway, 3' buffer, 11' travel lane, 11' travel lane, 3'
buffer, 6' bikeway.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
107 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
PROJECT
ID STREET PROPOSED BIKEWAY START END MILEAGE EXISTING BIKEWAY NOTES E-9 65th St Class IIIB Bicycle
Boulevard
Emeryville
Greenway
City Boundary
near Vallejo
St
0.07 None Bike Boulevard connection to existing
bikeway in Berkeley. Public identified
route as in need of improvement.
E-10 Overland Ave Class IV
Separated
Bikeway
62nd St 65th St 0.28 Class IIIB Bicycle
Boulevard
Upgrade existing bike boulevard to
Separated Bikeway.
E-11 Doyle St Class IV
Separated
Bikeway
Ocean Ave 61st St 0.21 Class IV
Separated
Bikeway
Add raised Separated Bikeway on
Doyle Street as part of Emeryville
Greenway.
E-12 63rd St Class IIIB Bicycle
Boulevard
Doyle St Vallejo St 0.10 None Bike Boulevard connection to planned Oakland Bikeway.
E-13 61st St Class IIIB Bicycle
Boulevard
Doyle St City Boundary
near Vallejo
St
0.10 None Bike Boulevard connection Doyle
Street to planned bikeway in Oakland.
Public identified area as a popular
destination.
E-14 62nd St Class IV
Separated
Bikeway
Horton St Hollis St 0.09 Class IIIB Bicycle
Boulevard
Upgrade existing bike boulevard to
Separated Bikeway.
E-15 Horton St Class IV
Separated
Bikeway
59th St 62nd St 0.12 Class IV
Separated
Bikeways (posts)
Add Separated Bikeway. Convert
to lanes to one-way northbound on
Horton Street from 59th Street to 62nd
Street to create dedicated loading/
unloading space.
E-16 Doyle St - 59th
St
Class IV
Separated
Bikeway
61st St 59th St /
Emeryville
Greenway
0.12 Class IIIB Bicycle
Boulevard
Upgrade existing bike boulevard to
Separated Bikeway.
Table 8, Bikeway Network Recommendations, continued
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
108 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
PROJECT
ID STREET PROPOSED BIKEWAY START END MILEAGE EXISTING BIKEWAY NOTES E-17 Private property
(parallel to I-80
east side)
Class I SharedUse Path64th St Powell St 0.37 None Add Shared-Use Path parallel to I-80 on east side. Bay Trail Connection.
E-18 5801 Christie
Mixed-Use
Project
Class I SharedUse PathPrivate
property
(parallel to
I-80 east side)
Christie Ave 0.1 None Shared-Use Path included in 5801
Christie Mixed-Use Project.
E-19 5850
Shellmound
Way New Path
& Connection to
Bridge
Class I SharedUse PathChristie Ave Existing
Bridge to
Amtrak
Station
0.1 None City Initiated General Plan
Amendment to revise the location of
Shellmound Way and add east-west
path on the northern side of 5850
Shellmound Way.
E-20 Shellmound
Way
Class IV
Separated
Bikeway
Christie Ave Shellmound
St
0.08 None Emeryville Loop. Two-way Separated
Bikeway on south side of street.
E-21 Christie Ave Class IV
Separated
Bikeway
Shellmound
Way
Powell St 0.07 None Emeryville Loop. Two-way Separated
Bikeway on east side of street.
E-22 Powell St / I-80
Undercrossing
Path
Class I SharedUse PathFrontage Rd I-80 OnRamp / New
Path Parallel
to I-80
0.07 None Add Shared-Use Path to north side of
Powell Street. Proposed in 2019 BPAC
Walking Tour Recommendations.
E-23 Doyle St Class IIIB Bicycle
Boulevard
53rd St 59th St 0.38 None Bike Boulevard proposed in 2012 BPMP, involves private parking lot
cut-through.
E-24 55th St Class IIIB Bicycle
Boulevard
Doyle St Vallejo St 0.09 None Bike Boulevard connection to planned Oakland Bikeway.
Table 8, Bikeway Network Recommendations, continued
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
109 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
PROJECT
ID STREET PROPOSED BIKEWAY START END MILEAGE EXISTING BIKEWAY NOTES E-25 Stanford Ave Trail Rehab
Project
Horton St Hollis St 0.07 Class II Bicycle
Lane
Widen existing trail and make more
comfortable for bikes. Retain trees and
landscaping to comply with Prop 84
park grant.
E-26 Shellmound St Class IV
Separated
Bikeway
Christie Ave Shellmound
Way
0.16 Class II Bicycle
Lane
Emeryville Loop. Two-way Separated
Bikeway on west side of street.
E-27 Bay Trail
Connection
Class I SharedUse PathPowell St
Plaza
South
Bayfront
Bridge
0.33 None Add Shared-Use Path. Proposed in
2012 BPMP. Will require acquisition
of Right-of-Way, included in General
Plan. Project located on private
property.
E-28 Shellmound St Class IV
Separated
Bikeway
40th St
Bridge
Christie Ave 0.44 Class II Bicycle
Lane
40th Street Multimodal Phase II: Bay
Trail Gap Closure Project. Concept
includes removing two on-street bike
lanes, realigning the vehicle lanes, and
adding a two-way separated bikeway
with a raised buffer on the west side of
Shellmound Street.
E-29 Ohlone Way Class I SharedUse PathShellmound
St
South
Bayfront
Bridge
0.06 None Shared-Use path connection on
Ohlone Way from Shellmound Street
to South Bayfront Bridge. Approved as
part of grocery store project. Project
located on private property.
E-30 53rd St Class IV
Separated
Bikeway
Horton St Hollis St 0.13 Class IIIB Bicycle
Boulevard
Upgrade existing Bike Boulevard on
53rd Street to Separated Bikeway as
part of the Temescal Greenway.
E-31 53rd St Class I SharedUse PathHollis St San Pablo Ave
0.32 Class IIIB Bicycle
Boulevard
Add Shared-Use Path on south side
of 53rd Street as part of the Temescal
Greenway.
Table 8, Bikeway Network Recommendations, continued
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
110 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
PROJECT
ID STREET PROPOSED BIKEWAY START END MILEAGE EXISTING BIKEWAY NOTES E-32 ECCL Path Class I SharedUse Path53rd St 47th St 0.11 None Shared-Use Path connection is a long term vision and requires
redevelopment and easement from
private property.
E-33 Connection
between Spur
Alley and 47th
Street
Class I SharedUse PathSpur Alley 47th St 0.11 None Shared-Use Path connection is a long term vision and requires
redevelopment and easement from
private property.
E-34 47th St Class IIIB Bicycle
Boulevard
Community
Pool
San Pablo
Ave
0.14 None Bike Boulevard connection to
Community Pool.
E-35 Doyle St Class IV
Separated
Bikeway
45th St 47th St 0.10 None Two-way Separated Bikeway
connection on Doyle St.
E-36 AC Transit Yard
Connection
Class I SharedUse Path47th St 45th St 0.10 None Shared-Use connection is a long term vision and requires redevelopment and
easement from private property.
E-37 New Path Class I SharedUse Path45th St 47th St 0.08 None Add Shared-Use Path. Proposed in 2012 BPMP.
E-38 Adeline St Class IV
Separated
Bikeway
San Pablo
Ave
Northern City
Boundary
0.57 Class II Bicycle
Lane
Project in progress through public
works.
E-39 Sherwin
Williams Trail
Class I SharedUse PathSherwin Ave Bay Street
Bridge
0.29 None Add Shared-Use Path connection on
east side of railroad.
E-40 Horton St Class IV
Separated
Bikeway
40th St 53rd St 0.43 Class IIIB Bicycle
Boulevard
Upgrade existing bike boulevard to
Separated Bikeway.
Table 8, Bikeway Network Recommendations, continued
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
111 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
PROJECT
ID STREET PROPOSED BIKEWAY START END MILEAGE EXISTING BIKEWAY NOTES E-41 San Pablo Ave Class IV
Separated
Bikeway
36th St 54th St 0.72 None Alameda CTC San Pablo Avenue
Corridor Project. One-way cycletracks
on both sides of the street. Includes
pedestrian safety improvements
at all major intersections and safe
connections to all intersecting
bike routes, including at Adeline,
MacArthur, and 40th Street.
Treatments include protected
intersections, pedestrian and bus
bulbs, ADA ramp upgrades, and
median refuge islands. This area is
under Caltrans jurisdiction. Caltrans
may or may not approve proposed
projects. Project also included in
the Northern Alameda County Core
Connection Plan and is identified
by the Alameda CTC Countywide
Bikeways Network as part of the future
regional all ages and abilities network.
E-42 Park Ave Class IIIB Bicycle
Boulevard
Halleck St Hollis St 0.25 None Bike Boulevard connection to Park Avenue Multimodal Study. BPAC 2019.
E-43 Emery St Class IIIB Bicycle
Boulevard
Park Ave 40th St 0.09 Class III Bicycle
Route
Bike Boulevard through connection
parallel to San Pablo Avenue.
E-44 40th St Class I SharedUse PathHalleck St Hubbard St 0.06 Class II Bicycle Lane
Add Shared-Use Path on north side of
40th Street.
E-45 40th St Bridge Class IV
Separated
Bikeway
Shellmound
St
Hubbard St 0.34 Class II Bicycle
Lane
Install flexible bollards on 40th Street
for protection from moving vehicles.
Table 8, Bikeway Network Recommendations, continued
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
112 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
PROJECT
ID STREET PROPOSED BIKEWAY START END MILEAGE EXISTING BIKEWAY NOTES E-46 40th St Class IV
Separated
Bikeway
Hubbard St Adeline St 0.65 Class II Bicycle
Lane
40th Street and San Pablo Avenue
Bus Hub Project. Add full or partial
street closure with pedestrian plazas
and emergency vehicle access on
40th Street at the intersections of
Watts, Haven, Holden, and Hubbard.
Project is included in the Northern
Alameda County Core Connection
Plan and is identified by the Alameda
CTC Countywide Bikeways Network
as part of the future regional all ages
and abilities network.
E-47 Beach St -
Halleck St
Class IIIB Bicycle
Boulevard
Sherwin Ave 34th St 0.52 None Bike Boulevard connection from Mandela Parkway to 40th Street /
Shellmound Street. BPAC 2019.
E-48 Adeline St Class IIB
Buffered Bicycle
Lane
36th St San Pablo
Ave
0.10 Class II Bicycle
Lane
Buffered bike lane widths: 5’ bike lane
with 2-3’ foot buffer.
E-49 Emery St Class IV
Separated
Bikeway
40th St Peralta St 0.18 Class II Bicycle
Lane
Upgrade existing Bike Lane to TwoWay Separated Bikeway.
E-50 45th Street
Sherwin
Williams
Connector
Class I SharedUse PathSherwin
Williams Park
Horton St 0.06 None Trail connection.
Table 8, Bikeway Network Recommendations, continued
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
113 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Destinations and barriers identified
in the data needs analysis or that
came up frequently in conversations
with community members have been
highlighted as focus areas. These areas
include a suite of recommendations and
may align with work already underway.
The multimodal focus areas improve
conditions for walking, bicycling, and
access to transit.
BAY TRAIL RECOMMENDATIONS
The San Francisco Bay Trail is a regional
biking, walking, and rolling route that
will eventually circumnavigate the San
Francisco Bay. Emeryville’s coastline
hosts popular existing on- and off-street
segments of the regional trail, as well
as two spine routes that lead to the Bay
Bridge and the Emeryville Marina. The
future vision of the Bay Trail is a desire for
completion of a pedestrian and bikeway
connection that stretches the entirety of the
Bay Bridge, connecting the East Bay to San
Francisco. The Active Transportation Plan
aims to promote this vision by focusing on
improvements to Bay Trail access for those
residing in and making trips through the
City of Emeryville.
Throughout the public engagement
process, walking and rolling access to
and along the Bay Trail emerged as a key
priority for Emeryville community members.
With barriers to access in mind such as
railway corridor and arterial roadway
crossings, the project team focused on
walking and rolling where Emeryville's
bike facilities connect to the Bay Trail. The
project team also proposes trail rehab
improvements to the existing Bay Trail
segment from Powell Street north to the
city’s border with Berkeley.
These improvements may include trail
repaving, crossing improvements, weeding,
and trail maintenance recommendations.
All improvements to the Bay Trail will follow
the Bay Trail Design Guidelines and Toolkit.
Consistent with the General Plan and in
the interest of providing shoreline access
to the Bay Bridge, this Plan calls for a
feasibility study to determine if a bicycle
and pedestrian path can be developed
adjacent to the Emeryville Crescent without
negatively impacting sensitive habitat.
Multimodal Focus Areas
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
114 | 4 : POLICIES, PROGRAMS, AND PROJECTS
Map 25. Major Projects and Studies EMERYVILLE ACTIVE TRANSPORTATION PLAN 115 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
ALAMEDA CTC SAN PABLO AVENUE
CORRIDOR PROJECT
The Alameda CTC San Pablo Avenue
Corridor Project will implement
improvements to make San Pablo
Avenue function better and be safer for
people who walk, bike, drive, and take
the bus. In Oakland, Emeryville, and
several blocks of South Berkeley, designs
for side-running bus lanes and protected
bike lanes on San Pablo Avenue are
advancing. This overall concept was
approved by the Alameda County
Transportation Commission (CTC), which
is leading the project, and supported by
the Emeryville and Oakland city councils.
Additional improvements in Oakland,
Emeryville, Berkeley, and Albany will
include more high-visibility and signalized
crosswalks, improved bike crossings,
upgraded lighting at bus stops and at
crosswalks, and accessibility upgrades to
serve people with disabilities.
In addition to aligning with the ongoing
Alameda CTC project, the project team
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
Map 26. Alameda CTC San Pablo Avenue Corridor Project
116 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
proposes the following infrastructure
improvements to the biking, walking, and
rolling network along the San Pablo Avenue
Corridor:
⊲ Improved Sidewalk connection on 45th
Street from Horton Street to San Pablo
Avenue
⊲ Shared-Use Path (Class I) connection to
San Pablo Avenue on 53rd Street from
Horton Street to San Pablo Avenue.
For more information see Table 9:
Alameda CTC San Pablo Avenue
Corridor Project and visit
www.alamedactc.org/programs-projects/
multimodal-arterial-roads/sanpabloave/
The San Pablo Avenue Corridor Project includes multimodal improvements from Albany to Oakland.
Alameda County Transportation Commission • 1111 Broadway, Suite 800 Oakland, CA 94607 • 510.208.7400 • www.AlamedaCTC.org What is the San Pablo Avenue Corridor Project?
The project will implement improvements to make
San Pablo Ave function better and be safer for
people who walk, bike, drive and take the bus.
Why are changes needed to San Pablo Avenue?
San Pablo Ave is one of the streets with the most
injuries and collisions in all of Alameda County.
Three quarters of collisions with pedestrians
happen in crosswalks and speeding is one of
the largest causes of collisions. There is an urgent
need to make the street safer for everyone.
San Pablo Ave also carries some of the highest
bus ridership in Alameda County, but buses
are often slow and unreliable due to traffic
congestion. To support current riders along with
planned growth along the corridor, it is critical
to make the bus faster, more reliable, and more
competitive with driving.
Stakeholder engagement
Design decision
Design
Construction1
Winter 2021-22
Spring 2022
2022-23
2024-25
For More Information or to
Get Involved:
• Visit our project website at:
www.alamedactc.org/sanpablo
• For questions on the project, to request a
presentation to your community group, or to
be added to the project email list and learn
about upcoming opportunities to provide
input, please contact
[email protected].
Project Limits
14th St
40th St
Adeline St
San Pablo Ave
Cedar St
Hollis St 6th St
7th St
14th
Dwight Way
Telegraph Ave
12th St
27th St
Spruce St
Ashby Ave
Marin Ave
Haste St
Grand Ave
8th St
Martin Luther King Jr Way
51st St
Arlington Ave
3rd St
Fulton St
Alcatraz Ave
Shattuck Ave
Powell St
College Ave
Central Ave
MacArthur Blvd
Durant Ave
Oxford St
Stanford Ave
Solano Ave
Fairmount Ave
Key Route Blvd
Oakland Ave
Maritime St
Grizzly Peak Blvd
Moraga Ave
Sutter St
The Alameda
Middle Harbor Rd
Peralta St
Broadway Ter
Buchanan St
Pleasant Valley Ave
Claremont Ave
Santa Clara Ave
Macarthur
Lakeside
Gayley Rd
Shellmound St
Adeline St
Broadway
Adeline St
Gilman St
7th St
Telegraph Ave
8th St
Harrison St
Rose St
Martin Luther King Jr Way
Market St
University Ave
Lakeshore
Hearst Ave
Colusa Ave
Mandela Pkwy
Piedmont Ave
Grand Ave
Sacramento St
Oakland
Berkeley
Albany
Emeryville
Berkeley
Emeryville
Ashby
Downtown
Berkeley
North Berkeley
El Cerrito
MacArthur
19th Street
12th Street
Rockridge
West Oakland
If you need this information in a different format,
please call (510) 208-7400 or email
[email protected]
如果您需要其他格式的信息，請致電 (510) 208-7400
或發送電子郵件至 [email protected]
Si necesita esta información en un formato
diferente, llame al (510) 208-7400 o envíe un
email a [email protected]
1. Construction schedule depends on funding availability.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
117 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Table 9. Alameda CTC San Pablo Avenue Corridor Improvements As of June 2023, San Pablo Avenue is funded through final design for bicycle and transit lanes, which will include intersection upgrades. The proposed improvements in this Plan will be assessed for compatibility with the Alameda CTC San Pablo Avenue Corridor Project.
PROJECT
ID STREET PROPOSED IMPROVEMENT START END MILEAGE EXISTING BIKEWAY NOTES E-41 San Pablo Ave Class IV
Separated
Bikeway
36th St 54th St 0.72 None Alameda CTC San Pablo Avenue Corridor Project.
One-way cycletracks on both sides of the street.
Includes pedestrian safety improvements at all
major intersections and safe connections to all
intersecting bike routes, including at Adeline,
MacArthur, and 40th Street. Treatments include
protected intersections, pedestrian and bus bulbs,
ADA ramp upgrades, and median refuge islands.
This area is under Caltrans jurisdiction. Caltrans
may or may not approve proposed projects. Project
also included in the Northern Alameda County
Core Connection Plan.
D-21 San Pablo Ave &
53rd St
Intersection
Upgrade
NA NA NA NA Intersection included in the Alameda CTC San Pablo Avenue Corridor Project, currently in the
design process at time of publication. This area
is under Caltrans jurisdiction and Caltrans may or
may not approve proposed projects
D-27 San Pablo Ave &
40th St
Intersection
Upgrade
NA NA NA NA This intersection is included in the Alameda CTC San Pablo Avenue Corridor Project, currently in
the design process at time of publication. This area
is under Caltrans jurisdiction and Caltrans may or
may not approve proposed projects.
D-30 San Pablo Ave,
Adeline St, &
MacArthur Blvd
Intersection
Upgrade
NA NA NA NA Intersection included in the Alameda CTC San Pablo Avenue Corridor Project, currently in the
design process at time of publication. This area
is under Caltrans jurisdiction and Caltrans may or
may not approve proposed projects
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
118 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
40TH STREET MULTIMODAL PROJECT
Another important multimodal focus
area for biking, walking, and rolling
infrastructure improvements includes
the 40th Street Multimodal Project. The
City of Emeryville has developed a 40th
Street Concept Plan to create bus-only
lanes, a two-way bikeway on the north
side of the street, bicycle-pedestrian
intersection improvements, bus stop
improvements including passenger
boarding areas, and streetscaping with
opportunities for green infrastructure
(natural storm water treatment) and public
art. Closing some north-south streets to
through traffic is being studied. The City
has received funding to move into the
next phase of detailed engineering and
is assembling funding for construction.
The western segment of 40th Street
between Shellmound Street and Horton
Street is also part of the Bay Trail spine
alignment. Recommendation design in this
location should meet Bay Trail goals and
guidelines. The Active Transportation Plan
is consistent with this effort.
Project recommendations along 40th
Street to improve the active transportation
network include:
⊲ Separated Bikeway (Class IV) on 40th
Street from Shellmound Street to Adeline
Street
⊲ Major Intersection Upgrades along 40th
Street at the intersections of Hubbard
Street, Haven Street, Emery Street, San
Pablo Avenue, and Adeline Street
⊲ Shared-Use Path (Class I) on the north
side of 40th Street from Halleck Street to
Hubbard Street
⊲ New Sidewalk on Hubbard Street from
Sherwin Avenue to 40th Street
⊲ Improved Sidewalk on Hollis Street from
Park Avenue to 40th Street
⊲ Bus Stop Improvement at the
intersection of Hollis Street and 40th
Street
For more information see Table 10: 40th
Street Multimodal Project.
40th Street currently hosts a bike lane with minimal
separation from motor vehicles.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
119 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
Map 27. 40th Street Multimodal Project
120 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Table 10. 40th Street Multimodal Project
The 40th Street Multimodal Project will include intersection upgrades and bike, pedestrian, and transit improvements. The proposed improvements in this Plan will be assessed for compatibility with the 40th Street Multimodal Project.
PROJECT
ID STREET PROPOSED IMPROVEMENT START END MILEAGE EXISTING BIKEWAY NOTES E-44 40th St Class I SharedUse PathHalleck St Hubbard St 0.06 Class II Bicycle Lane
Add Shared-Use Path on north side of
40th Street.
E-46 40th St Class IV
Separated
Bikeway
Hubbard St Adeline St 0.65 Class II Bicycle
Lane
40th Street and San Pablo Avenue
Bus Hub Project. Add full or partial
street closure with pedestrian plazas
and emergency vehicle access on
40th Street at the intersections of
Watts, Haven, Holden, and Hubbard.
Project is included in the Northern
Alameda County Core Connection
Plan and is identified by the Alameda
CTC Countywide Bikeways Network
as part of the future regional all ages
and abilities network.
E-45 40th St Bridge Class IV
Separated
Bikeway
Shellmound St Hubbard St 0.34 Class II Bicycle
Lane
Install flexible bollards on 40th Street
for protection from moving vehicles.
D-24 40th St & Hubbard
St
Intersection
Upgrade
NA NA NA NA From 40th and San Pablo Bus Hub
Project: Curb extensions on northern
leg, dashed green pavement parkings
for 40th St Two-Way Separated
Bikeway, "Look Right" signs at
crosswalk.
D-25 40th St &
Bridgecourt Office
Intersection
Upgrade
NA NA NA NA Sidewalk ramps on 40th St on both
sides of office entrance
D-26 40th St & Emery
St
Intersection
Upgrade
NA NA NA NA Northwest protected corner, bike
boxes, dashed green pavement
markings, green-backed sharrows,
consider bike signal head, add LPI
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
121 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
PROJECT
ID STREET PROPOSED IMPROVEMENT START END MILEAGE EXISTING BIKEWAY NOTES D-27 40th St & San
Pablo Ave
Intersection
Upgrade
NA NA NA NA This intersection is included in the
Alameda CTC San Pablo Avenue
Corridor Project, currently in the
design process at time of publication.
This area is under Caltrans
jurisdiction and Caltrans may or may
not approve proposed projects.
D-28 40th St & Adeline
St
Intersection
Upgrade
NA NA NA NA Northwest protected corner, curb
extensions, upgrade sidewalk, bike
boxes, dashed green pavement
markings, green-backed sharrows,
consider bike signal head, add LPI
Table 10, 40th Street Multimodal Project, continued
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
122 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
40TH STREET MULTIMODAL
PHASE II: BAY TRAIL GAP
CLOSURE
The 40th Street Multimodal
Phase II: Bay Trail Gap Closure
project provides an all ages and
abilities bikeway connection
between the Bay Trail trailhead
at the 40th Street Bridge and the
existing separated bikeway on
Christie Avenue. The project also
includes intersection upgrades
along Shellmound Street at the
intersection of Christie Avenue,
Ohlone Way, and Bay Street.
Map 28. 40th Street Multimodal Phase II: Bay Trail Gap Closure 123 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
A
X-1
B
X-1
OF
05/12/2023 AS SHOWN
40TH STREET BAY TRAIL GAP CLOSURE
47457399002
7 CITY OF EMERYVILLE
Know what's
R
800 Bancroft Way, Ste 203
Berkeley, CA 94710
(510) 343-6400
0 20' 40'
0 20' 40'
SHELLMOUND STREET FROM CHRISTIE AVE TO OHLONE AVE
L-1
5 This concept design is for preliminary planning purposes only. Any future transit route modifications or bus stop improvements or relocation will require coordination with AC Transit and Emery Go-Round. 40TH STREET MULTIMODAL PHASE II: BAY TRAIL GAP CLOSURE: CONCEPT DESIGN 124 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
D
X-2
C
X-2
OF
05/12/2023 AS SHOWN
40TH STREET BAY TRAIL GAP CLOSURE
47457399002
7 CITY OF EMERYVILLE
Know what's
R
800 Bancroft Way, Ste 203
Berkeley, CA 94710
(510) 343-6400
0 20' 40'
0 20' 40'
SHELLMOUND STREET TO OHLONE AVE TO NORTHERN IKEA EXIT
L-2
6 This concept design is for preliminary planning purposes only. Any future transit route modifications or bus stop improvements or relocation will require coordination with AC Transit and Emery Go-Round. 40TH STREET MULTIMODAL PHASE II: BAY TRAIL GAP CLOSURE: CONCEPT DESIGN 125 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
E
X-3
OF
05/12/2023 AS SHOWN
40TH STREET BAY TRAIL GAP CLOSURE
47457399002
7 CITY OF EMERYVILLE
Know what's
R
800 Bancroft Way, Ste 203
Berkeley, CA 94710
(510) 343-6400
0 20' 40'
SHELLMOUND STREET FROM NORTHERN IKEA EXIT TO IKEA PARKING GARAGE L-3
7 This concept design is for preliminary planning purposes only. Any future transit route modifications or bus stop improvements or relocation will require coordination with AC Transit and Emery Go-Round. 40TH STREET MULTIMODAL PHASE II: BAY TRAIL GAP CLOSURE: CONCEPT DESIGN 126 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
Table 11. 40th Street Multimodal Phase II: Bay Trail Gap Closure The 40th Street Multimodal Project Phase II includes intersection upgrades and a two-way separated bikeway on the west side of Shellmound Street from Christie Avenue to the Bay Trail path at the 40th Street bridge.
PROJECT
ID STREET PROPOSED IMPROVEMENT START END MILEAGE EXISTING BIKEWAY NOTES E-28 Shellmound St Class IV
Separated
Bikeway
Christie Ave 40th Street
Bridge
0.43 Class II Bicycle
Lane
40th Street Multimodal Phase II:
Shellmound Gap Closure. Concept
includes removing two on-street bike
lanes, realigning the vehicle lanes,
and adding a two-way separated
bikeway with a raised buffer on the
west side of Shellmound Street.
D-31 Shellmound St &
Christie Ave
Intersection
Upgrade
NA NA NA NA Intersection upgrade as part of the
Emeryville Loop Project. Concept
includes modifying vehicle signal
detection zones, adding bicycle
signal and detection equipment at
the Christie Avenue crossing, and
modifying the signal phasing and
timing to add a bicycle crossing
phase.
D-17 Shellmound St &
Brunswig Lane
Signage NA NA NA NA Add a "Cross at Crosswalk" sign,
work with property manager to add
signage.
D-32 Shellmound St &
Ohlone Way
Intersection
Upgrade
NA NA NA NA Intersection upgrade as part of the
40th Street Multimodal Project Phase
II: Shellmound Street Gap Closure
Project. Concept includes modifying
vehicle signal detection zones,
adding bicycle signal and detection
equipment at the Sonesta Driveway
crossing, and modifying the signal
phasing and timing to add a bicycle
crossing phase.
127 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
PROJECT
ID STREET PROPOSED IMPROVEMENT START END MILEAGE EXISTING BIKEWAY NOTES D-22 Shellmound St &
F-bus Stop (Bay
Street)
New or Upgrade
Crossing
NA NA NA NA RRFB
D-33 Shellmound St &
Bay St
Intersection
Upgrade
NA NA NA NA Intersection upgrade as part of the
40th Street Multimodal Phase II: Bay
Trail Gap Closure Project. Concept
includes modifying vehicle signal
detection zones and reconstructing
an existing curbside AC Transit bus
stop into a bus boarding island.
D-39 Shellmound St &
IKEA Driveway
Intersection
Upgrade
NA NA NA NA Intersection upgrade as part of
the 40th Street Multimodal Phase
II: Bay Trail Gap Closure Project.
Concept includes removing trees,
relocating traffic signal poles,
reconstructing two median islands,
upgrading the existing crosswalk into
a bikeway crossing that may include
supplemental bike signal equipment
and a widened curb ramp.
Table 11. 40th Street Multimodal Phase II: Bay Trail Gap Closure Project, continued 128 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
THE EMERYVILLE LOOP
The Emeryville Loop project will
provide safe, low-stress biking and
walking routes to work and shopping
destinations in central Emeryville
and new designated transit lanes.
The project closes a major gap in the
City’s existing active transportation
network by providing a new
pedestrian connection on Powell
Street between Christie Avenue
and Shellmound Street. Today,
wide multilane arterial roadways
that funnel high traffic volumes
on and off I-80 pose barriers to
people biking, walking, and rolling
in the project area. This project will
create separation between moving
car traffic and people using active
modes along high-stress arterials
(Powell Street, Christie Avenue,
Shellmound Street) and provide
intersection improvements to make
the arterial crossings safer and more
comfortable.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
Map 29. The Emeryville Loop
129 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
The project includes construction of new
two-way Class IV separated bikeway
facilities on high-stress arterial roadways,
construction of new sidewalk to close a gap
in the existing walking network, widened
sidewalk, the installation of protected
intersections at four major four- to six-lane
arterial intersections, one new midblock
crossing, and dedicated transit lanes.
These countermeasures will create a safer,
low-stress environment for people biking,
walking, and rolling.
Improvements in the project area will
provide safer connections to low-wage
workers who use transit or active modes
of transportation to get to and from work.
The project will also serve those residing in
nearby equity priority communities located
900 feet east of the project. Not only is
the project directly adjacent to regional
retail destinations such as the Bay Street
Shopping Mall, Powell Street Shopping
Center, the Emeryville Public Market, and
major hotel chains, but the project also
connects these destinations to each other
and diminishes barriers to reaching them.
In addition to providing low-stress access,
the project improves active transportation
routes for those accessing regional
destinations such as the Bay Trail, Amtrak
Station, and the Emeryville Greenway.
For more information, see Table 12:
Emeryville Loop Multimodal Project.
The Emeryville Loop Project includes the addition of a protected intersection at Christie Avenue and Powell Street.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
130 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
CHRISTIE AVENUEPOWELL STREET
Christie Avenue/Powell Street
City of Emeryville Active Transportation Plan
THE EMERYVILLE LOOP: CONCEPT DESIGN
This concept design is for preliminary planning purposes only. Any future transit route modifications or bus stop improvements or relocation will require coordination with AC Transit and Emery Go-Round.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
131 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
CHRISTIE AVENUE
Christie Avenue
City of Emeryville Active Transportation Plan
THE EMERYVILLE LOOP: CONCEPT DESIGN
This concept design is for preliminary planning purposes only. Any future transit route modifications or bus stop improvements or relocation will require coordination with AC Transit and Emery Go-Round.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
132 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
CHRISTIE AVENUE
SHELLMOUND STREET
Christie Avenue/Shellmound Street
City of Emeryville Active Transportation Plan
THE EMERYVILLE LOOP: CONCEPT DESIGN
This concept design is for preliminary
planning purposes only. Any future
transit route modifications or bus stop
improvements or relocation will require
coordination with AC Transit and
Emery Go-Round.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
133 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
SHELLMOUND STREET
POWELL STREET
Shellmound Street/Powell Street Overcrossing
City of Emeryville Active Transportation Plan
THE EMERYVILLE LOOP: CONCEPT DESIGN
This concept design is for preliminary planning purposes only. Any future transit route modifications or bus stop improvements or relocation will require coordination with AC Transit and Emery Go-Round.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
134 | 4 : POLICIES, PROGRAMS, AND PROJECTS
EMERYVILLE ACTIVE TRANSPORTATION PLAN
SHELLMOUND WAY
SHELLMOUND STREET
CHRISTIE AVENUE
Shellmound Street/Shellmound Way/Christie Avenue
City of Emeryville Active Transportation Plan
THE EMERYVILLE LOOP: CONCEPT DESIGN
This concept design is for preliminary planning purposes only. Any future transit route modifications or bus stop improvements or relocation will require coordination with AC Transit and Emery Go-Round.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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EMERYVILLE ACTIVE TRANSPORTATION PLAN
Table 12. Emeryville Loop Multimodal Project
The Emeryville Loop Multimodal Project will include intersection upgrades and bike, pedestrian, and transit improvements. The proposed improvements in this Plan will be assessed for compatibility with the Emeryville Loop Project.
PROJECT
ID STREET PROPOSED IMPROVEMENT START END MILEAGE EXISTING BIKEWAY NOTES E-20 Shellmound Way Class IV
Separated
Bikeway
Christie Ave Shellmound St 0.08 None Emeryville Loop. Two-way Separated Bikeway on south side of
street
E-26 Shellmound St Class IV
Separated
Bikeway
Christie Ave Shellmound Way 0.16 Class II Bicycle
Lane
Emeryville Loop. Two-way
Separated Bikeway on west side of
street
E-21 Christie Ave Class IV
Separated
Bikeway
Shellmound Way Powell St 0.07 None Emeryville Loop. Two-way Separated Bikeway on east side of
street
C-7 Powell St New Sidewalk Christie Ave Shellmound St 0.08 NA Emeryville Loop. Pedestrian walkway on south side of Powell St
C-8 Shellmound St -
Powell Underpass
Improve Existing
Sidewalk
New Midblock
Crossing
Hyatt Hotel
Parking Lot
Entrance
0.02 NA Fill sidewalk gap underneath Powell
Street on east side of roadway,
remove obstructions in walking path
including signs and landscaping
that makes corners and navigation
difficult for wheelchairs.
D-15 Christie Ave &
Powell St
Intersection
Upgrade
NA NA NA NA Eliminate one right turn lane/
arrow on Christie southbound
and Powell eastbound. Northwest
corner (southbound Christie onto
westbound Powell) turn radius
squared. All-ped scramble study.
D-16 Shellmound St &
F bus stop / Four
Points Sheraton
Hotel
New or Upgrade
Crossing
NA NA NA NA Add midblock crossing across from
Four Points Sheraton at F-bus stop
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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EMERYVILLE ACTIVE TRANSPORTATION PLAN
The following multimodal studies are
recommended in the Active Transportation
Plan. Studies provide an opportunity
for the City to assess the feasibility and
suitability of proposed biking, walking,
and rolling corridor improvements before
a project enters the design phase. Input
from key stakeholders such as the City’s
Emergency Services teams, Emery GoRound, AC Transit, and neighboring jurisdictions such as Berkeley and Oakland,
in addition to feedback from the Emeryville
community, are essential to a successful
study. All studies proposed in the Active
Transportation Plan include an assessment
of both walking and biking improvements.
F-1 CHRISTIE AVENUE STUDY
Extent: Christie Avenue from Powell Street
to 65th Street
Objective: Christie Avenue is a key northsouth connection through Emeryville with a number of popular shopping, retail, hotel,
and restaurant destinations. The addition of
a separated bikeway in this location would
greatly enhance the all ages and abilities
network, and improve biking, walking,
and rolling access to regional shopping
destinations. Due to width restrictions
and a necessary removal of one lane of
street parking, the Active Transportation
Plan proposes a study to determine the
feasibility of a separated bikeway and
the potential trade-offs. The segment of
Christie Avenue between Shellmound Way
and Powell Street is already included in
the Emeryville Loop project and will be
converted to a separated bikeway in the
future. By extending this separated bikeway
project to reach northern Emeryville,
the City will add another convenient,
comfortable, and safe bikeway to the
existing network.
Study: Add Class IV on Christie Avenue,
remove one lane of parking.
Multimodal Studies
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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F-2 HOLLIS STREET TRANSIT
CORRIDOR STUDY
Extent: Hollis Street from 40th Street to
67th Street
Objective: The Hollis Street Transit
Corridor Study will assess the feasibility of
bike lane installation on Hollis Street from
40th Street to 67th Street as part of future
transit corridor improvements. Upgrades
to existing sidewalks, pedestrian crossing
improvements, and the addition of transit
stop amenities such shelters and benches
will also be assessed. The study requires
collaboration with AC Transit at each step
of the project process.
Study: Evaluate the feasibility and tradeoffs involved in adding bicycle lanes on Hollis Street.
The Hollis Street Transit Corridor Study includes a study to understand the feasibility of installing bike lanes on Hollis Street.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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POWELL STREET STUDY
Objective: Powell Street is the City’s only
existing east-west access point to the
marina and shoreline on the west side of
I-80. As such, the addition of a bikeway
facility that is comfortable for all ages and
abilities is essential. Characterized by high
traffic volumes and multiple lanes of traffic
in each direction, the project team proposes
a study to better understand the feasibility
and trade-offs of adding a separated
bikeway. While not part of MTC's I-80/
Powell Street Interchange Transit Access
Improvement Project, the Powell Street
Study should investigate if two dedicated
right turn lanes from Powell Street to
Frontage Road are necessary. There is
interest among the public to shorten the
crossing distance across Frontage Road.
F-3 Segment A Extent: Powell Street from
Davenport Park to Frontage Road
Study: Two-way separated bikeway on the
south side of Powell Street, 5-foot bikeway
lanes and 4-foot buffer, reduce median, and
narrow travel lanes to 11 feet. Alternative:
One-way separated bikeway on each side
of Powell Street.
F-4 Segment B Extent: Powell Street from
Frontage Road to Christie Avenue
Study: Two-way separated bikeway on the
south side of Powell Street. Alternative 1:
One-way separated bikeway on each side
of Powell Street. Alternative 2: Consider
upgrading existing shared-use path to
separate people walking and rolling. This
segment is also part of the Bay Trail spine
alignment. Improvements recommended on
the existing shared-use path on the south
side of Powell Street must meet Bay Trail
goals and design guidelines.
F-5 Segment C Extent: Powell Street from
Christie Avenue to Hollis Street
Study: Two-way separated bikeway on
the south side of Powell Street, 5' bikeway
lanes and 5' buffer, remove one travel lane.
Alternative: One-way separated bikeway on
each side of Powell Street.
F-6 Segment D Extent: Powell Street from
Hollis Street to Vallejo Street
Study: Two-way separated bikeway on the
south side of Powell Street, 5' lanes and
6' buffer, remove one travel lane. Study
requires traffic signal rephasing for bike
signal. Alternative: One-way separated
bikeway on each side of the street.
The intersection of Powell Street and Christie
Avenue hosts high traffic volumes and provides key
access to the Bay Trail.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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F-7 STANFORD AVENUE STUDY
The Stanford Avenue Study is a
multijurisdictional study that seeks to
improve the biking, walking, and rolling
connection between central Emeryville,
Oakland, and Berkeley. The study includes
separated bikeways (Class IV) on Stanford
Avenue from San Pablo Avenue to the
Emeryville Greenway, as well as northsouth improvements between Stanford Avenue and Powell Street on Beaudry
Street and Doyle Street. The study aims
to connect to the proposed SharedUse Path on Stanford Avenue from the Emeryville border to King Street, derived
from the 2019 Let’s Bike Oakland Plan.
This new facility will create a safer and
more comfortable connection for Emeryville
residents and community members to
access the Ashby BART Station and
downtown Berkeley.
Objective: As a key connection to the
surrounding region east of Emeryville,
Stanford Avenue is a prime candidate for
a bikeway that is comfortable for all ages
and abilities. Building from the shareduse path proposed in the 2019 Let’s Bike Oakland Plan on Stanford Avenue from
the Emeryville Border to Adeline Street in
Berkeley, the Active Transportation Plan
recommends a separated bikeway.
Stanford Avenue connects to a proposed shared-use path along Stanford Avenue in Oakland and Shattuck Avenue in Berkeley.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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EMERYVILLE ACTIVE TRANSPORTATION PLAN
Extent: Stanford Avenue from Horton
Street to San Pablo Avenue
Study: Add contra-flow separated
bikeway on Stanford to connect users
from planned shared-use path on Stanford
Avenue in Oakland to the Doyle Slow
Street and Bayfront Bridge. Eliminate onstreet parking. Add a bicycle boulevard to the eastbound travel lane. Consider
implementing speed humps.
Additional Study Segments:
Extent: Beaudry Street from Powell Street
to Stanford Avenue
Study: Add bicycle boulevard on Beaudry
Street. Convert to one-way southbound
and extend sidewalk into street. Alternative:
Create a car-free space (Village Green)
from Stanford to the park limit on the north
side.
Extent: Doyle Street from Powell Street to
Stanford Avenue
Study: Convert Doyle Street from Powell
Street to Stanford Avenue to a oneway street in the northbound direction.
Repurpose the removed travel lane to be
a widened sidewalk and park extension for
people biking, walking, and rolling.
Existing street configuration on Stanford Avenue
from Doyle to Beaudry.
One alternative that could be studied on Stanford
Avenue is expanding space for a raised two-way
cycle track by removing on-street parking.
Another alternative that could be studied is to
expand the sidewalk to create a Shared-Use Path.
This concept may require the removal or relocation
of trees, but keeps on-street parking.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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F-8 BAY TRAIL WIDENING STUDY
Extent: Bay Trail Pedestrian Path from
Frontage Road to Davenport Mini Park
Objective: The Bay Trail spine
circumnavigating the Emeryville
Marina is a popular destination for
people biking, walking, and rolling.
Due to narrow path widths and large
volumes of trail users, the Active
Transportation Plan considers this
area a key location for an upgrade to a
Shared-Use Path. A study is proposed
to better understand the feasibility of
widening the trail to accommodate
users of biking, walking, and rolling
modes.
Study: Widen and convert existing
pedestrian paths on the peninsula to a
Shared-Use Path.
Study proposed to widen the pedestrian path on the Emeryville Marina.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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F-9 PARK AVENUE MULTIMODAL
CORRIDOR STUDY
Extent: Park Avenue from Hollis Street to
San Pablo Avenue
Objective: Park Avenue is situated one block
north of and parallel to 40th Street. Hosting
destinations such as the Emeryville City Hall
and Pixar Animation Studios, Park Avenue is
a prime location for a multimodal corridor that
provides connected and comfortable space
for all modes of transportation. The Active
Transportation Plan proposes improvements
to the biking, walking, and rolling network.
Due to trade-offs such as parking removal
and realignment, as well as sidewalk
extensions into the current roadway, a study
is proposed to better understand project
details and potential concepts.
Study: Add one-way separated bikeways on
both sides of Park Avenue. Convert existing
angled parking on the north side of the street
to parallel parking. Widen sidewalk on south
side of street and create more pedestrianfriendly space.
Converting the angled parking on Park Avenue to parallel parking will create space for biking, walking, and rolling improvements.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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F-10 MANDELA PARKWAY EXTENSIONS
/ EAST BAY BRIDGE SHOPPING CENTER
CLASS IV STUDY
Extent: East Bay Bridge Shopping Center
Parking Lot from Mandela Parkway to Emery
Street
Objective: The Mandela Parkway Extension
through the East Bay Bridge Shopping Center is
identified as a Connector Street and a Key Green
Street in the Emeryville General Plan. To improve
biking and walking access to the shopping
center from the southeast corner of the City, a
study to understand the feasibility and suitability
of installing a two-way separated bikeway and
improved connection for people walking through
the shopping center parking lot is recommended.
Improvements on this corridor would create safer
biking and walking connections between Mandela
Parkway to the west and the proposed separated
bikeway facility on Emery Street.
Study: Add Class IV connection through Bay
Bridge Shopping Center Parking Lot and on West
MacArthur Boulevard from Emery Street to San
Pablo Avenue.
Map 30. Emeryville General Plan Mandela Parkway Extension
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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EMERYVILLE ACTIVE TRANSPORTATION PLAN
Table 13. Multimodal Studies
PROJECT
ID STREET PROPOSED BIKEWAY START END MILEAGE EXISTING BIKEWAY NOTES F-1 Christie Ave Study Powell St 65th St 0.55 None Separated Bikeway Study. Street width ranges from 56’ near Powell to 42’ with
parking in middle section, 32’ no parking
towards north.
F-2 Hollis St Study 40th St 67th St 1.36 None Study potential for installing bike lanes on Hollis St as part of the transit street.
Sidewalk and pedestrian improvements
included.
F-3 Powell St Study Davenport
Park
Frontage Rd 0.42 Class IIB
Buffered
Bicycle Lane
Study: Two-way Separated Bikeway onroad,
south side of Powell, 6' bike lanes and 4'
buffer, reduced median, and travel lanes
narrowed to 11'. Alt: One-way Separated
Bikeway.
F-4 Powell St Study Frontage Rd Christie Ave 0.15 None Study: Two-way Separated Bikeway onroad, south side of Powell. Alternative 1: One-way
Separated Bikeway. Alternative 2: consider
upgrading existing Shared-Use Path on
south side of Powell Street to separate
walkers and bikers. In alignment with the
I-80/Powell Street Interchange Transit
Access Improvement Project, study for the
removal of one turn lane in the westbound
direction at the intersection of W Frontage
Rd and Powell Street. This area is under
Caltrans jurisdiction. Caltrans may or may
not approve proposed projects.
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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EMERYVILLE ACTIVE TRANSPORTATION PLAN
PROJECT
ID STREET PROPOSED BIKEWAY START END MILEAGE EXISTING BIKEWAY NOTES F-5 Powell St Study Christie Ave Hollis St 0.31 None Study: Two-way Separated Bikeway onroad, south side of Powell, 5' lanes and 5' buffer,
remove one travel lane. Alt: One-way
Separated Bikeway.
F-6 Powell St Study Hollis St Vallejo St 0.20 None Study: Two-way Separated Bikeway onroad, south side of Powell, 5' lanes and 6' buffer,
remove one travel lane, requires traffic
signal rephasing for bike signal. Alt: Oneway Class Separated Bikeway.
F-7 Beaudry St Study Powell St Stanford Ave 0.04 None Study: Add Bike Boulevard on Beaudry St. Make one-way southbound and extend
sidewalk 1/2 of street.
F-7 Doyle St Study Powell St Stanford Ave 0.06 None Study: Make Doyle Street between Powell St and Stanford Ave one way northbound for
cars. Repurpose half of street as sidewalk /
park extension.
F-7 Stanford Ave Study Horton St San Pablo
Ave
0.48 None Study: Eliminate on-street parking, replace
with contra-flow Separated Bikeway,
eastbound travel lane as Class 3B.
Consider implementing speed humps. This
segment of Stanford Ave is also identified
by the Alameda CTC Countywide Bikeways
Network as part of the future regional all
ages and abilities network.
F-8 Bay Trail Study Frontage Rd Davenport
Mini Park
2.04 Pedestrian
Path
Shared-Use Path widening study.
Table 13. Multimodal Studies, continued
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PROJECT
ID STREET PROPOSED BIKEWAY START END MILEAGE EXISTING BIKEWAY NOTES F-9 Park Ave Study Hollis St San Pablo
Ave
0.31 None Multimodal corridor study. Consider: Add
Separated Bikeway, convert angled parking
to parallel parking, widen sidewalk.
F-10 Mandela
Parkway
Extension /
East Bay Bridge
Shopping
Center Parking
Lot
Study Hollis St San Pablo
Ave
0.24 None General Plan Key Green Street. Study:
Two-way Separated Bikeway on road
through East Bay Bridge Shopping Center
and feasibility of separated bikeway and
improved lighting on West MacArthur Blvd
between Emery Street and San Pablo
Avenue.
F-11 Emeryville
Crescent Trail
Study McLaughlin
State Park
NA None Consistent with the General Plan and in
the interest of providing shoreline access
to the Bay Bridge, this Plan calls for a
feasibility study to determine if a bicycle
and pedestrian path can be developed
adjacent to the Emeryville Crescent without
negatively impacting sensitive habitat.
Table 13. Multimodal Studies, continued
POLICY AND PROGRAM
RECOMMENDATIONS
PEDESTRIAN NETWORK &
SPOT IMPROVEMENT PROJECTS
BIKEWAY
PROJECTS
MULTIMODAL
PROJECTS STUDIES
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New Mobility
Bike share and micromobility (scooters,
e-bikes, and other personal mobility
devices) are becoming an increasingly
important component of the transportation
environment. These mobility devices
can be personally owned or they can be
rented as part of shared mobility systems.
Shared micromobility systems can be
operated under many different operating
models and sizes to fit the specific needs
and goals of the City and the community.
Implementation of these systems creates
additional flexible, lower-cost transportation
options within the service area. Powered
micromobility devices expand the suite of
alternative transportation modes that can
reduce automobile dependency. They can
be more readily combined with transit and
human-powered transportation trips to
expand transportation options.
There are six principles that should help
guide micromobility systems planning and
infrastructure design:
1. Advance mobility justice:
Micromobility can provide users
with healthy, safe, and affordable
transportation options that provide
access to economic opportunities.
Powered mobility devices can further
enhance this effect. Micromobility
and bike share systems should
be implemented to equitably and
successfully serve equity priority
communities and areas with
concentrations of walking and bicycling.
2. Design for safety: Designing for safety
requires identifying and prioritizing the
most vulnerable roadway and trail users
first, then accounting for design features
that will improve safety for all users.
3. Complement the natural
environment: Shared-use paths and
green infrastructure components can
complement the natural environment
while preserving the user experience.
4. Prioritize the human experience:
Micromobility and bike share-specific
infrastructure should strive for a
consistent user experience across the
City. Implementing these items should
be done with a “do no harm” approach
to incorporating these modes along
existing active and shared modes of
transportation.
5. Expand user amenities: Bike and
pedestrian amenities along shareduse paths and slow streets, including seating, bottle filling/drinking fountain
stations, restrooms, and bicycle repair
stations, are essential to improving user
experience. With powered micromobility
and other new and emerging modes,
public charging infrastructure offers
convenience while also reducing risk of
“stranded” users or inoperable devices/
vehicles that have lost power. Such
investments can also provide public
charging for motorized wheelchairs or
personal phones.
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6. Design for the future: New mobility
and bike share staff should track
trends, identify shifts in user groups,
and conduct research when possible
(surveys, counts, or data from vendors).
Understanding these trends can
help Emeryville prepare for future
investments in these areas.
Micromobility systems should include
accessible vehicles within their fleets. The
City and system operator should conduct
targeted outreach to the appropriate
stakeholder groups to better define and
plan for their specific needs.
The City should also provide dedicated
scooter/bike share parking locations. These
locations should be found throughout the
service area and should be designed and
located to minimize disruptions to other
people biking, walking, and rolling.
In addition to micromobility vehicle and
program design, the development of
successful micromobility systems is
also dependent on construction and
maintenance of safe and comfortable travel
facilities. Providing low-stress on- and offstreet travel facilities will make traveling by bike or scooter more attractive, which will
help convert trips from single occupancy
vehicles and improve access to transit
services for longer journeys. Comfortable
on-street or trail facilities can also reduce
instances of users riding on the sidewalk.
The City may consider pursuing a
Micromobility Feasibility Study in
conjunction with feedback from the
community to determine where and how to
implement a micromobility program.
Quick-Build Projects
Quick-build is a method to help local
governments implement biking, walking,
rolling, and micromobility improvements
on a minimal budget and on a compressed
timeline. Quick-build projects can help meet
a community’s need for safer crossings,
slower streets, an extended bikeway
network, or safer routes to transit, schools,
and workplaces. Compared to longer-term
projects, quick-build projects are flexible
and designed to be easily changed or even
removed if necessary.
Plans like the Active Transportation Plan
can help guide potential locations for
quick-build projects. Examples of projects
that can be implemented as quick-build
include separated bikeways, protected
intersections, tightened corners at
intersections to slow traffic speeds, signal
phase changes, slow streets, and traffic
calming efforts.
For more information on Quick-Build
Guidelines see this document.
5 Implementation
and Funding
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Implementation and Funding
Purpose: This chapter outlines a strategy for the implementation of the proposed infrastructure projects as well as the recommended best practices for biking, walking, and rolling programs and policies.
Why it matters: Public resources are limited and the City needs a strategy for assembling funding from internal and external sources.
The adoption of this Active Transportation
Plan is the first step in moving projects
toward construction and enjoyment by the
community. The project delivery process is
explained in the graphic on the next page.
Implementation of the proposed bicycle and
pedestrian programs and improvements
described in the previous chapters
of the Active Transportation Plan will
require public and private funding from a
combination of sources. Recommendations
in the Active Transportation Plan take
their first step toward becoming a
reality when the City's Transportation
Committee nominates projects to advance.
Recommendations then move through
the Capital Improvement Program (CIP)
budget process. Once the City secures
funding for the recommendation, and staff
capacity is available, it will move through
the project delivery process (outlined in
this chapter). Some recommendations
may be implemented opportunistically
and integrated into other projects such as
street resurfacing or private development
projects. Many regional connections will
also require coordination with agencies
outside the City such as Caltrans, Alameda
CTC, the MTC, and AC Transit. To facilitate
implementation efforts, this chapter
presents the project cost estimates and
potential funding sources.
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Project Delivery
Process
COST ESTIMATES
Estimating the cost of active transportation
projects can be quite a complex task. In
addition to inflation and fluctuations in
the costs of materials and labor, the wide
range of project types, existing conditions,
and scale of a given project greatly
influence final costs. From smaller striping
jobs to larger capital-intensive projects
that include signals, concrete work, and
paving, each project presents its own
unique challenges. As such, there is no
one-size-fits-all approach to estimating
costs. For comparison, the “Doyle Street
Shared Street Project” and the “40th
Street Multimodal Project” illustrate these
variations in project costs.
⊲ The “Doyle Street Shared Street Project”
was a quick-build pedestrian and bicycle
striping project covering 0.18 miles and
came to a total cost of approximately
$120,000 in 2023 dollars ($667,000 per
mile).
⊲ The “40th Street Multimodal Project”
encompasses pedestrian, bicycle,
transit, and signal infrastructure
which spans 0.92 miles and is
currently estimated to have a total
cost of $15,000,000 in 2023 dollars
($16,000,000 per mile).
While both of these projects include
installing Class IV bicycle lanes, the scale
and scope of these comparative projects
varies widely, resulting in the 25-fold
difference in expenditures.
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PROJECT DELIVERY STEPS
PUBLIC PARTICIPATION
Construction
The City manages the
construction of the project
and notifies the public
about progress. The
City monitors the project
for future maintenance
needs.
Stakeholder coordination
with businesses and
residents provided
through community
updates.
5 Budgeting
The City allocates money
in its Capital Improvement
Plan for priority projects in
the Active Transportation
Plan. Additional funds are
secured through external
sources.
Public input gathered
at Budget Advisory
Committee and City
Council meetings.
1 Preliminary
Planning &
Engineering
Additional data is
reviewed to determine
final feasibility of
recommendations in the
Active Transportation
Plan. Modifications are
made if necessary.
Public input collected at Transportation Committee
and Bicycle and Pedestrian Advisory Committee
(BPAC) Meetings. Other committees and special public
meetings may be held for larger projects as needed.
2 Conceptual
Design
The City starts the first
phases of design with the
input of the public, AC
Transit, and emergency
services providers. The
City and completes the
Project Approval and
Environmental Document
phase.
3 Detailed
Design
The City completes the
design with the input of
the public, AC Transit,
and emergency services
providers by producing
construction plans,
specifications, and cost
estimates (PS&E).
Project delivery updates
provided to Transportation
Committee, BPAC, and
other relevant committees.
4 Public Input Public Notification
How a Project Gets Built
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There are a variety of potential funding
sources, including local, regional, state,
and federal. Emeryville should also take
advantage of private contributions in
developing the proposed system. This
could include requiring development to
construct adjacent recommendations as a
condition of development approval where
there is a nexus of traffic impacts. The
funding sources considered most relevant
for Emeryville are described below.
Local and Regional
Grant Programs
EMERYVILLE CAPITAL IMPROVEMENT
PROGRAM
The City’s Capital Improvement Program
establishes the infrastructure funding plan
over a five-year timeframe. The City uses
restricted and unrestricted resources to
fund capital projects. Restricted funds
include developer impact fees, revenues
from other agencies/special funds, grants,
bond proceeds, and funds provided by
the Successor Agency. Unrestricted
funds include tax increment revenues,
commercial transfer tax revenues,
discretionary General Fund, and operating
budget program contributions. The Capital
Improvement Program Revenue Projection
schedule details the available revenues.
The 2019-2024 Capital Improvement
Program budgets $2.9 million for pedestrian
and bicycle projects.
CONDITIONS OF APPROVAL (COA)
The City, where applicable, typically
includes pedestrian and bicycle
improvements as conditions of approval
on private development projects.
Improvements may include new sidewalks,
bicycle facilities along the project frontage,
intersection improvements to facilitate
project site access, bicycle parking, and
other amenities. In commercial areas,
property owners are required to maintain
street trees and sidewalks along their
frontage.
Funding Sources
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PLANNED ROADWAY IMPROVEMENTS
The City receives funding by formula
and through competitive grant sources to
repave streets, replace signals, or make
other improvements. Pedestrian and bicycle
improvements can often be included in
ongoing roadway projects or planned
roadway improvements for a nominal cost.
This may include adding curb ramps during
a utility reconstruction or marking bicycle
lanes or stencils during routine roadway
paving projects. The City of Emeryville
should continue to review planned
roadway projects to determine if there are
opportunities for coordination between
these planned projects and the pedestrian
and bicycle recommendations presented in
this Plan.
ALAMEDA COUNTY COMPREHENSIVE
INVESTMENT PLAN
The purpose of the Comprehensive
Investment Plan is to facilitate strategic
programming and allocation of all federal,
state, regional, and local fund sources
under the Alameda CTC’s purview. This
includes, but is not limited to, federal
Surface Transportation Program/
Congestion Mitigation Air Quality, State
Transportation Improvement Program,
County Transportation Fund for Clean
Air, and local sales tax measures and
vehicle registration fee programs.
The Comprehensive Investment Plan
streamlines the programming of these
fund sources by considering all available
fund sources through a consolidated
process that prioritizes, evaluates,
and recommends funding to critical
transportation infrastructure and operations
needs that build and maintain the county’s
transportation system. The expenditure
and revenue assumptions included in
the Comprehensive Investment Plan
are updated annually and proposals
for new projects and programs are
considered every two years as part of a full
Comprehensive Investment Plan update
cycle. Funds are programmed by the
Alameda CTC.
TRANSPORTATION DEVELOPMENT ACT
ARTICLE 3
Transportation Development Act Article
3 (TDA 3) provides funding annually for
bicycle and pedestrian projects. Two
percent of TDA 3 funds collected within the
county are used for TDA 3 projects. MTC
policies require that all projects be reviewed
by a BPAC or similar body before approval.
Funds are programmed by the Alameda
CTC.
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TRANSPORTATION FUND FOR CLEAN
AIR
The Transportation Fund for Clean Air
(TFCA) is a local fund source for the Bay
Area Air Quality Management District.
TFCA funds projects that result in a
reduction of motor vehicle emissions.
Sixty percent of TFCA funds are awarded
by the Air District through the TFCA
Regional Fund, and to eligible programs
implemented directly by the Air District,
referred as Air District-sponsored
programs. The remaining 40 percent of this
funding is passed through to the designated
agencies of the nine Bay Area counties
through the County Program Manager
Fund and is awarded by these agencies to
TFCA-eligible projects located within those
counties.
Funds are programmed by the Bay Area
Air Quality Management District (Regional
Fund) and Alameda CTC (County
Program).
State Grant Programs
CALIFORNIA ACTIVE
TRANSPORTATION PROGRAM
California’s Active Transportation
Program (ATP) funds infrastructure and
programmatic projects that support the
program goals of shifting trips to walking
and bicycling, reducing GHG emissions,
and improving public health. Competitive
application cycles occur every one to
two years, typically in the spring or
early summer. Eligible projects include
construction of bicycling and walking
facilities, new or expanded programmatic
activities, or projects that include a
combination of infrastructure and noninfrastructure components. Typically, no local match is required, though extra points
are awarded to applicants who do identify
matching funds.
Funds are programmed by the California
Transportation Commission.
SUSTAINABLE TRANSPORTATION
PLANNING GRANTS
Caltrans Sustainable Transportation
Planning Grants are available to
communities for planning, study, and
design work to identify and evaluate
projects, including conducting outreach or
implementing pilot projects. Communities
are typically required to provide an 11.47
percent local match, but staff time or in-kind
donations are eligible to be used for the
match provided the required documentation
is submitted.
Funds are programmed by Caltrans.
SOLUTIONS FOR CONGESTED
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CORRIDORS PROGRAM
Funded by SB1, the Congested Corridors
Program strives to reduce congestion
in highly traveled and congested roads
through performance improvements that
balance transportation improvements,
community impacts, and environmental
benefits. This program can fund a wide
array of improvements including bicycle
facilities and pedestrian facilities. Eligible
projects must be detailed in an approved
corridor-focused planning document.
These projects must include aspects that
benefit all modes of transportation using
an array of strategies that can change
travel behavior, dedicate right-of-way for
bikes and transit, and reduce vehicle miles
traveled.
Funds are programmed by the California
Transportation Commission.
OFFICE OF TRAFFIC SAFETY
Under the Fixing America’s Surface
Transportation Act, 5 percent of Section
405 funds are dedicated to addressing
nonmotorized safety. These funds may be
used for law enforcement training related to
pedestrian and bicycle safety, enforcement
campaigns, and public education and
awareness campaigns.
Funds are programmed by the California
Office of Traffic Safety.
RECREATIONAL TRAILS PROGRAM
The Recreational Trails Program helps
provide recreational trials for both
motorized and nonmotorized trail use.
Eligible products include trail maintenance
and restoration, trailside and trailhead
facilities, equipment for maintenance, new
trail construction, and more.
Funds are programmed by the California
Department of Parks and Recreation.
AFFORDABLE HOUSING AND
SUSTAINABLE COMMUNITIES
PROGRAM
The Affordable Housing and Sustainable
Communities Program (AHSC) funds
land-use, housing, transportation, and land
preservation projects that support infill and
compact development that reduces GHG
emissions. AHSC is typically applied for by
affordable housing developers with the City
as a partner. Projects must fall within one
of three project area types: transit-oriented
development, integrated connectivity
project, or rural innovation project areas.
Fundable activities include affordable
housing developments, sustainable
transportation infrastructure, transportationrelated amenities, and program costs.
Funds are programmed by the Strategic
Growth Council and implemented by the
Department of Housing and Community
Development.
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URBAN GREENING GRANTS
Urban Greening Grants support the
development of green infrastructure
projects that reduce GHG emissions
and provide multiple benefits. Projects
must include one of three criteria, most
relevantly: reduce commute vehicle miles
traveled by constructing bicycle paths,
bicycle lanes, or pedestrian facilities that
provide safe routes for travel between
residences, workplaces, commercial
centers, and schools. Eligible projects
include green streets and alleyways and
nonmotorized urban trails that provide
safe routes for travel between residences,
workplaces, commercial centers, and
schools.
Funds are programmed by the California
Natural Resources Agency.
STATEWIDE PARK PROGRAM (SPP)
The Statewide Park Program solicits
competitive grants to fund new parks
and recreation opportunities in critically
underserved communities across
California. Funds can be used to create
and expand or renovate existing parks.
All projects must include at least one
“recreation feature” which includes
nonmotorized trails. No match is required.
Funds are programmed by the California
Department of Parks and Recreation.
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Other State Programs
SENATE BILL 1: LOCAL PARTNERSHIP
PROGRAM
This program provides local and regional
agencies that have passed sales tax
measures, developer fees, or other
transportation-imposed fees to fund
road maintenance and rehabilitation,
sound walls, and other transportation
improvement projects. Jurisdictions with
these taxes or fees are then eligible for
a formulaic annual distribution of no less
than $100,000. These jurisdictions are also
eligible for a competitive grant program.
Local Partnership Program funds can be
used for a wide variety of transportation
purposes including roadway rehabilitation
and construction, transit capital and
infrastructure, bicycle and pedestrian
improvements, and green infrastructure.
Funds are programmed by California
Transportation Commission.
SENATE BILL 1: ROAD MAINTENANCE
AND REHABILITATION PROGRAM
Senate Bill 1 created the Road
Maintenance and Rehabilitation Program
to address deferred maintenance on
state highways and local road systems.
Program funds can be spent on both
design and construction efforts. On-street
active transportation-related maintenance
projects are eligible if program maintenance
and other thresholds are met. Funds are
allocated to eligible jurisdictions.
Funds are programmed by the State
Controller’s Office.