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Chapter 2: Circulation Toolbox

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Chapter 2: Circulation Toolbox CHAPTER 2: CIRCULATION TOOLBOX The Circulation Toolbox section of the Circulation Alternatives Report highlights some various treatments that are felt to offer promise for the West Berkeley transportation system. This list is by no means a comprehensive list of all treatments that should be considered, but rather a list of treatments that might need additional explanation. This section is intended to be used as a reference for the improvement projects suggested in the following section and also for future consideration as conditions warrant. 2.1 TRANSIT TREATMENTS BUS BULBS Bus bulbs are a physical extension of the sidewalk toward the travel lane that allows a transit vehicle to load in the traffic lane (Fig 2-1). Loading in the travel lane eliminates the delay experienced when transit vehicles try to merge back into traffic after pulling over to a curbside bus stop in heavily congested traffic conditions. The bus bulb also increases the paved area for transit stop amenities such as bus shelters, signage and bike parking, clearing up sidewalk space for other pedestrian functions. Bus bulbs can also function as a traffic calming device and an improvement for the pedestrian crossing experience. Bus bulbs are recognized by AC Transit in their Designing with Transit Manual as a best practice for streets with bus stops. Practice 5.2 states that this treatment is most appropriate in congested locations with speeds 35 mph or greater. It also notes that bus bulbs should be 60’ long so passengers can board and alight from all doors. Bus bulbs typically do not reduce on-street parking and can even allow another on-street space to be added. An option with the bus bulb that may be appropriate for Berkeley would be to extend the bulb and designate space for bike parking. This parking could be covered and include a map of the bicycle network to improve wayfinding for cyclists. This additional bike parking may eliminate one or two parking spaces but would provide bike parking for 10-20 bikes. Figure 2-2 below shows examples of bike parking shelters in Portland and New York City. W E S T B E R K E L E Y C I R C U L A T I O N M A S T E R P L A N DRAFT 101752 2 - 1 DRAFT: Preliminary and Tentative - For Discussion Purposes Only WEST BERKELEY CIRCULATION MASTER PLAN TYPE 1 // BUS QUEUE JUMP LANE TYPE 2 // BUS BULB BUS BUS BUS BUS Bike “Oasis” Parking EXCEPT BUSES Map BUS BULB & QUEUE JUMP LANE Figure 2-1 CIRCULATION IMPROVEMENTS REPORT 2. CIRCULATION TOOLBOX Figure 2-2: Bike Shelter Parking QUEUE JUMP LANES Queue jump lanes are used to allow the transit vehicle to bypass the queue and serve a farside transit stop with minimal delay (Figure 2-1). There are a number of different ways queue jumps can operate but that deemed most appropriate for West Berkeley would be to allow the transit vehicle to use the right turn lane to proceed straight through to a farside stop. Transit signal priority would assist in maximizing the availability of green time for an approaching transit vehicle. Queue jumps are only effective if the transit vehicle can enter the right turn lane, which is often time difficult in West Berkeley due to queues that extend 150-200 feet in length. Queue jump lanes also add another travel lane at the intersection and take away on-street parking which impacts the pedestrian environment but improves overall traffic operations by extending and adding the right turn lane. TRANSIT SHELTERS Although AC Transit does not have a formal systemwide shelter program, the San Pablo Rapid project did recommend various shelter designs based on daily boarding activity. Four types of shelters (A, C, D & E) were recommended which include a variation of shelter designs and amenities. Shelter Type A was recommended for those stops where more than 250 boardings occur. These stops are to include the highest level of passenger amenities such as shelter, trash/recycling, system maps and real-time information. These shelters can be placed off the sidewalk area and on bus bulbs if available. Figure 2-3 shows an example of a Type A shelter currently used in West Berkeley for the Rapid service. Type C, D and E shelters provide slightly lower pedestrian amenities and are based on daily boardings of 150-249, 80-149 and < 80, respectively. W E S T B E R K E L E Y C I R C U L A T I O N M A S T E R P L A N DRAFT 101752 2 - 3 CIRCULATION IMPROVEMENTS REPORT 2. CIRCULATION TOOLBOX Figure 2-3: AC Transit Type A Shelter REAL-TIME INFORMATION Real-time transit information gives bus riders knowledge of when their bus or train will arrive at a given station. This information can be provided at the station or via computer/handheld device. Keeping the transit rider informed while at the stop or prior to arriving at the stop helps reduce perceived wait times and improves the overall transit riding experience. AC Transit currently has real-time information at all of its San Pablo routes (72/72M/72R) in Berkeley and online through the NextBus website. Other AC Transit routes servicing West Berkeley do not currently have these capabilities. FARSIDE STOPS Transit stop placement can help to improve the operational efficiencies of the transit routes at signalized intersections. A farside stop placement locates the bus stop after a signal as opposed to a nearside stop where the stop is prior to the signalized intersection. Farside stop placements reduce the conflicts between right turning vehicles and bus stopped to allow passengers to board. Rapid Bus systems also rely on transit signal priority to get through traffic signals which would be counteracted by a nearside location. BIKE TREATMENTS The existing bike boulevard network functions well at the segment level but faces difficulties when crossed by an arterial. These intersections are often unsignalized and do not include notification to motorists that bikes may be crossing ahead. In West Berkeley these locations were located where the bike boulevards cross San Pablo and University Ave. To address this issue, four different bike treatments were developed. Figure 2-4 shows the various treatments that appear to offer the greatest promise. In all cases except Type W E S T B E R K E L E Y C I R C U L A T I O N M A S T E R P L A N DRAFT 101752 2 - 4 CIRCULATION IMPROVEMENTS REPORT 2. CIRCULATION TOOLBOX 4, no additional signalization is proposed, thus reducing unnecessary stops, delay and emissions by vehicles traveling along the arterial network. All treatments include additional signage along the arterial network that notifies cyclists using that facility that a dedicated bike boulevard is available. This signage is intended to take cyclist off the auto-oriented arterial network and place them on the lower volume bike boulevards through education and wayfinding. Below is a summary of each treatment. TYPE 1: STRIPING/SIGNAGE IMPROVEMENTS Signage and striping is added to notify motorist and cyclists that they are approaching a bike boulevard crossing. TYPE 2: MEDIAN IMPROVEMENTS Type 2 includes the signage and striping improvements from treatment 1 but adds a bike refuge island to make a two stage crossing safer. A dedicated queuing area near a paved median is provided for cyclists. U-turns are restricted at these intersections. TYPE 3: RIGHT-IN/RIGHT-OUT A paved median is extended through the intersection to restrict left and U-turns from occurring which minimizes conflict zones between autos and bikes. A refuge island is provided for cyclists to allow a protected two step crossing to occur. TYPE 4: RIGHT-IN/RIGHT-OUT AND BICYCLE SIGNAL At high volumes intersections and those without raised medians, a partial signal may be used to stop traffic and allow a single crossing for cyclists. The signal would be activated through a bike loop detector and provide a short red phase for arterial traffic. BIKE AND PEDESTRIAN-SCALED LIGHTING The existing bike network along 9th, Virginia and Channing Streets is less appealing than its arterial counterparts during the evening hours due to poor visibility and lighting. Providing lighting at the street level for bikes and pedestrians will help improve safety and attract bike riders to the facility at all times of the day. BIKE LOOP DETECTORS At locations where bike facilities cross arterials at signalized locations, bike loop detectors become useful devices to allow activation of the signal by cyclists without dismounting and pushing a walk button. Bike loop detectors are installed at the front of the storage lane near the stop bar and include a painted marking to show cyclists where to stop to activate the signal. West Berkeley has a number of these detectors already in use. W E S T B E R K E L E Y C I R C U L A T I O N M A S T E R P L A N DRAFT 101752 2 - 5 DRAFT: Preliminary and Tentative - For Discussion Purposes Only WEST BERKELEY CIRCULATION MASTER PLAN TYPE 1 // Striping/Signage Improvements TYPE 2 // Median Improvements BIKE XING BOU LE LE C V Y A C R I D B CHANNING THIS WAY Bike Refuge Arterial Arterial Bicycle Boulevard Bicycle Boulevard STOP STOP STOP STOP BIKE BIKE XING XING E BOUL E BOUL L EV L EV C A C A Y R Y R C C I D I D B B CHANNING CHANNING THIS THIS WAY WAY BICYCLE BOULEVARD ARTERIAL CROSSINGS Figure 2-4a DRAFT: Preliminary and Tentative - For Discussion Purposes Only WEST BERKELEY CIRCULATION MASTER PLAN TYPE 3 // Right-In/Right-Out TYPE 4 // Right-In/Right-Out & Bicycle Signal WAIT HERE FOR GREEN LIGHT Bike Refuge Arterial Arterial Bicycle Boulevard Bicycle Boulevard STOP STOP STOP STOP BIKE XING BIKE STOP XING ON RED E BOUL E BOUL L EV L EV C A C A Y R Y R C C I D I D B B CHANNING CHANNING THIS THIS WAY WAY BICYCLE BOULEVARD ARTERIAL CROSSINGS Figure 2-4b CIRCULATION IMPROVEMENTS REPORT 2.
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