West Contra Costa Transportation Advisory Committee€¦ · TABLE OF CONTENTS 1. Introduction

2990 Lava Ridge Ct., Suite 200Roseville, CA 95661

FEBRUARY 2011

WEST CONTRA COSTA TRANSIT ENHANCEMENTSTRATEGIC PLAN andWEST CONTRA COSTA/ALBANY TRANSITWAYFINDING PLAN

DRAFT NEEDS ASSESSMENT REPORTDRAFT RECOMMENDATIONS REPORT

Prepared for:

West Contra Costa Transportation Advisory Committee

In Partnership with:

TABLE OF CONTENTS

1. Introduction ........................................................................................................................................... 1 Study Purpose ........................................................................................................................................ 1 Report Purpose....................................................................................................................................... 1 Report Organization ............................................................................................................................... 1

2. Study Areas ........................................................................................................................................... 3

3. Transit Center Needs ........................................................................................................................... 7 Richmond BART Transit Center ............................................................................................................. 7 Richmond Parkway Transit Center ....................................................................................................... 15 El Cerrito del Norte Transit Center ....................................................................................................... 22 El Cerrito Plaza Transit Center ............................................................................................................. 33 Hercules Transit Center ........................................................................................................................ 41 Contra Costa College Transit Center ................................................................................................... 48

4. Travel Demand Management and Parking Needs ........................................................................... 56 Contra Costa County TDM Ordinance Guide ....................................................................................... 56 Existing WCCTAC TDM Programs/Services ........................................................................................ 58 Overview of TDM Programs ................................................................................................................. 59 Parking Assessment ............................................................................................................................. 59 Employer Focus Group ......................................................................................................................... 64 Existing Shuttle Services ...................................................................................................................... 65 Best Practices Shuttle Services ............................................................................................................ 66 What Are the Key Ingredients for a Successful Shuttle?...................................................................... 67 Recommendations ................................................................................................................................ 68

5. Pedestrian and Bicycle Needs Assessment .................................................................................... 73 Approach .............................................................................................................................................. 73 Issues and Opportunities ...................................................................................................................... 75 Recommended Strategies .................................................................................................................... 80

Appendix A: Existing TDM Programs ..................................................................................................... 85

Appendix B: List of Recommended Strategies ...................................................................................... 88

Appendix C: Pedestrian & Bicycle Strategy Graphics .......................................................................... 89

LIST OF FIGURES

Figure 1 Transit Centers .................................................................................................................................5Figure 2 PDAs ................................................................................................................................................6Figure 3 West Contra Costa County Major Employment Centers ................................................................ 63

WCCTAC Transit Enhancement Plan DRAFT Needs Assessment & Recommendations Report March 4, 2011

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1. INTRODUCTION

STUDY PURPOSE

The purpose of the Transit Enhancement Plan is to develop a series of transportation programs and improvements that will result in increased transit ridership. The Transit Enhancement Plan will accomplish this objective by establishing a prioritized list of transit improvement projects and programs for all west Contra Costa County communities. As a part of this process, nine study areas were selected for potential transit-related enhancements in the following categories:

• Transit Center Needs

• Transportation Demand Management (TDM) and Parking Needs

• Pedestrian and Bicycle Access Needs

The ultimate goal is for the Transit Enhancement Plan is to provide adequate detail and justification for WCCTAC and its member agencies to be well positioned to pursue federal, state, and regional funds that can be used to implement the transit supportive projects and programs.

REPORT PURPOSE

This report provides an evaluation of the barriers and opportunities to improve transit access and increase ridership at the study locations within West County. This evaluation was based on extensive data collection and review, meetings and discussions with transit agency staff and an outreach process with local stakeholders. Ongoing meetings and conversations with the WCCTAC Working Group provided primary oversight and direction for the needs assessment. In addition, a series of focus group meetings with West County transit agencies and employer representatives were held to capture the primary barriers and opportunities related to transit access and ridership. Local agency staff also participated in a series of field audits with the consultant team to identify opportunities to improve pedestrian and bicycle access within the study locations. Data collection efforts focused on the three transit enhancement categories: transit center needs TDM and parking needs, and bicycle and pedestrian access. Data collection included a review of relevant policies, plans and programs, and field audits to capture existing conditions at the study locations. The data collection and field audits provided the foundation for the evaluation of transit enhancement needs and preliminary strategies, as described in this report. The development of preliminary enhancement strategies will also inform the structure and content of the transit enhancement toolbox, which will be developed as a next step in the planning process.

REPORT ORGANIZATION

The Needs Assessment Report includes the following sections:

• Study Areas – To set the context for the needs assessment, a description of each of the transit centers and Priority Development Areas (PDAs) selected for focused study, and the unique opportunities and challenges related to each site, is provided.

• Transit Center Needs – An overview of the current level of transit service and ridership, a preliminary assessment of physical facility amenities and needs, and recommended station area improvements are provided for the six transit centers.


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• TDM and Parking Needs – A baseline set of existing transportation and parking demand management programs in West Contra Costa County are established, and preliminary recommendations to facilitate new TDM opportunities to enhance access to major transit centers in the WCCTAC service area are identified.

• Pedestrian and Bicycle Access – Current conditions for walking and bicycle access to the study locations are evaluated, and a set of recommended projects that build upon ongoing and planned improvements are identified.

• Appendix A – A description of existing TDM programs in West Contra Costa County

• Appendix B – Recommended Strategies for transit access and pedestrian and bicycle enhancements

• Appendix C – Pedestrian & Bicycle Strategy Graphics


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2. STUDY AREAS

The needs assessment focused on a series of existing and proposed transit centers, as well as PDAs and employment centers in West County.

Richmond BART Station & Central Richmond PDA

The Richmond BART Station is part of a major intermodal transit hub within the Central Richmond PDA, which is served by AC Transit, Bay Area Rapid Transit (BART), Golden Gate Transit and Amtrak. The intermodal transit hub is a critical connection point for passengers traveling throughout the Bay Area, California, and destinations throughout the U.S. It is the only station that provides direct transfer between Amtrak and BART.

Richmond Parkway Transit Center

The Richmond Parkway Transit Center (RPTC) is a Caltrans park-and-ride facility managed by AC Transit, which includes parking and a bus facility. The RPTC is located on the border between the City of Richmond and unincorporated County on Blume Drive at Richmond Parkway, northwest of the I-80 and immediately up the hill from the Hilltop Plaza Shopping Center. The facility serves bus transfers for routes serving Pinole and Hercules, as well as Richmond and other nearby communities.

Richmond Ferry Terminal (proposed) & South Richmond PDA

A new ferry service from Richmond is planned to be reactivated by the San Francisco Bay Area Water Transit Authority. This ferry service will provide 30 minute trips to San Francisco and will use the existing terminal and parking facilities at Ford Point. The land surrounding the proposed ferry terminal is the South Richmond PDA; a target of significant office and R&D (approximately 1.5 million square feet), residential (more than 1900 units) and mixed-use development efforts. Richmond is planning parks, promenades and open spaces to support this forthcoming development.

El Cerrito Del Norte BART Station

The El Cerrito del Norte BART station is the most significant regional transportation hub in the WCCTAC area. Convenient access to San Pablo Avenue and Interstate 80 make this transit facility the preferred location for bus transfers and automobile commuters to access BART services and the wide array of connecting bus services. The facility is located in the northern part of El Cerrito, on San Pablo Avenue between Cutting Boulevard and Hill Street. Dedicated parking lots extend as far north as Key Boulevard and Knott Avenue with a large parking garage near the corner of Hill and Liberty Streets. Intersections at San Pablo & Hill and San Pablo & Cutting are both signalized, affording good bus access into and out of the facility. Due to the station’s location, bus routes and parking facilities, the station serves not only local residents in the area, but also persons residing throughout west Contra Costa County, as well as Solano, Napa, and Marin Counties.

El Cerrito Plaza BART Station

El Cerrito Plaza is one of two BART stations in El Cerrito, and primarily serves southern El Cerrito, Albany and Kensington. The station is located between Central Avenue and Fairmount Avenue, east of Liberty Street, immediately to the north of the El Cerrito Plaza Shopping Center and 3 ½ blocks east of San Pablo Avenue. The station is surrounded by residential land uses to the north, east and west, and directly accessible from the Ohlone Greenway that runs underneath the elevated BART tracks. The Bay Trail is within walking and bicycling distance.


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Contra Costa Community College Transit Hub, San Pablo

Contra Costa College Transit Center is located on the northwest side of the Contra Costa College (CCC) campus, off Campus Drive, in the City of San Pablo. Pedestrian access to the college is afforded via a pathway on the east side of the transit facility. Multifamily housing is immediately adjacent to the site on the west side. The facility exclusively serves buses, and provides both a location to access CCC, as well as a transfer point for between local and regional AC Transit and WestCAT bus routes.

Hercules Transit Center & Central Hercules PDA

The Hercules Transit Center is located between Highway 4 (John Muir Parkway) and Willow Avenue, east of Interstate 80. The facility was moved from its prior location on San Pablo Avenue between Sycamore Avenue and John Muir Parkway in August 2009, due to capacity constraints at the previous site. The facility is managed by BART, and thus individuals who pay to park at the facility receive a pass included in the parking rate that provides a bus ride to BART (or other locations in the region). The facility’s proximity to I-80 allows for direct access to downtown San Francisco.

Hercules Intermodal Transit Center (proposed) & Hercules Waterfront District

The proposed Hercules Intermodal Transit Center includes a new passenger train station on the existing Capitol Corridor line, a transit bus terminal, access roadways, completion of a one-mile segment of the San Francisco Bay Trail, and parking facilities. While future ferry service is planned for Hercules, the construction of a ferry terminal in San Pablo Bay is not proposed as part of this project. The project would serve commuters, visitors and recreational users who desire an alternative way to travel to and from the City of Hercules, San Francisco Bay and Sacramento area, to access employment, entertainment, and recreational destinations. The Hercules Waterfront District is a new mixed-use district, located in West Contra Costa County on the eastern shore of the San Pablo Bay in the City of Hercules. The project site is approximately 167 acres and comprises five planning sub-areas which will be entitled and constructed in phases

Old Town Pinole PDA

Old Town Pinole is the historic center of the City of Pinole. Tennant Avenue/Pinole Valley Road is the key east-west corridor, and intersects with San Pablo Avenue within the PDA. The Pinole Creek Greenway provides bicycle and pedestrian access to WestCAT transit stops in the areas. Old Town Pinole still retains many turn-of-the-century building stock and is being preserved by the city’s development agency as a historic area. Figure 1 provides a discussion of opportunities and challenges for the transit center locations. Figure 2 provides a similar discussion for the priority development areas. As illustrated, each of the locations is unique and will require a customized set of strategies to respond to their station features, their transit service profile, existing and potential markets, and the surrounding transportation network and land use characteristics.

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TRANSIT CENTERSFIGURE 1

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I3 BART Station

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I6 Ferry Terminal

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BART Rail Line

HERCULES INTERMODAL STATIONOpportunities- Planned Ferry Terminal and Amtrak Station- Nearly 2,900 residential units are planned along waterfront- Emergency access alternatve to freeways

Challenges- Capital ferry terminal and rail cost- Railroad tracks separate the developing Town Center and its parking structure from the ferry terminal

RICHMOND PARKWAY TRANSIT CENTEROpportunities- Proximity to I-80- Express bus connections to SF Transbay Terminal- Plans for Transit Village adjacent to site

Challenges- Buses and autos both use same access o� Blume Dr- Interchange a barrier for peds and cyclists

CONTRA COSTA COLLEGE TRANSIT HUBOpportunities- Major transit center- Good pedestrian connection to campus

Challenges- Buses and autos both use Campus Dr. for access- Fenced campus - isolated from adjacent uses

RICHMOND BARTOpportunities- Richmond Transit Village- Amtrak connection- AC Transit connection to WCC transit hubs- Connect to San Rafael Transit Center- Redesign Nevin Ave- Redesign Barrett Ave- Potential operated bike station- Large adjacent employers

Challenges- Perception of personal safety- Limited bicycle lanes on area streets

RICHMOND FERRY TERMINALOpportunities- Adjacent Anchor Cove development- 1.5 million s.f. o�ce / R&D and 1,900 res. units planned- Preferred site selected by Bay Area Water Transportation Authority- Existing parking facilities at Ford Point- Emergency access alternative to freeways

Challenges- Capital ferry terminal cost- Termination of prior service- Competing industrial development

EL CERRITO PLAZAOpportunities- El Cerrito Plaza Shopping Center nearby- BART parking on Fairmount- Successful Fairmount streetscape- Ohlone Greenway

Challenges- Neighborhood nad Plaza parking intrusion- Concerns about increased tra�c- Poor freeway access

EL CERRITO DEL NORTEOpportunities- City plans for TOD- Served by 5 bus providers- Connects to San Rafael Transit Center- Ohlone Greenway- Convert 1-way couplet to 2-way- Road diet for Cutting Blvd.

Challenges- Congestion on San Pablo Ave- Few ped crossings on San Pablo Ave- Concerns about increased tra�c

HERCULES TRANSIT CENTEROpportunities- Proximity to I-80- Separate access for buses

Challenges- Lack of ped and bike faciltities near Willow Ave- Interchange a barrier for peds and cyclists

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BART Rail Line

HERCULES WATERFRONT DISTRICTOpportunities- Future Ferry Terminal and Rail Station- Existing residential neighborhood- Planned waterfront residential units

Challenges- Railroad creates future barrier for pedestrians and cyclists to waterfront

HERCULES CENTRALOpportunities- Planned New Town Center and Hilltown Districts - New Hercules Transit Center- Access to I-80, SR 4 and San Pablo Avenue

Challenges- I-80 creates barrier for pedestrians and cyclists- Limited pedestrian and bicycle facilities- Hilly terrain

OLD TOWN PINOLEOpportunities- Historic character/Old Town Pinole vision- Pinole Valley Road is key east-west corridor- Pinole Creek Greenway- Enhanced pedestrian crossings of San Pablo Avenue

Challenges- San Pablo Avenue can be a barrier for pedestrians and cyclists- Lack of bike lanes on San Pablo Avenue

CENTRAL RICHMONDOpportunities- BART station at core- Major employers including City and Kaiser Hospital- Recent developments including Metro Walk Transit Village, City Center Apartments and Lovonya Middle School- Streetscape improvements on MacDonald Avenue

Challenges- Large blocks, railroad creates barrier for pedestrians - Lack of bicycle facilities

SOUTH RICHMONDOpportunities- Waterfront development and Marina Bay Park- Existing residential and employment uses- Access to Bay Trail- Future Ferry Terminal

Challenges- I-580 creates barrier for pedestrians and cyclists- Higher income residents are choice transit riders


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3. TRANSIT CENTER NEEDS

This section of the report focuses on the condition of the six transit centers included in the Transit Enhancement study. An overview of the current level of transit service and ridership, a preliminary assessment of physical facility amenities and needs, and recommended station area improvements are provided for each transit center.

RICHMOND BART TRANSIT CENTER

Location

The Richmond BART Station is located between Macdonald and Barrett Avenues, along the Amtrak rail line in Richmond. Bus access to the facility is via Macdonald Avenue, where the bus bays are located. The Amtrak rail line and BART lines bisect the site at grade, and passage from the north side of the station to the south side of the station is via a tunnel, which serves as the fare payment area for BART, a ticket vending area for Amtrak, and information area for transit services in Richmond. The facility is located in a redevelopment area, and adjacent to it, on the south side, the City of Richmond had constructed a new housing development, next to some commercial land uses along Macdonald Avenue. Bordering the north side of the station are predominately residential land uses. Unlike most of the other transit facilities in the WCCTAC area, the Richmond BART Station is not located adjacent to any major freeways or San Pablo Avenue, and thus is less of a bus service hub for regional routes than some of the other facilities, such as El Cerrito del Norte, Hercules, and Richmond Parkway.

Redevelopment is occurring in the surrounding area, with transit-oriented affordable housing developments on the south side (left). The subterranean design means patrons must travel down steps to access the primary transportation/ticketing concourse.

Access Mode

According to the 2008 BART Station Profile Study, the largest group of individuals accessing the station from home are arriving in an automobile, with 35% driving alone, 15% being dropped off, and three percent carpooling. Nearly one-quarter (24%) walk from home, while 21% access the facility using a bus. Bicycles account for two percent of BART users accessing the facility. No information is available specifically regarding how non-BART users are accessing the facility for bus or Amtrak trips only.

Transit Services

Bus routes at the facility are primarily operated by AC Transit:


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• 70 Richmond Parkway Transit Center - Richmond Station via El Sobrante

• 71 El Cerrito Plaza Station - Richmond Parkway Transit Center via Carlson, Rumrill, Point Pinole

• 72M Oakland Amtrak Station - Point Richmond

• 74 Richmond Marina Bay - Castro Ranch & Sherwood Forest

• 76 Hilltop Mall - El Cerrito Del Norte Station via Richmond Station

• 376 Evening service: El Cerrito Del Norte Station - North Richmond

• 607 School days only: Point Richmond to Richmond High School

• 667 School days only: Market St. & 6th St., Richmond to El Cerrito High School and Portola Middle School

• 668 School days only: Macdonald & 21st St., Richmond to El Cerrito High School and Portola Middle School

• 674 School days only: Richmond BART to De Anza High School

• 675 School days only: Macdonald & 21st St., Richmond to Portola Middle School

• 677 School days only: Macdonald & 21st St. to Helms Middle School

• 683 School days only: 21st St. & Macdonald to Adams Middle School

• 684 School days only: Richmond BART to El Cerrito High School

• 800 All-Nighter: San Francisco - Richmond Station

In addition to the AC Transit routes, Golden Gate Transit operates Route 42, serving the San Rafael Transit Center. BART operates both a Richmond - Millbrae service and a Richmond – Fremont service from this station. Four different Amtrak routes operate to/from this station, including the San Joaquin line, the Coast Starlight, Capitol Corridor, and California Zephyr. Capacity for bus services has been limited by construction of a new parking garage at the Richmond BART station, and even at full capacity, circulation is somewhat constrained due to heavy traffic and some short bus platforms. Some opportunities for improvement include:

• Upgraded, expanded circulation area for buses

• Improved bus waiting area with upgraded landscaping and improved shelters

• Real-time electronic information signs for buses

Due to space constraints, buses occasionally must double park to allow passengers to board and alight.


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• Improved signage within the BART station

• Posting of general bus service information at bus transit center area

BUS ROUTES

Service type Route Avg. Daily Boardings Avg. Daily Alightings

BART 3,680 3,415 Public Transit Buses AC Transit Line 70 117 131

AC Transit Line 71 146 143 AC Transit Line 72M 184 176 AC Transit Line 74 191 183 AC Transit Line 76 166 142

AC Transit Line 376 31 18 AC Transit Line 800 Golden Gate Transit

Routes 42

Shuttle Buses Kaiser-Richmond Shuttle

Note AC Transit Trippers are not included in this table. Ridership data for Kaiser Shuttle service is not available.

BUS BAYS

Number of bus bays 8 Dedicated paratransit transfer bay?

Yes – on outer island

Total # dedicated bus bays for transit providers

Seven for AC Transit, multiple routes at some stops

Total # of non-dedicated bays/shared bays

One shared by AC Transit and Golden Gate Transit

Bus layover area (# bays) 0 Length of bus platforms (approx) <40 ft. for most, one longer platform Bus bays allow for independent movement?

Depends on bus stop location. Some may constrain movement when another bus is parked in front/behind

Estimated total bus capacity (assumes use of all bus bays and additional spaces that may be currently used for kiss-ride, taxis, shuttles, etc.)

9 with constraints

Additional capacity available? Yes, if taxi were removed and space on the north side of BART station were used for buses


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VEHICLE MOVEMENT

Vehicle turning radius and clearances assessment (any limitations?)

Fair

Bus-car interaction/potential for conflict

Good

TRANSIT/DIRECTIONAL SIGNAGE

Bus stop signs? Yes. All stops have routes numbers that stop there; most have route maps and schedules

Maps Posted (for which agencies?)

AC Transit

Schedules Posted (for which agencies?)

AC Transit routes and Golden Gate Transit; some routes have schedules at bus stops

Schedules and maps for pick-up (for which agencies?)

No for buses; only for BART and Amtrak

Real-time information signs? On BART platforms for BART trains only. In Richmond Redevelopment Office waiting area for Amtrak only. Electronic voice announcements are also made for rail.

Station Directions/Wayfinding Exterior station directions Good signage, information to buses Interior station directions Good signage to Amtrak and BART, some outdated (incorrect) signs to buses

Pedestrian Access and Amenities within Station Area

Pedestrian access is good through the station, although passengers traversing from north to south (or vice versa) will need to walk up and down several sets of stairs or use elevators. An interior waiting area adjacent to the bus area provides comfortable indoor seating, a staffed ticket office, and public restrooms. Opportunities to improve pedestrian access and amenities include the following:

• Improved maintenance/cleanliness

• Upgraded benches for outdoor seating

Although large, some shelters require repairs/maintenance.


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PEDESTRIAN AREA

Clearly identified? Good Space on platform for queuing for bus patrons

Good

Rail-bus transfer requires patron to cross driveway or street?

No

Patron shelters by buses? One at each bay Benches/seating areas near buses (# benches)

Seating for approximately 50 people in shelters, additional seating indoors

Lighting Good Sense of ‘visibility’/safety Good. Security cameras are visible. Cleanliness Good interior; fair exterior Retail space, passenger conveniences

trash cans, pay telephone, water fountains, City of Richmond Redevelopment Agency Store (weekdays), newspaper vending; retail space adjacent

Community/public space Yes – parkway area Restrooms? Yes (accessible weekdays) Noise? Fair Fare machines? Yes – for Amtrak and BART On-site staff Yes – BART Station agent, RDA store staff, parking staff


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Parking

Parking at Richmond BART is limited, especially during ongoing construction of a new parking garage. Parking is currently managed as a valet operation, and is only allowed on the north side of the BART station. There is no charge for parking at this facility, but valet assistants may park some patrons’ cars and may require that keys be left behind. According to parking staff, since valet operations began, vehicle break-ins are significantly down from an average of every other day, prior to the valet. Richmond Station officially has 626 parking spaces, including five which are dedicated to people with disabilities. According to on-site parking staff, the lot currently reaches capacity midweek around 8:30 AM. The current construction will add an expected 769 spaces in 2012, when the garage is completed.

The lot capacity is maximized with valet — or attendant-assisted — parking. Opportunities for improvement include

• Additional parking capacity

• Designation of carpool-only spaces

PARKING

Total auto spaces ~629 Dedicated carpool spaces 0 Accessible spaces 5 Motorcycle spaces 0 Pay for parking? No Parking payment method N/A Parking clearly signed? Good Adjacent (off-site) parking limited Level of parking constraint Constrained – most spaces occupied


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Other Modes

This facility has a designated taxi waiting area on the south side, but some taxis will drop off patrons on the north side, and may pick up riders there too. With new transit-oriented development, more nearby residents will be able to walk to access the facility. Opportunities exist for additional bicycle amenities and lockers, car-share facilities, and local shuttles to nearby destinations.

OTHER MODES

Taxi stand (capacity?) Yes, for four taxicabs (plus additional capacity at the older taxi stand area on the north side)

Ease of connection between Bus/BART facility and other operators

Good

Walking distance between transit modes Somewhat greater than other BART stations Bicycle parking Racks outside 18 poles Lockers outside 16 Lockers or racks within station (BART) 18 poles inside

TDM information? Information is limited to buses and parking

Issues and Opportunities

With good on-site wayfinding, a clean interior, attractive grounds this facility offers a good level of amenity for rail and bus users. Operationally, there are some challenges for buses and very limited opportunities for expansion unless the north side is reconfigured to accommodate shuttles or other special services. Opportunities for improvement include bus shelter upgrades, improved maintenance, capacity improvements (for buses and parking) and information signs in the bus area.

TRANSIT FACILITY OVERALL

Visibility from street/neighborhood Good on south side, fair from north side Ease of use by non-regular patrons Good, although parking spaces fill up early Accessibility Good Visual accessibility (low or no vision) Poor Safety Good midday Attractiveness Very good Comfort Fair to good (current construction reduces patron comfort)

The interior of the passenger waiting area in the

RDA building


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Amtrak platform and electronic information sign

Recommended Strategies

The following list describes the recommended transit access strategies. A more detailed list is provided in Appendix B.

SERIES # DESCRIPTION STRATEGY TYPE DETAILED RECOMMENDATIONS

Series 100 - Richmond BART Station

CR-101

Upgraded and expanded circulation area for buses

Internal Circulation

Upgrade and expand circulation area for buses to allow turning movements for all transit operators

CR-102 Passenger Waiting Area

Passenger Amenities

Improve and upgrade the bus waiting area with shelters, benches and attractive landscaping

CR-103 Real-Time Information

Transit Information

Install real-time electronic information signs on buses and in bus waiting area. (Currently signs are limited to inside the Richmond the Redevelopment Office and BART and Amtrak platforms)

CR-104 Improved Signage

Transit Information

Improve and upgrade signage within the BART station to include maps to view and brochures, maps and schedules for all transit agencies serving this station

CR-105 Maintenance Enhancements

Passenger Amenities

Improve maintenance and cleanliness of bus waiting area by picking up trash, making repairs and ensuring adequate number of trash bins.

CR-106 Additional Parking Capacity

Enhanced Parking Increase the supply of parking from the existing 626 spaces.

CR-106 Carpool-Only Parking Spaces

Parking Management

Dedicate spaces for carpoolers to promote shared rides to the overcrowded valet parking. Currently there are no spaces allocated for carpoolers.

CR-107 Bicycle Lockers Bicycle Parking Install upgraded safe and convenient bicycle lockers at the station.


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RICHMOND PARKWAY TRANSIT CENTER

Location

The Richmond Parkway Transit Center (RPTC) is a Caltrans park-and-ride facility managed by AC Transit, which includes parking and a bus facility. The RPTC is located on Blume Drive at Richmond Parkway, northwest of the I-80 and immediately up the hill from the Hilltop Plaza Shopping Center. The facility serves bus transfers for routes serving Pinole and Hercules, as well as Richmond and other nearby communities.

Access Mode

Information is not available about how transit users access the facility. Although a significant proportion of bus users are making transfers between buses, many express bus riders are arriving by automobile and parking in the lot or are being dropped off. This site and adjacent areas have been considered for new transit-oriented development, which could significantly boost foot traffic. The surrounding development is not especially pedestrian-supportive, with wide boulevards, freeway crossings, traffic operating at high speeds, and hilly terrain.

The facility has the signage of a traditional freeway park-and-ride lot. It is primarily designed for automobile users and has good site circulation for cars and buses.

Transit Services

This transit facility is served by AC Transit and WestCAT buses: AC Transit

• 70 Richmond Parkway Transit Center - Richmond Station via El Sobrante • 71 El Cerrito Plaza Station - Richmond Parkway Transit Center via Carlson, Rumrill, Point Pinole • 376 Evening service: El Cerrito Del Norte Station - North Richmond • 670 School days only: Richmond Parkway and Lakeside Dr. to De Anza High School • Point Pinole • LA Richmond (Park Central and Hilltop) - San Francisco


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WestCAT

• 16 Pinole • 17 Bayview • 18 Tara Hills • JPX Del Norte BART-Hercules via Pinole Valley Road

(some buses continue as/from Route 30Z to Martinez) • JR Del Norte BART-Hercules via Richmond Parkway

& Blume Drive The facility maximizes its capacity fairly well, with a compact bus loading area and several self-parking lots. Maneuverability for buses is good, although some auto conflicts occur primarily due to congestion in the lot, much of it a result of passenger cars queuing to pick up casual carpoolers. Plans are underway to add up to five additional bus bays as part of a facility upgrade, which would also include new parking spaces. Some opportunities for improvement include:

• Improved waiting area with landscaping and additional shelters


• Dedicated passenger vehicle drop-off/carpool area to reduce traffic congestion

• Improved signage on the street

BUS ROUTES


Public Transit AC Transit Line 70 126 110 AC Transit Line 71 141 129

AC Transit Line 376 1 0 AC Transit Line 670 AC Transit Line LA 111 255

WestCAT (Lines 16, 17, 18, JPX, JR)

350 (1)

Intercity Buses Greyhound Shuttles River Rock Casino Buses

Genentech buses

Notes: 1) Average Daily Boardings provided by Robert Thompson of WestCAT, Fall 2010. 2) No ridership data is available for Greyhound, River Rock Casino or Genentech buses.

Buses stop at dedicated locations, some of which are shared among routes.


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BUS BAYS


No


Four for WestCAT Three for AC Transit


0

Bus layover area (# bays) 0 Length of bus platforms (approx) Approx 40 ft. Bus bays allow for independent movement?

Yes


9

Additional capacity available? Yes, the curb area where shuttles stop, including Greyhound intercity buses

VEHICLE MOVEMENT


Good


Good


Bus stop signs? Yes – for each bus bay Maps Posted (for which agencies?)

No


AC Transit routes only


Informally, security guard has some

Real-time information signs? No Station Directions/Wayfinding Exterior station directions No Interior station directions No


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Pedestrian access is fair. Crosswalks and sidewalks exist off-site at major street intersections, but the bus facility is effectively in the center of the parking lot. The security guard provides some transit information but is not officially a transit information specialist. Shelters are limited, but the security guard will sometimes allow patrons to wait inside the security booth during intense cold and rain. Opportunities to improve pedestrian access and amenities include the following:


• Designated area for casual carpoolers/traffic to queue and drop-off or pick-up passengers

• Restrooms for public use

• Improved canopy/larger shelters

• Upgraded pedestrian paths, crosswalks and access to Blume Drive and Hilltop Plaza Shopping Center

• Outfit security guard as a transit information specialist (and ensure appropriate training)

• On-site vending/kiosk/shop

Plans are underway to build public restrooms and a maintenance service area as part of a facility upgrade.

PEDESTRIAN AREA

Clearly identified? Good Space on platform for queuing for bus patrons Good Rail-bus transfer requires patron to cross driveway or street?

N/A

Patron shelters by buses? 3 shelters, in the central waiting area near bus stops Benches/seating areas near buses (# benches)

Seating for approximately 18 people

Lighting Good Sense of ‘visibility’/safety Good during daytime – security guard is on-site Cleanliness Fair Retail space, passenger conveniences trash cans, pay telephone Community/public space No Restrooms? Portable toilet for operators only Noise? Moderate – near freeway Fare machines? No – machines for parking payment only On-site staff Yes – one security guard in security booth

A security guard is posted in a booth at the transit center’s central island, near pays stations and telephone.


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Parking

Persons who park at the facility pay a $3 daily fee – cash or credit/debit card – using one of the machines on site. RPTC has 206 parking spaces, including six which are dedicated to people with disabilities. According to on-site security staff, the lot is usually filled to capacity on weekdays. Plans are underway to construct a four-level parking facility that would increase the lot’s capacity to approximately 660 spaces.

The parking lot is fairly compact, with good signage explaining parking procedure. Opportunities for improvement include


• Designation of carpool-only spaces

• Implementation of bicycle parking spaces/lockers

PARKING

Total auto spaces 206 Dedicated carpool spaces 0 Accessible spaces 6 Motorcycle spaces 0 Pay for parking? Yes - $3.00 per day Parking payment method Daily fee at machine Parking clearly signed? Good Adjacent (off-site) parking The facility’s adjacent roadways do not allow on-street parking. The nearest off-site

parking is the parking lot of the shopping center next door. Level of parking constraint Constrained – most spaces occupied


Page 20

Other Modes

This facility has no dedicated taxi waiting areas or bicycle racks. Due to the site’s proximity to regional shopping centers and the Social Security Administration, opportunities exist for a local shuttle, a car share facility/pod, a taxi stand, and improved wayfinding to nearby destinations. Multimodal connections could be improved with the installation of bicycle racks at this location.

OTHER MODES

Taxi stand (capacity?) No Ease of connection between Bus/BART facility and other operators

N/A

Walking distance between transit modes

N/A

Bicycle parking Racks outside 0 Lockers outside 0 Lockers or racks within station (BART)

N/A

TDM information? None


This park-and-ride facility, originally managed by Caltrans, is administered by AC Transit. The transit agency has plans to improve capacity and upgrade the facility. In many ways the facility is more oriented to casual carpoolers and people arriving in automobiles than it is to transit service, due to a configuration which favors parking and automobile access. Opportunities for major improvements include shelter upgrades, an increase in parking and bus capacity, improved maintenance, and upgraded customer service.

An express bus departs the facility.


Page 21


Visibility from street/neighborhood

Fair

Ease of use by non-regular patrons

Difficult – parking spaces fill up early

Accessibility Good Visual accessibility (low or no vision)

Poor

Safety Good when security guard is present, fair otherwise Attractiveness Fair Comfort Poor to fair, depending on weather conditions




Series 300 - Richmond Parkway Transit Center

RP-301 Additional Parking Capacity

Enhanced Parking Increase the supply of parking from the existing 206 spaces.

RP-302 Improved passenger waiting area

Passenger Amenities Improve waiting area with benches, bus shelters and landscaping. Provide restrooms for public use.

RP-303 Dedicated passenger drop-off area

Internal Circulation Provide for dedicated passenger drop-off area for casual carpoolers to reduce traffic congestion

RP-304 Real-Time Information Transit Information Install real-time electronic information signs on all buses

RP-305 Directional Signage Freeway/Street Signage Install Sign on I-80 to direct motorists to the RPTC.

RP-306 Shared Parking Parking Management Explore shared parking at Hilltop Plaza to enhance capacity prior to and during construction of upgraded facility

RP-307 Bicycle Lockers Bicycle Parking Provide bicycle parking spaces and lockers.

RP-308 Kiosk/Shop Passenger Amenities Encourage on-site vendor /shop to provide coffee, snacks and other vendor amenities

RP-309 Signal Timing Transit Signal Priority/Bus Priority Treatment

Shane Drive/Hilltop Drive Transit/Bus Signal Priority Treatment

RP-310 Signal Timing Transit Signal Priority/Bus Priority Treatment

Blume Drive/Klose Way Transit/Bus Signal Priority Treatment

RP-311 Transit Access Access Improvements Consolidate WesCAT and AC Transit hubs at the Hilltop Mall


Page 22

EL CERRITO DEL NORTE TRANSIT CENTER

Location

The El Cerrito del Norte BART station is the most significant regional transportation hub in the WCCTAC area. Convenient access to San Pablo Avenue and Interstate 80 make this transit facility the preferred location for bus transfers and automobile commuters to access BART services and the wide array of connecting bus services. The facility is located in the northern part of El Cerrito, on San Pablo Avenue between Cutting Boulevard and Hill Street. Dedicated parking lots extend as far north as Key Boulevard and Knott Avenue with a large parking garage near the corner of Hill and Liberty Streets. Intersections at San Pablo & Hill and San Pablo & Cutting are both signalized, affording good bus access into and out of the facility. Due to the station’s location, bus routes and parking facilities, the station serves not only local residents in the area, but also persons residing throughout west Contra Costa County, as well as Solano, Napa, and Marin Counties.

Source: BART

Access Mode

According to the BART Travel survey, 61% of BART riders access the station (from home origins) via a car (44% drive alone, and park, 7% carpool and park, and 10% are dropped off). Twenty-two percent of BART users take the bus to the station, while 13% walk. The mode share for bicycles is 3%.


Page 23

El Cerrito del Norte has significant bus capacity, with 19 bus bays accommodating vehicles operated by six different transit agencies. The station has additional boarding areas for shuttles.

Transit Services

In addition to BART service, this transit facility is served by buses operated by AC Transit and WestCAT, as well as Fairfield and Suisun Transit (FAST), Golden Gate Transit (GGT), Napa VINE, and Vallejo Transit (Baylink). AC Transit

• 7 Downtown Berkeley Station - El Cerrito Del Norte Station

• 72 Oakland Amtrak Station - Hilltop Mall

• 72M Oakland Amtrak Station - Point Richmond

• 72R Rapid: Oakland Jack London Square - Contra Costa College


• 800 All-Nighter: San Francisco - Richmond Station

• L San Pablo (Princeton Plaza) - San Francisco


• 667 School days only: Market St. & 6th St., Richmond to El Cerrito High School and Portola Middle School

• 668 School days only: Macdonald & 21st St., Richmond to El Cerrito High School and Portola Middle School

• 683 School days only: 21st St. & Macdonald to Adams Middle School

• 684 School days only: Richmond BART to El Cerrito High School

A diagram in one of the information cases provides a schematic of where buses stop


Page 24

WestCAT

• J Hercules Transit Center - El Cerrito del Norte Station

• JPX Hercules Transit Center - El Cerrito del Norte Station via Pinole Valley Road

• JX Hercules Transit Center - El Cerrito del Norte Station (non-stop)

Fairfield and Suisun Transit

• 90 Fairfield - El Cerrito del Norte Station (non stop)

Golden Gate Transit

• 40 San Rafael - El Cerrito Del Norte Station

• 42 San Rafael - El Cerrito Del Norte Station via Richmond Station

VINE

• 29 Express: Calistoga - Vallejo - El Cerrito BART

Vallejo Transit

• 80 York & Marin - El Cerrito del Norte Station

The bus facility has three different boarding platforms: one on the east side of the station, and two on the west side of the station. Of these two, one is immediately curbside to the BART station and the other is a long sheltered median what requires bus riders to cross one lane of bus-only traffic. Bus bays are large, but some operations at the facility are constrained, primarily due to a lack of dedicated layover space during peak hours. Almost all of the bus bays are marked by a sign indicating the transit agencies and routes service the stop. Only a few of the transit agencies serving the facility have maps posted showing their services. Some opportunities for improvement include:


• Uniform, larger, clearer signage for bus bays

• Dedicated bus layover spaces for transit agencies without them

• Improved signage and information about shuttle services at the location, as well as a designated shuttle pick up/drop off location

• Additional information brochures for pickup

• Relocated paratransit bay closer to BART entrance

• Bus bays reorganized and grouped by operator

Confusing signage: a sign in the parking lot points patrons away from the BART Station, toward San Pablo Avenue


Page 25

BUS ROUTES


BART Rail Richmond-Fremont and Richmond-Daly

City/Millbrae

7,788 7,587

Public Bus Service AC Transit Line 7 AC Transit Line 72 334 299

AC Transit Line 72M 222 170 AC Transit Line 72R 586 594 AC Transit Line 76 216 198

AC Transit Line 800 “All-Nighter”

AC Transit Line L AC Transit Line 376 77 18 AC Transit Line 667

School days only: Market St. & 6th St., Richmond to

El Cerrito High School and Portola Middle

School

School Trippers: AC Transit Lines 668, 683,

and 684

WestCAT (Lines J, JPX, JX) (1)

1,250

FAST Line 90 GGT Line 40 GGT Line 42 VINE Line 29

Baylink/Vallejo Transit Line 80

Shuttles DHS Kaiser Permanente

Notes: 1) Average Daily Boardings Provided by Robert Thompson of WestCAT, fall 2010. 2) Ridership data for AC Transit School and tripper service is not available. 3) Ridership data is forthcoming for FAST, GGT and Vallejo Transit 4) Ridership data is not available for the shuttle services.

BUS BAYS


Yes – one shared with FAST Route 90


Page 26


2 Vallejo Transit Baylink 4 WestCAT (1 shared with AC Transit) 1 VINE 1 GGT (+1 GGT dedicated layover bay) 1 FAST (shared with paratransit bay) 1 AC Transit not dedicated to any route 7 AC Transit


3 (included among those listed above)

Bus layover area (# bays) 1 signed for GGT Length of bus platforms (approx) Approx 45 feet Bus bays allow for independent movement?

Yes, although when WestCAT bus lays over in left lane on east side of facility, it can disrupt operations, according to staff


Approx. 20-21

Additional capacity available? One unused bay; additional capacity could be achieved by removing parking spaces or changing station circulation patterns

VEHICLE MOVEMENT


Good


Good



Yes, for BART, AC Transit, WestCAT


Yes, for all agencies


Yes, Baylink Route 80, GGT 40 and 42 Spaces for schedules but no schedules: WestCAT, AC Transit 72, L, 800

Real-time information signs? For BART service only on platform Station Directions/Wayfinding Exterior station directions For people with disabilities, signage to direct them through garage and across

roadways; otherwise inconsistent/poor signage Interior station directions A diagram posted near information kiosk illustrates the locations of the various bus

bays


Page 27


El Cerrito del Norte Station features good pedestrian access within the station area, and easy access to neighborhood streets and the businesses along San Pablo Avenue. Access between the parking areas and the station are fairly direct, although some routings for people with disabilities are less direct. All of the bus stops have shelters and benches, although some are in various states of disrepair and require maintenance attention. Some opportunities for improvement include:

• Improved amenities (new benches, shelters)


• Improved landscaping

• Upgraded lighting

\

The station features a snack bar (top), a staffed station agent booth (middle), public telephone, and an electronic library kiosk (bottom).


Page 28

PEDESTRIAN AREA

Clearly identified? Good Space on platform for queuing

for bus patrons Good


Yes, for some bus routes

Patron shelters by buses? Yes, all bus bays have sheltered waiting areas Benches/seating areas near

buses (# benches) At least one bench is provided at each bus bay (approx. 20 benches)

Lighting Fair Sense of ‘visibility’/safety Fair, although security cameras and emergency phones in parking lots

Cleanliness Poor (observed trash, smell of urine, benches in disrepair) Retail space, passenger

conveniences Ak’s Food Corner, library kiosk, telephones, garbage cans, station agent, newspaper

vending machines

Community/public space Ohlone Greenway is adjacent to the station Restrooms? Inside BART paid area

Noise? Good – some street noise from San Pablo and BART Fare machines? Yes, for BART only

On-site staff BART station agent, snack bar staff, BART police

Parking

Although the station features more than 2,100 parking spaces, parking at El Cerrito del Norte is constrained, and the lot generally fills on weekdays by about 7:30 AM. Parking facilities include surface lots, with approximately 880 spaces and a multilevel parking garage with approximately 1,200 spaces. Parking occupies a substantial portion of the transit facility area. BART’s paid parking program is in effect at this station. There is a $1.00 daily parking charge, or a monthly parking permit is available. Of the total parking spaces, 122 are monthly permit spaces. Thirty-two of the spaces are dedicated for carpools, all of which, if unoccupied, are available for the general public after 10:00.

This facility has a large parking structure and surface lots. On a recent weekday at 10:00 AM, parking spaces were still available only on the top level of the parking deck.


Page 29

As shown in the following figure, lots are all adjacent to the station, with one large surface lot on the opposite side of Cutting Boulevard.

Opportunities for improvement include


• Integrated transit-oriented development with shared parking

• Consistent, upgraded signage

• A means for understanding the number of available parking spaces before one drives into one of the parking lots (either via an electronic message sign or cell phone/text message system).

PARKING

Total auto spaces 2159 (2,037 pay daily fee, 122 for monthly permit) Dedicated carpool spaces 32 (carpool spaces available for daily parking after 10:00 AM) Accessible spaces 42 Motorcycle spaces 9 Pay for parking? Yes - $1.00 per day Parking payment method Daily fee at machine Parking clearly signed? Good


Page 30

Adjacent (off-site) parking No parking is allowed along San Pablo Avenue. Parking is unrestricted on the station side of Key Boulevard and Liberty Street, and has a 4-hour non-residential limit on the opposite side of the street. No station-side parking is allowed on Cutting Boulevard, but no restrictions exist on the north/west side. Hill Street parking is unrestricted on the station side, and has a 4-hour non-residential limit on the opposite side. Most of the other neighborhood streets have a 4-hour limit for cars without a residential parking permit.

Level of parking constraint Constrained – most spaces occupied

Other Modes

The facility has bicycle lockers and racks and is adjacent to the Ohlone Greenway. There is also a passenger drop-off kiss-ride area, which is shared by shuttle services in a fairly constrained area. A taxi stand is available, with capacity for us to three taxis at one time. Opportunities for improvement include

• A car sharing facility/pod

• A regional bike trail map, information on carpooling/casual carpooling, etc.

OTHER MODES

Taxi stand (capacity?) Yes, for three taxicabs Ease of connection between Bus/BART facility and other operators

Good for most bus routes; some require one lane of bus traffic to be crossed by pedestrians


Good

Bicycle parking Racks outside 54 U-racks total (108 poles) Lockers outside 28 old-style lockers; 6 new lockers Lockers or racks within station (BART)

N/A

TDM information? Limited information on existing shuttles. Limited information in information kiosk.


Page 31


This facility is large, busy and functional. BART has some plans to upgrade the facility, and the City of El Cerrito continues to evaluate and plan for new development with BART on or adjacent to the BART property. Overall, opportunities for improvement include improved maintenance, some facility upgrades, signage enhancements, some reorganizing of bus bay assignments and layover spaces, and additional parking.



Excellent


Fair, due to complicated bus layout and parking capacity problems

Accessibility Fair, due to long distances for paratransit customers to travel, and areas with limited ramps, crosswalks and curb cuts)

Visual accessibility (low or no vision)

Good for BART, poor for bus services and shuttles

Safety Good Attractiveness Fair Comfort Good

A sign in the parking lot defines carpools

Ample bicycle parking is available


Page 32




Series 400 - El Cerrito Del Norte BART Station

DN-401 Shared Parking Parking Management

Explore shared parking at former Target, empty lot at Cutting at NE side of San Pablo to enhance capacity

DN-402 Electronic parking inventory system Parking Management

Install electronic system to enable passengers to identify available parking spaces without driving through structure and lots (online, electronic signs, mobile phone based, etc)

DN-403 Dedicated bus layover spaces Internal Circulation Dedicate and assign bus layover spaces for each transit agency

DN-404 Uniform signage for all bus bays Bus Signage Create and install uniform, larger and clearer signage for all bus bays

DN-405 Real-Time Information Transit Information Install electronic signage announcing real time arrival and departure information

DN-406 Shuttle Service Signage Transit Information Improve signage and information at shuttle service pick-up and drop off locations

DN-407 Additional Transit Information Transit Information Regularly refill and stock transit information brochures at station for passengers to take with them

DN-408 Paratransit Bay Internal Circulation Relocate paratransit bay closer to the BART entrance for easier access for consumers

DN-409 Security Enhancements Passenger Amenities Upgrade lighting and install cameras and emergency telephone to increase safety and security

DN-410 Bus Shelters and Benches Passenger Amenities

Install new benches and shelters to protect passengers from inclement weather and to create a comfortable waiting area

DN-411 Maintenance Enhancements Passenger Amenities

Improve maintenance and cleanliness of station by increasing the frequency and ensuring adequate number of bins

DN-412 Landscaping Station Aesthetics Upgrade the landscaping in and around the station

DN-413 Bicycle Lockers Bicycle Parking Install upgraded safe and convenient bicycle lockers at the station.


Page 33

EL CERRITO PLAZA TRANSIT CENTER

Location

El Cerrito Plaza BART is located in southern El Cerrito, serving as a transit hub for Albany, Kensington and the southern portion of the city of El Cerrito. The station is located between Central Avenue and Fairmount Avenue, east of Liberty Street, immediately to the north of the El Cerrito Plaza Shopping Center and 3 ½ blocks east of San Pablo Avenue. The station is surrounded by residential land uses to the north, east and west, and is on the Ohlone Greenway bicycle trail that runs underneath the elevated BART tracks.

Access Mode

According to the BART Travel survey, 43% of BART riders walk to the station, 6% bicycle, 31% drive alone or in a carpool, 7% are dropped off, and only 1% use a bus.

Bicycle racks under the BART platform area and bike lockers alongside the Ohlone Greenway.

Transit Services

The station is served by BART trains, operating on the Richmond Line, AC Transit buses, and the University of California, Berkeley Richmond Field Station Shuttle. Operationally, this facility works well for buses which have good access, appropriate turning radii, and ample space in the bus bays. There is significant additional capacity at this facility for more bus or shuttle service if the need arises in the future with several unused bays and additional layover space. Some opportunities for improvement include:

• Active transit services grouped in one section of the station

• Improved overhead or directional signage to make it easier for passengers to find the correct bus, especially since Route 25, which travels in two directions, terminates at the facility.


Sawtooth-design bus bays are large and allow for independent movement of buses through the station.


Page 34

• Improved station area map (the current one is difficult to read behind clouded plexiglass)

• Improved station signage (arrows to station entry, accessible parking, etc.)

• Information about transit service on San Pablo Avenue

BUS ROUTES


Public Transit BART Lines – Richmond-Fremont and Richmond-

Daly City/Millbrae

4420 4315

AC Transit Line 25 CW 109 101 AC Transit Line 25 CCW 96 102

AC Transit Line 71 154 138 AC Transit Line 72 110 97

AC Transit Line 72M 94 83 Shuttles UCB Richmond Field Station Shuttle

BUS BAYS

Number of bus bays 9 Dedicated paratransit transfer bay? No Total # dedicated bus bays for transit providers

4 for AC Transit 1 for UCB Richmond Field Station Shuttle

Total # of non-dedicated bays/shared bays 4 not dedicated (only poles, no signs) Bus layover area (# bays) 4 empty bays are available of the 9 existing bays Length of bus platforms (approx) 45 feet Bus bays allow for independent movement? Yes Estimated total bus capacity (assumes use of all bus bays and additional spaces that may be currently used for kiss-ride, taxis, shuttles, etc.)

11

Additional capacity available? Yes . 3 empty bays + additional space for 1-2 buses if taxi stand is moved

Most of the AC Transit bays have updated signs and schedules.


Page 35

VEHICLE MOVEMENT


Good


Good


Bus stop signs? All AC Transit stops are marked by a sign and a posted map/schedule (schedule as of March 28, 2010)

Maps Posted (for which agencies?)

AC Transit, BART, neighborhood map


AC Transit, BART


AC Transit Route #71 brochures, BART brochures

Real-time information signs? No, only on BART Platform Station Directions/Wayfinding Exterior station directions Fair. A site diagram which includes the bus bay layout is posted Interior station directions Poor


El Cerrito Plaza Station has generally very good pedestrian access in the station area. The station environment is pleasant with landscaped areas and numerous benches on-site as well as adjacent to the station. Bus stops along the side of the facility, such as the Bear Transit stop shown here, have a limited canopy, high above at the roof of the building, while the building affords shelter for most of the other stops. When this assessment was conducted, cleanliness was deemed only fair, and many of the glass panels to protect from wind and rain were found to be in a state of disrepair. Opportunities for improvement include:

• Upgraded amenities (new benches, panels)


• A relocated drop-off area for people using mobility devices to be closer to the station entry and the bus stops

UC Berkeley’s RFS Shuttle shop at El Cerrito Plaza BART


Page 36

PEDESTRIAN AREA


Good


No

Patron shelters by buses? Yes, for bays on south side and north side. Bays in central portion have limited shelter from BART Station overhang 20 feet up.

Benches/seating areas near buses (# benches)

Approx 11 benches

Lighting Good Sense of ‘visibility’/safety Good Cleanliness Fair Retail space, passenger conveniences

El Cerrito Food Snackbar, trash cans, telephone, Starbucks, UPS Store and more across street at El Cerrito Plaza

Community/public space Waiting areas, planted areas Restrooms? Yes, 2 in paid area (BART) Noise? Quiet Fare machines? BART Yes Other No On-site staff BART agent, vendor, BART police

Parking

El Cerrito Plaza has 747 parking spaces for automobiles and eight for motorcycles. Fifty-nine of the spaces are dedicated for carpools, all of which, if unoccupied, are available for SOV parking after 10:00 AM. BART estimates the parking lot is filled to capacity at approximately 7:50 AM. Opportunities for improvement include


• Consistent, upgraded signage

• A means for understanding the number of available parking spaces before one drives into one of the parking lots (either via an electronic message sign or cell phone/text message system).


Page 37

Parking at El Cerrito Plaza is in surface lots and on-street only. On-street parking is limited to four hours, except for residents with neighborhood parking decals, and on the station side of Central and Liberty where no signage indicates any parking restrictions.

PARKING

Total auto spaces 747 (585 pay daily fee, 161 for monthly permit) Dedicated carpool spaces 59 (carpool spaces available for daily parking after 10:00 AM) Accessible spaces 15 Motorcycle spaces 8 Pay for parking? Yes - $1.00 per day Parking payment method Daily fee at machine Parking clearly signed? Good. Most parking signs are clear. Signage about availability of carpool spaces after

10:00 AM may be confusing to first-time users. Adjacent (off-site) parking Most neighborhood parking is 4 hours without permit. Along Central, Liberty and

Fairmount, unlimited parking on station side of street. Level of parking constraint Constrained – most spaces occupied All parking lots are immediately within the station area or adjacent.


Page 38

Source: BART

Other Modes

As a multimodal facility, El Cerrito Plaza provides access to rail and buses, but also taxis, bicycles, car sharing. The station has a taxi stand immediately adjacent to the BART entrance and bicycle parking is all within a short distance of buses and BART. Located along the Ohlone Greenway, this station has 48 bicycle lockers. El Cerrito Plaza is a pod for City Car Share, meaning that cars can be parked and picked up at the location. Signage and information about how to register and use the program is limited. Opportunities for improvement include:

• Additional secure bicycle parking may be appropriate with increased bicycle access

• Better signage and information about car sharing at the facility

• Better off-site linkage/pedestrian access to El Cerrito Plaza Shopping Center

The taxi stand is adjacent to the snack bar and the BART entrance.


Page 39

OTHER MODES

Taxi stand (capacity?) Yes, for three taxicabs Ease of connection between Bus/BART facility and other operators

Good


Good

Bicycle parking Along Ohlone Greenway and under BART station: Racks outside 72 U-racks total (48 covered) -142 spaces reported by BART Lockers outside 48 lockers Lockers or racks within station (BART)

N/A

TDM information? Limited. City Car Share sign on east side of station, pod on west side of station with a brochure holder and wet brochures


El Cerrito Plaza has additional capacity, and could serve as a hub for neighborhood and specialized shuttles. Because it is a few blocks from San Pablo Avenue, it is less visible than El Cerrito Del Norte and serves as a much smaller hub for buses. Opportunities for improvement are primarily cosmetic, and include signage enhancements, an improved canopy and better maintenance.



Good


Good for BART, fair for buses

Accessibility Fair – Disabled loading zone is farther from BART and bus area than the general public drop-off zone


Poor for buses

Safety Good Attractiveness Good Comfort Fair


Page 40




Series 500 - El Cerrito Plaza Station

ECP-501 Improved Signage Transit Information

Improve station area map and signage within the station. Install new panels with transit information


Install signs about transit services on San Pablo Avenue

ECP-503 Maintenance Enhancements

Passenger Amenities

Improve maintenance and cleanliness of station by increasing the frequency and ensuring adequate number of bins

ECP-504 Relocation of Drop-Off Area

Internal Circulation

Relocate drop-off area for people with mobility devices to be closer to station entrance and bus stops

ECP-505 Electronic parking inventory system

Parking Management

Install electronic system to enable passengers to identify available parking spaces without driving through structure and lots (online, electronic signs, mobile phone based, etc)

ECP-506 Bicycle Lockers Bicycle Parking

Install upgraded safe and convenient bicycle lockers at the station.

ECP-507 Station Access Pedestrian Access

Explore opportunities to improve linkage/pedestrian access to El Cerrito Shopping Center


Next Bus signs are difficult to see (tucked into roof of bus shelter). Relocate NextBus time information signs at Rapid bus stops


Page 41

HERCULES TRANSIT CENTER

Location

The Hercules Transit Center is located between Highway 4 (John Muir Parkway) and Willow Avenue, east of Interstate 80. The facility was moved from its prior location on San Pablo Avenue between Sycamore Avenue and John Muir Parkway in August 2009, due to capacity constraints at the previous site. The facility is managed by BART, and thus individuals who pay to park at the facility receive a pass included in the parking rate that provides a bus ride to BART (or other locations in the region). The facility’s proximity to I-80 allows for direct access to downtown San Francisco. The facility serves bus transfers for routes serving Hercules, Crockett, Martinez and Pinole, as well as regional destinations.

Access Mode

This surrounding area is developing, with new multifamily and single-family housing, retail and offices, which have the potential for some foot and bicycle traffic to/from the facility. Currently, most of the adjacent land is vacant or has low density development.

The built facility has an attractive design and is marked by a BART sign near the entrance.

Transit Services

This transit facility is served by WestCAT buses, operating on the following routes:

• 10 Hercules Transit Center - Hercules

• 11 Hercules Transit Center - Crockett via Rodeo

• 12 Hercules Transit Center - Hercules

• 15 Hercules Transit Center - Rodeo

• 19 Saturday: Hercules Transit Center - Hilltop Mall

• 30Z Martinez Station - Hercules Transit Center


Page 42

• C3 Hercules Transit Center - Contra Costa College

• J Hercules Transit Center - El Cerrito del Norte Station

• JPX Hercules Transit Center - El Cerrito del Norte Station via Pinole Valley Road

• JX Hercules Transit Center - El Cerrito del Norte Station (non-stop)

• Lynx Hercules - San Francisco Transbay Terminal

Maneuverability for buses is excellent, with separate bus and auto circulation. Bus bays are large, and the facility has capacity for additional service in the future. Each bus bay is marked with a sign, but there is no overall information on making trips using multiple routes and no route maps. Some opportunities for improvement include:


• An information kiosk, with a system map, information about transfers to BART, WestCAT service schedules, parking information, and directions to BART

BUS ROUTES


Public Transit WestCAT (Lines 10, 11, 12, 15, 19, 30Z, C3, J,

JPX, JX, Lynx) (1)

Notes: (1) Average Daily Boardings Provided by Robert Thompson of WestCAT, Fall 2010.

BUS BAYS


No


11


1

Bus layover area (# bays) 0 Length of bus platforms (approx) 45 feet Bus bays allow for independent movement?

Yes


15, if buses used parking lot spaces

Additional capacity available? Yes, the curb area and parking lot


Page 43

VEHICLE MOVEMENT


Excellent


Good



No


No


No

Real-time information signs? No Station Directions/Wayfinding Exterior station directions No Interior station directions Only signs are at bus stops


A pedestrian and bicycle path links the Hercules Transit Center with the old transit facility on the west side of I-80. The facility has a designated area for casual carpoolers/traffic to queue and drop-off or pick-up passengers. Opportunities to improve pedestrian access and amenities include the following:

• Restrooms for public use (other than the portable toilet in the corner of the parking lot

• Landscaping

• On-site vending/kiosk/shopping

The transit facility is characterized by spacious shelters and bench seating. Buses layover at this location.


Page 44

PEDESTRIAN AREA

Clearly identified? Good Space on platform for queuing for bus patrons Excellent Rail-bus transfer requires patron to cross driveway or street?

N/A

Patron shelters by buses? 3 shelters, in the central waiting area near bus stops Benches/seating areas near buses (# benches) Approx 36 seats: seating for approximately 12 people in the smaller

shelters, 24 in the largest Lighting Good Sense of ‘visibility’/safety Within station is good, but station is isolated Cleanliness Excellent Retail space, passenger conveniences No Community/public space No Restrooms? Constructed for operators only; temporary portable toilet may be used

by customers Noise? Good Fare machines? No On-site staff No

Parking

Although ample parking is currently available at this facility, parking payment policies make it difficult for non-regular users to park in this lot. A $3.00 per day parking fee is required on weekdays (no fee on weekends), and the fee includes two one way trip vouchers good for travel on WestCAT local and Express routes (except Lynx). In order to purchase a parking pass, an individual must go on-line before leaving home to purchase a daily parking permit so her or she can print it and bring it to the facility. Users may also purchase a monthly permit, and a monthly permit hang-tag is mailed, along with 31 day WestCAT pass. It is possible to purchase a pass upon arrival at the facility only by mobile phone. Individuals must first register on a website to set up their credit card information and then can dial the number from the lot. There is an annual fee for using this service, and the park-by-phone program does not include the bus passes.

Although the parking lot has significant capacity, individuals driving to this facility must purchase parking before arriving.


Page 45

Opportunities for improvement include

• On-site parking payment system

• Designation of motorcycle spaces

PARKING

Total auto spaces 422 Dedicated carpool spaces 0 Accessible spaces 10 Motorcycle spaces 0 Pay for parking? Yes - $3.00 per day Parking payment method Pay in advance on Internet or by cell phone Parking clearly signed? Good Adjacent (off-site) parking The facility’s adjacent roadways do not allow on-street parking. Level of parking constraint Unconstrained at this time

Other Modes

The facility has bicycle lockers and racks immediately adjacent to the parking lot. It also features a passenger drop-off area and a signed carpool waiting area that allows for drivers to pick up casual carpoolers. This facility has no dedicated taxi waiting areas. Opportunities for improvement include

• A car sharing facility/pod

• A telephone for people to call a taxi or other service as needed

• Information kiosk about transportation alternatives, bike trail map, carpooling, etc.

OTHER MODES

Taxi stand (capacity?) No Ease of connection between Bus/BART facility and other operators N/A Walking distance between transit modes N/A Bicycle parking Racks outside 4 U-racks – capacity for 8 bikes Lockers outside 12 Lockers or racks within station (BART) N/A



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This facility is large, attractive and clean. It is owned and operated by BART, and is viewed by staff as a potential future BART rail facility location. The facility’s parking, bus layover and boarding capacity will allow it to accommodate projected growth. Additional space exists at the facility if more bus bays are needed or if layovers can be shifted away from the dedicated bus bays The facility is well oriented to casual carpoolers, with a designated waiting and pickup area. It is well designed for automobile users, and is not especially convenient for pedestrians. The primary opportunities for improvement include a simplified and on-site parking procedure, improved customer amenities, and better information.



Good


Difficult – parking procedures are geared toward regular users

Accessibility Good Visual accessibility (low or no vision)

Good

Safety Good Attractiveness Good Comfort Good

Passengers wait to board a bus at the facility

Signage directs casual carpoolers to a

designated pickup area


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Series 600 - Hercules Transit Center & Intermodal Center

H-601 Real-Time Information

Transit Information

Install electronic signage announcing real time arrival and departure information

H-602 Information Kiosk Transit Information

Install transit maps, parking information, transfer to BART and other information in sheltered area

H-603 Restrooms Passenger Amenities Install restrooms for waiting passengers

H-604 Passenger Amenities

Passenger Amenities Install telephone, coffee, snacks and other vendor amenities

H-605 On-Site Parking Payment System

Parking Strategies

Develop parking payment system that allows for same day on-site cash and credit card purchases

H-606 Preferential Parking Parking Strategies

Provide preferential parking for carpooling, carsharing and motorcycles

H-607 Real-Time Information

Transit Information

Four real time signs have been installed but have not been activated because of issues with vendor. Activate real time information signs at Hercules Transit Center


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CONTRA COSTA COLLEGE TRANSIT CENTER

Location

Contra Costa College Transit Center is located on the northwest side of the Contra Costa College (CCC) campus, off Campus Drive. Pedestrian access to the college is afforded via a pathway on the east side of the transit facility. Multifamily housing is immediately adjacent to the site on the west side. The facility exclusively serves buses, and provides both a location to access CCC, as well as a transfer point for between local and regional bus routes.

Access Mode

Information is not available about how transit users access the facility. Although a significant proportion of bus users are making transfers between buses, most others are walking or being dropped off. No on-site parking is available at this facility.

A bus rider walks onto the CCC campus with a service animal. Campus building are accessed via a path from the transit center.

Transit Services

This transit facility is served by AC Transit and WestCAT buses: AC Transit

• 71 El Cerrito Plaza Station - Richmond Parkway Transit Center via Carlson, Rumrill, Point Pinole

• 72R Rapid: Oakland Jack London Square - Contra Costa College

• 72 Oakland Amtrak Station - Hilltop Mall

• 74 Richmond Marina Bay - Castro Ranch & Sherwood Forest



• 669 School days only: Contra Costa College to Juan Crespi Middle School

• 671 School days only: Contra Costa College to De Anza High School


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• 674 School days only: Richmond BART to De Anza High School

• 676 School days only: Contra Costa College to De Anza High School

• 679 School days only: Contra Costa College to Juan Crespi Middle School

WestCAT

• C3 Hercules Transit Center - Contra Costa College

This facility is tucked away behind the campus and other than college students and staff, would have very few local residents accessing it. For signalized access into and out of the transit center area at San Pablo Avenue, buses must follow College Lane. The center has significant capacity, especially with some of the routes operating at limited headways and during limited service hours. Buses can maneuver unencumbered around the waiting areas and many buses move through the area at high speeds. No directories exist to point to users to specific bus stop locations, although all of the bus bays are marked by signs. Some opportunities for improvement include:

• Updated signage for Route C3 on a WestCAT sign

• Improved directional signage to make it easier for passengers to find their bus

• Real-time electronic information signs for buses (A changeable message sign is operated by the college above the arch next to the transit center)

• Dedicated passenger vehicle drop-off area

• Layover spaces shifted to outer bays/reconsider need for dedicated route spaces

• Shelter located at each bus stop

• Diagram of the station area with dedicated stops shown

• Shared ride board, bulletin board in old phone booth kiosk

Sawtooth and angled curbs are dedicated to specific bus routes. Shelters are adjacent to most bus stops.


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BUS ROUTES

Service type Route Avg. Daily Boardings Avg. Daily Alightings Public Transit AC Transit Line 71 142 130

AC Transit Line 72R

437 502

AC Transit Line 72 120 117 AC Transit Line 74 145 124 AC Transit Line 76 117 89 AC Transit Line 376 Evening service

7 3

School Trippers: 669, 671, 674, 676, 679 (transfers only)

WestCAT Line C3

Ridership data is not available for the School Trippers or WestCAT Line C3

Bus Bays


No


9 for boarding, 1 drop-off only


1 unmarked

Bus layover area (# bays) One of the bus bays is a dedicated AC transit layover space

Length of bus platforms (approx)

Mix ed. Includes bays for 45-ft buses

Bus bays allow for independent movement?

Yes


15

Additional capacity available?

Yes . 1 empty bays + 1 drop-off bay, and additional space for 2-3 buses


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VEHICLE MOVEMENT


Excellent


Good


Bus stop signs? Yes – for each bus bay. All are marked with AC Transit signs, including space served by WestCat

Maps Posted (for which agencies?) No


Only for AC Transit 72 R


No

Real-time information signs? No Station Directions/Wayfinding

Exterior station directions No Interior station directions No


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Pedestrian access is good to the CCC campus. With a few stairs under a campus archway leading down to the transit center, bus users with mobility aids are routes along a more circuitous path that passes by the one transit center restroom, marked “Reserved for AC Transit Employees Only.” The station environment is quiet with trees, benches and shelters distributed throughout the large area. Benches are old and built of wood, and some are in disrepair. Opportunities to improvement include the following:

• Updated design


• Security cameras

• Designated kiss-ride (drop-off) area

• Improved lighting

• Installed emergency phone

• Restrooms for public use

• Vending machines, other

PEDESTRIAN AREA


Good


No

Patron shelters by buses? 5 shelters, spaced evenly throughout the 11-12 bays Benches/seating areas near buses (# benches)

Approx 10 benches

Lighting Fair Sense of ‘visibility’/safety Fair during daytime – somewhat isolated from rest of campus Cleanliness Fair Retail space, passenger conveniences

Water fountain, trash cans, phone canopy/kiosk (without a phone)

Community/public space No Restrooms? Dedicated for AC Transit drivers only

A wide driveway means long distances between bus stops on the outside loop and those on the inside island.


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Noise? Quiet Fare machines? No On-site staff No – campus parking staff circulate in the area periodically

Parking

This transit facility is not designed as a park-and-ride. To park on campus, individuals must purchase a daily parking permit ($3.00) or a term-length parking pass. Parking is allowed on Campus Drive for individuals with a parking permit.

Other Modes

This transit facility serves no other modes. Multimodal connections could be improved with the installation of bicycle racks at this location.

OTHER MODES

Taxi stand (capacity?) No Ease of connection between Bus/BART facility and other operators

N/A


N/A

Bicycle parking Racks outside 0 Lockers outside N/A Lockers or racks within station (BART)

N/A


A campus map is affixed to a kiosk adjacent to the transit center.


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This facility is primarily here because it offers a convenient transfer location for the transit operators and it provides service to CCC. Its applicability to non-CCC riders is limited. Opportunities for improvement include updated shelters and benches, improved maintenance, safety enhancements (lighting, telephone), etc. This is not a location that could be a significant draw for employer shuttles.



Fair


Fair

Accessibility Good, although access to campus requires people with mobility devices to travel a different path than stairs under arch


Poor

Safety Good daytime, fair-poor evening Attractiveness Fair Comfort Good

An empty, vandalized phone kiosk is at

the center of the transit facility.


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Series 700 - Contra Costa College Transit Hub

CCC-701 Enhance maintenance of Transit Hub

Passenger Amenities Maintain and upgrade station facilities and amenities

CCC-702 Updated/enhanced transit stop signage Passenger Amenities Update and install WestCAT sign for Route C3

CCC-703 Improved directional signage Transit Information Install directional signage on campus to make it easier

for passengers to identify their bus stop

CCC-704 Real-Time Information Transit Information Install electronic signage announcing real time arrival

and departure information

CCC-705 Dedicated "kiss and Ride" drop-off area Internal Circulation Designate a dedicated area for dropping off auto

passengers

CCC-706 Reconfiguration of bus circulation Internal Circulation

Shift layover spaces to outer island; drop off at college entrance pathway and rearranging other bay assignments

CCC-707 Passenger amenities Passenger Amenities Install telephone, coffee, snacks and other vendor amenities

CCC-708 Upgrade security Passenger Amenities Update lighting and install cameras and emergency telephone and assure campus police presence

CCC-709 Restrooms Passenger Amenities Install restrooms for waiting passengers

CCC-710 Transit Information on College Website Transit Information

Enhance information on the College Website. Existing link provides route numbers only without maps, links to transit agencies, tel numbers or websites for more information.

CCC-711 Bus Transit stop relocation Access Improvements Move NB San Pablo Avenue bus stop to far side of the

intersection

CCC-712 Additional bus stop Access Improvements

Housing project on the west side of the Transit Center is fenced and not pedestrian accessible. Consider adding bus stop on the way to the Transit Center at the housing project's entrance on Campus Drive & College Lane. New AC Transit/ WestCAT bus stops on Campus Drive at College Lane

CCC-713 Signal Timing Intersection Traffic Control, Intersection Crossing Enhancements

Consider pedestrian and transit actuated signals and further improve pedestrian crossing. El Portal Drive/Mission Bell Drive Intersection Traffic Control & Crossing Enhancements


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4. TRAVEL DEMAND MANAGEMENT AND PARKING NEEDS

Transportation demand management (TDM) consists of programs and policies that seek to affect the travel choices people make – the mode, time and duration of trips. A large portion of traffic on our roadways is people driving their cars alone. Therefore, most demand management programs are designed to encourage people to travel by alternatives to the “single-occupant vehicle” (SOV), especially at peak hours when traffic is worst. Transportation Demand Management can include strategies such as incentives to use transit, to bike or to carpool, or providing alternatives such as car-share services that decrease the need for every individual to have a car. Another effective demand management strategy is managing the parking supply. The overall availability and price of parking affects the mode choices people make when deciding how to get places. Transportation demand management can occur on multiple levels, with strategies appropriate for the region, the county and local jurisdictions, as well as individual employers or trip generators. Parking management is done at the city level: parking codes are a part of local zoning codes and parking management occurs primarily on local streets and roads and in city-owned public parking garages. Given this diversity, this memorandum provides an overview of TDM programs in West Contra Costa County as well as countywide programs which affect West Contra Costa County. The purpose of this memorandum is twofold:

1. To establish a baseline set of existing transportation and parking demand management programs in West Contra Costa County

2. To identify preliminary recommendations to facilitate new TDM opportunities to enhance access to major transit centers in the WCCTAC service area.

Transportation Demand Management is one of many elements that were considered in developing the Transit Enhancement Strategic Plan (TESP). The overarching purpose of the TESP is to improve access to transit and increase transit ridership. To develop this memorandum, the consultant team has collaborated with the WCCTAC Transportation Demand Management Program Manager, Linda Young, to review and assess alternative TDM strategies and conduct an employer focus group. The assessment of existing programs and services is to understand the constraints that may be preventing employers and employees from availing themselves of existing program benefits and to identify opportunities to eliminate them and suggest new TDM initiatives. The final section of this memorandum begins this conversation by identifying next steps and providing an overview of how demand management and parking management could be integrated into projects and programs in West Contra Costa County.

CONTRA COSTA COUNTY TDM ORDINANCE GUIDE

Contra Costa County adopted a TDM Ordinance Guide in December 2009 to help property owners and developers reduce traffic congestion through measures designed to encourage the use of alternatives to driving alone. The goal of the ordinance is to encourage creative and effective ways to reduce motor vehicle trips and their associated impacts created by new development projects. County staff review each development project with the applicant based on the TDM Ordinance Guide to determine if a combination of acceptable options/measures will reduce the net number of vehicular trips that the project is anticipated to generate. TDM programs associated with development projects aim to achieve the following outcomes:

• Reduce the frequency and distance of auto trip making

• Spread peak-hour trips to off-peak time periods

• Shift trips towards the use of environmentally friendly and non-motorized modes of transportation

• Provide technological solutions to reduce the environmental impacts of vehicular traffic, such as provision of charging stations to encourage the use of electric/hybrid vehicles, and provision of real-time or interactive information on bus services.


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The TDM Ordinance Guide is intended to be used for both residential1 and non-residential projects.2

There are five categories of strategies which can be implemented in accordance with the TDM Ordinance:

1. Facilities and Design –installing bicycle racks/lockers, bicycle station, showers and clothing lockers, walk/bicycle corridors, and onsite amenities for employees

2. Alternative Work Schedules –providing employees with the option for a compressed work week, flexible work hours, and/or telecommute policies

3. Incentive Strategies – promoting ridesharing by providing incentives for employees to carpool/vanpool or use transit. Also includes commuter benefits such as Guaranteed Ride Home, tax benefit programs, and car/bike sharing

4. Marketing Strategies – providing commute information to employees through outreach and marketing efforts through an employee transportation coordinator and including employee orientation, transportation/health fairs, commute options brochures, bike to work day, bicycle rides program, and Spare the Air day

5. Parking Management Strategies – introducing innovative parking policies such as: preferential parking, parking management program, parking cash out, unbundled parking leases, and parking charges.

Certain projects, such as mixed use developments, may also qualify for reductions in off-street parking requirements with the completion of a conceptual TDM program.3

Richmond Commuter Benefits Ordinance

The conceptual TDM program identifies the TDM measures that can attain the trip reductions necessary to qualify for parking reductions at the new development. All conceptual TDM programs must contain a monitoring, evaluation and enforcement component. Following the County’s review and approval process, a Final TDM program will be set as a condition for approving projects. Project sponsors and all subsequent owners shall provide deed notification of mandatory participation in the Final TDM program to all subsequent purchasers, owners and tenants of the project.

Richmond is the only city in West Contra Costa County that has a city-specific TDM ordinance, known as the Commuter Benefits Ordinance. Richmond's Commuter Benefits Ordinance went into effect on December 18, 2009 and allows employers and workers to tap into an existing federal program to pay for transit passes and vanpool expenses. Employers save up to 9% on payroll taxes and employees save up to 40% on their transit costs. All Richmond employers are required to register with 511 Contra Costa to receive 511 commuter incentives. Employers can receive free assistance from Linda Young at 511 Contra Costa. All employers in Richmond that have ten or more employees are required to offer one of the following commuter benefits programs:

1 Residential Project - any residential development application containing thirteen or more dwelling units that must be approved through a public hearing process and has not received final approval. 2 Non-Residential Project - any non-residential or, mixed-use development application that must be approved through a public hearing process and has not received final approval. Non-residential project also includes an application to expand an existing office or industrial structure that has at least five thousand square feet of gross floor area, by twenty-five percent or more of the structure’s gross floor area. 3 The 2nd Edition of the “Shared Parking” report produced by the Urban Land Institute can be utilized to obtain parking rates for mixed-use developments. Different combinations of uses would result in different overall peak parking demands.


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• Employer-Paid Transit Benefits - Employer pays for employees' transit fares on any of the Bay Area mass transit systems or reimburses employees for their vanpool expenses. Reimbursements for transportation expenses must be at least $70.

• Employer-Provided Transit - Employer offers workers free shuttle service on a company-funded bus or van between home and place of business.

• Pre-tax Transit - Employer sets up a deduction program under existing Federal Tax Law 132(f), which allows employees to set aside up to $230 a month in pretax wages to purchase transit passes or vanpool rides.

Once the program is in place, the cost can range from zero to $500+ per month. Implementation of a program in most cases will take just a few hours per month. The implementation cost and management depends on both the number of employees utilizing a commuter benefit option and the choice of in-house or third-party program administration. Most of the commuter benefit programs can be implemented at no cost to the employer and may even provide payroll tax savings.

EXISTING WCCTAC TDM PROGRAMS/SERVICES

511 Contra Costa is a comprehensive countywide TDM program that implements vehicle trip reduction and air quality programs on behalf of the local jurisdictions in Contra Costa County. The 511 Contra Costa TDM program has evolved over the years from what began as primarily an employer-based vehicle trip reduction program to include a broader range of services including youth transportation and community based programs aimed at reducing Vehicle Miles Traveled (VMT) and transportation related greenhouse gas emissions reductions programs. The www.511contracosta.org website has information on the different transit services and regional connections in the county (such as, ACE commuter rail, AC Transit, BART, WestCAT, and County Connection). The website also has information on park & ride lots, taxicab services, clean fuel vehicles and infrastructure, bicycle programs, racks, and lockers, as well as different commuter and employer services. Funding for 511 Contra Costa programs are provided primarily by the Bay Area Air Quality Management District’s Transportation Fund for Clean Air, a voter-approved local county ½ cent transportation sales tax (Measure J), and Congestion Mitigation Air Quality funds from the Metropolitan Transportation Commission. 511 Contra Costa implements programs on behalf of all of the cities in Contra Costa County. Three sub-regional offices administer the 511 Contra Costa programs:

• Southwest Area Transportation Committee (SWAT). Representing southwest Contra Costa, including the towns of Danville and Moraga and the cities of Lafayette, Orinda, San Ramon, and the unincorporated areas of Southwest Contra Costa County.

• Transportation Partnership and Cooperation (TRANSPAC)/ Transportation Planning Committee (TRANSPLAN). Representing Central and East Contra Costa County cities of Antioch, Brentwood, Clayton, Concord, Martinez, Oakley, Pittsburg, Pleasant Hill, Walnut Creek and unincorporated areas.

• West Contra Costa Transportation Advisory Committee (WCCTAC). Representing west Contra Costa cities of El Cerrito, Hercules, Pinole, Richmond, San Pablo and unincorporated areas of West Contra Costa County, as well as AC Transit, BART, and WestCAT.

Due to the collaborative nature of these programs, the overall 511 Contra Costa program is able to provide a coordinated approach to TDM in the county.

http://www.511contracosta.org/�


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OVERVIEW OF TDM PROGRAMS

WCCTAC has implemented several transportation programs to reduce drive alone commuter traffic. In FY 2007/08, the WCCTAC 511 Contra Costa staff implemented a Countywide Guaranteed Ride Home Program and the West County Employer Outreach Program, in addition to other countywide and local programs. The Employer Based Trip Reduction (EBTR) program provides employers with assistance in developing specific programs to encourage employees to use alternative transportation modes. Services are provided to all employers in Contra Costa County, regardless of size, including multi-tenant property managers. Figure 1 below lists the current programs for the entire county and WCCTAC. A full description and summary of each program can be found in Appendix A. The information provided in this section has been compiled by Nelson\Nygaard from the 511 Contra Costa Countywide Program Review (2006-2008), the current 511 Contra Costa website, as well as correspondence with Linda Young, TDM Program Manager of WCCTAC.

EXISTING TDM PROGRAMS

Comprehensive Incentive Program

Countywide Carpool Incentive Program

Transit Incentive Program

SchoolPool and School Transit Program

Countywide Vanpool Incentive Program

Countywide Guaranteed Ride Home Program

Employer-Based Trip Reduction

511 Contra Costa Website

Coordinating commuter campaigns

Parking management programs

Presentations to employer groups

Employee Transportation Surveys

Participation in Transportation / Health Fairs

Workshops on telecommuting, car-sharing, and e-lockers

On-site assessments of commuter alternative options

Countywide Bicycle Programs

Bike to Work Day

Bicycle Parking Infrastructure

Bicycle Commuter Assistance Program

PARKING ASSESSMENT

One of the most prominent and effective demand management strategies is managing the parking supply. The overall availability and price of parking affects the mode choices people make when deciding how to get places. In suburban shopping areas, for example, the demand for parking is high, but so is the supply. And it’s usually free. Free and ample parking has long been the model for suburban shopping centers because it is well understood that most everybody drives. As a result, parking is rarely an issue when deciding to make a trip to the mall. But in areas where parking supply is limited and the demand is high, parking is an issue when deciding to make a trip, and people may look for alternative choices. West Contra Costa County is quite diverse and different communities are facing different problems with regards to parking. However, there are many commonalities in both the challenges communities are facing and the available solutions. Regardless of context, parking is often the locus of developer-citizen conflicts with new projects and “getting parking right” is crucial to the success of new development throughout the


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County. Transit-rich cities, such as El Cerrito, are engaged in using parking management to respond to demand and decrease congestion while improving economic vitality of their historic downtowns. Achieving a good mix of parking and other land uses is difficult. Too much parking can encourage motorists to use their automobile rather than walk or use transit. In addition, too much space devoted to parking can damage the urban fabric and negatively impact the aesthetics of an urban area. On the other hand, not enough parking can discourage people from traveling altogether, negatively affecting local businesses. A lack of available parking can also increase traffic congestion due to motorists circling an area trying to find a space to park. This section identifies the cities in the WCCTAC area that have parking policies and/or ordinances in the vicinity of the five transit centers. A city’s parking code (most importantly the minimum number of off-street parking spaces that a city requires for a new land use) powerfully shapes the form of buildings and dictates what is financially feasible to build. Cities are beginning to reconsider their parking requirements, especially near transit stations, and investing in technology to have better data to enable more efficient management. In addition to being one of the single most important levers within a city’s grasp for affecting the quantity of traffic on city streets, parking policy has also been shown to have substantial impacts on economic vitality, safety of all street users, and quality of the streetscape. A summary of these efforts in and around transit centers in West Contra Costa County are presented below. It provides very basic information about parking supply within the centers (See Figure 2 below) and in the immediate surrounding areas. Specific recommendations related to parking in and around the transit centers are presented separately in the transit enhancement strategies matrix.

City of El Cerrito

The City of El Cerrito has a residential permit parking program around its two BART Stations, listed under El Cerrito Municipal Code Chapter 11.68. On-street parking is limited to four hours, except for residents with neighborhood parking decals. The City of El Cerrito instituted a residential permit-parking program in an effort to protect their residential areas from parking spillover.

El Cerrito Plaza BART

El Cerrito Plaza has 747 parking spaces for automobiles and eight for motorcycles. Fifty-nine of the spaces are dedicated for carpools, all of which, if unoccupied, are available for SOV parking after 10:00 AM. BART estimates the parking lot is filled to capacity at approximately 7:50 AM. Most neighborhood parking is 4 hours without permit. Along Central, Liberty and Fairmount, there is unlimited parking on station side of street.

El Cerrito Del Norte BART

Although the station features more than 2,100 parking spaces, parking at El Cerrito del Norte is constrained, and the lot generally fills on weekdays by about 7:30 AM. Parking facilities include surface lots, with approximately 880 spaces and a multilevel parking garage with approximately 1,200 spaces. Parking occupies a substantial portion of the transit facility area. BART’s paid parking program is in effect at this station. There is a $1.00 daily parking charge, or a monthly parking permit is available. Of the total parking spaces, 122 are monthly permit spaces. Thirty-two of the spaces are dedicated for carpools, all of which, if unoccupied, are available for the general public after 10:00 AM.

City of Hercules

On May 19, 2008, the Planning Commission for the City of Hercules adopted a resolution recommending that the City Council adopt a set of recommended parking ordinance changes that will enable the city to implement a parking management plan. The parking management plan would help the city more effectively


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manage their current parking supply. The City Attorney is currently reviewing the proposed ordinance and analyzing it for compliance with the California Environmental Quality Act (CEQA). Once that review is complete, the City Council will hold public hearings to consider adopting the parking ordinance.4

Hercules Transit Center

The Hercules Transit Center is located between Highway 4 (John Muir Parkway) and Willow Avenue, east of Interstate 80. There are 422 dedicated parking spaces. The facility’s adjacent roadways do not allow on-street parking. Although ample parking is currently available at this facility, parking payment policies make it difficult for non-regular users to park in this lot. A parking permit is required on weekdays. Transit Center users can purchase a monthly or daily permit through an online system. Daily parking permits are available for $3 and include a round trip WestCAT bus ticket to the El Cerrito Del Norte BART station. Monthly parking permits are available for $63 without a WestCAT bus pass or for $80 with a monthly WestCAT bus pass.

City of Richmond


The Richmond Parkway Transit Center (RPTC) is a Caltrans park-and-ride facility managed by AC Transit, which includes parking and a bus facility. The RPTC is located on Blume Drive at Richmond Parkway, northwest of the I-80 and immediately up the hill from the Hilltop Plaza Shopping Center. The facility serves bus transfers for routes serving Pinole and Hercules, as well as Richmond and other nearby communities. Persons who park at the facility pay a $3 daily fee – cash or credit/debit card – using one of the machines on site. RPTC has 206 parking spaces, including six which are dedicated to people with disabilities. According to on-site security staff, the lot is usually filled to capacity on weekdays. Plans are underway to construct a four-level parking facility that would increase the lot’s capacity to approximately 660 spaces.

Richmond BART

Parking at Richmond BART is limited, especially during ongoing construction of a new parking garage. Parking is currently managed as a valet operation, and is only allowed on the north side of the BART station. There is no charge for parking at this facility, but valet assistants may park some patrons’ cars and may require that keys be left behind. According to parking staff, since valet operations began, vehicle break-ins are significantly down from an average of every other day, prior to the valet. Richmond Station officially has 626 parking spaces, including five which are dedicated to people with disabilities. According to on-site parking staff, the lot currently reaches capacity midweek around 8:30 AM. The current construction will add an expected 769 spaces in 2012, when the garage is completed.

PARKING INVENTORY – TRANIST CENTERS

Location Number of spaces Cost El Cerrito del Norte Transit Center 2,159 $1.00 daily fee, 122 spaces for monthly permit

El Cerrito Plaza BART 747 $1.00 daily fee, 161 spaces for monthly permit Hercules Transit Center 422 Free

Richmond Parkway Transit Center 206 $3.00 per day Richmond BART Station 629 Currently free valet parking (temporary)

4 City of Hercules website: http://www.ci.hercules.ca.us/index.aspx?page=405. Accessed January 25, 2011.

http://www.ci.hercules.ca.us/index.aspx?page=405�


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West Contra Costa County Employers

Contra Costa County is the 9th most populous county in California. There are many large employment centers in West Contra Costa County, including Kaiser Hospital (1,100 employees), Social Security Administration (1,800 employees), and several large research labs and county facilities. A map showing the name and location of the major employment centers with an overlay of the existing transit services is shown in Figure 3.


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Figure 3 West Contra Costa County Major Employment Centers


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2005 Commuter Survey

The West Contra Costa Transportation Advisory Committee surveyed large employers in 2005 in the cities of Richmond, El Cerrito, San Pablo, Pinole and Hercules. Employers in these cities face similar challengers related to traffic congestion and parking. The survey was conducted to assess the impact of their TDM programs, and to evaluate current commuting behavior. Overall, 77% of employees in West Contra Costa County drive to work alone. Thirteen percent of commuters carpool, 6% use transit (BART or bus), and 2% bike or walk to work. The average commute distance for all employees is 20.3 miles. When employees were asked about their most important factor in choosing a means of transportation to work, convenience/flexibility was the top choice (26%), followed closely by travel time (25%). People who usually drive to work alone were asked why they chose to drive alone. The most common reason cited was “work late or irregular hours,” (23%) and that “transit service is not adequate,” (19%). The same group was asked which incentives would encourage them to use a ridesharing alternative at least one day per week. The most common response was “financial incentives,” (25%), followed by “A Guaranteed Ride Home service for emergencies and overtime work,” (23%). One-fifth of respondents said flexible work hours would encourage them to use a commute alternative. The responses from this survey suggest that many employees may be unaware of current TDM incentive programs and they feel that transit is not adequate and/or reliable. The following section discusses additional outreach efforts that were conducted as part of this study to learn more about the needs and preferences of commuters.

EMPLOYER FOCUS GROUP

To better understand the transportation needs of employees in West Contra Costa County, an employer focus group was held as part of this Transit Enhancement Strategic Plan (TESP). Nelson\Nygaard in collaboration with WCCTAC staff hosted this group on November 16 from 8:00 AM to 10:00 AM. A breakfast was provided to encourage attendance. A total of twelve individuals attended the focus group. Nelson\Nygaard kicked off the meeting by providing a brief overview of the West Contra Costa Transit Enhancement Strategic Plan and explained the process and role of the Working Group. Each attendee introduced himself or herself. Employers were asked how their employees currently travel to work, hurdles they encounter in using transit and other alternative forms of transportation and high priority desired improvements to encourage greater transit usage. The discussion focused on transportation-related benefits provided to employees including their interest in shuttle services to improve access to BART stations. The group showed very strong support for fast and frequent shuttle service to connect centers of employment with transit stations. There was particular interest in providing safe and easy access from nearby BART Stations to major employment centers that are located too far for easy walking distance. With this feedback, the consultant team conducted a Best Practices Review of shuttles service in the Bay Area and elsewhere in California (discussed below on page 11. A summary of existing shuttle services in the WCCTAC service area is discussed below. The employer focus group highlighted many specific challenges and provided suggestions to improve transit access in West Contra Costa County. These are as follows:

Issues

• Distance – It is too far to walk from El Cerrito or Richmond BART to many employment sites

• Most employers do not provide preferential parking for carpoolers

• AC Transit and BART schedules are not well coordinated

• Safety is a big concern for employees at Richmond BART Station


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Opportunities

• Explore partnership opportunities between existing private shuttle services in the area (such as Kaiser Shuttle and California Department of Public Health Richmond Campus Shuttle)

• Collaborate with employers to address transportation problems; especially smaller employers who may be unable to do so on their own

• Provide carpool/vanpool matching services and preferential parking

• Promote all existing TDM programs. Increase marketing and outreach, with emphasis on incentive programs

• Work with AC Transit to provide an employer transit pass (EasyPass)

EXISTING SHUTTLE SERVICES

The employer representatives at the focus group identified several shuttles in the West Contra Costa area that are operated by individual employers to provide transit access to nearby BART stations for their employees. These shuttles include the Kaiser Richmond Shuttle, California Department of Public Health (CDPH) Richmond Campus Shuttle, Richmond Field Station (RFS) Shuttle, and the Orton Development Ford Point Shuttle.

Kaiser Richmond Shuttle

Kaiser Permanente provides a free of charge shuttle service between Richmond BART station and the Richmond Kaiser Permanente Medical Center from 6:00 AM to 7:00 PM. The shuttle is open to employees and the general public and runs approximately every 15 minutes, depending on traffic conditions. The shuttle also connects the hospital with an off-site parking lot. The Kaiser Richmond Shuttle is administered by Kaiser Permanente and operated by the Parking Company of America Management, LLC. The shuttle service has been in operation since 1990 and is fully funded by Kaiser Permanente. On average, 1,259 riders use the shuttle each day. The shuttle schedule is posted on the website www.Eco-Thrive.com. Schedules are also handed out at the volunteer desk and are posted on an LCD display in the medical center lobby. Kaiser Permanente also operates a shuttle service from El Cerrito Del Norte BART station to the Richmond Medical Center. This shuttle is for employees only and operates during peak commute hours (Monday through Friday, from 6:00 AM to 10:00 AM and from 2:00 PM to 6:00 PM). Employees must show an employee ID badge to gain entry to the shuttle.

California Department of Public Health (CDPH) Richmond Campus Shuttle

A California Department of Public Health (CDPH) Shuttle (formerly called DHS) runs between the Richmond campus and the El Cerrito del Norte BART station. The CDPH shuttle is free to use and is only available to CDPH Employees and pre-approved public visitors. All passengers must give their name and show a photo-ID when boarding and advanced reservations are needed for pick-up. The shuttle runs from 6:30 AM until 6:30 PM, with 9 minute headways during peak hours (6:30–9:00 AM and 3:00–6:30 PM) and 30 minute headways (on the hour and half hour) at off-peak hours (9:00 AM - 3:00 PM). The shuttle vehicles are 25-seat busses with the CDPH emblem on the window. The shuttle service was started as a mitigation measure identified in the Environmental Impact Report (EIR) for CDPH when the facility moved to the Richmond Campus. The shuttle is administered by the California Department of Public Health and operated by TransMetro, Inc. Funding comes from the State of California

http://www.eco-thrive.com/�


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General Fund-Support. On average, there are 2,000 passengers each month (including employees and visitors) and the shuttle costs approximately $260,000 annually to operate. Two years ago service was temporarily eliminated due to a 15% reduction on contract spending for State Contracts. However, service was quickly reactivated with the force of Union for State Employees.

Richmond Field Station (RFS) Shuttle

UC Berkeley runs a shuttle from the main campus out to Richmond Field Station (RFS). The shuttle runs from 7:00 AM to 6:00 PM with 20-30 minute headways. The fare is currently $1.50 and booklets of 20 tickets can be purchased for $30. The shuttles do not accept cash fares onboard. The shuttles are “cutaway” short buses with 24 seats. According to Seamus Wilmot, Acting Director of UC Berkeley's Parking & Transportation Department, the cost of the route is approximately $250,000 per year. The shuttle route has a stop at University Village, a 969-unit housing complex for UC Berkeley students with families, located 15 minutes from downtown Berkeley. As such the shuttle offers an alternative for students commuting to from University Village to RFS, as well as from the Main campus to RFS. The service carries approximately 15,000 passengers annually, with total revenue of $22,500.

Orton Development Ford Point Shuttle

The Orton Development provides a free shuttle bus for employees during commute hours from the Ford Point Building to the Richmond BART station.5

BEST PRACTICES SHUTTLE SERVICES

Based on feedback from the Employer focus group, Nelson/Nygaard conducted a best practices review of existing shuttle services to provide guidance in planning for new shuttle services. Shuttle services can function as an important first mile/last mile connection to connect a transit station, such as the Richmond or El Cerrito del Norte BART station, with major employment sites, such as the Kaiser Richmond Medical Center. Shuttle services also fill in gaps or make connections with the broader public transit network and supplement public transit service to increase frequency especially during peak periods. The best practices review provides useful information about how shuttles are operated, administered and funded, their marketing strategies, the challenges they faced and how they were addressed and their criteria for evaluation. Recognizing that no two communities or operating environments are alike, shuttle service case studies were chosen based on the following criteria:

• Serves a targeted transportation market; i.e. students, commuters, etc.

• Provides service through or around key activity centers and employers

• Operates in a similar physical environment; i.e. mix of low/ medium density suburban setting

• Operates in a similar operating environment; i.e. rail stations or major transfer centers located in high risk areas creating real and/or perceived security threat

5 Nelson\Nygaard was unable to contact a representative from Orton Development to receive more detailed information about this service.

Richmond Filed Station Shuttle Sign Source: Nelson\Nygaard


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• Serves a major transit node

• Successful/ sustained programs

This report was submitted as a separate document and is available at WCCTAC.

WHAT ARE THE KEY INGREDIENTS FOR A SUCCESSFUL SHUTTLE?

Based on our extensive experience in designing, implementing and evaluating shuttle services, Nelson\Nygaard is very familiar with the conditions needed for successful shuttle service. We suggest that a successful shuttle needs to satisfy four major elements:

• Develop a clear, definable objective for the shuttle service;

• Understand your market;

• Design the shuttle to serve the identified market; and

• Develop a sustainable and equitable funding plan.

For each of these elements, we have identified key criteria or questions to consider when planning for shuttle services. They are outlined in the table on the following page.

WHAT WILL MAKE A SUCCESSFUL SHUTTLE SERVICE FOR WEST CONTRA COSTA COUNTY?

What Are The Four Major Elements? What Are The Key Criteria Or Questions?

Develop a clear, definable objective for shuttle service.

What is the purpose of the shuttle service? Is the service a peak-only, commute service? Is it an all-day service? Is it intended to improve access to a transit center or employment site? Does it provide local circulation for residents and shoppers?

Understand your market.

Is there a critical mass of people? How many people would be directly served by the shuttle? When do they travel?

Are there disincentives to driving alone such as traffic congestion or high parking costs? Is there a shortage of parking?

Would the shuttle service connect with regional bus or rail service? Does it interface with a bus stop or transit center?

Where do people live in relation to the shuttle service area? Is there a cluster of residential zip codes?

(It is difficult for transit to compete with the auto when home to work trips are within five miles if parking at the work site is cheap and plentiful).

Are there physical or geographic barriers in the area that encourage shuttle usage? Examples include hills or bridge with no bike/pedestrian access.

Is there community support for shuttle service? Successful shuttles enjoy a high level of financial support from the community as well as local businesses and organizations.

Design the shuttle to serve the identified market.

Do the existing marketing efforts include incentives to promote shuttle usage? What other incentives would be desirable to encourage shuttle usage? This could be GRH, Real-Time Information, transit passes, Wi-Fi buses, etc.

Does the shuttle have a strong identity? It is important to develop a unique and identifiable marketing campaign to reach your target market, including the shuttle vehicle itself.


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What are the appropriate times to operate the shuttle?

Will the service make timed transfers with regional transit? Ideally, shuttles should meet all trips at regional rail stops.

Is the service highly frequent? Shuttle service needs to run at least every 15 minutes, preferably every 10 minutes.

An incentive to encourage shuttle usage is to offer it free of low-cost fares. The costs are typically covered through a public/private partnership.

What are the “right” types of passenger amenities? Stops, shelters and the pedestrian environment should allow for safe and comfortable access and egress along the route. What other amenities are desired?

Is the service flexible and can it quickly respond to changing needs? Shuttle services need to adjust to outside influences such as work shift changes or bus or rail schedule changes.

Develop a sustainable and equitable funding plan.

What are the potential funding sources? All traditional and non-traditional funding sources must be identified. Some examples of funding sources are local state tax, local employers, and advertising revenue.

What are the funding opportunities that can initiate or jump start a new shuttle service? What are the funding sources that can sustain the shuttle service? In many cases, shuttles are funded by a combination of both public and private funds.

What are the funding sources that have the highest potential for success? How should be they prioritized?

What are the private sector funding opportunities? Would the private sector contributions be equitable with the services to be received? Successful shuttles usually receive funding from more than one source.

What cost sharing arrangements are fair and equitable for all parties?

RECOMMENDATIONS

Review of the existing TDM program and services, employer feedback and discussions with WCCTAC staff provide a framework for identifying TDM opportunities and strategies to further promote transit usage and reduce vehicle traffic and parking demand. We are seeking feedback from the Working Group to refine these concepts and develop a final set of recommendations.

1. Explore the feasibility of shuttle bus services to increase access to transit centers. Shuttle services can function as an important first mile/last mile connector for transit centers and employment sites. As expressed in both the 2005 Commuter Survey and the recent Employer focus group, there is strong interest in making transit more accessible and convenient for commuters. An employer shuttle is one option to help fill in service gaps and increase frequency of existing service to better connect employment sites with transit centers.

The next step would be to evaluate the feasibility of a new shuttle service or consolidate the existing shuttle services in the WCCTAC service area. Preliminary steps include:

• Establish a Shuttle Exploratory Committee. This can include members from WCCTAC, major employers, developers, AC Transit and WestCAT.

• Explore opportunities to consolidate and expand existing shuttle services. As described in this report, there are currently four private shuttle services that connect BART with employment sites (Kaiser Richmond Shuttle, California Department of Public Health Shuttle, Richmond Field Station Shuttle, and the Orton Development Ford Point Shuttle). Consolidating shuttle services could enhance mobility for commuters, reduce costs for individual employers, and reduce traffic congestion at BART stations and the surrounding area.


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• Identify shuttle markets. Identify potential shuttle markets, such as employment sites, colleges, and/or retail locations. Identify locations where connecting service to BART stations is limited or nonexistent. An evaluation of existing transit services including routing and schedules should be undertaken.

• Develop a Shuttle Implementation Plan. The plan should be developed under the direction of WCCTAC with guidance from a Shuttle Committee. A detailed work scope should be developed including prioritization of shuttle options, consensus building and development of a realistic funding plan with cost sharing strategies.

2. Take Steps to make it easier to pay for transit. To further encourage employees to use transit, it is recommended that current transit incentives be expanded. There are several ways this could be accomplished:

a. Encourage/facilitate employers to sell transit passes on-site: Several employers in West County, including Bio-Rad Labs, currently sell transit passes to their employees on-site. This reduces the time and confusion with purchasing a pass, and demonstrates employer support for using transit. This can be achieved by contacting the local transit agency to set-up an on-site transit pass outlet.

b. Subsidize transit passes: Employees can be further encouraged to use transit by subsidizing the cost through a federal tax credit. Employee programs can allow employees to use pre-tax income to pay for commute expenses, which can reduce the cost of transit and vanpooling and thereby encourage their use. Employers can establish eligible pre-tax spending account for employees pursuant to Section 125 of the Internal Revenue code. The money an employee allocates to a spending account for commute expenses is not subject to federal, state, Social Security or Medicare taxes. Employees can allocate up to $1,380 annually to such spending accounts. Employers can establish this account in-house or through a vendor (e.g. Commuter Choice Program).

c. Universal Transit Passes: AC Transit has an EasyPass program tailored to employers and colleges that offers a discounted group rate compared to regular AC Transit bus fares. The EasyPass works like an insurance plan by paying for a large group of program participants; the per-participant costs are shared. By sharing in the costs, all the group's participants have an opportunity to use their EasyPass–whether they're daily AC Transit riders, use the service occasionally, or use it for the first time. The EasyPass works in conjunction with the TransLink® regional fare card. WCCTAC can increase transit ridership and reduce citywide vehicle trips by requiring or encouraging employers to provide deeply discounted transit passes to employees. The EasyPass could also be implemented as part of Contra Costa College’s TDM program. These “universal transit passes” have been shown to reduce traffic congestion, increase transit ridership, and reduce existing parking demand.

3. Encourage a broader implementation of Parking Cash-Out: A majority of commuters who drive to

work today can park free of charge at work, which creates a strong incentive to drive to work alone. The 2005 Commuter Survey revealed that 77% of West Contra Costa County commuters drive to work alone. Parking cash-out is an alternative to directly pricing employee parking. California State Law requires employers with 50 or more employees that lease parking to “cash-out” parking subsidies for their employees; that is, to provide employees with the option of receiving cash or other non-taxable transportation benefits of equivalent value, in lieu of subsidized parking. This ensures that an


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equal transportation subsidy is provided to all employees who ride transit, carpool, vanpool, walk or bicycle to work. State law provides no means of enforcing compliance with this requirement, so enforcement is left up to local governments.

The City of Pleasanton has a parking cash-out system called “pRide” that reimburses employees for using travel modes other than the single-occupant vehicle.6

The City reimburses employees $2 a day ($1 if one-way). Participants register with the program, fill out a monthly log indicating which modes they used each day, and indicating any absences. This is reviewed by a manager, and then submitted to payroll. The reimbursement is added to the employee’s paycheck as taxed income. Although the program is run on the honor system, where the employee simply states how they got to work, there are checks in place such as manager review of the log and verification of absences. Fraud appears to be minimal. This is supplemented by a pre-tax transit subsidy.

4. Expand Car-sharing: Car-sharing provides individuals with access to a fleet of shared vehicles, allowing them to avoid owning a car, or a second or third car. Car-sharing at the workplace allows employees to take transit, walk or cycle to work, since a car will be available for business meetings or errands during the day. Car-sharing can also be used by businesses and government organizations to replace their fleet vehicles.

El Cerrito Plaza currently has a pod for City Car Share, which allows cars to be parked and picked up at this location. Better signage and information about car-sharing is needed at this location to enhance its use. Other car-sharing pods can be tested at colleges, including Contra Costa College, since youth populations tend to be “early adopters” of new technology and have a desire to reduce their impact on the environment. El Cerrito del Norte Station is another location where car-sharing can be tested. Car-sharing is designed to work in concert with public transportation and helps address first mile/last mile gaps by facilitating transit access either on the home- or destination-end of a trip.

National car-sharing operators such as Flexcar and ZipCar, using telephone and Internet-based reservation systems, allow their members a hassle-free way to rent cars by the hour, with members receiving a single bill at the end of the month for all their usage. The shared cars are located at convenient neighborhood “pods”. Several cities, including the City of Berkeley and Portland (OR), have helped establish a car-sharing program in their communities and reduced their own fleet costs by contracting out some portion of their vehicle fleet to a car sharing provider. In this arrangement, the City serves as an “anchor subscriber”, which increases the feasibility of the car sharing operator and allows more vehicles to be made available to the public, especially on evening and weekend hours when usage by city employees is low.

6 Source: Interview with Becky Perry, Pleasanton Transportation Department. www.ci.pleasanton.ca.us/ (2010)

Source: Nelson\Nygaard

http://www.ci.pleasanton.ca.us/�


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5. Explore Dynamic Ridesharing: Dynamic ridesharing is a system that facilitates the ability of drivers and passengers to make one-time ride matches close to their departure time, with sufficient convenience and flexibility to be used on a daily basis. It differs from traditional carpools in that it is designed to provide an instant “real-time” match of potential drivers and passengers traveling to and from the same area. Dynamic ridesharing can enhance access to BART stations, such as El Cerrito del Norte, where parking may be limited. New technologies are available to help introduce dynamic ridesharing to the WCCTAC area. For example, ZimRide is a model which provides some pre-screening for people looking to rideshare. ZimRide is a social-networking site that matches drivers and passengers on university campuses or at companies. Dynamic ridesharing could help fill the last mile gap from transit centers to employment sites or Contra Costa College. CCTA just received a grant for dynamic ridesharing; Alternate Ways in Pleasant Hill is the contact for this program.

6. Consider a Pilot Project with Taxis: Taxis provide on-demand door-to-door travel and are best for short-distance trips. For these reasons, taxis are an excellent first / last mile connector to bridge the gap between a transit station and a person’s origin or destination. Providing additional taxis at transit centers or developing a taxi sharing program can assist passengers that have a common destination, such as from a transit station to downtown. Taxi sharing can be implemented near Richmond and El Cerrito Del Norte BART stations to provide better access to employment sites or downtown shopping areas. Taxi sharing allows passengers to pay lower fares for door-to-door journeys than they would if travelling alone. Sharing taxis results in fewer taxi trips overall, which reduces traffic congestion and pollution.

Beginning in May 2009, New York taxi passengers were able to share rides under a pilot program approved by the New York City commission that regulates the city’s 13,000 yellow cabs. The 12-month program outfitted 1,000 taxis with meters to allow for multiple fares and electronic signs showing their neighborhood destination. A similar pilot program could be an attractive alternative for passengers to and from their residential neighborhood to a BART station.

7. Promote Alternative Work Schedules: Alternative work schedules typically allow or force employees to start and/or leave work outside of peak hours. These strategies are often a part of a company’s Trip Reduction or TDM program. These can include flextime and staggered shifts enabling or mandating employees to arrive and leave at different times or the compressed work week where employees work fewer but longer days, such as four 10-hour days each week (4/40), or 9-hour days with one day off every two weeks (9/80).

8. Move Toward Parking Technology to Manage On and Off-Street Parking: Cities in West Contra Costa County can choose to adopt innovative parking management models. Curbside parking spaces are a neighborhood’s most valuable parking resource and a critical indicator and determinant of the economic health of a place. Instead of maintaining minimum parking requirements in an attempt not to have to manage on-street parking, communities can actively manage on-street parking through tools such as parking pricing and residential parking permits, and use this as a base to determine how to manage off-street parking. New meter technologies can be critical to enable flexible-pricing strategies to help meet on-street performance-targets. These new “smart” meters can

Taxi at El Certito Plaza Transit Center



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also provide payment flexibility for customers, improving the customer experience. Another method is to enhance parking is by electronic signs, occupancy tracking systems, and user interface devices to provide real-time pricing and occupancy data to motorists. This information can be conveyed to motorists once they are at their parking destination (via pole signs, wall signs, or on parking meters/facilities), when motorists are on their way to the parking destination (via cell phone or roadside signs), or even before the motorist has left the house (via the Internet).

It should be noted that a parking system that conveys information regarding the availability and price of parking at various downtown locations will help motorists more quickly find parking in the vicinity of their ultimate destination. Transportation researchers have summarized studies and found that an average of 30% of traffic congestion is due to drivers circling the block for parking. However, parking technology is quite expensive. For example, upgrading all downtown single space meters to “smart” multi-space meters is a large one-time expense. Parking technology does not easily fall within current regional MTC funding programs, highlighting the need for local funding. However, most cities cannot fund this through their General Funds alone. County funding can be directed to local entities for purchase of new parking technologies and/or data collection they require to implement parking reforms.

9. Explore Shared Parking: Fundamental to the creation of thriving, compact mixed-use neighborhood is the creation of a shared parking environment. Shared parking can be used to supplement parking and would be desirable at El Cerrito Del Norte BART station or at the shopping center across the way from the Richmond Parkway Transit Center to increase supply. Shared parking can mean savings in daily vehicle trips and required parking spaces. For example, parking spaces can be efficiently shared between uses with differing peak hours, peak days, and peak seasons of parking demand (such as office, restaurant, retail and entertainment uses). Sharing parking to spread peak loads is desirable because it allows all day parkers to use shopping center or movie theatre parking lots that have below-average demand or in some cases lots with shops that are temporarily vacant.



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5. PEDESTRIAN AND BICYCLE NEEDS ASSESSMENT

APPROACH

Providing safe and comfortable pedestrian and bicycle access to transit is a key strategy in encouraging transit ridership. Often times the walking and bicycling environment can be overlooked when planning for other purposes such as bus stops, rail stations, and park and ride facilities. With this in mind, a needs assessment was conducted with the goal of improving walking and bicycle access to the study areas. This assessment drew on a number of initiatives to enhance and expand the bicycle and pedestrian environment that are already underway in West County. After review of these plans and mapping of the walking and bicycling catchment areas around the study areas, a series of locations within the catchment areas were identified for field review. A series of walking and bicycling audits were conducted with local agency staff, during which bicycle and pedestrian improvements were identified. This section of the Needs Assessment report outlines the existing issues and opportunities related to walking and bicycling to transit, and includes a detailed set of recommendations which address deficiencies in the pedestrian and bicycle networks. The pedestrian and bicycle assessment included the following steps:

Review of Related Plans, Studies and Ongoing Projects

The goal of the Transit Enhancement Plan is to have a significant positive impact on pedestrian and bicycling access to transit and transit ridership. The Transit Enhancement Plan will build on and coordinate with a number of plans, projects and policies of other parties. These other efforts are being conducted by a variety of public agencies and are occurring on multiple levels from localized streetscape projects to countywide bicycle network improvements. The following table provides an overview of the planning framework surrounding walking and bicycling in West Contra Costa County by listing the key plans, studies and ongoing projects to improve walking and bicycling in and around the project study areas. Related Pedestrian and Bicycle Planning Efforts

Local Jurisdictional Plans, Studies & Projects

City of Richmond

• Richmond Bicycle Master Plan • Richmond Pedestrian Plan • 23rd Street Streetscape Project • Marina Way Streetscape Improvements • Barrett Avenue Streetscape Improvements • Nevin Avenue Streetscape Improvements

City of San Pablo

• San Pablo General Plan, Circulation Element • El Portal Streetscape Plan City of El Cerrito

• El Cerrito Circulation Plan for Bicyclists and Pedestrians


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• San Pablo Avenue Streetscape Improvement Project • Central Avenue Interchange Improvement Project (El Cerrito & Richmond) • Ohlone Greenway & Richmond Greenway Connection (El Cerrito & Richmond) City of Hercules

• Willow Avenue Roadway Widening

Regional and County plans

• Contra Costa Countywide Bicycle and Pedestrian Plan

• San Francisco Bay Trail

• Regional Bicycle Plan for the San Francisco Bay Area

• MTC’s Complete Streets/Routine Accommodation Policy

State plans

• Caltrans’ Complete Streets Policy

• California Complete Streets Act

Station Catchment Area Maps

Using GIS data from the Contra Costa Countywide Pedestrian and Bicycle Plan, catchment area maps were developed to define a 15-minute walk area and 1.5 mile bicycle area for each of the transit centers and PDAs. These parameters are generally regarded as the typical time and distance a person would be willing to walk or bike to a transit destination. These maps reflected actual network constraints, rather than “as the crow flies” distances. In addition, the existing and proposed bicycle network was mapped and pedestrian and bicycle collision data was reviewed to better understand desirable routes and “hot spot” locations to investigate.

Walking and Bicycling Audits

Based on the catchment area maps, ongoing plans and studies, and conversations with local agency staff, a list of locations were identified for the walking and bicycling audits. Members of the Working Group and their respective staff were invited to participate in the audits. The audits provided an opportunity to join local stakeholders in the field, discuss common issues related to walking and bicycling to the transit centers and PDAs, and identify engineering treatments that can be applied to multiple locations through West County. The walking and bicycling audits documented existing facilities, infrastructure “gaps,” barriers, crossing treatments, and candidate enhancement locations. In addition, candidate bicycle improvements specific to each area and potential “gaps” in connections to the transit centers and major transit stops within each priority development area were identified for improvement.

Needs Assessment

A narrative description of existing conditions, based on photos, measurements, and input received during the walking audit is provided in the following section. A detailed list of recommended projects for each study location is accompanied by aerial maps identifying each improvement.


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Nevin Plaza improvement project

Marina Way sidewalk constraints

Pedestrian walkway to the Richmond

Parkway Park & Ride lot

ISSUES AND OPPORTUNITIES

Richmond BART Station & Central Richmond PDA

The Richmond BART Station is located at the core of the Central Richmond PDA. According to the BART Station Profile Survey, 24 percent of passengers walk to the station, while two percent arrive by bicycle. The station’s location and surrounding land uses provide many opportunities to successfully enhance transit access. Currently, the pedestrian environment around the station area is variable. The station is surrounded by residential neighborhoods to the north and east, where there are few “eyes on the street” and personal safety is a concern. To the south and west are commercial and retail areas that are more active and are undergoing streetscape enhancements. Most pedestrians accessing the BART Station must cross Macdonald or Barrett Avenue, both wide arterials with fast moving vehicle traffic. Crossing enhancements at key intersections would improve traffic safety and access to the station. Currently, there are few bicycle facilities that provide direct access to the station. New bike lanes were striped on short sections Nevin Avenue and Marina Way, and will provide more utility once connected to the larger bikeway network. The Richmond Greenway to the south is an excellent resource that could better serve transit riders by improving the north-south bicycle and pedestrian connections to the station. Along with a major transit oriented development surrounding the station, the City’s Redevelopment Agency has several streetscape improvement projects underway. Macdonald Avenue recently received significant pedestrian and transit stop improvements, and bicycle and pedestrian improvements were just completed by the Kaiser campus between Marina Way and Harbour Way. On the east side of the station, Nevin Avenue will soon undergo a complete reconstruction of the roadway into a bicycle boulevard with signal enhancements. The Barrett Avenue and 23rd Street projects, as well as the forthcoming Bicycle and Pedestrian Plans, identify a number of improvements that will further improve pedestrian and bicycling access to the station. Many of these forthcoming improvements do not yet have identified funding sources. These projects are included in the proposed projects list, along with a number of others identified during the site visit.


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An improvised pathway between the Park Central neighborhood and adjacent shopping

center

The Bay Trail at Ford Point provides a direct

connection to the proposed ferry terminal

Creating walkable and bikeable connections

from new neighborhoods around the proposed ferry terminal will encourage transit

use


The Richmond Parkway Transit Center (RPTC) is a Caltrans park-and-ride facility managed by AC Transit, which includes parking and a bus facility. The RPTC is located on the border between the City of Richmond and unincorporated County on Blume Drive at Richmond Parkway, northwest of the I-80 and immediately up the hill from the Hilltop Plaza Shopping Center. The surrounding areas were developed primarily for vehicle access, and are defined by wide, high speed arterial roads, large surface parking lots, and traditional suburban residential neighborhoods with limited street connectivity. As a result, there is little pedestrian and bicycle activity, and transit riders primarily drive to the RPTC. There are multiple opportunities to improve pedestrian and bicycle connections between surrounding residential neighborhoods and the RPTC via existing informal pathways and potential easements between properties. Crossing enhancements at the adjacent freeway interchanges, along Blume Drive and the Richmond parkway would also improve pedestrian access from surrounding areas. In addition, planned Class II bike lanes along Blume Drive and Robert Miller Drive will provide key bicycle access to the RPTC. Such improvements will help knit adjacent land uses together and contribute to a more comfortable environment for both pedestrians and bicyclists.

Richmond Ferry Terminal (proposed) & South Richmond PDA

The proposed Richmond Ferry Terminal will be located within Marina Bay, adjacent to Ford Point. The land surrounding the proposed ferry terminal is the South Richmond PDA which is bound by the waterfront, I-580 and 23rd Street. This PDA is a target of significant office and R&D (approximately 1.5 million square feet), residential (more than 1900 units) and mixed-use development efforts. Richmond is planning parks, promenades and open spaces to support this forthcoming development. The Bay Trail provides direct pedestrian and bicycle access to the proposed ferry site, and will serve as an important route for ferry passengers traveling to adjacent neighborhoods. Other primary bicycle and pedestrian access points to the ferry terminal will be along Harbour Way, Marina Way and South 23rd Street/ Marina Bay Parkway. These roadways were originally built to accommodate major shipping and industrial uses along the waterfront that no longer exist. Today, these streets are much wider than needed to serve planned vehicle traffic. As identified in the forthcoming Richmond Bicycle and Pedestrian Plans, there are many opportunities to improve pedestrian and bicycle access along these streets to connect transit users between Central and South Richmond. Traffic safety treatments at the I-580 interchanges will be critical to encouraging bicycle and pedestrian trips to the proposed ferry Terminal.


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Roadway grades contribute to a challenging

walking environment around the Del Norte BART Station

A site visit around the Plaza BART Station with City staff and the mayor of El Cerrito

Improvements to the Central Avenue I-80

underpass will improve connections between the Bay Trail and BART Stations

El Cerrito Del Norte BART Station

The El Cerrito del Norte BART station is the most significant regional transportation hub in the WCCTAC area. The facility is located in the northern part of El Cerrito, on San Pablo Avenue between Cutting Boulevard and Hill Street. Pedestrian and bicycle access to this BART Station is the lowest of the three West County stations, with 13 percent walking and three percent bicycling to the station. The Ohlone Greenway, which runs along the BART ROW, serves as the primary pedestrian and bicycle access route. To the east side of the station are the hilly residential neighborhoods of El Cerrito. The grades are a deterrent to bicycling, although the City has identified multiple bikeways that will connect to the Ohlone Greenway and station area. The residential streets are relatively narrow with low speed traffic and provide comfortable pedestrian access to the station. Spot improvements to nearby intersections will further facilitate pedestrian access. On the west side of the station are two I-80 interchanges and several major arterials including San Pablo Avenue, Cutting Boulevard and Potrero Avenue, which provide access to commercial areas and residential neighborhoods in Richmond. These wide, heavily trafficked streets are challenging for both pedestrians and bicyclists. The San Pablo Avenue Streetscape Plan addresses several traffic safety issues, and the proposal to connect the Ohlone and Richmond Greenways will further improve access to the Del Norte station.

El Cerrito Plaza BART Station

With close to half of all transit passengers arriving by foot or bicycle, El Cerrito Plaza has the most significant pedestrian and bicycle access mode share (43 percent and six percent respectively) of all the transit centers in West County. The station is located between Central Avenue and Fairmount Avenue, east of Liberty Street, immediately to the north of the El Cerrito Plaza Shopping Center and 3 ½ blocks east of San Pablo Avenue. The station is surrounded by residential land uses to the north, east and west, and directly accessible from the Ohlone Greenway that runs underneath the elevated BART tracks. The Bay Trail is also within walking and bicycling distance. Many of the surrounding residential areas are easily accessible by walking or bicycling, however San Pablo Avenue, Carlson Boulevard, Central Avenue and the I-80 and I-580 interchange are major barriers. In particular, streets identified as desirable walking and bicycling routes cross these arterials and interchanges at locations with few pedestrian and bicycle amenities. Several key intersections would benefit from signal control, enhanced crosswalks, and ADA accessible curbs and


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pedestrian push buttons. In addition, access improvements to existing and proposed trails and pathways will further encourage bicycle and pedestrian access to the station. The forthcoming Albany Active Transportation Plan and Richmond Bicycle Master Plan, and El Cerrito Circulation Plan for Pedestrian and Bicycles identify many of these opportunities.

Contra Costa Community College Transit Hub, San Pablo

Contra Costa College Transit Center is located on the northwest side of the Contra Costa College (CCC) campus, between Campus Drive and San Pablo Avenue, in the City of San Pablo. Access to the Transit Center is defined by major roadways on each side: San Pablo Avenue to the west, Robert Miller Drive to the north, El Portal Drive to the south, and I-80 to the west. These major roadways have heavy, fast moving traffic and are challenging areas to walk and bicycle. The City of San Pablo has several planned projects to improve pedestrian and bicycle travel in these areas, including the El Portal Drive Streetscape Plan and the 23rd Street Streetscape project. Beyond these streets, San Pablo’s residential neighborhoods are comfortable environments to walk and bicycle. These areas would benefit from dedicated bikeway facilities (as identified in the San Pablo General Plan - Circulation Element) and improved pedestrian treatments at arterial crossings.

Hercules Transit Center & Central Hercules PDA

The Hercules Transit Center is located between Highway 4 (John Muir Parkway) and Willow Avenue, east of Interstate 80. The facility’s proximity to these major roadways facilitate bus transit and vehicle access to the site, but the area is challenging to navigate by bicycle or on foot. Future plans for the surrounding area include a mixed use, in-fill development that will generate more pedestrian and bicycle activity. In the near-term, the City of Hercules is moving forward with the Willow Avenue Roadway Widening project, which will build new sidewalks and bike lanes that will provide direct access to the Transit Center. Additional sidewalk improvements and pathway facilities should be considered to connect surrounding residential neighborhoods on the north side of Hwy 4 and south side of Willow Avenue.

Hercules Intermodal Transit Center (proposed) & Hercules Waterfront District

The proposed Hercules Intermodal Transit Center will be located at the center of the Hercules Waterfront District, a new mixed-use district in the City of Hercules. The project site is approximately 167 acres and comprises five planning sub-areas which will be entitled and constructed in phases. The District has been developed to be walkable and bikeable, with low speed, narrow streets with good street connectivity. A planned multi-use path along the John Muir Parkway will provide a connection between the ferry terminal and points east. In addition, a “boardwalk” pathway along the west side of San Pablo Avenue will provide a physically separated pedestrian and bicycle facility to Central Hercules.

Old Town Pinole PDA

The Old Town Priority Development Area (PDA) consists of 150 acres located in the central business district of Pinole, at the intersection of San Pablo Avenue and Pinole Valley Road. The primary transit service in Old Town Pinole is provided by WestCAT. Pinole Valley Road provides an important link between three routes of regional significance: I-80, San Pablo Avenue, and the San Francisco Bay Trail. Old Town Pinole is in close proximity to the planned rail station and ferry terminal in Hercules, which will link communities along the San Pablo Bay with direct transit service to San Francisco and other portions of the Bay Area. The Central Business District has a distinct identity, and has been developed to be walkable. San Pablo Avenue is a barrier for pedestrians and cyclists, as there are a limited number of controlled crossings of this four-lane arterial that experiences relatively high levels of commute traffic that travel at high speeds. Gaps in sidewalks along San Pablo Avenue make it challenging for pedestrians to travel along the routes as well.


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To enhance connections to the San Francisco Bay Trail, the City of Pinole has been developing a Class 1 path connection in phases. Completion of this path, to Class 1 standards, and the provision of enhanced crossings of San Pablo Avenue will significantly improve access to the Bay Trail from Old Town Pinole and the rest of the community. Intersection crossing enhancements along Pinole Valley Road at Interstate 80 and at Pinole Valley High School would improve pedestrian access in these areas. Pedestrians are currently not allowed to cross Pinole Valley Road at the I-80 westbound ramps. The Pinole Valley Road/Ramona Street intersection is the primary signalized access to Pinole Valley High School. Plans to modify the high school campus, including the parking lot location and/or layout, may provide an opportunity to enhance this campus gateway intersection. WestCAT has also expressed an interest in the addition of a southbound left turn lane at the intersection so that their buses serving the campus, which turn left onto Ramona Street to return back to I-80, can do so without extreme delays.

Documents

West Contra Costa Transportation Advisory Committee€¦ · TABLE OF CONTENTS 1. Introduction