Share to Facebook Share to Twitter Bookmark and Share
File #: 2018-6272   
Type: New Business
Body: Transportation Commission
On agenda: 12/3/2018
Title: Recommendation to Adopt Minor Revisions to the Street Sections in Alameda Point Master Infrastructure Plan and the Main Street Neighborhood Specific Plan
Attachments: 1. Exhibit 1 - Recent Developments and Planned Projects at Alameda Point, 2. Exhibit 2 - Master Infrastructure Plan Street Classifications, Truck, and Transit Routes, 3. Exhibit 3 - Proposed Alameda Point Street Sections, 4. Item 5-B Presentation



Recommendation to Adopt Minor Revisions to the Street Sections in Alameda Point Master Infrastructure Plan and the Main Street Neighborhood Specific Plan





To: Members of the Transportation Commission


From: Liam Garland, Public Works Director




The Environmental Impact Report, General Plan Amendment, and Master Infrastructure Plan (MIP) for Alameda Point was approved by the City Council on February 4, 2014. Significant development activity has taken place in the intervening years including the start of construction for Site A, progress of the Veterans Administration project, the subdivision and sale of properties within the historic reuse area, approval of the Main Street Neighborhood Specific Plan (MSN) in March 2017, and the solicitation for developers of the West Midway Residential Mixed-Use Project.


In addition to the private development, City is designing the initial phases of infrastructure improvements within the historic base reuse area. These infrastructure improvements will upgrade or replace utilities including water, sewer, electrical, and telecommunications. Following the completion of underground work, streets will be reconstructed with new roadways, sidewalks, and bicycle facilities. Exhibit 1 shows the location of recent developments and initial phases of the City’s infrastructure project.


The development of detailed plans for the City’s infrastructure project, which is centrally located in the historic base reuse area, has prompted a holistic review of the street sections of Alameda Point prior to the construction of any improvements. As a result, staff is proposing several minor revisions to the MIP and MSN street sections.


A significant effort and public input went into the transportation component of the Alameda Point EIR and MIP. The MIP, however, recognizes:


“The final street sections shall be substantially consistent with these presented in the MIP, but may be adjusted to meet the needs of the City and the overall project. The final street sections for each street segment will be approved with each respective development”


The Transportation Commission is asked to review the proposed revisions, accept public comment, and approve the final street sections for the City’s infrastructure project in an updated exhibit to the MIP.




The MIP develops the backbone transportation network within Alameda Point consisting of street classifications, truck routes, and transit routes. This backbone transportation network shown in Exhibit 2 remains unchanged with the proposed revisions. Minor revisions are recommended to nearly all of the 18 street sections located outside of the Site A development. The proposed updated street sections are shown in Exhibit 3. It is helpful to break down the proposed revisions by group.


Bicycle Network


The MIP identifies several types of bicycle facilities including shared and separated cycle tracks and bike trails, buffered and non-buffered bike lanes, and shared roadways. In some cases, these facilities change (e.g. from bike lanes to a separated cycle track) at a street intersection. These transitions where bicycles are expected to switch sides of the street are difficult to clearly delineate at intersections and can create confusion for both bicycle and vehicle users.  Within the MIP bicycle facility transitions occur along Tower Avenue at the Pan Am Way intersection, along Pan Am Way at the Midway intersection, and on Orion Street between the Site A approved development and Main Street Neighborhood project to the north.  The recommended changes would provide for a consistent bicycle facility along the entire length of a street and eliminate the difficult transitions at street intersections.  The proposed changes to bicycle facilities including those previously approved in the Main Street Neighborhood Specific Plan are shown in Exhibit 4 and include:


                     Tower Avenue - Provide buffered bike lanes for the full length of Tower Avenue.

                     Seaplane Street - Provide a separated cycle track along Seaplane Lagoon connecting with the Cross Alameda Trail and separated cycle track on Atlantic Avenue and shared plaza approved as part of Site A.

                     Orion Street - Continue the separated one-way cycle tracks approved as part of Site A north to Main Street.

                     Pan Am - Provide one-way cycle tracks north of the Site A shared plaza to Main Street.  One-way cycle tracks are preferred where numerous driveways and intersections may be present.

                     Essex Drive - Provide buffered bike lanes for this one block isolated section of roadway and eliminate the special treatments needed at the start and end of a cycle track.


Lane Widths


Lane widths should be a function of street classification and traffic volume, truck and transit routes, and fire code requirements. A stated goal of the MIP is promote a transit-oriented community emphasizing walking, bicycling, and direct and convenient access to transit options. The proposed street system for Alameda Point was further designed to de-emphasize the automobile with narrow travel lanes.

Upon review of the MIP street sections for the City’s infrastructure plan, lane widths in several locations were deemed too narrow for the street classifications and anticipated transit and truck route use. 


As one example, West Midway, identified as a truck and secondary transit route is shown in the MIP with 10-foot lanes and a 20-foot wide roadway measured curb to curb. While this width may be acceptable for passenger cars, trucks and buses are up to 8.5-feet wide and, measured at the mirrors, often exceed 10-feet wide. Furthermore, Federal Highway Administration definitions for lane width exclude concrete gutters from a designated lane width, allowing a shy or comfort distance away from the vertical curb. As a result, trucks and busses would have difficulty passing each other raising safety and delay concerns in such a configuration.


Additionally, the Fire Code requires 13-foot wide lane where building heights are greater than 30-feet adjacent to roadways.  The revised street sections explicitly account for all areas where the Site A and MSN zoning allow for building heights in excess of 30-feet. Where possible, streets will be striped for narrower lanes. 


A summary of the proposed lane width changes include:


                     Island Arterials - 12 foot lanes next to a curb, 11 foot lane next to parking or a bike lane.

                     Collectors and Local Streets - 11 foot lanes next to a curb, 10 foot lane next to parking or a bike lane,

                     Fire Code Access - 13 foot lanes where zoning allows buildings greater than 30 feet high.


Other Changes and Clarifications


A few other minor changes and clarifications are proposed to the street sections within Alameda Point. The proposed changes and clarifications include:


                     Alignment of West Midway at Building 5 (between Lexington and Monarch) - The roadway alignment of West Midway appears to be straight west of Pan Am Way in the MIP. This places the roadway very close to Building 5, the largest building at Alameda Point and limits the potential future reuse of the large hanger doors on the north side of the building. The proposed alignment would maintain the same roadway centerline as currently exists.

                     Four-way stops are planned for all intersections within Alameda Point. Corner bulb-outs will be constructed where possible at intersections to minimize the crossing distance for pedestrians.

                     Six foot will be the minimum width for all sidewalks. A few of the MIP sections call for a 5 foot sidewalk.

                     Head in parking will be eliminated on all public roadways.  On-street parallel parking may be provided in areas where head in parking was previously located.

                     One-way cycle tracks will be located adjacent to sidewalks. The facilities will be demarcated for bicycles and pedestrians, the shared width will provide a more comfortable experience and allow occasional passing or larger groups to use each facility.






The proposed changes to the street sections are minor and no significant impact is anticipated to the overall project costs.




The proposed street section revisions are consistent with the purpose and intent of the Alameda Point Master Infrastructure Plan and the Main Street Neighborhood Specific Plan.




The City certified the Alameda Point Project Environmental Impact Report on February 4, 2014. The proposed revisions are minor and within the scope of work evaluated in the project EIR.




Adopt Minor Revisions to the Street Sections in Alameda Point Master Infrastructure Plan and the Main Street Neighborhood Specific Plan


Respectfully submitted,


Liam Garland, Public Works Director



Scott Wikstrom, City Engineer



1.                     Recent Developments and Planned Projects at Alameda Point

2.                     Master Infrastructure Plan Street Classifications, Truck, and Transit Routes

3.                     Proposed Alameda Point Street Sections