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File #: 2019-6464   
Type: New Business
Body: Transportation Commission
On agenda: 1/23/2019
Title: Recommendation to Adopt the Street Sections associated with the City's Adaptive Reuse Infrastructure Project within Alameda Point
Attachments: 1. Exhibit 1 - Recent Developments and Planned Projects at Alameda Point, 2. Exhibit 2 - Proposed Adaptive Reuse Infrastructure Project Street Sections, 3. Presentation



Recommendation to Adopt the Street Sections associated with the City’s Adaptive Reuse Infrastructure Project within Alameda Point






The first three phases of the Adaptive Reuse Infrastructure Project include backbone streets which are bordered by Monarch Street to the west, Pan Am Way to the east, West Tower Avenue to the South, and West Redline Avenue and West Midway Avenue to the north.  The Transportation Commission is requested to approve the proposed street sections in these areas so that the Public Works Department can complete its design plans for this work. Construction scheduled to begin in 2020. 




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 adaptive 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 the first three phases of the City’s Adaptive Reuse Area Infrastructure Project.


The development of detailed plans for the City’s infrastructure project is centrally located in the adaptive base reuse area has prompted a review of the street sections within and adjacent to the project. As a result of this review, 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 first three phases of the City’s Adaptive Reuse Infrastructure Project.




Streets within Alameda Point are based on the street classifications, truck routes, and transit routes from the MIP and form the backbone of the transportation network within Alameda Point. The MIP and subsequent MSN planning document provide multiple street sections for the streets located north of the Site A development.


Six streets will be reconstructed as part of Adaptive Reuse Infrastructure Project including backbone streets which are bordered by Monarch Street to the west, Pan Am Way to the east, West Tower Avenue to the South, and West Redline Avenue and West Midway Avenue to the north as shown in green on Exhibit 1.  Minor changes are proposed to each of the six reconstructed streets. Overall changes are discussed in the sections below and a comparison between MIP and/or MSN sections and the proposed street sections are included in Exhibit 2.


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 Adaptive Reuse Area bicycle facility transitions occur along Tower Avenue at the Pan Am Way intersection and along Pan Am Way at the Midway intersection.


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.


                     Tower Avenue - Provide buffered bike lanes for the full length of Tower Avenue. The cycle track planned for Tower Avenue west of Pan Am Way would be relocated to Seaplane Street or along the planned section of Bay Trail adjacent to Seaplane Lagoon. This would provide a separated cycle track with a direct connection to the Cross Alameda Trail and separated cycle track on Atlantic Avenue through the shared plaza approved as part of Site A.

                     Pan Am - Provide one-way cycle tracks north of Seaplane Street to Main Street. One-way cycle tracks are preferred where numerous driveways and intersections may be present. It is expected that the one-way cycle tracks will be continued north of West Midway Avenue with the development of the future Main Street Neighborhood.


Lane Widths


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 and reflects a compromise regarding vehicular access particularly in reduced lane widths which have been shown to reduce vehicle speeds and create safer and more comfortable streets.


Streets within the Adaptive Reuse area are intended to provide nominal 10-foot lane widths. These lane widths are generally consistent with the MIP and allow much greater future flexibility to adjust future truck or transit routes within the commercially intensive Adaptive Reuse area. Note that the conventional and AASHTO definition of a lane does not include curb and gutter or a 1-foot width adjacent to a vertical curb without gutter. Similarly, many vehicles including full-sized pickup trucks are physically wider than a 7-foot parking lane.  Therefore, the roadway sections are shown to include 11-foot lane widths when measured to the face of curb or next to a 7-foot wide parking lane. 


Narrow lane widths, however may be in conflict with Fire Code requirements for a 13-foot unobstructed lane where adjacent buildings exceed 30 feet in height to allow aerial fire apparatus to operate effectively. Much of the Main Street Neighborhood is zoned to allow building heights in excess of 30 feet and, by extension, may require wider lanes when the developments are reviewed and approved by the City through a public hearing process.


Pan Am Way which is a part of the City’s infrastructure project is also at the western edge of the West Midway Development Site and, depending on the proposed development, 13-foot lanes may be required as part of the project. Without knowledge of the proposed development, the City is currently proposing 11-foot lanes on Pan Am Way between West Midway Avenue and Tower Avenue.  The City has explored alternatives that would accommodate wider 13-foot lanes should the future development propose buildings in excess of 30 feet. 


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 the Street Sections associated with the City’s Adaptive Reuse Infrastructure Projects within Alameda Point.



Respectfully submitted,


Liam Garland, Public Works Director



Scott Wikstrom, City Engineer



1.                     Recent Developments and Planned Projects at Alameda Point

2.                     Proposed Adaptive Reuse Infrastructure Project Street Sections