MEMORANDUM

Date:

May 6, 2014

To:

Jason Patton, City of Oakland

From:

Nicole Foletta, Meghan Weir and Matthew Ridgway, Fehr & Peers

Subject:

Final Bicycle Boulevard Recommendations

SF11-0552.01

The purpose of this memorandum is to provide citywide policy recommendations based on the
examples of two proposed bicycle boulevard corridors. These policies will address stop control,
traffic calming, and uncontrolled crossings.
The City of Oaklands Bicycle Master Plan (2007) proposes 32 miles of Bicycle Boulevards and
provides the following definition for this bikeway type:
Bicycle boulevards are bicycle routes on residential streets that prioritize through
trips for bicyclists. The route should appeal to cyclists of varied skill levels by
providing direct connections on streets with low trafc volumes. The route should
reduce delay to bicyclists by assigning right-of-way to travel on the route. Trafc
calming should be introduced as needed to discourage drivers from using the
boulevard as a through route. (p. 66)
The Plan includes the following design guidance on the implementation of Bicycle Boulevards:

Intersection Control: Where feasible, modify stop signs and trafc signals to prioritize
bicycle travel and improve bicycle safety along the bicycle boulevard. In particular,
minimize the number of intersections where cross trafc does not stop. Such
modications to intersection control shall be contingent on an engineering analysis of
operations and safety. (p. 83)
Trafc Calming: Consider bicycle-friendly speed humps, trafc circles, and partial street
closures on bicycle boulevards with speeds and/or volumes of motor vehicle trafc that
are incompatible with the bicycle route and the character of the residential street. (p. 84)

Two initial corridors were selected by the City for further study in developing bicycle boulevards:
The Shafter Avenue/Webster Street bicycle route, which provides north/south access on
neighborhood streets between Telegraph Avenue and College Avenue/Broadway,
connecting Alcatraz Avenue at the north and West MacArthur Boulevard at the south. The
following are the streets along this route which are within our study area:

332 Pine Street, 4th Floor, San Francisco, CA 94104 (415) 348-0300 Fax (415) 773-1790
www.fehrandpeers.com

Jason Patton
May 6, 2014
Page 2 of 17

o Colby Street from Alcatraz Avenue to Claremont Avenue

o Forest Street from Claremont Avenue to Shafter Avenue
th
o Shafter Avenue from Forest Street to 48 Street
th
o 48 Street from Shafter Avenue to Webster Street
th
o Webster Street from 48 Street to West MacArthur Boulevard
The Genoa Street/West Street bicycle route, which provides north/south access on
neighborhood streets immediately west of and parallel to Martin Luther King Jr. Way,
st
connecting Adeline Street near 61 Street at the north end and West Grand Avenue at the
south. The following are the segments along the route which are within our study area:
nd
o Genoa Street from Adeline Street/Stanford Avenue to 52 Street
nd
o 52 Street from Genoa Street to West Street

The two corridors were divided into segments A J and each segment was evaluated to
determine whether it meets the target volume threshold of 3,000 or less average daily traffic
th
(ADT) and the target 85 percentile speed threshold of 25 or fewer miles per hour (MPH), set
forth in the Citys Bicycle Boulevard Policies. Segments that do not meet these thresholds should
include traffic calming measures (Figure 1 and Table 1). Segments with ADTs between 1,500 and
3,000 are also candidates for traffic calming measures. All but two segments require at least some
traffic calming in order to comply with the speed and volume thresholds set forth in the Citys
Bicycle Boulevard Policies. This analysis is described in more detail in the Application of Bicycle
Boulevard Policies memorandum.

TABLE 1: COMPLIANCE WITH SPEED AND VOLUME THRESHOLDS

Segment

Is the ADT 3000

vehicles?

Location

th

Is the 85 percentile
speed 25 mph?

Shafter Avenue Corridor

A

Colby between Alcatraz and 61

st

st

NO (3,079 ADT)

YES (23 MPH)

Colby between 61 and Claremont

NO (3,161 ADT)

YES (23 MPH)

Forest between Claremont and Shafter

NO (5,381 ADT)

YES (23 MPH)

YES (2,109 ADT)

NO (26 MPH)

NO (3,211 ADT)

NO (26 MPH)

D
E
F
G

Shafter between Forest and 51

st

st

th

Shafter between 51 and 48 and

th
48 between Shafter and Webster
th

rd

YES (1,369 ADT)

YES (24 MPH)

rd

th

YES (1,643 ADT)

NO (27 MPH)

th

th

YES (2,334 ADT)

NO (31 MPH)

Webster between 48 and 43

Webster between 43 and 40

Webster between 40 and 38

Genoa between Adeline and 52

Genoa Street Corridor

J

52

nd

Source: Fehr & Peers 2013

nd

between Genoa and West

YES (366 ADT)

YES (22 MPH)

YES (2,041 ADT)

NO (28 MPH)

Ade
lin e
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Prince St

66th St

40th S
4t 0th S
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W St

33rd

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Not to Scale

SF11-0552 Oakland Traffic Calming\Graphics

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1,369 autos
530 bikes
24 mph
19 mph
St

44th

41st S
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1,643 autos
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2,334 autos
621 bikes
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2,109 autos
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5,381 autos
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2,041 autos
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324
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21 mph

3,161 autos
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17 mph

Ca
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56th St

60th St

Teleg
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366 autos
656 bikes
22 mph
14 mph

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Shattuck Ave

60th St
e
Av
d
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N St

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Dover S

63rd St

Ave

Cla

Alcatraz

3,079 autos
457 bikes
23 mph
17 mph

Colby St

ia St
Californ

Berkeley

St
Harmon

College Ave

King St

ento St
Sacram

Average Daily Traffic

Average Daily Bicycles
85th Percentaile Speed
Mean Auto Speed

ent St

St
Webster

Julia St

DATA COLLECTION LOCATIONS

FIGURE 1

St

Jason Patton
May 6, 2014
Page 4 of 17

Toolbox of Measures
Bicycle Boulevard measures were broken down into four categories:
Stop Control Changes
Traffic Calming
Crossing Treatments
Speed Limits

Stop Control Changes

In order to minimize the number of intersections where cross traffic does not stop and reduce the
number of times bicyclists must stop along the bicycle boulevard, the following changes to stop
control at intersections may be considered:

TABLE 2: MENU OF STOP CONTROL CHANGES

Existing Intersection Configuration

Stop Control Change

Appropriate at intersections with two-way stop

Flipping stop signs (removing stop
control where traffic must stop along the bicycle
signs from the bicycle boulevard and
boulevard but not along the cross street approaches placing them on the cross street)
Appropriate at two-way or all-way stop controlled
intersections

Stop sign removal (in conjunction

with installation of traffic circles)

Priority
High
Medium

Appropriate at intersections with all-way stop control

Stop sign removal in one direction,
where traffic volumes are low enough on the cross
conversion from all-way to two-way
street to justify removal of stop signs on the bicycle
stop
boulevard approaches

Low

Appropriate at intersections with two-way stop

Stop sign addition, conversion from
control where traffic must stop along the bicycle
two-way to all-way stop
boulevard but not along the cross street approaches

Low

Appropriate at intersections with two-way stop

No stop control change, installation
control where traffic must stop along the bicycle
of cross traffic does not stop signs
boulevard but not along the cross street approaches

Low

Proposals for the removal of stop signs should be evaluated with the following criteria: average
daily traffic on the intersecting streets, sight distances, and crash history. An existing stop sign
could be in place to address a history of crashes, a sight distance issue, or a significant difference
in traffic volumes on the intersecting streets. If this is the case, consider installing a traffic circle in
conjunction with the removal of stop signs.
Traffic Calming
Table 3 summarizes traffic calming measures from the City of Oaklands Traffic Calming Manual,
which were selected as being appropriate measures to implement on Bicycle Boulevards to
reduce traffic volumes and speeds, thus improving the safety and comfort for bicyclists along the

Jason Patton
May 6, 2014
Page 5 of 17

route. More details on the specifications of these measures can be found in the Traffic Calming
Manual.

TABLE 3: MENU OF TRAFFIC CALMING MEASURES

Traffic Calming
Measure

Description

Rounded, raised areas placed across the

roadway. Oakland speed humps are 12 feet long
(in the direction of travel), 3.3 to 3.8 high, and
Speed Bumps have a design speed of 15 MPH. At either edge,
(also referred the speed humps have a two-foot taper,
to as Speed conforming to street grade at the edge of the
Humps)
streets gutter pans to allow unimpeded drainage.
Historically, Oaklands speed humps have had a
parabolic profile. However, the sinusoidal profile is
recommended for bicycle boulevards.

Traffic Circles

Raised islands, placed in intersections, around

which traffic circulates. Stop signs should be
removed at the approaches of the traffic circle.
Circles reduce speeding and prevent motorists
from passing cyclists through intersections by
impeding the straight-through movement and
encouraging motorists to slow down to yield.

Application Thresholds

Priority

Roadway width 40
Grade 7%

High

No more than one lane

per direction

To be determined

Medium

Partial
Closures

Barriers that block travel in one direction for a

short distance on otherwise two-way streets.
Partial closures are the most common volume
control measure after full street closures. Partial
closures are often used in sets to discourage
through traffic by making travel circuitous through
neighborhoods with gridded streets.

Evaluation to determine
the amount and effects
of traffic diverted to
other routes

Low

Diagonal
Diverters

Barriers placed diagonally across an intersection,

blocking through movement. Like half closures,
diagonal diverters are usually staggered to create
circuitous routes through neighborhoods.

Evaluation to determine
the amount and effects
of traffic diverted to
other routes

Low

Speed humps and traffic circles are generally considered speed control measures while partial
closures and diagonal diverters are generally considered volume control measures. However, each
of these measures can have an impact on both traffic speeds and volumes. A summary of the
speed, volume and safety impacts of each measure is provided in Table 4.

Jason Patton
May 6, 2014
Page 6 of 17

TABLE 4: MENU OF TRAFFIC CALMING MEASURES

Speed Impacts

Volume Impacts

Traffic Calming Measure (Average percent change (Average percent change

in speed)
in traffic volume)

Safety Impacts
(Average percent change
in annual number of
collisions)

Speed Humps

-22%

-18%

-14%

Traffic Circles

-11%

-5%

-73%

Partial Closures

-19%

-42%

I/D

Diagonal Diverters

-4%

-35%

I/D

Note: I/D = Insufficient data

Source: US Traffic Calming Manual, 2009

Speed humps are good for locations where very low speeds are desired and reasonable, and
where some increase in vehicle noise and exhaust is an acceptable tradeoff. The magnitude of
reduction in speed is dependent on the spacing of speed humps between points that require
drivers to slow. Sinusoidal speed humps are recommended on bicycle boulevards to improve
comfort of bicyclists. However, due to variations in construction techniques, the bicyclefriendliness of speed humps can vary even among humps with the same profile type.
The City of Oakland has been installing speed humps since the 1990s and has an established
design and process for doing so. A number of speed humps are located on existing and proposed
bicycle boulevards that are in various stages of development. Based on feedback and discussion
over the years, Oaklands cyclists have mixed feelings about speed humps. On the one hand,
speed humps are highly effective at reducing motorist speeds to that of cyclist speeds, making it
more comfortable for cyclists to share a travel lane with motorists. On the other hand, speed
humps can be distracting and uncomfortable to cyclists because of the jolt the cyclist feels upon
first reaching the hump plus the following jolt when the cyclist returns to street grade.
A sinusoidal speed hump profile may be able to realize the traffic calming benefits while
minimizing the negative effects on cyclists. By blending the edges of the hump into the roadway
surface, either edge of the hump no longer has an abrupt grade break that is experienced as a jolt
by the cyclist. At the same time, the height of the speed hump remains the same and continues to
slow motor vehicles.
Oaklands speed humps generally have a parabolic profile where there is an abrupt grade break
between either edge of the hump and the street surface. This is in part a result of the construction
method where asphalt is mounded on top of the existing roadway surface and there is limited
opportunity to blend the edges the speed hump into the roadway surface. The following
recommendations are a means for developing more bicycle-friendly speed humps:

Jason Patton
May 6, 2014
Page 7 of 17

(1) Engage the cycling community to identify the best and worst speed humps on frequently
traveled routes. Organize a group ride to discuss these locations in the field and come to
agreement amongst the group as to which speed humps are the best and the worst.
(2) Survey these speed humps to determine the geometry of their profiles.
(3) Conduct a pilot project to retrofit existing speed humps. The retrofit would mill and
overlay a section of the roadway on either side and through the speed hump. The result
would be a continuous patch of asphalt that maintains the height of the speed hump but
no longer has an abrupt grade break or seam at either edge of the speed hump.
(4) Based on the outcomes of the previous three recommendations, develop a design detail
and construction method for the installation of new speed humps with a sinusoidal
profile.
Traffic circles not only help to reduce traffic speeds and volumes, but can also reduce the number
of times a bicyclist must stop along a route by removing stop signs. Before installing a permanent
traffic circle, the City may want to consider implementing a pilot traffic circle program. The
benefits of a pilot program are that they are relatively inexpensive to implement and impacts can
be tested. The pilot program should be accompanied by extensive outreach to the local
community.
Similar to traffic circles, the City may wish to test the impacts of partial closures or diagonal
diverters through a temporary pilot program. Such a program can help to determine whether a
traffic circle, partial closure, or diagonal diverter would be more appropriate at a location. An
example of such a program is the Pop-Up MANGo: Temporary Greenway Installation and
Community Festival; an interactive community workshop to define the Michigan Avenue
Neighborhood Greenway project in Santa Monica, California. The workshop included temporary
1
installations of potential elements of the project including a traffic circle and turn restrictions.

Crossing Treatments
In order to improve crossing of major arterials, the crossing treatments summarized in Table 5
may be considered along Bicycle Boulevards.

Planning efforts for the Michigan Avenue Neighborhood Greenway were launched in 2013 and were
funded by a Caltrans Environmental Justice Grant.
http://www.smgov.net/Departments/PCD/Plans/Streetscapes/Michigan-Avenue-Neighborhood-Greenway/

Jason Patton
May 6, 2014
Page 8 of 17

TABLE 5: MENU OF CROSSING TREATMENTS

Crossing
Treatment

Description

Warning
Signs

Cross Traffic Does Not Stop signs

(W4-4p) on bicycle boulevard
approaches and Bicycle Traffic signs
(W11-1) on intersecting streets

Pavement
Markings

When/Where Appropriate
At intersections where cross traffic
does not stop. Threshold: cross
1
street traffic exceeds 5,000 ADT

Bike xing ahead legends on

approaches and chevrons in
intersections at major street
crossings where cross traffic does
Bike xing ahead legends on
intersecting streets; chevrons to mark not stop; green-backed sharrows in
off-set intersections along the bike
the cyclist path of travel through
intersections; green-backed sharrows boulevard or in intersections where
in intersections for cyclist wayfinding the bike boulevard turns; pending
addition to CA MUTCD for chevrons
and green-backed sharrows

Priority

High

High

Ladder
crosswalks

Two-foot stripes and two-foot spaces

oriented parallel to the roadway
centerline and bounded by standard
one-foot crosswalk stripes

At uncontrolled street crossings of

bicycle boulevards to enhance the
visibility of the intersection

Two-stage
turn queue
boxes

A marked area within the intersection

designated for queuing bicyclists to
make two-stage turns; markings
include a bicycle stencil and a turn
arrow to indicate bicycle direction and
positioning, and should be placed in a
protected area (for example, aligned
with an on-street parking lane or
between the bicycle lane and
pedestrian crossing); colored
pavement inside the queuing area is
recommended

At multi-lane signalized intersections

for safe left-turns; where desirable to
simplify turns from a bicycle lane or
cycle track onto a bicycle boulevard;
along roadways with high traffic
speeds and/or traffic volumes. Multilane crossings, from major street
onto bicycle boulevard (pending
addition to CA MUTCD)

Low

Bike Boxes

A designated area at the head of a

traffic lane at a signalized intersection
that provides bicyclists with a safe
and visible way to get ahead of
queuing traffic during the red signal
phase

At signalized intersections where

there might be right or left-turning
conflicts between bicyclists and
motorists (pending addition to CA
MUTCD)

Low

At major uncontrolled street

crossings where traffic signals are
not warranted and cyclists are
dismounting and crossing as
pedestrians due to safety concerns;
include both crosswalks and
beacons at each to serve two-way
bicycle traffic

Low

Active warning beacons for

pedestrian crossings, located on the
side of the road facing oncoming
Rectangular traffic (with secondary installations at
rapid flashing medians); beacons are unlit when not
beacons
activated, and use an irregular
flashing pattern to alert drivers to
presence of pedestrians when
activated

Medium

Jason Patton
May 6, 2014
Page 9 of 17

TABLE 5: MENU OF CROSSING TREATMENTS

Crossing
Treatment

Description

Protected spaces in the center of the

street to provide a two-stage crossing
Median refuge
for cyclists; at least six feet wide (10
islands
feet preferred), buffered by a raised
curb

When/Where Appropriate

Priority

At multi-lane streets; where a

bikeway crosses a moderate to high
volume or high speed streets; where
crossing distance is long or crossing
two-way traffic is difficult; when
desirable to restrict vehicle cross
traffic or turning movements

Low

Signaling devices positioned at road

intersection, pedestrian crossings and At major intersections with high
Traffic Signals
volumes of traffic in both directions
other locations to control competing
flows of traffic
1.

Low

NACTO Urban Bikeway Design Guide (http://nacto.org/cities-for-cycling/design-guide/)

Speed Limits
The City of Oakland may wish to reduce speed limits on Bicycle Boulevards in order to improve
safety and reduce stress levels of bicyclists using these facilities. The typical speed limit on local
street in Oakland is 25 MPH. Precedent for setting lower speed limits under certain circumstances
2
has been set through adoption of law AB 321 , which enables local government to extend school
zones to 1,000 feet and reduce the speed limit within 500 feet of a school site to 15 MPH at
schools that are located in residential areas or on highways with a speed limit of 30 MPH or less,
during school hours. Furthermore, according to California Vehicle Code, Division 11, Section
22358.3, a local authority may reduce the speed limit on a narrow street of less than 25 feet in
3
width to 20 MPH or 15 MPH if deemed appropriate, reasonable and safe. The California MUTCD
gives some guidance for setting posted speed limits. Section 2B.13 states that a posted speed
th
limit should be set to the nearest 5 MPH increment of the 85 percentile speed of free-flowing
4
traffic. A 5 MPH reduction may be applied to this speed limit if approved by a registered Civil or
Traffic Engineer.
Consider posting speed limits of 20 MPH on bicycle boulevards where the prevailing speed is low
due to the effects of previously implemented traffic calming measures. Specifically, consider
th
posting the 20 MPH speed limit where the 85 percentile vehicle speed is 22 MPH or less.
th
Additionally, consider including both motorists and cyclists in the computation of the 85
percentile speed. The lower posted speed limit is intended to reinforce the existing operating
conditions on such roadways: low motorist speeds due to traffic calming plus high cyclist volumes
due to the bicycle boulevard designation.
2

http://catsip.berkeley.edu/ab-321-15-MPH-school-speed-limit
http://www.dmv.ca.gov/pubs/veh_code.pdf
4
http://www.dot.ca.gov/hq/traffops/signtech/mutcdsupp/pdf/camutcd2012/Part2AB.pdf
3

Jason Patton
May 6, 2014
Page 10 of 17

Genoa Specific Recommendations

Recommendations have been developed for the Genoa Street corridor in order to meet with the
speed and volume thresholds and to reduce frequency of stops for bicyclists.
The Genoa Street corridor is currently compliant with volume thresholds at both data
collection points.
The corridor is compliant with the speed threshold at the northern data collection
nd
point (Location I Genoa Street between Adeline Street and 52 Street), and is not
nd
compliant at the southern data collection point (Location J 52 Street between
Genoa Street and West Street).
There are currently seven bicycle route stops through this corridor (along Genoa Street,
nd
52 Street and West Street), which is equivalent to approximately 9 stops per mile.
Table 6 summarizes the specific stop control, traffic calming, and crossing treatment measures
recommended for the Genoa Street corridor. These measures are intended to reduce traffic
volumes, traffic speeds, and required stops along the corridor, thus reducing bicyclist stress levels
and improving safety. Implementation of these measures would reduce the number of required
stops along the corridor from 7 to 3, which would be 4 stops per mile. Furthermore, crossing
treatments at arterials improve connectivity with adjacent streets, neighborhoods and nearby
attractions. Bicycle crossing treatments at the Adeline Street/Genoa Street intersection will
provide access to Stanford Avenue and King Street, and will create a more comfortable bicycle
nd
entry onto Adeline Street, which connects to 62 Street and other neighborhood routes to the
north.
The Genoa specific recommendations are displayed in Figure 2.
The City may also want to consider creating a pedestrian plaza between
th
60 Street and Adeline Street. This would involve converting the
th
segment of 60 Street between Adeline Street and Genoa Street, as well
as the triangular parking lot with 4-5 informal spaces at the northern
border of this location, into pedestrian space. The plaza would be
accompanied by removal of the stop sign in the northbound direction of
th
th
Genoa Street at 60 Street and addition of a stop sign on 60 Street in
the westbound direction and would replace the recommendation for a
traffic circle. This configuration would both reduce traffic volumes on
th
60 Street and enhance the pedestrian realm.

Insert 1:
Pavement legend
denoting jog.
Source: nacto.org

Jason Patton
May 6, 2014
Page 11 of 17

TABLE 6: GENOA CORRIDOR SPECIFIC RECOMMENDATIONS

Segment

Stop Control

Traffic Calming

Flip stop sign at Genoa

Sinusoidal speed
th
Street/59 Street
humps between
change from 2-way stop
Arlington Avenue
th
for Genoa Street to 2and 60 Street
th
way stop for 59 Street
Traffic circle at
th
Remove stop sign at
Genoa Street/60
th
Genoa Street/60 Street
Street
(in conjunction with
traffic circle installation)
Remove stop signs at
Genoa Street/Arlington
Avenue along Genoa
Street, converting
intersection from 4-way
stop controlled to 2-way
stop controlled (in
conjunction with addition
of Cross Traffic Does
Not Stop signs on
Arlington Avenue)
Install Cross Traffic
Does Not Stop signs
th
on Genoa Street at 55
Street

Remove stop signs at

nd
Genoa Street/52 Street
(in conjunction with
traffic circle installation)

Source: Fehr & Peers 2014

Sinusoidal speed
nd
humps on 52
Street
Traffic circle at
nd
Genoa Street/52
Street

Crossing Treatments

Pavement legends
demarcating recommended
path of bicyclist at Adeline
Street/Genoa Street
i. These legends may be in
the form of green-backed
sharrows (pending addition
to CA MUTCD) or other
branded marking specific to
bicycle boulevards in
Oakland, which would
demarcate the path of the
bicyclist in both the
northbound and
southbound direction along
Adeline Street connecting
th
60 Street with the bicyclist
crossing connecting to King
Street
ii. In the southbound direction
it may be beneficial to
include a pavement legend
marking with a left turn
arrow denoting a required
jog in the route as seen in
Insert 1

St
Berkeley
Way
MLK Jr

61th St

Pavement
Markings

60th St

59th St

e
Av
d
r
fo

58th St

Ade
lin e

St

n
Sta

Cross Traffic Does

Not Stop Sign

Arlington

Ave

57th St

Oakland

t
Genoa S

Aileen St

56th St

Cross Traffic Does

Not Stop Sign

Proposed Bike Boulevard

Existing

55th St

54th St

Proposed
Intersection Control

53rd St

Stop controlled intersection

Signal controlled intersection

52nd St

Stop Signs
Stop sign
Stop sign removed

Traffic Calming

24
|

Speed bump
Traffic circle

0 ft

250 ft

500 ft

N
Not to Scale

SF11-0552 Oakland Traffic Calming\Graphics

45th S
t

GENOA SPECIFIC RECOMMENDATIONS

44rd S
t

FIGURE 2

Jason Patton
May 6, 2014
Page 13 of 17

Shafter Specific Recommendations

Recommendations have been developed for the Shafter Avenue corridor in order to meet with
the speed and volume thresholds and to reduce frequency of stops for bicyclists.
The Shafter Avenue corridor is currently compliant with volume thresholds at four
st
data collection points (Location D Shafter between Forest and 51 Street, Location F
th
rd
rd
th
Webster between 48 and 43 Streets, Location G Webster Street between 43 and 40
th
th
Streets, and Location H Webster Street between 40 and 38 Streets), and is not
compliant at four data collection points (Location A Colby Street between Alcatraz
st
st
Avenue and 61 Street, Location B Colby Street between 61 Street and Claremont
Avenue, Location C Forest Street between Claremont Avenue and Shafter Avenue, and
st
th
th
Location E Shafter Avenue between 51 Street and 48 Street and 48 between Shafter
Avenue and Webster Street)
The corridor is compliant with the speed threshold at four data collection points
st
(Location A Colby Street between Alcatraz Avenue and 61 Street, Location B Colby
st
Street between 61 Street and Claremont Avenue, Location C Forest Street between
th
rd
Claremont Avenue and Shafter Avenue, and Location F Webster between 48 and 43
Streets) , and is not compliant at four data collection points (Location D Shafter
st
st
th
between Forest and 51 Street, Location E Shafter Avenue between 51 Street and 48
th
Street and 48 between Shafter Avenue and Webster Street, Location G Webster Street
rd
th
th
th
between 43 and 40 Streets, and Location H Webster Street between 40 and 38
Streets)
There are currently 17 bicycle route stops through this corridor, including three signalcontrol stops, and 14 stop-control stops (along Colby Street, Forest Street, Shafter
th
Avenue, 48 Street, and Webster Street). This is approximately 9 stops per mile.
Shafter specific recommendations are summarized in Table 7 and shown in Figure 3.
Implementation of these measures would reduce the number of required stops along the corridor
from 17 to 7, which is approximately 4 stops per mile.

Jason Patton
May 6, 2014
Page 14 of 17

TABLE 7: SHAFTER CORRIDOR SPECIFIC RECOMMENDATIONS

Segment

Stop Control

Sinusoidal speed
hump on Colby
rd
Street, south of 63
Street

Remove stop signs

along Colby Street
st
at 61 Street,
converting from an
all-way to a twoway stop (in
conjunction with
traffic circle
th
installation at 60
Street)
Remove stop signs
th
along 60 Street at
Colby Street, (in
conjunction with
traffic circle
th
installation at 60
Street)

Traffic Calming

Remove stop signs

at Shafter Avenue/
Hudson Street (in

Traffic circle (or

partial
closures/diagonal
diverters) at Colby
th
Street/60 Street

Sinusoidal speed
humps along Forest
Street
Sinusoidal speed
humps along Shafter
Avenue

Crossing Treatments

Pavement legends on both the

northbound and southbound
approaches of Colby Street at
Alcatraz Avenue to denote a
jog in the route, similar to the
pavement legend shown in
Insert 1
Bikeway marking through the
intersection of
Colby/Claremont/ Forest to
formalize the bicycle route
across the intersection, and
provide connections to the
bicycle priority streets (Colby
Street and Forest Street) from
connecting streets (Claremont
and the north leg of Forest
Street)
Pavement legends on both the
westbound approach of Forest
Street at Claremont and the
southbound approach of Colby
Street at Claremont to denote a
turn in the route, similar to the
pavement legend shown in
Insert 1 except with a left or
right turn arrow rather than a
jog arrow
Bike box at the westbound
approach of Forest Street at
Claremont Avenue with bike
lane on intersection approach
only

Jason Patton
May 6, 2014
Page 15 of 17

TABLE 7: SHAFTER CORRIDOR SPECIFIC RECOMMENDATIONS

Segment

Stop Control

Traffic Calming

conjunction with
traffic circle
installation)
Remove stop signs
at Shafter Avenue/
Clifton Street (in
conjunction with
traffic circle
installation)
Remove stop signs
at Shafter Avenue/
Cavour Street (in
conjunction with
traffic circle
installation)
Remove stop signs
at Shafter Avenue/
th
49 Street (in
conjunction with
traffic circle
installation)

Traffic circle (or

partial closures/
diagonal diverters) at
Shafter Avenue/
Hudson Street
Traffic circle (or
partial closures/
diagonal diverters) at
Shafter Avenue/
Clifton Street
Traffic circle (or
partial closures/
diagonal diverters) at
Shafter Avenue/
Cavour Street
Sinusoidal speed
humps along Shafter
Avenue
Traffic circle (or
partial
closure/diagonal
diverter) at Shafter
th
Avenue/49 Street
Sinusoidal speed
humps along
Webster Street
Traffic circle (or
partial closure/
diagonal diverter) at
th
Webster Street/48
Street
Traffic circle (or
partial closure/
diagonal diverter) at
th
Webster Street/45
Street
Traffic circle (or
partial closure/
diagonal diverter) at

Remove stop signs

at Webster Street/
th
48 Street (in
conjunction with
traffic circle
installation)
Remove stop signs
at Webster Street/
th
45 Street (in
conjunction with
traffic circle
installation)
Remove stop signs
at Webster Street/
rd
43 Street (in
conjunction with

Crossing Treatments

Bikeway marking through the

intersection of the Shafter
st
Avenue/51 Street intersection
to formalize the bicycle route
across the intersection

Pavement legends on both the

th
westbound approach of 48
Street at Webster Street and
the northbound approach of
th
Webster Street at 48 Street to
denote a turn in the route,
similar to the pavement legend
shown in Insert 1 except with a
left or right turn arrow rather
than a jog arrow

Jason Patton
May 6, 2014
Page 16 of 17

TABLE 7: SHAFTER CORRIDOR SPECIFIC RECOMMENDATIONS

Segment

Stop Control

traffic circle
installation)
Remove stop signs
at Webster Street/
nd
42 Street (in
conjunction with
traffic circle
installation)
Remove stop signs
at Webster Street/
st
41 Street (in
conjunction with
traffic circle
installation)
Remove stop signs
at Webster Street/
th
38 Street (in
conjunction with
traffic circle
installation)

Source: Fehr & Peers 2014

Traffic Calming

Crossing Treatments
rd

Webster Street/43
Street
Sinusoidal speed
humps along
Webster Street
Traffic circle (or
partial closure/
diagonal diverter) at
nd
Webster Street/42
Street
Traffic circle (or
partial closure/
diagonal diverter) at
st
Webster Street/41
Street
Sinusoidal speed
humps along
Webster Street
Traffic circle (or
partial closure/
diagonal diverter) at
th
Webster Street/38
Street

Bikeway marking through the

intersection of the Webster
th
Street/40 Street intersection
to formalize the bicycle route
across the intersection

Ade
li

Berkeley

Pavement
Markings

Alcatraz

Ave

A
Colby St

62nd St

Ave

61st St

60th St

Pavement
Markings

Fo

res

24
|

wa

Bro
ad

Telegraph

Shattuck Ave

ay
MLK Jr W

Cla
rem
o

nt

Av
e

63rd St

tS
t

Bike Box

Oakland
Sh

af t
er

Av
e

24
|

Hu

ds

on

St

Cli

fto

Pavement
Markings
51st St

Ca

vo
u

50th St
49th

|
24

nS
t

College Ave

rS
t

St

E
48th

St

Pavement
Markings

45th St

44th St

aph A
ve

43rd St

St

Existing

Bro
ad
wa
y

Proposed Bike Boulevard

Webs
ter

Teleg
r

42nd St

Proposed
Intersection Control
Stop controlled intersection

41st S
t

MacArthur
BART Station

Signal controlled intersection

40th S
t

Stop Signs

Pavement
Markings

Stop sign
Stop sign removed
Traffic Calming

38th St

Speed bump
Traffic circle

N
St

on

Not to Scale

36th

t
lS

l
te

SHAFTER SPECIFIC RECOMMEDATIONS

W

FIGURE 3

ac

th
Ar

4th Traffic Calming\Graphics

SF11-0552 Oakland
St

Appendix A: Weekday Auto and Bike Volumes

Page 1 of 5

A: Colby St between 62nd St and 63rd St

400
350

Average Volume

300
250
Weekday
Auto
Volumes

200
150

Weekday
Bike
Volumes

100
50

0:00
1:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00

Hour

B: Colby St South of McAuley St

400
350

250
Weekday
Auto
Volumes

200
150

Weekday
Bike
Volumes

100
50
0
0:00
1:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00

Average Volume

300

Hour

Appendix A: Weekday Auto and Bike Volumes

Page 2 of 5

C: Forest St east of Oak Grove Ave

600

Average Volume

500
400
Weekday
Auto
Volumes

300
200

Weekday
Bike
Volumes

100

0:00
1:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00

Hour

D: Shafter Ave between Hudson St and Clifton St

300

200
Weekday
Auto
Volumes

150
100

Weekday
Bike
Volumes

50
0
0:00
1:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00

Average Volume

250

Hour

Appendix A: Weekday Auto and Bike Volumes

Page 3 of 5

E: Shafter Ave south of 50th St

400
350

Average Volume

300
250
Weekday
Auto
Volumes

200
150

Weekday
Bike
Volumes

100
50

0:00
1:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00

Hour

F: Webster St between 44th St and 43rd St

180
160

120
100

Weekday
Auto
Volumes

80
60

Weekday
Bike
Volumes

40
20
0
0:00
1:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00

Average Volume

140

Hour

0:00
1:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00

Average Volume

0:00
1:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00

Average Volume

Appendix A: Weekday Auto and Bike Volumes

Page 4 of 5

G: Webster St between Rich St and 41st St

250

200

150

100
Weekday
Auto
Volumes

50
Weekday
Bike
Volumes

Hour

H: Webster St between 40th St and 38th St

300

250

200

150

100
Weekday
Auto
Volumes

50

Weekday
Bike
Volumes

Hour

Appendix A: Weekday Auto and Bike Volumes

Page 5 of 5

I: Genoa St between 59th St and 58th St

80
70

Average Volume

60
50
Weekday
Auto
Volumes

40
30

Weekday
Bike
Volumes

20
10

0:00
1:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00

Hour

J: 52nd Street between Genoa Street and West Street

250

150
Weekday
Auto
Volumes

100

Weekday
Bike
Volumes

50

0
0:00
1:00
2:00
3:00
4:00
5:00
6:00
7:00
8:00
9:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00

Average Volume

200

Hour