Resolution 16026CITY OF ALAMEDA RESOLUTION NO. 16026
ADOPTING A GENERAL PLAN AMENDMENT TO UPDATE THE
MOBILITY ELEMENT STREET CLASSIFICATION APPENDIX
WHEREAS, California Government Code section 65302(b) requires that the
General Plan Mobility Element include "the general location and extent of existing and
proposed major thoroughfares, transportation routes, terminals," and other public
transportation facilities and that the facilities and maps should "correlate" to the Land Use
and other elements of the General Plan; and
WHEREAS, the City of Alameda Transportation Commission prepared an update
to the 2009 General Plan Mobility Element Street Classification Appendix in 2022 to
address the requirements of Government Code section 65302(b); and
WHEREAS, on December 12, 2022, the Planning Board considered the draft
General Plan Amendment at a duly noticed public hearing and unanimously
recommended that the City Council adopt the amendment; and
WHEREAS, on January 17, 2023, the City Council conducted a duly noticed public
hearing, reviewed the draft amendment and all pertinent maps, documents and exhibits.
NOW, THEREFORE, BE IT RESOLVED, that the City Council makes the following
findings pertaining to the General Plan Amendment to update the Mobility Element
Appendix:
1. The proposed General Plan Mobility Element Appendix update is consistent
with the policies and intent of the General Plan. The General Plan provides policy
guidance for future public decision making regarding land use, transportation, open
space, safety and other issues of general importance to the community. The General
Plan Mobility Element Street Classifications Appendix provides an additional layer of
policy guidance for decisions by City staff, the Transportation Commission, the
Planning Board, and the City Council regarding the interpretation and implementation
of General Plan Mobility Element policies.
2. The proposed General Plan amendment will have acceptable effects on the
general welfare of the community. The draft amendment supports existing general
plan policies to make the Alameda transportation system safer for all users, more
equitable for all users and all modes of transportation, and reduce greenhouse gas
emissions from the transportation system.
3. The proposed General Plan amendment is in the public interest. Maintaining
consistency with State law requirements ensures that the City General Plan is
adequate for City decision making and preserves access to State funding sources.
4. California Environmental Quality Act. The City Council finds that, based on
substantial evidence in the record, the potential environmental impacts of the project
have been evaluated and disclosed pursuant to the California Environmental Quality
Act (CEQA). On November 30, 2021, by Resolution No. 15841, the City Council
certified a Final Environmental Impact Report (EIR) for the Alameda 2040 General
Plan (State Clearinghouse No. 2021030563) in compliance with CEQA, and adopted
written findings, a Statement of Overriding Considerations, and a Mitigation Monitoring
and Reporting Program for the General Plan Amendment to update the Alameda
General Plan (General Plan EIR), which evaluated the environmental impacts of
12,000 additional housing units in Alameda over 20 years, including 5,353 housing
units to accommodate the RHNA between 2023 through 2031. Pursuant to CEQA
Guidelines Sections 15162 and 15163, none of the circumstances necessitating
further CEQA review are present with respect to the General Plan EIR. Adoption of
the Mobility Element appendix supports and helps implement the policies and goals
of the Mobility Element and does not require major revisions to the General Plan EIR
due to new significant impacts or due to a substantial increase in the severity of the
significant environmental effects. There have been no substantial changes with
respect to the circumstances under which the project would be undertaken that would
require major revisions of the General Plan EIR due to new or substantially increased
significant environmental effects. Further, there has been no discovery of new
information of substantial importance that would trigger or require major revisions to
the General Plan EIR due to new or substantially increased significant environmental
effects. For these reasons, no further environmental review is required; and
BE IT FURTHER RESOLVED, that the City Council hereby adopts a General Plan
Amendment to update the Mobility Element Appendix of the General Plan as shown in
Exhibit A; and
BE IT FURTHER RESOLVED, that the City Clerk is hereby directed to distribute
copies of the General Plan amendment in the manner provided in Government Code
section 65357.
Genera! Pian Amend*
City of Alameda Street Classifications
Introduction
In support of General Plan and Mobility Element goals, policies and actions, streets are classified
according to their transportation and land use purposes. Every street in Alameda is classified as one of
five street classifications MainStreet, Gateway Street, Business Commercial Street, Neighborhood
Connector Street, or Neighborhood Local Street. These General Plan street classifications recognize
that streets provide two primary purposes and that both purposes must be considered in the design
and use of a public street: streets serve a circulation purpose (streets must support people's ability to
get around town) and streets serve a land use purpose (streets must support the use of the adjacent
private or public land). Each street classification is described below and shown on Figure 1 Alameda
Street Classifications Map.
In addition to a street classification, streets that provide for citywide circulation may also have a Truck
Route or Transit Street designation. The truck route and transit street designations are described
below and shown on Figure 2 Transit. Street Map and Figure 3 Truck Route Map. Many streets also
play an important role in the citywide bikeway network. The designation and design of those streets
are described in the Active Transportation Plan. Finally, every street also has a Caltrans State
Department of Transportation functional classification, which is important for projects to be eligible for
certain types of State infrastructure funding.
Design Standards
In support of each street's transportation and land use purposes, design standards are provided for
each street classification. The design standards for each classification include:
Target Maximum Design Speed. Controlling vehicle speed is essential to ensuring that a street fulfills
its transportation and land use purpose. Higher speeds result in more severe and fatal collisions.
Lower speeds are safer for people walking, bicycling, and driving cars, and improve neighborhood
livability.
Travel Lanes. Different street classifications require a different number of travel lanes. The number of
travel lanes will affect the vehicle capacity of the street, the speed at which vehicles move on the
street, and the width of the street that pedestrians must cross. The narrower the street, the easier it is
to create safe pedestrian crossings.
Lane Width. Different street classifications require different lane widths. Truck and transit streets must
accommodate larger vehicles and require wider lanes. Narrower travel lanes serve to reduce
automobile speed.
Vehicle Volumes. Different street classifications must accommodate different volumes of automobiles.
Streets that serve a citywide transportation purpose typically have higher automobile volumes; streets
that service local circulation needs typically have lower automobile volumes. Maintaining a high level
of bicycle and pedestrian safety on a higher volume street requires more significant improvements
than may be needed on a streetwith lower volumes. Lower automobile volumes result in lower harmful
emissions in the vicinity of the street. Volumes are measured as average daily traffic (ADT).
Curb Uses. The use of curb space is different in different street classifications. The management of
curb space can be critical to the proper operation of the street in certain land use conditions and
locations. Curb uses are prioritized for each classification.
Bicycle and Pedestrian Facilities. For bicycle and pedestrian standards and guidelines by street
segment, refer to the Active Transportation Plan. Pedestrian street types and design guidelines in the
Active Transportation Plan correspond to General Plan street classifications.
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FIGURE 1
ALAMEDA STREET CLASSIFICATIONS
Citywide Circulation
Main Street
Gateway Street
— Business Commercial Street
Neighborhood. Connector Street
Local Access
Neighborhood Local Street
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Street Classifications
Neighborhood Connector Street
Neighborhood Connector Streets provide connections between neighborhoods and shopping areas,
schools, parks, and other neighborhoods across the entire City for people walking, bicycling, taking
the bus, or driving. The design of these streets must support citywide circulation needs for all modes
of transportation, safe and efficient travel, and a comfortable neighborhood environment. Given the
relatively high traffic volumes on Neighborhood Connector Streets, pedestrian crossings on
Neighborhood Connector Streets must be carefully designed to ensure safety for children walking to
school, seniors, and persons with disabilities. In some cases, a Neighborhood Connector may also
serve as a transit street or a truck route. Prioritized curb uses on Neighborhood Connector Streets are:
1) bus stops on active transit routes, 2) bicycle facilities as recommended in the Active Transportation
Plan, and 3) on -street parking.
Typical Design Standards and Objectives
Neighborhood Connector Street
Caltrans Functional Classification Principal Arterial, Minor Arterial or Collector
Travel Lanes per Direction 1 or 2
10 feet. If the street is a Truck Route or Transit
Street, 11' feet with adequate turning radius at
intersections.
Lane Width
:........................
Target Maximum Design Speed
Traffic Volumes
Neighborhood Local Street
25 mph
4,000-18,000 ADT'
Neighborhood Local Streets support access for people walking, bicycling, and driving within
residential neighborhoods. Since the design of a Neighborhood Local Street does not need to support
citywide circulation, transit routes, or truck routes, the design of a Neighborhood Local Street should
encourage and support low traffic volumes and slower vehicle speeds to create safe travel conditions
for children on bicycles and pedestrians of all ages. Prioritized curb uses on Neighborhood Local
Streets are: 1) bicycle facilities as recommended in the Active Transportation Plan, and 2) on -street
parking.
Typical Design Standards and Objectives
Neighborhood Local Street
Caltrans/FHWA Functional Class Local
Travel Lanes per Direction 1
Lane Width 10 or less Some have no lane markings
Target Maximum Design Speed 20mphwith traffic calming
10
< 00-4000 ADT; <l500 ADT on Neighborhood
Traffic Volumes Greenway2
Main Street
Main Streets serve Alameda's commercial business districts on Webster Street and Park Street and
neighborhood "station" commercial areas such as those on Encinal Avenue and Lincoln Avenue.
These streets serve citywide circulation needs, while supporting vibrant mixed-use shopping, dining,
entertainment, service, and residential districts. Main Streets must accommodate and balance the
need for high automobile volumes, high pedestrian volumes, and transit and truck travel, Sidewalks,
crosswalks, and signal timing must support a vibrant and safe pedestrian environment. Transit signal
prioritization can support transit service without compromising pedestrian crossing safety. Prioritized
curb uses on Main Streets are: 1) bus stops, 2) bicycle facilities as recommended in the Active
Transportation Plan, 3) accessible parking, 4) loading zones, and 5) on -street customer parking.
Managing curb space is critical on these streets because curb space is limited and must
accommodate bus stops, short term customer parking, accessible parking, and truck loading and.
unloading.
Typical Design Standards and Objectives
Caltrans Functional Classification
Travel Lanes per Direction
Lane Width
Target Maximum Design Speed
Traffic Volumes
Gateway Street
Main Street
Principal or Minor Arterial
1 or
11
125 mph._..
4,000-20,000 ADT3
Gateway Streets are critical to citywide and regional circulation since they serve as the gateways to the
City's tubes and bridges and the larger region. Gateway Streets are the entrances to Alameda for
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people driving, walking, bicycling, or riding transit. These streets are typically also truck routes and
transit streets. The primary purpose of these streets is the movement of automobiles, buses, trucks,
bicycles, and pedestrians. Gateway Streets play an important role in evacuation and emergency
planning. Vehicle volumes are extremely high on Gateway Streets; therefore, the priority for curbside
uses is: 1) bus stops, or 2) protected bicycle lanes. On -street parking and loading may not exist or be
restricted to low volume periods during the day in order to prioritize multi -modal traffic.
Typical Design Standards and Objectives
Caltrans/FHWA Functional Class
Travel Lanes per Direction
Lane Widl.h
Target Maximum Design Speed
Traffic Volumes
Business Commercial Street
Gateway Street
Principal or Minor Arterial
1or2
11'
25 mph with traffic calming
18,000-27,000 ADT
Business Commercial Streets serve business parks, manufacturing and industrial areas, and shopping
centers. The priority for these streets is vehicle travel and goods movement. These streets may also
serve as truck routes or transit streets. Prioritized curb uses on Business Commercial Streets are: 1)
bus stops, 2) loading zones, 3) protected bike lanes as indicated in the ATP, and 4) on street parking.
Typical Design Standards and Objectives
Business Commercial Street
.......................
Caltrans Functional Classification Any
Travel Lanesper Direction 1 or 2
Lane Width 11'
Target Maximum Design Speed 25 mph
Traffic Volumes 1,000-8,000 ADT
Mode -Specific Routes
Transit Streets
Transit streets provide a network of streets to support an effective citywide transit network and rneet
the mobility needs of residents and employees commuting, children going to school, and senior and
lower income residents who do not have the option of driving or would prefer not to drive. Transit
streets must also prioritize the safety of vulnerable roadway and transit users - people walking and
bicycling, children; and seniors, who all depend on transit.
Effective transit service also requires constant evaluation, adjustment, relocation, and expansion to
effectively respond to changing community mobility needs and transit agency financial conditions.
Transit streets must connect to major destinations like Alameda's bridges and tubes, ferry terminals,
business and commercial locations, residential neighborhoods, schools, and senior centers.
Therefore, transit streets are appropriate on Gateway, Main, Business Commercial, and Neighborhood
Connector Streets. Transitis allowed to use local neighborhood streets if necessary to close a gap in
transit service or tum around at the end of a line.
Transit streets should provide 11 -foot travel lanes to accommodate full size buses. Bus stop facilities
and the necessary sidewalk improvements are a higher priority than on street parking on transit
streets with active, regular transit service provided by AC Transit. Transit streets with high-priority bus
routes, including at Gateways and along a central spine like Santa Clara Avenue or Lincoln Avenue,
should be considered for transit priority treatments like in -lane bus stops, signal upgrades, dedicated
lades, queue Iunip lanes, and stop amenities. Figure 2 Transit Street Map shows the City's transit
street network that supports existing service and potential future expansion or re-routing.
Truck Routes
Truck routes provide a network of streets for truck access to serve the delivery and material
transportation needs of residents and businesses. The goal of the truck route network is to limit the
number of streets on which truck traffic is allowed. Streets on truck routes facilitate truck movement
by providing adequate lane widths and turning space. Truck traffic is allowed to use streets outside of
the truck route when it is necessary to reach the destination.
Truck routes often overlap with transit streets and Neighborhood Connectors and therefore must
prioritize the safety of vulnerable roadway users, such as people walking and bicycling. Street design
on truck routes must balance all these needs based on the frequency of the truck use and the overall
goals and purpose of the street segment. Truck routes are shown on Figure 3 Truck Route Map.
Bikeways
Bikeways provide a network of streets to support the needs of residents, employees, and visitors
bicycling to and from work, school, parks, weekend activities, daily errands, and for recreation. Like
the transit network, an effective and complete bikeway network relieves traffic pressure and adds
capacity to the rest of the streets if people feel safe and comfortable bicycling instead of driving. An
effective bicycle network must be safe and low -stress and it must also provide convenient connections
to the places that people need to go including schools, parks, commercial districts, the waterfront, th•e
ferry terminals, the bridges and tubes, and the on -island business and employment centers. The
bikeway network is shown in the Active Transportation Plan, Figures 6 (Bikeway Vision Network) and
10 (2030 Low Stress Backbone Network).
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FIGURE 2
ALAMEDA TRANSIT STREETS
Transit Street
Non -Transit Street
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FIGURE 3
ALAMEDA TRUCK ROUTES
Truck Route
Temporary Truck Route
- No Truck Route
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I, the undersigned, hereby certify that the foregoing Resolution was duly and
regularly adopted and passed by the Council of the City of Alameda in a regular meeting
assembled on the 17th day of January 2023, by the following vote to wit:
AYES: Councilmembers Daysog, Jensen, Vella and Mayor Ezzy
Ashcraft — 4.
NOES: Councilmember Herrera Spencer — 1.
ABSENT: None.
ABSTENTIONS: None.
IN WITNESS, WHEREOF, I have hereunto set my hand and affixed the official
seal of the said City this 18th day of January 2023.
Lara Weisiger, City Clerl
City of Alameda
APPROVED AS TO FORM:
Yibin Shen, City Attorney
City of Alameda