lafayette downtown congestion study… · 2016-11-17 · lafayette downtown congestion study final...

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Lafayette Downtown Congestion

StudyFinal Traffic Capacity/Demand Findings,

Multi-Criteria AssessmentNovember 17, 2016

Steering Committee Meeting

22

• Reviewing the “Big Picture”

• Traffic analysis findings

• Supply and Demand Side recommendations

• A final determination of Long-Term strategies

• Draft multi-criteria assessment

Agenda

33

Reviewing the “Big Picture”

44

Long to Short-List Process March to June 2016Short List Summary June 16

Detailed Traffic Analysis June to August 2016Traffic Check-in August 31

Final Analysis and Multi-Criteria September to November 2016Tonight November 17

Multi-Criteria Assessment/Survey Intro December 2016Steering Committee TBD

Land Use Discussion/Survey Final January 2017Steering Committee TBD

City Council/Circulation Commission February 2017Launch Survey #2 TBD

Final Public Meeting March 2017Survey summary, feedback TBD

Schedule

55

Long to Short List Process – Long List

66

Long to Short List Process – Short List

7

Near-Term3

1

2

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6

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Near-Term:#1: Smart Corridors

Add signals to coordinated system#2: Gateway traffic meter (Old Jonas Hill Rd)#3: Traffic signals/roundabouts on Deer Hill Rd#4: MDB/Moraga Rd improvements#5: Moraga Rd/Moraga Blvd Southbound Left-Turn Lane (SBL)#6: Additional school loading zones (2)#7: School Street Complete Street#8: Student Pedestrian Safe Routes/Priority Streets#9: Enhanced bus service (not shown)#10: School stagger times (not shown)

7

Capacity projectsDemand projects

8

Medium-Term

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Medium-Term:Near-Term (shown in gray, remain in place)#11: MDB road diet (Acalanes Rd to Risa Rd)#12: Eliminate on-street parking and convert to travel lanes#13: Downtown Couplet#14: Oak Hill and 1st St “road diets”#15: Brook St to School St connection#16: Moraga Rd to School St SBL lane#17: Trail to BART bike route#18: Oak Hill Rd/BART pedestrian bridge16

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12

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Long-Term

Long-Term:Near-Term and most Medium-Term except Couplet (shown in gray, stay in place)

SELECT ONE:#19A: Reservoir bypass (two options)#19B: Connect Moraga Rd to 1st St (two options)#19C: Interchange reconfiguration, full or partial one-way northbound

19c

19a

19b


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“Big Picture” Trends

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2000 2007 2009 2013 2015 2020 2025 2030 2035 2040 2045 2050

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Mount Diablo Blvd / Moraga Rd: Intersection Traffic Volumes

Drive Alone Commute Mode Share (%)AM Peak Hour TrafficPM Peak Hour TrafficHistoric Growth/Trends in Commute Mode ShareCCTA Model Traffic Forecasts/No Change in Travel Behavior

10% growthfrom 2015

20% growthfrom 2015

3% growthfrom 2015

8% growthfrom 2015

Drive alone commute mode share continues to decrease

Slower vehicle traffic growth over the last eight years

We have been testing traffic growth from the CCTA travel model

A lower volume forecast based on historic growth rates is possible if commuter drive alone mode share continues to decrease and transit continues to grow

Source: Arup, CCTA, City of Lafayette, US Census American Community Survey

HIGH0.6% growth per year

LOW0.3% growth per year

1111

• Congestion on Moraga Road is the key issue

• Initial traffic analysis evaluated combinations of Near and Medium-term “capacity” projects at the 10% and 20% traffic growth scenarios

• Several options can serve up to 10% growth; additional strategies required to serve 20%

• Demand management strategies are still required to provide flexibility and “insurance”

• Need to consider the combination of supply and demand-side strategies

• Reinforce why Long-Term strategies are infeasible

• Working towards a recommended set of strategies for review by Circulation Commission, City Council, and the constituency

Key Points for this Traffic Analysis Update

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1. MDB / Moraga Rd – what is the best solution? How will the weave on approach to 1st St and crosswalk with double-right turn lanes be dealt with?

2. What are the benefits of the Brook-School connection and can it relieve queueing on School St?

3. What is the queuing like on Moraga Rd south of St Mary’s?

4. What is the final decision on the Long-Term (“Big Ticket”) items?

5. Is there a “Big Ticket” item on the demand side (land use/transportation connection)?

Major Traffic Questions from the Last Meeting

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• Estimate how the supply-side strategies could reduce travel time/increase capacity• Estimate how the demand-side strategies could reduce auto trip making in the peak, shift

trips to other modes, or shift trips away from critical locations on Moraga Rd• Identify how effective these strategies are in mitigating future land use & traffic growth

Supply and Demand Side Strategies

SUPPLY (CAPACITY) DEMANDNear-Term • Mount Diablo Blvd/Moraga Rd improvements (several options)

• Southbound left-turn lane at Moraga Rd/Moraga Blvd• Traffic Signals/Roundabouts on Deer Hill Rd• Smart Corridors (assumed in all projects)

• School loading zones at St Mary’s and Golden Gate Way• School Street Complete Street• Student pedestrian priority streets• Enhanced bus service• Staggered school times

Medium-Term

• Brook to School St connection• Southbound left-turn lane at Moraga Rd/School St• Downtown Couplet

• Mount Diablo Blvd road diet from SR 24 to Risa Rd• Oak Hill Rd and 1st St Road Diets• Regional Trail to BART connection• Oak Hill Rd/BART pedestrian bridge

Long-Term • Reservoir Bypass (two options)• Moraga Road (two options)• Interchange Reconfiguration (full or partial one-way NB)

• Land use / zoning regulations, transit-oriented development (TOD), and other supporting policies to promote lower auto trip making and more active transportation

1414

Near and Medium-Term Project Assessment

1515

Supply Side Projects

MDB / Moraga Rd Improvements• Increase NBRT capacity• Reduce northbound queues• Maintain or enhance pedestrian

experience• Moraga Rd carries approximately

2,000-2,100 vehicles (two-way total) in the peak AM, MD, and PM hours

Smart Corridors Project• Assumed in the analysis

Mount Diablo Blvd / Moraga Rd(Several Options)

Weaving for right turning vehicles traveling between MDB and 1st St

Reduce the northbound queuing

Maintain the north-south crosswalkon the east leg of intersection

Provide dedicated southbound left-turn lane

1st StFWYOK

1616

Supply Side Projects – MDB / Moraga Road

OVL

12 sec

OVL

28 sec 15 sec

P

27 sec

OVL

38 sec

P

P

P

120 – 126 second cycleNBR movement gets over 55% of the overall time

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Supply Side Projects – MDB/Moraga Rd Options

P P P P P P P

2 NBRT –No crosswalk

Existing & 2025 Baseline

2 NBRT –With crosswalk

2 NBRT, No SBL,modified xing

2 NBRT, close northleg, ped scramble

OVL

Scramble

• SB pedestrians cross with the WBL and NBR overlap phase.

• NB pedestrians cross with the northbound Moraga phase.

• There is a right-turn overlap (OVL), which runs after the pedphase ends, which permits additional right-turn throughput.

• Crosswalk is closed because the 2 NBRT movement poses a safety issue for peds (although is permitted).

• Removing the crosswalk provides greater vehicular capacity, but reduces pedestrian access & mobility.

• SB & NB pedestrians cross with the shopping center phase.

• No OVL phase.

• NB pedestrians cross with double right-turns (although not recommended).

• SB pedestrians cross with the shopping center phase.

• No OVL phase.

• Allow NB and SB peds to cross on the same phase serving the shopping center.

• This would require restricting the SBL from the shopping center so as to not conflict with peds in the east crosswalk.

• Close the north leg into the shopping center. This would require reassigning all of the inbound and outbound traffic.

• Operate a pedestrian scramble phase that serves all north-south ped movements.

Signal phasing diagrams for the north and southbound approaches. “P” indicates permitted pedestrian crossing and the phase they cross with.

Not recommended because the capacity improvements only occur with the crosswalk removed

Fails (LOS F) in 2025 Works (LOS D) in 2025 Borderline (LOS E) in 2025 Fails (LOS F) in 2025Works (LOS D) in 2025

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Supply Side Projects – Moraga Rd

Southbound Left-Turn (SBL) at Moraga Rd/Moraga Blvd• Southbound left-turn lane at Moraga Blvd• Provides queuing space and access to the school loading zones• Removes a few underutilized parking spaces

Moraga Road Improvements• Prevent SBL into Lafayette Elementary• Other potential school circulation changes at Lafayette Elementary

SBLT at Moraga Blvd

Potential Changes at Lafayette Elementary

Brook-SchoolConnection

SBLT at School

New circulationthrough the oldlibrary

949 Moraga Rdsite

Recommend the SBL at Moraga Rd/Moraga Blvd

1919

Supply Side Projects – Brook-School Connection• Improves traffic progression

- Combines two closely spaced intersections into one, which reduces vehicle stopping and queuing

• Pedestrian scramble phase is not required- The scramble generated 22 seconds of all-red time- Approximately 20% of the overall cycle time

• Southbound left-turn lane adds capacity- Turning vehicles don’t block SB through traffic on

Moraga Road

• Pedestrian and bicycle improvements- Improved sidewalks- Ties into the School Street path, which provides a

convenient way to cross Moraga Rd

• Provides a large area at the NW corner for additional amenities

School Street improvements

SBLT lane

Area for additionalamenities

Recommended

2020

Supply Side Projects – Deer Hill (Traffic Signals vs. Roundabouts)Traffic signals• Signals operate acceptably with 20% growth

Roundabouts• Happy Valley

- Single-lane (right-of-way constrained)• Oak Hill

- Two-lane entries on Deer Hill- One-lane on Oak Hill (for safer pedestrian crossings)

• Both roundabouts would operate at LOS F with 20% growth because of heavy volumes at key approaches

Intersection

Existing AM with Stop Control

(from DSP EIR)Existing AMwith Signals

20% Growth AM with Stop Control (from DSP EIR)

20% Growth AM with Signals

20% Growth with 1/2-lane

Roundabouts20% growth with 2-lane Roundabouts

Deer Hill Rd/Happy Valley Rd F / 71 C / 23 F / 95 C / 26 F Not feasible

Deer Hill Rd/Oak Hill Rd C / 20 B / 14 D / 35 C / 27 F F

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LEGEND:

Demand Side Projects – School

Existing / Proposed School Loading Zones• Primarily impact AM conditions• New Golden Gate Way / Library zone• New St Mary’s Road zone• Potential to utilize the old Library as an extension of

the existing zone• Combined with other circulation changes (no SBL

into Lafayette Elementary)• Most school trips will still hit one intersection on

Moraga Rd• Estimated the school trip generation and distribution

to gateways

New potential loading zone/ connection to Moraga Blvd

St Mary’s Loading Zone

Golden Gate Loading Zone

Northwestvia MDB & others

Northeastvia MDB

Southeastvia St Mary’s Rd

Southvia Moraga Rd

Westvia Brook & others

Gateways

Existing/ProposedLoading Zones

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• Identified routing from each gateway to each school• Identified how the new loading zones would reduce traffic on segments of Moraga Rd

IntersectionNumber ofStudents

Auto/TransitMode/Walk-Bike Share

Total Drop-Off Auto Trips

Lafayette Elementary 550 60% / 0% / 40% 330

Stanley Middle School 1,200 50% / 19% / 31% 600

Total 1,750 930

Reduction for Shared Trips (Carpool/Multiple Children) 20%

Total Net School Vehicle Trips 744

Trip Distribution to Local Gateways (%)

IntersectionTotal Drop-

Off Auto Trips South Southeast Northeast Northwest West

Lafayette Elementary 264 20% 15% 20% 20% 25%

Stanley Middle School 480 20% 25% 25% 20% 10%

Total 744 149 160 173 149 114

Trip Generation

Trip Distribution

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Two-thirds of the trip savings come from two gateways to/from Stanley

South to Stanley trips• Traffic uses St Mary’s zone instead of School St• Reduces traffic between St Mary’s and School

Northwest to Stanley• Support the two school loading zones• Additional sidewalk, crosswalk, and pathway

improvements to promote safe routes to both schools

Southeast to Lafayette Elementary• Small number could divert to St Mary’s

Other trip savings are quite small

Existing pathProposed path

Demand Side Projects – School Major Traffic Diversions

2424


• Loading zones would divert up to 10% of AM and MD peak hour traffic from Moraga Road

• PM would not be affected

Trip Distribution to Local Gateways (%)

IntersectionTotal Drop-

Off Auto Trips South Southeast Northeast Northwest West

Lafayette Elementary 264 20% 15% 20% 20% 25%

Stanley Middle School 480 20% 25% 25% 20% 10%

Total 744 149 160 173 149 114

Trips Using Moraga Road 441 149 36 44 122 90

Trips Diverted from Moraga Road 105 53 7 11 31 2

Diverted Trips * 2 210

Moraga Road Traffic (Two-Way, AM) 2,000

% Reduction on Moraga Road 10%

Recommended

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School Street Complete Street• Connection between the Regional Trail and Moraga

Road to facilitate pedestrian and bicycle travel

School Pedestrian Safe Routes/Priority Streets/Pathways• Support the two school loading zones• Additional sidewalk, crosswalk, and pathway

improvements to promote safe routes to both schools

Minimal auto trip reduction (1%) – more to support the other strategies and enhance safety

School Pedestrian Safe Routes/ Priority streets

School Street Complete Street

Loading zone pathway

Recommended

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Demand Side Projects – SchoolEnhanced School Bus Program• From the Lamorinda Service Alternatives Report (Nelson\Nygaard, 2015)• Six additional buses• $450,000 annual cost, which is approximately $3.90 per trip with 75% load factor (compared with $3.63 per

trip for the existing service)• Ridership projections:

- 66 Stanley + 71 Lafayette Elem = 137 riders- Applying similar adjustment factors to the other school strategies (20% carpool)- 114 reduction in vehicle trips on Moraga Road = 6% reduction in traffic on Moraga Road (AM & MD)

Recommended

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Demand Side Projects – SchoolSchool Stagger Times• Helps to spread the “peak”• Stanley Middle School: 8:15-2:53 except Wednesdays 9:24-2:53• Lafayette Elementary: 8:30-2:42 except Wednesdays 8:30-1:42• 7-8 AM volumes at Moraga Rd/Moraga Blvd = 1,500 vehicles per hour (all movements)• 8-9 AM volumes = 2,100 (40% higher) (all movements)• Lafayette trips shifted from Moraga Road = 320 (inbound/outbound)• Stanley trips shifted from Moraga Road = 580 (inbound/outbound)

Scenario Trip Change(in/out)

Moraga Road Volumes (two-way, peak hour)

7-8 AM(two-way volumes)

8-9 AM(two-way volumes)

Existing Volumes, Existing Start Times - 1,500 2,100

Shift the Elementary School to 7:30 AM 320 1,820 1,780

Shift the Middle School to 7:30 AM 580 2,080 1,520

Not recommended – could shift the problem earlier, creating additional problems later in the peak period; could generate additional trips because of less carpooling

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Supply Side Projects – Downtown Couplet

• Creates a one-way “couplet” on 1st and Oak Hill• Allows for a “road diet” on both streets• Removes one travel lane and convert the space

to a shared pedestrian/bicycle path

Analysis indicates MDB/Moraga Rd would operate at LOS E/F

Increases the NBRT volumes, which exacerbates queue on Moraga Rd; Would require the crosswalk removal

Not recommended for further analysis

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Oak Hill Rd and 1st St Road Diets• Possible with the one-way Downtown Couplet concept• Traffic calming• Promotes pedestrian and bicycle access to BART and

Downtown destinations• Should provide a small shift in drive trips to walk and

bike

Small auto trip reduction of 1%, but has other pedestrian and bicycling benefits

Demand Side Projects - Medium-Term

Not recommended because it’s tied to the Couplet strategy

3030


Mount Diablo Blvd road diet from SR 24 to Risa Rd• Traffic calming• Promotes pedestrian and bicycle access• Serves limited destinations• Reduces the likelihood of cut-through traffic when SR 24 is

congested

Negligible auto trip reduction, but has other pedestrian and bicycling benefits

Recommended

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Trail to BART Connection • Provides a coherent route between the Regional Trail and

Downtown/BART• Would utilize other strategies such as the School Street Complete

Street

Oak Hill / BART Pedestrian Bridge• Provides a safer more direct crossing (15% faster than existing

travel path)

Negligible auto trip reduction, but have other pedestrian and bicycling benefits

Recommended

32

Northbound Moraga Road ConnectorObjective: Improve traffic operations and capacity on northbound Moraga Road by building an one-way extension of Moraga Road through the Plaza Center shopping center to the SR 24 on-ramp at 1st Street.

Description: This project is a scaled down version of #19c, Interchange Reconfiguration. This project would include extending Moraga Road as a one-way northbound two-lane connector that would intersect 1st Street at the eastbound SR 24 on-ramp. A new traffic signal would be required at the Northbound Moraga Rd Connector / 1st St / SR 24 on-ramp intersection. The internal intersection at Plaza Center could remain as side-street stop controlled.

Benefits:• The new connector would provide a more direct path for traffic headed to the westbound and

eastbound SR 24 ramps.• This connector would shift traffic from the northbound right-turn at Mount Diablo Boulevard /

Moraga Rd to the through movement. This movement has been identified as the primary capacity issue in the study area. The northbound through movement at this location would have significantly more capacity than the northbound right-turn.

• This connector would also be utilized by traffic heading to westbound SR 24.• The north-south crosswalk at the east leg of Mount Diablo Boulevard / Moraga Road would now

have fewer vehicular conflicts.

Costs and Tradeoffs:• Would require some land acquisition. Most of the design can be accommodated without having to

take any existing buildings. • This is still an expensive project, as retaining walls and other major improvements are required.

Recommended

Supply Side Projects – Medium Term

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Near and Medium-Term Projects on Moraga Road

* Throughput measured as the growth from existing volumes** Travel time on Moraga Road compared to the Baseline (No Project) scenario in the Downtown Specific Plan EIR

Supply Side Strategies (% Change over Existing Conditions) Demand-Side Strategies

Strategy Throughput Increase*(Peak Hour Volume)

Travel Time Improvement (min)*

Strategy Demand Reduction(Peak Hour Volume)

Smart Corridors and SBL at Moraga Blvd 2% 2% Two school loading zones 10% AM Only

2nd NBRT – no crosswalk (Not recommended) 10% 30% School St Complete Street <1%

2nd NBRT – with crosswalk (Not recommended) 5% 30% Enhanced School Bus 6% AM Only

2nd NBRT – restrict SBL (Not recommended) 0% 0% MDB Road Diet <1%

2nd NBRT – close north leg (Not recommended) 0% 0% Trail to BART Connection <1%

Brook-School 5% 10% BART Ped Bridge <1%

Downtown Couplet(Not Recommended) -5% -5% Oak Hill/1st Road Diets (Not recommended,

requires the Couplet)Not studied because the Couplet is not

recommended

NB Moraga Road Connector15% 30%

School Stagger Times(Not recommended, but can be explored further if required)

15-40% shifts the peak demand earlier, peak spreading could occur

TOTAL for Recommended Strategies 22% 40% TOTAL for Recommended Strategies 17% AM and MD

2% PM

Gray shading indicates the strategy is not recommended.* All modeling results reported for the PM peak hour from the MD/PM peak period traffic model. The travel time results indicate the % improvement compared to the forecast baseline (no project) scenario.Source: Arup, 2016

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Near and Medium-Term Projects on Moraga Road

* Throughput measured as the growth from existing volumes** Travel time on Moraga Road compared to the Baseline (No Project) scenario in the Downtown Specific Plan EIR

Supply Side Strategies (% Change over Existing Conditions) Demand-Side Strategies

Strategy Throughput Increase*(Peak Hour Volume)

Travel Time Improvement (min)*

Strategy Demand Reduction(Peak Hour Volume)

Smart Corridors and SBL at Moraga Blvd 2% 2% Two school loading zones 10% AM/MD Only

2nd NBRT – no crosswalk 10% 30% School St Complete Street <1%

Brook-School (w/ SBL at School) 5% 10% Enhanced School Bus 6% AM/MD Only

NB Moraga Road Connector 15% 30% MDB Road Diet <1%

Trail to BART Connection<1%

BART Ped Bridge<1%

School Stagger Times 15-40% shifts the peak demand earlier, peak spreading could occur

TOTAL for Recommended Strategies 22% 40% TOTAL for Recommended Strategies 17% AM and MD

2% PM

Gray shading indicates the strategy is not recommended.* All modeling results reported for the PM peak hour from the MD/PM peak period traffic model. The travel time results indicate the % improvement compared to the forecast baseline (no project) scenario.Source: Arup, 2016

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3,000

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2007 2009 2013 2015 2020 2025 2030 2035 2040 2045 2050

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Mount Diablo Blvd / Moraga Rd: Intersection Traffic Volumes

PM Peak Hour Traffic Historic Growth/Trends in Commute Mode Share CCTA Model Traffic Forecasts/No Change in Travel Behavior Managed Demand Scenario

Strategy Implementation

Source: Arup, CCTA, City of Lafayette, US Census American Community Survey

Existing Capacity

Demand just below capacity = congestion but not gridlock

Implement Brook-to-School and other Moraga Rd projects to boost capacity

Implement Demand Side strategies to “bend” the curve

Demand management and active transportation strategies cause traffic growth to tail off even as population continues to grow. As long as the curve stays below the capacity line, congestion is manageable. Demand exceeds existing capacity (in high

growth scenario) = severe congestion

5

Implement Northbound Moraga Road Connector

High Growth

LowGrowth

DemandManagedGrowth

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Long-Term Project Assessment

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Long-Term

Long-Term:Near-Term and most Medium-Term except Couplet (shown in gray, stay in place)

SELECT ONE:#19A: Reservoir bypass (two options)#19B: Connect Moraga Rd to 1st St (two options)#19C: Interchange reconfiguration, full or partial one-way northbound

19c

19a

19b


• Do we want to continue with these projects?

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#19A: Reservoir BypassObjective: Improve traffic operations on Moraga Rd by diverting freeway traffic through the Lafayette Reservoir on a new roadway.

Description: Provide a new 1.1 mile roadway connection from Nemea Ln to Risa Rd and MDB (shown as “C” in the figure to the left). The road would consist of one lane in each direction, with a shared use path for pedestrians and cyclists. The new connection would allow traffic from Moraga to bypass Moraga Rd to reach SR 24 primarily for traveling to/from the west.

Benefits:• The total number of AM peak hour vehicles diverted from northbound Moraga Rd to

the bypass is in the range 100 to 200 vehicles in the peak hour.

Costs and Tradeoffs:• The bypass would serve very little traffic (see figure to the left)• There would be no traffic operations benefits to Moraga Rd with this level of change• The cost to build the road is high ($4-5M per mile)• Would introduce traffic into an important recreation area• Could require lengthy environmental analysis to implement

Conclusion:• Not recommended because of the low cost-benefit and potential environmental and

recreation impacts.

A

B

C

D

E

A. The majority of trips on Moraga Rd within the study area are heading east on SR 24 (60%) vs heading west on SR 24 (10%)

B. The majority of trips heading west on SR 24 have a local Lafayette origin, not a Moraga origin.

C. The bypass would mostly serve traffic traveling between Moraga and destinations to/from the west on SR 24. However, the Moraga catchment is small.

D. The bypass might induce more traffic on Moraga Rd between Rheem and the bypass.

E. For trips from the largest Moraga catchment zones, Moraga Way to Orinda is the fastest way to access westbound SR 24.

Lamorinda AM Travel Patterns

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Lamorinda AM Travel Patterns

Reservoir Bypass Analysis

How much of the main Moraga traffic flow would use the bypass to avoid Moraga Rd congestion to head east on SR 24?

Two possible Bypass alignments:1. Connection to Risa Road (1.1 mi)2. Connection to Reservoir entrance (1.4 mi)

12

4040

• The Near and Medium-Term projects solve congestion on Moraga Rd up to 15% growth• Therefore, Moraga Road will always be the fastest most direct path up to 15% growth• With Year 2040 20% growth and Near/Medium-Term improvements, travel times on

Moraga Road (St Mary’s-MDB) would almost double (per the model)- Travel time in the 5-6 min range during the peak

• With the Bypass, the volume on Moraga Rd would decrease as traffic is diverted to the Bypass

• This would reduce travel times on Moraga Rd as the travel times equalize


Reservoir Bypass Moraga Road

Time (min:ss) Time (min:ss)

Segment Length (mi)

Existing / Off-Peak

2040 Pk Hr(Risa)

2040 Pk Hr(Reservoir Entrance)

Segment Length (mi)

Existing / Off-Peak

2040 Pk Hr

Nemea Ln to Risa or Reservoir Entrance

1.1 3:00 3:00 3:30 Nemea Ln to St Mary’s

1.2 3:00 3:00

Risa to MDB 0.9 3:00 4:00 4:30 St Mary’s to MDB 0.4 3:00 4:00

MDB to EB 24 On 0.5 2:00 2:30 2:30 MDB to EB 24 On 0.5 2:00 2:30

Total 2.5 8:00 9:30 10:30 Total 2.1 8:00 9:30

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However,

• The core Moraga market for the Bypass is small (traffic from Carroll Ranch heading to/from the west on SR 24)

• For the main travel market (SR 24 east): the Bypass route would have the same travel time as Moraga Road under existing conditions and 2040 conditions

• Off-peak Moraga Road should also have an equal travel time to the Bypass• Other considerations with the Bypass:

- Significant physical / environmental impact to the recreation area- Significant grade changes make road design and stormwater management challenging- Standard new road construction is $4-5M per mile- Likely higher because of the physical and environmental challenges

Not recommended because it does not provide a clear time advantage, has a small potential market, and could be very expensive


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#19B: Connect Moraga Road to 1st StObjective: Improve traffic operations on Moraga Rd by diverting some freeway-bound and local traffic to 1st St.

Description: Connect Moraga Rd to 1st St by constructing a new road through four properties located between St Mary’s Rd and School St. Convert 1st St back to two-way travel with one travel lane in each direction and standard sidewalks. The existing shared use path between School St and Golden Gate Way would need to be removed along with some on-street parking. New intersections would have to be built or reconstructed at Moraga Rd and St Mary’s Rd and at 1st St and Golden Gate Way. The Moraga Blvd/1st St intersection would need to be signalized, as an all-way stop operates at LOS F under future conditions.

Benefits:• Approximately 1,000 vehicles (50% of Moraga Rd traffic) in both directions during the AM peak hour

would use the new route, with 650 vehicles in the northbound direction and 450 in the southbound. • These vehicles would divert from Moraga Rd between St. Mary’s Rd and MDB. This would reduce the

number of vehicles on Moraga Rd by 50% and improve the LOS in the AM peak hour at Moraga Rd/School St from LOS F to LOS B/C:

Costs and Tradeoffs:• The cost of purchasing four parcels (three that have houses) would be added to cost of the new road, the

modified connection at Golden Gate Way, and the new signal at Moraga Blvd• 1st St would change from a quiet neighborhood street to a feeder arterial • 1St St is proposed as a “priority pedestrian path” for students with the remote drop-off concept.

Conclusion: Not recommended. While the project would have significant traffic operations benefits for Moraga Rd, it would now direct freeway-bound traffic through the neighborhood, split the two school areas, and remove the 1st St multi-use pathway.

Reconfigure intersection Realign 1st St through

existing parking lot

Remove shared use path

Convert to two-way traffic

Signal might be required at Moraga Blvd

Signal at School St

Taking of 3 parcelswith houses

Realign and rebuildthe Moraga Rd/St Mary’s intersection

IntersectionExisting AM(DSP EIR)

Future AM(DSP EIR)

Future AM with Connection

Moraga Rd/St Mary’s B / 13 C / 23 D / 46

Moraga Rd/School St F / 148 F / 195 D / 38

Moraga Blvd/1st St (not analyzed) (not analyzed) B / 14

Option: Don’t build the connector south of School Street. Force a right-turn at School Street and a left-turn onto two-way 1st Street.

Construct a bridge over the creek to carry the realigned street.

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Consider two options:1. The full route (as shown) with the connection between St Mary’s and School Street2. A partial option where the connector is not built and traffic is forced to make a right-turn at School and a

left-turn at 1st Street• The route would serve approximately 650 vehicles northbound and 450 southbound in the

Year 2040 AM. The reverse flow would occur during the Year 2040 PM.• Traffic signals on 1st St at School St and Moraga BlvdPros• Alleviates a significant amount of existing and projected congestion on Moraga RdCons• Cost and impacts on the schools and the residential neighborhoods are negatives• Requires realigning 1st Street to intersect Golden Gate Way, taking an existing parking lot,

and building a new bridge over the creek• In the full route option, the cost of purchasing four parcels and realigning St Mary’s and 1st

Street could increase the cost of the project several million dollarsNot recommended because of the cost and it has too many neighborhood impacts

Moraga Road to 1st Street Connector Analysis

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#19C: Interchange Reconfiguration (1)Objective: Improve traffic operations through the Downtown “Y” by creating a more direct connection to SR 24 and providing additional access for all most under the freeway.

Description: Extend Moraga Rd from MDB to Deer Hill Rd under SR 24 through a new freeway undercrossing with bike lanes. This connection would travel through the Whole Foods property. Create a new frontage road with a cycle track between Oak Hill and 1st Street and reconfigure the WB SR 24 ramps to intersect the Moraga Rd extension. This project can be combined with the road diets and shared use paths on Oak Hill Rd and 1st St.

Benefits, Costs, and Tradeoffs:Benefits:• Approximately 1,400 vehicles (65% of current Moraga Rd traffic) in both directions during the AM

peak hour would use the new interchange, with 800 vehicles in the northbound direction and 600 in the southbound. Any new road would be designed with relatively wide sidewalks and high quality bicycle facilities, such as a two-way cycle track, providing better mobility to active modes in addition to vehicle traffic.

• Under PM peak hour conditions, MDB/Moraga Rd would operate at:

Costs and Tradeoffs:• This project is extremely difficult to implement. It requires a major new undercrossing of SR 24,

retaining walls along the new frontage road, rebuilding the WB SR 24 ramps, and potentially a new bridge over Oak Hill Rd for the WB on-ramp. It would also require partial building demolitions that would put some businesses at risk.

• There is a moderate risk of impacting the EBMUD water pipe located parallel and under SR 24.• Very expensive ($40-60M)

Conclusion: Recommended for further study. This project directly serves freeway bound traffic as well as BART. The design also provides enhanced pedestrian and cycling infrastructure and does not impact the residential community or the schools. However, it is potentially very expensive.

Moraga Rd Extension

Cycletrack

Intersection Existing PM Future Baseline PMFuture with Interchange

Reconfiguration

MDB/Moraga Rd D / 35 E / 66 E / 56

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#19C: Interchange Reconfiguration (2)

Moraga Rd Extension

Reconstructed ramps

New intersection

New uses for property

4646

• The cost for the full Interchange Reconfiguration is too high and could impact existing buildings and the EBMUD aqueduct

• Led to the scaled down Northbound Moraga Rd Connector idea in the Near/Medium-Term projects

Not recommended

Interchange Reconfiguration

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Multi-Criteria Assessment

4848

Criteria• Congestion reduction: improvement in LOS, queueing, travel time• Auto/truck safety: improvement in safety for autos or trucks• Pedestrian/bicycle safety and environment: improvement in safety for pedestrians and cyclists• Parking impact: reduction in parking spaces• Urban design: improvement in urban design• Environmental/utility impacts: cause an environmental (air quality, noise, etc.) or utility (EBMUD) impact• Ease of implementation: level of design, environmental clearance, permitting, financing• Cost

RatingsHigh benefit, low cost, minimal/positive impact, easy to implement,Moderate benefit, cost, impact, implementationLow to no benefits, high cost, negative impacts, difficult to implementNo change, no impact, not applicable (N/A)

Multi-Criteria Assessment

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Multi-Criteria Analysis

Near-TermImprovement Projects

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Smart Corridors MODERATE MODERATE N/A NONE N/A MINIMAL HIGH LOW

New traffic signals/roundabouts on Deer Hill Rd HIGH MODERATE HIGH NONE N/A MODERATE MODERATE MODERATE

MDB/Moraga Rd 2nd NBR lane (w/ and w/out crosswalk) HIGH LOW LOW NONE LOW MINIMAL HIGH LOW

Moraga Rd/Moraga Blvd SBL lane HIGH HIGH N/A MODERATE N/A MINIMAL HIGH LOW

Two school loading zones (St Mary’s & Golden Gate Way) MODERATE N/A HIGH MODERATE N/A MINIMAL HIGH MODERATE

School Street Complete Street N/A MODERATE HIGH MODERATE HIGH MINIMAL MODERATE MODERATE

Student Pedestrian Safe Routes Priority Streets N/A N/A HIGH N/A N/A MINIMAL MODERATE LOW

Enhanced school bus service LOW N/A N/A N/A N/A N/A LOW HIGH

School stagger times LOW N/A N/A N/A N/A N/A LOW N/A

5050

Multi-Criteria Analysis

Medium-TermImprovement Projects

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MDB road diet (Acalanes Rd to Risa Rd) LOW HIGH HIGH NONE HIGH MINIMAL HIGH MODERATE

Downtown Couplet LOW N/A LOW MODERATE LOW MINIMAL LOW MODERATE

Oak Hill and 1st St road diets LOW HIGH HIGH MODERATE HIGH MINIMAL MODERATE LOW

Brook St to School St connection HIGH N/A HIGH N/A HIGH MODERATE LOW HIGH

Moraga Rd to School St SBL lane HIGH HIGH N/A N/A N/A MINIMAL LOW MODERATE

Trail to BART bike route N/A N/A HIGH N/A HIGH MINIMAL HIGH LOW

Oak Hill Rd/BART pedestrian bridge

LOW N/A HIGH N/A HIGH MODERATE LOW HIGH

Northbound Moraga Road Connector

HIGH MODERATE N/A N/A MODERATE HIGH LOW HIGH

5151

Next Steps

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• Identify the preferred design concept for MDB / Moraga Rd

• Identify the preferred supply side design concepts for Moraga Rd overall

• Identify the preferred demand side strategies

• Eliminate the Long-Term supply-side projects

• Identify the preferred demand-side (land use/zoning) policies

• Refine the implementation plan

Decision Points

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Additional Slides

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Southeastvia St Marys

Southeast to Stanley• St Mary’s loading area is very attractive• Could divert up to 50% of school trips from Moraga

Road

Southeast to Lafayette• Golden Gate loading area is not convenient• Still use Moraga Road to access the school• St Mary’s loading area is not as attractive for grade

school children

School trips diverted from Moraga Road to/from the Southeast gateway = 20%

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South to Stanley• St Mary’s loading area is very attractive• Could divert up to 50% of school trips

South to Lafayette• The new loading areas are not convenient for

Elementary School trips• Modest trip reduction potential

School trips diverted from Moraga Road to/from the South gateway = 25%

Southvia Moraga Rd

5656



Northwest to Stanley• St Mary’s loading area is not convenient• Golden Gate area is attractive but redundant and

would divert only a small number of trips

Northwest to Lafayette• Golden Gate loading area is attractive, but redundant

with existing drop-off on 1st Street• Estimating a 25% reduction in Elementary School

trips on Moraga Road

School trips diverted from Moraga Road to/from the Northwest gateway = 25%

Happy Valley (NW)via MDB & others

5757



West to Stanley• St Mary’s loading area is not convenient

West to Lafayette• Golden Gate loading area is attractive, but on the

route to the existing 1st St area• Would result in a minimal reduction in traffic on

Moraga Rd from MDB to School

School trips diverted from Moraga Road to/from the West gateway = 3%

Westvia Brook & others

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Northeast to Stanley• St Mary’s loading area is not convenient• Parents could take Pleasant Hill to Olympic to reach

the St Mary’s area, but unlikely

Northeast to Lafayette• Golden Gate loading area is attractive, but on the

existing route to the existing 1st St area• Would result in a minimal reduction in traffic on

Moraga Rd from MDB to School

School trips diverted from Moraga Road to/from the Northeast gateway = 25%

Northeastvia MDB

lafayette downtown congestion study… · 2016-11-17 · lafayette downtown congestion study final...

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