Albany Transportation Commission backs draft active-transportation networks, urges long-term plan for San Pablo Avenue

The Albany Transportation Commission on June 26 recommended that the City Council approve the draft active transportation networks developed in phase 2 of the city's Active Transportation Plan, while adding several clarifications and priorities, including treating San Pablo Avenue as a long‑term high‑comfort corridor and advancing parallel high‑comfort routes.

The recommendation follows a presentation from the city's consultants on the plan's network-development work and roughly three weeks of online public feedback. Pete Russitti of Parametrics briefed the commission on the project approach and draft maps, and Angie Chan, a subconsultant, described the plan's “nested” approach: a full network and a smaller set of pedestrian and bicycle corridors identified for higher comfort and priority treatments. Ben (staff member) and Justin (staff member) represented city staff during the briefing.

The commission's action matters because the networks set the “bones” of future design, project prioritization and capital improvement planning. The consultants said the plan is intentionally outcome‑driven at this stage — identifying where the city wants “all ages and abilities” (AAA) experiences rather than prescribing final facilities for every street — so corridor‑level design and cost estimates will come in phase 3.

Consultants described how they compiled the draft networks from the 2012 Albany plan, updated design guidance from NACTO and Alameda CTC, traffic counts and collision history. ‘‘This was really the network development phase,’’ Russitti said, describing phase 2 as the step that fills gaps and updates the city's earlier map to reflect current best practice. Chan explained that the plan distinguishes the full pedestrian network (sidewalks and paths) from a smaller high‑comfort pedestrian network and does the same for the bicycle network: some streets will be designated for higher comfort interventions.

Commission discussion and vote Commissioners debated several corridor choices that will determine where the city concentrates design and capital work in phase 3. After public comment and an extended discussion of tradeoffs, Commissioner McCroskey moved a recommendation that reads in full: “that the Transportation Commission recommend the City Council approve the draft active transportation network inclusive of the following suggestions from the commission that San Pablo Avenue is a transit priority route, but should be listed as a long term high comfort route acquiring needed space as opportunity arises; that Solano is to be studied for inclusion in the network as part of a separate project; that Curtis and Washington be designated as high comfort routes; and that Santa Fe and Portland be designated as part of the regular network.” The motion passed on a voice/roll call vote: Commissioner Barnes — yes; Commissioner Heilig — yes; Commissioner Kerr — yes; Commissioner McCroskey — yes; Chair Javan — aye.

Why those corridor choices - San Pablo Avenue: Consultants and staff told the commission San Pablo is a constrained, high‑demand regional corridor and a transit spine. The project team recommended pursuing a dual strategy endorsed by Alameda CTC and other neighboring jurisdictions: (a) treat San Pablo as a long‑term objective for high‑comfort bicycle facilities where right‑of‑way and agency agreements allow and (b) develop and upgrade parallel one‑block‑off, high‑comfort alternatives (for example, Adams and Keyes/Adams alignments) as practical, near‑term routes. Russitti noted the region's project work and described San Pablo as “very, very tricky” to redesign in place because it is a transit and through route.

- Santa Fe vs. Curtis (north–south): The commission agreed with the consultants' recommendation to keep Santa Fe on the network but treat it as a higher‑volume corridor where traffic calming or protected lanes would be costly and would likely affect parking. Curtis, a quieter parallel street one block east, was recommended as the candidate for the all‑ages‑and‑abilities (AAA) high‑comfort designation, provided the city implements traffic calming and intersection upgrades. Russitti summarized the technical tradeoffs: Santa Fe carries about 3,500–4,500 daily vehicles with speeds “just under 30 miles an hour,” whereas Curtis has much lower volumes (under about 2,000 daily) and slightly lower speeds, which opens facility options such as bike boulevards or advisory lanes.

- Portland vs. Washington (east–west): The commission supported designating Washington as the priority high‑comfort east–west corridor and keeping Portland on the broader bicycle network. The consultants presented traffic counts showing Portland's volumes near 2,900 daily — close to thresholds that typically require physically separated bikeways for ‘‘all ages and abilities’’ comfort — and Washington at roughly 2,000 daily, making Washington a more feasible AAA candidate with traffic calming and targeted diversion. Consultants also flagged school‑dropoff and park activity around Portland that creates concentrated peak demand and can complicate curbspace management.

Public comments and stakeholder themes Two public speakers urged stronger, protected on‑street bike facilities. Ian McLeod, identified as a Planning & Zoning commissioner speaking on his own behalf, argued that “the way you do that is by putting protected bike lanes on all your major streets, connecting them internally, connections to other cities, making them continuous and direct.” Amy Smolens, representing Albany Strollers & Rollers, described organizing a family bike ride with nearly 90 participants and said high turnout shows “demand is there” for separated facilities that make families and seniors comfortable.

Next steps Staff and the consultants said the networks approved by the commission will be forwarded to City Council for consideration; if the council approves, the project will move to phase 3, which will (a) develop a prioritized project list, (b) produce facility‑level design options and cost estimates for top projects, and (c) refine policies and intersection treatments for high‑priority corridors, including Solano Avenue as a separate design task. The consultants emphasized phase 3 will include corridor‑level outreach and detailed design for the highest‑priority projects before any final facility is selected.

Ending The commission's recommendation creates a framework for Albany to advance a mix of protected facilities on some streets and upgraded bike boulevards and crossings on others. The draft networks are now in the hands of the City Council and will guide the next phase of design and project prioritization.