ECCL Neg Dec Technical Appendices

PU BL IC R E V I E W DR A F T
E M E RY V I L L E CE N T E R OF COM M U N I T Y L I F E I N I T I A L ST U DY / M I T IG AT E D N EG AT I V E DECL A R AT ION

T ECH N IC A L A PPE N DICE S
June 2013
PU BL IC R E V I E W DR A F T
E M E RY V I L L E CE N T E R OF COM M U N I T Y L I F E I N I T I A L ST U DY / M I T IG AT E D N EG AT I V E DECL A R AT ION

T ECH N IC A L A PPE N DICE S
Submitted to: Emery Unied School District 1275 61st Street Emeryville, CA 94608
Prepared by: LSA Associates, Inc. 2215 Fifth Street Berkeley, CA 94710 510.540.7331
June 2013
EMERYVILLE CENTER OF COMMUNITY LIFE INITIAL STUDY / MITIGATED NEGATIVE DECLARATION TECHNICAL APPENDICES
APPENDICES
APPENDIX A: APPENDIX B: APPENDIX C: APPENDIX D: APPENDIX E: Illumination Summary (Lighting Scenario A) Air Quality Modeling Data Cultural Resources Study andHistorical Evaluation Noise Modeling Data Transportation Impact Analysis
APPENDIX A ILLUMINATION SUMMARY (LIGHTING SCENARIO A)
MY PROJECT
Name: Emeryville Sports Complex Location: Emeryville,CA
C1
INCLUDES:
Baseball Football Soccer
EQUIPMENT LAYOUT
B1
ball Base
ular
Irreg
Football Soccer
325' x 185' 360' x 160'
10 20 30 40 50 40 30 20 10
A1 C2
B2 A2
SCALE IN FEET 1 : 80
160'
0'
80'
10
QTY
20
1 1 1 1 1 1 6 Pole location(s) dimensions are relative to 0,0 reference point(s)
30
40
50
40
30
20
10
Electrical System Requirements: Refer to Amperage Draw Chart and/or the "Musco Control System Summary" for electrical sizing. Installation Requirements: Results assume +/- 3% nominal voltage at line side of the ballast and structures located within 3 feet (1m) of design locations.
EQUIPMENT LIST FOR AREAS SHOWN

Pole
LOCATION SIZE
A1 A2 B1 B2 C1 C2
80' 80' 80' 80' 80' 80'
GRADE ELEVATION
0' 0' 0' 0' 0' 0' TOTALS
MOUNTING HEIGHT
Luminaires
80' 80' 80' 80' 80' 80' 1500W MZ 1500W MZ 1500W MZ 1500W MZ 1500W MZ 1500W MZ
LAMP TYPE
QTY / POLE
6 6 6 6 6 6 36
SINGLE LUMINAIRE AMPERAGE DRAW CHART

Ballast Specifications
(.90 min power factor)
Line Amperage Per Luminaire

(max draw)
Single Phase Voltage

1500 watt MZ
208
(60)
220
(60)
240
(60)
277
(60)
347 380
(60) (60)
480
(60)
8.6
8.3
7.5
6.5
5.1
4.7
3.7
ENGINEERED DESIGN
By: Eric Svenby File # / Date: 153689R6 03-Jun-13
Not to be reproduced in whole or part without the written consent of Musco Sports Lighting, LLC. 1981, 2013 Musco Sports Lighting, LLC.
EQUIPMENT LAYOUT

Luminaires
QTY / POLE THIS GRID OTHER GRIDS
Pole
1500W MZ 1500W MZ 1500W MZ 1500W MZ 1500W MZ
LAMP TYPE
QTY
LOCATION
SIZE
1 1 1 1 1 5
A1 B1 B2 C1 C2
80' 80' 80' 80' 80'
GRADE ELEVATION
MOUNTING HEIGHT
0' 0' 0' 0' 0' TOTALS
80' 80' 80' 80' 80'
6 6 6 6 6 30
6 6 6 6 6 30
0 0 0 0 0 0
MY PROJECT
GRID SUMMARY
130'
C1
125'
Name: Size: Spacing: Height:

SUMMARY
Football 360' x 160' 30.0' x 30.0' 3.0' above grade

HORIZONTAL FOOTCANDLES
B1
27 25 23 21 24 26 30 33 33 23 33 29 24 29 33 35 36 38 41 39 33 35 40 42
10
190'
CONSTANT ILLUMINATION
91'
26 21 23 27 31 32 36 39
20
31
10
175'
20 32 32 24 20 21 27 30 33
30
30 36 33 27 23 23 28
40
24 37
20 30 40 50
35 35 32 30 35 35 35 41 39 34 36
24 38
39
10
20
35
121'
A1
169'
162'
C2
190'
43'
B2
A2
69'
125'
160'
0'
80'
20
Pole location(s) dimensions are relative to 0,0 reference point(s)
24
30 40 50
34 34 29
40 30 20
24
10
Guaranteed Average: Scan Average: Maximum: Minimum: Avg / Min:

Guaranteed Max / Min:
Entire Grid 30 30.6 42 20 1.54

2.5
Max / Min: UG (adjacent pts): CV: No. of Points:

LUMINAIRE INFORMATION
2.10 1.75 0.20 72 Luminaire Type: Rated Lamp Life: Avg Lumens / Lamp: Avg Lamp Tilt Factor: No. of Luminaires: Avg KW: Green Generation 5,000 hours 134,000 1.000 30 46.92 (51.0 max) Guaranteed Performance: The Guaranteed Average CONSTANT ILLUMINATION described above is guaranteed for the rated life of the lamp. Field Measurements: Illumination measured in accordance with IESNA LM-5-04 and CIBSE LG4. Individual values may vary. See the Warranty document for details. Electrical System Requirements: Refer to Amperage Draw Chart and/or the "Musco Control System Summary" for electrical sizing. Installation Requirements: Results assume +/- 3% nominal voltage at line side of the ballast and structures located within 3 feet (1m) of design locations.
ENGINEERED DESIGN
By: Eric Svenby File # / Date: 153689R9 06-Jun-13
ILLUMINATION SUMMARY

Luminaires
QTY / POLE THIS GRID OTHER GRIDS
Pole
1500W MZ 1500W MZ 1500W MZ 1500W MZ 1500W MZ
LAMP TYPE
QTY
LOCATION
SIZE
1 1 1 1 1 5
A1 B1 B2 C1 C2
80' 80' 80' 80' 80'
GRADE ELEVATION
MOUNTING HEIGHT
0' 0' 0' 0' 0' TOTALS
80' 80' 80' 80' 80'
6 6 6 6 6 30
6 6 6 6 6 30
0 0 0 0 0 0
MY PROJECT
GRID SUMMARY
130'
C1
125'

SUMMARY
Soccer 325' x 185' 30.0' x 30.0' 3.0' above grade

B1
23 22 21 18 20 22 25 31 33 24 33 36 35 35 37 37
125'
189'
26 35 29 26 22 23 25 28 32 33
10 20 30 40 50 40 30 20
91'
32 33 27 21 20 25 29 33 34 37 42
10
27 33 30 23 20 25 31 36 40
20
27 36 32 28 24 28 35
30 40 50 40 30 20
33 38 35 33 32 33 37 40 41 36 39 38 38 39 34 34
32 35
10
24
121'
A1
169'
162' 175'
160'
0'
80'
10
32

Entire Grid 30 31.0 42 18 1.70

2.5
34
Max / Min: UG (adjacent pts): CV: No. of Points:

2.28 1.49 0.19 77
39
38
34
Luminaire Type: Rated Lamp Life: Avg Lumens / Lamp: Avg Lamp Tilt Factor: No. of Luminaires: Avg KW:
Green Generation 5,000 hours 134,000 1.000 30 46.92 (51.0 max)
C2
43'
B2
Guaranteed Performance: The Guaranteed Average CONSTANT ILLUMINATION described above is guaranteed for the rated life of the lamp. Field Measurements: Illumination measured in accordance with IESNA LM-5-04 and CIBSE LG4. Individual values may vary. See the Warranty document for details. Electrical System Requirements: Refer to Amperage Draw Chart and/or the "Musco Control System Summary" for electrical sizing. Installation Requirements: Results assume +/- 3% nominal voltage at line side of the ballast and structures located within 3 feet (1m) of design locations.
ENGINEERED DESIGN
By: Eric Svenby File # / Date: 153689R9
06-Jun-13

Luminaires
QTY / POLE THIS GRID OTHER GRIDS LAMP TYPE
Pole
QTY
LOCATION
SIZE
GRADE ELEVATION
MOUNTING HEIGHT
1 1 1 1 1 1 6
A1 A2 B1 B2 C1 C2
80' 80' 80' 80' 80' 80'
0' 0' 0' 0' 0' 0' TOTALS
80' 80' 80' 80' 80' 80'
1500W MZ 1500W MZ 1500W MZ 1500W MZ 1500W MZ 1500W MZ
6 6 6 6 6 6 36
6 6 6 6 6 6 36
0 0 0 0 0 0 0
MY PROJECT
GRID SUMMARY
C1
186'
306'

SUMMARY
Baseball Irregular 260' / 268' / 260' 30.0' x 30.0' 3.0' above grade
10'
B1
22 28 33 37 42 49
40 50
19 25 27 28 33 38
30 20
28 23 22 32 36 41 41 37
66'
26 21 24 23 24 28
40 34 10
18 25
10 20
19 34 28 33 41 48 51 42
71'
20 38 24 30 38 45 43 38 38 38 41 42 46
20 54 30
31
28
38
37 53 57 64 60
58'
48
10
42 59 61 54 46 57 55
45'
44
A1
57
56
B2
137'
A2
24'
160'
0'
80'
30
40
50
27
40
30
20
10
245'
30 30
36

Infield 50 50.2 64 33 1.54

2
Outfield 30 30.5 45 18 1.69 Max / Min: UG (adjacent pts): CV: No. of Points:
2.5
1.96 1.29 0.16 25 Luminaire Type: Rated Lamp Life: Avg Lumens / Lamp: Avg Lamp Tilt Factor: No. of Luminaires: Avg KW: Green Generation 5,000 hours 134,000 1.000 36 56.3 (61.2 max)
2.47 1.61 0.24 48
35'
C2
276'
Guaranteed Performance: The Guaranteed Average CONSTANT ILLUMINATION described above is guaranteed for the rated life of the lamp. Field Measurements: Illumination measured in accordance with IESNA LM-5-04 and CIBSE LG4. Individual values may vary. See the Warranty document for details. Electrical System Requirements: Refer to Amperage Draw Chart and/or the "Musco Control System Summary" for electrical sizing. Installation Requirements: Results assume +/- 3% nominal voltage at line side of the ballast and structures located within 3 feet (1m) of design locations.
ENGINEERED DESIGN
06-Jun-13

Luminaires
Pole
QTY
LOCATION
SIZE
GRADE ELEVATION
MOUNTING HEIGHT
1 1 1 1 1 1 6
A1 A2 B1 B2 C1 C2
80' 80' 80' 80' 80' 80'
0' 0' 0' 0' 0' 0' TOTALS
80' 80' 80' 80' 80' 80'
6 6 6 6 6 6 36
6 6 6 6 6 6 36
0 0 0 0 0 0 0
MY PROJECT
GRID SUMMARY
Name: Track Spacing: 30.0' Height: 3.0' above grade
C1
SUMMARY
B1
Entire Grid 20.185 Scan Average: Maximum: 39.51 Minimum: 6.73 No. of Points: 40
17.61 19.11 18.90 18.43 14.44 13.66 18.80 19.77 24.78 30.02 22.23 14.32 11.24 10.60 13.38 12.33
10 20 30 40 50 40 30 20
12.51 14.07 18.01
10.95
10.21
20 30 40 50 40 30 20 10
10
9.15
7.43 26.62 32.13
6.73 A1 14.01 25.75

B2
25.92
32.87 36.32 39.51

A2
160'
0'
80'
10
Green Generation 5,000 hours 134,000 1.000 36 56.3 (61.2 max) Guaranteed Performance: The CONSTANT ILLUMINATION described above is guaranteed for the rated life of the lamp.
18.25 18.01 22.87 29.97
Field Measurements: Illumination measured in accordance with IESNA LM-5-04 and CIBSE LG4. Individual values may vary. See the Warranty document for details. Electrical System Requirements: Refer to Amperage Draw Chart and/or the "Musco Control System Summary" for electrical sizing.
24.80
30.15
32.68
28.87
C2
Installation Requirements: Results assume +/- 3% nominal voltage at line side of the ballast and structures located within 3 feet (1m) of design locations.
ENGINEERED DESIGN
06-Jun-13

Luminaires
Pole
QTY
LOCATION
SIZE
GRADE ELEVATION
MOUNTING HEIGHT
1 1 1 1 1 1 6
A1 A2 B1 B2 C1 C2
80' 80' 80' 80' 80' 80'
0' 0' 0' 0' 0' 0' TOTALS
80' 80' 80' 80' 80' 80'
6 6 6 6 6 6 36
6 6 6 6 6 6 36
0 0 0 0 0 0 0
MY PROJECT
GRID SUMMARY
Name: Spill @ West PL Spacing: 30.0' Height: 3.0' above grade
SUMMARY HORIZONTAL FOOTCANDLES
B1
0.00
C1
0.00
0.00
10
10
0.00
0.00
0.00
10 20 30 40 50 40 30 20
0.00
0.00
0.00
0.00
A1 C2 A2 B2
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00

300'
0'
150'
20
30
40
50
40
30
20
10
Green Generation 5,000 hours 134,000 1.000 36 56.3 (61.2 max) Guaranteed Performance: The CONSTANT ILLUMINATION described above is guaranteed for the rated life of the lamp. Field Measurements: Illumination measured in accordance with IESNA LM-5-04 and CIBSE LG4. Individual values may vary. See the Warranty document for details. Electrical System Requirements: Refer to Amperage Draw Chart and/or the "Musco Control System Summary" for electrical sizing. Installation Requirements: Results assume +/- 3% nominal voltage at line side of the ballast and structures located within 3 feet (1m) of design locations.
ENGINEERED DESIGN
06-Jun-13

Luminaires
Pole
QTY
LOCATION
SIZE
GRADE ELEVATION
MOUNTING HEIGHT
1 1 1 1 1 1 6
A1 A2 B1 B2 C1 C2
80' 80' 80' 80' 80' 80'
0' 0' 0' 0' 0' 0' TOTALS
80' 80' 80' 80' 80' 80'
6 6 6 6 6 6 36
6 6 6 6 6 6 36
0 0 0 0 0 0 0
MY PROJECT
GRID SUMMARY
Name: Spill @ West PL Spacing: 30.0' Height: 3.0' above grade
SUMMARY MAX VERTICAL FOOTCANDLES
B1
0.00
C1
0.00
0.00
10
10
0.00
0.00
0.00
10 20 30 40 50 40 30 20
0.00
0.00
0.00
0.00
A1 C2 A2 B2
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00

300'
0'
150'
20
30
40
50
40
30
20
10
ENGINEERED DESIGN
06-Jun-13

Luminaires
Pole
QTY
LOCATION
SIZE
GRADE ELEVATION
MOUNTING HEIGHT
1 1 1 1 1 1 6
A1 A2 B1 B2 C1 C2
80' 80' 80' 80' 80' 80'
0' 0' 0' 0' 0' 0' TOTALS
80' 80' 80' 80' 80' 80'
6 6 6 6 6 6 36
6 6 6 6 6 6 36
0 0 0 0 0 0 0
MY PROJECT
GRID SUMMARY
Name: Spill @ 45' West of PL Spacing: 30.0' Height: 3.0' above grade
0.00
C1
0.07
B1
0.23
10
10
0.80
0.83
0.54
10 20 30 40 50 40 30 20
0.29
0.17
0.07
0.03
A1 C2 A2 B2
0.02
0.01
0.01
0.01
0.00
0.00
0.00
0.00

300'
0'
150'
20
30
40
50
40
30
20
10
ENGINEERED DESIGN
06-Jun-13

Luminaires
Pole
QTY
LOCATION
SIZE
GRADE ELEVATION
MOUNTING HEIGHT
1 1 1 1 1 1 6
A1 A2 B1 B2 C1 C2
80' 80' 80' 80' 80' 80'
0' 0' 0' 0' 0' 0' TOTALS
80' 80' 80' 80' 80' 80'
6 6 6 6 6 6 36
6 6 6 6 6 6 36
0 0 0 0 0 0 0
MY PROJECT
GRID SUMMARY
Name: Spill @ 45' West of PL Spacing: 30.0' Height: 3.0' above grade
0.00
C1
0.10
B1
0.31
10
10
1.16
1.39
1.05
10 20 30 40 50 40 30 20
0.67
0.43
0.21
0.10
A1 C2 A2 B2
0.07
0.05
0.04
0.03
0.02
0.02
0.02
0.01

300'
0'
150'
20
30
40
50
40
30
20
10
ENGINEERED DESIGN
06-Jun-13

Luminaires
Pole
QTY
LOCATION
SIZE
GRADE ELEVATION
MOUNTING HEIGHT
1 1 1 1 1 1 6
A1 A2 B1 B2 C1 C2
80' 80' 80' 80' 80' 80'
0' 0' 0' 0' 0' 0' TOTALS
80' 80' 80' 80' 80' 80'
6 6 6 6 6 6 36
6 6 6 6 6 6 36
0 0 0 0 0 0 0
MY PROJECT
GRID SUMMARY
Name: Spill @ 4' East of PL Spacing: 30.0' Height: 3.0' above grade
B1
0.63
C1
1.61
6.25
10
10
8.94
7.62
7.11
10 20 30 40 50 40 30 20
6.66
5.82
4.22
3.68
A1 C2 A2 B2
2.93
1.85
0.78
0.23
0.09
0.05
0.03
0.02

300'
0'
150'
20
30
40
50
40
30
20
10
ENGINEERED DESIGN
06-Jun-13

Luminaires
Pole
QTY
LOCATION
SIZE
GRADE ELEVATION
MOUNTING HEIGHT
1 1 1 1 1 1 6
A1 A2 B1 B2 C1 C2
80' 80' 80' 80' 80' 80'
0' 0' 0' 0' 0' 0' TOTALS
80' 80' 80' 80' 80' 80'
6 6 6 6 6 6 36
6 6 6 6 6 6 36
0 0 0 0 0 0 0
MY PROJECT
GRID SUMMARY
Name: Spill @ 4' East of PL Spacing: 30.0' Height: 3.0' above grade
B1
0.97
C1
1.79
6.31
10
10
9.66
8.37
7.20
10 20 30 40 50 40 30 20
8.77
8.82
7.41
6.53
A1 C2 A2 B2
4.82
3.03
1.41
0.52
0.26
0.17
0.12
0.09

300'
0'
150'
20
30
40
50
40
30
20
10
ENGINEERED DESIGN
06-Jun-13

Luminaires
Pole
QTY
LOCATION
SIZE
GRADE ELEVATION
MOUNTING HEIGHT
1 1 1 1 1 1 6
A1 A2 B1 B2 C1 C2
80' 80' 80' 80' 80' 80'
0' 0' 0' 0' 0' 0' TOTALS
80' 80' 80' 80' 80' 80'
6 6 6 6 6 6 36
6 6 6 6 6 6 36
0 0 0 0 0 0 0
MY PROJECT
GRID SUMMARY
Name: Spill @ North Curb (across street) Spacing: 30.0' Height: 3.0' above grade
0.01 0.01 0.05 0.16 0.29 0.61 1.01 0.98 0.81 0.78 0.98 1.22 1.10 0.69 0.53 0.31 0.23 0.16 0.11 0.07 0.05 0.03 0.02 0.02 0.01 0.01
C1
B1
10 20 30 40 50 40 30 20 10
A1 C2 A2 B2

300'
0'
150'
10
20
30
40
50
40
30
20
10
ENGINEERED DESIGN
06-Jun-13

Luminaires
Pole
QTY
LOCATION
SIZE
GRADE ELEVATION
MOUNTING HEIGHT
1 1 1 1 1 1 6
A1 A2 B1 B2 C1 C2
80' 80' 80' 80' 80' 80'
0' 0' 0' 0' 0' 0' TOTALS
80' 80' 80' 80' 80' 80'
6 6 6 6 6 6 36
6 6 6 6 6 6 36
0 0 0 0 0 0 0
MY PROJECT
GRID SUMMARY
Name: Spill @ North Curb (across street) Spacing: 30.0' Height: 3.0' above grade
0.03 0.07 0.27 0.49 0.69 1.16 1.89 1.97 1.70 1.50 1.65 1.95 1.77 1.41 1.25 0.97 0.75 0.55 0.41 0.30 0.23 0.17 0.14 0.11 0.09 0.07
C1
B1
10 20 30 40 50 40 30 20 10
A1 C2 A2 B2

300'
0'
150'
10
20
30
40
50
40
30
20
10
ENGINEERED DESIGN
06-Jun-13

THIS GRID OTHER GRIDS
Pole
Luminaires
QTY
LOCATION
SIZE
GRADE ELEVATION
MOUNTING HEIGHT
LAMP TYPE
QTY / POLE
1 1 1 1 1 1 6
A1 A2 B1 B2 C1 C2
80' 80' 80' 80' 80' 80'
0' 0' 0' 0' 0' 0' TOTALS
80' 80' 80' 80' 80' 80'
6 6 6 6 6 6 36
6 6 6 6 6 6 36
0 0 0 0 0 0 0
MY PROJECT
GRID SUMMARY
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.1 0.1 0.2 0.2 0.3 0.4 0.4 0.2 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.1 0.2 0.4 0.5 0.7 0.9 1.1 1.3 1.0 0.4 0.2 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.2 0.5 1.1 1.7 2.2 2.7 0.0 0.0 0.1 0.1 0.2 0.3 1.2 2.8 0.0 0.1 0.1 0.1 0.2 0.4 2.5 0.0 0.1 0.1 0.1 0.2 0.7 0.0 0.1 0.1 0.2 0.4 1.2 0.1 0.1 0.1 0.2 0.5 2.4
130'
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.2 0.6 2.8 8.8 10.9 6.6
125'
0.0
0.0
0.0
0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.2 0.6 2.3 6.3 0.1 0.2 0.5 1.7 5.0 0.1 0.2 0.6 1.6 4.9 0.1 0.2 0.6 1.7 5.8 0.1 0.2 0.6 2.0 6.4 0.1 0.2 0.5 1.8 6.2 0.1 0.1 0.3 0.8 4.5 0.1 0.1 0.2 0.4 1.0 0.0 0.1 0.1 0.2 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
0.0
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0.0

SUMMARY
Blanket Grid 360' x 160' 30.0' x 30.0' 0.0' above grade
0.0
0.0
0.0
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0.0
0.0
0.0
0.0
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0.0
0.0
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C1 3.8
Scan Average: Maximum: Minimum: Avg / Min: Max / Min: UG (adjacent pts): CV: No. of Points:
Entire Grid 4.2 62 0 18.47 2.65 1020

0.0 0.0 0.0 0.1 3.6 15.8 17.7 17.7 17.5 14.6 15.3 19.1 19.1 25.4 26.7 18.0 8.0 12.7 27.8 28.9 25.2 24.5 23.8 24.2 24.6 26.1 29.4 33.0 29.2 16.6 5.4 16.9 27.0 35.3 33.6 29.4 26.2 25.0 26.5 29.0 31.9 33.6 35.5 26.3 7.7 12.6 25.2 34.8 37.5 35.9 28.8 24.7 16.3 30.7 34.5 35.6 35.6 25.7 9.7 15.2 31.2 42.3 43.7 42.6 36.2 29.2 12.8 34.7 38.5 40.0 35.2 26.8 11.2 3.2 15.0 36.3 49.5 50.8 50.4 45.5 37.9 34.3 36.9 40.1 41.7 36.5 24.9 11.2 3.5 10 20 30 40 50 40 30 20
10
0.0 0.0 B1 0.0

20 30 40 50 40 30 20 10
0.0 0.0 0.1 0.3 1.0 1.2 0.0 0.0 0.0 0.0 13.0 33.9 50.9 57.5 55.8 51.6 48.2 40.4 37.7 39.1 37.5 36.6 26.2 10.4 3.3
121' 125'
10
0.0
190'
0.0 0.0 0.1 0.0 0.4 0.4 0.9 0.5 0.3 0.2 0.0 10.2 30.1 49.1 58.4 58.9 53.7 48.1 42.2 36.6 34.5 32.3 32.7 19.1 5.8 1.4 0.5 0.1 0.1 0.1 0.0 0.0 0.0 30.0 55.8 62.1 56.0 44.7 36.2 34.3 31.2 23.3 19.5 13.8 3.4
169'
162'
0.0
91'
0.0
0.0
0.0 0.1 0.1 0.1 0.3 0.1 0.1 0.0 0.1 0.0 8.7 1.3 0.3 0.1 0.1 0.0 0.0 0.0 0.0 24.4 46.8 50.8 37.5 24.6 19.2 15.7 12.1 10.9 6.7 12.5 22.1 25.2 14.7 8.4 5.8 43'3.6 2.1 1.8 1.1 0.4 0.1 0.1 0.1 0.0 0.0 0.0 0.3 0.1 0.1 0.0 0.0 0.0 0.0 0.6 0.2 0.1 0.0 0.0 0.0 0.0 0.0 0.7 0.3 0.1 0.1 0.0 0.0 0.0 0.0 0.0 1.5 1.0 0.7 0.3 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.4 0.2 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.5 0.2 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.0 4.8 7.2 6.7 4.3 2.5 0.8 0.2 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.0 1.1 0.3 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.0 1.5 0.4 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.0 1.7 0.4 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.0 1.4 0.3 0.1 0.1 0.0 0.0 0.0 0.0 0.0 0.0
190'
175'
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Green Generation 5,000 hours 134,000 1.000 36 56.3 (61.2 max)
0.0
0.0
0.0
0.0
0.0 0.1 0.0 0.0
0.0
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A1
7.6 3.8 1.2 4.5
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
0.0
0.0
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C2
0.0
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0.0
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B2 2.9
Guaranteed Performance: The CONSTANT ILLUMINATION described above is guaranteed for the rated life of the lamp. Field Measurements: Illumination measured in accordance with IESNA LM-5-04 and CIBSE LG4. Individual values may vary. See the Warranty document for details. Electrical System Requirements: Refer to Amperage Draw Chart and/or the "Musco Control System Summary" for electrical sizing. Installation Requirements: Results assume +/- 3% nominal voltage at line side of the ballast and structures located within 3 feet (1m) of design locations.
0.0 0.0 0.0 0.0 0.0 2.2 0.6 0.2 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
69'
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
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A2
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ENGINEERED DESIGN
07-Jun-13
0'
120'
240'
APPENDIX B AIR QUALITY MODELING DATA
CalEEMod Version: CalEEMod.2011.1.1
Date: 6/6/2013
Emeryville Center for Community Life

Bay Area AQMD Air District, Annual
1.0 Project Characteristics

1.1 Land Usage
Land Uses General Office Building Medical Office Building Elementary School High School Library User Defined Recreational Size 4.99 2.96 780 340 5.42 53.28 Metric 1000sqft 1000sqft Student Student 1000sqft User Defined Unit
1.2 Other Project Characteristics

Urbanization Climate Zone Urban 5 Precipitation Freq (Days) Wind Speed (m/s) 2.2 Utility Company Pacific Gas & Electric Company
1.3 User Entered Comments

Project Characteristics Land Use - Recreational - Community Gym, Multi Purpose Room Construction Phase Vehicle Trips - trip generation from TIA Energy Mitigation Waste Mitigation -
64
2.0 Emissions Summary

2.1 Overall Construction
Unmitigated Construction
ROG NOx CO SO2 Fugitive PM10 Exhaust PM10 PM10 Total Fugitive PM2.5 Exhaust PM2.5 PM2.5 Total Bio- CO2 NBio- CO2 Total CO2 CH4 N2O CO2e
Year 2011 2012 Total 1.01 1.29 2.30 4.83 0.01 4.84 3.52 0.01 3.53 0.01 0.00 0.01 0.11 0.00 0.11
tons/yr 0.31 0.00 0.31 0.42 0.00 0.42 0.01 0.00 0.01 0.31 0.00 0.31 0.32 0.00 0.32 0.00 0.00 0.00 500.63 1.62 502.25
MT/yr 500.63 1.62 502.25 0.07 0.00 0.07 0.00 0.00 0.00 502.10 1.62 503.72
Mitigated Construction
Year 2011 2012 Total 1.01 1.29 2.30 4.83 0.01 4.84 3.52 0.01 3.53 0.01 0.00 0.01 0.03 0.00 0.03
tons/yr 0.31 0.00 0.31 0.34 0.00 0.34 0.01 0.00 0.01 0.31 0.00 0.31 0.32 0.00 0.32 0.00 0.00 0.00 500.63 1.62 502.25
MT/yr 500.63 1.62 502.25 0.07 0.00 0.07 0.00 0.00 0.00 502.10 1.62 503.72
2.2 Overall Operational

Unmitigated Operational
Category Area Energy Mobile Waste Water Total 1.05 0.85 3.51 0.01 0.72 0.63 0.01 0.41 0.00 0.11 0.74 0.00 0.09 3.42 0.00 0.00 0.01 0.72
tons/yr 0.00 0.00 0.04 0.00 0.00 0.04 0.00 0.01 0.76 0.00 0.00 0.77 0.01 0.01 0.00 0.00 0.03 0.00 0.00 0.03 0.00 0.01 0.04 0.00 0.00 0.05 0.00 0.00 0.00 49.94 0.00 49.94 0.00 322.26 583.96 0.00 17.40 923.62 0.00
MT/yr 0.00 0.01 0.03 2.95 0.15 3.14 0.00 0.01 0.00 0.00 0.00 0.01 0.00 324.26 584.49 111.91 21.73 1,042.39
322.26 583.96 49.94 17.40 973.56
Mitigated Operational
Category Area Energy Mobile Waste Water Total 1.05 0.82 3.49 0.01 0.72 0.63 0.01 0.41 0.00 0.08 0.74 0.00 0.07 3.42 0.00 0.00 0.01 0.72
tons/yr 0.00 0.00 0.04 0.00 0.00 0.04 0.00 0.01 0.76 0.00 0.00 0.77 0.01 0.01 0.00 0.00 0.03 0.00 0.00 0.03 0.00 0.01 0.04 0.00 0.00 0.05 0.00 0.00 0.00 37.45 0.00 37.45 0.00 285.87 583.96 0.00 17.40 887.23 0.00
MT/yr 0.00 0.01 0.03 2.21 0.15 2.40 0.00 0.01 0.00 0.00 0.00 0.01 0.00 287.65 584.49 83.93 21.73 977.80
285.87 583.96 37.45 17.40 924.68
1 of 1
Date: 6/6/2013

Bay Area AQMD Air District, Summer

1.1 Land Usage


64

Category Area Energy Mobile Total 3.43 0.07 3.36 6.86 0.00 0.59 5.59 6.18 0.00 0.50 25.94 26.44 0.00 0.00 0.06 0.06 6.85 6.85
lb/day 0.00 0.00 0.29 0.29 0.00 0.04 7.13 7.17 0.10 0.10 0.00 0.00 0.24 0.24 0.00 0.04 0.34 0.38 0.00 710.28 5,272.86 5,983.14
lb/day 0.00 0.01 0.21 0.22 0.01 0.01 0.00 714.60 5,277.18 5,991.78
lb/day 0.00 0.00 0.29 0.29 0.00 0.03 7.13 7.16 0.10 0.10 0.00 0.00 0.24 0.24 0.00 0.03 0.34 0.37 0.00 550.77 5,272.86 5,823.63
lb/day 0.00 0.01 0.21 0.22 0.01 0.01 0.00 554.13 5,277.18 5,831.31
1 of 1
Date: 6/6/2013

Bay Area AQMD Air District, Winter

1.1 Land Usage


64

lb/day 0.00 0.00 0.29 0.29 0.00 0.04 7.13 7.17 0.10 0.10 0.00 0.00 0.24 0.24 0.00 0.04 0.34 0.38 0.00 710.28 4,813.20 5,523.48
lb/day 0.00 0.01 0.19 0.20 0.01 0.01 0.00 714.60 4,817.17 5,531.77
lb/day 0.00 0.00 0.29 0.29 0.00 0.03 7.13 7.16 0.10 0.10 0.00 0.00 0.24 0.24 0.00 0.03 0.34 0.37 0.00 550.77 4,813.20 5,363.97
lb/day 0.00 0.01 0.19 0.20 0.01 0.01 0.00 554.13 4,817.17 5,371.30
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APPENDIX C CULTURAL RESOURCES STUDY AND HISTORICAL EVALUATION
CULTURAL RESOURCES STUDY AND HISTORICAL EVALUATION OF THE EMERYVILLE CENTER OF COMMUNITY LIFE PROJECT
EMERYVILLE, ALAMEDA COUNTY, CALIFORNIA
January 2013
Cover Photograph Emeryville School District Administrative Offices. View to the west.
CULTURAL RESOURCES STUDY AND HISTORICAL EVALUATION OF THE EMERYVILLE CENTER OF COMMUNITY LIFE PROJECT
EMERYVILLE, ALAMEDA COUNTY, CALIFORNIA
Submitted to: Roy Miller Emery Unified School District 4727 San Pablo Avenue Emeryville, California 94608
Prepared by: E. Timothy Jones, M.A., RPA #15531 Michael Hibma, M.A., RPH #603 LSA Associates, Inc. 157 Park Place Point Richmond, California 94801 (510) 236-6810 www.lsa-assoc.com LSA Project #EVU1201
January 2013
LSA ASSOCIATES, INC. JANUARY 2013
CULTURAL RESOURCES STUDY AND HISTORICAL EVALUATION EMERYVILLE CENTER OF COMMUNITY LIFE PROJECT EMERYVILLE, ALAMEDA COUNTY, CALIFORNIA
TABLE OF CONTENTS
INTRODUCTION .................................................................................................................................. 1 LEGISLATIVE AND REGULATORY CONTEXTS ........................................................................... 4 California Environmental Quality Act (CEQA) ................................................................ 4 California Register of Historical Resources ...................................................................... 5 California Public Resources Code 5097.5 ....................................................................... 6 California Health and Safety Code 7050.5 ...................................................................... 6 PROJECT SETTING ............................................................................................................................. 7 Environmental Setting ....................................................................................................... 7 Cultural Setting.................................................................................................................. 7 METHODS........................................................................................................................................... 10 Records Searches ............................................................................................................. 10 Native American Heritage Commission .......................................................................... 10 University of California Museum of Paleontology ......................................................... 10 Literature Review ............................................................................................................ 11 Archival Research ........................................................................................................... 11 Field Survey..................................................................................................................... 11 STUDY RESULTS .............................................................................................................................. 12 Record Searches .............................................................................................................. 12 Native American Heritage Commission .......................................................................... 12 University of California Museum of Paleontology ......................................................... 12 Literature Review ............................................................................................................ 12 Archival Research ........................................................................................................... 13 Field Survey..................................................................................................................... 13 ELIGIBILITY EVALUATIONS ......................................................................................................... 15 Historical Context ............................................................................................................ 15 Architectural Context ...................................................................................................... 18 Application of Significance Criteria ................................................................................ 18 CONCLUSION .................................................................................................................................... 20 RECOMMENDATIONS ..................................................................................................................... 21 Archaeological Monitoring and Evaluation Plan ............................................................ 21 Accidental Discovery of Paleontological Resources ....................................................... 22 REFERENCES CONSULTED ............................................................................................................ 23
FIGURES
Figure 1: Project Location and Vicinity Map ........................................................................................ 2 Figure 2: Project site Map ..................................................................................................................... 3
APPENDIX
Appendix A: California Department of Parks and Recreation form 523 (DPR 523) Record
INTRODUCTION
This report presents the results of an eligibility evaluation conducted by LSA Associates, Inc. (LSA), for three, single-story International Style buildings owned by the Emery Unified School District at 1100 47th Street, Emeryville, Alameda County (Figures 1 and 2). The project site comprises APN 049-1181-001 in the eastern portion of Emeryville. LSA conducted background research, a field survey, and resource recordation to prepare this study. The evaluation addresses the significance criteria of the California Register of Historical Resources. This report includes (1) a description of the regulatory context for cultural resources at the project site; (2) a summary of the methods used to prepare the analysis; (3) a description of the buildings at the project site and their historical context; and (4) an eligibility evaluation.
P:\EVU1201\Cultural\Report\Report.doc (06/01/12)
S O N O M A
Napa Sonoma Fairfield
Y O L O
101
113
84
S O L A N O NA PA
12
12
Novato
M A R I N
Vallejo
780 80
S A C R A M E N T O
4
101
Pittsburg Antioch
Concord
San Rafael
1
580
Richmond Sausalito
80
Walnut Creek
Berkeley
Project Location
C O N T R A
C O S TA
Emeryville
San Francisco
S A N F R A N C I S C O
Oakland
Alameda San Leandro
580 238 680
101
Castro Valley
580
Daly City South San Francisco

380
Livermore Pleasanton
238
Union City
A L A M E D A
Hayward
92
880
S A N M AT E O
101
San Mateo
Redwood City
Fremont
280
PaloAlto
82 35
Sunnyvale
Santa Clara
85
Milpitas
S A N TA
C L A R A
1 84
101
San Jose
FIGURE 1
0 MILES
10
Emeryville Center of Community Life Project Emeryville, Alameda County, California
SOURCE: StreetMap North America (2009) I:\EVU1201\GIS\Maps\Cultural\Figure 1_Project Location and Vicinity.mxd (5/17/2012)
Project Location and Vicinity
Project Area
FIGURE 2
0 FEET
1000
2000
Emeryville Center of Community Life Project Emeryville, Alameda County, California
SOURCE: USGS 7.5-minute Topo Quads - Oakland West, CA (1980), Oakland East, CA (1980), Richmond, CA (1980), and Briones Valley, CA (1968). I:\EVU1201\GIS\Maps\Cultural\Figure 2_Project Area.mxd (5/17/2012)
Project Area
LEGISLATIVE AND REGULATORY CONTEXTS
California Environmental Quality Act (CEQA)

CEQA applies to all discretionary projects undertaken or subject to approval by the state's public agencies (California Code of Regulations [CCR] Title 14(3) 15002(i)). Under the provisions of CEQA, A project with an effect that may cause a substantial adverse change in the significance of a historical resource is a project that may have a significant effect on the environment (CCR Title 14(3) 15064.5(b)). CEQA 15064.5(a) defines a historical resource as a resource which meets one or more of the following criteria: Listed in, or eligible for listing in, the California Register of Historical Resources; Listed in a local register of historical resources (as defined at PRC 5020.1(k)); Identified as significant in a historical resource survey meeting the requirements of 5024.1(g) of the Public Resources Code; or Determined to be a historical resource by a project's lead agency (CCR Title 14(3) 15064.5(a)).
A historical resource consists of Any object, building, structure, site, area, place, record, or manuscript which a lead agency determines to be historically significant or significant in the architectural, engineering, scientific, economic, agricultural, educational, social, political, military, or cultural annals of CaliforniaGenerally, a resource shall be considered by the lead agency to be historically significant if the resource meets the criteria for listing in the California Register of Historical Resources (CCR Title 14(3) 15064.5(a)(3)). CEQA requires that historical resources and unique archaeological resources be taken into consideration during the CEQA planning process (CCR Title 14(3) 15064.5; PRC 21083.2). If feasible, adverse effects to the significance of historical resources must be avoided, or the effects mitigated (CCR Title 14(3) 15064.5(b)(4)). The significance of a historical resource is impaired when a project demolishes or materially alters in an adverse manner those physical characteristics of a historical resource that convey its historical significance and that justify its eligibility for the California Register of Historical Resources. If there is a substantial adverse change in the significance of a historical resource, the preparation of an environmental impact report may be required (CCR Title 14(3) 15065(a)). If the cultural resource in question is an archaeological site, CEQA (CCR Title 14(3) 15064.5(c)(1)) requires that the lead agency first determine if the site is a historical resource as defined in CCR Title 14(3) 15064.5(a). If the site qualifies as a historical resource, potential adverse impacts must be considered in the same manner as a historical resource (California Office of Historic Preservation 2001a:8). If the archaeological site does not qualify as a historical resource but does qualify as a unique archaeological site, then the archaeological site is treated in accordance with PRC 21083.2 (CCR Title 14(3) 15069.5(c)(3)). In practice, most archaeological sites that meet the definition of a 4
unique archaeological resource will also meet the definition of a historical resource (Bass, Herson, and Bogdan 1999:105). CEQA defines a unique archaeological resource as an archaeological artifact, object, or site about which it can be clearly demonstrated that, without merely adding to the current body of knowledge, there is a high probability that it meets one or more of the following criteria: Contains information needed to answer important scientific research questions and that there is a demonstrable public interest in that information; or Has a special and particular quality such as being the oldest of its type or the best available example of its type; or Is directly associated with a scientifically recognized important prehistoric or historic event or person (PRC 21083.2(g)).
If an impact to a historical or archaeological resource is significant, CEQA requires feasible measures to minimize the impact (CCR Title 14(3) 15126.4 (a)(1)). Mitigation of significant impacts must lessen or eliminate the physical impact that the project will have on the resource. Generally, the use of drawings, photographs, and/or displays does not mitigate the physical impact on the environment caused by demolition or destruction of a historical resource. However, CEQA requires that all feasible mitigation be undertaken even if it does not mitigate impacts to a less than significant level (California Office of Historic Preservation 2001a:9; see also CCR Title 14(3) 15126.4(a)(1)).
California Register of Historical Resources

Section 5024.1 of the PRC established the California Register of Historical Resources (CRHR). Generally, a resource is considered by the lead agency to be historically significant if the resource meets the criteria for listing on the California Register (CCR Title 14(3) 15064.5(a)(3)). For a cultural resource to qualify for listing in the California Register it must be significant under one or more of the following criteria:

Criterion 1: Criterion 2: Criterion 3:
Associated with events that have made a significant contribution to the broad patterns of Californias history and cultural heritage; Associated with the lives of persons important in our past; Embodies the distinctive characteristics of a type, period, region, or method of construction, or represents the work of an important creative individual, or possesses high artistic values; or Has yielded, or may be likely to yield, information important in prehistory or history.
Criterion 4:
In addition to being significant under one or more of these criteria, a resource must retain enough of its historic character and appearance to be recognizable as an historical resource and be able to convey the reasons for its significance (CCR Title 14 Section 4852(c)). Generally, a cultural resource must be 50 years or older to be eligible for the California Register.
California Public Resources Code 5097.5

California Public Resources Code 5097.5 prohibits excavation or removal of any vertebrate paleontological siteor any other archaeological, paleontological or historical feature, situated on public lands, except with express permission of the public agency having jurisdiction over such lands. Public lands are defined to include lands owned by or under the jurisdiction of the state or any city, county, district, authority or public corporation, or any agency thereof. Section 5097.5 states that any unauthorized disturbance or removal of archaeological, historical, or paleontological materials or sites located on public lands is a misdemeanor.
California Health and Safety Code 7050.5

Section 7050.5 of the California Health and Safety Code states that in the event of discovery or recognition of any human remains in any location other than a dedicated cemetery, there shall be no further excavation or disturbance of the site or any nearby area reasonably suspected to overlie adjacent remains until the coroner of the county in which the remains are discovered has determined whether or not the remains are subject to the coroners authority. If the human remains are of Native American origin, the coroner must notify the Native American Heritage Commission within 24 hours of this identification. The Native American Heritage Commission will identify a Native American Most Likely Descendant (MLD) to inspect the site and provide recommendations for the proper treatment of the remains and associated grave goods.
PROJECT SETTING
Environmental Setting
The 7.7-acre project site is located at 1100 47th Street in unsectioned land of Rancho San Antonio (V & D Peralta), Township 1 South/Range 4 West, Mount Diablo Base Line and Meridian, as shown on the accompanying portion of the U.S. Geological Survey Oakland West, Calif. 7.5-minute topographic quadrangle (Figure 2). The project site is generally bound by 53rd Street to the north, San Pablo Avenue to the east, 47th Street to the south, and Emery Bay Village (a residential neighborhood) to the west. The project site is approximately 40 feet above mean sea level on a nearly level alluvial plain, with a gentle downhill gradient to the southwest. Based on three geotechnical borings completed by BAGG Engineers, the project sites subsurface geological conditions consists of inter-layered and interfingered deposits of gravels, sand, silt, and clay, and their mixtures, typical of alluvial deposits (BAGG Engineers 2009:16). Holocene (10,000 years before present [B.P.] to present) alluvial deposits underlie the project site and are likely underlain by older Pleistocene (2.6 million to 10,000 years B.P.) alluvium. The Natural Resources Conservation Service (2012) classifies soils in the project site as urban land and urban land-Clear Lake Complex. Urban land consists of fill from mixed sources; Clear Lake soil is formed in alluvium derived mainly from sedimentary sources and tends to be very deep and poorly drained. The closest natural water sources to the project site are Temescal Creek, which once flowed through the center of the project site but has since been routed through a culvert; and San Francisco Bay, approximately 3,500 feet to the west. The native vegetation of the project site and vicinity consisted of a coastal prairie-scrub mosaic (Kuchler 1977), characterized by dense bunchgrasses and forbs, including oatgrass (Danthonia californica) and red fescue (Festuca rubra).
Cultural Setting
The prehistory and ethnographic background of the project site are described below. The historical context of the project site, because it is a component of the historical evaluation, is presented in the Eligibility Evaluation section found later in this report.
Prehistory. The Paleo-Archaic-Emergent cultural sequence developed by Fredrickson (1974) is commonly used to interpret the prehistoric occupation of Central California. The sequence consists of three broad periods: the Paleoindian Period (10,000-6000 B.C.); the three-staged Archaic Period, consisting of the Lower Archaic (6000-3000 B.C.), Middle Archaic (3000-500 B.C.), and Upper Archaic (500 B.C.-A.D. 1000); and the Emergent Period (A.D. 1000-1800).
The Paleo Period began with the first entry of people into California. These people probably subsisted mainly on big game, minimally processed plant foods, and had few or no trade networks. Current research, however, is indicating more sedentism, plant processing, and trading than previously believed. During the Lower Archaic, milling stones appear in abundance and hunting is less important than plant foods. Artifacts are made predominantly from local materials, suggesting that few if any extensive trade networks were established at this time. During the Middle Archaic, the subsistence base begins to expand and diversify with a developing acorn economy, as evidenced by the mortar and pestle, and the growing importance of hunting. Status and wealth distinctions are evidenced in the Upper Archaic archaeological record; regional exchange networks are well established at this time with exchange of goods and ideas, such as obsidian and Kuksu ceremonial practices involving spirit impersonations. Increasing social complexity continued during the Lower Emergent. Territorial boundaries were well established by this time with regularized inter-group exchanges involving more and varied goods, people, and ideas. Bow and arrow technology was also introduced. By the Upper Emergent, a monetary system based on the exchange of clamshell disk beads was established. Native population reached its zenith during this time, as evidenced by high site densities and large village sites in the archaeological record. Historically, archaeological excavations in the East Bay have focused on shellmounds. These sites often contain a rich, diverse assemblage of dietary remains, artifacts, and human remains. Excavations at two major shellmounds near the project sitethe Emeryville Shellmound, CA-ALA309, and the West Berkeley Shellmound, CA-ALA-307have helped refine our understanding of the Bay Areas earliest inhabitants. Excavations at the Emeryville Shellmound (Nelson 1996; Schenck 1926; Uhle 1907) have identified hundreds of human burials, groundstone (e.g., mortars, pestles, and charmstones), flaked stone (e.g., obsidian and chert projectile points and flaking debris), bone tools, and dietary debris, including clams, mussels, oysters, and land and sea mammal bones. Uhle (1907), Nelson (1996), and Bennyhoff (1986) have identified temporal changes in artifact types, dietary refuse, and human interments in multiple strata at the site. Excavations at the West Berkeley Shellmound have identified an assemblage as diverse as the Emeryville Shellmounds, with two cultural components; the oldest component is believed to predate 2000 B.C. and the earliest known occupation of the Emeryville Shellmound (Wallace and Lathrap 1975:55, 58).
Ethnography. The project site is situated within territory once occupied by Costanoanalso commonly referred to as Ohlonelanguage groups. Eight mutually unintelligible Ohlone languages were spoken in an area extending from the southern edge of the Carquinez Strait to portions of the Sur and Salinas rivers south of Monterey Bay (Shipley 1978). The Ohlone language spoken by the eastern bayshore groups was Chochenyo, which was spoken by about 2,000 people from Richmond to Mission San Jose and possibly as far east as the Livermore Valley (Levy 1978:485).
Ohlone territories were comprised of one or more land holding groups that anthropologists refer to as tribelets. The tribelet, a nearly universal characteristic throughout native California, consists of a principle village occupied year round, and a series of smaller hamlets and resource gathering and processing locations occupied intermittently or seasonally (Kroeber 1955). Populations of tribelets ranged between 50 and 500 persons and were largely determined by the carrying capacity of a tribelets territory. According to Milliken (1995:243), the Huchiun tribelet occupied the Emeryville area at the time of Spanish contact.
Tribelet political organization included the position of chief (Levy 1978:487-488), who inherited his or her office patrilineally and required the communitys approval to assume the role. Although the chief had little coercive power over the population, administrative responsibilities and influence did accompany the position. The chiefs responsibilities involved directing ceremonial activities and dances; caring for captive animals, including grizzly bears and coyotes; feeding visiting members from other villages; and overseeing subsistence-related hunting and gathering activities. Ohlone groups employed a sexual division of labor to hunt and gather food. Women gathered and processed a variety of nuts, seeds, and berries (Levy 1978:491). Important food staples included acorns gathered from different oak species; nuts from the buckeye tree; hazelnuts; grassland and plant seeds from buttercup, chia, redmaids, tarweed, and grey pine; wild strawberries, elderberries, madrone berries; and wild grapes. The diet was supplemented with hunting and gathering numerous creek, shore, and terrestrial species (Levy 1978:491-492; Margolin 1978:40). Small creeks in the hills were fished for trout, while groups with access to bay and estuarine resources acquired shellfish, waterfowl, salmon, sturgeon, and lamprey eels. Larger terrestrial mammals (e.g., grizzly bear, Roosevelt elk, and black tailed deer) were hunted with the bow and arrow while communal drives and nets were used to capture smaller game (e.g., rabbits, mice, and rats). Resources were distributed via trade networks between the Ohlone and neighboring groups (Davis 1974:19). Ohlone traded abalone, mussels, salt, Olivella shells, and bows to the Sierra Miwok and Yokuts groups to the east. Pinon nuts obtained from the Yokuts are the only ethnographically documented import of Ohlone groups, although undoubtedly other significant economic items, including obsidian used for tools, were imported as well. By the late eighteenth century, Spanish exploration and settlement of the Bay Area transformed Ohlone culture. Spanish settlers moved into northern California and established the mission system that exposed the Ohlone to diseases to which they had no immunity. Mission records indicate that the first Huchiun was baptized in 1787 with the first large group from that tribelet arriving at Mission San Francisco in the fall of 1794 (Milliken 1995:243). Following the secularization of the missions in 1834, many Ohlone worked as manual laborers on ranchos (Levy 1978:486).
METHODS
Background research was done to identify cultural resources within and cultural resource studies of the project site. The research consisted of record searches at the Northwest Information Center, the Oakland Cultural Heritage Survey, the Native American Heritage Commission, the University of California Museum of Paleontology, archival research and a literature and map review. The Alameda County Historical Society was also consulted to determine if it has information or concerns about cultural resources in the project site.
Records Searches
A records search of the project site was conducted on May 18, 2012, at the Northwest Information Center (NWIC) of the California Historical Resources Information System, Sonoma State University, Rohnert Park. The NWIC, an affiliate of the State of California Office of Historic Preservation, is the official state repository of cultural resource records and reports for Alameda County. As part of the records search LSA also reviewed the following State of California inventories for cultural resources in and adjacent to the project site:

California Inventory of Historic Resources (California Department of Parks and Recreation 1976); Five Views: An Ethnic Historic Site Survey for California (California Office of Historic Preservation 1988); California Historical Landmarks (California Office of Historic Preservation 1996); California Points of Historical Interest (California Office of Historic Preservation 1992); and Directory of Properties in the Historic Property Data File (California Office of Historic Preservation August 15, 2011). The directory includes the listings of the National Register of Historic Places, National Historic Landmarks, the California Register of Historical Resources, California Historical Landmarks, and California Points of Historical Interest.
Native American Heritage Commission

On May 29, 2012, LSA faxed a letter describing the project and a map depicting the project site to the Native American Heritage Commission (NAHC) in Sacramento requesting a review of their Sacred Lands File for any Native American cultural resources that might be affected by the proposed project. The NAHC is the official state repository of Native American sacred site location records in California.
University of California Museum of Paleontology

A fossil locality search conducted in 2009 by staff of the University of California Museum of Paleontology (UCMP), Berkeley, for a nearby project in Emeryville (Pulcheon 2009) was also reviewed. The fossil locality search included a five-mile search radius, which encompasses the
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current project site. The purpose of the fossil locality search was to (1) identify known paleontological sites (fossils) in or near the project site, and (2) to identify the geologic formations and types of fossils that might be expected within and adjacent to the project site based on geological and paleontological data.
Literature Review
LSA reviewed the following publications, maps, and websites for historical information about the project site and its vicinity:

Historic Civil Engineering Landmarks of San Francisco and Northern California (American Society of Civil Engineers, San Francisco Section 1977); California Place Names (Gudde 1998); Historic Spots in California (Hoover et al. 1990); California 1850: A Snapshot in Time (Marschner 2000); Historical Atlas of California (Hayes 2007); Oakland West, Calif., 7.5-minute topographic quadrangle (U.S. Geological Survey 1949, 1959, 1968, 1973, 1980, 1992, 1993); Sanborn Fire Insurance Company Maps for Oakland (1902, 1911, 1951, 1953, 1967); An Architectural Guidebook to San Francisco and the Bay Area (Cerny 2007); Online Archive of California at <http://www.oac.cdlib.org>; and Calisphere at http://www.calisphere.universityofcalifornia.edu.
Archival Research
On May 18, 2012, LSA conducted archival research at the Oakland Cultural Heritage Survey (OCHS) office. The OCHS, a department within the City of Oakland, is the Citys repository for historical architectural survey data compiled by OCHS staff. The OCHS has ranked most buildings in Oakland according to the Citys own rating system, as described in the City of Oaklands Historic Preservation Elements of its General Plan. Materials reviewed included historical maps and OCHS survey map sheets completed during OCHS field surveys adjacent to the project site in 1986. Research was done to determine if the project may affect adjacent historical resources identified by OCHS staff.
Field Survey
LSA architectural historian Michael Hibma, M.A., conducted a field survey of the project site surrounding neighborhood on May 25, 2012. The exterior of the District Administration, Music, and Plant Services buildings were reviewed and photographed. Mr. Hibma visually reviewed and photographed the surrounding Emery Secondary School campus buildings and grounds and reviewed the architectural context of the surrounding neighborhood.
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STUDY RESULTS
This section presents the results of the LSA background research and field survey.
Record Searches
The NWIC records search indicated that there are no previously recorded cultural resources within the project site and no previous cultural resources studies of the project site. Prehistoric archaeological sites have been identified, however, to the west of the project site along Temescal Creek, consisting of CA-ALA-309 (Emeryville Shellmound), CA-ALA-310, CA-ALA-311, CAALA-312, CA-ALA-313, and P-01-010873. Although these sites have been severely impacted by development, significant portions of these sites may exist subsurface. In addition, historical archaeological site CA-ALA-634H/P-01-010978 was identified south of the project site during construction of the Pixar Animation Studio campus. This deposit consisted mostly of glass and ceramics associated with establishments that existed in area ca. 1848-1950s, including saloons, rooming houses, and stables.
Native American Heritage Commission

Debbie Pilas-Treadway, NAHC Environmental Specialist III, responded in a faxed letter on June 19, 2012 that a review of the Sacred Lands File has failed to indicate the presence of Native American cultural resources in the immediate project area.
University of California Museum of Paleontology The UCMP fossil locality search did not identify localities in or adjacent to the project site. Fossils in the same Late Pleistocene deposits that underlie the general vicinity, however, have been identified, indicating general paleontological sensitivity. There is the possibility of encountering significant paleontological resources in the Pleistocene alluvium that is overlain by Holocene alluvium. Literature Review
LSA reviewed ethnographic and archaeological information about the project site and its vicinity to determine the potential for Native American archaeological deposits and human remains. Although Native American sites are along the Temescal Creek drainage, no such prehistoric or ethnographic sites were identified in the project site in the literature (Kroeber 1925; Nelson 1909), although the potential exists that Native American sites and remains underlie fill and existing construction at the project site. Sanborn Fire Insurance Company maps were reviewed to determine development of the project site during the early twentieth century. By 1902, eight buildings and structures had been constructed on the project site. This early map also depicts Temescal Creek in the project site. Sometime between 1902 and 1911, several residences had been constructed in the project site along the south side of Santa Fe Avenue (now 53rd Street), north of Temescal Creek. By 1951, Temescal Creek had been routed beneath the project site, the Emeryville Motorcycle Speedway had been constructed at the west
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end of the site, and Emery High School was present at the east end of the site along San Pablo Avenue.
Historical Aerial Photograph Review. A 1931 aerial photograph depicts the former Emery High School (built 1920) at the northwest corner of 47th Street and San Pablo Avenue. An open field/playground is at the rear of the building. To the west and south are open areas, with industrial development closer to the bayshore and railroad tracks.
A 1946 aerial photograph depicts a heavily transformed urban landscape with major residential developments to the north across 53rd Street and to the east across San Pablo Avenue. Within the project site a new gymnasium building is west of the Emery High School building. To the north is the present-day Emery School District Administration Offices building. Sanborn Fire Insurance Company Maps for 1951 call this building a City Library. North of and adjacent to the library building is a warehouse building. A 1959 aerial photograph depicts similar features and land use patterns as shown in the 1946 photograph. The project sites western property line is clearly demarcated by trees. The original, 1920 Emery High School building is depicted along with the gymnasium, as described above. To the north of the high school building, the City Library (District Administrative Offices) and former materials storage warehouse described above are depicted. To the west and south of the library are the Music Building and a rectangular Central Plant Building. The 1968 and 1980 aerial photographs depict the current building footprints and spatial arrangement of the project site. Please see the References Consulted section for a complete list of materials reviewed.
Archival Research
The OCHS records indicate that it has surveyed residential properties along the north side of 53rd Street and San Pablo Avenue adjacent to the project site. The OCHS has rated several of these residential properties as Dc3 or provided no rating due to a lack of apparent significance at the time of the survey. As detailed in the City of Oaklands Historic Preservation Element Dc3 indicates a building that is not within a historic district and is of Minor Importance with a potential to become of Secondary Importance through rehabilitation.
Field Survey
A cultural resources field survey of the project site was conducted by an LSA archaeologist and an LSA architectural historian on May 25, 2012. The survey was done to (1) examine buildings 50 years old and older to identify their architectural style, character defining features, and assess their historical integrity, and (2) inspect exposed surfaces for archaeological materials. The survey was documented with field notes, maps, and photographs. Buildings and hardscape features precluded a thorough archaeological survey of the project site. Landscaped areas, including planting strips and the athletic field, were inspected, with the latter traversed in two-meter wide transects. Modern debris, vegetation, and fill were cleared in intermittent scrapes with a trowel. Soils inside the planting strips were a medium- to moderately dark-brown
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silty-sandy loam and were a light-brown sandy loam at the athletic field. No archaeological materials were identified during the field survey. The built environment field survey of the project site identified the Emeryville School Administration Office District (District) which comprises three contributing elements . Each element is described below. District Administrative Offices Building. Built in 1949 and located at 1727 San Pablo Avenue, this single-story, 2,251-square-foot wood-frame building is designed in a vernacular adaptation of the International Style. The building is done in a rectangular-plan, finished in textured stucco, and is capped by a flat roof. The primary faade is symmetrical in design, faces San Pablo Avenue to the east, and is totally obscured from the street by a 10-foot high concrete wall with an aggregate rock finish. The main entrance is located underneath a flat-roofed canopy subsequently added in 1964 and mimics the design motifs of the Emery Secondary School campus. The entrance consists of a replacement glazed door set in an aluminum frame underneath a recessed arched entryway flanked by fixed pane dimpled glass. A brick-masonry chimney is located on the south faade. Fenestration consists is an assortment of aluminum-framed slider windows and sash windows in the original wooden frames. One window on the left side of the south faade has been removed and the casement filled in with stucco-clad wood framing. There is an approximately 850-square-foot undated addition on the rear of building. Originally constructed as the Emeryville City Library, this building is currently used as administrative office space for the Emery Unified School District.
Music Building. Built in 1957 and located approximately 10 feet to the west of the Administrative Building, this two-story, 2,331-square-foot wood-frame is designed in a vernacular adaptation of the International Style. The rectangular-plan building, finished in textured stucco, is capped by a flat roof. The primary faade is asymmetrical in design with the metal entrance door set underneath a cantilevered boxed overhang. Fenestration consists of variously-sized multi-paned metal casement windows of dimpled, opaque glass with inset wire meshing set in recessed casements with a slightly projecting sill. This building was used for musical instruction in the past, but its current use was not determined. Central Plant Building. Built in 1958 and located approximately 5 feet to the west of the Administrative Building and 10 feet south of the Music Building, this two-story, 741-square-foot wood-framed building is designed in a vernacular adaptation of the International Style. The rectangular-plan building, finished in textured stucco, is capped by a flat roof. Each of the faades is symmetrical in design with the original doors on the north and west faades. Fenestration consists of tall, narrow, multi-paned metal casement windows of dimpled, opaque glass with inset wire meshing set in recessed casements with a slightly projecting sill similar to the Music Building. The west faade door has a rectangular transom light of dimpled, opaque glass. Currently this building is used to store HVAC machinery and electrical equipment
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ELIGIBILITY EVALUATIONS
This section presents the historical and architectural context of the project site, then evaluates the resources in the project site under the CRHR significance criteria.
Historical Context
This section presents the historical context within with the built environment resources in the project site were evaluated for eligibility.
Emeryville. The project site is within the Rancho San Antonio land grant, which was originally granted to Luis Maria Peralta on August 3, 1820, for his service to the Spanish government. His 44,800-acre rancho included what are now the cities of Emeryville, Oakland, Berkeley, Alameda, Piedmont, and a part of San Leandro. Peraltas land grant was confirmed after Mexicos independence from Spain in 1822. In 1842, Peraltas son Vicente received the southwestern portion of the rancho lands, which included todays Emeryville, central and north Oakland, and Piedmont. Alta California was annexed by the United States in 1848, and Peraltas land title was confirmed by the United States government in 1856.
In 1859, Joseph Emery purchased 185 acres of an unincorporated tract north of Oakland that would become the city of Emeryville. At that time, Emeryville contained two major thoroughfares, Park and San Pablo Avenues, and a section of the Southern Pacific railroad that paralleled the bayshore. Emery built a Victorian mansion on the corners of San Pablo and Park Avenues, and then subdivided and sold the remainder of his land. In 1871, Emery built the San Pablo Avenue Horse Car Railroad which connected Oakland with Emeryville, attracting new residents and development to Emeryville (Hausler 1994:1). Emeryvilles first major development was the Oakland Trotting Park in 1871. The popularity of the race track attracted businesses including saloons, restaurants, hotels, and bordellos to the surrounding area. By 1874, the Northern Railway connected Oakland to Martinez through Emeryville. The same year, Shell Mound Park, a picnic area and resort with a dance hall, was developed on top of the Emeryville Shellmound. The park drew local residents and weekend visitors from around the Bay Area. Emery Station, at the foot of Park Avenue, and Shellmound Station provided rail access to the park and to the race track (Hausler 1994:6-13). In 1896, the Oakland Trotting Park was replaced by the California Jockey Club. Business investors and concerned citizens, including Joseph Emery, proposed incorporating Emeryville in 1896. The group was interested in maintaining control of profits and taxes related to their investment. Local voters agreed and the City of Emeryville was established (Hausler 1994:6-13). Despite the closure of the race track in 1911 and Shell Mound Park in 1924, Emeryville continued to develop and prosper. In the 1920s, the Citys Board of Trustees promoted Emeryvilles prime location on San Francisco Bay as an excellent location for business enterprises, and its proximity to major cities, ports, and transportation. Coupled with the offer of reduced taxes, Emeryville became
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the home of industrial businesses. By 1935, 100 manufacturing plants operated within the city (Walker 2004:18). The construction of the Bay Bridge connected Emeryville with San Francisco in 1939 and led to further industrial growth. Paint factories, steel mills, and other heavy industries continued to thrive during and after World War II as millions of migrants headed for war industryrelated jobs on the Pacific Coast. This migration is one of the most powerful demographic and spatial realignments of Americans in the 20th-century (Johnson 1993:2). Emeryville and other East Bay communities became centers for defense industries and experienced rapid growth, comparable to the Gold Rush and the period of dislocation after the 1906 San Francisco earthquake and fire (Corbett 1998:52). Following the war, defense industry workers wanted to move out of their housing projects and other temporary accommodations and into something more permanent: a new home. Tens of thousands of returning veterans were drawn to Californias climate and plentiful jobs. The result was a housing and civic facilities crisis (Johnson 1993:213-215). Middle-class subdivisions, built on former agricultural land, were quickly inhabited by veterans and their growing families, who were enabled to buy homes with generous government-insured home loans (Burns et al. 2001:2-8, Wollenberg 1985:262-263). Today, Emeryville is less reliant on industry and is restoring former factories and converting them via adaptive reuse into work/live spaces. Service, shopping facilities, educational, entertainment, and biological and other high tech industries are the new industries of this urban residential city.
Post-World War II School Construction. Just as these new and returning Bay Area residents needed homes, their children needed schools. Nearly seven million war babies entered the first grade in 1948-1949, which strained existing school facilities. This phenomenal growth concerned school boards, parents, and taxpayers (Architectural Forum 1949:81). Estimates of public school enrollment predicted a one-third enrollment increase between 1949 and 1960, and that 400,000 new classrooms would be needed to accommodate the baby boom. Many existing classrooms needed renovation as few were built or maintained during the Depression and the war (Perkins and Cocking 1949: 198, 203).
This construction boom coincided with a shift in American architecture, which was transitioning from classical and medieval revival styles toward internationalism. A generation earlier, school designers had claimed that buildings that referenced traditional styles had a positive effect on young people, inspiring them to emulate the best values of the past (Donovan 1921; Pugh 1927). By the late 1940s, however, traditionally styled buildings were seen as stifling, dark, costly, and poorly suited to new education techniques that emphasized group work and classroom flexibility. Architects wanted the 400,000 new classrooms to reflect the new values of the atomic age. Modern architects argued that children could best learn to live as happily as possible in large, well-lit classrooms (Architect and Engineer 1953, Architectural Record 1948, 1949). Characteristics of these modern school buildings include: Large windows, often extending from ceiling to floor, in plane with walls; Single-story construction with single- or double-loaded corridors; Individual exit doors opening each classroom to the outdoors; Bright trim and finish colors; Simple rooflines;
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Louvers or casement windows to provide natural ventilation; Overhangs, layered ceilings, window coverings, and other devices to diffuse direct light; Substantial surrounding space for playgrounds, outdoor education, and future school building expansion; and Modular structural design, often employing steel or laminated wood beams extending the full width of each classroom.
Some historians have interpreted these architectural and design features negatively as factory-like, cookie-cutter architecture, commenting that these characteristics suggest a shift from the classical, humanistic notion of education to a narrower concern with preparing workers for modern industry (Butchart 1986:97). Modern-period school architects, predictably, held a different view. They saw nothing wrong with adapting factory architecture to schools because they associated factories with cleanliness, efficiency, and the important role they played in the Allied victory (Corbett 1998:51-53). Furthermore, a design that offered an assembly line-like efficiency was critical if the 400,000 necessary classrooms were to be built to alleviate overcrowding. Preparing children for the world of work was regarded as appropriate by school designers, school board members, and parents. Relatively few postwar schools remain intact today. As their designers intended, these adaptable buildings changed along with the times and needs of their communities.
Project Site and Vicinity. In 1902, the project site was occupied by a large, single-family house facing San Pablo Avenue on a large, open, estate-like parcel with several detached buildings to the rear of the property. To the west of the house, and adjacent to the project site, was the Oakland Trotting Park. By 1911, the Trotting Park became the New California Jockey Club Race Track, and the residential building at 47th Street and San Pablo Avenue was removed and the property cleared of buildings, structures, and objects. In the 1930s, the site of the Oakland Trotting Park became the Emeryville Motorcycle Speedway (City of Emeryville 2012; Sanborn Fire Insurance Maps 1902, 1911, 1951; Thompson & West 1878).
After Emeryville incorporated in 1896, a push to construct civic buildings began. For most of Emeryvilles history the project site was associated with civic uses and not dense residential, as in the neighborhood to the north and east. This could be partly to do with foreseeable land use conflicts associated with the noise from the nearby motorcycle race track and baseball fields, which discouraged residential development and created a de facto area for libraries, schools, and repair shops and storage yards for the Key Streetcar System and later the AC Transit across 47th Street (Nationwide Environmental Title Research, LLC (NETR) 1931, 1946, 1959, 1968; Sanborn Fire Insurance Company 1911, 1951, 1953, 1967). In 1920, a two-story, classical revival-styled school was built at the northwest corner of San Pablo Avenue and 47th Street, which later became Emery High School (City of Emeryville 2012). In 1949, a public library was constructed in the project site, which is now the District Administrative Offices at 1727 San Pablo Avenue. The school was demolished and replaced in 1966 by Buildings 1 and 2, the one-story, L-shaped, Brutalist-styled Art Lab/Computer Lab and the Library/Offices/Classrooms designed by notable schools architect, Corwin Booth. The school was later renamed Emery Secondary School and currently matriculates students grades 7 through 12 (Sanborn Fire Insurance Company 1951).
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Architectural Context
International. Architecture in the project site closely followed trends elsewhere in California during the twentieth century. The buildings in the project site that are over 50 years old, consisting of the District Administrative Offices; the Music Building; and the Central Plant Building, are associated with the International Style, a design trend that began in Europe during the mid-1920s by Walter Gropius, Mies van der Rohe, and the Bauhaus School. The essence of this style was to create an entirely new design without historical or nationalist roots; a design for the Machine Age, easily replicated worldwide. Fleeing Hitlers Germany, Gropius and others brought the Internationalist Style to the United States where it became popular. The International Style is most famous in the design of skyscrapers using a skeleton of structural steel with various wall claddings, usually glass. In a general sense, an International-styled building had a flat roof with shallow or no eave or overhang across the top, no decorative detailing on the faade, smooth, unadorned wall surfaces, an asymmetrical faade, cantilevered sections jutting out from the wall and fenestration consisting of metal casements usually set flush with the wall (Gelernter 1999: 260-270; McAlester & McAlester 2003:468-473). Brutalism. The buildings in the project site that are less than 50 years old, consisting of the Art Lab/Computer Lab; the Library/Offices/Classrooms; the Cafeteria/Kitchen/Offices/Classrooms; the Gymnasium; and the Girls and Boys Locker Rooms, are expressions of Brutalist architecture, a style prominent in the United States between 1950 and 1970 and used in many California public schools and civic buildings. The International Style was popular following World War II but gave way to other architectural designs. Of these, Brutalism became popular among younger architects as a more aggressive design for public buildings than the Bauhaus-derived International School. The design features of the Brutalist architectural style (known as bton brut in French) was popularized by French Integrationist/Modernist architects Mies van der Rohe, Le Corbusier, and others. Brutalist architecture was an attempt to redesign how people interacted with their environment. The style proved popular among young architects of the time, who were keen to work with raw concrete favored economy in materials and honesty in design, Brutalist architects favored working with fixed-paned windows, full-height walls of poured concrete with wall surfaces often textured with ribbed wall finishes or faced with exposed aggregate. Brutalisms blockish arrangement, stressing linear patterns and arranged in large chunks, evokes a cold, fortress-like feeling (Gane 1970:88; Gelernter 1999: 264-265, 277; Koyl 1955:53, 1962:68; San Francisco Chronicle 2008; Wiseman 2000:187-188).
Application of Significance Criteria

This section applies the CRHR significance criteria to the resources in the project site. The project site does not contain any built environment resources that were previously listed or determined eligible for inclusion in the CRHR or in a local inventory of historical resources.
Emeryville School Administration Office District. The Emeryville School Administration Office District (District) consists of three elements built 1949-1958: the District Administrative Office Building, the Music Building, and the Central Plant Building. The District Administrative Office Building was originally the Emeryville City Library, later incorporated with the Music Building and Central Plant Building. These buildings possess basic International Style architecture. The period of significance for this historic district is 1949-1958, which, according to information from the Emery Unified School District, Sanborn Fire Insurance Company maps, historical aerial photographs, and local histories encompasses the dates these buildings were constructed.
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Criterion 1: Is it associated with events that have made a significant contribution to the broad patterns of Californias history and cultural heritage? Research indicates that although the District is associated with the development of educational facilities in Emeryville, an event that has made a significant contribution to the broad patterns of local history, it did not have a specific, important contribution fulfilling that demand. Moreover, the buildings themselves have been altered to accommodate different uses and the surrounding area (i.e., the modern Emery School campus) has virtually enveloped these buildings and hidden them behind a metal screen and a Brutalist concrete roof and screen walls. Criterion 2: Is it associated with the lives of persons important in our past? Research did not indicate any association the District has with the lives of persons significant in our past. Criterion 3: Does it embody the distinctive characteristics of a type, period, or method of construction, or represent the work of an important creative individual, or possess high artistic values? The District embodies the general characteristics of International Style architecture, an architectural style well represented in the existing building stock of Emeryville, Berkeley, Oakland, and the East Bay. Research and field observations indicate that they do not represent the work of a master nor do they possess high artistic value. Criterion 4: Has it yielded, or may it be likely to yield, information important to history? The International Style has been well documented in architectural literature, and information is readily available from those sources; there are no indications that study of the District would result in new information about construction techniques or the International Style. For this reason the District will not yield information important to history. Integrity Assessment. Integrity is the ability of a property to convey its historical significance. Due to the lack of historical significance, an assessment of the Districts integrity is not warranted and was not conducted as part of this analysis. Eligibility Conclusion. The District is not a representative example of the International Style, which is common in the San Francisco Bay area and statewide. Other, better examples of International Style exist in the Bay Area. Due to a lack of historical significance, the District does not appear eligible for inclusion in the CRHR, nor does it qualify as a historical resource for the purposes of CEQA. Please see Appendix A for detailed building information and photographs.
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CONCLUSION
Background research and field reviews identified one resource in the project site: the Emeryville School Administration Office District (District), which comprises three single-story, International Style buildings constructed between 1949 and 1958: the Administration Building (1949); the Music Building (1957); and the Central Plan Building (1958). Due to a lack of significance, the District does not appear eligible for inclusion in the CRHR, nor does it otherwise constitute a historical resource for the purposes of CEQA. No additional study or protection of the District is warranted. Background research and field survey did not identify any archaeological deposits in the project site. The project site, however, is currently developed with built-environment features and the native ground surface is overlain by fill. Due to the project sites proximity to several recorded prehistoric archaeological sites along Temescal Creek, historical archaeological site CA-ALA-634H, and development of the project site by at least 1902, there is a high possibility of identifying subsurface archaeological deposits and human remains during project ground-disturbing activities. There is also the possibility of encountering significant paleontological resources (fossils) in the Pleistocene alluvium underlying the project site at an unknown depth. Please see the Recommendations section for additional information.
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RECOMMENDATIONS
Prehistoric and historical archaeological deposits may underlie the project site. Construction personnel should be alerted to the possible presence of archaeological deposits and human remains, and an Archaeological Monitoring and Evaluation Plan should be developed before, and implemented during, project ground-disturbing activities. The Archaeological Monitoring and Evaluation Plan is described below. Should fossils be identified during project ground-disturbing activities, these should be treated in accordance with the Accidental Discovery recommendations below.
Archaeological Monitoring and Evaluation Plan

Archaeological monitoring should be conducted for implemented for construction-related ground disturbance below soil that is demonstrated to be fill in the project site. The monitoring should be done in accordance with, and as guided by, an Archaeological Monitoring and Evaluation Plan (AMEP) prepared and implemented for the project. The purpose of the AMEP is to ensure that significant archaeological deposits discovered during construction are identified, evaluated, and appropriately treated through the use of a pre-established research design and field evaluation strategy, consistent with the requirements of CEQA Guidelines 15126.4 (b)(3)(C). The AMEP should be approved by the District well in advance of construction, and its implementation should be made a condition of the issuance of a grading or building permit for the project. The AMEP should be prepared by professionals who meet the Secretary of the Interiors Professional Qualifications Standards in historical archaeology and prehistoric archaeology. The AMEP should include a construction monitoring component and an evaluation component. The monitoring component of the AMEP should refine the archaeological sensitivity of the project site to: (1) identify areas that will be subject to monitoring; (2) define the frequency of monitoring; and (3) identify those areas with little to no possibility of containing intact deposits. This assessment should focus on the project sites land use history based on historical maps and photographs, past site improvement/utilities construction plans, historical documents, and soils/geotechnical information. The possibility for encountering human remains during construction should also be addressed by consultation with the appropriate descendant groups. The evaluation component of the AMEP would guide fieldwork if archaeological resources or human remains are identified during monitoring. The purpose of this component is to establish an evaluation process to shorten the time necessary to respond to and evaluate the significance of discoveries made during archaeological monitoring. The evaluation component should contain a field study and technical analysis work plan to guide the methods and procedures to be used during the significance evaluation. The treatment of human remains during the evaluation process should be addressed, and procedures for the respectful treatment of such remains should be developed through consultation with descendant communities prior to the final draft of the AMEP.
21
Accidental Discovery of Paleontological Resources

Should paleontological resources be encountered during project subsurface construction activities, all ground-disturbing activities within 25 feet should be redirected and a qualified paleontologist contacted to assess the situation, consult with agencies as appropriate, and make recommendations for the treatment of the discovery. If found to be significant, and project activities cannot avoid the paleontological resources, adverse effects to paleontological resources should be mitigated. Mitigation may include monitoring, recording the fossil locality, data recovery and analysis, a final report, and accessioning the fossil material and technical report to a paleontological repository. Public educational outreach may also be appropriate. Upon completion of the assessment, a report documenting methods, findings, and recommendations should be prepared and submitted to the District for review, and (if paleontological materials are recovered) a paleontological repository, such as the University of California Museum of Paleontology.
22
REFERENCES CONSULTED
American Society of Civil Engineers 1977 Historic Civil Engineering Landmarks of San Francisco and Northern California. American Society of Civil Engineers, San Francisco Section. Pacific Gas and Electric Company, San Francisco, California. American Institute of Architects 2008 Honor Awards American Institute of Architects website Electronic document: <http://www.aia.org/library_honorawards_49_59> and <http://www.aia.org/library_honorawards_60_69> accessed July 19, 2008. Architect and Engineer 1953 Greenbrae Elementary School, Marin County, Calif. Architect and Engineer (193):20-24. Architectural Forum 1949 Schools. Architectural Forum 91(October):81-174. Architectural Record 1948 A New School Cycle Gracefully Begun: Laurel Elementary School, San Mateo, California. Architectural Record (103):80-83. 1949 A Child-Scaled School in a Fresh Model: Shoreview School, San Mateo, California. Architectural Record (105):120-125. BAGG Engineers 2009 Preliminary Geotechnical Engineering Investigation and Geologic Hazard Evaluation, Emeryville Center of Community Life, 47th Street and San Pablo Avenue, Emeryville, California. BAGG Engineers, Sunnyvale, California. Bass, Ron, Albert I. Herson, and Kenneth M. Bogdan 1999 CEQA Deskbook. Solano Books, Point Arena, California. Bell, C.J., E.L. Lundelius, Jr., A.D. Barnosky, R.W. Graham, E.H. Lindsay, D.R. Ruez, Jr., H.S. Semken, Jr., S.D. Webb, and R.J. Zakrzewski 2004 The Blancan, Irvingtonian, and Rancholabrean Mammal Ages. In Late Cretaceous and Cenozoic Mammals of North America, edited by M.O. Woodburne, pp. 232-314. Columbia University Press, New York. Bennyhoff, James A. 1986 The Emeryville Site, Viewed 93 Years Later. In Symposium: A New Look at Some Old Sites: Papers from the Symposium Organized by Francis A. Riddell. Coyote Press Archives of California Prehistory 6:65-74. Coyote Press, Salinas, California. Burns, Leigh, Staci Catron-Sullivan, Jennifer Holcombe, Amie Spinks, Scott Thompson, Amy Waite, Matt Watts-Edwards, and Diana Welling 2001 Atlanta Housing 1944 to 1965. Case studies in Historic Preservation. Georgia State University, Atlanta, Georgia.
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Butchart, Ronald E. 1986 Local Schools: Exploring Their History. The Nearby History Series. The American Association for State and Local History, Nashville, Tennessee. California Department of Parks and Recreation 1976 California Inventory of Historic Resources. California Department of Parks and Recreation, Sacramento. California Digital Library 2012 Calisphere. The Regents of the University of California. Electronic document <http://www.calisphere.universityofcalifornia.edu> accessed June 17, 2012. The Online Archive of California. The Regents of the University of California. Electronic document <http://www.oac.cdlib.org/> accessed June 17, 2012. California Office of Historic Preservation 1988 Five Views: An Ethnic Sites Survey for California. California Department of Parks and Recreation, Sacramento. 1992 Points of Historical Interest. California Department of Parks and Recreation, Sacramento. 1995 California Historical Landmarks. California Department of Parks and Recreation, Sacramento. 1996 California Historical Landmarks. California Department of Parks and Recreation, Sacramento. 2011 Directory of Properties in the Historic Property Data File, August 15, 2011. California Department of Parks and Recreation, Sacramento. Cerny, Susan Dinkelspiel 2007 An Architectural Guidebook to San Francisco and the Bay Area. Gibbs Smith Publisher, Santa Barbara, California. Chaney, R. W. 1951 Prehistoric Forests of the San Francisco Bay Region. In Geology Guidebook of the San Francisco Bay Counties: History, Landscape, Geology, Fossils, Minerals, Industry, and Routes to Travel, prepared by Olaf P. Jenkins, pp. 193-202. Bulletin 154. California Division of Mines, San Francisco, California. Ching, Francis D.K. 1995 A Visual Dictionary of Architecture. John Wiley & Sons Inc., New York. City of Emeryville 2012 City History. Electronic document, http://www.ci.emeryville.ca.us/index.aspx?NID=660, accessed May 26, 2012.
24
Corbett, Michael R. 1998 Building California: Technology and the Landscape. California Historical Society, San Francisco, California. Davis, James T. 1974 Trade Routes and Economic Exchange among the Indians of California. Ballena Press, Ramona, California. Donovan, John J. 1921 School Architecture: Principles and Practices. The McMillian Company, New York. EarthTouch, Inc. 2005 Collocation (CO) Submission Packet, FCC Form 621. EarthTouch, Inc., Layton, Utah. Educational Facilities Laboratories 1970 The Open Plan School: Report of a National Seminar. Paper presented at a symposium cosponsored by Educational Facilities Laboratories and the Institute for Development of Educational Activities, Inc (IDEA), Florida. Emanuel, Muriel (ed.) 1994 Contemporary Architects. Third Edition. Gale Research International, Andover, U.K. Fredrickson, David A. 1974 Cultural Diversity in Early Central California: A View from the North Coast Ranges. Journal of California Anthropology 1(1):41-53. Gane, John F. 1970 American Architects Directory. Third Edition. American Institute of Architects. R.R. Bowker Company, New York. Gelernter, Mark 1999 A History of American Architecture: Buildings in thier Cultural and Technological Context. University Press of New England, London, United Kingdom. Gudde, Erwin G. 1998 California Place Names: The Origin and Etymology of Current Geographical Names. Fourth edition, revised and enlarged by William Bright. University of California Press, Berkeley. Hausler, Donald 1994 Emeryville Horse Race Track: 1871-1915. Journal of Emeryville Historical Society V(1):3-14.. Hayes, Derek 2007 Historical Atlas of California. University of California Press, Berkeley.
25
Hertlein, L.G. 1951 Invertebrate Fossils and Fossil Localities in the San Francisco Bay Area. In Geology Guidebook of the San Francisco Bay Counties: History, Landscape, Geology, Fossils, Minerals, Industry, and Routes to Travel, prepared by Olaf P. Jenkins, pp. 187-192. Bulletin 154. California Division of Mines, San Francisco, California. Hoover, Mildred Brooke, Hero Eugene Rensch, Ethel Rensch, and William N. Abeloe 1990 Historic Spots in California. Fourth edition, revised by Douglas E. Kyle. Stanford University Press, Stanford, California. Johnson, Marilynn S. 1993 The Second Gold Rush: Oakland and the East Bay in World War II. University of California Press, Berkeley. Kew, W.S.W. 1915 Tertiary Echinoids from the San Pablo Group of Middle California. University of California Publications Bulletin of the Department of Geology 8(20):365-376, pls. 39-40. Berkeley. Koyl, George S. (ed). 1955 American Architects Directory. R.R. Bowker Co., New York. Koyl, George S. 1955 American Architects Directory. American Institute of Architects, R.R. Bowker Company, New York. 1962 American Architects Directory. Second Edition. American Institute of Architects, R.R. Bowker Company, New York. Kroeber, Alfred L. 1925 Handbook of the Indians of California. Bureau of American Ethnology Bulletin 78. Smithsonian Institution, Washington, D.C. Reprinted 1976 by Dover Publications, New York. 1955 Nature of the Land-Holding Group. Ethnohistory 2:303-314. Levy, Richard 1978 Costanoan. In California, edited by Robert F. Heizer, pp. 485-495. Handbook of the North American Indians, Volume 8, William C. Sturtevant, general editor. Smithsonian Institution, Washington, D.C. Longstreth, Richard 2000 The Buildings of Main Street. Altamira Press, Walnut Creek, California. Margolin, Malcolm 1978 The Ohlone Way: Indian Life in the San Francisco-Monterey Bay Area. Heyday Books, Berkeley, California.
26
Marschner, Janice 2000 California, 1850: A Snapshot in Time. Coleman Ranch Press, Sacramento, California. Milliken, Randall 1995 A Time of Little Choice: The Disintegration of Tribal Culture in the San Francisco Bay Area 1769-1810. Ballena Press, Menlo Park, California. McAlester, Virginia & Lee McAlester 2003 A Field Guide to American Houses. Alfred A. Knopf, Inc., New York. Nationwide Environmental Title Research, LLC 1931 Aerial photograph of Emeryville. Electronic document, http://www.historicaerials.com/, accessed May 26, 2012. 1946 Aerial photograph of Emeryville. Electronic document, http://www.historicaerials.com/, accessed May 26, 2012. 1959 Aerial photograph of Emeryville. Electronic document, http://www.historicaerials.com/, accessed May 26, 2012. 1968 Aerial photograph of Emeryville. Electronic document, http://www.historicaerials.com/, accessed May 26, 2012. 1980 Aerial photograph of Emeryville. Electronic document, http://www.historicaerials.com/, accessed May 26, 2012. 1988 Aerial photograph of Emeryville. Electronic document, http://www.historicaerials.com/, accessed May 26, 2012. 2000 Aerial photograph of Emeryville. Electronic document, http://www.historicaerials.com/, accessed May 26, 2012. 2002 Aerial photograph of Emeryville. Electronic document, http://www.historicaerials.com/, accessed May 26, 2012. 2005 Aerial photograph of Emeryville. Electronic document, http://www.historicaerials.com/, accessed May 26, 2012. Natural Resources Conservation Service 2012 Web Soil Survey. Electronic document, http://websoilsurvey.nrcs.usda.gov/app/WebSoilSurvey.aspx, accessed on June 4, 2012. Nelson, Nels C. 1996 Excavation of the Emeryville Shellmound, 1906: Nels C. Nelsons Final Report, transcribed and prefaced by Jack M. Broughton. Contributions of the University of California Archaeological Research Facility, Number 54. Berkeley. Perkins , Lawrence B., and Walter D. Cocking 1949 Schools. Progressive Architecture Library. Reinhold, New York.
Pugh, Thomas Elliot 27
1927 High School Planning. M.A. Thesis, Department of Architecture, Graduate Division, University of California, Berkeley. Pulcheon, Andrew 2009 Cultural and Paleontological Resources Study for the EmeryStation West at the Emeryville Transit Center Project IS/MND, Emeryville, Alameda County, California. LSA Associates, Inc., Point Richmond, California. Sanborn Fire Insurance Company 1902 Oakland Sheet 315, 316, 319, 320, 321. Sanborn Map Publishing Company, New York, New York. 1911 Oakland Sheet 267, 270, 271, 272, 275, 279, 281. Sanborn Map Publishing Company, New York, New York. 1951 Oakland Sheet 299, 315, 316, 320. Sanborn Map Publishing Company, New York, New York. 1953 Oakland Sheet 316. Sanborn Map Publishing Company, New York, New York. 1967 Oakland Sheet 316. Sanborn Map Publishing Company, New York, New York. San Francisco Chronicle 2008 Booth, Corwin L. Obit. 13 March 2008. Electronic document, http://www.sfgate.com/cgibin/article.cgi?f=/c/a/2008/03/13/MNBOOTHCOR4.DTL, accessed May 25, 2012. Savage, D.E. 1951 Late Cenozoic Vertebrates of the San Francisco Bay Region. University of California Bulletin of the Department of Geological Science 28 (10): 215-314. Schenck, W. Egbert 1926 The Emeryville Shellmound Final Report. University of California Publications in American Archaeology and Ethnology 23(3):147-282. Berkeley. Serraino, Pierluigi 2006 NorCalMod: Icons of Northern California Modernism. Chronicle Books, San Francisco, California. Shipley, William F. 1978 Native Languages of California. In California, edited by Robert F. Heizer, pp. 80-90. Handbook of the North American Indians, Volume 8, William C. Sturtevant, general editor. Smithsonian Institution, Washington, D.C. Smith, G.E. Kidder 2000 Source Book of American Architecture: 500 Notable Buildings from the 10th Century to the Present. Princeton Architectural Press, New York, New York.
Stirton, R. A.
28
1951 Prehistoric Land Animals of the San Francisco Bay Region. In Geology Guidebook of the San Francisco Bay Counties: History, Landscape, Geology, Fossils, Minerals, Industry, and Routes to Travel, prepared by Olaf P. Jenkins, pp. 177-186. Bulletin 154. California Division of Mines, San Francisco. Trask, P.D. 1922 The Briones Formation of Middle California. University of California Publications Bulletin of the Department of Geology 13(5):133-174, pls. 1-8. Berkeley, California. Thompson & West 1878 Historical Atlas of Alameda County, California. Reprinted 1976 by Valley Publishers, Fresno, California. Uhle, Max 1907 The Emeryville Shellmound. University of California Publications in American Archaeology and Ethnology 7(1):1-106. Berkeley. U.S. Geological Survey 1949 Oakland West, Calif., 7.5-minute topographic quadrangle. U.S. Geological Survey, Washington, D.C. 1959 Oakland West, Calif., 7.5-minute topographic quadrangle. U.S. Geological Survey, Washington, D.C. 1968 Oakland West, Calif., 7.5-minute topographic quadrangle. U.S. Geological Survey, Washington, D.C. 1973 Oakland West, Calif., 7.5-minute topographic quadrangle. U.S. Geological Survey, Washington, D.C. 1980 Oakland West, Calif., 7.5-minute topographic quadrangle. U.S. Geological Survey, Washington, D.C. 1992 Oakland West, Calif., 7.5-minute topographic quadrangle. U.S. Geological Survey, Washington, D.C. 1993 Oakland West, Calif., 7.5-minute topographic quadrangle. U.S. Geological Survey, Washington, D.C. Walker, Richard A. 2004 Industry Builds out the City: The Suburbanization of Manufacturing in the San Francisco Bay Area, 1850-1940. Electronic document, http://oldweb.geog.berkeley.edu/PeopleHistory/faculty/R_Walker/IndustryBuildsOut.pdf, accessed October 31, 2012. Wallace, William J., and Donald W. Lathrap 1975 West Berkeley (CA-ALA-307): A Culturally Stratified Shellmound on the East Shore of San Francisco Bay. Contributions of the University of California Archaeological Research Facility, Number 29. Berkeley. Wiseman, Carter
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2000 Twentieth-Century American Architecture: The Buildings and Their Makers. W.W. Norton & Company, New York, New York. Wodehouse, Lawrence 1977 American Architects from the First World War to the Present: A Guide to Information Sources; Vol. 4. Gale Research Company, Detroit, Michigan. Wollenberg, Charles 1985 Golden Gate Metropolis: Perspectives on Bay Area History. Institute of Governmental Studies, university of California, Berkeley. Woodbridge, Sally 1988 Bay Area Houses. New edition. Peregrine Smith Books, Salt Lake City, Utah. 1988 California Architecture: Historic American Buildings Survey. Chronicle Books, San Francisco, California.
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Appendix A: California Department of Parks and Recreation form 523 (DPR 523) Record Emeryville School Administration Office District
31
State of California C The Resources Agency
DEPARTMENT OF PARKS AND RECREATION
Primary # P-01HRI # Trinomial NRHP Status Code
PRIMARY RECORD
Other Listings Review Code ______ Reviewer ____________________Date Page 1 of 12 P1. P2. Resource Name: Emeryville School Administration Office District
Other Identifier: Emeryville City Library/District Administrative Offices; Music Building, Central Plant Building Location Not for Publication Unrestricted: a. County: Alameda b. USGS 7.5' Quad: Oakland West, Calif., Date: 1993. T1S/R3W; unsectioned lands of Rancho San Antonio (V. and D. Peralta); M.D.B. & M. c. Address: 1101 47th Street City: Emeryville Zip: 94608 d. UTM: Zone 10S; 563182mE/4187894mN e. Other Locational Data: APN 049-1181-001 Description: The Emeryville School Administration Office District is comprised of three contributing elements: the Administration Building (built 1946), the Central Plant Building (built 1958), and the Music Building (built 1957). These three buildings are surrounded by the modern Emery Secondary School campus built in 1966. The District comprises civic buildings featuring a vernacular adaptation of the International Style of architecture. Resource Attributes: (HP14) Government building; (HP46) Walls/gates/fences Resources Present: Building Structure Object Site District Element of District Other (Isolates, etc.) Photograph: P5b. Description of Photo: Emeryville School Administration Office District (outlined by dashed line), Central Plant Building obscured by trees. Google Maps aerial photo, 2012. P6. Date Constructed/Age and Source: Historic: built in 1949-1958; Engineering/architectural records. P7. Owner and Address: Emery Unified School District 4727 San Pablo Avenue, Emeryville, California 94608 P8. Recorded by: Michael Hibma, M.A., RPH LSA Associates, Inc. 157 Park Place Richmond, California 94801 P9. Date recorded: June 5, 2012 P10. Survey Type: Intensive
P3a.
P3b. P4. P5a.
P11. Report citation: Jones, E. Timothy and Michael Hibma. 2012. Cultural Resources Study and Historical Evaluation for the Emeryville Center of Community Life Project, Emeryville, Alameda County, California. LSA Associates, Inc., Point Richmond, California. Attachments: None Location Map Sketch Map Continuation Sheet Building, Structure, and Object Record Archaeological Record District Record Linear Feature Record Milling Station Record Rock Art Record Artifact Record Photograph Record Other (List) DPR 523A (1/95)
P:\EVU1201\Cultural\DPRs\District\PRIMARY.doc (06/05/12)
Primary # P-01HRI # Trinomial
DISTRICT RECORD
Page 2 of 12
NRHP Status Code: 6Y Resource Name: Emeryville School Administration Office District
D1. D2. D3.
Historic Name: Emeryville City Library; Emery High School Common Name: Emeryville School Administration Office, Central Plant Building, Music Building Detailed Description: The Emeryville School Administration Office District (District) is comprised of three buildings, the District Administration Office built 1949, and once was the former City Library; the Central Plant Building built in 1958, and the Music Building built in 1957. The District covers approximately 73,000 square-feet in the eastern portion of APN 0491181-001 and is located at 1100 47th Street in the City of Emeryville. The buildings are single-story, date from 1949-1958, and are generally International in their architectural design. The District is enveloped by a Brutalist-styled curtain wall and tall, overhead roof built as part of the modern Emery Secondary School, built in 1966. The modern school facility is not a contributing element to the District. Boundary Description: The District is bounded on the east by San Pablo Avenue and on the north, west, and south by the modern Emery Secondary School, built in 1966. The boundary encompasses the District Administration Office Building, the Central Plant Building, and the Music Building. Boundary Justification: The District contributors share the same International architectural style, massing, and spatial arrangement, which distinguish them from the surrounding Brutalist Emery Secondary School built in 1966. Significance: Theme: Architecture, Education Period of Significance: 1949-1958 Area: Emeryville, Alameda County Applicable Criteria: N/A
D4.
D5.
D6.
The District is associated with the development of educational facilities in Emeryville, an event that made a significant contribution to local history. However, the Districts specific association was not important or notable. Moreover, the Districts contributors have been altered to accommodate different uses, and the modern Emery School campus encompasses the buildings and in effect severs any cohesive visual connection with the surrounding area (Criterion A). Research did not indicate any association the district has with the lives of persons significant in our past (Criterion B). Although the District embodies the distinctive characteristics of International Style architecture, research did not indicate that it represents the work of a master or possess high artistic value (Criterion C). Further study of the District likely will not result in new information about building techniques and yield information important to history (Criterion D). Due to the lack of historical significance, the integrity was not assessed. This District is not eligible for listing in the National or California registers. D7. References: Jones, E. Timothy and Michael Hibma. 2012. Cultural Resources Study and Historical Evaluation for the Emeryville Center of Community Life Project, Emeryville, Alameda County, California. LSA Associates, Inc., Point Richmond, California. Gelernter, Mark. 1999. A History of American Architecture: Buildings in their Cultural and Technological Context. University Press of New England, London, United Kingdom.
D8.
Evaluator: Michael Hibma LSA Associates, Inc. 157 Park Place Richmond, California 94801
Date: November 26, 2012
DPR 523D (1/95)
P:\EVU1201\Cultural\DPRs\District\District.doc (11/26/12)
State of California The Resources Agency DEPARTMENT OF PARKS AND RECREATION
Primary # HRI# Trinomial Resource Name: Emeryville School Administration Office District *Scale: 1:24,000 *Date of Map: 1993
LOCATION MAP
Page 3 of 12 *Map Name: USGS 7.5 topographic quadrangle: Oakland West.,
DPR 523J (1/95)
*Required information
Primary # HRI # Trinomial NRHP Status Code 6
PRIMARY RECORD
Other Listings Review Code ______ Reviewer ____________________Date Page 4 of 12 P1. P2. Resource Name: District Administrative Offices
Other Identifier: Emeryville City Library; Emeryville School Administration Office District Location Not for Publication Unrestricted: a. County: Alameda b. USGS 7.5' Quad: Oakland West, Calif., Date: 1993. T1S/R3W; unsectioned lands of Rancho San Antonio (V. and D. Peralta); M.D.B. & M. c. Address: 1101 47th Street City: Emeryville Zip: 94608 d. UTM: Zone 10S; 563191mE/4187892mN e. Other Locational Data: APN 049-1181-001 Description: This one-story, rectangular, District Administrative Offices building was built in 1949 and is a typical example of vernacular International architecture. It is covered by a very low-pitched-to-flat roof sheathed in asphalt roll out roofing. It is clad in textured stucco siding and rests on a concrete foundation. The main entrance is located in an arched recessed portico in the center of the main, street-facing faade and consists of a glass and metal-framed door flanked with frosted glass sidelights and topped with a semi-circular pane of frosted glass. Fenestration consists of aluminum framed slider or fixed-paned windows of varying size and age. The main facade this building is obscured by a Brutalist curtain wall of cobble-stone-faced concrete and partially covered by a flat, stucco-clad roof both built in 1966. This building is in fair condition. Resource Attributes: (HP14) Government building; (HP46) Walls/gates/fences Resources Present: Building Structure Object Site District Element of District Other (Isolates, etc.) Photograph: P5b. Description of Photo: District Administrative Offices, east faade, LSA photo, May 25, 2012. P6. Date Constructed/Age and Source: Historic: built in 1949; Engineering/architectural records P7. Owner and Address: Emery Unified School District 4727 San Pablo Avenue, Emeryville, California 94608 P8. Recorded by: Michael Hibma, M.A., RPH LSA Associates, Inc. 157 Park Place Richmond, California 94801 P9. Date recorded: June 5, 2012
P3a.
P3b. P4. P5a.
P10. Survey Type: Intensive P11. Report citation: Jones, E. Timothy and Michael Hibma. 2012. Cultural Resources Study for the Emeryville Center of Community Life Project, Emeryville, Alameda County, California. LSA Associates, Inc., Point Richmond, California. Attachments: None Location Map Sketch Map Continuation Sheet Building, Structure, and Object Record Archaeological Record District Record Linear Feature Record Milling Station Record Rock Art Record Artifact Record Photograph Record Other (List) DPR 523A (1/95)
P:\EVU1201\Cultural\DPRs\Admin_building\PRIMARY.doc (11/26/12)
Primary # HRI# Trinomial *Resource Name: District Administrative Offices
CONTINUATION SHEET
Page 5 of 12
*Recorded by: Michael Hibma
*Date: November 7, 2012
Continuation
Update
Emeryville School Administration Office District Distrcit Adminstrative Offices, east faade, main entrance detail, view west. May 25, 2012.
DPR 523L (1/95)
Primary # HRI# Trinomial Resource Name: District Adminstrative Offices *Scale: 1:24,000 *Date of Map: 1993
LOCATION MAP
DPR 523J (1/95)
PRIMARY RECORD
Other Listings Review Code ______ Reviewer ____________________Date Page 7 of 12 P1. P2. Resource Name: Music Building
Other Identifier: Emeryville School Administration Office District Location Not for Publication Unrestricted: a. County: Alameda b. USGS 7.5' Quad: Oakland West, Calif., Date: 1993. T1S/R3W; unsectioned lands of Rancho San Antonio (V. and D. Peralta); M.D.B. & M. c. Address: 1100 47th Street City: Emeryville Zip: 94608 d. UTM: Zone 10S; 563173mE/4187901mN e. Other Locational Data: APN 049-1181-001 Description: This one-story, rectangular former Music Building was built in 1957 and is a typical example of vernacular International architecture. It is covered by a very low-pitched-to-flat roof sheathed in asphalt roll out roofing. It is clad in textured stucco siding and rests on a concrete foundation. The main entrance is located in the center of the west faade and consists of a glass and wood-framed door topped with a horizontal projecting concrete shelf. Fenestration consists of the original metal casement, fixed-paned windows. This building is in fair condition and is currently used for materials storage. Resource Attributes: (HP 14) Government Building Resources Present: Building Structure Object Site District Element of District Other (Isolates, etc.) Photograph: P5b. Description of Photo: Music Building, north and east faades, view southwest. LSA photo. May 25, 2012. P6. Date Constructed/Age and Source: Historic: built in 1957; Engineering/architectural records P7. Owner and Address: Emery Unified School District 4727 San Pablo Avenue, Emeryville, California 94608 P8. Recorded by: Michael Hibma, M.A., RPH LSA Associates, Inc. 157 Park Place Richmond, California 94801 P9. Date recorded: June 5, 2012 P10. Survey Type: Intensive
P3a.
P3b. P4. P5a.
P:\EVU1201\Cultural\DPRs\Music_building\PRIMARY.doc (11/26/12)
Primary # HRI# Trinomial
CONTINUATION SHEET
Page 8 of 12 *Recorded by: Michael Hibma
*Resource Name: Music Building *Date: November 7, 2012 Continuation Update
Emeryville School Administration Office District Music Building, south and west facades, view northeast. May 25, 2012.
DPR 523L (1/95)
Primary # HRI# Trinomial Resource Name: Music Building *Scale: 1:24,000 *Date of Map: 1993
LOCATION MAP
DPR 523J (1/95)
PRIMARY RECORD
Other Listings Review Code ______ Reviewer ____________________Date Page 10 of 12 P1. P2. Resource Name: Central Plant Building
Other Identifier: Emeryville School Administration Office District Location Not for Publication Unrestricted: a. County: Alameda b. USGS 7.5' Quad: Oakland West, Calif., Date: 1993. T1S/R3W; unsectioned lands of Rancho San Antonio (V. and D. Peralta); M.D.B. & M. c. Address: 1100 47th Street City: Emeryville Zip: 94608 d. UTM: Zone 10S; 563177mE/4187886mN e. Other Locational Data: APN 049-1181-001 Description: This one-story, rectangular Central Plant Building was built in 1958 and is a typical example of vernacular International architecture. It is covered by a very low-pitched-to-flat roof sheathed in asphalt roll out roofing. It is clad in textured stucco siding and rests on a concrete foundation. The main entrance is located in the center of the west faade and consists of a glass and wood-framed door topped with a transom light of frosted glass. Fenestration consists of the original metal casement, fixed-paned windows. This building is in fair condition. Resource Attributes: (HP14) Government Building Resources Present: Building Structure Object Site District Element of District Other (Isolates, etc.) Photograph: P5b. Description of Photo: Central Plant Building, north and west faades view southeast. LSA photo. May 25, 2012. P6. Date Constructed/Age and Source: Historic: built in 1958; Engineering/architectural records P7. Owner and Address: Emery Unified School District 4727 San Pablo Avenue, Emeryville, California 94608 P8. Recorded by: Michael Hibma, M.A., RPH LSA Associates, Inc. 157 Park Place Richmond, California 94801 P9. Date recorded: June 5, 2012 P10. Survey Type: Intensive
P3a.
P3b. P4. P5a.
P:\EVU1201\Cultural\DPRs\Central_plant_building\PRIMARY.doc (11/26/12)
Primary # HRI# Trinomial
CONTINUATION SHEET
Page 11 of 12 *Recorded by: Michael Hibma
*Resource Name: Central Plant Building *Date: November 7, 2012 Continuation Update
Emeryville School Administration Office District Central Plant Building, south and west faades. View northeast. May 25, 2012.
DPR 523L (1/95)
Primary # HRI# Trinomial Resource Name: Central Plant Building *Scale: 1:24,000 *Date of Map: 1993
LOCATION MAP
Page 12 of 12 *Map Name: USGS 7.5 topographic quadrangle: Oakland West.
DPR 523J (1/95)
APPENDIX D NOISE MODELING DATA
TABLE Existing-01 FHWA ROADWAY NOISE LEVEL ANALYSIS
RUN DATE: 06/05/2013 ROADWAY SEGMENT: 53rd Street - Hollis Street to Boyer Street NOTES: Emeryville Center for Community Life project - Existing ______________________________________________________________________ * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 2000 SPEED (MPH): 25 GRADE: .5
TRAFFIC DISTRIBUTION PERCENTAGES DAY NIGHT ------AUTOS 88.08 M-TRUCKS 1.65 H-TRUCKS 0.66 9.34 0.19 0.08 SITE CHARACTERISTICS: SOFT
ACTIVE HALF-WIDTH (FT): 6
______________________________________________________________________ * * CALCULATED NOISE LEVELS * * Ldn AT 50 FT FROM NEAR TRAVEL LANE CENTERLINE (dB) = DISTANCE (FEET) FROM ROADWAY CENTERLINE TO Ldn 70 Ldn 65 Ldn 60 Ldn 55 Ldn ------------------------0.0 0.0 0.0 0.0 ______________________________________________________________________ 53.33
RUN DATE: 06/05/2013 ROADWAY SEGMENT: 54th Street - Boyer Street to San Pablo Avenue NOTES: Emeryville Center for Community Life project - Existing ______________________________________________________________________ * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 2300 SPEED (MPH): 25 GRADE: .5
RUN DATE: 06/05/2013 ROADWAY SEGMENT: San Pablo Avenue - 53rd Street to 47th Street NOTES: Emeryville Center for Community Life project - Existing ______________________________________________________________________ * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 23100 SPEED (MPH): 30 GRADE: .5
RUN DATE: 06/05/2013 ROADWAY SEGMENT: 47th Street - Doyle Street to San Pablo Avenue NOTES: Emeryville Center for Community Life project - Existing ______________________________________________________________________ * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 800 SPEED (MPH): 15 GRADE: .5
TABLE Existing + Project-01 FHWA ROADWAY NOISE LEVEL ANALYSIS
RUN DATE: 06/05/2013 ROADWAY SEGMENT: 53rd Street - Hollis Street to Boyer Street NOTES: Emeryville Center for Community Life project - Existing + Project ______________________________________________________________________ * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 2100 SPEED (MPH): 25 GRADE: .5
RUN DATE: 06/05/2013 ROADWAY SEGMENT: 54th Street - Boyer Street to San Pablo Avenue NOTES: Emeryville Center for Community Life project - Existing + Project ______________________________________________________________________ * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 2300 SPEED (MPH): 25 GRADE: .5
RUN DATE: 06/05/2013 ROADWAY SEGMENT: San Pablo Avenue - 53rd Street to 47th Street NOTES: Emeryville Center for Community Life project - Existing + Project ______________________________________________________________________ * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 24000 SPEED (MPH): 30 GRADE: .5
RUN DATE: 06/05/2013 ROADWAY SEGMENT: 47th Street - Doyle Street to San Pablo Avenue NOTES: Emeryville Center for Community Life project - Existing + Project ______________________________________________________________________ * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 800 SPEED (MPH): 15 GRADE: .5
TABLE Cumulative No Project-01 FHWA ROADWAY NOISE LEVEL ANALYSIS
RUN DATE: 06/05/2013 ROADWAY SEGMENT: 53rd Street - Hollis Street to Boyer Street NOTES: Emeryville Center for Community Life project - Cumulative No Project ______________________________________________________________________ * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 3500 SPEED (MPH): 25 GRADE: .5
RUN DATE: 06/05/2013 ROADWAY SEGMENT: 54th Street - Boyer Street to San Pablo Avenue NOTES: Emeryville Center for Community Life project - Cumulative No Project ______________________________________________________________________ * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 3800 SPEED (MPH): 25 GRADE: .5
RUN DATE: 06/05/2013 ROADWAY SEGMENT: San Pablo Avenue - 53rd Street to 47th Street NOTES: Emeryville Center for Community Life project - Cumulative No Project ______________________________________________________________________ * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 29300 SPEED (MPH): 30 GRADE: .5
RUN DATE: 06/05/2013 ROADWAY SEGMENT: 47th Street - Doyle Street to San Pablo Avenue NOTES: Emeryville Center for Community Life project - Cumulative No Project ______________________________________________________________________ * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 800 SPEED (MPH): 15 GRADE: .5
TABLE Cumulative + Project-01 FHWA ROADWAY NOISE LEVEL ANALYSIS
RUN DATE: 06/05/2013 ROADWAY SEGMENT: 53rd Street - Hollis Street to Boyer Street NOTES: Emeryville Center for Community Life project - Cumulative + Project ______________________________________________________________________ * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 3600 SPEED (MPH): 25 GRADE: .5
RUN DATE: 06/05/2013 ROADWAY SEGMENT: 54th Street - Boyer Street to San Pablo Avenue NOTES: Emeryville Center for Community Life project - Cumulative + Project ______________________________________________________________________ * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 3900 SPEED (MPH): 25 GRADE: .5
RUN DATE: 06/05/2013 ROADWAY SEGMENT: San Pablo Avenue - 53rd Street to 47th Street NOTES: Emeryville Center for Community Life project - Cumulative + Project ______________________________________________________________________ * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 30500 SPEED (MPH): 30 GRADE: .5
RUN DATE: 06/05/2013 ROADWAY SEGMENT: 47th Street - Doyle Street to San Pablo Avenue NOTES: Emeryville Center for Community Life project - Cumulative + Project ______________________________________________________________________ * * ASSUMPTIONS * * AVERAGE DAILY TRAFFIC: 900 SPEED (MPH): 15 GRADE: .5
APPENDIX E TRANSPORTATION IMPACT ANALYSIS
Transportation Impact Analysis
EMERYVILLE CENTER OF COMMUNITY LIFE
Submitted by: Fehr & Peers 100 Pringle Avenue, Suite 600 Walnut Creek, CA 94596
June 2013
WC11-2879
Emeryville Center of Community Life
Prepared for: Emery Unified School District
June 2013
WC11-2879
Emeryville Center of Community Life Transportation Impact Analysis June 2013
Table of Contents
EXECUTIVE SUMMARY ....................................................................................................................................... I Framework for Analysis ...................................................................................................................................................... i Key Project Characteristics ................................................................................................................................................ i Project Description .............................................................................................................................................. i Trip Generation .................................................................................................................................................... ii Impacts and Recommendations .................................................................................................................................... ii Off-Site Findings .................................................................................................................................................. ii On-Site Findings .................................................................................................................................................. ii 1.0 INTRODUCTION .................................................................................................................................... 1 1.1 1.2 1.3 1.4 Study Purpose ...................................................................................................................................................... 1 Report Organization .......................................................................................................................................... 4 Study Intersections and Analysis Scenarios .............................................................................................. 4 Analysis Methods ................................................................................................................................................ 1 1.4.1 1.4.2 1.4.3 2.0 Multi-Modal Level of Service ........................................................................................................... 1 Intersection Analysis ............................................................................................................................ 2 Caltrans Facilities .................................................................................................................................. 6
EXISTING CONDITIONS ....................................................................................................................... 8 2.1 2.2 2.3 2.4 Roadway System ................................................................................................................................................. 8 Pedestrian Facilities ............................................................................................................................................ 9 Bicycle Facilities ................................................................................................................................................. 11 Existing Transit Service ................................................................................................................................... 11 2.4.1 2.4.2 2.4.3 2.4.4 2.5 2.6 AC Transit ............................................................................................................................................. 12 Emery Go-Round ............................................................................................................................... 12 BART ....................................................................................................................................................... 13 Rail Service ........................................................................................................................................... 13
Existing Traffic Counts .................................................................................................................................... 13 Existing Intersection Operations ................................................................................................................ 16
2.6.1 2.6.2 2.6.3 2.6.4 2.6.5 3.0
Intersection Level of Service.......................................................................................................... 16 Queuing ................................................................................................................................................. 16 Signal Warrants .................................................................................................................................. 18 Multi-Modal Level of Service ........................................................................................................ 18 Neighborhood Traffic ...................................................................................................................... 18
PROJECT CHARACTERISTICS ............................................................................................................20 3.1 3.2 3.3 Project Description .......................................................................................................................................... 20 Trip Generation ................................................................................................................................................. 22 Project Trip Distribution ................................................................................................................................ 28
4.0
EXISTING PLUS PROJECT CONDITIONS ..........................................................................................32 4.1 4.2 Traffic Volumes and Roadway Improvements ...................................................................................... 32 Analysis of Existing Plus Project Conditions .......................................................................................... 32 4.2.1 4.2.2 4.2.3 4.2.4 4.2.5 Intersection Levels of Service........................................................................................................ 32 Queuing ................................................................................................................................................. 34 Signal Warrants .................................................................................................................................. 35 Multi-Modal Level of Service ........................................................................................................ 35 Neighborhood Conditions ............................................................................................................. 36
5.0
CUMULATIVE TRAFFIC CONDITIONS ..............................................................................................38 5.1 5.2 5.3 Cumulative Roadway Assumptions ........................................................................................................... 38 Cumulative Traffic Forecasts ........................................................................................................................ 38 Analysis of Cumulative (2030) Conditions.............................................................................................. 41 5.3.1 5.3.2 5.3.3 5.3.4 5.3.5 Intersection Levels Of Service ....................................................................................................... 41 Queuing ................................................................................................................................................. 41 Signal Warrants .................................................................................................................................. 43 Multi-Modal Level of Service ........................................................................................................ 43 Alameda County Transportation Commission Evaluation................................................. 44
6.0
SITE ACCESS, ON-SITE CIRCULATION, AND PARKING .................................................................46 6.1 Site Access and On-Site Circulation ......................................................................................................... 46 6.1.1 6.1.2 Vehicles.................................................................................................................................................. 46 Drop-off/Pick-up Operations........................................................................................................ 46
6.1.3 6.1.4 6.1.5 6.1.6 6.1.7 6.2 7.0
Pedestrians ........................................................................................................................................... 48 Transit..................................................................................................................................................... 49 Bicycle .................................................................................................................................................... 50 Emergency Vehicles .......................................................................................................................... 51 Delivery Vehicle Access ................................................................................................................... 51
Parking.................................................................................................................................................................. 51
REFERENCES ........................................................................................................................................58
Appendices
Appendix A: Traffic Count Sheets Appendix B: Synchro LOS Worksheets Appendix C: Queuing Worksheets Appendix D: Signal Warrant Worksheets Appendix E: Congestion Management Analysis
List of Figures
Figure ES-1 Site Plan Recommendations ................................................................................................................................... v Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Project Site Vicinity and Study Intersection Location ................................................................................... 2 Conceptual Project Site Plan (Phase 1) ............................................................................................................... 3 Existing Bicycle and Pedestrian Volumes ........................................................................................................ 10 Existing Transit Service ........................................................................................................................................... 14 Existing (2012) Peak Hour Traffic Volumes .................................................................................................... 15 Project Trip Distribution Percentages............................................................................................................... 29 Existing Conditions Project Trip Assignment ................................................................................................ 30 Cumulative Conditions Project Trip Assignment ......................................................................................... 31 Existing Plus Project Peak Hour Traffic Volumes ......................................................................................... 37 Cumulative Without Project Peak Hour Traffic Volumes .......................................................................... 39 Cumulative With Project Peak Hour Traffic Volumes ................................................................................. 40 Site Plan Recommendations ................................................................................................................................ 56 Conceptual Design of 53rd Street Turnaround ............................................................................................ 57
List of Tables
Table 1 Table 2 Table 3 Table 4 Table 5 Table 6 Table 7 Table 8 Table 9 Table 10 Table 11 Table 12 Table 13 Table 14 Table 15 Table 16 Multi-Modal Level of Service Criteria .................................................................................................................. 2 Signalized Intersection LOS Criteria ..................................................................................................................... 3 Unsignalized Intersection LOS Criteria................................................................................................................ 4 Existing (2012) Peak Hour Level of Service .................................................................................................... 17 Existing (2012) Multi-Modal Level of Service (MMLOS)............................................................................ 18 Space Summary......................................................................................................................................................... 21 Trip Generation Rates ............................................................................................................................................. 24 Travel Mode Splits by Trip Purpose .................................................................................................................. 24 Trip Generation Estimates - Phase 1 ................................................................................................................. 26 Trip Generation Estimates - Phase 2 ................................................................................................................. 27 Existing (2012) Plus Project Peak Hour Level of Service ........................................................................... 33 95th Percentile Queues Under Existing and Existing With Project Scenarios .................................. 34 Cumulative (2030) Conditions Peak Hour Levels of Service .................................................................... 42 95th Percentile Queues Under Cumulative and Cumulative With Project Scenarios .................... 43 City Code Automobile Parking Requirements .............................................................................................. 53 Phase I Parking Demand for Typical Uses by Time of Day .................................................................. 54
1
EXECUTIVE SUMMARY
The purpose of this study is to assess the effects of the Emeryville Center of Community Life (ECCL or Project) on travel conditions within the surrounding transportation system. The assessment covers a full range of transportation modes including vehicle traffic, transit, bicycles, and pedestrians as well as parking, site access, and circulation.
FRAMEWORK FOR ANALYSIS

The transportation study considered the operations of key intersections during the morning (7:00 to 9:00 AM), afternoon (2:00 to 4:00 PM), and evening (4:00 to 6:00 PM) peak periods for Existing (2011/2012) and Cumulative (2030) conditions. Each condition was evaluated without and with the ECCL. The study elements included: Intersection delay and level of service analysis at 7 locations in the vicinity of the site Multi-modal analysis along the Project frontage on San Pablo Avenue Analysis of the operations of the drop-off/pick-up areas on 53rd and 47th Streets Assessment of vehicle queues Assessment of parking conditions
KEY PROJECT CHARACTERISTICS

PROJECT DESCRIPTION
The ECCL would consolidate classroom facilities for Emeryvilles K-12 student population and house Emery Unified School District (EUSD) administrative offices. It would also develop a community center, including a library, theater, gym, and community health clinic. Maximum enrollment at the school for Phase 1 is 910 students, with 70 students per grade. Phase 2 would increase enrollment up to 1,120 students (approximately 90 students per grade). The site is bound by San Pablo Avenue to the east, 53rd Street to the north, a residential neighborhood to the west, and 47th Street to the south.
TRIP GENERATION
At completion of the Phase 1 Project, approximately 2,680 daily trips, including 530 trips during the AM peak hour, 370 trips during the afternoon peak hour, and 230 trips during the PM peak hour would be added to the immediate area surrounding the Project site. With completion of Phase 2, the Project is expected to generate approximately 3,440 daily trips, including 690 trips during the AM peak hour, 480 during the afternoon peak hour, and 290 trips during the PM peak hour. These trips include both new trips generated by the project and existing trips that would shift from the existing Anna Yates K-8 campus.
IMPACTS AND RECOMMENDATIONS

OFF-SITE FINDINGS
The ECCL would not degrade the operation of intersections evaluated as part of this study beyond established level of service standards, nor would the Project impact the regional roadway network. However, during the morning and afternoon peak periods around bell times, northbound left-turn movement vehicle queues at the 53rd Street and 47th Street intersections with San Pablo Avenue could extend beyond the available storage for brief periods. Additionally, congestion on 53rd and 47th Streets along the Project frontage around the drop-off/pick-up periods is anticipated. Monitoring of the signal operations at the 53rd Street/San Pablo Avenue and 47th Street/San Pablo Avenue intersections is recommended as the frequency and severity of queue spillback can be moderated through signal timing and phasing adjustments. As Caltrans maintains and operates this intersection, coordination with Caltrans and City of Emeryville would be required.
ON-SITE FINDINGS
Site access, circulation, and parking were reviewed for the ECCL. Results of the review indicate that congestion is expected along the 53rd Street corridor during drop-off/pick-up periods. Opportunities to further enhance pedestrian and bicycle circulation were identified, as summarized on Figure ES-1. The following summarizes site access, circulation and parking recommendations: To manage traffic flows during the drop-off/pick-up periods, especially as enrollment increases, the following is recommended: o Develop and implement a Transportation Demand Management (TDM) plan for the school. ii
At the proposed 53rd Street turnaround, install a traffic circle with a raised, mountable center island. Install signage in the westbound direction to indicate that U-turns must yield to oncoming traffic. Off-set bell times of some grade levels, such as K, 1-5, 6-8, and 9-12 to disperse dropoff/pick-up activity (expected schedule is 8 AM to 3 PM for K through 8 and 8:30 AM to 3:30 PM for grades 9 through 12). Monitor activities on 53rd Street during the drop-off/pick-up periods to facilitate unloading/loading procedures and prevent parking in the loading area. Prohibit parking on the south side of 53rd Street around bell times through paint, signing and enforcement. Designate a student drop-off/pick-up zone on 47th Street and prohibit parking around bell times through paint, signing and enforcement. Restrict the parking along the north side of 47th Street along the school frontage to 15minute parking only during school drop-off and pick-up periods to provide additional unloading/loading areas. Prohibit drop-off/pick-up from San Pablo Avenue. Encourage students to travel to school via walking, biking and transit. Encourage carpooling. Encourage the provision of after school activities or supervised playground time to allow some parents to drop-off/pick-up outside the peak periods.
o o o o
Work with the City of Emeryville to install improvements at the San Pablo Avenue/53rd Street and San Pablo Avenue/47th Street intersections consistent with the City of Emeryville Pedestrian and Bicycle Plan, including: o o Provision of ADA accessible curb ramps and pedestrian push buttons to all crossings. Installation of pedestrian count down heads and audible detectors for each pedestrian crosswalk.
Modify the crosswalk locations on 47th Street as shown on Figure ES-1. With Phase 2 of the Project, modify the curb extensions on 47th Street to maximize the number of parking stalls and better define the pedestrian crossing areas. Provide ADA curb ramps at the pedestrian path through the parking lot. Increase the width of sidewalks on 53rd Street to approximately 9 to 10 feet along the parking/loading/unloading areas. iii
Prohibit parking through the use of a curb extension opposite the parking lot driveway on 47th Street to minimize vehicle conflicts. Adjust length of median islands in the off-street parking lot to allow for delivery vehicles to access the proposed loading dock adjacent to 47th Street. Work with the Emeryville Business Improvement District to identify strategies to provide Emerygo-Round service to the site. Install bicycle boulevard signage and striping along the Project frontage on 53rd Street and additional level 3 or level 4 measures as identified in the Pedestrian and Bicycle Plan, such as a high visibility crosswalk at the 53rd Street/Boyer Avenue intersection. Greenway and other green street treatments should be included in the final design for the 53rd Street frontage. Work with the City of Emeryville to provide a bicycle-pedestrian connection and access between 53rd Street and 47th Street in the Phase 2 project. Install at least 19 short-term bicycle parking spaces and 19 long-term bicycle parking spaces for the Phase 1 Project. All bicycle parking spaces should generally be located adjacent to building entrances and in visible, well-lit locations. Locations where additional short-term bicycle parking spaces could be installed as demand dictates should be identified. Develop a parking management plan and monitor parking demand around the site.
iv
Install high-visibility crosswalk at 53rd/Boyer Street Work with city to install improvements consistent with Bike/Ped Plan
Install U-TURN YIELD TO ONCOMING TRAFFIC SIGN Provide 9 - 10 wide sidewalks on 53rd Street frontage drop-off/pick-up zone
CONSULTAN
Sign parking and paint curb to designated pick-up and drop-off area near to bell times Install Bicycle Boulevard pavement markings and signage, and green street treatments Install Bike Racks
Raised, mountable traffic circle at center, painted perimeter striping located between existing driveway curb cuts
4 P T F
Plan for bicycle/pedestrian path with Phase 2 development
OTHER RECOMMENDATIONS Prepare and implement Transportation Demand Management Plan Prepare and implement Parking Management Plan
Designate faculty/ staff parking spaces

11.1
Install Bike Racks
02.0 03.2 04.1
Install Bike Racks
Reduce length of curb to allow truck access to loading dock
Work with city to install improvements consistent with Bike/Ped Plan
SOURCE: dsk architects

0 40
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80 GRAPHIC SCALE: 1" = 40' 120
Figure ES-1.
Plan to modify curb extensions to better define pedestrian crossing areas and increase the on-street parking supply with Phase 2 development
Site Plan Recommendations
WC11-2879_ES-1_SitePlanRecs
1.0
INTRODUCTION
This report presents the findings, conclusions, and recommendations of the Transportation Impact Analysis (TIA) for the Emeryville Center of Community Life located in the City of Emeryville in Alameda County. This chapter discusses the TIA purpose, analysis methods, criteria used to identify significant impacts, and report organization.
1.1
STUDY PURPOSE
The study purpose is to evaluate the transportation impacts of the Emeryville Center of Community Life (ECCL). The Center would consist of an Emery Unified School District (EUSD) K-12 school, EUSD offices, and a community center, including a library, theater, gym, and community health clinic. Maximum enrollment at the school for Phase 1 is 910 students, with 70 students per grade. Phase 2 would increase enrollment up to 1,120 students (approximately 90 students per grade) and expand the recreational facilities. The site is located west of San Pablo Avenue, north of 47th Street, south of 53rd Street, and east of the Emery Bay residential community. The Project site vicinity is shown on Figure 1. This study addresses the Projects impacts on the roadway system under existing and futu re scenarios and discusses the adjacent bicycle, pedestrian, and transit network. Vehicular and pedestrian access to the site would be provided from 47th Street, 53rd Street, and San Pablo Avenue. Sidewalks are provided along those frontages and on-street parking is permitted. Gated pedestrian connections are proposed on 53rd Street and San Pablo Avenue, with the primary entrance to the site on 47th Street, where a parking lot and loading dock are proposed. Under Phase 2, structured parking would be built on the site. A designated drop-off/pick-up zone for elementary-aged students would be located on the south side of 53rd Street, with drop-off/pick-up for older students from 47th Street. No site access is provided along the western edge of the project. A conceptual site plan is shown on Figure 2 for Phase 1.
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1.2
REPORT ORGANIZATION
This report is divided into six chapters as described below: Chapter 1 Introduction discusses the purpose and organization of this report, as well as the analysis methods and significance criteria. Chapter 2 Existing Conditions describes the transportation system in the Project vicinity, including the surrounding roadway network, morning (AM), afternoon (AFT), and evening (PM) peak-hour vehicle traffic volumes, existing bicycle, pedestrian, and transit facilities, and intersection service levels. Chapter 3 Project Characteristics presents relevant Project information, such as the Project components and Project trip generation, distribution, and assignment. Chapter 4 Existing with Project Traffic Conditions addresses the existing condition with the Project, and discusses Project impacts. Chapter 5 Cumulative Traffic Conditions addresses the future conditions, both without and with the Project, and discusses Project impacts. Chapter 6 Site Access, Circulation, and Parking describes Project access, circulation, and parking issues.
1.3
STUDY INTERSECTIONS AND ANALYSIS SCENARIOS
Project impacts on the study area roadway facilities were determined by measuring the effect Project traffic would have on operations of key intersections during the morning (7:00 to 9:00 AM), afternoon (2:00 to 4:00 PM) and evening (4:00 to 6:00 PM) peak periods. The study intersections listed below, and shown on Figure 1, were chosen in consultation with City of Emeryville staff as they provide primary access to the site and would be the intersections most likely to experience increased congestion with the Project. 1. 2. 3. 4. 5. Hollis Street/53rd Street Boyer Street/53rd Street San Pablo Avenue/53rd Street San Pablo Avenue/47th Street Hollis Street/45th Street 6. 7A. 7B. Doyle Street/45th Street San Pablo Avenue/45th Street (north leg) San Pablo Avenue/45th Street (south leg)
For this study, the following scenarios were evaluated: Existing Existing (2011/2012) conditions based on recent traffic counts. Existing With Project Existing (2011/2012) conditions plus Project-related traffic. Cumulative Without Project Future forecast conditions (2030) based on the City of Emeryville General Plan build-out and planned roadway improvements. Cumulative With Project Future forecast conditions (2030) based on the City of Emeryville General Plan build-out and planned roadway improvements plus Project-related traffic.
1.4
ANALYSIS METHODS
The operations of roadway facilities are described with the term level of service (LOS). LOS is a qualitative description of traffic flow based on such factors as speed, travel time, delay, and freedom to maneuver. Six levels are defined from LOS A, with the best operating conditions, to LOS F, with the worst operating conditions. LOS E represents at-capacity operations. Operations are designated as LOS F when volumes exceed capacity, resulting in stop-and-go conditions. The City of Emeryville does not have a level of service policy for vehicles, but strives to achieve a Quality of Service. Quality of Service recognizes that people travel by a variety of modes, not just in vehicles and that the use of an auto-focused level of service standard does not address the mobility needs for non-auto roadway users. Level of service can also be calculated for active modes and transit. A multi-modal level of service (MMLOS) analysis is also presented. This method uses same six levels of service categories as auto LOS; however, MMLOS calculates discrete service levels for pedestrian, bicyclists, transit, and autos. A congestion management analysis (CMA) is presented for roadway segments associated with the Alameda County Transportation Commission (ACTC) Congestion Management Program (CMP), using LOS and vehicle-to-capacity ratios.
1.4.1
MULTI-MODAL LEVEL OF SERVICE
Multi-Modal Level of Service (MMLOS) calculations are presented at the link and segment levels for pedestrians, bicyclists, transit, and autos. Inputs for each mode include criteria such as: Pedestrian: peak hour vehicle volume, speed limit, number of vehicle lanes, lane width in feet, parking occupancy, clear sidewalk space, presence of a continuous barrier, and length of continuous facilities 1
Bicycle: block length, bicycle lane width, pavement condition, peak hour vehicle volume, number of vehicle lanes, speed limit, parking occupancy, and shoulder width Transit: number of bus lines and bus stops, near side stops, bus stop amenities, exclusive transit lanes, average dwell time, on-time performance, and load factor Auto: percent green per cycle for through movement, number of vehicle lanes, number of through lanes at intersection, lane width, peak hour vehicle volume, speed limit, intersection control type, signal coordination, signal cycle length, and median type Table 1 shows the 2010 Highway Capacity Manual (HCM) MMLOS criteria. Based on recently published sensitivity analysis (Fehr & Peers, 2013), there are limitations to this approach and some built environment factors can produce counterintuitive results when using the HCM MMLOS method. However, MMLOS can provide a supplementary metric to better understand the trade-offs and impacts to walking, biking, and transit associated with improving auto LOS. TABLE 1 MULTI-MODAL LEVEL OF SERVICE CRITERIA
Pedestrian/Bike/Transit LOS Score Score <=2.00 2.00 < score <=2.75 2.75 < score <=3.50 3.50 < score < =4.25 4.25 < score <= 5.00 Score > 5.00 Auto LOS Score Score <= 0.85 0.84 < score < =0.67 0.66 < score <=0.50 0.49 < score <=0.40 0.39 < score <= 0.30 Score < 0.30 Level of Service A B C D E F
Source: Highway Capacity Manual (Transportation Research Board, 2010).
1.4.2
INTERSECTION ANALYSIS
Traffic conditions at intersections were evaluated using the LOS method developed by the Transportation Research Board (TRB), as documented in the 2000 Highway Capacity Manual (HCM). adopted the analysis procedures prescribed in the 2010 HCM. thresholds are presented below. Although the Transportation Research Board has recently published the 2010 HCM, the City of Emeryville has not yet Analysis methods and significance
1.4.2.1
Signalized Intersections
At signalized intersections, the HCM method calculates control delay at an intersection based on average control vehicular delay, using the method described in Chapter 16 of the 2000 HCM. Inputs to the analysis include traffic volumes, lane geometry, signal phasing and timing, pedestrian crossing times, and peak hour factors. Control delay is defined as the delay directly associated with the traffic control device (i.e., a stop sign or a traffic signal) and specifically includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. These delay estimates are considered meaningful indicators of driver discomfort and frustration, fuel consumption and lost travel time. The relationship between average control delay and LOS for signalized intersections is summarized in Table 2. TABLE 2 SIGNALIZED INTERSECTION LOS CRITERIA
Level of Service A Description Progression is extremely favorable and most vehicles arrive during the green phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay. Progression is good, cycle lengths are short, or both. More vehicles stop than with LOS A, causing higher levels of average delay. Higher congestion may result from fair progression, longer cycle lengths, or both. Individual cycle failures may begin to appear at this level, though many still pass through the intersection without stopping. The influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, or high V/C ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. This level is considered by many agencies to be the limit of acceptable delay. These high delay values generally indicate poor progression, long cycle lengths, and high V/C ratios. Individual cycle failures are frequent occurrences. This level is considered unacceptable with oversaturation, which is when arrival flow rates exceed the capacity of the intersection. This level may also occur at high V/C ratios below 1.0 with many individual cycle failures. Poor progression and long cycle lengths may also be contributing factors to such delay levels. Delay in Seconds < 10.0
> 10.0 to 20.0
> 20.0 to 35.0
> 35.0 to 55.0
> 55.0 to 80.0
> 80.0
1.4.2.2
Unsignalized Intersections
Operations of the unsignalized intersections were evaluated using the method contained in Chapter 17 of the 2000 HCM. The LOS rating is based on the weighted average control delay expressed in seconds per vehicle (Table 3). At two-way or side-street stop-controlled intersections, LOS is calculated for each controlled movement, the left-turn movement from the major street, as well as for the intersection as a whole. whole. TABLE 3 UNSIGNALIZED INTERSECTION LOS CRITERIA
Level of Service A B C D E F Description Little or no delays Short traffic delays Average traffic delays Long traffic delays Very long traffic delays Extreme traffic delays with intersection capacity exceeded Average Control Per Vehicle (Seconds) < 10.0 > 10.0 to 15.0 > 15.0 to 25.0 > 25.0 to 35.0 > 35.0 to 50.0 > 50.0
For approaches composed of a single lane, the delay is computed as the average of all
movements in that lane. For all-way stop controlled locations, LOS is computed for the intersection as a
1.4.2.3
Significance Criteria
According to the City of Emeryville, a significant traffic-related impact would occur if: The Project would conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system, taking into account all modes of transportation including mass transit and non-motorized travel and relevant components of the circulation system, including but not limited to intersections, streets, highways and freeways, pedestrian and bicycle paths, and mass transit. A significant impact could be identified: o If a signalized intersection is projected to operate within expected delay ranges (i.e., LOS D or better with an average control delay of equal to or less than 55 seconds per vehicle) without the project and the project is expected to cause the facility to operate at an unacceptable LOS (LOS E or F); 4
If an intersection is projected to operate at or over capacity (i.e., LOS E or F) without the project, and the project is expected to increase the average control delay by more than 5 seconds; or
If the operations of an unsignalized study intersection is projected to decline with the addition of Project traffic, and if the installation of a traffic signal based on the Manual on Uniform Traffic Control Devices (MUTCD) Peak Hour Signal Warrant (Warrant 3) would be warranted.
For intersections that meet the above criteria, capacity enhancing measures that do not degrade other modes of travel should be considered, including upgrading signal equipment, extending left-turn pocket storage, providing non-motorized facilities to reduce vehicular demand, or enhancing transit access to a site. The Project would conflict with an applicable congestion management program, including but not limited to level of service standards and travel demand measures, or other standards established by the county congestion management agency for designated roads and highways: o Exceed, either individually or cumulatively, an LOS standard established by the Alameda County Transportation Commission (ACTC) for designated roads or highways; o For a roadway segment of the ACTC Congestion Management Program (CMP) Network, the project would cause (a) the LOS to degrade from LOS E or better to LOS F or (b) the V/C ratio to increase 0.03 or more for a roadway segment that would operate at LOS F without the project; or
0F
Cause congestion of regional significance on a roadway segment on the Metropolitan Transportation System (MTS) evaluated per the requirements of the Land Use Analysis Program of the CMP.
2
1F
The Project results in a change in air traffic patterns, including either an increase in traffic levels or a change in location that result in substantial safety risks;
Refer to ACTCs Congestion Management Program for a description of the CMP Network. In the City of Emeryville, the CMP Network includes San Pablo Avenue, Powell Street/Stanford Avenue, 40th Street/Shellmound Avenue. 2 Refer to ACTCs Congestion Management Program for a description of the MTS and the Land Use Analysis Program. In the City of Emeryville, the MTS includes Adeline Street and W MacArthur Boulevard.
The Project substantially increases traffic hazards due to a design feature (e.g. sharp curves or dangerous intersections) or incompatible uses (e.g. farm equipment); The project results in inadequate emergency access; The Project conflicts with adopted policies, plans, or programs regarding public transit, bicycle or pedestrian facilities, or otherwise decrease the performance or safety of such facilities; A pedestrian or bicycle impact is considered significant if it would: o o o Disrupt existing pedestrian facilities; Interfere with planned pedestrian facilities; or Create inconsistencies with adopted pedestrian system plans, guidelines, policies, or standards.
A bicycle impact is considered significant if it would: o o o Disrupt existing bicycle facilities; Interfere with planned bicycle facilities; Create inconsistencies with adopted bicycle system plans, guidelines, policies, or standards; or Not provide secure and safe bicycle parking in adequate proportion to anticipated demand.
A transit impact is considered significant if it would result in development that is inaccessible to transit riders.
1.4.3
CALTRANS FACILITIES
Caltrans endeavors to maintain a target LOS at the transition between LOS C and LOS D on State Highway facilities (Guide for the Preparation of Traffic Studies, Caltrans, December 2002); however, Caltrans recognizes that achieving LOS C/LOS D may not always be feasible. A standard of LOS E or better on a peak hour basis was used as the planning objective for the evaluation of potential impacts to Caltrans facilities of this development (San Pablo Avenue) as that is the standard set for San Pablo Avenue in the study area by the ACTC. facilities: The following criteria were used to evaluate potential impacts to Caltrans
If a Caltrans facility is projected to operate at LOS E or better without project and the project is expected to cause the facility to operate at LOS F, the impact may be considered significant.
If a Caltrans facility is projected to operate at LOS F without project and the project is expected to increase delay, the impact may be considered significant.
2.0
EXISTING CONDITIONS
This chapter describes transportation facilities in the Project study area, including the surrounding roadway network, transit, pedestrian, and bicycle facilities in the vicinity of the Project site.
2.1
ROADWAY SYSTEM
The Project site is located in the City of Emeryville, adjacent to the City of Oakland. In the study area, the City of Oakland boundary falls along 53rd Street/Temescal Creek to the north and Boyer Street/Vallejo Street to the west. The Project site is located within the block bound by San Pablo Avenue to the east, 53rd Street to the north, 47th Street to the south, and single-family houses abutting the site to the west. Emery Secondary School (grades 8-12) and its associated athletics fields currently occupy the site. Other roadways in the study area include Doyle Street and 45th Street. The roadways in the study area are described below and their locations in relation to the site are shown on Figure 1. San Pablo Avenue (SR 123) is a major north-south arterial that forms the eastern border of the site and provides an important inter-city link between Oakland and Richmond. As a designated state route through Emeryville, Caltrans is responsible for roadway maintenance and signal operations. Within the study area, San Pablo Avenue is median-separated with two vehicular lanes in each direction. The street is a local commercial corridor, and on-street parking is permitted on both sides of the street. San Pablo Avenue is also a local truck route. Sidewalks are continuous along San Pablo Avenue and the posted speed limit is 30 miles per hmph within the study area. San Pablo Avenue is a designated transit street in the Emeryville General Plan. Hollis Street is a two-lane north-south arterial connecting Folger Avenue to the north in Berkeley with Peralta Street in the City of Oakland. Hollis Street has sidewalks and on-street parking on both sides of the street. Land uses along Hollis Street consist of commercial and industrial uses, with some high density residential uses. Hollis Street is a designated transit street in the Emeryville General Plan and has a posted speed limit of 30 mph. 53rd Street is an east-west roadway local roadway forming the northern boundary of the site. 53rd Street runs between Horton Street in the west and terminates west of SR 24 to the east. In the study area, 53rd Street is a two-lane roadway with sidewalk and on-street parking on both sides of the street. Adjacent uses in the study area consist of single-family residential uses as well as commercial and industrial uses to the west. 8
47th Street is an east-west local roadway that forms the southern boundary of the Project site. 47th Street extends between Doyle Street and Adeline Street within the Study Area. A full diverter at 47th Street/Salem Street prevents east-west through traffic between San Pablo Avenue and Adeline Street. The two-lane roadway has sidewalks and on-street parking on both sides of the street. East of San Pablo Avenue, 47th Street has bicycle lanes in both directions. On-street parking is allowed on 47th Street. 45th Street is a two-lane east-west roadway to the south of the Project site. The street is designated as a bicycle boulevard from Horton Street to San Pablo Avenue. 45th Street between Hollis Street and San Pablo Avenue is a designated bicycle boulevard. Doyle Street, within the study area, is a one-block long, north-south roadway connecting 47th and 45th Streets. Adjacent uses consist of commercial uses and an AC Transit bus yard. Boyer Street is a one-block long, north-south roadway connecting 54th and 53rd Streets. Adjacent uses are single-family residential.
2.2
PEDESTRIAN FACILITIES
Pedestrian facilities include sidewalks, crosswalks, and pedestrian signals. Sidewalks are provided on the north (53rd Street), east (San Pablo Avenue), and south (47th Street) sides of the site. The west side of the site abuts private development. Sidewalks widths are approximately 12 feet adjacent to the existing school on 47th Street, and 5 feet along the 53rd Street Frontage. Along the San Pablo Avenue frontage, sidewalks are approximately 10 feet wide but a landscape buffer reduces the pedestrian clearway. Pedestrian volumes through the study intersections are presented on Figure 3. Yellow school crosswalks are marked at the signalized San Pablo Avenue/53rd Street intersection on the east, south, and west approaches and San Pablo Avenue/47th Street at all approaches. Crosswalks on San Pablo Avenue are not marked at 48th Street. The stop-controlled intersection at Boyer Street/53rd Street has yellow school crosswalks on the north and east approaches. South of the Project site, a high-visibility mid-block crosswalk is provided at the north leg San Pablo Avenue/45th Street intersection (northern location). At the San Pablo Avenue/45th Street intersection (southern location), crosswalks are marked on the north and west approaches.
66th
St
Idaho St
11 [0] (2) 0 [0] (0) 19 [0] (0)
53rd St
1 [0] (0) 21 [7] (2) 0 [0] (0)
Occidental St
Emery Bay Dr
64th
St
0 [0] (0) 0 [1] (0) 0 [0] (0)
St 2nd
10 [0] (1) 51 [0] (6) 4 [0] (0)
60th St
0 [0] (3) 1 [0] (1) 1 [0] (0)

Ave Grace
2 [0] (0) 20 [15] (17) 0 [0] (0)
8 [0] (0) 0 [0] (0) 13 [0] (1)
12 [11] (3)
123
LIF CA
ORN IA
53rd St
62nd St
61st Pl
St 63rd
1 [1] (3)
ve ablo A San P
61st St
t 59th S
rd nfo Sta Ave
t 59th S
ve ton A Arling
t 57th S
OAKLAND
San Pablo Ave
4
0 [1] (0) 22 [23] (18) 0 [0] (0)
ll St Powe
5
55th St
54th St
t 54th S
1 [0] (0) 20 [15] (16) 1 [1] (0)
0 [0] (0) 2 [2] (4) 2 [1] (0)
5 [6] (3)
St 53rd
Emery
Bay Dr
t 47th S
4
7A
45th
Salem
St
Essex
1 [0] (2) 12 [0] (3) 0 [0] (1) 1 [1] (4)
3 [0] (1) 19 [13] (12) 0 [0] (4)
47th St
s Teme
cal Cir
3
t 48th S
53rd St
80
EMERYVILLE
45th St
5 7A
7B
2 [0] (0) 17 [7] (15) Linden S t
San Pablo Ave
12 [0] (1)
21 [1] (15) 2 [13] (0)
Doyle St
0 [0] (0)
45th St
2 [1] (0) 3 [0] (1)

y Emer
a Yerb
Buen
e a Av
San Pablo Ave
40th S t
6 [4] (12) 1 [18] (1)

e na Av
41 [23] (14)
9th St 6 [0] (23)
Beach St
St 19 [13] (8)
0 [0] (4)
3 [0] (1) 19 [14] (12)
0 [0] (5)
1 [0] (3)
37th
1 [1] (4) St
35th St
W oo d
St
Pe ral ta
580
36th
St
34th
St
LEGEND XX [YY] (ZZ) AM [Afternoon] (PM)

Not to Scale
Figure 3. Existing Intersection Bicycle and Pedestrian Volumes

WC11-2879_3_BikePedVol
Signalized Intersection Peak Hour Tra c Volumes Stop Sign Bike Volumes Pedestrian Volumes *Bike counts at Doyle St/45th St not available by turning movement
West St
Bue Yerba
45th St
45th St
MacArt
hur Blv d
Apgar St
Lusk S t
w Sher
in St
t 41st S
ve Park A
n St Have
7B
37 [76] (8)
1 [0] (0) 3 [1] (1) 1 [0] (0)
t 55th S
2 [1] (0) 3 [0] (0) St 54th0 [0] (1) 43 [23] (4)

Ade lin
e St Hollis St
Haru
2 [1] (0) 19 [19] (15) 0 [0] (2)
St
75 [90] (0)
43rd S t
43 [36] (4)
0 [0] (0) 1 [0] (0) ve an A 0 [1] (0) Oce
64
Vallejo
t th S
2 [2] (5)
11 [0] (1) 63rd St 66 [0] (0) 5 [0] (0)
2 [0] (2) 22 [20] (19) 2 [0] (0)
0 [2] (1) 5 [2] (0) 0 [0] (0)
San Pablo Ave
1
Hollis St
Boyer St
62nd St
1 [0] (0) 4 [1] (4) 2 [0] (0)

53rd St
Occidenta
61st St
60th St
61st St
60th St
26[11] (8)
59th St
58th St
Aileen St
56th St
55th St
45th St
53rd St
52nd St
47th S t
45th S t
46th S t
44th S t
42nd
41st S t
St
Adeli ne
Genoa St
St 65th Ln ody Peab
St
BERKELEY
St California
King St
Vallejo St
t Essex S
Salem St
Herzog St
St Sacramento
36[41](21)
21[44](25)
11 [13] (6)
75 [9] (0)
1 [1] (8)
1 [1] (6)
l St
St
Lowell St
e nd Av Overla
t on S Hort
Idaho St
St Herzog
Market
nt Fremo
St
St
ie Christ Ave
Hollis St
Lowell St
Beau t dry S
e Pelad au St
Gaskil l St
Marsh all St
Doyle St
129 [50] (18)
79[84] (36)
Bay St
11 [96] (6)
Shellmound St
Doyle St
St
St
on Hort
Emery
St Watts
ck St Halle
Holde
n Harla
St
St
Hubb t ard S
n St
St
72 [96] (65)
42 [90] (37)
9 [12] (33)
St
e Louis St
n St Have
2.3
BICYCLE FACILITIES
Bicycle facilities include the following: Bike paths (Class I) Paved trails that are separated from roadways. Bike lanes (Class II) Lanes on roadways designated for use by bicycles through striping, pavement legends, and signs. Bike routes (Class III) Designated roadways for bicycle use by signs only; may or may not include additional pavement width for cyclists. Bicycle boulevards Designated low-volume roadways for use by bicycles through signage, pavement markings, intersection crossing treatments, traffic calming, and traffic diversion.
45th Street between Horton and Adeline Streets is a designated bicycle boulevard. West of San Pablo Avenue, the bicycle boulevard is marked with oversized BIKE BLVD pavement legends center on the travel lane. A mid-block Class I path paralleling to and approximately 200 feet west of San Pablo Avenue connects 45th Street and Park Avenue. The City of Emeryville Pedestrian and Bicycle Plan (Adopted May 15, 2012) identifies future Class I connections between the 45th Street and 47th Street, west of San Pablo Boulevard, and along the west side of the site connecting 53rd Street to 47th Street. Spur Alley between 53rd Street and 45th Street is a Class III bike route. 53rd Street between Horton Street and San Pablo Avenue is a designated bicycle boulevard and continues as a Class III bike route to the east of San Pablo Avenue into Oakland. . A connection between Spur Alley and Doyle Street is also identified in the Pedestrian and Bicycle Plan. East of the study area, bicycle lanes on Adeline Street provide north-south access through Emeryville. Bicycle volumes through the study intersections are presented on Figure 3.
2.4
EXISTING TRANSIT SERVICE
AC Transit and Emery-Go-Round provide transit service within the study area, connecting to neighboring cities in the East Bay as well as the MacArthur BART Station and Downtown Oakland. Emery-Go-Round provides service at 10 minute headways during peak hour and 20 minute headways in the off-peak. AC Transit provides 12 to 20 minute headways during the weekdays. Transit routes in the vicinity of the Project are shown on Figure 4 along with the stop locations in the immediate vicinity of site.
11
2.4.1
AC TRANSIT
The following AC Transit bus routes operate in the vicinity of the site: Route 72 and 72M operates on San Pablo Avenue adjacent to the Project site, providing local service. This route only operates on weekdays from approximately 5:00 AM to 1:45 AM, with 13-20 minute headways throughout the day. Weekend service is also provided with 15 to 30-minute headways. The nearest bus stop is located across from the Project site at San Pablo Avenue/47th Street. The route runs along San Pablo Avenue connecting Jack London Square in City of Oakland with Contra Costa College in the City of San Pablo. The 72M operates on San Pablo Avenue and Macdonald Avenue (in the City of Richmond) connecting Jack London Square in City of Oakland with Point Richmond. The route provides connections to 19th Street, 12th Street, El Cerrito, and El Cerrito Del Norte BART Stations in addition to the Oakland Amtrak Station. Route 72R operates on San Pablo Avenue adjacent to the Project site and is one of AC Transits limited stop rapid bus routes. This route only operates on weekdays from approximately 6:00 AM to 8:00 PM, with 12 minute headways throughout the day. The nearest bus stop is located approximately a 1/3 mile walking distance to the north or south of the site at the intersections of Stanford Avenue or 40th Street with San Pablo Avenue. The route runs along San Pablo Avenue connecting Jack London Square in City of Oakland with Contra Costa College in the City of Richmond. This route only operates weekdays. The 72R provides connections to 19th Street, 12th Street, El Cerrito, and El Cerrito Del Norte BART Stations. Route 802 operates on San Pablo Avenue, connecting the Berkeley Amtrak Station with the 19th Street BART Station in the City of Oakland. The route provides late night service only between approximately 12:30 AM and 5:00 AM, with 60 minute headways. Daily service is provided.
2.4.2
EMERY GO-ROUND
The following Emery-Go-Round operates in the Study Area: Hollis Route operates on Hollis Street weekdays, connecting the MacArthur BART Station and 7th/ Anthony Streets in the City of Berkeley. The Hollis route has 10 minute headways during the morning and evening peak periods, and 20 minute headways mid-day and late evening. The route operates between approximately 5:45 AM and 10:15 PM weekdays. No weekend service is provided on the Hollis Route. Stops on Hollis Street at 53rd Steet are approximately 1/4-mile from the Project site.
12
2.4.3
BART
The Bay Area Rapid Transit (BART) system provides regional transit service connecting San Francisco, Alameda County, Contra Costa County, and parts of San Mateo County. The nearest BART station to the Project site is MacArthur BART Station, which is approximately 1.25 miles to the southeast. From the MacArthur BART station, direct connections to San Francisco, destinations on the Richmond and Fremont lines, and the Pittsburgh Bay Point Line are provided. The Emery-Go-Round Hollis Route connects to MacArthur BART. The AC Transit Routes that serve the Project site (72, 72M, 72R and 802) do not serve the MacArthur BART station but do serve the 19th Street BART/Uptown Transit center. During the peak periods, trains operate on less than 10 minute headways to/from San Francisco. Trains run to/from San Francisco with 15 to 20 minute headways during the off-peak.
2.4.4
RAIL SERVICE
Amtrak provides passenger rail service approximate 0.8 miles to the northwest of the study area, running through the City of Emeryville. Service from the Emeryville Amtrak station provides inter-regional travel to Sacramento, the Central Valley, Southern California, and Northern California.
2.5
EXISTING TRAFFIC COUNTS
Weekday morning (7:00 to 9:00 AM), afternoon (2:00 PM to 4:00 PM) and evening (4:00 to 6:00 PM) peak period intersection turning movement counts were conducted at the study intersections in November 2011, May 2012, and December 2012 when area schools were in normal session. For each intersection, the single hour with the highest traffic volumes during the count periods was identified. The peak hour volumes are presented on Figure 5, in addition to the existing lane configurations and traffic control. The existing traffic counts are provided in Appendix A.
13
66th
St
AC Transit Emery Go-Round Transit Stop Project Site

ve an A Oce
63rd St
64
Vallejo
t th S
62nd St
61st St
60th St
62nd St
123
61st St
60th St
LIF CA
ORN IA
61st St
60th St
63rd
St
d St
61st Pl
64th
St
Occidental St
62n
59th St
Market
58th St
t 59th S
rd nfo Sta Ave
Ave Grace
ve ton A Arling
t 59th S
t 57th S
Aileen St
ll St Powe
St
OAKLAND
55th St
54th St
56th St
55th St
Ade lin e St
Haru
t 55th S
54th St
t 54th S
Shellmound St
53rd St
53rd St
St 53rd
s Teme
cal Cir
y Dr ery Ba
t 48th S
t 47th S
52nd St
Em
47th S t
EMERYVILLE
Doyle
45th
Salem
St
45th S t
46th S t
80
45th St
43rd S t
44th S t
n St
Linde
a Yerb
Buen
e a Av
39th S t
40th S t
Beach St
W oo d
St
37th S t
lta
580
St
Pe ra
35th
36th
St
St
Not to Scale
34th
St
Figure 4. Existing Transit Service

WC11-2879_4_Transit
West St
Bue Yerba
e na Av
MacArt
Apgar St
hur Blv d
Lusk S t
w Sher
in St
ve Park A
St Watts
Holde
t 41st S
42nd
41st S t
St
Adeli ne
Genoa St
LEGEND
St 65th Ln ody Peab
St
BERKELEY
St California
Vallejo St
Idaho St
King St
t Essex S
Salem St
Herzog St
St Sacramento
Occidenta l St
St
Lowell St
e nd Av Overla Hollis
Idaho St
St Herzog
ve ablo A San P
nt Fremo St
St
ie Christ Ave
Horto n St
Bay St
St
Lowell St
Beau t dry S
e Pelad au St
t on S Hort
Gaskil l St
Marsh all St
Doyle St
Essex St
St
St
Emer
ck St Halle
n Harla
y St
n St Have
Hubb t ard S
n St
St
y Emer St
n St Have
e Louis St
66th
St
Idaho St
23 [5] (12) 275 [335] (483) 58 [53] (72)
30 [19] (23) 873 [871] (981) 12 [11] (25)
64th
St
Occidental St
St 2nd
60th St
10 [5] (20) 52 [54] (86)

Ave Grace
56 [27] (45) 825 [721] (1718) 8 [15] (21)
9 [6] (4) 279 [338] (422) 19 [8] (23)
8 [5] (5) 0 [0] (0) 13 [7] (9)
17 [22] (42) 7 [11] (20) 2 [14] (10)
10 [12] (20) 51 [63] (106) 4 [8] (14)

nt Fremo
Emery Bay Dr
53rd St
123
LIF CA
ORN IA
St 63rd
53rd St
62nd St
61st Pl
61st St
60th St 24 [27] (44)
t 59th S
rd nfo Sta Ave
t 59th S
ve ton A Arling
t 57th S
OAKLAND
46 [17] (16) 864 [907] (1042) 27 [30] (27)
15 [9] (12) 230 [318] (447) 49 [44] (45)
ll St Powe
5
55th St
54th St
San Pablo Ave
t 54th S
54 [38] (25) 826 [693] (1178) 32 [17] (5)
St 53rd
Emery
Bay Dr
t 47th S
13 [5] (4) 259 [288] (545) 25 [26] (22)
20 [16] (22) 0 [1] (0) 39 [34] (11)
47th St
s Teme
cal Cir
3
t 48th S
53rd St
4
7A
45th
Salem
23 [21] (30) 24 [19] (29) 5 [8] (5)
St
Essex
80
EMERYVILLE
45th St
5 7A
7B
32 [30] (33) Lin den S t 895 [927] (1011)
911 [945] (1035) 27 [34] (41)
San Pablo Ave
45th St
Beach St
43 [90] (96)
36th
W oo d
St
37th S t
St
580
35th
34th
St
St

Not to Scale
Peak Hour Tra c Volumes
Signalized Intersection Stop Sign
Figure 5. Existing Intersection Turn Volumes, Lane Configurations and Traffic Control
WC11-2879_5_ExVol
West St
31 [12] (16) 27 [56] (78)
Pe r869 alt [737] (1156) aS t 29 [32] (66)
133 [93] (53) 887 [736] (1166)
Bue Yerba
e na Av
45th St
45th St
hur Blv 11 [33] (56) d
MacArt
23 [7] (10) 72 [31] (43)
62 [33] (34) 16 [12] (9)

y Emer
a Yerb
Buen
e a Av
San Pablo Ave
32 [25] (35)
27 [15] (21)
Doyle St
40th S t
39th S t
Apgar St
Lusk S t
w Sher
in St
t 41st S
ve Park A
n St Have
7B
22 [31] (21) 0 [2] (0) 18 [11] (6)
e St Hollis St
Haru
St
t 55th S
Ade lin
43rd S t
48 [37] (80) ve 23 [3] (6) an A Oce 15 [7] (30)
64
Vallejo
t th S
11 [4] (9) 63rd St 66 [27] (41) 5 [7] (18)
San Pablo Ave
11 [10] (12) 0 [0] (0) 19 [4] (18)
Boyer St
Hollis St
62nd St
13 [11] (14) 9 [1] (6) 25 [26] (21)

53rd St
Occidenta l St
Market
61st St
60th St
61st St
59th St
58th St
Aileen St
56th St
55th St
St [15] (27) 54th46
39 [53] (46) 17 [30] (48)
52nd St
45th St
53rd St
47th S t
45th S t
46th S t
44th S t
42nd
41st S t
St
Adeli ne
Genoa St
St 65th Ln ody Peab
St
BERKELEY
St California
King St
Vallejo St
t Essex S
Salem St
Herzog St
St Sacramento
St
Lowell St

Bay St
e nd Av Overla
Idaho St
St Herzog
ve ablo A San P
St
St
ie Christ Ave
t on S Hort
Shellmound St
Hollis St
Lowell St
Beau t dry S
e Pelad au St
on Hort St
Gaskil l St
Marsh all St
Doyle St
Doyle St
St Watts
St
St
Emery
ck St Halle
Holde
n Harla
St
Hubb
n St
St
t ard S
St
e Louis St
n St Have
2.6
2.6.1
EXISTING INTERSECTION OPERATIONS

INTERSECTION LEVEL OF SERVICE
Existing operations were evaluated for the weekday AM, afternoon, and PM peak hours at the study intersections, as summarized in Table 4, based on the lane configurations, traffic control, and volumes shown on Figure 5. Pedestrian and bicycle activity through the intersections was also factored into the analysis and peak hour factors were used to account for the variation in traffic volumes during the peak
2F
hour. The all-way stop-controlled intersection of Hollis Street/45th Street operates at a LOS E during the PM peak hour. The remaining study intersections operate at an overall LOS B or better during the AM, afternoon and PM peak hours, indicating good operations with little delay. Detailed intersection LOS calculation worksheets are presented in Appendix B.
2.6.2
QUEUING
A vehicle queue assessment was conducted for the study intersections. This evaluation was performed to determine if vehicle queues extend beyond the available storage and potentially block traffic, such as queues from a left-turn pocket blocking through traffic, or through movement queues extending to adjacent intersections. Queue spillback can result in worse service levels than reported in this study if not accounted for. The analysis tool Synchro 7.0 was used to calculate the 95th percentile left-turn queue for signalized and unsignalized intersections. The analysis results show that vehicle storage provided at the turn-pockets in the study area is generally sufficient to accommodate the existing 95th percentile vehicle queues. This was confirmed during field observations during the analysis periods. Queue worksheets for signalized intersections are provided in Appendix C. Queue information for unsignalized intersections is presented on the worksheets in Appendix B.
The relationship between the peak 15-minute flow rate and the full hourly volume is given by the peak-hour factor (PHF) as shown in the following equation: PHF=Hourly volume/(4* volume during the peak 15 minutes of flow). The analysis of level of service is based on peak rates of flow occurring within the peak hour because substantial short-term fluctuations typically occur during an hour.
16
TABLE 4 EXISTING (2012) PEAK HOUR LEVEL OF SERVICE

Peak Hour AM AFT PM AM AFT PM AM AFT PM AM AFT PM AM AFT PM AM AFT PM AM AFT PM AM AFT PM Average Delay 2 (in seconds) 5 4 6 8 7 8 9 11 9 4 3 3 12 13 37 8 7 8 1 (19) 1 (19) 1 (25) 3 5 6
Location
Control
LOS A A A A A A A B A A A A B B E A A A
1. Hollis Street/53rd Street
Signal
2. Boyer Street/53rd Street
AWSC
3. San Pablo Avenue/53rd Street
Signal
4. San Pablo Avenue/47th Street
Signal
5. Hollis Street/45th Street
AWSC
6. 45th Street/Doyle Street
AWSC
7A. San Pablo Avenue/45th Street (north)
SSSC
A (C) A (C) A (C) A A A
7B. San Pablo Avenue/45th Street (south)
Signal
Notes: 1. Signal = signalized intersection, SSSC = side street stop controlled intersection, AWSC = all-way stop controlled intersection 2. For signalized intersections, average intersection delay and LOS based on the 2000 HCM method is shown. For side-street stopcontrolled intersections, delays for worst approach and average intersection delay are shown: intersection average (worst approach) 3. LOS = Level of Service 4. San Pablo Avenue/45th Street is an offset intersection. Source: Fehr & Peers, 2013.
17
2.6.3
SIGNAL WARRANTS
To assess the need for signalization of stop-controlled intersections, the peak hour volume and peak hour delay warrants are used in this study as a supplemental analysis tool to assess operations at unsignalized intersections. The signal warrant analysis is intended to examine the general correlation between the existing and future traffic conditions and the need to install new traffic signals. The results of the traffic signal warrant analysis indicate that neither the peak hour volume or peak hour delay traffic signal warrant is satisfied at any of the unsignalized study intersections. Signal warrant worksheets are provided in Appendix D. Although not currently warranted, the City of Emeryville does plan to signalize the Hollis Street/45th Street intersection.
2.6.4
Intersection operations were evaluated for vehicles as previously presented in in Table 4. Results of the multi-model level of service are presented in Table 5 for the San Pablo Avenue corridor along the Project frontage. The Pedestrian LOS is LOS C, which considers the clear sidewalk width on the corridor as well as the high peak hour vehicle volume. The Bicycle LOS D reflects the lack of bicycle facilities on San Pablo Avenue and the high peak hour traffic volumes. The Transit LOS C score indicates bus frequency as well as dwell time and on-time performance factors. Auto LOS on the corridor responds to peak hour volume, number of auto lanes at the downstream intersection, and the percent green time. TABLE 5 EXISTING (2012) MULTI-MODAL LEVEL OF SERVICE (MMLOS)
Location San Pablo Avenue between 47 rd and 53 Streets
Source: Fehr & Peers, 2013.
th
Pedestrian LOS 2.91 (C)
Bicycle LOS 3.55 (D)
Transit LOS 3.36 (C)
Auto LOS 0.43 (D)
2.6.5
NEIGHBORHOOD TRAFFIC
A comprehensive set of traffic calming measures were recently installed in the Triangle Neighborhood, generally located in the triangle bound on the east by San Pablo Avenue, on the west by Adeline Street and south of Temescal Creek. Measures such as street closures, traffic circles, and speed bumps were installed. Traffic volumes on 41st, 45th, Salem, Essex, 47th and 48th Streets are within the expected range of a residential street with less than 3,000 vehicles per day. Adeline Street carries between 6,000 and 7,000 vehicles on a typical weekday. 43rd Street carries over 3,000 vehicles on a typical day. Some of that 18
traffic is likely associated with Anna Yates Elementary school and with relocation of those students to the ECCL campus, traffic volumes would likely decrease on 43rd Street. Traffic shifts that could occur through the Triangle Neighborhood with the relocation of Anna Yates Elementary are discussed further in Section 4.2.5. Since the installation of traffic calming devices to discourage through traffic from traveling through the Triangle Neighborhood streets, traffic volumes have decreased on all streets except 48th Street and a portion of Salem Street, with the total traffic traveling through the neighborhood decreasing by over 2,000 vehicles per day.
19
3.0
PROJECT CHARACTERISTICS
This chapter provides an overview of the proposed Project components and addresses the proposed Project trip generation, distribution, and assignment characteristics. was estimated using a three-step process: 1) Trip Generation The amount of vehicle traffic entering and exiting the Project site was estimated, taking into consideration travel by walking, biking and busing to the campus. 2) Trip Distribution The direction trips use to approach and depart the site was projected. 3) Trip Assignment Trips were then assigned to specific roadway segments and intersection turning movements. This allows for an evaluation of Project impacts on the surrounding roadway network. The amount of traffic associated with the Project
3.1
PROJECT DESCRIPTION
The Project would redevelop the existing Emeryville Secondary School site on San Pablo Avenue between 47th and 53rd Streets. The Project is envisioned to serve the educational needs of Emeryvilles K -12 population, house the EUSD headquarters, and serve as a community center with uses including a library, gym, and a community health clinic. The center would be unique because of the variety of uses envisioned on the site and the joint-use of space between the City of Emeryville Community Center and the EUSD. The Project would construct new facilities totaling 130,000 gross square feet in Phase 1, with the potential to expand in Phase 2 to approximately 183,000 square feet. The site would be jointly operated by the EUSD and the City of Emeryville. Outdoor recreation facilities would also be constructed and/or modified including a pool, sport fields and basketball courts. Field lighting would permit the expanded use of sport fields for community adult sports leagues, with evening games scheduled between 6 and 10 PM throughout the year. The site facilities would be used during the day, evening, and weekends with the Community Center expected to operate on weekdays from about 7 AM to 9 PM year-round with the highest usage during the school year (September to June). Total enrollment in grades K-12 is expected to be a maximum of 910 students under Phase 1 (70 students per grade) and up to 1,120 students (approximately 90 students per grade) under Phase 2. A conceptual site plan was shown previously on Figure 2 for Phase 1. Construction of campus facilities may be staggered throughout the development of Phase 1, depending on the ultimate construction sequence which has not been developed. The square footage by Phase is summarized in Table 6. 20
TABLE 6 SPACE SUMMARY

Phase 1 Square Footage Administrative Space EUSD Community Services (CS) Arts + Dining Space Studios Multi-Purpose + Ancillary (EUSD) Multi-Purpose + Ancillary (CS) Theater Community Services Health Clinic Resource Center Pre-K Game Rooms/ Lounge Library Library Recreation Gym Other Recreation Facilities Outdoor areas (fields/basketball) Classrooms K-5 K-5 Science Lab 6-8 18,080 1,300 7,292 -18,080 1,300 7,292 10,500 10,047 7,138 -17,638 10,047 5,425 -5,425 2,964 997 656 1,305 ----2,964 997 656 1,305 5,400 6,058 3,680 -1,544 --5,959 6,944 6,058 3,680 5,959 3,140 1,850 --3,140 1,850 Phase 2 Square Footage Project Completion Square Footage
21
TABLE 6 SPACE SUMMARY

Phase 1 Square Footage 9-12 9-12 Science Lab Support & Circulation Support & Circulation School Office School Office Total Program Area Total Building Area 7,784 95,378 129,805 912 24,524 52,466 8,696 119,902 182,271 34,427 27,942 62,369 6,300 2,600 Phase 2 Square Footage 8,971 -Project Completion Square Footage 15,271 2,600
Notes: Based on project information as of May 2013 and includes approximately 3-acres of fields and basketball courts. Support and circulation area at Phase 2 includes a 21,546 square foot parking area.
3.2
TRIP GENERATION
Trip generation refers to the process of estimating the amount of vehicular traffic a project might add to the local roadway network. In addition to estimates of daily traffic, estimates are also created for the peak one-hour periods during the morning (AM) and evening (PM) commute hours, when traffic volumes on adjacent streets are typically at their highest. When a development generates peak traffic patterns that do not coincide with the AM or PM peak (e.g., a school), estimates specific to that developments traffic patterns (site peak hour) are also created. Trip generation estimates for the Project were developed by using rates and equations contained in the Institute of Transportation Engineers (ITE), Trip Generation (9th Edition). The base trip generation rates were adjusted considering: Existing Trips traffic counts at the study intersections were collected when the high school was in normal session at the site with an enrollment of approximately 220 students. The Project trip generation was adjusted so as not to double count the existing high school-related trips already included in the intersection turning movement counts.
22
Internally Captured Trips Students may stay on-site after school because of the community center. The potential for afternoon/evening trip rate reductions due to the mixture of activities proposed within the project site was considered. Modal Split The Project, because of its land uses and location, has a higher propensity of walk, bike, carpool, transit trips to/from the site than a typical suburban project. Available data was reviewed to identify potential reductions in auto trips to account for the transit, pedestrian and bicycle facilities that serve the Project site.
Fehr & Peers also conducted observations of morning drop-off and afternoon pick-up activity at Anna Yates Elementary School in February 2012, whose students would be relocated to this site. Peak hour trip generation estimates were compared to the existing level of drop-off/pick-up activity at the existing school site. Trip generation rates used to calculate the Projects trip generating potential are presented in Table 7. The City of Emeryville and the surrounding area include a grid street-network pattern that better facilitates walking and biking than typical suburban landscapes. Emeryville is also served by two bus transit systems, AC Transit and Emery-Go-Round, with frequent service that directly links Emeryville to East Bay communities such as neighboring Oakland and Berkeley, and the MacArthur BART station. To account for the use of alternative modes and carpooling a variety of resources were consulted, including the most recent Bay Area Transportation Survey (BATS) (2000), 2010 Census Data and the 20072011 American Community Survey. The data for home based work trips and home-based social or recreational trips is shown in Table 8. Since the US Census only collects data for work trips, the Project trips were evaluated based on a combination of available data. The published data compares how much each mode is used, such as driving alone, carpooling, and alternative modes (i.e., transit, walking, and biking) by trip purpose (i.e., work and social/recreation). The data shows that of people who work in Emeryville, 68 percent drive alone, 12 percent carpool and 20 percent walk/bike or take transit. For recreation trips, a greater percentage occurs as part of a carpool or are walk/bike/transit trips.
23
TABLE 7 TRIP GENERATION RATES

Land Use (ITE Land Use Code) Elementary School/ 1 Middle School (520/522) High School (530)
3 2
Trips Generated Per: Student Student
Daily
AM Peak Hour 0.68 0.43
Afternoon Peak Hour 0.39 0.29
PM Peak Hour 0.15 0.13
1.87 1.71
Library (590)
Student
4
56.24 36.13 11.03 33.82
1.04 2.39 1.56 2.05
3.65 2.68 0.78 3.35
7.30 3.57 1.49 2.74
Community Health Clinic (720) Administrative Offices (710) Community Center (495)
6 5
1,000 square feet 1,000 square feet 1,000 square feet
1. Reflects an average of the ITE Average and Maximum rate per student to reflect level of vehicular activity observed at Anna Yates Elementary. 2. ITE Average Rate for High Schools which reflects the high levels of walking, biking and transit use to the site by High School Students. 3. ITE Average Rate for Libraries; Afternoon peak hour rate assumed to be half of the PM rate. 4. Reflects ITE Average Rate for Medical Office Building. Afternoon peak hour rate assumed to be 75% of the PM rate. 5. Reflects ITE Average Rate for General Office. Afternoon peak hour rate assumed to be 50% of the PM rate. 6. Reflects ITE Average rate for Recreational Community Center, which includes outdoor athletic fields. Source: Trip Generation (9th Edition), ITE, 2012; Trip Generation Manual, ITE, 2004, and Fehr & Peers, 2013.
TABLE 8 TRAVEL MODE SPLITS BY TRIP PURPOSE

Autos Drive Alone 68%
1
Trip Purpose Work Trips

1
2 Person Carpool 12% 54%
Alternative Modes 20% 22%
Social/Recreation Trips
24%
Sources: 1. Bay Area Transportation Survey, 2000 (http://www.mtc.ca.gov/maps_and_data/datamart/survey/) and 2007-2011 American Community Survey.
24
The ITE trip generation rates shown in Table 7 primarily reflect suburban locations where the use of transit and non-auto travel modes is lower. The vehicle trip generation estimates were adjusted to reflect that many potential site-users will not drive a vehicle to the site, or will carpool. Additionally, given the mixture of uses on the site, it is expected that many potential afternoon trips to the library and community center portions of the Project will come from students already on the site. The trip generation estimates are presented in Table 9 for the Phase 1 Project and Table 10 for the Phase 2 Project. The trip generation estimates include users of the lighted fields arriving to the site during the evening peak hour in preparation for a community use of the fields, such as for ultimate Frisbee or softball. As games would be scheduled throughout the evening, the majority of activity related to community use of the fields would occur outside of the evening peak hour when traffic volumes on the surrounding roadway system as less than the peak hours analyzed for this study. At completion of the Phase 1 Project, approximately 2,680 daily trips, including 530 trips during the AM peak hour, 370 trips during the afternoon peak hour, and 230 trips during the PM peak hour would be added to the immediate area surrounding the Project site. At completion of Phase 2, the Project is expected to generate approximately 3,440 daily trips, including 690 trips during the AM peak hour, 480 during the afternoon peak hour, and 290 trips during the PM peak hour. It should be noted that the elementary/middle school trips, while new to the immediate study area, would not be new to the regional roadway system as the Project would shift students from the Anna Yates site (approximately 1/2mile away) to the Project site. Although not adding new trips to the regional transportation system, student relocation would alter the travel patterns of student arrivals/departures and represent new turning movements at the intersections closest to the Project site.
25
June 2013
TABLE 9 TRIP GENERATION ESTIMATES - PHASE 1

AM Peak Hour In 1,180 480 (380) 1,280 1,050 90 60 200 2,680 308 226 3 1 4 534 6 1 7 5 1 6 3 2 6 161 42 22 64 33 49 3 2 6 206 252 201 453 117 146 (65) (30) (95) (21) (43) (64) 263 82 6 4 12 367 82 38 120 27 54 81 17 (14) 50 31 2 2 15 100 235 193 428 111 135 246 47 Out Total In Out Total In Out 48 19 (15) 52 54 6 3 17 132 Afternoon Peak Hour PM Peak Hour Total 95 36 (29) 102 85 8 5 32 232
Use
Size
Daily
Elementary/Middle School
630 Students
High School
280 Students
Existing High School Enrollment
220 Students
New/Shifted school trips in Study 1 Area
Community Gym, 38,643 square 2 Multi-Purpose Space feet (sf)
Community Health 3 Clinic
2,964 sf
District and CS Admin 3 Offices
4,990 sf
Library
5,425 sf
Total Vehicle Trips
Notes: 1. As the project would shift existing students from the Anna Yates campus to the Project Site, trip generation estimates shown above are not all new trips to the roadway system as some trips would be shifted from the current school. However, these trips would be new trips to the immediate study area and represent new vehicle turning movements at the intersections closest to the site evaluated as part of this study. 2. Based on ITE rates shown in Table 5, with a 20 percent carpool/walk/bike/transit reduction. For the afternoon peak hour, an additional 25 percent trip discount was applied to account for students attending after-school activities. 3. Based on ITE rates shown in Table 5 with a 12 percent carpool/walk/bike/transit reduction. Source: Fehr & Peers, 2013.
26
June 2013
TABLE 10 TRIP GENERATION ESTIMATES - PHASE 2

AM Peak Hour In 1,460 580 (380) 1,660 1,440 90 50 200 3,440 398 288 3 1 4 686 6 1 7 5 1 6 3 2 6 206 58 30 88 46 68 3 2 6 269 326 255 581 149 190 (65) (30) (95) (21) (43) (64) 339 114 6 4 12 475 99 47 146 33 66 99 292 238 530 137 167 304 57 21 (14) 64 43 2 2 15 126 Out Total In Out Total In Afternoon Peak Hour PM Peak Hour Out 60 23 (15) 68 74 6 3 17 168 Total 117 44 (29) 132 117 8 5 32 294
Use
Size
Daily
Elementary/Middle School
780 Students
High School
340 Students
Existing High School Enrollment
220 Students
New/Shifted school trips in 1 Study Area
Gym, Multi-Purpose 2 Space + Theater
53,284 sf
Community Health 3 Clinic
2,964 sf
District and CS Admin 4,990 sf 3 Offices
Library
5,425 sf
Total Vehicle Trips
Notes: 1. As the project would shift existing students from the Anna Yates campus to the Project Site, trip generation estimates shown above are not all new trips to the roadway system as some trips would be shifted from the current school. However, these trips would be new trips to the immediate study area and represent new vehicle turning movements at the intersections closest to the site evaluated as part of this study. 2. Based on ITE rates shown in Table 5, with a 20 percent carpool/walk/bike/transit reduction. For the afternoon peak hour, an additional 25 percent trip discount was applied to account for students attending after-school activities. 3. Based on ITE rates shown in Table 5, with a 12 percent carpool/walk/bike/transit reduction. Source: Fehr & Peers, 2013
27
3.3
PROJECT TRIP DISTRIBUTION
Estimates of project trip distribution were developed based on existing travel patterns in the area and the School District enrollment boundary area. Traffic counts were also conducted at the main access point to Anna Yates Elementary School (Adeline Street/41st Street) to ascertain the travel patterns of existing K-8 students. The Project trip distribution is shown on Figure 6. Separate distribution percentages were developed for the near-term and cumulative condition to reflect changes to the school district boundary area to serve a greater proportion of students residing in Emeryville versus inter-district transfers from students residing in Oakland. New housing developments are expected along the Hollis Street corridor within Emeryville, and as new families move to Emeryville it is expected that a greater percentage of students would reside along the Hollis Street Corridor than within the City of Oakland. The resulting Project trip Assignment is shown on Figure 7 for the existing condition and Figure 8 for future conditions. The Project trip assignment reflects traffic volumes with completion of Phase 2.
28
66th
St
Idaho St
XX% (XX%)
Existing (Cumulative) Project Trip Distribution Study Intersection Project Site

63rd
ve an A Oce
63rd St
64
Vallejo
t th S
62nd St
Occidenta
62nd St
61st St
60th St
123
LIF CA
ORN IA
61st St
60th St
St
d St
OAKLAND
61st St
60th St
61st Pl
64th
St
Occidental St
62n
59th St
Market
58th St
t 59th S
rd nfo Sta Ave
Ave Grace
ve ton A Arling
t 59th S
t 57th S
Aileen St
ll St Powe
t 55th S
Ade lin
e St
Haru
St
To/From 1% Project Site (1%)
4% To/From (3%) Project Site

55th St
54th St
56th St
55th St
54th St
t 54th S
2% (
St 53rd
2%)
1
s Teme
cal Cir
3
t 48th S
t 47th S
53rd St
53rd St
52nd St
Em
y Dr ery Ba
4
7A
45th
Salem
47th S t
EMERYVILLE
Doyle
St
45th S t
46th S t
80
2% (
45th St
2%)
5
7B
43rd S t
44th S t
n St
a Yerb
Buen
e a Av
39th S t
40th S t
Beach St
W oo d
St
37th S t
Pe ral ta
580
St
35th
34th
St
St
36th
St
Not to Scale
Figure 6. Project Trip Distribution Percentages

WC11-2879_6_TripDistro
West St
Bue Yerba
e na Av
MacArt
Apgar St
hur Blv d
Lusk S t
ve Park A
n St Have
Linde
w Sher
in St
t 41st S
42nd
41st S t
St
Adeli ne
Genoa St
LEGEND
St 65th Ln ody Peab
St
BERKELEY
St California
King St
Vallejo St
t Essex S
Salem St
Herzog St
St Sacramento
l St
St
Lowell St
e nd Av Overla
Hollis St
Idaho St
St Herzog
ve ablo A San P
nt Fremo
St
) (16% 11%
St
ie Christ Ave
t on S Hort
Shellmound St
Lowell St
Beau t dry S
e Pelad
34%
Gaskil
au St
l St
Marsh all St
(27%
Doyle
St
Bay St
Essex St
St
St
36%
on Hort
Emery
St Watts
ck St Halle
Holde
n Harla
St
St
Hubb t ard S
) (34%
n St
10%
e Louis St
St
y Emer
) (15%
n St Have
St
66th
St
Idaho St
102 [48] (20) 55 [33] (29)
1
15 [9] (8) 35 [17] (8)
Hollis St
5 [5] (3) 27 [25] (15) 23 [11] (4)
Emery Bay Dr
64th
St
Occidental St
3 [1] (1) 1 [1] (1)
62n
d St
60 [29] (13)
nt Fremo
60th St
4 [3] (1) 149 [104] (38)

Ave Grace
102 [49] (22) 24 [38] (35) 1 [1] (1)
53rd St
123
LIF CA
ORN IA
53rd St
62nd St
61st Pl
St 63rd
61st St
60th St 66 [47] (17)
t 59th S
rd nfo Sta Ave
t 59th S
ve ton A Arling
t 57th S
OAKLAND
66 [39] (35) 145 [102] (36)
ll St Powe
5
2 [2] (1) 16 [10] (9)
55th St
54th St
San Pablo Ave
e St Hollis St
Haru
St
Ade lin
t 55th S
t 54th S
40 [24] (21) 116 [76] (48)
8 [11] (12)
St 53rd
Emery
Bay Dr
t 47th S
19 [9] (4) 23 [12] (9)
7 [13] (10)
47th St
s Teme
cal Cir
3
t 48th S
53rd St
43rd S t
4
7A
45th
Salem
4 [2] (1) 5 [2] (2)
St
Essex
80
EMERYVILLE
45th St
5 7A
7B
42 [30] (12) Lin d 109 [82] (35) en St
151 [112] (47) 2 [2] (1)
San Pablo Ave
45th St
Beach St
Pe ral 147 [95] (66) ta St 1 [1] (1)
28 [43] (40)
36th
W oo d
St
37th S t
St
580
35th
34th
St
St

Not to Scale
Figure 7. Existing Conditions Project Trip Assignment

WC11-2879_7_PTA
West St
34 [20] (18) 10 [5] (2)
7 [4] (3) 118 [60] (36)
Bue Yerba
e na Av
45th St
45th St
hur Blv 30 [36] (32) d
MacArt
7 [4] (3) 42 [30] (12)
8 [4] (3)
y Emer
a Yerb
Buen
e a Av
San Pablo Ave
17 [27] (25)
48 [75] (70)
Doyle St
40th S t
39th S t
Apgar St
Lusk S t
w Sher
in St
t 41st S
ve Park A
n St Have
7B
3 [3] (2) ve 1 [1] (1) an A Oce 3 [2] (1)
4 [2] (1)
64
Vallejo
t th S
Occidenta l St
Market
7 [6] (3)
63rd St
62nd St
San Pablo Ave
Boyer St
5 [3] (1) 3 [2] (2)

53rd St
61st St
60th St
61st St
59th St
58th St
Aileen St
56th St
55th St
St[5] (3) 54th6
32 [30] (18) 21 [22] (15)
52nd St
45th St
53rd St
47th S t
45th S t
46th S t
44th S t
42nd
41st S t
St
Adeli ne
Genoa St
St 65th Ln ody Peab
St
BERKELEY
St California
King St
Vallejo St
t Essex S
Salem St
Herzog St
St Sacramento
St
Lowell St
e nd Av Overla

Bay St
Idaho St
St Herzog
ve ablo A San P
St
St
ie Christ Ave
t on S Hort
Shellmound St
Hollis St
Lowell St
Beau t dry S
e Pelad au St
on Hort St
Gaskil l St
Marsh all St
Doyle St
Doyle St
St Watts
St
St
Emery
ck St Halle
Holde
n Harla
St
Hubb
n St
St
t ard S
St
e Louis St
n St Have
66th
St
Idaho St
1
21 [12] (11) 49 [24] (11)
Hollis St
8 [7] (4) 41 [38] (23) 31 [15] (6)
Emery Bay Dr
64th
St
Occidental St
3 [1] (1) 1 [1] (1)
62n
d St
84 [40] (18)
nt Fremo
60th St
4 [3] (1) 170 [119] (44)

Ave Grace
94 [46] (21) 16 [25] (23) 1 [1] (1)
53rd St
123
LIF CA
ORN IA
53rd St
62nd St
61st Pl
St 63rd
61st St
60th St 44 [31] (11)
t 59th S
rd nfo Sta Ave
t 59th S
ve ton A Arling
t 57th S
OAKLAND
59 [35] (31) 164 [115] (41)
ll St Powe
5
55th St
54th St
San Pablo Ave
e St Hollis St
Haru
1 [0] (0) 3 [2] (1) 22 [13] (12)
St
Ade lin
t 55th S
t 54th S
34 [20] (18) 100 [61] (37)
8 [13] (12)
St 53rd
Emery
Bay Dr
t 47th S
28 [13] (6) 34 [19] (14)
6 [10] (9)
47th St
s Teme
cal Cir
3
t 48th S
53rd St
43rd S t
4
7A
45th
Salem
4 [2] (1) 5 [2] (2)
St
Essex
80
EMERYVILLE
45th St
5 7A
7B
63 [45] (17) Lin d 107 [81] (35) en St
170 [126] (52) 2 [2] (1)
San Pablo Ave
45th St
Beach St
Pe ral 125 [77] (52) ta St 1 [1] (1)
26 [41] (38)
36th
W oo d
St
37th S t
St
580
35th
34th
St
St

Not to Scale
Figure 8. Cumulative Conditions Project Trip Assignment

WC11-2879_8_PTA
West St
47 [28] (25) 14 [6] (3)
5 [3] (3) 98 [50] (30)
Bue Yerba
e na Av
45th St
45th St
hur Blv 28 [28] (23) d
MacArt
5 [3] (3) 63 [45] (17)
8 [4] (3)
y Emer
a Yerb
Buen
e a Av
San Pablo Ave
25 [40] (37)
40 [63] (59)
Doyle St
40th S t
39th S t
Apgar St
Lusk S t
w Sher
in St
t 41st S
ve Park A
n St Have
7B
5 [4] (3) ve 1 [2] (1) an A Oce 4 [3] (1)
4 [2] (1)
64
Vallejo
t th S
Occidenta l St
Market
10 [9] (5)
63rd St
62nd St
San Pablo Ave
89 [42] (17) 48 [28] (25)
Boyer St
5 [3] (1) 3 [2] (2)

53rd St
61st St
60th St
61st St
59th St
58th St
Aileen St
56th St
55th St
St[8] (5) 54th8
48 [45] (27) 32 [33] (23)
52nd St
45th St
53rd St
47th S t
45th S t
46th S t
44th S t
42nd
41st S t
St
Adeli ne
Genoa St
St 65th Ln ody Peab
St
BERKELEY
St California
King St
Vallejo St
t Essex S
Salem St
Herzog St
St Sacramento
St
Lowell St
e nd Av Overla

Bay St
Idaho St
St Herzog
ve ablo A San P
St
St
ie Christ Ave
t on S Hort
Shellmound St
Hollis St
Lowell St
Beau t dry S
e Pelad au St
on Hort St
Gaskil l St
Marsh all St
Doyle St
Doyle St
St Watts
St
St
Emery
ck St Halle
Holde
n Harla
St
Hubb
n St
St
t ard S
St
e Louis St
n St Have
4.0
EXISTING PLUS PROJECT CONDITIONS
This chapter evaluates potential off-site traffic impacts under Existing Plus Project conditions.
4.1
TRAFFIC VOLUMES AND ROADWAY IMPROVEMENTS
The Project trips (Figure 8) were added to the existing peak hour traffic volumes (Figure 5) to estimate the Existing Plus Project (Phase 1 and Phase 2) peak hour traffic volumes, as shown on Figure 9. No roadway improvements were assumed for this scenario, except for the improvements proposed as part of the Project. Improvements that would be constructed as part of the Project include modifications to the 53rd Street/San Pablo Avenue intersection that would eliminate the wide eastbound right-turn lane, decreasing the crossing distance for pedestrians on the west leg of the intersection.
4.2
4.2.1
ANALYSIS OF EXISTING PLUS PROJECT CONDITIONS

INTERSECTION LEVELS OF SERVICE
Peak hour intersection operations were evaluated using the methods discussed previously and the results are presented in Table 11. For the intersections that provide primary access to the campus that would likely experience peak vehicular trip generation around the school bell times, peak hour factors were reduced to reflect expected peak activity in the 15 to 20 minutes around bell times during the morning and afternoon peak hours. The reductions were based on the observed peak hour factors at intersections around the existing Anna Yates Campus. The addition of project traffic would worsen LOS E conditions at the Hollis Street/45th Street intersection. However, as peak hour signal warrants would not be satisfied at this intersection prior to or with the addition of Project traffic, the increase is considered less-than-significant. Project traffic would also increase average delay at the San Pablo Avenue/53rd Street intersection, as that intersection would provide primary access to the elementary school drop-off/pick-up area, degrading intersection operations from LOS A to LOS C (AM) and from LOS A to LOS B (PM). Operations would remain at LOS B during the afternoon peak hour. For through trips on San Pablo Avenue, travel time through the corridor would not noticeably increase for most drivers with the addition of Project traffic. Vehicles turning to/from 53rd Street would experience most of the increased delay around bell times.
32
TABLE 11 EXISTING (2012) PLUS PROJECT PEAK HOUR LEVEL OF SERVICE

Peak Hour AM AFT PM AM AFT PM AM AFT PM AM AFT PM AM AFT PM AM AFT PM AM AFT PM AM AFT PM Existing Delay 5 4 6 8 7 8 9 11 9 4 3 3 12 13 37 8 7 8 1 (19) 1 (19) 1 (25) 3 5 6 LOS A A A A A A A B A A A A B B E A A A A (C) A (C) A (C) A A A
2
Location
Control
Existing Plus Project Delay 5 4 6 8 8 8 26 17 12 5 5 4 15 15 48 9 8 8 1 (21) 1 (19) 1 (26) 5 9 9

2
LOS A A A A A A C B B A A A B B E A A A
1. Hollis Street/53rd Street 2. Boyer Street/53rd Street 3. San Pablo Avenue/53rd Street 4. San Pablo Avenue/47th Street 5. Hollis Street/45th Street 6. 45th Street/Doyle Street 7A. San Pablo Avenue/45th Street 4 (north) 7B. San Pablo Avenue/45th Street 4 (south)
Signal
AWSC
Signal
Signal
AWSC
AWSC
SSSC
A (C) A (C) A (D) A A A
Signal
33
4.2.2
QUEUING
Table 12 presents the 95th percentile queues in the Existing and Existing With Project scenarios for intersections where the 95th percentile vehicle queues are expected to extend beyond the available storage space. The analysis results show that with the addition of Project traffic, the northbound left-turn vehicle queue at the 53rd Street/San Pablo Avenue and 47th Street/San Pablo Avenue intersections would exceed the available storage capacity periodically throughout the AM peak hour. Eastbound vehicle queues on 53rd Street for traffic exiting the drop-off/pick-up area are expected to extend along the Project frontage, although intersection queues are not expected to impede drop-off/pick-up maneuvers.
TABLE 12 95TH PERCENTILE QUEUES UNDER EXISTING AND EXISTING WITH PROJECT SCENARIOS
Available Storage in Feet Existing With Project Vehicle 1 Queue 325 175 100 175 125 100 125 100 50 175 50 25
3 2
Intersection
Movement
Peak Hour AM AFT PM AM AFT PM AM AFT PM AM AFT PM
Existing Vehicle 1 Queue 75 50 75 50 50 100 50 50 50 25 25 25
53rd Street/ San Pablo Avenue 53rd Street/ San Pablo Avenue 53rd Street/ San Pablo Avenue 47th Street/ San Pablo Avenue
Northbound Left Eastbound Through Eastbound Right Northbound Left
120
500
75
100
Source: Fehr & Peers, 2013. 1. Vehicle queue shown in feet; numbers shown in bold indicate that capacity exceeds available storage length. 2. Average queue is expected to be approximately 100 feet over the entire morning peak hour, but maximum queue is expected to be approximately 325 feet during the peak 10 minutes around the morning bell time. 3. Average queue is expected to be approximately 50 feet during the morning peak hour, but maximum queue is expected to be approximately 175 feet during the peak 10 minutes around the morning bell time.
34
Recommendation 1: Monitor the signal operations at the 53rd Street/San Pablo Avenue and 47th Street/San Pablo Avenue intersections as the school enrollment increases as the frequency and severity of queue spillback can be moderated through signal timing and phasing adjustments. As Caltrans maintains and operates this intersection, coordination with Caltrans and City of Emeryville would be required.
4.2.3
SIGNAL WARRANTS
To assess the need for signalization of stop-controlled intersections, the peak hour volume and peak hour delay warrants are used in this study as a supplemental analysis tool to assess operations at unsignalized intersections. The results of the traffic signal warrant analysis indicate that neither the peak hour volume nor peak hour delay traffic signal warrant is satisfied at any of the unsignalized study intersections under the Existing With Project scenario. Signal warrant worksheets are provided in Appendix D.
4.2.4
With the Project, MMLOS calculations are not expected to change substantially. Pedestrian LOS may increase due to widening of the sidewalk on San Pablo Avenue from 10 to 15 feet with the Project. Pedestrian LOS may also improve on 53rd Street, where the sidewalk is proposed to be widened from 5 feet to 6 feet with the Project. Existing sidewalks on 47th Street are proposed widened from 10 to 13 feet on some portions and narrowed from 10 to 8 feet adjacent to the parallel on-street parking. However, MMLOS does not consider benefits of intersection crosswalk enhancements that are proposed with the Project so the full benefit of the Project improvements is not be captured by the MMLOS calculations. Bicycle LOS would degrade as peak period auto volumes increase and with a likely increase in on-street parking utilization along the Project frontage. Increased parking utilization on a roadway with no bicycle facilities causes bicycles to ride continuously in the travel lane, with many bicyclists riding along the edge of the travel way in the door zone of parked automobiles. Transit LOS may also degrade with the addition of peak hour traffic on San Pablo Avenue. Transit LOS would degrade if additional bus stops are added, as additional stops can increase transit travel times. Consolidating potential future Emery-Go-Round service to the site could utilize or extending the existing AC Transit bus stops could be considered. Auto LOS would also degrade with the Project traffic volumes, as shown in Table 11, but study intersections are expected to continue operating at acceptable service levels.
35
4.2.5
NEIGHBORHOOD CONDITIONS
It is expected that some students and visitors of the ECCL would reside within the Triangle Neighborhood and use those streets to travel to campus. Trips associated with student activities and recreational activities are likely already occurring and would not represent new trips through the neighborhood, but would represent changes in travel patterns and were therefore analyzed as new trips for the purposes of the intersection assessment presented previously. Approximately 40 to 50 vehicle trips are expected to come from within/travel through the various streets within the Triangle Neighborhood during the morning and afternoon peak hours, with approximately 150 to 170 vehicle trips through the neighborhood on a daily basis. These trips would be spread-out over a number of streets, including 53rd Street, 45th Street, 43rd Street and 41st Street, with no more than 15 to 20 vehicle trips in a peak hour or 40 to 50 trips on a daily basis on any individual street. These added trips would be balanced against changes in travel patterns that would result from the relocation of the Anna Yates Elementary School population to the ECCL. The existing Anna Yates campus generates approximately 1,000 daily, including 350 morning peak hour, 200 afternoon peak hour and 80 evening peak hour vehicle trips on a typical school day. The majority of vehicular activity for the Anna Yates campus is currently focused on 41st, 43rd, and Adeline Streets as well as San Pablo Avenue. With the Project, elementary school vehicle traffic originating from the south and west of the study area would no longer travel through the Triangle Neighborhood to access the campus. Vehicles trips originating in the north and east have a variety of travel routes to access the Project site, many of which avoid the Triangle Neighborhood. With the Project, it is expected that the level of traffic associated with school uses would decrease on 41st, 43rd, and Adeline Streets, and increase slightly on 53rd and 47th Streets, as discussed above.
36
66th
St
Idaho St
23 [5] (12) 290 [344] (491) 93 [70] (80)
132 [67] (43) 928 [904] (1010) 12 [11] (25)
64th
St
Occidental St
St 2nd
60th St
14 [8] (21) 201 [158] (124)

Ave Grace
158 [76] (67) 849 [759] (1213) 9 [16] (22)
14 [10] (6) 306 [363] (437) 42 [19] (27)
8 [5] (5) 0 [0] (0) 13 [7] (9)
17 [22] (42) 10 [12] (21) 3 [15] (11)
10 [12] (20) 111 [92] (119) 4 [8] (14)

nt Fremo
Emery Bay Dr
53rd St
123
LIF CA
ORN IA
St 63rd
53rd St
62nd St
61st Pl
61st St
60th St 90 [74] (61)
t 59th S
rd nfo Sta Ave
t 59th S
ve ton A Arling
t 57th S
OAKLAND
112 [56] (51) 1009 [1009] (1078) 27 [30] (27)
15 [9] (12) 232 [320] (448) 65 [54] (54)
ll St Powe
5
55th St
54th St
San Pablo Ave
t 54th S
94 [62] (46) 942 [769] (1226) 32 [17] (5)
St 53rd
Emery
Bay Dr
t 47th S
13 [5] (4) 278 [297] (549) 48 [38] (31)
27 [27] (32) 0 [1] (0) 47 [47] (23)
47th St
s Teme
cal Cir
3
t 48th S
53rd St
4
7A
45th
Salem
27 [23] (31) 29 [21] (31) 5 [8] (5)
St
Essex
80
EMERYVILLE
45th St
5 7A
7B
74 [60] (45) Lin d 1004 [1009] (1046)en St
1062 [1057] (1082) 29 [36] (42)
San Pablo Ave
45th St
Beach St
Pe ral [832] (1222) 1016 ta St 30 [33] (67)
71 [133] (136)
36th
W oo d
St
37th S t
St
580
35th
34th
St
St

Not to Scale
Figure 9. Existing Plus Project Peak Hour Traffic Volumes

WC11-2879_9_ExPPVol
West St
65 [32] (34) 37 [61] (80)
140 [97] (56) 1005 [796] (1202)
Bue Yerba
e na Av
45th St
45th St
hur Blv 41 [69] (888) d
MacArt
30 [11] (13) 114 [61] (55)

t ard S
70 [37] (37) 16 [12] (9)

y Emer
a Yerb
Buen
e a Av
San Pablo Ave
49 [52] (60)
75 [90] (91)
Doyle St
40th S t
39th S t
Apgar St
Lusk S t
w Sher
in St
t 41st S
ve Park A
n St Have
7B
22 [31] (21) 0 [2] (0) 18 [11] (6)
e St Hollis St
Haru
St
t 55th S
Ade lin
43rd S t
51 [40] (82) ve 24 [4] (7) an A Oce 18 [9] (31)
64
Vallejo
t th S
11 [4] (9) 63rd St 73 [33] (44) 5 [7] (18)
San Pablo Ave
11 [10] (12) 0 [0] (0) 23 [6] (19)
Boyer St
Hollis St
62nd St
13 [11] (14) 14 [4] (7) 28 [28] (23)

53rd St
Occidenta l St
Market
61st St
60th St
61st St
59th St
58th St
Aileen St
56th St
55th St
St [20] (30) 54th52
71 [83] (64) 38 [52] (63)
52nd St
45th St
53rd St
47th S t
45th S t
46th S t
44th S t
42nd
41st S t
St
Adeli ne
Genoa St
St 65th Ln ody Peab
St
BERKELEY
St California
King St
Vallejo St
t Essex S
Salem St
Herzog St
St Sacramento
St
Lowell St

Bay St
e nd Av Overla
Idaho St
St Herzog
ve ablo A San P
St
St
ie Christ Ave
t on S Hort
Shellmound St
Hollis St
Lowell St
Beau t dry S
e Pelad au St
on Hort St
Gaskil l St
Marsh all St
Doyle St
Doyle St
St Watts
St
St
Emery
ck St Halle
Holde
n Harla
St
Hubb
n St
St
St
e Louis St
n St Have
5.0
CUMULATIVE TRAFFIC CONDITIONS
This chapter discusses Cumulative traffic conditions both without and with the Project. The future traffic conditions analysis considers the completion of the Project along with development within the City of Emeryville and the greater region to the year 2030.
5.1
CUMULATIVE ROADWAY ASSUMPTIONS
Signalization of the 45th Street/Hollis Street intersection is planned to occur by 2030 to accommodate expected growth in vehicle trips along the Hollis Street corridor. Separate northbound and southbound left-turn pockets could be provided within the existing Hollis Street cross section. As Hollis Street is a transit priority street, signalization and left-turn pockets would facilitate transit travel along the corridor. The City also plans to upgrade signal equipment throughout the City. For the analysis of cumulative conditions, signal timings were assumed to be optimized from the current timings to better serve future traffic flows and cycle lengths for signalized intersections along San Pablo Avenue were increased to 110 seconds to accommodate increased pedestrian and bicycle clearance intervals. For the Cumulative With Project Scenario, improvements planned to be constructed with the Project were considered in the analysis, including improvements at the 53rd Street/San Pablo Avenue intersection.
5.2
CUMULATIVE TRAFFIC FORECASTS
Cumulative intersection turning movement forecasts were developed by taking the difference between the existing and cumulative traffic volumes from the Emeryville General Plan EIR and adding the resulting growth in traffic to the Existing turning movement counts. Additionally, traffic expected to be generated by Escuela Bilinge Internacional (EBI), located on San Pablo Avenue at 47th Street, was added to the intersection turning movement counts based on the expected level of trip generation when the school reaches the maximum permitted enrollment levels. Traffic growth associated with development on the Project site was not included in the resulting Cumulative Without Project forecasts as presented on Figure 10. The peak hour Project trips from Figure 8 were added to the Cumulative Without Project traffic volumes to represent cumulative traffic volumes with the Project (Phase 1 and Phase 2), as presented on Figure 11.
38
66th
St
Idaho St
31 [19] (23) 1145 [1064] (1196) 14 [15] (30)
24 [6] (13) 540 [529] (760) 68 [59] (74)
St 64th 27 [13] (146)
Occidental St
15 [102] (99)
St 2nd
60th St
13 [15] (34) 81 [143] (200)

Ave Grace
111 [48] (64) 1045 [958] (1446) 8 [16] (22)
24 [7] (6) 497 [493] (644) 19 [8] (23)
8 [5] (5) 0 [0] (0) 13 [7] (9)
18 [23] (43)
10 [12] (20) 81 [162] (235) 4 [8] (14)

nt Fremo
Emery Bay Dr
53rd St
123
LIF CA
ORN IA
St 63rd
53rd St
62nd St
61st Pl
61st St
60th St 24 [28] (45)
t 59th S
rd nfo Sta Ave
t 59th S
ve ton A Arling
t 57th S
OAKLAND
46 [17] (16) 1063 [1139] (1347) 134 [91] (52)
15 [9] (12) 480 [552] (802) 49 [45] (46)
ll St Powe
5
55th St
54th St
San Pablo Ave
t 54th S
54 [38] (25) 1017 [893] (1441) 116 [65] (25)
St 53rd
Emery
Bay Dr
t 47th S
13 [6] (5) 458 [413] (735) 31 [31] (28)
20 [16] (22) 3 [1] (1) 39 [34] (11)
47th St
s Teme
cal Cir
3
t 48th S
53rd St
4
7A
45th
Salem
23 [21] (30) 47 [36] (52) 11 [34] (44)
St
Essex
80
EMERYVILLE
45th St
5 7A
7B
48 [46] (52) Lin den S t 1168 [1208] (1323)
1175 [1230] (1358) 31 [39] (44)
San Pablo Ave
45th St
Beach St
46 [99] (108)
36th
W oo d
St
37th S t
St
580
35th
34th
St
St

Not to Scale
Figure 10. Cumulative No Project Peak Hour Volumes

WC11-2879_10_CumuNPVol
West St
34 [14] (17) 54 [79] (108)
Pe r alt [983] (1435) 1135 aS t 38 [54] (94)
142 [95] (56) 1137 [995] (1456)
Bue Yerba
e na Av
45th St
45th St
hur Blv 35 [48] (74) d
MacArt
23 [7] (10) 97 [48] (65)
71 [37] (38) 42 [17] (16)

y Emer
a Yerb
Buen
e a Av
San Pablo Ave
34 [27] (36)
27 [15] (21)
Doyle St
40th S t
39th S t
Apgar St
Lusk S t
w Sher
in St
t 41st S
ve Park A
n St Have
7B
109 [100] (47) 2 [4] (1) 87 [65] (26)
e St Hollis St
Haru
St
t 55th S
Ade lin
43rd S t
52 [44] (83) ve 88 [17] c (24) an A O e 15 [7] (30)
64
Vallejo
t th S
13 [5] (9) 63rd St 135 [49] (63) 5 [7] (18)
San Pablo Ave
11 [10] (12) 0 [0] (0) 21 [5] (18)
Boyer St
Hollis St
62nd St
13 [11] (14) 23 [3] (9) 26 [27] (22)

53rd St
Occidenta l St
Market
61st St
60th St
61st St
59th St
58th St
Aileen St
56th St
55th St
St [29] (45) 54th66
39 [53] (46) 26 [34] (52)
52nd St
45th St
53rd St
47th S t
45th S t
46th S t
44th S t
42nd
41st S t
St
Adeli ne
Genoa St
St 65th Ln ody Peab
St
BERKELEY
St California
King St
Vallejo St
t Essex S
Salem St
Herzog St
St Sacramento
St
Lowell St

Bay St
e nd Av Overla
Idaho St
St Herzog
ve ablo A San P
St
St
ie Christ Ave
t on S Hort
Shellmound St
Hollis St
Lowell St
Beau t dry S
e Pelad au St
on Hort St
Gaskil l St
Marsh all St
Doyle St
Doyle St
St Watts
St
St
Emery
ck St Halle
Holde
n Harla
St
Hubb
n St
St
t ard S
St
e Louis St
n St Have
66th
St
Idaho St
120 [61] (40) 1193 [1092] (1221) 14 [15] (30)
24 [6] (13) 561 [541] (771) 117 [82] (85)
St 64th 30 [15] (147)
Occidental St
16 [103] (100)
St 2nd
60th St
17 [18] (35) 251 [261] (244)

Ave Grace
205 [94] (85) 1061 [983] (1469) 9 [17] (23)
32 [14] (10) 538 [531] (667) 51 [23] (29)
8 [5] (5) 0 [0] (0) 13 [7] (9)
18 [23] (43)
10 [12] (20) 165 [202] (253) 4 [8] (14)

nt Fremo
Emery Bay Dr
53rd St
123
LIF CA
ORN IA
St 63rd
53rd St
62nd St
61st Pl
61st St
60th St 68 [59] (56)
t 59th S
rd nfo Sta Ave
t 59th S
ve ton A Arling
t 57th S
OAKLAND
16 [9] (12) 483 [554] (803) 71 [58] (58)
105 [52] (47) 1227 [1254] (1388) 134 [91] (52)
ll St Powe
5
55th St
54th St
San Pablo Ave
t 54th S
88 [58] (43) 1117 [954] (1478) 116 [65] (25)
St 53rd
Emery
Bay Dr
t 47th S
13 [6] (5) 486 [426] (741) 65 [50] (42)
26 [26] (31) 3 [3] (1) 47 [47] (23)
47th St
s Teme
cal Cir
3
t 48th S
53rd St
4
7A
45th
Salem
27 [23] (31) 51 [39] (54) 11 [34] (44)
St
Essex
80
EMERYVILLE
45th St
5 7A
7B
103 [91] (69) Lind 1259 [1288] (1357)en St
1345 [1357] (1411) 34 [40] (45)
San Pablo Ave
45th St
Beach St
59 [140] (146)
36th
W oo d
St
37th S t
St
580
35th
34th
St
St

Not to Scale
Figure 11. Cumulative Plus Project Peak Hour Volumes

WC11-2879_11_CumuPPVol
West St
81 [41] (42) 68 [85] (110)
Pe ral [1060] (1487) 1261 ta St 39 [55] (95)
145 [98] (59) 1215 [1045] (1486)
Bue Yerba
e na Av
45th St
45th St
hur Blv 54 [76] (97) d
MacArt
28 [10] (13) 161 [93] (82)

t ard S
79 [42] (41) 42 [17] (16)

y Emer
a Yerb
Buen
e a Av
San Pablo Ave
60 [67] (73)
67 [78] (80)
Doyle St
40th S t
39th S t
Apgar St
Lusk S t
w Sher
in St
t 41st S
ve Park A
n St Have
7B
109 [100] (47) 2 [4] (1) 87 [65] (26)
e St Hollis St
Haru
St
t 55th S
Ade lin
43rd S t
57 [49] (86) ve 89 [19] c (26) an A O e 19 [10] (31)
64
Vallejo
t th S
13 [5] (9) 63rd St 145 [57] (68) 5 [7] (18)
San Pablo Ave
11 [10] (12) 0 [0] (0) 25 [7] (20)
Boyer St
Hollis St
62nd St
13 [11] (14) 28 [6] (10) 29 [29] (24)

53rd St
Occidenta l St
Market
61st St
60th St
61st St
59th St
58th St
Aileen St
56th St
55th St
St [36] (50) 54th75
87 [98] (73) 58 [67] (75)
52nd St
45th St
53rd St
47th S t
45th S t
46th S t
44th S t
42nd
41st S t
St
Adeli ne
Genoa St
St 65th Ln ody Peab
St
BERKELEY
St California
King St
Vallejo St
t Essex S
Salem St
Herzog St
St Sacramento
St
Lowell St

Bay St
e nd Av Overla
Idaho St
St Herzog
ve ablo A San P
St
St
ie Christ Ave
t on S Hort
Shellmound St
Hollis St
Lowell St
Beau t dry S
e Pelad au St
on Hort St
Gaskil l St
Marsh all St
Doyle St
Doyle St
St Watts
St
St
Emery
ck St Halle
Holde
n Harla
St
Hubb
n St
St
St
e Louis St
n St Have
5.3
5.3.1
ANALYSIS OF CUMULATIVE (2030) CONDITIONS

INTERSECTION LEVELS OF SERVICE
Peak hour intersection operations for the cumulative scenarios are presented in Table 13. For the With Project scenario, peak hour factors were reduced for the vehicle turning movements to the site from San Pablo Avenue to better account for peaked vehicle arrival/departure patters around bell times. As shown, the addition of Project traffic would increase delay slightly at the study intersections but would not cause substantial delay. All study intersections would operate at an overall LOS D or better during the peak hours evaluated in this study. Based on the significance criteria, the cumulative impact to intersections is less-than-significant.
5.3.2
QUEUING
Table 14 presents the 95th percentile vehicle queues under cumulative conditions for movements where vehicle queues are expected to extend beyond the available storage. The analysis results show that in the Cumulative Without Project scenario, the 95th percentile northbound left-turn movement vehicle queue would exceed the storage capacity 53rd Street/San Pablo Avenue in the AM and PM peak periods. The addition of Project traffic would increase the length of the 95th Percentile queue and also increase the frequency that the queue extends beyond the left-turn pocket. Eastbound vehicle queues on 53rd Street would also increase and queue back along the Project frontage, with the 95th percentile queues extending approximately 200 to 300 feet back from the intersection during the morning and afternoon peak periods. Although these queues would clear within a few cycles as vehicle drop-off/pick-up procedures are completed, there would be congestion along the Project frontage during the drop-off and pick-up periods. At the 47th Street/ San Pablo Avenue intersection, forecasted vehicle queues for the northbound left-turn movement are also expected to extend beyond the available storage for a few cycles during the morning and afternoon drop-off/pick-up periods when enrollment levels approach capacity. Implementation of Recommendation 1 would minimize vehicle queue spillback.
41
TABLE 13 CUMULATIVE (2030) CONDITIONS PEAK HOUR LEVELS OF SERVICE

Peak Hour AM AFT PM AM AFT PM AM AFT PM AM AFT PM AM AFT PM AM AFT PM AM AFT PM AM AFT PM Cumulative Delay 7 6 11 8 8 9 11 11 12 8 6 3 8 7 12 8 8 8 3 (52) 1 (27) 1 (43) 3 5 6 LOS A A B A A A B B B A A A A A B A A A A (F) A (D) A (E) A A A
2
Location
Control
Cumulative Plus Project Delay 7 6 11 9 10 9 36 16 14 24 9 4 10 8 14 10 8 9 3 (49) 1 (24) 1 (42) 5 8 8 LOS A A B A A A D B B C A A A A B A A A A (E) A (C) A (E) A A A
2
1. Hollis Street/53rd Street
Signal
2. Boyer Street/53rd Street
AWSC
3. San Pablo Avenue/53rd Street 4. San Pablo Avenue/47th Street
Signal
Signal
5. Hollis Street/45th Street
Signal
6. 45th Street/Doyle Street
AWSC
7A. San Pablo Avenue/45th 4 Street (north) 7B. San Pablo Avenue/45th 4 Street (south)
SSSC
Signal
42
TABLE 14 95TH PERCENTILE QUEUES UNDER CUMULATIVE AND CUMULATIVE WITH PROJECT SCENARIOS
Available Storage (in Feet) 120 Peak Hour AM AFT PM AM AFT PM AM AFT PM AM AFT PM Cumulative Without 1 Project 150 75 100 75 75 125 50 75 75 25 25 25 Cumulative With 1 Project 400 150 100 150 125 125 175 200 75 275 175 25
Intersection 53rd Street/ San Pablo Avenue 53rd Street/ San Pablo Avenue 53rd Street/ San Pablo Avenue 47th Street/San Pablo Avenue
Movement Northbound left Eastboundleft/Thru Eastbound Right Northbound left
500
75
100
Source: Fehr & Peers, 2013. 1. Numbers shown in bold indicate that vehicle queue exceeds available storage length.
5.3.3
SIGNAL WARRANTS
The results of the traffic signal warrant analysis indicate that neither the peak hour volume nor peak hour delay traffic signal warrant is satisfied at any of the unsignalized study intersections under the Cumulative without or with Project scenario. Signal warrant worksheets are presented in Appendix D.
5.3.4
MMLOS for all modes is expected to degrade with the projected increase in auto volumes on the San Pablo Avenue corridor, as the calculations for all modes are sensitive to increased peak period traffic volumes. The increase in traffic volumes would likely increase transit vehicle dwell time, degrading transit speeds. Bicycle and pedestrian LOS would degrade with increase in traffic volumes and no additional facility improvements on San Pablo Avenue or parallel corridors. Auto LOS also degrades slightly with increased traffic volumes, but planned signal timing changes along San Pablo Avenue maintains traffic flow through the corridor. Improvements that would be constructed with the Project would off-set some decrease in the pedestrian LOS along the Project frontage.
43
5.3.5
ALAMEDA COUNTY TRANSPORTATION COMMISSION EVALUATION
The Alameda County Transportation Commission (ACTC) requires the assessment of development-driven impacts to regional roadways. Because the project would generate more than 100 net new PM pea khour trips, the Congestion Management Program (CMP) requires the use of the Countywide Travel Demand Forecasting Model to assess the impacts on regional roadways near the project site. The CMP and Metropolitan Transportation System (MTS) roadways in the project vicinity include the following: San Pablo Avenue Stanford Avenue 40th Street Adeline Street
The ACTC Model used in this study is a regional travel demand model that uses socio-economic data and roadway and transit network assumptions to forecast traffic volumes and transit ridership using a fourstep modeling process that includes trip generation, trip distribution, mode split, and trip assignment. This process takes into account changes in travel patterns due to future growth and balances trip productions and attractions. This version of the Countywide Model is based on Association of Bay Area Governments (ABAG) Projections 2009 land uses for 2020 and 2035. For the purposes of this CMP and MTS Analysis, the project is assumed to not be included in the Countywide Model in order to present a more conservative analysis. The traffic forecasts for the 2020 and 2035 with project scenario were extracted for the CMP and MTS highway segments from that model and used as the no project forecasts. Vehicle trips generated by the project were added to the no project forecasts to estimate the plus project forecasts. The CMP and MTS segments were assessed using a v/c ratio methodology. For surface streets, a per-lane capacity of 800 vehicles per hour (vph) was used, consistent with the latest CMP documents. Roadway segments with a v/c ratio greater than 1.00 signify LOS F. The plus project results were compared to the baseline results for the 2020 and 2035 horizon years. The 2020 and 2035 peak hour volumes, v/c ratios and the corresponding levels of service for without and with project conditions are provided in Appendix E. Due to differences in the land use assumptions and differences in analysis methodologies, the forecasted traffic volumes on the roadway links can be different from the intersection volumes, particularly at the local level. The first area of difference is the land use data sets employed for the intersection forecasts and 44
the MTS forecasts. The intersection forecasts, which are used to assess project traffic impacts on City of Emeryville intersections, are based on existing intersection counts and expected traffic that could be generated by approved, pending and reasonably foreseeable projects in the City of Emeryville and projections of through traffic, which differs from the data in the ACTC Model. The CMP analysis is also based on the outputs of the ACTC Model directly on a roadway segment level. It is not unusual to have discrepancies given that the two analyses measure impacts at a different scale. For local streets, intersection operations are typically a more accurate measure of operating conditions because the capacity of an urban street, defined as the number of vehicles that can pass through its intersections, is controlled by the capacity at its intersections. The project would contribute to 2020 and 2035 increases in traffic congestion on MTS roadways. However, the project would not cause a roadway segment on the MTS to degrade from LOS E or better to LOS F. The project also would not increase the v/c ratio by more than three percent for roadway segments that would operate at LOS F without the project. This is a less-than-significant impact, and as a result no mitigation measures are required.
45
6.0
SITE ACCESS, ON-SITE CIRCULATION, AND PARKING
This chapter analyzes site access and internal circulation for vehicles, pedestrians, bicycles, and emergency vehicles based on the site plan presented previously on Figure 2. conducted. Site recommendations are presented on Figure 12. A parking assessment was also
6.1
6.1.1
SITE ACCESS AND ON-SITE CIRCULATION

VEHICLES
Vehicular access to the Project site is currently provided from a right-in/right-out driveway on San Pablo Avenue, which serves a parking area with approximately 16 spaces. With the Project, the driveway on San Pablo Avenue would be eliminated and a new parking lot with access from 47th Street would be constructed. On-street parking is currently provided on 53rd Street, San Pablo Avenue and 47th Street. Modifications to the on-street parking would be constructed as part of the Project. access to the campus interior would be provided from 53rd Street. Emergency vehicle
6.1.2
DROP-OFF/PICK-UP OPERATIONS
Fehr & Peers conducted observations of drop-off/pick-up activity at the existing Anna Yates school as well as the existing Secondary school when classes were in normal session. During the time of data collection at the Anna Yates school, the enrollment for grades K-8 was approximately 400 students. Based on observations and projected enrollment at ECCL at completion of Phase 1, it is expected that during the peak morning drop-off period, space for approximately 25 vehicles to conduct concurrent drop-offs for K-8 students is needed. The duration of maximum activity is approximately 10 minutes during the morning drop-off period. During the afternoon pick-up period, significantly more vehicles need would need to be accommodated as vehicles at the front of the queue cannot depart the Project area until school is released and their student enters the vehicle. Approximately 50 to 60 vehicle spaces would be needed during the afternoon pick-up period. As proposed, drop-off/pick-up for grades K-8 would occur from 53rd Street. The Project frontage would be modified to provide a 480 foot loading zone that would also double as parking outside the dropoff/pick-up periods, accommodating approximately 16 vehicle spaces, when striped as parking. This area can accommodate 20-25 vehicles when used for active loading/unloading. Approximately 13 parking
46
spaces are provided on the north side of 53rd Street, serving the residential uses. Use of these spaces for school drop-off/pick-up activities was not assumed in this analysis. An additional 20 vehicle parking spaces would be provided on San Pablo Avenue along the Project frontage, although drop-off/pick-up activity would be discouraged in this area. A vehicle turnaround is also proposed at the western edge of the campus on 53rd Street to facilitate vehicle turnaround and discourage vehicular travel through the residential neighborhood to the west of the Project site. Separate parking and drop-off/pick-up loading areas would be located on 47th Street to serve the upper grades. The design of the proposed drop-off/pick-up area on 53rd Street is expected to generally accommodate the expected level of activity during the morning drop-off period. However, deficiencies are expected to occur during the afternoon pick-up period. Observations of drop-off/pick-up activities at the existing Secondary School were conducted prior to students being moved to the temporary campus. No significant queuing or vehicle delay was observed during either the drop-off or pick-up periods. With the proposed project, parallel curb loading spaces would be converted to parallel parking stalls to increase the on-street parking supply in the vicinity of the school, decreasing the curb space for drop-off/pick-up activities. For vehicles that enter 47th Street dropoff/pick-up area from San Pablo Avenue, it is expected that the majority of vehicles would continue west 47th Street, turn to Doyle Street and then either return to San Pablo Avenue or continue to Hollis Street, which is reflected in the off-site intersection analysis. It is expected that for the drop-off/pick-up area on 47th Street would operate similar to the No Project condition. Recommendation 2: To further manage traffic flows during the afternoon pick-up period, especially as enrollment increases, the following is recommended: Develop and implement a Transportation Demand Management (TDM) plan for the school. At the proposed 53rd Street turnaround, install a traffic circle with a raised, mountable center island, with painted perimeter striping located between existing driveway curb cuts, as shown on Figure 13. Install signage in the westbound direction to indicate that U-turns must yield to oncoming traffic. Off-set bell times of some grade levels, such as K, 1-5, 6-8, and 9-12 to disperse dropoff/pick-up activity (expected schedule is 8 AM to 3 PM for grades K through 8 and 8:30 AM to 3:30 PM for grades 9 through 12). Monitor activities on 53rd Street during the drop-off/pick-up periods to facilitate loading procedures and prevent parking in the loading area. 47
Prohibit parking on the south side of 53rd Street around bell times through paint, signing and enforcement. Designate a student drop-off/pick-up zone on 47th Street and prohibit parking around bell times through paint, signing and enforcement. Restrict the parking along the north side of 47th Street along the school frontage to 15minute parking only during school drop-off/pick-up periods to provide additional unloading/loading areas. Prohibit drop-off/pick-up from San Pablo Avenue.
Encourage students to travel to school via walking, biking and transit. Encourage carpooling. Encourage the provision of after school activities or supervised playground time to allow some parents to drop-off/pick-up outside peak periods.
6.1.3
PEDESTRIANS
As part of the Project, pedestrian improvements would be constructed along the Project frontages on 53rd Street, San Pablo Avenue and 47th Street. On 47th Street, improvements include three mid-block pedestrian crosswalks in addition to a bulb-out at the northwest corner of the 47th Street/San Pablo Avenue intersection. Recommendation 3: Modify the crosswalk locations on 47th Street as shown on Figure 13. Modify the curb extensions on 47th Street to maximize the number of parking stalls and better define the pedestrian crossing areas. Extensions should be 16 feet deep and 12 to 18 feet wide (depending on the desirability of landscaping). All curb extensions should have ramps. Recommendation 4: Provide ADA curb ramps at the pedestrian path through the parking lot. Pedestrian access to ECCL is provided from 47th Street, San Pablo Avenue, and 53rd Street. The primary pedestrian access points are located on 47th Street, with entry points to the swimming pool, gymnasium, sports fields, and secondary school. Two pedestrian access points are provided on San Pablo Avenue, one south of 48th Street and one south of 53rd Street, adjacent to the auditorium. Pedestrian access is provided on 53rd Street, with an entry point to the sports field as well as adjacent to the auditorium. Sidewalks between 8 and 14 feet in width are would be provided on 47th Street, with wider sidewalks adjacent to the drop-off/pick-up area. Sidewalks on San Pablo Avenue would be increased from approximately 10 feet to 15 feet. On 53rd Street, sidewalks would be increased from 5 feet to 6 feet, with additional sidewalk width adjacent to the main entrance. Given the level of pedestrian activity expected along the entire 53rd Street frontage 6 foot sidewalks are insufficient adjacent to the 48
parking/loading/unloading areas. No pedestrian access or paths are provided on the west side of Project, where the site abuts residential development, with Phase 1 of the Project. Recommendation 5: Increase the width of sidewalks on 53rd Street to 9 to 10 feet along the parking/loading/unloading areas. Improvements to the northeast corner of the Project site include geometry improvements to the 53rd Street/San Pablo Avenue intersection, as shown on Figure 2. The intersection is currently offset, and eastwest through movements on 53rd Street are not aligned. The Project proposes reducing the curb radii on the southwest corner, which would reduce the speed of eastbound right-turn movements onto San Pablo Avenue and shorten the pedestrian crossing on 53rd Street, as well as providing a crosswalk on the north leg of the intersection. Recommendation 6: In addition to the modifications shown on the Project site plan, work with the city of Emeryville to install additional improvements at the San Pablo Avenue/53rd Street intersection consistent with the City of Emeryville Pedestrian and Bicycle Plan, including: Providing ADA accessible curb ramps and pedestrian push buttons on all crossings Installing a pedestrian count down heads and audible detectors for each pedestrian crosswalk A bulb out is proposed on the northwest corner of the 47th Street/San Pablo Avenue intersection, which would reduce the pedestrian crossing distance. Recommendation 7: Install pedestrian count down heads and audible detectors for each
pedestrian crosswalk at the 47th Street/San Pablo Avenue intersection, consistent with improvements identified for this intersection in the City of Emeryville Pedestrian and Bicycle Plan.
6.1.4
TRANSIT
Transit currently serves the Project site and no changes to the number of transit stops or level of transit service are proposed as part of the Project. As the Project enhances transit access and does not conflict with any transit plans, the Project is not expected to create a significant impact to the transit system. Recommendation 8: Work with the Emeryville Business Improvement District to identify
strategies to provide Emery-go-Round service to the site.
49
6.1.5
BICYCLE
The City of Emeryville Pedestrian and Bicycle Plan designates 53rd Street as a bicycle boulevard, greenway and a green street. Existing daily traffic volumes on 53rd Street (estimated from PM peak hour traffic on the roadway) between San Pablo Avenue and Hollis Street are approximately 2,250 vehicles per day (VPD). With the Project, traffic volumes on 53rd Street are expected to increase by approximately 1,200 to 1,500 VPD between San Pablo Avenue and Boyer Street as the 53rd Street Project frontage would be used as a drop-off/pick-up area for K-8 students. Increases of approximately 200 VPD east of Boyer Street are expected. The City of Emeryville Pedestrian and Bicycle Plan indicates that traffic volumes on bicycle boulevards should be below 1,500 VPD for bicycle boulevards east of Hollis Street, and west of Hollis Street traffic volumes should be less than 3,000 VPD. segments with additional treatments. Traffic volumes on 53rd Street along the Project frontage already exceed the desired volume threshold for bicycle boulevard designation (1,500 VPD) and the addition of Project traffic would increase traffic volumes over 3,000 VPD between Boyer Avenue and San Pablo Avenue, requiring additional treatments to calm traffic. The provision of the mid-block turn-around on 53rd Street would serve as a traffic calming device along the corridor, moderating vehicle speeds between Boyer Avenue and San Pablo Avenue, and potentially resulting in existing traffic diverting to other travel routes. There are also two existing speed humps on 53rd Street along the Project frontage that would not be altered with the Project. Recommendation 9: Install bicycle boulevard signage and striping along the Project frontage on 53rd Street and additional level 3 or level 4 measures as identified in the Pedestrian and Bicycle Plan, such as a high visibility crosswalk at the 53rd Street/Boyer Avenue intersection. Greenway and other green street treatments should be included in the final design for the 53rd Street frontage. A Class I bicycle-pedestrian path is identified in the City of Emeryville Pedestrian and Bicycle Plan along the western edge of the campus connecting 47th Street and 53rd Street. This path is not included as part of the Phase 1 project due to constraints on the western edge of the site with the existing pool facility. With the Phase 2 project, modifications to the pool and gymnasium area could permit development of a path along the western project boundary. Recommendation 10: Work with the City of Emeryville to provide a bicycle-pedestrian Higher volumes can be permitted for short
connection and access between 53rd Street and 47th Street in the Phase 2 project. Bicycle parking is not shown on the site plan. 50
Recommendation 11: Short-term and long-term bicycle parking spaces should be indicated on the site plan. Based on parking requirements (see Table 15), at least 19 short-term spaces and 19 long-term spaces must be provided and installed per design guidelines in the Zoning Ordinance and the City of Emeryville Pedestrian and Bicycle Plan . Recommended locations for short-term and long-term spaces are presented on Figure 12. Locations where additional short-term bicycle parking spaces could be installed as demand dictates should be identified as it is likely more than 36 bicycle parking spaces would be needed to satisfy demand. Additional bicycle parking would be required with the Phase 2 project.
6.1.6
EMERGENCY VEHICLES
Emergency vehicles access to the Project site would be provided from 47th Street and 53rd Street. Emergency vehicle access would be provided from the on-site parking lot on 47th Street. On the northern Project frontage, access would be provided via a gated entrance on 53rd Street, with the track and sports fields constructed to allow for emergency vehicle circulation to the center potion of the campus. Therefore, the Project is not expected to result in inadequate emergency access.
6.1.7
DELIVERY VEHICLE ACCESS
Access to the site by delivery trucks, food vendors, and trash collection vehicles are expected to occur on a regular basis. A designated loading dock is located on the edge of proposed off-street parking lot on 47th Street, adjacent to the gymnasium. An auto-turn assessment was conducted, which indicates that delivery vehicles may have a difficult time entering/exiting the designated loading dock area due to the length of the proposed median islands across the drive aisle from the proposed loading block. Recommendation 12: Adjust length of median islands in the off-street parking lot to allow for delivery vehicles to access the proposed loading dock adjacent to 47th Street.
6.2
PARKING
The project proposes to provide 28 off-street spaces on the Project site, 12 additional spaces from the current on-site supply. With the modifications proposed as part of the Project along the 47th Street, San Pablo Avenue, and 53rd Street Project frontages, 101 on-street parking spaces would be provided, a slight increase over the existing supply. surrounding the Project site. Additional on-street parking is available on other public streets
51
The City recently updated off-street parking requirements to reflect the expected peak parking demands for various uses, and Projects are allowed the flexibility to provide 33 percent less parking than the peak demand and are allowed to build up to 10 percent more than the peak demand. The parking required under the City Zoning Ordinance is presented in Table 15, which shows parking requirements for the site range between 125 and 206 spaces for the Phase 1 project and between 137 and 224 spaces at Phase 2 completion. Considering the on-street parking supplies adjacent to the Project site on 53rd Street, San Pablo Avenue and 47th approximatly 129 parking spaces would be provided to accommodate the expected parking demand, which is within the range permitted under City Code, provided on-street public parking supplies can be considered as part of the Project parking supply. A supplemental parking demand assessment was conducted based on the potential for different uses on the site to share parking supplies as their parking demands vary throughout the day, and to account for non-auto travel to the site. Table 16 presents the estimated parking demand for Phase 1 of the Project throughout the day assuming shared parking. Peak parking demand is expected to occur in the afternoon (3:00 - 4:00 PM), with approximately 190 parking spaces required to serve the needs of all uses, including the community recreation uses, which could result in approximately 60 to 70 vehicles parking in the neighborhoods surrounding the Campus. The evening (6:00 to 9:00 PM) parking demand estimate reflects typical use of the lighted fields for community adult sports. Recommendation 13: Insufficient parking on-site and around the immediate Project frontage is expected at various times of the day. A parking management plan should be prepared and implemented. Parking demand around the site should be monitored at regular intervals as the Project is built-out and parking demand management strategies implemented, including: Avoid scheduling overlapping events in the various multi-purpose rooms or athletic venues Work with Emery-go-Round to have transit serve the site Provide reserved on-site parking spaces for faculty/staff that carpool Provide additional on-site bicycle parking (if needed) Implement parking time restrictions for on-street parking
52
TABLE 15 CITY CODE AUTOMOBILE PARKING REQUIREMENTS

Land Use School
1
Rate 0.08 spaces per student 2.3 spaces per 1,000 square feet (sf) 2.4 spaces per 1,000 sf 3 spaces per 1,000 sf 10 spaces per 1,000 sf 3.5 spaces per 1,000 sf
Phase 1 910 Students 5,425 sf 4,990 sf 5,922 sf 3,680 sf 10,047 sf
Phase 2 1,120 Students 5,425 sf 4,990 sf 5,922 sf 3,680 sf 10,047 sf Total
Phase 1 Requirement 73 12 12 18 37 35 187 125 206
Phase 2 Requirement 90 12 12 18 37 35 204 137 224
Library Office Community 2 Services Community 3 Assembly Recreation4 Facilities
33% Less than Demand 10% More than Demand
Source: City of Emeryville Zoning Ordinance, Fehr & Peers, 2013. 1. Parking requirement for school includes all classroom area, teacher/school administrator areas (7,784 sf Phase 1, 8,696 sf Phase 2 completion) school assembly areas, including studios (5,400 sf Phase 1, 6,944 Phase 2 completion) and school district multi-purpose area (6,058 sf), gym (10,500 sf Phase 1, 17,638 sf Phase 2 completion) and theater (5,959 sf) which would be restricted to school use during the school day. 2. Includes health clinic (2,964 sf), resource center (997 sf), pre-K (656 sf), and game rooms/lounge (1,305 sf). 3. Reflects 3,680 square foot community services multi-purpose room. 4. Reflects other recreation facilities that would be available for community use. Indoor and Outdoor Recreation are listed as TBD in the draft ordinance. Parking demand per 1,000 square feet from ITE Publication Parking Generation, Fourth Edition, for Athletic Club (Land Use 492) was used in this assessment.
53
TABLE 16 PHASE I PARKING DEMAND 1 FOR TYPICAL USES BY TIME OF DAY

Morni ng (8a 12p) 104 43
2
Parking Demand
Afternoon (12p 3p)
After School (3p-4p) 104 64 12 10 190*
Late Afternoon (4p-5p) 68 92 12 10 182
Early Evening (5p 6p) 41 96 10 10 157
Evening (6p 9p)
Weekend
Staff Parking Visitor Parking Library Parking
104 58 9 10 181
14 100 12 10 136
8 81 12 10 111
9
3
Service Vehicles Total
10 166
NOTES: * = Peak Parking Demand Source: BATS, 2000, American Community Survey, 2007-2011; Fehr & Peers, 2013. 1. Parking demand is based on the number of users expected on the site on a typical weekday and weekend, as well as the mode split for trip purpose. This does not include the parking demand for special events. The demand assumes home-based social/recreational trip mode split of 21% and a home-based work trip mode split of 20%, based on data collected in the Bay Area Travel Survey (BATS, 2000). 2. The library is open to public use all day. The parking demand for the Library was based on the ITE Parking Generation (2010) publication. For Land Use type 590, ITE reports an average peak parking rate of 2.61 vehicles per 1,000 square feet (ksf). This was reduced by 12% to 2.30 based on BATS data to account for the use of alternative modes. 3. Parking for service and other site vehicles would likely be reserved and not shared with other uses.
The proposed site plan does not include parking designations for faculty and visitors. Designating offstreet parking as school visitor or faculty parking only during weekdays may help to manage the limited parking supply. The on-street parking supply can be increased by adjusting the exiting curb extensions on the south side of 47th Street as the existing bulb-outs are irregularly spaced. Lengthening the curb extensions to take up the full width of a 90-degree parking space would improve pedestrian visibility at mid-block crosswalks. These also require ADA curb ramps where mid-block crosswalks are proposed. Reducing the overall size of the bulb-outs on 47th Street, as shown on Figure 13, could increase the onstreet parking supply by approximately 17 spaces. Recommendation 14: Consider modifying the curb extensions on the south side of 47th Street to accommodate additional parking spaces with development of The Phase 2 Project. Additionally, prohibit parking through the use of curb extension opposite the parking lot driveway to minimize vehicle conflicts.
54
As pick-up and drop-off for the schools are expected to occur on both 47th Street and 53rd Street, parking restrictions during bell times should be included with the Project through signage and painted curbs, as identified in Recommendation 2. Given the expected peak typical parking demand of 190 spaces, the Americans with Disability Act requires 6 accessible stalls to support a parking supply/demand between 151 and 200 spaces, including 1 van accessible spaces. A total of 6 accessible stalls are proposed, all of which are van accessible stalls. Phase 2 of the Project proposes to add structure parking onto the proposed surface parking lot, which would increase the parking supply. Recommendation 15: Parking demand for the Phase 1 project should be evaluated prior to the development of the Phase 2 project to determine the level of parking needed to accommodate existing and future activities within the ECCL. Bicycle parking was discussed in the bicycle subsection.
55
Install high-visibility crosswalk at 53rd/Boyer Street Work with city to install improvements consistent with Bike/Ped Plan
Install U-TURN YIELD TO ONCOMING TRAFFIC SIGN Provide 9 - 10 wide sidewalks on 53rd Street frontage drop-off/pick-up zone
CONSULTAN
Sign parking and paint curb to designated pick-up and drop-off area near to bell times Install Bicycle Boulevard pavement markings and signage, and green street treatments Install Bike Racks
Raised, mountable traffic circle at center, painted perimeter striping located between existing driveway curb cuts
4 P T F
Plan for bicycle/pedestrian path with Phase 2 development
OTHER RECOMMENDATIONS Prepare and implement Transportation Demand Management Plan Prepare and implement Parking Management Plan
Designate faculty/ staff parking spaces

11.1
Install Bike Racks
02.0 03.2 04.1
Install Bike Racks
Reduce length of curb to allow truck access to loading dock
Work with city to install improvements consistent with Bike/Ped Plan

0 40
Not to Scale
Figure 12.
Plan to modify curb extensions to better define pedestrian crossing areas and increase the on-street parking supply with Phase 2 development
Site Plan Recommendations
WC11-2879_12_SitePlanRecs
1646 N. CALIFORNIA BLVD, SUITE 400 WALNUT CREEK, CA 94596 TEL: (925) 940-2200 FAX: (925) 940-2299
53RD STREET TURN AROUND ECCLSOURCE: BKF Not to Scale May 30, 2013
Figure 13.
Conceptual Design of 53rd Street Turnaround
WC11-2879_13_53rdStTurn
7.0
REFERENCES
United States Access Board. Draft Public Right of Way Accessibility Guidelines, Federal Register, July 2011. Transportation Research Board. Highway Capacity Manual. 2010 Alameda County Transportation Commission. Congestion Management Program, 2011. Caltrans. Guide for the Preparation of Traffic Studies, December 2002. City of Emeryville, Pedestrian and Bicycle Plan, May 2012. United States Census Bureau, American Community Survey 2007-2011 Metropolitan Transportation Commission, Bay Area Transportation Survey, 2000. Institute of Transportation Engineers. Trip Generation Manual, 9th Edition, 2012. City of Emeryville, Planning and Zoning Code. Institute of Transportation Engineers, Parking Generation, 2004.
58
APPENDIX A: TRAFFIC COUNT SHEETS
All Traffic Data

(916) 771-8700
City of Emeryville Bicycles on Bank 1 Heavy Vehicles on Bank 2
File Name Site Code Start Date Page No
: 11-7509-002 San Pablo-47th : 00000000 : 11/29/2011 :1
Start Time 07:00 07:15 07:30 07:45 Total 7 24 9 6 46 223 257 241 219 940 1 6 6 5 18 0 0 0 0 0 2 10 11 0 23 3 16 17 5 41 10 31 10 4 55 236 187 219 187 829 8 9 11 6 34 254 227 240 197 918 2 9 7 2 20
Left 2 3 1 5 11
San Pablo Avenue Southbound Thru Right 101 3 110 3 143 1 162 9 516 16 App. Total 106 116 145 176 543 Left 1 1 2 3 7 App. Total 91 115 137 244 587 Left 0 0 2 1 3 0 0 0 0 0
Groups Printed- Unshifted - Bank 2 47th Street San Pablo Avenue Westbound Northbound Thru Right App. Total Left Thru Right 0 1 2 2 86 3 0 1 2 5 108 2 0 1 3 3 130 4 0 2 5 2 234 8 0 5 12 12 558 17
47th Street Eastbound Thru Right 0 3 0 0 0 5 0 3 0 11 6 24 4 6 40
App. Total 3 0 7 4 14 8 33 11 8 60
Int. Total 202 233 292 429 1156 488 533 509 429 1959
08:00 08:15 08:30 08:45 Total
4 12 8 3 27
212 221 224 210 867
16:00 16:15 16:30 16:45 Total 3 5 4 4 16 89 2.5 1.2 89 100 0 0 46.9 3516 99.8 7 0.2 3523 37 33.6 0.5 36 97.3 1 2.7 0 0 0 0 0 0 0 73 66.4 1 72 98.6 1 1.4 253 301 272 261 1087 5 0 1 0 6 0 0 0 0 0 14 0 4 3 21 19 0 5 3 27 110 1.5 108 98.2 2 1.8 9 3 8 5 25 119 3.2 1.6 118 99.2 1 0.8
11 14 5 7 37
213 200 265 227 905
4 1 3 3 11
228 215 273 237 953
3 0 1 2 6
0 0 0 0 0
8 5 6 5 24
11 5 7 7 30
9 7 3 8 27
222 257 243 272 994 297 325 289 267 1178 3559 95.1 47.4 3555 99.9 4 0.1
3 0 4 3 10 1 1 0 3 5 66 1.8 0.9 63 95.5 3 4.5
234 264 250 283 1031 307 329 297 275 1208 3744 49.8 3736 99.8 8 0.2
3 1 2 2 8 4 3 7 8 22 53 38.4 0.7 53 100 0 0
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8 7 3 5 23 2 5 1 3 11 85 61.6 1.1 84 98.8 1 1.2
11 8 5 7 31 6 8 8 11 33 138 1.8 137 99.3 1 0.7
484 492 535 534 2045 585 638 582 550 2355 7515
17:00 17:15 17:30 17:45 Total
5 9 8 5 27
245 287 260 252 1044
Grand Total Apprch % Total % Unshifted % Unshifted Bank 2 % Bank 2
102 2.9 1.4 102 100 0 0
3332 94.6 44.3 3325 99.8 7 0.2
7497 99.8 18 0.2
Type of peak hour being reported: Intersection Peak
Method for determining peak hour: Total Entering Volume
LOCATION: San Pablo Ave -- 47th St CITY/STATE: Emeryville, CA

954 752
QC JOB #: 10768205 DATE: Thu, May 31 2012 Peak-Hour: 3:00 PM -- 4:00 PM Peak 15-Min: 3:45 PM -- 4:00 PM
3.9 3.1
17 907 30
5.9 4.0 0.0 31 44
53
16 1
5.7
0.0 0.0
0.0 0.0 0.0 5.3 3.3 5.9 4.0 3.5
0.0
0.92
2 11 36 3.9
51
34 38 693 17 956 748
5.9
2.8
76
23
0 84 50 2 1 6 0 15 1
0 1 0
NA
NA
NA
NA
NA
NA
NA
NA
5-Min Count Period Beginning At 3:00 PM 3:05 PM 3:10 PM 3:15 PM 3:20 PM 3:25 PM 3:30 PM 3:35 PM 3:40 PM 3:45 PM 3:50 PM 3:55 PM 4:00 PM 4:05 PM 4:10 PM 4:15 PM 4:20 PM 4:25 PM 4:30 PM 4:35 PM 4:40 PM 4:45 PM 4:50 PM 4:55 PM Peak 15-Min Flowrates All Vehicles Heavy Trucks Pedestrians Bicycles Railroad Stopped Buses
San Pablo Ave (Northbound) Left Thru Right U 1 46 4 0 4 53 1 0 3 51 1 0 2 55 3 0 6 49 0 1 0 54 2 0 1 55 0 0 5 54 3 2 4 59 2 1 4 66 0 0 1 72 1 0 3 79 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Northbound Left Thru Right U 32 868 4 0 8 12 0 4 0 6 0
San Pablo Ave (Southbound) Left Thru Right U 4 73 0 3 1 75 2 0 3 84 3 0 3 74 1 0 1 68 1 2 2 79 4 1 0 62 1 1 1 91 1 1 1 71 1 2 0 75 1 0 1 74 2 0 1 81 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Southbound Left Thru Right U 8 920 12 8 0 48 4 32 0 5 0
Left 1 1 2 1 0 0 3 2 2 2 1 1 0 0 0 0 0 0 0 0 0 0 0 0 Left 16 0 0
47th St (Eastbound) Thru Right 0 2 0 3 1 0 0 1 0 4 0 2 0 3 0 4 0 6 0 4 0 3 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Eastbound Thru Right 0 36 0 0 72 0 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Left 1 6 2 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Left 8 0 0
47th St (Westbound) Thru Right 0 3 0 4 1 2 0 4 0 2 0 3 0 4 1 0 0 0 0 6 0 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Westbound Thru Right 0 36 0 0 36 0 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Total 138 150 153 144 134 147 130 165 149 160 157 170 0 0 0 0 0 0 0 0 0 0 0 0
Hourly Totals
1797 1659 1509 1356 1212 1078 931 801 636 487 327 170 0 Total 1948 72 144 11
Comments: Report generated on 6/11/2012 4:37 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
All Traffic Data

(916) 771-8700
: 11-7509-001 San Pablo-45th : 00000000 : 11/29/2011 :1
Start Time 07:00 07:15 07:30 07:45 Total 5 8 7 8 28 219 248 238 237 942 2 1 4 5 12 0 0 0 4 4 19 12 14 18 63 21 13 18 27 79 26 36 41 31 134 233 211 226 195 865 6 6 11 3 26 265 253 278 229 1025 1 1 2 4 8
Left 1 1 5 4 11
Groups Printed- Unshifted - Bank 2 45th Street San Pablo Avenue Westbound Northbound Thru Right App. Total Left Thru Right 0 6 6 14 81 0 0 7 7 15 105 2 0 4 9 21 128 0 0 11 13 21 235 3 0 28 35 71 549 5
45th Street Eastbound Thru Right 0 5 0 10 0 9 1 2 1 26 5 13 13 12 43
App. Total 11 14 14 5 44 6 14 16 19 55
Int. Total 214 266 316 442 1238 511 528 550 512 2101
08:00 08:15 08:30 08:45 Total
7 8 7 6 28
207 232 224 223 886
16:00 16:15 16:30 16:45 Total 8 4 8 12 32 93 2.7 1.2 92 98.9 1 1.1 43.6 3493 99.8 8 0.2 3501 36 18.4 0.4 36 100 0 0 6 3.1 0.1 6 100 0 0 154 78.6 1.9 153 99.4 1 0.6 266 295 275 241 1077 2 1 4 1 8 1 0 0 0 1 17 7 4 6 34 20 8 8 7 43 196 2.4 195 99.5 1 0.5 15 6 8 24 53 323 8.2 4 322 99.7 1 0.3
13 8 9 10 40
211 205 241 232 889
6 2 5 6 19
230 215 255 248 948
4 0 4 1 9
1 0 0 0 1
3 7 12 7 29
8 7 16 8 39
18 16 12 19 65
232 245 231 281 989 269 309 303 239 1120 3523 88.9 43.9 3517 99.8 6 0.2
9 8 10 10 37 9 10 20 8 47 115 2.9 1.4 115 100 0 0
259 269 253 310 1091 293 325 331 271 1220 3961 49.4 3954 99.8 7 0.2
6 8 9 4 27 14 7 12 4 37 89 24.2 1.1 88 98.9 1 1.1
4 0 3 4 11 6 4 6 3 19 35 9.5 0.4 34 97.1 1 2.9
23 17 23 16 79 26 16 29 25 96 244 66.3 3 244 100 0 0
33 25 35 24 117 46 27 47 32 152 368 4.6 366 99.5 2 0.5
530 516 559 590 2195 625 655 661 551 2492 8026
17:00 17:15 17:30 17:45 Total
12 15 7 7 41
246 276 260 222 1004
120 3.4 1.5 120 100 0 0
3288 93.9 41 3281 99.8 7 0.2
8008 99.8 18 0.2

958 30 927 804 1
3.8 4.1
3.3 3.8 0.0 33 47
30
33 0
3.3
18.2 0.0
0.0 0.0 0.0 0.0 3.7 3.1 4.4 3.6
0.0
0.90
0 14 34 13.0
123
90 0 1029 737 32 769
11.1
2.9
23
19
0 96 90 0 1 0 0 13 0
1 0 0
NA
NA
NA
NA
NA
NA
NA
NA
Left 1 8 3 3 2 1 5 3 1 3 0 3 0 0 0 0 0 0 0 0 0 0 0 0 Left 24 4 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Left 0 1 1 0 3 1 0 0 2 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 Left 16 0 0
U 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Total 142 176 146 143 151 147 136 173 157 178 157 191 0 0 0 0 0 0 0 0 0 0 0 0
Hourly Totals
1897 1755 1579 1433 1290 1139 992 856 683 526 348 191 0 Total 2104 76 200 8

917 854
QC JOB #: 10768206 DATE: Wed, Oct 03 2012 Peak-Hour: 3:00 PM -- 4:00 PM Peak 15-Min: 3:00 PM -- 3:15 PM
3.6 3.2
28 867 22
7.1 3.6 0.0 46 52
95
32 5
6.3
9.4 0.0
4.3 0.0 0.0 5.9 2.8 0.0 4.0 3.0
3.8
0.96
0 6 59 7.8
153
116 68 776 32 990 876
7.8
0.0
1 114 28 0 3 0 0 14 0
0 0 0
NA
NA
NA
NA
NA
NA
NA
NA
Left 3 3 2 3 1 3 5 1 1 3 2 5 0 0 0 0 0 0 0 0 0 0 0 0 Left 32 0 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Left 1 1 0 0 1 0 0 0 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 Left 8 0 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Total 183 162 174 153 161 165 178 161 154 156 167 184 0 0 0 0 0 0 0 0 0 0 0 0
Hourly Totals
1998 1815 1653 1479 1326 1165 1000 822 661 507 351 184 0 Total 2076 68 112 5
All Traffic Data

(916) 771-8700
: 11-7509-003 San Pablo-53rd : 00000000 : 11/29/2011 :1
Start Time 07:00 07:15 07:30 07:45 Total 7 8 9 6 30 224 239 246 209 918 6 8 5 6 25 2 1 2 4 9 6 4 0 3 13 14 13 7 13 47 12 11 18 15 56 229 193 199 206 827 2 3 2 2 9 243 207 219 223 892 5 4 7 8 24
Left 0 1 1 2 4
Groups Printed- Unshifted - Bank 2 53rd Street San Pablo Avenue Westbound Northbound Thru Right App. Total Left Thru Right 2 0 2 1 84 1 5 2 9 7 103 2 1 1 2 7 138 0 2 4 12 7 235 0 10 7 25 22 560 3
53rd Street Eastbound Thru Right 1 2 1 9 0 13 1 8 3 32 11 13 15 13 52
App. Total 5 10 17 13 45 18 19 27 22 86
Int. Total 200 247 296 441 1184 499 478 499 467 1943
08:00 08:15 08:30 08:45 Total
4 4 2 2 12
213 227 235 201 876
16:00 16:15 16:30 16:45 Total 8 6 3 6 23 78 2.3 1 78 100 0 0 44 3371 99.8 8 0.2 3379 63 43.8 0.8 63 100 0 0 36 25 0.5 36 100 0 0 45 31.2 0.6 45 100 0 0 255 285 247 244 1031 5 3 8 5 21 2 2 2 0 6 5 2 4 3 14 12 7 14 8 41 144 1.9 144 100 0 0 12 12 9 12 45 150 4 2 150 100 0 0
4 3 6 6 19
199 199 253 217 868
2 4 4 4 14
205 206 263 227 901
2 3 3 1 9
2 0 3 6 11
3 5 2 1 11
7 8 8 8 31
5 13 4 5 27
224 258 240 284 1006 299 314 309 256 1178 3571 94.7 46.5 3568 99.9 3 0.1
5 3 4 3 15 4 5 3 9 21 48 1.3 0.6 46 95.8 2 4.2
234 274 248 292 1048 315 331 321 277 1244 3769 49.1 3764 99.9 5 0.1
9 6 6 6 27 17 8 17 2 44 105 27.4 1.4 105 100 0 0
2 5 3 2 12 4 6 6 4 20 45 11.7 0.6 45 100 0 0
23 8 17 15 63 16 25 27 18 86 233 60.8 3 233 100 0 0
34 19 26 23 102 37 39 50 24 150 383 5 383 100 0 0
480 507 545 550 2082 619 662 632 553 2466 7675
17:00 17:15 17:30 17:45 Total
7 8 4 6 25
240 271 240 232 983
60 1.8 0.8 60 100 0 0
3241 95.9 42.2 3233 99.8 8 0.2
7662 99.8 13 0.2
LOCATION: San Pablo Ave -- 53rd St CITY/STATE: Emeryville, CA

901 759
2.4 2.6
19 871 11
0.0 2.5 0.0 11 38
45
27 5
0.0
0.0 0.0
0.0 0.0 0.0 0.0 2.8 6.7 2.3 2.8
0.0
0.88
1 26 31 0.0
86
54 27 721 15 953 763
0.0
3.2
20
0 44 41 0 0 11 0 15 0
0 0 1
NA
NA
NA
NA
NA
NA
NA
NA
Left 6 2 0 3 1 1 2 1 3 2 3 3 0 0 0 0 0 0 0 0 0 0 0 0 Left 32 0 0
53rd St (Eastbound) Thru Right 0 8 1 2 0 2 1 3 1 7 0 4 1 4 0 4 0 3 0 3 0 6 1 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Eastbound Thru Right 4 68 0 0 36 0 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Left 2 6 2 1 3 0 5 0 1 1 3 2 0 0 0 0 0 0 0 0 0 0 0 0 Left 24 0 0
53rd St (Westbound) Thru Right 0 1 0 1 0 1 0 0 1 1 0 1 0 2 0 1 0 2 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Westbound Thru Right 0 4 0 0 32 0 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Total 131 153 153 126 135 142 147 142 150 173 160 176 0 0 0 0 0 0 0 0 0 0 0 0
Hourly Totals
1788 1657 1504 1351 1225 1090 948 801 659 509 336 176 0 Total 2036 48 92 9
LOCATION: Hollis St -- 45th St CITY/STATE: Emeryville, CA

371 9 362 318 44
QC JOB #: 10867906 DATE: Thu, Dec 13 2012 Peak-Hour: 3:00 PM -- 4:00 PM Peak 15-Min: 3:35 PM -- 3:50 PM
4.9 5.2
0.0 5.7 0.0 53 98
29
21 19
6.9
0.0 10.5
3.8 6.7 6.7 20.0 5.9 11.5 5.6 6.6
5.1
0.91
15 30 89 4.2
48
8 5 356 288 26 319
0.0
5.6
0 6 5 2 0 1 0 7 0
0 0 2
NA
NA
NA
NA
NA
NA
NA
NA
Left 2 0 0 1 0 0 1 0 0 0 0 1 1 0 0 0 0 0 0 2 0 1 0 1 Left 12 4 0
Hollis St (Northbound) Thru Right U 17 2 0 15 1 0 22 2 0 30 3 0 26 2 0 22 0 0 27 2 0 27 2 0 27 3 0 20 0 0 15 0 0 16 0 0 29 1 0 19 2 0 26 5 0 22 0 0 23 1 0 23 3 0 15 2 0 26 2 0 26 3 0 25 1 0 22 2 0 32 4 0 Northbound Thru Right U 308 24 0 12 8 0 4 0
Left 1 5 4 2 1 3 3 3 1 4 2 2 8 3 5 1 3 1 3 4 3 6 5 2 Left 52 0 1
Hollis St (Southbound) Thru Right U 25 1 0 19 0 0 28 0 0 16 1 0 23 2 0 24 2 0 24 2 0 15 1 0 27 2 0 16 0 1 29 2 0 19 0 0 24 1 0 24 0 0 21 1 0 24 1 0 30 0 0 30 1 0 28 0 0 38 1 0 25 1 0 21 2 0 26 1 0 27 0 0 Southbound Thru Right U 336 16 0 12 0 4 0 0
Left 2 0 2 0 0 1 6 1 0 1 2 2 2 2 0 6 1 0 0 0 2 4 1 3 Left 24 0 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Left 2 3 0 0 0 0 2 0 0 0 4 1 0 0 5 1 3 0 1 2 5 8 2 3 Left 60 8 1
45th St (Westbound) Thru Right U 3 5 0 0 5 0 1 3 0 0 4 0 0 4 0 1 4 0 2 4 0 1 3 0 4 4 0 1 7 0 0 3 0 0 2 0 1 5 0 0 7 0 3 6 0 0 5 0 2 1 0 0 5 0 0 8 0 2 4 0 0 0 0 3 5 0 2 4 0 2 3 0 Westbound Thru Right U 20 36 0 0 0 4 0 0
Total
Hourly Totals
60 50 64 57 61 59 75 57 69 50 59 47 72 58 72 62 67 69 60 86 67 77 65 81 Total 920 48 12 7
708 720 728 736 741 747 757 742 771 769 796 802 836

504 621
2.2 2.6
12 447 45
0.0 2.5 0.0 46 121
43
30 29
4.7
0.0 3.4
4.3 7.4 0.0 0.0 2.6 4.5 2.2 2.6
3.3
0.94
27 48 96 1.6
64
5 4 500 545 22 571
0.0
2.1
16
0 9 9 2 0 2 1 9 0
0 1 1
NA
NA
NA
NA
NA
NA
NA
NA
Left 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 2 0 0 0 1 0 0 0 0 Left 12 0 0
Left 6 6 6 3 4 6 3 4 3 2 4 3 4 5 5 4 6 4 4 1 2 5 2 5 Left 60 0 0
Left 0 3 3 1 0 0 2 1 1 2 0 5 2 4 2 4 3 4 2 1 2 1 0 4 Left 36 0 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Left 8 2 4 4 4 2 0 1 0 3 3 1 6 1 4 1 5 6 2 12 2 3 5 1 Left 40 0 0
Total
Hourly Totals
85 79 88 75 79 84 85 87 84 109 94 94 98 98 114 120 102 112 103 105 108 110 96 83 Total 1344 48 16 8
1043 1056 1075 1101 1146 1169 1197 1215 1233 1257 1258 1260 1249

294 321
QC JOB #: 10867904 DATE: Thu, Dec 13 2012 Peak-Hour: 8:00 AM -- 9:00 AM Peak 15-Min: 8:45 AM -- 9:00 AM
8.2 6.2
15 230 49
6.7 9.1 4.1 39 102
74
23 24
4.1
4.3 12.5
5.1 4.3 5.9 0.0 6.6 12.0 8.8 6.7
4.9
0.85
46 17 99 7.7
52
5 13 259 25 251 297
0.0
8.1
0 4 11 1 0 5 1 26 0
1 4 1
NA
NA
NA
NA
NA
NA
NA
NA
5-Min Count Period Beginning At 7:00 AM 7:05 AM 7:10 AM 7:15 AM 7:20 AM 7:25 AM 7:30 AM 7:35 AM 7:40 AM 7:45 AM 7:50 AM 7:55 AM 8:00 AM 8:05 AM 8:10 AM 8:15 AM 8:20 AM 8:25 AM 8:30 AM 8:35 AM 8:40 AM 8:45 AM 8:50 AM 8:55 AM Peak 15-Min Flowrates All Vehicles Heavy Trucks Pedestrians Bicycles Railroad Stopped Buses
Left 1 0 2 0 0 1 0 1 2 0 1 0 2 1 1 1 0 0 0 0 0 2 2 4 Left 32 0 0
Left 2 1 2 0 1 3 2 2 3 2 1 1 4 3 1 5 5 5 3 4 5 4 6 4 Left 56 4 1
Left 1 2 0 1 0 2 1 0 0 1 1 2 4 2 0 4 1 2 0 2 0 5 2 1 Left 32 0 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Left 1 0 0 1 0 0 1 1 2 1 1 0 1 1 0 1 0 1 2 4 1 2 0 3 Left 20 4 0
Total
Hourly Totals
32 27 24 28 31 35 40 34 38 37 50 39 52 52 49 58 56 75 57 71 57 89 54 75 Total 872 76 24 12
415 435 460 485 515 540 580 597 634 653 705 709 745
LOCATION: Hollis St -- 53rd St CITY/STATE: Emeryville, CA

393 5 397 335 53
5.3 6.3
20.0 5.1 5.7 37 47
14
22 11
14.3
9.1 9.1
2.7 33.3 28.6 0.0 6.5 12.5 5.3 6.5
8.5
0.94
3 7 72 6.4
47
14 6 356 338 8 352
0.0
6.9
36
0 13 9 1 0 11 0 7 0
1 0 0
NA
NA
NA
NA
NA
NA
NA
NA
Left 1 2 0 0 0 0 1 1 0 0 0 0 1 2 2 1 0 0 0 0 0 0 0 0 Left 0 0 0
Left 3 2 2 3 4 2 6 4 6 1 3 1 3 7 3 3 4 2 5 5 5 3 7 6 Left 52 0 1
Left 1 2 3 3 0 2 2 3 5 3 3 2 2 0 2 2 1 3 1 2 3 1 1 4 Left 24 0 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Left 0 0 0 2 2 1 1 1 1 2 2 0 0 0 0 0 1 0 1 2 2 0 1 0 Left 16 4 0
53rd St (Westbound) Thru Right U 1 4 0 0 2 0 0 3 0 0 5 0 0 1 0 1 2 0 0 4 0 0 3 0 1 3 0 0 3 0 0 2 0 1 0 0 0 3 0 1 6 0 0 1 0 0 1 0 0 1 0 0 3 0 0 2 0 0 4 0 0 4 0 0 6 0 0 1 0 2 5 0 Westbound Thru Right U 0 56 0 0 0 12 0 1
Total
Hourly Totals
48 60 54 69 58 71 76 67 60 70 65 53 54 86 65 62 69 68 64 79 75 68 73 76 Total 888 32 60 7
751 757 783 794 787 798 795 783 795 810 808 816 839

356 344
6.2 6.7
23 275 58
4.3 7.3 1.7 48 86
55
17 7
3.6
5.9 0.0
2.1 0.0 6.7 11.1 7.5 0.0 7.2 7.2
2.3
0.86
23 15 84 3.8
26
2 9 292 279 19 307
0.0
1.2
43
0 11 9 0 0 12 1 21 0
0 1 0
NA
NA
NA
NA
NA
NA
NA
NA
Left 1 0 0 0 1 2 2 0 1 1 1 2 2 0 1 0 1 1 1 1 0 0 2 0 Left 8 0 1
Left 1 2 1 3 4 1 0 2 0 1 3 4 5 2 3 5 5 6 5 6 6 5 6 4 Left 68 4 0
Left 0 0 0 0 2 0 0 2 0 2 1 0 2 1 0 0 1 1 3 2 1 2 3 1 Left 24 0 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Left 0 1 0 0 1 0 2 1 2 0 2 0 3 3 2 0 1 3 0 0 2 0 0 1 Left 8 0 0
Total
Hourly Totals
21 30 29 30 39 31 38 48 31 45 40 54 54 52 55 52 59 74 74 69 71 66 88 61 Total 900 64 76 12
436 469 491 517 539 559 602 638 659 699 720 768 775

460 575
2.2 2.8
11 396 53
0.0 2.3 1.9 50 86
21
38 16
0.0
0.0 6.3
4.0 0.0 0.0 0.0 2.9 0.0 2.0 2.7
2.3
0.91
8 28 90 1.4
71
17 2 441 487 21 510
0.0
2.2
41
13
0 29 9 1 0 8 0 4 0
0 0 0
NA
NA
NA
NA
NA
NA
NA
NA
Left 1 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Left 0 0 0
Left 4 4 3 4 3 3 4 7 3 8 4 1 5 8 0 0 0 0 0 0 0 0 0 0 Left 56 0 1
Left 6 4 3 6 3 3 6 0 4 3 1 4 4 1 0 0 0 0 0 0 0 0 0 0 Left 36 0 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Left 2 2 2 4 1 0 4 0 2 4 1 2 3 5 0 0 0 0 0 0 0 0 0 0 Left 40 0 0
Total
Hourly Totals
90 79 96 90 83 74 99 93 84 103 94 99 97 115 0 0 0 0 0 0 0 0 0 0 Total 1244 32 84 4
1084 1091 1127 1031 941 858 784 685 592 508 405 311 212
LOCATION: Boyer St -- 53rd St CITY/STATE: Emeryville, CA

30 11 0 17 19
QC JOB #: 10768201 DATE: Thu, May 31 2012 Peak-Hour: 8:00 AM -- 9:00 AM Peak 15-Min: 8:35 AM -- 8:50 AM
0.0 0.0
0.0 0.0 0.0 11 82
89
10 51
2.2
0.0 5.9
0.0 3.0 0.0 0.0 0.0 0.0 0.0 0.0
2.4
0.74
66 5 84 4.6
65
4 8 8 0 13 21
0.0
3.6
0 5 6 1 0 5 0 0 0
0 3 0
NA
NA
NA
NA
NA
NA
NA
NA
Left 2 2 0 0 1 1 1 0 0 1 0 2 2 1 0 1 0 0 3 1 0 0 0 0 Left 4 0 0
Boyer St (Northbound) Thru Right U 0 2 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 1 0 0 2 0 0 2 0 0 1 0 0 1 0 0 2 0 0 2 0 0 1 0 0 2 0 0 1 0 0 2 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 0 0 2 0 0 0 0 Northbound Thru Right U 0 8 0 0 0 8 0 0
Left 0 0 1 1 0 0 0 1 0 0 1 2 1 0 1 2 2 5 2 0 1 0 1 4 Left 4 0 0
Boyer St (Southbound) Thru Right U 0 1 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 2 0 0 1 0 0 0 0 0 4 0 0 0 0 0 2 0 Southbound Thru Right U 0 20 0 0 0 8 0 0
Left 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 1 0 1 1 0 0 Left 8 0 0
U 0 0 0 0 0 1 2 1 1 0 0 1 0 1 0 1 0 0 0 0 0 2 0 0 U 8
Left 0 1 0 0 0 0 1 0 0 0 0 1 0 0 0 1 0 0 0 1 1 1 0 0 Left 12 0 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 U 0
Total 8 5 4 9 7 2 10 8 7 13 5 12 12 9 11 15 18 18 12 19 24 24 14 22
Hourly Totals
90 94 98 105 111 122 138 140 151 168 179 188 198 Total 268 16 24 2

14 10 0 16 4
0.0 0.0
0.0 0.0 0.0 4 38
42
12 63
0.0
0.0 1.6
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
0.0
0.82
27 7 75 1.2
83
8 5 14 0 7 12
0.0
1.3
0 1 7 0 0 1 0 0 0
0 0 0
NA
NA
NA
NA
NA
NA
NA
NA
Left 0 1 3 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 Left 0 0 0
Left 1 0 0 0 0 0 0 1 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 Left 4 0 0
Left 1 0 0 0 1 1 5 1 1 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 Left 28 0 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Left 0 1 0 0 0 0 0 2 0 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0 Left 8 0 0
U 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Total 18 10 9 9 10 20 10 15 10 9 15 12 0 0 0 0 0 0 0 0 0 0 0 0
Hourly Totals
147 129 119 110 101 91 71 61 46 36 27 12 0 Total 180 0 16 0

37 16 0 23 21
0.0 0.0
0.0 0.0 0.0 8 67
74
21 114
0.0
0.0 1.8
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
0.0
0.87
45 14 141 1.4
146
11 6 25 1 6 13
0.0
1.4
1 9 7 6 0 2 0 0 1
1 2 0
NA
NA
NA
NA
NA
NA
NA
NA
Left 0 1 0 1 1 1 0 2 0 0 0 2 1 1 0 0 1 0 1 0 0 0 0 1 Left 16 0 0
Left 0 0 1 0 0 0 1 1 0 0 3 1 2 0 1 3 0 2 1 7 1 0 1 0 Left 12 0 0
Left 0 1 1 2 1 1 2 0 2 1 0 3 0 1 0 2 1 2 2 0 2 1 1 3 Left 16 0 0
U 0 0 0 0 1 0 0 2 1 0 1 1 0 1 1 0 1 1 0 0 1 0 0 0 U 8
Left 0 0 0 1 0 0 3 0 3 0 1 1 1 1 2 1 1 1 0 3 2 1 2 2 Left 12 0 0
U 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 U 0
Total 11 14 11 14 12 13 20 18 15 18 16 26 31 19 18 19 29 23 17 31 16 10 16 23
Hourly Totals
188 208 213 220 225 242 252 249 262 263 255 255 252 Total 304 4 16 1
All Traffic Data

(916) 771-8700 F (916) 786-2879
File Name Site Code Start Date Page No : 08-7544-003 DOYLE-45TH-F : 00000000 : 09/16/2008 :1
EMERYVILLE
Groups Printed- Unshifted
Start Time 07:00 07:15 07:30 07:45 Total

App. Total App. Total App. Total
Left 2 2 0 0 4
3 4 1 3 11 13 29 15 2 59 0 0 0 0 0 16 21 24 11 72 7 9 3 4 23 0 0 1 0 1 23 30 27 15 95 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 1 1 5 0 0 0 0 0 8 13 7 3 31 6 6 11 4 27 0 0 0 0 0 1 3 4 1 9 Left 0 0 0 0 0 20 17 18 17 72 0 0 0 0 0 Left 0 0 0 0 0 Left 3 1 2 2 8
DOYLE ST. Southbound Thru Right Peds 0 1 0 0 2 0 0 1 0 0 3 0 0 7 0 Northbound Thru Right Peds 0 0 0 0 0 2 0 0 1 0 0 0 0 0 3
App. Total
45TH ST. Westbound Thru Right Peds 15 5 0 15 2 0 12 6 0 10 7 0 52 20 0

6 6 6 7 25 14 19 18 7 58
45TH ST. Eastbound Thru Right Peds 3 0 1 5 0 1 4 0 2 5 0 2 17 0 6
Exclu. Total
Inclu. Total
Int. Total
1 3 3 2 9 1 8 9 3 21
29 27 25 27 108 50 78 60 24 212
30 30 28 29 117 51 86 69 27 233
08:00 08:15 08:30 08:45 Total
4 17 6 0 27
0 0 0 0 0
9 12 9 2 32
0 2 3 1 6
*** BREAK *** 8 13 11 12 44 22 10 13 11 56 170 24 40 0 0 0 224 79.2 31.6 59 20.8 8.3 3 283 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 10 11 14 43 1 3 3 3 10 0 0 1 0 1 9 13 14 17 53 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 4 5 6 18 37 0 0 0 0 0 7 9 12 29 57 2 1 1 2 6 0 0 0 1 1 9 10 13 31 63 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 5 0 2 11 0 0 0 0 0 0 0 0 0 0 0 0 4 5 1 4 14 3 4 5 4 16 69 27.1 9.7 12 17 15 19 63 25 22 17 14 78 185 72.5 26.1 0 0 0 0 0 0 0 1 0 1 1 0.4 0.1 7 10 4 2 23 10 9 5 9 33 71 16 22 16 23 77 28 26 23 18 95 255 36 12 15 6 7 40 16 16 16 16 64 134 15.9 33 45 40 66 184 59 49 50 46 204 708 84.1 45 60 46 73 224 75 65 66 62 268 842
16:00 16:15 16:30 16:45 Total
5 5 7 6 23
0 0 0 0 0
3 8 4 6 21
1 0 2 2 5
17:00 17:15 17:30 17:45 Total
9 3 4 5 21
0 0 0 0 0
13 7 9 6 35
3 3 5 1 12
Grand Total Apprch % Total %
75 44.1 10.6
0 0 0
95 55.9 13.4
23
Left
45TH ST. Westbound Thru Right
App. Total
Left
Northbound Thru Right
App. Total
Left
45TH ST. Eastbound Thru Right
App. Total
Int. Total
DOYLE ST. Southbound Start Time Left Thru Right App. Total Peak Hour Analysis From 07:00 to 08:45 - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:45 07:45 0 0 3 3 08:00 4 0 9 13 17 12 29 0 08:15 08:30 6 0 9 15 Total Volume 27 0 33 60 % App. Total 45 0 55 PHF .397 .000 .688 .517 0 0 0 0 0 0 .000 10 16 21 24 71 73.2 .740
7 7 9 3 26 26.8 .722
17 23 30 27 97
.808
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
0 0 0 0 0 0 .000
0 0 0 0 0
.000
2 8 13 7 30 51.7 .577
5 6 6 11 28 48.3 .636
0 0 0 0 0 0 .000
7 14 19 18 58
.763
27 50 78 60 215
.689
File Name: P:\Inbox\08-7544\08-7544-003 DOYLE-45TH-F.ppd
Start Date: 09/16/2008
Start Time: 7:00:00 AM
Site Code: 00000000
Comment 1: EMERYVILLE
Comment 2:
Comment 3:
Comment 4:
DOYLE ST. Southbound Northbound Peds 5 2 6 7 7 9 3 4 2 1 1 2 1 3 3 3 0 0 0 0 0 0 1 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 1 0 0 3 1 1 4 5 0 2 3 4 5 6 Left Thru Right Peds Left 3 1 2 2 8 13 7 3 4 5 1 4 3 4 5 4 Right 1 2 1 3 9 12 9 2 3 8 4 6 13 7 9 6 0 0 0 0 0 2 3 1 1 0 2 2 3 3 5 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 15 15 12 10 16 21 24 11 7 9 12 29 8 10 11 14 Peds Left Thru Right
45TH ST. Westbound
45TH ST. Eastbound Thru 3 5 4 5 6 6 11 4 12 17 15 19 25 22 17 14 Right 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 Peds 1 1 2 2 1 3 4 1 7 10 4 2 10 9 5 9
Start Time 07:00 07:15 07:30 07:45 08:00 08:15 08:30 08:45 16:00 16:15 16:30 16:45 17:00 17:15 17:30 17:45
Left
Thru
2 2 0 0 4 17 6 0 5 5 7 6 9 3 4 5
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
File Name: P:\Inbox\08-7544\08-7544-003 DOYLE-45TH-F.ppd
Start Date: 09/16/2008
Start Time: 7:00:00 AM
Site Code: 00000000
Comment 1: EMERYVILLE
Comment 2:
Comment 3:
Comment 4:
Start Time 07:00 07:15 07:30 07:45 08:00 08:15 08:30 08:45 16:00 16:15 16:30 16:45 17:00 17:15 17:30 17:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 2 3 4 5 0 0 2 1 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 4 2 4 4 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Left
Bike
Left
Bike
Left
Bike
Left
Bike 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 1 0 1
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
DOYLE ST. Southbound Thru Right 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Northbound Thru Right 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
45TH ST. Westbound Thru Right 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
45TH ST. Eastbound Thru Right 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
LOCATION: Adeline St -- 41st St CITY/STATE: Emeryville, CA

353 200
2.3 3.0
78 247 28
0.0 2.8 3.6 20 67
202
0 0
0.5
0.0 0.0
5.0 0.0 11.1 1.2 2.8 0.0 3.1 2.2
3.0
0.75
38 9 37 0.0
0 86 180 256 9 275
0.0
2.7
44
12
0 60 25 0 0 17 0 4 0
0 3 0
NA
NA
NA
NA
NA
NA
NA
NA
5-Min Count Period Beginning At Left 7:00 AM 0 7:05 AM 1 7:10 AM 0 7:15 AM 1 7:20 AM 2 7:25 AM 0 7:30 AM 2 7:35 AM 1 7:40 AM 1 7:45 AM 2 7:50 AM 4 7:55 AM 4 8:00 AM 4 8:05 AM 9 8:10 AM 5 8:15 AM 8 8:20 AM 10 8:25 AM 13 8:30 AM 15 8:35 AM 8 8:40 AM 4 8:45 AM 2 8:50 AM 4 8:55 AM 0 Peak 15-Min Flowrates Left All Vehicles 152 Heavy Trucks 0 Pedestrians Bicycles 0 Railroad Stopped Buses
Adeline St (Northbound) Thru Right U 3 0 0 6 0 0 7 0 0 12 0 0 8 2 0 5 0 0 6 0 0 8 1 0 7 0 0 12 0 0 17 1 0 20 0 0 15 0 0 16 1 0 12 0 0 16 1 0 18 0 0 12 3 0 16 3 0 7 1 0 16 0 0 16 0 0 16 0 0 11 0 0 Northbound Thru Right U 184 24 0 8 0 32 1 0
Left 0 0 0 0 1 0 2 0 1 0 2 0 1 3 2 3 4 5 2 2 0 2 4 3 Left 44 0 0
Adeline St (Southbound) Thru Right U 3 0 0 16 0 0 7 0 0 24 0 0 9 0 0 8 0 0 11 0 0 7 1 0 13 1 0 18 2 0 13 3 1 18 3 0 18 4 0 26 7 0 7 6 0 22 4 0 20 8 0 28 9 0 24 18 0 27 11 0 22 2 0 17 4 0 18 2 0 23 3 0 Southbound Thru Right U 288 140 0 4 0 108 2 0
Left 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Left 0 0 0
41st St (Eastbound) Thru Right 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Eastbound Thru Right 0 0 0 0 100 0 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Left 0 0 0 1 1 0 1 0 0 0 0 1 0 3 0 0 1 1 1 1 0 0 1 0 Left 12 0 0
41st St (Westbound) Thru Right U 2 0 0 0 0 0 0 1 0 0 0 0 1 0 0 3 0 0 0 1 0 1 0 0 0 2 0 2 0 0 2 1 0 2 1 0 4 1 0 5 4 0 3 1 0 3 1 0 3 2 0 6 3 0 5 2 0 2 4 0 4 1 0 1 0 0 0 0 0 0 1 0 Westbound Thru Right U 56 28 0 0 0 36 0 0
Total
Hourly Totals
8 23 15 38 24 16 23 19 25 36 44 49 47 74 36 58 66 80 86 63 49 42 45 41 Total 928 12 276 3
320 359 410 431 451 493 557 620 664 688 694 695 687
LOCATION: Adeline St -- 47th St CITY/STATE: Emeryville, CA

231 13 218 258 0
3.5 2.7
15.4 2.8 0.0 0 0
32
13 0
9.4
0.0 0.0
0.0 0.0 0.0 5.3 2.9 0.0 2.6 3.0
0.0
0.92
0 0 0 0.0
25
12 19 245 230 0 264
0.0
0.0
15
17
1 30 31 0 1 0 0 19 0
0 0 0
NA
NA
NA
NA
NA
NA
NA
NA
Left 2 1 0 1 2 1 2 1 3 2 3 0 4 2 0 2 4 0 3 1 0 1 0 2 Left 12 0 0
Left 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Left 0 0 0
Left 3 0 2 0 2 1 1 0 0 2 1 3 2 1 1 1 2 1 1 1 0 1 1 1 Left 12 0 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Left 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Left 0 0 0
Total
Hourly Totals
42 40 30 34 37 33 39 41 48 45 40 28 40 42 54 40 41 35 34 51 42 41 51 49 Total 564 4 76 12
457 455 457 481 487 491 493 488 498 492 488 499 520

311 20 291 367 0
0.3 0.3
0.0 0.3 0.0 0 0
39
12 0
5.1
0.0 0.0
0.0 0.0 0.0 9.1 0.3 0.0 0.3 0.8
0.0
0.88
0 0 0 0.0
42
30 22 355 324 0 377
0.0
0.0
14
1 11 9 0 0 4 1 20 0
0 0 0
NA
NA
NA
NA
NA
NA
NA
NA
Left 3 1 2 3 0 0 3 0 5 2 1 4 2 1 1 6 1 0 1 1 1 2 1 2 Left 16 0 0
Left 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Left 0 0 0
Left 1 0 2 4 1 2 0 2 0 1 0 0 2 0 2 1 1 1 0 1 1 2 1 0 Left 16 0 1
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Left 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Left 0 0 0
Total
Hourly Totals
60 50 47 40 48 41 50 52 60 51 53 48 51 55 65 57 61 68 51 74 64 69 58 57 Total 828 0 24 10
600 591 596 614 631 644 671 672 694 698 716 721 730

287 14 273 230 0
2.4 2.6
0.0 2.6 0.0 0 0
31
19 0
0.0
5.3 0.0
0.0 0.0 0.0 0.0 2.4 0.0 2.6 2.2
0.0
0.71
0 0 0 3.9
51
32 17 211 305 0 228
3.1
0.0
17
19
1 27 17 0 7 5 2 13 0
0 0 0
NA
NA
NA
NA
NA
NA
NA
NA
Left 0 0 0 1 0 1 3 0 1 0 1 2 0 1 1 0 1 2 4 3 3 2 0 0 Left 28 0 1
Left 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Left 0 0 0
Left 0 0 0 0 1 0 3 2 0 0 0 1 2 2 1 3 1 0 1 1 1 2 1 4 Left 8 0 0
U 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U 0
Left 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Left 0 0 0
Total
Hourly Totals
11 19 11 19 12 17 19 23 23 30 33 30 34 33 38 46 67 62 71 46 37 41 52 39 Total 800 8 92 14
247 270 284 311 338 393 438 490 513 527 538 557 566
APPENDIX B: SYNCHRO LOS WORKSHEETS
Existing Conditions
Existing No Project 1: 53rd Street & Hollis Street
AM Peak Hour
4/24/2013
Movement Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Heavy Vehicles (%) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Critical Lane Group
EBL 17 1900 3.5 1.00 1.00 1.00 1.00 0.95 1703 0.95 1707 0.86 20 0 20
EBT 7 1900 3.5 1.00 0.99 1.00 0.97 1.00 1829 1.00 1829 0.86 8 2 8
EBR 2 1900
WBL 15 1900 3.5 1.00 1.00 1.00 1.00 0.95 1687 0.95 1691 0.86 17 0 17
WBT 23 1900 3.5 1.00 0.94 1.00 0.90 1.00 1580 1.00 1580 0.86 27 52 31
WBR 48 1900
NBL 9 1900 3.5 1.00 1.00 1.00 1.00 0.95 1626 0.55 946 0.86 10 0 10
NBT 279 1900 3.5 1.00 0.99 1.00 0.99 1.00 1736 1.00 1736 0.86 324 2 344
NBR 19 1900
SBL 58 1900 3.5 1.00 1.00 1.00 1.00 0.95 1770 0.55 1031 0.86 67 0 67
SBT 275 1900 3.5 1.00 1.00 1.00 0.99 1.00 1754 1.00 1754 0.86 320 2 345
SBR 23 1900
0.86 2 0 0 12 0%
6% Perm 8 4.2 4.2 0.08 3.5 2.0 130 0.01 0.15 23.7 1.00 0.2 23.9 C
0% 8 4.2 4.2 0.08 3.5 2.0 140 0.00 0.06 23.6 1.00 0.1 23.6 C 23.8 C
7% Perm 4 4.2 4.2 0.08 3.5 2.0 129 0.01 0.13 23.7 1.00 0.2 23.9 C
0% 4 4.2 4.2 0.08 3.5 2.0 121 c0.02 0.26 23.9 1.00 0.4 24.3 C 24.3 C
0.86 56 0 0 43 1 2%
11% Perm 6 43.8 43.8 0.80 3.5 2.0 753 0.01 0.01 1.2 1.00 0.0 1.2 A
8% 6 43.8 43.8 0.80 3.5 2.0 1382 c0.20 0.25 1.4 1.00 0.4 1.9 A 1.8 A
0.86 22 0 0 75 21 0%
2% Perm 2 43.8 43.8 0.80 3.5 2.0 821 0.07 0.08 1.2 1.00 0.2 1.4 A
7% 2 43.8 43.8 0.80 3.5 2.0 1397 0.20 0.25 1.4 1.00 0.4 1.8 A 1.8 A
0.86 27 0 0 11 5 4%
5.0 0.25 55.0 55.9% 15
HCM Level of Service Sum of lost time (s) ICU Level of Service
A 7.0 B
Existing No Project 8:00 am 1/10/2013
Synchro 7 - Report Page 1
Existing No Project 2: 53rd Street & Boyer Street
AM Peak Hour
4/24/2013
Movement Lane Configurations Sign Control Volume (vph) Peak Hour Factor Hourly flow rate (vph) Direction, Lane # Volume Total (vph) Volume Left (vph) Volume Right (vph) Hadj (s) Departure Headway (s) Degree Utilization, x Capacity (veh/h) Control Delay (s) Approach Delay (s) Approach LOS Intersection Summary Delay HCM Level of Service Intersection Capacity Utilization Analysis Period (min)
EBL
EBT Stop 51 0.74 69 WB 1 111 7 15 -0.03 4.1 0.13 856 7.7 7.7 A
EBR
WBL
WBT Stop 66 0.74 89
WBR
NBL
NBT Stop 0 0.74 0
NBR
SBL
SBT Stop 0 0.74 0
SBR
10 0.74 14 EB 1 88 14 5 0.03 4.2 0.10 837 7.7 7.7 A
4 0.74 5 NB 1 28 11 18 -0.26 4.1 0.03 824 7.3 7.3 A 7.6 A 19.2% 15
5 0.74 7 SB 1 41 26 15 -0.06 4.3 0.05 795 7.5 7.5 A
11 0.74 15
8 0.74 11
13 0.74 18
19 0.74 26
11 0.74 15
ICU Level of Service
Existing No Project 3: 53rd Street & San Pablo Avenue
AM Peak Hour
4/24/2013
Movement Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Critical Lane Group
EBL 24 1900
EBT 10 1900 4.0 1.00 1.00 1.00 1.00 0.97 1799 0.84 1569 0.97 10 0 35
EBR 52 1900 4.0 1.00 0.95 1.00 0.85 1.00 1507 1.00 1507 0.97 54 51 3 26 1 Perm 4 6.9 6.4 0.06 3.5 3.0 96 0.00 0.04 43.9 1.00 0.2 44.1 D
WBL 25 1900
WBT 9 1900 4.0 1.00 0.99 0.98 0.96 0.97 1705 0.81 1422 0.97 9 12 36
WBR 13 1900
NBL 56 1900 4.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.97 58 0 58 21 Prot 5 15.4 14.4 0.14 3.0 3.0 255 0.03 0.23 37.9 0.99 0.4 37.9 D
NBT 825 1900 5.0 0.95 1.00 1.00 1.00 1.00 3529 1.00 3529 0.97 851 0 859
NBR 8 1900
SBL 12 1900 3.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.97 12 0 12 36 Prot 1 1.5 1.5 0.02 3.0 3.0 27 0.01 0.44 48.8 1.00 11.2 60.1 E
SBT 873 1900 4.0 0.95 1.00 1.00 1.00 1.00 3511 1.00 3511 0.97 900 1 930
SBR 30 1900
0.97 25 0 0
0.97 26 0 0 26 Perm
0.97 13 0 0 4
0.97 8 0 0 36 20
0.97 31 0 0 21 22
Perm 4 4 6.9 6.4 0.06 3.5 3.0 100 0.02 0.35 44.8 1.00 2.1 46.9 D 45.2 D
8 8 6.9 6.4 0.06 3.5 3.0 91 c0.03 0.39 44.9 1.00 2.8 47.7 D 47.7 D HCM Level of Service Sum of lost time (s) ICU Level of Service
2 81.1 80.1 0.80 4.0 3.0 2827 c0.24 0.30 2.6 0.66 0.3 2.0 A 4.3 A A 8.0 A
6 67.2 67.2 0.67 4.0 3.0 2359 c0.26 0.39 7.3 1.00 0.5 7.8 A 8.5 A
9.1 0.37 100.0 52.0% 15
Existing No Project 4: 47th Street & San Pablo Avenue
AM Peak Hour
4/24/2013
EBL 20 1900 4.0 1.00 1.00 0.96 1.00 0.95 1692 0.85 1516 0.92 22 0 22 37 Perm
EBT 0 1900 4.0 1.00 0.98 1.00 0.85 1.00 1544 1.00 1544 0.92 0 39 3
EBR 39 1900
WBL 18 1900
WBT 0 1900 4.0 1.00 0.96 1.00 0.93 0.98 1620 0.83 1381 0.92 0 22 22
WBR 22 1900
NBL 54 1900 4.0 1.00 1.00 0.94 1.00 0.95 1672 0.28 498 0.92 59 0 59 79 Perm
NBT 826 1900 4.0 0.95 1.00 1.00 0.99 1.00 3502 1.00 3502 0.92 898 1 932
NBR 32 1900
SBL 27 1900 4.0 1.00 1.00 0.97 1.00 0.95 1722 0.30 545 0.92 29 0 29 29 Perm
SBT 864 1900 4.0 0.95 0.99 1.00 0.99 1.00 3467 1.00 3467 0.92 939 1 988
SBR 46 1900
0.92 42 0 0 5 2
0.92 20 0 0 5 Perm
0.92 24 0 0 37 3
0.92 35 0 0 29 20
0.92 50 0 0 79 22
4 4 6.9 6.9 0.07 4.0 3.0 105 0.01 0.21 44.0 1.00 1.0 45.0 D 8 6.9 6.9 0.07 4.0 3.0 107 0.00 0.03 43.4 1.00 0.1 43.5 D 44.0 D 3.5 0.33 100.0 68.3% 15
8 6.9 6.9 0.07 4.0 3.0 95 c0.02 0.23 44.0 1.00 1.2 45.3 D 45.3 D HCM Level of Service Sum of lost time (s) ICU Level of Service 2 84.6 85.1 0.85 4.5 3.0 424 0.12 0.14 1.3 1.00 0.7 1.9 A
2 84.6 85.1 0.85 4.5 3.0 2980 0.27 0.31 1.5 1.00 0.3 1.8 A 1.8 A A 8.0 C 6 84.6 85.1 0.85 4.5 3.0 464 0.05 0.06 1.2 0.48 0.2 0.8 A
6 84.6 85.1 0.85 4.5 3.0 2950 c0.28 0.33 1.6 0.39 0.3 0.9 A 0.9 A
Existing No Project 5: 45th Street & Hollis Street
AM Peak Hour
4/24/2013
EBL
EBT Stop 24 0.85 28 WB 1 120 20 46 -0.12 5.7 0.19 560 10.0 10.0 A
EBR
WBL
WBT Stop 46 0.85 54
WBR
NBL
NBT Stop 259 0.85 305
NBR
SBL
SBT Stop 230 0.85 271
SBR
23 0.85 27 EB 1 61 27 6 0.16 6.1 0.10 511 9.8 9.8 A
5 0.85 6 NB 1 349 15 29 0.08 5.0 0.49 695 12.6 12.6 B 12.1 B 47.6% 15
17 0.85 20 SB 1 346 58 18 0.14 5.1 0.49 684 12.8 12.8 B
39 0.85 46
13 0.85 15
25 0.85 29
49 0.85 58
15 0.85 18
Existing No Project 6: 45th Street & Doyle Street
AM Peak Hour
4/24/2013
EBL
EBT Stop 27 0.69 39 WB 1 138 0 33 -0.11 4.1 0.16 862 7.8 7.8 A
WBT Stop 72 0.69 104 SB 1 86 39 46 -0.20 4.2 0.10 813 7.6 7.6 A 7.8 A 22.9% 15
WBR
SBL Stop 27 0.69 39
SBR
31 0.69 45 EB 1 84 45 0 0.14 4.4 0.10 800 7.9 7.9 A
23 0.69 33
32 0.69 46
Existing No Project 7: 45th Street West & San Pablo Avenue
AM Peak Hour
4/24/2013
EBL 11 1900 4.0 1.00 0.99 1.00 0.89 0.99 1623 0.99 1623 0.96 11 43 13 6
EBR 43 1900
NBL 133 1900 3.5 1.00 1.00 0.94 1.00 0.95 1658 0.29 509 0.96 139 0 139 72 Perm
NBT 887 1900 3.5 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.96 924 0 924
SBT 895 1900 3.5 0.95 0.99 1.00 0.99 1.00 3488 1.00 3488 0.96 932 1 964
SBR 32 1900
0.96 45 0 0 1
0.96 33 0 0 72 19
4 5.8 5.3 0.05 3.5 3.0 81 c0.01 0.16 48.2 1.00 1.0 49.2 D 49.2 D 2 93.2 93.2 0.88 3.5 3.0 448 0.27 0.31 1.1 1.00 1.8 2.9 A
2 93.2 93.2 0.88 3.5 3.0 3112 0.26 0.30 1.0 1.00 0.2 1.3 A 1.5 A
6 93.2 93.2 0.88 3.5 3.0 3067 c0.28 0.31 1.1 1.00 0.3 1.3 A 1.3 A A 7.5 B
2.7 0.31 106.0 60.1% 15
Existing No Project 701: 45th Street East & San Pablo Avenue
AM Peak Hour
4/24/2013
Movement Lane Configurations Volume (veh/h) Sign Control Grade Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol tC, single (s) tC, 2 stage (s) tF (s) p0 queue free % cM capacity (veh/h) Direction, Lane # Volume Total Volume Left Volume Right cSH Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS Approach Delay (s) Approach LOS Intersection Summary Average Delay Intersection Capacity Utilization Analysis Period (min)
WBL 16 Stop 0% 0.96 17 42 12.0 4.0 4
WBR 62
NBT 869 Free 0% 0.96 905
NBR 29
SBL 27
SBT 911 Free 0% 0.96 949 41 12.0 4.0 3 None 390
0.96 65
0.96 30
0.96 28
None 130 0.98 1493 0.96 551 0.96 977
1267 6.8 3.5 89 146 WB 1 81 17 65 334 0.24 23 19.2 C 19.2 C
442 6.9 3.3 87 503 NB 1 603 0 0 1700 0.35 0 0.0 0.0 NB 2 332 0 30 1700 0.20 0 0.0 SB 1 344 28 0 701 0.04 3 1.3 A 0.5
887 4.1 2.2 96 701 SB 2 633 0 0 1700 0.37 0 0.0
1.0 63.2% 15
AFT Peak
4/24/2013
Movement Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Critical Lane Group
EBL 22 1900 3.5 1.00 1.00 0.95 1770 1.00 1863 0.94 23 0 23 Perm 8 3.8 3.8 0.07 3.5 2.0 129 c0.01 0.18 24.1 1.00 0.2 24.4 C
EBT 11 1900 3.5 1.00 0.92 1.00 1708 1.00 1708 0.94 12 14 13 8 3.8 3.8 0.07 3.5 2.0 118 0.01 0.11 24.0 1.00 0.2 24.2 C 24.3 C
EBR 14 1900
WBL 7 1900 3.5 1.00 1.00 0.95 1770 1.00 1863 0.94 7 0 7 Perm 4 3.8 3.8 0.07 3.5 2.0 129 0.00 0.05 23.9 1.00 0.1 24.0 C
WBT 3 1900 3.5 1.00 0.86 1.00 1603 1.00 1603 0.94 3 36 6 4 3.8 3.8 0.07 3.5 2.0 111 0.00 0.05 23.9 1.00 0.1 24.0 C 24.0 C
WBR 37 1900
NBL 6 1900 3.5 1.00 1.00 0.95 1770 0.55 1016 0.94 6 0 6 Perm 6 44.2 44.2 0.80 3.5 2.0 816 0.01 0.01 1.1 1.00 0.0 1.1 A
NBT 338 1900 3.5 1.00 1.00 1.00 1856 1.00 1856 0.94 360 1 368 6 44.2 44.2 0.80 3.5 2.0 1492 c0.20 0.25 1.3 1.00 0.4 1.7 A 1.7 A
NBR 8 1900
SBL 53 1900 3.5 1.00 1.00 0.95 1770 0.54 1009 0.94 56 0 56 Perm 2 44.2 44.2 0.80 3.5 2.0 811 0.06 0.07 1.1 1.00 0.2 1.3 A
SBT 335 1900 3.5 1.00 1.00 1.00 1859 1.00 1859 0.94 356 0 361 2 44.2 44.2 0.80 3.5 2.0 1494 0.19 0.24 1.3 1.00 0.4 1.7 A 1.6 A
SBR 5 1900
0.94 15 0 0
0.94 39 0 0
0.94 9 0 0
0.94 5 0 0
4.2 0.24 55.0 52.8% 15
A 7.0 A
Existing No Project 1/10/2013 Baseline
AFT Peak
4/24/2013
EBL
EBT Stop 63 0.82 77 WB 1 46 9 5 0.01 4.1 0.05 870 7.3 7.3 A
EBR
WBL
WBT Stop 27 0.82 33
WBR
NBL
NBT Stop 0 0.82 0
NBR
SBL
SBT Stop 0 0.82 0
SBR
12 0.82 15 EB 1 101 15 10 0.01 4.0 0.11 882 7.5 7.5 A
8 0.82 10 NB 1 15 6 9 -0.23 4.0 0.02 859 7.1 7.1 A 7.4 A 17.9% 15
7 0.82 9 SB 1 17 5 12 -0.34 3.9 0.02 886 7.0 7.0 A
4 0.82 5
5 0.82 6
7 0.82 9
4 0.82 5
10 0.82 12
AFT Peak
4/24/2013
EBL 27 1900
EBT 5 1900 4.0 1.00 1.00 0.99 1.00 0.96 1770 0.83 1536 0.88 6 0 37
EBR 54 1900 4.0 1.00 0.94 1.00 0.85 1.00 1490 1.00 1490 0.88 61 57 4 34 1 Perm 4 6.9 6.4 0.06 3.5 3.0 95 0.00 0.04 43.9 1.00 0.2 44.1 D
WBL 26 1900
WBT 1 1900 4.0 1.00 0.98 0.97 0.96 0.97 1648 0.77 1311 0.88 1 11 32
WBR 11 1900
NBL 27 1900 4.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.88 31 0 31 7 Prot 5 11.4 10.4 0.10 3.0 3.0 184 0.02 0.17 40.9 1.00 0.4 41.3 D
NBT 721 1900 4.0 0.95 1.00 1.00 1.00 1.00 3522 1.00 3522 0.88 819 1 835
NBR 15 1900
SBL 11 1900 4.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.88 12 0 12
SBT 871 1900 4.0 0.95 1.00 1.00 1.00 1.00 3524 1.00 3524 0.88 990 1 1011
SBR 19 1900
0.88 31 0 0 10 Perm
0.88 30 0 0 34 Perm
0.88 12 0 0 10 4
0.88 17 0 0 17 17
0.88 22 0 0 7 19
4 4 6.9 6.4 0.06 3.5 3.0 98 0.02 0.38 44.9 1.00 2.4 47.3 D 45.3 D 8
8 6.9 6.4 0.06 3.5 3.0 84 c0.02 0.38 44.9 1.00 2.8 47.7 D 47.7 D HCM Level of Service Sum of lost time (s) ICU Level of Service
2 81.1 81.1 0.81 4.0 3.0 2856 c0.24 0.29 2.3 0.78 0.3 2.1 A 3.5 A B 8.0 B
Prot 1 1.5 0.5 0.00 3.0 3.0 9 0.01 1.33 49.8 1.00 429.4 479.2 F
6 71.2 71.2 0.71 4.0 3.0 2509 c0.29 0.40 5.8 1.00 0.5 6.3 A 11.8 B
10.7 0.38 100.0 55.9% 15
AFT Peak
4/24/2013
EBL 16 1900 4.0 1.00 1.00 0.98 1.00 0.95 1732 0.85 1554 0.92 17 0 17 18 Perm
EBT 1 1900 4.0 1.00 0.91 1.00 0.85 1.00 1453 1.00 1453 0.92 1 35 3
EBR 34 1900
WBL 11 1900
WBT 2 1900 4.0 1.00 0.97 0.99 0.90 0.99 1594 0.90 1456 0.92 2 32 16
WBR 31 1900
NBL 38 1900 4.0 1.00 1.00 0.99 1.00 0.95 1755 0.28 518 0.92 41 0 41 12 Perm
NBT 693 1900 4.0 0.95 1.00 1.00 1.00 1.00 3522 1.00 3522 0.92 753 1 770
NBR 17 1900
SBL 30 1900 4.0 1.00 1.00 0.99 1.00 0.95 1750 0.36 662 0.92 33 0 33 9 Perm
SBT 907 1900 4.0 0.95 1.00 1.00 1.00 1.00 3526 1.00 3526 0.92 986 1 1003
SBR 17 1900
0.92 37 0 0 48 4
0.92 12 0 0 48 Perm
0.92 34 0 0 18 1
0.92 18 0 0 9 16
0.92 18 0 0 12 18
4 4 5.2 5.2 0.05 4.0 3.0 81 c0.01 0.21 45.4 1.00 1.3 46.7 D 8 5.2 5.2 0.05 4.0 3.0 76 0.00 0.04 45.0 1.00 0.2 45.2 D 45.7 D 3.3 0.32 100.0 54.7% 15
8 5.2 5.2 0.05 4.0 3.0 76 0.01 0.21 45.4 1.00 1.4 46.8 D 46.8 D HCM Level of Service Sum of lost time (s) ICU Level of Service 2 86.3 86.8 0.87 4.5 3.0 450 0.08 0.09 0.9 1.00 0.4 1.3 A
2 86.3 86.8 0.87 4.5 3.0 3057 0.22 0.25 1.1 1.00 0.2 1.3 A 1.3 A A 8.0 A 6 86.3 86.8 0.87 4.5 3.0 575 0.05 0.06 0.9 0.38 0.2 0.5 A
6 86.3 86.8 0.87 4.5 3.0 3061 c0.28 0.33 1.2 0.30 0.3 0.6 A 0.6 A
AFT Peak
4/24/2013
EBL
EBT Stop 19 0.91 21 WB 1 108 33 58 -0.21 5.6 0.17 556 9.8 9.8 A
EBR
WBL
WBT Stop 15 0.91 16
WBR
NBL
NBT Stop 288 0.91 316
NBR
SBL
SBT Stop 318 0.91 349
SBR
21 0.91 23 EB 1 53 23 9 0.01 6.0 0.09 502 9.6 9.6 A
8 0.91 9 NB 1 351 5 29 0.00 4.9 0.48 708 12.3 12.3 B 12.5 B 55.5% 15
30 0.91 33 SB 1 408 48 10 0.05 4.9 0.55 712 13.8 13.8 B
53 0.91 58
5 0.91 5
26 0.91 29
44 0.91 48
9 0.91 10
AFT Peak
4/24/2013
EBL
EBT Stop 56 0.86 65 WB 1 44 0 8 -0.08 4.0 0.05 883 7.2 7.2 A
WBT Stop 31 0.86 36 SB 1 47 17 29 -0.27 3.9 0.05 887 7.1 7.1 A 7.3 A 23.6% 15
WBR
SBL Stop 15 0.86 17
SBR
12 0.86 14 EB 1 79 14 0 0.07 4.1 0.09 860 7.5 7.5 A
7 0.86 8
25 0.86 29
AFT Peak
4/24/2013
EBL 33 1900 4.0 1.00 0.99 1.00 0.90 0.99 1639 0.99 1639 0.90 37 93 44
EBR 90 1900
NBL 93 1900 4.0 1.00 1.00 0.99 1.00 0.95 1751 0.26 479 0.90 103 0 103 14 Perm
NBT 736 1900 4.0 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.90 818 0 818
SBT 927 1900 4.0 0.95 1.00 1.00 1.00 1.00 3514 1.00 3514 0.90 1030 1 1062
SBR 30 1900
0.90 100 0 0 1
0.90 33 0 0 14 15
4 8.7 8.2 0.07 3.5 3.0 122 c0.03 0.36 48.4 1.00 1.8 50.3 D 50.3 D 2 94.3 93.8 0.85 3.5 3.0 408 0.22 0.25 1.5 1.00 1.5 3.0 A
2 94.3 93.8 0.85 3.5 3.0 3018 0.23 0.27 1.6 1.00 0.2 1.8 A 1.9 A
6 94.3 93.8 0.85 3.5 3.0 2996 c0.30 0.35 1.7 1.00 0.3 2.0 A 2.0 A A 8.0 C
5.1 0.36 110.0 64.8% 15
AFT Peak
4/24/2013
WBL 12 Stop 0% 0.90 13 23 12.0 4.0 2
WBR 33
NBT 737 Free 0% 0.90 819 65 12.0 4.0 5 None 130
NBR 32
SBL 34
SBT 945 Free 0% 0.90 1050 37 12.0 4.0 3 None 390
0.90 37
0.90 36
0.90 38
0.98 1525
0.96 487
0.96 877
1301 6.8 3.5 90 132 WB 1 50 13 37 302 0.17 15 19.3 C 19.3 C
372 6.9 3.3 94 568 NB 1 546 0 0 1700 0.32 0 0.0 0.0 NB 2 309 0 36 1700 0.18 0 0.0 SB 1 388 38 0 781 0.05 4 1.5 A 0.5
780 4.1 2.2 95 781 SB 2 700 0 0 1700 0.41 0 0.0
0.8 68.5% 15
PM Peak Hour
4/23/2013
EBL 42 1900 3.5 1.00 1.00 1.00 1.00 0.95 1703 0.70 1247 0.91 46 0 46
EBT 20 1900 3.5 1.00 0.99 1.00 0.95 1.00 1782 1.00 1782 0.91 22 10 23
EBR 10 1900
WBL 30 1900 3.5 1.00 1.00 1.00 1.00 0.95 1687 0.74 1306 0.91 33 0 33
WBT 6 1900 3.5 1.00 0.92 1.00 0.86 1.00 1470 1.00 1470 0.91 7 79 16
WBR 80 1900
NBL 4 1900 3.5 1.00 1.00 1.00 1.00 0.95 1626 0.44 751 0.91 4 0 4
NBT 422 1900 3.5 1.00 0.99 1.00 0.99 1.00 1741 1.00 1741 0.91 464 2 487
NBR 23 1900
SBL 72 1900 3.5 1.00 1.00 1.00 1.00 0.95 1770 0.47 876 0.91 79 0 79
SBT 483 1900 3.5 1.00 1.00 1.00 1.00 1.00 1769 1.00 1769 0.91 531 1 543
SBR 12 1900
0.91 11 0 0 12 0%
6% Perm 8 5.8 5.8 0.11 3.5 2.0 132 c0.04 0.35 22.8 1.00 0.6 23.4 C
0% 8 5.8 5.8 0.11 3.5 2.0 188 0.01 0.12 22.3 1.00 0.1 22.4 C 23.0 C
7% Perm 4 5.8 5.8 0.11 3.5 2.0 138 0.03 0.24 22.6 1.00 0.3 22.9 C
0% 4 5.8 5.8 0.11 3.5 2.0 155 0.01 0.11 22.3 1.00 0.1 22.4 C 22.5 C
0.91 88 0 0 43 1 2%
11% Perm 6 42.2 42.2 0.77 3.5 2.0 576 0.01 0.01 1.5 1.00 0.0 1.5 A
8% 6 42.2 42.2 0.77 3.5 2.0 1336 0.28 0.36 2.1 1.00 0.8 2.8 A 2.8 A
0.91 25 0 0 75 21 0%
2% Perm 2 42.2 42.2 0.77 3.5 2.0 672 0.09 0.12 1.6 1.00 0.4 2.0 A
7% 2 42.2 42.2 0.77 3.5 2.0 1357 c0.31 0.40 2.1 1.00 0.9 3.0 A 2.9 A
0.91 13 0 0 11 5 4%
6.0 0.39 55.0 65.7% 15
A 7.0 C
Existing No Project 1/10/2013
PM Peak Hour
4/23/2013
EBL
EBT Stop 106 0.87 122 WB 1 78 21 10 0.01 4.2 0.09 842 7.6 7.6 A
EBR
WBL
WBT Stop 41 0.87 47
WBR
NBL
NBT Stop 0 0.87 0
NBR
SBL
SBT Stop 0 0.87 0
SBR
20 0.87 23 EB 1 161 23 16 0.00 4.1 0.18 862 8.0 8.0 A
14 0.87 16 NB 1 16 6 10 -0.28 4.2 0.02 805 7.3 7.3 A 7.8 A 21.2% 15
18 0.87 21 SB 1 34 21 14 -0.09 4.4 0.04 771 7.5 7.5 A
9 0.87 10
5 0.87 6
9 0.87 10
18 0.87 21
12 0.87 14
PM Peak Hour
4/23/2013
EBL 44 1900
EBT 20 1900 4.0 1.00 1.00 1.00 1.00 0.97 1801 0.84 1568 0.93 22 0 69
EBR 86 1900 4.0 1.00 0.95 1.00 0.85 1.00 1508 1.00 1508 0.93 92 84 8 26 1 Perm 4 8.7 8.2 0.08 3.5 3.0 124 0.01 0.06 42.3 1.00 0.2 42.6 D
WBL 21 1900
WBT 6 1900 4.0 1.00 0.99 0.98 0.95 0.97 1691 0.81 1410 0.93 6 14 30
WBR 14 1900
NBL 45 1900 4.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.93 48 0 48 21 Prot 5 8.4 7.4 0.07 3.0 3.0 131 0.03 0.37 44.1 0.97 1.6 44.4 D
NBT 1178 1900 5.0 0.95 1.00 1.00 1.00 1.00 3521 1.00 3521 0.93 1267 1 1289
NBR 21 1900
SBL 25 1900 3.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.93 27 0 27 36 Prot 1 4.2 4.2 0.04 3.0 3.0 74 0.02 0.36 46.6 1.00 3.0 49.6 D
SBT 981 1900 4.0 0.95 1.00 1.00 1.00 1.00 3520 1.00 3520 0.93 1055 1 1079
SBR 23 1900
0.93 47 0 0
0.93 23 0 0 26 Perm
0.93 15 0 0 4
0.93 23 0 0 36 20
0.93 25 0 0 21 22
Perm 4 4 8.7 8.2 0.08 3.5 3.0 129 c0.04 0.53 44.1 1.00 4.2 48.3 D 45.0 D
8 8 8.7 8.2 0.08 3.5 3.0 116 0.02 0.26 43.1 1.00 1.2 44.3 D 44.3 D HCM Level of Service Sum of lost time (s) ICU Level of Service
2 76.6 75.6 0.76 4.0 3.0 2662 c0.37 0.48 4.7 0.82 0.6 4.5 A 5.9 A A 13.0 B
6 72.4 72.4 0.72 4.0 3.0 2548 c0.31 0.42 5.5 1.00 0.5 6.0 A 7.1 A
9.4 0.49 100.0 58.1% 15
PM Peak Hour
4/23/2013
EBL 22 1900 4.0 1.00 1.00 0.95 1.00 0.95 1688 1.00 1777 0.92 24 0 24 37 Perm
EBT 0 1900 4.0 1.00 0.97 1.00 0.85 1.00 1541 1.00 1541 0.92 0 11 1
EBR 11 1900
WBL 6 1900
WBT 0 1900 4.0 1.00 0.95 1.00 0.90 0.99 1559 0.92 1444 0.92 0 22 8
WBR 21 1900
NBL 25 1900 4.0 1.00 1.00 0.96 1.00 0.95 1693 0.24 426 0.92 27 0 27 79 Perm
NBT 1178 1900 4.0 0.95 1.00 1.00 1.00 1.00 3535 1.00 3535 0.92 1280 0 1285
NBR 5 1900
SBL 27 1900 4.0 1.00 1.00 0.99 1.00 0.95 1743 0.21 377 0.92 29 0 29 29 Perm
SBT 1042 1900 4.0 0.95 1.00 1.00 1.00 1.00 3518 1.00 3518 0.92 1133 0 1150
SBR 16 1900
0.92 12 0 0 5 2
0.92 7 0 0 5 Perm
0.92 23 0 0 37 3
0.92 5 0 0 29 20
0.92 17 0 0 79 22
4 4 5.3 5.3 0.05 4.0 3.0 94 c0.01 0.26 45.5 1.00 1.4 46.9 D 8 5.3 5.3 0.05 4.0 3.0 82 0.00 0.01 44.9 1.00 0.0 44.9 D 46.2 D 2.5 0.41 100.0 55.8% 15
2 86.2 86.7 0.87 4.5 3.0 3065 c0.36 0.42 1.4 1.00 0.4 1.8 A 1.8 A A 8.0 B 6 86.2 86.7 0.87 4.5 3.0 327 0.08 0.09 1.0 0.51 0.5 1.0 A
6 86.2 86.7 0.87 4.5 3.0 3050 0.33 0.38 1.3 0.40 0.3 0.9 A 0.9 A
PM Peak Hour
4/23/2013
EBL
EBT Stop 29 0.94 31 WB 1 129 51 49 -0.06 7.1 0.26 477 12.6 12.6 B
EBR
WBL
WBT Stop 27 0.94 29
WBR
NBL
NBT Stop 545 0.94 580
NBR
SBL
SBT Stop 447 0.94 476
SBR
30 0.94 32 EB 1 68 32 5 0.18 7.7 0.14 443 12.0 12.0 B
5 0.94 5 NB 1 607 4 23 0.10 5.6 0.95 631 48.1 48.1 E 37.3 E 72.1% 15
48 0.94 51 SB 1 536 48 13 0.15 5.8 0.86 612 34.3 34.3 D
46 0.94 49
4 0.94 4
22 0.94 23
45 0.94 48
12 0.94 13
PM Peak Hour
4/23/2013
EBL
EBT Stop 78 0.85 92 WB 1 62 0 12 -0.08 4.1 0.07 862 7.4 7.4 A
WBT Stop 43 0.85 51 SB 1 66 25 41 -0.27 4.0 0.07 854 7.3 7.3 A 7.5 A 24.7% 15
WBR
SBL Stop 21 0.85 25
SBR
16 0.85 19 EB 1 111 19 0 0.07 4.2 0.13 844 7.8 7.8 A
10 0.85 12
35 0.85 41
Existing No Project 7: 45th Street West & San Pablo Avenue
PM Peak Hour
4/23/2013
EBL 56 1900 4.0 1.00 0.99 1.00 0.91 0.98 1658 0.98 1658 0.96 58 65 93 6
EBR 96 1900
NBL 53 1900 3.5 1.00 1.00 0.95 1.00 0.95 1685 0.25 440 0.96 55 0 55 72 Perm
NBT 1166 1900 3.5 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.96 1215 0 1215
SBT 1011 1900 3.5 0.95 0.99 1.00 1.00 1.00 3492 1.00 3492 0.96 1053 1 1086
SBR 33 1900
0.96 100 0 0 1
0.96 34 0 0 72 19
4 11.3 10.8 0.10 3.5 3.0 165 c0.06 0.56 46.6 1.00 4.4 51.0 D 51.0 D 2 90.2 90.2 0.83 3.5 3.0 366 0.12 0.15 1.8 1.00 0.9 2.6 A
2 90.2 90.2 0.83 3.5 3.0 2942 c0.34 0.41 2.4 1.00 0.4 2.8 A 2.8 A
6 90.2 90.2 0.83 3.5 3.0 2903 0.31 0.37 2.2 1.00 0.4 2.6 A 2.6 A A 7.5 B
5.7 0.43 108.5 59.7% 15
Existing No Project 701: 45th Street East & San Pablo Avenue
PM Peak Hour
4/23/2013
WBL 9 Stop 0% 0.96 9 42 12.0 4.0 4
WBR 34
NBT 1156 Free 0% 0.96 1204
NBR 66
SBL 41
SBT 1035 Free 0% 0.96 1078 41 12.0 4.0 3 None 390
0.96 35
0.96 69
0.96 43
None 130 0.94 1905 0.91 719 0.91 1315
1559 6.8 3.5 89 86 WB 1 45 9 35 237 0.19 17 23.7 C 23.7 C
490 6.9 3.3 92 444 NB 1 803 0 0 1700 0.47 0 0.0 0.0 NB 2 470 0 69 1700 0.28 0 0.0 SB 1 402 43 0 531 0.08 7 2.4 A 0.9
1145 4.1 2.2 92 531 SB 2 719 0 0 1700 0.42 0 0.0
0.8 76.5% 15
Existing Plus Project 1: 53rd Street & Hollis Street
AM Peak Hour
6/3/2013
EBL 17 1900 3.5 1.00 1.00 1.00 1.00 0.95 1703 0.77 1379 0.86 20 0 20 6% Perm 8 5.2 5.2 0.09 3.5 2.0 130 0.01 0.15 22.9 1.00 0.2 23.1 C
EBT 10 1900 3.5 1.00 0.99 1.00 0.97 1.00 1829 1.00 1829 0.86 12 3 12 0% 8 5.2 5.2 0.09 3.5 2.0 173 0.01 0.07 22.7 1.00 0.1 22.8 C 22.9 C
EBR 3 1900
WBL 18 1900 3.5 1.00 1.00 1.00 1.00 0.95 1687 0.77 1366 0.86 21 0 21 7% Perm 4 5.2 5.2 0.09 3.5 2.0 129 0.02 0.16 22.9 1.00 0.2 23.1 C
WBT 24 1900 3.5 1.00 0.94 1.00 0.90 1.00 1579 1.00 1579 0.86 28 53 34 0% 4 5.2 5.2 0.09 3.5 2.0 149 c0.02 0.23 23.0 1.00 0.3 23.3 C 23.3 C
WBR 51 1900
NBL 14 1900 3.5 1.00 1.00 1.00 1.00 0.95 1626 0.54 931 0.86 16 0 16 11% Perm 6 42.8 42.8 0.78 3.5 2.0 724 0.02 0.02 1.4 1.00 0.1 1.4 A
NBT 306 1900 3.5 1.00 0.98 1.00 0.98 1.00 1716 1.00 1716 0.86 356 4 401 8% 6 42.8 42.8 0.78 3.5 2.0 1335 c0.23 0.30 1.8 1.00 0.6 2.3 A 2.3 A
NBR 42 1900
SBL 93 1900 3.5 1.00 1.00 1.00 1.00 0.95 1770 0.52 975 0.86 108 0 108 2% Perm 2 42.8 42.8 0.78 3.5 2.0 759 0.11 0.14 1.5 1.00 0.4 1.9 A
SBT 290 1900 3.5 1.00 1.00 1.00 0.99 1.00 1755 1.00 1755 0.86 337 3 361 7% 2 42.8 42.8 0.78 3.5 2.0 1366 0.21 0.26 1.7 1.00 0.5 2.2 A 2.1 A
SBR 23 1900
0.86 3 0 0 12 0%
0.86 59 0 0 43 1 2%
0.86 49 0 0 75 21 0%
0.86 27 0 0 11 5 4%
5.1 0.29 55.0 58.6% 15
A 7.0 B
Existing Plus Project 8:00 am 1/10/2013
Existing Plus Project 2: 53rd Street & Boyer Street
AM Peak Hour
6/3/2013
EBL
EBT Stop 111 0.60 185 WB 1 132 8 18 -0.04 4.3 0.16 800 8.1 8.1 A
EBR
WBL
WBT Stop 73 0.69 106
WBR
NBL
NBT Stop 0 0.60 0
NBR
SBL
SBT Stop 0 0.60 0
SBR
10 0.60 17 EB 1 208 17 7 0.03 4.3 0.25 817 8.7 8.7 A
4 0.60 7 NB 1 35 13 22 -0.26 4.5 0.04 739 7.7 7.7 A 8.4 A 22.0% 15
5 0.60 8 SB 1 57 38 18 -0.02 4.7 0.07 707 8.1 8.1 A
11 0.60 18
8 0.60 13
13 0.60 22
23 0.60 38
11 0.60 18
Existing Plus Project 3: 53rd Street & San Pablo Avenue
AM Peak Hour
6/3/2013
EBL 90 1900
EBT 14 1900 4.0 1.00 1.00 1.00 1.00 0.96 1785 0.72 1334 0.60 23 0 173
EBR 201 1900 4.0 1.00 0.96 1.00 0.85 1.00 1518 1.00 1518 0.60 335 196 139 26 1 Perm 4 22.1 21.6 0.22 3.5 3.0 328 0.09 0.42 33.8 1.00 0.9 34.7 C
WBL 28 1900
WBT 14 1900 4.0 1.00 1.00 0.99 0.97 0.98 1741 0.82 1460 0.60 23 11 66
WBR 13 1900
NBL 158 1900 4.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.60 263 0 263 21 Prot 5 17.8 16.8 0.17 3.0 3.0 297 c0.15 0.89 40.7 0.97 24.2 63.6 E
NBT 849 1900 5.0 0.95 1.00 1.00 1.00 1.00 3528 1.00 3528 0.75 1132 1 1143
NBR 9 1900
SBL 12 1900 3.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.75 16 0 16 36 Prot 1 2.4 2.4 0.02 3.0 3.0 42 0.01 0.38 48.1 1.00 5.7 53.8 D
SBT 928 1900 4.0 0.95 0.99 1.00 0.98 1.00 3415 1.00 3415 0.75 1237 13 1444
SBR 132 1900
0.60 150 0 0
0.75 37 0 0 26 Perm
0.75 17 0 0 4
0.75 12 0 0 36 20
0.60 220 0 0 21 22
Perm 4 4 22.1 21.6 0.22 3.5 3.0 288 c0.13 0.60 35.3 1.00 3.5 38.8 D 36.1 D
8 8 22.1 21.6 0.22 3.5 3.0 315 0.05 0.21 32.2 1.00 0.3 32.5 C 32.5 C HCM Level of Service Sum of lost time (s) ICU Level of Service
2 65.0 64.0 0.64 4.0 3.0 2258 0.32 0.51 9.6 0.84 0.8 8.9 A 19.1 B C 12.0 C
6 49.6 49.6 0.50 4.0 3.0 1694 c0.42 0.85 22.0 1.00 5.7 27.7 C 27.9 C
25.7 0.80 100.0 65.8% 15
Existing Plus Project 4: 47th Street & San Pablo Avenue
AM Peak Hour
6/3/2013
EBL 27 1900 4.0 1.00 1.00 0.96 1.00 0.95 1694 0.79 1404 0.60 45 0 45 37 Perm
EBT 0 1900 4.0 1.00 0.98 1.00 0.85 1.00 1546 1.00 1546 0.60 0 19 59
EBR 47 1900
WBL 18 1900
WBT 0 1900 4.0 1.00 0.96 1.00 0.93 0.98 1621 0.82 1360 0.60 0 27 26
WBR 22 1900
NBL 94 1900 4.0 1.00 1.00 0.98 1.00 0.95 1734 0.15 273 0.60 157 0 157 79 Perm
NBT 942 1900 4.0 0.95 1.00 1.00 1.00 1.00 3507 1.00 3507 0.75 1256 1 1298
NBR 32 1900
SBL 27 1900 4.0 1.00 1.00 0.99 1.00 0.95 1746 0.20 363 0.75 36 0 36 29 Perm
SBT 1009 1900 4.0 0.95 0.97 1.00 0.98 1.00 3366 1.00 3366 0.75 1345 4 1528
SBR 112 1900
0.60 78 0 0 5 2
0.75 24 0 0 5 Perm
0.75 29 0 0 37 3
0.75 43 0 0 29 20
0.60 187 0 0 79 22
4 4 8.1 8.1 0.08 4.0 3.0 114 0.03 0.39 43.6 1.00 2.2 45.9 D 8 8.1 8.1 0.08 4.0 3.0 125 c0.04 0.47 43.9 1.00 2.8 46.7 D 46.4 D 4.9 0.67 100.0 79.5% 15
8 8.1 8.1 0.08 4.0 3.0 110 0.02 0.24 43.1 1.00 1.1 44.2 D 44.2 D HCM Level of Service Sum of lost time (s) ICU Level of Service 2 83.4 83.9 0.84 4.5 3.0 229 c0.57 0.69 3.1 1.00 15.5 18.5 B
2 83.4 83.9 0.84 4.5 3.0 2942 0.37 0.44 2.1 1.00 0.5 2.5 A 4.3 A A 8.0 D 6 83.4 83.9 0.84 4.5 3.0 305 0.10 0.12 1.4 0.17 0.5 0.8 A
6 83.4 83.9 0.84 4.5 3.0 2824 0.45 0.54 2.4 0.15 0.5 0.8 A 0.8 A
Existing Plus Project 5: 45th Street & Hollis Street
AM Peak Hour
6/3/2013
EBL
EBT Stop 29 0.85 34 WB 1 189 45 84 -0.13 6.0 0.31 533 11.7 11.7 B
EBR
WBL
WBT Stop 52 0.85 61
WBR
NBL
NBT Stop 278 0.85 327
NBR
SBL
SBT Stop 232 0.85 273
SBR
27 0.85 32 EB 1 72 32 6 0.17 6.6 0.13 447 10.6 10.6 B
5 0.85 6 NB 1 399 15 56 0.05 5.4 0.59 638 15.9 15.9 C 14.6 B 56.2% 15
38 0.85 45 SB 1 367 76 18 0.15 5.5 0.56 625 15.3 15.3 C
71 0.85 84
13 0.85 15
48 0.85 56
65 0.85 76
15 0.85 18
Existing Plus Project 6: 45th Street & Doyle Street
AM Peak Hour
6/3/2013
EBL
EBT Stop 37 0.69 54 WB 1 209 0 43 -0.09 4.4 0.26 770 9.0 9.0 A
WBT Stop 114 0.69 165 SB 1 180 109 71 -0.08 4.7 0.23 725 9.1 9.1 A 9.0 A 33.5% 15
WBR
SBL Stop 75 0.69 109
SBR
65 0.69 94 EB 1 148 94 0 0.16 4.8 0.20 715 8.9 8.9 A
30 0.69 43
49 0.69 71
Existing Plus Project 7: 45th Street West & San Pablo Avenue
AM Peak Hour
6/3/2013
EBL 41 1900 4.0 1.00 0.99 1.00 0.91 0.98 1658 0.98 1658 0.96 43 67 50 6
EBR 71 1900
NBL 140 1900 3.5 1.00 1.00 0.96 1.00 0.95 1690 0.24 426 0.96 146 0 146 72 Perm
NBT 1005 1900 3.5 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.96 1047 0 1047
SBT 1004 1900 3.5 0.95 0.98 1.00 0.99 1.00 3437 1.00 3437 0.96 1046 3 1120
SBR 74 1900
0.96 74 0 0 1
0.96 77 0 0 72 19
4 10.2 9.7 0.09 3.5 3.0 152 c0.03 0.33 45.1 1.00 1.3 46.4 D 46.4 D 2 88.8 88.8 0.84 3.5 3.0 357 c0.34 0.41 2.1 1.00 3.4 5.6 A
2 88.8 88.8 0.84 3.5 3.0 2965 0.30 0.35 2.0 1.00 0.3 2.3 A 2.7 A
6 88.8 88.8 0.84 3.5 3.0 2879 0.33 0.39 2.1 1.00 0.4 2.5 A 2.5 A A 7.5 C
4.7 0.40 106.0 67.9% 15
Existing Plus Project 701: 45th Street East & San Pablo Avenue
AM Peak Hour
6/3/2013
WBL 16 Stop 0% 0.96 17 42 12.0 4.0 4
WBR 70 0.96 73
NBT 1016 Free 0% 0.96 1058
NBR 30 0.96 31
SBL 29 0.96 30
SBT 1062 Free 0% 0.96 1106 41 12.0 4.0 3 None 390
None 130 0.96 1730 1349 6.8 3.5 87 125 WB 1 90 17 73 315 0.28 29 20.9 C 20.9 C 0.93 628 450 6.9 3.3 85 483 NB 1 706 0 0 1700 0.42 0 0.0 0.0 NB 2 384 0 31 1700 0.23 0 0.0 SB 1 399 30 0 622 0.05 4 1.5 A 0.5 0.93 1132 991 4.1 2.2 95 622 SB 2 738 0 0 1700 0.43 0 0.0
1.1 68.9% 15
AFT Peak Hour

5/30/2013
EBL 22 1900 3.5 1.00 1.00 1.00 1.00 0.95 1703 1.00 1792 0.94 23 0 23
EBT 12 1900 3.5 1.00 0.98 1.00 0.92 1.00 1705 1.00 1705 0.94 13 15 14
EBR 15 1900
WBL 9 1900 3.5 1.00 1.00 1.00 1.00 0.95 1687 1.00 1776 0.94 10 0 10
WBT 4 1900 3.5 1.00 0.91 1.00 0.86 1.00 1473 1.00 1473 0.94 4 40 7
WBR 40 1900
NBL 11 1900 3.5 1.00 1.00 1.00 1.00 0.95 1626 0.54 926 0.94 12 0 12
NBT 363 1900 3.5 1.00 0.99 1.00 0.99 1.00 1741 1.00 1741 0.94 386 2 404
NBR 19 1900
SBL 70 1900 3.5 1.00 1.00 1.00 1.00 0.95 1770 0.52 975 0.94 74 0 74
SBT 344 1900 3.5 1.00 1.00 1.00 1.00 1.00 1772 1.00 1772 0.94 366 0 371
SBR 5 1900
0.94 16 0 0 12 0%
6% Perm 8 3.8 3.8 0.07 3.5 2.0 124 c0.01 0.19 24.1 1.00 0.3 24.4 C
0% 8 3.8 3.8 0.07 3.5 2.0 118 0.01 0.12 24.0 1.00 0.2 24.2 C 24.3 C
7% Perm 4 3.8 3.8 0.07 3.5 2.0 123 0.01 0.08 24.0 1.00 0.1 24.1 C
0% 4 3.8 3.8 0.07 3.5 2.0 102 0.00 0.07 23.9 1.00 0.1 24.0 C 24.1 C
0.94 43 0 0 43 1 2%
11% Perm 6 44.2 44.2 0.80 3.5 2.0 744 0.01 0.02 1.1 1.00 0.0 1.1 A
8% 6 44.2 44.2 0.80 3.5 2.0 1399 c0.23 0.29 1.4 1.00 0.5 1.9 A 1.9 A
0.94 20 0 0 75 21 0%
2% Perm 2 44.2 44.2 0.80 3.5 2.0 784 0.08 0.09 1.1 1.00 0.2 1.4 A
7% 2 44.2 44.2 0.80 3.5 2.0 1424 0.21 0.26 1.3 1.00 0.4 1.8 A 1.7 A
0.94 5 0 0 11 5 4%
4.3 0.28 55.0 59.7% 15
A 7.0 B
AFT Peak Hour

5/30/2013
EBL
EBT Stop 92 0.60 153 WB 1 66 12 7 0.01 4.2 0.08 839 7.5 7.5 A
EBR
WBL
WBT Stop 33 0.69 48
WBR
NBL
NBT Stop 0 0.60 0
NBR
SBL
SBT Stop 0 0.60 0
SBR
12 0.60 20 EB 1 187 20 13 0.01 4.1 0.21 866 8.2 8.2 A
8 0.60 13 NB 1 20 8 12 -0.23 4.2 0.02 792 7.3 7.3 A 7.9 A 20.0% 15
7 0.60 12 SB 1 27 10 17 -0.27 4.2 0.03 794 7.3 7.3 A
4 0.60 7
5 0.60 8
7 0.60 12
6 0.60 10
10 0.60 17
AFT Peak Hour

5/30/2013
EBL 74 1900
EBT 8 1900 4.0 1.00 1.00 1.00 1.00 0.96 1782 0.74 1383 0.60 13 0 136
EBR 158 1900 4.0 1.00 0.96 1.00 0.85 1.00 1515 1.00 1515 0.60 263 163 100 26 1 Perm 4 15.4 14.9 0.15 3.5 3.0 226 0.07 0.44 38.8 1.00 1.4 40.2 D
WBL 28 1900
WBT 4 1900 4.0 1.00 1.00 0.99 0.97 0.97 1710 0.75 1319 0.60 7 13 46
WBR 11 1900
NBL 76 1900 4.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.60 127 0 127 21 Prot 5 10.9 9.9 0.10 3.0 3.0 175 c0.07 0.73 43.7 0.99 13.4 56.8 E
NBT 759 1900 5.0 0.95 1.00 1.00 1.00 1.00 3518 1.00 3518 0.75 1012 1 1032
NBR 16 1900
SBL 11 1900 3.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.75 15 0 15 36 Prot 1 3.0 3.0 0.03 3.0 3.0 53 0.01 0.28 47.4 1.00 2.9 50.4 D
SBT 904 1900 4.0 0.95 0.99 1.00 0.99 1.00 3470 1.00 3470 0.75 1205 6 1311
SBR 67 1900
0.60 123 0 0
0.75 37 0 0 26 Perm
0.75 15 0 0 4
0.75 21 0 0 36 20
0.60 112 0 0 21 22
Perm 4 4 15.4 14.9 0.15 3.5 3.0 206 c0.10 0.66 40.2 1.00 7.7 47.9 D 42.8 D
2 71.1 70.1 0.70 4.0 3.0 2466 0.29 0.42 6.3 0.87 0.5 6.0 A 11.6 B B 12.0 B
6 63.2 63.2 0.63 4.0 3.0 2193 c0.38 0.60 10.9 1.00 1.2 12.1 B 12.5 B
16.8 0.62 100.0 58.0% 15
AFT Peak Hour

5/30/2013
EBL 27 1900 4.0 1.00 1.00 0.96 1.00 0.95 1695 0.75 1331 0.60 45 0 45 37 Perm
EBT 1 1900 4.0 1.00 0.98 1.00 0.85 1.00 1553 1.00 1553 0.60 2 39 41
EBR 47 1900
WBL 11 1900
WBT 2 1900 4.0 1.00 0.95 1.00 0.91 0.99 1587 0.90 1445 0.60 3 38 21
WBR 31 1900
NBL 62 1900 4.0 1.00 1.00 0.98 1.00 0.95 1726 0.17 305 0.60 103 0 103 79 Perm
NBT 769 1900 4.0 0.95 1.00 1.00 1.00 1.00 3518 1.00 3518 0.75 1025 1 1047
NBR 17 1900
SBL 30 1900 4.0 1.00 1.00 0.98 1.00 0.95 1731 0.26 480 0.75 40 0 40 29 Perm
SBT 1009 1900 4.0 0.95 0.98 1.00 0.99 1.00 3447 1.00 3447 0.75 1345 2 1436
SBR 56 1900
0.60 78 0 0 5 2
0.75 15 0 0 5 Perm
0.75 41 0 0 37 3
0.75 23 0 0 29 20
0.60 93 0 0 79 22
4 4 7.9 7.9 0.08 4.0 3.0 105 c0.03 0.43 43.9 1.00 2.8 46.7 D 8 7.9 7.9 0.08 4.0 3.0 123 0.03 0.34 43.6 1.00 1.6 45.2 D 45.7 D 4.5 0.49 100.0 75.1% 15
2 83.6 84.1 0.84 4.5 3.0 2959 0.30 0.35 1.8 1.00 0.3 2.1 A 2.5 A A 8.0 D 6 83.6 84.1 0.84 4.5 3.0 404 0.08 0.10 1.4 0.36 0.4 0.9 A
6 83.6 84.1 0.84 4.5 3.0 2899 c0.42 0.50 2.2 0.26 0.5 1.1 A 1.1 A
AFT Peak Hour

5/30/2013
EBL
EBT Stop 21 0.91 23 WB 1 170 57 91 -0.17 5.9 0.28 535 11.2 11.2 B
EBR
WBL
WBT Stop 20 0.91 22
WBR
NBL
NBT Stop 297 0.91 326
NBR
SBL
SBT Stop 320 0.91 352
SBR
23 0.91 25 EB 1 57 25 9 0.12 6.5 0.10 450 10.3 10.3 B
8 0.91 9 NB 1 374 5 42 0.06 5.3 0.55 642 14.7 14.7 B 14.7 B 60.3% 15
52 0.91 57 SB 1 421 59 10 0.15 5.3 0.62 651 16.8 16.8 C
83 0.91 91
5 0.91 5
38 0.91 42
54 0.91 59
9 0.91 10
AFT Peak Hour

5/30/2013
EBL
EBT Stop 61 0.86 71 WB 1 84 0 13 -0.06 4.3 0.10 782 7.8 7.8 A
WBT Stop 61 0.86 71 SB 1 165 105 60 -0.06 4.3 0.20 804 8.3 8.3 A 8.2 A 28.1% 15
WBR
SBL Stop 90 0.86 105
SBR
32 0.86 37 EB 1 108 37 0 0.10 4.5 0.13 771 8.2 8.2 A
11 0.86 13
52 0.86 60
AFT Peak Hour

5/30/2013
EBL 69 1900 4.0 1.00 0.99 1.00 0.91 0.98 1654 0.98 1654 0.90 77 68 157 6
EBR 133 1900
NBL 97 1900 3.5 1.00 1.00 0.96 1.00 0.95 1705 0.21 385 0.90 108 0 108 72 Perm
NBT 796 1900 3.5 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.90 884 0 884
SBT 1009 1900 3.5 0.95 0.98 1.00 0.99 1.00 3453 1.00 3453 0.90 1121 3 1185
SBR 60 1900
0.90 148 0 0 1
0.90 67 0 0 72 19
4 15.4 14.9 0.14 3.5 3.0 224 c0.09 0.70 45.4 1.00 9.2 54.6 D 54.6 D 2 87.6 87.6 0.80 3.5 3.0 307 0.28 0.35 3.2 1.00 3.1 6.3 A
2 87.6 87.6 0.80 3.5 3.0 2818 0.25 0.31 3.0 1.00 0.3 3.3 A 3.7 A
6 87.6 87.6 0.80 3.5 3.0 2750 c0.34 0.43 3.5 1.00 0.5 4.0 A 4.0 A A 7.5 C
8.6 0.47 110.0 72.9% 15
AFT Peak Hour

5/30/2013
WBL 12 Stop 0% 0.90 13 42 12.0 4.0 4
WBR 37
NBT 832 Free 0% 0.90 924
NBR 33
SBL 36
SBT 1057 Free 0% 0.90 1174 41 12.0 4.0 3 None 390
0.90 41
0.90 37
0.90 40
None 130 0.95 1652 0.93 564 0.93 1003
1253 6.8 3.5 91 141 WB 1 54 13 41 317 0.17 15 18.7 C 18.7 C
385 6.9 3.3 92 532 NB 1 616 0 0 1700 0.36 0 0.0 0.0 NB 2 345 0 37 1700 0.20 0 0.0 SB 1 431 40 0 701 0.06 5 1.7 A 0.6
857 4.1 2.2 94 701 SB 2 783 0 0 1700 0.46 0 0.0
0.8 73.4% 15
PM Peak Hour
5/30/2013
EBL 42 1900 3.5 1.00 1.00 1.00 1.00 0.95 1703 0.69 1243 0.91 46 0 46
EBT 21 1900 3.5 1.00 0.99 1.00 0.95 1.00 1778 1.00 1778 0.91 23 11 24
EBR 11 1900
WBL 31 1900 3.5 1.00 1.00 1.00 1.00 0.95 1687 0.73 1304 0.91 34 0 34
WBT 7 1900 3.5 1.00 0.92 1.00 0.86 1.00 1474 1.00 1474 0.91 8 81 17
WBR 82 1900
NBL 7 1900 3.5 1.00 1.00 1.00 1.00 0.95 1626 0.43 742 0.91 8 0 8
NBT 437 1900 3.5 1.00 0.99 1.00 0.99 1.00 1738 1.00 1738 0.91 480 2 508
NBR 27 1900
SBL 80 1900 3.5 1.00 1.00 1.00 1.00 0.95 1770 0.46 853 0.91 88 0 88
SBT 491 1900 3.5 1.00 1.00 1.00 1.00 1.00 1769 1.00 1769 0.91 540 1 552
SBR 12 1900
0.91 12 0 0 12 0%
6% Perm 8 5.8 5.8 0.11 3.5 2.0 131 c0.04 0.35 22.9 1.00 0.6 23.4 C
0% 8 5.8 5.8 0.11 3.5 2.0 187 0.01 0.13 22.3 1.00 0.1 22.4 C 23.0 C
7% Perm 4 5.8 5.8 0.11 3.5 2.0 138 0.03 0.25 22.6 1.00 0.3 22.9 C
0% 4 5.8 5.8 0.11 3.5 2.0 155 0.01 0.11 22.3 1.00 0.1 22.4 C 22.5 C
0.91 90 0 0 43 1 2%
11% Perm 6 42.2 42.2 0.77 3.5 2.0 569 0.01 0.01 1.5 1.00 0.0 1.6 A
8% 6 42.2 42.2 0.77 3.5 2.0 1334 0.29 0.38 2.1 1.00 0.8 2.9 A 2.9 A
0.91 30 0 0 75 21 0%
2% Perm 2 42.2 42.2 0.77 3.5 2.0 654 0.10 0.13 1.7 1.00 0.4 2.1 A
7% 2 42.2 42.2 0.77 3.5 2.0 1357 c0.31 0.41 2.2 1.00 0.9 3.1 A 2.9 A
0.91 13 0 0 11 5 4%
6.0 0.40 55.0 66.1% 15
A 7.0 C
PM Peak Hour
5/30/2013
EBL
EBT Stop 119 0.87 137 WB 1 82 21 10 0.01 4.2 0.10 838 7.6 7.6 A
EBR
WBL
WBT Stop 44 0.87 51
WBR
NBL
NBT Stop 0 0.87 0
NBR
SBL
SBT Stop 0 0.87 0
SBR
20 0.87 23 EB 1 176 23 16 0.01 4.1 0.20 860 8.1 8.1 A
14 0.87 16 NB 1 16 6 10 -0.28 4.2 0.02 794 7.3 7.3 A 7.9 A 21.8% 15
18 0.87 21 SB 1 36 22 14 -0.08 4.4 0.04 760 7.6 7.6 A
9 0.87 10
5 0.87 6
9 0.87 10
19 0.87 22
12 0.87 14
PM Peak Hour
5/30/2013
EBL 61 1900
EBT 21 1900 4.0 1.00 1.00 1.00 1.00 0.96 1796 0.81 1505 0.93 23 0 89
EBR 124 1900 4.0 1.00 0.96 1.00 0.85 1.00 1513 1.00 1513 0.93 133 119 14 26 1 Perm 4 11.4 10.9 0.11 3.5 3.0 165 0.01 0.09 40.1 1.00 0.2 40.3 D
WBL 23 1900
WBT 7 1900 4.0 1.00 0.99 0.99 0.96 0.97 1703 0.82 1439 0.93 8 13 35
WBR 14 1900
NBL 67 1900 4.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.93 72 0 72 21 Prot 5 8.2 7.2 0.07 3.0 3.0 127 c0.04 0.57 44.9 0.94 5.3 47.3 D
NBT 1213 1900 5.0 0.95 1.00 1.00 1.00 1.00 3521 1.00 3521 0.93 1304 1 1327
NBR 22 1900
SBL 25 1900 3.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.93 27 0 27 36 Prot 1 3.6 3.6 0.04 3.0 3.0 64 0.02 0.42 47.2 1.00 4.4 51.6 D
SBT 1010 1900 4.0 0.95 1.00 1.00 0.99 1.00 3506 1.00 3506 0.93 1086 2 1130
SBR 43 1900
0.93 66 0 0
0.93 25 0 0 26 Perm
0.93 15 0 0 4
0.93 24 0 0 36 20
0.93 46 0 0 21 22
Perm 4 4 11.4 10.9 0.11 3.5 3.0 164 c0.06 0.54 42.2 1.00 3.6 45.8 D 42.5 D
2 74.5 73.5 0.74 4.0 3.0 2588 c0.38 0.51 5.6 1.19 0.7 7.4 A 9.4 A B 13.0 C
6 69.9 69.9 0.70 4.0 3.0 2451 0.32 0.46 6.7 1.00 0.6 7.3 A 8.3 A
12.1 0.54 100.0 64.9% 15
PM Peak Hour
5/30/2013
EBL 32 1900 4.0 1.00 1.00 0.95 1.00 0.95 1688 1.00 1777 0.92 35 0 35 37 Perm
EBT 0 1900 4.0 1.00 0.97 1.00 0.85 1.00 1542 1.00 1542 0.92 0 24 1
EBR 23 1900
WBL 6 1900
WBT 0 1900 4.0 1.00 0.95 1.00 0.90 0.99 1560 0.92 1446 0.92 0 22 8
WBR 21 1900
NBL 46 1900 4.0 1.00 1.00 0.96 1.00 0.95 1703 0.22 392 0.92 50 0 50 79 Perm
NBT 1226 1900 4.0 0.95 1.00 1.00 1.00 1.00 3536 1.00 3536 0.92 1333 0 1338
NBR 5 1900
SBL 27 1900 4.0 1.00 1.00 0.99 1.00 0.95 1746 0.19 354 0.92 29 0 29 29 Perm
SBT 1078 1900 4.0 0.95 0.99 1.00 0.99 1.00 3475 1.00 3475 0.92 1172 1 1226
SBR 51 1900
0.92 25 0 0 5 2
0.92 7 0 0 5 Perm
0.92 23 0 0 37 3
0.92 5 0 0 29 20
0.92 55 0 0 79 22
4 4 5.8 5.8 0.06 4.0 3.0 103 c0.02 0.34 45.3 1.00 2.0 47.2 D 8 5.8 5.8 0.06 4.0 3.0 89 0.00 0.02 44.4 1.00 0.1 44.5 D 46.1 D 4.0 0.43 100.0 61.3% 15
2 85.7 86.2 0.86 4.5 3.0 3048 c0.38 0.44 1.5 1.00 0.5 2.0 A 2.0 A A 8.0 B 6 85.7 86.2 0.86 4.5 3.0 305 0.08 0.10 1.0 1.98 0.6 2.6 A
6 85.7 86.2 0.86 4.5 3.0 2995 0.35 0.41 1.5 1.94 0.4 3.2 A 3.2 A
PM Peak Hour
5/30/2013
EBL
EBT Stop 31 0.94 33 WB 1 167 67 68 -0.08 7.2 0.33 477 13.7 13.7 B
EBR
WBL
WBT Stop 30 0.94 32
WBR
NBL
NBT Stop 549 0.94 584
NBR
SBL
SBT Stop 448 0.94 477
SBR
31 0.94 33 EB 1 71 33 5 0.18 7.9 0.16 430 12.3 12.3 B
5 0.94 5 NB 1 621 4 33 0.09 5.9 1.02 621 65.8 65.8 F 47.7 E 80.0% 15
63 0.94 67 SB 1 547 57 13 0.15 6.0 0.91 588 42.1 42.1 E
64 0.94 68
4 0.94 4
31 0.94 33
54 0.94 57
12 0.94 13
PM Peak Hour
5/30/2013
EBL
EBT Stop 80 0.85 94 WB 1 80 0 15 -0.08 4.4 0.10 773 7.9 7.9 A
WBT Stop 55 0.85 65 SB 1 178 107 71 -0.08 4.3 0.21 796 8.5 8.5 A 8.3 A 29.6% 15
WBR
SBL Stop 91 0.85 107
SBR
34 0.85 40 EB 1 134 40 0 0.09 4.5 0.17 758 8.4 8.4 A
13 0.85 15
60 0.85 71
PM Peak Hour
5/30/2013
EBL 88 1900 4.0 1.00 0.99 1.00 0.92 0.98 1663 0.98 1663 0.96 92 55 179 6
EBR 136 1900
NBL 56 1900 3.5 1.00 1.00 0.96 1.00 0.95 1700 0.23 405 0.96 58 0 58 72 Perm
NBT 1202 1900 3.5 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.96 1252 0 1252
SBT 1046 1900 3.5 0.95 0.99 1.00 0.99 1.00 3476 1.00 3476 0.96 1090 2 1135
SBR 45 1900
0.96 142 0 0 1
0.96 47 0 0 72 19
4 16.6 16.1 0.15 3.5 3.0 243 c0.11 0.74 44.9 1.00 11.1 56.0 E 56.0 E 2 86.4 86.4 0.79 3.5 3.0 318 0.14 0.18 3.0 1.00 1.3 4.2 A
2 86.4 86.4 0.79 3.5 3.0 2780 c0.35 0.45 3.9 1.00 0.5 4.4 A 4.4 A
6 86.4 86.4 0.79 3.5 3.0 2730 0.33 0.42 3.8 1.00 0.5 4.2 A 4.2 A A 7.5 C
8.9 0.50 110.0 66.4% 15
PM Peak Hour
5/30/2013
WBL 9 Stop 0% 0.93 10 42 12.0 4.0 4
WBR 37
NBT 1222 Free 0% 0.93 1314
NBR 67
SBL 42
SBT 1082 Free 0% 0.93 1163 41 12.0 4.0 3 None 390
0.93 40
0.93 72
0.93 45
None 130 0.91 2064 0.88 776 0.88 1428
1632 6.8 3.5 87 74 WB 1 49 10 40 224 0.22 21 25.6 D 25.6 D
469 6.9 3.3 91 443 NB 1 876 0 0 1700 0.52 0 0.0 0.0 NB 2 510 0 72 1700 0.30 0 0.0 SB 1 433 45 0 485 0.09 8 2.8 A 1.0
1211 4.1 2.2 91 485 SB 2 776 0 0 1700 0.46 0 0.0
0.9 78.6% 15
Cumulative Conditions
2035 No Project (PASS) 1: 53rd Street & Hollis Street
AM Peak Hour
5/30/2013
EBL 18 1900 3.5 1.00 1.00 1.00 1.00 0.95 1703 0.56 996 0.86 21 0 21
EBT 27 1900 3.5 1.00 0.99 1.00 0.95 1.00 1774 1.00 1774 0.86 31 15 33
EBR 15 1900
WBL 15 1900 3.5 1.00 1.00 1.00 1.00 0.95 1687 0.73 1289 0.86 17 0 17
WBT 88 1900 3.5 1.00 0.97 1.00 0.94 1.00 1721 1.00 1721 0.86 102 49 113
WBR 52 1900
NBL 24 1900 3.5 1.00 1.00 1.00 1.00 0.95 1626 0.37 630 0.86 28 0 28
NBT 497 1900 3.5 1.00 1.00 1.00 0.99 1.00 1746 1.00 1746 0.86 578 2 598
NBR 19 1900
SBL 68 1900 3.5 1.00 1.00 1.00 1.00 0.95 1770 0.40 743 0.86 79 0 79
SBT 540 1900 3.5 1.00 1.00 1.00 0.99 1.00 1764 1.00 1764 0.86 628 2 654
SBR 24 1900
0.86 17 0 0 12 0%
6% Perm 8 7.2 7.2 0.13 3.5 2.0 130 0.02 0.16 21.2 1.00 0.2 21.4 C
0% 8 7.2 7.2 0.13 3.5 2.0 232 0.02 0.14 21.2 1.00 0.1 21.3 C 21.3 C
7% Perm 4 7.2 7.2 0.13 3.5 2.0 169 0.01 0.10 21.0 1.00 0.1 21.1 C
0% 4 7.2 7.2 0.13 3.5 2.0 225 c0.07 0.50 22.2 1.00 0.6 22.9 C 22.7 C
0.86 60 0 0 43 1 2%
11% Perm 6 40.8 40.8 0.74 3.5 2.0 467 0.04 0.06 1.9 1.00 0.2 2.2 A
8% 6 40.8 40.8 0.74 3.5 2.0 1295 0.34 0.46 2.8 1.00 1.2 4.0 A 3.9 A
0.86 22 0 0 75 21 0%
2% Perm 2 40.8 40.8 0.74 3.5 2.0 551 0.11 0.14 2.1 1.00 0.5 2.6 A
7% 2 40.8 40.8 0.74 3.5 2.0 1309 c0.37 0.50 2.9 1.00 1.4 4.3 A 4.1 A
0.86 28 0 0 11 5 4%
6.8 0.50 55.0 71.5% 15
A 7.0 C
2035 No Project (PASS) 8:00 am 1/10/2013
2035 No Project (PASS) 2: 53rd Street & Boyer Street
AM Peak Hour
5/30/2013
EBL
EBT Stop 81 0.74 109 WB 1 207 7 18 -0.01 4.2 0.24 840 8.5 8.5 A
EBR
WBL
WBT Stop 135 0.74 182
WBR
NBL
NBT Stop 0 0.74 0
NBR
SBL
SBT Stop 0 0.74 0
SBR
10 0.74 14 EB 1 128 14 5 0.03 4.3 0.15 812 8.1 8.1 A
4 0.74 5 NB 1 28 11 18 -0.26 4.4 0.03 746 7.6 7.6 A 8.3 A 21.6% 15
5 0.74 7 SB 1 43 28 15 -0.04 4.6 0.06 714 7.9 7.9 A
13 0.74 18
8 0.74 11
13 0.74 18
21 0.74 28
11 0.74 15
2035 No Project (PASS) 3: 53rd Street & San Pablo Avenue
AM Peak Hour
5/30/2013
EBL 24 1900
EBT 13 1900 4.0 1.00 1.00 1.00 1.00 0.97 1803 0.76 1412 0.97 13 0 38
EBR 81 1900 4.0 1.00 0.95 1.00 0.85 1.00 1512 1.00 1512 0.97 84 78 6 26 1 Perm 4 8.0 7.5 0.07 3.5 3.0 103 0.00 0.06 47.9 1.00 0.2 48.2 D
WBL 26 1900
WBT 23 1900 4.0 1.00 0.99 0.99 0.97 0.98 1744 0.85 1506 0.97 24 10 54
WBR 13 1900
NBL 111 1900 4.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.97 114 0 114 21 Prot 5 14.3 13.3 0.12 3.0 3.0 214 c0.06 0.53 45.4 0.94 2.3 44.8 D
NBT 1045 1900 5.0 0.95 1.00 1.00 1.00 1.00 3531 1.00 3531 0.97 1077 0 1085
NBR 8 1900
SBL 14 1900 3.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.97 14 0 14 36 Prot 1 2.8 2.8 0.03 3.0 3.0 45 0.01 0.31 52.7 1.00 3.9 56.6 E
SBT 1145 1900 4.0 0.95 1.00 1.00 1.00 1.00 3517 1.00 3517 0.97 1180 1 1211
SBR 31 1900
0.97 25 0 0
0.97 27 0 0 26 Perm
0.97 13 0 0 4
0.97 8 0 0 36 20
0.97 32 0 0 21 22
Perm 4 4 8.0 7.5 0.07 3.5 3.0 96 0.03 0.40 49.1 1.00 2.7 51.8 D 49.3 D
8 8 8.0 7.5 0.07 3.5 3.0 103 c0.04 0.52 49.5 1.00 4.7 54.2 D 54.2 D HCM Level of Service Sum of lost time (s) ICU Level of Service
2 88.7 87.7 0.80 4.0 3.0 2815 0.31 0.39 3.3 0.69 0.4 2.6 A 6.6 A B 12.0 B
6 77.2 77.2 0.70 4.0 3.0 2468 c0.34 0.49 7.5 1.00 0.7 8.2 A 8.7 A
10.8 0.50 110.0 63.8% 15
2035 No Project (PASS) 4: 47th Street & San Pablo Avenue
AM Peak Hour
5/30/2013
EBL 20 1900 4.0 1.00 1.00 0.98 1.00 0.95 1726 0.50 909 0.92 22 0 22 37 Perm
EBT 3 1900 4.0 1.00 0.98 1.00 0.86 1.00 1571 1.00 1571 0.92 3 35 10
EBR 39 1900
WBL 87 1900
WBT 2 1900 4.0 1.00 0.97 1.00 0.93 0.98 1629 0.84 1393 0.92 2 45 170
WBR 109 1900
NBL 54 1900 4.0 1.00 1.00 0.97 1.00 0.95 1725 0.20 372 0.92 59 0 59 79 Perm
NBT 1017 1900 4.0 0.95 0.99 1.00 0.98 1.00 3448 1.00 3448 0.92 1105 5 1226
NBR 116 1900
SBL 134 1900 4.0 1.00 1.00 0.99 1.00 0.95 1752 0.20 365 0.92 146 0 146 29 Perm
SBT 1063 1900 4.0 0.95 0.99 1.00 0.99 1.00 3489 1.00 3489 0.92 1155 2 1203
SBR 46 1900
0.92 42 0 0 5 2
0.92 95 0 0 5 Perm
0.92 118 0 0 37 3
0.92 126 0 0 29 20
0.92 50 0 0 79 22
4 4 18.3 18.3 0.17 4.0 3.0 151 0.02 0.15 39.2 1.00 0.4 39.6 D 8 18.3 18.3 0.17 4.0 3.0 261 0.01 0.04 38.5 1.00 0.1 38.5 D 38.9 D 7.8 0.56 110.0 85.3% 15
2 83.2 83.7 0.76 4.5 3.0 2624 0.36 0.47 4.9 0.82 0.6 4.6 A 4.6 A A 8.0 E 6 83.2 83.7 0.76 4.5 3.0 278 c0.40 0.53 5.2 0.30 6.4 8.0 A
6 83.2 83.7 0.76 4.5 3.0 2655 0.34 0.45 4.8 0.11 0.5 1.1 A 1.8 A
2035 No Project (PASS) 5: 45th Street & Hollis Street
AM Peak Hour
5/30/2013
EBL 23 1900
EBT 47 1900 4.0 1.00 1.00 1.00 0.98 0.99 1682 0.91 1556 0.85 55 11 84
EBR 11 1900
WBL 26 1900
WBT 66 1900 4.0 1.00 0.99 1.00 0.96 0.99 1704 0.91 1572 0.85 78 38 117
WBR 39 1900
NBL 13 1900 4.0 1.00 1.00 1.00 1.00 0.95 1801 0.39 732 0.85 15 0 15 4 0% Perm 2 24.8 24.8 0.62 4.0 3.0 454 0.02 0.03 2.9 1.00 0.1 3.1 A
NBT 458 1900 4.0 1.00 1.00 1.00 0.99 1.00 1749 1.00 1749 0.85 539 4 571
NBR 31 1900
SBL 49 1900 4.0 1.00 1.00 0.99 1.00 0.95 1726 0.39 711 0.85 58 0 58 11 4% Perm 6 24.8 24.8 0.62 4.0 3.0 441 0.08 0.13 3.1 1.00 0.6 3.8 A
SBT 480 1900 4.0 1.00 1.00 1.00 1.00 1.00 1735 1.00 1735 0.85 565 2 581
SBR 15 1900
0.85 27 0 0 8 4% Perm 4
13% 4
0.85 13 0 0 5 1 0%
0.85 31 0 0 5 6% Perm 8
4% 8 7.2 7.2 0.18 4.0 3.0 283 c0.07 0.41 14.5 1.00 1.0 15.5 B 15.5 B
0.85 46 0 0 8 4 5%
7% 2 24.8 24.8 0.62 4.0 3.0 1084 0.33 0.53 4.3 1.00 1.8 6.1 A 6.0 A
0.85 36 0 0 11 26 12%
9% 6 24.8 24.8 0.62 4.0 3.0 1076 c0.34 0.54 4.3 1.00 1.9 6.3 A 6.1 A
0.85 18 0 0 4 4 7%
7.2 7.2 0.18 4.0 3.0 280 0.05 0.30 14.2 1.00 0.6 14.8 B 14.8 B 7.6 0.51 40.0 49.5% 15
A 8.0 A
2035 No Project (PASS) 6: 45th Street & Doyle Street
AM Peak Hour
5/30/2013
EBL
EBT Stop 54 0.69 78 WB 1 174 0 33 -0.08 4.2 0.20 843 8.2 8.2 A
WBT Stop 97 0.69 141 SB 1 88 39 49 -0.21 4.4 0.11 772 7.9 7.9 A 8.1 A 24.6% 15
WBR
SBL Stop 27 0.69 39
SBR
34 0.69 49 EB 1 128 49 0 0.11 4.4 0.16 795 8.2 8.2 A
23 0.69 33
34 0.69 49
2035 No Project (PASS) 7: 45th Street West & San Pablo Avenue
AM Peak Hour
5/30/2013
EBL 35 1900 4.0 1.00 0.99 1.00 0.92 0.98 1668 0.98 1668 0.96 36 45 39 6
EBR 46 1900
NBL 142 1900 3.5 1.00 1.00 0.97 1.00 0.95 1714 0.21 376 0.96 148 0 148 72 Perm
NBT 1137 1900 3.5 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.96 1184 0 1184
SBT 1168 1900 3.5 0.95 0.99 1.00 0.99 1.00 3486 1.00 3486 0.96 1217 1 1266
SBR 48 1900
0.96 48 0 0 1
0.96 50 0 0 72 19
4 7.2 6.7 0.06 3.5 3.0 102 c0.02 0.38 49.7 1.00 2.4 52.0 D 52.0 D 2 95.8 95.8 0.87 3.5 3.0 327 c0.39 0.45 1.5 1.00 4.5 6.0 A
2 95.8 95.8 0.87 3.5 3.0 3082 0.33 0.38 1.4 1.00 0.4 1.7 A 2.2 A
6 95.8 95.8 0.87 3.5 3.0 3036 0.36 0.42 1.4 0.30 0.4 0.8 A 0.8 A A 7.5 C
3.1 0.45 110.0 69.6% 15
2035 No Project (PASS) 701: 45th Street East & San Pablo Avenue
AM Peak Hour
5/30/2013
WBL 42 Stop 0% 0.96 44 42 12.0 4.0 4
WBR 71
NBT 1135 Free 0% 0.96 1182
NBR 38
SBL 31
SBT 1175 Free 0% 0.96 1224 41 12.0 4.0 3 None 390
0.96 74
0.96 40
0.96 32
None 130 0.91 1921 0.93 694 0.93 1264
1480 6.8 3.5 54 96 WB 1 118 44 74 188 0.63 89 51.8 F 51.8 F
526 6.9 3.3 83 431 NB 1 788 0 0 1700 0.46 0 0.0 0.0 NB 2 434 0 40 1700 0.26 0 0.0 SB 1 440 32 0 549 0.06 5 1.7 A 0.6
1138 4.1 2.2 94 549 SB 2 816 0 0 1700 0.48 0 0.0
2.6 73.6% 15
2035 No Project 1: 53rd Street & Hollis Street
AFT Peak Hour

5/30/2013
EBL 23 1900 3.5 1.00 1.00 1.00 1.00 0.95 1703 0.77 1379 0.94 24 0 24
EBT 13 1900 3.5 1.00 0.97 1.00 0.87 1.00 1590 1.00 1590 0.94 14 99 24
EBR 102 1900
WBL 7 1900 3.5 1.00 1.00 1.00 1.00 0.95 1687 0.77 1366 0.94 7 0 7
WBT 17 1900 3.5 1.00 0.93 1.00 0.89 1.00 1559 1.00 1559 0.94 18 43 22
WBR 44 1900
NBL 7 1900 3.5 1.00 1.00 1.00 1.00 0.95 1626 0.43 733 0.94 7 0 7
NBT 493 1900 3.5 1.00 1.00 1.00 1.00 1.00 1753 1.00 1753 0.94 524 1 532
NBR 8 1900
SBL 59 1900 3.5 1.00 1.00 1.00 1.00 0.95 1770 0.45 834 0.94 63 0 63
SBT 529 1900 3.5 1.00 1.00 1.00 1.00 1.00 1773 1.00 1773 0.94 563 0 569
SBR 6 1900
0.94 109 0 0 12 0%
6% Perm 8 5.2 5.2 0.09 3.5 2.0 130 c0.02 0.18 22.9 1.00 0.3 23.2 C
0% 8 5.2 5.2 0.09 3.5 2.0 150 0.02 0.16 22.9 1.00 0.2 23.1 C 23.1 C
7% Perm 4 5.2 5.2 0.09 3.5 2.0 129 0.01 0.05 22.7 1.00 0.1 22.7 C
0% 4 5.2 5.2 0.09 3.5 2.0 147 0.01 0.15 22.9 1.00 0.2 23.1 C 23.0 C
0.94 47 0 0 43 1 2%
11% Perm 6 42.8 42.8 0.78 3.5 2.0 570 0.01 0.01 1.4 1.00 0.0 1.4 A
8% 6 42.8 42.8 0.78 3.5 2.0 1364 0.30 0.39 1.9 1.00 0.8 2.8 A 2.8 A
0.94 9 0 0 75 21 0%
2% Perm 2 42.8 42.8 0.78 3.5 2.0 649 0.08 0.10 1.5 1.00 0.3 1.8 A
7% 2 42.8 42.8 0.78 3.5 2.0 1380 c0.32 0.41 2.0 1.00 0.9 2.9 A 2.8 A
0.94 6 0 0 11 5 4%
6.0 0.39 55.0 67.1% 15
A 7.0 C
2035 No Project 8:00 am 1/10/2013
2035 No Project 2: 53rd Street & Boyer Street
AFT Peak Hour

5/30/2013
EBL
EBT Stop 162 0.82 198 WB 1 74 9 6 0.01 4.2 0.09 841 7.6 7.6 A
EBR
WBL
WBT Stop 49 0.82 60
WBR
NBL
NBT Stop 0 0.82 0
NBR
SBL
SBT Stop 0 0.82 0
SBR
12 0.82 15 EB 1 222 15 10 0.02 4.1 0.25 872 8.4 8.4 A
8 0.82 10 NB 1 15 6 9 -0.23 4.3 0.02 771 7.4 7.4 A 8.1 A 23.5% 15
7 0.82 9 SB 1 18 6 12 -0.30 4.3 0.02 778 7.3 7.3 A
5 0.82 6
5 0.82 6
7 0.82 9
5 0.82 6
10 0.82 12
2035 No Project 8:00 am 1/10/2013
2035 No Project 3: 53rd Street & San Pablo Avenue
AFT Peak Hour

5/30/2013
EBL 28 1900
EBT 15 1900 4.0 1.00 1.00 1.00 1.00 0.97 1804 0.83 1545 0.88 17 0 49
EBR 143 1900 4.0 1.00 0.96 1.00 0.85 1.00 1512 1.00 1512 0.88 162 149 13 26 1 Perm 4 9.0 8.5 0.08 3.5 3.0 117 0.01 0.11 47.2 1.00 0.4 47.6 D
WBL 27 1900
WBT 3 1900 4.0 1.00 0.99 0.98 0.96 0.97 1695 0.77 1345 0.88 3 11 35
WBR 11 1900
NBL 48 1900 4.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.88 55 0 55 21 Prot 5 10.8 9.8 0.09 3.0 3.0 158 c0.03 0.35 47.1 0.93 1.3 45.1 D
NBT 958 1900 5.0 0.95 1.00 1.00 1.00 1.00 3522 1.00 3522 0.88 1089 0 1107
NBR 16 1900
SBL 15 1900 3.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.88 17 0 17 36 Prot 1 2.8 2.8 0.03 3.0 3.0 45 0.01 0.38 52.7 1.00 5.2 58.0 E
SBT 1064 1900 4.0 0.95 1.00 1.00 1.00 1.00 3524 1.00 3524 0.88 1209 1 1230
SBR 19 1900
0.88 32 0 0
0.88 31 0 0 26 Perm
0.88 12 0 0 4
0.88 18 0 0 36 20
0.88 22 0 0 21 22
Perm 4 4 9.0 8.5 0.08 3.5 3.0 119 c0.03 0.41 48.4 1.00 2.3 50.7 D 48.3 D
2 87.7 86.7 0.79 4.0 3.0 2776 c0.31 0.40 3.6 0.72 0.4 3.0 A 5.0 A B 8.0 B
6 79.7 79.7 0.72 4.0 3.0 2553 c0.35 0.48 6.4 1.00 0.7 7.1 A 7.8 A
10.5 0.45 110.0 61.6% 15
2035 No Project 8:00 am 1/10/2013
2035 No Project 4: 47th Street & San Pablo Avenue
AFT Peak Hour

5/30/2013
EBL 16 1900 4.0 1.00 1.00 0.97 1.00 0.95 1722 0.46 832 0.92 17 0 17 37 Perm
EBT 3 1900 4.0 1.00 0.98 1.00 0.86 1.00 1573 1.00 1573 0.92 3 32 8
EBR 34 1900
WBL 65 1900
WBT 4 1900 4.0 1.00 0.96 1.00 0.92 0.98 1619 0.86 1413 0.92 4 56 128
WBR 100 1900
NBL 38 1900 4.0 1.00 1.00 0.98 1.00 0.95 1727 0.20 360 0.92 41 0 41 79 Perm
NBT 893 1900 4.0 0.95 0.99 1.00 0.99 1.00 3478 1.00 3478 0.92 971 3 1039
NBR 65 1900
SBL 91 1900 4.0 1.00 1.00 0.98 1.00 0.95 1743 0.26 469 0.92 99 0 99 29 Perm
SBT 1139 1900 4.0 0.95 1.00 1.00 1.00 1.00 3522 1.00 3522 0.92 1238 1 1255
SBR 17 1900
0.92 37 0 0 5 2
0.92 71 0 0 5 Perm
0.92 109 0 0 37 3
0.92 71 0 0 29 20
0.92 18 0 0 79 22
4 4 15.0 15.0 0.14 4.0 3.0 113 0.02 0.15 41.9 1.00 0.6 42.5 D 8 15.0 15.0 0.14 4.0 3.0 215 0.01 0.04 41.2 1.00 0.1 41.3 D 41.7 D 6.4 0.48 110.0 84.9% 15
2 86.5 87.0 0.79 4.5 3.0 2751 0.30 0.38 3.4 0.85 0.4 3.3 A 3.3 A A 8.0 E 6 86.5 87.0 0.79 4.5 3.0 371 0.21 0.27 3.0 0.12 1.6 2.0 A
6 86.5 87.0 0.79 4.5 3.0 2786 c0.36 0.45 3.7 0.13 0.5 1.0 A 1.1 A
2035 No Project 8:00 am 1/10/2013
2035 No Project 5: 45th Street & Hollis Street
AFT Peak Hour

5/30/2013
EBL 21 1900
EBT 36 1900 4.0 1.00 0.99 1.00 0.95 0.99 1661 0.93 1555 0.91 40 31 69
EBR 34 1900
WBL 34 1900
WBT 29 1900 4.0 1.00 0.98 1.00 0.94 0.99 1641 0.89 1489 0.91 32 49 78
WBR 53 1900
NBL 6 1900 4.0 1.00 1.00 1.00 1.00 0.95 1802 0.37 703 0.91 7 0 7 4 0% Perm 2 25.5 25.5 0.64 4.0 3.0 448 0.01 0.02 2.7 1.00 0.1 2.7 A
NBT 413 1900 4.0 1.00 1.00 1.00 0.99 1.00 1746 1.00 1746 0.91 454 4 484
NBR 31 1900
SBL 45 1900 4.0 1.00 1.00 0.99 1.00 0.95 1724 0.46 833 0.91 49 0 49 11 4% Perm 6 25.5 25.5 0.64 4.0 3.0 531 0.06 0.09 2.8 1.00 0.3 3.1 A
SBT 552 1900 4.0 1.00 1.00 1.00 1.00 1.00 1739 1.00 1739 0.91 607 1 616
SBR 9 1900
0.91 23 0 0 8 4% Perm 4
13% 4
0.91 37 0 0 5 1 0%
0.91 37 0 0 5 6% Perm 8
4% 8 6.5 6.5 0.16 4.0 3.0 242 c0.05 0.32 14.8 1.00 0.8 15.6 B 15.6 B
0.91 58 0 0 8 4 5%
7% 2 25.5 25.5 0.64 4.0 3.0 1113 0.28 0.43 3.6 1.00 1.2 4.9 A 4.8 A
0.91 34 0 0 11 26 12%
9% 6 25.5 25.5 0.64 4.0 3.0 1109 c0.35 0.56 4.1 1.00 2.0 6.1 A 5.9 A
0.91 10 0 0 4 4 7%
6.5 6.5 0.16 4.0 3.0 253 0.04 0.27 14.7 1.00 0.6 15.3 B 15.3 B 7.1 0.51 40.0 53.8% 15
A 8.0 A
2035 No Project 8:00 am 1/10/2013
2035 No Project 6: 45th Street & Doyle Street
AFT Peak Hour

5/30/2013
EBL
EBT Stop 79 0.86 92 WB 1 64 0 8 -0.04 4.1 0.07 866 7.4 7.4 A
WBT Stop 48 0.86 56 SB 1 49 17 31 -0.28 4.0 0.05 857 7.2 7.2 A 7.5 A 24.2% 15
WBR
SBL Stop 15 0.86 17
SBR
14 0.86 16 EB 1 108 16 0 0.06 4.1 0.12 855 7.7 7.7 A
7 0.86 8
27 0.86 31
2035 No Project 8:00 am 1/10/2013
2035 No Project 7: 45th Street West & San Pablo Avenue
AFT Peak Hour

5/30/2013
EBL 48 1900 4.0 1.00 0.99 1.00 0.91 0.98 1650 0.98 1650 0.90 53 48 115 6
EBR 99 1900
NBL 95 1900 3.5 1.00 1.00 0.98 1.00 0.95 1730 0.17 313 0.90 106 0 106 72 Perm
NBT 995 1900 3.5 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.90 1106 0 1106
SBT 1208 1900 3.5 0.95 0.99 1.00 0.99 1.00 3490 1.00 3490 0.90 1342 1 1392
SBR 46 1900
0.90 110 0 0 1
0.90 51 0 0 72 19
4 12.8 12.3 0.11 3.5 3.0 185 c0.07 0.62 46.6 1.00 6.4 53.0 D 53.0 D 2 90.2 90.2 0.82 3.5 3.0 257 0.34 0.41 2.7 1.00 4.8 7.5 A
2 90.2 90.2 0.82 3.5 3.0 2902 0.31 0.38 2.6 1.00 0.4 3.0 A 3.4 A
6 90.2 90.2 0.82 3.5 3.0 2862 c0.40 0.49 3.0 0.22 0.6 1.2 A 1.2 A A 7.5 D
5.2 0.50 110.0 74.6% 15
2035 No Project 8:00 am 1/10/2013
2035 No Project 701: 45th Street East & San Pablo Avenue
AFT Peak Hour

5/30/2013
WBL 17 Stop 0% 0.90 19 42 12.0 4.0 4
WBR 37
NBT 983 Free 0% 0.90 1092
NBR 54
SBL 39
SBT 1230 Free 0% 0.90 1367 41 12.0 4.0 3 None 390
0.90 41
0.90 60
0.90 43
None 130 0.92 1934 0.92 659 0.92 1194
1433 6.8 3.5 82 103 WB 1 60 19 41 223 0.27 26 27.0 D 27.0 D
445 6.9 3.3 91 479 NB 1 728 0 0 1700 0.43 0 0.0 0.0 NB 2 424 0 60 1700 0.25 0 0.0 SB 1 499 43 0 593 0.07 6 2.1 A 0.7
1029 4.1 2.2 93 593 SB 2 911 0 0 1700 0.54 0 0.0
1.0 80.3% 15
2035 No Project 8:00 am 1/10/2013
2035 No Project 1: 53rd Street & Hollis Street
PM Peak Hour
5/30/2013
EBL 43 1900 3.5 1.00 1.00 1.00 1.00 0.95 1703 0.68 1222 0.91 47 0 47
EBT 146 1900 3.5 1.00 0.98 1.00 0.94 1.00 1756 1.00 1756 0.91 160 52 217
EBR 99 1900
WBL 30 1900 3.5 1.00 1.00 1.00 1.00 0.95 1687 0.37 652 0.91 33 0 33
WBT 24 1900 3.5 1.00 0.93 1.00 0.88 1.00 1537 1.00 1537 0.91 26 73 44
WBR 83 1900
NBL 6 1900 3.5 1.00 1.00 1.00 1.00 0.95 1626 0.23 394 0.91 7 0 7
NBT 644 1900 3.5 1.00 1.00 1.00 0.99 1.00 1747 1.00 1747 0.91 708 2 731
NBR 23 1900
SBL 74 1900 3.5 1.00 1.00 1.00 1.00 0.95 1770 0.30 550 0.91 81 0 81
SBT 760 1900 3.5 1.00 1.00 1.00 1.00 1.00 1771 1.00 1771 0.91 835 1 848
SBR 13 1900
0.91 109 0 0 12 0%
6% Perm 8 10.9 10.9 0.20 3.5 2.0 242 0.04 0.19 18.4 1.00 0.1 18.5 B
0% 8 10.9 10.9 0.20 3.5 2.0 348 c0.12 0.62 20.2 1.00 2.5 22.7 C 22.1 C
7% Perm 4 10.9 10.9 0.20 3.5 2.0 129 0.05 0.26 18.6 1.00 0.4 19.0 B
0% 4 10.9 10.9 0.20 3.5 2.0 305 0.03 0.14 18.2 1.00 0.1 18.3 B 18.4 B
0.91 91 0 0 43 1 2%
11% Perm 6 37.1 37.1 0.67 3.5 2.0 266 0.02 0.03 3.0 1.00 0.2 3.1 A
8% 6 37.1 37.1 0.67 3.5 2.0 1178 0.42 0.62 5.0 1.00 2.5 7.5 A 7.4 A
0.91 25 0 0 75 21 0%
2% Perm 2 37.1 37.1 0.67 3.5 2.0 371 0.15 0.22 3.4 1.00 1.3 4.8 A
7% 2 37.1 37.1 0.67 3.5 2.0 1195 c0.48 0.71 5.6 1.00 3.6 9.2 A 8.8 A
0.91 14 0 0 11 5 4%
11.0 0.69 55.0 88.4% 15
B 7.0 E
2035 No Project 8:00 am 1/10/2013
2035 No Project 2: 53rd Street & Boyer Street
PM Peak Hour
5/30/2013
EBL
EBT Stop 235 0.87 270 WB 1 103 21 10 0.01 4.3 0.12 797 8.0 8.0 A
EBR
WBL
WBT Stop 63 0.87 72
WBR
NBL
NBT Stop 0 0.87 0
NBR
SBL
SBT Stop 0 0.87 0
SBR
20 0.87 23 EB 1 309 23 16 0.02 4.2 0.36 853 9.4 9.4 A
14 0.87 16 NB 1 16 6 10 -0.28 4.6 0.02 715 7.7 7.7 A 8.9 A 27.6% 15
18 0.87 21 SB 1 34 21 14 -0.09 4.7 0.05 690 8.0 8.0 A
9 0.87 10
5 0.87 6
9 0.87 10
18 0.87 21
12 0.87 14
2035 No Project 8:00 am 1/10/2013
PM Peak Hour
5/30/2013
EBL 45 1900
EBT 34 1900 4.0 1.00 1.00 1.00 1.00 0.97 1812 0.83 1555 0.93 37 0 85
EBR 200 1900 4.0 1.00 0.96 1.00 0.85 1.00 1513 1.00 1513 0.93 215 194 21 26 1 Perm 4 11.3 10.8 0.10 3.5 3.0 149 0.01 0.14 45.4 1.00 0.4 45.8 D
WBL 22 1900
WBT 9 1900 4.0 1.00 0.99 0.99 0.96 0.98 1709 0.83 1454 0.93 10 14 35
WBR 14 1900
NBL 64 1900 4.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.93 69 0 69 21 Prot 5 11.9 10.9 0.10 3.0 3.0 175 c0.04 0.39 46.5 0.88 1.3 42.1 D
NBT 1446 1900 5.0 0.95 1.00 1.00 1.00 1.00 3523 1.00 3523 0.93 1555 0 1579
NBR 22 1900
SBL 30 1900 3.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.93 32 0 32 36 Prot 1 4.2 4.2 0.04 3.0 3.0 68 0.02 0.47 51.8 1.00 5.1 56.9 E
SBT 1196 1900 4.0 0.95 1.00 1.00 1.00 1.00 3523 1.00 3523 0.93 1286 1 1310
SBR 23 1900
0.93 48 0 0
0.93 24 0 0 26 Perm
0.93 15 0 0 4
0.93 24 0 0 36 20
0.93 25 0 0 21 22
Perm 4 4 11.3 10.8 0.10 3.5 3.0 153 c0.05 0.56 47.3 1.00 4.3 51.6 D 47.5 D
2 84.0 83.0 0.75 4.0 3.0 2658 c0.45 0.59 6.0 0.67 0.9 4.9 A 6.4 A B 9.0 C
6 76.3 76.3 0.69 4.0 3.0 2444 0.37 0.54 8.2 1.00 0.8 9.1 A 10.2 B
12.2 0.57 110.0 72.5% 15
2035 No Project 8:00 am 1/10/2013
PM Peak Hour
5/30/2013
EBL 22 1900 4.0 1.00 1.00 0.96 1.00 0.95 1707 0.60 1069 0.92 24 0 24 37 Perm
EBT 1 1900 4.0 1.00 0.98 1.00 0.86 1.00 1570 1.00 1570 0.92 1 11 2
EBR 11 1900
WBL 26 1900
WBT 1 1900 4.0 1.00 0.96 1.00 0.91 0.98 1602 0.88 1433 0.92 1 37 43
WBR 47 1900
NBL 25 1900 4.0 1.00 1.00 0.98 1.00 0.95 1738 0.16 295 0.92 27 0 27 79 Perm
NBT 1441 1900 4.0 0.95 1.00 1.00 1.00 1.00 3524 1.00 3524 0.92 1566 0 1593
NBR 25 1900
SBL 52 1900 4.0 1.00 1.00 0.99 1.00 0.95 1758 0.14 261 0.92 57 0 57 29 Perm
SBT 1347 1900 4.0 0.95 1.00 1.00 1.00 1.00 3525 1.00 3525 0.92 1464 0 1481
SBR 16 1900
0.92 12 0 0 5 2
0.92 28 0 0 5 Perm
0.92 51 0 0 37 3
0.92 27 0 0 29 20
0.92 17 0 0 79 22
4 4 8.0 8.0 0.07 4.0 3.0 78 0.02 0.31 48.4 1.00 2.2 50.6 D 8 8.0 8.0 0.07 4.0 3.0 114 0.00 0.02 47.3 1.00 0.1 47.4 D 49.5 D 3.3 0.52 110.0 70.2% 15
2 93.5 94.0 0.85 4.5 3.0 3011 c0.45 0.53 2.1 0.85 0.6 2.4 A 2.4 A A 8.0 C 6 93.5 94.0 0.85 4.5 3.0 223 0.22 0.26 1.5 0.08 2.4 2.5 A
6 93.5 94.0 0.85 4.5 3.0 3012 0.42 0.49 2.0 0.08 0.5 0.7 A 0.7 A
2035 No Project 8:00 am 1/10/2013
2035 No Project 5: 45th Street & Hollis Street
PM Peak Hour
5/30/2013
EBL 30 1900
EBT 52 1900 4.0 1.00 0.99 1.00 0.95 0.99 1663 0.92 1548 0.94 55 38 96
EBR 44 1900
WBL 52 1900
WBT 45 1900 4.0 1.00 0.99 1.00 0.96 0.98 1676 0.88 1501 0.94 48 40 112
WBR 46 1900
NBL 5 1900 4.0 1.00 1.00 1.00 1.00 0.95 1803 0.20 381 0.94 5 0 5 4 0% Perm 2 24.7 24.7 0.62 4.0 3.0 235 0.01 0.02 3.0 1.00 0.2 3.1 A
NBT 735 1900 4.0 1.00 1.00 1.00 0.99 1.00 1760 1.00 1760 0.94 782 2 810
NBR 28 1900
SBL 46 1900 4.0 1.00 1.00 1.00 1.00 0.95 1730 0.23 427 0.94 49 0 49 11 4% Perm 6 24.7 24.7 0.62 4.0 3.0 264 0.11 0.19 3.3 1.00 1.5 4.9 A
SBT 802 1900 4.0 1.00 1.00 1.00 1.00 1.00 1739 1.00 1739 0.94 853 1 865
SBR 12 1900
0.94 32 0 0 8 4% Perm 4
13% 4
0.94 47 0 0 5 1 0%
0.94 55 0 0 5 6% Perm 8
4% 8 7.3 7.3 0.18 4.0 3.0 274 c0.07 0.41 14.4 1.00 1.0 15.4 B 15.4 B
0.94 49 0 0 8 4 5%
7% 2 24.7 24.7 0.62 4.0 3.0 1087 0.46 0.74 5.4 1.00 4.6 10.1 B 10.0 B
0.94 30 0 0 11 26 12%
9% 6 24.7 24.7 0.62 4.0 3.0 1074 c0.50 0.81 5.8 1.00 6.5 12.3 B 11.9 B
0.94 13 0 0 4 4 7%
7.3 7.3 0.18 4.0 3.0 283 0.06 0.34 14.2 1.00 0.7 15.0 B 15.0 B 11.6 0.72 40.0 62.8% 15
B 8.0 B
2035 No Project 8:00 am 1/10/2013
2035 No Project 6: 45th Street & Doyle Street
PM Peak Hour
5/30/2013
EBL
EBT Stop 108 0.85 127 WB 1 88 0 12 -0.05 4.2 0.10 845 7.6 7.6 A
WBT Stop 65 0.85 76 SB 1 67 25 42 -0.27 4.1 0.08 818 7.5 7.5 A 7.8 A 26.4% 15
WBR
SBL Stop 21 0.85 25
SBR
17 0.85 20 EB 1 147 20 0 0.06 4.2 0.17 838 8.1 8.1 A
10 0.85 12
36 0.85 42
2035 No Project 8:00 am 1/10/2013
2035 No Project 7: 45th Street West & San Pablo Avenue
PM Peak Hour
5/30/2013
EBL 74 1900 4.0 1.00 0.99 1.00 0.92 0.98 1666 0.98 1666 0.96 77 44 146 6
EBR 108 1900
NBL 56 1900 3.5 1.00 1.00 0.98 1.00 0.95 1735 0.16 292 0.96 58 0 58 72 Perm
NBT 1456 1900 3.5 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.96 1517 0 1517
SBT 1323 1900 3.5 0.95 0.99 1.00 0.99 1.00 3489 1.00 3489 0.96 1378 2 1430
SBR 52 1900
0.96 112 0 0 1
0.96 54 0 0 72 19
4 14.8 14.3 0.13 3.5 3.0 217 c0.09 0.67 45.6 1.00 7.9 53.5 D 53.5 D 2 88.2 88.2 0.80 3.5 3.0 234 0.20 0.25 2.7 1.00 2.5 5.2 A
2 88.2 88.2 0.80 3.5 3.0 2838 c0.43 0.53 3.8 1.00 0.7 4.5 A 4.5 A
6 88.2 88.2 0.80 3.5 3.0 2798 0.41 0.51 3.7 0.16 0.6 1.2 A 1.2 A A 7.5 B
5.9 0.55 110.0 63.9% 15
2035 No Project 8:00 am 1/10/2013
2035 No Project 701: 45th Street East & San Pablo Avenue
PM Peak Hour
5/30/2013
WBL 16 Stop 0% 0.96 17 42 12.0 4.0 4
WBR 38
NBT 1435 Free 0% 0.96 1495
NBR 94
SBL 44
SBT 1358 Free 0% 0.96 1415 41 12.0 4.0 3 None 390
0.96 40
0.96 98
0.96 46
None 130 0.90 2385 0.84 879 0.84 1635
1748 6.8 3.5 72 59 WB 1 56 17 40 149 0.38 40 43.0 E 43.0 E
486 6.9 3.3 90 415 NB 1 997 0 0 1700 0.59 0 0.0 0.0 NB 2 596 0 98 1700 0.35 0 0.0 SB 1 517 46 0 400 0.11 10 3.5 A 1.3
1381 4.1 2.2 89 400 SB 2 943 0 0 1700 0.55 0 0.0
1.4 87.5% 15
2035 No Project 8:00 am 1/10/2013
2035 Plus Project 1: 53rd Street & Hollis Street
AM Peak Hour
5/30/2013
EBL 18 1900 3.5 1.00 1.00 1.00 1.00 0.95 1703 0.56 996 0.86 21 0 21
EBT 30 1900 3.5 1.00 0.99 1.00 0.95 1.00 1775 1.00 1775 0.86 35 17 37
EBR 16 1900
WBL 19 1900 3.5 1.00 1.00 1.00 1.00 0.95 1687 0.72 1282 0.86 22 0 22
WBT 89 1900 3.5 1.00 0.96 1.00 0.94 1.00 1712 1.00 1712 0.86 103 54 115
WBR 57 1900
NBL 32 1900 3.5 1.00 1.00 1.00 1.00 0.95 1626 0.36 608 0.86 37 0 37
NBT 538 1900 3.5 1.00 0.99 1.00 0.99 1.00 1728 1.00 1728 0.86 626 4 681
NBR 51 1900
SBL 117 1900 3.5 1.00 1.00 1.00 1.00 0.95 1770 0.35 657 0.86 136 0 136
SBT 561 1900 3.5 1.00 1.00 1.00 0.99 1.00 1764 1.00 1764 0.86 652 2 678
SBR 24 1900
0.86 19 0 0 12 0%
6% Perm 8 7.2 7.2 0.13 3.5 2.0 130 0.02 0.16 21.2 1.00 0.2 21.4 C
0% 8 7.2 7.2 0.13 3.5 2.0 232 0.02 0.16 21.2 1.00 0.1 21.3 C 21.4 C
7% Perm 4 7.2 7.2 0.13 3.5 2.0 168 0.02 0.13 21.1 1.00 0.1 21.3 C
0% 4 7.2 7.2 0.13 3.5 2.0 224 c0.07 0.51 22.3 1.00 0.8 23.1 C 22.9 C
0.86 66 0 0 43 1 2%
11% Perm 6 40.8 40.8 0.74 3.5 2.0 451 0.06 0.08 2.0 1.00 0.4 2.3 A
8% 6 40.8 40.8 0.74 3.5 2.0 1282 c0.39 0.53 3.0 1.00 1.6 4.6 A 4.5 A
0.86 59 0 0 75 21 0%
2% Perm 2 40.8 40.8 0.74 3.5 2.0 487 0.21 0.28 2.3 1.00 1.4 3.7 A
7% 2 40.8 40.8 0.74 3.5 2.0 1309 0.38 0.52 3.0 1.00 1.5 4.4 A 4.3 A
0.86 28 0 0 11 5 4%
7.1 0.53 55.0 73.5% 15
A 7.0 D
2035 Plus Project 8:00 am 1/10/2013
2035 Plus Project 2: 53rd Street & Boyer Street
AM Peak Hour
5/30/2013
EBL
EBT Stop 165 0.74 223 WB 1 220 7 18 -0.01 4.3 0.27 798 8.9 8.9 A
EBR
WBL
WBT Stop 145 0.74 196
WBR
NBL
NBT Stop 0 0.74 0
NBR
SBL
SBT Stop 0 0.74 0
SBR
10 0.74 14 EB 1 242 14 5 0.03 4.4 0.29 804 9.2 9.2 A
4 0.74 5 NB 1 28 11 18 -0.26 4.7 0.04 681 7.9 7.9 A 8.9 A 25.5% 15
5 0.74 7 SB 1 49 34 15 -0.01 5.0 0.07 654 8.3 8.3 A
13 0.74 18
8 0.74 11
13 0.74 18
25 0.74 34
11 0.74 15
2035 Plus Project 8:00 am 1/10/2013
2035 Plus Project 3: 53rd Street & San Pablo Avenue
AM Peak Hour
5/30/2013
EBL 68 1900
EBT 17 1900 4.0 1.00 1.00 1.00 1.00 0.96 1791 0.66 1231 0.60 28 0 141
EBR 251 1900 4.0 1.00 0.96 1.00 0.85 1.00 1515 1.00 1515 0.60 418 210 208 26 1 Perm 4 19.7 19.2 0.17 3.5 3.0 264 c0.14 0.79 43.4 1.00 14.2 57.7 E
WBL 29 1900
WBT 28 1900 4.0 1.00 1.00 0.99 0.98 0.98 1766 0.84 1516 0.60 47 7 96
WBR 13 1900
NBL 205 1900 4.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.60 342 0 342 21 Prot 5 20.8 19.8 0.18 3.0 3.0 319 c0.19 1.07 45.1 0.90 65.4 105.9 F
NBT 1061 1900 5.0 0.95 1.00 1.00 1.00 1.00 3530 1.00 3530 0.75 1415 0 1427
NBR 9 1900
SBL 14 1900 3.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.75 19 0 19 36 Prot 1 2.8 2.8 0.03 3.0 3.0 45 0.01 0.42 52.8 1.00 6.3 59.1 E
SBT 1193 1900 4.0 0.95 0.99 1.00 0.98 1.00 3445 1.00 3445 0.75 1591 7 1784
SBR 120 1900
0.60 113 0 0
0.75 39 0 0 26 Perm
0.75 17 0 0 4
0.75 12 0 0 36 20
0.60 200 0 0 21 22
Perm 4 4 19.7 19.2 0.17 3.5 3.0 215 0.11 0.66 42.3 1.00 7.0 49.3 D 55.6 E
2 77.0 76.0 0.69 4.0 3.0 2439 0.40 0.58 8.8 0.56 0.8 5.7 A 25.1 C D 12.0 D
6 59.0 59.0 0.54 4.0 3.0 1848 c0.52 0.97 24.5 1.00 14.2 38.7 D 38.9 D
35.4 0.95 110.0 75.4% 15
2035 Plus Project 8:00 am 1/10/2013
2035 Plus Project 4: 47th Street & San Pablo Avenue
AM Peak Hour
5/30/2013
EBL 26 1900 4.0 1.00 1.00 0.98 1.00 0.95 1731 0.49 900 0.60 43 0 43 37 Perm
EBT 3 1900 4.0 1.00 0.98 1.00 0.86 1.00 1570 1.00 1570 0.60 5 22 61
EBR 47 1900
WBL 87 1900
WBT 2 1900 4.0 1.00 0.97 1.00 0.93 0.98 1630 0.81 1350 0.60 3 38 226
WBR 109 1900
NBL 88 1900 4.0 1.00 1.00 1.00 1.00 0.95 1770 0.08 146 0.60 147 0 147 79 Perm
NBT 1117 1900 4.0 0.95 0.99 1.00 0.99 1.00 3455 1.00 3455 0.75 1489 6 1638
NBR 116 1900
SBL 134 1900 4.0 1.00 1.00 1.00 1.00 0.95 1770 0.10 195 0.75 179 0 179 29 Perm
SBT 1227 1900 4.0 0.95 0.98 1.00 0.99 1.00 3423 1.00 3423 0.75 1636 6 1805
SBR 105 1900
0.60 78 0 0 5 2
0.75 116 0 0 5 Perm
0.75 145 0 0 37 3
0.75 155 0 0 29 20
0.60 175 0 0 79 22
4 4 22.3 22.3 0.20 4.0 3.0 182 0.05 0.24 36.7 1.00 0.7 37.4 D 8 22.3 22.3 0.20 4.0 3.0 318 0.04 0.19 36.4 1.00 0.3 36.7 D 36.9 D 23.8 1.27 110.0 90.9% 15
8 22.3 22.3 0.20 4.0 3.0 274 c0.17 0.82 42.0 1.00 17.9 59.8 E 59.8 E HCM Level of Service Sum of lost time (s) ICU Level of Service 2 79.2 79.7 0.72 4.5 3.0 106 c1.01 1.39 15.1 0.91 220.4 234.3 F
2 79.2 79.7 0.72 4.5 3.0 2503 0.47 0.65 7.9 0.83 1.3 7.9 A 26.5 C C 8.0 E 6 79.2 79.7 0.72 4.5 3.0 141 0.92 1.27 15.1 0.42 144.1 150.5 F
6 79.2 79.7 0.72 4.5 3.0 2480 0.53 0.73 8.8 0.18 0.9 2.5 A 15.8 B
2035 Plus Project 8:00 am 1/10/2013
2035 Plus Project 5: 45th Street & Hollis Street
AM Peak Hour
5/30/2013
EBL 27 1900
EBT 51 1900 4.0 1.00 1.00 1.00 0.98 0.98 1685 0.87 1493 0.85 60 10 95
EBR 11 1900
WBL 58 1900
WBT 75 1900 4.0 1.00 0.99 1.00 0.95 0.99 1665 0.88 1484 0.85 88 76 182
WBR 87 1900
NBL 13 1900 4.0 1.00 1.00 1.00 1.00 0.95 1802 0.36 691 0.85 15 0 15 4 0% Perm 2 23.2 23.2 0.58 4.0 3.0 401 0.02 0.04 3.6 1.00 0.2 3.8 A
NBT 486 1900 4.0 1.00 0.99 1.00 0.98 1.00 1725 1.00 1725 0.85 572 8 640
NBR 65 1900
SBL 71 1900 4.0 1.00 1.00 1.00 1.00 0.95 1728 0.32 583 0.85 84 0 84 11 4% Perm 6 23.2 23.2 0.58 4.0 3.0 338 0.14 0.25 4.1 1.00 1.8 5.9 A
SBT 483 1900 4.0 1.00 1.00 1.00 1.00 1.00 1734 1.00 1734 0.85 568 2 585
SBR 16 1900
0.85 32 0 0 8 4% Perm 4
13% 4
0.85 13 0 0 5 1 0%
0.85 68 0 0 5 6% Perm 8
4% 8 8.8 8.8 0.22 4.0 3.0 326 c0.12 0.56 13.9 1.00 2.1 15.9 B 15.9 B
0.85 102 0 0 8 4 5%
7% 2 23.2 23.2 0.58 4.0 3.0 1001 c0.37 0.64 5.6 1.00 3.1 8.7 A 8.6 A
0.85 76 0 0 11 26 12%
9% 6 23.2 23.2 0.58 4.0 3.0 1006 0.34 0.58 5.3 1.00 2.5 7.8 A 7.5 A
0.85 19 0 0 4 4 7%
8.8 8.8 0.22 4.0 3.0 328 0.06 0.29 13.0 1.00 0.5 13.5 B 13.5 B 9.6 0.62 40.0 59.7% 15
A 8.0 B
2035 Plus Project 8:00 am 1/10/2013
2035 Plus Project 6: 45th Street & Doyle Street
AM Peak Hour
5/30/2013
EBL
EBT Stop 68 0.69 99 WB 1 274 0 41 -0.05 4.6 0.35 746 10.1 10.1 B
WBT Stop 161 0.69 233 SB 1 184 97 87 -0.14 4.9 0.25 677 9.6 9.6 A 9.9 A 38.1% 15
WBR
SBL Stop 67 0.69 97
SBR
81 0.69 117 EB 1 216 117 0 0.14 4.9 0.29 701 9.8 9.8 A
28 0.69 41
60 0.69 87
2035 Plus Project 8:00 am 1/10/2013
2035 Plus Project 7: 45th Street West & San Pablo Avenue
AM Peak Hour
5/30/2013
EBL 63 1900 4.0 1.00 0.99 1.00 0.93 0.98 1677 0.98 1677 0.96 66 46 95 6
EBR 72 1900
NBL 147 1900 3.5 1.00 1.00 0.98 1.00 0.95 1733 0.16 298 0.96 153 0 153 72 Perm
NBT 1235 1900 3.5 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.96 1286 0 1286
SBT 1275 1900 3.5 0.95 0.98 1.00 0.99 1.00 3431 1.00 3431 0.96 1328 3 1442
SBR 112 1900
0.96 75 0 0 1
0.96 117 0 0 72 19
4 11.4 10.9 0.10 3.5 3.0 166 c0.06 0.57 47.3 1.00 4.7 52.0 D 52.0 D 2 91.6 91.6 0.83 3.5 3.0 248 c0.51 0.62 3.2 1.00 11.0 14.2 B
2 91.6 91.6 0.83 3.5 3.0 2947 0.36 0.44 2.4 1.00 0.5 2.9 A 4.1 A
6 91.6 91.6 0.83 3.5 3.0 2857 0.42 0.50 2.7 0.31 0.5 1.3 A 1.3 A A 7.5 D
5.0 0.61 110.0 78.0% 15
2035 Plus Project 8:00 am 1/10/2013
2035 Plus Project 701: 45th Street East & San Pablo Avenue
AM Peak Hour
5/30/2013
WBL 42 Stop 0% 0.96 44 42 12.0 4.0 4
WBR 79
NBT 1261 Free 0% 0.96 1314
NBR 39
SBL 34
SBT 1345 Free 0% 0.96 1401 41 12.0 4.0 3 None 390
0.96 82
0.96 41
0.96 35
None 130 0.78 2147 0.90 760 0.90 1396
1333 6.8 3.5 57 102 WB 1 126 44 82 202 0.62 90 48.5 E 48.5 E
512 6.9 3.3 81 425 NB 1 876 0 0 1700 0.52 0 0.0 0.0 NB 2 478 0 41 1700 0.28 0 0.0 SB 1 502 35 0 493 0.07 6 2.1 A 0.7
1219 4.1 2.2 93 493 SB 2 934 0 0 1700 0.55 0 0.0
2.5 80.6% 15
2035 Plus Project 8:00 am 1/10/2013
AFT Peak Hour

5/30/2013
EBL 23 1900 3.5 1.00 1.00 1.00 1.00 0.95 1703 0.77 1379 0.94 24 0 24
EBT 15 1900 3.5 1.00 0.97 1.00 0.87 1.00 1595 1.00 1595 0.94 16 100 26
EBR 103 1900
WBL 10 1900 3.5 1.00 1.00 1.00 1.00 0.95 1687 0.77 1366 0.94 11 0 11
WBT 19 1900 3.5 1.00 0.93 1.00 0.89 1.00 1559 1.00 1559 0.94 20 47 25
WBR 49 1900
NBL 14 1900 3.5 1.00 1.00 1.00 1.00 0.95 1626 0.42 720 0.94 15 0 15
NBT 531 1900 3.5 1.00 0.99 1.00 0.99 1.00 1745 1.00 1745 0.94 565 1 588
NBR 23 1900
SBL 82 1900 3.5 1.00 1.00 1.00 1.00 0.95 1770 0.42 777 0.94 87 0 87
SBT 541 1900 3.5 1.00 1.00 1.00 1.00 1.00 1773 1.00 1773 0.94 576 0 582
SBR 6 1900
0.94 110 0 0 12 0%
6% Perm 8 5.2 5.2 0.09 3.5 2.0 130 c0.02 0.18 22.9 1.00 0.3 23.2 C
0% 8 5.2 5.2 0.09 3.5 2.0 151 0.02 0.17 22.9 1.00 0.2 23.1 C 23.1 C
7% Perm 4 5.2 5.2 0.09 3.5 2.0 129 0.01 0.09 22.7 1.00 0.1 22.8 C
0% 4 5.2 5.2 0.09 3.5 2.0 147 0.02 0.17 22.9 1.00 0.2 23.1 C 23.1 C
0.94 52 0 0 43 1 2%
11% Perm 6 42.8 42.8 0.78 3.5 2.0 560 0.02 0.03 1.4 1.00 0.1 1.5 A
8% 6 42.8 42.8 0.78 3.5 2.0 1358 c0.34 0.43 2.0 1.00 1.0 3.0 A 3.0 A
0.94 24 0 0 75 21 0%
2% Perm 2 42.8 42.8 0.78 3.5 2.0 605 0.11 0.14 1.5 1.00 0.5 2.0 A
7% 2 42.8 42.8 0.78 3.5 2.0 1380 0.33 0.42 2.0 1.00 0.9 3.0 A 2.8 A
0.94 6 0 0 11 5 4%
6.0 0.41 55.0 68.7% 15
A 7.0 C
2035 Plus Project 8:00 am 1/10/2013
AFT Peak Hour

5/30/2013
EBL
EBT Stop 202 0.60 337 WB 1 115 12 8 0.01 4.4 0.14 787 8.1 8.1 A
EBR
WBL
WBT Stop 57 0.60 95
WBR
NBL
NBT Stop 0 0.60 0
NBR
SBL
SBT Stop 0 0.60 0
SBR
12 0.60 20 EB 1 370 20 13 0.02 4.2 0.43 851 10.2 10.2 B
8 0.60 13 NB 1 20 8 12 -0.23 4.8 0.03 678 7.9 7.9 A 9.6 A 25.5% 15
7 0.60 12 SB 1 28 12 17 -0.24 4.8 0.04 677 7.9 7.9 A
5 0.60 8
5 0.60 8
7 0.60 12
7 0.60 12
10 0.60 17
2035 Plus Project 8:00 am 1/10/2013
AFT Peak Hour

5/30/2013
EBL 59 1900
EBT 18 1900 4.0 1.00 1.00 1.00 1.00 0.96 1794 0.76 1413 0.92 20 0 84
EBR 261 1900 4.0 1.00 0.96 1.00 0.85 1.00 1514 1.00 1514 0.92 284 231 53 26 1 2% Perm 4 12.1 11.6 0.11 3.5 3.0 160 0.04 0.33 45.6 1.00 1.2 46.8 D
WBL 29 1900
WBT 6 1900 4.0 1.00 1.00 0.98 0.97 0.97 1724 0.77 1360 0.60 10 13 51
WBR 11 1900
NBL 94 1900 4.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.60 157 0 157 21 2% Prot 5 16.8 15.8 0.14 3.0 3.0 254 c0.09 0.62 44.3 0.91 3.9 44.0 D
NBT 983 1900 5.0 0.95 1.00 1.00 1.00 1.00 3521 1.00 3521 0.75 1311 1 1333
NBR 17 1900
SBL 15 1900 3.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.75 20 0 20 36 2% Prot 1 2.8 2.8 0.03 3.0 3.0 45 0.01 0.44 52.8 1.00 6.9 59.7 E
SBT 1092 1900 4.0 0.95 0.99 1.00 0.99 1.00 3484 1.00 3484 0.75 1456 3 1555
SBR 61 1900
0.92 64 0 0
0.75 39 0 0 26 1% Perm 8
0.75 15 0 0 4 2%
2% Perm 4
2% 4 12.1 11.6 0.11 3.5 3.0 149 c0.06 0.56 46.8 1.00 4.8 51.6 D 47.9 D
2% 8 12.1 11.6 0.11 3.5 3.0 143 0.04 0.36 45.7 1.00 1.5 47.3 D 47.3 D
2% 2 84.6 83.6 0.76 4.0 3.0 2676 0.38 0.50 5.1 0.64 0.6 3.8 A 8.1 A
0.75 23 0 0 36 20 2%
2% 6 70.6 70.6 0.64 4.0 3.0 2236 c0.45 0.70 12.7 1.00 1.8 14.6 B 15.1 B
0.60 102 0 0 21 22 2%
16.2 0.67 110.0 66.9% 15
B 12.0 C
2035 Plus Project 8:00 am 1/10/2013
AFT Peak Hour

5/30/2013
EBL 26 1900 4.0 1.00 1.00 0.98 1.00 0.95 1727 0.46 828 0.60 43 0 43 37 Perm
EBT 3 1900 4.0 1.00 0.98 1.00 0.86 1.00 1570 1.00 1570 0.60 5 22 61
EBR 47 1900
WBL 65 1900
WBT 4 1900 4.0 1.00 0.97 1.00 0.92 0.98 1622 0.82 1356 0.60 7 52 175
WBR 100 1900
NBL 58 1900 4.0 1.00 1.00 0.99 1.00 0.95 1756 0.09 174 0.60 97 0 97 79 Perm
NBT 954 1900 4.0 0.95 0.99 1.00 0.99 1.00 3482 1.00 3482 0.75 1272 3 1356
NBR 65 1900
SBL 91 1900 4.0 1.00 1.00 0.99 1.00 0.95 1756 0.17 309 0.75 121 0 121 29 Perm
SBT 1254 1900 4.0 0.95 0.99 1.00 0.99 1.00 3479 1.00 3479 0.75 1672 2 1757
SBR 52 1900
0.60 78 0 0 5 2
0.75 87 0 0 5 Perm
0.75 133 0 0 37 3
0.75 87 0 0 29 20
0.60 87 0 0 79 22
4 4 18.7 18.7 0.17 4.0 3.0 141 0.05 0.30 40.0 1.00 1.2 41.2 D 8 18.7 18.7 0.17 4.0 3.0 267 0.04 0.23 39.4 1.00 0.4 39.9 D 40.3 D 8.6 0.74 110.0 89.3% 15
8 18.7 18.7 0.17 4.0 3.0 231 c0.13 0.76 43.5 1.00 13.2 56.7 E 56.7 E HCM Level of Service Sum of lost time (s) ICU Level of Service 2 82.8 83.3 0.76 4.5 3.0 132 c0.56 0.73 7.3 0.74 29.0 34.4 C
2 82.8 83.3 0.76 4.5 3.0 2637 0.39 0.51 5.3 0.69 0.7 4.3 A 6.4 A A 8.0 E 6 82.8 83.3 0.76 4.5 3.0 234 0.39 0.52 5.3 0.26 6.4 7.8 A
6 82.8 83.3 0.76 4.5 3.0 2635 0.50 0.67 6.5 0.16 1.1 2.1 A 2.5 A
2035 Plus Project 8:00 am 1/10/2013
AFT Peak Hour

5/30/2013
EBL 23 1900
EBT 39 1900 4.0 1.00 0.99 1.00 0.95 0.99 1664 0.91 1534 0.91 43 30 75
EBR 34 1900
WBL 67 1900
WBT 36 1900 4.0 1.00 0.98 1.00 0.93 0.98 1628 0.87 1445 0.91 40 87 135
WBR 98 1900
NBL 6 1900 4.0 1.00 1.00 1.00 1.00 0.95 1802 0.35 669 0.91 7 0 7 4 0% Perm 2 24.1 24.1 0.60 4.0 3.0 403 0.01 0.02 3.2 1.00 0.1 3.3 A
NBT 426 1900 4.0 1.00 0.99 1.00 0.98 1.00 1730 1.00 1730 0.91 468 7 516
NBR 50 1900
SBL 58 1900 4.0 1.00 1.00 0.99 1.00 0.95 1725 0.42 765 0.91 64 0 64 11 4% Perm 6 24.1 24.1 0.60 4.0 3.0 461 0.08 0.14 3.4 1.00 0.6 4.1 A
SBT 554 1900 4.0 1.00 1.00 1.00 1.00 1.00 1739 1.00 1739 0.91 609 1 618
SBR 9 1900
0.91 25 0 0 8 4% Perm 4
13% 4
0.91 37 0 0 5 1 0%
0.91 74 0 0 5 6% Perm 8
4% 8 7.9 7.9 0.20 4.0 3.0 285 c0.09 0.47 14.2 1.00 1.2 15.5 B 15.5 B
0.91 108 0 0 8 4 5%
7% 2 24.1 24.1 0.60 4.0 3.0 1042 0.30 0.50 4.5 1.00 1.7 6.2 A 6.1 A
0.91 55 0 0 11 26 12%
9% 6 24.1 24.1 0.60 4.0 3.0 1048 c0.36 0.59 4.9 1.00 2.4 7.3 A 7.0 A
0.91 10 0 0 4 4 7%
7.9 7.9 0.20 4.0 3.0 303 0.05 0.25 13.5 1.00 0.4 14.0 B 14.0 B 8.4 0.56 40.0 61.2% 15
A 8.0 B
2035 Plus Project 8:00 am 1/10/2013
AFT Peak Hour

5/30/2013
EBL
EBT Stop 85 0.86 99 WB 1 120 0 12 -0.02 4.4 0.15 766 8.2 8.2 A
WBT Stop 93 0.86 108 SB 1 169 91 78 -0.14 4.4 0.21 777 8.5 8.5 A 8.4 A 30.1% 15
WBR
SBL Stop 78 0.86 91
SBR
41 0.86 48 EB 1 147 48 0 0.10 4.5 0.18 762 8.6 8.6 A
10 0.86 12
67 0.86 78
2035 Plus Project 8:00 am 1/10/2013
AFT Peak Hour

5/30/2013
EBL 76 1900 4.0 1.00 0.99 1.00 0.91 0.98 1656 0.98 1656 0.90 84 38 202 6
EBR 140 1900
NBL 98 1900 3.5 1.00 1.00 0.99 1.00 0.95 1746 0.13 245 0.90 109 0 109 72 Perm
NBT 1045 1900 3.5 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.90 1161 0 1161
SBT 1288 1900 3.5 0.95 0.98 1.00 0.99 1.00 3451 1.00 3451 0.90 1431 3 1529
SBR 91 1900
0.90 156 0 0 1
0.90 101 0 0 72 19
4 18.6 18.1 0.16 3.5 3.0 272 c0.12 0.74 43.7 1.00 10.5 54.3 D 54.3 D 2 84.4 84.4 0.77 3.5 3.0 188 c0.44 0.58 5.4 1.00 12.4 17.8 B
2 84.4 84.4 0.77 3.5 3.0 2715 0.33 0.43 4.4 1.00 0.5 4.9 A 6.0 A
6 84.4 84.4 0.77 3.5 3.0 2648 0.44 0.58 5.3 0.19 0.7 1.7 A 1.7 A A 7.5 E
7.7 0.61 110.0 82.5% 15
2035 Plus Project 8:00 am 1/10/2013
AFT Peak Hour

5/30/2013
WBL 17 Stop 0% 0.90 19 42 12.0 4.0 4
WBR 42
NBT 1060 Free 0% 0.90 1178
NBR 55
SBL 40
SBT 1357 Free 0% 0.90 1508 41 12.0 4.0 3 None 390
0.90 47
0.90 61
0.90 44
None 130 0.82 2093 0.88 702 0.88 1281
1262 6.8 3.5 84 118 WB 1 66 19 47 258 0.25 25 23.7 C 23.7 C
401 6.9 3.3 91 494 NB 1 785 0 0 1700 0.46 0 0.0 0.0 NB 2 454 0 61 1700 0.27 0 0.0 SB 1 547 44 0 559 0.08 6 2.2 A 0.8
1055 4.1 2.2 92 559 SB 2 1005 0 0 1700 0.59 0 0.0
1.0 84.5% 15
2035 Plus Project 8:00 am 1/10/2013
PM Peak Hour
5/30/2013
EBL 43 1900 3.5 1.00 1.00 1.00 1.00 0.95 1703 0.68 1214 0.91 47 0 47
EBT 147 1900 3.5 1.00 0.98 1.00 0.94 1.00 1757 1.00 1757 0.91 162 52 220
EBR 100 1900
WBL 31 1900 3.5 1.00 1.00 1.00 1.00 0.95 1687 0.36 646 0.91 34 0 34
WBT 26 1900 3.5 1.00 0.93 1.00 0.89 1.00 1542 1.00 1542 0.91 29 76 48
WBR 86 1900
NBL 10 1900 3.5 1.00 1.00 1.00 1.00 0.95 1626 0.22 381 0.91 11 0 11
NBT 667 1900 3.5 1.00 0.99 1.00 0.99 1.00 1744 1.00 1744 0.91 733 2 763
NBR 29 1900
SBL 85 1900 3.5 1.00 1.00 1.00 1.00 0.95 1770 0.28 514 0.91 93 0 93
SBT 771 1900 3.5 1.00 1.00 1.00 1.00 1.00 1771 1.00 1771 0.91 847 1 860
SBR 13 1900
0.91 110 0 0 12 0%
6% Perm 8 11.0 11.0 0.20 3.5 2.0 243 0.04 0.19 18.3 1.00 0.1 18.5 B
0% 8 11.0 11.0 0.20 3.5 2.0 351 c0.13 0.63 20.1 1.00 2.5 22.6 C 22.0 C
7% Perm 4 11.0 11.0 0.20 3.5 2.0 129 0.05 0.26 18.6 1.00 0.4 19.0 B
0% 4 11.0 11.0 0.20 3.5 2.0 308 0.03 0.16 18.2 1.00 0.1 18.3 B 18.4 B
0.91 95 0 0 43 1 2%
11% Perm 6 37.0 37.0 0.67 3.5 2.0 256 0.03 0.04 3.0 1.00 0.3 3.3 A
8% 6 37.0 37.0 0.67 3.5 2.0 1173 0.44 0.65 5.2 1.00 2.8 8.0 A 8.0 A
0.91 32 0 0 75 21 0%
2% Perm 2 37.0 37.0 0.67 3.5 2.0 346 0.18 0.27 3.6 1.00 1.9 5.5 A
7% 2 37.0 37.0 0.67 3.5 2.0 1191 c0.49 0.72 5.7 1.00 3.8 9.5 A 9.2 A
0.91 14 0 0 11 5 4%
11.3 0.70 55.0 89.1% 15
B 7.0 E
2035 Plus Project 8:00 am 1/10/2013
PM Peak Hour
5/30/2013
EBL
EBT Stop 253 0.87 291 WB 1 109 21 10 0.02 4.4 0.13 790 8.0 8.0 A
EBR
WBL
WBT Stop 68 0.87 78
WBR
NBL
NBT Stop 0 0.87 0
NBR
SBL
SBT Stop 0 0.87 0
SBR
20 0.87 23 EB 1 330 23 16 0.02 4.2 0.38 850 9.7 9.7 A
14 0.87 16 NB 1 16 6 10 -0.28 4.6 0.02 701 7.7 7.7 A 9.2 A 28.7% 15
18 0.87 21 SB 1 37 23 14 -0.07 4.8 0.05 677 8.1 8.1 A
9 0.87 10
5 0.87 6
9 0.87 10
20 0.87 23
12 0.87 14
2035 Plus Project 8:00 am 1/10/2013
PM Peak Hour
5/30/2013
EBL 56 1900
EBT 35 1900 4.0 1.00 1.00 1.00 1.00 0.97 1807 0.81 1518 0.93 38 0 98
EBR 244 1900 4.0 1.00 0.96 1.00 0.85 1.00 1514 1.00 1514 0.93 262 234 28 26 1 Perm 4 12.4 11.9 0.11 3.5 3.0 164 0.02 0.17 44.6 1.00 0.5 45.1 D
WBL 24 1900
WBT 10 1900 4.0 1.00 0.99 0.99 0.96 0.98 1714 0.82 1449 0.93 11 13 39
WBR 14 1900
NBL 85 1900 4.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.93 91 0 91 21 Prot 5 13.9 12.9 0.12 3.0 3.0 208 c0.05 0.44 45.2 0.84 1.3 39.5 D
NBT 1469 1900 5.0 0.95 1.00 1.00 1.00 1.00 3523 1.00 3523 0.93 1580 1 1604
NBR 23 1900
SBL 30 1900 3.0 1.00 1.00 1.00 1.00 0.95 1770 0.95 1770 0.93 32 0 32 36 Prot 1 4.2 4.2 0.04 3.0 3.0 68 0.02 0.47 51.8 1.00 5.1 56.9 E
SBT 1221 1900 4.0 0.95 1.00 1.00 1.00 1.00 3513 1.00 3513 0.93 1313 1 1355
SBR 40 1900
0.93 60 0 0
0.93 26 0 0 26 Perm
0.93 15 0 0 4
0.93 25 0 0 36 20
0.93 43 0 0 21 22
Perm 4 4 12.4 11.9 0.11 3.5 3.0 164 c0.06 0.60 46.8 1.00 5.7 52.5 D 47.1 D
2 82.9 81.9 0.74 4.0 3.0 2623 c0.46 0.61 6.6 0.68 0.9 5.4 A 7.2 A B 9.0 D
6 73.2 73.2 0.67 4.0 3.0 2338 0.39 0.58 10.0 1.00 1.1 11.1 B 12.1 B
13.8 0.59 110.0 73.6% 15
2035 Plus Project 8:00 am 1/10/2013
PM Peak Hour
5/30/2013
EBL 31 1900 4.0 1.00 1.00 0.96 1.00 0.95 1707 0.60 1073 0.92 34 0 34 37 Perm
EBT 1 1900 4.0 1.00 0.98 1.00 0.86 1.00 1558 1.00 1558 0.92 1 23 3
EBR 23 1900
WBL 26 1900
WBT 1 1900 4.0 1.00 0.96 1.00 0.91 0.98 1603 0.87 1424 0.92 1 34 46
WBR 47 1900
NBL 43 1900 4.0 1.00 1.00 0.98 1.00 0.95 1742 0.15 269 0.92 47 0 47 79 Perm
NBT 1478 1900 4.0 0.95 1.00 1.00 1.00 1.00 3524 1.00 3524 0.92 1607 0 1634
NBR 25 1900
SBL 52 1900 4.0 1.00 1.00 0.99 1.00 0.95 1759 0.13 248 0.92 57 0 57 29 Perm
SBT 1388 1900 4.0 0.95 0.99 1.00 1.00 1.00 3500 1.00 3500 0.92 1509 1 1559
SBR 47 1900
0.92 25 0 0 5 2
0.92 28 0 0 5 Perm
0.92 51 0 0 37 3
0.92 27 0 0 29 20
0.92 51 0 0 79 22
4 4 8.1 8.1 0.07 4.0 3.0 79 0.03 0.43 48.7 1.00 3.7 52.5 D 8 8.1 8.1 0.07 4.0 3.0 115 0.00 0.02 47.3 1.00 0.1 47.4 D 50.3 D 3.6 0.53 110.0 70.2% 15
2 93.4 93.9 0.85 4.5 3.0 3008 c0.46 0.54 2.2 0.74 0.6 2.2 A 2.3 A A 8.0 C 6 93.4 93.9 0.85 4.5 3.0 212 0.23 0.27 1.5 0.10 2.6 2.8 A
6 93.4 93.9 0.85 4.5 3.0 2988 0.45 0.52 2.1 0.11 0.6 0.8 A 0.9 A
2035 Plus Project 8:00 am 1/10/2013
PM Peak Hour
5/30/2013
EBL 31 1900
EBT 54 1900 4.0 1.00 0.99 1.00 0.95 0.99 1664 0.91 1534 0.94 57 37 100
EBR 44 1900
WBL 75 1900
WBT 50 1900 4.0 1.00 0.99 1.00 0.95 0.98 1659 0.87 1465 0.94 53 58 153
WBR 73 1900
NBL 5 1900 4.0 1.00 1.00 1.00 1.00 0.95 1803 0.18 339 0.94 5 0 5 4 0% Perm 2 23.6 23.6 0.59 4.0 3.0 200 0.01 0.03 3.4 1.00 0.2 3.6 A
NBT 741 1900 4.0 1.00 1.00 1.00 0.99 1.00 1752 1.00 1752 0.94 788 4 829
NBR 42 1900
SBL 58 1900 4.0 1.00 1.00 1.00 1.00 0.95 1730 0.20 366 0.94 62 0 62 11 4% Perm 6 23.6 23.6 0.59 4.0 3.0 216 0.17 0.29 4.0 1.00 3.3 7.4 A
SBT 803 1900 4.0 1.00 1.00 1.00 1.00 1.00 1739 1.00 1739 0.94 854 1 866
SBR 12 1900
0.94 33 0 0 8 4% Perm 4
13% 4
0.94 47 0 0 5 1 0%
0.94 80 0 0 5 6% Perm 8
4% 8 8.4 8.4 0.21 4.0 3.0 308 c0.10 0.50 13.9 1.00 1.3 15.2 B 15.2 B
0.94 78 0 0 8 4 5%
7% 2 23.6 23.6 0.59 4.0 3.0 1034 0.47 0.80 6.4 1.00 6.6 13.0 B 12.9 B
0.94 45 0 0 11 26 12%
9% 6 23.6 23.6 0.59 4.0 3.0 1026 c0.50 0.84 6.7 1.00 8.5 15.2 B 14.7 B
0.94 13 0 0 4 4 7%
8.4 8.4 0.21 4.0 3.0 322 0.07 0.31 13.4 1.00 0.6 13.9 B 13.9 B 14.0 0.75 40.0 73.1% 15
B 8.0 D
2035 Plus Project 8:00 am 1/10/2013
PM Peak Hour
5/30/2013
EBL
EBT Stop 110 0.85 129 WB 1 112 0 15 -0.05 4.5 0.14 756 8.2 8.2 A
WBT Stop 82 0.85 96 SB 1 180 94 86 -0.15 4.4 0.22 767 8.7 8.7 A 8.6 A 31.8% 15
WBR
SBL Stop 80 0.85 94
SBR
42 0.85 49 EB 1 179 49 0 0.09 4.6 0.23 750 8.9 8.9 A
13 0.85 15
73 0.85 86
2035 Plus Project 8:00 am 1/10/2013
PM Peak Hour
5/30/2013
EBL 97 1900 4.0 1.00 0.99 1.00 0.92 0.98 1665 0.98 1665 0.96 101 39 214 6
EBR 146 1900
NBL 59 1900 3.5 1.00 1.00 0.99 1.00 0.95 1743 0.14 258 0.96 61 0 61 72 Perm
NBT 1486 1900 3.5 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.96 1548 0 1548
SBT 1357 1900 3.5 0.95 0.99 1.00 0.99 1.00 3474 1.00 3474 0.96 1414 2 1484
SBR 69 1900
0.96 152 0 0 1
0.96 72 0 0 72 19
4 19.3 18.8 0.17 3.5 3.0 285 c0.13 0.75 43.4 1.00 10.6 54.0 D 54.0 D 2 83.7 83.7 0.76 3.5 3.0 196 0.24 0.31 4.1 1.00 4.1 8.2 A
2 83.7 83.7 0.76 3.5 3.0 2693 c0.44 0.57 5.6 1.00 0.9 6.5 A 6.6 A
6 83.7 83.7 0.76 3.5 3.0 2643 0.43 0.56 5.5 0.18 0.8 1.7 A 1.7 A A 7.5 C
8.0 0.61 110.0 70.0% 15
2035 Plus Project 8:00 am 1/10/2013
PM Peak Hour
5/30/2013
WBL 16 Stop 0% 0.96 17 42 12.0 4.0 4
WBR 41
NBT 1487 Free 0% 0.96 1549
NBR 95
SBL 45
SBT 1411 Free 0% 0.96 1470 41 12.0 4.0 3 None 390
0.96 43
0.96 99
0.96 47
None 130 0.87 2469 0.81 907 0.81 1690
1738 6.8 3.5 71 58 WB 1 59 17 43 154 0.38 41 42.2 E 42.2 E
402 6.9 3.3 90 449 NB 1 1033 0 0 1700 0.61 0 0.0 0.0 NB 2 615 0 99 1700 0.36 0 0.0 SB 1 537 47 0 385 0.12 10 3.8 A 1.3
1374 4.1 2.2 88 385 SB 2 980 0 0 1700 0.58 0 0.0
1.4 89.7% 15
2035 Plus Project 8:00 am 1/10/2013
APPENDIX C: QUEUING WORKSHEETS
Existing Conditions
AM Peak Hour
4/24/2013
Lane Group Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary
EBT 35 0.30 49.5 0.0 49.5 22 51 667 463 0 0 0 0.08
EBR 54 0.33 17.7 0.0 17.7 0 36 80 484 0 0 0 0.11
WBT 48 0.41 44.1 0.0 44.1 22 56 249 430 0 0 0 0.11
NBL 58 0.24 38.9 0.0 38.9 33 70 120 283 0 0 0 0.20
NBT 859 0.29 2.0 0.0 2.0 20 143 510 2974 0 0 0 0.29
SBL 12 0.10 45.7 0.0 45.7 7 25 70 195 0 0 0 0.06
SBT 931 0.37 8.3 0.0 8.3 134 192 95 2499 0 0 0 0.37
AM Peak Hour
6/4/2013
EBL 22 0.18 45.8 0.0 45.8 13 37 50 605 0 0 0 0.04
EBT 42 0.23 7.9 0.0 7.9 0 18 923 660 0 0 0 0.06
WBT 44 0.31 30.8 0.0 30.8 12 46 692 569 0 0 0 0.08
NBL 59 0.13 2.4 0.0 2.4 5 14 100 442 0 0 0 0.13
NBT 933 0.31 1.9 0.2 2.2 46 72 310 3036 1202 0 0 0.51
SBL 29 0.06 1.0 0.0 1.0 1 3 100 486 0 0 0 0.06
SBT 989 0.33 0.9 0.0 0.9 19 22 510 3006 0 0 0 0.33
AFT Peak
4/24/2013
EBT 37 0.32 50.4 0.0 50.4 23 52 670 453 0 0 0 0.08
EBR 61 0.36 17.7 0.0 17.7 0 36 80 484 0 0 0 0.13
WBT 43 0.39 43.9 0.0 43.9 19 52 249 400 0 0 0 0.11
NBL 31 0.15 38.7 0.0 38.7 17 44 120 283 0 0 0 0.11
NBT 836 0.28 2.2 0.0 2.2 20 129 510 2994 0 0 0 0.28
SBL 12 0.12 47.5 0.0 47.5 7 25 70 177 0 0 0 0.07
SBT 1012 0.38 7.4 0.0 7.4 151 206 95 2648 0 0 0 0.38
AFT Peak
6/4/2013
EBL 17 0.15 45.2 0.0 45.2 10 32 50 404 0 0 0 0.04
EBT 38 0.27 19.1 0.0 19.1 1 32 923 410 0 0 0 0.09
WBT 48 0.31 25.8 0.0 25.8 8 43 625 404 0 0 0 0.12
NBL 41 0.09 1.9 0.0 1.9 3 9 100 468 0 0 0 0.09
NBT 771 0.24 1.4 0.0 1.4 35 55 310 3170 0 0 0 0.24
SBL 33 0.06 0.7 0.0 0.7 1 2 100 597 0 0 0 0.06
SBT 1004 0.32 0.7 0.0 0.7 15 17 510 3174 0 0 0 0.32
PM Peak
4/24/2013
EBT 69 0.47 52.5 0.0 52.5 42 83 670 381 0 0 0 0.18
EBR 92 0.41 14.4 0.0 14.4 0 45 80 435 0 0 0 0.21
WBT 44 0.30 35.2 0.0 35.2 17 49 249 355 0 0 0 0.12
NBL 48 0.48 59.3 0.0 59.3 30 68 120 106 0 0 0 0.45
NBT 1290 0.46 4.6 0.0 4.6 71 252 510 2793 165 0 0 0.49
SBL 27 0.27 52.2 0.0 52.2 17 45 70 106 0 0 0 0.25
SBT 1080 0.39 5.1 0.0 5.1 121 184 95 2794 0 0 0 0.39
Existing No Project 5:00 pm 1/10/2013 Baseline
PM Peak
6/4/2013
EBL 24 0.17 45.3 0.0 45.3 15 39 50 546 0 0 0 0.04
EBT 12 0.06 0.6 0.0 0.6 0 0 923 503 0 0 0 0.02
WBT 30 0.21 24.1 0.0 24.1 4 32 625 456 0 0 0 0.07
NBL 27 0.07 1.9 0.0 1.9 2 7 100 398 0 0 0 0.07
NBT 1285 0.40 2.0 0.3 2.2 73 111 310 3180 1052 0 0 0.60
SBL 29 0.08 1.0 0.0 1.0 1 2 100 345 0 0 0 0.08
SBT 1150 0.36 0.7 0.0 0.8 18 20 510 3174 241 0 0 0.39
Existing No Project 5:00 pm 1/10/2013 Baseline
AM Peak Hour
6/3/2013
Lane Group Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 50th (ft) Queue Length 95th (ft) Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio
EBT 166 0.72 55.8 0.0 55.8 101 158 667 372 0 0 0 0.45
EBR 322 0.69 18.5 0.0 18.5 48 129 80 608 0 0 0 0.53
WBT 94 0.40 33.1 0.0 33.1 44 84 249 374 0 0 0 0.25
NBL 253 0.95 81.7 0.0 81.7 163 #319 120 266 0 0 0 0.95
NBT 1502 0.61 8.8 0.1 8.9 113 373 510 2454 159 0 0 0.65
SBL 21 0.20 49.3 0.0 49.3 13 37 70 106 0 0 0 0.20
SBT 1994 1.05 57.6 0.0 57.6 ~725 #968 95 1908 0 0 0 1.05
Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
AM Peak Hour
6/3/2013
EBL 43 0.35 48.7 0.0 48.7 26 58 50 501 0 0 0 0.09
EBT 75 0.47 47.5 0.0 47.5 42 83 923 625 0 0 0 0.12
WBT 71 0.47 45.4 0.0 45.4 36 78 692 552 0 0 0 0.13
NBL 150 1.10 127.5 0.0 127.5 ~112 #164 100 136 0 0 0 1.10
NBT 1705 0.57 4.1 0.6 4.7 143 245 310 2977 780 63 0 0.78
SBL 47 0.25 1.4 0.0 1.4 0 m1 100 188 0 0 0 0.25
SBT 1945 0.67 2.3 0.4 2.6 10 m23 510 2894 385 0 0 0.78
Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
AFT Peak Hour

5/30/2013
EBT 118 0.64 56.0 0.0 56.0 72 123 667 346 0 0 0 0.34
EBR 224 0.62 17.7 0.0 17.7 25 93 80 515 0 0 0 0.43
WBT 61 0.33 33.9 0.0 33.9 26 61 249 333 0 0 0 0.18
NBL 109 0.77 76.9 0.0 76.9 70 #162 120 142 0 0 0 0.77
NBT 1112 0.43 6.1 0.1 6.2 65 267 510 2587 324 0 0 0.49
SBL 16 0.14 46.1 0.0 46.1 10 31 70 142 0 0 0 0.11
SBT 1393 0.60 11.1 0.0 11.1 228 351 95 2328 0 0 0 0.60
Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
AFT Peak Hour

5/30/2013
EBL 39 0.35 51.1 0.0 51.1 24 56 50 380 0 0 0 0.10
EBT 68 0.41 32.5 0.0 32.5 21 62 923 490 0 0 0 0.14
WBT 64 0.37 24.6 0.0 24.6 12 51 692 467 0 0 0 0.14
NBL 89 0.37 7.3 0.0 7.3 9 38 100 242 0 0 0 0.37
NBT 1127 0.37 2.4 0.3 2.7 62 105 310 3027 1101 0 0 0.59
SBL 43 0.11 1.2 0.0 1.2 1 m2 100 388 0 0 0 0.11
SBT 1528 0.51 1.2 0.0 1.2 26 28 510 2980 55 0 0 0.52
Intersection Summary m Volume for 95th percentile queue is metered by upstream signal.
PM Peak Hour
6/4/2013
EBT 89 0.54 53.4 0.0 53.4 55 100 667 406 0 0 0 0.22
EBR 133 0.47 12.6 0.0 12.6 0 51 80 506 0 0 0 0.26
WBT 48 0.28 33.5 0.0 33.5 20 52 249 400 0 0 0 0.12
NBL 72 0.53 54.2 0.0 54.2 44 83 120 159 0 0 0 0.45
NBT 1328 0.51 8.2 0.2 8.4 170 338 510 2629 538 0 0 0.64
SBL 27 0.25 51.1 0.0 51.1 17 45 70 106 0 0 0 0.25
SBT 1132 0.45 8.0 0.0 8.0 157 237 95 2495 0 0 0 0.45
PM Peak Hour
6/4/2013
EBL 35 0.24 45.9 0.0 45.9 21 51 50 533 0 0 0 0.07
EBT 25 0.14 1.8 0.0 1.8 0 3 923 509 0 0 0 0.05
WBT 30 0.20 23.1 0.0 23.1 4 32 692 453 0 0 0 0.07
NBL 50 0.14 2.6 0.0 2.6 4 14 100 365 0 0 0 0.14
NBT 1338 0.42 2.2 0.3 2.5 78 133 310 3160 1016 0 0 0.62
SBL 29 0.09 4.1 0.0 4.1 2 m16 100 322 0 0 0 0.09
SBT 1227 0.39 3.7 0.1 3.8 67 248 510 3107 756 0 0 0.52
Cumulative Conditions
2035 No Project (PASS) 3: 53rd Street & San Pablo Avenue
AM Peak Hour
6/4/2013
EBT 38 0.34 55.1 0.0 55.1 26 58 667 372 0 0 0 0.10
EBR 84 0.43 17.0 0.0 17.0 0 46 80 462 0 0 0 0.18
WBT 64 0.50 53.3 0.0 53.3 36 78 249 406 0 0 0 0.16
NBL 114 0.62 56.7 0.0 56.7 79 135 120 241 0 0 0 0.47
NBT 1085 0.37 2.9 0.1 2.9 45 106 510 2927 395 0 0 0.43
SBL 14 0.13 51.9 0.0 51.9 10 30 70 113 0 0 0 0.12
SBT 1212 0.48 8.3 0.0 8.3 174 280 95 2548 0 0 0 0.48
2035 No Project (PASS) 4: 47th Street & San Pablo Avenue
AM Peak Hour
6/4/2013
EBL 22 0.15 38.0 0.0 38.0 13 34 50 240 0 0 0 0.09
EBT 45 0.15 12.6 0.0 12.6 2 31 923 446 0 0 0 0.10
WBT 215 0.78 50.4 0.0 50.4 111 180 692 407 0 0 0 0.53
NBL 59 0.21 6.3 0.0 6.3 10 23 100 284 0 0 0 0.21
NBT 1231 0.47 5.1 0.1 5.2 112 140 310 2629 313 0 0 0.53
SBL 146 0.53 9.0 0.0 9.0 4 135 100 278 0 0 0 0.53
SBT 1205 0.45 1.2 0.0 1.2 14 36 510 2656 140 0 0 0.48
AFT Peak Hour

6/4/2013
EBT 49 0.41 57.6 0.0 57.6 34 69 667 408 0 0 0 0.12
EBR 162 0.61 17.4 0.0 17.4 0 58 80 519 0 0 0 0.31
WBT 46 0.40 47.5 0.0 47.5 23 58 249 364 0 0 0 0.13
NBL 55 0.35 48.0 0.0 48.0 39 74 120 241 0 0 0 0.23
NBT 1107 0.39 3.2 0.1 3.3 57 111 510 2835 442 0 0 0.46
SBL 17 0.16 52.6 0.0 52.6 12 34 70 113 0 0 0 0.15
SBT 1231 0.47 7.7 0.0 7.7 152 274 95 2610 0 0 0 0.47
2035 No Project 8:00 am 1/10/2013
AFT Peak Hour

6/4/2013
EBL 17 0.15 41.7 0.0 41.7 11 30 50 219 0 0 0 0.08
EBT 40 0.16 14.7 0.0 14.7 2 31 923 442 0 0 0 0.09
WBT 184 0.74 45.9 0.0 45.9 82 149 692 421 0 0 0 0.44
NBL 41 0.14 4.6 0.0 4.6 5 16 100 286 0 0 0 0.14
NBT 1042 0.38 3.7 0.1 3.8 85 112 310 2754 462 0 0 0.45
SBL 99 0.27 2.1 0.0 2.1 2 7 100 372 0 0 0 0.27
SBT 1256 0.45 1.1 0.0 1.1 17 30 510 2786 169 0 0 0.48
2035 No Project 8:00 am 1/10/2013
PM Peak Hour
6/4/2013
EBT 85 0.56 60.1 0.0 60.1 58 106 667 410 0 0 0 0.21
EBR 215 0.63 14.6 0.0 14.6 0 69 80 558 0 0 0 0.39
WBT 49 0.31 38.6 0.0 38.6 23 58 249 395 0 0 0 0.12
NBL 69 0.38 44.2 0.0 44.2 45 89 120 241 0 0 0 0.29
NBT 1579 0.59 5.4 0.0 5.4 123 140 510 2697 61 0 0 0.60
SBL 32 0.30 56.6 0.0 56.6 22 54 70 113 0 0 0 0.28
SBT 1311 0.53 10.3 0.0 10.3 242 344 95 2483 0 0 0 0.53
2035 No Project 8:00 am 1/10/2013
PM Peak Hour
6/4/2013
EBL 24 0.27 53.7 0.0 53.7 16 42 50 281 0 0 0 0.09
EBT 13 0.09 23.8 0.0 23.8 1 19 923 425 0 0 0 0.03
WBT 80 0.49 36.8 0.0 36.8 27 74 692 409 0 0 0 0.20
NBL 27 0.11 2.7 0.0 2.7 2 m6 100 257 0 0 0 0.11
NBT 1593 0.52 2.7 0.0 2.7 103 156 310 3061 59 0 0 0.53
SBL 57 0.25 2.5 0.0 2.5 1 m1 100 229 0 0 0 0.25
SBT 1481 0.48 0.7 0.0 0.7 9 10 510 3062 10 0 0 0.49
2035 No Project 8:00 am 1/10/2013
AM Peak Hour
5/30/2013
EBT 122 0.66 59.3 0.0 59.3 84 130 667 328 0 0 0 0.37
EBR 360 0.82 28.8 0.0 28.8 74 168 80 585 0 0 0 0.62
WBT NBL 96 295 0.43 1.02 41.9 89.4 0.0 0.0 41.9 89.4 57 ~218 96 m#392 249 120 387 290 0 0 0 0 0 0 0.25 1.02
NBT 1536 0.59 5.9 0.2 6.1 90 204 510 2589 296 0 0 0.67
SBL 20 0.19 53.3 0.0 53.3 14 39 70 113 0 0 0 0.18
SBT 1884 0.94 33.0 0.0 33.0 581 #951 95 2008 0 0 0 0.94
2035 Plus Project 8:00 am 1/10/2013
AM Peak Hour
5/30/2013
EBL 37 0.19 35.0 0.0 35.0 21 49 50 237 0 0 0 0.16
EBT 71 0.20 25.2 0.0 25.2 28 64 923 429 0 0 0 0.17
WBT 285 0.86 59.0 0.0 59.0 168 #282 692 390 0 0 0 0.73
NBL 126 1.59 339.3 0.0 339.3 ~131 #257 100 79 0 0 0 1.59
NBT SBL 1768 192 0.72 1.83 11.1 404.1 0.0 0.0 11.2 404.1 378 ~214 516 m#261 310 100 2446 105 22 0 0 0 0 0 0.73 1.83
SBT 1912 0.78 3.8 0.8 4.7 80 m95 510 2437 246 0 0 0.87
2035 Plus Project 8:00 am 1/10/2013
AFT Peak Hour

5/30/2013
EBT 111 0.52 49.8 0.0 49.8 74 115 667 370 0 0 0 0.30
EBR 375 0.84 31.1 0.0 31.1 84 178 80 587 0 0 0 0.64
WBT 66 0.30 34.0 0.0 34.0 33 66 249 377 0 0 0 0.18
NBL 135 0.62 51.0 0.0 51.0 94 152 120 290 0 0 0 0.47
NBT 1435 0.56 6.0 0.1 6.1 104 177 510 2573 165 0 0 0.60
SBL 22 0.21 53.9 0.0 53.9 15 41 70 113 0 0 0 0.19
SBT 1654 0.77 21.1 0.0 21.1 387 #781 95 2161 0 0 0 0.77
Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
2035 Plus Project 8:00 am 1/10/2013
AFT Peak Hour

5/30/2013
EBL 37 0.25 39.8 0.0 39.8 23 49 50 217 0 0 0 0.17
EBT 71 0.24 28.1 0.0 28.1 31 65 923 428 0 0 0 0.17
WBT 243 0.80 50.3 0.0 50.3 125 198 692 414 0 0 0 0.59
NBL 84 0.81 63.1 0.0 63.1 35 #158 100 104 0 0 0 0.81
NBT 1461 0.56 5.6 0.1 5.7 134 176 310 2599 132 0 0 0.59
SBL 130 0.66 17.6 0.0 17.6 11 m#29 100 198 0 0 0 0.66
SBT 1874 0.72 3.2 0.2 3.5 83 108 510 2606 195 0 0 0.78
Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal.
2035 Plus Project 8:00 am 1/10/2013
PM Peak Hour
6/4/2013
EBT 98 0.59 60.7 0.0 60.7 67 117 667 400 0 0 0 0.24
EBR 262 0.66 13.8 0.0 13.8 0 75 80 593 0 0 0 0.44
WBT 52 0.30 37.8 0.0 37.8 24 60 249 394 0 0 0 0.13
NBL 91 0.42 41.2 0.0 41.2 58 102 120 290 0 0 0 0.31
NBT 1605 0.60 6.0 0.0 6.0 137 211 510 2661 72 0 0 0.62
SBL 32 0.30 56.6 0.0 56.6 22 54 70 113 0 0 0 0.28
SBT 1356 0.57 12.7 0.0 12.7 288 408 95 2377 0 0 0 0.57
2035 Plus Project 8:00 am 1/10/2013
PM Peak Hour
6/4/2013
EBL 34 0.38 58.4 0.0 58.4 23 54 50 282 0 0 0 0.12
EBT 26 0.17 19.5 0.0 19.5 1 27 923 431 0 0 0 0.06
WBT 80 0.50 38.6 0.0 38.6 29 76 692 404 0 0 0 0.20
NBL 47 0.20 3.6 0.0 3.6 4 m11 100 238 0 0 0 0.20
NBT 1634 0.53 2.5 0.0 2.5 107 132 310 3060 76 0 0 0.55
SBL 57 0.26 2.8 0.0 2.8 1 m1 100 217 0 0 0 0.26
SBT 1560 0.51 0.8 0.0 0.8 11 12 510 3037 153 0 0 0.54
2035 Plus Project 8:00 am 1/10/2013
APPENDIX D: SIGNAL WARRANT WORKSHEETS
Existing AM Tue Jun 4, 2013 15:18:41 Page 3-1 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #2 53rd and Boyer Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 8 0 13 19 0 11 10 51 4 5 66 11 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 147 Minor Approach Volume: 30 Minor Approach Volume Threshold: 731 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to FEHR & PEERS
WALNUT CRK
Existing AM Tue Jun 4, 2013 15:18:41 Page 3-2 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #5 45th Street / Hollis Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 13 259 25 49 230 15 23 24 5 17 46 39 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 591 Minor Approach Volume: 102 Minor Approach Volume Threshold: 360 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing AM Tue Jun 4, 2013 15:18:41 Page 3-3 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #6 45th Street / Doyle Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 0 0 1! 0 0 0 1 0 0 0 0 0 0 1 0 Initial Vol: 0 0 0 27 0 32 31 27 0 0 72 23 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 153 Minor Approach Volume: 59 Minor Approach Volume Threshold: 720 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing AM Tue Jun 4, 2013 15:18:41 Page 3-4 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #701 45th Street / San Pablo Avenue ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Lanes: 0 0 1 1 0 0 1 1 0 0 0 0 0 0 0 0 0 1! 0 0 Initial Vol: 0 869 29 27 911 0 0 0 0 16 0 62 ApproachDel: xxxxxx xxxxxx xxxxxx 17.3 ------------|---------------||---------------||---------------||---------------| Approach[westbound][lanes=1][control=Stop Sign] Signal Warrant Rule #1: [vehicle-hours=0.4] FAIL - Vehicle-hours less than 4 for one lane approach. Signal Warrant Rule #2: [approach volume=78] FAIL - Approach volume less than 100 for one lane approach. Signal Warrant Rule #3: [approach count=3][total volume=1914] SUCCEED - Total volume greater than or equal to 650 for intersection with less than four approaches. -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing Afternoon Tue Jun 4, 2013 15:20:33 Page 3-1 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #2 53rd and Boyer Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 5 0 7 4 0 10 12 63 8 7 27 4 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 121 Minor Approach Volume: 14 Minor Approach Volume Threshold: 783 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing Afternoon Tue Jun 4, 2013 15:20:33 Page 3-2 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #5 45th Street / Hollis Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 5 288 26 44 318 9 21 19 8 30 15 53 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 690 Minor Approach Volume: 98 Minor Approach Volume Threshold: 318 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing Afternoon Tue Jun 4, 2013 15:20:33 Page 3-3 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #6 45th Street / Doyle Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 0 0 1! 0 0 0 1 0 0 0 0 0 0 1 0 Initial Vol: 0 0 0 15 0 25 12 56 0 0 31 7 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 106 Minor Approach Volume: 40 Minor Approach Volume Threshold: 818 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing Afternoon Tue Jun 4, 2013 15:20:33 Page 3-4 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #701 45th Street / San Pablo Avenue ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Lanes: 0 0 1 1 0 0 1 1 0 0 0 0 0 0 0 0 0 1! 0 0 Initial Vol: 0 737 32 34 945 0 0 0 0 12 0 33 ApproachDel: xxxxxx xxxxxx xxxxxx 18.7 ------------|---------------||---------------||---------------||---------------| Approach[westbound][lanes=1][control=Stop Sign] Signal Warrant Rule #1: [vehicle-hours=0.2] FAIL - Vehicle-hours less than 4 for one lane approach. Signal Warrant Rule #2: [approach volume=45] FAIL - Approach volume less than 100 for one lane approach. Signal Warrant Rule #3: [approach count=3][total volume=1793] SUCCEED - Total volume greater than or equal to 650 for intersection with less than four approaches. -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing PM Tue Jun 4, 2013 15:18:50 Page 3-1 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #2 53rd and Boyer Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 5 0 9 18 0 12 20 106 14 18 41 9 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 208 Minor Approach Volume: 30 Minor Approach Volume Threshold: 638 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing PM Tue Jun 4, 2013 15:18:50 Page 3-2 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #5 45th Street / Hollis Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 4 545 22 45 447 12 30 29 5 48 27 46 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 1075 Minor Approach Volume: 121 Minor Approach Volume Threshold: 200 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing PM Tue Jun 4, 2013 15:18:50 Page 3-3 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #6 45th Street / Doyle Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 0 1 0 Initial Vol: 0 0 0 21 0 35 16 78 1 0 43 10 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 148 Minor Approach Volume: 56 Minor Approach Volume Threshold: 729 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing PM Tue Jun 4, 2013 15:18:50 Page 3-4 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #701 45th Street / San Pablo Avenue ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Lanes: 0 0 1 1 0 0 1 1 0 0 0 0 0 0 0 0 0 1! 0 0 Initial Vol: 0 1156 66 41 1035 0 0 0 0 9 0 34 ApproachDel: xxxxxx xxxxxx xxxxxx 25.9 ------------|---------------||---------------||---------------||---------------| Approach[westbound][lanes=1][control=Stop Sign] Signal Warrant Rule #1: [vehicle-hours=0.3] FAIL - Vehicle-hours less than 4 for one lane approach. Signal Warrant Rule #2: [approach volume=43] FAIL - Approach volume less than 100 for one lane approach. Signal Warrant Rule #3: [approach count=3][total volume=2341] SUCCEED - Total volume greater than or equal to 650 for intersection with less than four approaches. -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing Plus Project AM Tue Jun 4, 2013 15:19:02 Page 3-1 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #2 53rd and Boyer Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 8 0 13 23 0 11 10 111 4 5 73 11 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 214 Minor Approach Volume: 34 Minor Approach Volume Threshold: 631 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing Plus Project AM Tue Jun 4, 2013 15:19:02 Page 3-2 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #5 45th Street / Hollis Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 13 278 48 65 232 15 27 29 5 38 52 71 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 651 Minor Approach Volume: 161 Minor Approach Volume Threshold: 334 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing Plus Project AM Tue Jun 4, 2013 15:19:02 Page 3-3 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #6 45th Street / Doyle Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 0 0 1! 0 0 0 1 0 0 0 0 0 0 1 0 Initial Vol: 0 0 0 75 0 49 65 37 0 0 114 30 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 246 Minor Approach Volume: 124 Minor Approach Volume Threshold: 593 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing Plus Project AM Tue Jun 4, 2013 15:19:02 Page 3-4 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #701 45th Street / San Pablo Avenue ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Lanes: 0 0 1 1 0 0 1 1 0 0 0 0 0 0 0 0 0 1! 0 0 Initial Vol: 0 1016 30 29 1062 0 0 0 0 16 0 70 ApproachDel: xxxxxx xxxxxx xxxxxx 20.4 ------------|---------------||---------------||---------------||---------------| Approach[westbound][lanes=1][control=Stop Sign] Signal Warrant Rule #1: [vehicle-hours=0.5] FAIL - Vehicle-hours less than 4 for one lane approach. Signal Warrant Rule #2: [approach volume=86] FAIL - Approach volume less than 100 for one lane approach. Signal Warrant Rule #3: [approach count=3][total volume=2223] SUCCEED - Total volume greater than or equal to 650 for intersection with less than four approaches. -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing Plus Project AfterTue Jun 4, 2013 15:20:46 Page 3-1 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #2 53rd and Boyer Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 5 0 7 6 0 10 12 92 8 7 33 4 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 156 Minor Approach Volume: 16 Minor Approach Volume Threshold: 715 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing Plus Project AfterTue Jun 4, 2013 15:20:46 Page 3-2 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #5 45th Street / Hollis Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 5 297 38 54 320 9 23 21 8 52 20 83 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 723 Minor Approach Volume: 155 Minor Approach Volume Threshold: 306 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing Plus Project AfterTue Jun 4, 2013 15:20:46 Page 3-3 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #6 45th Street / Doyle Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 0 0 1! 0 0 0 1 0 0 0 0 0 0 1 0 Initial Vol: 0 0 0 90 0 52 32 61 0 0 61 11 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 165 Minor Approach Volume: 142 Minor Approach Volume Threshold: 700 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing Plus Project AfterTue Jun 4, 2013 15:20:46 Page 3-4 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #701 45th Street / San Pablo Avenue ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Lanes: 0 0 1 1 0 0 1 1 0 0 0 0 0 0 0 0 0 1! 0 0 Initial Vol: 0 832 33 36 1057 0 0 0 0 12 0 37 ApproachDel: xxxxxx xxxxxx xxxxxx 21.1 ------------|---------------||---------------||---------------||---------------| Approach[westbound][lanes=1][control=Stop Sign] Signal Warrant Rule #1: [vehicle-hours=0.3] FAIL - Vehicle-hours less than 4 for one lane approach. Signal Warrant Rule #2: [approach volume=49] FAIL - Approach volume less than 100 for one lane approach. Signal Warrant Rule #3: [approach count=3][total volume=2007] SUCCEED - Total volume greater than or equal to 650 for intersection with less than four approaches. -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing Plus Project PM Tue Jun 4, 2013 15:19:13 Page 3-1 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #2 53rd and Boyer Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 5 0 9 19 0 12 20 119 14 18 44 9 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 224 Minor Approach Volume: 31 Minor Approach Volume Threshold: 618 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing Plus Project PM Tue Jun 4, 2013 15:19:13 Page 3-2 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #5 45th Street / Hollis Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 4 549 31 54 448 12 31 31 5 63 30 64 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 1098 Minor Approach Volume: 157 Minor Approach Volume Threshold: 194 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing Plus Project PM Tue Jun 4, 2013 15:19:13 Page 3-3 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #6 45th Street / Doyle Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 0 1 0 Initial Vol: 0 0 0 91 0 60 34 80 1 0 55 13 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 183 Minor Approach Volume: 151 Minor Approach Volume Threshold: 672 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Existing Plus Project PM Tue Jun 4, 2013 15:19:13 Page 3-4 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #701 45th Street / San Pablo Avenue ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Lanes: 0 0 1 1 0 0 1 1 0 0 0 0 0 0 0 0 0 1! 0 0 Initial Vol: 0 1222 67 42 1082 0 0 0 0 9 0 37 ApproachDel: xxxxxx xxxxxx xxxxxx 28.7 ------------|---------------||---------------||---------------||---------------| Approach[westbound][lanes=1][control=Stop Sign] Signal Warrant Rule #1: [vehicle-hours=0.4] FAIL - Vehicle-hours less than 4 for one lane approach. Signal Warrant Rule #2: [approach volume=46] FAIL - Approach volume less than 100 for one lane approach. Signal Warrant Rule #3: [approach count=3][total volume=2459] SUCCEED - Total volume greater than or equal to 650 for intersection with less than four approaches. -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
2035 No Project AM Tue Jun 4, 2013 15:19:25 Page 3-1 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #2 53rd and Boyer Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 8 0 13 21 0 11 10 81 4 5 135 13 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 248 Minor Approach Volume: 32 Minor Approach Volume Threshold: 591 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
2035 No Project AM Tue Jun 4, 2013 15:19:25 Page 3-3 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #6 45th Street / Doyle Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 0 0 1! 0 0 0 1 0 0 0 0 0 0 1 0 Initial Vol: 0 0 0 27 0 34 34 54 0 0 97 23 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 208 Minor Approach Volume: 61 Minor Approach Volume Threshold: 638 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
2035 No Project AM Tue Jun 4, 2013 15:19:25 Page 3-4 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #701 45th Street / San Pablo Avenue ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Lanes: 0 0 1 1 0 0 1 1 0 0 0 0 0 0 0 0 0 1! 0 0 Initial Vol: 0 1135 38 31 1175 0 0 0 0 42 0 71 ApproachDel: xxxxxx xxxxxx xxxxxx 43.9 ------------|---------------||---------------||---------------||---------------| Approach[westbound][lanes=1][control=Stop Sign] Signal Warrant Rule #1: [vehicle-hours=1.4] FAIL - Vehicle-hours less than 4 for one lane approach. Signal Warrant Rule #2: [approach volume=113] SUCCEED - Approach volume greater than or equal to 100 for one lane approach. Signal Warrant Rule #3: [approach count=3][total volume=2492] SUCCEED - Total volume greater than or equal to 650 for intersection with less than four approaches. -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
2035 No Project Afternoon Tue Jun 4, 2013 15:20:57 Page 3-1 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #2 53rd and Boyer Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 5 0 7 5 0 10 12 162 8 7 49 5 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 243 Minor Approach Volume: 15 Minor Approach Volume Threshold: 597 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
2035 No Project Afternoon Tue Jun 4, 2013 15:20:57 Page 3-3 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #6 45th Street / Doyle Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 0 0 1! 0 0 0 1 0 0 0 0 0 0 1 0 Initial Vol: 0 0 0 15 0 27 14 79 0 0 48 7 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 148 Minor Approach Volume: 42 Minor Approach Volume Threshold: 729 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
2035 No Project Afternoon Tue Jun 4, 2013 15:20:57 Page 3-4 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #701 45th Street / San Pablo Avenue ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Lanes: 0 0 1 1 0 0 1 1 0 0 0 0 0 0 0 0 0 1! 0 0 Initial Vol: 0 983 54 39 1230 0 0 0 0 17 0 37 ApproachDel: xxxxxx xxxxxx xxxxxx 31.9 ------------|---------------||---------------||---------------||---------------| Approach[westbound][lanes=1][control=Stop Sign] Signal Warrant Rule #1: [vehicle-hours=0.5] FAIL - Vehicle-hours less than 4 for one lane approach. Signal Warrant Rule #2: [approach volume=54] FAIL - Approach volume less than 100 for one lane approach. Signal Warrant Rule #3: [approach count=3][total volume=2360] SUCCEED - Total volume greater than or equal to 650 for intersection with less than four approaches. -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
2035 No Project PM Tue Jun 4, 2013 15:19:55 Page 3-1 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #2 53rd and Boyer Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 5 0 9 18 0 12 20 235 14 18 63 9 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 359 Minor Approach Volume: 30 Minor Approach Volume Threshold: 493 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
2035 No Project PM Tue Jun 4, 2013 15:19:55 Page 3-3 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #6 45th Street / Doyle Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 0 1 0 Initial Vol: 0 0 0 21 0 36 17 108 1 0 65 10 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 201 Minor Approach Volume: 57 Minor Approach Volume Threshold: 647 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
2035 No Project PM Tue Jun 4, 2013 15:19:55 Page 3-4 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #701 45th Street / San Pablo Avenue ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Lanes: 0 0 1 1 0 0 1 1 0 0 0 0 0 0 0 0 0 1! 0 0 Initial Vol: 0 1435 94 44 1358 0 0 0 0 16 0 38 ApproachDel: xxxxxx xxxxxx xxxxxx 69.9 ------------|---------------||---------------||---------------||---------------| Approach[westbound][lanes=1][control=Stop Sign] Signal Warrant Rule #1: [vehicle-hours=1.0] FAIL - Vehicle-hours less than 4 for one lane approach. Signal Warrant Rule #2: [approach volume=54] FAIL - Approach volume less than 100 for one lane approach. Signal Warrant Rule #3: [approach count=3][total volume=2985] SUCCEED - Total volume greater than or equal to 650 for intersection with less than four approaches. -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
2035 No Project PM Tue Jun 4, 2013 15:19:55 Page 3-5 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #701 45th Street / San Pablo Avenue ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Lanes: 0 0 1 1 0 0 1 1 0 0 0 0 0 0 0 0 0 1! 0 0 Initial Vol: 0 1435 94 44 1358 0 0 0 0 16 0 38 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 2931 Minor Approach Volume: 54 Minor Approach Volume Threshold: -86 [less than minimum of 100] -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
2035 Plus Project AM Tue Jun 4, 2013 15:20:08 Page 3-1 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #2 53rd and Boyer Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 8 0 13 25 0 11 10 165 4 5 145 13 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 342 Minor Approach Volume: 36 Minor Approach Volume Threshold: 506 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
2035 Plus Project AM Tue Jun 4, 2013 15:20:08 Page 3-3 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #6 45th Street / Doyle Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 0 0 1! 0 0 0 1 0 0 0 0 0 0 1 0 Initial Vol: 0 0 0 67 0 60 81 68 0 0 161 28 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 338 Minor Approach Volume: 127 Minor Approach Volume Threshold: 509 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
2035 Plus Project AM Tue Jun 4, 2013 15:20:08 Page 3-4 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #701 45th Street / San Pablo Avenue ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Lanes: 0 0 1 1 0 0 1 1 0 0 0 0 0 0 0 0 0 1! 0 0 Initial Vol: 0 1261 39 34 1345 0 0 0 0 42 0 79 ApproachDel: xxxxxx xxxxxx xxxxxx 65.7 ------------|---------------||---------------||---------------||---------------| Approach[westbound][lanes=1][control=Stop Sign] Signal Warrant Rule #1: [vehicle-hours=2.2] FAIL - Vehicle-hours less than 4 for one lane approach. Signal Warrant Rule #2: [approach volume=121] SUCCEED - Approach volume greater than or equal to 100 for one lane approach. Signal Warrant Rule #3: [approach count=3][total volume=2800] SUCCEED - Total volume greater than or equal to 650 for intersection with less than four approaches. -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
2035 Plus Project AfternoonTue Jun 4, 2013 15:21:09 Page 3-1 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #2 53rd and Boyer Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 5 0 7 7 0 10 12 202 8 7 57 5 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 291 Minor Approach Volume: 17 Minor Approach Volume Threshold: 549 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to FEHR & PEERS WALNUT CRK 2035 Plus Project AfternoonTue Jun 4, 2013 15:21:09 Page 3-3 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #6 45th Street / Doyle Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 0 0 1! 0 0 0 1 0 0 0 0 0 0 1 0 Initial Vol: 0 0 0 78 0 67 41 85 0 0 93 10 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 229 Minor Approach Volume: 145 Minor Approach Volume Threshold: 613 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to FEHR & PEERS WALNUT CRK 2035 Plus Project AfternoonTue Jun 4, 2013 15:21:09 Page 3-4 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #701 45th Street / San Pablo Avenue ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Lanes: 0 0 1 1 0 0 1 1 0 0 0 0 0 0 0 0 0 1! 0 0 Initial Vol: 0 1060 55 40 1357 0 0 0 0 17 0 42 ApproachDel: xxxxxx xxxxxx xxxxxx 37.6 ------------|---------------||---------------||---------------||---------------| Approach[westbound][lanes=1][control=Stop Sign] Signal Warrant Rule #1: [vehicle-hours=0.6] FAIL - Vehicle-hours less than 4 for one lane approach. Signal Warrant Rule #2: [approach volume=59] FAIL - Approach volume less than 100 for one lane approach. Signal Warrant Rule #3: [approach count=3][total volume=2571] SUCCEED - Total volume greater than or equal to 650 for intersection with less than four approaches. -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
2035 Plus Project PM Tue Jun 4, 2013 15:20:22 Page 3-1 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #2 53rd and Boyer Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 Initial Vol: 5 0 9 20 0 12 20 253 14 18 68 9 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 382 Minor Approach Volume: 32 Minor Approach Volume Threshold: 476 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
2035 Plus Project PM Tue Jun 4, 2013 15:20:22 Page 3-3 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Volume Signal Warrant Report [Urban] ******************************************************************************** Intersection #6 45th Street / Doyle Street ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Stop Sign Stop Sign Stop Sign Stop Sign Lanes: 0 0 0 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 0 1 0 Initial Vol: 0 0 0 80 0 73 42 110 1 0 82 13 ------------|---------------||---------------||---------------||---------------| Major Street Volume: 248 Minor Approach Volume: 153 Minor Approach Volume Threshold: 591 -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
2035 Plus Project PM Tue Jun 4, 2013 15:20:22 Page 3-4 --------------------------------------------------------------------------------------------------------------------------------------------------------------Peak Hour Delay Signal Warrant Report ******************************************************************************** Intersection #701 45th Street / San Pablo Avenue ******************************************************************************** Future Volume Alternative: Peak Hour Warrant NOT Met ------------|---------------||---------------||---------------||---------------| Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Lanes: 0 0 1 1 0 0 1 1 0 0 0 0 0 0 0 0 0 1! 0 0 Initial Vol: 0 1487 95 45 1411 0 0 0 0 16 0 41 ApproachDel: xxxxxx xxxxxx xxxxxx 84.3 ------------|---------------||---------------||---------------||---------------| Approach[westbound][lanes=1][control=Stop Sign] Signal Warrant Rule #1: [vehicle-hours=1.3] FAIL - Vehicle-hours less than 4 for one lane approach. Signal Warrant Rule #2: [approach volume=57] FAIL - Approach volume less than 100 for one lane approach. Signal Warrant Rule #3: [approach count=3][total volume=3095] SUCCEED - Total volume greater than or equal to 650 for intersection with less than four approaches. -------------------------------------------------------------------------------SIGNAL WARRANT DISCLAIMER This peak hour signal warrant analysis should be considered solely as an "indicator" of the likelihood of an unsignalized intersection warranting a traffic signal in the future. Intersections that exceed this warrant are probably more likely to meet one or more of the other volume based signal warrant (such as the 4-hour or 8-hour warrants). The peak hour warrant analysis in this report is not intended to replace a rigorous and complete traffic signal warrant analysis by the responsible jurisdiction. Consideration of the other signal warrants, which is beyond the scope of this software, may yield different results.
WALNUT CRK
APPENDIX E: CONGESTION MANAGEMENT ANALYSIS
Emeryville Center for Community Life TIA MTS Roadway System Analysis Summary - 2020 PM
Link Location A node B node # Lanes
Segment Limits
Model Volume
Project Trips
No Project Volume V/C Ratio No Project Change in Change in V/C >3% LOS
With Project Volume
V/C Ratio With No Project Project LOS
With Project LOS
Arterials
27659 30097 38 38
0.13 0.14 0.13 0.28 0.34 0.39 0.35 0.25 0.15 0.11 0.20 0.18 0.27 0.14 0.14 0.15 0.13 0.21 0.19 0.30 0.16 0.16 0.17 0.17 A A A A A A A A 0.37 0.28 B A 0.42 B B B A A A A A A A A A 0.32 0.36 A A A B 0.15 A A No Yes No No No No No No No No No No No No 0.16 0.16 A A A A No No
San Pablo Avenue Southbound Ashby Avenue Between 65th Street Between 33146 27658 33169 27642 27643 59 59 940 837 393 240 276 306 270 896 452 999 59 59 30 30 30 30 53 435 488 40 40 40 11 9 -5 -10 -20 -20 -10 97 256 334 2 2 655 546 -5 13 13 17 17 359 684 218 220 238 258 260 278 370 693 480 437 510 467 32535 32534 30532 33220 32535 27643 27642 33178 27658 30097 27659 30101 27642 2 684 2 359 2 2 2 218 220 238 2 435 3 3 480 437 3 276 2 240 3 2 837 393 3 940 2 3 453 812 54 453 812 507 871 2 206 38 206 244 2 2 212 216 212 216 250 254 27658 33178 27642 27643 32535 33220 30532 32534 32535 27643 27642 33169 27658 33146 27642 30101
Between
Between Between
Alcatraz Avenue Powell Street/ Stanford Avenue 40th Street
65th Street Alcatraz Avenue Powell Street/ Stanford Avenue
no change no change no change no change change no change no change no change no change no change no change no change no change no change no change no change
Between
40th Street Adeline Street W MacArthur Boulevard
Adeline Street W MacArthur Boulevard Between 35th Street Between San Pablo Avenue Northbound 30th Street Between
35th Street 30th Street
Between
Between Between
35th Street W MacArthur Boulevard Adeline Street
35th Street W MacArthur Boulevard
Between
Adeline Street 40th Street Powell Street/ Stanford Avenue
Alcatraz Avenue 65th Street Ashby Avenue
Hollis Street
0.22 0.43
0.23 0.43
A B
A B
No No
no change no change
San Pablo Avenue
San Pablo Avenue 40th Street Stanford Avenue 32533 27643 27644 33181 33206 27643 33172 27657 33170 27657 27657 33172 27657 33170 2 2 32533 2 27644 27643 2 2 47 21 27643 33206 33181 2 2 2 223 62 78
223 62 78 47 21 97 256 334 655 546
218 52 58 27 11 92 269 347 672 563
0.14 0.04 0.05 0.03 0.01 0.06 0.16 0.21 0.41 0.34
0.14 0.03 0.04 0.02 0.01 0.06 0.17 0.22 0.42 0.35
A A A A A A A A B A
A A A A A A A A B B
No No No No No No No No No No
40th Street Powell Street/ Stanford Avenue Between Alcatraz Avenue Between 65th Street Between 40th Street Westbound San Pablo Avenue Between 40th Street Eastbound Hollis Street Between Adeline Street Northbound W MacArthur Boulevard Between San Pablo Avenue Between 40th Street Between Adeline Street Southbound Stanford Avenue Between 40th Street Between
no change no change no change no change no change no change no change no change no change change
40th Street San Pablo Avenue W MacArthur Boulevard
San Pablo Avenue Hollis Street
San Pablo Avenue Between Stanford Avenue Westbound Market Street Between San Pablo Avenue Between Stanford Avenue Eastbound Hollis Street Between San Pablo Avenue Between Fehr & Peers, 2013.
San Pablo Avenue Market Street
5/31/2013
Page 1 of 2
Emeryville Center for Community Life TIA MTS Roadway System Analysis Summary - 2035 PM
Link Location A node B node # Lanes
Segment Limits
Model Volume
Project Trips
No Project Volume V/C Ratio No Project Change in Change in V/C >3% LOS
With Project Volume
V/C Ratio With No Project Project LOS
With Project LOS
Arterials
27659 30097 49 49
0.19 0.22 0.20 0.41 0.47 0.53 0.47 0.38 0.27 0.20 0.35 0.32 0.47 0.35 0.34 0.34 0.22 0.37 0.34 0.51 0.38 0.37 0.38 0.29 A A B A B B A A 0.51 0.43 B B 0.57 B B B B A A B A B B B B 0.45 0.51 B B B B 0.23 A A No Yes Yes Yes Yes Yes No No No No Yes No No Yes 0.22 0.25 A A A A No No
San Pablo Avenue Southbound Ashby Avenue Between 65th Street Between 33146 27658 33169 27642 27643 85 85 1,275 1,133 609 431 485 524 470 1,218 694 1,360 85 85 39 39 39 39 69 750 819 52 52 52 12 9 -5 -10 -20 -20 -10 134 362 443 2 2 968 751 -5 13 13 17 17 497 1,015 559 547 551 611 599 603 509 1,024 845 770 884 809 32535 32534 30532 33220 32535 27643 27642 33178 27658 30097 27659 30101 27642 2 1,015 2 497 2 2 2 559 547 551 2 750 3 3 845 770 3 485 2 431 3 2 1,133 609 3 1,275 2 3 657 1,128 71 657 1,128 728 1,213 2 319 49 319 368 2 2 303 350 303 350 352 399 27658 33178 27642 27643 32535 33220 30532 32534 32535 27643 27642 33169 27658 33146 27642 30101
Between
Between Between
Alcatraz Avenue Powell Street/ Stanford Avenue 40th Street
65th Street Alcatraz Avenue Powell Street/ Stanford Avenue
no change no change no change no change no change no change no change no change no change no change no change no change no change no change change change
Between
40th Street Adeline Street W MacArthur Boulevard
Adeline Street W MacArthur Boulevard Between 35th Street Between San Pablo Avenue Northbound 30th Street Between
35th Street 30th Street
Between
Between Between
35th Street W MacArthur Boulevard Adeline Street
35th Street W MacArthur Boulevard
Between
40th Street Powell Street/ Stanford Avenue Alcatraz Avenue 65th Street
Adeline Street 40th Street Powell Street/ Stanford Avenue
Alcatraz Avenue 65th Street Ashby Avenue
Hollis Street
0.31 0.63
0.32 0.64
A C
A C
No No
no change no change
San Pablo Avenue
San Pablo Avenue 40th Street Stanford Avenue 32533 27643 27644 33181 33206 27643 33172 27657 33170 27657 27657 33172 27657 33170 2 2 32533 2 27644 27643 2 2 60 28 27643 33206 33181 2 2 2 264 87 107
264 87 107 60 28 134 362 443 968 751
259 77 87 40 18 129 375 456 985 768
0.17 0.05 0.07 0.04 0.02 0.08 0.23 0.28 0.60 0.47
0.16 0.05 0.05 0.02 0.01 0.08 0.23 0.28 0.62 0.48
A A A A A A A A C B
A A A A A A A A C B
No No No No No No No No No No
Between Between Between 40th Street Westbound San Pablo Avenue Between 40th Street Eastbound Hollis Street Between Adeline Street Northbound W MacArthur Boulevard Between San Pablo Avenue Between 40th Street Between Adeline Street Southbound Stanford Avenue Between 40th Street Between
no change no change no change no change no change no change no change no change no change no change
40th Street San Pablo Avenue W MacArthur Boulevard
San Pablo Avenue Hollis Street
San Pablo Avenue Between Stanford Avenue Westbound Market Street Between San Pablo Avenue Between Stanford Avenue Eastbound Hollis Street Between San Pablo Avenue Between Fehr & Peers, 2013.
San Pablo Avenue Market Street
5/31/2013
Page 2 of 2

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PU BL IC R E V I E W DR A F T

E M E RY V I L L E CE N T E R OF COM M U N I T Y L I F E I N I T I A L ST U DY / M I T IG AT E D N EG AT I V E DECL A R AT ION

E M E RY V I L L E CE N T E R OF COM M U N I T Y L I F E I N I T I A L ST U DY / M I T IG AT E D N EG AT I V E DECL A R AT ION

APPENDIX A ILLUMINATION SUMMARY (LIGHTING SCENARIO A)

EQUIPMENT LIST FOR AREAS SHOWN

80' 80' 80' 80' 80' 80'

0' 0' 0' 0' 0' 0' TOTALS

SINGLE LUMINAIRE AMPERAGE DRAW CHART

Line Amperage Per Luminaire

Single Phase Voltage

EQUIPMENT LIST FOR AREAS SHOWN

80' 80' 80' 80' 80'

0' 0' 0' 0' 0' TOTALS

80' 80' 80' 80' 80'

Name: Size: Spacing: Height:

Football 360' x 160' 30.0' x 30.0' 3.0' above grade

Guaranteed Average: Scan Average: Maximum: Minimum: Avg / Min:

Entire Grid 30 30.6 42 20 1.54

Max / Min: UG (adjacent pts): CV: No. of Points:

EQUIPMENT LIST FOR AREAS SHOWN

80' 80' 80' 80' 80'

0' 0' 0' 0' 0' TOTALS

80' 80' 80' 80' 80'

Name: Size: Spacing: Height:

Soccer 325' x 185' 30.0' x 30.0' 3.0' above grade

Guaranteed Average: Scan Average: Maximum: Minimum: Avg / Min:

Entire Grid 30 31.0 42 18 1.70

Max / Min: UG (adjacent pts): CV: No. of Points:

2.28 1.49 0.19 77

Green Generation 5,000 hours 134,000 1.000 30 46.92 (51.0 max)

By: Eric Svenby File # / Date: 153689R9

EQUIPMENT LIST FOR AREAS SHOWN

80' 80' 80' 80' 80' 80'

0' 0' 0' 0' 0' 0' TOTALS

80' 80' 80' 80' 80' 80'

1500W MZ 1500W MZ 1500W MZ 1500W MZ 1500W MZ 1500W MZ

Name: Size: Spacing: Height:

Guaranteed Average: Scan Average: Maximum: Minimum: Avg / Min:

Infield 50 50.2 64 33 1.54

2.47 1.61 0.24 48

By: Eric Svenby File # / Date: 153689R9

EQUIPMENT LIST FOR AREAS SHOWN

80' 80' 80' 80' 80' 80'

0' 0' 0' 0' 0' 0' TOTALS

80' 80' 80' 80' 80' 80'

1500W MZ 1500W MZ 1500W MZ 1500W MZ 1500W MZ 1500W MZ

12.51 14.07 18.01

7.43 26.62 32.13

6.73 A1 14.01 25.75

32.87 36.32 39.51

18.25 18.01 22.87 29.97

By: Eric Svenby File # / Date: 153689R9

EQUIPMENT LIST FOR AREAS SHOWN

80' 80' 80' 80' 80' 80'

0' 0' 0' 0' 0' 0' TOTALS

80' 80' 80' 80' 80' 80'

1500W MZ 1500W MZ 1500W MZ 1500W MZ 1500W MZ 1500W MZ

SCALE IN FEET 1 : 150

By: Eric Svenby File # / Date: 153689R9

EQUIPMENT LIST FOR AREAS SHOWN

80' 80' 80' 80' 80' 80'

0' 0' 0' 0' 0' 0' TOTALS

80' 80' 80' 80' 80' 80'

1500W MZ 1500W MZ 1500W MZ 1500W MZ 1500W MZ 1500W MZ