CHAPTER 3: TRAFFIC CONDITIONS 3.1 ROADWAY SYSTEM The roadway system provides the primary travel network in nearly all developed urban areas. The roadway network in West Berkeley facilitates all movements of automobiles, heavy vehicles, emergency vehicles, transit buses and shuttles, pedestrians, and bicyclists. Maintaining an efficient roadway system is critical to the overall success of the transportation network.
3.1.1 ROADWAY CLASSIFICATIONS The existing roadway network can be described using the city’s classification system. This system includes a major freeway, five arterial streets (including two state highways), five collector streets, and a number of residential streets which provide access throughout West Berkeley. Table 3-1 and Figure 3-1 show these classifications and the West Berkeley roadway that falls within each of their descriptions. Table 3- 1: Roadway Classifications
Classification
Facility
Freeway
Interstate 80/580
Arterial
San Pablo Ave.*, Gilman St., University Ave., Ashby Ave.*, Dwight Way
Collector
Eastshore Highway, 4th St., 6th/7th/Hollis St., Cedar St., and Hearst Ave.-Delaware Streets
Residential
All remaining streets
* Also classified as Caltrans State Routes
The following is a detailed summary of these facilities including the roadway classification, number of travel lanes, speed limits, traffic flow directions, and adjacent land use characteristics. Freeways Interstate 80/580 (Figure 3-2) is an eight-lane freeway facility (with an HOV lane in each direction) that is located on the western edge of Berkeley and runs parallel to the Bay in a north-south orientation. This stretch of freeway has a dual designation through Berkeley and splits just to the north and south of the city limits. The freeway connects the San Francisco Bay Area to the Sacramento region to the east and Marin County to the north. Three interchanges provide access to the freeway at Gilman St., University Ave. and Ashby Ave. within the study area.
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3-1
LL
6 4 TH
A OCE N
13
Emeryville
POTTE
TON
ALLS R
ON
5TH
65TH
ER
ER
POTT
Y
HB AS
FOLG
AY
N
5TH
4TH
ADDIS
ST
HEAR West Berkeley Senior Center
66TH
67TH
M URR
ONY ANTH
LETO
HT
ON
CAR
S GRAY
HEINZ
DEE PAR
DWIG
HOLLIS
BAY
Berkeley Aquatic Park
INIA
9TH
E HASK
ON
ETT BURN LL RUSSE
9TH
7TH
Oakland
N
OREGO
WARD
MABEL
G, OA
HERZO
MABEL
123
Amtrak Station
E
ONTAG
AR BOLIV
FR WEST
80
580
R
CEDA
4TH
DERBY
PARKER
BYRON
Berkeley
WARE DELA
S
VIRG
JONE
LIA
Albany
PAGE
CAME
AN
GILM
ISON
HARR
8TH
6TH
BLAKE
9TH
PARK
E WALLAC
S
MATHEW
R
10TH
TH James Kenny Park
G
KAINS
STAN
C H AU C E
NAGE
LO B A P SAN
CHANNIN
MOU DART
T
TALBO
BYRON
WEST BERKELEY CIRCULATION MASTER PLAN
PARK
MABEL
N
ELL
CORN
BROWN
ADDISO
IS CURT
SANT A FE
CURTIS
CO
SON
FT BANCRO
E
EDER BELV
NEIL
YN EVEL
FRANCIS
CHESTNUT
ING
SITY UNIVER
LTA
CUR TIS
N ADDISO
SE
PERA
WEST
BONAR
RE DELAWA
WEST
RO
RESIDENTIAL
HEARST
FRANKLIN
SE
ORD COLLECTOR WAY
EY BERKEL
ACTON
ACTON
IS CARR
SHORT
RO
N ARTERIAL
INS
ACTO
PK HO
FREEWAY
ACTON
T ACROF
KEONCREST
INA
LINCOLN
ALB
CE DA R
SACRAMENTO
trian Pedes ge rid Bike B
2ND
3RD
Y IGHWA
RE H STSHO
EA
San Francisco Bay East Shore State Park
A
B
H UC
0
N NA VIRGI
Golden Gate Fields
CK
I DO
INA
MAR
0.25
0 0.1250.25
NIA
BU
N, AL CHANA
0.125
K
J DOC
0.5
Miles
0.5 Figure 3-1 Miles ROADWAY CLASSIFICATIONS 101752/BASE - 10/16/07
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Arterial Streets (North/South) San Pablo Ave. (State Route 123) (Figure 3-3) is located along the eastern boundary of the study area and connects the Richmond/El Cerrito area in the north to the Oakland/Emeryville area in the south. Four travel lanes, separated by a landscaped median, are provided on San Pablo Ave. with left-turn pockets at major intersections. Curb-to-curb measurements are approximately 72 feet. The speed limit along San Pablo Ave. is 30mph. Commercial, high and medium density residential, and office land uses are found within West Berkeley. (East / West) Gilman St. (Figure 3-6) connects Interstate 80/580 to the west and runs eastward into the City of Berkeley. West of 3rd St., Gilman St. has two lanes in each direction and east of 3rd St., Gilman St. has one lane in each direction with on-street parking. Both configurations give curb-to-curb distances of approximately 50 feet (41 feet east of 3rd). At Gilman St. with San Pablo Ave., on-street parking is prohibited due to a righthand turn lane. The land uses along Gilman St. are primarily manufacturing and industrial and the current speed limit is 35mph. University Ave. (Figure 3-5) is located in the center of the study area and has two through lanes in each direction, which are divided by a median. Curb-to-curb distances are approximately 68 feet. The current speed limit is between 20mph and 35mph depending on the surrounding land uses; left-turn lanes are provided only at major intersections. The arterial serves as a primary connection to Interstate 80/580 and the Berkeley Marina, and includes commercial, residential, mixed-use land uses. The current configuration of the Interstate 80/580 interchange does not allow all movements occur. These include the westbound movement from the southbound interstate and northbound/southbound movements from the eastbound University Ave. movement. The University overpass does not allow use by bikes and pedestrians. Ashby Ave. (State Route 13) (Figure 3-4) is located at the southern portion of the study area, providing a connection from South Berkeley to Interstate 80/580. Four travel lanes are provided on Ashby Ave. west of San Pablo Ave. East of San Pablo Ave., Ashby Ave. narrows to two lanes, except during the weekday peak periods when restrictions prohibit on-street parking and provide an additional travel lane in each direction. West of San Pablo Ave. curb-to-curb measurements are approximately 60 feet. The current speed limit along Ashby Ave. is 35mph. Ashby Ave. runs through commercial development west of San Pablo Ave. and residential development to the east of San Pablo Ave. The Ashby interchange also serves Emeryville via Shellmound Ave., which currently only serves two movements – northbound on and northbound off.
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3-3
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Figure 3-2: Interstate 80/580
Figure 3-3: San Pablo Ave. (State Highway 123)
Figure 3-4 Ashby Ave. (State Highway 13)
Figure 3-5: University Ave.
Figure 3-6: Gilman St.
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3-4
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Collector Roads (North/ South) Eastshore Highway runs parallel to Interstate 80/580 along the western portion of the study area. This roadway serves as an access road to several residential and collector streets in the study area. Its location west of the railroad tracks can create obstruction for east/west access to and from the rest of the study area. Direct access to Eastshore Highway can be achieved at the eastbound Interstate 80/580 off ramp. At this intersection with Hearst Ave., the roadway becomes a one-way, northbound-only street; southbound traffic forced to turn east. Running north out of Berkeley, Eastshore Highway meets Buchanan road which currently only allows right turns (eastbound). Eastshore Highway has one lane in each direction and a current speed limit of 25mph. 4th St. has one lane in each direction and runs from Harrison just north of Gilman St. on the north to Dwight Way on the south, and traverses industrial and commercial land uses. 4th Street is a major north-south street west of 6th Street and provides access to the rail station under the University overpass. The 4th St. Shopping District, with a heavy concentration of retail centers and restaurants, is located between the blocks of Hearst Ave. and Virginia St. Midblock crossings can be found on the blocks between University Ave. and Virginia St. The current speed limit on 4th St. is 25mph. 6th St. has one lane in each direction, on-street parking, left turn lanes at major intersections, and bike lanes along portions of its roadway. North of Hearst St., it has a continuous two-way left turn lane. The collector street designation of 6th St. extends from Gilman St. in the north to the merging point of 7th St. (Dwight Crescent) at Dwight Way. Although not designated as an arterial, 6th St. experiences high volumes of traffic near the University interchange and is used a key north/south link for the central portion of West Berkeley. 6th St. runs through predominantly residential land uses and provides access to University Village to the north. The current speed limit ranges from 25mph to 35mph depending on the surrounding environs. 7th St. provides two travel lanes with on-street parking and left-turn pockets at major intersections through the center of West Berkeley. The collector street designation of 7th St. is the portion of the roadway south of Dwight Way. Similar to 6th St., 7th St. experiences high volumes of traffic near the Ashby interchange and is used a key north/south link for southern portion of West Berkeley. 7th St. facilitates mostly industrial and artisan land uses and the current speed limit varies between 25mph and 35mph. (East / West) Dwight Way extends from the southside of Berkeley and terminates at 4th St. in West Berkeley. The street has one lane in each direction with on-street parking and the current speed limit is between 25mph and 35mph, depending on the surrounding land uses. East of the study area at Martin Luther King Jr Way, WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3-5
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Dwight Way turns into a one-way street in the eastbound direction. In West Berkeley residential and industrial properties are found along Dwight Way. Cedar St. has one lane in each direction and on-street parking. The road is located near the northern portion of study area. West of 4th St. on Cedar St., there are many industrial land uses along Cedar St., and east of 6th St. are more residential properties with transitional mix between. The current speed limit varies between 25mph and 35 mph, depending on the surrounding land uses. Hearst Ave. has one lane in each direction and runs parallel to University Ave. The collector designation of Hearst Ave is between Eastshore Highway and 9th St. At 9th Street the collector designation jogs north to Delaware Ave. since its intersection with San Pablo Ave. is signalized and that at Hearst is not. The road originates on the western portion of the study area at Eastshore Highway and extends east to the UC Berkeley campus. The current speed limit is 25mph and serves residential and institutional land uses. Signage to 4th St. from I-80 directs traffic to Hearst Ave. Local Streets (North /South) 2nd St. has one lane in each direction with on-street parking. 2nd St. begins north of Gilman St. and terminates at Addison St.. The current speed limit is 25mph and the majority of land adjacent to 2nd St. is for industrial and warehouse purposes. 8th St. has one lane in each direction and on-street parking. 8th St. runs from Harrison St. to Heinz Ave. with the only signalized intersection located at Gilman St. 8th St. runs adjacent to several residential and institutional properties and provides access to University Village to the north. The current speed limit is 25mph. 9th St. has two travel lanes available with permitted on-street parking. Ninth St. is designated as a north/south bicycle boulevard. Although recent acquisitions by the City will allow for future bike connectivity south of Heinz St., the roadway network currently terminates at Heinz Ave. Its intersection with University Ave and Ashby Ave are signalized while Gilman is stop controlled. The majority of land uses along 9th St. are residential and the current speed limit is 25mph. 10th St. has one lane in each direction and on-street parking. 10th St. begins north of Gilman St. and runs south to Heinz Ave., with mostly residential land uses along the street. The current speed limit is 25mph.
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3-6
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
(East/West) Harrison St. has one lane in each direction with on-street parking. There are primarily industrial and institutional land uses on Harrison St. This roadway is located at the northern section of the study area, originating at 4th St. and terminating east of San Pablo Ave. The current speed limit is 25mph. Camelia St. has one lane in each direction with on-street parking. Camelia St. is located near the northern portion of the study area; it originates at 2nd St. and terminates east of San Pablo Ave. There are several residential, industrial, and commercial properties adjacent to Camelia St. The current speed limit is 25mph Delaware St. has one lane in each direction and on-street parking. Located near the center of the study area, Delaware St. begins at 6th St. and terminates east of San Pablo Ave. There are many residential and institutional facilities along Delaware St. The current speed limit is 25mph. Addison St. has one lane in each direction with on-street parking. The street begins at Aquatic Park and extends east to San Pablo Ave., where it jogs 120 feet to north and continues east toward Downtown Berkeley. A break in the roadway between Curtis St. and Browning St. prohibits through movements for vehicles. The street runs adjacent to many residential properties and the current speed limit is 25mph. Allston Way has one lane in each direction with on-street parking. This road operates between 6th St. and San Pablo Ave. and has a speed limit of 25mph. The land uses along Allston Way include residential, office, and industrial properties. Bancroft Way has one lane in each direction with on-street parking. Bancroft Way begins at 3rd St. and runs east to Downtown Berkeley through the center of the study area. The current speed limit is 25mph. The western segment of Bancroft Way is primarily industrial; the eastern section is mostly residential properties. Channing Way has one lane in each direction and is a designated bike boulevard. Channing Way serves residential development and on-street parking is permitted. Channing way originates west of 4th St. and continues east of San Pablo Ave. to College Ave. The current speed limit is 25mph. Grayson St. runs along several industrial properties near the southern portion of the study area. Grayson St. has one lane in each direction with on-street parking. The current speed limit is 25mph. Heinz Ave. is located near the southern region of the study area. Two travel lanes in each direction are provided with on-street parking allowed. Heinz Ave. between 7th St. and San Pablo Ave. is a designated bicycle boulevard and the current speed limit is 25mph. WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3-7
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Parker St. has one lane in each direction. Located near the southern portion of the study area, Parker St. runs adjacent to many industrial land uses. The road originates at 4th St. and continues east of San Pablo Ave. The current speed limit is 25mph. Potter St. runs from 5th St. to 9th St. in the southern portion of Berkeley. Potter St. has one lane in each direction and is located at the southern portion of the study area. This roadway traverses industrial and commercial areas within the study area and the current speed limit is 25mph. Virginia St. has one lane in each direction and on-street parking. This local street runs east of the freeway to U.C. Berkeley campus, and travels adjacent to several residential, commercial, and institutional properties within the study area. The current speed limit on Virginia St. is 25mph. Anthony St. is a one-way street (eastbound) between 7th and 9th Streets and has one lane in each direction between 4th and 7th Streets. The current speed limit is 25 mph. Rail Corridor On what was 3rd Street, the Union Pacific Railroad has an easement from the City to provide rail service. Although most motor vehicle access has been restricted by barriers and gates installed by Union Pacific Railroad, driveway are still in existence from previous developments that are used by the adjacent businesses near the right-of-way.
3.1.2 TRAFFIC CONTROL DEVICES1 Approximately 15% of all intersections in West Berkeley are signalized with the remainder controlled by twoway or four-way stops. These 24 signalized intersections are located along Gilman St., University Ave., Ashby Ave., 6th St., 7th St. or San Pablo Ave. and shown in Figure 3-7. All signalized intersections are actuated and coordinated, with the exception of the signals along 7th St.. An actuated signal responds to minimum and maximum times for green phases rather than assigning fixed times, and changes phases when triggered by the minor approach. This triggering is detected by a loop detector embedded in the roadway at the intersection that can sense the change in magnetic field caused by the vehicle above as they wait at the red light. Berkeley also has custom intersections with bike loop detectors that are sensitive enough to detect bicyclist waiting at the intersection.
1
The existing conditions analysis was completed based on field conditions during the month of August and September,
2007. The City of Berkeley implemented a new signal coordination plan along San Pablo Ave. that is not reflected in this analysis. WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3-8
6 4 TH
A OCE N
65TH
AY
ER
FOLG
M URR
ER
POTT
N
13
Emeryville
POTTE
TON
4TH
R
5TH
66TH
67TH
ASHBY
ON
LETO
CAR
ONY ANTH
HEINZ
S GRAY
DEE PAR
5TH
ON
West Berkeley Senior Center
ADDIS
ST
HEAR
S
Berkeley Aquatic Park
VIRG
E
ONTAG
AN
AR BOLIV
INIA
9TH
LL
E HASK
ON
ETT BURN LL RUSSE
N
OREGO
WARD
7TH
HOLLIS
BAY
Amtrak Station
FR WEST
80
580
R
CEDA
4TH
9TH
Oakland
ALLS
WARE DELA
6TH
JONE
LIA
GILM
ISON
HARR
Albany
PAGE
CAME
8TH
DERBY
Berkeley
HT
9TH
PARKER
10TH
TH James Kenny Park
DWIG
KAINS
BLAKE
NAGE
STAN
MABEL
G, OA
HERZO
MABEL
123
R
MOU DART
T
TALBO
LO B A P SAN
G
ELL
CORN
BYRON
PARK
E WALLAC
S
MATHEW
BYRON
N
SANT A FE
C H AU C E
IS CURT
ADDISO
CO
SON
CURTIS
BROWN
WEST BERKELEY CIRCULATION MASTER PLAN
PARK
MABEL
CHANNIN
E
EDER BELV
NEIL
YN EVEL
FRANCIS
CHESTNUT
ING
SITY UNIVER
LTA
CUR TIS
FT BANCRO
SE
PERA
BONAR
RE DELAWA
RO
WEST
WEST
N ADDISO
WAY
HEARST
FRANKLIN
SE
INS
ORD
EY BERKEL
ACTON
ACTON
IS CARR
SHORT
RO
PK HO
SIGNALIZED ACTO INTERSECTION N
ACTON
T ACROF
KEONCREST
INA
LINCOLN
ALB
CE DA R
SACRAMENTO
trian Pedes ge rid Bike B
2ND
3RD
Y IGHWA
RE H STSHO
EA
San Francisco Bay East Shore State Park
A
B
H UC
0
N NA VIRGI
Golden Gate Fields
CK
I DO
INA
MAR
0.25
0 0.1250.25
NIA
BU
N, AL CHANA
0.125
K
J DOC
0.5
Miles
0.5 Figure 3-7 Miles SIGNALIZED INTERSECTIONS 101752/BASE - 10/16/07
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
A coordinated cycle is programmed with adjacent intersections to allow a wave of green lights to occur if traffic is moving at the speed limit, thus improving traffic flow and throughput. All signal timings, with the exception of those found along 7th St., currently behave in this manner and are based on weekday peak conditions. These timing patterns are not always optimal, especially during the weekends when traffic patterns differ from the weekday. Transit signal priority exists along San Pablo Ave. to facilitate transit and emergency vehicle preferential treatment. This system allows approaching transit or emergency vehicles to extend the green phase by up to 10 seconds or trigger an early green phase as the vehicle approaches the intersection. Rather than loop detectors, the system uses cameras (Opticom receivers) mounted atop the traffic signal poles (Figure 3-8) that can detect the approaching vehicles well before it reaches the intersection. Figure 3-8: Opticom receiver on San Pablo Ave.
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 10
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
3.1.3 TRAFFIC CALMING The City of Berkeley has been a pioneer in implementing traffic calming techniques to reduce travel speeds through residential areas and eliminate cut through traffic from the arterial network. In West Berkeley there are a number of various traffic calming devices primarily located surrounding residential areas (Figure 3-10). Three of the primary types of traffic calming devices in use include: Traffic Diverters Speed Bumps/Humps Traffic Circles Restrictions on turning movements during the peak hour periods are also used in West Berkeley on Ashby Ave., San Pablo Ave. and Eastshore Highway. Northbound movements on 10th St at Cedar St. are only allowed to turn right, as are southbound movements along Eastshore Highway at Gilman St. Although no physical barrier is in place at these locations, the signage functions as a barrier for certain traffic movements. Traffic Diverters Traffic Diverters are a roadway feature placed in the traffic stream to physically prohibit a vehicle from entering to, exiting from (or both) a given street (Figure 3-9). Three types of diverters channel traffic in various ways. A full diverter configuration places barriers across both lanes of traffic, prohibiting exit from and entrance to a street, except by emergency vehicles. A diagonal diverter configuration places barriers across an intersection from one corner to another, forcing either a right or left turn but no through movement. A semi-diverter configuration places a barrier across one travel lane, prohibiting entry to or exit from one movement of the street. Most full diverter configurations allow for passage by emergency vehicles and nearly all diverters allow for bicycle travel. Full diverters are used to West Berkeley is prevent access or crossing of the railroad by vehicles. This is found on both sides of the tracks at Jones St. and Paige St. and Figure 3-9: Traffic Diverter (full)
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 11
LL
ON
6 4 TH
A OCE N
65TH
66TH
67TH
M URR
ER
ER
ON
LETO
POTT
Y
HB AS
FOLG
AY
ONY ANTH
HEINZ
S GRAY
CAR N
13
Emeryville
POTTE R
4TH
Berkeley Aquatic Park
INIA
9TH
E HASK
IS CARR
ETT BURN LL RUSSE
N
OREGO
DEE PAR
HOLLIS
ON
ADDIS
5TH
TON
ALLS
ST West Berkeley Senior Center
Amtrak Station
E
ONTAG
AR BOLIV
FR WEST
80
580
R
CEDA
4TH
5TH
HEAR
WARE DELA
S
VIRG
JONE
LIA
Albany
PAGE
CAME
AN
GILM
ISON
HARR
8TH
9TH
7TH
Oakland
BAY
James Kenny Park
6TH
WARD
TH
9TH
DERBY
Berkeley
10TH
HT
KAINS
DWIG
NAGE
STAN
BLAKE
MOU DART
T
TALBO
LO B A P SAN
MABEL
G, OA
HERZO
MABEL
123
R
ELL
CORN
BYRON
PARK
E WALLAC
S
MATHEW
BYRON
N
SANT A FE
G
IS CURT
ADDISO
CO
SON
CURTIS
C H AU C E
E
EDER BELV
NEIL
YN EVEL
FRANCIS
CHESTNUT
BROWN
WEST BERKELEY CIRCULATION MASTER PLAN
PARK
MABEL
CHANNIN
LTA
CUR TIS
ING
SITY UNIVER
PERA
FT BANCRO
SE
TRAFFIC CIRCLES
BONAR
RE DELAWA
RO
WEST
WEST
N ADDISO
ORD HUMPS SPEED WAY
HEARST
SE
FRANKLIN
ACTON
PARKER
ACTON
RO
INS
ON
SHORT EY BERKEL
PK HO
TRAFFIC ACT DIVERTERS
ACTON
T ACROF
KEONCREST
INA
LINCOLN
ALB
CE DA R
SACRAMENTO
trian Pedes ge rid Bike B
2ND
3RD
Y IGHWA
RE H STSHO
EA
San Francisco Bay East Shore State Park
A
B
H UC
0
N NA VIRGI
Golden Gate Fields
CK
I DO
INA
MAR
0.25
0 0.1250.25
NIA
BU
N, AL CHANA
0.125
K
J DOC
0.5
Miles
0.5 Figure 3-10 Miles TRAFFIC CALMING LOCATIONS 101752/BASE - 10/16/07
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Traffic diverters were first seen in Berkeley in the mid-60’s near San Pablo Park. City Council’s adoption of the Traffic Management Plan in 1975 led to a flood of diverters in many of the residential areas of Berkeley. In West Berkeley there are currently four locations (shown in Figure 3-10) with some diverter configuration. Table 3-2 summarizes these locations and the movements prohibited as a result of the diverters Table 3- 2: Traffic Diverter Locations
Location
Diverter Type
Comments
10th and Camelia St.
Half
Restricted Southbound movements on 10th St.
9th and Delaware St.
Diagonal
Westbound to southbound and eastbound to northbound allowed
7th and Bancroft Way
Diagonal
Northbound to westbound and southbound to eastbound allowed
Burnett St. (east of San Pablo Ave.)
Full
No movement in either direction on Burnett just east of San Pablo Ave.
Speed Humps Speed humps are designed to slow the speed of vehicular traffic on neighborhood streets with rounded asphalt bumps located in the travel lanes (Figure 3-11). During the early 1990’s, the City of Berkeley went through a rapid wave of installing speed humps on their local streets. Between 1990 and 1996, 156 speed humps were installed on 99 blocks within the City. These humps were met with mixed emotions; concerns about emergency and fire vehicle access were debated. Although the speed humps are still in place today, a moratorium was placed on new installation of the humps in 1995. Figure 3-11: Speed Hump on 10th St.
There are currently 30 speed humps in West Berkeley as shown in Figure 3-10. Their locations are in and surrounding the residential neighborhoods in the central area of the study area and just east of San Pablo Ave. near the residential neighborhoods surrounding San Pablo Park. Many of the bike boulevards in West Berkeley also include these traffic calming devices.
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 13
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Traffic Circles Traffic circles are intersection control devices that require traffic to slow down to maneuver around a fixed object in the center of the intersection. These devices improve safety as broadside and head-on collisions are eliminated through the use of right turn access and egress. In West Berkeley, these circles generally are constructed at a small, residential scale and include two- or four-way stop control devices. Their designs vary throughout the city but most are landscaped and include signage to notify motorists of the allowable movements (Figure 3-12). There are currently eight locations of traffic circles in West Berkeley as shown in Figure 3-10. Figure 3-12: Traffic Circle at the intersection of Hearst St. and 6th St.
3.1.4 TRUCK ROUTES Truck drivers must follow designated heavy truck routes when driving through Berkeley. Truck routes are signed by the City as defined in Berkeley Municipal Code Section 14.56.060 requiring drivers of heavy-duty commercial vehicles weighing seven tons or more to use the designated route system. Heavy vehicles must use these routes to get as close as possible to their final destination before alternative roads can be used. The designated routes in West Berkeley are Gilman St., University Ave., San Pablo Ave., and Ashby Ave. as shown in Figure 3-13. All streets south of Cedar and north of University Ave., between San Pablo Ave. and 6th St. have three ton prohibitions and all portions of Bolivar St. near Aquatic Park have commercial vehicle prohibitions.
3.1.5 EMERGENCY VEHICLE ROUTES The City of Berkeley has identified several emergency routes within their evacuation network, as shown in Figure 3-13. The majority of emergency routes operate in an east-west orientation, providing direct access to and from the freeway; other emergency routes provide north-south access to these major emergency roadways. Within the study area, there are seven designated emergency routes: WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 14
LL
ON
6 4 TH
A OCE N
65TH
66TH
67TH
M URR
ER
ER
POTT
Y
HB AS
FOLG
AY
ONY ANTH
LETO N
HT
ON
CAR
S GRAY
HEINZ
DEE PAR
DWIG
HOLLIS
13
Emeryville
POTTE R
ON
ADDIS
TON
ALLS
ST
5TH
4TH
Berkeley Aquatic Park
INIA
9TH
E HASK
IS CARR
ETT BURN LL RUSSE
N
OREGO
WARD
DERBY
PARKER
BLAKE
R
5TH
HEAR
WARE DELA
S
VIRG
JONE
LIA
PAGE
CAME
AN
GILM
ISON
HARR
Amtrak Station
E
ONTAG
FR WEST
80
580
R
CEDA
Albany
West Berkeley Senior Center
AR BOLIV 4TH
9TH
7TH
Oakland
BAY
James Kenny Park
8TH
MABEL
G, OA
HERZO
MABEL
123
Berkeley
10TH 9TH
6TH
G
KAINS
C H AU C E
LO B A P SAN
PARK
E WALLAC
S
MATHEW
BYRON
N
NAGE
STAN
BYRON
ADDISO
ELL
CORN
TH
MOU DART
FE
CO
ANTA EMERGENCYSVEHICLE ROUTES
CURTIS
BROWN
WEST BERKELEY CIRCULATION MASTER PLAN
PARK
MABEL
CHANNIN
E
EDER VEHICLES BELV IS CURT
NEIL COMMERCIAL SON
YN EVEL FIREOSTATIONS T TALB
FRANCIS
PROHIBITING
CHESTNUT
ING
SITY UNIVER
LTA 5 TON PROHIBITION
FT BANCRO
SE
PERA
BONAR
RE DELAWA
RO
WEST
ACTON
WEST
N ADDISO
SE
3 TON PROHIBITION CUR TIS
HEARST
DESIGNATED TRUCK ROUTE OVER 7 TONSFRANKLIN O RDW AY
ACTON
T ACROF
ACTON
RO
N
INS
ACTO
SHORT EY BERKEL
RESTRICTED MOVEMENT OF TRUCKS
LINCOLN
KEONCREST
INA
CE DA R
ALB
PK HO
s
SACRAMENTO
trian Pedes ge rid Bike B
2ND
3RD
Y IGHWA
RE H STSHO
EA
San Francisco Bay East Shore State Park
A
B
H UC
0
N NA VIRGI
Golden Gate Fields
CK
I DO
INA
MAR
0.25
0.5
Miles
0 0.1250.25
NIA
BU
N, AL CHANA
0.125
K
J DOC
0.5 Figure 3-13 Miles EMERGENCY VEHICLE AND TRUCK ROUTES 101752/BASE - 10/16/07
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
(North /South) San Pablo Ave. (State Route 123) 6th St./ 7th St. (split at Dwight) (East/West) Gilman St. Cedar St. University Ave. Dwight Way Ashby Ave. (State Route 13) Fire stations in West Berkeley are located at the intersection of Cedar St. and 9th St. and on 8th St. just north of Dwight Way. Due to intense traffic calming in the central portion of the study area, routing for emergency vehicles is not always direct. Although emergency vehicles can maneuver through the calmed areas, speeds are reduced enough to force emergency drivers to circumvent these areas for faster options. In addition, congestion during peak conditions on segments of University Ave. become so poor that emergency vehicles will avoid this option all together and use Hearst Ave. or Addison St. as an alternative. Future conditions analysis of this WBCMP will re-evaluate these routes.
3.2 TRAFFIC OPERATIONS ANALYSIS The results from the traffic analysis show a number of areas of concern resulting from congestion and delay. The Gilman St. interchange and adjacent frontage roads experience congestion during all periods of the day and all days of the week. Significant queues result in the southbound direction at the Interstate 80/580 westbound ramp which could cause backup to the interstate travel lanes. The at-grade rail crossing near this interchange also adds to the queuing when rail activity blocks the roadway. University Ave. and San Pablo Ave. is another location within the Study Area where traffic conditions are poor during all times of the day and all days of the week. This intersection is the crossroads of two major arterials and also experiences high levels of transit, bicycle and pedestrian activity. Signal priority along San Pablo Ave. gives preference to northbound and southbound traffic. Eastbound travel from the Interstate along University Ave experiences heavy delays along this section west of San Pablo Ave. During weekend conditions, all left turning movements experience queue lengths which exceed storage capacity, resulting is blockages of through travel lanes. Approach speeds to this intersection are on average around 10 MPH. University Ave. and 6th St. is another area of concern for the roadway network. Northbound left and southbound right turns from 6th Street to University Ave. are heavy during peak hour travel conditions and WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 16
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
result in heavy queuing and delay. This intersection is in the middle of the slow eastbound flow of traffic from the interstate traveling to Downtown Berkeley and UC Berkeley. The final area of concern is San Pablo Ave. and Ashby Ave. AM and midday conditions for the weekday and weekend show LOS values of E and F and heavy queuing on the north and southbound directions. From field observations, eastbound and westbound movements are also congested during all times of the day, especially weekend conditions when on-street parking restrictions are not in effect, reducing travel lane from four to two lanes east of San Pablo Ave.
3.2.1
SITE RECONNAISANCE
Traffic conditions in West Berkeley were observed during the initial site visit in August 2007. Aside from the congestion issues along the major arterial streets in the AM and PM peak hours, specific areas and travel patterns of concern were noted. Among these were:
Heavy congestion and queuing at the Gilman St. interchange and adjacent intersections
High traffic volumes along University Ave. between Interstate 80/580 and San Pablo Ave. creating stop and go conditions during peak periods, and
Extensive queuing at 6th St. and University Ave. and 7th St. and Ashby Ave. due to large employers in West Berkeley.
3.2.2
METHODOLOGY
Data Collection and Processing The weekday analysis was performed for the morning (7:00 AM to 9:00 AM) and evening (4:00 PM to 6:00 PM) peak hour periods during a typical weekday. It was identified during the site reconnaissance that the project area shows considerable congestion during the weekends. Hence, weekend analysis was conducted for the midday (11:30 AM to 2:30 PM) and evening (4:30 PM to 6:30 PM) peak scenarios. The times for the weekend counts were selected after reviewing historic 24-hour tube counts along the major arterials to determine when traffic volumes were at their highest. Field counts were conducted during the months of September and October 2007 with care taken to ensure that no special conditions (football games, races etc.) existed during data collection. Turning movement count data were available for many study intersections across different years from other traffic studies conducted within the project area. The different sources for this raw count data are presented in Appendix A. An assumption was made that travel patterns within this area have not significantly changed between 2004 and September 2007. Hence, new intersection turning movement counts were conducted at study intersections where count data was not available past the year 2004. The previous counts and new counts were then compared in a spreadsheet to determine whether they needed to be adjusted due to a difference in volumes WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 17
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
between intersections due to differing peak intervals. If discrepancies were observed and land use changes had occurred in the area, warranting a change in trip generations or attractions, a growth percentage was applied to match with the more recent data. These adjustments termed “data balancing” were restricted to be within a range of 10-15 percent of the original count data. Other operating parameters such as signal timings, lane widths, traffic compositions, etc. were obtained from field observations or by the City of Berkeley’s Office of Transportation. Prior to proceeding with the network-wide analysis, the counts and LOS findings were compared to existing results of EIRs and studies completed in West Berkeley. This double check provided an opportunity to identify any discrepancies in the inputs or analysis process. For example, LOS differences at 7th St. and Ashby Ave. when compared to the West Berkeley Bowl EIR in the PM peak revealed modified lane geometries since the 2005 study. Similar comparisons were completed at other intersections where discrepancies were experienced to place justification on their differences. Analysis Tools Once all the data were collected, the information was coded into a traffic analysis program called Synchro. Synchro allows users to enter traffic volumes and operating parameters to obtain accurate levels of delay, queueing, speed, etc. This software is also useful in optimizing signal coordination as well as minimizing delays and stops. Synchro, and the sister simulation package SimTraffic, provide output measures of effectiveness (MOEs) for both intersections and arterial links. The MOEs are calculated based on the Highway Capacity Manual (HCM) 2000 methodologies. The Highway Capacity Manual is a research document published by the Transportation Research Board and offers engineers a standard method for analyzing intersections and other transportation facilities. Traffic simulation models allow for evaluation overcomplex traffic situations. The models afford an opportunity to evaluate and design strategies without committing expensive time consuming resources necessary to implement alternative strategies in the field. Simulation packages like SimTraffic have advantages of traditional models in that they are able to simulate all types of traffic controlled intersections (signalized, unsignalized, roundabouts) and the interaction that occurs across the complete network. Modeling Consistencies and Validation The results obtained from traffic simulation, like many other simulation applications, are often questioned due to the lack of transparency in the process. If one looks in from the outside, the process appears to be the dumping of a lot of numbers into a black box and summarizing the output without questioning the results. Acknowledging these risks, the modeling for West Berkeley incorporates a number of reality checks and validation steps to ensure the model was accurately representing real-world operating characteristics. WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 18
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Many of these model checks were considered during the programming stages to ensure parameters were modified from their default values to match West Berkeley. Included in these modification parameters were:
Saturation flow rates (maximum number of vehicles per hour within a give corridor),
Lane widths,
Percentages of heavy vehicles and buses,
Storage lengths (for turning bays),
Existence of on-street parking,
Existence of bicycle lanes, and
Pedestrian activity levels.
Travel time runs were also conducted for time of day/day of week scenarios similar to the turning movement counts. The runs were conducted along major arterials in the project area during the peak periods defined for the weekday and weekend scenarios. The roadways along which travel time runs were conducted include University Ave., San Pablo Ave., Ashby Ave. and Gilman St. along both directions. The results of these runs were compared with the model’s results and used to validate the weekday and weekend SimTraffic models. Measures of Effectiveness Measures of effectiveness are quantitative measures that summarize the operating performance of a traffic environment. In terms of the traffic network, these often include:
Level of Service (Delay),
Travel speed and time, and
Queuing.
LOS is a qualitative description of the performance of an intersection based on the average delay per vehicle. Intersection levels of service range from LOS A, which indicates free flow or excellent conditions with short delays, to LOS F, which indicates congested or overloaded conditions with extremely long delays. Urban and suburban arterials are characterized by platoon flows. Operational quality is controlled primarily by the efficiency of signal coordination and is affected by how individual signalized intersections operate along the arterial. Level of service is primarily a function of average travel speed along segments, and is calibrated from field data. Travel time runs were conducted in the field in order to calibrate the SimTraffic models to ensure compliance with existing conditions. It was also applied as a measure of effectiveness for identifying impacts along the major arterials within the project area. WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 19
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Level of Service (LOS) Levels of Service for signalized intersections was calculated in Synchro using the Highway Capacity Manual 2000 (HCM 2000) methodology. The LOS is based on the average delay (in seconds per vehicle) for the various movements within the intersection. A combined weighted average delay and LOS are presented for each of the signalized intersections. The average delay for signalized intersections was calculated using the Synchro analysis software and is correlated to the level of service designation as shown in Table 3-3. Table 3-3: Level of Service Criteria – Signalized Intersections
Level of Service A B C
Description of Operations Operations with very low delay occurring with favorable progression and/or short cycle length. Operations with low delay occurring with good progression and/or short cycle lengths. Operations with average delays resulting from fair progression and/or longer cycle lengths. Individual cycle failures begin to appear.
Average Delay* ≤ 10.0 10.1 – 20.0 20.1 – 35.0
Operations with longer delays due to a combination of unfavorable progression, D
long cycle lengths, or high V/C ratios. Many vehicles stop and individual cycle
35.1 – 55.0
failures are noticeable. Operations with high delay values indicating poor progression, long cycle lengths, E
and high V/C ratios. Individual cycle failures are frequent occurrences. This is
55.1 – 80.0
considered to be the limit of acceptable delay. F
Operation with delays unacceptable to most drivers occurring due to over saturation, poor progression, or very long cycle lengths.
≥ 80.1
* Delay presented in seconds per vehicle. Source: Highway Capacity Manual, Transportation Research Board, 2000
Unsignalized intersections were evaluated using the Highway Capacity Manual 2000 methodology. The LOS rating is based on the weighted average control delay expressed in seconds per vehicle as illustrated in Table 3-4. Control delay includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration. At two-way controlled intersections, LOS is calculated for each controlled movement, as opposed to the intersection as a whole. For all-way stop controlled locations, LOS is computed for the intersection as a whole.
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 20
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Table 3-4: Level of Service Criteria – Unsignalized Intersections
Level of Service
Average Delay*
Description of Operations
A
No Delay for stop-controlled approaches.
≤ 10.0
B
Operations with minor delays.
10.1 – 15.0
C
Operations with moderate delays.
15.1 – 25.0
D
Operations with some delays.
25.1 – 35.0
E
Operations with high delays, and long queues.
35.1 – 50.0
F
Operations with extreme congestion, with very high delays and long queues unacceptable to most drivers.
≥ 50.1
* Delay presented in seconds per vehicle. Source: Highway Capacity Manual, Transportation Research Board, 2000
Major arterials were evaluated using the Highway Capacity Manual 2000 methodology. The LOS rating is based on the average speed obtained from the SimTraffc outputs expressed in miles per hour as illustrated in Table 3-5. Table 3-5: Level of Service Criteria – Arterials
Urban Street. Class Range of Free Flow Speeds (mph) Typical Free Flow Speed (mph)
I
II
III
IV
55 to 45
45 to 35
35 to 30
35 to 25
50
40
35
30
Level of Service
Average Travel Speed (mph)
A
> 42
> 35
> 30
> 25
B
> 34-42
> 28-35
> 24-30
> 19-25
C
> 27-34
> 22-28
> 18-24
> 13-19
D
> 21-27
> 17-22
> 14-18
> 9-13
E
> 16-21
> 13-17
> 10-14
> 7-9
F
≤ 16
≤ 13
≤ 10
≤7
Source: Highway Capacity Manual, Transportation Research Board, 2000
Speed and Travel Time Operations along the major arterials were determined by conducting travel time runs. Travel time is inversely proportional to travel speed. The best way to measure travel time is by driving the corridor and recording the time it takes to go between two points or intersections. The method, known as the floating care method, utilizes a test vehicle which is driven over the roadways in a series of runs to adequately WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 21
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
measure average speed and delays for any one direction. Stop watches were used to record travel times between various control points and to measure the stopped time delays along Ashby Ave, University Ave, Gilman St., San Pablo Ave., and portions of 6th and 7th Streets. The time, location and cause of delays were recorded to determine transportation impacts. Travel times along the major arterials were also obtained as an output of the SimTraffic model and verified with the field travel time runs during the validation process. The resulting travel speed creates the measure of the level of service of arterials. The average travel speed is computed from the running times on the urban street and the control delay of through movements at signalized intersections. 95th Percentile Queuing The length at which 95 percent of vehicles are queuing at or below during a given time period is known as 95th percentile queuing. The 95th percentile queue length for each intersection was obtained from SimTraffic simulation analysis. Three simulation runs were performed and the 95th percentile queue lengths based on the average value of these runs. When compared to the actual storage bay lengths in the field, these queue lengths will give us an estimate of the capacity constraints due to queue back ups as well as inadequacies in storage bay lengths.
3.2.3
ARTERIAL ANALYSIS
The arterial speeds were then obtained from the model in order to arrive upon the arterial level of service. Ten travel time runs were averaged together to get the average results. The arterials considered for this study are University Ave., San Pablo Ave., Ashby Ave. and Gilman St.. The speed limit along these roadways varies from 25 – 35 mph with a free flow speed of about 35 mph. It can thus be ascertained that all these arterials fall under the Urban Street Class III classification and the LOS will be determined based on that scheme. Table 3-6, 3-7, 3-8, and 3-9 summarize the queuing results in West Berkeley for AM and PM weekday and midday and PM weekend conditions. These operations were evaluated using travel time, delay and average speed comparisons. Tables 3-10 and 3-11 show the arterial operations from the model output for the weekday and weekday peak periods. The SimTraffic output can be found in Appendix C. The arterial analysis reflected the congestion observed during the field visits. Overall weekend conditions were more congested than weekday conditions, but both showed multiple occurrences of LOS E and F. During the midday weekend conditions, five of the arterial links analyzed were at LOS E or F, while four of the links were at LOS E or F during the weekend PM scenario. The weekday conditions showed only two cases of LOS E or F in the AM and four in the PM.
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 22
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Average speeds during the midday and PM peak hour weekend conditions averaged around 10 MPH for most of the arterial links in West Berkeley. Weekday AM and PM peak hour conditions were slightly higher at around 15 MPH. Both were well below the posted speed limits on these corridors. The highest levels of weekend delay were shown to occur in the eastbound direction along University Ave. from West Frontage to San Pablo Ave during both the midday and PM. This is the traffic coming into Berkeley from the interstate. This ¾ mile segment takes over ten minutes to complete. Westbound traffic along this same corridor experienced high levels of delay during PM conditions. Weekday conditions showed congestion and delay occurring along Ashby Ave in the AM and PM and along University Ave. in the PM. Although delays were significantly lower than weekend conditions, these links are still performing at LOS E and F conditions.
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 23
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Table 3-6: 95th Percentile Queuing Results– Weekday AM
#
Intersections
Direction
Left (feet)*
2
University Ave. and West Frontage
WB
90 (120)
3
Gilman St. and I-80 WB On/Off Ramp
SB
1564 (1264)
18
Gilman St. and 6th St.
NB
89 (85)
SB
70 (70)
EB
152 (130)
NB
139 (100)
20 23
Cedar St. and
6th
St.
University Ave. and
6th
St.
SB
Right (feet)*
206 (416)
25
Allston Way and 6th St.
SB
28
Parker St. and 7th St.
EB
14 (45)
EB
50 (100)
7th
31
Potter St. and
St.
32
Ashby Ave. and 7th St.
42
Gilman St. and San Pablo Ave.
44
Cedar St. and San Pablo Ave.
46
Delaware St. and San Pablo Ave.
48
University Ave. and San Pablo Ave.
54
Dwight Way and San Pablo Ave.
55
Grayson St. and San Pablo Ave.
57
Ashby Ave. and San Pablo Ave.
58 (75)
EB
368 (300)
WB
182 (250)
NB
144 (150)
SB
118 (130)
WB
171 (175)
SB
160 (150)
SB
128 (130)
NB
124 (170)
SB
232 (170)
NB
110 (130)
SB
155 (125)
NB
101 (75)
NB
209 (190)
SB
159 (135)
* 95th Percentile Queue Length from SimTraffic (storage length of turning bay) BOLD indicates queue is greater than storage capacity
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 24
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Table 3-7: 95th Percentile Queuing Results - Weekday PM
#
Intersections
Direction
Left (feet)*
2
University Ave. and West Frontage
WB
138 (117)
3
Gilman St. and I-80 WB On/Off Ramp
SB
1207 (1072)
18
Gilman St. and 6th St.
NB
127 (85)
SB
84 (70)
EB
182 (130)
NB
130 (100)
20 23
Cedar St. and
6th
St.
University Ave. and
6th
St.
SB
Right (feet)*
337 (416)
25
Allston Way and 6th St.
SB
28
Parker St. and 7th St.
EB
52 (45)
EB
137 (100)
7th
31
Potter St. and
St.
32
Ashby Ave. and 7th St.
42
Gilman St. and San Pablo Ave.
44
Cedar St. and San Pablo Ave.
46
Delaware St. and San Pablo Ave.
48
University Ave. and San Pablo Ave.
54
Dwight Way and San Pablo Ave.
55
Grayson St. and San Pablo Ave.
57
Ashby Ave. and San Pablo Ave.
100 (75)
EB
368 (300)
WB
189 (250)
NB
202 (150)
SB
171 (130)
WB
198 (175)
SB
168 (150)
SB
131 (130)
NB
213 (170)
SB
218 (170)
NB
185 (130)
SB
165 (125)
NB
93 (75)
NB
245 (190)
SB
193 (135)
* 95th Percentile Queue Length from SimTraffic (storage length of turning bay) BOLD indicates queue is greater than storage capacity
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 25
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Table 3-8: 95th Percentile Queuing Results – Weekend Midday
#
Intersections
3 18
23
Direction
Left (feet)*
Gilman St. and I-80 WB On/Off Ramp
SB
1174 (1116)
Gilman St.and 6th St.
NB
125 (85)
EB
162 (130)
WB
146 (150)
NB
133 (100)
University Ave. and 6th St.
439 (416)
SB 25
Allston Way and 6th St.
NB
73 (80)
32
Ashby Ave. and 7th St.
EB
224 (300)
40
Ashby Ave. and 9th St.
SB
55 (25)
42
Gilman St.and San Pablo Ave.
NB
203 (150)
SB
186 (130)
44
Cedar St.and San Pablo Ave
WB
200 (175)
SB
174 (150)
WB
274 (200)
NB
213 (170)
SB
228 (170)
NB
250 (190)
SB
192 (135)
48
57
University Ave. and San Pablo Ave.
Ashby Ave. and San Pablo Ave.
Right (feet)*
95th
* Percentile Queue Length from SimTraffic (storage length of turning bay) BOLD indicates queue is greater than storage capacity
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 26
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Table 3-9: 95th Percentile Queuing Results – Weekend PM
#
Intersections
3 18
23
Direction
Left (feet)*
Gilman St. and I-80 WB On/Off Ramp
SB
1242 (1117)
Gilman St.and 6th St.
NB
119 (85)
EB
170 (130)
WB
145 (150)
NB
131 (100)
University Ave. and 6th St.
415 (416)
SB 25
Allston Way and 6th St.
NB
43 (80)
32
Ashby Ave. and 7th St.
EB
235 (300)
40
Ashby Ave. and 9th St.
SB
59 (25)
42
Gilman St.and San Pablo Ave.
NB
198 (150)
SB
185 (130)
44
Cedar St.and San Pablo Ave
WB
154 (175)
SB
153 (150)
EB
240 (200)
WB
244 (200)
NB
231 (170)
SB
230 (170)
NB
217 (190)
SB
183 (135)
48
57
University Ave. and San Pablo Ave.
Ashby Ave. and San Pablo Ave.
Right (feet)*
95th
* Percentile Queue Length from SimTraffic (storage length of turning bay) BOLD indicates queue is greater than storage capacity
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 27
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Table 3-10: Weekday Arterial Operations AM #
Roadway
Direction
From
To
PM
Travel
% Delay
Avg.
Time
(% of Total
Speed
(minutes)
Travel Time)
(mph)
LOS
Travel
% Delay
Avg.
Time
(% of Total
Speed
(minutes)
Travel Time)
(mph)
LOS
1
University Ave.
EB
West Frontage
San Pablo Ave.
2.8
63%
15.2
D
3.2
67%
13.0
E
2
University Ave.
WB
San Pablo Ave.
West Frontage
2.3
52%
18.7
C
3.0
64%
13.9
E
3
San Pablo Ave.
NB
Ashby Ave.
Gilman St.
4.8
38%
25.0
B
7.3
58%
16.5
D
4
San Pablo Ave.
SB
Gilman St.
Ashby Ave.
5.9
49%
20.4
C
6.7
55%
17.9
D
5
Ashby Ave.
EB
7th St.
San Pablo Ave.
1.0
59%
11.7
E
1.7
75%
7.2
F
6
Ashby Ave.
WB
San Pablo Ave.
7th St.
1.3
67%
9.3
F
1.1
60%
16.7
D
7
Gilman St.
EB
West Frontage
San Pablo Ave.
2.9
54%
16.8
D
3.5
62%
12.1
E
8
Gilman St.
WB
San Pablo Ave.
West Frontage
2.2
38%
19.4
C
2.5
47%
16.9
D
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 28
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Table 3-11: Existing Weekend Arterial Operations MD #
Roadway
Direction
From
To
PM
Travel
% Delay
Avg.
Time
(% of Total
Speed
(minutes)
Travel Time)
(mph)
LOS
Travel
% Delay
Avg.
Time
(% of Total
Speed
(minutes)
Travel Time)
(mph)
LOS
1
University Ave.
EB
West Frontage
San Pablo Ave.
16.8
94%
2.5
F
12.8
91%
3.3
F
2
University Ave.
WB
San Pablo Ave.
West Frontage
2.1
50%
20.1
C
5.2
79%
8.1
F
3
San Pablo Ave.
NB
Ashby Ave.
Gilman St.
9.1
57%
13.2
E
6.5
40%
18.4
C
4
San Pablo Ave.
SB
Gilman St.
Ashby Ave.
13.4
72%
8.9
F
6.3
40%
19.1
C
5
Ashby Ave.
EB
7th St.
San Pablo Ave.
0.9
51%
12.8
E
0.9
46%
13.9
E
6
Ashby Ave.
WB
San Pablo Ave.
7th St.
1.2
64%
9.8
F
1.2
63%
10.2
E
7
Gilman St.
EB
West Frontage
San Pablo Ave.
2.4
47%
19.6
C
2.4
54%
17.3
D
8
Gilman St.
WB
San Pablo Ave.
West Frontage
2.0
37%
20.6
C
2.0
40%
17.9
D
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 29
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Heavy queuing was also observed at many intersections in West Berkeley. Exceptionally long queue lengths and those queues that exceed turning bay capacities create bottlenecks in the roadway network and contribute to congestion and delay. During the weekday conditions, 11 movements in the AM and 22 movements in PM experienced situations where queues exceeded storage capacity. Weekend conditions showed 15 movements during the midday and 14 movements during the PM conditions were this queuing condition occurred. Weekday and weekend movements where queuing was especially bad includes:
The southbound movement at the Gilman St. and Interstate 80/580 WB ramp
The southbound movement at the University Ave. and San Pablo Ave.
The northbound movement at Ashby Ave. and San Pablo Ave.
Movements where queuing was bad during the weekday but not the weekend includes:
The southbound movement at Dwight Way and San Pablo Ave.
The eastbound movement at the Ashby Ave. and 7th St. intersection,
Below is a detailed performance summary for each of the arterials in West Berkeley. University Ave. The weekday AM and PM model runs indicate that traveling in the eastbound direction along University Ave. takes about three (3) minutes between San Pablo Ave. and the West Frontage Road. The westbound direction run takes about two (2) minutes in the AM peak and three (3) minutes in the PM peak. The weekend midday model runs indicate that traveling westbound and eastbound along University Ave. takes an average of two (2) and seventeen (17) minutes respectively between San Pablo Ave. and the West Frontage Road. The weekend PM model runs indicate that traveling in the westbound and eastbound directions along University Ave. takes an average of five (5) and thirteen (13) minutes respectively between San Pablo Ave. and the West Frontage Road. Based on arterial speed University Avenue is currently operating at unacceptable LOS in the eastbound direction during both weekend peaks and during the weekday PM peak. In the westbound direction, University Avenue operates at unacceptable LOS during the weekday and weekend PM peaks. San Pablo Ave. The weekday AM model runs indicate that traveling northbound and southbound along San Pablo Ave. takes an average of five (5) and six (6) minutes respectively between Ashby Ave. and Gilman St. The weekday PM travel time runs indicate that traveling northbound and southbound along San Pablo Ave. both WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 30
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
take an average of seven (7) minutes between Ashby Ave. and Gilman St. San Pablo Avenue is currently operating at unacceptable LOS in the northbound direction during the Weekday PM Peak. Ashby Ave. The weekday and weekend travel time runs for all peak periods indicate that traveling eastbound and westbound along Ashby Ave. takes about one (1) to two (2) minutes between San Pablo Ave. and 7th St. Ashby Avenue is currently operating at unacceptable LOS in both directions during both weekday and weekend peaks except for in the westbound direction during the weekday PM peak. Gilman St. The weekday and weekend travel time runs for all peak periods indicate that traveling eastbound and westbound along Gilman St. takes about two (2) to three (3) minutes between San Pablo Ave. and the West Frontage Road. This holds true for all scenarios but for the weekend midday peak where it takes about six (6) minutes to travel along that roadway segment due to delays at the signalized intersections. Gilman Street is operating at an unacceptable LOS in eastbound direction during the weekday PM peak and at unacceptable LOS during all the weekend peaks except for in the westbound direction during the weekend PM peak.
3.2.4
INTERSECTION ANALYSIS
Operations of the study intersections were evaluated using LOS calculations. As part of the existing weekday and weekend traffic conditions a total of fifty-seven (57) and twenty-five (25) intersections respectively were analyzed for this study (Figure 3-14). The following sections identify and detail the results of the existing traffic conditions analysis of these study intersections. In order to identify intersections with significant transportation impacts, the City of Berkeley’s Office of Transportation has established the following significance criteria guidelines: Level of Service Thresholds LOS D is the level of service standard within the City of Berkeley. It applies to all signalized intersections for operational planning and for major non-freeway segments for long-range planning. As long as a minimum threshold of project trips is met, impacts requiring adequate mitigation are assumed to have occurred if the LOS goes from D to E or F or is already at E or F. The manner in which level of service is calculated and assessed depends upon the type of traffic control involved, as follows:
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 31
LL
ON
6 4 TH
A OCE N
65TH
66TH
67TH
N
M URR
ER
ER
HEINZ
ON
N
LETO
POTT
Y
HB AS
FOLG
AY
S GRAY
CAR
ONY ANTH
DEE PAR
POTTE R
9TH
E HASK
IS CARR
ETT BURN LL RUSSE
OREGO
WARD
69 68
5 2
E
580
trian Pedes ge rid Bike B
67
San Francisco Bay
East Shore State Park
0
CK
I DO
INA
MAR
0.125
0.25
0 0.1250.25
NIA
BU
N, AL CHANA
DERBY
9
7
Emeryville
ONTAG
FR WEST
80
VIRGI
B
13
Berkeley Aquatic Park
AR BOLIV
N NA
A
HT
3 1
AY HIGHW
64
Amtrak Station
8
EASTS
6 4
H UC
59
HORE
10
Golden Gate Fields
TON
3RD
17 16
65
2ND
5TH
4TH
63
R
11 58
1415
62
61
HOLLIS
ON
CEDA
AN
ISON
HARR
4TH
12
60
Albany
5TH
13
18
29
25 24
23
West Berkeley Senior Center
20
19
30
BAY
ADDIS
21
6TH
22
28
7TH
31 32
27
26
ST
S
JONE
LIA
PAGE
CAME
33
GILM
34
8TH
9TH
35
HEAR
James Kenny Park
Berkeley
38
9TH 40
39
ALLS
WARE DELA
INIA
42
53
37
36
VIRG
43
PARKER
45 44
54
DWIG
TH
41
Oakland
57
123
66
10TH
46
BLAKE
KAINS
R
NAGE
STAN
BYRON
51
49 50
48
G
MOU DART
T
TALBO
LO B A P SAN 47
E WALLAC
S
MATHEW
52
N
LL
E CORN
MABEL
G, OA
HERZO
MABEL
56
BYRON
ADDISO
IS CURT
SANT A FE
YN EVEL
CO
SON
CURTIS
PARK
55
C H AU C E
E
EDER BELV
NEIL
SITY UNIVER
CHESTNUT
FRANCIS
LTA
CUR TIS
ING
BROWN
WEST BERKELEY CIRCULATION MASTER PLAN
PARK
MABEL
CHANNIN
SE
PERA
BONAR
RE DELAWA
RO
WEST
FT BANCRO
WAY
ACTON
WEST
N ADDISO
FRANKLIN
HEARST
ORD
EY BERKEL
ACTON
SE
INS
ACTINTERSECTION STUDY ON
SHORT
RO
PK HO
##
ACTON
T ACROF
KEONCREST
INA
LINCOLN
ALB
CE DA R
SACRAMENTO
K
J DOC
0.5
Miles
0.5 Figure 3-14 Miles STUDY INTERSECTION IDs - ALL 101752/BASE - 10/16/07
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
•
Signalized intersections: The lower threshold as defined in the HCM for LOS E is 55 sec/veh and for LOS F is 80 sec/veh. The average delay can be significantly affected by signal timing at a signalized intersection. In general, traffic impact analyses should retain cycle lengths, phase minimums, and phasing that occur for existing conditions. Phase lengths can be adjusted but should not adversely affect signal coordination. Any major changes need to be documented and fully justified. The City has established significance thresholds based on the fact that for a given level of traffic on critical movements, the delay increases at a greater rate as LOS F is approached. The following average delay thresholds have been established: LOS D to E=2 seconds; and LOS E to F=3 seconds. The volume-to-capacity ratio (v/c) is also an important indicator of capacity and should be included as part of all Level of Service tables. It can indicate the extent to which the signal timing is optimal and provides a useful indicator for over-saturated conditions. However, v/c’s are not utilized for identifying level of service. As the delay can increase dramatically with small increases of traffic after LOS F has been reached, a threshold of an increase of 0.01 in the volume-to-capacity ratio will be used. Intersection level of service is dependent on a variety of factors. In general, existing timing and phasing should be retained for scenarios with and without the project. In this way, the only variable is the traffic volume, which ensures a valid comparison of project impacts. Nevertheless, with the approval of City staff, mitigations can include changes in signal timing; but care must be taken to ensure that these changes do not affect operations at adjacent signals. Finally, where closely spaced signals exist, estimated queue lengths should be provided to demonstrate whether or not there are potential impacts on upstream intersections or on access to turn lanes.
•
Unsignalized intersections: The lower level of service thresholds for LOS E and F, respectively, are 35 and 50 seconds, for unsignalized intersections. For all-way stop intersections, the results of the level of service analysis provide a meaningful overall delay that can be presented similar to that for a signalized intersection. However, for two-way stop intersections, levels of service are established separately for each movement with conflicting movements that pass through the intersection. As a result, an unfavorable level of service can occur for a small number of vehicles, and a large increase in delay can occur for a small increase in traffic volume. Unlike for signalized intersections, it is difficult to establish fixed significance thresholds for unsignalized intersections, particularly those with only side-stree stop control. In general, mitigations are required if a movement is at LOS F, the peak hour signal warrant is met, and a minimum of 10 vehicles is
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 33
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
added to the critical movement. Nevertheless, as delays increase dramatically once LOS F is reached, consideration should be given to the number of new trips added by a project and other factors, such as the feasibility of alternative routes and the proximity of adjacent traffic signals. Weekday Intersections Existing weekday intersection operating conditions were evaluated for the morning (7:00 AM to 9:00 AM) and evening peak hour (4:00 PM to 6:00 PM) using Synchro software. It should be noted that existing commute peak hour traffic volumes at key intersections were developed from intersection turning movement counts conducted by Wilbur Smith Associates during the month of September 2007 as well as data from previous traffic reports. The traffic movements were counted and recorded by traffic surveyors in 15 minute intervals during the peak commute periods. These counts were then analyzed to determine the peak onehour traffic volumes at each intersection. A total of fifty-seven (57) intersections were analyzed under existing conditions of which twenty-four (24) are signalized, ten (10) are All-Way Stop-Controlled (AWSC) intersection, fourteen (14) are Two-Way Stop Controlled intersection (TWSC), and nine (9) are Side-street Stop-Controlled (SSSC) intersections. This accounts for 100 percent of all signalized intersections and nearly 1/3 of the total intersections in West Berkeley. The existing intersection lane configurations and intersection control devices were identified based on street level photos and verified during field visits. The signal cycle lengths, timing and phasing information were based on information such as signal cards and Synchro files received from the City of Berkeley. Figure 3-15 shows the existing geometric configurations at the study intersections and Figure 3-16 exhibits the AM and PM peak hour turning movement volumes at the fifty-seven (57) study intersections under existing conditions.
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 34
WEST BERKELEY CIRCULATION MASTER PLAN 1. Gilman St./W. Frontage Rd.
2. University Ave./W. Frontage Rd.
3. Gilman St./I-80 WB Ramps
4. Gilman St./I-80 EB Ramps
Gilman St.
University Ave.
Gilman St.
Gilman St.
5. University Ave./I-80 WB Ramps
6. Gilman St./Eastshore Hwy.
7. Cedar St./Eastshore Hwy.
8. Virginia St./Eastshore Hwy.
University Ave.
Gilman St.
Cedar St.
Virginia St.
9. Hearst Ave./Eastshore Hwy.
10. Gilman St./2nd St.
11. Gilman St./4th St.
12. Virginia St./4th St.
Hearst Ave.
Gilman St.
Gilman St.
Virginia St.
13. Hearst Ave./4th St.
14. University Frontage (N)/4th St.
15. University Frontage (S)/4th St.
LEGEND AM (PM)
Peak Hour Traffic Volume Traffic Signal
Hearst Ave.
University Ave.
University Ave.
Turn Lane Stop Sign
EXISTING LANE CONFIGURATIONS FIGURE 3-15A
WEST BERKELEY CIRCULATION MASTER PLAN 16. Addison St./4th St.
17. Allston Wy./4th St.
18. Gilman St./6th St.
19. Camelia St./6th St.
Addison St.
Allston Wy.
Gilman St.
Camelia St.
20. Cedar St./6th St.
21. Virginia St./6th St.
22. Hearst Ave./6th St.
23. University Ave./6th St.
Cedar St.
Virginia St.
Hearst Ave.
University Ave.
24. Addison St./6th St.
25. Allston Wy./6th St.
26. University Ave./7th St.
27. Dwight Wy./Dwight Crescent/7th St.
Addison St.
Allston Wy.
University Ave.
Dwight Wy.
28. Parker St./7th St.
29. Grayson St./7th St.
30. Heinz Ave./7th St.
LEGEND AM (PM)
Peak Hour Traffic Volume Traffic Signal
Parker St.
Grayson Ave.
Heinz Ave.
Turn Lane Stop Sign
EXISTING LANE CONFIGURATIONS FIGURE 3-15B
WEST BERKELEY CIRCULATION MASTER PLAN 31. Potter St./7th St.
32. Ashby Ave./7th St.
33. Harrison St./8th St.
34. Gilman St./8th St.
Potter St.
Ashby Ave.
Harrison St.
Gilman St.
35. University Ave./8th St.
36. Delaware St./9th St.
37. University Ave./9th St.
38. Dwight Wy./9th St.
University Ave.
Delaware St.
University Ave.
Dwight Wy.
39. Heinz Ave./9th St.
40. Ashby Ave./9th St.
41. University Ave./10th St.
42. Gilman St./San Pablo Ave.
Heinz Ave.
Ashby Ave.
University Ave.
Gilman St.
43. Camelia St./San Pablo Ave.
44. Cedar St./San Pablo Ave.
45. Virginia St./San Pablo Ave.
LEGEND AM (PM)
Peak Hour Traffic Volume Traffic Signal
Camelia St.
Cedar St.
Virginia St.
Turn Lane Stop Sign
EXISTING LANE CONFIGURATIONS FIGURE 3-15C
WEST BERKELEY CIRCULATION MASTER PLAN 46. Delaware St./San Pablo Ave. 47. Hearst Ave./San Pablo Ave.
48. University Ave./San Pablo Ave.
Delaware St.
Hearst Ave.
University Ave.
50. EB Addison St./San Pablo Ave.
51. Allston Wy./San Pablo Ave.
52. Bancroft Wy./San Pablo Ave.
53. Channing Wy./San Pablo Ave.
EB Addison St.
Allston Wy.
Bancroft Wy.
Channing Wy.
54. Dwight Wy./San Pablo Ave.
55. Grayson St./San Pablo Ave. 56. Heinz Ave./San Pablo Ave.
57. Ashby Ave./San Pablo Ave.
Dwight Wy.
Grayson St.
Ashby Ave.
Heinz Ave.
49. WB Addison St./San Pablo Ave.
WB Addison St.
LEGEND AM (PM)
Peak Hour Traffic Volume Traffic Signal Turn Lane Stop Sign
EXISTING LANE CONFIGURATIONS FIGURE 3-15D
WEST BERKELEY CIRCULATION MASTER PLAN
4(22) 136(305) 175(348)
223(36) 814(829) University Ave.
Gilman St.
37(24) 4(7) 414(162) 209(84) 81(34) 25(4) 50(74) 28(27)
169(247) 127(31)
82(171) 140(167)
5(1) 88(95) 21(67)
LEGEND AM (PM)
Peak Hour Traffic Volume Traffic Signal
University Ave.
4(23) 10(13) 0(8)
Turn Lane 47(212) 8(8)
3(1) 45(240)
27(64) 42(111) 16(156)
58(9) 88(127) 22(17)
15. University Frontage (S)/4th St.
32(56) 8(18) 24(27)
University Ave.
29(8) 63(13) 25(15)
Virginia St.
26(53) 523(518) 40(32)
62(66) 13(4) 50(37)
6(14) 2(0) 3(2) 7(11) 131(166)
294(162) 181(146) 19(5) 41(41) 46(59) 55(54) 234(221) 86(84)
14. University Frontage (N)/4th St.
65(61) 82(68) 30(54)
2(5) 588(920) 40(24)
Gilman St.
44(25) 625(631) 12(16)
Hearst Ave.
12. Virginia St./4th St.
12(52) 4(2) 2(3)
30(158) 0(0) 613(713)
Gilman St.
13. Hearst Ave./4th St.
11. Gilman St./4th St.
40(12) 606(1046) 1(4)
40(105) Hearst Ave.
64(31) 9(2)
Virginia St.
20(144) 5(14) 27(32)
10. Gilman St./2nd St.
8. Virginia St./Eastshore Hwy.
25(32) 9(8)
Cedar St.
26(58) 610(571) 309(184)
222(123)
9. Hearst Ave./Eastshore Hwy.
7. Cedar St./Eastshore Hwy.
39(89) 562(971) 11(5)
Gilman St.
40(9) 160(212)
56(431) 531(651)
294(109) 93(145)
6. Gilman St./Eastshore Hwy.
606(557) 285(517) University Ave.
468(816) 365(328) Gilman St.
126(487) 29(5)
54(104) 110(125) 38(107)
251(29) 74(16) 49(69)
5. University Ave./I-80 WB Ramps
307(130) 95(222)
137(176) 16(18)
5(9) 77(447)
78(45) 9(28)
4. Gilman St./I-80 EB Ramps
30(36) 19(330) 21(65)
Gilman St.
3. Gilman St./I-80 WB Ramps 730(735) 139(13) 461(595)
2. University Ave./W. Frontage Rd. 50(76) 704(750) 69(31)
1. Gilman St./W. Frontage Rd.
Stop Sign
EXISTING WEEKDAY PEAK HOUR VOLUMES FIGURE 3-16A
16. Addison St./4th St.
17. Allston Wy./4th St.
18. Gilman St./6th St.
19. Camelia St./6th St.
11(4) 102(171) 24(35)
1(2) 164(126) 54(129)
25(60) 90(46) 10(25)
2(13) 188(186) 10(13)
WEST BERKELEY CIRCULATION MASTER PLAN
22. Hearst Ave./6th St. 38(20) 376(406) 0(8)
27(52) 530(442) 31(17)
29(28) 636(545) 26(71) 49(33)
43(44) 20(39) 37(20)
14(19) 10(13) 4(49)
19(12) 12(7) 56(46)
Grayson Ave.
46(15) 254(653) 84(35)
Parker St.
4(18) 3(33) 11(66)
10(6) 165(536) 11(18) 203(406) 132(420) 34(50)
85(125) 229(413) 0(34) 22(22) 5(6) 31(23)
30. Heinz Ave./7th St.
177(16) 319(363) 3(1)
0(0)
113(183) 31(39) 75(94)
3(1) 44(135) 53(125)
LEGEND 19(20) 40(35) 92(100)
AM (PM)
Peak Hour Traffic Volume Traffic Signal
Heinz Ave.
12(86) 11(45) 24(45)
Turn Lane 51(28) 524(618) 112(65)
15(50) 7(2) 11(57)
27. Dwight Wy./Dwight Crescent/7th St.
Dwight Wy.
29. Grayson St./7th St.
84(8) 384(707) 57(33)
10(3) 432(443) 21(19)
28. Parker St./7th St.
15(7) 1042(993) 61(25)
46(28) 406(639) 20(41)
10(25) 312(847) 98(15)
161(223)
University Ave.
20(105) 9(59) 25(58)
11(37) 357(705) 10(21)
Allston Wy.
9(29) 996(1253) 28(14)
16(6) 420(568) 12(17)
Addison St.
26. University Ave./7th St.
82(128) 989(867) 336(256)
29(41) 144(485) 0(0) 108(221)
25. Allston Wy./6th St.
47(44) 931(1201) 39(52)
University Ave.
34(68) 85(96) 224(301)
9(10) 8(4) 3(3)
24. Addison St./6th St.
23. University Ave./6th St.
11(16) 79(86) 21(17)
Hearst Ave.
16(63) 61(113) 31(101)
29(23) 238(383) 12(11)
Virginia St.
12(48) 190(294) 21(40)
31(19) 137(331) 113(99)
Cedar St.
24(28) 37(21) 19(23)
8(16) 5(11) 10(19)
312(441) 218(229) 75(86)
21. Virginia St./6th St.
64(132) 115(138) 216(124)
11(28) 10(10) 12(22)
Camelia St.
27(18) 440(489) 82(95)
39(6) 364(298) 12(8)
10(21) 180(154) 52(79)
20. Cedar St./6th St.
18(19) 460(494) 65(61)
Gilman St.
0(2) 0(8) 0(4)
0(2) 29(99) 6(74)
Allston Wy.
19(21) 90(142) 144(76)
10(31) 29(177) 4(25)
Addison St.
27(56) 2(1) 9(11)
88(345) 25(73) 49(124)
6(24) 9(18) 2(15)
Stop Sign
EXISTING WEEKDAY PEAK HOUR VOLUMES FIGURE 3-16B
WEST BERKELEY CIRCULATION MASTER PLAN
1(5) 2(1) 34(45)
28(41) 316(409) 39(18)
48(15) 13(21) 9(44)
7(19) 9(19) 11(4)
16(12) 42(28) 28(22)
7(21) 26(57) 32(68)
Gilman St.
9(17) 3(15) 23(44)
8(8) 3(2) 16(9) 111(175) 411(312) 136(109)
Cedar St.
23(36) 566(1222) 7(13)
Camelia St.
44
37(78) 285(276) 57(39)
71(134) 183(311) 128(115)
45. Virginia St./San Pablo Ave.
45
14(17) 1148(922) 69(54)
27(37) 1(3) 5(6)
44. Cedar St./San Pablo Ave.
LEGEND 28(20) 6(4) 14(16)
AM (PM)
Peak Hour Traffic Volume Traffic Signal
Virginia St.
58(73) 432(1041) 64(99)
24(24) 1193(901) 22(27)
43. Camelia St./San Pablo Ave.
14(16) 1029(984) 25(24)
42. Gilman St./San Pablo Ave.
11(23) 905(1232) 12(12)
University Ave.
46(71) 796(900) 32(48)
70(70) 1016(820) 175(112)
22(11) 39(34) 18(26)
Ashby Ave.
45(38) 42(84) 17(29)
43
8(39) 767(801) 8(17)
13(23) 273(362) 22(11)
131(201) 403(1007) 20(52)
9(47) 2(5) 14(24)
121(15) 79(76) 25(15)
41. University Ave./10th St.
17(16) 7(3) 3(5)
61(120)
40. Ashby Ave./9th St.
55(31) 15(40) 28(32)
13(15) 3(10) 19(23)
39. Heinz Ave./9th St.
25(49) 274(362) 74(35)
Dwight Wy.
43(50) 58(27) 13(28)
11(34) 1045(962) 22(19)
38. Dwight Wy./9th St.
6(9) 923(1261) 12(8)
University Ave.
7(112)
33(32) 405(565) 21(19)
112(106) 954(779) 61(114)
92(171) 162(428) 16(91) 240(136)
Delaware St.
Heinz Ave.
37. University Ave./9th St.
106(32) 88(47) 20(17)
9(22) 993(1273) 60(33)
University Ave.
13(27) 1066(970) 17(24)
36. Delaware St./9th St.
12(16) 505(483) 6(6)
Gilman St.
24(94) 30(61) 7(16)
18(11)
17(21) 7(5) 8(6)
35. University Ave./8th St.
Harrison St.
542(292) 704(586) 260(133)
34. Gilman St./8th St.
7(33) 81(88) 8(20)
0(13) 37(73) 5(4)
Ashby Ave.
12(56) 20(8) 44(137)
100(34) 717(690) 42(70)
Potter St.
137(43) 519(738) 101(116)
4(15) 10(11) 42(42)
Turn Lane 5(4) 534(1211) 11(18)
59(34) 13(7) 17(66)
33. Harrison St./8th St.
37(44) 85(40) 24(14)
32. Ashby Ave./7th St. 107(454) 113(264) 76(144)
44(101) 274(639) 50(42)
31. Potter St./7th St.
Stop Sign
EXISTING WEEKDAY PEAK HOUR VOLUMES FIGURE 3-16C
WEST BERKELEY CIRCULATION MASTER PLAN
541(1064) 1(0)
69(121) 368(828) 92(69)
Heinz Ave.
147(95) 505(1085) 1(27)
97(99) 88(141)
9(20) 69(119)
5(11) 533(1147) 8(18)
57. Ashby Ave./San Pablo Ave.
92(128) 567(552) 41(16)
Ashby Ave.
89(168) 626(575) 111(190)
162(175) 551(877) 56(79)
57(63) 541(973) 23(44) 4(9) 3(8) 2(4)
Grayson St.
68(155) 449(924) 74(139)
Dwight Wy.
10(9) 11(5) 27(47)
114(128) 783(765) 112(198)
62(179) 322(348) 81(125)
28(17) 6(3) 7(3)
Channing Wy.
4(3) 12(14) 25(16)
55. Grayson St./San Pablo Ave. 56. Heinz Ave./San Pablo Ave. 115(107) 929(859)
72(15) 866(772) 97(116)
54. Dwight Wy./San Pablo Ave.
24(53) 248(427) 44(39)
Bancroft Wy.
39(36) 28(68) 51(46)
53. Channing Wy./San Pablo Ave.
39(50) 13(14) 12(15)
37(39) 540(1057) 8(22)
Allston Wy.
51(66) 511(1018)
31(46) 36(60)
22(20) 65(89) 108(55)
152(53) 630(1165)
EB Addison St.
52. Bancroft Wy./San Pablo Ave.
18(20) 963(875) 1(7)
61(14) 753(824) 35(48)
33(55) 853(763)
51. Allston Wy./San Pablo Ave.
WB Addison St.
51(118) 933(812) 81(118)
34(19) 896(868) 22(34)
21(36) 517(1074) 9(20)
8(26) 462(1022) 28(34)
31(57)
50. EB Addison St./San Pablo Ave.
5(5)
University Ave.
77(22) 990(1037)
31(57) 64(111) 6(7)
98(163) 773(1023) 68(82)
18(46) Hearst Ave.
49. WB Addison St./San Pablo Ave. 886(803)
76(101) 765(633) 164(155)
77(165) 215(123) 30(27)
Delaware St.
48. University Ave./San Pablo Ave.
33(23) 996(849) 75(51)
23(24) 1038(864) 93(102)
46. Delaware St./San Pablo Ave. 47. Hearst Ave./San Pablo Ave.
LEGEND AM (PM)
Peak Hour Traffic Volume Traffic Signal Turn Lane Stop Sign
EXISTING WEEKDAY PEAK HOUR VOLUMES FIGURE 3-16D
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
The existing lane configurations and peak hour turning movement volumes were used to calculate the levels of service for the fifty-seven (57) study intersections under existing peak hour conditions. The results of the existing LOS analysis are presented in Table 3-12, and the calculation worksheets are included in Appendix B. Under existing weekday AM peak hour conditions, the following study intersection operates at unacceptable conditions, i.e. at LOS E or F, which is the established threshold for the City of Berkeley:
Gilman St. and I-80 WB On-Off Ramp
Additionally three (3) intersections are currently operating at the threshold LOS D as shown in Table 3-12. Under existing weekday PM peak hour conditions, the following six (6) study intersections operate at unacceptable conditions i.e. at an LOS greater than or equal to LOS D, which is the established threshold for the City of Berkeley:
University Ave. and West Frontage Road
Gilman St. and I-80 WB On/Off Ramp
Gilman St. and 2nd St
University Ave. and 6th St.
Gilman St. and San Pablo Ave.
University Ave. and San Pablo Ave.
These intersections are shown in Table 3-13 and Figure 3-18. It should also be noted that four (4) intersections are currently operating at the threshold LOS D.
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 43
!
!
!
!
! !
!
!
!
! !
!
!
!
!
!
! A
BAY
Berkeley Aquatic Park
FR WEST
80
!
E
ONTAG
AR BOLIV
580
trian Pedes ge rid Bike B
! A
!!
!
!
!
!
! !
!
!
!
!
A
!
!
!
! ! ! ! ! ! ! !
!
!
!
! ! ! !! !!
Emeryville E meryvil
R
!
13
POTTE
!
ER
!
Y
ONY
POTT
ANTH
HEINZ
N
LETO
5TH
HT
!
64TH
AN
OCE
65TH
66TH
67TH ER
HB
AS
FOLG
AY
MURR
SON
EE
CAR
B
A
HOLLIS
DWIG
!
ELL
N
GRAY
D PAR
R
9TH
HASK
ISON
LL
ETT
RUSSE
OREGO
WARD
DERBY
PARKER
BLAKE
G
CHAUCE
AA
7TH
B
C C
B C
San Francisco Bay
East Shore State Park
0
0.125
0.25
0.5
Miles NIA
VIRGI
CK
INA
MAR
0 0.1250.25
I DO
BU
N, AL CHANA
CHANNIN
5TH
N NA
A
B
TON
F D
C
9TH A
A
4TH
Amtrak Station
R
B C
HORE
EASTS
C
ALLS
ST
A
AY A HIGHW
123
A
B
B
B
B
D
2ND
3RD
H UC
B
A
CEDA
4TH
B
Golden Gate Fields
B
West Berkeley Senior Center
C
C
ON
HEAR
INIA
S
JONE
LIA
PAGE
CAME
Albany y
B
B
B
BYRON
C
B
A
AN
ISON
HARR
GILM
A
6TH
9TH
Oaklan Oakland akland
B
Berkeley Be B Berk e erk er rrk ke kel k kele elle ele ey e y
ADDIS
WARE DELA
VIRG
B
James Kenny Park
A
FT
H
C
10TH
A
B
B
BANCRO
C
E WALLAC
S
MATHEW
B
AA
MABEL
G, OA
HERZO
MABEL BURN
T
KAINS
B
8TH
PARK
CARR
ACROF
NAGE
STAN
D
MABEL
B
N
T
MOUT
LO B A P SAN A
C
TALBO
WEST BERKELEY CIRCULATION MASTER PLAN
PARK
B
BYRON
ADDISO
DART
LL ORNE
SITY
IS CURT
SANT A FE
YN EVEL
CO
SON
CURTIS
BROWN
UNIVER
E
EDER BELV
NEIL
ING
RE
CHESTNUT
FRANCIS
PERA LTA
N
SE
INTERSECTION LEVEL OF SERVICE (UNACCEPTABLE CONDITIONS)
CUR TIS
ACTON
WEST
BONAR
DELAWA
WEST
RO
##
ACTON
ADDISO
RDW AY
FRANKLIN
EY
SE RO
LEVEL OF SERVICE (ACCEPTABLE CONDITIONS) O
TON ACTO A
BERKEL
ACTO INTERSECTION N
SHORT
HEARST
INS PK HO
##
LINCOLN
KEONCREST
ALB INA
CEDAR
SACRAMENTO
K
J DOC
0.5 Figure 3-17 Miles STUDY INTERSECTIONS - WEEKDAY AM PEAK LOS
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Table 3-12: Weekday Peak Hour Intersection Operations #
Intersection
Control
Weekday AM
Weekday PM
v/c Ratio
Delay (sec/veh)
LOS
v/c Ratio
Delay (sec/veh)
LOS
0.35 (NB)
26.4 (NB)
D
0.46 (NB)
11.2 (NB)
B
23.9
C
> 50
F
1
Gilman St. and West Frontage Road
SSSC
2
University Ave. and West Frontage Road
AWSC
3
Gilman St. and I-80 WB On/Off Ramp
SSSC
0.38 (SB)
> 50 (SB)
F
0.65 (SB)
47.7 (SB)
E
4
Gilman St. and I-80 EB On/Off Ramp
SSSC
0.21 (NB)
20.9 (NB)
C
0.30 (NB)
18.5 (NB)
C
5
University Ave. and I-80 WB On/Off Ramp
SSSC
0.61 (NB)
12.9 (NB)
B
0.86 (NB)
24.2 (NB)
C
6
Gilman St. and Eastshore Highway
TWSC
0.5 (SB)
13.6 (SB)
B
0.31 (NB)
13.7 (NB)
B
7
Cedar St. and Eastshore Highway
SSSC
0.05 (WB)
9.5 (WB)
A
0.05 (WB)
8.9 (WB)
A
8
Virginia St. and Eastshore Highway
SSSC
0.15 (WB)
9.9 (WB)
A
0.06 (WB)
8.7 (WB)
A
9
Hearst Ave. and Eastshore Highway
AWSC
12.5
B
9.4
A
10
Gilman St. and 2nd St.
SSSC
0.03 (NB)
11.3 (NB)
B
>1
> 50 (NB)
F
11
Gilman St. and 4th St.
TWSC
0.24 (NB)
12.0 (NB)
B
0.44 (NB)
24.9 (NB)
C
12
Virginia St. and 4th St.
AWSC
9.2
A
8.9
A
13
Hearst Ave. and 4th St.
AWSC
11.2
B
15.1
C
14
University Frontage North and 4th St.
AWSC
7.8
A
9.1
A
15
University Frontage South and 4th St.
AWSC
7.8
A
8.8
A
16
Addison St. and 4th St.
AWSC
8.8
A
10.8
B
17
Allston Way and 4th St.
TWSC
0.06 (WB)
8.7 (WB)
A
0.20 (WB)
9.4 (EB)
A
18
Gilman St. and 6th St.
Signal
0.51
16.3
B
0.80
24.3
C
19
Camelia St. and 6th St
TWSC
0.04 (WB)
9.7 (WB)
A
0.08 (WB)
9.7 (WB)
A
20
Cedar St. and 6th St.
Signal
0.59
17.1
B
0.73
19.3
B
21
Virginia St. and 6th St.
Signal
0.36
9.2
A
0.50
13.5
B
22
Hearst Ave. and 6th St.
Signal
0.50
12.5
B
0.66
17.8
B
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 45
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
#
Intersection
Control
Weekday AM
Weekday PM
v/c Ratio
Delay (sec/veh)
LOS
v/c Ratio
Delay (sec/veh)
LOS
23
University Ave. and 6th St
Signal
0.84
46.2
D
>1
75.5
E
24
Addison St. and 6th St.
TWSC
0.23 (EB)
11.2 (EB)
B
0.06 (WB)
11.2 (WB)
B
25
Allston Way and 6th St.
Signal
0.51
8.5
A
0.67
12.5
B
TWSC
0.15 (NB)
11.3 (NB)
B
0.14 (NB)
11.9 (NB)
B
7th
26
University Ave. and
St.
27
Dwight Way and Dwight Crescent - 7th St
Signal
0.55
25.0
C
0.79
35.6
D
28
Parker St. and 7th St.
Signal
0.37
16.8
B
0.63
19.2
B
29
Grayson St. and 7th St.
Signal
0.54
6.0
A
0.65
9.2
A
30
Heinz Ave. and 7th St.
Signal
0.60
16.1
B
0.69
18.3
B
31
Potter St. and 7th St.
Signal
0.44
21.6
C
0.59
29.1
C
32
Ashby Ave. and 7th St.
Signal
0.78
32.6
C
.88
47.7
D
33
Harrison St. and 8th St.
AWSC
8.5
A
10.1
B
34
Gilman St. and 8th St.
Signal
0.39
5.7
A
0.51
6.1
A
35
University Ave. and 8th St.
TWSC
0.09 (NB)
11.0 (NB)
B
0.15 (NB)
12.5 (NB)
B
36
Delaware St. and 9th St.
TWSC
0.32 (WB)
10.3 (WB)
B
0.21 (EB)
10.1 (EB)
B
37
University Ave. and 9th St.
Signal
0.50
22.8
C
0.56
8.3
A
38
Dwight Way and 9th St.
AWSC
10.6
B
13.4
B
39
Heinz Ave. and 9th St.
AWSC
8.6
A
8.4
A
40
Ashby Ave. and 9th St.
Signal
0.29
2.0
A
0.34
3.4
A
41
University Ave. and 10th St.
TWSC
0.05 (SB)
9.7 (SB)
A
0.17 (NB)
11.9 (NB)
B
42
Gilman St. and San Pablo Ave.
Signal
0.90
28.7
C
>1
69.3
E
43
Camelia St. and San Pablo Ave.
TWSC
0.07 (EB)
10.8 (EB)
B
0.10 (WB)
10.9 (WB)
B
44
Cedar St. and San Pablo Ave.
Signal
0.68
14.3
B
0.95
25.8
C
45
Virginia St. and San Pablo Ave.
TWSC
0.19 (EB)
13.7 (EB)
B
0.09 (WB)
11.6 (WB)
B
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 46
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
#
Intersection
Control
Weekday AM
Weekday PM
v/c Ratio
Delay (sec/veh)
LOS
v/c Ratio
Delay (sec/veh)
LOS
46
Delaware St. and San Pablo Ave.
Signal
0.68
21.9
C
0.75
25.4
C
47
Hearst Ave. and San Pablo Ave.
TWSC
0.06 (EB)
9.2 (EB)
A
0.07 (WB)
9.6 (WB)
A
48
University Ave. and San Pablo Ave.
Signal
0.90
48.9
D
>1
> 80
F
49
Addison St. WB and San Pablo Ave.
SSSC
0.01 (WB)
8.6 (WB)
A
0.01 (WB)
9.0 (WB)
A
50
Addison St. EB and San Pablo Ave.
Signal
0.38
6.0
A
0.48
3.9
A
51
Allston Way and San Pablo Ave.
Signal
0.51
10.9
B
0.57
9.3
A
52
Bancroft Way and San Pablo Ave.
TWSC
0.13 (EB)
16.2 (EB)
B
0.07 (EB)
11.8 (EB)
B
53
Channing Way and San Pablo Ave.
TWSC
0.15 (EB)
15.9 (EB)
C
0.05 (WB)
11.1 (WB)
B
54
Dwight Way and San Pablo Ave.
Signal
0.65
28.0
C
0.93
42.1
D
55
Grayson St. and San Pablo Ave.
Signal
0.55
11.2
B
0.54
7.9
A
56
Heinz Ave. and San Pablo Ave.
SSSC
0.17 (EB)
12.3 (EB)
B
0.28 (EB)
13.0 (EB)
B
57
Ashby Ave. and San Pablo Ave.
Signal
0.78
34.3
C
0.98
37.8
D
AWSC – All-way stop control TWSC – Two-way stop control SSSC – Side-street stop control BOLD indicates intersection capacity under acceptable conditions
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 47
!
!
!
!
! !
!
!
!
! !
!
!
!
!
!
! B
BAY
Berkeley Aquatic Park
FR WEST
80
!
E
ONTAG
AR BOLIV
580
trian Pedes ge rid Bike B
! A
!!
!
!
!
!
! !
!
!
!
!
A
!
!
!
! ! ! ! ! ! ! !
!
!
!
! ! ! !!!!
Emeryville E meryvil
R
!
13
POTTE
!
ER
5TH
HT
!
Y
ONY
HEINZ
N
LETO
POTT
ANTH
HOLLIS
DWIG
!
64TH
AN
OCE
65TH
66TH
67TH ER
HB
AS
FOLG
AY
SON
EE
CAR
B
A
MURR
GRAY
D PAR
R
!
ELL
N
G
CHAUCE
9TH
HASK
ISON
LL
ETT
RUSSE
OREGO
WARD
DERBY
PARKER
BLAKE
CHANNIN
AA
7TH
B
C D
C F
San Francisco Bay
East Shore State Park
0
0.125
0.25
0.5
Miles NIA
VIRGI
CK
INA
MAR
0 0.1250.25
I DO
BU
N, AL CHANA
B
TON
5TH
N NA
A
B
9TH A
A
4TH
Amtrak Station
R
B C E B
HORE
EASTS
D
ALLS
ST
A
AY A HIGHW
123
B
B
A
F
B
E
2ND
3RD
H UC
B
B
CEDA
4TH
C
Golden Gate Fields
B
West Berkeley Senior Center
D
D
ON
HEAR
INIA
S
JONE
LIA
PAGE
CAME
Albany y
B
C
C
BYRON
A
B
A
AN
ISON
HARR
GILM
B
6TH
9TH
Oaklan Oakland akland
B
Berkeley Be B Berk e erk er rrk ke kel k kele elle ele ey e y
ADDIS
WARE DELA
VIRG
B
James Kenny Park
A
FT
H
E
10TH
B
B
B
BANCRO
C
E WALLAC
S
MATHEW
B
AA
MABEL
G, OA
HERZO
MABEL BURN
T
KAINS
C
8TH
PARK
CARR
ACROF
NAGE
STAN
F
MABEL
A
N
T
MOUT
LO B A P SAN A
C
TALBO
WEST BERKELEY CIRCULATION MASTER PLAN
PARK
A
BYRON
ADDISO
DART
LL ORNE
SITY
IS CURT
SANT A FE
YN EVEL
CO
SON
CURTIS
BROWN
UNIVER
E
EDER BELV
NEIL
ING
RE
CHESTNUT
FRANCIS
PERA LTA
N
SE
INTERSECTION LEVEL OF SERVICE (UNACCEPTABLE CONDITIONS)
CUR TIS
ACTON
WEST
BONAR
DELAWA
WEST
RO
##
ACTON
ADDISO
RDW AY
FRANKLIN
EY
SE RO
LEVEL OF SERVICE (ACCEPTABLE CONDITIONS) O
TON ACTO A
BERKEL
ACTO INTERSECTION N
SHORT
HEARST
INS PK HO
##
LINCOLN
KEONCREST
ALB INA
CEDAR
SACRAMENTO
K
J DOC
0.5 Figure 3-18 Miles STUDY INTERSECTIONS - WEEKDAY PM PEAK LOS
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
WEEKEND INTERSECTIONS Existing weekend intersection operating conditions were evaluated for the Midday (11:30 AM to 2:30 PM) and evening peak hour (4:30 PM to 6:30 PM) using Synchro software. It should be noted that existing commute peak hour traffic volumes at key intersections were developed from intersection turning movement counts conducted by Wilbur Smith Associates on Saturdays during the months of September and October 2007 as well as data from previous traffic reports. The traffic movements were counted and recorded by traffic surveyors in 15 minute intervals during the peak commute periods. These counts were then analyzed to determine the peak one-hour traffic volumes at each intersection. A total of twenty-five (25) intersections were analyzed under existing conditions of which thirteen (13) are signalized, four (4) are All-Way Stop-Controlled (AWSC) intersection, four (4) are Two-Way Stop Controlled intersection (TWSC), and four (4) are Side-street Stop-Controlled (SSSC) intersections. The signal cycle lengths, timing and phasing information were based on information such as signal cards and Synchro files received from the City of Berkeley. Figure 3-19 exhibits the Midday and PM peak hour turning movement volumes at the twenty-five (25) study intersections under existing conditions. The existing lane configurations and peak hour turning movement volumes were used to calculate the levels of service for the fifty-seven (57) study intersections under existing peak hour conditions. The results of the existing LOS analysis are presented in Table 3-16 and 3-17, and the calculation worksheets are included in Appendix B. Under existing weekend Midday peak hour conditions, the following four (4) study intersections operate at unacceptable conditions, i.e. at an LOS greater than or equal to LOS D, which is the established threshold for the City of Berkeley.
Gilman St. and I-80 WB On/Off Ramp
University Ave. and 6th St.
University Ave. and San Pablo Ave.
Ashby Ave. and San Pablo Ave.
Furthermore, Gilman St. and San Pablo Ave., and Gilman St. and Eastshore Highway are currently operating at the threshold LOS D. These LOS values are shown in Figure 3-20. Under existing weekend PM peak hour conditions, the following four (4) study intersections operate at unacceptable conditions i.e. at an LOS greater than or equal to LOS D, which is the established threshold for the City of Berkeley:
University Ave. and West Frontage Road
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 49
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Gilman St. and I-80 WB On/Off Ramp
University Ave. and 6th St.
University Ave. and San Pablo Ave.
Similar to the existing Midday conditions, Gilman St. and San Pablo Ave., and Gilman St. and Eastshore Highway are currently operating at the threshold LOS D. These intersection LOS vales are shown in Figure 3-21.
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 50
WEST BERKELEY CIRCULATION MASTER PLAN
13(4) 359(400) 115(166)
University Ave.
125(30) 8(4) 358(270)
113(373) 648(507)
11. Gilman St./4th St.
12. Virginia St./4th St.
8(4) 112(87) 12(11)
12(2) 782(707) 27(14) Virginia St.
13. Hearst Ave./4th St.
18. Gilman St./6th St.
22. Hearst Ave./6th St. 39(22) 350(261) 18(12)
24. Addison St./6th St.
25. Allston Wy./6th St.
71(77) 423(344) 49(34)
43(32) 374(329) 55(32) Allston Wy.
57(75) 41(25) 18(14)
72(52) 1143(1337) 63(78)
133(118) 212(180) 31(23)
248(223) 1131(1035) 216(215)
31. Potter St./7th St.
36(40) 53(38) 18(13)
LEGEND 126(150) 23(13) 16(13)
MID (PM)
Peak Hour Traffic Volume Traffic Signal
Potter St.
24(21) 414(342) 12(15)
0(0) 0(0) 61(41)
24(21) 470(429) 7(9)
Addison St.
23. University Ave./6th St.
University Ave.
46(45) 87(95) 350(370)
13(24) 6(18) 40(49)
Turn Lane 18(35) 437(433) 14(7)
59(54) 9(0) 0(0)
17(14) 86(72) 38(26)
Hearst Ave.
23(18) 628(500) 118(88)
201(170) 26(20) 92(76)
Gilman St.
66(63) 307(235) 80(59)
35(36) 75(85) 79(121)
Hearst Ave.
29(10) 589(506) 63(43)
4(21) 521(505) 37(35)
108(102) 81(46) 55(42)
9(7) 73(47) 18(13)
18(13) 61(72) 81(78)
26(14) 731(582) 57(15)
22(26) 42(17) 25(7)
96(81) 22(16) 39(37)
Gilman St.
65(81) 768(565) 173(131)
19(9) 16(10) 21(27)
401(242) 197(137) 55(65)
99(100) 780(789) 10(6)
21(21) 51(53) 76(106)
80(85) 0(0) 695(649)
Gilman St.
134(398) 35(137)
Gilman St.
22(60) 215(336)
539(558) 510(488)
551(523) 265(224) 110(124)
601(599) 407(485) University Ave.
Gilman St.
6. Gilman St./Eastshore Hwy. 173(176) 42(23) 71(65)
5. University Ave./I-80 WB Ramps
128(210) 198(339) 139(216)
43(24) 7(2) 27(19)
17(4) 128(313)
45(222) 26(57)
270(142) 365(376)
76(97) 52(90) 31(42)
Gilman St.
4. Gilman St./I-80 EB Ramps
30(22) 4(3) 6(6)
212(64) 654(408)
3. Gilman St./I-80 WB Ramps 592(330) 26(11) 627(482)
2. University Ave./W. Frontage Rd.
102(66) 109(117) 8(15)
1. Gilman St./W. Frontage Rd.
Stop Sign
EXISTING WEEKEND PEAK HOUR BALANCED VOLUMES FIGURE 3-19A
11(5) 3(5) 14(14)
University Ave.
34(19) 895(804) 59(30)
52(37) 863(786) 88(52)
214(216) 680(687) 57(40)
44(36) 53(76) 15(20)
157(117) 1005(966) 152(158)
143(134) 1003(1010) 86(121)
34(12) 76(51) 31(13)
15(2) 316(265) 79(20)
15(11) 12(6) 48(22)
Hearst Ave.
246(188) 776(536) 91(84)
52(99) 655(624) 164(187)
29(34) 874(868) 19(31)
65. Hearst Ave./2nd St.
181(86) 636(446) 93(19)
Ashby Ave.
115(126) 82(116) 40(15)
Delaware St.
48(39) 400(319) 37(26)
7(5) 13(6) 34(9)
145(100) 930(592) 230(134)
57. Ashby Ave./San Pablo Ave.
Ashby Ave.
304(207) 700(569) 147(165)
305(106) 479(341) 107(94)
Cedar St.
127(130) 335(306) 151(211)
44(45) 797(738) 23(26)
46. Delaware St./San Pablo Ave. 48. University Ave./San Pablo Ave. 46(18) 1034(765) 96(71)
60(56) 0(0) 0(0)
47(29) 1194(1238) 70(21)
44. Cedar St./San Pablo Ave.
78(76) 363(275) 44(43)
Gilman St.
University Ave.
18(15) 0(0) 0(0)
76(37) 988(802) 120(144)
172(132) 818(840) 163(145)
42. Gilman St./San Pablo Ave.
36(25) 1250(1302) 27(20)
30(59) 39(48) 59(26)
Delaware St.
192(182) 778(741) 178(184)
110(77) 212(237) 90(102)
Ashby Ave.
0(0) 0(0) 96(104)
40. Ashby Ave./9th St.
7(10) 4(5) 27(28)
0(0) 15(9) 0(0)
45(34) 681(656) 112(93)
37. University Ave./9th St.
128(153) 725(564) 216(204)
36. Delaware St./9th St.
38(70) 45(19) 21(33)
32. Ashby Ave./7th St. 193(212) 211(211) 80(90)
WEST BERKELEY CIRCULATION MASTER PLAN
LEGEND MID (PM)
Peak Hour Traffic Volume Traffic Signal Turn Lane Stop Sign
EXISTING WEEKEND PEAK HOUR BALANCED VOLUMES FIGURE 3-19B
!
!
!
!
!
!
!
! !
! !
R
POTTE
!
!
Y
ER
POTT
ONY
ANTH
N
HEINZ
LETO
Emeryville E meryvil BAY
HT
! !
!
Amtrak Station
E
580
trian Pedes ge rid Bike B
!!
EASTS
FR WEST
80
!
! !!!!
64TH
AN
OCE
65TH
66TH
67TH ER
FOLG
HB
AS
SON
EE
CAR
DWIG
!
ELL AY
MURR
GRAY
R
D PAR
CHAUCE
9TH
HASK
ISON
ETT
LL
RUSSE
N
OREGO
WARD
DERBY
PARKER
BLAKE
G
CHANNIN
FT
A
R
C C
HWAY RE HIG
San Francisco Bay
East Shore State Park
0
N NA
0.125
0.25
0.5
Miles NIA
VIRGI
CK
INA
MAR
0 0.1250.25
I DO
BU
13
ONTAG
AR BOLIV
HO
N, AL CHANA
HOLLIS
5TH
2ND
3RD
A
5TH
4TH
B
C
B
TON
ON
CEDA
4TH
D B F B
C C
Berkeley Aquatic Park
B
H UC
ALLS
ADDIS
ST
HEAR
LIA
S
JONE
B
A
C
AN
ISON
HARR
GILM
PAGE
CAME
6TH
9TH A
7TH
Oaklan Oakland akland
F
123
Berkeley Be B Berk e erk er rrk ke kel k kele elle ele ey e y
A
F
West Berkeley Senior Center
MABEL
E WALLAC
S
MATHEW
BYRON
A
WARE DELA
INIA James Kenny Park
Golden Gate Fields
BANCRO
9TH
A
VIRG
D
MABEL
G, OA
HERZO
MABEL BURN
T
10TH
B
C
Albany y
PARK
CARR
ACROF
KAINS
F
H
MOUT
NAGE
STAN
8TH
WEST BERKELEY CIRCULATION MASTER PLAN
PARK
N
DART
T
TALBO
LO B A P SAN
BYRON
ADDISO
ELL
CORN
SITY
IS CURT
SANT A FE
YN EVEL
CO
SON
CURTIS
BROWN
UNIVER
E
EDER BELV
NEIL
BONAR
ING
RE
CHESTNUT
FRANCIS
PERA LTA
CUR TIS
ACTON
WEST
N
SE
INTERSECTION LEVEL OF SERVICE (UNACCEPTABLE CONDITIONS)
DELAWA
WEST
RO
##
ACTON
ADDISO
RDW AY
FRANKLIN
EY
SE RO
LEVEL OF SERVICE (ACCEPTABLE CONDITIONS) O
TON ACTO A
BERKEL
ACTO INTERSECTION N
SHORT
HEARST
INS PK HO
##
LINCOLN
KEONCREST
ALB INA
CEDAR
SACRAMENTO
K
J DOC
0.5 Figure 3-20 Miles STUDY INTERSECTIONS - WEEKEND MIDDAY PEAK LOS
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
Table 3-13: Existing Weekend Peak Hour Intersection Operations #
Intersection
Control
Weekend Midday
Weekend PM
v/c Ratio
Delay (sec/veh)
LOS
v/c Ratio
Delay (sec/veh)
LOS
0.24 (NB)
11.3 (NB)
B
0.36 (NB)
10.3
B
22.4
C
> 50
F
1
Gilman St. and West Frontage Road
SSSC
2
University Ave. and West Frontage Road
AWSC
3
Gilman St. and I-80 WB On/Off Ramp
SSSC
> 1 (SB)
> 50 (SB)
F
0.91 (SB)
39.9 (SB)
E
4
Gilman St. and I-80 EB On/Off Ramp
SSSC
0.24 (NB)
11.4 (NB)
B
0.18 (NB)
12.0 (NB)
B
5
University Ave. and I-80 WB On/Off Ramp
SSSC
0.74 (NB)
16.8 (NB)
C
0.81 (NB)
20.7 (NB)
C
6
Gilman St. and Eastshore Highway
TWSC
0.56 (NB)
25.5 (NB)
D
0.76 (NB)
29.6 (NB)
D
11
Gilman St. and 4th St.
TWSC
0.23 (NB)
15.6 (NB)
C
0.10 (NB)
12.0 (NB)
B
12
Virginia St. and 4th St.
AWSC
8.4
A
8.4
A
13
Hearst Ave. and 4th St.
AWSC
20.8
C
17.1
C
18
Gilman St. and 6th St.
Signal
0.66
17.0
B
0.58
19.9
B
22
Hearst Ave. and 6th St.
Signal
0.62
15.1
B
0.44
16.0
B
23
University Ave. and 6th St
Signal
>1
> 80
F
>1
> 80
F
24
Addison St. and 6th St.
TWSC
0.08 (EB)
9.8 (EB)
A
0.10 (WB)
9.8 (WB)
A
25
Allston Way and 6th St.
Signal
0.41
7.6
A
0.37
9.2
A
31
Potter St. and 7th St.
Signal
0.35
26.8
C
0.37
27.9
C
32
Ashby Ave. and 7th St.
Signal
0.70
34.4
C
0.67
30.9
C
36
Delaware St. and 9th St.
TWSC
0.11 (WB)
9.0 (WB)
A
0.14 (WB)
9.1 (WB)
A
37
University Ave. and 9th St.
Signal
0.66
8.4
A
0.61
11.5
B
40
Ashby Ave. and 9th St.
Signal
0.35
3.7
A
0.35
3.6
A
42
Gilman St. and San Pablo Ave.
Signal
0.92
39.0
D
0.88
36.5
D
44
Cedar St. and San Pablo Ave.
Signal
0.79
27.1
C
0.67
22.0
C
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 54
I. EXISTING CONDITIONS REPORT 3. TRAFFIC CONDITIONS
#
Intersection
Control
Weekday AM
Weekday PM
v/c Ratio
Delay (sec/veh)
LOS
v/c Ratio
Delay (sec/veh)
LOS
46
Delaware St. and San Pablo Ave.
Signal
0.71
18.6
B
0.55
16.2
B
48
University Ave. and San Pablo Ave.
Signal
>1
> 80
F
0.93
72.5
E
57
Ashby Ave. and San Pablo Ave.
Signal
>1
> 80
F
0.71
34.0
C
65
Hearst Ave. and 2nd St.
AWSC
11.1
B
10.3
B
AWSC – All-way stop control TWSC – Two-way stop control SSSC – Side-street stop control BOLD indicates intersection capacity under acceptable conditions
WEST BERKELEY CIRCULATION MASTER PLAN REPORT 3 - 55
!
!
!
!
!
!
!
! !
! !
R
POTTE
!
!
Y
ER
POTT
ONY
ANTH
N
HEINZ
LETO
Emeryville E meryvil BAY
HT
! !
!
Amtrak Station
E
580
trian Pedes ge rid Bike B
!!
EASTS
FR WEST
80
!
! !!!!
64TH
AN
OCE
65TH
66TH
67TH ER
HB
AS
FOLG
AY
MURR
SON
EE
CAR
DWIG
!
ELL
N
GRAY
R
D PAR
CHAUCE
9TH
HASK
ISON
ETT
LL
RUSSE
OREGO
WARD
DERBY
PARKER
BLAKE
G
CHANNIN
FT
A
R
C F
HWAY RE HIG
San Francisco Bay
East Shore State Park
0
N NA
0.125
0.25
0.5
Miles NIA
VIRGI
CK
INA
MAR
0 0.1250.25
I DO
BU
N, AL CHANA
13
ONTAG
AR BOLIV
HO
A
HOLLIS
5TH
2ND
3RD
E B
5TH
4TH
B
B
B
TON
ON
CEDA
4TH
D B
C C
Berkeley Aquatic Park
B
H UC
ALLS
ADDIS
ST
HEAR
LIA
S
JONE
B
A
C
AN
ISON
HARR
GILM
PAGE
CAME
6TH
9TH A
7TH
Oaklan Oakland akland
C
123
Berkeley Be B Berk e erk er rrk ke kel k kele elle ele ey e y
A
F
West Berkeley Senior Center
MABEL
E WALLAC
S
MATHEW
BYRON
B
WARE DELA
INIA James Kenny Park
Golden Gate Fields
BANCRO
9TH
A
VIRG
D
MABEL
G, OA
HERZO
MABEL BURN
T
10TH
B
C
Albany y
PARK
CARR
ACROF
KAINS
E
H
MOUT
NAGE
STAN
8TH
WEST BERKELEY CIRCULATION MASTER PLAN
PARK
N
DART
T
TALBO
LO B A P SAN
BYRON
ADDISO
ELL
CORN
SITY
IS CURT
SANT A FE
YN EVEL
CO
SON
CURTIS
BROWN
UNIVER
E
EDER BELV
NEIL
BONAR
ING
RE
CHESTNUT
FRANCIS
PERA LTA
CUR TIS
ACTON
WEST
N
SE
INTERSECTION LEVEL OF SERVICE (UNACCEPTABLE CONDITIONS)
DELAWA
WEST
RO
##
ACTON
ADDISO
RDW AY
FRANKLIN
EY
SE RO
LEVEL OF SERVICE (ACCEPTABLE CONDITIONS) O
TON ACTO A
BERKEL
ACTO INTERSECTION N
SHORT
HEARST
INS PK HO
##
LINCOLN
KEONCREST
ALB INA
CEDAR
SACRAMENTO
K
J DOC
0.5 Figure 3-21 Miles STUDY INTERSECTIONS - WEEKEND PM PEAK LOS
