traffic and circulation technical report...traffic and circulation technical report dingee backbone...

EAST BAY MUNICIPAL

UTILITY DISTRICT

Dingee Backbone Pipeline

Replacement Project

Traffic and Circulation

Technical Report

March 2011

Prepared for:

East Bay Municipal Utility District 375 Eleventh Street

P. O. Box 24055 Oakland, CA 94623-1055

Prepared by:

Fehr & Peers One Walnut Creek Center

100 Pringle Avenue, Suite 600 Walnut Creek, CA 94596

Traffic and Circulation Technical Report

Dingee Backbone Pipeline Replacement Project

March 2011

i

TABLE OF CONTENTS

CHAPTER 1. INTRODUCTION ................................................................................................................ 1

Approach to Analysis .............................................................................................................................. 1

Analysis Locations .................................................................................................................................. 1

Roadway Segments .................................................................................................................... 1

Study Intersections ..................................................................................................................... 3

Analysis Methods.................................................................................................................................... 3

Signalized Intersections .............................................................................................................. 3

Unsignalized Intersections .......................................................................................................... 4

Roadway Segments .................................................................................................................... 5

Significance Criteria ................................................................................................................................ 5

California Environmental Quality Act .......................................................................................... 5

City of Oakland ........................................................................................................................... 6

CHAPTER 2. EXISTING CONDITIONS ................................................................................................... 7

Regional Roadways ................................................................................................................................ 7

Local Roadways ..................................................................................................................................... 7

Traffic Volumes ....................................................................................................................................... 8

Transit Service ...................................................................................................................................... 12

Pedestrian/Bicycle Circulation .............................................................................................................. 13

CHAPTER 3. PROJECT DESCRIPTION ............................................................................................... 14

Trip Generation ..................................................................................................................................... 14

Trip Distribution..................................................................................................................................... 15

Phase 1 – Dingee Pumping Plant to Golden Gate Avenue ...................................................... 15

Phase 2 – Golden Gate Avenue to Broadway Terrace ............................................................ 16

Phase 3 – Proctor Avenue to Moraga Avenue ......................................................................... 17

Phase 4 – Contra Costa Road .................................................................................................. 17

Phase 5 – Roble Road .............................................................................................................. 18

CHAPTER 4. IMPACTS AND MITIGATION MEASURES..................................................................... 24

Roadway and Intersection Analysis...................................................................................................... 25

Phase 1 – Dingee Pumping Plant to Golden Gate Avenue ...................................................... 25

Phase 2 – Golden Gate Avenue to Broadway Terrace ............................................................ 26

Phase 3 – Proctor Avenue to Moraga Avenue ......................................................................... 28

Phase 4 – Contra Costa Road .................................................................................................. 29

Phase 5 – Roble Road .............................................................................................................. 30

Multiple Phase Approach .......................................................................................................... 31

Cumulative Construction Traffic ................................................................................................ 33

Roadway Closures During Construction .............................................................................................. 33

Golden Gate Avenue ................................................................................................................ 34

Broadway Terrace ..................................................................................................................... 34

Proctor Avenue ......................................................................................................................... 34

Julia Street ................................................................................................................................ 34

Harbord Drive ............................................................................................................................ 35

Contra Costa Road ................................................................................................................... 35

Roble Road ............................................................................................................................... 35

Emergency Access ............................................................................................................................... 35

Pavement Assessment ......................................................................................................................... 35

Parking Assessment ............................................................................................................................. 36

Impacts and Mitigation Measures ......................................................................................................... 36

CHAPTER 5. REFERENCES ................................................................................................................. 38



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APPENDICES

Appendix A: Traffic Count Data

Appendix B: EXisting Plus Project Volumes

Appendix C: Level Of Service Worksheets

LIST OF FIGURES

Figure 1 Project Site Vicinity and Analysis Locations ............................................................................... 2

Figure 2 Existing Peak Hour Traffic Volumes and Intersection Lane Configurations ............................. 10

Figure 3 Phase 1 Recommended Truck Routing Plan ........................................................................... 19





LIST OF TABLES

Table 1 Signalized Intersection LOS Criteria ........................................................................................... 4

Table 2 Unsignalized Intersection LOS Criteria ....................................................................................... 5

Table 3 Existing Daily Traffic Volumes ..................................................................................................... 9

Table 4 Existing Intersection Operations ............................................................................................... 12

Table 5 Construction Schedule and Trip Generation Estimates ........................................................... 15

Table 6 Existing Daily Traffic Volumes Plus Construction Traffic .......................................................... 25

Table 7 Truck Route 1: Existing Plus Project Intersection Operations .................................................. 26




Table 11 Truck Route 5: Existing Plus project Intersection Operations ................................................... 30

Table 12 Scenario A: Phases 2 & 3 ......................................................................................................... 31

Table 13 Scenario B: Phases 3 & 4 – Large Diameter pipeline on Proctor Avenue ................................ 32

Table 14 Scenario C: phases 3 & 4 - Small Diameter Pipeline on Proctor Avenue ................................ 33



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CHAPTER 1. INTRODUCTION

This Technical Report will serve as the basis for Section 3.6 of the Dingee Backbone Pipeline

Replacement Project Mitigated Negative Declaration under preparation by the East Bay Municipal Utility

District (EBMUD).

The Dingee Backbone Pipeline Replacement Project (Project) could span up to 2 years and would replace 19,000 linear feet of pipe. This does not include down-time, mobilization, or demobilization. Most of the Project involves excavating a trench, installing new pipe, plugging the old pipe, backfilling the trench with aggregate base, and finally repaving the disturbed area to match the adjacent street surface. A small segment of the Project may involve a ‘slip-line’ method (as opposed to replacement), whereby a smaller diameter new pipe is fed through the larger diameter old pipe. Slip-lining would require installation of a trench box every 560 feet instead of having to excavate the entire length. Final paving of disturbed areas would occur approximately every 1000 linear feet or every one to two weeks.

APPROACH TO ANALYSIS

Fehr & Peers evaluated potential traffic and circulation impacts based on the following:

• Field reconnaissance of the Project site and surrounding roadway network, including intersection

control, lane configurations, roadway widths, on-street parking, sight distance, pedestrian and

bicycle facilities, and transit routes.

• Traffic volume counts for local roadways and intersections on a typical weekday (Tuesday –

Thursday).

• Estimated Project-generated daily and peak-hour trips for each construction phase.

ANALYSIS LOCATIONS

Four roadway segments and 14 intersections in the vicinity of the Project site were selected for analysis,

as these locations provide access to the site and could be potentially impacted during the construction

phase of the proposed Project. The locations are listed below and shown on Figure 1.

Roadway Segments

A. Golden Gate Avenue, North of Acacia Avenue

B. Broadway Terrace, West of Proctor Avenue

C. Proctor Avenue, South of Broadway Terrace

D. Harbord Drive, North of Moraga Avenue

A

B

C

D

2

1 34

5 67

8 9 10

11

12 13

14

Broadway Broadway

Harbord Dr

Harbord Dr

Mountain Blvd

Mountain Blvd

Broadway TerBroadway Ter

Chabot Rd

Chabot Rd

Tunnel RdTunnel Rd

Park WayPark Way

Clarewood Dr

Clarewood Dr

Hiller D

r

Hiller D

r

Golden G

ate AveG

olden Gate Ave

Acacia AveAcacia Ave

Florence Ave

Florence Ave

Margarido D

rM

argarido Dr

Ocean View Dr

Ocean View Dr

Robl

e Rd

Robl

e Rd

Buena Vista Ave

Buena Vista Ave

Proctor Ave

Proctor Ave

Pala AvePala Ave

Estates Dr

Estates Dr

Bonita Ave

Bonita Ave

Rom

any R

d

Rom

any R

d

Masonic Ave

Masonic Ave

Leo Way

Leo WayH

ighland Ave

Highland Ave

Plaza DrPlaza Dr

Cross RdCross Rd

Duncan Way

Duncan Way

Scenic AveScenic Ave

Fairlane Dr

Fairlane Dr

Hillcrest RdHillcrest Rd

Woo

d D

rW

ood

Dr

Taur

us A

veTa

urus

Ave

Oakland AveOakland Ave

Swainland Rd

Swainland Rd

El Camino Real

El Camino Real

Miles Ave

Miles Ave

Ruthland RdRuthland Rd

Cochrane Ave

Cochrane Ave

Pinewood Rd

Pinewood Rd

The Uplands The Uplands

Rose Ave

Mandalay Rd

Mandalay Rd

Manila Ave

Manila Ave

Johnston Dr

Johnston Dr

Fernwood Dr

Fernwood Dr

Thorn

hill Dr

Thorn

hill Dr

Piedmont AvePiedmont Ave

Vice

nte R

d

Vice

nte R

d

Alta RdAlta Rd

Mesa Ave

Mesa Ave

Hillside Ave

Hillside Ave

Manor D

r

Monroe Ave

Monroe Ave

Blair Ave

Blair Ave

Hazel RdHazel Rd

Monte Ave

Monte Ave

Virgo RdVirgo Rd

Hilltop Cres

Hilltop Cres

Lawton Ave

Lawton Ave

Oakvale AveOakvale Ave

Bell AveBell Ave

Sheridan Rd

Sheridan Rd

Brookside Ave

Brookside Ave

Glenwood Glade

Glenwood Glade

Heron Dr

Heron Dr

Sonia StSonia St

Glenbrook Dr

Glenbrook Dr

Mor

peth

St

Mor

peth

StCarlton StCarlton St

Agnes StAgnes St

Pacific Ave

Pacific Ave

Roan

oke

RdRo

anok

e Rd

Lane Ct

Lane Ct

Glen

arm

s Dr

Glen

arm

s Dr

Aquarius Way

Aquarius Way

Binn

acle

Hl

Binn

acle

Hl

Blair PlBlair Pl

Estrella

Ave

Tem

plar

Pl

Tem

plar

Pl

Pali CtPali Ct

McAndrew Dr

McAndrew Dr

Alpine Ter

Alpine Ter

Saint Paul C

t

Saint Paul C

t

Abbott Way

Abbott Way

Bridge RdBridge Rd

Gwin RdGwin Rd

West Ln

West Ln

Captains CvCaptains Cv

Hagar AveHagar Ave

Win

dwar

d H

l

Win

dwar

d H

l

Starview Dr

Starview Dr

Wilding Ln

Wilding Ln

Truitt

Ln

Truitt

Ln

Grand View Dr

Grand View Dr

Monzal A

ve

Monzal A

ve

Mar

ie W

ayM

arie

Way

Echo LnEcho Ln

Yankee HlYankee HlSherw

ood Dr

Sherwood D

r

Harbord Ct

Harbord Ct

Doris Pl

Doris Pl

Ramona Ave

Blair Ave

Estates Dr

Estates Dr

Blair AveBlair Ave

Sheridan Rd

Sheridan Rd

Broadway

Harbord Dr

Mountain Blvd

Broadway Ter

Chabot Rd

Tunnel Rd

Park Way

Clarewood Dr

Hiller D

r

Golden G

ate Ave

Acacia Ave

Florence Ave

Margarido D

r

Ocean View Dr

Robl

e Rd

Buena Vista Ave

Proctor Ave

Pala Ave

Estates Dr

Bonita Ave

Rom

any R

d

Masonic Ave

Leo WayH

ighland Ave

Plaza Dr

Cross Rd

Duncan Way

Scenic Ave

Fairlane Dr

Hillcrest Rd

Woo

d D

r

Taur

us A

ve

Oakland Ave

Swainland Rd

El Camino Real

Miles Ave

Ruthland Rd

Cochrane Ave

Pinewood Rd

The Uplands

Rose Ave

Mandalay Rd

Manila Ave

Johnston Dr

Fernwood Dr

Thorn

hill Dr

Piedmont Ave

Vice

nte R

d

Alta RdM

esa Ave

Hillside Ave

Manor D

r

Monroe Ave

Blair Ave

Hazel Rd

Monte Ave

Virgo Rd

Hilltop Cres

Lawton Ave

Oakvale Ave

Bell Ave

Sheridan Rd

Brookside Ave

Glenwood Glade

Heron Dr

Sonia St

Glenbrook Dr

Mor

peth

StCarlton St

Agnes St

Pacific Ave

Roan

oke

Rd

Lane Ct

Glen

arm

s Dr

Aquarius Way

Binn

acle

Hl

Blair Pl

Estrella

Ave

Tem

plar

Pl

Pali Ct

McAndrew Dr

Alpine Ter

Saint Paul C

t

Abbott Way

Bridge Rd

Gwin Rd

West Ln

Captains Cv

Hagar Ave

Win

dwar

d H

l

Starview Dr

Wilding Ln

Truitt

Ln

Grand View Dr

Monzal A

ve

Mar

ie W

ay

Echo Ln

Yankee HlSherw

ood Dr

Harbord Ct

Doris Pl

Ramona Ave

Blair Ave

Estates Dr

Blair Ave

Sheridan Rd

Moraga AveMoraga Ave

Harbord Dr

Harbord Dr

Harbord Dr

Contra Costa Rd

Contra Costa Rd

Tunnel RdTunnel Rd

Caldecott Ln

Contra Costa Rd

Tunnel RdCaldecott L

n

Broadway TerBroadway TerBroadway Ter

Golden Gate Ave

Golden Gate Ave

n

n

n

n

n

n

n

n

24CALIFORNIA

24CALIFORNIA

13CALIFORNIA

13CALIFORNIA

Estrella

Estrella

ona Ave

ona Ave

Blair AiBlair A

Not to Scale

LEGEND

Study Intersection

Study Roadway Segment

RoRoRossseeeeeAe Ae AAAAAAe Ae Ae AveveAAAAAvvvvve

Rososososososossssssssssossse Ae Ae Ae Ae Ae Ae Ae Ae Ae Ae Ae Ae Ae Ae Ae Ae Ae Aevevevevevevevvevevevevvvvvv

Manor D

rMMM

anor Dr

Study Intetuudy IntStu

Study RoaSt

n

1

X

Dingee Backbone Pipeline Replacement

FIGURE 1March 2011WC10-2755_1_StudyArea

PROJECT AREAS AND STUDY INTERSECTION LOCATIONS



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Study Intersections

1. Patton Street/Miles Avenue

2. Broadway/Keith Avenue

3. Broadway/Brookside Avenue

4. Broadway/Golden Gate Way

5. Tunnel Road/SR 13/Hiller Drive

6. Caldecott Lane/Kay Overcrossing

7. Broadway/Kay Overcrossing

8. Broadway Terrace/Golden Gate Avenue

9. Broadway Terrace/Proctor Avenue

10. Broadway Terrace/SR 13 Southbound

11. Broadway Terrace/Glenwood Glade/Pinewood Road

12. Harbord Drive/Moraga Avenue

13. Moraga Avenue/Estates Drive

14. Thornhill Drive/SR13/Moraga Avenue

ANALYSIS METHODS

The operations of roadway facilities are described with the term “level of service” (LOS). LOS is a

qualitative description of traffic flow based on factors such as speed, travel time, delay, and freedom to

maneuver. Six levels of service are defined ranging from LOS A (i.e., best operating conditions) to LOS F

(worst operating conditions). LOS E corresponds to operations “at capacity.” When volumes exceed

capacity, stop-and-go conditions result and operations are designated as LOS F. The City of Oakland

strives to maintain LOS D, although LOS E is permitted at intersections within the downtown area.

Different criteria and methods were used to assess operating conditions for the various types of facilities

analyzed in this study, including signalized and unsignalized intersections, and roadway segments. The

LOS criteria and methods for each of these facilities are described in the following sections.

Signalized Intersections

Traffic conditions at signalized intersections were evaluated using the method from Chapter 16 of the

Transportation Research Board’s 2000 Highway Capacity Manual (HCM). This operations analysis

method uses various intersection characteristics (such as traffic volumes, lane geometry, and signal

phasing) to estimate the average control delay experienced by motorists traveling through an intersection.

Control delay incorporates delay associated with deceleration, acceleration, stopping, and moving up in

the queue. Table 1 summarizes the relationship between average delay per vehicle and LOS for

signalized intersections. Synchro software version 6 was used to calculate signalized intersection LOS.



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TABLE 1 SIGNALIZED INTERSECTION LOS CRITERIA

Level of Service

Description Average Control

Delay Per Vehicle (Seconds)

A Operations with very low delay occurring with favorable progression and/or short cycle lengths.

< 10.0

B Operations with low delay occurring with good progression and/or short cycle lengths.

> 10.0 to 20.0

C Operations with average delays resulting from fair progression and/or longer cycle lengths. Individual cycle failures begin to appear.

> 20.0 to 35.0

D Operations with longer delays due to a combination of unfavorable progression, long cycle lengths, and/or high volume-to-capacity (V/C) ratios. Many vehicles stop and individual cycle failures are noticeable.

> 35.0 to 55.0

E Operations with long delays indicating poor progression, long cycle lengths, and high V/C ratios. Individual cycle failures are frequent occurrences.

> 55.0 to 80.0

F Operations with delays unacceptable to most drivers occurring due to over saturation, poor progression, or very long cycle lengths.

> 80.0

Source: Highway Capacity Manual (Transportation Research Board, 2000).

Unsignalized Intersections

Traffic conditions at unsignalized intersections were evaluated using the method from Chapter 17 of the

2000 Highway Capacity Manual. With this method, operations are defined by the average control delay

per vehicle (measured in seconds) for each movement that must yield the right-of-way. For all-way stop-

controlled intersections, the average control delay is calculated for the intersection as a whole. This

incorporates delay associated with deceleration, acceleration, stopping and moving up in the queue. At

two-way or side street-controlled intersections, the control delay (and LOS) is calculated for each

controlled movement, the left-turn movement from the major street, and the entire intersection. For

controlled approaches composed of a single lane, the control delay is computed as the average of all

movements in that lane. The delays for the entire intersection and for the movement or approach with the

highest delay are reported. Table 2 summarizes the relationship between delay and LOS for unsignalized

intersections.



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TABLE 2 UNSIGNALIZED INTERSECTION LOS CRITERIA

Level of Service Description Average Control Delay Per Vehicle

(Seconds)

A Little or no delays < 10.0

B Short traffic delays > 10.0 to 15.0

C Average traffic delays > 15.0 to 25.0

D Long traffic delays > 25.0 to 35.0

E Very long traffic delays > 35.0 to 50.0

F Extreme traffic delays with intersection capacity exceeded >50.0

Source: Highway Capacity Manual (Transportation Research Board, 2000).

Roadway Segments

Operations of the roadway segments were evaluated by comparing roadway segment volumes to their

theoretical capacities. The definition of the traffic capacity of a local residential street is subjective and

depends upon many factors such as housing set-backs, street width, presence of on-street parking,

location (downtown, suburban, rural), and the connectivity of adjacent streets. Even two-lane local

residential streets are physically capable of carrying volumes in excess of 7,000 vehicles per day (vpd),

where the constraint on capacity is typically the traffic control at each intersection (i.e., stop signs or

signal). Based on guidance from the Institute of Transportation Engineers (ITE) publication

Transportation and Land Development, 2002 (Table 13-6), the daily capacity of the local residential

roadway segments along the Project site is 3,000 vehicles per day where two-way travel occurs, and

1,500 where the roadway narrows and two-way travel is constrained. Residential collectors along the

Project site with wider shoulders and fewer driveways have a daily capacity of up to 8,000 vehicles per

day.

SIGNIFICANCE CRITERIA

California Environmental Quality Act

Based on the California Environmental Quality Act (CEQA) guidelines, a significant traffic and circulation

impact would occur if the Project would:

(a) conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system, taking into account all modes of transportation including mass transit and non-motorized travel and relevant components of the circulation system, including but not limited to intersections, streets, highways and freeways, pedestrian and bicycle paths, and mass transit;

(b) conflict with an applicable congestion management program, including, but not limited to level of service standards and travel demand measures, or other standards established by the county congestion management agency for designated roads or highways;



March 2011

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(c) result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks;

(d) substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment);

(e) result in inadequate emergency access;

(f) conflict with adopted policies, plans, or programs regarding public transit, bicycle, or pedestrian facilities, or otherwise decrease the performance or safety of such facilities.

City of Oakland

Based on City of Oakland significance criteria1, a project is considered to cause a significant impact at

signalized and all-way stop controlled intersections if it causes the following:

(a) at a study, signalized intersection which is located outside the Downtown area, the project

would cause the level of service (LOS) to degrade to worse than LOS D (i.e., E); or

(b) at a study, signalized intersection outside the Downtown area where the level of service is

LOS E, the project would cause the total intersection average vehicle delay to increase by

four (4) or more seconds, or degrade to worse than LOS E (i.e., F); or

(c) at a study, signalized intersection for all areas where the level of service is LOS F, the project

would cause (a) the total intersection average vehicle delay to increase by two (2) or more

seconds, or (b) an increase in average delay for any of the critical movements of four (4)

seconds or more; or (c) the volume-to-capacity (“V/C”) ratio exceeds three (3) percent (but

only if the delay values cannot be measured accurately); or

(d) At a study, unsignalized intersection the project would add ten (10) or more vehicles and after

project completion satisfy the Caltrans peak hour volume signal warrant2.

Government Code 53091(d) states: “(d) Building ordinances of a county or city shall not apply to the location or construction of facilities for the production, generation, storage, treatment, or transmission of water, wastewater, or electrical energy by a local agency.” Thus, ordinances do not strictly apply to EBMUD projects; it is the practice of EBMUD to work with host jurisdictions and agencies during project planning to reasonably consider the local environmental protection policies to conform to the extent possible.

1 City of Oakland, CEQA Thresholds/Criteria of Significance Guidelines, (July 15, 2008)

2 The California Manual on Uniform Traffic Control Devices (Caltrans, 2010) includes eight signal warrants based on traffic volumes

at an intersection, collision data, and other factors to determine if an intersection should be signalized. An intersection satisfying one or more of the warrants may be considered for signalization. However, meeting one or more of the signal warrants does not mean that the intersection must be signalized.



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CHAPTER 2. EXISTING CONDITIONS

This section discusses the existing transportation network in the vicinity of the Project site.

REGIONAL ROADWAYS

State Route 24 (SR 24) is an eight-lane, east-west freeway that connects Interstate 580 (I-580) and

Interstate 980 (I-980) in Oakland and Interstate 680 (I-680) in the City of Walnut Creek. SR 24 is a

designated STAA Network route, with a maximum semitrailer length of 48 feet and no maximum for

kingpin to rear axle.

State Route 13 (SR 13) is a four-lane, north-south freeway that connects State Route 24 (SR 24) and

Interstate 580 (I-580) in the City of Oakland. SR 13 is a designated truck route between Interstates 80 (I-

80) and I-580, with a maximum truck length of 40 feet from kingpin to rear axle and 65 feet overall.

LOCAL ROADWAYS

Broadway is primarily an east-west road in the Project vicinity that runs parallel to SR 24. It is a two-lane

road in this area and provides access to and from SR 24 at multiple locations. It also provides access to

Lake Temescal Regional Park. On-street parking is provided near the park. A Class III bike route

(bicyclists share the road with vehicles) is designated on Broadway east of Golden Gate Way, however

Class II bike lanes are proposed on the entire length of Broadway.

Golden Gate Avenue is a north-south road that connects Chabot Road and Broadway in the north to

Broadway Terrace in the south. It is a two-lane winding road with a double yellow centerline stripe.

Portions of the road have significant grades combined with horizontal curves. In general, Golden Gate

Avenue is 28 feet wide north of Acacia Avenue and 38 feet wide south of Acacia Avenue. Adjacent land

uses are residential and on-street parking is provided on both sides for most of the length of Golden Gate

Avenue. Parking is prohibited between Eustice Avenue and Golden Gate Way. Sidewalks are provided

on both sides of the road. Golden Gate Avenue is also designated as a Class III bike route between

Chabot Road and Golden Gate Way. This segment connects the upper Broadway bike route to the

Rockridge and Temescal neighborhoods in Oakland.

Broadway Terrace is an east-west two-lane road that connects Broadway and SR 13, and continues east,

terminating at Skyline Boulevard. Adjacent land uses are residential within the Project vicinity with on-

street parking provided on both sides of the road except adjacent to SR 13 ramps. Sidewalks are

provided on both sides of the road between Golden Gate Avenue and just east of Sheridan Road. East of

Sheridan Road, sidewalks are provided on the north side only until the SR 13 undercrossing where they

continue on both sides. Broadway Terrace is designated as a Class III bike route.

Proctor Avenue is a north-south residential street that connects Broadway Terrace and Masonic Avenue.

It is a 30-foot wide two-lane road with parking permitted on both sides. Single family homes front the

street and sidewalks are provided on both sides. Speed humps have been installed in multiple locations

along Proctor Avenue.

Harbord Drive is a north-south residential street that ends at Broadway Terrace in the north and continues

south of Moraga Avenue. It is a 30-foot wide two-lane road with parking permitted on both sides, divided

by a dashed yellow line. Single family homes front the street. Sidewalks are not provided on this street.



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Moraga Avenue is an east-west road that connects Pleasant Valley Avenue and SR 13. It is a two-lane

road west of SR 13 and a four-lane road under SR 13. East of SR 13, Moraga Avenue turns south and

meets Mountain Boulevard at La Salle Avenue. Adjacent land uses are residential west of SR 13, with a

retail center east of SR 13. On-street parking is provided on both sides of Moraga Avenue between

Thornhill Avenue and Park Boulevard. A Class III bike route is designated on Moraga Avenue east of SR

13, continuing south along Mountain Boulevard.

Contra Costa Road is a north-south residential street that begins at Buena Vista Avenue and terminates

as a cul-de-sac. It is an approximately 22-foot wide street with parking permitted on the west side.

Sidewalks are also provided on the west side of the street.

Roble Road is a north-south residential street that connects Tunnel Road and Chabot Road. The paved

width of the road is 25 feet or less, with parking permitted on both sides. Sidewalks are provided on both

sides of the street until approximately 800 feet south of Tunnel Road. At this point, the sidewalk stops

and the road divides into separate northbound and southbound lanes with large grade differences

between the two directions and pavement widths of less than 12 feet in each direction. This separation

continues until approximately 450 feet north of Chabot Road and then continues as a 15 to 20 foot wide

two-way street. Where Roble Road is less than 20 feet wide, two-way traffic is constrained.

Tunnel Road is an east-west arterial, portions of which are designated as SR 13, that begins in Berkeley

and provides access to SR 13, and SR 24. It is a two-lane road east of Domingo Avenue. West of

Domingo Avenue, it becomes four lanes and turns into Ashby Avenue. Eastbound and westbound lanes

are physically separated by a retaining wall from Bridge Road to 600 feet east of Vicente Road, restricting

left turns in and out of side streets. Sidewalks are provided on both sides of the road until just west of the

Tunnel Road/Hiller Drive intersection. There are some residential uses fronting the road west of the

Tunnel Road/Hiller Drive intersection, but a hillside fronts the road east of the intersection.

Caldecott Lane is an east-west two-lane road that connects Tunnel Road with SR 24. Residential

condominiums are adjacent to the road at its eastern end. Sidewalks are only provided fronting the

condominiums. Caldecott lane is designated as a Class III bike route (bicyclists share the road with

vehicles) between the Kay Overcrossing and Tunnel Road.

TRAFFIC VOLUMES

Automatic machine traffic counts were conducted over a 96-hour period on clear days with area schools

in normal session on residential streets near the Project locations. Counts collected during the school

year are representative of typical traffic conditions for the majority of the year. Counts collected during

summer months may be lower due to increased vacations and fewer school related trips. The average

daily traffic volumes on these roadways are summarized below in Table 3. Golden Gate Avenue, Proctor

Avenue, and Harbord Drive experience traffic volumes well below the theoretical daily capacity of 3,000

vehicles per day. Broadway Terrace is a larger collector not defined as a local residential street and

experiences daily traffic volumes greater than 6,000.



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TABLE 3 EXISTING DAILY TRAFFIC VOLUMES

Roadway Location Average Daily Traffic

1

AM Peak Hour2 PM Peak Hour

3

A. Golden Gate Avenue South of Golden Gate Way 1,480 242 141

B. Broadway Terrace West of Proctor Avenue 6,260 698 676

C. Proctor Avenue North of Julia Street 480 29 34

D. Harbord Drive North of Moraga Avenue 2,650 344 238

Notes

1. Average daily two-way traffic measured over 4 days.

2. Maximum hourly volume between the hours of 7:00 and 9:00 AM.

3. Maximum hourly volume between the hours of 4:00 and 6:00 PM.

Source: Fehr & Peers, 2010, based on counts taken by Auto-Census.

Peak period traffic counts were conducted between 7:00 and 9:00 AM and 4:00 and 6:00 PM on a clear

day with area schools in normal session at the study intersections. Peak period counts collected during

the school year represent typical traffic conditions during the majority of the year. Peak period counts

collected when schools are not in session may be lower due to less school related traffic peaks at drop-off

and pick-up times. For each intersection, the single hour with the highest traffic volumes during the two

count periods was identified. The peak-hour volumes are presented on Figure 2. The peak-hour data is

used as the basis for intersection operations analysis. Existing intersection lane configurations and traffic

control are also shown on Figure 2. Traffic count worksheets are provided in the Appendix.

Existing peak-hour intersection operations are summarized in Table 4, corresponding to the same

intersection designations labeled in Figure 1. Many of the study intersections currently operate poorly,

characterized by long delays.

The signalized Tunnel Road/SR 13/Hiller Drive and Thornhill Drive/SR 13/Moraga Avenue intersections

operate at unacceptable Levels of Service during the AM and PM peak hours. The all-way stop controlled

Broadway Terrace/Glenwood Glade/Pinewood Road intersection operates at unacceptable Level of

Service during the AM and PM peak hours.

The unsignalized Broadway Terrace/SR 13 southbound ramps, Moraga Avenue/Estates Drive, and

Moraga Avenue/Harbord Drive intersections operate at an overall acceptable service level during both the

AM and PM peak hours. However, side-street stop controlled vehicles experience deficient conditions

with high delays during the AM and PM peak hours. The Broadway/Eastbound SR 24 on-ramp

intersection operates at an overall acceptable service level, but stop controlled vehicles experience

unacceptable delay during the PM peak hour.

Additionally, although HCM analysis indicates that the Caldecott Lane/Kay Overcrossing and

Broadway/Kay Overcrossing operate at acceptable Levels of Service, significant queuing was observed in

the field due to queue spillback from eastbound SR 24 through both of these intersections during the AM

and PM peak hours, resulting in actual operations worse than presented in Table 4.

2

1 34

5 67

8 9 10

11

12 13

14

Broadway Broadway

Harbord Dr

Harbord Dr

Mountain Blvd

Mountain Blvd


Chabot Rd

Chabot Rd

nel RdTunnel Rd

Park WayPark Way

Clarewood Dr

Clarewood Dr

Hiller D

r

Hiller D

r

Golden G

ate AveG

olden Gate Ave


Florence Ave

Florence Ave

Margarido D

rM

argarido Dr

Ocean View Dr

Ocean View Dr

Robl

e Rd

Robl

e Rd

Buena Vista Ave

Buena Vista Ave

Proctor Ave

Proctor Ave

Pala AvePala Ave

Ramona AveRamona Ave

Estates Dr

Estates Dr

Bonita Ave

Rom

any R

d

Rom

any R

d

Masonic Ave

Masonic Ave

Leo Way

Leo Way

HHighland Ave

Plaza Dr

Cross RdCross Rd

Duncan Way

Duncan Way


Fairlane Dr

Fairlane Dr


Woo

d D

r

Taur

us A

veTa

urus

Ave

Oakland Ave

Ronada AveRonada Ave

Swainland Rd

Swainland Rdeal

El Camino Real

Miles Ave

Miles Ave

York Dr


Cochrane Ave

Cochrane Ave

Pinewood Rd

Pinewood Rd


Rose Ave

Mandalay Rd

Mandalay Rd

Manila Ave

Manila Ave

Johnston Dr

Johnston Dr

Fernwood Dr

Fernwood Dr

Thorn

hill Dr

Thorn

hill Dr


Vice

nte R

d

Alta RdAlta Rd

Mesa Ave

Mesa Ave

Hillside Ave

Manor D

r

Monroe Ave

Monroe Ave

Blair Ave

Blair Ave

Hazel Rd

Monte Ave

Monte Ave

Grand Ave

Ricardo Ave

Virgo RdVirgo Rd

Hilltop Cres

Hilltop Cres

Lawton Ave

Lawton Ave

Oakvale AveBell Ave

Sheridan Rd

Sheridan Rd

Brookside Ave

Brookside Ave

Glenwood Glade

Glenwood Glade

Ave

Dra

cena

Ave

Heron Dr

Heron Dr

Sonia StSonia St

Glenbrook Dr

Glenbrook Dr

Mor

peth

St

Mor

peth


Agnes StAgnes St

Pacific Ave

Roan

oke

RdRo

anok

e Rd

Lane Ct

Lane Ct

Glen

arm

s Dr

Glen

arm

s Dr

Aquarius Way

Aquarius Way

Binn

acle

Hl

Binn

acle

Hl

Blair Pl

Estrella

Ave

Estrella

Ave

Tem

plar

Pl

Tem

plar

Pl

Pali CtPali Ct

McAndreMcAndrew Dr

Alpine Ter

Alpine Ter

Saint Paul C

t

Saint Paul C

t

Abbott Way

Abbott Way

Bridge Rd

Gwin RdGwin Rd

West Ln

West Ln

vCaptains Cv

Hagar Ave

Win

dwar

d H

l

Win

dwar

d H

l

Starview Dr

Starview Dr

Wilding Ln

Wilding Ln

Truitt

Ln

Truitt

Ln

Grand View Dr

Monzal A

ve

Monzal A

ve

Mar

ie W

ayM

arie

Way

Echo LnEcho Ln

Yankee Hl

Sherwood D

rSherw

ood Dr

Harbord Ct

Harbord Ct

Doris Pl

Blair Ave

Estates Dr

Estates Dr

Blair Ave

Sheridan Rd

Sheridan Rd

Broadway

Harbord Dr

Mountain Blvd

Broadway Ter

Chabot Rd

nel Rd

Park Way

Clarewood Dr

Hiller D

r

Golden G

ate Ave

Acacia Ave

Florence Ave

Margarido D

r

Ocean View Dr

Robl

e Rd

Buena Vista Ave

Proctor Ave

Pala Ave

Ramona Ave

Estates Dr

Rom

any R

d

Masonic Ave

Leo Way

H

Cross Rd

Duncan Way

Scenic Ave

Fairlane Dr

Hillcrest Rd

Taur

us A

ve

Ronada Ave

Swainland Rdeal

Miles Ave

Ruthland Rd

Cochrane Ave

Pinewood Rd

The Uplands

Mandalay Rd

Manila Ave

Johnston Dr

Fernwood Dr

Thorn

hill Dr

Piedmont Ave

Alta Rd

Mesa Ave

Monroe Ave

Blair Ave

Monte Ave

Virgo Rd

Hilltop Cres

Lawton Ave

Sheridan Rd

Brookside Ave

Glenwood Glade

Ave

Heron Dr

Sonia St

Glenbrook Dr

Mor

peth

StCarlton St

Agnes St

Roan

oke

RdLane Ct

Glen

arm

s Dr

Aquarius Way

Binn

acle

Hl

Estrella

Ave

Tem

plar

Pl

Pali Ct

McAndre

Alpine Ter

Saint Paul C

t

Abbott Way

Gwin Rd

West Ln

v

Win

dwar

d H

l

Starview Dr

Wilding Ln

Truitt

Ln

Monzal A

ve

Mar

ie W

ay

Echo Ln

Sherwood D

r

Harbord Ct

Estates Dr

Sheridan Rd

MMoraga AveMoraga Ave

Harbord Dr

Harbord Dr

Harbord Dr

Contra Costa Rd

Contra Costa Rd

Tunnel RdTunnel Rd

Caldecott Ln

Contra Costa Rd


n


GGolden Gate Ave

Golden Gate Aven

n

n

n

n

n

24CALIFORNIA

13CALIFORNIA

414

(868

)18

9 (3

99)

131

(60)

SR

13

Tunn

el R

oad

1,14

4 (8

31)

144

(60)

144

(154

)

186

(48)

93 (4

3)10

2 (1

7)

SR

13

Hille

r Driv

e

109

(43)

126

(76)

107

(17)

123

3 (1

04)

107

(87)

396

(231

)24

7 (1

97)

Miles Avenue

P

atto

n S

treet

549

(491

)34

4 (1

,155

)

Bro

adw

ayS

R-2

4

97 (40)

108 (60)

Broadway

3

730

(1,0

47)

183 (234)

Keith Avenue

802 (1,067)

Bro

adw

ay

2

538

(359

)

Gol

den

Gat

e W

ay

472 (464)

93 (2

9)

75 (4

4)

82 (30)

Broadway

38 (53)15 (19)

4

5

120

(64)

658

(651

)

Kay Overpass

213

(90)

71 (1

5)

80 (83)

6

20 (48)

Cal

deco

tt La

ne

71 (14)

73 (7

3)

0 (27)

Firescape Garden Dwy

1 (34)

47

7 (3

84)

3 (2

6)

2 (5)

Kay Overpass

1 (21)673 (632)

Bro

adw

ay

7

33 (2

9)1

(8)

2 (1

4)

Not to Scale

VOLUMES KEY

MAP KEY

School

Study Intersection

AM (PM) Peak Hour Traffic Volumes

Stop Sign

Signalized Intersection

XX (YY)

1


FIGURE 2AMarch 2011WC10-2755_2A_ExVol

EXISTING CONDITIONS PEAK HOUR INTERSECTION TRAFFIC VOLUMES,LANE CONFIGURATIONS AND TRAFFIC CONTROL

2

1 34

5 67

8 9 10

11

12 13

14

Broadway Broadway

Harbord Dr

Harbord Dr

Mountain Blvd

Mountain Blvd


Chabot Rd

Chabot Rd

nel RdTunnel Rd

Park WayPark Way

Clarewood Dr

Clarewood Dr

Hiller D

r

Hiller D

r

Golden G

ate AveG

olden Gate Ave


Florence Ave

Florence Ave

Margarido D

rM

argarido Dr

Ocean View Dr

Ocean View Dr

Robl

e Rd

Robl

e Rd

Buena Vista Ave

Buena Vista Ave

Proctor Ave

Proctor Ave

Pala AvePala Ave


Estates Dr

Estates Dr

Bonita Ave

Rom

any R

d

Rom

any R

d

Masonic Ave

Masonic Ave

Leo Way

Leo Way

HHighland Ave

Plaza Dr

Cross RdCross Rd

Duncan Way

Duncan Way


Fairlane Dr

Fairlane Dr


Woo

d D

r

Taur

us A

veTa

urus

Ave

Oakland Ave


Swainland Rd

Swainland Rdeal

El Camino Real

Miles Ave

Miles Ave

York Dr


Cochrane Ave

Cochrane Ave

Pinewood Rd

Pinewood Rd


Rose Ave

Mandalay Rd

Mandalay Rd

Manila Ave

Manila Ave

Johnston Dr

Johnston Dr

Fernwood Dr

Fernwood Dr

Thorn

hill Dr

Thorn

hill Dr


Vice

nte R

d

Alta RdAlta Rd

Mesa Ave

Mesa Ave

Hillside Ave

Manor D

r

Monroe Ave

Monroe Ave

Blair Ave

Blair Ave

Hazel Rd

Monte Ave

Monte Ave

Grand Ave

Ricardo Ave

Virgo RdVirgo Rd

Hilltop Cres

Hilltop Cres

Lawton Ave

Lawton Ave

Oakvale AveBell Ave

Sheridan Rd

Sheridan Rd

Brookside Ave

Brookside Ave

Glenwood Glade

Glenwood Glade

Ave

Dra

cena

Ave

Heron Dr

Heron Dr

Sonia StSonia St

Glenbrook Dr

Glenbrook Dr

Mor

peth

St

Mor

peth


Agnes StAgnes St

Pacific Ave

Roan

oke

RdRo

anok

e Rd

Lane Ct

Lane Ct

Glen

arm

s Dr

Glen

arm

s Dr

Aquarius Way

Aquarius Way

Binn

acle

Hl

Binn

acle

Hl

Blair Pl

Estrella

Ave

Estrella

Ave

Tem

plar

Pl

Tem

plar

Pl

Pali CtPali Ct

McAndreMcAndrew Dr

Alpine Ter

Alpine Ter

Saint Paul C

t

Saint Paul C

t

Abbott Way

Abbott Way

Bridge Rd

Gwin RdGwin Rd

West Ln

West Ln

vCaptains Cv

Hagar Ave

Win

dwar

d H

l

Win

dwar

d H

l

Starview Dr

Starview Dr

Wilding Ln

Wilding Ln

Truitt

Ln

Truitt

Ln

Grand View Dr

Monzal A

ve

Monzal A

ve

Mar

ie W

ayM

arie

Way

Echo LnEcho Ln

Yankee Hl

Sherwood D

rSherw

ood Dr

Harbord Ct

Harbord Ct

Doris Pl

Blair Ave

Estates Dr

Estates Dr

Blair Ave

Sheridan Rd

Sheridan Rd

Broadway

Harbord Dr

Mountain Blvd

Broadway Ter

Chabot Rd

nel Rd

Park Way

Clarewood Dr

Hiller D

r

Golden G

ate Ave

Acacia Ave

Florence Ave

Margarido D

r

Ocean View Dr

Robl

e Rd

Buena Vista Ave

Proctor Ave

Pala Ave

Ramona Ave

Estates Dr

Rom

any R

d

Masonic Ave

Leo Way

H

Cross Rd

Duncan Way

Scenic Ave

Fairlane Dr

Hillcrest Rd

Taur

us A

ve

Ronada Ave

Swainland Rdeal

Miles Ave

Ruthland Rd

Cochrane Ave

Pinewood Rd

The Uplands

Mandalay Rd

Manila Ave

Johnston Dr

Fernwood Dr

Thorn

hill Dr

Piedmont Ave

Alta Rd

Mesa Ave

Monroe Ave

Blair Ave

Monte Ave

Virgo Rd

Hilltop Cres

Lawton Ave

Sheridan Rd

Brookside Ave

Glenwood Glade

Ave

Heron Dr

Sonia St

Glenbrook Dr

Mor

peth

StCarlton St

Agnes St

Roan

oke

RdLane Ct

Glen

arm

s Dr

Aquarius Way

Binn

acle

Hl

Estrella

Ave

Tem

plar

Pl

Pali Ct

McAndre

Alpine Ter

Saint Paul C

t

Abbott Way

Gwin Rd

West Ln

v

Win

dwar

d H

l

Starview Dr

Wilding Ln

Truitt

Ln

Monzal A

ve

Mar

ie W

ay

Echo Ln

Sherwood D

r

Harbord Ct

Estates Dr

Sheridan Rd

MMoraga AveMoraga Ave

Harbord Dr

Harbord Dr

Harbord Dr

Contra Costa Rd

Contra Costa Rd

Tunnel RdTunnel Rd

Caldecott Ln

Contra Costa Rd


n


GGolden Gate Ave

Golden Gate Aven

n

n

n

n

n

24CALIFORNIA

13CALIFORNIA

Broadway Terrace

Pinewoo

d Rd

SR 24

Glenwood Glade

190 (107)42 (81)

89 (180)6 (9)

18 (5)326 (166)165 (78)0 (0)

6 (29)

33 (21)

54 (278)

197 (155)

65 (3

9)66

(46)

2 (2)

17 (1

0)

104

(62)

342

(219

)

Bro

adw

ay T

erra

ce

136 (140)

0 (0)

103 (184)

SR-13 Off Ramp

10

237

(249

)22

5 (2

33) 11

Proct

or A

venu

e

30 (0

)

45 (0

)

12 (28)

401 (442)

17 (23)

Broadway Terrace

475 (339)

9

23 (5

)

8 (4)

Her

mos

a A

venu

e

166 (361)

17 (13)

28 (1

1)64

(33)

Broadway TerraceG

olde

n G

ate

Aven

ue8107 (54)312 (190)

4 (4

)24

(6)

56 (6

0)

38 (31)

169 (74)

12

38 (5

0)3

(14)

39 (30)789 (430)

8 (4

)13

(7)

44 (2

9)

40 (42)281 (704)

4 (11)

49 (5

9)

Har

bord

Driv

e

Moraga Avenue

11 (6

)0

(3)

68 (4

1)E

stat

es

E

stat

es D

rive

7 (8)1,012 (367)37 (40)

Moraga Avenue

13

1 (3

)1

(1)

16 (1

1)

1 (2)506 (796)

5 (21)

231

(129

)

1 (0)175 (192)444 (164)

519

(381

)M

orag

a A

venu

e

645 (350)

103 (79)

Thornhill Drive

14

110

(128

)31

7 (5

22)

244

(459

)

Not to Scale

VOLUMES KEY

MAP KEY

School

Study Intersection

AM (PM) Peak Hour Traffic Volumes

Stop Sign

Signalized Intersection

XX (YY)

1


FIGURE 2BMarch 2011WC10-2755_2B_ExVol

EXISTING CONDITIONS PEAK HOUR INTERSECTION TRAFFIC VOLUMES,LANE CONFIGURATIONS AND TRAFFIC CONTROL



March 2011

12

TABLE 4 EXISTING INTERSECTION OPERATIONS

Intersection Control Peak Hour

Delay LOS Meets Peak Hour Signal Warrant

1. Patton Street/Miles Avenue All-way Stop AM

PM

4.4

3.2

A

A No

2. Broadway/Keith Avenue Signal AM

PM

16.8

13.7

B

B -

3. Broadway/SR 24 Eastbound

On-ramp

Side-Street Stop

1

AM

PM

2.2 (WB 12.2)

3.4 (WB 68.6)

A (B)

A (F) No

4. Broadway/Golden Gate Way Side-Street

Stop1

AM

PM

4.0 (NB 17.8)

1.8 (NB 13.8)

A (C)

A (B) No

5. Tunnel Road/SR 13/Hiller Drive Signal AM

PM

98.1

>100

F

F -

6. Caldecott Lane/

Kay Overcrossing

Side-Street Stop

1

AM

PM

2.4 (WB 20.8)

1.9 (WB 13.6)

A (C)2

A (B) 2

No

7. Broadway/Kay Overcrossing Signal AM

PM

35.4

36.1

D2

D2

-

8. Broadway Terrace/

Golden Gate Avenue All-way Stop

AM

PM

14.3

11.0

B

B No

9. Broadway Terrace/

Proctor Avenue

Side-Street Stop

1

AM

PM

1.5 (NB 16.2)

1.0 (NB 14.3)

A (C)

A (B) No

10. Broadway Terrace/SR 13 southbound ramps

Side-Street Stop

1

AM

PM

6.6 (WB 44.5)

8.2 (SB 36.5)

A (E)

A (E) No


All-way Stop AM

PM

>100

>100

F

F Yes

12. Harbord Drive/Moraga Avenue Side-Street

Stop1

AM

PM

7.8 (SB 92.0)

10.0 (SB 99.5)

A (F)

A (F) No

13. Moraga Avenue/Estates Drive Side-Street

Stop1

AM

PM

2.6 (SB > 100)

1.8 (SB 49.2)

A (F)

A (E) No

14. Thornhill Drive/SR 13/

Moraga Avenue Signal

AM

PM

>100

62.1

F

E -

Notes

1. For side-street-stop intersections, average delay is listed first followed by the delay for the worst approach.

2. Field observations indicate LOS F conditions due to queue spillback from the eastbound SR 24 on-ramp.

Source: Fehr & Peers, 2010

TRANSIT SERVICE

Multiple AC Transit routes operate within the Project site. Line 61 operates on Golden Gate Avenue

south of Acacia Avenue and continues east on Broadway Terrace on weekdays between 6:00 AM and

8:00 PM with one hour headways. Transbay Line V operates on Broadway Terrace; Line CB operates on

Broadway Terrace, Harbord Drive, and Moraga Avenue; and Line E operates on Tunnel Road and



March 2011

13

Caldecott Lane. These three transbay routes operate on weekdays during morning and evening peak

periods, approximately 6:00 AM and 9:00 AM, and 4:00 PM and 8:00 PM.

PEDESTRIAN/BICYCLE CIRCULATION

Pedestrian facilities include sidewalks, crosswalks, and pedestrian signals. Sidewalks are provided on

Broadway, Golden Gate Avenue, Contra Costa Road, Proctor Avenue, portions of Broadway Terrace,

portions of Moraga Avenue, portions of Roble Road, and portions of Tunnel Road within the study area.

Sidewalks are not provided on Harbord Drive.

Bicycle facilities include:

• Bike paths (Class I) – Paved trails that are separated from roadways.

• Bike lanes (Class II) – Lanes on roadways designated for use by bicycles through striping, pavement legends, and signs.

• Bike routes (Class III) – Designated roadways for bicycle use by signs only; may or may not include additional pavement width for cyclists.

Portions of Broadway, Broadway Terrace, and Caldecott Lane are designated as Class III bike routes

within the study area.



March 2011

14

CHAPTER 3. PROJECT DESCRIPTION

The section describes the trip generating potential during the proposed construction stage of the proposed Project. Upon completion of the Project, the Project would not generate any trips except for occasional maintenance, similar to existing conditions.

TRIP GENERATION

Project trips would be generated during the construction phase as trucks and workers travel to and from

the site. EBMUD identified a preliminary construction schedule and the number of trucks and workers

anticipated for each phase. The estimates were based on the number of haul trucks, material trucks and

worker vehicles needed during each phase. The following assumptions were used in the development of

the trip generation estimates by phase:

• Excavated soil is to be hauled off site and replaced by aggregate base in the street.

• Haul trucks average 9 cubic yards per load and include trench pavement and soil disposal as well

as fill import deliveries.

• Material trucks trips per day include deliveries for pipeline, appurtenance, paving, equipment

delivery, and materials for plugging existing transmission pipelines.

• Worker vehicles include nine vehicles for crew, one contractor superintendent, one district

inspector, one city inspector, and one visitor.

For the purposes of this report, the Project was broken into five phases, representing five different

segments of the pipeline. The five phases are differentiated by different truck routes being used for each

the five segments. The number of daily and hourly truck and worker vehicles for each phase are

summarized in Table 5. The daily trip generation is expected to be consistent throughout the duration of

each phase. While each of the five phases could occur sequentially, without overlapping construction

traffic, some phases could proceed concurrently, thus reducing the overall construction schedule. The

following three scenarios with overlapping phases are possible:

A. Phases 2 and 3 – Installation of the large diameter pipeline on Golden Gate Avenue and Proctor

Avenue

B. Phases 3 and 4 – Installation of the large diameter pipeline on Proctor Avenue and the

distribution pipeline on Contra Costa Road

C. Phases 3 and 4 – Installation of the small diameter distribution lines on both Proctor Avenue and

Contra Costa Road

Trucks behave differently than passenger vehicles as they take longer to accelerate, decelerate, and

negotiate turns. Therefore, they also affect intersection and roadway operations differently. Truck

behavior was accounted for in the assessment of roadway and intersection operations.



March 2011

15

TABLE 5 CONSTRUCTION SCHEDULE AND TRIP GENERATION ESTIMATES

(INCLUDES TRIPS TO AND FROM THE SITE)

Construction Phase Duration (weeks)

Daily Trips (one-way) Hourly1 Trips (one-way)

Trucks2 Workers

3 Trucks

2 Workers

3

Transmission Pipeline

1. Dingee Pumping Plant to Golden Gate Avenue 4 34 26 4 13

2. Golden Gate Avenue to Broadway Terrace at Proctor Avenue

19 30 26 4 13

3. Proctor Avenue to Moraga Avenue 334

30 26 4 13

Ancillary Projects

4. Contra Costa Road 15 30 24 4 12

5. Roble Road 2 10 24 1 12

Notes

1. Hourly trips refers to the number of trips expected to occur during the AM and PM peak hours.

2. Hourly truck trip estimates assume truck trips occur equally across a 7-hour workday, and rounded up to the nearest trip.

3. Hourly worker trip estimates assume one third of daily workers arrive during the peak hour.

4. Includes 15 weeks for Proctor Avenue to Julia Street distribution line. A maximum of 3 hourly truck trips are expected for distribution line construction.

Source: EBMUD, Fehr & Peers

TRIP DISTRIBUTION

The Project would generate two types of trips; construction worker trips and truck trips. This section

describes the distribution patterns during each phase of construction. Routes to/from each phase of the

Project and the regional roadway network were reviewed in the development of preliminary truck routing

plans. Factors considered in development of the routes include roadway geometry, circulation efficiency,

dispersing impacts to residential streets and sensitive receptors (such as schools and recreation areas),

and truck, vehicle and pedestrian safety. Truck trips through residential streets were limited as much as

possible to streets where pipeline work is occurring since these roadways would be repaved after

construction. Due to truck restrictions on Interstate 580 south of SR 13, it was assumed that all truck trips

would use SR 24 from the east or west to travel to the Project site.

Phase 1 – Dingee Pumping Plant to Golden Gate Avenue

This portion of the Project includes construction of the pipeline from the Dingee Pumping Plan located just north of the Golden Gate Avenue/Chabot Road intersection just north of SR 24 to the Golden Gate Avenue/Golden Gate Way intersection (see Figure 3). Construction is expected to last for approximately four weeks.

Construction Worker Trip Distribution

It is expected that approximately 90 percent of site worker trips would access the site from SR 24, with 10

percent of trips from Broadway south. Of the trips to/from SR 24, about one-half is expected from the

west while the remaining half is expected from the east, including from SR 13. Worker trips from SR 24 to



March 2011

16

the west would access the Project site via the Broadway Interchange, and travel east on Broadway, to

Golden Gate Way to the Project site. Worker trips from SR 24 to the east would access the Project site

via the Tunnel Road interchange, cross SR 24 using the Kay Overcrossing to Broadway, then turn left

onto Golden Gate Way to the Project Site. While construction workers would be encouraged to remain

on the main travel routes, some may deviate and travel on Patton Street to Chabot Road.

Truck Trip Distribution

All trucks would be directed to use SR 24 to enter the site access the site. The recommended truck route

plan is shown on Figure 3. The plan shows two possible origins for inbound truck traffic, either coming

from westbound or eastbound SR 24. Truck trips from eastbound SR 24 would access the Project site via

the Broadway Interchange, and travel east on Broadway, to Golden Gate Way to the Project site. Truck

trips from westbound SR 24 would access the Project site via the Tunnel Road interchange, cross SR 24

using the Kay Overcrossing to Broadway, then turn left onto Golden Gate Way to the Project site.

Outbound trucks would be directed back to Golden Gate Way and left onto Broadway. Trucks would

access eastbound SR 24 from Broadway or westbound SR 24 by turning right onto Patton Street and left

onto Miles Avenue. A flagger is recommended at the Golden Gate Way/Golden Gate Avenue intersection

to assist with truck maneuvering.

Phase 2 – Golden Gate Avenue to Broadway Terrace

This portion of the Project includes construction of the pipeline along Golden Gate Avenue from Golden Gate Way to Broadway Terrace, then along Broadway Terrace to Proctor Avenue (see Figure 4). Construction is expected to last for approximately 19 weeks.


It is expected that approximately 50 percent of site worker trips would access the site from SR 24 and 50

percent of trips from SR 13. Of the trips to/from SR 24, about one-half is expected from the west while

the remaining half is expected from the east. Of the trips to/from SR 13, about 90 percent are expected

from the south while the remaining 10 percent is expected from the north. Worker trips from SR 24 would

access the site similar to Phase 1. Worker trips from SR 13 would access the Project site from the

Broadway Terrace interchange.


All trucks would be directed to use SR 24 to enter the Project area and SR 13 to exit the Project area.

The recommended truck route plan is shown on Figure 4. Similar to the Phase 1 truck route plan, the

plan shows two possible origins for inbound truck traffic, either coming from westbound or eastbound SR

24. Truck trips from eastbound SR 24 would access the Project site via the Broadway Interchange, and

travel east on Broadway, to Golden Gate Way to the Project site. Truck trips from westbound SR 24

would access the Project site via the Tunnel Road interchange, cross SR 24 using the Kay Overcrossing

to Broadway, then turn left onto Golden Gate Way to the Project site.

Through the Project site, Golden Gate Avenue is winding with steep grades. Because of this, a one-way

truck route was identified to eliminate the need for inbound and outbound trucks to pass side by side.

Outbound trucks would be directed to Broadway Terrace and onto northbound SR 13. From SR 13,

trucks would then access westbound or eastbound SR 24.



March 2011

17

Phase 3 – Proctor Avenue to Moraga Avenue

This portion of the Project includes construction of the pipeline along Proctor Avenue (including a distribution pipeline), Julia Street, and Harbord Avenue to Moraga Avenue (see Figure 5). Construction in this area is expected to last for approximately 33 weeks.


It is expected that approximately 40 percent of site worker trips would access the site from southbound

SR 13 and 45 percent northbound SR 13. The remaining 15 percent of worker trips would come from

Broadway Terrace or Moraga Avenue. Worker trips from southbound SR 13 would use the Broadway

Terrace interchange, while worker trips from northbound SR 13 would use the Moraga Avenue

interchange to access the Project site.


All trucks would be directed to the Project site from SR 24 via southbound SR 13. The recommended

truck route plan is shown on Figure 5. Truck trips from southbound SR 13 would access the Project site

via the Moraga Avenue Interchange and turn right onto Proctor Avenue.

Through the Project site, Proctor Avenue and Harbord Drive are winding with steep grades. Because of

this, a one-way truck route was identified to eliminate the need for inbound and outbound trucks to pass

side by side. Outbound trucks would be directed to Broadway Terrace and onto northbound SR 13.

From SR 13, trucks would then access westbound or eastbound SR 24.

Phase 4 – Contra Costa Road

This portion of the Project includes construction of a distribution pipeline along Contra Costa Road (see Figure 6) and is expected to last 15 weeks.


It is expected that approximately 40 percent of site worker trips would access the site from southbound

SR 13 and 45 percent northbound SR 13. The remaining 15 percent of worker trips would come from

Broadway Terrace. Worker trips from SR 13 would use the Broadway Terrace interchange, and Golden

Gate Avenue to Acacia Avenue to access the Project site. While construction workers would be

encouraged to remain on the main travel routes, some may deviate and travel on Buena Vista Avenue

since vehicles traveling from SR 13 reach Buena Vista Avenue before Golden Gate Avenue.


All trucks would be directed to the Project site from SR 24 via southbound SR 13. The recommended

truck route plan is shown on Figure 6. Truck trips from southbound SR 13 would access the Project site

via the Broadway Terrace Interchange and turn right onto Golden Gate Avenue. Trucks would then turn

right onto Acacia Avenue, left onto Buena Vista Avenue, and right onto Contra Costa Road. Acacia

Avenue, Buena Vista Avenue, Contra Costa Road are narrow residential streets, and semi-trucks would

need flaggers at the Acacia Avenue/Buena Vista Avenue and Buena Vista Avenue/Contra Costa Road

intersections as they are on steep grades with limited sight distance. The flaggers would help control

residential traffic while trucks negotiate the turns.



March 2011

18

Outbound trucks would be directed to Broadway Terrace using the same roadways as inbound trucks.

Inbound trucks may need to be held on Golden Gate Avenue or Broadway Terrace while outbound trucks

negotiate Buena Vista Avenue and Acacia Avenue. Flaggers can also provide additional assistance at

these locations. Directing outbound trucks to Broadway on Golden Gate Avenue is less desirable due to

the sharp curves on Golden Gate Avenue north of Acacia Avenue.

Phase 5 – Roble Road

This portion of the Project includes construction of a distribution pipeline along Roble Road using slip-line method, as well as installation of a new regulator at the Roble Road/Roble Court intersection and connection to the Claremont Center from Roble Court (see Figure 7). Construction in this area is expected to last 2 weeks.


It is expected that approximately 90 percent of site worker trips would access the site from SR 24, with 10

percent of trips from Tunnel Road north. Of the trips to/from SR 24, about one-half is expected from the

west while the remaining half is expected from the east. Worker trips from SR 24 to the west would

access the Project site via the Broadway Interchange, and travel east on Broadway, to Golden Gate Way,

Golden Gate Avenue, then Chabot Road to Roble Road. Worker trips from SR 24 to the east would

access the Project site via the Tunnel Road interchange, cross SR 24 using the Kay Overcrossing to

Broadway, then turn left onto Golden Gate Way, to Golden Gate Avenue, then Chabot Road to Roble

Road. These routes assume worker trips access the site from the south, since the Tunnel Road/Roble

Road intersection to the north is right-in/right-out only.


All trucks would be directed to use SR 24 to access the site. The recommended truck route plan is shown

on Figure 7. The plan shows two possible origins for inbound truck traffic, either coming from westbound

or eastbound SR 24. Truck trips from eastbound SR 24 would access the Project site via the Broadway

Interchange, and travel east on Broadway, to Golden Gate Way. Truck trips from westbound SR 24

would access the Project site via the Tunnel Road interchange, cross SR 24 using the Kay Overcrossing

to Broadway, then turn left onto Golden Gate Way. From Golden Gate Way, trucks would turn right onto

Golden Gate Avenue, right onto Chabot Road, and left onto Roble Road. This section of Roble Road

becomes very narrow, with as little as 12 feet of pavement in some sections. Low hanging tree branches

further constrain the roadway. Larger semi-trucks would need to access the site from Tunnel Road. As

discussed above, this intersection is only right-in/right-out; therefore truck trips would likely need to travel

from Interstate 80 along SR 13 (Ashby Avenue) to Tunnel Road.

Outbound trucks would turn right onto Tunnel Road. From Tunnel Road, trucks would access westbound

SR 24 from Caldecott Lane or eastbound SR 24 from Broadway.

Broadway Ter

Broadway Ter

Chabot Rd

Broadway Broadway

Mile

s Ave

Mile

s Ave

Mo

un

tain B

lvd

Mo

un

tain B

lvd

Harbord Dr

Harbord Dr

Keith Ave

Keith Ave

Cla

rem

on

t A

ve

Cla

rem

on

t A

ve

Ocean View Dr

Ocean View Dr

Go

lde

nG

old

en

Ga

te A

ve

Ga

te A

ve


Florence Ave

Florence Ave

Margarido DrMargarido Dr

Ro

ble

Rd

Ro

ble

Rd

Buena Vista Ave

Buena Vista Ave

Proctor Ave

Proctor Ave

Hiller Dr

Hiller Dr

Taft Ave

Taft Ave

Fairlane D

r

Fairlane D

r


Ro

ma

ny

Rd

Ro

ma

ny

Rd

Lawton Ave

Lawton Ave

Kales Ave

Kales AveClarew

ood Dr

Clarewood D

r

Contra Costa Rd

Contra Costa Rd

Le

o W

ay

Le

o W

ay

Harwood Ave

Cro

ss Rd

Cro

ss Rd


Th

om

as

Ave

Th

om

as

Ave

Woolsey St

Florio St

Swain

land R

d

Swain

land R

d

Du

ncan

Way

Du

ncan

Way

Monroe Ave

Monroe Ave

Cochrane Ave

Cochrane Ave

Pinew

ood Rd

Pinew

ood Rd

Man

dalay R

d

Man

dalay R

d

Birch Ct

Birch Ct

Bry

an

t A

ve

Bo

yd A

ve

Bo

yd A

ve

Jam

es A

ve

Jam

es A

ve

Alta RdAlta Rd

Hill C

tH

ill Ct

Ca

rlton

St

Ca

rlton

St

Clifton St


Co

un

try C

lub

Dr

Co

un

try C

lub

Dr

Forest St

Forest St

Hudson St

Hudson St

Cald

well R

d

Cald

well R

d

Sheridan Rd

Sheridan Rd

Brookside Ave

Brookside Ave

Sp

y G

lass

Hl

Sp

y G

lass

Hl

Ma

nch

este

r Dr

Ma

nch

este

r Dr

Clare

wo

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Ln

Clare

wo

od

Ln

Glenw

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lade

Glenw

oo

d G

lade

Be

lgra

ve P

l

Be

lgra

ve P

l

Be

nv

en

ue

Av

e

63rd St

Ro

ss St

Ro

ss St

Sonia St

Sonia St

Gle

nb

roo

k D

rG

len

bro

ok

Dr

Me

nd

oci

no

Ave

Me

nd

oci

no

Ave

Mo

rpet

h S

t

Mo

rpet

h S

t

Agnes StAgnes St

Hermosa Ave

Hermosa Ave

Ro

an

ok

e R

dR

oa

no

ke

Rd

Gle

nar

ms

Dr

Gle

nar

ms

Dr

Aquarius Way

Aquarius Way

Ma

thie

u A

ve

Ma

thie

u A

ve

Bin

na

cle

Hl

Bin

na

cle

Hl

Hill RdHill Rd

Vicente Rd

Vicente Rd

Pa

li Ct

Pa

li Ct

Alp

ine Ter

Alp

ine Ter

Ch

ab

ot C

t

Ch

ab

ot C

t

Ada StAda St

Ch

ab

oly

n Te

r

Ch

ab

oly

n Te

r

Ross Cir

Win

dw

ard

Hl

Win

dw

ard

Hl

Ch

ab

ot C

rstC

ha

bo

t Crst

Starview Dr

Starview Dr

Rockridge Blvd

Rockridge Blvd

Wilding Ln

Wilding Ln

Reata P

l

Reata P

l

Modoc AveModoc Ave

Eust

ice

Ave

Eust

ice

Ave

Fairlane DrFairlane Dr

Sheridan Rd

Sheridan Rd

Broadway Ter

Chabot Rd

Broadway

Mile

s Ave

Mo

un

tain B

lvd

Harbord Dr

Keith Ave

Cla

rem

on

t A

ve

Ocean View Dr

Acacia Ave

Florence Ave

Margarido Dr

Ro

ble

Rd

Buena Vista Ave

Proctor Ave

Hiller Dr

Taft Ave

Fairlane D

r

Hillcrest Rd

Ro

ma

ny

Rd

Lawton Ave

Kales AveClarew

ood Dr

Contra Costa Rd

Le

o W

ay

Harwood Ave

Cro

ss Rd

The Uplands

Th

om

as

Ave

Woolsey St

Florio St

Swain

land R

d

Du

ncan

Way

Monroe Ave

Cochrane Ave

Pinew

ood Rd

Man

dalay R

d

Birch Ct

Bry

an

t A

ve

Bo

yd A

ve

Jam

es A

ve

Alta Rd

Hill C

t

Ca

rlton

St

Clifton St

Ruthland Rd

Co

un

try C

lub

Dr

Forest St

Hudson St

Cald

well R

d

Sheridan Rd

Brookside Ave

Sp

y G

lass

Hl

Ma

nch

este

r Dr

Clare

wo

od

Ln

Glenw

oo

d G

lade

Be

lgra

ve P

l

Be

nv

en

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Av

e

63rd St

Ro

ss St

Sonia St

Gle

nb

roo

k D

r

Me

nd

oci

no

Ave

Mo

rpet

h S

t

Agnes St

Hermosa Ave

Ro

an

ok

e R

d

Gle

nar

ms

Dr

Aquarius Way

Ma

thie

u A

ve

Bin

na

cle

Hl

Hill Rd

Vicente Rd

Pa

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Alp

ine Ter

Ch

ab

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Ada St

Ch

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oly

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Ross Cir

Win

dw

ard

Hl

Ch

ab

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rst

Starview Dr

Rockridge Blvd

Wilding Ln

Reata P

l

Modoc Ave

Eust

ice

Ave

Fairlane Dr

Sheridan Rd

Go

lde

n

Ga

te A

ve

Tunnel Rd

Tunnel Rd

Tunnel Rd

Tunnel RdTunnel Rd

Caldecott L

n

Tunnel Rd

Caldecott L

n

Golden Gate Ave

Golden Gate Ave

n

n

n

n

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67

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24CALIFORNIA

24CALIFORNIA

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Woolsey StWoolsey St

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Study Intersection1

Flagger Location

Dingeee Backbone Pipeline Replacement

FIGURE 3March 2011WC10-2755_3_Dingee-GoldenGate

PHASE 1 – DINGEE PIPELINE TO GOLDEN GATE AVENUE TRUCK ROUTE

Broadway Ter

Broadway Ter

Chabot Rd

Chabot Rd

Broadway Broadway

Mile

s Ave

Mile

s Ave

Man

ila A

veM

ou

ntain

Blvd

Mo

un

tain B

lvd

Harbord Dr

Harbord Dr

Keith Ave

Keith Ave

Cla

rem

on

t A

ve

Cla

rem

on

t A

ve

Ocean View Dr

Ocean View Dr


Florence Ave

Florence Ave


Ro

ble

Rd

Ro

ble

Rd

Buena Vista Ave

Buena Vista Ave

Proctor Ave

Proctor Ave

Hiller Dr

Hiller Dr

Taft Ave

Taft Ave

Fairlane D

r

Fairlane D

r


Ro

ma

ny

Rd

Ro

ma

ny

Rd

Lawton Ave

Lawton Ave

Kales Ave

Kales AveClarew

ood Dr

Clarewood D

r

Contra Costa Rd

Contra Costa Rd

Le

o W

ay

Le

o W

ay

Harwood Ave

Cro

ss Rd

Cro

ss Rd


Th

om

as

Ave

Th

om

as

Ave

Woolsey St

Florio St

Swain

land R

d

Swain

land R

d

Du

ncan

Way

Du

ncan

Way

Monroe Ave

Monroe Ave

Cochrane Ave

Cochrane Ave

Pinew

ood Rd

Pinew

ood Rd

Man

dalay R

d

Man

dalay R

d

Birch Ct

Birch Ct

Bry

an

t A

ve

Bo

yd A

ve

Bo

yd A

ve

Jam

es A

ve

Jam

es A

ve

Alta RdAlta Rd

Hill C

tH

ill Ct

Ca

rlton

St

Ca

rlton

St

Clifton St


Co

un

try C

lub

Dr

Co

un

try C

lub

Dr

Forest St

Forest St

Hudson St

Hudson St

Cald

well R

d

Cald

well R

d

Sheridan Rd

Sheridan Rd

Brookside Ave

Brookside Ave

Sp

y G

lass

Hl

Sp

y G

lass

Hl

Ma

nch

este

r Dr

Ma

nch

este

r Dr

Clare

wo

od

Ln

Clare

wo

od

Ln

Glenw

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d G

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Be

lgra

ve P

l

Be

lgra

ve P

l

Be

nv

en

ue

Av

e

63rd St

Ro

ss St

Ro

ss St

Sonia St

Sonia St

Gle

nb

roo

k D

rG

len

bro

ok

Dr

Me

nd

oci

no

Ave

Me

nd

oci

no

Ave

Mo

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h S

t

Mo

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h S

t

Agnes StAgnes St

Hermosa Ave

Hermosa Ave

Ro

an

ok

e R

dR

oa

no

ke

Rd

Gle

nar

ms

Dr

Gle

nar

ms

Dr

Aquarius Way

Aquarius Way

Ma

thie

u A

ve

Ma

thie

u A

ve

Bin

na

cle

Hl

Bin

na

cle

Hl

Hill RdHill Rd

Vicente Rd

Vicente Rd

Pa

li Ct

Pa

li Ct

Alp

ine Ter

Alp

ine Ter

Ch

ab

ot C

t

Ch

ab

ot C

t

Ada StAda St

Ch

ab

oly

n Te

r

Ch

ab

oly

n Te

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Ross Cir

Win

dw

ard

Hl

Win

dw

ard

Hl

Ch

ab

ot C

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ha

bo

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Starview Dr

Starview Dr

Rockridge Blvd

Rockridge Blvd

Wilding Ln

Wilding Ln

Reata P

l

Reata P

l

Modoc AveModoc Ave

Eust

ice

Ave

Eust

ice

Ave


Sheridan Rd

Sheridan Rd

Broadway Ter

Chabot Rd

Broadway

Mile

s Ave

Man

ila A

veM

ou

ntain

Blvd

Harbord Dr

Keith Ave

Cla

rem

on

t A

ve

Ocean View Dr

Acacia Ave

Florence Ave

Margarido Dr

Ro

ble

Rd

Buena Vista Ave

Proctor Ave

Hiller Dr

Taft Ave

Fairlane D

r

Hillcrest Rd

Ro

ma

ny

Rd

Lawton Ave

Kales AveClarew

ood Dr

Contra Costa Rd

Le

o W

ay

Harwood Ave

Cro

ss Rd

The Uplands

Th

om

as

Ave

Woolsey St

Florio St

Swain

land R

d

Du

ncan

Way

Monroe Ave

Cochrane Ave

Pinew

ood Rd

Man

dalay R

d

Birch Ct

Bry

an

t A

ve

Bo

yd A

ve

Jam

es A

ve

Alta Rd

Hill C

t

Ca

rlton

St

Clifton St

Ruthland Rd

Co

un

try C

lub

Dr

Forest St

Hudson St

Cald

well R

d

Sheridan Rd

Brookside Ave

Sp

y G

lass

Hl

Ma

nch

este

r Dr

Clare

wo

od

Ln

Glenw

oo

d G

lade

Be

lgra

ve P

l

Be

nv

en

ue

Av

e

63rd St

Ro

ss St

Sonia St

Gle

nb

roo

k D

r

Me

nd

oci

no

Ave

Mo

rpet

h S

t

Agnes St

Hermosa Ave

Ro

an

ok

e R

d

Gle

nar

ms

Dr

Aquarius Way

Ma

thie

u A

ve

Bin

na

cle

Hl

Hill Rd

Vicente Rd

Pa

li Ct

Alp

ine Ter

Ch

ab

ot C

t

Ada St

Ch

ab

oly

n Te

r

Ross Cir

Win

dw

ard

Hl

Ch

ab

ot C

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Starview Dr

Rockridge Blvd

Wilding Ln

Reata P

l

Modoc Ave

Eust

ice

Ave

Fairlane Dr

Sheridan Rd

Go

lde

nG

old

en

Ga

te A

ve

Ga

te A

ve

Go

lde

n

Ga

te A

ve

Tunnel Rd

Tunnel Rd

Tunnel Rd

Tunnel RdTunnel Rd

Caldecott L

n

Tunnel Rd

Caldecott L

n

Golden Gate Ave

Golden Gate Ave

n

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n

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2

3

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FIGURE 4March 2011WC10-2755_4_GoldenGate-BroadwayTer

PHASE 2 – GOLDEN GATE AVENUE TO BROADWAY TERRACE TRUCK ROUTE

Harbord Dr

Harbord Dr

Moraga Ave

Moraga Ave

Mo

un

tain B

lvd

Mo

un

tain B

lvdB

roa

dw

ay

Bro

ad

way

Broadway Ter

Broadway Ter

Clarewood D

r

Clarewood D

r

Manila Ave

Manila Ave

Ocean View Dr

Ocean View Dr

Keith Ave

Keith Ave


Florence Ave

Florence Ave

How

e St


Am

y Dr

Am

y Dr

Proctor Ave

Proctor Ave

Estates Dr

Estates Dr

Miles Ave

Miles Ave

Ro

ma

ny

Rd

Ro

ma

ny

Rd

Masonic AveMasonic Ave

Taft Ave

Taft Ave

Buena Vista Ave

Buena Vista Ave

Contra Costa Rd

Contra Costa Rd

Le

o W

ay

Le

o W

ay

Lawton Ave

Lawton Ave

Kales Ave

Kales Ave

Cro

ss Rd

Cro

ss Rd

Du

ncan

Way

Du

ncan

Way

Th

om

as

Ave

Th

om

as

Ave

Fairlane D

r

Fairlane D

r

Swain

land R

d

Swain

land R

d

Monroe Ave

Monroe Ave



Cochrane Ave

Cochrane Ave

Pinew

ood Rd

Pinew

ood Rd

Ca

pri

corn

Av

e

Ca

pri

corn

Av

e

Man

dalay R

d

Man

dalay R

d

Ta

uru

s A

ve

Ta

uru

s A

ve

Maxwelton Rd

Maxwelton Rd

Johnston Dr

Johnston Dr

Fernwood Dr

Fernwood Dr

Pleasant Valley Ave

Piedmont Ave

Piedmont Ave

Alta RdAlta Rd

Pa

la A

ve

Pa

la A

ve

Ca

rlton

St

Ca

rlton

StB

rya

nt

Ave

Bry

an

t A

ve

Co

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Dr

Co

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Dr

Vir

go

Rd

Vir

go

Rd

Cald

well R

d

Cald

well R

d

Hillto

p C

res

Hillto

p C

res


View

St

Sheridan Rd

Sheridan Rd

Bullard Dr

Bullard Dr

Ma

nch

este

r Dr

Ma

nch

este

r Dr

Clare

wo

od

Ln

Clare

wo

od

Ln

Glenw

oo

d G

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Glenw

oo

d G

lade

Birch Ct

Birch Ct

Be

lgra

ve P

l

Be

lgra

ve P

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Heron Dr

Heron Dr

Sonia St

Sonia St

Gle

nb

roo

k D

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bro

ok

Dr

Me

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oci

no

Ave

Me

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no

Ave

Mo

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h S

t

Mo

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h S

t

Agnes StAgnes St

Clifton St

Clifton St

Mo

nte

Av

e

Mo

nte

Av

e

Hermosa Ave

Hermosa Ave

Gle

nar

ms

Dr

Gle

nar

ms

Dr

Aquarius Way

Aquarius Way

Ma

thie

u A

ve

Ma

thie

u A

ve

Hill RdHill Rd

Scenic Ave

Scenic Ave

Me

sa A

ve

Me

sa A

ve

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pla

r P

lTe

mp

lar

Pl

Pa

li Ct

Pa

li Ct

Bo

nita

Av

e

Bo

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Alp

ine Ter

Alp

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Saint P

aul Ct

Saint P

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Abbott Way

Abbott Way

Th

orn

hil

l Dr

Th

orn

hil

l Dr

Rockridge Blvd

Rockridge Blvd

Wilding Ln

Wilding Ln

Truit

t Ln

Truit

t Ln

Modoc AveModoc Ave

Novara RdNovara Rd

Stark Knoll Pl

Stark Knoll Pl

Gw

in C

t

Ramona Ave

Sheridan Rd

Sheridan Rd

Proctor Ave

Proctor Ave

Estate

s Dr

Estate

s Dr

Harbord Dr

Moraga Ave

Mo

un

tain B

lvdB

roa

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ay

Broadway Ter

Clarewood D

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Manila Ave

Ocean View Dr

Keith Ave

Acacia Ave

Florence Ave

How

e St

Margarido Dr

Am

y Dr

Proctor Ave

Estates Dr

Miles Ave

Ro

ma

ny

Rd

Masonic Ave

Taft Ave

Buena Vista Ave

Contra Costa Rd

Le

o W

ay

Lawton Ave

Kales Ave

Cro

ss Rd

Du

ncan

Way

Th

om

as

Ave

Fairlane D

r

Swain

land R

d

Monroe Ave

Ruthland Rd

Ronada Ave

Cochrane Ave

Pinew

ood Rd

Ca

pri

corn

Av

e

Man

dalay R

d

Ta

uru

s A

ve

Maxwelton Rd

Johnston Dr

Fernwood Dr

Pleasant Valley Ave

Piedmont Ave

Alta Rd

Pa

la A

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Ca

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nt

Ave

Co

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Sheridan Rd

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Sonia St

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Clifton St

Mo

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Av

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Hermosa Ave

Gle

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Ma

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Hill Rd

Scenic Ave

Me

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Tem

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Bo

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Alp

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Rockridge Blvd

Wilding Ln

Truit

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Modoc Ave

Novara Rd

Stark Knoll Pl

Gw

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Ramona Ave

Sheridan Rd

Proctor Ave

Estate

s Dr

Moraga AveMoraga Ave

Ha

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Ha

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Ha

rbo

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Golden Gate Ave

Golden Gate Ave

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FIGURE 5March 2011WC10-2755_5_Broadway-Moraga

PHASE 3 – BROADWAY TERRACE TO MORAGA AVENUE TRUCK ROUTE

Broadway Ter

Broadway Ter

Chabot Rd

Chabot Rd

Broadway Broadway

Mile

s Ave

Mile

s Ave

Man

ila A

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Blvd

Mo

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tain B

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Harbord Dr

Harbord Dr

Keith Ave

Keith Ave

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Ocean View Dr

Ocean View Dr

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Florence Ave


Ro

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Ro

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Buena Vista Ave

Proctor Ave

Proctor Ave

Hiller Dr

Hiller Dr

Taft Ave

Taft Ave

Fairlane D

r

Fairlane D

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Ro

ma

ny

Rd

Ro

ma

ny

Rd

Lawton Ave

Lawton Ave

Kales Ave

Kales AveClarew

ood Dr

Clarewood D

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Contra Costa Rd

Contra Costa Rd

Le

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ay

Le

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ay

Harwood Ave

Harwood Ave


Th

om

as

Ave

Th

om

as

Ave

Woolsey St

Florio St

Swain

land R

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Swain

land R

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Way

Du

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Way

Monroe Ave

Monroe Ave

Cochrane Ave

Cochrane Ave

Pinew

ood Rd

Pinew

ood Rd

Man

dalay R

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Man

dalay R

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Birch Ct

Birch Ct

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an

t A

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Jam

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Alta RdAlta Rd

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Forest St

Forest St

Hudson St

Hudson St

Cald

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Cald

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Sheridan Rd

Sheridan Rd

Brookside Ave

Brookside Ave

Sp

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lass

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Sp

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Ma

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Hill RdHill Rd

Vicente Rd

Vicente Rd

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Rockridge Blvd

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Wilding Ln

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ice

Ave

Eust

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Sheridan Rd

Sheridan Rd

Broadway Ter

Chabot Rd

Broadway

Mile

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Man

ila A

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Harbord Dr

Keith Ave

Cla

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Go

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Acacia Ave

Florence Ave

Margarido Dr

Ro

ble

Rd

Buena Vista Ave

Proctor Ave

Hiller Dr

Taft Ave

Fairlane D

r

Hillcrest Rd

Ro

ma

ny

Rd

Lawton Ave

Kales AveClarew

ood Dr

Contra Costa Rd

Le

o W

ay

Harwood Ave

The Uplands

Th

om

as

Ave

Woolsey St

Florio St

Swain

land R

d

Du

ncan

Way

Monroe Ave

Cochrane Ave

Pinew

ood Rd

Man

dalay R

d

Birch Ct

Bry

an

t A

ve

Bo

yd A

ve

Jam

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ve

Alta Rd

Hill C

t

Ca

rlton

St

Clifton St

Ruthland Rd

Co

un

try C

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Dr

Forest St

Hudson St

Cald

well R

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Sheridan Rd

Brookside Ave

Sp

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lass

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Ma

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wo

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Ln

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Fairlane Dr

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Tunnel Rd

Tunnel Rd

Tunnel RdTunnel Rd

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Tunnel Rd

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Cro

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Cro

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Golden Gate Ave

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FIGURE 6March 2011WC10-2755_6_ContraCosta

PHASE 4 – CONTRA COSTA ROAD TRUCK ROUTE

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Keith Ave

Keith Ave

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Ocean View Dr

Ocean View Dr


Florence Ave

Florence Ave


Ro

ble

Rd

Ro

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Buena Vista Ave

Buena Vista Ave

Proctor Ave

Proctor Ave

Hiller Dr

Hiller Dr

Taft Ave

Taft Ave

Fairlane D

r

Fairlane D

r


Ro

ma

ny

Rd

Ro

ma

ny

Rd

Lawton Ave

Lawton Ave

Kales Ave

Kales AveClarew

ood Dr

Clarewood D

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Contra Costa Rd

Contra Costa Rd

Le

o W

ay

Le

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ay

Harwood Ave

Cro

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Th

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Th

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Woolsey St

Florio St

Swain

land R

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land R

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Monroe Ave

Monroe Ave

Cochrane Ave

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Pinew

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Man

dalay R

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Man

dalay R

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Birch Ct

Birch Ct

Bry

an

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St

Ca

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Clifton St


Co

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Co

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Alcatraz Ave

Forest St

Forest St

Hudson St

Hudson St

Cald

well R

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Cald

well R

d

Eton

Ave

Sheridan Rd

Sheridan Rd

Brookside Ave

Brookside Ave

Sp

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Sp

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Hl

Ma

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Ma

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Wilding Ln

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Eust

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Ave

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Sheridan Rd

Sheridan Rd

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Chabot Rd

Broadway

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Mile

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Man

ila A

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Keith Ave

Cla

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Acacia Ave

Florence Ave

Margarido Dr

Ro

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Rd

Buena Vista Ave

Proctor Ave

Hiller Dr

Taft Ave

Fairlane D

r

Hillcrest Rd

Ro

ma

ny

Rd

Lawton Ave

Kales AveClarew

ood Dr

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Le

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Harwood Ave

Cro

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The Uplands

Th

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as

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Woolsey St

Florio St

Swain

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Monroe Ave

Cochrane Ave

Pinew

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Man

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Bry

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Ruthland Rd

Co

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Forest St

Hudson St

Cald

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Sheridan Rd

Brookside Ave

Sp

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FIGURE 7March 2011WC10-2755_7_Roble

PHASE 5 – ROBLE ROAD TRUCK ROUTE



March 2011

24

CHAPTER 4. IMPACTS AND MITIGATION MEASURES

This chapter discusses the potential transportation and circulation impacts during the construction phase.

The duration of Project impacts are limited to the construction period, as trip generation characteristics

after construction would be limited to occasional maintenance activities similar to existing conditions.

Therefore, the mitigation measures presented in this chapter are designed to reduce the impact of the

short-term effects of construction traffic. The CEQA checklist for transportation impacts is presented

below:

Environmental Factors and Focused Questions for

Determination of Environmental Impact

Potentially

Significant

Impact

Less Than

Significant with

Mitigation

Less Than

Significant

Impact

No

Impact

TRANSPORTATION/TRAFFC — Would the Project:

a) Conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of the circulation system, taking into account all modes of transportation including mass transit and non-motorized travel and relevant components of the circulation system, including but not limited to intersections, streets, highways and freeways, pedestrian and bicycle paths, and mass transit?

[ ] [ X ] [ ] [ ]

b) Conflict with an applicable congestion management program, including, but not limited to level of service standards and travel demand measures, or other standards established by the county congestion management agency for designated roads or highways?

[ ] [ X ] [ ] [ ]

c) Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that results in substantial safety risks?

[ ] [ ] [ ] [ X ]

d) Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment)?

[ ] [ X ] [ ] [ ]

e) Result in inadequate emergency access? [ ] [ X ] [ ] [ ]

f) Conflict with adopted policies, plans, or programs regarding public transit, bicycle, or pedestrian facilities, or otherwise decrease the performance or safety of such facilities?

[ ] [ ] [ ] [ X ]



March 2011

25

ROADWAY AND INTERSECTION ANALYSIS

Daily traffic volumes during construction periods were added to the existing daily traffic volumes based on

the trip generation and trip distribution percentages presented in Chapter 3. The results are presented in

Table 6. All streets would continue to operate below their theoretical daily capacity. Project traffic

represents less than a 2 percent increase in daily traffic on Broadway Terrace, which is considered within

typical daily fluctuations.

TABLE 6 EXISTING DAILY TRAFFIC VOLUMES PLUS CONSTRUCTION TRAFFIC

Roadway Location Existing

Daily Traffic

Maximum Project

Daily Added Traffic

Total Maximum

Daily Traffic

Theoretical Daily

Capacity1

A. Golden Gate Avenue South of Golden Gate Way 1,480 112 1,586 3,000

B. Broadway Terrace West of Proctor Avenue 6,260 100 6,358 N/A

C. Proctor Avenue North of Julia Street 480 51 530 1,500

D. Harbord Drive North of Moraga Avenue 2,650 51 2,701 3,000

Notes

1. Daily capacities taken from Table 13-6 of the Institute of Transportation Engineers (ITE) Transportation and Land Development, 2002.

Source: Fehr & Peers, 2010; Transportation and Land Development, ITE, 2002.

Using the hourly trip generation estimates from Table 5 and trip distribution described above, Existing

Plus Project peak hour traffic volumes were determined for each construction phase. It was assumed

that all worker vehicle trips would travel to the Project site during the AM peak hour and leave during the

PM peak hour. It was assumed that half of the hourly truck trips would be arriving at the site and half

would be leaving the Project site during each peak hour. During phases 1, 2, and 5, where there are two

truck routes presented, the maximum number of trucks was assumed for each route as a conservative

estimate. Existing Plus Project peak hour volumes for each phase are presented in Appendix B. As

discussed in Chapter 3, multiple project phases could be constructed at the same time. The three

possible scenarios were evaluated by combining the truck routes and trip generation from individual

construction phases.

Phase 1 – Dingee Pumping Plant to Golden Gate Avenue

Phase 1 peak hour intersection operations with construction traffic volumes assigned to the roadway

network are summarized in Table 7. Results are only shown for intersections with added Project traffic

during Phase 1.



March 2011

26

As shown in Table 7, Project construction traffic is not expected to significantly degrade intersection

operations from an acceptable level to an unacceptable level. Additionally, the unsignalized intersections

do not meet Caltrans peak hour signal warrants. Thus, the added Project traffic is considered to have a

less than significant impact to intersection operations considering the CEQA guidelines and the City of

Oakland significance criteria.

Construction traffic would also temporarily reduce the traffic speed on Golden Gate Avenue as trucks

would travel more slowly through the area. This is considered a short-term significant impact.

Phase 2 – Golden Gate Avenue to Broadway Terrace


network are summarized in Table 8. Results are only shown for intersections with Project traffic during

Phase 2.

TABLE 7 TRUCK ROUTE 1: DINGEE PP TO GOLDEN GATE AVENUE EXISTING PLUS PROJECT INTERSECTION OPERATIONS


Existing Truck Route 1

Delay LOS Delay LOS

1. Patton Street/Miles Avenue All-way

Stop

AM

PM

4.4

3.2

A

A

4.4

3.3

A

A


PM

16.8

13.7

B

B

16.9

13.8

B

B

3. Broadway/Brookside Avenue/SR 24 Side-Street Stop

1

AM

PM

2.2 (WB 12.2)

3.4 (WB 68.6)

A (B)

A (F)

2.3 (WB 12.3)

5.0 (WB 83.5)

A (B)

A (F)

4. Broadway/Golden Gate Way Side-Street Stop

1

AM

PM

4.0 (NB 17.8)

1.8 (NB 13.8)

A (C)

A (B)

4.5 (NB 19.3)

2.4 (NB 14.9)

A (C)

A (B)

6. Caldecott Lane/Kay Overcrossing Side-Street Stop

1

AM

PM

2.4 (WB 20.8)

1.9 (WB 13.6)

A (C)2

A (B) 2

2.6 (WB 22.0)

2.0 (WB 13.9)

A (C)2

A (B) 2


PM

35.4

36.1

D2

D2

36.7

36.3

D2

D2

Notes


2. Field observations indicate LOS F conditions due to queue spillback from the eastbound SR 24 on-ramp.




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As shown in Table 8, the Project construction traffic is not expected to significantly degrade intersection

operations from an acceptable level to an unacceptable level at signalized intersections.

The unsignalized intersection of Broadway Terrace/Glenwood Glade/Pinewood Road meets Caltrans

peak hour signal warrant and the project is expected to add more than 10 vehicles during the AM peak

hour. Thus, the added Project traffic is considered to have a short-term significant impact to

intersection operations considering the City of Oakland significance criteria. All other unsignalized study

intersections do not meet Caltrans peak hour signal warrant.

Construction traffic would also temporarily reduce the traffic speed on Golden Gate Avenue and

Broadway Terrace as trucks would travel more slowly through the area. Additionally, transit riders could

TABLE 8 TRUCK ROUTE 2: GOLDEN GATE AVENUE TO BROADWAY TERRACE

EXISTING PLUS PROJECT INTERSECTION OPERATIONS



Delay LOS Delay LOS

1. Patton Street/Miles Avenue All-way

Stop

AM

PM

4.4

3.2

A

A

--

3.0

--

A


PM

16.8

13.7

B

B

16.9

13.8

B

B

3. Broadway/SR 24 eastbound on-ramp

Side-Street Stop

1

AM

PM

2.2 (WB 12.2)

3.4 (WB 68.6)

A (B)

A (F)

2.2 (WB 12.2)

3.7 (WB 71.4)

A (B)

A (F)


1

AM

PM

4.0 (NB 17.8)

1.8 (NB 13.8)

A (C)

A (B)

4.2 (NB 18.5)

2.1 (NB 13.8)

A (C)

A (B)

6. Caldecott Lane/Kay Overcrossing Side-Street Stop

1

AM

PM

2.4 (WB 20.8)

1.9 (WB 13.6)

A (C)2

A (B) 2

2.6 (WB 21.7)

2.0 (WB 13.9)

A (C)2

A (B) 2


PM

35.4

36.1

D2

D2

36.4

36.3

D2

D2


All-way Stop

AM

PM

14.3

11.0

B

B

14.7

11.2

B

B


Side-Street Stop

1

AM

PM

1.5 (NB 16.2)

1.0 (NB 14.3)

A (C)

A (B)

1.5 (WB 16.4)

1.0 (NB 14.5)

A (C)

A (B)


Side-Street Stop

1

AM

PM

6.6 (WB 44.5)

8.2 (SB 36.5)

A (E)

A (E)

6.7 (WB 45.7)

8.3 (SB 38.0)

A (E)

A (E)


All-way Stop

AM

PM

>100

>100

F

F

> 100.0

>100.0

F

F

Notes


2. Fieldwork observations show an LOS of F due to queuing from surrounding intersections.




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28

potentially be delayed when buses along the proposed haul routes travel behind construction vehicles.

This is considered a short-term significant impact.

Phase 3 – Proctor Avenue to Moraga Avenue



Phase 3.

As shown in Table 9, the Project would add construction traffic to the Thornhill Drive/Highway 13/Moraga

Avenue intersection that operates at unacceptable LOS F during the AM peak hour. The Project would

not increase intersection delay by more than two seconds. Thus, the added Project traffic is considered

to have a less than significant impact to intersection operations considering the City of Oakland

significance criteria.


peak hour signal warrant and the project is expected to add more than 10 vehicles during the PM peak




TABLE 9 TRUCK ROUTE 3: PROCTOR AVENUE TO MORAGA AVENUE




Delay LOS Delay LOS


Side-Street Stop

1

AM

PM

1.5 (NB 16.2)

1.0 (NB 14.3)

A (C)

A (B)

1.7 (NB 16.4)

1.2 (NB 14.1)

A (C)

A (B)


Side-Street Stop

1

AM

PM

6.6 (WB 44.5)

8.2 (SB 36.5)

A (E)

A (E)

6.7 (WB 45.5)

8.4 (SB 38.2)

A (E)

A (E)


All-way Stop

AM

PM

>100

>100

F

F

> 100

>100

F

F

12. Harbord Drive/Moraga Avenue Side-Street Stop

1

AM

PM

7.8 (SB 92.0)

10.0 (SB 99.5)

A (F)

A (F)

8.0 (SB 95.2)

12.1 (SB >100.0)

A (F)

A (F)

13. Moraga Avenue/Estates Drive Side-Street Stop

1

AM

PM

2.6 (SB >100.0)

1.8 (SB 49.2)

A (F)

A (E)

2.7 (SB >100.0)

1.8 (SB 50.6)

A (F)

A (F)

14. Thornhill Drive/SR 13/Moraga Avenue

Signal AM

PM

>100.0

62.1

F

E

> 100.0

--

F

--

Notes





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Construction traffic would also temporarily reduce the traffic speed on Broadway Terrace, Proctor

Avenue, Harbord Drive, and Moraga Avenue as trucks would travel more slowly through the area.

Additionally, transit riders could potentially be delayed when buses along the proposed haul routes travel

behind construction vehicles. This is considered a short-term significant impact.

Phase 4 – Contra Costa Road



Phase 4.

As shown in Table 10, the Project construction traffic is not expected to significantly degrade intersection

operations from an acceptable level to an unacceptable level at signalized intersections.


peak hour signal warrant and the project is expected to add more than 10 vehicles during the PM peak




Construction traffic would also temporarily reduce the traffic speed on Golden Gate Avenue and

Broadway Terrace as trucks would travel more slowly through the area. Additionally, transit riders could

potentially be delayed when buses along the proposed haul routes travel behind construction vehicles.

This is considered a short-term significant impact.

TABLE 10 TRUCK ROUTE 4: CONTRA COSTA ROAD




Delay LOS Delay LOS


All-way Stop

AM

PM

14.3

11.0

B

B

15.3 (WB 19.1)

11.3 (EB 12.5)

C (C)

B (B)


Side-Street Stop

1

AM

PM

1.5 (NB 16.5)

1.0 (NB 14.3)

A (C)

A (B)

1.5 (NB 16.5)

1.0 (NB 14.6)

A (C)

A (B)


Side-Street Stop

1

AM

PM

6.6 (WB 44.5)

8.2 (SB 36.5)

A (E)

A (E)

6.8 (WB 46.4)

8.4 (SB 38.7)

A (E)

A (E)


All-way Stop

AM

PM

>100

>100

F

F

>100

>100

F

F

Notes





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Phase 5 – Roble Road



Phase 5.

As shown in Table 11, the Project would add construction traffic to the Tunnel Road/SR 13/Hiller Drive

intersection that operates at unacceptable LOS F during the AM and PM peak hour. The Project would

not increase intersection delay by more than two seconds. Thus, the added Project traffic is considered

to have a less than significant impact to intersection operations considering the City of Oakland

significance criteria.

Unsignalized study intersections do not meet Caltrans peak hour signal warrants during this Construction

phase. Thus, the added Project traffic is considered to have a less than significant impact to

intersection operations considering the CEQA guidelines and the City of Oakland significance criteria.

Construction traffic would also temporarily reduce the traffic speed on Tunnel Road and Caldecott Lane

as trucks would travel more slowly through the area. Additionally, transit riders could potentially be

delayed when buses along the proposed haul routes travel behind construction vehicles. This is

considered a short-term significant impact.

TABLE 11 TRUCK ROUTE 5: ROBLE ROAD




Delay LOS Delay LOS


PM

16.8

13.7

B

B

16.9

13.8

B

B

3. Broadway/Brookside Avenue/SR-24

Side-Street Stop

1

AM

PM

2.2 (WB 12.2)

3.4 (WB 68.6)

A (B)

A (F)

2.2 (WB 12.2)

3.4 (WB 68.6)

A (B)

A (F)


1

AM

PM

4.0 (NB 17.8)

1.8 (NB 13.8)

A (C)

A (B)

4.3 (NB 18.8)

1.9 (NB 14.0)

A (C)

A (B)

5. Tunnel Road/State Route 13/Hiller Drive

Signal AM

PM

98.1

>100

F

F

99.0

>100

F

F

6. Caldecott Lane/Kay Overcrossing

Side-Street Stop

1

AM

PM

2.4 (WB 20.8)

1.9 (WB 13.6)

A (C)2

A (B) 2

2.6 (WB 22.4)

2.0 (WB 14.2)

A (C)2

A (B) 2


PM

35.4

36.1

D2

D2

37.3

36.8

D2

D2

Notes


2. Fieldwork observations show an LOS of F due to queuing from surrounding intersections.




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Multiple Phase Approach

To reduce the overall project construction schedule, some construction phases presented above could be constructed simultaneously. Three scenarios are possible that would construct Phases 2 and 3, or Phases 3 and 4 concurrently. Truck routes for these phases overlap on Broadway Terrace; therefore, study intersections on Broadway Terrace were evaluated to consider the additional traffic from multiple construction phases.

Scenario A: Phases 2 and 3 – Installation of pipeline on Golden Gate Avenue and Proctor Avenue

Peak hour intersection operations with construction traffic volumes for Phases 2 and 3 assigned to the

roadway network are summarized in Table 12. Results are only shown for intersections on Broadway

Terrace where the truck routes and worker trips for Phases 2 and 3 overlap.

The unsignalized intersection of Broadway Terrace/Glenwood Glade/Pinewood Road meets Caltrans peak hour signal warrant and the project is expected to add more than 10 vehicles during the PM peak hour. Thus, the added Project traffic is considered to have a short-term significant impact to intersection operations considering the City of Oakland significance criteria. All other unsignalized study intersections do not meet Caltrans peak hour signal warrant.

Scenario B: Phases 3 and 4 – Installation of large diameter pipeline on Proctor Avenue and distribution pipeline on Contra Costa Road

Peak hour intersection operations with construction traffic volumes for Phases 3 and 4 assigned to the roadway network are summarized in Table 13. Results are only shown for intersections on Broadway Terrace where the truck routes and worker trips for Phases 3 and 4 overlap.

TABLE 12

SCENARIO A: PHASES 2 & 3 EXISTING PLUS PROJECT INTERSECTION OPERATIONS


Existing Scenario A

Delay LOS Delay LOS


All-way Stop

AM

PM

14.3

11.0

B

B

14.7

11.2

B

B


Side-Street Stop

1

AM

PM

1.5 (NB 16.2)

1.0 (NB 14.3)

A (C)

A (B)

17.2 (WB 20.00)

1.2 (NB 14.3)

C (C)

A (B)


Side-Street Stop

1

AM

PM

6.6 (WB 44.5)

8.2 (SB 36.5)

A (E)

A (E)

6.7 (WB 44.9)

8.5 (WB 39.8)

A (D)

A (D)


All-way Stop

AM

PM

>100

>100

F

F

>100

>100

F

F

Notes





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Scenario C: Phases 3 and 4 – Installation of small diameter distribution lines on both Proctor Avenue and Contra Costa Road

Peak hour intersection operations with construction traffic volumes for Phases 3 and 4 assigned to the roadway network are summarized in Table 14. Construction of the distribution line under Phase 4 would require a maximum of three trucks during the peak hour as opposed to the four required for construction of the large diameter pipeline. Results are only shown for intersections on Broadway Terrace where the truck routes and worker trips for Phases 3 and 4 overlap.

TABLE 13

SCENARIO B: PHASES 3 & 4 – LARGE DIAMETER PIPELINE ON PROCTOR AVENUE EXISTING PLUS PROJECT INTERSECTION OPERATIONS


Existing Scenario B

Delay LOS Delay LOS


All-way Stop

AM

PM

14.3

11.0

B

B

15.3

11.3

C

B


Side-Street Stop

1

AM

PM

1.5 (NB 16.2)

1.0 (NB 14.3)

A (C)

A (B)

17.8 (WB 21.0)

1.2 (NB 14.4)

C (C)

A (B)


Side-Street Stop

1

AM

PM

6.6 (WB 44.5)

8.2 (SB 36.5)

A (E)

A (E)

6.8 (WB 45.6)

8.6 (WB 40.6)

A (E)

A (E)


All-way Stop

AM

PM

>100

>100

F

F

>100

>100

F

F

Notes





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Cumulative Construction Traffic

Project Construction is expected to overlap with construction of the Caldecott Tunnel Fourth Bore project (expected to be completed late 2013/early 2014). Truck traffic from tunnel construction may use the Caldecott Lane/Kay Overcrossing and Broadway/Kay Overcrossing intersections (study intersections 6 and 7). According to the Final Environmental Assessment/Environmental Impact Report for the Caldecott Tunnel (California Department of Transportation, August 2007), a maximum of 40-50 trucks are expected from construction activities over a four hour period. The Dingee Pipeline Project would add a relatively small number of trucks to the intersections when compared to the Caldecott Tunnel project (maximum of 16 over a four hour period) and the Caldecott Lane/Kay Overcrossing intersection would still not meet the peak hour signal warrant; therefore, the potential overlap of construction activities would not result in additional Project impacts at the study intersections.

ROADWAY CLOSURES DURING CONSTRUCTION

The majority of Project construction takes place within existing roadways, which would require partial or

full closure during construction. The degree of closure would depend on roadway width and alignment,

as well as the design of the pipeline. Below are recommendations for roadway closures based on

roadway geometry, existing traffic volumes, and alternative routes.

TABLE 14

SCENARIO C: PHASES 3 & 4 - SMALL DIAMETER PIPELINE ON PROCTOR AVENUE EXISTING PLUS PROJECT INTERSECTION OPERATIONS


Existing Scenario C

Delay LOS Delay LOS


All-way Stop

AM

PM

14.3

11.0

B

B

15.1

11.2

C

B


Side-Street Stop

1

AM

PM

1.5 (NB 16.2)

1.0 (NB 14.3)

A (C)

A (B)

17.7 (WB 20.7)

1.2 (NB 14.4)

C (C)

A (B)


Side-Street Stop

1

AM

PM

6.6 (WB 44.5)

8.2 (SB 36.5)

A (E)

A (E)

6.8 (WB 45.6)

8.6 (WB 40.1)

A (E)

A (E)


All-way Stop

AM

PM

>100

>100

F

F

>100

>100

F

F

Notes





March 2011

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Golden Gate Avenue

It is recommended that two-way traffic be maintained whenever possible on Golden Gate Avenue. The parking lane on either side of the street could be used for construction work and/or rerouting of traffic. Parking should not be permitted adjacent to the work area during construction.

Daily traffic volumes on Golden Gate Avenue are below 1,500 vehicles, so one-lane traffic control may be used when necessary, such as during construction on the sharp curve just south of Eustice Avenue. Additionally, if full closure is necessary, Buena Vista Avenue and Ocean View Drive are potential detour routes. It is recommended that full closures be limited to off-peak hours (between 9:00 AM and 4:00 PM). Full closures during peak hours may be considered if they could reduce the length of time road closures are needed overall, local access is maintained, and a reasonable detour route is provided.

Local access to residential driveways should be maintained at all times and two-way traffic should be restored at the end of each work day. Bus routes on Golden Gate Avenue should also be considered when planning road closures.

Broadway Terrace

It is recommended that two-way traffic be maintained at all times on Broadway Terrace. The parking lane on either side of the street could be used for construction work and/or rerouting of traffic. Parking should not be permitted adjacent to the work area during construction. Local access to residential driveways should be maintained at all times.

Full closure of Broadway Terrace is not recommended, as alternative routes are limited and require use of smaller residential streets and several bus routes use this road.

Proctor Avenue

Daily traffic volumes on Proctor Avenue are below 500 vehicles, so one-lane traffic control may be used when necessary, such as during construction on the sharp curve near Agnes Street. The parking lane on either side of the street could be used for construction work and/or rerouting of traffic. Parking should not be permitted adjacent to the work area during construction.

Additionally, if full closure is necessary, Sheridan Road, Florence Road, and Cochrane Avenue are potential detour routes, running parallel to Proctor Avenue. It is recommended that full closures be limited to off-peak hours (between 9:00 AM and 4:00 PM). Full closures during peak hours may be considered if they could reduce the length of time road closures are needed overall, local access is maintained, and a reasonable detour route is provided.

Local access to residential driveways should be maintained at all times and two-way traffic should be restored at the end of each work day.

Julia Street

Partial or full closure of Julia Street is possible during construction. Florence Avenue provides an alternative route and there are only two residential driveways located on Julia Street. Local access to residential driveways should be maintained at all times and two-way traffic should be restored at the end of each work day.



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Harbord Drive

It is recommended that two-way traffic be maintained whenever possible on Harbord Drive. The parking lane on either side of the street can be used for construction work and/or rerouting of traffic. Parking should not be permitted adjacent to the work area during construction.

Since daily traffic volumes on Harbord Drive are higher than on the other residential streets within the Project area, it is recommended that one-lane traffic control be limited to off-peak hours (between 9:00 AM and 4:00 PM. If full closure is necessary, traffic could be diverted to Proctor Avenue and Masonic Avenue. Full closures should be limited to off-peak hours (between 9:00 AM and 4:00 PM). Full closures during peak hours may be considered if they could reduce the length of time road closures are needed overall, local access is maintained, and a reasonable detour route is provided.

Local access to residential driveways should be maintained at all times and two-way traffic should be restored at the end of each work day. Bus routes on Harbord Drive should also be considered when planning road closures.

Contra Costa Road

Since Contra Costa Road is a cul-de-sac, one lane of traffic must be maintained at all times. Vehicle trips are limited to local residents, so traffic volumes are low, and one-way traffic control is acceptable. Parking should not be permitted adjacent to the work area during construction.

Local access to residential driveways should be maintained at all times and two-way traffic should be restored at the end of each work day.

Roble Road

It is recommended that one lane of traffic be maintained at all times on Roble Road. The Uplands could be used as a possible detour route if full closure is needed. It is recommended that full closures be limited to off-peak hours (between 9:00 AM and 4:00 PM). Parking on Roble Route should not be permitted adjacent to the work area during construction.

Local access to residential driveways and Roble Court should be maintained at all times and two-way traffic should be restored at the end of each work day.

EMERGENCY ACCESS

Project construction activity could impede emergency access in and through the Project site. Partial and

full roadway closures would reduce travel speeds for vehicles responding to emergencies. Large

firetrucks would have difficulty turning around on the residential streets in the Project vicinity if these are

closed to through traffic. This is considered a short-term significant impact.

PAVEMENT ASSESSMENT

Large trucks would be used to haul material to and from the Project sites. Although arterials such as

Broadway, Broadway Terrace, Moraga Avenue and Tunnel Road are designed to withstand substantial

truck volumes, minor residential roads such as Golden Gate Avenue, Proctor Avenue, Contra Costa

Road, and Roble Road are not. These roadways would likely experience increased wear-and-tear as a

result of Project construction.



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PARKING ASSESSMENT

During construction activities, on-street parking within the vicinity of the construction area would likely

need to be restricted. This would change from day to day depending on the location of the construction.

Parking restrictions should provide sufficient space to accommodate construction activities, including

staging, worker vehicles, and proper taper distance for lane shifts (if through traffic is being diverted into

the parking lanes). Worker vehicle parking would be constrained to the work zone area. Residents

should be notified of parking restrictions at least 48 hours in advance through temporary street signs.

IMPACTS AND MITIGATION MEASURES

Project construction would generate short-term vehicle trips by trucks and construction workers and would

represent an increased traffic load on the roadways surrounding the Project site. The near-term impact to

intersections is Significant but mitigable. The long-term cumulative impact of the Project is less-than-

significant.

Impact T-1: The addition of traffic during Project construction would exacerbate an existing

deficiency at the unsignalized Broadway Terrace/Glenwood Glade/Pinewood Road

intersection. The Project would add more than 10 trips during construction Phase 2 in the AM

peak hour, and Phases 3 and 4 in the PM peak hour, and during both peak hours during each of

the three multiple phase scenarios; and the intersection meets the Caltrans peak hour signal

warrant; therefore this is considered a significant impact according City of Oakland significance

criteria.

Mitigation Measure T-1: Limit construction trucks to three or less through this intersection during

construction Phase 2 in the AM peak hour, and Phases 3 and 4 in the PM peak hour and during both

peak hours during each of the three multiple phase scenarios. EBMUD construction inspectors shall

enforce these vehicle limits. With implementation of this measure, the impact would be reduced to less-

than-significant.

Subsequent to completion of the Project, no additional traffic would be generated by the site and the long term impact of the Project would be less-than-significant.

_________________________

Project construction would occur within existing roadways, requiring partial and full closures, and

increasing delay for traffic. Further, residential streets within the Project study are not designed to

accommodate large trucks. The near-term impact is significant. The long-term cumulative impact of the

Project is less-than-significant.

Impact T-2: Construction activities would reduce roadway speeds, increase roadway hazards,

and create potential conflicts between transit buses, pedestrians, and bicyclists. Emergency

access would also be constrained at Project construction locations. Based on the significance

criteria, these impacts are considered significant.

Mitigation Measure T-2: EBMUD contract specifications shall require preparation and implementation of

a Traffic Management Plan, which shall include the following elements:



March 2011

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• The work hours for each phase of Project construction, the process for notifying residents of

construction activity, and the means for people to report construction-related problems.

• Traffic control plans showing typical work areas for each phase of construction along with details

for partial and full road closures, detours, and construction area signage. The plans should

indicate a minimum roadway width to maintain for emergency vehicle access through the site.

The plans will include temporary “Share The Road” signage adjacent to work zones when

construction is taking place on Broadway Terrace to alert vehicles to the presence of bicycles

using this Class III bicycle route.

• Procedures for notifying emergency services of full roadway closures and detours.

• Haul routes for each construction phase, based on the routes shown on Figures 3 through 7 that

shall be provided to all trucks serving the site during the construction period. The haul route will

indicate that portions of Broadway Terrace, Broadway, and Caldecott Lane are designated as

Class III bike routes within the study area, and to exercise caution when using these roads.

• Flaggers at the construction site to direct construction vehicles and control traffic as needed.

• Flaggers at the Golden Gate Avenue/Golden Gate Way intersection during construction on

Golden Gate Avenue north of Golden Gate Way.

• Flaggers at the Acacia Avenue/Buena Vista Avenue and Buena Vista Avenue/Contra Costa Road

intersections during construction on Contra Costa Road.

• Documentation of road pavement conditions for all routes that would be used by construction

vehicles both before and after Project construction. Roads found to have been damaged by

construction vehicles shall be repaired to the level at which they existed prior to Project

construction.

The Traffic Management Plan shall be enforced by EBMUD construction inspectors. With implementation

of this mitigation measure, the impact T-2 would be reduced to less-than-significant.

_________________________



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CHAPTER 5. REFERENCES

Alameda-Contra Costa Transit District Bus System Map, available online at

http://www.actransit.org/

Caltrans, Truck Networks on California State Highways, available online at

http://www.dot.ca.gov/hq/traffops/trucks/truckmap/truckmap-d04.pdf

Caltrans, Truck Route List, available online at

http://www.dot.ca.gov/hq/traffops/trucks/truckmap/truck-route-list.xls

City of Oakland, CEQA Thresholds/Criteria of Significance Guidelines, (July 15, 2008)

http://www.oaklandnet.com/government/ceda/revised/AttachH.pdf

Institute of Transportation Engineers (ITE), Transportation and Land Development, 2002. Table 13-6.

Transportation Research Board’s 2000 Highway Capacity Manual.

traffic and circulation technical report...traffic and circulation technical report dingee backbone...

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