2201 Broadway | Suite 602 | Oakland, CA 94612 | (510) 834-3200 | Fax (510) 253-0059 www.fehrandpeers.com
Memorandum
Date: April 19, 2022
To: Miroo Desai, City of Emeryville
From: Jordan Brooks and Kathrin Tellez, Fehr & Peers
Subject: EmeryStation Overland – CEQA Transportation Assessment OK21-0443
This memorandum presents the analysis related to transportation impacts under the California Environmental Quality Act (CEQA) for the proposed EmeryStation Overland development, located at 1550 62nd Street in the City of Emeryville (project).
The analysis in this memorandum assesses the project in relation to the updated Appendix G Environmental Checklist Form. Under the updated Appendix G checklist, a significant transportation-related impact could be identified under CEQA if the project would:
Conflict with a program, plan, ordinance or policy addressing the circulation system, including transit roadway, bicycle and pedestrian facilities; Conflict or be inconsistent with CEQA Guidelines section 15064.3, subdivision (b); Substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment); or Result in inadequate emergency access.
The memorandum covers the following topics:
1. Project Description (page 2)
2. Plans and Policies Consistency Analysis (page 2)
3. Vehicle Miles of Travel (VMT) Analysis (page 6)
4. Geometric Design Hazards and Emergency Vehicle Access (page 10) The findings of the CEQA transportation impact analysis indicate that the project would result in a significant impact related to VMT. Development and implementation of a transportation demand management (TDM) plan would mitigate this impact.
Attachment 5
Miroo Desai, City of Emeryville
April 19, 2022
1. Project Description
The proposed project would redevelop an approximately 3.9-acre parcel bound by 62nd Street, Overland Avenue, 63rd Street, and Hollis Street in the City of Emeryville. As part of the project, 77,000 square feet of existing warehouses would be demolished, and a 300,000 square foot biotech office/R&D use would be constructed. Forty-one live-work units, about 35,500 square feet of office uses, about 7,500 square feet of warehouse uses, and about 4,300 square feet of restaurant uses would remain. The project would construct a 496-space parking garage with vehicular access from 63rd Street that would serve both the new office/R&D uses and the existing retained uses.
The project site is located adjacent to Hollis Street, which is utilized by Emery Go-Round. It is also adjacent to the Overland Avenue-Horton Street Bicycle Boulevard and the 62nd Street Bicycle Boulevard. The project proposes closing Overland Avenue to automobiles between 64th Street and 63rd Street to provide a bicycle and pedestrian throughway. The project also proposes protected bicycle facilities on Overland Avenue between 63rd Street and 62nd Street, which may necessitate the conversion of that segment of Overland Avenue from two-way to one-way for vehicle travel.
Additional protected bicycle facility enhancements are also proposed on 62nd Street between Overland Avenue and Hollis Street and on Horton Street between 62nd Street and Powell Street.
2. Plans and Policies Consistency Analysis
The project was assessed for consistency with each of the policies included in the Transportation Element of the City of Emeryville General Plan (2019) and the City of Emeryville Pedestrian and Bicycle Plan (2012). The project would be consistent with all policies in these two documents as it would not preclude the City from achieving any of the transportation related policies and goals, and it would further other goals, such as enhancing the bicycle facilities on Overland Avenue, 62nd Street and Horton Street.
The project would also be consistent with applicable design standards, including those described in the City of Emeryville Municipal Code and the City of Emeryville Design Guidelines (2015), as ensured through the City of Emeryville’s Design Review Process. An assessment of project’s safety, access, parking supply, and circulation for all travel modes, including consistency with City design standards and a set of recommended improvements, is presented in the memorandum entitled “EmeryStation Overland – Non-CEQA Transportation Assessment” (April 19, 2022).
The project was also assessed for consistency with City goals related to traffic on bicycle boulevards and the Alameda County Transportation Commission (Alameda CTC) Congestion Management Program (CMP), as described below.
Miroo Desai, City of Emeryville
April 19, 2022
Traffic on Bicycle Boulevards
The City of Emeryville Pedestrian and Bicycle Plan establishes goals for vehicle volumes on bicycle boulevards with fewer than 1,500 vehicles per day on bicycle boulevard east of Hollis Street and fewer than 3,000 vehicles per day on bicycle boulevards west of Hollis Street. A CEQA impact related to consistency with plans and policies related to traffic on bicycle boulevards would be identified under the following condition:
If the addition of project traffic would result in a bicycle boulevard segment exceeding the traffic volume guidance outlined in the City of Emeryville Pedestrian and Bicycle Plan that does not exceed the volume guidance without the project, or would increase daily vehicle traffic by two percent or more on a bicycle boulevard segment that does exceed the volume guidance without the project.
Bicycle boulevards in the project vicinity include Overland Avenue, Horton Street, 62nd Street, 59th Street, and Doyle Street. The amount of daily project automobile traffic that is expected to travel on these bicycle boulevards on weekdays, when project traffic volumes are the highest, was estimated based on the project trip generation and trip distribution. Project net trip generation estimates for the weekday morning and evening peak hours are presented in Table 1. These estimates account for trips generated by existing land uses that would be eliminated with the project. Additional details on the trip generation approach can be found in the project non-CEQA transportation assessment memorandum referenced above.
Table 1: Project Net Automobile Trip Generation
Land Use ITE
Code Size1 Weekday Daily
Weekday AM Peak Hour Weekday PM Peak Hour
In Out Total In Out Total
New Development
R&D/Office2 - 300 KSF 1,460 212 37 249 51 225 276
Removed Existing Uses
Warehousing3 150 77 KSF -130 -10 -3 -13 -4 -10 -14
Project Net New Automobile Trips 1,330 202 34 236 47 215 262 Notes:
1. KSF = 1,000 square feet.
2. Trip generation data collected by Fehr & Peers at life sciences office/R&D uses in South San Francisco:
Daily: 4.88 trips per KSF
AM Peak Hour: 0.83 trips per KSF (85% in, 15% out)
PM Peak Hour: 0.92 trips per KSF (19% in, 81% out)
3. ITE Trip Generation (11th Edition) land use category 150 (Warehousing):
Daily: T = 1.74 * X
AM Peak Hour: T = 0.17 * X (77% in, 23% out)
PM Peak Hour: T = 0.18 * X (28% in, 72% out)
Source: Fehr & Peers, 2022.
Miroo Desai, City of Emeryville
April 19, 2022
As shown in Table 1, the project is estimated to generate about 236 net-new weekday AM peak hour and 262 net-new PM peak hour automobile trips. These trips were assigned to the roadway network based on the distribution provided in Attachment A.
Table 2 presents the estimated traffic volumes with the project on bicycle boulevards in the project vicinity under Existing Plus Project and Near-Term Plus Project conditions. Near-Term conditions include traffic generated by approved and pending projects in the project vicinity; more details can be found in the project non-CEQA transportation assessment memorandum.
Table 2: Project Trips on Bicycle Boulevards in the Project Vicinity Location
Project Daily
Traffic
Volumes
Existing Plus Project Near-Term Plus Project
Total
Volume
Portion from
Project
Total
Volume
Portion from
Project
West of Hollis Street (<3,000 vpd goal)
Overland Avenue south of
63rd Street 10 310 3% 310 3%
Horton Street south of 62nd
Street 10 2,640 <1% 2,640 <1%
62nd Street west of Hollis
Street 10 2,450 <1% 2,450 <1%
59th Street west of Hollis
Street 10 2,790 <1% 2,940 <1%
East of Hollis Street (<1,500 vpd goal)
59th Street east of Hollis
Street 10 2,090 <1% 2,130 <1%
Doyle Street north of 63rd
Street <10 190 <1% 190 <1%
Source: Fehr & Peers, 2022.
As shown in Table 2, daily automobile traffic volumes on 59th Street east of Hollis Street exceed the desired range established in the Pedestrian and Bicycle Plan, but the project would increase daily traffic by less than two percent. Daily traffic volumes on other bicycle boulevards in the project vicinity would not be expected to exceed daily goals with the project.
Traffic volumes shown in Table 2 represent volumes without the proposed closure of Overland Avenue between 64th Street and 63rd Street to automobile travel. That closure would reduce project and background automobile traffic on Overland Avenue and Horton Street, would not increase project traffic volumes on other bicycle boulevards in the project vicinity, and would not result in background traffic volumes on bicycle boulevards in the project vicinity exceeding daily traffic goals where they do not already exceed. Therefore, the project would not result in a significant impact related to consistency with goals for traffic volumes on bicycle boulevards.
Miroo Desai, City of Emeryville
April 19, 2022
Alameda CTC Congestion Management Program
The Alameda CTC CMP requires the use of the Countywide Travel Demand Model to assess the impacts on Metropolitan Transportation System (MTS) roadways in the project vicinity for projects that generate more than 100 net-new weekday evening peak-hour trips.
MTS freeway and surface street segments where the project would be expected to add at least 20 weekday evening peak hour trips were analyzed. Designated MTS roadway segments in the vicinity of the study area are Interstate 80, Interstate 580, Interstate 880, San Pablo Avenue, Powell Street, and Stanford Avenue. The roadway segments that were analyzed include:
I-80 between I-580 and Cedar Street
I-580 between I-80 and I-980
I-880 between 7th Street and I-80/I-580
Powell Street-Stanford Avenue between I-80 and San Pablo Avenue San Pablo Avenue between MacArthur Boulevard and 40th Street The Alameda CTC Countywide Travel Demand Model was used to forecast 2020 and 2040 traffic volumes on the MTS roadway system. This model is a regional travel demand model that uses socioeconomic data, and roadway and transit network assumptions to forecast traffic volumes and transit ridership using a four-step modeling process that includes trip generation, trip distribution, mode split, and trip assignment. This process considers changes in travel patterns due to future growth and balances trip producers and attractors. This version of the Countywide Travel Demand Model is based on Association of Bay Area Governments (ABAG) projections from May 2018 for land uses in 2020 and 2040.
The results of the Alameda CTC model were used to forecast the without project condition for 2020 and 2040 during the weekday evening peak hour. To identify potential impacts associated with the project, project trips for the weekday evening peak hour were distributed to the MTS roadway segments (including both freeways and surface streets) identified above. The distribution of project trips onto the MTS segments results in the with project volumes for 2020 and 2040.
Operations of the MTS freeway and surface street segments were assessed using volume-tocapacity (v/c) ratios. For freeway segments, a per-lane capacity of 2,000 vehicles per hour was used, consistent with the latest CMP documents. For surface streets, a per-lane capacity of 800 vehicles per hour was used. These capacities do not reflect additional capacity provided at intersections through turn pockets. Roadway segments with a V/C ratio greater than 1.0 signify LOS F.
The MTS weekday evening peak hour roadway segment analyses under 2020 and 2040 conditions are provided in Attachment B. Based on the analysis results, the project would not result in a significant impact related to consistency with the Alameda CTC CMP.
Miroo Desai, City of Emeryville
April 19, 2022
3. Vehicle Miles of Travel Analysis
California Senate Bill (SB) 743, passed in 2013, required the California Governor’s Office of Planning and Research (OPR) to develop new CEQA guidelines for transportation impacts that eliminate driver-based estimates of delay, vehicular capacity, or traffic congestion and instead focuses on the environmental effects of vehicle travel. According to SB 743, these changes are intended to “more appropriately balance the needs of congestion management with statewide goals related to infill development, promotion of public health through active transportation, and reduction of greenhouse gas emissions.”
The updated guidelines were finalized in December 2018 by the Natural Resources Agency, including a new Section 15064.3 on VMT analysis for land use developments. The new guidelines took effect July 1, 2020. As neither the City of Emeryville nor Alameda CTC have adopted VMT analysis guidelines or thresholds, the OPR guidance is used for the VMT analysis of this project.
VMT Screening Assessment
Some land use development projects have characteristics that are highly likely to meet thresholds for a less-than-significant impact on VMT, and the OPR guidance suggests the use of screening criteria to assess whether a project impacts on VMT can be presumed to be less-than-significant.
The OPR’s adopted VMT Criteria and Thresholds includes the following screening criterion applicable to the proposed project. CEQA Guideline Section 15064.3(b)(1) states that lead agencies generally should presume that certain projects (including residential, retail, and office projects, as well as projects that are a mix of these uses) proposed within one-half mile of an existing major transit stop or an existing stop along a high-quality transit corridor will have a less-than-significant impact on VMT if the screening criterion outlined below is met:
Has a Floor Area Ratio (FAR) of greater than 0.75;
Does not include more parking for use by residents, customers, or employees of the project than required by the jurisdiction (if the jurisdiction requires the project to supply parking); Is consistent with the applicable Sustainable Communities Strategy (as determined by the lead agency, with input from the Metropolitan Planning Organization); or Does not replace affordable residential units with a smaller number of moderate- or highincome residential units.
The project is located about 0.3 miles from the Emeryville Amtrak station, which is considered a major transit stop. The project is not expected to satisfy the Transit Priority Areas criterion because not all of the following conditions would be met:
The overall project (existing uses to remain and proposed new uses) would have a Floor Area Ratio of approximately 2.25, which is greater than 0.75. (Criterion met) Miroo Desai, City of Emeryville
April 19, 2022
The project includes 496 total parking spaces in a parking garage. Of these spaces, 68 would serve as replacement parking for the retained existing uses, and 428 would be new spaces for the proposed project land uses. The maximum allowed parking for the project uses is 319 spaces.1 Therefore, the project provides more parking than is allowed by the City of Emeryville. (Criterion not met)
The project is located within the Mixed-Use Core PDA and is therefore consistent with MTCs Sustainable Communities Strategy. (Criterion met)
The project does not replace affordable residential units with a smaller number of moderate or high-income residential uses. (Criterion met)
As the proposed project would not satisfy all the Transit Priority Area criterion, it cannot be presumed to have a less-than-significant impact on VMT, and a detailed VMT analysis is required.
VMT Estimation
The OPR guidance recommends the use of numerical thresholds for projects that are not presumed to have a less-than-significant impact on VMT. The OPR guidance recommends the following threshold for office projects:
Office projects that would generate vehicle travel exceeding 15 percent below existing VMT per employee for the region may indicate a significant transportation impact related to VMT.
In cases where the region is substantially larger than the geography over which most employees would be expected to live, it might be appropriate to refer to a smaller geography, such as the county, that includes the area over which nearly all employees would be expected to live. Absent other locally adopted thresholds, the countywide average was used in addition to the regional average to assess the project’s impact on VMT.
1 Vehicular Parking: Typically research and laboratory businesses need space for laboratory and office on a half and half basis, and the City has used this criterion for other such projects including the recently approved BMR Emeryville Center of Innovation project. The estimated demand for parking for the office space (150,000 square feet) is 357 spaces (2.4 spaces per 1,000 square feet of office space excluding the first 1,500 square feet of new office buildings), ((150,000 -1,500) x 2.4/1000); and for Research and Development space the estimated demand is 223 spaces ((1.5 spaces per 1,000 square feet excluding the first 1,500 square feet), ((150,000-1,500) x 1.5/1000). As the project lies in the Transit Hub Overlay the parking demand estimates are reduced by half. This calculates to an estimated parking demand for the office portion of 178.5 spaces and that for Research and Development is 111.5 spaces, for a total of 290 spaces. There is no minimum parking requirement and the maximum allowed is 10% more than the estimated demand. So, the maximum parking permitted is 319 spaces (290 + 10%).
Miroo Desai, City of Emeryville
April 19, 2022
This analysis uses the Alameda CTC Travel Demand Model (Alameda CTC Model) to estimate VMT per employee, which is consistent with standard practice for VMT assessments conducted by the City of Emeryville.
The Alameda CTC Model is a regional travel demand model covering the nine-county Bay Area that uses socioeconomic data and roadway and transit network assumptions to forecast traffic volumes, transit ridership, and VMT. This process accounts for changes in travel patterns due to future growth and expected changes in the transportation network. This analysis uses the latest version of the Alameda CTC Model, which was released in May 2019. The model is based on the Metropolitan Transportation Commission (MTC) Plan Bay Area 2040 (i.e. Sustainable Communities Strategy) transportation network and land uses for 2020 and 2040. Additional details regarding the model can be found on the Alameda CTC website.2
As a regional planning tool, the Alameda CTC Model was developed through an extensive model validation process and is intended to replicate existing vehicular travel behavior. Therefore, it can provide a reasonable estimate of the VMT generated in various geographic areas on a typical weekday, as well as estimate future VMT that reflects planned local and regional land use and transportation system changes.
The Alameda CTC Model contains approximately 2,800 transportation analysis zones (TAZs) to represent land uses in the region. The City of Emeryville is comprised of 17 TAZs in the Alameda CTC travel demand model. The project site is represented by TAZ 117, which also includes the land uses associated with some neighboring development. Although the Alameda CTC Model underwent an extensive validation and calibration process, there are limitations of the model results, especially at the individual project/TAZ level, and they many not fully capture the specific nuances of the project context, as well as transportation demand management strategies that might be employed at the individual project level.
The model was used to estimate VMT per employee under 2020 and 2040 conditions for the TAZ containing the project and the entire Bay Area region. VMT per employee is defined as the total VMT from auto vehicle trips between home and work for employees in the specified geographic area divided by the total number of employees. Table 3 summarizes the results of the VMT analysis under 2020 and 2040 conditions.
2 Alameda County Transportation Commission, 2015. Countywide Travel Demand Model. Full documentation can be found here: https://www.alamedactc.org/planning/congestion-management/countywide-travel-demand-model/ Miroo Desai, City of Emeryville
April 19, 2022
Table 3: VMT Impact Analysis
2020 2040
Alameda
County
Bay Area
Region
Alameda
County
Bay Area
Region
Average VMT per Employee1 15.9 18.1 16.2 18.2
Threshold VMT per Employee (85% of Average)1 13.5 15.4 13.7 15.5 Project TAZ Average VMT per Employee2 15.1 14.4
Project TAZ vs Threshold Exceeds
Threshold
Within
Threshold
Exceeds
Threshold
Within
Threshold
Notes:
1. Based on the Alameda CTC Travel Demand Model without the project
2. Based on the Alameda CTC Travel Demand Model with the project Source: Fehr & Peers, 2022.
As shown in Table 3, the project would exceed the countywide threshold under both 2020 and 2040 conditions and would therefore have a significant impact related to VMT. The project would need to reduce average VMT per employee by a minimum of 10 percent to be within the countywide thresholds.
Recommendation: Implement a TDM plan with a goal of having a project employee single-occupant vehicle commute mode share that is 15 percent or more below the countywide average for workers.3 Should this goal be met during two consecutive monitoring periods at least six months apart, no further monitoring shall be required.
Potential measures should include:
Information related to transit in the area
Subsidized transit passes
Subsidized rides to MacArthur BART outside the operating hours of the Emery GoRound shuttle Charging for parking
Restricting the use of valet parking that parks vehicles outside the garage Encouraging carpool/vanpool through carpool matching, preferential parking, and a guaranteed ride home
Include information on nearby bicycle facilities and project bicycle parking in newhire orientation packets Should the goal not be met for two consecutive monitoring periods, additional strategies shall be employed, tailored to the site population. Implementation of this measure would reduce the project’s impact to a less-than-significant level. 3 According to the 2015-2019 American Community Survey, workers in Alameda County have a singleoccupant vehicle commute mode share of 68%. A 15% reduction in the share of employees commuting by single-occupant vehicles would represent a 58% single-occupant vehicle share.
Miroo Desai, City of Emeryville
April 19, 2022
4. Geometric Design Hazards and Emergency Access Analysis The project, including on-site access and circulation and modifications to adjacent roadways, would be reviewed through the City of Emeryville’s Design Review Process to ensure consistency with applicable design standards and would result in a less-than-significant impact related to design features. A review of the project’s safety, access, and circulation for all travel modes and a set of recommended improvements is presented in the memorandum entitled “EmeryStation Overland – Non-CEQA Transportation Assessment” (April 19, 2022).
The project design would provide for emergency vehicles access to the site from multiple directions, and all project buildings and roadways would be designed to provide adequate access for emergency vehicles, including fire trucks, meeting or exceeding the requirements of the Alameda County Fire Code. Therefore, the project would not result in a significant impact related to inadequate emergency vehicle access.
Please contact Jordan Brooks ([email protected] or 510-587-9429) with questions or comments.
Attachments:
Attachment A – Project Trip Distribution
Attachment B – Alameda CTC CMP Analysis Results
Attachment A: Project Trip Distribution
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OK21_0418_Fig01_Trip_Distribution
Project Trip Distribution
Overland Ave
Attachment B: Alameda CTC CMP
Analysis Results
Link
Location # Lanes
Model
Volume
Project
Trips
No
Project
Volume
With
Project
Volume
V/C Ratio -
No Project
V/C Ratio -
With
Project
No Project
LOS
With
Project
LOS
Change
from LOS E
or better to
LOS F
LOS F and
Change in
V/C >3%
Freeway Segments
I-80 NorthboundBetween I-580 Powell Street 6 8,428 13 8,428 8,441 0.70 0.70 C C No - Between Powell Street Ashby Street 4 9,475 13 9,475 9,488 1.18 1.19 F F - No Between Ashby Street University Avenue 4 9,127 44 9,127 9,171 1.14 1.15 F F - No Between University Avenue Cedar Street 4 9,714 30 9,714 9,744 1.21 1.22 F F - No I-80 SouthboundBetween Cedar Street University Avenue 4 7,840 7 7,840 7,847 0.98 0.98 E E No - Between University Avenue Ashby Street 4 7,683 9 7,683 7,692 0.96 0.96 E E No - Between Ashby Street Powell Street 4 7,820 0 7,820 7,820 0.98 0.98 E E No - Between Powell Street I-580 5 8,544 74 8,544 8,618 0.85 0.86 D D No - I-580 EastboundBetween I-80/I-580 MacArthur Blvd 4 9,095 17 9,095 9,112 1.14 1.14 F F - No Between MacArthur Blvd I-980/SR 24 5 8,662 24 8,662 8,686 0.87 0.87 D D No - I-580 WestboundBetween I-980/SR 24 I-80/I-580 3 4,110 6 4,116 4,110 0.68 0.69 C C No - I-880 NorthboundBetween 7th Street I-80/I-580 3 4,203 5 4,203 4,208 0.70 0.70 C C No - I-880 SouthboundBetween I-80/I-580 7th Street 3 4,256 21 4,256 4,277 0.71 0.71 C C No - Arterials
San Pablo Avenue NorthboundBetween Powell Street 65th Street 2 579 14 579 593 0.36 0.37 B B No - Between 65th Street Ashby Street 2 1,456 19 1,456 1,475 0.91 0.92 E E No - San Pablo Avenue SouthboundBetween Powell Street 40th Street 2 830 10 830 840 0.52 0.52 B B No - Between 40th Street MacArthur Blvd 2 1,302 22 1,302 1,324 0.81 0.83 D D No - Stanford Avenue/Powell Street WestboundBetween Hollis Street Christie Avenue 2 1,046 87 1,046 1,133 0.65 0.71 C C No - Between Christie Avenue I-80 2 1,267 87 1,267 1,354 0.79 0.85 D D No - Emerystation Overland TIA
Alameda CTC Roadway System Analysis Summary - 2020 PM
Segment Limits
4/19/2022 Page 1 of 1
Link
Location # Lanes
Model
Volume
Project
Trips
No
Project
Volume
With
Project
Volume
V/C Ratio -
No Project
V/C Ratio -
With
Project
No Project
LOS
With
Project
LOS
Change
from LOS E
or better to
LOS F
LOS F and
Change in
V/C >3%
Freeway Segments
I-80 NorthboundBetween I-580 Powell Street 6 9,272 13 9,272 9,285 0.77 0.77 D D No - Between Powell Street Ashby Street 4 11,399 13 11,399 11,412 1.42 1.43 F F - No Between Ashby Street University Avenue 4 11,215 44 11,215 11,259 1.40 1.41 F F - NoBetween University Avenue Cedar Street 4 11,875 30 11,875 11,905 1.48 1.49 F F - NoI-80 SouthboundBetween Cedar Street University Avenue 4 9,576 7 9,576 9,583 1.20 1.20 F F - No Between University Avenue Ashby Street 4 9,410 9 9,410 9,419 1.18 1.18 F F - No Between Ashby Street Powell Street 4 9,567 0 9,567 9,567 1.20 1.20 F F - No Between Powell Street I-580 5 10,520 74 10,520 10,594 1.05 1.06 F F - No I-580 EastboundBetween I-80/I-580 MacArthur Blvd 4 10,298 17 10,298 10,315 1.29 1.29 F F - NoBetween MacArthur Blvd I-980/SR 24 5 9,168 24 9,168 9,192 0.92 0.92 E E No - I-580 WestboundBetween I-980/SR 24 I-80/I-580 3 4,718 6 4,718 4,724 0.79 0.79 D D No - I-880 NorthboundBetween 7th Street I-80/I-580 3 4,079 5 4,079 4,084 0.68 0.68 C C No - I-880 SouthboundBetween I-80/I-580 7th Street 3 5,062 21 5,062 5,083 0.84 0.85 D D No - Arterials
San Pablo Avenue NorthboundBetween Powell Street 65th Street 1 973 14 973 987 1.22 1.23 F F - No Between 65th Street Ashby Street 1 1,057 19 1,057 1,076 1.32 1.34 F F - No San Pablo Avenue SouthboundBetween Powell Street 40th Street 1 1,067 10 1,067 1,077 1.33 1.35 F F - No Between 40th Street MacArthur Blvd 1 1,058 22 1,058 1,080 1.32 1.35 F F - No Stanford Avenue/Powell Street WestboundBetween Hollis Street Christie Avenue 2 1,073 87 1,073 1,160 0.67 0.72 C C No - Between Christie Avenue I-80 2 1,254 87 1,254 1,341 0.78 0.84 D D No - Emerystation Overland TIA
Alameda CTC Roadway System Analysis Summary - 2040 PM
Segment Limits
4/19/2022 Page 1 of 1