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Technical Memorandum
Date: October 28, 2024
To: Jennifer Harmon, Diablo Engineering Group
From: Robert Rees, PE, and Lam Ngo, Fehr & Peers
Subject: 40th Street Multimodal Project – Phase I Multimodal Transportation Analysis OK22-0501
This memorandum summarizes the multimodal safety and operations analysis that Fehr & Peers completed for Phase I of the 40th Street Multimodal Project (Project) in Emeryville, CA. It compares analysis results with and without the Project for the modeled transportation conditions along the 40th Street corridor (between Adeline Street and IKEA entry) and along the Park Avenue corridor (between San Pablo Avenue and Hubbard Street) in Emeryville. The analysis maintains the overall assumptions and procedures of the 40th Street Multimodal Project – Multimodal Transportation Analysis memorandum (August 2023) but updates the analysis with a revised and expanded model and new data to reflect public engagement and design development since August 2023.
The Phase II intersection operations analysis is documented in a separate memorandum 40th Street Phase II Traffic Analysis (October 2024) which addresses traffic operations on Shellmound Street between the IKEA entry and Christie Avenue.
Executive Summary
The 40th Street corridor serves as a critical link between residential areas, commercial centers, and transit hubs, making it essential to provide a facility that caters to a diverse range of users, including commuters, families, shoppers, and recreational cyclists. As noted in Figure 1, over a 5- year period the corridor experienced 12 vehicle-cyclist and vehicle-pedestrian collisions, particularly at intersections, making safety a paramount concern in the decision-making process.
In 2018 the City, recognizing the need for safety enhancements, embarked on changing 40th Street to provide a safer environment for the most vulnerable users – pedestrians and bicyclists – who experience a higher concentration of fatal and serious injury crashes on 40th Street. The Project was approved by the City Council in March 2020 and final engineering design began in March 2023.
Attachment B
Northern
California
Project Location
Emeryville
San Pablo Ave
Adeline St
Hubbard St
Horton St
Hollis St
Harlan St
Watts St
Emery St
Halleck St
Shellmound St
40th St
40th St
Market St
Park Ave
Haven St
Mandela ParkwayHollis St
45th St 45th St
43th St
41st St
W MacArthur Blvd
Yerba Buena Ave
Emery St
San Pablo Ave
Sherwin Ave
Christie Ave
Holden St
53rd St
Stanford Ave
Stanford Ave
San Pablo Ave
47th St
Powell St Powell St
Shellmound St
S Bayfront Brd
Amtrak/UPRR Tracks
AC Transit 72R
Emeryville Greenway
Bay Trail
Bay Bridge (I-80) Bike Path/
Bay Trail To MacArthur BART (0.5 mile)
80 80
580
San Francisco
Bay
Emeryville
Oakland
Oakland
Bicycle Visible Injury
Collision (3)
Pedestrian Visible Injury
Collision (2)
Bicycle Complaint of Pain
Collision (5)
Pedestrian Complaint of
Pain Collision (2)
All Ages and Abilities Bikeways
(Class I Path or Class IV
Separated Bikeway)
Non All Ages and Abilities
Network
Existing Proposed
Existing Proposed
Project Area
Bicycle- and Pedestrian-Auto
Injury Collisions, 2015-2019
School
City Hall
° 0 0.125 0.25 0.5 Miles
40th St Multimodal Project
Pedestrian and Bicycle Collisions Map
Figure 1
Jennifer Harmon
October 28, 2024
Key Project features approved by the City Council in March 2020 and incorporated into the design—eliminating one westbound traffic lane, incorporating a two-way cycle track, protected intersection improvements, improved pedestrian accessibility with shortened crossings, bus-only lanes, and enhanced bus stop waiting areas with shelters, lighting, and rider amenities—all contribute to making the 40th Street corridor and Transit Hub a safer and more comfortable environment. These features follow the Safe System Approach to proactively address vulnerable road user safety by reducing speed, removing conflicts, and separating users in space and time.
The engineering design was presented to the City Council in July 2023, and they directed the City to proceed with the Project and requested that additional safety features be incorporated that would further separate motor vehicle movements from pedestrian and bicycle movements. The added project features requested by the City Council, and described below, also follow the Safe System Approach.
• Watts Street allows right turning traffic to and from 40th Street. The Project eliminates right turning traffic from Watts Street to 40th Street while allowing right turning traffic from 40th Street. The crosswalk and the two-way cycle track are raised to sidewalk level crossing Watts Street to slow right turning traffic. This change follows the Safe System Approach by reducing turning vehicle speeds and removing conflicts, and responds to community feedback that drivers turning right from Watts Street may not look to the left and right for bicycle riders before proceeding onto 40th Street. • Haven Street allows right turning traffic to and from 40th Street. The Project includes a cul-de-sac at Haven Street, eliminating right turning traffic both to and from Haven Street at 40th Street. This change follows the Safe System Approach by removing conflicts, and addresses community feedback that drivers turning right from Haven Street may not look to the left and right for bicycle riders before proceeding onto 40th Street as well as community support for expanded landscape treatments.
• Holden Street allows right turning traffic to and from 40th Street. The Project eliminates right turning traffic from Holden Street to 40th Street while allowing right turning traffic from 40th Street. The crosswalk and the two-way cycle track are raised to sidewalk level crossing Holden Street to slow right turning traffic. This change follows the Safe System Approach by reducing turning vehicle speeds and removing conflicts, and it addresses community feedback that drivers turning right from Holden Street may not look to the left and right for bicycle riders before proceeding onto 40th Street. • Hubbard Street allows right turning traffic to and from 40th Street. The Project includes a cul-de-sac at Hubbard Street eliminating right turning traffic both to and from Hubbard Street. This change follows the Safe System Approach by removing conflicts, and addresses the following safety concerns from stakeholders and decision-makers:
◦ Eastbound bicycle riders traveling at high speeds down the Shellmound Bridge (greater than 5% grade) and conflicting with vehicles turning right to and from Hubbard Street.
◦ Trees, poles, and signage constraining sight lines between drivers turning right from Hubbard Street and eastbound bicycle riders (with Project construction).
Jennifer Harmon
October 28, 2024
◦ The bus lane that ends at Hubbard Street, where buses merge into the one shared mixed-flow lane over the bridge, increases rear-end crash potential with right turning traffic onto Hubbard Street.
The remainder of this memorandum compares transportation conditions with and without the Project along 40th Street and includes the following key highlights:
• Project Design and Implementation: The Safe System Approach led to a Project that includes a multimodal transportation design, with features such as a two-way cycle track, bus-only lanes, and full or partial closures of unsignalized intersections to improve safety and accessibility for all road users. The Project is consistent with the City Council original decision in 2018 to embark on changing 40th Street to provide a safer environment for its most vulnerable users. The Project was approved by the City Council in March 2020, and the design was reviewed by City Council in July 2023. The council, in July 2023, directed the City to proceed with the Project with additional safety features at the unsignalized intersections along the corridor to reduce vehicle speeds and remove vehicle conflicts with pedestrians and bicyclists.
• Public and Stakeholder Engagement: Extensive community engagement efforts, including surveys and workshops, have been conducted and are on-going to gather feedback and refine the design. The Project team also engaged with key stakeholders, including property owners and transit agencies, to address concerns and incorporate feedback into the design The final design evaluated in this memorandum reflects public preferences for safety and accessibility improvements.
• Safety Improvements: The City Council in 2018 prioritized safety for the Project and the City followed the Safe System Approach to proactively address vulnerable road user safety throughout the project’s design development. The Project, approved in 2020, addressed high-risk areas through design features such as protected intersections, bulb outs, and high-visibility crosswalks combined with the two-way cycle track with the aim to reduce vehicle speeds, remove conflicts, separate users in space and time, and reduce collisions. The City Council in July 2023, consistent with the Safe System Approach, incorporated additional safety features at the unsignalized intersections to reduce speeds and remove conflicts.
• Multimodal Operations: The analysis in this memorandum used Vissim software to simulate multimodal traffic operations during the weekday PM peak hour to understand multimodal operations without and with the Project. Findings show overall intersection operations along 40th Street remain at LOS D or better with the Project including the unsignalized side street modifications. Overall, bus travel times on 40th Street improve with the Project. Although some delays increase such as through the Transit Hub where pedestrian and bike activities are highest. Intersection operations along Park Avenue and Hollis Street remain at LOS B or better with the Project indicating that changes to the 40th Street unsignalized intersections would not cause traffic congestion on either Park Avenue or Hollis Street.
Jennifer Harmon
October 28, 2024
The remainder of this memorandum addresses the following topics.
1. Project Features
2. City Decision Process
2.1. Engagement Efforts
3. Safety Assessment
3.1. Collision Characteristics
3.2. Vehicle Speed Implications
3.3. Sight Distance Implications
3.4. Conflict Points
3.5. Compliance with Laws
3.6. Adequacy of Traffic Control
3.7. Adequacy of Bike and Pedestrian Facilities
3.8. Reduce Behaviors Leading to Crashes
3.9. Consideration for Two-Way Cycle Track
4. Multimodal Operations
4.1. Methodology
4.1.1. Vissim Model
4.2. Measures of Effectiveness
4.2.1. Bus Maneuvering Time
4.2.2. End-to-End Travel Time
4.2.3. Level of Service
4.3. Analysis Results
4.3.1. Bus Maneuvering Time
4.3.2. Corridor Travel Times
4.3.2.1. Bus (AC Transit and EGR combined) Travel Times
4.3.2.2. Auto / Truck Travel Times
4.3.3. Level of Service and Delay Analysis
5. Appendix
1. Project Features
Attachment A provides a striping layout of the 40th Street Multimodal Project, which was based, in part, on the preferred design concept described in the concept drawings approved by the City Council in 2020. The 2020 concept design converts an existing motor vehicle lane in the westbound direction to a bus only lane, adds a new bus only lane in the eastbound direction, and provides a two-way cycle track on the north side of 40th Street by removing the existing on-street parking on the north side of 40th Street, adjusting the existing medians, and reducing the motor vehicle lane widths.
The new eastbound bus only lane starts after the IKEA Entry signalized intersection via a lane drop east of the intersection and ends at the Adeline Street intersection. The westbound bus only lane Jennifer Harmon
October 28, 2024
starts after the Adeline Street signalized intersection and ends at Hubbard Street, where it merges with one shared mixed-flow lane over the bridge.
A key feature of the 2020 concept is the traffic signal phasing on San Pablo Avenue. Due to high westbound right turning traffic volume, the right-turn is protected with right-turn red, yellow, and green arrows. As a result, right turning traffic does not conflict with either bicycle or pedestrian movements crossing San Pablo Avenue, which would both go concurrently with the westbound motor vehicle through movement while the westbound right turning traffic has a red arrow.
Following the 2020 concept design, additional Project design features include changes to the unsignalized intersections along westbound 40th Street at Watts Street, Haven Street, Holden Street, and Hubbard Street.
• Watts Street allows right turning traffic to and from 40th Street. The Project eliminates right turning traffic from Watts Street to 40th Street while allowing right turning traffic from 40th Street. The crosswalk and the two-way cycle track are raised to sidewalk level crossing Watts Street to slow right turning traffic. This change addresses community feedback that drivers turning right from Watts Street may not look to the left for bicycle riders before proceeding onto 40th Street.
• Haven Street allows right turning traffic to and from 40th Street. The Project includes a cul-de-sac at Haven Street, eliminating right turning traffic both to and from Haven Street at 40th Street. This change addresses community feedback that drivers turning right from Haven Street may not look to the left for bicycle riders before proceeding onto 40th Street as well as community support for expanded landscape treatments. • Holden Street allows right turning traffic to and from 40th Street. The Project eliminates right turning traffic from Holden Street to 40th Street while allowing right turning traffic from 40th Street. The crosswalk and the two-way cycle track are raised to sidewalk level crossing Holden Street to slow right turning traffic. This change addresses community feedback that drivers turning right from Holden Street may not look to the left for bicycle riders before proceeding onto 40th Street.
• Hubbard Street allows right turning traffic to and from 40th Street. The Project includes a cul-de-sac at Hubbard Street eliminating right turning traffic both to and from Hubbard Street at 40th Street. This change addresses the following safety concerns from stakeholders and decision-makers:
◦ Eastbound bicycle riders traveling at high speeds down the Shellmound Bridge (greater than 5% grade) and conflicting with vehicles turning right to and from Hubbard Street.
◦ Trees, poles, and signage constraining sight lines between drivers turning right from Hubbard Street and eastbound bicycle riders (with Project construction). ◦ The bus lane that ends at Hubbard Street, where buses merge into the one shared mixed-flow lane over the bridge, increases rear-end crash potential with right turning traffic onto Hubbard Street.
Jennifer Harmon
October 28, 2024
2. City Decision Process
The City presented the Project to the Transportation Committee in May 2023 and to the City Council in July 2023. Attachment B provides the Action Minutes for the Transportation Committee meeting, City Council Meeting, as well as the Adopted City Council Resolution (Number 23-105).
The May 2023 Transportation Committee meeting provided an update on the planning process, grant funding, public engagement, and anticipated schedule. Three alternatives were presented including the base project as well two alternatives that incorporated unsignalized intersection side street closures: one with a Horton diverter and one without the diverter. The committee raised concerns with the base project’s design at the Hubbard Street/40th Street intersection. Specifically, that bicycle riders descending the Shellmound Bridge would travel at high speeds approaching Hubbard Street, conflicting with drivers turning to and from Hubbard Street. The committee was also concerned that two westbound vehicle lanes merging into a single lane at Hubbard Street would complicate driver decisions turning to and from Hubbard Street, that drivers would tend to speed up when approaching the Shellmound Bridge, and that bus merging would further complicate the condition. The committee passed a motion to recommend to the City Council a design alternative that includes the closure of the four unsignalized side streets i.e., Watts Street, Haven Street, Holden Street, and Hubbard Street.
The July 2023 City Council meeting was well-attended with people speaking in support of and against the modified Project. Property owners along Hubbard Street, Holden Street, and Watts Street urged the council members not to fully close the connections to the side streets at 40th Street. Following are some property owners opinions to the modified Project:
• Property owners along Haven Street voiced support for the modified Project and closure of Haven Street at 40th Street to support weekend and evening events. • Property owners on Holden Street expressed concerns about impacts to customers, including losing parking, but showed some support for the modified Project if the council voted to allow right turning traffic from 40th Street at Holden Street to accommodate delivery trucks and customer loading. Property owners on Watts Street expressed similar sentiments.
• An attorney for the property owner between Hubbard Street and Halleck Street expressed concern that closing Hubbard Street at 40th Street was a significant impact on the property’s access.
The council members discussed these topics, and many others, and directed the City to proceed with the modified Project including a cul-de-sac at Haven Street and accommodating right turning traffic from 40th Street onto Watts Street and onto Holden Street. After some discussion, the council members determined that the Hubbard Street closure was necessary to improve the Project’s safety, reducing the conflicts between high-speed bicycle riders and drivers turning Jennifer Harmon
October 28, 2024
to/from Hubbard Street as well as the merge and turn conflicts between drivers at Hubbard Street.
The council members noted that Hubbard Street had parallel street access via Park Avenue. The 40th Street Multimodal Project (Attachment A) evaluated in this memorandum responds to the City Council direction.
2.1 Engagement Efforts
In 2018, public engagement focused on design options. Invitations mailed to over 10,000 addresses in Emeryville and Oakland included an online survey link, which received 93 responses.
Four out of five respondents preferred the final concept. A community workshop and survey in 2019 reaffirmed this preference, with over 70% of more than 50 respondents supporting it despite traffic trade-offs. The city council provided input on the concept design in December 2018 based on public input, technical assessment, and feedback from transit agencies. The final report and design were approved by the City Council in March 2020.
The final engineering design phase began in March 2023. The design was refined to assess full or partial closures of unsignalized intersections north of 40th Street, balancing local access and reducing vehicle/bicycle conflicts. For example, AC Transit provided input through multiple meetings and plan reviews, leading to bus stop design refinements. Similarly, property owners, employees, and residents provided input, leading to design refinements.
Over 600 Project postcards with multilingual contact information were mailed in June 2023 to residents and businesses in the broader area, and over 450 detailed letters were sent to those residing on 40th Street and the northside streets to convey the proposed side street closures. A dedicated Project phone number and email address were provided along with a Project webpage link. The Project team engaged with key stakeholders through phone calls, emails, and 14 meetings with over 70 stakeholders. These meetings, held either at the stakeholders’ business/property locations or via Zoom, aimed to reduce barriers to engagement.
The Project team contacted businesses along the side streets impacted by the street closures and met with specific businesses that requested a meeting to address the Project’s implications to their business operations such as customer and delivery access, parking, and pedestrian and bicycle circulation. This outreach began in June 2023 and is on-going.
An online survey from February to June 2024 received 137 responses, with over 90% of bicyclists and transit riders and about 80% of pedestrians saying the Project with the side street closures would improve their travel. Almost 30% of drivers said the improvements would encourage them to take the bus or ride their bike.1 The survey was publicized by contacting local employers, distributing the link to employees, emailing those on the Project email list, providing a QR code for the survey and Project website on sidewalk decals on 40th Street, and distributing the QR 1 https://fp.mysocialpinpoint.com/40thstreetmultimodal
Jennifer Harmon
October 28, 2024
code to over 200 people at two project area energizer stations during 2024’s Bike to Wherever Day on May 16. Spanish-speaking staff members were available at the stations.
The engagement efforts will continue and include information and education as the Project design is finalized and the Project is constructed. Once the online survey is completed, a summary of input will be prepared, along with an update to the Project website to provide additional information and a frequently asked questions (FAQ) document responding to questions raised by respondents to the survey. The Project email list of more than 80 individuals and organizations will be notified when the website is updated. Additional meetings with adjacent businesses, property owners, and other stakeholders or stakeholder groups will occur as needed before the design phase concludes.
3. Safety Assessment
The 40th Street Multimodal Project is intended to improve transportation infrastructure, emphasizing first/last mile connections and safety for residents on the corridor, employees commuting to their jobs, and people exploring the Bay Trail in the area. Safety features of the Project include the two-way cycle track providing a dedicated and protected space for riding; enhanced intersections with shorter crossing distances, accessible waiting areas, protected bicycle movements, and upgraded signal timing and phasing; side street full and partial closures to minimize conflicts between pedestrians, bike riders, and motor vehicles; and transit islands to separate bike riders from buses and pedestrian (un)loading activities.
3.1 Collision Characteristics
The project area collision summaries (Figure 1) show 12 crashes over a 5-year period (2015 to 2019) between vehicles and both cyclists and pedestrians, especially at intersections and at the San Pablo Avenue Transit Hub area as well as Hubbard Street.
Along 40th Street, three bike injuries occurred at the intersection of 40th Street and Hubbard Street and one pedestrian injury. This intersection is a concern because it tees into an uncontrolled part of 40th Street where the two existing westbound lanes merge together into a single lane over the bridge. Drivers tend to speed through the merge to be the first to go over the bridge. Vehicles are also able to turn into Hubbard uncontrolled. The Project proposes fully closing vehicular access to and from 40th Street at Hubbard, except for emergency vehicles, to minimize the safety risk to bicycle riders. Cyclists coming down off the bridge on the newly constructed two-way separated Class IV bikeway will not need to worry about a vehicle exiting Hubbard and forgetting to look both ways.
Jennifer Harmon
October 28, 2024
At the signalized intersection of 40th Street and Horton Street another bike collision occurred as well as one further east at Emery Street. The Project will reduce the crossing length of 40th Street and will provide a protected intersection on the north side.
Pedestrian collisions occurred at the 40th Street signalized intersections with Hollis Street and Emery Street. Pedestrian crossing distances at these intersections will be decreased and directional curb ramps will be constructed, providing better visibility at these corners that have existing buildings at the back of the sidewalk.
Forty feet west of San Pablo Avenue there was a bike collision on 40th Street that could have been the result of a vehicle not looking for cyclists when pulling in and out of the on-street parking area or a vehicle parking and swinging their door open into a cyclist. The property fronting this area, Black & White Liquor, has excess off-street parking, but this on-street 20- minute maximum parking is available for customers who want to quickly access the liquor store.
City staff worked with the property owner to create an opening through the property’s fence so that customers will be able to park in the off-street parking and still quickly access the liquor store.
Within the San Pablo Avenue Transit Hub area, two bike collisions occurred on 40th Street, one at San Pablo Avenue and one at Adeline Street; a pedestrian collision also occurred at Adeline Street. The Transit Hub area has a high concentration of pedestrians and cyclists, in addition to a high concentration of vehicular traffic, including heavy bus traffic. The elimination of one traffic lane and the incorporation of the two-way cycle track, protected intersection improvements, improved pedestrian accessibility with shortened crossings, and enhanced bus stop waiting areas will all contribute to making the Transit Hub a safer and more comfortable environment.
The data shows a clear trend of high-risk intersections and midblock areas, particularly where visibility is poor, and vehicle speeds are high. Speeding, poor sight distance, inadequate traffic control devices, and conflicts between vehicles, pedestrians, and cyclists are common factors in these collisions. The Project’s comprehensive approach targets these specific issues by implementing measures such as lane reductions to calm traffic, protected bikeways to separate cyclists from vehicular traffic, removing vehicle movements at unsignalized intersections that conflict with pedestrians and bicycle riders, and enhanced signalization to improve compliance with traffic laws.
The Project’s design addresses each identified collision type and location with targeted safety improvements. For instance, merge and pedestrian conflict points at uncontrolled intersections will be mitigated by closing or controlling these access points. Enhanced pedestrian crossings will reduce crossing distances and improve visibility, addressing common collision points. The twoway cycle track and protected intersections will reduce conflict points between vehicles and cyclists, providing a safer environment for all nonmotorized users.
Jennifer Harmon
October 28, 2024
3.2 Vehicle Speed Implications
The Project incorporates a road diet reducing the number of motor vehicle lanes from two in each direction to one lane in the westbound direction. The change means that driving speeds will be determined by the drivers traveling at a slower speed, sometimes referred to as the “prudent driver.” On a street with two lanes each way drivers make lane changes to pass slower moving drivers and this tends to increase driving speeds along a corridor. The Project reduces the number of lanes to one lane in the westbound direction and so drivers are not able to change lanes to pass slower moving drivers.
Driving speeds with the Project are expected to decrease such that average driving speed before the Project becomes the 85th percentile speed after the Project’s road diet. This is because average driving speeds before the Project dictate the predominant speed when drivers are unable to pass slower moving drivers with the Project. The net benefit is a speed reduction of 4 to 6 miles per hour. Because speed is exponentially related to severe injuries and fatalities when a collision occurs, this speed reduction is meaningful for vulnerable road users in the corridor.
3.3 Sight Distance Implications
Currently, several intersections have narrow sidewalks with buildings that come up to the back of sidewalk, causing inadequate intersection sight distance. The sidewalks narrow to 4 feet in some areas where there is a history of pedestrian collisions, such as at Hollis and Horton Streets. There are also areas where proper daylighting at intersections is not provided, thus limiting visibility.
The Project improvements will resolve these sight distance and visibility issues by providing bulb outs and protected intersections, shifting the motor vehicle travel lanes away from the buildings, and red curbing intersections to the currently recommended distances of 20 feet minimum near side and far side of each intersection with a 30-foot minimum near side at each signalized intersection. These proven countermeasures will be effective in reducing collisions along the corridor: the Caltrans Local Roadway Safety Manual gives the following values for crash reduction factors: 1) NS11, "Improve sight distance to intersection" (Crash Reduction Factor = 20%).
3.4 Conflict Points
Currently, nonmotorized users, including pedestrians and cyclists, are proximate to high-speed vehicles with no protection. These conflicts occur midblock, at crossings, and at intersections. The highest kinetic energy risk (injury risk) occurs when speed and mass are high in a conflict with vulnerable road users. High speed locations include midblock, high speed right turns (with large radii), and high speed left turns (on and off the corridor where turns are not protected). These conflict points are exacerbated where heavy vehicles (trucks and buses) are also present.
The Project will address conflict severity by reducing speed throughout the corridor by 4 to 6 mph. To address midblock conflicts, the physical raised median that will be constructed to Jennifer Harmon
October 28, 2024
separate motorized and nonmotorized users on the north side of 40th Street will provide a significant benefit to pedestrians and cyclists. Pedestrians will be buffered from motorized traffic by the raised median and the two-way separated bikeway. Cyclists will be buffered from the motorized traffic by the raised median and green infrastructure improvements. Conflicts with buses will be addressed with bus stop enhancements and dedicated bus lanes. Finally, turning movement conflicts will be addressed with intersection geometry and signal adjustments to separate users in space and time. These proven countermeasures will be effective in reducing collisions along the corridor: the Caltrans Local Roadway Safety Manual gives the following values for crash reduction factors: 1) R34PB, "Install Separated Bike Lanes" (Crash Reduction Factor = 45%).
3.5 Compliance with Laws
The Project incorporates several design elements to prevent motorists from speeding and ensure compliance with California Vehicle Code 21209 VC, which prohibits vehicles from being driven in bicycle lanes. The Project introduces physically protected bicycle lanes with barriers, putting both eastbound and westbound bicycle riders on the north side of the street in a two-way separated bikeway, making it difficult for vehicles to encroach on these lanes. This separation enhances the safety of cyclists by clearly delineating the space for bicycles and motor vehicles. Additionally, the Project reduces the number of westbound vehicle travel lanes to a single lane. This design change significantly impacts driver behavior by eliminating opportunities to pass slower traffic, naturally calming traffic flow and reducing speeds. The narrower roadway and single westbound travel lane create a visual and physical environment that encourages drivers to adhere to the posted speed limit. The implementation of these measures, including the two-way protected bike lanes and reduced lane widths, not only discourages speeding but also promotes safer interactions between motorists and cyclists. By designing the roadway to control and moderate vehicle speeds, the Project ensures a safer, more predictable environment for all road users, aligning with the goals of improving safety and accessibility in Emeryville.
3.6 Adequacy of Traffic Control
Uncontrolled movements at unsignalized intersections on the north side of 40th Street (at Hubbard, Holden, Haven, and Watts) encourage vehicle encroachment into the crosswalk, bike lane, and parking as motorists look for a gap in traffic flow on 40th Street. Uncontrolled movements and permissive conflicts present significant risks, as they allow vehicles to move freely into crosswalks and bike lanes without dedicated signals or barriers that protect nonmotorized users, increasing the likelihood of crashes. This lack of control creates dangerous interactions. The Safe System hierarchy of proactive countermeasures to address kinetic energy risk emphasizes the need for physical separation and controlled movements to minimize risk of collisions and injuries.
AC Transit buses are adversely impacted by the traffic signal operations at Emery Street, San Pablo Avenue, and Hollis Street, illustrating the negative effects the current signal configuration Jennifer Harmon
October 28, 2024
has on near side bus stop operations. This inadequacy not only affects bus operations but also exacerbates conflicts with other road users, highlighting the need for improved, proactive, traffic controls.
On higher speed, higher volume roadways, vulnerable road users should be separated in space and time to ensure their safety. The current traffic controls along 40th Street are inadequate because they do not provide this essential separation, particularly where heavy vehicles such as trucks and buses interact with cyclists and pedestrians.
The Project incorporates several design elements to separate vulnerable users in space and time.
Uncontrolled turns at unsignalized intersections will be eliminated with full closures or minimized to right-turns only with partial closures, eliminating or minimizing vehicle encroachments into crosswalks and bike lanes. A key feature of the concept design is the traffic signal phasing on San Pablo Avenue. Due to high westbound right turning traffic volume, the right-turn should be protected with right-turn red, yellow, and green arrows. As a result, right turning traffic will not conflict with either bicycle or pedestrian movements crossing San Pablo Avenue, which would both go concurrently with the westbound motor vehicle through movement. Bicycle signal heads and phasing will further separate bicycle movements, where applicable.
3.7 Adequacy of Bike and Pedestrian Facilities
Currently, pedestrians and bicyclists using the corridor are confronted with Class II bike lanes with no intersection treatments or dedicated bicycle signal phasing, pedestrian facilities that do not meet accessibility standards, and inadequate crosswalks and sidewalks. As noted in Caltrans DIB 94 (https://dot.ca.gov/-/media/dotmedia/ programs/design/documents/dib-94-010224-a11y.pdf), Class II bike lanes are not appropriate for the speed and volume of the corridor. Additionally, the wide pedestrian crossings increase exposure, and the cross slopes do not meet the needs of community members with disabilities. Lack of bicycle treatments at intersections increases the risk of right-hook and left-hook bicycle-vehicle collisions at intersections.
The Project follows the Safe System Approach to proactively address vulnerable road user safety by reducing speed, removing conflicts, and separating users in space and time. The Project replaces the existing Class II bike lanes with Class IV bike lanes, which may reduce bicycle-vehicle crashes by up to 53% according to the California Local Road Safety Manual (LRSM). The addition of advance stop bars may reduce pedestrian crashes by up to 25%. The Project includes highvisibility crosswalks at all intersections, which may reduce vehicle-pedestrian crashes by up to 40%, and adds curb extensions to reduce pedestrian crossing distance. Bike boxes, green-backed sharrows, protected corners, and dedicated bicycle phasing reduce conflict at intersections by separating bicyclists from other road users in space and time. The Project reduces the number of vehicles crossing bicycle and pedestrian movements throughout the corridor, by up to 100% at Hubbard and Haven Streets. The Project will also improve accessibility by constructing a new accessible sidewalk on the west side of Hubbard Street and bringing the cross slopes of intersections into compliance with accessibility regulations.
Jennifer Harmon
October 28, 2024
3.8 Reduce Behaviors Leading to Crashes
Following the Safe System Approach, this Project seeks to create a self-enforcing design where “safe behaviors are the easy behaviors” and mistakes do not have lethal consequences. Behaviors that will be eliminated or reduced include speeding, right-hook crashes, contra-flow bicycle riding, and motorist encroachment into the bike lane. As noted above, the road diet is expected to reduce corridor speeds and reduce pedestrian crossing distances.
The two-way separated bikeway and increased multimodal accessibility at intersections will reduce contra-flow bicycle travel. The separation also provides a barrier that prevents moving vehicles from passing, loading, or parking in the bike lane. The Project separates users in time using protected left and right turn phases at high-volume conflict points, reducing crashes associated with turning movements.
3.9 Considerations for Two-Way Cycle Track
Strictly from a traffic engineering perspective, the average daily traffic, posted speeds, and observed speeds were assessed. Observed motor vehicle speeds exceeded 20 mph along the corridor and ADT was above 10,000. Caltrans guidance (DIB 94) recommends a Class I or Class IV bicycle facility for this speed and volume context. But when evaluating and selecting the bikeway facility type for the Project, multiple factors were considered to ensure the chosen design would best serve the community’s needs while addressing safety, accessibility, and connectivity concerns.
The decision to implement a two-way separated Class IV bikeway was influenced by several critical considerations. Community engagement has been a cornerstone of the Project's development since its inception. In 2018, a series of workshops, surveys, and public meetings were held to gather input on design options. These engagement activities included morning and evening pop-ups at bus stops, community workshops, and an online survey. Invitations were mailed to over 10,000 addresses in Emeryville and Oakland, ensuring broad participation.
Feedback from these sessions highlighted a strong community preference for a separated bikeway to enhance safety and encourage cycling.
Emeryville is an urban environment with high pedestrian and cyclist activity. The selected bikeway facility needed to reflect the urban context and support the City’s goals for active transportation.
The 40th Street corridor serves as a critical link between residential areas, commercial centers, and transit hubs, making it essential to provide a facility that caters to a diverse range of users, including commuters, families, shoppers, and recreational cyclists.
Safety was a paramount concern in the decision-making process. The corridor has experienced a considerable number of vehicle-cyclist and vehicle-pedestrian collisions, particularly at intersections. Community feedback underscored the need for a design that minimizes conflict points between vehicles and nonmotorized users. The two-way separated Class IV bikeway Jennifer Harmon
October 28, 2024
addresses these concerns by providing a physical barrier between cyclists and motor vehicles, thereby reducing the risk of collisions. In addition to the bikeway, the Project incorporates traffic calming measures to further enhance safety. The reduction of vehicle travel lanes and the implementation of full and partial closures at unsignalized intersections were designed to slow traffic and create a more predictable environment for all users. These measures complement the Class IV cycle track by ensuring that motor vehicles operate at safer speeds along the corridor.
Even with closures, the two-way Class IV cycle track could be integrated into the existing right-ofway without significant roadway widening or the removal of essential pedestrian amenities.
4. Multimodal Operations
4.1 Methodology
The multimodal operations analysis was prepared using Vissim multimodal microsimulation software, which provides outputs for a range of measures of effectiveness (MOE). The MOEs calculated from the Vissim model were based on an average of 10 simulation runs to account for random vehicle, pedestrian, and bicycle arrivals. Conditions for weekday PM commute peak hour were modeled and the results documented. The model used new multimodal traffic counts taken for all study intersections in January 2023 and in March 2024, and reflect the recently opened Chick-fil-A on the southwest corner of Horton Street at 40th Street. The model also included traffic from yet to be built major development projects including buildout of the Sherwin Williams and BMR developments. Two alternatives were evaluated, and Attachment C provides the multimodal traffic volumes used in the analysis.
• Alternative 1 (2025 Forecast) – Existing traffic volumes plus traffic from approved major development projects yet to be built. This includes buildout of the Sherwin Williams and BMR sites with 2023 geometrics and traffic signal operations. • Alternative 2 (Modified Project) – Same traffic volumes as Alternative 1 with the Project geometry approved by City Council in July 2023, including unsignalized side street closures and optimized traffic signal operations.
4.1.1 Vissim Model
Multimodal operations for pedestrian, bicycle, motor vehicle, and transit travel modes were modeled during the weekday PM commute peak hour. Bicycle, pedestrian, and vehicle volumes were loaded into the model to simulate how individual bicycles, pedestrians, buses, trucks, and cars interact with transit along the 40th Street corridor. Buses entered and exited the network according to posted bus times on AC Transit and Emery Go-Round (EGR) websites.
Jennifer Harmon
October 28, 2024
The Vissim model was validated to the City of Emeryville’s citywide Synchro software network and field observations. Both software platforms (Vissim and Synchro) use the methods outlined in the Highway Capacity Manual (HCM) to evaluate multimodal traffic operations.
The Vissim model accounts for intersections interacting with each other across the length of the corridor while the Synchro model looks at each intersection in isolation. The increase in vehicle delay is especially important at the San Pablo Avenue and 40th Street intersection where, during the PM peak hour, vehicle queues spill back to upstream intersections. The Vissim model captures the effect of this spillback on upstream intersection operations, leading to results that better reflect field observations.
Given the bus stop modifications analyzed with this Project, special focus was placed on simulating transit operations in the corridor for the AC Transit and Emery Go-Round (EGR) services. At existing stops with width for cars to pass, buses were assumed to pull up to the curb and out of the travel lane, allowing vehicles to pass. This requires the bus to merge back into traffic after completing the stop, which is consistent with field observations. Bus dwell times, defined as the time when a bus is stationary with doors open at a stop, were based on field observation averages. Based on observations, AC Transit buses have longer dwell times than EGR buses. This is likely because AC Transit buses require passengers to pay fares individually during boarding, which increases dwell time. EGR service does not require a fare; therefore, the boarding process is faster. The model used average dwell time for AC Transit and EGR buses. 2 The dwell time for all buses in the model is constant because the objective of this analysis is to compare the location and type of stops on the corridor between existing and Plus Project conditions and their respective impact on multimodal operations. By keeping dwell time constant, the maneuvering time into and out of each stop becomes the analysis focus, which aligns with the goal of analyzing the location and type of stops on the corridor. For AC Transit buses the dwell time is 12 seconds; for EGR buses the dwell time is 8 seconds.
All buses were assumed to stop on 40th Street at the San Pablo Avenue and Emery Street stops, while buses stop 50% of the time at all other stops on the corridor. This assumption provides enough data to perform a comprehensive stop analysis and captures the lower observed stop rate at the other stops on the corridor.
The calibrated Vissim model used for the 40th Street Multimodal Project – Multimodal Transportation Analysis (August 2023) was used for this analysis. The model was expanded to include the following additional intersections on Park Avenue, north of 40th Street, to assess travel times and traffic operations with the Project and the unsignalized side street closures. The added Park Avenue intersections are:
2 Wheelchair loading was not considered in the model. If a bus is stopped 8 to 10 minutes for wheelchair loading this would mean that the bus-only lane is blocked and buses behind the stopped bus would enter the adjacent travel lane to go around the stopped bus.
2201 Broadway | Suite 602 | Oakland, CA 94612 | (510) 834-3200 | Fax (510) 253-0059 www.fehrandpeers.com
• Park Avenue at Hubbard Street
• Park Avenue at Holden Street
• Park Avenue at Haven Street
• Park Avenue at Harlan Street
• Park Avenue at Watts Street
• Park Avenue at Emery Street
• Park Avenue at San Pablo Avenue
4.2 Measures of Effectiveness
Three evaluation metrics were used to develop and evaluate the Project for transit service in the corridor: bus maneuvering time into and out of stops, end-to-end travel time on 40th Street, and intersection level of service.
4.2.1 Bus Maneuvering Time
Bus maneuvering time focuses on the behavior of buses at bus stops and was calculated according to the following equations:
• Total Delay = (Bus Travel Time – Free Flow Time)
• Maneuvering Time = Total Delay – Dwell Time
Free flow time is the time the bus would take to travel through the bus stop area if it did not stop at the bus stop. Free flow time was calculated based on the link segment distance that contains the bus traveling at the posted speed. Bus travel time is output by Vissim and is the actual time it takes the bus to travel the bus stop link segment distance, including time spent stationary at the curbside bus stop and time to merge in and out of the travel lane. Total delay is the difference between bus travel time and free flow time and represents the amount of time the bus spends making the stop. Dwell time is also output by Vissim. For this study, this time was kept fixed based on field observations. Maneuvering time is the difference between total delay and dwell time and represents the amount of time the bus spends merging out of and into traffic at each bus stop.
4.2.2 End-to-End Travel Time
End-to-end travel time is the actual time vehicles spend in the study corridor and is a measure of travel time performance. This metric is calculated for vehicles traveling eastbound and westbound on 40th Street between the IKEA Entry intersection and Yerba Buena Avenue intersection with 40th Street, about 650 feet east of Adeline Street, and vice versa. The analysis includes the auto/ truck vehicle class and the bus vehicle class i.e., AC Transit and EGR. Note that the findings in this memorandum subdivide the end-to-end travel time to include travel time through the transit hub, travel time west of the transit hub, and travel time east of the transit hub.
4.2.3 Level of Service
Roadway facility operations are typically described with the term level of service (LOS), a qualitative description of traffic flow based on factors such as speed, travel time, delay, and Jennifer Harmon
October 28, 2024
freedom to maneuver. Six levels are defined from LOS A, which reflects free-flow conditions with little interaction between vehicles, to LOS F, where the vehicle demand exceeds the intersection capacity and elevated levels of vehicle delay result. LOS E represents “at-capacity” operations. LOS F occurs when traffic volumes exceed the intersection capacity, stop-and-go conditions result, and a vehicle may wait through multiple signal cycles before passing through the intersection.
4.3 Analysis Results
The following figures and tables present the identified performance metrics in the 40th Street corridor under the three alternatives evaluated.
4.3.1 Bus Maneuvering Time
Figure 2 illustrates the bus maneuvering times from the analysis for the two alternatives.
Overall, the analysis shows that near side stops adjacent to a traffic signal have longer maneuvering times because buses have a harder time merging back into the travel lane. Since the stop is located near side of the intersection, traffic signal related delays and queues affect the maneuvering time. Under Alternative 1, the near side eastbound bus stop at 40th Street at Emery Street has the longest maneuvering time.
Under Alternative 2, the delay at the westbound bus stops on 40th Street approaching San Pablo Avenue increase compared to conditions without the Project. The degradation of service at these stops is due to buses leaving the stop that may experience additional delay if the traffic signal indication at San Pablo Avenue for the westbound right turn lane is red. The westbound right turn signal indication is a protected phase to physically separate right turning traffic from the pedestrian and bicyclist crossings. The Harlan near side stops are removed with the Project. The remainder of the bus stops would maintain their maneuvering time with the Project.
Figure 2: PM Peak Average Bus Maneuvering Times along 40th Street Jennifer Harmon
October 28, 2024
4.3.2 Corridor Travel Times
This section presents the directional travel times for the weekday PM commute peak hour for Alternative 1 and Alternative 2, by AC Transit / EGR buses and by autos / trucks. Travel time incorporates the average of all vehicles traveling the corridor and includes the travel time between intersections, the time while slowing or stopped at traffic signals, and the time spent maneuvering/(un)loading at bus stops. Travel times were calculated for the following:
• Buses, autos, and trucks traveling eastbound and westbound on 40th Street:
◦ Between IKEA Entry and San Pablo Avenue
◦ Through the Transit Plaza (between San Pablo Avenue and Adeline Street) ◦ Between Adeline Street and Yerba Buena Avenue
• Buses, autos, and trucks traveling northbound and southbound on San Pablo Avenue between 47th Street to 36th Street.
Attachment D presents the Weekday PM commute peak hour average speed plots for buses and autos/trucks to visualize the low-speed zones within the study corridor.
4.3.2.1 Bus (AC Transit and EGR combined) Travel Times
Under Alternative 2, the following travel time findings were identified from the detailed travel times shown in Table 1a.
Table 1a: 40th Street Travel Times (Buses Combined) –
Alternative 1 versus Alternative 2
Direction
PM Commute Peak Hour Travel Time
(minutes)
Alt 1 Alt 2 Change (Seconds)
40th
WB
Yerba Buena Avenue to Adeline Street 0.5 0.7 + 6 seconds Transit Plaza – (Adeline Street to San Pablo Avenue) 1.5 1.6 + 6 seconds San Pablo Avenue to IKEA 5.4 5.6 + 12 seconds
40th
EB
IKEA to San Pablo Avenue 7.6 6.4 - 72 seconds
Transit Plaza – (San Pablo Avenue to Adeline Street) 0.8 0.9 + 6 seconds Adeline Street to Yerba Buena Avenue 0.3 0.3 No change
San Pablo Avenue SB (47th Street to 36th Street) 4.5 5.0 + 30 seconds San Pablo Avenue NB (36th Street to 47th Street) 2.8 3.4 + 36 seconds Source: Fehr & Peers, October 2024.
Jennifer Harmon
October 28, 2024
4.3.2.1.1 Westbound 40th Street
Within the Transit Plaza between San Pablo Avenue and Adeline Street, westbound travel times for combined buses is anticipated to increase about 6 seconds compared to Alternative 1 No Project, because buses travel with the protected right-turn phase, and must wait for the right-turn signal to be able to cross the intersection.
East of the Transit Plaza, westbound combined bus travel times increase about 6 seconds (between Yerba Buena Avenue and Adeline Street) because buses, autos, and trucks share one westbound lane east of Adeline Street.
West of the Transit Plaza between San Pablo Avenue and IKEA, the westbound travel times increase about 12 seconds because buses, autos, and trucks share both westbound lanes between San Pablo Avenue and Emery Street. Autos and trucks must share the bus lane because of the dual left-turn lane from San Pablo Avenue onto westbound 40th Street. Auto and truck traffic from the dual left turn lanes merge into the single westbound lane on 40th Street after the Emery Street intersection.
4.3.2.1.2 Eastbound 40th Street
Within the Transit Plaza between San Pablo Avenue and Adeline Street, eastbound travel times for combined buses is anticipated to increase about 6 seconds compared to Alternative 1 No Project.
The increase in time spent within the Transit Plaza is due to a slight increase in bus stop delays because the buses stop in the bus only lane, whereas with Alternative 1 the buses pull out of the lane to stop.
East of the Transit Plaza, eastbound combined bus travel times remain unchanged (between Adeline Street and Yerba Buena Avenue).
West of the Transit Plaza between IKEA and San Pablo Avenue, the eastbound bus travel times improve by 72 seconds compared to Alternative 1 because the Project provides a bus only lane, removing auto and truck traffic congestion from bus flows.
4.3.2.1.3 San Pablo Avenue
Along San Pablo Avenue, between 36th Street and 47th Street, the bus travel times increase by 30-36 seconds under Alternative 2, because the signal optimization at 40th Street was adjusted to reflect the protected westbound right-turn lane signal phase.
4.3.2.2 Auto / Truck Travel Times
Under Alternative 2, the following travel time findings were identified. Refer to Table 1b for the detailed travel times.
Jennifer Harmon
October 28, 2024
Table 1b: 40th Street Travel Times (Autos and Trucks) – Alternative 1 versus Alternative 2
Direction
PM Commute Peak Hour Travel Time
(minutes)
Alt 1 Alt 2 Change (Seconds)
40th
WB
Yerba Buena Avenue to Adeline Street 0.5 0.6 + 6 seconds Transit Plaza – (Adeline Street to San Pablo Avenue) 1.1 0.8 - 18 seconds San Pablo Avenue to IKEA 3.4 3.7 + 18 seconds
40th
EB
IKEA to San Pablo Avenue 5.6 5.8 + 12 seconds
Transit Plaza – (San Pablo Avenue to Adeline Street) 0.4 0.3 - 6 seconds Adeline Street to Yerba Buena Avenue 0.3 0.3 No change
San Pablo Avenue SB (47th Street to 36th Street) 3.1 3.6 + 30 seconds San Pablo Avenue NB (36th Street to 47th Street) 2.2 2.3 + 6 seconds Source: Fehr & Peers, October 2024.
4.3.2.2.1 Westbound 40th Street
Within the Transit Plaza between San Pablo Avenue and Adeline Street, westbound travel times for autos and trucks is anticipated to improve by about 18 seconds compared to Alternative 1 No Project. The decrease in time spent within the Transit Plaza is because the bus-only lane separates bus maneuvers to / from the bus stops from westbound vehicles traveling through the intersection as well as signal optimization for westbound 40th Street to accommodate the protected right-turn phase.
East of the Transit Plaza, autos and trucks westbound travel times are expected to increase by 6 seconds (between Adeline Street and Yerba Buena Avenue) because buses and autos share one westbound lane east of Adeline Street under the Project.
West of the Transit Plaza between San Pablo Avenue and IKEA, the westbound travel times are expected to increase by 18 seconds because the Project removes one westbound travel lane for vehicles and trucks.
4.3.2.2.2 Eastbound 40th Street
Within the Transit Plaza between San Pablo Avenue and Adeline Street, eastbound travel times for autos and trucks is anticipated to improve about 6 seconds compared to Alternative 1 No Project, since the bus-only lane prevents buses maneuvering in / out of bus stops from disrupting vehicular travel.
East of the Transit Plaza, autos and trucks eastbound travel times remain unchanged (between Adeline Street and Yerba Buena Avenue).
Jennifer Harmon
October 28, 2024
West of the Transit Plaza, between IKEA and San Pablo Avenue, the eastbound travel times are expected to increase by about 12 seconds compared to Alternative 1 because the Project has one eastbound through lane approaching San Pablo Avenue.
4.3.2.2.3 San Pablo Avenue
Along San Pablo Avenue, between 36th Street and 47th Street, the southbound auto and truck travel time increases by 30 seconds and the northbound increases by 6 seconds under Alternative 2, because the signal optimization at 40th Street was adjusted to reflect the protected westbound right-turn lane signal phase.
4.3.3 Level of Service and Delay Analysis
Intersection operations during the PM commute peak hour are presented in Table 2 on the following page. All intersections operate at LOS D or better with Alternative 1 and Alternative 2.
The San Pablo Avenue / 40th Street intersection operations are expected to be similar between the two alternatives because of signal optimization which balances the delay across the intersection approaches. While the Emery Street intersection operations are expected to deteriorate from LOS C to D because green time is prioritized for the 40th Street movements.
Attachment E provides the intersection analysis worksheets.
5. Appendix
Attachment A Modified Project Striping Plan
Attachment B Transportation Committee and Council Agenda Items Attachment C Alternatives 1 and 2 Peak Hour Intersection Multimodal Traffic Volumes Attachment D Alternatives 1 and 2 Corridor Speed Plots
Attachment E Intersection LOS and Delay Calculation Worksheets Jennifer Harmon
October 28, 2024
Table 2: Intersection Level of Service and Delay – PM Commute Peak Hour – Alternative 1 versus Alternative 2
ID Intersection Control 1
Alternative 1 Alternative 2
Delay 2 LOS 2 Delay 2 LOS 2
1 Adeline St/40th St Signal 24 C 33 C
2 San Pablo Ave/40th St Signal 46 D 46 D
3 Emery St/40th St Signal 26 C 53 D
4 Watts St/40th St3 Side-street Stop 8 (EB 16) A (C) -- -- 5 Harlan St/40th St Signal 10 A 15 B
6 Haven St/40th St3 Side-street Stop 1 (SB 9) A (A) -- -- 7 Hollis St/40th St Signal 37 D 28 C
8 Holden St/40th St Side-street Stop 3 (SB 20) A (C) 4 (NB 9) A (A) 9 Horton St/40th St Signal 39 D 41 D
10 Hubbard St/40th St Side-street Stop 8 (NB 14) A (B) 5 (NB 8) A (A) 11 Shellmound St/IKEA
Entrance Signal 19 B 8 A
12 San Pablo Ave/Park Ave Signal 11 B 11 B
13 Emery St/Park Ave Side-street Stop 5 (NB 18) A (C) 5 (NB 19) A (C) 14 Watts St/Park Ave All-way Stop 7 A 8 A
15 Harlan St/Park Ave Side-street Stop 2 (NB 11) A (B) 2 (NB 11) A (B) 16 Haven St/Park Ave Side-street Stop 1 (NB 14) A (B) 1 (NB 14) A (B) 17 Hollis St/Park Ave Signal 14 B 15 B
18 Holden St/Park Ave Side-street Stop 3 (NB 11) A (B) 3 (NB 10) A (B) 19 Horton St/Park Ave All-way Stop 10 B 10 B
20 Hubbard St/Park Ave Side-street Stop 3 (NB 12) A (B) 4 (NB 12) A (B) 21 San Pablo Ave/45th Ave Signal 10 A 8 A
22 Hollis St/45th Ave Signal 11 B 11 B
Notes:
1. Signal = Signalized intersection.
2. For signalized intersections, average intersection delay and LOS based on the 2010 HCM method is shown. For side-street stop-controlled intersections, delays for worst movement and average intersection delay are shown.
3. Unsignalized side street intersections at 40th Street to be closed in Alternative 2.
Source: Fehr & Peers, October 2024.
Attachment A:
Modified Project Striping Plan
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C A L I F O R N I A
M E M O R A N D U M
DATE: July 18, 2023
TO: Paul Buddenhagen, City Manager
FROM: Mohamed Alaoui, Public Works Director
SUBJECT: 40th Street Multimodal Project:
Resolution Of The City Council Of The City Of Emeryville Approving Concept Closing Unsignalized Intersections On The North Side Of 40th Street (Watts, Haven, Holden, and Hubbard) As Part Of The 40th Street Multimodal Project; And/Or
Resolution Of The City Council Of The City Of Emeryville Approving Addition Of New Scope Of Work (Exhibit A-1) Related To Additional Design Work For Unsignalized Intersections On The North Side Of 40th Street As Part Of The 40th Street Multimodal Project Into The Professional Services Contract With Diablo Engineering Group; And/Or
Resolution Of The City Council Of The City Of Emeryville Approving Addition Of New Scope Of Work (Exhibit A-2) Related To Design Of The 40th Street Multimodal Project Phase 2: Bay Trail Gap Closure (CIP No. SUT-05) Into The Professional Services Contract With Diablo Engineering Group; And
Resolution Of The City Council Of The City Of Emeryville Authorizing The City Manager To Execute A First Amendment To The
Professional Services Contract With Diablo Engineering Group For Additional Services As Described In Exhibit(s) ___________, Increase The Total Compensation By $___________, For A Total Amount Not To Exceed $___________
RECOMMENDATION
Staff recommends that the City Council adopt the above-entitled resolutions.
BACKGROUND
The 40th Street Multimodal Project (“Project”) is a significant initiative undertaken by the City of Emeryville to improve transportation conditions for bus riders, pedestrians, and cyclists. The project focuses on the redesign of 40th Street, as well as sections of San Pablo Avenue and Shellmound Street, with the aim of enhancing connectivity, safety, and efficiency for various modes of transportation.
This Project holds significant importance as 40th Street has been designated as a major Transit Street and Regional Retail Access Route, serving as a vital multimodal 40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023
connector within Emeryville. It plays a critical role in providing access to employment opportunities, essential services, and regional transit hubs/destinations, including the MacArthur BART Station, San Pablo Avenue, and the Bay Trail.
The suite of improvements proposed in the Project include the implementation of dedicated bus-only lanes in both directions along 40th Street, aimed at reducing travel time for buses and optimizing transit efficiency. Furthermore, a two-way Class 4 separated bikeway will be established, running from Adeline Street to the Bay Bridge Trail. This dedicated bikeway aims to enhance safety for cyclists while also promoting active transportation and improving accessibility. Lastly, to ensure pedestrian safety, the Project incorporates improvements at eleven intersections along the route. These enhancements encompass various measures such as traffic calming measures, enhanced crosswalks, and the installation of bus boarding islands and shelters.
On March 3, 2020, the City Council approved the conceptual design of the Project and found it to be exempt from the California Environmental Quality Act. As part of the resolution, City Council added items for consideration in the final engineering design phase which included a feasibility analysis of closing unsignalized cross streets on the northside of 40th Street.
The City of Emeryville has made significant progress in advancing the Project since City Council’s concept approval in March 2020. In 2021, the City received $3,174,000 for the Design Phase from Alameda CTC for transit improvements and from the statewide Active Transportation Program for pedestrian and bicycle improvements. In 2022, the City received $3,800,000 from the statewide Affordable Housing and Sustainable Communities Program for construction of a transportation project to support infill and compact developments that reduce greenhouse gas emissions. Lastly in May 2023, the City received notice that they will be awarded $8,376,000 from Alameda CTC's Comprehensive Investment Program 2024 which covers the remaining construction funding gap for the Project.
In August 2022, the Public Works Department issued a Request for Proposals for "Professional Design Services for the 40th Street Transit-Only Lanes And Multimodal Enhancements Project." Two consultant teams submitted proposals, demonstrating a detailed understanding of the project, strong team composition, and technical expertise from past projects. After careful evaluation, City staff identified Diablo Engineering Group (“Diablo Engineering”) as the most suitable consultant, considering their approach, experience, and understanding of the City's requirements.
Following the evaluation process, City staff engaged in negotiations with Diablo Engineering, adhering to the Local Assistance Procedures Manual (LAPM) guidelines.
Minor scope changes were incorporated into the original proposal, and these adjustments were outlined in the task breakdown summary as shown in Attachment A – Original Professional Services Contract. The Contract was approved at City Council on November 15, 2022 (Resolution No. 22-154) and the Contract was executed on January 13, 2023.
40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023
DISCUSSION
Progress to Date
Diablo Engineering, and their project team, has been diligently working on the 35% design plans for the Project and recently completed a traffic feasibility analysis that was presented to the Transportation Committee on May 9, 2023. They will continue to progress with their design work throughout 2023 and they expect to be 100% complete with the design phase in Spring/Summer 2024.
First Resolution – Approval Of Concept Closing Unsignalized Intersections On The North Side Of 40th Street (Watts, Haven, Holden, and Hubbard) In March 2020, City Council instructed Staff to conduct a traffic feasibility study for full and partial closures of the unsignalized streets that connect to 40th Street from the north (Watts, Haven, Holden, and Hubbard). In early 2023, Fehr & Peers (a subconsultant to the Diablo Engineering team) completed a traffic feasibility analysis as one of the first items of work for the design phase of the Project. The results of the analysis were shared with the Emeryville Transportation Committee on May 9, 2023.
In the traffic feasibility analysis, the team studied various circulation alternatives along the corridor with and without closures of unsignalized intersections. All the signalized intersections in the Project area were found to operate with some congestion with average delays except for one intersection. The San Pablo Avenue intersection with 40th Street would continue to operate with significant congestion and delays, without a significant change from the project. The analysis went on to show that the extent of vehicle queuing on 40th Street would experience no significant change regardless of whether the unsignalized intersections on the north side of 40th street are fully closed or open.
At the Transportation Committee meeting, Staff received positive feedback on the overall project, circulation/traffic pattern changes, and the concept of green infrastructure and parklet opportunities if the unsignalized streets were closed off to vehicular traffic. The Committee made a motion to forward the concept of closing unsignalized intersections on the north side of 40th Street (Watts, Haven, Holden, and Hubbard) to City Council. This is the first resolution attached to this staff report.
Second Resolution – Addition Of New Scope Of Work Related To Additional Design Work For Unsignalized Intersections On The North Side Of 40th Street (Exhibit A-1)
Given the progress made thus far and the need for additional work related to the unsignalized intersections, Staff recommends extending the design contract with Diablo Engineering to include the following:
Exhibit A-1 (Additional design work for unsignalized intersections) – Total cost of $120,232.00
40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023
o These tasks will involve the preparation of a final traffic analysis, environmental studies, and civil designs for the additional design work needed for the unsignalized intersections on the north side of 40th Street within the original “Phase 1” Project limits (Adeline Street to IKEA Entrance).
o The “Phase 1” Project including Exhibit A-1 is fully funded through various grant programs for Design and Construction Phases.
Third Resolution – Addition Of New Scope Of Work Related To Design Of The 40th Street Multimodal Project Phase 2: Bay Trail Gap Closure (Exhibit A-2) On July 21, 1999, the Emeryville Public Financing Authority issued revenue bonds in the amount of $14,420,000 to acquire three outstanding series of bonds that had been issued by the City of Emeryville including West Emeryville Assessment District Limited Obligation Refunding Bonds, Bay-Shellmound Street Extension Assessment District Limited Obligation Refunding Bonds, and the Assessment District 1993-1 (East Bay Bridge Center) Limited Obligation Refunding Bonds. The 1999 Emeryville Public Financing Authority Revenue Bonds were paid in full in September 2021. However, a fund balance of $1.07 million remained.
On February 7, 2023, City Council authorized the establishment of a capital improvement fund to be used for public improvements or the maintenance of public improvements within the area for which the Bay Street-Shellmound bonds were issued, and City Council authorized the transfer of the $1.07 million in remaining funds to this capital improvement fund (Fund 441).
On June 6, 2023, City Council approved the Capital Improvement Program for Fiscal Years 2023-2024 through 2027-2028 (“CIP”). Included within the CIP is Project No.
SUT-05, 40th Street Multimodal Project Phase 2: Bay Trail Gap Closure, which was assigned the 1.07 million in Fund 441.
The “Phase 2” Project is aligned with local planning efforts through our Active Transportation Plan and Sustainable Transportation section from the CIP. Additionally, it is consistent with goals and policies at the regional level with the Countywide Transportation Plan (from Alameda CTC), Plan Bay Area 2050 (from MTC), and Bay Trail Gap Closure Implementation Plan (from MTC).
As shown in Attachment C, the original “Phase 1” Project limits connect the equity priority communities to the east of San Pablo Avenue with the Bay Trail entrance across the railroad tracks. The proposed “Phase 2” Project extends the multimodal corridor to Emeryville’s Central core area where residents can connect to job centers, shopping areas, and more recreational opportunities.
Additionally, this extended portion of the “Phase 2” Project connects to other active transportation facilities including our South Bayfront Bridge. The bridge connects across the railroad tracks to the large Sherwin Williams Site and a newly built 3.5-acre park. At the southerly end of the 40th Street Phase 2 Project, there is a connection to the 40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023
regional Bay Trail landing point. At the North end at the Shellmound/Christie Avenue intersection, the Project closes the last remaining gap of the regional Bay Trail in Emeryville.
Combining the delivery of the “Phase 1” and “Phase 2” Projects represents an efficient use of Staff resources. It also ensures that the two phases are designed in an integrated fashion with ease. If “Phase 2” were delivered as a separate project, there would be a multi-year delay before the design would be completed and greater difficulty in ensuring the integration of the two designs. Furthermore, by designing “Phase 2” now, it puts us in a better position to seek grant funds for the associated Phase 2 construction phase.
Staff recommends extending the design contract with Diablo Engineering to include the following:
Exhibit A-2 (Phase 2 Design) – Total cost of $656,440.00 o These tasks will encompass the preparation of a final traffic analysis, environmental study, and civil designs for the "Phase 2” Project. This extension will expand the “Phase 1” Project limits by 0.5 miles northward as described in CIP No. SUT-05.
o Staff recommends funding Exhibit C with funds from Fund 441 in CIP No.
SUT-05.
Fourth Resolution – 1
st Amendment Professional Services Contract for Diablo
Engineering
The approved resolutions will determine the total amount of the 1st Amendment Professional Services Contract with Diablo Engineering. This may include:
Exhibit A-1: Total cost of $120,232.00
Exhibit A-2: Total cost of $656,440.00
Or Exhibit A-1 + A-2: Total cost of $776,672.00
By executing a 1
st Amendment to the Professional Services Contract with Diablo Engineering, incorporating the additional scopes of work (Exhibit A-1 and A-2), the City will ensure comprehensive support during the design and bidding phases, as well as the successful implementation of the Project's various elements. 40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023
Community Outreach Efforts
In an effort to ensure transparent and inclusive communication, City staff has actively engaged with the public regarding the Project. Recognizing the importance of gathering feedback and addressing concerns, the following outreach efforts have been undertaken:
Project Mailers
o Staff distributed six hundred and twelve (612) project postcards to residents and businesses within a ¼ mile radius of the 40th Street and Park Avenue corridors.
o Additionally, four hundred and fifty-four (454) individual addresses directly on the 40th Street and unsignalized street corridors were sent project mailers which had more information/graphics than the postcard, and eleven (11) mailers were delivered in person to assure delivery when “return to sender” was received.
o The mailers provided an informative resource with essential details about the project and its potential impacts on the local community. Included in the information was a dedicated project phone line and email to collect input and feedback from residents and businesses in the area. A link to the project web page for further information was also provided. Residents and businesses in closer proximity received the project mailer with more details about the proposed closures of unsignalized intersections so they would be aware of access changes that more directly affect them. In-Person Outreach Meetings and Phone Calls
o Throughout the month of June and into early July, Staff and their consultants have conducted seven (7) in-person outreach meetings where presentations and materials were shared. The team has engaged in phone calls with nine (9) representatives of residents and/or businesses situated in the Project area. These interactions have provided an opportunity for stakeholders to voice their opinions, seek clarifications, and share their concerns directly with the project team. Staff members have actively listened to the feedback received, taking note of valuable insights, and will be considering their input in the ongoing project development. Email Correspondence:
o In addition to the targeted outreach mentioned above, the Project team has been responsive to six (6) inquiries received from residents and businesses who responded to the project mailer via email. Through a dedicated project email address, staff has provided information, addressed queries, and ensured that the concerns of the community are acknowledged and considered.
Resulting Community Input
During the outreach to date, City staff and their consultants have followed up the mailings in the areas near to the proposed intersection closures with phone calls, 40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023
dropping off flyers, and making drop-in contacts with business and property owners, and management and leasing companies. Some stakeholders have not provided responses.
The following is a summary of input from the community as of the date the report was drafted.
Negative Input
1. Community members not directly located at the proposed unsignalized closure streets have expressed concerns regarding the potential increasing traffic on Park Avenue and signalized side streets. Some also expressed concerns about congestion that will result from the previously approved based scope of the 40th Street Project.
2. Some oppose the project due to concerns about potential impact on property values and development potential.
3. There is no convenient way to return to Hubbard Street if a customer misses the signalized right turn at Horton Street, and several businesses expressed concerns about the closures complicating customer access to their businesses.
4. Several business owners expressed serious concerns about accessing their loading docks; especially for larger trucks on Hubbard and Holden Street. Large trucks already have limited access at loading docks due to street width.
5. Necessary adjustments to curb markings to ensure truck access after the street closures may impact street parking for business customers and employees.
6. Retail access from pass-by trips on the frontage of 40th Street will be significantly reduced.
Staff Comment on Negative Input
1. Vehicular traffic on the overall network will experience acceptable levels of congestion, see earlier discussion of traffic analysis.
2. There are numerous recent and proposed developments in Emeryville that have vehicular access similar to that which will result from the 40th Street Project.
3. This can be addressed with wayfinding signs and collaboration with businesses for them to provide information on their websites, and reviewing wayfinding results from Waze and similar apps.
4. The Project Team has analyzed truck turning movements with the closures in place. Results show that access appears to be feasible, albeit less flexible, and requiring additional red curb and removing existing truck restrictions on Park Avenue. Discussions with business and property owners are continuing.
5. While less convenient and further away, on-street parking is available in the surrounding street network.
6. This can be addressed with wayfinding signs and collaboration with businesses for them to provide information on their websites, and reviewing wayfinding results from Waze and similar apps. 40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023
Positive Input
Public green spaces at the end of the streets have been well-received by several businesses and residents, as an open space amenity, opportunity for public art, and improved community environment.
1. The closure of Haven St. is gaining support from residents, who have suggested utilizing the closed space for weekend and evening activities. The reduced vehicle activity at after-hours provides opportunities for several types of open space activation.
2. Some business owners see the potential value of the bicycle, pedestrian, and green space improvements as a benefit to their business and property values.
3. Several businesses have employees who already bike to work and walk to services in the area. They see that the bicycle infrastructure will enhance their commute and improve safety and comfort for them when walking or biking in the Park Avenue District.
4. Certain businesses have suggested placing art in the parklet areas.
Staff Comment on Positive Input
1. The City currently issues block party permits throughout the year, and this will make it easier to hold events in a safe defined space.
2. In general, studies have shown that bicycles and pedestrians visit business more frequently than single occupancy auto visits. Actual statistics for a particular business may vary.
3. The project improvements will encourage other employees to bike or take transit to work.
4. Staff is open to working with the Public Art Committee on art opportunities Project wide.
Additional Nuanced Input
1. Some businesses have voiced support for the safety benefits and parklet activation opportunities of the closure sites, but are concerned that Park Avenue cannot support the diverted truck traffic.
2. Several community members and businesses have shown support for the multimodal improvements on 40th Street and are accepting of the reduction in parking. However, their concerns primarily revolve on how the street closures would affect loading and customer access issues.
3. A business owner provided positive feedback of the closure to most vehicles while expressing a desire to retain the option of using emergency exits for semitruck deliveries on an occasional basis.
4. Residents next to closure sites are in support of the activation of the space for green infrastructure and parklet ideas, but they are worried about the maintenance and security of the area.
Staff Comment on Nuanced Input
40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023
1. In order to ensure truck access to affected businesses, it will be necessary to remove turn restrictions for trucks on Park Avenue. Minor modifications to curbs on Park Avenue will also be needed and additional parking may be removed on the closure streets to accommodate trucks turning into and out of loading areas.
2. Discussions and design refinements are on-going. The City is investigating all solutions to ensure loading activity remains feasible.
3. Emergency vehicle access is for the exclusive use of emergency vehicles.
However, use of emergency access “aprons” similar to driveway/sidewalk areas of the street right of way to facilitate truck turning movements is acceptable.
4. The City will need to assign funds for regular maintenance of the new facilities that are built. The Project team will consult with Emeryville PD on site layout and lighting levels.
The City remains committed to fostering open lines of communication and encourages ongoing public engagement throughout the remaining phases of the Project. This is demonstrated by the extent of public outreach to date. By actively involving the community in the design process, staff aims to ensure that the Project will reflect the needs and priorities of the residents and businesses it serves.
Upcoming Project Schedule and Milestones
Spring - Summer 2023: Preliminary Design
o Feasibility/Traffic Study
o Committee Reviews and City Council Approvals
o Community Outreach and Engagement
Summer 2023: Stakeholder and Committee Reviews of 35% Design Spring 2024: Council Approval to Advertise Bids (and other items as necessary) ATP state funding project approval
Summer 2024: 100% Plans Complete
Fall 2024: Construction Begins
Late 2025: Construction Completion
FISCAL IMPACT
40th Street Multimodal Project (CIP No. T-13)
The original Professional Services Contract with Diablo Engineering Group (Attachment A) is written to not exceed $2,198,806.84. Items of work as described in Exhibit B are eligible expenses under the current grant funding programs that are funding the design phase of the 40th Street Multimodal Project (CIP No. T-13). There is adequate funding in the Project to fund this additional work ($120,232). 40th Street Multimodal Project Phase 2: Bay Trail Gap Closure (CIP No. SUT-05) 40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023
On June 6, 2023, City Council approved the CIP which includes funding for CIP No.
SUT-05, 40th Street Multimodal Project Phase 2: Bay Trail Gap Closure. There is adequate funding in the Project to fund this additional work ($656,440).
Funding Table
40th Street
Multimodal Project
(CIP No. T-13)
Fund 254 (Alameda
CTC) $2,000,000 Resolution 21-125
40th Street
Multimodal Project
(CIP No. T-13)
Fund 254 (ATP
Cycle 5) $1,374,000 Resolution 22-117
40th Street
Multimodal Project
Phase 2: Bay Trail
Gap Closure (CIP No.
SUT-05)
Fund 441 $1,072,000 Resolution 23-69
STAFF COMMUNICATION WITH THE PUBLIC
Staff has sent (612) postcards and (454) project mailers to residents and businesses along the 40th Street and Park Avenue Corridors. Throughout the month of June and into early July, staff and their consultants have conducted (7) in-person outreach meetings and (9) phone calls with residents and businesses in the Project area.
Additionally, there have been (6) emails with other residents and businesses who reached out to the Project team by way of the mailer or City Website.
CONFLICT OF INTEREST
None.
CONCLUSION
Staff recommends the City Council adopt the attached resolutions. By executing a 1 st
Amendment to the Professional Services Contract with Diablo Engineering, incorporating the additional scopes of work (Exhibit A-1 and A-2), the City will ensure comprehensive support during the design and bidding phases, as well as the successful implementation of the Project's various elements.
If one or more of the resolutions is not approved or modified, Staff recommends the Council allow staff to amend the other resolutions as necessary.
PREPARED BY: Ryan O’Connell, Senior Civil Engineer, Public Works Department 40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023
APPROVED AND FORWARDED TO THE
CITY COUNCIL OF THE CITY OF EMERYVILLE:
Paul Buddenhagen, City Manager
ATTACHMENTS
Attachment A – Original Professional Services Contract (Diablo)
1. Exhibit A – Original Proposal from Diablo Engineering Group Attachment B – Draft 1
st Amendment Professional Services Contract (Diablo)
1. Exhibit A-1 – Additional Design Work For Unsignalized Intersections on 40th Street (Task 8)
2. Exhibit A-2 – Phase 2: Bay Trail Gap Closure (Task 9) Attachment C – Map of 40th Street Multimodal Projects: Phase 1 and Phase 2 Draft Resolutions
1. First Resolution – Concept of Closing Unsignalized Intersections On The North Side Of 40th Street (Watts, Haven, Holden, and Hubbard)
2. Second Resolution – Addition Of New Scope Of Work Related To Additional Design Work For Unsignalized Intersections On The North Side Of 40th Street (Exhibit B)
3. Third Resolution – Addition Of New Scope Of Work Related To Design Of The 40th Street Multimodal Project Phase 2: Bay Trail Gap Closure (Exhibit C)
4. Fourth Resolution – 1st Amendment Professional Services Contract for Diablo Engineering
RESOLUTION NO. 23-105
Resolution Of The City Council Of The City Of Emeryville Approving The Concept Of Closing The Unsignalized Intersections Of Hubbard Street And Haven Street On The North Side Of 40th Street, And The Design Concept Of Partial Southbound Closures At The Unsignalized Intersections Of Holden Street And Watts Street On The North Side Of 40th Street As Part Of The 40th Street Multimodal Project WHEREAS, on March 3, 2020, the City Council approved the conceptual design of the 40th Street Multimodal Project and found it to be exempt from the California Environmental Quality Act; and
WHEREAS, as part of the resolution, City Council instructed Staff to conduct a traffic feasibility study for full and partial closures of the unsignalized streets that connect to 40th Street from the north (Watts, Haven, Holden, and Hubbard); and WHEREAS, in August 2022, the Public Works Department issued a Request for Proposals for "Professional Design Services for the 40th Street Transit-Only Lanes And Multimodal Enhancements Project" and after careful evaluation, City staff identified Diablo Engineering Group (“Diablo Engineering”) as the most suitable consultant, considering their approach, experience, and understanding of the City's requirements; and
WHEREAS, in early 2023, Fehr & Peers (a subconsultant to the Diablo Engineering team) completed a traffic feasibility analysis as one of the first items of work for the design phase of the Project and the results of the analysis were shared with the Emeryville Transportation Committee on May 9, 2023; and
WHEREAS, in the traffic feasibility analysis, the team studied the impact of closing unsignalized intersections in the project area various circulation alternatives along the corridor with and without closures of unsignalized intersections and all of the signalized intersections in the Project area were found to experience no significant change in congestion as a result of the additional closure of the unsignalized intersections as compared to the base project; and
WHEREAS, the traffic feasibility analysis went on to show that the extent of vehicle queuing on 40th Street would be similar whether the unsignalized intersections are fully closed or not as compared to the base project; and
WHEREAS, at the May 9, 2023, Transportation Committee meeting, Staff received positive feedback on the overall project, circulation/traffic pattern changes, and the concept of green infrastructure and parklet opportunities if the unsignalized streets were closed off to vehicular traffic; and
WHEREAS, the Transportation Committee recommended forwarding the concept of closures at unsignalized intersections on the north side of 40th Street (Watts, Haven, Holden, and Hubbard) to City Council; and
DocuSign Envelope ID: 0B76E2D1-4829-4E2C-A765-8889DC7B2137 Resolution No. 23-105
40th Street Multimodal Project – Closures of Unsignalized Intersections on North Side City Council Meeting | July 18, 2023
WHEREAS, on July 18, 2023, the City Council reviewed the concept of closures at unsignalized intersections on the north side of 40th Street, considered the public testimony, the staff report dated July 18, 2023, and the record as a whole; and WHEREAS, on July 18, 2023, the City Council approved a motion directing staff to move forward with further conceptual review of the Transportation Committee’s recommendation to study full closures at Hubbard Street and Haven Street and partial southbound closures at Watts Street and Holden Street; now, therefore, be it RESOLVED, by the City Council of the City of Emeryville that the City Council approves the design concept of closing the unsignalized intersections of Hubbard Street and Haven Street on the north side of 40th Street, and the design concept of partial southbound closures at the unsignalized intersections of Holden Street and Watts Street on the north side of 40th Street as part of the 40th Street Multimodal Project.
ADOPTED, by the City Council of the City of Emeryville at a regular meeting held Tuesday, July 18, 2023, by the following vote:
AYES: 4
Mayor Bauters, Vice Mayor Welch and Council Members Kaur and Mourra
NOES: 1 Council Member Priforce
ABSTAIN: 0
ABSENT: 0
MAYOR
ATTEST: APPROVED AS TO FORM:
CITY CLERK CITY ATTORNEY
DocuSign Envelope ID: 0B76E2D1-4829-4E2C-A765-8889DC7B2137
Attachment C:
Alternatives 1 and 2 Peak Hour
Intersection Traffic Volumes
Note: Traffic volumes reflect data collected in 2024 plus traffic from near term developments including the Sherwin Williams and BMR projects.
Weekday PM Peak Hour Traffic Volumes and Lane Configurations - 40th Street Transit Hub
ATTACHMENT C
XX PM Peak Hour Traffic Volume Signalized STOP Stop-Controlled Transit Priority Lanes ✱
# Study Intersection
Note: Traffic volumes reflect data collected in 2024 plus traffic from near term developments including the Sherwin Williams and BMR projects.
Weekday PM Peak Hour Traffic Volumes and Lane Configurations - 40th Street Transit Hub - Alternative 1
ATTACHMENT C-1
21 244
35 71
556
41 62 146 46
67 477
19 1. Adeline Street/40th Street
206 658
41 143
459
140
63 660 167
147
365
47 2. San Pablo Avenue/40th Street
100
91 182
6 533
57 6 75 28
32 524
79 3. Emery Street/40th Street
59516
17 613
4. Watts Street/40th Street
28 11 64
5 527
26 6 16 4
12 556
61 5. Harlan Street/40th Street
558
7 5
585
6. Haven Street/40th Street
46 244
69 41
464
96 10 316 26
28 480
84 7. Hollis Street/40th Street
11 589
11 21
14 522
8. Holden Street/40th Street
40th Street
Adeline Street
40th Street
Emery Street
40th Street
Watts Street
40th Street
Harlan Street
40th Street
Haven Street
40th Street
Hollis Street
40th Street
Holden Street
294 117
93 27
488
188
20 149 18
20 372
151
9. Horton Street/40th Street
40th Street
Horton Street
92 612
101 35
0 659
26 10. Hubbard Street/40th Street
40th Street
Hubbard Street
617
77 695 62
22 18
11. Shellmound Street/IKEA Entrance
48 892
77 8
5 129
23 755 4
6 6
6 12. San Pablo Avenue/Park Avenue
100
5 206
74 71
6 13. Emery Street/Park Avenue
9 0
12 11
131
5 86 5 137
50 121
0 14. Watts Street/Park Avenue
137
15 11
11 199
16 15. Harlan Street/Park Avenue
IKEA Entrance
Shellmound Street
Park Avenue
Emery Street
Park Avenue
Watts Street
Park Avenue
Harlan Street
133
11 15
5 214
0 16. Haven Street/Park Avenue
11 292
10 30
78 16
15 302 49
128
64 34
17. Hollis Street/Park Avenue
4 0
24 7
84 9
18 3 16
11 75
3 18. Holden Street/Park Avenue
14 134
16 13
70 17
6 131 14
5 53
39 19. Horton Street/Park Avenue
0 10 15
0 60
12 0 5 25
18 40
14 20. Hubbard Street/Park Avenue
Park Avenue
Haven Street
Park Avenue
Holden Street
Park Avenue
Horton Street
Park Avenue
Hubbard Street
Park Avenue
San Pablo Avenue
Park Avenue
Hollis Street
40th Street
San Pablo Avenue
87 888
65 111 29 671
21. San Pablo Avenue/45th Street
4 422
24 34
25 5
11 339 53
63 31
21 22. Hollis Street/45th Street
45th Street
San Pablo Avenue
45th Street
Hollis Street
STOP STOP
STOP
STOP
STOP
STOP
STOP STOP
STOP
STOP
STOP
STOP STOP
STOP
STOP
STOP
STOP
STOP
STOP
STOP
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ace
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ace
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cc
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acf
ace
ae
ace
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ae
ace
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ace
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f
ace
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acc
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ace
bf
be
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XX PM Peak Hour Traffic Volume Signalized STOP Stop-Controlled STOP
Note: Traffic volumes reflect data collected in 2024 plus traffic from near term developments including the Sherwin Williams and BMR projects.
Weekday PM Peak Hour Traffic Volumes and Lane Configurations - 40th Street Transit Hub - Alternative 2
ATTACHMENT C-2
21 244
35 71
556
41 62 146 46
67 477
19 1. Adeline Street/40th Street
204 660
41 143
459
140
63 660 167
150
362
47 2. San Pablo Avenue/40th Street
100
91 182
6 533
57 6 75 28
32 519
79 3. Emery Street/40th Street
595
17 608
4. Watts Street/40th Street
28 11 64
5 527
26 6 16 4
12 535
61 5. Harlan Street/40th Street
558
569
6. Haven Street/40th Street
46 244
69 11
464
96 0 316 26
28 458
84 7. Hollis Street/40th Street
11 559
11 14
490
8. Holden Street/40th Street
40th Street
Adeline Street
40th Street
Emery Street
40th Street
Watts Street
40th Street
Harlan Street
40th Street
Haven Street
40th Street
Hollis Street
40th Street
Holden Street
294 120
90 55
461
188
107 149 18
20 320
150
9. Horton Street/40th Street
40th Street
Horton Street
92 612
101
694
26 10. Hubbard Street/40th Street
40th Street
617
77 695 62
22 18
11. Shellmound Street/IKEA Entrance
53 892
77 8
5 129
23 755 4
6 6
6 12. San Pablo Avenue/Park Avenue
100
5 206
74 76
6 13. Emery Street/Park Avenue
24 0
12 11
131
5 86 5 137
50 126
0 14. Watts Street/Park Avenue
137
15 11
11 220
16 15. Harlan Street/Park Avenue
IKEA Entrance
Shellmound Street
Park Avenue
Emery Street
Park Avenue
Watts Street
Park Avenue
Harlan Street
133
18 15
5 229
6 16. Haven Street/Park Avenue
11 267
54 5
84 16
24 292 49
128
86 34
17. Hollis Street/Park Avenue
25 0
24 7
114
9 18 3 16
11 107
3 18. Holden Street/Park Avenue
14 134
46 13
70 51
6 131 14
5 53
92 19. Horton Street/Park Avenue
0 10 48
0 60
12 0 5 25
18 40
14 20. Hubbard Street/Park Avenue
Park Avenue
Haven Street
Park Avenue
Holden Street
Park Avenue
Horton Street
Park Avenue
Hubbard Street
Park Avenue
San Pablo Avenue
Park Avenue
Hollis Street
40th Street
San Pablo Avenue
87 888
65 111 29 671
21. San Pablo Avenue/45th Street
4 422
24 34
25 5
11 339 53
63 31
21 22. Hollis Street/45th Street
45th Street
San Pablo Avenue
45th Street
Hollis Street
STOP STOP STOP STOP
STOP
STOP
STOP
STOP
STOP STOP
STOP
STOP
STOP
STOP
STOP
STOP
STOP
d
ace
d
ae
aace
ace
ace
ace
acce
bf
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ace
ccc
ce
acce
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acce
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acce
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XX PM Peak Hour Traffic Volume Signalized STOP Stop-Controlled ✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
✱
Transit Priority Lanes ✱
Attachment D:
Alternatives 1 and 2 Corridor
Speed Plots
40th St
Park Ave
Sherwin Ave
Mandela Pkwy
34th St
Ettie St
Hannah St
Helen St
Louise St
Hollis St
Haven St
Magnolia St
Adeline St
Chestnut St
Linden St
34th St
Horton St
Hubbard St
Holden St
Hollis St
Haven St
Peralta St
Harlan St
Watts St
Emery St
Adeline St
San Pablo Ave
Linden St
37th St
MacArthur Blvd
36th St
Apgar St
39th St
Yerba Buena Ave
MacArthur Blvd
45th St
80 80
580
880
40th St
Alternative 1 – Average Motor Vehicle and Bus Speeds
4:45 PM - 5:00 PM
W:\Oakland N Drive\Projects\2022\OK22-0501.00_40th_St_Transit_Hub\Graphics\Speed Plots\Phase II\Average_Motor_Vehicle_Bus_Speeds_1007.ai ATTACHMENT D • Alternative 1 (No Project) – 2023 tra ic volumes plus approved Major Development Projects yet to be built including Sherwin Williams and BMR buildout with 2023 geometrics and tra ic signal operations. • Alternative 2 (Modified Project) – Same tra ic volumes as Alternative 1 with the modified project geometry approved by Council in July 2023 and optimized tra ic signal timings. 0 mph - 5 mph
5 mph - 10 mph
10 mph - 15 mph
15 mph - 20 mph
> 20 mph
40th St
Park Ave
Sherwin Ave
Mandela Pkwy
34th St
Ettie St
Hannah St
Helen St
Louise St
Hollis St
Haven St
Magnolia St
Adeline St
Chestnut St
Linden St
34th St
Horton St
Hubbard St
Holden St
Hollis St
Haven St
Peralta St
Harlan St
Watts St
Emery St
Adeline St
San Pablo Ave
Linden St
37th St
MacArthur Blvd
36th St
Apgar St
39th St
Yerba Buena Ave
MacArthur Blvd
45th St
80 80
580
880
40th St
Alternative 1 – Average Motor Vehicle and Bus Speeds
5 PM - 5:15 PM
W:\Oakland N Drive\Projects\2022\OK22-0501.00_40th_St_Transit_Hub\Graphics\Speed Plots\Phase II\Average_Motor_Vehicle_Bus_Speeds_1007.ai ATTACHMENT D • Alternative 1 (No Project) – 2023 tra ic volumes plus approved Major Development Projects yet to be built including Sherwin Williams and BMR buildout with 2023 geometrics and tra ic signal operations. • Alternative 2 (Modified Project) – Same tra ic volumes as Alternative 1 with the modified project geometry approved by Council in July 2023 and optimized tra ic signal timings. 0 mph - 5 mph
5 mph - 10 mph
10 mph - 15 mph
15 mph - 20 mph
> 20 mph
40th St
Park Ave
Sherwin Ave
Mandela Pkwy
34th St
Ettie St
Hannah St
Helen St
Louise St
Hollis St
Haven St
Magnolia St
Adeline St
Chestnut St
Linden St
34th St
Horton St
Hubbard St
Holden St
Hollis St
Haven St
Peralta St
Harlan St
Watts St
Emery St
Adeline St
San Pablo Ave
Linden St
37th St
MacArthur Blvd
36th St
Apgar St
39th St
Yerba Buena Ave
MacArthur Blvd
45th St
80 80
580
880
40th St
Alternative 1 – Average Motor Vehicle and Bus Speeds
5:15 PM - 5:30 PM
W:\Oakland N Drive\Projects\2022\OK22-0501.00_40th_St_Transit_Hub\Graphics\Speed Plots\Phase II\Average_Motor_Vehicle_Bus_Speeds_1007.ai ATTACHMENT D • Alternative 1 (No Project) – 2023 tra ic volumes plus approved Major Development Projects yet to be built including Sherwin Williams and BMR buildout with 2023 geometrics and tra ic signal operations. • Alternative 2 (Modified Project) – Same tra ic volumes as Alternative 1 with the modified project geometry approved by Council in July 2023 and optimized tra ic signal timings. 0 mph - 5 mph
5 mph - 10 mph
10 mph - 15 mph
15 mph - 20 mph
> 20 mph
40th St
Park Ave
Sherwin Ave
Mandela Pkwy
34th St
Ettie St
Hannah St
Helen St
Louise St
Hollis St
Haven St
Magnolia St
Adeline St
Chestnut St
Linden St
34th St
Horton St
Hubbard St
Holden St
Hollis St
Haven St
Peralta St
Harlan St
Watts St
Emery St
Adeline St
San Pablo Ave
Linden St
37th St
MacArthur Blvd
36th St
Apgar St
39th St
Yerba Buena Ave
MacArthur Blvd
45th St
80 80
580
880
40th St
Alternative 1 – Average Motor Vehicle and Bus Speeds
5:30 PM - 5:45 PM
W:\Oakland N Drive\Projects\2022\OK22-0501.00_40th_St_Transit_Hub\Graphics\Speed Plots\Phase II\Average_Motor_Vehicle_Bus_Speeds_1007.ai ATTACHMENT D • Alternative 1 (No Project) – 2023 tra ic volumes plus approved Major Development Projects yet to be built including Sherwin Williams and BMR buildout with 2023 geometrics and tra ic signal operations. • Alternative 2 (Modified Project) – Same tra ic volumes as Alternative 1 with the modified project geometry approved by Council in July 2023 and optimized tra ic signal timings. 0 mph - 5 mph
5 mph - 10 mph
10 mph - 15 mph
15 mph - 20 mph
> 20 mph
40th St
Park Ave
Sherwin Ave
Mandela Pkwy
34th St
Ettie St
Hannah St
Helen St
Louise St
Hollis St
Haven St
Magnolia St
Adeline St
Chestnut St
Linden St
34th St
Horton St
Hubbard St
Holden St
Hollis St
Haven St
Peralta St
Harlan St
Watts St
Emery St
Adeline St
San Pablo Ave
Linden St
37th St
MacArthur Blvd
36th St
Apgar St
39th St
Yerba Buena Ave
MacArthur Blvd
45th St
80 80
580
880
40th St
Alternative 2 – Average Motor Vehicle and Bus Speeds
4:45 PM - 5:00 PM
W:\Oakland N Drive\Projects\2022\OK22-0501.00_40th_St_Transit_Hub\Graphics\Speed Plots\Phase II\Average_Motor_Vehicle_Bus_Speeds_1007.ai ATTACHMENT D • Alternative 1 (No Project) – 2023 tra ic volumes plus approved Major Development Projects yet to be built including Sherwin Williams and BMR buildout with 2023 geometrics and tra ic signal operations. • Alternative 2 (Modified Project) – Same tra ic volumes as Alternative 1 with the modified project geometry approved by Council in July 2023 and optimized tra ic signal timings. 0 mph - 5 mph
5 mph - 10 mph
10 mph - 15 mph
15 mph - 20 mph
> 20 mph
40th St
Park Ave
Sherwin Ave
Mandela Pkwy
34th St
Ettie St
Hannah St
Helen St
Louise St
Hollis St
Haven St
Magnolia St
Adeline St
Chestnut St
Linden St
34th St
Horton St
Hubbard St
Holden St
Hollis St
Haven St
Peralta St
Harlan St
Watts St
Emery St
Adeline St
San Pablo Ave
Linden St
37th St
MacArthur Blvd
36th St
Apgar St
39th St
Yerba Buena Ave
MacArthur Blvd
45th St
80 80
580
880
40th St
Alternative 2 – Average Motor Vehicle and Bus Speeds
5 PM - 5:15 PM
W:\Oakland N Drive\Projects\2022\OK22-0501.00_40th_St_Transit_Hub\Graphics\Speed Plots\Phase II\Average_Motor_Vehicle_Bus_Speeds_1007.ai ATTACHMENT D • Alternative 1 (No Project) – 2023 tra ic volumes plus approved Major Development Projects yet to be built including Sherwin Williams and BMR buildout with 2023 geometrics and tra ic signal operations. • Alternative 2 (Modified Project) – Same tra ic volumes as Alternative 1 with the modified project geometry approved by Council in July 2023 and optimized tra ic signal timings. 0 mph - 5 mph
5 mph - 10 mph
10 mph - 15 mph
15 mph - 20 mph
> 20 mph
40th St
Park Ave
Sherwin Ave
Mandela Pkwy
34th St
Ettie St
Hannah St
Helen St
Louise St
Hollis St
Haven St
Magnolia St
Adeline St
Chestnut St
Linden St
34th St
Horton St
Hubbard St
Holden St
Hollis St
Haven St
Peralta St
Harlan St
Watts St
Emery St
Adeline St
San Pablo Ave
Linden St
37th St
MacArthur Blvd
36th St
Apgar St
39th St
Yerba Buena Ave
MacArthur Blvd
45th St
80 80
580
880
40th St
Alternative 2 – Average Motor Vehicle and Bus Speeds
5:15 PM - 5:30 PM
W:\Oakland N Drive\Projects\2022\OK22-0501.00_40th_St_Transit_Hub\Graphics\Speed Plots\Phase II\Average_Motor_Vehicle_Bus_Speeds_1007.ai ATTACHMENT D • Alternative 1 (No Project) – 2023 tra ic volumes plus approved Major Development Projects yet to be built including Sherwin Williams and BMR buildout with 2023 geometrics and tra ic signal operations. • Alternative 2 (Modified Project) – Same tra ic volumes as Alternative 1 with the modified project geometry approved by Council in July 2023 and optimized tra ic signal timings. 0 mph - 5 mph
5 mph - 10 mph
10 mph - 15 mph
15 mph - 20 mph
> 20 mph
40th St
Park Ave
Sherwin Ave
Mandela Pkwy
34th St
Ettie St
Hannah St
Helen St
Louise St
Hollis St
Haven St
Magnolia St
Adeline St
Chestnut St
Linden St
34th St
Horton St
Hubbard St
Holden St
Hollis St
Haven St
Peralta St
Harlan St
Watts St
Emery St
Adeline St
San Pablo Ave
Linden St
37th St
MacArthur Blvd
36th St
Apgar St
39th St
Yerba Buena Ave
MacArthur Blvd
45th St
80 80
580
880
40th St
Alternative 2 – Average Motor Vehicle and Bus Speeds
5:30 PM - 5:45 PM
W:\Oakland N Drive\Projects\2022\OK22-0501.00_40th_St_Transit_Hub\Graphics\Speed Plots\Phase II\Average_Motor_Vehicle_Bus_Speeds_1007.ai ATTACHMENT D • Alternative 1 (No Project) – 2023 tra ic volumes plus approved Major Development Projects yet to be built including Sherwin Williams and BMR buildout with 2023 geometrics and tra ic signal operations. • Alternative 2 (Modified Project) – Same tra ic volumes as Alternative 1 with the modified project geometry approved by Council in July 2023 and optimized tra ic signal timings. 0 mph - 5 mph
5 mph - 10 mph
10 mph - 15 mph
15 mph - 20 mph
> 20 mph
Attachment E:
Intersection LOS and Delay
Calculation Worksheets
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 1 Adeline St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 21 22 104.3% 38.0 18.4 D
Through 244 247 101.4% 41.3 3.5 D
Right Turn 35 31 87.1% 30.5 6.5 C
Subtotal 300 300 99.9% 39.8 3.9 D
Left Turn 46 47 101.1% 58.6 17.5 E
Through 146 150 103.0% 49.4 8.4 D
Right Turn 62 57 91.9% 40.1 6.8 D
Subtotal 254 254 100.0% 48.9 7.7 D
Left Turn 71 66 92.3% 77.4 3.7 E
Through 556 550 98.9% 4.1 1.1 A
Right Turn 41 42 102.4% 8.5 4.0 A
Subtotal 668 657 98.4% 11.8 1.7 B
Left Turn 19 20 106.3% 62.7 20.3 E
Through 477 473 99.1% 15.3 2.4 B
Right Turn 67 67 100.1% 17.9 5.0 B
Subtotal 563 560 99.5% 17.6 3.0 B
Total 1,785 1,771 99.2% 24.3 1.9 C
77.4 Intersection 2 San Pablo Ave/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 206 206 100.0% 54.4 7.1 D
Through 658 657 99.8% 29.7 2.5 C
Right Turn 41 41 100.5% 26.5 7.8 C
Subtotal 905 904 99.9% 35.5 3.0 D
Left Turn 167 159 95.1% 81.9 19.8 F
Through 660 654 99.1% 42.4 6.2 D
Right Turn 63 62 97.8% 51.4 7.5 D
Subtotal 890 874 98.2% 50.1 7.8 D
Left Turn 143 138 96.2% 43.8 5.7 D
Through 459 456 99.3% 44.1 4.2 D
Right Turn 140 141 100.6% 46.0 4.9 D
Subtotal 742 734 98.9% 44.6 3.4 D
Left Turn 47 44 94.3% 77.7 24.9 E
Through 365 364 99.6% 70.6 4.2 E
Right Turn 147 142 96.8% 20.0 4.7 B
Subtotal 559 550 98.4% 58.8 5.3 E
Total 3,096 3,063 98.9% 46.3 2.5 D
81.2 Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 3 Emery St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 100 104 104.3% 51.0 6.7 D
Through 91 86 94.9% 51.4 7.1 D
Right Turn 182 182 100.0% 11.3 4.0 B
Subtotal 373 373 99.9% 32.6 4.0 C
Left Turn 28 27 95.4% 67.1 10.0 E
Through 75 70 93.1% 54.1 8.1 D
Right Turn 6 6 96.7% 17.7 12.4 B
Subtotal 109 102 93.9% 56.0 6.6 E
Left Turn 6 6 91.7% 53.3 47.7 D
Through 533 528 99.1% 24.0 7.1 C
Right Turn 57 50 87.9% 24.3 14.2 C
Subtotal 596 584 98.0% 24.7 7.0 C
Left Turn 79 83 104.6% 78.6 8.9 E
Through 524 518 98.9% 7.0 2.8 A
Right Turn 32 30 94.7% 4.7 2.6 A
Subtotal 635 631 99.4% 16.9 3.1 B
Total 1,713 1,690 98.6% 25.9 3.4 C
78.6 Intersection 4 Watts Ave/40th St Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn
Subtotal
Left Turn
Through
Right Turn 16 17 105.0% 14.9 2.6 B
Subtotal 16 17 105.0% 14.9 2.6 B
Left Turn
Through 595 587 98.6% 15.5 7.6 C
Right Turn
Subtotal 595 587 98.6% 15.5 7.6 C
Left Turn
Through 613 608 99.1% 1.0 0.4 A
Right Turn 17 20 118.8% 3.2 1.6 A
Subtotal 630 628 99.7% 1.1 0.4 A
Total 1,241 1,231 99.2% 8.0 3.7 A
15.1 SB
EB
WB
Served Volume (vph)
NB
SB
Served Volume (vph)
NB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 5 Harlan St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 28 28 100.7% 6.6 6.0 A
Through 11 11 98.2% 41.4 21.8 D
Right Turn 64 62 96.1% 9.2 3.9 A
Subtotal 103 101 97.6% 13.0 5.9 B
Left Turn 4 3 85.0% 14.1 25.2 B
Through 16 14 86.3% 59.5 18.9 E
Right Turn 6 4 65.0% 17.3 28.2 B
Subtotal 26 21 81.2% 52.1 21.6 D
Left Turn 5 5 102.0% 68.4 26.0 E
Through 527 524 99.4% 7.7 2.6 A
Right Turn 26 27 103.8% 2.9 1.7 A
Subtotal 558 556 99.6% 8.3 2.4 A
Left Turn 61 61 99.5% 66.0 5.1 E
Through 556 553 99.5% 1.9 0.5 A
Right Turn 12 12 100.8% 1.6 1.6 A
Subtotal 629 626 99.5% 8.8 1.1 A
Total 1,316 1,304 99.1% 9.6 1.5 A
68.4 Intersection 6 Haven St/40th St Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn
Subtotal
Left Turn
Through
Right Turn 7 7 101.4% 9.2 1.2 A
Subtotal 7 7 101.4% 9.2 1.2 A
Left Turn
Through 558 556 99.6% 0.6 0.2 A
Right Turn
Subtotal 558 556 99.6% 0.6 0.2 A
Left Turn
Through 585 581 99.3% 0.4 0.2 A
Right Turn 5 4 86.0% 0.7 0.4 A
Subtotal 590 585 99.2% 0.4 0.2 A
Total 1,155 1,148 99.4% 0.6 0.1 A
8.6 WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 7 Hollis St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 46 46 98.9% 55.2 7.1 E
Through 244 245 100.5% 32.1 5.4 C
Right Turn 69 66 95.4% 7.9 3.5 A
Subtotal 359 357 99.3% 30.4 4.7 C
Left Turn 26 27 103.8% 77.9 16.9 E
Through 316 318 100.7% 47.6 8.9 D
Right Turn 10 9 91.0% 34.6 21.2 C
Subtotal 352 354 100.7% 49.7 9.5 D
Left Turn 41 34 83.2% 64.4 14.2 E
Through 464 463 99.8% 39.2 4.3 D
Right Turn 96 92 95.8% 37.3 8.3 D
Subtotal 601 589 98.0% 40.5 4.2 D
Left Turn 84 80 95.4% 53.0 13.1 D
Through 480 479 99.8% 26.1 4.0 C
Right Turn 28 28 100.7% 18.7 4.3 B
Subtotal 592 587 99.2% 29.5 4.1 C
Total 1,904 1,888 99.1% 36.8 3.2 D
78.6 Intersection 8 Holden St/40th St Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn 11 8 73.6% 12.7 9.9 B
Subtotal 11 8 73.6% 12.7 9.9 B
Left Turn
Through
Right Turn 21 20 95.2% 20.1 4.5 C
Subtotal 21 20 95.2% 20.1 4.5 C
Left Turn
Through 589 583 99.0% 1.6 0.8 A
Right Turn 11 10 91.8% 0.4 0.1 A
Subtotal 600 593 98.9% 1.6 0.8 A
Left Turn
Through 522 521 99.8% 2.7 0.5 A
Right Turn 14 13 91.4% 3.1 1.8 A
Subtotal 536 534 99.6% 2.7 0.5 A
Total 1,168 1,155 98.9% 2.5 0.6 A
18.6 NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 9 Horton St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 294 292 99.2% 51.2 5.7 D
Through 117 115 97.9% 45.4 4.8 D
Right Turn 93 91 97.5% 29.3 2.4 C
Subtotal 504 497 98.6% 45.6 4.4 D
Left Turn 18 19 102.8% 35.5 16.3 D
Through 149 149 100.2% 49.2 6.0 D
Right Turn 20 17 84.0% 45.2 17.0 D
Subtotal 187 185 98.7% 48.1 5.4 D
Left Turn 27 25 93.7% 70.6 16.4 E
Through 488 484 99.1% 37.4 5.3 D
Right Turn 188 184 97.8% 37.5 5.0 D
Subtotal 703 693 98.6% 38.7 4.8 D
Left Turn 151 147 97.1% 83.5 5.6 F
Through 372 376 101.0% 10.6 1.7 B
Right Turn 20 19 96.5% 14.3 8.4 B
Subtotal 543 542 99.7% 31.5 2.3 C
Total 1,937 1,916 98.9% 39.2 2.3 D
83.5 Intersection 10 Hubbard St/40th St Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn 92 88 96.1% 14.3 8.3 B
Subtotal 92 88 96.1% 14.3 8.3 B
Left Turn
Through
Right Turn 35 34 95.7% 12.6 0.8 B
Subtotal 35 34 95.7% 12.6 0.8 B
Left Turn
Through 612 604 98.8% 8.5 3.3 A
Right Turn 101 100 99.2% 9.1 4.9 A
Subtotal 713 705 98.8% 8.5 3.4 A
Left Turn 26 26 98.5% 8.6 2.2 A
Through 659 658 99.8% 5.2 0.9 A
Right Turn
Subtotal 685 683 99.7% 5.3 0.9 A
Total 1,525 1,510 99.0% 7.6 2.3 A
14.3 Served Volume (vph)
NB
EB
WB
SB
EB
WB
Served Volume (vph)
NB
SB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 11 Shellmound St/IKEA Exit Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through 617 611 99.0% 33.9 6.1 C
Right Turn 77 78 101.7% 32.7 7.7 C
Subtotal 694 689 99.3% 33.8 5.8 C
Left Turn 62 61 97.9% 32.4 5.2 C
Through 695 688 99.0% 2.3 0.5 A
Right Turn
Subtotal 757 749 98.9% 4.8 0.8 A
Left Turn
Through
Right Turn
Subtotal
Left Turn 18 15 83.9% 45.6 13.3 D
Through
Right Turn 22 21 96.4% 6.8 0.8 A
Subtotal 40 36 90.8% 22.9 5.6 C
Total 1,491 1,475 98.9% 19.0 2.9 B
37.9 Intersection 12 San Pablo Ave/Park Ave Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 48 42 88.3% 9.8 6.1 A
Through 892 888 99.6% 3.8 0.4 A
Right Turn 8 8 100.0% 1.2 1.2 A
Subtotal 948 939 99.0% 4.1 0.5 A
Left Turn 4 4 92.5% 4.0 6.7 A
Through 755 746 98.8% 15.2 4.1 B
Right Turn 23 25 110.0% 17.0 7.5 B
Subtotal 782 775 99.1% 15.2 4.1 B
Left Turn 77 80 104.2% 45.3 6.5 D
Through 5 6 110.0% 44.6 41.1 D
Right Turn 129 120 92.9% 9.2 7.0 A
Subtotal 211 206 97.4% 25.4 6.0 C
Left Turn 6 5 88.3% 25.7 24.3 C
Through 6 6 96.7% 34.7 24.4 C
Right Turn 6 5 80.0% 14.0 26.8 B
Subtotal 18 16 88.3% 30.1 15.4 C
Total 1,959 1,935 98.8% 11.4 1.7 B
44.6 Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 13 Emery St/Park Ave Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 100 96 95.6% 18.6 4.6 C
Through
Right Turn 5 6 110.0% 14.4 13.2 B
Subtotal 105 101 96.3% 18.4 4.5 C
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 206 201 97.4% 0.8 0.3 A
Right Turn 74 70 93.9% 0.8 0.5 A
Subtotal 280 270 96.5% 0.8 0.2 A
Left Turn 6 6 96.7% 6.0 6.8 A
Through 71 68 95.1% 1.5 0.4 A
Right Turn
Subtotal 77 73 95.2% 1.9 0.7 A
Total 462 445 96.2% 5.2 1.6 A
16.3 Intersection 14 Watts Ave/Park Ave All-way Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 9 10 113.3% 11.3 5.0 B
Through
Right Turn 12 8 62.5% 11.6 4.6 B
Subtotal 21 18 84.3% 11.1 4.2 B
Left Turn 137 138 100.7% 7.3 0.3 A
Through 5 4 84.0% 5.8 4.4 A
Right Turn 86 82 95.7% 6.2 0.3 A
Subtotal 228 225 98.5% 6.9 0.2 A
Left Turn 11 11 97.3% 6.4 4.9 A
Through 131 124 94.9% 6.4 1.1 A
Right Turn 5 4 76.0% 3.5 4.7 A
Subtotal 147 139 94.4% 6.4 1.2 A
Left Turn
Through 121 112 92.4% 8.2 1.9 A
Right Turn 50 51 102.4% 8.0 1.9 A
Subtotal 171 163 95.3% 8.2 1.8 A
Total 567 544 95.9% 7.3 0.8 A
10.2 Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 15 Harlan St/Park Ave Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 15 17 112.7% 14.5 2.8 B
Through
Right Turn 11 11 98.2% 5.4 2.6 A
Subtotal 26 28 106.5% 11.2 2.8 B
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 137 129 94.0% 0.4 0.3 A
Right Turn 11 11 95.5% 0.0 0.1 A
Subtotal 148 139 94.1% 0.4 0.3 A
Left Turn 16 14 85.6% 3.6 1.5 A
Through 199 191 95.9% 0.9 0.2 A
Right Turn
Subtotal 215 205 95.2% 1.1 0.2 A
Total 389 372 95.5% 1.6 0.2 A
13.1 Intersection 16 Haven St/Park Ave Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 11 10 89.1% 15.4 3.3 C
Through
Right Turn 15 15 102.0% 12.9 1.5 B
Subtotal 26 25 96.5% 14.1 1.3 B
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 133 124 93.5% 0.2 0.2 A
Right Turn 5 4 88.0% 0.1 0.4 A
Subtotal 138 129 93.3% 0.2 0.2 A
Left Turn
Through 214 208 97.1% 0.2 0.3 A
Right Turn
Subtotal 214 208 97.1% 0.2 0.3 A
Total 378 362 95.7% 1.1 0.3 A
13.4 SB
EB
WB
Served Volume (vph)
NB
SB
Served Volume (vph)
NB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 17 Hollis St/Park Ave Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 11 8 71.8% 12.5 9.9 B
Through 292 291 99.7% 14.1 3.4 B
Right Turn 10 8 81.0% 5.0 6.3 A
Subtotal 313 307 98.1% 13.9 3.3 B
Left Turn 49 48 97.1% 21.1 6.8 C
Through 302 305 100.9% 15.2 7.7 B
Right Turn 15 12 77.3% 12.3 5.3 B
Subtotal 366 364 99.4% 15.9 7.1 B
Left Turn 30 29 96.3% 15.4 7.7 B
Through 78 73 93.2% 12.2 3.7 B
Right Turn 16 15 92.5% 10.2 8.4 B
Subtotal 124 116 93.9% 12.9 3.4 B
Left Turn 34 35 103.8% 21.3 11.5 C
Through 64 58 89.8% 13.8 5.9 B
Right Turn 128 125 97.5% 10.8 1.6 B
Subtotal 226 218 96.3% 13.1 3.1 B
Total 1,029 1,005 97.7% 14.3 2.8 B
20.9 Intersection 18 Holden St/Park Ave Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 4 3 85.0% 6.5 5.9 A
Through
Right Turn 24 25 102.5% 11.4 3.2 B
Subtotal 28 28 100.0% 11.0 1.3 B
Left Turn 16 15 92.5% 6.8 1.4 A
Through 3 3 83.3% 4.8 4.6 A
Right Turn 18 19 105.0% 6.4 1.9 A
Subtotal 37 36 97.8% 6.5 0.6 A
Left Turn 7 7 98.6% 0.2 0.3 A
Through 84 77 91.3% 0.8 0.2 A
Right Turn 9 9 96.7% 0.0 0.0 A
Subtotal 100 92 92.3% 0.7 0.2 A
Left Turn 3 2 60.0% 0.0 0.0 A
Through 75 67 89.3% 0.1 0.1 A
Right Turn 11 8 75.5% 0.0 0.0 A
Subtotal 89 77 86.6% 0.1 0.1 A
Total 254 234 92.0% 2.5 0.3 A
10.1 WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 19 Horton St/Park Ave All-way Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 14 13 90.7% 7.8 2.1 A
Through 134 131 97.4% 15.3 2.4 C
Right Turn 16 16 97.5% 11.5 4.8 B
Subtotal 164 159 96.8% 14.4 2.2 B
Left Turn 14 12 87.9% 8.0 2.7 A
Through 131 132 100.7% 8.8 0.8 A
Right Turn 6 3 56.7% 4.4 4.9 A
Subtotal 151 148 97.7% 8.7 0.8 A
Left Turn 13 11 86.2% 6.5 1.3 A
Through 70 65 92.1% 7.7 0.5 A
Right Turn 17 15 90.0% 6.5 2.9 A
Subtotal 100 91 91.0% 7.4 0.3 A
Left Turn 39 37 95.9% 5.1 0.7 A
Through 53 48 91.1% 5.3 1.2 A
Right Turn 5 4 80.0% 5.3 8.1 A
Subtotal 97 90 92.5% 5.5 1.7 A
Total 512 487 95.1% 9.8 1.0 A
14.9 Intersection 20 Hubbard St/Park Ave Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through 10 10 100.0% 13.0 2.2 B
Right Turn 15 9 57.3% 11.5 1.1 B
Subtotal 25 19 74.4% 12.3 1.4 B
Left Turn 25 23 91.6% 7.6 0.9 A
Through 5 5 102.0% 5.0 3.5 A
Right Turn
Subtotal 30 28 93.3% 7.5 0.8 A
Left Turn
Through 60 59 99.0% 0.4 0.4 A
Right Turn 12 13 105.8% 0.5 1.0 A
Subtotal 72 72 100.1% 0.5 0.5 A
Left Turn 14 13 90.0% 0.5 0.8 A
Through 40 39 96.3% 0.2 0.2 A
Right Turn 18 13 73.3% 0.1 0.4 A
Subtotal 72 64 89.3% 0.2 0.2 A
Total 199 183 92.0% 2.8 0.4 A
10.8 NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 1 (2025 Forecast) Volume and Delay by Movement PM Peak Hour
Intersection 21 San Pablo Ave/45th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 87 82 94.6% 18.2 3.7 B
Through 888 889 100.1% 9.0 1.5 A
Right Turn
Subtotal 975 972 99.6% 9.8 1.6 A
Left Turn
Through 671 665 99.2% 4.0 1.1 A
Right Turn 29 30 102.4% 2.9 2.0 A
Subtotal 700 695 99.3% 4.0 1.0 A
Left Turn 65 63 96.6% 46.6 9.3 D
Through
Right Turn 111 109 97.9% 21.9 5.0 C
Subtotal 176 172 97.4% 31.4 5.7 C
Left Turn
Through
Right Turn
Subtotal
Total 1,851 1,838 99.3% 9.8 1.5 A
41.6 Intersection 22 Hollis St/45th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 4 4 90.0% 13.7 14.7 B
Through 422 423 100.3% 10.5 2.6 B
Right Turn 24 19 80.0% 10.1 5.1 B
Subtotal 450 446 99.1% 10.5 2.6 B
Left Turn 53 50 94.7% 17.7 4.8 B
Through 339 340 100.3% 7.7 3.3 A
Right Turn 11 10 86.4% 5.1 4.3 A
Subtotal 403 400 99.2% 8.8 3.0 A
Left Turn 34 35 102.4% 20.5 3.1 C
Through 25 25 100.0% 16.4 7.2 B
Right Turn 5 4 82.0% 2.9 3.0 A
Subtotal 64 64 99.8% 19.1 3.2 B
Left Turn 21 19 90.0% 21.2 6.8 C
Through 31 30 96.5% 18.1 6.1 B
Right Turn 63 63 100.0% 7.5 2.3 A
Subtotal 115 112 97.2% 12.2 2.5 B
Total 1,032 1,022 99.0% 10.6 1.9 B
20.5 Served Volume (vph)
NB
EB
WB
SB
EB
WB
Served Volume (vph)
NB
SB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 1 Adeline St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 21 20 92.9% 46.1 25.3 D
Through 244 249 102.2% 44.3 7.6 D
Right Turn 35 32 90.6% 30.5 5.6 C
Subtotal 300 301 100.2% 43.1 7.1 D
Left Turn 46 46 100.0% 72.2 21.1 E
Through 146 147 100.5% 76.1 35.3 E
Right Turn 62 59 95.6% 76.1 45.1 E
Subtotal 254 252 99.2% 75.1 33.6 E
Left Turn 71 68 95.8% 61.8 9.5 E
Through 556 538 96.7% 11.4 1.7 B
Right Turn 41 40 98.3% 17.0 5.2 B
Subtotal 668 646 96.7% 16.5 2.6 B
Left Turn 19 19 100.0% 56.1 20.1 E
Through 477 472 99.0% 24.3 8.5 C
Right Turn 67 67 99.9% 17.9 7.8 B
Subtotal 563 558 99.1% 24.7 7.7 C
Total 1,785 1,757 98.4% 33.1 7.9 C
68.6 Intersection 2 San Pablo Ave/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 204 203 99.6% 52.9 5.1 D
Through 660 658 99.7% 34.0 2.6 C
Right Turn 41 40 97.8% 27.8 9.3 C
Subtotal 905 902 99.6% 37.9 2.0 D
Left Turn 167 164 98.2% 79.8 15.1 E
Through 660 657 99.5% 53.5 7.4 D
Right Turn 63 62 98.3% 60.1 9.2 E
Subtotal 890 883 99.2% 58.9 8.6 E
Left Turn 143 134 93.4% 62.3 5.2 E
Through 459 444 96.6% 42.4 6.6 D
Right Turn 140 132 94.1% 31.6 8.0 C
Subtotal 742 709 95.5% 44.1 5.2 D
Left Turn 47 45 95.5% 35.1 5.8 D
Through 362 360 99.3% 39.1 12.0 D
Right Turn 150 148 98.5% 43.2 9.1 D
Subtotal 559 552 98.8% 39.7 8.8 D
Total 3,096 3,045 98.4% 45.8 3.9 D
83.0 Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 3 Emery St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 100 102 101.6% 57.4 12.8 E
Through 91 86 94.3% 52.1 12.3 D
Right Turn 182 179 98.5% 62.2 37.8 E
Subtotal 373 367 98.3% 59.1 24.4 E
Left Turn 28 23 81.8% 204.1 186.2 F
Through 75 64 84.7% 147.0 120.2 F
Right Turn 6 5 88.3% 121.8 151.7 F
Subtotal 109 92 84.1% 159.7 129.6 F
Left Turn 6 5 86.7% 55.2 39.7 E
Through 533 509 95.4% 68.0 26.3 E
Right Turn 57 52 91.8% 22.1 12.6 C
Subtotal 596 566 95.0% 63.5 24.2 E
Left Turn 79 83 105.3% 58.0 5.2 E
Through 519 510 98.3% 21.1 6.9 C
Right Turn 32 29 91.9% 42.7 17.2 D
Subtotal 630 623 98.8% 27.4 5.2 C
Total 1,708 1,647 96.4% 53.2 19.4 D
99.1 Intersection 4 Watts Ave/40th St Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn
Subtotal
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 595 573 96.3% 53.6 30.9 F
Right Turn
Subtotal 595 573 96.3% 53.6 30.9 F
Left Turn
Through 608 599 98.5% 6.6 1.7 A
Right Turn 17 18 106.5% 3.3 2.2 A
Subtotal 625 617 98.7% 6.5 1.7 A
Total 1,220 1,190 97.5% 29.2 15.7 D
24.4 SB
EB
WB
Served Volume (vph)
NB
SB
Served Volume (vph)
NB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 5 Harlan St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 28 26 92.1% 6.9 8.6 A
Through 11 11 96.4% 34.5 22.0 C
Right Turn 64 64 99.2% 11.6 5.4 B
Subtotal 103 100 97.0% 13.7 5.8 B
Left Turn 4 4 87.5% 37.8 32.5 D
Through 16 15 93.8% 51.7 22.9 D
Right Turn 6 6 95.0% 27.0 31.9 C
Subtotal 26 24 93.1% 46.2 20.6 D
Left Turn 5 5 94.0% 41.7 21.5 D
Through 527 511 97.0% 13.4 9.8 B
Right Turn 26 26 99.6% 24.1 17.6 C
Subtotal 558 542 97.1% 14.4 10.0 B
Left Turn 61 61 99.7% 60.1 16.0 E
Through 535 528 98.7% 8.1 1.7 A
Right Turn 12 12 103.3% 4.5 1.5 A
Subtotal 608 601 98.8% 13.6 2.5 B
Total 1,295 1,267 97.8% 14.8 4.8 B
56.2 Intersection 6 Haven St/40th St Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn
Subtotal
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 558 542 97.1% 0.3 0.1 A
Right Turn
Subtotal 558 542 97.1% 0.3 0.1 A
Left Turn
Through 569 560 98.3% 4.2 2.0 A
Right Turn
Subtotal 569 560 98.3% 4.2 2.0 A
Total 1,127 1,101 97.7% 2.2 1.0 A
3.7 WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 7 Hollis St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 46 46 99.6% 58.2 8.9 E
Through 244 245 100.4% 36.1 4.2 D
Right Turn 69 66 95.5% 6.9 4.0 A
Subtotal 359 357 99.4% 34.0 4.0 C
Left Turn 26 26 99.6% 89.8 22.6 F
Through 316 314 99.5% 50.9 8.0 D
Right Turn
Subtotal 342 340 99.5% 53.9 8.2 D
Left Turn 11 8 74.5% 46.3 21.8 D
Through 464 451 97.1% 12.0 2.8 B
Right Turn 96 96 99.9% 3.7 1.0 A
Subtotal 571 555 97.1% 11.2 2.5 B
Left Turn 84 80 95.6% 70.0 12.6 E
Through 458 452 98.8% 19.7 5.7 B
Right Turn 28 26 93.2% 15.1 7.1 B
Subtotal 570 559 98.0% 26.3 6.0 C
Total 1,842 1,810 98.3% 27.8 3.2 C
68.0 Intersection 8 Holden St/40th St Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn 11 8 74.5% 9.3 1.9 A
Subtotal 11 8 74.5% 9.3 1.9 A
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 559 548 98.1% 1.3 0.3 A
Right Turn 11 11 100.0% 0.8 0.9 A
Subtotal 570 559 98.1% 1.3 0.3 A
Left Turn
Through 490 484 98.7% 7.0 5.0 A
Right Turn 14 14 100.0% 1.6 3.0 A
Subtotal 504 498 98.8% 6.8 4.8 A
Total 1,085 1,065 98.2% 3.9 2.1 A
8.0 NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 9 Horton St/40th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 294 296 100.7% 49.9 6.6 D
Through 120 118 98.0% 46.4 7.1 D
Right Turn 90 85 94.8% 25.6 7.3 C
Subtotal 504 499 99.0% 44.7 4.9 D
Left Turn 18 19 106.7% 62.2 19.5 E
Through 149 146 98.1% 51.1 5.7 D
Right Turn 107 95 89.0% 41.6 11.1 D
Subtotal 274 261 95.1% 48.0 7.0 D
Left Turn 55 47 86.0% 61.0 17.1 E
Through 461 456 99.0% 39.4 4.3 D
Right Turn 188 188 99.8% 9.2 3.1 A
Subtotal 704 691 98.2% 33.3 3.3 C
Left Turn 150 147 98.3% 53.1 12.0 D
Through 320 317 99.1% 41.4 4.9 D
Right Turn 20 19 96.0% 4.0 3.1 A
Subtotal 490 484 98.7% 43.8 4.6 D
Total 1,972 1,935 98.1% 40.8 3.2 D
61.8 Intersection 10 Hubbard St/40th St Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through
Right Turn 92 88 95.5% 8.0 3.1 A
Subtotal 92 88 95.5% 8.0 3.1 A
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 612 605 98.8% 6.3 1.6 A
Right Turn 101 98 97.3% 7.1 2.5 A
Subtotal 713 703 98.6% 6.4 1.7 A
Left Turn 26 24 90.4% 10.4 4.3 B
Through 694 686 98.8% 2.1 0.7 A
Right Turn
Subtotal 720 709 98.5% 2.3 0.7 A
Total 1,525 1,500 98.4% 4.6 0.9 A
7.7 Served Volume (vph)
NB
EB
WB
SB
EB
WB
Served Volume (vph)
NB
SB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 11 Shellmound St/IKEA Exit Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through 617 611 99.0% 7.4 3.5 A
Right Turn 77 76 99.1% 5.6 2.8 A
Subtotal 694 687 99.0% 7.2 3.4 A
Left Turn 62 59 95.8% 53.5 8.1 D
Through 695 689 99.1% 4.8 0.9 A
Right Turn
Subtotal 757 748 98.8% 8.2 1.6 A
Left Turn
Through
Right Turn
Subtotal
Left Turn 18 17 93.9% 57.3 10.3 E
Through
Right Turn 22 19 87.7% 6.3 0.9 A
Subtotal 40 36 90.5% 32.2 8.9 C
Total 1,491 1,472 98.7% 8.4 2.0 A
57.3 Intersection 12 San Pablo Ave/Park Ave Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 53 50 94.7% 21.2 5.9 C
Through 892 880 98.7% 2.5 0.5 A
Right Turn 8 8 100.0% 0.9 1.4 A
Subtotal 953 938 98.5% 3.5 0.6 A
Left Turn 4 4 87.5% 4.0 7.4 A
Through 755 749 99.2% 14.2 3.6 B
Right Turn 23 24 105.2% 18.6 9.5 B
Subtotal 782 777 99.3% 14.2 3.5 B
Left Turn 77 80 103.2% 50.4 5.9 D
Through 5 5 92.0% 31.6 35.5 C
Right Turn 129 129 99.7% 10.8 4.8 B
Subtotal 211 213 100.8% 26.8 5.4 C
Left Turn 6 5 80.0% 41.4 26.9 D
Through 6 6 91.7% 41.7 31.3 D
Right Turn 6 6 93.3% 6.5 5.8 A
Subtotal 18 16 88.3% 32.9 17.5 C
Total 1,964 1,944 99.0% 10.7 1.9 B
50.4 Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 13 Emery St/Park Ave Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 100 95 94.7% 19.4 4.4 C
Through
Right Turn 5 5 90.0% 6.5 8.2 A
Subtotal 105 99 94.5% 19.2 4.5 C
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 206 207 100.3% 0.7 0.2 A
Right Turn 74 67 90.7% 0.7 0.4 A
Subtotal 280 274 97.8% 0.7 0.1 A
Left Turn 6 5 90.0% 1.6 2.5 A
Through 76 74 97.5% 1.8 0.8 A
Right Turn
Subtotal 82 80 97.0% 1.9 0.7 A
Total 467 453 96.9% 5.3 1.5 A
18.4 Intersection 14 Watts Ave/Park Ave All-way Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 24 24 98.8% 13.2 1.2 B
Through
Right Turn 12 8 70.0% 11.3 4.6 B
Subtotal 36 32 89.2% 13.0 1.2 B
Left Turn 137 134 97.4% 7.4 0.7 A
Through 5 5 100.0% 4.3 4.1 A
Right Turn 86 86 99.8% 6.3 0.4 A
Subtotal 228 224 98.4% 7.0 0.5 A
Left Turn 11 10 93.6% 7.3 4.7 A
Through 131 132 100.6% 6.4 0.8 A
Right Turn 5 4 72.0% 3.9 3.4 A
Subtotal 147 146 99.1% 6.5 0.7 A
Left Turn
Through 126 119 94.7% 8.4 0.9 A
Right Turn 50 49 98.4% 8.8 1.9 A
Subtotal 176 169 95.7% 8.5 0.9 A
Total 587 571 97.2% 7.7 0.3 A
13.2 Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 15 Harlan St/Park Ave Side-street Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 15 15 97.3% 14.6 2.9 B
Through
Right Turn 11 11 96.4% 6.1 2.9 A
Subtotal 26 25 96.9% 11.3 1.2 B
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 137 136 99.3% 0.1 0.1 A
Right Turn 11 12 106.4% 0.1 0.2 A
Subtotal 148 148 99.9% 0.1 0.1 A
Left Turn 16 15 95.6% 4.0 3.4 A
Through 220 214 97.1% 1.0 0.3 A
Right Turn
Subtotal 236 229 97.0% 1.2 0.2 A
Total 410 402 98.0% 1.5 0.3 A
14.6 Intersection 16 Haven St/Park Ave Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 18 16 89.4% 16.3 4.3 C
Through
Right Turn 15 16 107.3% 13.3 1.7 B
Subtotal 33 32 97.6% 14.3 1.2 B
Left Turn
Through
Right Turn
Subtotal
Left Turn
Through 133 132 99.2% 0.1 0.1 A
Right Turn 5 5 104.0% 0.0 0.0 A
Subtotal 138 137 99.4% 0.1 0.1 A
Left Turn 6 5 80.0% 2.5 4.2 A
Through 229 223 97.4% 0.2 0.2 A
Right Turn
Subtotal 235 228 96.9% 0.2 0.3 A
Total 406 397 97.8% 1.3 0.1 A
16.3 SB
EB
WB
Served Volume (vph)
NB
SB
Served Volume (vph)
NB
EB
WB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 17 Hollis St/Park Ave Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 11 8 72.7% 21.0 12.9 C
Through 267 264 98.9% 15.2 3.6 B
Right Turn 5 5 104.0% 9.1 10.2 A
Subtotal 283 277 98.0% 15.4 3.6 B
Left Turn 49 51 104.7% 18.1 6.8 B
Through 292 291 99.6% 14.2 2.9 B
Right Turn 24 21 86.3% 15.4 5.9 B
Subtotal 365 363 99.4% 14.9 3.1 B
Left Turn 54 53 97.6% 19.1 5.1 B
Through 84 81 96.4% 13.9 2.6 B
Right Turn 16 15 91.3% 11.8 11.0 B
Subtotal 154 148 96.3% 15.8 3.6 B
Left Turn 34 35 104.1% 16.0 9.0 B
Through 86 80 93.3% 12.7 3.1 B
Right Turn 128 123 95.7% 9.9 2.4 A
Subtotal 248 238 96.0% 11.8 2.2 B
Total 1,050 1,026 97.8% 14.5 2.1 B
21.0 Intersection 18 Holden St/Park Ave Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 25 24 94.0% 9.4 0.5 A
Through
Right Turn 24 24 101.7% 10.6 1.0 B
Subtotal 49 48 97.8% 10.0 0.5 A
Left Turn 16 15 90.6% 7.1 1.9 A
Through 3 3 103.3% 2.7 4.5 A
Right Turn 18 19 104.4% 7.2 1.6 A
Subtotal 37 36 98.4% 7.2 1.1 A
Left Turn 7 6 84.3% 0.1 0.2 A
Through 114 109 95.4% 0.8 0.1 A
Right Turn 9 8 85.6% 0.2 0.2 A
Subtotal 130 122 94.2% 0.7 0.1 A
Left Turn 3 1 46.7% 0.0 0.0 A
Through 107 101 94.4% 0.1 0.1 A
Right Turn 11 7 59.1% 0.0 0.0 A
Subtotal 121 109 90.0% 0.1 0.1 A
Total 337 316 93.6% 2.7 0.3 A
10.3 WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 19 Horton St/Park Ave All-way Stop
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 14 11 80.0% 9.2 5.5 A
Through 134 132 98.5% 15.6 3.3 C
Right Turn 46 41 89.3% 10.6 3.5 B
Subtotal 194 184 95.0% 14.4 3.2 B
Left Turn 14 14 97.9% 8.4 3.4 A
Through 131 129 98.6% 9.1 0.6 A
Right Turn 6 4 70.0% 3.8 3.5 A
Subtotal 151 147 97.4% 9.0 0.7 A
Left Turn 13 12 94.6% 9.1 10.7 A
Through 70 68 97.0% 9.6 2.4 A
Right Turn 51 47 91.4% 7.4 1.5 A
Subtotal 134 127 94.6% 8.8 2.2 A
Left Turn 92 87 94.1% 8.1 3.0 A
Through 53 52 97.2% 7.1 2.0 A
Right Turn 5 5 96.0% 4.7 5.4 A
Subtotal 150 143 95.3% 7.6 2.1 A
Total 629 601 95.6% 10.4 1.7 B
15.6 Intersection 20 Hubbard St/Park Ave Side-street Stop Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn
Through 10 9 91.0% 10.9 4.1 B
Right Turn 48 43 89.2% 12.0 0.8 B
Subtotal 58 52 89.5% 12.0 0.6 B
Left Turn 25 23 92.0% 7.4 0.9 A
Through 5 5 106.0% 5.5 3.0 A
Right Turn
Subtotal 30 28 94.3% 7.3 0.5 A
Left Turn
Through 60 61 102.0% 0.3 0.3 A
Right Turn 12 11 90.8% 0.2 0.5 A
Subtotal 72 72 100.1% 0.3 0.3 A
Left Turn 14 13 90.7% 0.4 0.4 A
Through 40 41 102.8% 0.2 0.2 A
Right Turn 18 13 72.8% 0.4 0.7 A
Subtotal 72 67 92.9% 0.3 0.3 A
Total 232 219 94.5% 4.0 0.2 A
12.0 NB
SB
EB
WB
Served Volume (vph)
NB
SB
EB
WB
Served Volume (vph)
Fehr & Peers 10/2/2024
Vissim Post-Processor 40th St Transit Hub
Average Results from 10 Runs Alternative 2 (Modified Project) Volume and Delay by Movement PM Peak Hour
Intersection 21 San Pablo Ave/45th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 87 87 99.7% 9.6 2.8 A
Through 888 882 99.3% 6.1 1.0 A
Right Turn
Subtotal 975 969 99.4% 6.4 0.9 A
Left Turn
Through 671 667 99.4% 3.7 0.6 A
Right Turn 29 29 98.6% 4.4 3.8 A
Subtotal 700 696 99.4% 3.7 0.7 A
Left Turn 65 65 99.2% 46.1 8.0 D
Through
Right Turn 111 108 96.8% 24.5 5.7 C
Subtotal 176 172 97.7% 32.6 5.7 C
Left Turn
Through
Right Turn
Subtotal
Total 1,851 1,836 99.2% 8.0 0.9 A
47.2 Intersection 22 Hollis St/45th St Signal
Demand Total Delay (sec/veh)
Direction Movement Volume (vph) Average Percent Average Std. Dev. LOS Left Turn 4 2 60.0% 5.3 8.2 A
Through 422 415 98.3% 11.0 1.8 B
Right Turn 24 22 90.0% 9.8 5.0 A
Subtotal 450 439 97.5% 10.9 1.9 B
Left Turn 53 51 95.3% 20.6 6.2 C
Through 339 338 99.7% 7.0 1.6 A
Right Turn 11 11 100.0% 5.2 3.2 A
Subtotal 403 399 99.1% 8.6 1.4 A
Left Turn 34 34 99.7% 20.4 4.4 C
Through 25 25 100.4% 16.6 10.3 B
Right Turn 5 5 96.0% 7.0 6.0 A
Subtotal 64 64 99.7% 18.4 4.5 B
Left Turn 21 20 95.7% 19.5 8.7 B
Through 31 30 95.5% 16.3 3.9 B
Right Turn 63 62 98.3% 7.4 1.7 A
Subtotal 115 112 97.0% 12.6 2.1 B
Total 1,032 1,014 98.2% 10.7 1.1 B
21.4 Served Volume (vph)
NB
EB
WB
SB
EB
WB
Served Volume (vph)
NB
SB
Fehr & Peers 10/2/2024