Emeryville City Council
July 1, 2025

RESOLUTION NO. 25-66
Resolution Of The City Council Of The City Of Emeryville Adopting The Local Roadway Safety Plan (LRSP)
WHEREAS, the City of Emeryville is advancing its Local Roadway Safety Plan (LRSP) to proactively address traffic safety challenges, reduce fatal and severe injury collisions, and align with state and federal safety objectives; and
WHEREAS, this effort stems from federal requirements under California’s Strategic Highway Safety Plan (SHSP), which mandates a coordinated approach to improving roadway safety through engineering, enforcement, education, and emergency response; and
WHEREAS, the LRSP also serves a critical local need: positioning Emeryville to compete for state and federal funding, including the Highway Safety Improvement Program (HSIP) and the federal Safe Streets and Roads for All (SS4A) grant program; and WHEREAS, in 2023, the City secured a grant from the California Transportation Commission (CTC) to develop its LRSP, with completion required by 2025; and WHEREAS, the LRSP adopts a Safe System Approach, reflecting the U.S. Department of Transportation’s Vision Zero principles, which prioritize eliminating traffic fatalities and serious injuries by acknowledging human vulnerability and shared responsibility among road users, designers, and policymakers; and
WHEREAS, the LRSP integrates six principles: rejecting death/serious injury as acceptable outcomes, accommodating human error, designing for human vulnerability, shared responsibility, proactive risk mitigation, and system redundancy, while also aligning with the City’s Complete Streets Policy, ensuring equitable access for pedestrians, cyclists, transit users, and drivers of all ages and abilities; and WHEREAS, the countermeasure identification process involved resources such as the HSIP Analyzer Manual and the Crash Modification Factors Clearinghouse, along with a review of twenty-eight proven safety countermeasures provided by the Federal Highway Administration; and
WHEREAS, the countermeasures were categorized into the following programs:
 Signal Timing Program
 Daylighting Program
 Pedestrian Improvements Program
 Signal Upgrade Program
 Frontage Road Safety Improvements
 Signing and Striping Program
 Corridor Spot Improvements; and
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 Resolution No. 25-66
Adoption of Local Roadway Safety Plan
City Council Meeting | July 1, 2025

WHEREAS, over the next five years, Emeryville will utilize its Local Road Safety Plan as a dynamic framework to enhance road safety, revising objectives as necessary; and WHEREAS, while significant long-term projects will be managed through the Capital Improvement Program (CIP), emphasis will be placed on low-cost safety enhancements that can be quickly implemented; and
WHEREAS, the City's success in this endeavor will rely on securing funding from various sources, including the HSIP, ATP, CMAQ, Sustainable Transportation grants, stimulus funds, and the CIP; and
WHEREAS, the City will assess the effectiveness of the measures implemented to inform future safety initiatives, reaffirming its dedication to transportation safety; now, therefore, be it
RESOLVED, by the City Council of the City of Emeryville that the Local Roadway Safety Plan is adopted.

ADOPTED, by the City Council of the City of Emeryville at a regular meeting held Tuesday, July 1, 2025, by the following vote:

AYES: 4
Mayor Mourra, Vice Mayor Kaur and Council Members Solomon and Welch
NOES: 0
ABSTAIN: 0
ABSENT: 1 Council Member Priforce
MAYOR
ATTEST: APPROVED AS TO FORM:

CITY CLERK CITY ATTORNEY

ATTACHMENTS
 Exhibit A – Local Roadway Safety Plan (LRSP)
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 Iteris. Moving smarter, together
Local Roadway Safety Plan (LRSP)
City of Emeryville
DRAFT Final Project Report
April 5, 2025
Submitted to:

Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
Local Roadway Safety Plan (LRSP)
Iteris, Inc. | i

TABLE OF CONTENTS
Executive Summary................................................................................................................................................ I Introduction .......................................................................................................................................................I Collision Analysis................................................................................................................................................I Geographic Designations..................................................................................................................................II Emphasis Area Identification ............................................................................................................................II Countermeasure Identification and Selection..................................................................................................V Program Identification.....................................................................................................................................VI Program Prioritization....................................................................................................................................VIII Next Steps......................................................................................................................................................VIII

1. Project Summary ...................................................................................................................................... 1

2. Background Review.................................................................................................................................. 5

2.1 Purpose and Need ..............................................................................................................................5

2.2 Vision and Guiding Principles .............................................................................................................7

2.3 Goals and Policies...............................................................................................................................8

2.4 Guiding Documents..........................................................................................................................13

3. Methodology .......................................................................................................................................... 14

3.1 Stakeholder Identification and Engagement....................................................................................15

3.2 Use Safety Data.................................................................................................................................16

4. Analyze Available and Safety Data ......................................................................................................... 17

4.1 On-going, Upcoming, Completed Projects .......................................................................................17

4.2 Traffic Volumes.................................................................................................................................19

4.3 Collision Analysis...............................................................................................................................20

5. Additional Safety Action Plan to Consider (SS4A compliance)............................................................... 28

5.1 Geographic Designations..................................................................................................................28

6. Emphasis Areas and Countermeasures.................................................................................................. 31

6.1 Emphasis Area Identification............................................................................................................31

6.2 Countermeasure Identification and Selection..................................................................................34

7. Project Identification and Evaluation..................................................................................................... 40

6.3 Signal Timing Program......................................................................................................................40

6.4 Daylighting Program .........................................................................................................................41

6.5 Pedestrian Improvements Program .................................................................................................42

6.6 Signal Upgrade Program...................................................................................................................42

6.7 Frontage Road Safety Improvements...............................................................................................43 Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
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6.8 Signing and Striping Program (Unsignalized Intersections)..............................................................44

6.9 Signing and Striping Program (Signalized Intersections) ..................................................................44

6.10 Corridor Spot Improvements............................................................................................................45

6.11 Project Prioritization.........................................................................................................................46

8. Next Steps .............................................................................................................................................. 48 TABLES
Table 1: Goals from Transportation Element, Emeryville General Plan ............................................................... 8 Table 2: Policies from Transportation Element, Emeryville General Plan ............................................................ 8 Table 3: Street Segments with AB 43 Adopted Speed Limits ............................................................................. 12 Table 4: Street Segments Eligible for AB 43 Adopted Speed Limits Pending New E&TS Study.......................... 12 Table 5: Pedestrian Collisions (Corridors)........................................................................................................... 23 Table 6: Bicycle Collisions (Corridors)................................................................................................................. 23 Table 7: Corridor Collision Analysis by Primary Collision Factor (PCF) ............................................................... 24 Table 8: Intersection Collision Analysis by PCF (Signalized)................................................................................ 25 Table 9: Intersection Collision Analysis by PCF (Unsignalized) ........................................................................... 26 Table 10: Intersections with Crash Rates Higher than Citywide Average........................................................... 27 Table 11: Corridor Collision History (Top 10)...................................................................................................... 31 Table 12: Intersection Collision History (Top 10)................................................................................................ 32 Table 13: Corridors with Speed-Related Collisions............................................................................................. 32 Table 14: Locations with Pedestrian Collisions................................................................................................... 33 Table 15: Corridors with Bicycle Collisions ......................................................................................................... 33 Table 16: Countermeasure Identification Categories......................................................................................... 34 Table 17: Project Prioritization Criteria and Metrics.......................................................................................... 46

FIGURES
Figure 1: The Five E’s of Traffic Safety .................................................................................................................. 1 Figure 2: Safe System Approach ........................................................................................................................... 2 Figure 3: Safe System Elements............................................................................................................................ 3 Figure 4: City Limits and Injury Collisions (2019 - 2024)....................................................................................... 6 Figure 5: FHWA LRSP Process ............................................................................................................................. 14 Figure 6: Collision Data Analysis Process............................................................................................................ 16 Figure 7: Annual Collisions by Year (May 2019 – May 2024).............................................................................. 21 Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
Local Roadway Safety Plan (LRSP)
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Figure 8: Annual Collisions by Year and Mode (May 2019 – May 2024) ............................................................ 21 Figure 9: Collisions by Location and Mode ......................................................................................................... 22 Figure 10: Type of Collisions (May 2019 – May 2024)........................................................................................ 22 Figure 11: Collisions by Pedestrian Action.......................................................................................................... 24 Figure 12: Equity Index Factors........................................................................................................................... 28 Figure 13: SB 535 Disadvantaged Communities (2022 Update)......................................................................... 29 Figure 14: Areas of Persistent Poverty................................................................................................................ 29 Figure 15: Corridor Countermeasures Toolkit .................................................................................................... 36 Figure 16: Signalized Intersection Countermeasure Toolkit............................................................................... 37 Figure 17: Unsignalized Intersection Countermeasure Toolkit .......................................................................... 38

APPENDICES
Appendix A – Recommended and Planned Projects
Appendix B – Collision Analysis by Primary Collision Factor Appendix C – Crash Rate Analysis
Appendix D – Countermeasure Identification and Selection Appendix E – Countermeasure Projects
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
Local Roadway Safety Plan (LRSP)
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EXECUTIVE SUMMARY
Introduction
The Local Roadway Safety Plan (LRSP) is a strategic initiative aimed at enhancing traffic safety for the City of Emeryville, addressing critical safety needs and challenges. The City of Emeryville, located in Alameda County with a population of approximately
13,000, benefits from significant transportation
infrastructure, including Interstate-80 and various
bus services connecting to Oakland, San
Francisco, and beyond. The city fosters
multimodal transport options, featuring the free
Emery-Go-Round shuttle, which links residents to
regional rail services. Emeryville's planning
initiatives, encapsulated in the General Plan and
the Active Transportation Plan, prioritize
equitable and sustainable development with an
emphasis on safety, walkability, and reduced
automobile dependency. Additionally, these
plans are being enhanced by the Local Roadway Safety Plan (LRSP) to improve traffic safety resource allocation and decision-making.

Over the past five years, the city has experienced an average of 77 collisions per year, including 2.0 that have resulted in fatal or serious injuries. The LRSP sets forth a comprehensive framework to identify, prioritize, and pursue improvements that mitigate these dangers and enhance road safety. By analyzing traffic and collision data alongside Caltrans and FHWA guidelines, the LRSP aims to identify key opportunities for safety enhancements on local roadways. Safe infrastructure systems help prevent fatal and severe injury collisions. The plan will also include input from essential stakeholders to ensure a comprehensive understanding of local conditions and perspectives.

With a total of 385 collisions recorded over the past five years, including concerning incidents involving vulnerable users—20 pedestrian collisions and 27 bicycle collisions, the LRSP is particularly focused on safeguarding those at higher risk. Through targeted actions and collaborative efforts, the City of Emeryville aims to enhance roadway safety and
protect its community members effectively.

This plan not only demonstrates the City’s commitment to safety but also positions Emeryville for future funding opportunities, thus reinforcing its readiness to address ongoing and emerging safety challenges in the local
roadway system.

Collision Analysis
The City of Emeryville collected collision data from the SWITRS database, documenting incidents from May 8, 2019, to May 7, 2024. During this five-year period, there were 385 reported collisions, which were categorized by location, including intersections and corridor segments. Notably, collisions involving Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
Local Roadway Safety Plan (LRSP)
Iteris, Inc. | II
vulnerable users, such as pedestrians and cyclists, represented only 12 percent of total collisions yet accounted for 50 percent of fatal or severe outcomes. Despite Emeryville's relatively low overall collision levels, attributed to its small size and high density, the rate of injuries among vulnerable users matches that of nearby cities, with such injuries comprising 30 percent of total injuries. Emeryville's fatality rate for vulnerable users stands at 0.7 percent of total injuries, positioned between Oakland's 1.1 percent and Berkeley's 0.6 percent. According to the California Office of Traffic Safety, Emeryville rated in the top quarter of 104 similar cities for transportation-related injuries and fatalities; however, the generally low speeds within the city contribute to lesser injury severity compared to its peers.

Geographic Designations
Emeryville prioritizes effective and equitable road safety solutions, recognizing that marginalized and underprivileged communities face a higher risk of traffic-related injuries and fatalities. An equity analysis, using American Community Survey data, identifies the location and size of these populations to guide fair and inclusive planning. Public input is essential, especially from low-income groups who may lack vehicle access and face transportation challenges. For instance, outreach for the 40th Street Multimodal Project revealed that 40% of residents lived in disadvantaged areas and reported barriers to walking and accessing key trails. Improving infrastructure for those who walk, bike, or use transit will greatly enhance safety and access for these communities.

Emphasis Area Identification
The City of Emeryville is advancing several initiatives—some completed, others underway or upcoming— centered on cycling, pedestrian, and traffic safety, as outlined in the 2023 Active Transportation Plan (ATP). Given the city's compact size, safety improvements are integrated with development projects and the annual Capital Improvement Program (CIP). The Local Road Safety Plan (LRSP) supports this by identifying research gaps and proposing cost-effective safety projects suitable for grants or other funding.

A detailed collision analysis by Iteris highlighted trends and key problem areas, especially involving pedestrians and cyclists, leading to five priority focus areas: corridor and intersection collision history, speeding, pedestrian safety, and bicycle safety.

Corridor and Intersection Collision History
High corridor and intersection collision locations were identified by the collision study, as previously described. The tables that follow lists the top ten high-priority locations along with ongoing and upcoming initiatives that incorporate safety measures at those sites.

Corridor Collision History
ID Corridor Corridor Limit
(Start)
Corridor
Limit (End)
Pedestrian
Collisions
Bicycle
Collisions F+SI Total Collisions On-Going/Planned Projects 1a Powell St Vallejo St Frontage
Rd 4 5 2 69
MTC I-80/Powell Street
Interchange Transit
Access Improvements
2 San Pablo
Av 53rd St 36th St 3 4 0 41
San Pablo Avenue Corridor
Bus-Bike Lanes Project
5 40th St
East of
Adeline
St/City Limit
Hubbard St 1 2 3 33 40th Street Multimodal
Project (Phases I and II)
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ID Corridor Corridor Limit
(Start)
Corridor
Limit (End)
Pedestrian
Collisions
Bicycle
Collisions F+SI Total Collisions On-Going/Planned Projects 3b Hollis St Powell St 67th St 1 0 1 31 Hollis Street Sustainable Streetscape Project
4a
Shellmound
St 67th St Christie Av 1 2 0 21
The Emeryville Loop
Project
Shellmound Street Paving
Project
7 Frontage Rd
North of
Point Emery
Ln/City Limit
Powell St 0 3 0 20
Capital Street
Improvements Project
(CIP)
MTC I-80/Powell Street
Interchange Transit Access
Improvements
6a Christie Av 65th St Powell St 0 0 0 15
The Emeryville Loop
Project
1b Powell St Frontage Rd
Marina
Park/City
Limit
0 0 0 14 -
6b Christie Av Powell St
Bay St
Parking
Garage
0 0 0 14 The Emeryville Loop
Project
4b Shellmound
St Christie Av 40th St 1 1 1 13
The Emeryville Loop
Project
Shellmound Street Paving
Project
Intersection Collision History
ID Cross Street
A
Cross Street
B
Traffic
Control
Pedestrian
Collisions
Bicycle
Collisions F+SI Total Collisions On-Going/Planned Projects 1 Powell St Christie Av Signal 1 1 0 25 The Emeryville Loop Project 2 Powell St Rt 80 Signal 1 2 0 22
MTC I-80/Powell Street
Interchange Transit Access
Improvements
3 San Pablo
Av 40th St Signal 2 1 0 17 San Pablo Avenue Corridor Bus-Bike Lanes Project 4 Shellmound
St Christie Av Signal 1 0 0 10 The Emeryville Loop Project 5 Powell St Doyle St Signal 1 1 2 11 -
6 Hollis St 67th St Signal 0 1 1 10 Capital Improvements Program (Completed)
7 Frontage
Rd Powell St Signal 0 1 0 9
MTC I-80/Powell Street
Interchange Transit Access
Improvements
13 Powell St Peladeau St Two-Way
Stop 0 0 0 7 -
10 Hollis St 66th St Two-Way
Stop 0 0 1 6 -
12 Frontage
Rd
Access
Rd/Rt 80 Signal 0 1 0 6 -
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Speeding
The primary cause of most traffic collisions in Emeryville is unsafe speed, accounting for 21% (82 out of 385) of incidents over five years. In response, the city—alongside advisory committees—is implementing measures to lower vehicle speeds and enhance safety for all users. This includes reviewing speed limits under updated AB 43 guidelines, especially in areas with high pedestrian and bicycle activity. The table below summarizes the top ten corridors with the highest number of unsafe speed collisions.

Corridors with Speed-Related Collisions
ID Corridor Corridor Limit (Start) Corridor Limit (End) Speed Related Collisions On-Going/Planned Projects
5 40th St East of Adeline St/City
Limit Hubbard St 16 40th Street Multimodal Project(Phases I and II) 1a Powell St Vallejo St Frontage Rd 10 -
2 San Pablo Av 53rd St 36th St 10 San Pablo Avenue Corridor BusBike Lanes Project 3b Hollis St Powell St 67th St 4 -
7 Frontage Rd North of Point Emery
Ln/City Limit Powell St 4 -
1b Powell St Frontage Rd Marina Park/City
Limit 4 -
4b Shellmound St Christie Av 40th St 4 -
6b Christie Av Powell St Bay St Parking
Garage 3 -
3a Hollis St Yerba Buena Av Powell St 3
Hollis Street Sustainable
Streetscape Project
4a Shellmound St 67th St Christie Av 2
Shellmound Street Paving
Project
Pedestrian Safety
Between May 2019 and May 2024, Emeryville recorded 20 pedestrian-related collisions, with about 60% occurring in crosswalks. These incidents underscore the importance of pedestrian safety in the City’s Local Road Safety Plan (LRSP), aligning with its broader vision and Resolution No. 20-10, which prioritizes bicycle and pedestrian safety. The table below lists all intersections and mid-block crosswalks where such collisions occurred, all of which are controlled by signals or signage.

Locations with Pedestrian Collisions
ID Cross Street A Cross Street B Traffic Control Pedestrian Collisions On-Going/Planned Projects
3 San Pablo Av 40th St Signal 2 40th Street Multimodal Project (Phases I and II) 45 Hollis St 45th St Signal 2 -
1 Powell St Christie Av Signal 1 The Emeryville Loop Project 2 Powell St Rt 80 Signal 1
MTC I-80/Powell Street Interchange Transit
Access Improvements
4 Shellmound St Christie Av Signal 1 The Emeryville Loop Project 5 Powell St Doyle St Signal 1 -
15 Bay St Ohlone Wy Signal 1 Developer Project (Completed) 17 Hollis St 59th St Signal 1 -
19 San Pablo Av 53rd St Signal 1
San Pablo Avenue Corridor Bus-Bike Lanes
Project
47 Shellmound St IKEA Exit Signal 1 40th Street Multimodal Project (Phases I and II) Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
Local Roadway Safety Plan (LRSP)
Iteris, Inc. | V
ID Cross Street A Cross Street B Traffic Control Pedestrian Collisions On-Going/Planned Projects
50 West
Macarthur Bl Emery St Signal 1
San Pablo Avenue Corridor Bus-Bike Lanes
Project
27 Powell St Vallejo St Two-way Stop 1 -
36 Horton St 62nd St One-Way Stop 1 -
37 61st St Hollis St One-Way Stop 1 -
- Emery St Nordstorm Rack
Dwy Crosswalk One-Way Stop 1 -
Bicycle Safety
The table below summarizes all corridors within the city with bicycle collisions.

Corridors with Bicycle Collisions
ID Corridor Corridor Limit (Start) Corridor Limit (End) Bicycle Related Collisions On-Going/Planned Projects
1a Powell St Vallejo St Frontage Rd 5 -
2 San Pablo Av 53rd St 36th St 4
San Pablo Avenue Corridor Bus-Bike
Lanes Project
7 Frontage Rd North of Point
Emery Ln/City Limit Powell St 3
-
3a Hollis St Yerba Buena Av Powell St 3
Hollis Street Sustainable Streetscape
Project
5 40th St East of Adeline
St/City Limit Hubbard St 2
40th Street Multimodal Project
(Phases I and II)
4a Shellmound St 67th St Christie Av 2 Shellmound Street Paving Project 4b Shellmound St Christie Av 40th St 1
Shellmound Street Paving Project
The Emeryville Loop Project
8 Bay St Christie Av Ohlone Wy 1 -
12 Adeline St 47th St 36th St 1 -
18b 62nd St Overland Av Vallejo St 1 -
20 61st St Hollis St Vallejo St 1 -
22 43rd St San Pablo Av East of Adeline
St/City Limit 1
-
24 Peladeau St 59th St Stanford Av 1 -
35 67th St Shellmound St
East of Emeryville
Greenway/City
Limits Cir
1 -
Countermeasure Identification and Selection
The Local Road Safety Plan (LRSP) is a strategic framework aimed at enhancing safety on local roads by identifying, analyzing, and prioritizing improvements to reduce fatalities and severe injuries, aligning with the U.S. Department of Transportation's mission. It supports initiatives like the California Strategic Highway Safety Plan, backed by grants from the Highway Safety Improvement Program (HSIP) and Safe Streets for All (SS4A). The plan advocates countermeasures such as reducing speed limits and implementing infrastructure changes for pedestrians and cyclists. The countermeasure identification process involved resources such as the HSIP Analyzer Manual and the Crash Modification Factors Clearinghouse, along with a review of twenty-eight proven safety countermeasures provided by the Federal Highway Administration.

Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
Local Roadway Safety Plan (LRSP)
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The LRSP includes ongoing city projects addressing safety concerns through both low-cost and high-cost treatments. It proposes additional countermeasures classified by collisions near intersections and midblock locations, highlighting primary causes of accidents that include unsafe speed and improper turning.

Countermeasure toolkits were developed to serve as a comprehensive resource for future interventions as funding permits.

Program Identification
Project countermeasures identified in the previous efforts were categorized into programs based on their type and implementation locations, with evaluations focused on project readiness, effectiveness, and cost-effectiveness. Project readiness was divided into near-term (2-5 years), mid-term (5-10 years), and long-term (greater than 10 years), although no long-term projects were identified in the LRSP. The effectiveness of the countermeasures was assessed by analyzing historical collision data to determine the anticipated reduction in collisions through their implementation, using collision reduction factors for quantification. The monetized benefits of these countermeasures, which include reductions in property damage and injuries, were based on the U.S. Department of Transportation's guidelines for benefit-cost analysis, while project costs were calculated individually for each location and aggregated by program.

Programs were identified based on recommended countermeasures, detailing specific locations, additional treatment information, resolved collisions from these measures, and an evaluation of their overall effectiveness. The following programs were identified through this effort.

Signal Timing Program
The signal timing program project aims to update traffic signal timings to reduce collision patterns. It includes recommendations for implementing leading pedestrian intervals (LPIs) at select intersections to enhance pedestrian safety. A total of 21 locations have been identified for timing updates, with five specifically recommended for LPI programming.

Figure 1: Signalized Intersection Countermeasure Toolkit Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
Local Roadway Safety Plan (LRSP)
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Daylighting Program
California's Daylighting Law, effective January 1, 2025, aims to enhance safety by prohibiting parking near crosswalks.

Under Assembly Bill 413 (AB 413), it is illegal to park within 20 feet of any approach to marked or unmarked crosswalks and within 15 feet of crosswalks with curb extensions,
regardless of the presence of red curbs. The Local Road Safety Program (LRSP) has identified seven locations where the installation of red curbs is recommended to reduce
traffic collisions at these intersections and crosswalks, including two locations suggested for preemptive
measures in accordance with the Vehicle Code.

Pedestrian Improvements Program
The pedestrian improvements program has identified
six specific locations where enhanced safety measures
for pedestrians are recommended. These measures
include the installation of rapid rectangular flashing
beacons (RRFB), appropriate signage and striping,
implementation of no right-turn-on-red (NRTOR)
restrictions, and other enhancements to improve
safety.

Signal Upgrade Program
This program outline’s locations for upgrading traffic signal hardware, implementing protected left-turn phases, and installing new traffic signals, focusing on three sites.

Frontage Road Safety Improvements
This program encompasses recommended safety improvements along Frontage Road from Powell Street to north of Point Emery Lane/City Limit. Proposed measures include dynamic speed variable signs, chevron signs, speed limit postings, warning and regulatory signs for the westbound freeway off-ramp at Frontage Road/Point Emery Lane, lane movement pavement markings, a median barrier at Frontage Road/Hilton Driveway, and curb extensions at Frontage Rd/Rt 80.

Signing and Striping Program
The signing and striping program consists of two main components:
addressing all unsignalized intersection locations and signalized intersection locations where collisions can be mitigated through recommended countermeasures. The program for unsignalized intersections identifies 25 locations. Implemented countermeasures include dynamic and variable speed signs, pavement markings, warning and regulatory signs, bike lanes, as well as edge-lines and centerlines.

The program for signalized intersections includes five locations, four of which are within Caltrans jurisdiction. All countermeasures recommended in this program will be implemented by on-going projects.

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Local Roadway Safety Plan (LRSP)
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Corridor Spot Improvements
The corridor improvements program, akin to the signing and striping initiative, addresses all roadway segments where collisions can be remedied by specified countermeasures. These measures were assessed for incidents occurring over 200 ft from intersections, driveways, and utility poles, paralleling those suggested in the signing and striping program. This program encompasses 14 designated locations.

Program Prioritization
To allocate limited funds effectively, the projects were evaluated based on readiness, cost-effectiveness, collision severity, and their potential to reduce accidents. Collaborating with city staff, Iteris categorized projects by implementation timeframe: short term (2-5 years), mid-term (5-10 years), and long-term (over 10 years). The analysis factors in the benefits of reduced fatalities and crashes, referencing the U.S.

Department of Transportation's Benefit-Cost Analysis Guidance. Near-term projects, such as the Daylighting Program and Pedestrian Improvements, are prioritized for their lower costs and complexities.

Mid-term projects, while generally more expensive and complex, offer additional benefits not directly assessed here. Long-term projects were not identified but will require ongoing evaluation of the effectiveness of implemented measures for future prioritization.

The table that follows presents these programs along with criteria for prioritization, indicated by color coding from yellow (lower priority) to green (higher priority).

Project Readiness
Addressed
Collisions per
Year
Effectiveness
of Counter
measures
Monetized
Benefits
Cost of
Improvements
Safety
Benefit/
Cost Ratio
Daylighting Program Near-Term 1.2 20% $139,200 $14,000 9.9 Pedestrian Improvements Near-Term 1.4 29% $578,125 $205,000 2.8 Signing & Striping Program
(Unsignalized Intersections) Near-Term 8.6 27% $1,386,300 $528,000 2.6 Signal Timing Program MediumTerm 15.8 19% $2,816,557 $430,000 6.6 Signal Upgrade MediumTerm 2.8 51% $1,245,225 $900,000 1.4 Frontage Rd-Safety
Improvements
MediumTerm 1.2 33% $306,075 $54,000 5.7
Corridor Spot Improvements MediumTerm 3.4 26% $1,006,825 $1,346,000 0.7 Signing & Striping Program
(Signalized Intersections)
MediumTerm 0.8 25% $9,500 $50,000 0.2
Next Steps
Over the next five years, Emeryville will utilize its Local Road Safety Plan as a dynamic framework to enhance road safety, revising objectives as necessary. While significant long-term projects will be managed through the Capital Improvement Program (CIP), emphasis will be placed on low-cost safety enhancements that can be quickly implemented. The city's success in this endeavor will rely on securing funding from various sources, including the Highway Safety Improvement Program (HSIP), ATP, CMAQ, Sustainable Transportation grants, stimulus funds, and the CIP. Moreover, the city will assess the effectiveness of the measures implemented to inform future safety initiatives, reaffirming its dedication to transportation safety.

Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
Local Roadway Safety Plan (LRSP)
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1. PROJECT SUMMARY
The Local Roadway Safety Plan (LRSP) is a traffic safety planning document for local agencies to proactively address safety needs and challenges in the City of Emeryville. Over the past five years, the City of Emeryville has averaged 77 collisions per year, with an average of 2.0 of those involving a fatal or serious injury. The document develops a systemic framework to identify a prioritized list of improvements and actions to address defined needs and will allow eligibility for funding of these improvements in future Caltrans Highway Safety Improvement Program (HSIP) calls-for-projects cycles and other funding sources.

An LRSP (or an equivalent Systemic Safety Analysis Report (SSAR) or Vision Zero Action Plan) is required starting HSIP Cycle 12.

Furthermore, the City of Emeryville’s LRSP includes the Safety Action Plan elements for the Federal Safe Streets and Roads for All Program—either through reference to other existing plans or the LRSP itself—to allow the City to self-certify its eligibility for SS4A implementation grants.

Understanding transportation system safety to prevent life-changing injuries or loss of life is of the utmost importance to the City of Emeryville. The city prepared an LRSP to facilitate the development of local agency partnerships and collaboration, resulting in a prioritized list of improvements and actions that can demonstrate a defined need and contribute to California’s Strategic Highway Safety Plan (SHSP) overall vision and goals. The LRSP is a proactive approach to addressing safety needs and demonstrates agency readiness and responsiveness to safety challenges.

The LRSP focuses on reducing fatal and severe injury collisions (FSI collisions) with focused challenge areas adopting the Five “E’s” of Traffic Safety, as illustrated in Figure 1 and summarized below.

1. Education: Educate all road users on safe behaviors

2. Enforcement: Enforce actions that reduce high-risk behavior

3. Engineering: Apply effective and/or innovative countermeasures

4. Emergency Response: Improve emergency response times and actions

5. Emerging Technologies: Apply emerging technologies to roadway, vehicle, and user The City of Emeryville’s LRSP focuses on identifying opportunities to implement safety improvements on local roadways based on analysis of traffic and collision data within the city, as well as guidelines set forth Figure 1: The Five E’s of Traffic Safety
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in the Caltrans Strategic Highway Safety Plan and
by the Federal Highway Administration (FHWA).

Solutions are anticipated to range in scope from
education and enforcement to engineering and
infrastructure projectsfocusing on the Five “E’s”.

The plan will incorporate important stakeholders
to ensure the data is rounded out with local
experience to provide an LRSP that addresses
the City’s needs.

Of the 385 total collisions over the past five years
in the City, collisions with vulnerable users
totaled 20 with pedestrians and 27 with bicycles.

Vulnerable user collisions are of particular
concern due to less protection afforded to
persons walking and bicycle as opposed to
traveling in vehicles.

The City of Emeryville is leading several ongoing initiatives aimed at enhancing the safety and mobility of all modes of transportation. This project will provide the city with a strategic plan for implementation which will strive to reduce fatalities and serious injuries on public roads, consistent with the goal of the LRSP program.

This plan aims to prevent serious injuries and
fatalities on the roads, supporting the US
Department of Transportation's (US DOT) objective
of having no traffic fatalities across the country. The Safe Systems Approach, often known as Vision Zero,
is the strategy that the US DOT has chosen to
accomplish the transportation safety objective.

Building a transportation system with the
understanding "humans make mistakes and that
humans have limited ability to tolerate crash
impacts" is the goal of the safe system approach. The
City of Emeryville has actively embraced the Safe
System Approach, which creates measures to
minimize human errors before they occur. Principles
and elements of the Safe System Approach can be
seen in Figure 2.

A Safe System Approach provides a safety net for the
user by adhering to the following principles:

1. Death/serious injury is unacceptable: While no crashes are desirable, the Safe System Approach prioritizes crashes that result in death and serious injuries, since no one should experience either when using the transportation system.

2. Humans make mistakes: People will inevitably make mistakes that can lead to crashes, but the transportation system can be designed and operated to accommodate human mistakes and injury tolerances and avoid death and serious injuries.

Figure 2: Safe System Approach
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3. Humans are vulnerable: People have limits for tolerating crash forces before death and serious injury occurs; therefore, it is critical to design and operate a transportation system that is humancentric and accommodates human vulnerabilities.

4. Responsibility is shared: All stakeholders (transportation system users and managers, vehicle manufacturers, etc.) must ensure that crashes do not lead to fatal or serious injuries.

5. Safety is proactive: Proactive tools should be used to identify and mitigate latent risks in the transportation system, rather than waiting for crashes to occur and reacting afterwards.

6. Redundancy is crucial: Reducing risks requires that all parts of the transportation system are strengthened, so if one part fails, the other parts still protect people.

Achieving a zero-death target requires addressing all accident risk factors using the five components of a safe system, illustrated in Figure 3.

The following sections outline the approach and recommendations for developing and implementing the City of Emeryville’s LRSP. Overall, competitive HSIP applications are for projects with low cost solutions for severe safety issues. Due to the relatively safer transportation conditions in the City of Emeryville as compared to other areas of the State, a competitive HSIP application would need to be for a very low cost project, a project in partnership with the Cities of Berkeley and/or Oakland or Alameda County, or for a severe safety issue identified in the future. Since low-cost improvements are implemented faster through the City’s own budget, a competitive HSIP application project is not identifed at this time. Higher-cost improvements may need to be further studied for potential incorporation in the City’s five-year Capital Improvement Program (CIP).

In addition to supporting the city's transportation goals, the plan gives the city the ability to apply for Figure 3: Safe System Elements
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grants and federal funding. Specifically, projects must be included in an approved safety action plan in order to be eligible for implementation money under the Safe Streets for All (SS4A) program.

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2. BACKGROUND REVIEW

2.1 Purpose and Need
The City of Emeryville is located in Alameda County, south of Berkeley and west of Oakland, with an approximate population of 13,000 (Figure 4). Interstate-80 (I-80) crosses through the city in the northsouth direction and provides two interchanges in Emeryville: at Frontage Road and at Powell Street. The access road at the Frontage Road/Point Emery Lane intersection also connects to southbound I-80. The city receives a mix of both local and commuter
traffic. Numerous multimodal transportation
options are available, even though the
freeways offer a high degree of automobile
regional access. AC Transit local bus service
and TransBay buses connect Emeryville,
Oakland and other communities across the Bay
to Downtown San Francisco. The free EmeryGo-Round shuttle service connects Emeryville's residents and workplaces to
Amtrak rail service, Capitol Corridor, and
BART. San Pablo Avenue is also the route of
frequent local buses and the regional Rapid
bus. The San Francisco Bay Trail and the wider
Bay Trail, a recreational area with 350 miles of
continuous trails and connections to many parks, are accessible from a section of Emeryville's 40th Street/Shellmound Street corridor.

The City Council of Emeryville has approved two comprehensive, long-range planning documents that set forth guidelines for the city's physical development: the General Plan and the Active Transportation Plan.

Through its General Plan and Active Transportation Plan, the City of Emeryville has outlined a thorough blueprint for equitable and sustainable development which aligns with the physical characteristics of the city and the facilities within the city. With a focus on safety, walkability, accessibility to necessary services, and a decreased reliance on cars, the General Plan and the Active Transportation Plan aim to create a thriving and varied community.

In order to allocate resources where they will have the biggest safety impact and to guide traffic safety decisions, the City's Transportation Element of the General Plan and the Active Transportation Plan are being expanded into the Local Roadway Safety Plan (LRSP).

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Figure 4: City Limits and Injury Collisions (2019 - 2024) Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
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2.2 Vision and Guiding Principles
The vision and goals for the LRSP are drawn from the City’s General Plan and Active Transportation Plan.

The vision statement provided in the Emeryville General Plan Transportation Element expresses a city which is intended for multimodal transportation with an emphasis on safe, comfortable access, and travel for users of all ages and abilities. The City’s Active Transportation Plan describes a preference for safe active and sustainable transportation. These two visions are combined for a draft vision for the City’s LRSP.

The City of Emeryville is a community where active, sustainable transportation is the easy choice: it is safe, comfortable, equitable, and accessible to all. The design, construction, operation, and maintenance of city streets shall be based on a “complete streets” concept that enables safe, comfortable, and attractive access and travel for pedestrians, bicyclists, motorists, and transit users of all ages and abilities.

The guiding principles provided in the General Plan relevant to the LRSP are paraphrased below:

1. A connected place
Improved connections to the Peninsula; new, secure routes for bikers and pedestrians; and new connections for cars, walkers, and bicyclists
between the city's eastern and western
sections. Additionally, the Plan aims to expand
the options for transportation.

2. A walkable, fine-grained city, emphasizing
pedestrians
A walkable and accessible city must have a
well-defined grid of streets and blocks. The
General Plan encourages walkability by
supporting active uses, breaking up large sites
into smaller parcels and blocks and creating
connections between them, and improving sidewalks, pathways, and streetscapes.

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2.3 Goals and Policies

2.3.1 Emeryville General Plan
The Transportation Element of the General Plan contains the following goals relevant to the LRSP for Emeryville’s transportation system (see Table 1):

Table 1: Goals from Transportation Element, Emeryville General Plan # Goals Description
T-G-1
A comprehensive transportation
system
A transportation system that is efficient, safe, removes barriers (e.g. accessibility near freeways and rail lines), and optimizes travel by all modes.

T-G-2 Universally accessible
A transportation system that meets the needs of all segments of the population, including youth, seniors, persons with disabilities, and low-income households.

T-G-3 Multimodal
A transportation system that eliminates the necessity of owning and/or driving personal vehicles because of the availability of convenient and accessible alternative modes of transportation.

T-G-4 A walkable city
A universally accessible, safe, pleasant, convenient, and integrated pedestrian system that provides links within the city and to surrounding communities and reduces vehicular conflicts.

T-G-5
A safe, comprehensive, and
integrated bicycle system
A system and support facilities throughout the city that encourage accessible bicycling for all community members.

T-G-6
A safe, efficient, comprehensive,
and integrated transit system
A public transit system that allows for a reduction in automobile dependence for residents, employees, and visitors.

T-G-7 A multi-functional street system
A system that will ensure the safe and efficient movement of people, goods, and services and support a high quality of life and economic vitality.

T-G-8
A balanced parking supply
system
Parking supply that balances economic development, livable neighborhoods, environmental and energy sustainability, and public safety, while reducing dependence on the automobile.

T-G-9
Safe and efficient movement of
goods
Goods movement that supports commerce and industry while maintaining a high quality of life.

T-G-11 Transportation demand
management strategies
TDM strategies that decrease single-occupant automobile demand and reduce vehicle miles traveled.

The Transportation Element of the General Plan contains the following policies relevant to the LRSP for Emeryville’s transportation system (see Table 2):

Table 2: Policies from Transportation Element, Emeryville General Plan # Description
T-P-2
The design, construction, operation, and maintenance of city streets shall be based on a “complete streets” concept that enables safe, comfortable, and attractive access and travel for pedestrians, bicyclists, motorists, and transit users of all ages and abilities.

T-P-7 The City shall continue to study and evaluate appropriate traffic and transportation improvements.

T-P-12
The City will plan, upgrade, and maintain pedestrian crossings at intersections and mid-block locations by providing safe, well-marked crosswalks with audio/visual warnings, bulb-outs, and median refuges that reduce crossing widths.

T-P-13
Pedestrian routes will be provided across large blocks, pursuing creative options if necessary, such as purchasing private alleys, designating pathways through buildings, and acquiring public access easements.

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# Description
T-P-14
Establish Pedestrian Priority Zones in Neighborhood Centers, around schools, and in other locations as indicated in Figure 3-4, where wider sidewalks, street lighting, crosswalks, and other pedestrian amenities are emphasized. Link these zones to adjacent land uses to ensure that building frontages respect pedestrians and truck loading takes place on adjacent streets wherever possible.

T-P-15
Walking will be encouraged through building design and ensure that automobile parking facilities are designed to facilitate convenient pedestrian access within the parking area and between nearby buildings and adjacent sidewalks. Primary pedestrian entries to nonresidential buildings should be from the sidewalk, not from parking facilities.

T-P-16 Safe pedestrian walkways that link to streets and adjacent bus stops will be required of new development.

T-P-17 The City will require new development to minimize the number and width of curb cuts for vehicle traffic to reduce vehicle conflicts with pedestrians.

T-P-26 Bicycling will be promoted through public education, including the publication of literature concerning bicycle safety and travel, health and environmental benefits of bicycling.

T-P-30
The City will undertake a study to enhance transit mobility, including feasibility of transit-only lanes (dedicated, peak-hours only/shared with automobiles at other times, or converted from parking lanes to transit-only during peak hours), especially along congested transit streets, providing walking access from most of the city, and connect major destinations within Emeryville and to BART.

T-P-31
The City will develop and implement transit stop amenities such as pedestrian pathways approaching stops, benches, traveler information systems, shelters, and bike racks to facilitate transit stops as place-making destinations and further the perception of transit as an attractive alternative to driving.

T-P-32 Transit stops will be sited at safe, efficient, and convenient locations, and located appropriately within the right of way.

T-P-33
The City supports transit priority on Transit Streets through features such as traffic signal priority, bus queue jump lanes at intersections, exclusive transit lanes, and other techniques as appropriate, with adjustments to technology as conditions change.

T-P-46 Private developments and major public infrastructure projects will provide adequate rights-of-way for all modes of transportation.

T-P-47
The City supports “traffic calming” and other neighborhood traffic management techniques to enhance the quality of life within existing neighborhoods and to discourage through-traffic on bicycle boulevards and local streets.

T-P-48
The City will establish equal priority to bicycles and public transit (and discourage through-traffic by other modes) on streets in the vicinity of the Amtrak station that are designated as both Transit Streets and Bicycle Boulevards.

T-P-62 Provide adequate off-street loading areas in large commercial, industrial, and residential developments that do not conflict with pedestrian, bicycle, transit, or automobile movements.

T-P-64
The City will work with local, regional and state agencies, the Chamber of Commerce, and the Transportation Management Association, as well as employers and residents, to encourage and support programs that reduce vehicle miles traveled, such as preferential carpool parking, parking pricing, flexible work schedules, and ridesharing
T-P-66 The City supports and encourages the expansion of car-sharing programs in Emeryville.

2.3.2 Emeryville Active Transportation Plan
The Emeryville Active Transportation Plan (ATP) has set the following goals relevant to the LRSP to fulfil the vision of the city being an active sustainable transportation community.

1. Comfortable: Easy to Navigate, reducing the risk of serious injury.

2. Connected: Integrated within Emeryville and externally to neighboring communities.

3. Equitable: Needs of the less resourced are prioritized in project and program planning.

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2.3.3 Resolution No. 20-10 Bicycle and Pedestrian Safety In February 2020, the City Council passed Resolution 20-10 to prioritize bicycle and pedestrian safety. The resolution includes the following goals and objectives.

1. Apply for funding through the State of California' s LRSP program to create a Local Road Safety Plan that provides the framework to systematically identify and analyze safety problems and recommend safety improvements on the city' s streets.

2. Use existing funding sources and identify grant funding sources to support several " quick build" projects addressing pedestrian and bicycle safety based on the results of the Local Road Safety Plan and UC Berkeley SafeTREC Powell Street Corridor Study.

3. Complete an Engineering and Traffic Survey on Bicycle Boulevards to establish 20mph speed limits.

4. Assure completion of existing funded Capital Improvement Program Projects and that address pedestrian and bicycle safety, including the following:
a) Finalize construction of South Bayfront Bridge and Horton Landing Park. b) Finalize construction of ATP Greenway Crossing Improvements Project at 65th, 66th, and 67th Streets.
c) Finalize construction of two new traffic signal projects at Powell/ Doyle and 40th/ Harlan. d) Finalize design and obtain Caltrans permitting for the San Pablo Avenue mid -block crosswalk adjacent to the Avalon senior housing project.
e) Include appropriate traffic calming measures on Overland Avenue, Horton Street, Doyle Street, 62nd Street, and 59th Street as part of Fiscal Year 2019/ 2020 annual paving project. f) Include appropriate traffic calming measures along 45th Street and 53rd Street as part of Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
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Fiscal Year 2020- 2021 annual paving project.
g) Conduct Streetlight Survey and develop City standards.

5. Collaborate with private property developers to maximize the impact of bicycle and pedestrian improvements as a development condition in a manner consistent with the City' s transportation plans and policies.

6. Explore additional and different approaches for enforcement in order to prevent obstructions in bicycle lanes and sidewalks.

7. Identify and pursue funding sources for the Design and Construction of the 40th Street Transit Hub Project which includes a transit only lane with cycle track.

8. Work with AC Transit and the Alameda County Transportation Commission to expedite improvements on San Pablo Avenue to reduce transit travel times and improve bicycle safety.

2.3.4 Traffic Calming
Given the small physical size and densely built out land use and transportation infrastructure of the City of Emeryville, there are limited transportation system improvement options to directly address safety for all transportation system users. The City of Emeryville staff, working with the Transportation and Sustainability Committee and Bicycle/Pedestrian Advisory Committee, review safe streets opportunities through programs and projects to reduce vehicle speeds to improve safety for all road users. Bicycle Boulevards are prioritized for reduced speeds. The City’s speed survey program is used to determine appropriate speeds along with State speed limit guidance most recently amended by AB 43, to accommodate high bicycle/pedestrian concentration and business district activity.

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2.3.5 Assembly Bill No. 43 (AB 43) Speed Limit Recommendations and City Council Adoption The California Legislature passed Assembly Bill 43 – Traffic Safety in September 2021, the bill was introduced by
Assembly Member Laura Friedman from the 43rd Assembly
District in Southern California. The bill changes the process by which engineering and traffic survey studies are prepared by authorizing local agencies to consider the safety of vulnerable pedestrian groups in addition to the traditional speed limit determination process based on prevailing speeds and road conditions. The bill also introduces the ability to establish permanent 15- and 20-MPH speed limits on roads that were historically only implemented as part of special speed zone segments along school routes or senior center areas. The speed limits determined by AB 43 took effect on June 30, 2024.

The City of Emeryville proactively updated their Citywide Engineering and Traffic Survey Study (E&TS), which is now complete and adopted by City Council to include
recommendations for further reduction in speed limits to 15- mph and 20-mph along eligible segments. Adoption of AB 43 is in conjunction with the traffic calming efforts applied by the city.

The street segments included in the Citywide E&TS study qualified for the additional five-mph speed reduction per AB 43 are summarized in Table 3.

Table 3: Street Segments with AB 43 Adopted Speed Limits # Street Segment Limits Speed Limit per AB 43
(mph)
1 Horton St 62nd St to 40th St 15
2 Christie Av 65th St to Powell St 20
3 65th St Hollis St to Vallejo St 20
4 53rd St Horton St to San Pablo Av 15
5 Park Av Halleck St to San Pablo Av 20
Several other street segments that were not included in the Citywide speed survey are also eligible for the five-mph speed reduction per AB 43. These street segments will be evaluated as a part of future E&TS cycles. Table 4 summarizes street segments eligible for further speed reduction per AB 43, pending new engineering and traffic survey study.

Table 4: Street Segments Eligible for AB 43 Adopted Speed Limits Pending New E&TS Study # Street Segment Limits
1 61st St Hollis St to Vallejo St
2 Doyle St Ocean Av to 55th St
3 47th St Doyle St to Adeline St
4 Shellmound St 63rd St to Christie Av
5 Hollis St 45th St to 40th St
6 Powell St Captain Dr to I-80 Frontage Rd
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2.3.6 Quiet Zone
A Quiet Zone is a section of rail line at least one-half mile in length containing one or more consecutive public highway-rail grade crossings at which locomotive horns are not routinely sounded. Routine sounding can be silenced at specific highway-rail grade crossings after a safety system or procedure established by the appropriate traffic control authority is determined, by the Federal Railroad Administration (FRA), to be an effective substitute for the locomotive horn.

In August 2024, the City of Emeryville implemented a Quiet Zone to add safety measures so that trains do not have to sound their horns as often. The added safety measures include new quad gates, a full street closure at 66th Street, and new traffic signals. Class IV bike lanes were also installed on Shellmound Street as part of the project.

2.4 Guiding Documents
In developing the City of Emeryville’s LRSP, the following standards and guidelines were followed:

1. “Local Roadway Safety, A Manual for California’s Local Road Owners”, Caltrans, Version 1.5, April 2020.

2. 2020-2024 California’s Strategic Highway Safety Plan (SHSP), “California Safe Roads: 2020-2024 Strategic Highway Safety Plan”, Caltrans.

3. “Local and Rural Road Safety Briefing Sheets: Local Road Safety Plans,” Federal Highway Administration, November 2014.

4. “Developing Safety Plans, A Manual for Local Rural Road Owners”, Federal Highway Administration, March 2012.

5. “Systemic Safety Project Selection Tool,” Federal Highway Administration, 2013.

6. “Highway Safety Manual”, American Association of State Highway Officials (AASHTO), 1st Edition, 2014 supplement.

7. “California Manual of Uniform Traffic Control Devices (CA MUTCD)”, Revision 8, 2014.

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3. METHODOLOGY
The City’s LRSP will focus on identifying opportunities to implement safety improvements on local roadways based on analysis of traffic and collision data within the city, as well as guidelines set forth in the Caltrans Strategic Highway Safety Plan and by the Federal Highway Administration (FHWA).

Solutions are anticipated to range in scope from education and enforcement to engineering and infrastructure projects. The plan will incorporate important stakeholders to ensure the data is rounded out with local experience to provide an LRSP that addresses the City’s needs.

This project will provide the city with a strategic plan for implementation which will strive to reduce fatalities and serious injuries on public roads, consistent with the goal of the LRSP program.

The LRSP methodology followed the FHWA’s LRSP development process as shown in Figure 5 which illustrates the roadmap created by FHWA and applied to creating the City’s LRSP.

Figure 5: FHWA LRSP Process
The following items were the primary steps used to create this plan:

1. Identify Stakeholders
a. City Staff identified all relevant stakeholders and interested representatives that could have input in the LRSP development process.

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2. Use Safety Data
a. Past five (5) years collision data was used for the analysis. Collision data from May 8, 2019, to May 7, 2024, was used for the analysis. It should be noted that the city experienced a shortage in staff in the police department in 2023 and the data available through the Statewide Integrated Traffic Records System (SWITRS) and provided by the city was incomplete.

3. Choose Proven Solutions
a. FHWA Proven Countermeasures and Caltrans safety countermeasures will be used in the mitigation of collision trends and risk characteristics.

4. Implement Solutions
a. Projects were identified for specific locations and system-wide.

3.1 Stakeholder Identification and Engagement
A project such as this requires establishing
the leadership and stakeholders
responsible for contributing to the plan.

Involving stakeholders in the decisionmaking process is essential because it enables thoughtful consideration and
input from interested parties.

Stakeholders can provide local authorities
with insightful thoughts, observations, and
relevant viewpoints regarding the needs
and performance of the transportation
system because they are regular users of it.

Stakeholders may be able to identify
important hotspots and safety zones by
participating in the LRSP development process.

An established working group with important players from the "5E's" of highway safety, engineering, enforcement, education, emergency response, and emerging technologies—is emphasized as being crucial by the FHWA. The City of Emeryville and the Iteris Team will schedule and coordinate four stakeholder meetings to gather feedback on transportation safety in the City of Emeryville from stakeholders in order to address this crucial component.

Per the City’s direction, the meetings will be held with the following stakeholders:
• Bicycle/Pedestrian Advisory Committee (BPAC) (two meetings) • Transportation Committee (two meetings)
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The following stakeholders were identified for input in the overall development of the plan. ❖ Emeryville
Bicycle/Pedestrian Advisory
Committee (BPAC)
❖ Alameda County
Transportation Commission
(ACTC)
❖ Emeryville Transportation
and Sustainability
Committee
❖ East Bay German
International School
❖ Escuela Bilingüe
Internacional (EBI) School
❖ Emeryville-AC Transit
Interagency Liaison
Committee (ILC)
❖ AC Transit ❖ Emery Go-Round
❖ Emeryville City Council ❖ ECCL Schools
❖ Caltrans
Obtaining support from the stakeholders on the plan's implementation is crucial, as many safety countermeasures involve engineering, enforcement, and emergency response.

3.2 Use Safety Data
Relevant background information, data
and documents were gathered during
the background review and safety data
analysis effort.

Following gathering of the data from
the city and relevant data sources, the
data was collated and organized to
locate the City’s collision “hot spots” or
emphasis areas (i.e. corridors,
intersections, etc.).

This analysis will narrow down the data
to key emphasis areas which are then
analyzed with much finer detail to
determine collision causes and other
collision factors contributing to the
safety of the location. The approach to
the data review is illustrated by the simple flowchart shown in Figure 6.

Figure 6: Collision Data Analysis Process
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4. ANALYZE AVAILABLE AND SAFETY DATA
The gathered data was reviewed and organized to
successfully use for the determination of emphasis areas and countermeasures.

There are several safety projects and programs that are currently in progress, nearly complete, recently completed or will begin in the near future. Some of these projects include:

1. 40th Street Multimodal Project (Phases I and II)

2. Hollis Street Sustainable Streetscape Project

3. The Emeryville Loop Project

4. Quiet Zone at 65th, 66th, and 67th Street At-Grade Crossings

5. San Pablo Avenue Corridor Bus-Bike Lanes Project

6. MTC I-80/Powell Street Interchange Transit Access Improvements

7. Annual Street Rehabilitation and Preventive Maintenance Project

8. Shellmound Street Paving Project

9. Capital Street Improvements Project (CIP)

10. Various Development Projects including 5063 Bay Street Grocery Store Development and SherwinWilliams Mixed-Use Development Generally, these projects install new or modify existing traffic signals, upgrade transit, pedestrian and bicycle facilities, and upgrade existing pavement and streetscape.

This section summarizes the data collected and evaluated including ongoing, upcoming, and completed projects as a part of the background review and safety analysis task.

4.1 On-going, Upcoming, Completed Projects
As aforementioned, numerous initiatives and programs run by the city are either under way, almost finished, finished recently, or about to start. The City's 2023 ATP includes plans for cycling, pedestrian, and traffic safety at most of the City's corridors and crossings. Given the size of the city, several safety measures tie-in with development projects and the City of Emeryville’s annual CIP program. The LRSP can identify and close any gaps in existing research by reviewing ongoing and planned studies. It will also suggest potential low-cost safety projects that qualify for grant funding or enhancements from other sources.

The City of Emeryville is proactively
implementing various safety
policies/guidelines from their
General Plan and Active
Transportation Plan (ATP) for traffic
safety, pedestrian and bicycle
improvements.

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Some of the on-going, planned, and in construction studies and efforts include:
# Corridor/Intersection Segment Limits Project Status Improvements 1 Horton St 45th St to 53rd St Completed
Bike lanes are sidewalk
grade to constrain
roadway, traffic diverter,
speed feedback signs, and
speed humps
2 65th St La Coste St to Vallejo St On-going Construction Speed cushions 3 66th St
Shellmound St to
Vallejo St On-going Construction Speed cushions
4 67th St Shellmound St to
Emeryville Greenway On-going Construction Speed cushions 5 Hollis St 40th St to Powell St On-going Construction
Curb bulb-outs, bus-bulbs,
closure of eastbound rightturn slip lane
6 Shellmound St 62nd St to Berkeley
Border Completed Class IV bike lanes
7 40th St Adeline St to Christie Av
On-going Study/Under
Caltrans Coordination
Process/Anticipated
Construction in 2026
Refer to 40th St
Multimodal Project – Class
IV bike lanes, pedestrian
and transit improvements
8 Christie Av, Shellmound
St, Shellmound Wy -
Emeryville Loop – Ongoing Study scoped for
35% design
Build two-way cycle track
and bus lanes around the
streets of commercial core
– Christie Av, Shellmound
St, and Shellmound Wy,
one portion is already oneway coming out of Trader
Joes, remove oncoming
traffic counterclockwise
9 Powell St Frontage Rd to Marina
Park Planning Stage
Class IV bike lanes from
Frontage Rd to tip of
Marina
10 Horton St - On-going Study Class IV bike lanes
11 Horton St Stanford Av to 65th St On-going Construction Repaving Class IV bike lanes
12 Powell St/I-80
Interchange -
On-going Study/Design
Stage
Bus Lane in the westbound
direction and pedestrian
curb ramps
13 Frontage Rd
Point Emery Ln to
Powell St No Design Median divider concept
Appendix A summarizes all relevant projects, recommended improvements, and construction/study status by corridor and intersection.

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4.2 Traffic Volumes
Traffic volumes at corridors and intersections are crucial when evaluating collision data. Average Daily Traffic (ADT) volumes are used to determine crash rates along the corridors and compare them to the statewide average crash rate using the most recent or relevant Caltrans manual for Crash Data on California State Highways. This analysis uses the 2019 manual for comparison.

ADT data was collected from previous studies and relevant documents provided by the city staff. Some of these studies are provided below.

1. Hollis Street Retiming (data collected in 2022)

2. 40th Street Multimodal Project (data collected in 2019)

3. Citywide Engineering and Traffic Survey (E&TS) (data collected in 2023)

4. MTC PASS Project and IDEA Grant Project (data collected in 2017)

5. Other ADT data provided by the city (data collected in 2017 and 2019)

6. 5063 Bay Street Grocery Store Development (data collected in 2017 and 2018)

7. Sherwin-Williams Mixed-Use Development (data collected in 2015) Intersection approach turning movement counts were utilized for estimation of ADT volumes along corridors/segments that did not have any ADT data.

No ADT data or intersection turning movement counts were available for the following corridors:

1. 56th Street 2. 43rd Street

3. West MacArthur Boulevard 4. Peladeau Street

5. 66th Street 6. Point Emery Lane

7. 61st Street 8. 63rd Street

9. 46th Street 10. Peralta Street

11. 47th Street 12. Commodore Drive

13. Vallejo Street 14. Watts Street

15. 41st Street
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4.3 Collision Analysis
The City of Emeryville collision data was gathered using collisions from the SWITRS collision database. The data set contains five complete years’ worth of collisions spanning from May 8, 2019, to May 7, 2024. It should be noted that the city experienced a shortage of staff in the police department in 2023 and the data available through the SWITRS database and provided by the city was incomplete.

During this period, a total of 385 collisions were reported in the City of Emeryville. These collisions were classified based on location: intersection and corridor segment. Collisions involving vulnerable users had a much higher proportion of injury and fatal/severe injury outcomes. Collisions involving a pedestrian or bicyclists were only 12 percent of collisions but 50 percent of fatal or severe outcome collisions citywide.

Emeryville, partially due to its small physical size, lack of wide roadways, and high development density has relatively low overall levels of collisions, however the rate of vulnerable user injury is similar to other nearby Cities. Vulnerable user injuries due to transportation system collisions compose 30 percent of total injuries, a rate between that of Oakland 22 percent, and Berkeley at 39 percent. Similarly, fatal collision outcomes for vulnerable users as a percentage of total injuries for Emeryville (0.7 percent) is between that of Oakland at 1.1 percent and Berkeley at 0.6 percent. Based on analysis by the California Office of Traffic Safety, Emeryville ranked as in the top quarter of peer cities (104 cities with populations between 10,000 and 25,000) in terms of transportation system injuries and fatalities. However, due to low speeds within the City, the severity of injuries tends to be lower as compared to peer cities.

4.3.1 Collision Trends (Annual/by Severity and Mode)
Figures 7 and 8 illustrate the annual collisions in the city during the data evaluation period by severity and mode of travel, with the highest number of collisions recorded in 2022 with four severe injuries and fatal collisions. The only recorded fatal collision occurred in 2021 at the intersection of 40th Street and Hubbard Street. The collision was a head-on collision with a fixed object, by a motor cyclist under the influence.

There were 20 pedestrian-related and 27 bicycle-related collisions during the data analysis period.

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Figure 7: Annual Collisions by Year (May 2019 – May 2024) Figure 8: Annual Collisions by Year and Mode (May 2019 – May 2024) There were 208 intersection related collisions and 177 non-intersection related collisions (midblock, driveways or traffic/light poles) between May 2019 and May 2024. Figure 9 illustrates collisions by intersection and mode.

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Of the 208 collisions at intersections, 14 involved pedestrians and 17 involved bicycles. Of the 177 collisions that did not occur at intersections, six (6) involved pedestrians and ten (10) involved bicycles.

Figure 9: Collisions by Location and Mode

4.3.2 Type of Collisions
Evaluation of the type of collisions helps identify
collision patterns and traffic/travel behavior in the city which will lead to effective safety countermeasures.

High number of rear-end collisions indicate speeding
within the city, whereas high number of broadside
collisions reflect nonadherence to existing traffic
control devices, improper turning decisions and/or
insufficient traffic signal timing settings. Sideswipe
collisions could be attributed to distracted or
aggressive driving, merging and lane switching, and
driving under the influence.

As illustrated in Figure 10, sideswipe collisions were
the most common type of collisions within the city,
followed by broadside collisions and rear end
collisions.

Figure 10: Type of Collisions (May 2019 – May
2024)
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4.3.3 Pedestrian/ Bicycle Collisions
There were 20 pedestrian-involved and 27 bicycle-involved collisions in the city between May 2019 and May 2024. Pedestrian-involved collisions occurred in the following corridors as summarized in Table 5.

Table 5: Pedestrian Collisions (Corridors)
ID Corridor Corridor Limit
(Start) Corridor Limit (End) Pedestrian-InvolvedCollisions F+SI 1a Powell St Vallejo St Frontage Rd 4 0
2 San Pablo Av 53rd St 36th St 3 0
8 Bay St Christie Av Ohlone Wy 2 0
10 Emery St Park Av MacArthur Bl 2 1
3a Hollis St Yerba Buena Av Powell St 1 1
3b Hollis St Powell St 67th St 1 0
4a Shellmound St 67th St Christie Av 1 0
4b Shellmound St Christie Av 40th St 1 1
5 40th St East of Adeline
St/City Limit Hubbard St 1 0
11a 45th St Horton St San Pablo Av 1 0
17 Horton St 62nd St 40th St 1 0
20 61st St Hollis St Vallejo St 1 0
32 West MacArthur Bl Watts St East of San Pablo
Av/City Limit 1 0
Bicycle-involved collisions occurred along the following corridors as summarized in Table 6.

Table 6: Bicycle Collisions (Corridors)
ID Corridor Corridor Limit (Start) Corridor Limit (End) Total Bicycle Collisions F+SI
1a Powell St Vallejo St Frontage Rd 5 1
2 San Pablo Av 53rd St 36th St 4 0
3a Hollis St Yerba Buena Av Powell St 3 0
7 Frontage Rd North of Point Emery
Ln/City Limit Powell St 3 0
4a Shellmound St 67th St Christie Av 2 0
5 40th St East of Adeline St/City
Limit Hubbard St 2 0
8 Bay St Christie Av Ohlone Wy 1 0
4b Shellmound St Christie Av 40th St 1 0
20 61st St Hollis St Vallejo St 1 0
12 Adeline St 47th St 36th St 1 0
18b 62nd St Overland Av Vallejo St 1 0
22 43rd St San Pablo Av East of Adeline St/City
Limit 1 0
24 Peladeau St 59th St Stanford Av 1 0
35 67th St Shellmound St East of Emeryville
Greenway/City Limits Cir 1 1
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Pedestrian collisions were further evaluated based on the location of the pedestrian at the time of the collision. Approximately, 60 percent of the pedestrian collisions (12 collisions out of 20) occurred when pedestrians were crossing in crosswalk at an intersection, as illustrated in Figure 11.

4.3.4 Corridor Collisions by Primary Collision Factor (PCF) The collision data was further analyzed to identify prevalent PCFs along the corridors. This analysis includes collisions that occurred along a corridor at a distance greater than 200 feet from intersections, collisions with utilities, and at driveways. Identifying collisions along the corridor by PCF allows us to recommend corridor-specific countermeasures. Appendix B summarizes all collision data by corridor by PCF.

Table 7 summarizes corridors with five or more collisions citywide between May 2019 and May 2024.

Unsafe speed and improper turning were the most prevalent causes of collisions in the city.

Table 7: Corridor Collision Analysis by Primary Collision Factor (PCF) ID Corridor Corridor Limit (Start) Corridor Limit
(End)
Total
Collisions F+SI Prevalent PCFs
2 San Pablo
Av 53rd St 36th St 10 0
Unsafe speed, unsafe lane
change
4a Shellmound
St 67th St Christie Av 9 0
Automobile right-of-way,
unsafe starting or backing, bike
5 40th St East of Adeline
St/City Limit Hubbard St 9 2
Unsafe speed, wrong side of
road
3b Hollis St Powell St 67th St 7 1 Improper turning
6b Christie Av Powell St Bay St Parking
Garage 7 0 Wrong side of road
1a Powell St Vallejo St Frontage Rd 6 2 Improper turning Figure 11: Collisions by Pedestrian Action
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ID Corridor Corridor Limit (Start) Corridor Limit
(End)
Total
Collisions F+SI Prevalent PCFs
7 Frontage Rd North of Point
Emery Ln/City Limit Powell St 6 0 Unsafe speed, bike
4b Shellmound
St Christie Av 40th St 5 1
Unsafe speed, improper
turning

4.3.5 Intersection Collisions by Primary Collision Factor (PCF) Similar to the corridor analysis conducted above, Tables 8 and 9 summarize signalized and unsignalized intersections, respectively, with five or more collisions citywide between May 2019 and May 2024 along with the most prevalent PCFs at each intersection. This analysis includes collisions that occurred at or near an intersection at a distance less than 200 feet. Appendix B summarizes all collision data by intersection by PCF.

Unsafe speed, improper turning, automobile right-of-way and traffic signs and signals were the most prevalent causes of collisions at the signalized intersections.

Unsafe speed, improper turning, automobile right-of-way and unsafe starting and backing were the most prevalent causes of collisions at unsignalized intersections.

Table 8: Intersection Collision Analysis by PCF (Signalized) ID Cross Street
A
Cross Street
B
Total
Collisions
F+SI Prevalent PCFs
1 Powell St Christie Av 25 0
Unsafe speed, unsafe lane change, improper turning,
automobile right-of-way, traffic signals and signs
2 Powell St Rt 80 22 0
Unsafe speed, improper turning, traffic signals and
signs, bike
3 San Pablo
Av 40th St 17 0
Unsafe speed, unsafe lane change, improper turning,
traffic signals and signs, pedestrian
5 Powell St Doyle St 11 2
Unsafe speed, automobile right-of-way, traffic signals
and signs
4 Shellmound
St Christie Av 10 0 Unsafe speed
6 Hollis St 67th St 10 1 Automobile right-of-way, traffic signals and signs 7 Frontage Rd Powell St 9 0
Unsafe lane change, improper turning, automobile
right-of-way
8 40th St Emery St 6 0
Unsafe speed, unsafe lane change, improper turning,
automobile right-of-way
11 40th St Harlan St 6 0 Unsafe speed
12 Frontage Rd Access
Rd/Rt 80 6 0 No prevalent PCF
15 Bay St Ohlone Wy 6 0 Unsafe speed
16 Powell St Towers
Access Rd 5 0 No prevalent PCF
18 Hollis St 65th St 5 0 Improper turning
19 San Pablo
Av 53rd St 5 0 No prevalent PCF
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Table 9: Intersection Collision Analysis by PCF (Unsignalized) ID Cross
Street A
Cross
Street B
Total
Collisions
F+SI Prevalent PCFs
13 Powell St Peladeau
St 7 0 Improper turning
10 Hollis St 66th St 6 1 Automobile right-of-way

4.3.6 Corridor Crash Rate Analysis
The total collisions along each corridor were used to determine the crash rate per million vehicle miles and compared to the statewide average crash rate for similar segments obtained from Caltrans 2019 Crash Data on California State Highways (road miles, travel, crashes, crash rates). This analysis identifies locations with safety concerns, by concentrating on corridors having a higher crash rate than the state average along corridors with comparable characteristics. The analysis evaluates all collisions along the corridor including those at signalized and unsignalized intersections.

The analysis uses the following formulae.

Number of Years of Collision Data 5
Million Vehicle Miles (MVM) (AADT*segment length*365*number of years)/1,000,000 Crash Rate Total Number of Crashes/MVM
Appendix C compares the corridor crash rates with the statewide average for all corridors with collisions within the city.

It should be noted that recent ADT data was not available at several corridors and an estimate determined through other data sources was utilized for the analysis. Corridors where historical data was available did not exceed the statewide average crash rate.

4.3.7 Intersection Crash Rate Analysis
Intersection crash rates were evaluated for all intersections with a history of collisions, similar to the corridor crash rate analysis. Then, possible locations with safety concerns were identified by comparing the collision rates at each intersection to the city average.

The analysis uses the following formula.

Number of Years of Collision Data 5
Crash Rate (Total Crashes / Number of Years) / (Average Daily Traffic Entering Intersection)*1,000,000
It should be noted that this analysis was only conducted for intersections with available historical intersection turning movement count data. Appendix C compares the intersection crash rates with the citywide average for all intersections with a collision history within the city. The analysis evaluates all collisions at or near signalized and unsignalized intersections.

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The following intersections have a collision rate higher than the citywide average of 67 crashes per million vehicle entries:

Table 10: Intersections with Crash Rates Higher than Citywide Average ID Cross Street A Cross Street B Total
Collisions
1 Powell St Christie Av 29
2 Powell St Rt 80 22
3 San Pablo Av 40th St 19
4 Shellmound St Christie Av 13
5 Powell St Doyle St 11
6 Hollis St 67th St 10
7 Frontage Rd Powell St 10
8 40th St Emery St 8
9 San Pablo Av 45th St 8
11 40th St Harlan St 7
14 40th St Horton St 6
15 Bay St Ohlone Wy 6
17 Hollis St 59th St 5
18 Hollis St 65th St 5
34 Christie Av Bay St 3
52 Shellmound St 64th St 2
66 Horton St 53rd St 1
85 Park Av Halleck St 1
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5. ADDITIONAL SAFETY ACTION PLAN TO CONSIDER (SS4A

COMPLIANCE)

5.1 Geographic Designations
Effective and equitable solutions for road safety is the priority for the City of Emeryville, considering the higher risk of traffic-related injuries and fatalities that marginalized and underprivileged communities experience. In order to better inform the solutions that will be proposed through the plan, the equity analysis in this chapter provides
information on the location and size of
marginalized populations. The American
Community Survey (ACS) provided the data
used in this equity analysis. Data was collected
for the topics in Figure 12 and summarized in
this section. In order to establish fair solutions,
it is imperative to identify groups of concern and
solicit public feedback. For example, due to
budgetary constraints, low-income groups
could need more transportation
accommodation. This is especially crucial if
a sizable portion of households in this area
don't own any vehicles. Outreach
conducted for the 40th Street Multimodal
Project has shown that 40% of the population in the project study area lived in Environmentally Burdened Disadvantaged Census Tracts and expressed concerns about barriers to walking and rolling along 40th Street and Bay Trail access points at arterial streets. Communities who walk, ride, or use transit to commute will significantly benefit from filling in the gaps and enhancing the safety of the current cycling and pedestrian infrastructure.

5.1.1 Population Density
The total population of City of Emeryville per the 2020 Decennial Census was 12,905. The median age range in Emeryville is 35 to 36 years of age. 12 percent of the population in Emeryville is older than 65 years of age. The majority of those 65 years of age and over live in the eastern part of the city, east of Frontage Road.

Figure 12: Equity Index Factors
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5.1.2 Low-Income Households

12.2% of all households in Emeryville fall under low-income households with the majority being people 65 years and older. Most low-income households are
located on the northeast side of the city.

5.1.3 Median Household Income
The median household income in Emeryville is
$114,345 which is above the California median
household income. The federal poverty line for single
person household is approximately $15,000 and for a
family of three, which is the average family size in
Emeryville, it is approximately $26,000. 9.6 percent of the population in the City of Emeryville lives in poverty.

5.1.4 Minority Population
Senate Bill 535 (De León, Statutes of 2012) directed that at least a quarter of the proceeds from the California Climate Investments go to projects that provide a benefit to disadvantaged communities and at least 10 percent of the funds go to projects located within those communities. The minority population in Emeryville is mostly concentrated on the eastern and southern side of the city, based on the SB 535 Disadvantaged Communities (2022 Update), and illustrated in Figure 13.

5.1.5 Disability Status
Nearly 8.4 percent of the total population in Emeryville has some form of disability, with the majority having some form of ambulatory difficulty.

5.1.6 Household Vehicle Access
Households that do not have access to a vehicle are located towards the center of the City near Emeryville downtown. Most households on the eastern side of the city have access to at least one vehicle.

5.1.7 Designations
There are Federal, State and regional designations for
communities based on US Census Data and other
relevant sources. The federal Historically
Disadvantaged Communities and Areas of Persistent
Poverty defines the majority of Census Tracts in the
City as being Areas of Persistent Poverty.

The State of California Office of Environmental Health
and Hazard Assessment developed a Communities
Environmental Health Screening Tool: CalEnviroScreen

4.0 was released in October 2021. CalEnviroScreen is a
screening methodology that can be used to help
identify California communities that are
disproportionately burdened by multiple sources of
pollution. The tool defines the Census Tracts in the City as in the 56th percentile or lower for pollution burden but does define Census Tract 425104 (3,650 residents
immediately north of I-580) as an SB 535 Disadvantaged Community.

Figure 13: SB 535 Disadvantaged Communities
(2022 Update)
Figure 14: Areas of Persistent Poverty
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The Metropolitan Transportation Commission (MTC) adopted an Equity Platform in January 2023 based on a commitment to meaningfully reverse disparities in access and dismantle systemic exclusion. This platform builds on previously defined Equity Priority Communities based on population and household data. One Census Tract in the City of Emeryville is defined as an Equity Priority Community: 425104 (3,650 residents immediately north of I-580).

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6. EMPHASIS AREAS AND COUNTERMEASURES

6.1 Emphasis Area Identification
With the thorough evaluation of available collisions, Iteris has a solid understanding of the most common collision locations, roads, and significant collision trends and issues, along with the hotspots for collisions involving bicycles and pedestrians. Based on the analysis conducted in previous sections review of the City of Emeryville’s vision, goals, and policies, the following emphasis areas were selected.

1. Corridor Collision History 2. Intersection Collision History

3. Speeding 4. Pedestrian Safety

5. Bicycle Safety
Additionally, given the size of the city, Iteris followed a citywide reactive approach and evaluated collisions at all corridors and intersections to identify collisions rectifiable by potential countermeasures.

Appendix D summarizes collisions rectifiable by potential countermeasures at all corridors and signalized/unsignalized intersections in the city.

6.1.1 Corridor Collision History
Based on the analysis conducted in previous sections, the following corridors experienced the most crashes in the city, including all collisions at or near intersections, driveways and utilities. Table 11 summarizes the top ten corridors with the highest collision history in the city.

Table 11: Corridor Collision History (Top 10)
ID Corridor Corridor Limit
(Start)
Corridor
Limit (End)
Collisions
at/near
Intersection
Collisions
not at/near
Intersection
Pedestrian
Collisions
Bicycle
Collisions F+SI Total Collisions
1a Powell St Vallejo St Frontage
Rd 63 6 4 5 2 69
2 San Pablo Av 53rd St 36th St 31 10 3 4 0 41
5 40th St
East of
Adeline
St/City Limit
Hubbard St 24 9 1 2 3 33
3b Hollis St Powell St 67th St 24 7 1 0 1 31
4a
Shellmound
St 67th St Christie Av 12 9 1 2 0 21
7 Frontage Rd
North of Point
Emery Ln/City
Limit
Powell St 14 6 0 3 0 20
6a Christie Av 65th St Powell St 14 1 0 0 0 15
1b Powell St Frontage Rd
Marina
Park/City
Limit
10 4 0 0 0 14
6b Christie Av Powell St
Bay St
Parking
Garage
7 7 0 0 0 14
4b Shellmound
St Christie Av 40th St 8 5 1 1 1 13
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6.1.2 Intersection Collision History
Table 12 summarizes the top ten intersections with the highest collision history in the city, including all collisions at or within 200 ft of the intersection.

Table 12: Intersection Collision History (Top 10)
ID Cross Street A Cross Street B Traffic Control Pedestrian Collisions
Bicycle
Collisions F+SI Total Collisions
1 Powell St Christie Av Signal 1 1 0 25
2 Powell St Rt 80 Signal 1 2 0 22
3 San Pablo Av 40th St Signal 2 1 0 17
4 Shellmound St Christie Av Signal 1 0 0 10
5 Powell St Doyle St Signal 1 1 2 11
6 Hollis St 67th St Signal 0 1 1 10
7 Frontage Rd Powell St Signal 0 1 0 9
13 Powell St Peladeau St Two-Way Stop 0 0 0 7
10 Hollis St 66th St Two-Way Stop 0 0 1 6
12 Frontage Rd Access Rd/Rt 80 Signal 0 1 0 6

6.1.3 Speeding
The primary factor in the majority of the collisions within the City of Emeryville is unsafe speeds. Unsafe speed was the primary collision factor in 82 collisions out of 385 total collisions over five years or approximately 21%. The City of Emeryville staff, working with the Transportation and Sustainability Committee and Bicycle/Pedestrian Advisory Committee, actively review safe streets opportunities through programs and projects to reduce vehicle speeds to improve safety for all road users. Through the City’s speed survey program, the most recently amended by AB 43 guidance for lowering speed limits to accommodate high bicycle/pedestrian concentration and business district activity, is being reviewed and implemented. Emphasis in lowering traffic speeds within the city is a vital part of its goals and vision. Table 13 summarizes the top ten corridors with the highest number of unsafe speed collisions.

Table 13: Corridors with Speed-Related Collisions
ID Corridor Corridor Limit (Start) Corridor Limit (End) Speed Related Collisions 5 40th St East of Adeline St/City Limit Hubbard St 16
1a Powell St Vallejo St Frontage Rd 10
2 San Pablo Av 53rd St 36th St 10
3b Hollis St Powell St 67th St 4
7 Frontage Rd North of Point Emery Ln/City Limit Powell St 4 1b Powell St Frontage Rd Marina Park/City Limit 4
4b Shellmound St Christie Av 40th St 4
6b Christie Av Powell St Bay St Parking Garage 3
3a Hollis St Yerba Buena Av Powell St 3
4a Shellmound St 67th St Christie Av 2

6.1.4 Pedestrian Safety
There were a total of 20 pedestrian-related collisions within the City between May 2019 and May 2024.

Most pedestrian-related collisions occurred when a pedestrian was crossing in a crosswalk, which is approximately 60% of the total pedestrian related collisions. Pedestrian safety is vital to the development of this LRSP in accordance with the City’s vision, goals, and policies and Resolution No. 20-10 which prioritizes bicycle and pedestrian safety. Table 14 summarizes all intersections and mid-block crosswalks within the city with pedestrian collisions. Note each of these locations have signalized or signage control Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
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to stop vehicles.

Table 14: Locations with Pedestrian Collisions
ID Cross Street A Cross Street B Traffic Control Pedestrian Collisions
3 San Pablo Av 40th St Signal 2
45 Hollis St 45th St Signal 2
1 Powell St Christie Av Signal 1
2 Powell St Rt 80 Signal 1
4 Shellmound St Christie Av Signal 1
5 Powell St Doyle St Signal 1
15* Bay St Ohlone Wy Signal 1
17 Hollis St 59th St Signal 1
19 San Pablo Av 53rd St Signal 1
47 Shellmound St IKEA Exit Signal 1
50 West Macarthur Bl Emery St Signal 1
27 Powell St Vallejo St Two-way Stop Control 1
36 Horton St 62nd St One-Way Stop Control 1
37 61st St Hollis St One-Way Stop Control 1
- Emery St Nordstorm Rack Dwy
Crosswalk One-Way Stop Control 1
Notes:
• Bay St/Ohlone Wy was recently signalized. Collision occurred prior to signalization.

6.1.5 Bicycle Safety
As discussed in the previous section, improving safety for all modes of travel while prioritizing pedestrian and bicycle safety is integral to the City’s vision, goals, and policies and hence for the development of this LRSP. Table 15 summarizes all corridors within the city with bicycle collisions.

Table 15: Corridors with Bicycle Collisions
ID Corridor Corridor Limit (Start) Corridor Limit (End) Bicycle Related Collisions 1a Powell St Vallejo St Frontage Rd 5
2 San Pablo Av 53rd St 36th St 4
7 Frontage Rd North of Point Emery
Ln/City Limit Powell St 3
3a Hollis St Yerba Buena Av Powell St 3
5 40th St East of Adeline St/City
Limit Hubbard St 2
4a Shellmound St 67th St Christie Av 2
4b Shellmound St Christie Av 40th St 1
8 Bay St Christie Av Ohlone Wy 1
12 Adeline St 47th St 36th St 1
18b 62nd St Overland Av Vallejo St 1
20 61st St Hollis St Vallejo St 1
22 43rd St San Pablo Av East of Adeline St/City
Limit 1
24 Peladeau St 59th St Stanford Av 1
35 67th St Shellmound St East of Emeryville
Greenway/City Limits Cir 1
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6.2 Countermeasure Identification and Selection
The LRSP is a framework that identifies, analyzes, and prioritizes safety improvements for local roads. Its goal like the U.S. Department of Transportation's mission is to eradicate collisions resulting in fatalities and serious injuries on American roads. The LRSP can contribute to the California Strategic Highway Safety Plan and Safe Streets Action Plan and is supported by grants from the HSIP and SS4A Grant Program.

Countermeasures to make roadways safer for all forms of transportation can be put in place to accomplish this goal. Physical changes are frequently undertaken to address hazardous intersections, vehicle speeds, and pedestrian and bicyclist safety. Simple, low-cost adjustments like decreasing speed limit or more involved undertakings like rearranging a route or installing more facilities for bicyclists and pedestrians can be included in the alterations.

Local Highway Safety Improvement Program (HSIP) Analyzer Manual, April 20241 and Crash Modification Factors (CMF) Clearinghouse2 were utilized in the countermeasure identification process. Additionally, the US Department of Transportation, Federal Highway Administration released a list of twenty-eight proven safety countermeasures3that support the goal of eliminating fatalities and serious injuries. These countermeasures were also reviewed during the selection process. Countermeasures and spot improvements were developed for the identified emphasis areas and all intersections and corridors with a history of collisions within the city.

The countermeasures at each location were further categorized as summarized below.

Table 16: Countermeasure Identification Categories
Identifier Countermeasure
Identification Category Description
A Not part of project These countermeasures were identified as additional treatments that are not a part of any on-going or planned projects.

B
Project concept with no
design
These countermeasures are part of a planned project identified through the City’s ATP and General Plan.

C
Project design but no
funding
These countermeasures are a part of projects that are in the design phase, but no funding sources have been identified.

D Funded Projects These countermeasures will be implemented as a part of a funded project.

E
Funded Project – Interim
Recommendations
These countermeasures may be implemented to improve safety until the funded countermeasures are implemented.

F
Implemented
Countermeasures
These are recently implemented countermeasures that help mitigate the collisions evaluated as a part of the LRSP.

Appendix D summarizes the countermeasures and spot treatments developed as a part of this effort.

6.2.1 Countermeasure Toolkit
There are several on-going projects within the City that address and mitigate the safety issues highlighted in this LRSP. These include both low-cost and high-cost treatments along several of the corridors and intersections included in the identified emphasis areas. These projects were reviewed and included while recommending countermeasures. With the guidance of City staff and review of existing infrastructure treatments recommended through the on-going projects, this LRSP identifies additional low-cost countermeasures and spot treatments that the city can implement as funding is available and can be used 1 HSIP Analyzer Manual, April 2024: https://dot.ca.gov/-/media/dot-media/programs/localassistance/documents/hsip/2024/hsip-analyzer-manual-bcr2024.pdf 2 Crash Modification Factors (CMF) Clearinghouse: https://cmfclearinghouse.fhwa.dot.gov 3 Proven Safety Countermeasures, Federal Highway Administration:https://highways.dot.gov/safety/proven-safetycountermeasures Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
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as a toolkit for future collisions. Figures 15 through 17 illustrate the countermeasures recommended through this LRSP. Additional countermeasures can be referenced through the links in the footnotes4 below.

The countermeasures are identified by corridor, signalized and unsignalized intersections.

Countermeasures for corridors were identified for collisions occurring at a distance greater than 200 ft from an existing intersection, mid-block crosswalk, driveway, and utility pole. Similarly, countermeasures for signalized and unsignalized intersections were identified for collisions occurring at a distance less than 200 ft from an existing intersection. Based on the safety analysis conducted, unsafe speed, improper turning, automobile right-of-way, and traffic signs and signals were the primary causes of collisions in the city. The toolkit further categorizes the identified countermeasures based on these primary collision factors.
4 HSIP Analyzer Manual, April 2024: https://dot.ca.gov/-/media/dot-media/programs/localassistance/documents/hsip/2024/hsip-analyzer-manual-bcr2024.pdf Crash Modification Factors (CMF) Clearinghouse: https://cmfclearinghouse.fhwa.dot.gov Proven Safety Countermeasures, Federal Highway Administration:https://highways.dot.gov/safety/proven-safetycountermeasures Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
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Figure 15: Corridor Countermeasures Toolkit
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Figure 16: Signalized Intersection Countermeasure Toolkit Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
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Figure 17: Unsignalized Intersection Countermeasure Toolkit Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
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6.2.2 Evaluation of Programs of Countermeasures
Project countermeasures were grouped as programs by type of countermeasure and locations of implementation. These programs were evaluated using metrics of project readiness, effectiveness and cost-effectiveness. Project readiness was estimated as the following timeframes:
• Near-term (2 – 5 years)
• Mid-Term (5 – 10 years)
• Long-Term (greater than 10 years) – no long-term projects were identified in the LRSP The effectiveness of countermeasures was evaluated by determining the number of collisions from the locations’ collision history that can be addressed by the countermeasures. The percent reduction in collisions from the countermeasures was determined using collision reduction factors.

The monetized benefits of the countermeasure reduction in property damage and injuries was based on the United States Department of Transportation Benefit-Cost Analysis Guidance for Discretionary Grant Programs5(November 2024), Table A-1, which shows the monetized value of reduced fatalities, injuries and crashes. Project costs were determined on a location-by-location basis and summed by program. The monetized benefits to safety from the countermeasures was divided by cost to obtain a benefit/cost ratio.

The benefit/cost is calculated by the following formula:
[Addressed Property Damage Only Historic Collisions X Countermeasure Effectiveness X $9,500 (USDOT Value) + Addressed Injury Collision Reduction X Countermeasure Effectiveness X $329,000 (USDOT Value)] Cost of Implementation

6.2.3 Project Identification, Evaluation, and Prioritization Upon development of countermeasures for emphasis areas and other locations in the City of Emeryville with a history of collisions, projects and their prioritization for implementation of the recommended countermeasures were developed based on collaborative input by the City Staff. The emphasis was on the implementation of LRSP strategies to address unique roadway safety needs, providing a practical approach to addressing safety needs, and enabling the city to provide streamline responses to safety challenges.

Prioritization was built on safety analysis and City staff engagement to identify high-risk locations as well as those which will be most effectively addressed by safety countermeasures and cost effectiveness. To effectively prioritize and improve safety with limited funds, the countermeasure projects were categorized as short-term (two to five years), interim/mid-term (five to ten years) and long-term (greater than ten years) improvements based on ease of implementation, cost of implementation (in 2025 dollars), timeframe, and funding requirements. Additionally, funding sources were identified for effective countermeasure implementation.

The programs developed for the LRSP are composed of individual locations and actions: some have been recently implemented, are in project development or are new efforts identified through this study. This holistic accounting of safety implementation actions allows the City to better monitor the effectiveness of countermeasure deployment and supports resource allocation prioritization for future implementation.
5 U.S. Department of Transportation, Benefit Cost Analysis Guidance for Discretionary Grant Programs, November 2024: https://www.transportation.gov/mission/office-secretary/office-policy/transportation-policy/benefit-costanalysis-guidance Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
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7. PROJECT IDENTIFICATION AND EVALUATION
The following projects were identified based on the recommended countermeasures. The identified projects include a list of locations with applicable countermeasures, any additional treatment details, collisions rectified by the recommended countermeasures, and their total effectiveness.

6.3 Signal Timing Program
The signal timing program project was
developed to address countermeasures
related to traffic signals where a review and
update to existing traffic signal timings will
help mitigate collision patterns. The project
also includes locations where leading
pedestrian intervals (LPI) may be
programmed to improve pedestrian safety
at the signalized intersections. An LPI gives
pedestrians an early walk interval, typically
three to seven seconds, to give them a head
start into the crosswalk before the vehicles
in the parallel direction are given the green
indication. LPIs can help reduce conflicts
between left and right-turning vehicles and
pedestrians by allowing the pedestrians
time to physically occupy the crosswalk
before vehicles receive a green indication.

There are a total of 21 locations identified in
this project and five locations where LPI
programming is recommended. Appendix E summarizes all locations included in the signal timing program.

Several of the locations included in this program are part of implemented or on-going projects due to the City’s proactive approach to a safe transportation system. Shellmound Street/Christie Avenue is part of the Signal Timing Program for overall intersection signal timing but had a recent implementation of an exclusive pedestrian phase to improve pedestrian safety.

Additionally, the four locations below that showed a history of collisions were upgraded by other "now completed" projects, and since then, there have been no further collisions at these locations that might be correctible by signal timing improvements.

1. Hollis Street/67th Street

2. Bay Street/Ohlone Way

3. Hollis Street/Stanford Avenue

4. Powell Street/Hollis Street
Potential funding sources for this program include:

1. City of Emeryville CIP 2023 – 2028, Traffic Signals and Street Lights

2. Future potential funding sources identified for the Emeryville Loop Project Hollis Street from 40th Street to 67th Street was retimed in 2022/2023 to improve pedestrian and bicycle safety,
while simultaneously improving vehicle progression
while driving at posted speed limit.

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3. Funding sources identified for the 40th Street Multimodal Project Phase II

4. Funding sources identified for the 40th Street Multimodal Project Phase I

6.4 Daylighting Program
Daylighting is a safety improvement that restricts
parking next to crosswalks and improves the visual
field for both pedestrians and drivers. Effective
January 1, 2025, California's Daylighting Law, also
known as Assembly Bill 413 (AB 413), became a new
section of the Vehicle Code (CVC) that prohibits
parking near crosswalks. Per CVC 22500, it is illegal
in California to park within 20 feet of the approach
of any marked or unmarked crosswalk, even if the
approach does not have any red curbs painted. The
law also restricts parking within 15 feet of any
crosswalk with a curb extension. This LRSP program identifies locations where installing a red curb will help mitigate traffic collisions at intersections and crosswalks. There are seven locations where daylighting is recommended with two locations recommended as a preemptive measure in line with CVC 22500.

Appendix E summarizes all locations included in the daylighting program.

The City of Emeryville has already implemented red
curbs identified through the Daylighting Program
as part of its Sustainable Streetscapes projects,
where project intersections and nearby
intersections can be updated to red curbs as needed
to meet the state guidelines. Emeryville’s Public
Works and Police Department are working closely
on how best to warn and enforce the requirements
in 2025.

Funding sources for this program include the City of
Emeryville CIP 2023 – 2028, Sustainable
Streetscapes. Implementation of daylighting will be
followed by enforcement of parking infractions. A staged enforcement could include a six-month education period with signage, web education, and news flashes. During this period warning citations could be given by traffic enforcement to violating vehicles.

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6.5 Pedestrian Improvements Program
The pedestrian improvements
program identifies locations where
enhanced pedestrian safety
improvements including rapid
rectangular flashing beacons
(RRFB), signing and striping, no
right-turn-on-red (NRTOR) or other
additional treatments are
recommended. There are six
locations where pedestrian
improvements are recommended.

Appendix E summarizes all
locations included in the pedestrian improvements program.

The cost of implementation for pedestrian improvements includes the locations within the City of Emeryville’s jurisdiction. Two locations where pedestrian safety improvements are recommended are a part of on-going projects led by other public agencies, specifically MTC and ACTC, and one location is a private garage where a recommendation can be made without using City resources.

Potential funding sources for this program include:

1. City of Emeryville CIP 2023 – 2028, Sustainable Streetscapes

2. MTC I-80/Powell Street Interchange Transit Access Improvements Project

3. ACTC San Pablo Avenue Corridor Bus-Bike Lanes Project

6.6 Signal Upgrade Program
This program includes all locations where upgrading
existing traffic signal hardware, installing protected leftturn phases, and installing a traffic signal is recommended. This program includes three locations.

Appendix E summarizes all locations included in the
signal upgrade program. The cost of implementation for
signal upgrade recommendations includes the locations
within the City of Emeryville’s jurisdiction. The
unsignalized intersection at San Pablo Av/45th St (east leg) is recommended to be signalized as a part of this
project. However, this intersection lies within Caltrans’ jurisdiction. The City of Emeryville will share with Caltrans recommendations relating to Caltrans locations for further review and rectification.

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Potential funding sources for this program include:

1. HSIP Cycle Grant

2. ACTC San Pablo Avenue Corridor Bus-Bike Lanes Project

6.7 Frontage Road Safety Improvements
This program incorporates all corridor
and intersection safety improvements
recommended along Frontage Road from
Powell Street to north of Point Emery
Lane/City Limit. The countermeasures
include dynamic speed variable signs,
chevron signs, and posted speed limits
along the corridor to reduce traffic
speeds, warning and regulatory signs for
the westbound freeway off-ramp at
Frontage Road/Point Emery Lane,
pavement markings to designate lane
movements, median barrier at Frontage
Road/Hilton Driveway, and curb
extension at Frontage Rd/Rt 80.

The signalized and unsignalized intersections along Frontage Road are under Caltrans jurisdiction. Similar to the signal upgrade program, the City of Emeryville will share with Caltrans recommendations relating to Caltrans locations for further review and rectification. The cost of implementation of the Frontage Road program recommendations includes only locations within the City of Emeryville’s jurisdiction. Appendix E summarizes all countermeasures included in the Frontage Road safety improvements program.

Potential funding sources for this program include the City of Emeryville CIP 2023 – 2028, Frontage Road Upgrades.

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6.8 Signing and Striping Program (Unsignalized Intersections) The signing and striping program is divided
into two programs: incorporating all
unsignalized intersection locations and all
signalized intersection locations with
collisions correctible by recommended
countermeasures. The signing and striping
program for unsignalized intersections
includes 25 locations.

The countermeasures within the signing
and striping program include but are not
limited to dynamic/variable speed signs,
pavement markings, warning and regulatory signs, bike lanes, and edge-lines and centerlines.

Appendix E summarizes all locations with recommended countermeasures included in the program for unsignalized intersections.

Potential funding sources for this program include:

1. City of Emeryville CIP 2023 – 2028, Sustainable Streetscapes, Tree Planting

2. Funding sources identified for the 40th Street Multimodal Project Phase II

3. Funding sources identified for the 40th Street Multimodal Project Phase I

4. ACTC San Pablo Avenue Corridor Bus-Bike Lanes Project

6.9 Signing and Striping Program (Signalized Intersections) The signing and striping program for signalized intersections incorporates signalized intersections with collisions correctible by signing and striping treatments. The countermeasures within the signing and striping program for signalized intersections include but are not limited to pavement markings, installing delineators, reflectors and/or object markers, warning and regulatory signs, and bike lanes.

The program includes five locations, four of which are within Caltrans jurisdiction. All countermeasures recommended in this program will be implemented by on-going projects.

Appendix E summarizes all locations with recommended countermeasures included in the program.

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Potential funding sources for this program include:

1. Funding sources identified for the 40th Street Multimodal Project Phase II

2. ACTC San Pablo Avenue Corridor Bus-Bike Lanes Project

6.10 Corridor Spot Improvements
Similar to the signing and striping
program, the corridor improvements
program incorporates all roadway
segments with collisions correctible by
recommended countermeasures.

Corridor countermeasures were
evaluated for collisions which were at a
distance greater than 200 ft from an
intersection, driveways, and utility poles
and are similar to the countermeasures
recommended for the signing and
striping program. The program includes
14 locations. Appendix E summarizes all locations with recommended countermeasures included in the program.

Potential funding sources for this program include:

1. City of Emeryville CIP 2023 – 2028, Sustainable Streetscapes, Tree Planting

2. Funding sources identified for the 40th Street Multimodal Project Phase II

3. Funding sources identified for the 40th Street Multimodal Project Phase I

4. ACTC San Pablo Avenue Corridor Bus-Bike Lanes Project

5. MTC I-80/Powell Street Interchange Transit Access Improvements Project

6. Future potential funding sources identified for the Emeryville Loop Project

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6.11 Project Prioritization
All programs identified in this LSRP are priorities to improve the transportation system safety in the city.

To effectively prioritize and improve safety with limited funds, the countermeasure projects were assessed by readiness, cost-effectiveness, collision severity, and the effectiveness of the program/project to reduce collisions.

In collaboration with City staff, Iteris identified readiness for the previously funded and unfunded portions of the projects. The three categories are: short term (two to five years), interim/mid-term (five to ten years), and long term (more than ten years) based on ease of implementation and availability of staff and funds to implement. The locations and countermeasures under each program can were additionally assessed by measures of effectiveness for the recommended countermeasures.

The programs are compiled in Table 17 along with the metrics to inform implementation prioritization.

The colors for the criteria show from yellow to green as lower to higher value for prioritization.

The criteria in Table 17 are as follows:

Project readiness was estimated as the following timeframes:
• Near-term (2 – 5 years)
• Mid-Term (5 – 10 years)
• Long-Term (greater than 10 years) – no long-term projects were identified in the LRSP The number of collisions from the locations’ collision history that can be addressed by the countermeasures of the programs is shown, followed by the expected percent reduction in collisions from the countermeasures. These values represent the overall scale of effectiveness expected from safety countermeasures.

The monetized benefits of the countermeasure reduction in property damage and injuries is based on the United States Department of Transportation Benefit-Cost Analysis Guidance for Discretionary Grant Programs6(November 2024) Table A-1 which shows the monetized value of reduced fatalities, injuries and crashes. Project costs were determined on a location-by-location basis and summed by program. The monetized benefitsto safety from the countermeasures was divided by cost to obtain a benefit/cost ratio.

Table 17: Project Prioritization Criteria and Metrics
Project Readiness
Addressed
Collisions per
Year
Effectiveness
of Counter
measures
Monetized
Benefits
Cost of
Improvements
Safety
Benefit/
Cost Ratio
Daylighting Program Near-Term 1.2 20% $139,200 $14,000 9.9 Pedestrian Improvements Near-Term 1.4 29% $578,125 $205,000 2.8 Signing & Striping Program
(Unsignalized Intersections) Near-Term 8.6 27% $1,386,300 $528,000 2.6 Signal Timing Program MediumTerm 15.8 19% $2,816,557 $430,000 6.6 Signal Upgrade* MediumTerm 2.8 51% $1,245,225 $900,000 1.4 6 U.S. Department of Transportation, Benefit Cost Analysis Guidance for Discretionary Grant Programs, November 2024: https://www.transportation.gov/mission/office-secretary/office-policy/transportation-policy/benefit-costanalysis-guidance Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
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Project Readiness
Addressed
Collisions per
Year
Effectiveness
of Counter
measures
Monetized
Benefits
Cost of
Improvements
Safety
Benefit/
Cost Ratio
Frontage Rd-Safety
Improvements
MediumTerm 1.2 33% $306,075 $54,000 5.7
Corridor Spot Improvements MediumTerm 3.4 26% $1,006,825 $1,346,000 0.7 Signing & Striping Program
(Signalized Intersections)
MediumTerm 0.8 25% $9,500 $50,000 0.2
Notes:

This analysis includes the cost of countermeasures recommended for locations in Caltrans jurisdiction.

Implementation priorities for near-term (2 – 5 years) implementation are relatively lower cost and complexity and are generally more cost-effective in addressing safety issues:
• Daylighting Program
• Pedestrian Improvements
• Signing and Striping Program (Unsignalized Intersections) Medium-Term improvements (5 – 10 years) are generally higher cost and more complex than near-term programs. While they tend to be less cost-effective as safety improvements, they have additional benefits for mobility and economic vitality which were not assessed in this analysis:
• Signal Timing Program
• Signal Upgrade Program
• Frontage Road Safety Improvements
• Corridor Spot Improvements
• Signing and Striping Program (Unsignalized Intersections) Long-Term improvements (greater than 10 years) are not identified in this analysis. Within the long-term period, the effectiveness of implemented countermeasures and the City’s overall progress towards reducing roadway injuries can be continually assessed to inform future decisions for prioritization of safety countermeasures.

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8. NEXT STEPS
For the next five years, the City's needs for road safety will be guided by this living safety plan. The objectives will be tracked and updated as necessary.

While longer-term, more expensive projects will be included in the City of Emeryville's five-year Capital Improvement Program (CIP), low-cost, easily implemented projects will be given priority for implementation within the City. Comprehending the forthcoming funding opportunities is crucial for the effective execution of these safety initiatives. The majority of the suggested countermeasures can be funded by HSIP. Countermeasures, however, can be put into place using other financing sources, such as:

1. The ATP, or Active Transportation Program

2. The program for Congestion Mitigation and Air Quality (CMAQ)

3. Sustainable Communities' Sustainable Transportation Planning Grant

4. Sources of stimulus financing

5. Capital Improvement Program (CIP)
The effectiveness of safety countermeasures can be assessed after implementation to inform future countermeasure selection and development. The City’s commitment to safety will continue to be a priority in the maintenance, operation and investment in the transportation system.

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APPENDIX A – RECOMMENDED AND PLANNED PROJECTS
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Local Roadway Safety Plan (LRSP
Recommended and Planned Projects (Corridors)
Corridor Start End Side of Street Issues Observed Recommendations Source Project Status 40th St/Shellmound St Adeline St Bay Bridge Trail at IKEA Exit North Bicycle safety Two‐way separated bikeway (Class IV) 40th and San Pablo Bus HubProject On‐going Study 40th St/Shellmound St Adeline St East of Adeline St until City Limit Both Bicycle safety Super Sharrows to accommodate Oakland's Bicycle Plan 40th and San Pablo Bus HubProject On‐going Study 40th St/Shellmound St San Pablo Av Adeline St Both Transit access, safety, and transit vehicle progression Transit passenger boarding/alighting areas 40th and San Pablo Bus HubProject On‐going Study 40th St/Shellmound St San Pablo Av Adeline St Both Transit access, safety, and transit vehicle progression
Bus‐only lanes that accommodate right‐turning vehicles at their approaches to Adeline Street and San Pablo Avenue respectively
40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St San Pablo Av Adeline St North Pedestrian and Bicycle safety Reconstructed sidewalk along westbound 40th Street to include a tree‐lined and landscaped buffer area between bikeway and sidewalk
40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St San Pablo Av Adeline St South Pedestrian safety Reconstructed and partially widened sidewalk along eastbound 40th Street to include a new line of street trees located between boarding/alighting areas 40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St San Pablo Av Adeline St North Bicycle safety Striping of dashed green pavement markings where two‐way bikeway crosses driveways
40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St San Pablo Av Adeline St Both Pedestrian safety Improved pedestrian circulation due to transition of bus stop function to new boarding/alighting areas
40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St San Pablo Av Adeline St Both Pedestrian safety Metropolitan Transportation Commission transit hub wayfinding signage elements
40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St San Pablo Av Adeline St Both Pedestrian and Bicycle safety Elimination of existing mid‐block transit waiting area (located on private property) with poor visibility along garage frontage on south side of sidewalk 40th Street. Integrate bicycle lockers with appropriate landscape and hardscape treatments that allow for good visibility of the lockers and those using them 40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St San Pablo Av Adeline St Both Pedestrian and Bicycle safety Potential widening of the southern sidewalk along frontage of the building located at the southwestern corner of the bus hub
40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St San Pablo Av West of Emery St North Pedestrian and Bicycle safety Realignment of the eastern section of curb along westbound 40th Street to accommodate wider sidewalk and two‐way separated bikeway 40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St San Pablo Av West of Emery St North Transit access, safety, and transit vehicle progression
Striped buffer paralleling the westbound bus‐only lane near the San Pablo intersection in order to accommodate the turning radius of semi‐trucks making left turns onto 40th Street from northbound San Pablo Avenue 40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St San Pablo Av West of Emery St North Transit access, safety, and transit vehicle progression Designation of the westbound curbside lane as bus‐only lane 40th and San Pablo Bus HubProject On‐going Study 40th St/Shellmound St West of Emery St West of Holden St North Transit access, safety, and transit vehicle progression Designation of the westbound curbside lane as bus‐only lane 40th and San Pablo Bus HubProject On‐going Study 40th St/Shellmound St West of Emery St West of Holden St North Bicycle safety Two‐way separated bikeway buffered from the adjacent travel lane by a raised side median
40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St West of Emery St West of Holden St South Bicycle safety Reconfiguration of the eastbound roadway between existing curbs to include designation of the curbside lane as bus‐only lane
40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St West of Emery St West of Holden St Both Pedestrian safety Replacement of existing sidewalk and street trees with new sidewalk and replacements trees
40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St West of Emery St West of Holden St Both Pedestrian safety Corner bulb‐outs at intersections 40th and San Pablo Bus Hub Project On‐going Study
40th St/Shellmound St West of Holden St West of Hubbard St North Bicycle safety Reconfiguration of the westbound roadway between existing curbs to include two‐way separated bikeway buffered from the adjacent travel lane by a raised side median
40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St West of Holden St West of Hubbard St North Transit access, safety, and transit vehicle progression
Westbound bus‐only lane and transition of the westbound transit‐only lane to a mixed‐flow travel lane west of Hubbard Street
40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St West of Holden St West of Hubbard St South Transit access, safety, and transit vehicle progression
Reconfiguration of the eastbound roadway between existing curbs to include designation of the curbside lane as bus‐only lane
40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St West of Holden St West of Hubbard St North Pedestrian safety Replacement of existing sidewalk and street trees with wider sidewalk and replacements trees
40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St West of Hubbard St Ikea Entry North Bicycle safety Two‐way separated bikeway buffered from the adjacent travel lane by a raised median, removal of existing bike lanes and through lane 40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St West of Hubbard St Ikea Entry South Bicycle safety Designation of the eastbound outside lane as a bus‐only lane, beginning at the Shellmound/IKEA Entry intersection
40th and San Pablo Bus Hub
Project On‐going Study
40th St/Shellmound St East of Harlan St West of Harlan St Both Transit access and transit vehicle progression Remove existing east‐ and westbound transit stops for AC Transit buses 40th and San Pablo Bus Hub Project On‐going Study
40th St/Shellmound St Hubbard St Halleck St North Bicycle safety Shared‐use path (Class I) along westbound 40th St 40th and San Pablo Bus Hub Project On‐going Study
Shellmound St Shellmound Wy 67th St Both Bicycle safety Upgrade existing bike lanes to Class IV separated bikeway. Emeryville Loop connection.

Emeryville Active Transportation
Plan Planned Study
Shellmound St Christie Av Shellmound Wy West Bicycle safety Emeryville Loop. Two‐way Separated Bikeway (Class IV)on west side of street Emeryville Active Transportation Plan Planned Study
Shellmound St 40th St Bridge Christie Av North Bicycle safety 40th Street Multimodal Phase II: Bay Trail Gap Closure Project. Concept includes removing two on‐street bike lanes, realigning the vehicle lanes, and adding a two‐ way separated bikeway with a raised buffer on the west side of Shellmound Street.

Emeryville Active Transportation
Plan On‐going Study/Planned Study
Powell St Peladeau St Hollis St South Pedestrian safety Improve existing sidewalk, provide sidewalk or a more direct/accessible pedestrian path
Emeryville Active Transportation
Plan Recommended Study
Powell St Christie Av Shellmound St South Pedestrian safety New sidewalk, Emeryville Loop. Pedestrian walkway on south side of Powell St
Emeryville Active Transportation
Plan Recommended Study
Powell St Frontage Rd I‐80 Eastbound On‐Ramp North Bicycle safety Shared‐use path (Class I) on north side of Powell St Emeryville Active Transportation Plan Recommended Study
Powell St / I‐80
Undercrossing Path Frontage Rd I‐80 Eastbound On‐Ramp North Bicycle safety Add Shared‐Use Path to north side of Powell Street. Proposed in 2019 BPAC Walking Tour Recommendations
Emeryville Active Transportation
Plan Recommended Study
Shellmound St/Powell St
Underpass Mid‐block crossing Hyatt Parking Lot East Pedestrian safety Improve existing sidewalk, Fill sidewalk gap underneath Powell Street, remove obstructions in walking path including signs and landscaping that makes corners and navigation difficult for wheelchairs
Emeryville Active Transportation
Plan Recommended Study
67th St Shellmound St Hollis St Both Pedestrian safety New Sidewalk Emeryville Active Transportation Plan Recommended Study
67th St Shellmound St Emeryville Greenway Both Bicycle safety Class IIIB Bicycle Boulevard connection to Ashby Crossing Emeryville Active Transportation Plan Recommended Study
Peabody Ln 65th St Vallejo St Both Alley difficult for pedestrians Improve existing sidewalk, add stop sign, red curb, mirror for visibility, and lighting.

Emeryville Active Transportation
Plan Recommended Study
64th St 260ft east of Hollis St Doyle St South Pedestrian safety Improve existing sidewalk,make walking space wider and smoother Emeryville Active Transportation Plan Recommended Study
Overland Av 150ft south of 63rd St 64th St East Pedestrian safety New Sidewalk, extend existing sidewalk on east side of street to reach 64th St
Emeryville Active Transportation
Plan Recommended Study
Overland Av 62nd St 65th St Both Bicycle safety Upgrade existing bike boulevard to Separated Bikeway (Class IIIB) Emeryville Active Transportation Plan Recommended Study
61st St Hollis St Doyle St North Pedestrian safety Widen existing sidewalk Emeryville Active Transportation Plan Recommended Study
Christie Av 59th St Shellmound Wy Both Pedestrian safety Improve existing sidewalk by widening walking path and/or removing obstructions such as signs and trash cans
Emeryville Active Transportation
Plan Recommended Study
Christie Av Shellmound Wy Powell St East Bicycle safety Emeryville Loop. Two‐way Separated Bikeway (Class IV) on east side of street Emeryville Active Transportation Plan Recommended Study
Chiron Wy Stanford Av 53rd St Both Pedestrian safety New sidewalk, remove gates and reconstruct with greenery Emeryville Active Transportation Plan Recommended Study
Doyle St 47th St 45th St East Pedestrian safety Widen existing sidewalk Emeryville Active Transportation Plan Recommended Study
Doyle St Ocean Av 61st St ‐ Bicycle safety Add raised Separated Bikeway (Class IV) on Doyle Street as part of Emeryville Greenway
Emeryville Active Transportation
Plan Constructed
Doyle St 53rd St 59th St Both Bicycle safety Bike Boulevard proposed in 2012 BPMP, involves private parking lot cut‐through Emeryville Active Transportation Plan Constructed
Doyle St/59th St 61st St 59th St/Emeryville
Greenway ‐ Bicycle safety Upgrade existing bike boulevard to Separated Bikeway (Class IV) Emeryville Active TransportationPlan Recommended Study 45th St Horton St San Pablo Av Both Pedestrian safety Improve existing sidewalk space by widening or working with existing tree barriers
Emeryville Active Transportation
Plan Recommended Study
Halleck St Sherwin Av 150ft north of Park Av West Pedestrian safety New sidewalk on west side of Halleck St north of Pelco Emeryville Active Transportation Plan Recommended Study
Hubbard St Sherwin Av Park Av East Pedestrian safety Add new sidewalk Emeryville Active Transportation Plan Recommended Study
Hubbard St Park Av 40th St Both Pedestrian safety Add new sidewalk Emeryville Active Transportation Plan Recommended Study
Bay Trail Point Emery Ln Powell St ‐ Bicycle safety Repave existing Bay Trail trail to have smoother pavement Emeryville Active Transportation Plan Recommended Study
Bay Trail Powell St Plaza South Bayfront Bridge ‐ Bicycle safety Add Shared‐Use Path. Proposed in 2012 BPMP. Will require acquisition of Right‐ of‐Way, included in General Plan. Project located on private property Emeryville Active Transportation
Plan Recommended Study
I‐80/Ashby Ave
Interchange Frontage Rd 65th St ‐ Bicycle safety Ashby Overcrossing. Project in progress. Emeryville Active Transportation Plan On‐going Study
La Coste St 65th St 64th St Both Bicycle safety
Class I Shared‐Use Path
Short Term: Add Bike Boulevard on La Coste Street.

Long term: Add Shared‐Use Path to connect to Ashby Overcrossing. Project located on private property.

Emeryville Active Transportation
Plan Recommended Study
Parallel to railroad tracks 67th St 65th St ‐ Bicycle safety Add Class I Shared‐use path on gravel area east of railroad Emeryville Active Transportation Plan Partly Constructed
Citywide On‐going Studies and Planned Improvements (Corridors) Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP
Recommended and Planned Projects (Corridors)
Corridor Start End Side of Street Issues Observed Recommendations Source Project Status Citywide On‐going Studies and Planned Improvements (Corridors) 65th St La Coste St Shellmound St North Bicycle safety Add 2‐way Separated Bikeway (Class IV) on north side of 65th Street with one lane of parking removal
Emeryville Active Transportation
Plan Recommended Study
65th St Shellmound St Emeryville Greenway North Bicycle safety Add Separated Bikeway (Class IV) with transit islands at Bus Stops. Remove one lane of parking
Emeryville Active Transportation
Plan Recommended Study
65th St Emeryville Greenway City Boundary near Vallejo
St Both Bicycle safety Bike Boulevard (Class IIIB) connection to existing bikeway in Berkeley. Publicidentified route as in need of improvement Emeryville Active Transportation
Plan Recommended Study
63rd St Doyle St Vallejo St Both Bicycle safety Bike Boulevard (Class IIIB) connection to planned Oakland Bikeway Emeryville Active Transportation Plan Recommended Study
61st St Doyle St City Boundary near Vallejo
St Both Bicycle safety Bike Boulevard (Class IIIB) connection Doyle Street to planned bikeway inOakland. Public identified area as a popular destination Emeryville Active Transportation
Plan Recommended Study
62nd St Horton St Hollis St ‐ Bicycle safety Upgrade existing bike boulevard to Separated Bikeway (Class IV) Emeryville Active Transportation Plan Recommended Study
Horton St 59th St 62nd St ‐ Bicycle safety
Add Separated Bikeway (Class IV). Convert to lanes to one‐way northbound on Horton Street from 59th Street to 62nd Street to create dedicated loading/ unloading space
Emeryville Active Transportation
Plan Partly Constructed
Private property (parallel
to I‐80 east side) 64th St Powell St East Bicycle safety Add Shared‐Use Path (Class I) parallel to I‐80 on east side. Bay Trail Connection Emeryville Active Transportation Plan Recommended Study
5801 Christie Mixed‐Use
Project
Private property (parallel
to I‐80 east side) Christie Av ‐ Bicycle safety Shared‐Use Path (Class I) included in 5801 Christie Mixed‐Use Project Emeryville Active TransportationPlan Recommended Study Shellmound Wy(5850
Shellmound Way‐New
Path & Connection to
Bridge)
Christie Av Existing Bridge to Amtrak
Station Both Bicycle safety
City Initiated General Plan Amendment to revise the location of Shellmound Way and add east‐west Class I shared‐use path on the northern side of 5850 Shellmound Way
Emeryville Active Transportation
Plan Recommended Study
Shellmound Wy Christie Av Shellmound St ‐ Bicycle safety Emeryville Loop. Two‐way Separated Bikeway (Class IV) on south side of street Emeryville Active Transportation Plan Recommended Study
55th St Doyle St Vallejo St Both Bicycle safety Bike Boulevard connection (Class IIIB) to planned Oakland Bikeway Emeryville Active Transportation Plan Recommended Study
Stanford Av Horton St Hollis St Both Bicycle safety Widen existing trail and make more comfortable for bikes. Retain trees and landscaping to comply with Prop 84 park grant
Emeryville Active Transportation
Plan Recommended Study
Ohlone Wy Shellmound St South Bayfront Bridge ‐ Bicycle safety Shared‐Use path connection (Class I) on Ohlone Way from Shellmound Street to South Bayfront Bridge. Approved as part of grocery store project. Project located on private property
Emeryville Active Transportation
Plan Under Construction
53rd St Horton St Hollis St ‐ Bicycle safety Upgrade existing Bike Boulevard on 53rd Street to Separated Bikeway (Class IV) as part of the Temescal Greenway
Emeryville Active Transportation
Plan Recommended Study
53rd St Hollis St San Pablo Av South Bicycle safety Add Shared‐Use Path (Class I) on south side of 53rd Street as part of the Temescal Greenway
Emeryville Active Transportation
Plan Recommended Study
ECCL Path 53rd St 47th St ‐ Bicycle safety Shared‐Use Path (Class I) connection is a long term vision and requires redevelopment and easement from private property.

Emeryville Active Transportation
Plan Recommended Study
Connection between Spur
Alley and 47th Street Spur Alley 47th St ‐ Bicycle safety Shared‐Use Path (Class I) connection is a long term vision and requires redevelopment and easement from private property.

Emeryville Active Transportation
Plan Recommended Study
47th St Community Pool San Pablo Av ‐ Bicycle safety Bike Boulevard connection to Community Pool. Emeryville Active Transportation Plan Recommended Study
Doyle St 45th St 47th St ‐ Bicycle safety Two‐way Separated Bikeway connection on Doyle St. Emeryville Active Transportation Plan Recommended Study
AC Transit Yard
Connection 47th St 45th St ‐ Bicycle safety Shared‐Use Path (Class I) connection is a long term vision and requiresredevelopment and easement from private property.

Emeryville Active Transportation
Plan Recommended Study
New Path 45th St 47th St ‐ Bicycle safety Add Shared‐Use Path (Class I). Proposed in 2012 BPMP. Emeryville Active Transportation Plan Recommended Study
Adeline St San Pablo Av Northern City Boundary Both Bicycle safety Project in progress through public works. Emeryville Active Transportation Plan Under Construction
Sherwin Williams Trail Sherwin Av Bay St Bridge East Bicycle safety Add Shared‐Use Path (Class I) connection on east side of railroad. Emeryville Active Transportation Plan Recommended Study
Horton St 40th St 53rd St Both Bicycle safety Upgrade existing bike boulevard (Class IIIB) to Separated Bikeway (Class IV). Emeryville Active Transportation Plan Recommended Study
San Pablo Av 36th St 54th St Both Bicycle safety
Alameda CTC San Pablo Avenue Corridor Project. One‐way cycletracks on both sides of the street. Includes pedestrian safety improvements at all major intersections and safe connections to all intersecting bike routes, including at Adeline, MacArthur, and 40th Street.

Treatments include protected intersections, pedestrian and bus bulbs, ADA ramp upgrades, and median refuge islands. This area is under Caltrans jurisdiction. Caltrans may or may not approve proposed projects. Project also included in the Northern Alameda County Core Connection Plan and is identified by the Alameda CTC Countywide Bikeways Network as part of the future regional all ages and abilities network.

Emeryville Active Transportation
Plan On‐going Study
Park Av Halleck St Hollis St Both Bicycle safety Bike Boulevard (Class IIIB) connection to Park Avenue Multimodal Study. BPAC 2019.

Emeryville Active Transportation
Plan Recommended Study
Emery St Park Av 40th St Both Bicycle safety Bike Boulevard (Class IIIB)  through connection parallel to San Pablo Avenue. Emeryville Active Transportation Plan Recommended Study
40th St Halleck St Hubbard St North Bicycle safety Add Shared‐Use Path (Class 1) on north side of 40th Street. Emeryville Active Transportation Plan On‐going Study
40th St Shellmound St Hubbard St Both Bicycle safety Class IV separated bikeway. Install flexible bollards on 40th Street for protection from moving vehicles.

Emeryville Active Transportation
Plan On‐going Study
40th St Hubbard St Adeline St Both Bicycle safety
Class IV separated bikeway. 40th Street and San Pablo Avenue Bus Hub Project.

Add full or partial street closure with pedestrian plazas and emergency vehicle access on 40th Street at the intersections of Watts, Haven, Holden, and Hubbard.

Project is included in the Northern Alameda County Core Connection Plan and is identified by the Alameda CTC Countywide Bikeways Network as part of the future regional all ages and abilities network.

Emeryville Active Transportation
Plan On‐going Study
Beach St/Halleck St Sherwin Av 34th St Both Bicycle safety Bike Boulevard connection from Mandela Parkway to 40th Street/Shellmound Street. BPAC 2019.

Emeryville Active Transportation
Plan Recommended Study
Adeline St 36th St San Pablo Av Both Bicycle safety Class IIB Buffered Bicycle Lane Emeryville Active Transportation Plan Recommended Study
Emery St 40th St Peralta St ‐ Bicycle safety Upgrade existing Bike Lane to Two‐ Way Separated Bikeway (Class IV). Emeryville Active Transportation Plan Recommended Study
45th St Sherwin Williams Park Horton St ‐ Bicycle safety Trail connection. Emeryville Active Transportation Plan Recommended Study
San Pablo Av 36th St 54th St Both Pedestrian and Bicycle safety One‐way cycletracks on both sides of the street. Includes pedestrian safety improvements at all major intersections and safe connections to all intersecting bike routes, including at Adeline, MacArthur, and 40th Street. Treatments include protected intersections, pedestrian and bus bulbs, ADA ramp upgrades, and median refuge islands. This area is under Caltrans jurisdiction. Caltrans may or may not approve proposed projects. Project also included in the Northern Alameda County Core Connection Plan.

Alameda CTC San Pablo Avenue
Corridor Project On‐going Study
Shellmound Wy Christie Av Shellmound St South Bicycle safety Emeryville Loop. Two‐way Separated Bikeway (Class IV) on south side of street. Emeryville Loop Multimodal Project Planned Study
Shellmound St Christie Av Shellmound Wy West Bicycle safety Emeryville Loop. Two‐way Separated Bikeway (Class IV) on west side of street. Emeryville Loop Multimodal Project Planned Study
Christie Av Shellmound Wy Powell St East Bicycle safety Emeryville Loop. Two‐way Separated Bikeway on east side of street. Emeryville Loop Multimodal Project Recommended Study
Powell St Christie Av Shellmound St South Pedestrian Safety Emeryville Loop. Pedestrian walkway on south side of Powell St. Emeryville Loop Multimodal Project Recommended Study
Shellmound St‐Powell St
Underpass New Midblock Crossing Hyatt Hotel Parking LotEntrance East Pedestrian Safety Fill sidewalk gap underneath Powell Street on east side of roadway, remove obstructions in walking path including signs and landscaping that makes corners and navigation difficult for wheelchairs.

Emeryville Loop Multimodal
Project Recommended Study
Christie Av Powell St 65th St ‐ Bicycle safety Add Class IV on Christie Avenue, remove one lane of parking towards north. Recommended Study ‐ Emeryville Active Transportation Plan Recommended Study
Hollis St 40th St 67th St Both Pedestrian and Bicycle safety Study potential for installing bike lanes on Hollis St as part of the transit street.

Sidewalk and pedestrian improvements included.

Recommended Study ‐ Emeryville
Active Transportation Plan On‐going Study
Powell St Davenport Park Frontage Rd South/Both Bicycle safety Two‐way separated bikeway (Class IV) on the south side of Powell Street or One‐ way separated bikeway (Class IV) on each side
of Powell Street.

Recommended Study ‐ Emeryville
Active Transportation Plan Recommended Study
Powell St Frontage Rd Christie Av South/Both Bicycle safety Two‐way separated bikeway (Class IV) on the south side of Powell Street.

Alternative 1: One‐way separated bikeway (Class IV) on each side of Powell Street. Alternative 2: Consider upgrading existing shared‐use path to separate people walking, biking and rolling. This segment is also part of the Bay Trail spine alignment.

Recommended Study ‐ Emeryville
Active Transportation Plan Recommended Study
Powell St Christie Av Hollis St South/Both Bicycle safety Two‐way separated bikeway on the south side of Powell Street or One‐way separated bikeway on each side
of Powell Street.

Recommended Study ‐ Emeryville
Active Transportation Plan Recommended Study
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP
Recommended and Planned Projects (Corridors)
Corridor Start End Side of Street Issues Observed Recommendations Source Project Status Citywide On‐going Studies and Planned Improvements (Corridors) Powell St Hollis St Vallejo St South/Both Bicycle safety Two‐way separated bikeway on the south side of Powell Street or One‐way separated bikeway on each side
of Powell Street.

Traffic signal rephasing for bike signal.

Recommended Study ‐ Emeryville
Active Transportation Plan Recommended Study
Stanford Av Horton St San Pablo Av Both Bicycle safety
Add contra‐flow separated bikeway on Stanford to connect users from planned shared‐use path on Stanford Avenue in Oakland to the Doyle Slow Street and Bayfront Bridge. Eliminate onstreet parking. Add a bicycle boulevard to the eastbound travel lane. Consider implementing speed humps.

Recommended Study ‐ Emeryville
Active Transportation Plan Recommended Study
Beaudry St Powell St Stanford Av Both Pedestrian and Bicycle safety Add bicycle boulevard on Beaudry Street. Convert to one‐way southbound and extend sidewalk into street.

Alternative:

Create a car‐free space (Village Green) from Stanford to the park limit on the north side.

Recommended Study ‐ Emeryville
Active Transportation Plan Recommended Study
Doyle St Powell St Stanford Av ‐ Pedestrian and Bicycle safety Convert Doyle Street from Powell Street to Stanford Avenue to a oneway street in the northbound direction. Repurpose the removed travel lane to be a widened sidewalk and park extension for people biking, walking, and rolling.

Recommended Study ‐ Emeryville
Active Transportation Plan Recommended Study
Bay Trail Pedestrian Path Frontage Rd Davenport Mini Park ‐ Pedestrian and Bicycle safety Widen and convert existing pedestrian paths on the peninsula to a Shared‐Use Path.

Recommended Study ‐ Emeryville
Active Transportation Plan Recommended Study
Park Av Hollis St San Pablo Av ‐ Pedestrian and Bicycle safety Multimodal corridor study. Consider: Add Separated Bikeway, convert angled parking to parallel parking, widen sidewalk.

Recommended Study ‐ Emeryville
Active Transportation Plan Planned Study
Mandela Parkway
Extension/East Bay Bridge
Shopping Center Parking
Lot
Hollis St San Pablo Av ‐ Bicycle safety
General Plan Key Green Street. Study: Two‐way Separated Bikeway on road through East Bay Bridge Shopping Center and feasibility of separated bikeway and improved lighting on West MacArthur Blvd between Emery Street and San Pablo Avenue.

Recommended Study ‐ Emeryville
Active Transportation Plan Recommended Study
Emeryville Crescent Trail McLaughlin State Park ‐‐ Pedestrian and Bicycle safety Feasibility study to determine if a bicycle and pedestrian path can be developed adjacent to the Emeryville Crescent without negatively impacting sensitive habitat.

Recommended Study ‐ Emeryville
Active Transportation Plan Recommended Study
Ohlone Wy Shellmound St Parking Garage Bicycle safety
Design the protected bikeways as a shared‐use path adjacent to the plaza, with signage alerting bicyclists to watch for pedestrians. Provide green coflict striping where the bikeways cross driveways, with signage instructing vehicles to yield to bicycles.

Bay Street Grocery Store EIR Approved Study/Not Constructed Sherwin Av Halleck St Horton St ‐ Bicycle safety Install Class III Bicycle Route markings on Sherwin Av. Sherwin Williams Mixed‐use Development Planned Study
Citywide Citywide Citywide ‐ Traffic and Bicycle Safety Rehabilitation and preventive maintenance of city streets. This includes transit stop improvements, filling sidewalk gaps, greenway trail routing gaps, re‐building curb ramps, installing the latest types of bike facilities, pedestrian crossing improvements, green infrastructure, lighting enhancements, signage and landscaping, base repairs, crack sealing, slurry seals, rubberized chip seals, pavement overlays, complete street reconstruction, and pavement delineation.

Capital Improvements Program
2023‐2028 On‐going Study
Frontage Rd Powell St I‐80 Interchange ‐ Traffic Safety Construction of two landscaped median islands. Capital Improvements Program 2023‐2029 Planned Study
San Pablo Av 40th St 53rd St Both Bicycle safety Coordinate with Caltrans to construct new Class IV separated bikeway on San Pablo Avenue, per 2023 City of Emeryville Active Transportation Plan.

School Safety Assessment
Technical Memorandum,
Alameda CTC, May 2022
On‐going Study
53rd St West of San Pablo ‐ Both Bicycle safety Coordinate with Caltrans to construct Class I shared‐use path.

School Safety Assessment
Technical Memorandum,
Alameda CTC, May 2023
On‐going Study
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP)
Recommended and Planned Projects (Intersections)
Cross Street A Cross Street B Issues Observed Recommendations Source Status 40th St Adeline St Pedestrian safety High‐visibility (continental) striping of all crosswalks 40th and San Pablo Bus Hub Project On‐going Study 40th St Adeline St Pedestrian safety Striping of advance stop bars 40th and San Pablo Bus Hub Project On‐going Study 40th St Adeline St Bicycle safety
Protected corner for bicylists to transition from "Super Sharraows on the east side of Adeline St to/from the
separated two‐way bike lanes on the west side
40th and San Pablo Bus Hub Project On‐going Study
40th St Adeline St Traffic and Bicycle safety Signal phasing, bike signal heads, bike boxes, dashed green pavement markings, green‐backed sharrows 40th and San Pablo Bus Hub Project On‐going Study 40th St Adeline St Traffic, Pedestrian, and Bicycle safety Intersection upgrade Emeryville Active Transportation Plan On‐going Study 40th St San Pablo Av Bicycle safety
Configuration of the northeast corner as a
“protected corner” for westbound cyclists on
the two‐way separated bikeway and
northbound cyclists on San Pablo Avenue
wanting to turn left onto 40th Street
40th and San Pablo Bus Hub Project On‐going Study
40th St San Pablo Av Bicycle safety
Configuration of the proposed curb extension
(bulbout) at the northwest corner to include a
section of protected bikeway and a no turnon‐
red sign to protect cyclists from vehicle
traffic in the high volume of vehicles in the
southbound curbside lane
40th and San Pablo Bus Hub Project On‐going Study
40th St San Pablo Av Traffic and Bicycle safety
Application of signal changes such as phasing
and bike signal heads/phasing where
applicable, bike boxes, dashed green
pavement markings, and green‐backed
sharrows to enhance the navigation of the San
Pablo Avenue intersection by cyclists
40th and San Pablo Bus Hub Project On‐going Study
40th St San Pablo Av Pedestrian safety
Potential installation of an internally lit No‐
Right Turn on Red sign for westbound vehicles
approaching the San Pablo Avenue
intersection
40th and San Pablo Bus Hub Project On‐going Study
40th St San Pablo Av Pedestrian safety
Realignment of the eastern curb on San Pablo Avenue north and south of the intersection in order to create a wider sidewalk and transit passenger area at the bus stop north of the intersection
40th and San Pablo Bus Hub Project On‐going Study
40th St San Pablo Av Pedestrian safety
Tightening of curb radii (where feasible) to accommodate directional curb ramps at all four street corners and to shorten crossing distances
40th and San Pablo Bus Hub Project On‐going Study
40th St San Pablo Av Pedestrian safety High‐visibility (continental) striping of all crosswalks 40th and San Pablo Bus Hub Project On‐going Study 40th St San Pablo Av Pedestrian safety Striping of advance stop bars 40th and San Pablo Bus Hub Project On‐going Study 40th St San Pablo Av Traffic, Pedestrian, and Bicycle safety Intersection upgrade Emeryville Active Transportation Plan On‐going Study 40th St Emery St Bicycle safety
Configuration of the northwest corner of the Emery Street intersection as a “protected corner” for
cyclists traveling on the two‐way bikeway and those turning left onto the bike lane on southbound Emery
40th and San Pablo Bus Hub Project On‐going Study
40th St Emery St Pedestrian safety High‐visibility (continental) striping of all crosswalks 40th and San Pablo Bus Hub Project On‐going Study 40th St Emery St Pedestrian safety Striping of advance stop bars 40th and San Pablo Bus Hub Project On‐going Study 40th St Emery St Traffic and Bicycle safety
Application of signal changes such as phasing and bike signal heads/phasing where applicable, bike boxes, dashed green pavement markings, and green‐backed sharrows to enhance the navigation of the Emery Street intersection by cyclists 40th and San Pablo Bus Hub Project On‐going Study
40th St Emery St Pedestrian safety Intersection upgrades Emeryville Active Transportation Plan On‐going Study 40th St Watts St Pedestrian safety High‐visibility (continental) striping of all crosswalks 40th and San Pablo Bus Hub Project On‐going Study 40th St Harlan St Pedestrian safety High‐visibility (continental) striping of all crosswalks 40th and San Pablo Bus Hub Project On‐going Study 40th St Harlan St Pedestrian safety Striping of advance stop bars 40th and San Pablo Bus Hub Project On‐going Study 40th St Haven St Pedestrian safety High‐visibility (continental) striping of all crosswalks 40th and San Pablo Bus Hub Project On‐going Study 40th St Haven St Pedestrian safety Intersection upgrades Emeryville Active Transportation Plan On‐going Study 40th St Hollis St Pedestrian safety High‐visibility (continental) striping of all crosswalks 40th and San Pablo Bus Hub Project On‐going Study 40th St Hollis St Pedestrian safety Striping of advance stop bars 40th and San Pablo Bus Hub Project On‐going Study 40th St Hollis St Traffic and Bicycle safety
Application of signal changes such as phasing and bike signal heads/phasing where applicable as well as bike boxes,
dashed green pavement markings, and green‐backed
sharrows to enhance navigation of the Hollis Street
intersection by cyclists traveling on the two‐way bikeway and those arriving on or switching to the bike lanes located on Hollis Street north and south of the intersection
40th and San Pablo Bus Hub Project On‐going Study
40th St Holden St Pedestrian safety High‐visibility (continental) striping of all crosswalks 40th and San Pablo Bus Hub Project On‐going Study 40th St Horton St Pedestrian safety High‐visibility (continental) striping of all crosswalks 40th and San Pablo Bus Hub Project On‐going Study 40th St Horton St Pedestrian safety Striping of advance stop bars 40th and San Pablo Bus Hub Project On‐going Study 40th St Horton St Bicycle safety
Configuration of the northwestern and northeastern corners of the Horton Street intersection as
“protected corners” for cyclists traveling on the two‐way bikeway and those arriving on or switching to
the bike lanes located on Horton Street south of the
intersection
40th and San Pablo Bus Hub Project On‐going Study
40th St Horton St Bicycle safety
Introduction of bike boxes on Horton Street that allow
cyclists to set up to either transition to the twoway
separated bikeway by following the green‐backed sharrows or travel straight through the intersection onto the
northbound Bicycle Boulevard or existing southbound bike lanes
40th and San Pablo Bus Hub Project On‐going Study
40th St Horton St Traffic and Bicycle safety
Application of signal changes such as phasing and bike signal heads/phasing where applicable, bike boxes, dashed green pavement markings, and green‐backed sharrows to enhance the navigation of the Horton Street intersection by cyclists 40th and San Pablo Bus Hub Project On‐going Study
40th St Horton St Traffic Safety
Lengthening the eastbound left‐turn pocket onto Horton
Street to 100 feet in order to accommodate turn volumes expected at this intersection
40th and San Pablo Bus Hub Project On‐going Study
40th St Target Entry/Exit Includes a marked "right turn only" lane onto 40th Street 40th and San Pablo Bus Hub Project On‐going Study 40th St Target Entry/Exit
conversion of the street‐like, asphalted entry/exit into a continuous sidewalk with a commercial drivewaytype access point
40th and San Pablo Bus Hub Project On‐going Study
40th St Target Entry/Exit
Installation of raised curb elements along portions of the northern and southern edges of the leftturn
pocket, the curb element should include a “No Left Turn” sign placed to be clearly visible for drivers exiting the Target parking lot
40th and San Pablo Bus Hub Project On‐going Study
40th St Hubbard St Pedestrian safety High‐visibility (continental) striping of all crosswalks 40th and San Pablo Bus Hub Project On‐going Study 40th St Hubbard St Pedestrian safety Intersection upgrades Emeryville Active Transportation Plan On‐going Study Shellmound St Bay Bridge Bike Trail/IKEA Entry Pedestrian safety High‐visibility (continental) striping of all crosswalks 40th and San Pablo Bus Hub Project On‐going Study Shellmound St Bay Bridge Bike Trail/IKEA Entry Pedestrian safety Restriping of the crosswalk across Shellmound Street with separate crossings for pedestrians and bicyclists, in order to safely connect southbound cyclists on Shellmound Street to the new two‐way bikeway.
40th and San Pablo Bus Hub Project On‐going Study
Shellmound St Bay Bridge Bike Trail/IKEA Entry Pedestrian safety Widening of the existing sidewalk on the east‐side of the street in order to improve pedestrian access to the
enhanced crossing from the relocated merge point of the Bay Bridge Trail (East) and proposed new
plaza
40th and San Pablo Bus Hub Project On‐going Study
San Pablo Av 53rd St Pedestrian safety Intersection upgrades Emeryville Active Transportation Plan Planned Study MacArthur Blvd Adeline St Pedestrian safety Intersection upgrades Emeryville Active Transportation Plan Planned Study Powell St Christie Av Pedestrian safety Intersection upgrades Emeryville Active Transportation Plan Planned Study Powell St Hollis St Pedestrian safety Intersection upgrades Emeryville Active Transportation Plan Planned Study Powell St Frontage Rd Intersection Upgrade
Study for the removal of one turn lane in the westbound direction at the intersection of W Frontage Rd and Powell Street. This area is under Caltrans jurisdiction. Caltrans may or may not approve proposed projects.

Recommended Study ‐ Emeryville Active Transportation
Plan Planned Study
Shellmound St 67th St Intersection Upgrade
Quiet Zone Traffic Signal. Add a crosswalk on southern leg of intersection to connect people walking north on east side to the existing sidewalk (sidewalk ends/is missing north of 67th on east side of street).

Emeryville Active Transportation Plan Constructed
Hollis St 67th St Intersection Upgrade Quiet Zone Traffic Signal. Emeryville Active Transportation Plan Constructed Emeryville Greenway 67th St Signage Add street name sign so Greenway users know which street they are crossing. Emeryville Active Transportation Plan Constructed Frequent illegal left turns from the Target driveway onto the westbound travel lane of 40th Street toward the
Shellmound Street bridge, Accidents between vehicles
turning into and out of the parking lot and eastbound
bicyclists and pedestrians traveling on the southside of 40th Street
Citywide On‐going Studies and Planned Improvements (Intersections) Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP)
Recommended and Planned Projects (Intersections)
Emeryville Greenway 66th St Signage Add street name sign so Greenway users know which street they are crossing. Emeryville Active Transportation Plan Constructed Emeryville Greenway 65th St Signage Add street name sign so Greenway users know which street they are crossing. Emeryville Active Transportation Plan Constructed Doyle St Ocean Av Intersection Upgrade Intersection improvement. Emeryville Active Transportation Plan Planned Study Hollis St 64th St Intersection Upgrade Consider LPI and two‐turn bike boxes at this location. Emeryville Active Transportation Plan Planned Study 63rd St Hollis St Intersection Upgrade Install signal, including crosswalks and curb extensions. Emeryville Active Transportation Plan Planned Study Christie Av 59th St Intersection Upgrade Add crosswalks on west, north, and east legs of intersection.

Consider signal warrant study. Emeryville Active Transportation Plan Planned Study Emeryville Greenway 58th St New or Upgrade Crossing Enhanced crossing, mid‐block. Emeryville Active Transportation Plan Planned Study Beaudry St 59th St Intersection Upgrade Install stop sign at the intersection of 59th and Beaudry St. Emeryville Active Transportation Plan Planned Study Hollis St Powell St Intersection Upgrade Raise crosswalk and eliminate slip lane, public feedback identified this location as a barrier to walking and biking. Emeryville Active Transportation Plan On‐going Study Anchor Dr Powell St New or Upgrade Crossing Enhanced crossing RRFB to transition to Shared‐Use Path on other side of Powell St. Emeryville Active Transportation Plan Planned Study Powell St I‐80 Interchange Intersection Upgrade
MTC I‐80/Powell Street Interchange Transit Access
Improvements. Install curb extensions on west side of
Powell St/Frontage Rd, 10 foot sidewalk on north side of Powell St, Realign Bay Trail for Mode Separation, new bus stops. City to study potential removal of one westbound travel lane on Powell Street turning north onto West
Frontage Road.

Emeryville Active Transportation Plan Planned Study
Christie Av Powell St Intersection Upgrade
Eliminate one right turn lane/arrow on Christie southbound and Powell eastbound. Northwest corner (southbound
Christie onto westbound Powell) turn radius squared. All‐ ped scramble study.

Emeryville Active Transportation Plan Planned Study
Shellmound St F Bus Stop/Four Points Sheraton Hotel New or Upgrade Crossing Add midblock crossing across from Four Points Sheraton at F‐ bus stop. Emeryville Active Transportation Plan Planned Study Shellmound St Brunswig Ln Signage Add a "Cross at Crosswalk" sign, work with property manager to add signage. Emeryville Active Transportation Plan Planned Study Horton St Stanford Av Intersection Upgrade BPAC 2019 intersection improvement, public identified barriers nearby on Horton. Emeryville Active Transportation Plan Planned Study Hollis St Stanford Av Intersection Upgrade Upgrade crosswalks, make protected intersection with curb extensions, bike boxes. Emeryville Active Transportation Plan Planned Study Spur Alley 53rd St New or Upgrade Crossing Midblock crossing, RRFB. Emeryville Active Transportation Plan Planned Study 53rd St San Pablo Av Intersection Upgrade
Add LPI, protected intersection with curb extensions,
consider dashed green pavement markings across San
Pablo.

Emeryville Active Transportation Plan Planned Study
Shellmound St Bay St (F‐bus Stop) New or Upgrade Crossing RRFB. Emeryville Active Transportation Plan Planned Study Adeline St 47th St New or Upgrade Crossing Lit crosswalk, consider high visibility crosswalk. Emeryville Active Transportation Plan Planned Study Hubbard St 40th St Intersection Upgrade
From 40th and San Pablo Bus Hub Project: Curb extensions on northern leg, dashed green pavement parkings for 40th St Two‐Way Separated Bikeway, "Look Right" signs at
crosswalk.

Emeryville Active Transportation Plan On‐going Study
Bridgecourt Office 40th St Intersection Upgrade Sidewalk ramps on 40th St on both sides of office entrance. Emeryville Active Transportation Plan Planned Study Emery St 40th St Intersection Upgrade
Northwest protected corner, bike boxes, dashed green
pavement markings, green‐backed sharrows, consider bike signal head, add LPI.

Emeryville Active Transportation Plan On‐going Study
San Pablo Av 40th St Intersection Upgrade
This intersection is included in the Alameda CTC San Pablo Avenue Corridor Project, currently in the design process at time of publication. This area is under Caltrans jurisdiction and Caltrans may or may not approve proposed projects.

Emeryville Active Transportation Plan On‐going Study
Adeline St 40th St Intersection Upgrade
Northwest protected corner, curb extensions, upgrade
sidewalk, bike boxes, dashed green pavement markings,
green‐backed sharrows, consider bike signal head, add LPI.

Emeryville Active Transportation Plan On‐going Study
Emery St MacArthur Blvd Intersection Upgrade
Intersection to be studied in alignment with upgrades to the Adeline/San Pablo/MacArthur intersection for improved
crossing for bikes.

Emeryville Active Transportation Plan Planned Study
San Pablo Av/Adeline
St MacArthur Blvd Intersection Upgrade
Intersection included in the Alameda CTC San Pablo Avenue Corridor Project, currently in the design process at time of publication. This area is under Caltrans jurisdiction and Caltrans may or may not approve proposed projects. In
alignment with Alameda CTC Project, study for linear
bikeway west on MacArthur Boulevard to connect people
biking to the intersection of Emery St and Peralta St.

Emeryville Active Transportation Plan Planned Study
Shellmound St Christie Av Intersection Upgrade
Intersection upgrade as part of the Emeryville Loop Project.

Concept includes modifying vehicle signal detection zones, adding bicycle signal and detection equipment at the
Christie Avenue crossing, and modifying the signal phasing and timing to add a bicycle crossing phase.

Emeryville Active Transportation Plan Planned Study
Shellmound St Ohlone Wy Intersection Upgrade
Intersection upgrade as part of the 40th Street Multimodal Project Phase II: Shellmound Street Gap Closure Project.

Concept includes modifying vehicle signal detection zones, adding bicycle signal and detection equipment at the
Sonesta Driveway crossing, and modifying the signal phasing and timing to add a bicycle crossing phase.

Emeryville Active Transportation Plan Planned Study
Shellmound St Bay St Intersection Upgrade
Intersection upgrade as part of the 40th Street Multimodal Phase II: Bay Trail Gap Closure Project. Concept includes modifying vehicle signal detection zones and reconstructing an existing curbside AC Transit bus stop into a bus boarding island.

Emeryville Active Transportation Plan On‐going Construction Horton St 53rd St Intersection Upgrade Install traffic light and traffic diverter to allow vehicle‐free crossing of Horton Street as part of BMR improvements. Emeryville Active Transportation Plan Planned Study Horton St 120 ft south of 53rd St Intersection Upgrade Install new signalized pedestrian crossing as part of BMR improvements. Emeryville Active Transportation Plan Planned Study Bay St Ohlone Wy Intersection Upgrade
Intersection upgrade as part of Bay Street grocery store project to help facilitate bike and pedestrian movements across Shellmound St and Bay Street and connection to the South Bayfront Bridge.

Emeryville Active Transportation Plan Constructed
Hollis St 66th St New or Upgrade Crossing Add RRFB to cross Hollis Street. Emeryville Active Transportation Plan Planned Study Shellmound St Market Place Garage Exit Intersection Upgrade New Traffic Signal. Emeryville Active Transportation Plan Planned Study Shellmound St IKEA Dwy Intersection Upgrade
Intersection upgrade as part of the 40th Street Multimodal Phase II: Bay Trail Gap Closure Project. Concept includes removing trees, relocating traffic signal poles, reconstructing two median islands, upgrading the existing crosswalk into a bikeway crossing that may include supplemental bike signal equipment and a widened curb ramp.

Emeryville Active Transportation Plan On‐going Study
Shellmound St Shellmound Way Intersection Upgrade
Intersection upgrade as part of the Emeryville Loop Project.

Install protected intersection and paint crosswalk across north leg of the intersection.

Emeryville Active Transportation Plan Planned Study
Christie Av Shellmound Way Intersection Upgrade
Intersection upgrade as part of the Emeryville Loop Project.

Install protected intersection on southeast corner and paint crosswalk across south leg of the intersection.

Emeryville Active Transportation Plan Planned Study
San Pablo Av 53rd St Intersection Upgrade
Intersection included in the Alameda CTC San Pablo Avenue Corridor Project, currently in the design process at time of publication. This area is under Caltrans jurisdiction and Caltrans may or may not approve proposed projects
Alameda CTC San Pablo Avenue Corridor Improvements On‐going Study San Pablo Av 40th St Intersection Upgrade
This intersection is included in the Alameda CTC San Pablo Avenue Corridor Project, currently in the design process at time of publication. This area is under Caltrans jurisdiction and Caltrans may or may not approve proposed projects.

Alameda CTC San Pablo Avenue Corridor Improvements On‐going Study San Pablo Av/Adeline
St MacArthur Blvd Intersection Upgrade
Intersection included in the Alameda CTC San Pablo Avenue Corridor Project, currently in the design process at time of publication. This area is under Caltrans jurisdiction and Caltrans may or may not approve proposed projects.

Alameda CTC San Pablo Avenue Corridor Improvements On‐going Study Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP)
Recommended and Planned Projects (Intersections)
40th St Hubbard St Intersection Upgrade
From 40th and San Pablo Bus Hub Project: Curb extensions on northern leg, dashed green pavement parkings for 40th St Two‐Way Separated Bikeway, "Look Right" signs at
crosswalk.
40th and San Pablo Bus Hub Project On‐going Study
40th St Bridgecourt Office Intersection Upgrade Sidewalk ramps on 40th St on both sides of office entrance 40th and San Pablo Bus Hub Project On‐going Study 40th St Emery St Intersection Upgrade
Northwest protected corner, bike boxes, dashed green
pavement markings, green‐backed sharrows, consider bike signal head, add LPI.
40th and San Pablo Bus Hub Project On‐going Study
40th St San Pablo Av Intersection Upgrade
This intersection is included in the Alameda CTC San Pablo Avenue Corridor Project, currently in the design process at time of publication. This area is under Caltrans jurisdiction and Caltrans may or may not approve proposed projects.
40th and San Pablo Bus Hub Project On‐going Study
40th St Adeline St Intersection Upgrade
Northwest protected corner, curb extensions, upgrade
sidewalk, bike boxes, dashed green pavement markings,
green‐backed sharrows, consider bike signal head, add LPI. 40th and San Pablo Bus Hub Project On‐going Study
Shellmound St Christie Av Intersection Upgrade
Intersection upgrade as part of the Emeryville Loop Project.

Concept includes modifying vehicle signal detection zones, adding bicycle signal and detection equipment at the
Christie Avenue crossing, and modifying the signal phasing and timing to add a bicycle crossing phase.
40th Street Multimodal Phase II: Bay Trail Gap Closure On-going Study Shellmound St Brunswig Ln Signage Add a "Cross at Crosswalk" sign, work with property manager to add signage. 40th Street Multimodal Phase II: Bay Trail Gap Closure On-going Study Shellmound St Ohlone Wy Intersection Upgrade
Intersection upgrade as part of the 40th Street Multimodal Project Phase II: Shellmound Street Gap Closure Project.

Concept includes modifying vehicle signal detection zones, adding bicycle signal and detection equipment at the
Sonesta Driveway crossing, and modifying the signal phasing and timing to add a bicycle crossing phase.
40th Street Multimodal Phase II: Bay Trail Gap Closure On-going Study Shellmound St Bay St (F‐bus Stop) New or Upgrade Crossing RRFB. 40th Street Multimodal Phase II: Bay Trail Gap Closure On-going Study Shellmound St Bay St Intersection Upgrade
Intersection upgrade as part of the 40th Street Multimodal Phase II: Bay Trail Gap Closure Project. Concept includes modifying vehicle signal detection zones and reconstructing an existing curbside AC Transit bus stop into a bus boarding island.
40th Street Multimodal Phase II: Bay Trail Gap Closure On-Going Study Shellmound St IKEA Dwy Intersection Upgrade
Intersection upgrade as part of the 40th Street Multimodal Phase II: Bay Trail Gap Closure Project. Concept includes removing trees, relocating traffic signal poles, reconstructing two median islands, upgrading the existing crosswalk into a bikeway crossing that may include supplemental bike signal equipment and a widened curb ramp.
40th Street Multimodal Phase II: Bay Trail Gap Closure On-going Study Christie Av Powell St Intersection Upgrade
Eliminate one right turn lane/ arrow on Christie southbound and Powell eastbound. Northwest corner (southbound
Christie onto westbound Powell) turn radius squared. All‐ ped scramble study.

Emeryville Loop Multimodal Project Planned Study
Shellmound St Four Points Sheraton Hotel (F‐bus Stop) New or Upgrade Crossing Add midblock crossing across from Four Points Sheraton at F‐ bus stop. Emeryville Loop Multimodal Project Planned Study Bay St Ohlone Wy Intersection Upgrade
Signalize the Bay Street/Ohlone Way intersection,
implementing a signal design that reduces queue spillback to Shellmound Street while minimizing pedestrian wait
times.

Bay Street Grocery Store EIR Constructed
Shellmound St Ohlone Wy Intersection Upgrade Provide directional curb ramps with truncated domes. Bay Street Grocery Store EIR On‐going Construction Shellmound St Ohlone Wy Transit and Pedestrian Safety
Locate the bus stop as close as feasible to Ohlone Way. Use railing to direct pedestrians to the crosswalk. Provide a bus shelter and pedestrian‐scale lighting.

Bay Street Grocery Store EIR On‐going Construction
Bay St Shopping Complex Intersection Upgrade
Provide stop control for vehicles at the northbound,
westbound, and southbound approaches of the Bay
Street/South Project Driveway intersection. Provide signage on the northbound and westbound approaches to yield to
vehicles entering the parking areas from the eastbound
approach. Restrict vehicles exiting the rooftop deck to right‐ turn only.

Bay Street Grocery Store EIR On‐going Construction
Bay St Shopping Complex Intersection Upgrade
Remove or maintain landscaping so that it does not create a sight obstruction. Provide a stop bar for vehicles exiting the south driveway about 5 feet north of the crosswalk.

Bay Street Grocery Store EIR On‐going Construction
Bay St Shopping Complex Intersection Upgrade
Expand the curb extension to include the curb ramping
crossing Bay Street. Provide directional curb ramps with truncated domes.

Bay Street Grocery Store EIR On‐going Construction
Sherwin Av Halleck St Intersection Upgrade Install Crosswalks Sherwin Williams Mixed‐use Development On‐going Study Sherwin Av Hubbard St Intersection Upgrade Install Crosswalks Sherwin Williams Mixed‐use Development Constructed Horton St Sherwin Av Pedestrian safety
Install curb extensions and a high visibility crosswalk on the north leg of Horton Street at Sherwin Avenue such that
pedestrians and transit riders accessing the site from 40th Street do not have to cross two streets to access the site.

Sherwin Williams Mixed‐use Development Constructed
Horton St 45th St Pedestrian safety
Install a high visibility crosswalk and ADA compliant curb ramps on the north leg of Horton Street at 45th Street to improve pedestrian access to transit.

Sherwin Williams Mixed‐use Development Constructed
Hollis St Powell St Pedestrian safety Remove EBR‐turn Bay and curb extension. Install exclusive pedestrian phase. Hollis Street Improvements Project On‐going Study Citywide Citywide Pedestrian safety
Development and implementation of an updated ADA
Transition Plan. The Plan will define and address disabled access code compliance deficiencies within City’s public right‐of‐way, parks, and building facilities. This project will provide upgrades in the public right‐of‐way to sidewalks and curb ramps, and as well as in city facilities to improve signage and access.

Capital Improvements Program 2023‐2028 On‐going Study
65th St Railroad Crossing Pedestrian safety Installation of new quad gates, sidewalk, median, and pedestrian gates. Quite Zone at 75th, 66th, and 67th St At‐Grade Crossings Constructed 66th St Railroad Crossing Pedestrian safety Full Closure of the crossing, and construction of a cul‐de‐sac on east side. Quite Zone at 75th, 66th, and 67th St At‐Grade Crossings Constructed 67th St Railroad Crossing Pedestrian safety Installation of new traffic signal, quad gates, and pedestrian gates. Quite Zone at 75th, 66th, and 67th St At‐Grade Crossings Constructed San Pablo Av 47th St Pedestrian safety Coordinate with Caltrans to install school zone pavement markings at approaches to intersection.

School Safety Assessment Technical Memorandum,
Alameda CTC, May 2022 On‐going Study
San Pablo Av 53rd St Pedestrian safety Coordinate with Caltrans to install school zone pavement markings at approaches to intersection.

School Safety Assessment Technical Memorandum,
Alameda CTC, May 2023 On‐going Study
San Pablo Av 53rd St Pedestrian safety
Coordinate with Caltrans to add Leading Pedestrian Interval (LPI), protected intersection with curb extensions, and consider dashed green pavement markings across San
Pablo, per 2023 City of Emeryville Active Transportation Plan.

School Safety Assessment Technical Memorandum,
Alameda CTC, May 2024 On‐going Study
San Pablo Av 53rd St Pedestrian safety
Coordinate with Caltrans to install a hardened center lane with flex posts along 53rd Street at the approach to San Pablo Avenue.

School Safety Assessment Technical Memorandum,
Alameda CTC, May 2025 On‐going Study
San Pablo Av 53rd St Pedestrian safety
Coordinate with Caltrans to study this location for left‐turn lane removal along each approach of San Pablo Avenue to accommodate pedestrian refuge at the median.

School Safety Assessment Technical Memorandum,
Alameda CTC, May 2026 On‐going Study
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
Local Roadway Safety Plan (LRSP)
Iteris, Inc. | Appendix B
APPENDIX B – COLLISION ANALYSIS BY PRIMARY COLLISION
FACTOR
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP)
Appendix B ‐ Corridor Collisions by Primary Collision Factor ID Corridor Corridor Limit (Start) Corridor Limit (End) 0 1 3 4 5 6 7 8 9 10 11 12 16 17 18 21 22 ‐  Total CODE DESCRIPTION 1a Powell St Vallejo St Frontage Rd 3 1 10 1 3 1 5 12 12 3 11 5 2 69 ‐  NOT STATED 1b Powell St Frontage Rd Marina Park/City Limit 1 4 11 3 2 1 1 14 01 Driving Or Bicycling Under Influence Of Alcohol Or Drug 2 San Pablo Av 53rd St 36th St 3 10 21 744 11 3 2 1 2 41 02 Impeding Traffic 3a Hollis St Yerba Buena Av Powell St 33 2 1 2 11 03 Unsafe Speed 3b Hollis St Powell St 67th St 4 1 4 16 1 2 2 30 04 Following Too Closely 4a Shellmound St 67th St Christie Av 1 2 3 1 3 2 6 111 3 1 25 05 Wrong Side Of Road 4b Shellmound St Christie Av 40th St 1 4 1 3 9 06 Improper Passing 5 40th St East of Adeline St/City Limit Hubbard St 2 16 21 36 1 1 1 33 07 Unsafe Lane Change 6a Christie Av 65th St Powell St 1 1 1 1 4 1 1 2 2 1 15 08 Improper Turning 6b Christie Av Powell St Bay St Parking Garage 3 21111 3 1 1 14 09 Automobile Right‐Of‐Way 7 Frontage Rd North of Point Emery Ln/City Limit Powell St 43 12 44 1 1 20 10 Pedestrian Right‐Of‐Way 8 Bay St Christie Av Ohlone Wy 1 2 1 3 1 2 1 11 11 Pedestrian Violation 9a 64th St La Coste St Shellmound St 1 1 1 1 4 12 Traffic Signals And Signs 9b 64th St Overland Av Vallejo St 2 1 3 13 Hazardous Parking 10 Emery St Park Av MacArthur Bl 4 1 1 1 7 14 Lights
11a 45th St Horton St San Pablo Av 1 1 1 1 1 5 15 Brakes 11b 45th St San Pablo Av Adeline St 1 1 2 16 Other Equipment 12 Adeline St 47th St 36th St 2 1 3 6 17 Other Hazardous Violation 13 65th St La Coste St East of Vallejo St/City Limit 2 1 3 6 18 Other Than Driver 14 66th St Shellmound St East of Vallejo St/City Limit 1 1 1 2 5 21 Unsafe Starting Or Backing 15a Doyle St Emeryville Greenway Powell St 1 2 3 22 Other Improper Driving 15b Doyle St Powell St 55th St 1 1 2 23 Pedestrian Or "Other" Under Influence Of Alcohol Or Drug 16 Stanford Av Horton St Vallejo St 4 4 24 Fell Asleep
17 Horton St 62nd St 40th St 1 1 1 1 4 00 Unknown
18a 62nd St Market Dr Shellmound St 0
18b 62nd St Overland Av Vallejo St 1 1 1 1 4
19 Park Av Halleck St San Pablo Av 3 3
20 61st St Hollis St Vallejo St 1 11 3
21a 59th St West of Christie Av Market Dr 0
21b 59th St Horton St Vallejo St 1 1 13
22 43rd St San Pablo Av East of Adeline St/City Limit 1 1 2 23 Harlan St Park Av 40th St 1 1 2
24 Peladeau St 59th St Stanford Av 1 1 225 Beaudry St 59th St 55th St 1 1 2 26 53rd St Horton St San Pablo Av 11 2
27a 63rd St Christie Av Shellmound St 1 12
27b 63rd St Overland Av Vallejo St 0
28 Shellmound Wy Christie Av Shellmound St 2 2
29 Ohlone Wy Shellmound St Bayfront Bridge 1 1 2
30a Vallejo St 66th St Peabody Ln 0
30b Vallejo St Peabody Ln 55th St 1 1 2
31 41st St San Pablo Av Adeline St 2 2
32 West MacArthur Bl Watts St East of San Pablo Av/City Limit 1 1 33 Point Emery Ln Frontage Rd I‐80 Southbound On/Off Ramps 1 1 34 46th St Adeline St East of Adeline St/City Limit 1 1 35 67th St Shellmound St East of Emeryville Greenway/City Limits Cir 11 36 Peralta St South of MacArthur Bl San Pablo Av 11
37a 47th St Doyle St San Pablo Av 0
37b 47th St San Pablo Av Adeline St 1 1
38 Commodore Dr Powell St Watergate Community 11
39 Watts St Park St 40th St 1 1
40 Overland Av 65th St 62nd St 1 1
Total 16 2 82 3 23 9 21 76 58 13 2 28 1 17 2 24 4 4 385 Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP)
Appendix B ‐ Intersection Collisions by Primary Collision Factor CROSS STREET A CROSS STREET B 0 1 3 4 5 6 7 8 9 10 11 12 16 17 18 21 22 ‐  Total CODE DESCRIPTION MID BLOCK/DRIVEWAYS/TRAFFIC & LIGHT POLES 2 11 4 3 19 5 2 3 4 1 54 ‐  NOT STATED POWELL ST CHRISTIE AV 24 1 3 1 263 1 33 29 01 Driving Or Bicycling Under Influence Of Alcohol Or Drug POWELL ST RT 80 1 1 55 11 62 22 02 Impeding Traffic
SAN PABLO AV 40TH ST 3 4 43 111 2 19 03 Unsafe Speed
SHELLMOUND ST CHRISTIE AV 32 11111 2 1 13 04 Following Too Closely POWELL ST DOYLE ST 2 1 62 11 05 Wrong Side Of Road
HOLLIS ST 67TH ST 82 10 06 Improper Passing
FRONTAGE RD POWELL ST 2 1 222 1 10 07 Unsafe Lane Change SAN PABLO AV 45TH ST 1 2 1 2 11 8 08 Improper Turning
HOLLIS ST 66TH ST 1 6 1 8 09 Automobile Right‐Of‐Way
40TH ST EMERY ST 42 1 1 8 10 Pedestrian Right‐Of‐Way
FRONTAGE RD ACCESS RD/RT 80 2 1 1 1 1 1 7 11 Pedestrian Violation 40TH ST HARLAN ST 3 1 2 1 7 12 Traffic Signals And Signs POWELL ST PELADEAU ST 1 1 1 1 2 1 7 13 Hazardous Parking 40TH ST HORTON ST 23 1 6 14 Lights
BAY ST OHLONE WY 1 2 1 1 1 6 15 Brakes
SAN PABLO AV 53RD ST 1 1 1 1 1 5 16 Other Equipment
HOLLIS ST 59TH ST 2 1 1 1 5 17 Other Hazardous ViolationHOLLIS ST 65TH ST 2 1 1 1 5 18 Other Than Driver POWELL ST TOWERS ACCESS RD 1 1 1 1 1 5 21 Unsafe Starting Or Backing SAN PABLO AV ADELINE ST 2 11 4 22 Other Improper Driving SAN PABLO AV PARK AV 1 2 1 4 23 Pedestrian Or "Other" Under Influence Of Alcohol Or Drug CHRISTIE AV 59TH ST 1 1 1 1 4 24 Fell Asleep
POWELL ST COMMODORE DR 1 11 1 4 00 Unknown
CHRISTIE AV 64TH ST 1 2 14
SHELLMOUND ST 65TH ST 1 2 1 4
DOYLE ST STANFORD AV 1 2 14
SAN PABLO AV 43RD ST 1 1 1 3
SAN PABLO AV 37TH ST 2 13
POWELL ST HOLLIS ST 1 1 1 3
HOLLIS ST STANFORD AV 1 1 1 3
BAY ST CHRISTIE AV 1 2 3
POWELL ST CAPTAIN DR 1 1 13
FRONTAGE RD POINT EMERY LN 1 1 1 3
SHELLMOUND WY SHELLMOUND ST 1 1 1 3
POWELL ST VALLEJO ST 11 1 3
SAN PABLO AV 41ST ST 2 2
HOLLIS ST 40TH ST 1 1 2
HOLLIS ST 45TH ST 2 2
HOLLIS ST 63RD ST 1 1 2
HOLLIS ST OCEAN AV 1 1 2
HOLLIS ST PARK AV 1 1 2
WEST MACARTHUR BL EMERY ST 11 2
SHELLMOUND ST 64TH ST 1 12
62ND ST HOLLIS ST 1 1 2
SHELLMOUND ST IKEA EXIT 1 1 2
SHELLMOUND ST IKEA ENTRANCE 1 1 2
HORTON ST 62ND ST 11 2
SHELLMOUND ST 66TH ST 1 12
61ST ST HOLLIS ST 1 1 2
ADELINE ST 40TH ST 11 2
40TH ST HUBBARD ST 1 1 2
ADELINE ST 43RD ST 2 2
BEAUDRY ST 59TH ST 1 1 2
CHRISTIE AV SHELLMOUND WY 11 2
SAN PABLO AV 36TH ST 1 1
SAN PABLO AV 48TH ST 11
SAN PABLO AV FOLGER AV 1 1
SAN PABLO AV STEVE DAIN DR 1 1
SAN PABLO AV WEST MACARTHUR BL 1 1
HOLLIS ST 53RD ST 1 1
BAY ST BRUNSWIG LN 1 1
56TH ST HOLLIS ST 11
CHRISTIE AV POWELL ST PLAZA ENTRANCE 11
STANFORD AV BEAUDRY ST 1 1
43RD ST SALEM ST 1 1
HORTON ST 53RD ST 1 1
40TH ST HAVEN ST 1 1
BEAUDRY ST POWELL ST 1 1
ADELINE ST 44TH ST 1 1
PELADEAU ST HARUFF ST 1 1
CHRISTIE AV 63RD ST 1 1
DOYLE ST 62ND ST 11
DOYLE ST 59TH ST 11
40TH ST HOLDEN ST 1 1
ADELINE ST WEST MACARTHUR BL 1 1
SHELLMOUND ST 62ND ST 1 1
63RD ST SHELLMOUND ST 1 1
46TH ST ADELINE ST 1 165TH ST VALLEJO ST 1 1
HORTON ST PARK AV 1 1
SHELLMOUND ST OHLONE WY 1 1
PERALTA ST 36TH ST 11
62ND ST VALLEJO ST 11
64TH ST HOLLIS ST 1 1
63RD ST MARKET DR 11
61ST ST DOYLE ST 11
47TH ST ADELINE ST 1 1
PARK AV HALLECK ST 1 1
45TH ST ESSEX ST 1 1
POWELL ST SAN PABLO AV 1 1
POWELL ST ADMIRAL DR 1 1
64TH ST VALLEJO ST 1 1
WATTS ST PARK AV 1 1
VALLEJO ST 59TH ST 1 1
65TH ST OVERLAND AV 1 1
40TH ST SHELLMOUND ST 1 1
SHELLMOUND ST BAY ST 1 1
41ST ST ADELINE ST 1 1
VALLEJO ST 62ND ST 1 1
SHELLMOUND ST 67TH ST 1 1
OVERLAND AV 62ND ST 1 1
Total 16 2 82 3 23 9 21 76 58 13 2 28 1 17 2 24 4 4 385 Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
Local Roadway Safety Plan (LRSP)
Iteris, Inc. | Appendix C
APPENDIX C – CRASH RATE ANALYSIS
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP)
Appendix C ‐ Corridor Crash Rate Analysis
ID Corridor Corridor Limit (Start) Corridor Limit (End) Total Collisons Ped Collisions Bicycle Collisions Speed Related Collisions ADT ADT Data Year Length of Roadway Segment (mi) MVM Crash Rate Statewide Average Collision Rate (2019) Crash Rate greater than Statewide Average? 5 40th St East of Adeline St/City Limit Hubbard St 33 1 2 16 17288 2017 0.62 195.61 0.17 1.22 No 1a Powell St Vallejo St Frontage Rd 69 4 5 10 39305 2017 0.65 466.12 0.15 1.22 No 2 San Pablo Av 53rd St 36th St 41 3 4 10 23031 2017 0.71 298.42 0.14 1.22 No 3b Hollis St Powell St 67th St 31 1 0 4 5915 2022 0.69 74.05 0.42 1.57 No 7 Frontage Rd North of Point Emery Ln/City Limit Powell St 20 3 4 4931 2023 0.71 64.34 0.31 1.57 No 1b Powell St Frontage Rd Marina Park/City Limit 14 4 3639 2023 1.24 82.35 0.17 1.22 No 4b Shellmound St Christie Av 40th St 13 1 1 4 17379 2017 0.80 254.51 0.05 1.57 No 6b Christie Av Powell St Bay St Parking Garage 14 3 13694 2017 0.24 59.07 0.24 1.57 No 3a Hollis St Yerba Buena Av Powell St 10 1 3 3 6938 2022 0.79 99.54 0.10 1.57 No 4a Shellmound St 67th St Christie Av 21 1 2 2 6222 2017 0.81 91.85 0.23 1.57 No 8 Bay St Christie Av Ohlone Wy 11 2 1 2 2425 2017 0.31 13.54 0.81 1.57 No 12 Adeline St 47th St 36th St 6 1 2 5630 2019 0.67 69.22 0.09 1.57 No 13 65th St La Coste St East of Vallejo St/City Limit 6 2 3833 2017 0.53 36.96 0.16 1.57 No 28 Shellmound Wy Christie Av Shellmound St 2 2 8490 2017 0.08 12.09 0.17 1.57 No 31 41st St* San Pablo Av Adeline St 2 2 1500 ‐ 0.17 4.55 0.44 1.57 No 6a Christie Av 65th St Powell St 15 1 4988 2017 0.54 49.55 0.30 1.57 No 11a 45th St Horton St San Pablo Av 5 1 1 2296 2019 0.44 18.23 0.27 1.57 No 17 Horton St 62nd St 40th St 4 1 1 3303 2019 0.94 56.87 0.07 1.57 No 18b 62nd St Overland Av Vallejo St 4 1 1 1075 2022 0.33 6.57 0.61 1.57 No 15a Doyle St Emeryville Greenway Powell St 3 1 1567 2019 0.44 12.55 0.24 1.57 No 23 Harlan St Park Av 40th St 2 1 1940 2019 0.19 6.78 0.30 1.57 No 25 Beaudry St 59th St 55th St 2 1 500 2017 0.34 3.10 0.65 1.57 No29 Ohlone Wy Shellmound St Bayfront Bridge 2 1 3105 2017 0.08 4.54 0.44 1.57 No 11b 45th St San Pablo Av Adeline St 2 1 2129 2019 0.24 9.42 0.21 1.57 No 15b Doyle St* Powell St 55th St 2 1 1567 2019 0.15 4.34 0.46 1.57 No 30b Vallejo St* Peabody Ln 55th St 2 1 500 ‐ 0.63 5.76 0.35 1.57 No 39 Watts St* Park St 40th St 1 1 5000 ‐ 0.09 8.43 0.12 1.57 No 10 Emery St Park Av MacArthur Bl 7 2 5115 2019 0.26 24.34 0.29 1.57 No 14 66th St Shellmound St East of Vallejo St/City Limit 5 1690 2019 0.37 11.33 0.44 1.57 No 16 Stanford Av Horton St Vallejo St 4 1645 2017 0.32 9.65 0.41 1.57 No 9a 64th St* La Coste St Shellmound St 4 400 ‐ 0.19 1.37 2.91 1.57 Yes 19 Park Av Halleck St San Pablo Av 3 3324 2023 0.56 33.96 0.09 1.57 No20 61st St* Hollis St Vallejo St 3 1 1 1075 ‐ 0.20 3.95 0.76 1.57 No 21b 59th St Horton St Vallejo St 3 2582 2019 0.30 13.92 0.22 1.57 No 9b 64th St Overland Av Vallejo St 3 400 2022 0.34 2.46 1.22 1.57 No 22 43rd St* San Pablo Av East of Adeline St/City Limit 2 1 2000 ‐ 0.21 7.83 0.26 1.57 No 24 Peladeau St* 59th St Stanford Av 2 1 500 ‐ 0.22 1.99 1.00 1.57 No 26 53rd St Horton St San Pablo Av 2 1335 2019 0.45 10.91 0.18 1.57 No 27a 63rd St* Christie Av Shellmound St 2 425 ‐ 0.11 0.87 2.29 1.57 Yes 32 West MacArthur Bl* Watts St East of San Pablo Av/City Limit 1 1 40000 ‐ 0.21 152.36 0.01 1.57 No 33 Point Emery Ln* Frontage Rd I‐80 Southbound On/Off Ramps 1 400 ‐ 0.06 0.42 2.40 1.57 Yes 34 46th St* Adeline St East of Adeline St/City Limit 1 2000 ‐ 0.06 2.21 0.45 1.57 No 35 67th St Shellmound St ast of Emeryville Greenway/City Limits C 1 1 1975 2022 0.37 13.21 0.08 1.57 No 36 Peralta St* South of MacArthur Bl San Pablo Av 1 5000 ‐ 0.14 12.67 0.08 1.57 No 38 Commodore Dr* Powell St Watergate Community 1 400 ‐ 0.16 1.16 0.86 1.57 No 40 Overland Av 65th St 62nd St 1 1500 2019 0.27 7.37 0.14 1.57 No 37b 47th St San Pablo Av Adeline St 1 400 2017 0.29 2.11 0.47 1.57 No 18a 62nd St* Market Dr Shellmound St 0 400 ‐ 0.05 0.35 0.00 1.57 No 21a 59th St* West of Christie Av Market Dr 0 500 ‐ 0.09 0.82 0.00 1.57 No 27b 63rd St* Overland Av Vallejo St 0 400 ‐ 0.33 2.44 0.00 1.57 No 30a Vallejo St* 66th St Peabody Ln 0 1500 ‐ 0.12 3.18 0.00 1.57 No 37a 47th St Doyle St San Pablo Av 0 400 2017 0.19 1.37 0.00 1.57 No 385 20 27 82
Notes:Number of years of
collision data 5Million Vehicle Miles
(MVM)
(AADT*segment length*365*number of
years)/1000000
Crash Rate Total Number of Crashes/MVM*Assumed ADT based on similar corridors.

Total
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP)
Appendix C ‐ Intersection Crash Rate Analysis
1 POWELL ST CHRISTIE AV 29 1 1 4 2825 3000 2017 199.1 Yes 2 POWELL ST RT 80 22 1 2 3103 4365 2017 117.8 Yes
3 SAN PABLO AV 40TH ST 19 2 1 4 2596 4177 2017 112.2 Yes 4 SHELLMOUND ST CHRISTIE AV 13 1 1 3 1884 2465 2017 119.6 Yes 5 POWELL ST DOYLE ST 11 1 1 2 1603 1843 2017 127.7 Yes
6 HOLLIS ST 67TH ST 10 1 851 1137 2022 201.2 Yes
7 FRONTAGE RD POWELL ST 10 1 2 2246 3565 2017 68.8 Yes
8 40TH ST EMERY ST 8 1 4 1528 2265 2017 84.4 Yes
9 SAN PABLO AV 45TH ST 8 2 1480 2379 2017 82.9 Yes
10 HOLLIS ST 66TH ST 8
11 40TH ST HARLAN ST 7 3 1393 1611 2017 93.2 Yes
12 FRONTAGE RD ACCESS RD/RT 80 7 1 2 1707 2907 2017 60.7 No 13 POWELL ST PELADEAU ST 7 1
14 40TH ST HORTON ST 6 2 1028 2168 2017 75.1 Yes
15 BAY ST OHLONE WY 6 1 1 2 578 711 2018 186.2 Yes
16 POWELL ST TOWERS ACCESS RD 5 1
17 HOLLIS ST 59TH ST 5 1 2 696 963 2022 120.6 Yes
18 HOLLIS ST 65TH ST 5 784 1132 2022 104.4 Yes
19 SAN PABLO AV 53RD ST 5 1 1 1756 2316 2017 49.1 No
20 DOYLE ST STANFORD AV 4 1
21 SAN PABLO AV PARK AV 4 1805 2504 2017 37.1 No
22 SHELLMOUND ST 65TH ST 4 1 1
23 POWELL ST COMMODORE DR 4
24 CHRISTIE AV 59TH ST 4
25 SAN PABLO AV ADELINE ST 4 2 1936 2853 2017 33.4 No
26 CHRISTIE AV 64TH ST 4
27 POWELL ST VALLEJO ST 3 1
28 HOLLIS ST STANFORD AV 3 1 1116 1463 2022 46.5 No
29 POWELL ST HOLLIS ST 3 1 1600 2100 2022 32.4 No
30 SAN PABLO AV 37TH ST 3
31 POWELL ST CAPTAIN DR 3 1
32 SAN PABLO AV 43RD ST 3 1 1
33 FRONTAGE RD POINT EMERY LN 3 1
34 CHRISTIE AV BAY ST 3 1 513 675 2018 101.0 Yes
35 SHELLMOUND ST SHELLMOUND WY 3 1 1213 1451 2017 45.0 No 36 HORTON ST 62ND ST 2 1 1
37 61ST ST HOLLIS ST 2 1 1
38 HOLLIS ST 63RD ST 2 1
39 CHRISTIE AV SHELLMOUND WY 2 1205 1413 2017 30.6 No
40 40TH ST HUBBARD ST 2 2
41 ADELINE ST 43RD ST 2 2
42 HOLLIS ST PARK AV 2 1 687 1022 2022 46.8 No
43 HOLLIS ST OCEAN AV 2 1
44 SHELLMOUND ST 66TH ST 2
45 HOLLIS ST 45TH ST 2 2 729 1003 2022 46.2 No
46 ADELINE ST 40TH ST 2 1552 2158 2017 21.6 No
47 SHELLMOUND ST IKEA EXIT 2 1 1 1667 2049 2017 21.5 No 48 SAN PABLO AV 41ST ST 2 2
49 SHELLMOUND ST IKEA ENTRANCE 2 1 1698 2163 2017 20.7 No 50 WEST MACARTHUR BL EMERY ST 2 1
51 BEAUDRY ST 59TH ST 2 1
52 SHELLMOUND ST 64TH ST 2 404 596 2024 80.0 Yes
53 62ND ST HOLLIS ST 2 1 561 894 2022 55.0 No
54 HOLLIS ST 40TH ST 2 1 1 1331 243 2022 50.8 No
55 CHRISTIE AV POWELL ST PLAZA ENTRANCE 1 877 1457 2017 17.1 No 56 SAN PABLO AV WEST MACARTHUR BL 1 1
57 65TH ST OVERLAND AV 1 1
58 SHELLMOUND ST 67TH ST 1
59 61ST ST DOYLE ST 1
60 PELADEAU ST HARUFF ST 1 1
61 POWELL ST ADMIRAL DR 1
62 STANFORD AV BEAUDRY ST 1
63 VALLEJO ST 62ND ST 2
64 43RD ST SALEM ST 1
65 HOLLIS ST 53RD ST 1 1 821 1042 2022 21.5 No
66 HORTON ST 53RD ST 1 268 208 2015 84.0 Yes
67 BAY ST BRUNSWIG LN 1 261 342 2018 66.3 No
68 CHRISTIE AV 63RD ST 1 1
69 45TH ST ESSEX ST 1 1
70 DOYLE ST 62ND ST 1
71 WATTS ST PARK AV 1 1
72 DOYLE ST 59TH ST 1
73 SHELLMOUND ST BAY ST 1 1763 2134 2017 10.3 No
74 40TH ST HOLDEN ST 1
76 SAN PABLO AV 48TH ST 1
77 64TH ST HOLLIS ST 1 578 855 2022 27.9 No
78 ADELINE ST WEST MACARTHUR BL 1 1
79 63RD ST MARKET DR 1
80 SHELLMOUND ST 62ND ST 1 1
81 47TH ST ADELINE ST 1
82 SAN PABLO AV FOLGER AV 1 1
83 SAN PABLO AV 36TH ST 1 1899 2489 2017 9.1 No
84 63RD ST SHELLMOUND ST 1 373 535 2024 44.1 No
85 PARK AV HALLECK ST 1 234 234 2015 85.5 Yes
86 46TH ST ADELINE ST 1
87 POWELL ST SAN PABLO AV 1 1
88 65TH ST VALLEJO ST 1 1
89 64TH ST VALLEJO ST 1
90 HORTON ST PARK AV 1 1 433 720 2015 34.7 No
91 VALLEJO ST 59TH ST 1 1
92 SAN PABLO AV STEVE DAIN DR 1 1
93 40TH ST SHELLMOUND ST 1 1
94 OVERLAND AV 62ND ST 1
95 41ST ST ADELINE ST 1 1
96 SHELLMOUND ST OHLONE WY 1 1904 2388 2017 9.3 No
97 BEAUDRY ST POWELL ST 1 962 1229 2017 18.3 No
98 PERALTA ST 36TH ST 1
99 ADELINE ST 44TH ST 1
100 40TH ST HAVEN ST 1 1
330 17 22 71
Notes:

Crash Rate (MEV)
(Total Crashes / Number of Years) /
(Average Daily Traffic Entering
Intersection)*1000000
*Citywide Average Crash Rate 67.44
Greater than
Citywide Crash
Rate*?
Data
Year Crash Rate
Total
Bicycle
Collisions
Speed
Related
Collisions
AM Peak
TMC
PM Peak
TMC
Ped
Collisions # Cross Street A Cross Street B Total
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
Local Roadway Safety Plan (LRSP)
Iteris, Inc. | Appendix D
APPENDIX D – COUNTERMEASURE IDENTIFICATION AND

SELECTION
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 HSIP Countermeasures
Improve signal hardware
Improve signal timing
Adv. Dilemma Zone Detect. (HSIP Analyzer
2020)
Install left-turn phase
Install raised pavement markers and striping
(Through Intersection)
Adv. stop bar (bike box)
Modify signal phasing to implement a Leading
Pedestrian Interval (LPI)
Pavement markings
Install median barrier
Install/Upgrade signs with new fluorescent
sheeting (regulatory or warning)
Install dynamic/variable speed warning signs
Install delineators, reflectors and/or object
markers
HSIP Countermeasures
Improve signal hardware
Improve signal timing
Install left-turn phase
Modify signal phasing to implement a Leading
Pedestrian Interval (LPI)
Pavement markings
Install delineators, reflectors and/or object
markers
HSIP Countermeasures
Improve signal hardware
Improve signal timing
Install left-turn phase
Modify signal phasing to implement a Leading
Pedestrian Interval (LPI)
Pavement markings
Install delineators, reflectors and/or object
markers
HSIP Countermeasures
Improve signal hardware
Improve signal timing
Install left-turn phase
Modify signal phasing to implement a Leading
Pedestrian Interval (LPI)
Pavement markings
Install delineators, reflectors and/or object
markers
Counterme
asure ID SI02 SI03 S04 SI05 SI08 SI21PB SI22PB NS09 R03 R22 R26 R27 Counterme asure ID SI02 SI03 SI05 SI22PB NS09 R27 Countermea sure ID SI02 SI03 SI05 SI22PB NS09 R27 Countermea sure ID SI02 SI03 SI05 SI22PB NS09 R27 Crash Type All All All All All P & B P & B All All All All All Crash Type All All All P & B All All Crash Type All All All P & B All All Crash Type All All All P & B All All CRF 0.15 0.15 0.4 0.55 0.1 0.15 0.6 0.25 0.25 0.15 0.3 0.15 CRF 0.15 0.15 0.55 0.60 0.25 0.15 CRF 0.15 0.15 0.55 0.60 0.25 0.15 CRF 0.15 0.15 0.55 0.60 0.25 0.15 Expected
Life (Years) 10 10 10 20 10 10 10 10 20 10 10 10 Expected Life (Years) 10 10 20 10 10 10 Expected Life (Years) 10 10 20 10 10 10 Expected Life (Years) 10 10 20 10 10 10 HSIP
Funding
Eligibility
1 0.5 1 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9
HSIP
Funding
Eligibility
1 0.5 0.9 0.9 0.9 0.9
HSIP
Funding
Eligibility
1 0.5 0.9 0.9 0.9 0.9
HSIP
Funding
Eligibility
1 0.5 0.9 0.9 0.9 0.9
Bike
Ped
Night
F+SI
Control Type
Total Collisions Systemic Approach Opportunit y Very High Very High High Low Very High Very High Very High Very High Medium Very High High Very High Systemic Approach Opportunit y Very High Very High Low Very High Very High Very High Systemic Approach Opportunit y Very High Very High Low Very High Very High Very High Systemic Approach Opportunit y Very High Very High Low Very High Very High Very High ID CROSS STREET A CROSS STREET B Cost/ Location $200,000 $20,000 $200,000 $5,000 $10,000 $10,000 1 POWELL ST CHRISTIE AV 1 1 0 0 SI 25 2 E A 13 0 12 0 1 0 0 2.4 10% 0 1.8 0 0.6 0 0 $25,000 $0 $20,000 $0 $5,000 $0 $0 2 POWELL ST RT 80 2 1 0 0 SI 22 1 D 12 0 12 0 0 0 0 1.8 8% 0 1.8 0 0 0 0 $20,000 $0 $20,000 $0 $0 $0 $03 SAN PABLO AV 40TH ST 1 2 0 0 SI 17 1 D 6 0 6 0 0 0 0 0.9 5% 0 0.9 0 0 0 0 $20,000 $0 $20,000 $0 $0 $0 $04 SHELLMOUND ST CHRISTIE AV 0 1 0 0 SI 10 2 E F 7 0 6 0 1 0 0 1.5 15% 0 0.9 0 0.6 0 0 $25,000 $0 $20,000 $0 $5,000 $0 $05 POWELL ST DOYLE ST 1 1 0 2 SI 11 1 A 8 0 0 8 0 0 0 4.4 40% 0 0 4.4 0 0 0 $200,000 $0 $0 $200,000 $0 $0 $06 HOLLIS ST 67TH ST 1 0 0 1 SI 10 1 F 10 0 10 0 0 0 0 1.5 15% 0 1.5 0 0 0 0 $20,000 $0 $20,000 $0 $0 $0 $07 FRONTAGE RD POWELL ST 1 0 0 0 SI 9 1 D 5 0 5 0 0 0 0 0.75 8% 0 0.75 0 0 0 0 $20,000 $0 $20,000 $0 $0 $0 $08 40TH ST EMERY ST 0 0 0 0 SI 6 1 D 5 0 5 0 0 0 0 0.75 13% 0 0.75 0 0 0 0 $20,000 $0 $20,000 $0 $0 $0 $09 SAN PABLO AV 45TH ST (SIGNALIZED) 0 0 0 0 SI 3 2 D D 3 0 2 0 0 1 0 0.55 18% 0 0.3 0 0 0.25 0 $30,000 $0 $20,000 $0 $0 $10,000 $0 Collisions Rectifiable by Countermeasures
Total Effectiveness
Total Effectiveness (%)
Cost Estimate
City of Emeryville
Local Roadway Safety Program
Preliminary Countermeasure Analysis
Selected Signalized Intersection
Countermeasures
Collisions by Primary Collision Factor (PCF)
Countermeasure Selection
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 ID CROSS STREET A CROSS STREET B Cost/ Location $200,000 $20,000 $200,000 $5,000 $10,000 $10,000 11 40TH ST HARLAN ST 0 0 0 0
SI
6 1 D 3 0 3 0 0 0 0 0.45 8% 0 0.45 0 0 0 0 $20,000 $0 $20,000 $0 $0 $0 $0 12 FRONTAGE RD ACCESS RD/RT 80 1 0 0 0 SI 6 3 A A A 5 0 3 0 0 1 1 0.85 14% 0 0.45 0 0 0.25 0.15 $40,000 $0 $20,000 $0 $0 $10,000 $10,00014 40TH ST HORTON ST 0 0 0 0 SI 4 1 D 4 0 4 0 0 0 0 0.6 15% 0 0.6 0 0 0 0 $20,000 $0 $20,000 $0 $0 $0 $015 BAY ST OHLONE WY 1 1 0 0 SI 6 1 F 2 0 2 0 0 0 0 0.3 5% 0 0.3 0 0 0 0 $20,000 $0 $20,000 $0 $0 $0 $016 POWELL ST TOWERS ACCESS RD 0 0 1 0 SI 5 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $017 HOLLIS ST 59TH ST 0 1 0 0 SI 3 2 A A 2 0 1 0 1 0 0 0.75 25% 0 0.15 0 0.6 0 0 $25,000 $0 $20,000 $0 $5,000 $0 $018 HOLLIS ST 65TH ST 0 0 0 0 SI 5 1 A 3 0 0 3 0 0 0 1.65 33% 0 0 1.65 0 0 0 $200,000 $0 $0 $200,000 $0 $0 $019 SAN PABLO AV 53RD ST 1 1 0 0 SI 5 1 A 3 0 3 0 0 0 0 0.45 9% 0 0.45 0 0 0 0 $20,000 $0 $20,000 $0 $0 $0 $021 SAN PABLO AV PARK AV 0 0 0 0 SI 4 2 D D 2 0 1 0 0 1 0 0.4 10% 0 0.15 0 0 0.25 0 $30,000 $0 $20,000 $0 $0 $10,000 $022 SHELLMOUND ST 65TH ST 1 0 1 0 SI 4 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $025 SAN PABLO AV ADELINE ST 0 0 0 0 SI 2 1 A 2 0 2 0 0 0 0 0.3 15% 0 0.3 0 0 0 0 $20,000 $0 $20,000 $0 $0 $0 $028 HOLLIS ST STANFORD AV 0 0 0 0 SI 3 1 F 2 0 2 0 0 0 0 0.3 10% 0 0.3 0 0 0 0 $20,000 $0 $20,000 $0 $0 $0 $029 POWELL ST HOLLIS ST 0 0 0 0 SI 2 1 F 2 0 2 0 0 0 0 0.3 15% 0 0.3 0 0 0 0 $20,000 $0 $20,000 $0 $0 $0 $035 SHELLMOUND ST SHELLMOUND WY 0 0 0 0 SI 3 1 D 1 0 1 0 0 0 0 0.15 5% 0 0.15 0 0 0 0 $20,000 $0 $20,000 $0 $0 $0 $039 CHRISTIE AV SHELLMOUND WY 0 0 0 0 SI 2 1 D 1 0 1 0 0 0 0 0.15 8% 0 0.15 0 0 0 0 $20,000 $0 $20,000 $0 $0 $0 $041 ADELINE ST 43RD ST 0 0 0 0 SI 2 1 A 2 0 2 0 0 0 0 0.3 15% 0 0.3 0 0 0 0 $20,000 $0 $20,000 $0 $0 $0 $042 HOLLIS ST PARK AV 0 0 0 0 SI 2 1 A 1 0 1 0 0 0 0 0.15 8% 0 0.15 0 0 0 0 $20,000 $0 $20,000 $0 $0 $0 $045 HOLLIS ST 45TH ST 0 2 0 1 SI 2 1 A 2 0 0 0 2 0 0 1.2 60% 0 0 0 1.2 0 0 $5,000 $0 $0 $0 $5,000 $0 $046 ADELINE ST 40TH ST 0 0 0 0 SI 2 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $047 SHELLMOUND ST IKEA EXIT 0 1 0 1 SI 2 2 D A 2 0 1 0 1 0 0 0.75 38% 0 0.15 0 0.6 0 0 $25,000 $0 $20,000 $0 $5,000 $0 $049 SHELLMOUND ST IKEA ENTRANCE 0 0 0 0 SI 1 1 D 1 0 0 0 0 1 0 0.25 25% 0 0 0 0 0.25 0 $10,000 $0 $0 $0 $0 $10,000 $050 WEST MACARTHUR BL EMERY ST 0 1 1 1 SI 2 2 A A 2 0 1 0 1 0 0 0.75 38% 0 0.15 0 0.6 0 0 $25,000 $0 $20,000 $0 $5,000 $0 $053 62ND ST HOLLIS ST 0 0 0 0 SI 2 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $054 HOLLIS ST 40TH ST 1 0 0 0 SI 2 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $055 CHRISTIE AV POWELL ST PLAZA ENTRANCE 0 0 0 0 SI 1 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $056 SAN PABLO AV WEST MACARTHUR BL 1 0 0 0 SI 1 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $057 65TH ST OVERLAND AV 0 0 0 0 SI 1 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $058 SHELLMOUND ST 67TH ST 0 0 0 0 SI 1 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $065 HOLLIS ST 53RD ST 1 0 0 0 SI 1 1 F 1 0 1 0 0 0 0 0.15 15% 0 0.15 0 0 0 0 $20,000 $0 $20,000 $0 $0 $0 $077 64TH ST HOLLIS ST 0 0 0 0 SI 1 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $078 ADELINE ST WEST MACARTHUR BL 1 0 0 0 SI 1 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $083 SAN PABLO AV 36TH ST 0 0 0 0 SI 1 1 D 1 0 0 0 0 1 0 0.25 25% 0 0 0 0 0.25 0 $10,000 $0 $0 $0 $0 $10,000 $087 POWELL ST SAN PABLO AV 0 0 0 0 SI 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $096 SHELLMOUND ST OHLONE WY 0 0 0 0 SI 1 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $097 BEAUDRY ST POWELL ST 0 0 0 0 SI 1 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 15 13 3 6 200 39 Total 0 25 0 2 0 0 6 5 0 0 0 1 113 0 89 11 7 5 1 25 13% 0 13.35 6.05 4.2 1.25 0.15 $990,000 $0 $500,000 $400,000 $30,000 $50,000 $10,000 Notes:

SI Signalized Intersection
NS Non Signalized Intersection
OWSC One-Way Stop Control
TWSC Two-Way Stop Control
AWSC All-Way Stop Control
A Not Part of Project
B Project concept with no design
C Project design but no funding
D Funded Project
E Funded Project - Interim Recommendations
F Implemented CM
XX Orange font indicates manual adjustments to avoid double counting collisions.

Control Type
Countermeasure Identification
Legend
Total
Minimum Distance from Intersection 200 ft
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP)
Appendix B - Intersection Collisions by Primary Collision Factor HSIP Countermeasures
Convert to all-way STOP control (from 2-way or Yield
control)
Warning/regulatory signs
Pavement markings
Install left-turn lane (where no left-turn lane exists) Install/upgrade pedestrian crossing at uncontrolled
locations (with enhanced safety features)
Install Rectangular Rapid Flashing Beacon (RRFB)
Install dynamic/variable speed warning signs
Install edge-lines and centerlines
Install separated bike lanes
Remove On-Street Parking
HSIP Countermeasures
Convert to all-way STOP control (from 2-way or Yield
control)
Warning/regulatory signs
Pavement markings
Install left-turn lane (where no left-turn lane exists) Install/upgrade pedestrian crossing at uncontrolled
locations (with enhanced safety features)
Install Rectangular Rapid Flashing Beacon (RRFB)
Install dynamic/variable speed warning signs
Install edge-lines and centerlines
Install separated bike lanes
Remove On-Street Parking
HSIP Countermeasures
Convert to all-way STOP control (from 2-way or Yield
control)
Warning/regulatory signs
Pavement markings
Install left-turn lane (where no left-turn lane exists) Install/upgrade pedestrian crossing at uncontrolled
locations (with enhanced safety features)
Install Rectangular Rapid Flashing Beacon (RRFB)
Install dynamic/variable speed warning signs
Install edge-lines and centerlines
Install separated bike lanes
Remove On-Street Parking
HSIP Countermeasures
Convert to all-way STOP control (from 2-way or Yield
control)
Warning/regulatory signs
Pavement markings
Install left-turn lane (where no left-turn lane exists) Install/upgrade pedestrian crossing at uncontrolled
locations (with enhanced safety features)
Install Rectangular Rapid Flashing Beacon (RRFB)
Install dynamic/variable speed warning signs
Install edge-lines and centerlines
Install separated bike lanes
Remove On-Street Parking
Countermeasure
ID
NS02 NS08 NS09 NS20 NS23PB NS24PB R26 R28 R33PB
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Countermeas
ure ID
NS02 NS08 NS09 NS20 NS23PB NS24PB R26 R28 R33PB
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Countermeas
ure ID
NS02 NS08 NS09 NS20 NS23PB NS24PB R26 R28 R33PB
https://c
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Countermeas
ure ID
NS02 NS08 NS09 NS20 NS23PB NS24PB R26 R28 R33PB
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Crash Type All All All All P & B P & B All All P & B Crash Type All All All All P & B P & B All All P & B Crash Type All All All All P & B P & B All All P & B Crash Type All All All All P & B P & B All All P & B CRF 0.5 0.15 0.25 0.35 0.35 0.35 0.3 0.25 0.45 0.2 CRF 0.50 0.15 0.25 0.35 0.35 0.35 0.30 0.25 0.45 0.20 CRF 0.50 0.15 0.25 0.35 0.35 0.35 0.30 0.25 0.45 0.20 CRF 0.50 0.15 0.25 0.35 0.35 0.35 0.30 0.25 0.45 0.20 Expected Life
(Years) 10 10 10 20 20 20 10 10 20 Expected Life (Years) 10 10 10 20 20 20 10 10 20 Expected Life (Years) 10 10 10 20 20 20 10 10 20 Expected Life (Years) 10 10 10 20 20 20 10 10 20 HSIP Funding
Eligibility 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 HSIP Funding Eligibility 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 HSIP Funding Eligibility 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 HSIP Funding Eligibility 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 Unknown
DUI
Unsafe Speed
Following too Closely
Wrong Side Of Road
Improper Passing
Unsafe Lane Change
Improper Turning
Automobile Right-Of-Way
Pedestrian Right-Of-Way
Pedestrian Violation
Traffic Signals And Signs
Other Equipment
Other Hazardous Violation
Other Than Driver
Unsafe Starting Or Backing
Other Improper Driving
Not Stated
Bike
Ped
Night
F+SI
Control Type
Total Collisions Systemic Approach Opportunity High Very High Very High Low Medium Medium High Very High High Systemic Approach Opportunity High Very High Very High Low Medium Medium High Very High High Systemic Approach Opportunity High Very High Very High Low Medium Medium High Very High High Systemic Approach Opportunity High Very High Very High Low Medium Medium High Very High High ID CROSS STREET A CROSS STREET B 0 1 3 4 5 6 7 8 9 10 11 12 16 17 18 21 22 - Cost/ Location $20,000 $2,000 $10,000 $20,000 $20,000 $25,000 $10,000 $10,000 $100,000 $2,000 10 HOLLIS ST 66TH ST 0 0 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 1 NS-TWSC 6 2 A A 6 0 6 0 0 0 0 0 6 0 0 0.6 10% 0 0.9 0 0 0 0 0 1.5 0 0 $12,000 $0 $2,000 $0 $0 $0 $0 $0 $10,000 $0 $0 13 POWELL ST PELADEAU ST 1 1 1 0 1 0 0 2 1 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-TWSC 7 2 A A 2 0 1 0 0 0 0 1 0 0 0 0.45 6% 0 0.15 0 0 0 0 0.3 0 0 0 $12,000 $0 $2,000 $0 $0 $0 $0 $10,000 $0 $0 $020 DOYLE ST STANFORD AV 0 0 1 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-AWSC 3 1 A 1 0 1 0 0 0 0 0 0 0 0 0.15 5% 0 0.15 0 0 0 0 0 0 0 0 $2,000 $0 $2,000 $0 $0 $0 $0 $0 $0 $0 $023 POWELL ST COMMODORE DR 1 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-AWSC 3 1 A 3 3 0 0 0 0 0 0 0 0 0 1.5 50% 1.5 0 0 0 0 0 0 0 0 0 $20,000 $20,000 $0 $0 $0 $0 $0 $0 $0 $0 $024 CHRISTIE AV 59TH ST 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 1 0 1 0 0 0 0 NS-TWSC 4 1 A 3 0 0 0 3 0 0 0 0 0 0 1.05 26% 0 0 0 1.05 0 0 0 0 0 0 $20,000 $0 $0 $0 $20,000 $0 $0 $0 $0 $0 $026 CHRISTIE AV 64TH ST 0 0 0 0 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-AWSC 3 1 A 2 0 0 0 0 0 0 0 2 0 0 0.5 17% 0 0 0 0 0 0 0 0.5 0 0 $10,000 $0 $0 $0 $0 $0 $0 $0 $10,000 $0 $027 POWELL ST VALLEJO ST 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1 0 0 0 1 0 0 NS-TWSC 3 3 A A A 3 0 0 0 0 0 1 1 0 0 1 0.85 28% 0 0 0 0 0 0.35 0.3 0 0 0.2 $37,000 $0 $0 $0 $0 $0 $25,000 $10,000 $0 $0 $2,00030 SAN PABLO AV 37TH ST 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 1 0 0 0 0 0 0 NS-OWSC 3 1 D 2 0 0 2 0 0 0 0 0 0 0 0.5 17% 0 0 0.5 0 0 0 0 0 0 0 $10,000 $0 $0 $10,000 $0 $0 $0 $0 $0 $0 $031 POWELL ST CAPTAIN DR 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-OWSC 1 1 A 1 0 0 0 0 0 0 1 0 0 0 0.3 30% 0 0 0 0 0 0 0.3 0 0 0 $10,000 $0 $0 $0 $0 $0 $0 $10,000 $0 $0 $032 SAN PABLO AV 43RD ST 0 0 1 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 1 0 0 0 NS-OWSC 3 2 D D 3 0 0 2 0 0 0 0 0 1 0 0.95 32% 0 0 0.5 0 0 0 0 0 0.45 0 $110,000 $0 $0 $10,000 $0 $0 $0 $0 $0 $100,000 $033 FRONTAGE RD POINT EMERY LN 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-AWSC 2 1 A 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $034 CHRISTIE AV BAY ST 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 NSMultiway
Stop
Control
3 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 36 HORTON ST 62ND ST 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 1 1 0 0 NS-OWSC 2 2 A B 2 0 0 0 0 1 0 0 0 1 0 0.8 40% 0 0 0 0 0.35 0 0 0 0.45 0 $120,000 $0 $0 $0 $0 $20,000 $0 $0 $0 $100,000 $037 61ST ST HOLLIS ST 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 1 0 0 NS-OWSC 2 2 A A 1 0 0 0 0 1 0 0 0 0 0 0.35 18% 0 0 0 0 0.35 0 0 0 0 0 $20,000 $0 $0 $0 $0 $20,000 $0 $0 $0 $0 $038 HOLLIS ST 63RD ST 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-TWSC 2 1 A 2 0 0 0 0 0 0 2 0 0 0 0.6 30% 0 0 0 0 0 0 0.6 0 0 0 $10,000 $0 $0 $0 $0 $0 $0 $10,000 $0 $0 $040 40TH ST HUBBARD ST 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 2 0 0 0 NS-OWSC 2 1 D 2 0 0 0 0 0 0 0 0 2 0 0.9 45% 0 0 0 0 0 0 0 0 0.9 0 $100,000 $0 $0 $0 $0 $0 $0 $0 $0 $100,000 $043 HOLLIS ST OCEAN AV 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-OWSC 2 1 A 2 0 0 2 0 0 0 0 0 0 0 0.5 25% 0 0 0.5 0 0 0 0 0 0 0 $10,000 $0 $0 $10,000 $0 $0 $0 $0 $0 $0 $044 SHELLMOUND ST 66TH ST 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 NS-Yield
Control at
Dwy
2 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 48 SAN PABLO AV 41ST ST 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-OWSC 2 1 D 2 0 0 2 0 0 0 0 0 0 0 0.5 25% 0 0 0.5 0 0 0 0 0 0 0 $10,000 $0 $0 $10,000 $0 $0 $0 $0 $0 $0 $051 BEAUDRY ST 59TH ST 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 NS-TWSC 1 1 A 1 0 0 0 0 0 0 0 0 0 1 0.2 20% 0 0 0 0 0 0 0 0 0 0.2 $2,000 $0 $0 $0 $0 $0 $0 $0 $0 $0 $2,00052 SHELLMOUND ST 64TH ST 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 NS-AWSC 2 1 D 1 1 0 0 0 0 0 0 0 0 0 0.5 25% 0.5 0 0 0 0 0 0 0 0 0 $20,000 $20,000 $0 $0 $0 $0 $0 $0 $0 $0 $059 61ST ST DOYLE ST 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 NS-AWSC 1 1 A 1 0 0 0 0 0 0 0 1 0 0 0.25 25% 0 0 0 0 0 0 0 0.25 0 0 $10,000 $0 $0 $0 $0 $0 $0 $0 $10,000 $0 $060 PELADEAU ST HARUFF ST 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 NS-OWSC 1 1 A 1 0 0 1 0 0 0 0 0 0 0 0.25 25% 0 0 0.25 0 0 0 0 0 0 0 $10,000 $0 $0 $10,000 $0 $0 $0 $0 $0 $0 $061 POWELL ST ADMIRAL DR 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-AWSC 1 1 A 1 0 1 0 0 0 0 0 0 0 0 0.15 15% 0 0.15 0 0 0 0 0 0 0 0 $2,000 $0 $2,000 $0 $0 $0 $0 $0 $0 $0 $062 STANFORD AV BEAUDRY ST 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-AWSC 1 1 A 1 0 0 0 0 0 0 0 0 0 1 0.2 20% 0 0 0 0 0 0 0 0 0 0.2 $2,000 $0 $0 $0 $0 $0 $0 $0 $0 $0 $2,00063 VALLEJO ST 62ND ST 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 NS-TWSC 2 1 A 2 0 0 0 0 0 0 0 0 0 2 0.4 20% 0 0 0 0 0 0 0 0 0 0.4 $2,000 $0 $0 $0 $0 $0 $0 $0 $0 $0 $2,00064 43RD ST SALEM ST 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-AWSC 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $066 HORTON ST 53RD ST 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-AWSC 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $067 BAY ST BRUNSWIG LN 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $068 CHRISTIE AV 63RD ST 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-OWSC 1 1 A 1 0 1 0 0 0 0 0 0 0 0 0.15 15% 0 0.15 0 0 0 0 0 0 0 0 $2,000 $0 $2,000 $0 $0 $0 $0 $0 $0 $0 $069 45TH ST ESSEX ST 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-AWSC 1 1 A 1 0 1 0 0 0 0 0 0 0 0 0.15 15% 0 0.15 0 0 0 0 0 0 0 0 $2,000 $0 $2,000 $0 $0 $0 $0 $0 $0 $0 $070 DOYLE ST 62ND ST 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 NS-TWSC 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $071 WATTS ST PARK AV 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-AWSC 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $072 DOYLE ST 59TH ST 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 NS-AWSC 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $074 40TH ST HOLDEN ST 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-OWSC 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $076 SAN PABLO AV 48TH ST 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 NS-OWSC 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $079 63RD ST MARKET DR 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 NS-OWSC 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $080 SHELLMOUND ST 62ND ST 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-OWSC 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $081 47TH ST ADELINE ST 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-AWSC 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $082 SAN PABLO AV FOLGER AV 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-OWSC 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $084 63RD ST SHELLMOUND ST 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-OWSC 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $085 PARK AV HALLECK ST 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-TWSC 1 1 A 1 0 0 0 0 0 0 0 0 0 1 0.2 20% 0 0 0 0 0 0 0 0 0 0.2 $2,000 $0 $0 $0 $0 $0 $0 $0 $0 $0 $2,00086 46TH ST ADELINE ST 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-OWSC 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $088 65TH ST VALLEJO ST 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-AWSC 1 2 A A 1 0 1 0 0 0 0 0 0 0 0 0.15 15% 0 0.15 0 0 0 0 0 0 0 0 $2,000 $0 $2,000 $0 $0 $0 $0 $0 $0 $0 $089 64TH ST VALLEJO ST 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-AWSC 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $090 HORTON ST PARK AV 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-AWSC 1 1 A 1 0 1 0 0 0 0 0 0 0 0 0.15 15% 0 0.15 0 0 0 0 0 0 0 0 $2,000 $0 $2,000 $0 $0 $0 $0 $0 $0 $0 $091 VALLEJO ST 59TH ST 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-AWSC 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $094 OVERLAND AV 62ND ST 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-OWSC 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $095 41ST ST ADELINE ST 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-AWSC 1 1 A 1 0 1 0 0 0 0 0 0 0 0 0.15 15% 0 0.15 0 0 0 0 0 0 0 0 $2,000 $0 $2,000 $0 $0 $0 $0 $0 $0 $0 $098 PERALTA ST 36TH ST 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 NS-TWSC 1 1 A 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $099 ADELINE ST 44TH ST 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-OWSC 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0% 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 100 40TH ST HAVEN ST 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 NS-OWSC 1 1 D 1 0 0 1 0 0 0 0 0 0 0 0.25 25% 0 0 0.25 0 0 0 0 0 0 0 $10,000 $0 $0 $10,000 $0 $0 $0 $0 $0 $0 $0 4 1 17 1 4 1 0 19 16 4 0 2 0 3 1 11 1 1 6 3 0 1 86 40 Total 2 10 7 1 2 1 5 3 3 6 58 4 14 10 3 2 1 5 9 4 6 15.45 18% 2 2.1 2.5 1.05 0.7 0.35 1.5 2.25 1.8 1.2 $583,000 $40,000 $18,000 $60,000 $20,000 $40,000 $25,000 $40,000 $30,000 $300,000 $10,000 Notes:

SI Signalized Intersection
NS Non Signalized Intersection
OWSC One-Way Stop Control
TWSC Two-Way Stop Control
AWSC All-Way Stop Control
A Not Part of Project
B Project concept with no design
C Project design but no funding
D Funded Project
E Funded Project - Interim Recommendations
F Implemented CM
XX Orange font indicates manual adjustments to avoid double counting collisions.

Collisions Rectifiable by Countermeasures
Total Effectiveness
Total Effectiveness (%)
Cost Estimate
Collisions by Primary Collision Factor (PCF)
Countermeasure Identification Legend
Countermeasure Selection
City of Emeryville
Local Roadway Safety Program
Preliminary Countermeasure Analysis
Selected Unsignalized Intersection Countermeasures
Total
Minimum Distance from Intersection 200 ftControl Type
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP)
Appendix B - Intersection Collisions by Primary Collision Factor HSIP
Countermeasures
Pavement markings
Install raised median
Install/Upgrade signs with new fluorescent
sheeting (regulatory or warning)
Install chevron signs on horizontal curves
Install dynamic/variable speed warning signs
Install delineators, reflectors and/or object
markers
Install edge-lines and centerlines
Install bike lanes
Install/upgrade pedestrian crossing (with
enhanced safety features)
HSIP Countermeasures
Pavement markings
Install raised median
Install/Upgrade signs with new fluorescent
sheeting (regulatory or warning)
Install chevron signs on horizontal curves
Install dynamic/variable speed warning signs
Install delineators, reflectors and/or object
markers
Install edge-lines and centerlines
Install bike lanes
Install/upgrade pedestrian crossing (with
enhanced safety features)
HSIP Countermeasures
Pavement markings
Install raised median
Install/Upgrade signs with new fluorescent
sheeting (regulatory or warning)
Install chevron signs on horizontal curves
Install dynamic/variable speed warning signs
Install delineators, reflectors and/or object
markers
Install edge-lines and centerlines
Install bike lanes
Install/upgrade pedestrian crossing (with
enhanced safety features)
Countermeasure ID NS09 R08 R22 R23 R26 R27 R28 R33PB R36PB Counterm
easure ID
NS09 R08 R22 R23 R26 R27 R28 R33PB R36PB
Counterm
easure ID
NS09 R08 R22 R23 R26 R27 R28 R33PB R36PB
Crash Type All All All All All All All P & B P & B Crash Type All All All All All All All P & B P & B Crash Type All All All All All All All P & B P & B CRF 0.25 0.25 0.15 0.4 0.3 0.15 0.25 0.35 0.35 CRF 0.25 0.25 0.15 0.4 0.3 0.15 0.25 0.35 0.35 CRF 0.25 0.25 0.15 0.4 0.3 0.15 0.25 0.35 0.35 Expected Life (Years) 10 20 10 10 10 10 10 20 20
Expected
Life
(Years)
10 20 10 10 10 10 10 20 20
Expected
Life
(Years)
10 20 10 10 10 10 10 20 20
HSIP Funding Eligibility 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 HSIP
Funding
Eligibility

0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9
HSIP
Funding
Eligibility

0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9 0.9
Unknown
DUI
Unsafe Speed
Following too Closely
Wrong Side Of Road
Improper Passing
Unsafe Lane Change
Improper Turning
Automobile Right-Of-Way
Pedestrian Right-Of-Way
Pedestrian Violation
Traffic Signals And Signs
Other Equipment
Other Hazardous Violation
Other Than Driver
Unsafe Starting Or Backing
Other Improper Driving
Not Stated
Bike
Ped
Night
F+SI
Total Collisions Systemic Approach Opportunity Very High Median Very High Very High High Very High Very High High Medium Systemic Approach Opportuni ty Very High Median Very High Very High High Very High Very High High Medium Systemic Approach Opportuni ty Very High Median Very High Very High High Very High Very High High Medium ID Corridor Corridor Limit (Start) Corridor Limit (End) 0 1 3 4 5 6 7 8 9 10 11 12 16 17 18 21 22 - $10,000 $100,000 $2,000 $2,000 $10,000 $10,000 $10,000 $100,000 $20,000 1a Powell St Vallejo St Frontage Rd 0 0 1 0 1 0 0 3 0 0 0 0 0 0 0 1 0 0 0 0 0 2 6 1 A Dynamic speed signat WB approach at gateway entrance. 1 0 0 0 0 1 0 0 0 0 $10,000 $0 $0 $0 $0 $10,000 $0 $0 $0 $0 1b Powell St Frontage Rd Marina Park/City Limit 0 0 2 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 4 1 A Install Dynamic Speed Variable Signs west of Frontage Road in WB direction and at Captain Dr, EB approach. 2 0 0 0 0 2 0 0 0 0 $10,000 $0 $0 $0 $0 $10,000 $0 $0 $0 $0 2 San Pablo Av 53rd St 36th St 0 0 4 0 0 0 3 1 1 1 0 0 0 0 0 0 0 0 1 1 0 0 10 2 D D San Pablo Bus-Bike Project Lane reduction through San Pablo Bus-Bike Project and raised median north of Adeline St. 8 7 1 0 0 0 0 0 0 0 $110,000 $10,000 $100,000 $0 $0 $0 $0 $0 $0 $0 3a Hollis St Yerba Buena Av Powell St 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1 D Sustainable Streetscapes - Hollis St Rehabilitation Install edgelines/parking lanes at NB Approach between 53rd St and Stanford Av. On-going project has several curb extension, signing and striping improvements. 1 1 0 0 0 0 0 0 0 0 $10,000 $10,000 $0 $0 $0 $0 $0 $0 $0 $0 3b Hollis St Powell St 67th St 0 0 1 0 0 0 0 4 1 0 0 0 0 0 0 1 0 0 0 0 0 1 7 1 A Install edgelines/parking lanes between Powell St and 61st in both directions. 4 0 0 0 0 0 0 4 0 0 $10,000 $0 $0 $0 $0 $0 $0 $10,000 $0 $0 4a Shellmound St 67th St Christie Av 1 0 1 0 1 0 1 1 2 0 0 0 0 0 0 2 0 0 2 0 0 0 9 3 A A F Emeryville Loop Project Interim Recommendation - Add lane movement signing/striping in advance of Shellmound St/Shellmound Wy intersection to allow early lane changes to Shellmound Wy. On-going project improves pedestrian, bicycle and transit facilities and providing traffic calming measures. Dynamic speed feedback sign at SB receiving lane at Shellmound St/62nd St. 3 0 0 0 0 1 0 0 2 0 $110,000 $0 $0 $0 $0 $10,000 $0 $0 $100,000 $0 4b Shellmound St Christie Av 40th St 0 0 2 0 0 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5 1 A 40th St-Shellmound St Multimodal Improvements - Phase IIEmeryville Loop Project On-going project improves pedestrian, bicycle and transit facilities and providing traffic calming measures. Install speed safety cameras/dynamic speed signs between Christie Av and IKEA Entrance. 2 0 0 0 0 2 0 0 0 0 $10,000 $0 $0 $0 $0 $10,000 $0 $0 $0 $0 5 40th St East of Adeline St/City Limit Hubbard St 0 0 6 0 2 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 2 9 2 D D 40th St Multimodal Project - Phase I On-going project improves pedestrian, bicycle and transit facilities and providing traffic calming measures. Install dynamic speed signs between Horton St and Halleck St and at Emeryville gateway entrance/city limit between San Pablo Av and Adeline St. 6 6 0 0 0 6 0 0 0 0 $0 $10,000 $0 $0 $0 $10,000 $0 $0 $0 $0 6a Christie Av 65th St Powell St 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 No intersection collisions correctible by CM. 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 6b Christie Av Powell St Bay St Parking Garage 0 0 1 0 2 1 0 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 7 2 D D Install posted speed sign between Shellmound St and Bay St Garage in WB direction.The on-going project will convert Christie Av from Powell to Shellmound to a one-way street in the SB direction. 4 0 0 1 0 0 3 0 0 0 $12,000 $0 $0 $2,000 $0 $0 $10,000 $0 $0 $0 7 Frontage Rd North of Point Emery Ln/City Limit Powell St 0 0 3 0 1 0 0 1 1 0 0 0 0 0 0 0 0 0 2 0 0 0 6 4 A A A A Advance warning signs ahead of Point Emery Ln intersection, delineators along centerline with speed signs at gateway entrance, stop ahead sign for people coming off-freeway at Frontage and Point Emery Ln, chevron signs north of Point Emery Ln. 4 0 1 2 1 1 0 0 0 0 $114,000 $0 $100,000 $2,000 $2,000 $10,000 $0 $0 $0 $08 Bay St Christie Av Ohlone Wy 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 1 0 0 1 0 0 4 0 No intersection collisions correctible by CM. 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 9a 64th St La Coste St Shellmound St 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 2 1 A Edgelines and centerlines on 64th St between La Coste St and Market Dr. 2 0 0 0 0 0 0 2 0 0 $10,000 $0 $0 $0 $0 $0 $0 $10,000 $0 $0 9b 64th St Overland Av Vallejo St 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 1 A Edgelines and centerlinesbetween Hollis St and Vallejo St. 2 0 0 0 0 0 0 2 0 0 $10,000 $0 $0 $0 $0 $0 $0 $10,000 $0 $0 10 Emery St Park Av MacArthur Bl 0 0 0 0 0 0 0 3 0 1 0 0 0 0 0 0 0 0 0 1 0 0 4 1 A Install yield lines at Nordstorm Rack Dwy for the NB and SB direction and in pavement State Law Yield to Pedestrians sign. 1 0 0 0 0 0 0 0 0 1 $20,000 $0 $0 $0 $0 $0 $0 $0 $0 $20,000 11a 45th St Horton St San Pablo Av 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 No recommendations. Hit object collision. 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 13 65th St La Coste St East of Vallejo St/City Limit 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 No intersection collisions correctible by CM. 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $014 66th St Shellmound St East of Vallejo St/City Limit 1 0 0 0 0 0 0 1 1 0 0 0 0 0 0 1 0 0 0 0 0 0 4 0 No intersection collisions correctible by CM. 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 15b Doyle St Powell St 55th St 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 1 A Consider removing parking in one direction or turning Doyle St between Stanford Av and 55th St a one-way street. Street width is less than 30 ft to allow for parking on both sides and two- way street. Two collisions within this segment, one rear end and one sideswipe with parked cars. Install centerline. 1 0 0 0 0 0 0 1 0 0 $10,000 $0 $0 $0 $0 $0 $0 $10,000 $0 $0 16 Stanford Av Horton St Vallejo St 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 No recommendations. Hit object collision. 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 21b 59th St Horton St Vallejo St 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 No recommendations. Hit object collision. 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 23 Harlan St Park Av 40th St 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 A Install edgelines and centerlines along Harlan St between Park St and 40th St. 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $025 Beaudry St 59th St 55th St 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 No recommendations. Parking maneuver with a parked car. 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $028 Shellmound Wy Christie Av Shellmound St 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 No recommendations. Hit object collision. 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 30b Vallejo St Peabody Ln 55th St 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 2 A A Edgelines and centerlines between 59th St and Powell St and posted speed signs at SB receiving lane at 59th St. 2 0 0 1 0 0 0 1 0 0 $12,000 $0 $0 $2,000 $0 $0 $0 $10,000 $0 $037b 47th St San Pablo Av Adeline St 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 No recommendations. Hit object collision. 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 38 Commodore Dr Powell St Watergate Community 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 No recommendations. Unsafe starting and backing because of existing perpendicular parking. 0 0 0 0 0 0 0 0 0 0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 3 0 24 0 8 3 4 26 8 2 0 0 0 4 0 8 2 0 6 3 0 7 92 25 Total 4 2 3 1 6 1 6 1 1 43 0 14 2 4 1 13 3 10 2 1 $458,000 $30,000 $200,000 $6,000 $2,000 $60,000 $10,000 $50,000 $100,000 $20,000 Notes:
200 ft
A Not Part of Project
B Project concept with no designC Project design but no funding D Funded Project
E Funded Project - Interim Recommendations
F Implemented CM
XX Orange font indicates manual adjustments to avoid double counting collisions.

Collisions Rectifiable by Countermeasures
Countermeasure Identification Legend
Cost Estimate
Total
Minimum Distance from Intersection
City of Emeryville
Local Roadway Safety Program
Preliminary Countermeasure Analysis
Selected Corridor Countermeasures
On-going Projects Iteris Comments
Collisions by Primary Collision Factor (PCF)
Countermeasure Selection
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 DRAFT Final Project Report
Local Roadway Safety Plan (LRSP)
Iteris, Inc. | Appendix E
APPENDIX E – COUNTERMEASURE PROJECTS
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP)
Countermeasure Projects
Signal Timing Program
ID CROSS STREET A CROSS STREET B Funded Project Improve Signal Timing LPI LPI CW Location Collisions Correctible by CM (Auto/Bike) Collisions Correctible by CM (Ped) Injury Collisions Correctable PDO Collision Correctable Total Effectiveness Total Cost of Countermeasure Treatments Monetized Benefit of Correctible Collisions Safety B/C Ratio 1 POWELL ST CHRISTIE AV
E: Funded Project ‐ Interim
Recommendations
E: Funded Project ‐ Interim
Recommendations A: Not Part of Project SB 12 1 5 8 2.40 25,000.00 $ $ 317,723.08 12.71 2* POWELL ST RT 80 D: Funded Project D: Funded Project ‐‐ 12 6 6 1.80 20,000.00 $ $ 304,650.00 15.23 45 HOLLIS ST 45TH ST A: Not Part of Project ‐ A: Not Part of Project EB, WB 2 2 0 1.20 5,000.00 $ $ 394,800.00 78.96 3* SAN PABLO AV 40TH ST D: Funded Project D: Funded Project ‐‐ 6 3 3 0.90 20,000.00 $ $ 152,325.00 7.62 4 SHELLMOUND ST CHRISTIE AV
E: Funded Project ‐ Interim
Recommendations
E: Funded Project ‐ Interim
Recommendations F: Implemented CM Exclusive Ped Phase Installed 6152 1.50 25,000.00 $ $ 356,571.43 14.26 7* FRONTAGE RD POWELL ST D: Funded Project D: Funded Project ‐‐ 5 3 2 0.75 20,000.00 $ $ 150,900.00 7.55 8 40TH ST EMERY ST D: Funded Project D: Funded Project ‐‐ 5 2 3 0.75 20,000.00 $ $ 102,975.00 5.15 9* SAN PABLO AV 45TH ST D: Funded Project D: Funded Project ‐‐ 2 2 0 0.30 20,000.00 $ $ 98,700.00 4.94 47 SHELLMOUND ST IKEA EXIT D: Funded Project D: Funded Project A: Not Part of Project NB 1111 0.75 25,000.00 $ $ 126,937.50 5.08 50 WEST MACARTHUR BL EMERY ST A: Not Part of Project A: Not Part of Project A: Not Part of Project WB 1111 0.75 25,000.00 $ $ 126,937.50 5.08 14 40TH ST HORTON ST D: Funded Project D: Funded Project ‐‐ 4 1 3 0.60 20,000.00 $ $ 53,625.00 2.68 11 40TH ST HARLAN ST D: Funded Project A: Not Part of Project ‐‐ 3 1 2 0.45 20,000.00 $ $ 52,200.00 2.61 12* FRONTAGE RD ACCESS RD/RT 80 A: Not Part of Project A: Not Part of Project ‐‐ 3 3 0 0.45 20,000.00 $ $ 148,050.00 7.40 19* SAN PABLO AV 53RD ST A: Not Part of Project A: Not Part of Project ‐‐ 3 3 0 0.45 20,000.00 $ $ 148,050.00 7.4025* SAN PABLO AV ADELINE ST A: Not Part of Project A: Not Part of Project ‐‐ 2 0 2 0.30 20,000.00 $ $ 2,850.00 0.14 41 ADELINE ST 43RD ST A: Not Part of Project A: Not Part of Project ‐‐ 2 2 0 0.30 20,000.00 $ $ 98,700.00 4.94 39 CHRISTIE AV SHELLMOUND WY D: Funded Project D: Funded Project ‐‐ 1 0 1 0.15 20,000.00 $ $ 1,425.00 0.07 17 HOLLIS ST 59TH ST A: Not Part of Project A: Not Part of Project A: Not Part of Project NB 1111 0.75 25,000.00 $ $ 126,937.50 5.08 21 SAN PABLO AV PARK AV D: Funded Project D: Funded Project 1 0 1 0.15 20,000.00 $ $ 1,425.00 0.07 35 SHELLMOUND ST SHELLMOUND WY
B: Project concept with no
design
B: Project concept with no
design 1 1 0 0.15 20,000.00 $ $ 49,350.00 2.47
42 HOLLIS ST PARK AV A: Not Part of Project A: Not Part of Project ‐‐ 1 0 1 0.15 20,000.00 $ $ 1,425.00 0.07 72 7 42 37 15.00 430,000.00 $ $ 2,816,557.01 6.55
A Not Part of Project
B Project concept with no designC Project design but no funding D Funded Project
E Funded Project ‐ Interim Recommendations
F Implemented CM
* Caltrans
Countermeasure Identification Legend
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP)
Countermeasure Projects
Daylighting Program ‐ Remove On‐Street Parking/Install Red Curb ID CROSS STREET A CROSS STREET B Remove Parking Red Curb Location Length1 2 Collisions Correctible by CM Injury Collisions Correctable PDO Collision Correctable Total Effectiveness Total Cost of Countermeasure Treatments
Monetized Benefit of
Correctible Collisions Safety B/C Ratio Comments
27 POWELL ST VALLEJO ST ~1 Space NE Corner on North Leg 15 ft, existing red curb is ~5 ft 1 1 0 0.20 2,000.00 $ $ 65,800.00 32.9 51 BEAUDRY ST 59TH ST ~2 Spaces SW Corner on West Leg 50 ft 1 1 0 0.20 2,000.00 $ $ 65,800.00 32.9 62 STANFORD AV BEAUDRY ST ~1 Space SW Corner on West Leg 20 ft 1 0 1 0.20 2,000.00 $ $ 1,900.00 0.95 ~1 Space SW Corner on West Leg 50 ft
~2 Spaces SW Corner on South Leg 50 ft
85 PARK AV HALLECK ST ~1 Space SW Corner on South Leg 20 ft 1 0 1 0.20 2,000.00 $ $ 1,900.00 0.95 37 61ST ST HOLLIS ST ~2 Spaces
Green curb in SB direction, on both
sides of the crosswalk 15 ft, existing red curb is ~5 ft 0 0 0 0.00 2,000.00 $                           ‐ ‐ This location is recommended in this program as a preemptive CM/recommendation in line with CVC 22500. 52 SHELLMOUND ST 64TH ST ~4 Spaces NW Corner on South Leg 75 ft 0 0 0 0.00 2,000.00 $                           ‐ ‐ This location is recommended in this program as a preemptive CM/recommendation in line with CVC 22500. 6 2 4 1.20 14,000.00 $ $ 139,200.00 9.94
1Per CVC 22500 ‐ Starting on January 1, 2024, it will be illegal in California to park within 20 feet of the approach of any marked or unmarked crosswalk, even if the approach does not have any red curbs painted.2Red curb recommended to improve sight visibility is approximate. Coduct sight visibility analysis for length.

A Not Part of Project
B Project concept with no design
C Project design but no funding
D Funded Project
E Funded Project ‐ Interim Recommendations
F Implemented CM
* Caltrans

0.40 $ 2,000.00 $ 3,800.00 1.9
Countermeasure Identification
63 VALLEJO ST 62ND ST 202
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP)
Countermeasure Projects
Pedestrian Improvements Program
ID CROSS STREET A CROSS STREET B RRFB Enhanced Safety Features NRTOR Location Additional Treatment Details Collisions Correctible by CM Injury Collisions Correctable PDO Collision Correctable Total Effectiveness Total Cost of Countermeasure Treatments
Monetized Benefit of
Correctible Collisions Safety B/C Ratio
27 POWELL ST VALLEJO ST A: Not Part of Project ‐‐ SB CW ‐ 1 1 0 0.35 25,000.00 $ $ 115,150.00 4.61 36 HORTON ST 62ND ST A: Not Part of Project Sidewalk at WB approach Private garage ‐ Recommend audible
alarms for garage if not already
present
1 1 0 0.35 20,000.00 $ $ 115,150.00 5.76
37 61ST ST HOLLIS ST ‐ A: Not Part of Project ‐ EB CW
Yield lines, ped xing pavement
markings, and advance pedestrian
crossing signs.
1 1 0 0.35 20,000.00 $ $ 115,150.00 5.76
3* SAN PABLO AV 40TH ST ‐ D: Funded Project D: Funded Project All CW High visibility crosswalks, tightened
curb radii and shorten crossing
distances, NRTOR for WB RT.
2 1 1 0.50 100,000.00 $ $ 84,625.00 0.85
2* POWELL ST RT 80 ‐ ‐ D: Funded Project WB CW NRTOR Blank‐out sign when CW active 1 1 0 0.10 20,000.00 $ $ 32,900.00 1.65 Corridor
10 Emery St Nordstorm Rack Dwy ‐ A: Not Part of Project Midblock CW Yield lines and in‐pavement State Law Yield to Pedestrian Sign. 1 1 0 0.35 $ 20,000.00 $ 115,150.00 5.76 7 6 1 2.00 205,000.00 $ $ 578,125.00 2.82
A Not Part of Project
B Project concept with no design
C Project design but no funding
D Funded Project
E Funded Project ‐ Interim Recommendations
F Implemented CM
* Caltrans
Countermeasure Identification
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP)
Countermeasure Projects
Frontage Road Corridor ‐ Safety Improvements
ID Corridor Corridor Limit 1 Corridor Limit 2 Dynamic Speed Variable Signs Delineators, reflectors and/or object markers Pavement Marking Warning/regulatory signs Location Additional Treatment Details Collisions Correctible by CM Injury Collisions Correctable PDO Collision Correctable Total Effectiveness Total Cost of Countermeasure Treatments Monetized Benefit of Correctible Collisions Safety B/C Ratio Comments Frontage Rd ‐ SB direction at city limit Dynamic speed variable sign at gateway entrance $ 10,000.00 Frontage Rd ‐ North and south of Point Emery Ln Install Chevron signs in the NB and SB directions $ 2,000.00 Frontage Rd/Point Emery Ln ‐ WB approach* Stop ahead sign for people coming off‐freeway 0 0 0 0.00 $                                      ‐ Frontage Rd/Hilton Dwy Restrict left‐turns/install median barrier on Frontage Rd 1 0 1 1.05 $ 10,000.00 $ 9,975.00 1.00 A raised median could be considered based on funding availability as another option.

Frontage Rd/I‐80 Interchange/Access Rd ‐ SB receiving
lane* Install left and right‐turn lane pavement legends 1 1 0 0.25 $ 10,000.00 $ 82,250.00 8.23 ‐ Frontage Rd/Powell St ‐ NE Corner/NB receiving lane
Install posted speed limit sign at the NE corner of
Powell/Frontage intersection or posted speed limit
pavement markings at the NB receiving lane.
2 2 0 0.30 $ 2,000.00 $ 98,700.00 49.35 ‐
Frontage Rd/I‐80 Interchange/Access Rd ‐ SW corner* Install curb extension on the southwest side 1 1 0 0.25 $ 20,000.00 $ 82,250.00 4.11 ‐ 6 5 1 1.95 54,000.00 $ $ 306,075.00 5.67
A Not Part of Project
B Project concept with no design
C Project design but no funding
D Funded Project
E Funded Project ‐ Interim Recommendations
F Implemented CM
* Caltrans
7b
$ 32,900.00
1 0 0.10
Frontage Rd I‐80 Interchange ‐
Countermeasure Identification
‐
Powell St A: Not Part of Project A: Not Part of Project ‐ A: Not Part of Project
1 7a Frontage Rd North of Point Emery Ln/City Limit A: Not Part of Project A: Not Part of Project 2.74 A: Not Part of Project
I‐80 Interchange
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP)
Countermeasure Projects Signal Upgrade/HSIP Eligible Program ID CROSS STREET A CROSS STREET B Install left‐turn phase Install Signal Location Collisions Correctible by CM Injury Collisions Correctable PDO Collision Correctable Total Effectiveness Total Cost of Countermeasure Treatments
Monetized Benefit of
Correctible Collisions Safety B/C Ratio
5 POWELL ST DOYLE ST A: Not Part of Project ‐ EB and WB LT on Powell St 8 4 4 4.40 200,000.00 $ $ 744,700.00 3.72 9* SAN PABLO AV 45TH ST A: Not Part of Project A: Not Part of Project Clustered intersection: Protected NBL at east leg of intersection (signalized), signalize west leg. 3 1 2 1.15 500,000.00 $ $ 133,400.00 0.27 18 HOLLIS ST 65TH ST A: Not Part of Project EB and WB LT on 65th St 3 2 1 1.65 200,000.00 $ $ 367,125.00 1.84 14 7 7 7.20 900,000.00 $ $ 1,245,225.00 5.83
A Not Part of Project
B Project concept with no design
C Project design but no funding
D Funded Project
E Funded Project ‐ Interim Recommendations
F Implemented CM
* Caltrans
Countermeasure Identification
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP)
Countermeasure Projects
Signing & Striping Program ‐ Unsignalized Intersections ID CROSS STREET A CROSS STREET B Dynamic Speed Variable Signs All‐way Stop Control Install left‐turn lane Pavement Marking/Install Edgelines & Centerlines Warning/regulatory signs Install Separated Bike Lanes/Bike Lanes Location Additional Treatment Details Collisions Correctible by CM Injury Collisions Correctable PDO Collision Correctable Total Effectiveness Total Cost of Countermeasure Treatments Monetized Benefit of Correctible Collisions Safety B/C Ratio Comments 27 POWELL ST VALLEJO ST A: Not Part of Project ‐ Powell St, east of Vallejo St near city limit. Install dynamic speed variable sign 1 0 1 0.30 10,000.00 $ $ 2,850.00 0.29 NB/SB Approaches Install edge lines and advance warning signs ‐ Cross Traffic Ahead (W2‐1) $ 10,000.00 EB/WB Approaches Install Cross Traffic does not stop (W4‐4P) $ 2,000.00 NB/SB Approaches
Install yield lines and advance pedestrian warning
signs, and in‐pavement state law yield to peds for
WB CW
000 ‐ $                        ‐ ‐ 20,000.00
Median facing WB approach Install No U‐turn Sign 1 0 1 0.15 2,000.00 $ $ 1,425.00 0.71 EB Approach Install Dynamic Speed Variable Sign 1 0 1 0.30 10,000.00 $ $ 2,850.00 0.29 20 DOYLE ST STANFORD AV A: Not Part of Project SB Approach Install Posted speed limit sign 1 0 1 0.15 2,000.00 $ $ 1,425.00 0.71 With cars parked on both sides, the NB approach it too tight too allow both directions of travel. Consider removing one lane of parking 23 POWELL ST COMMODORE DR A: Not Part of Project Intersection Install All‐way stop control 3 0 3 1.50 20,000.00 $ $ 14,250.00 0.71 24 CHRISTIE AV 59TH ST A: Not Part of Project NB Approach Convert from shared left, thru, right lane to NBL and shared thru and right‐turn lane. 3 0 3 1.05 20,000.00 $ $ 9,975.00 0.50 26 CHRISTIE AV 64TH ST A: Not Part of Project EB Approach Install edge lines and solid centerlines from intersection to La Coste St 2 1 1 0.50 10,000.00 $ $ 84,625.00 8.46 30* SAN PABLO AV 37TH ST D: Funded Project NB/SB Approaches Lane reduction and bus‐only lanes 2 1 1 0.50 10,000.00 $ $ 84,625.00 8.46 31 POWELL ST CAPTAIN DR A: Not Part of Project EB/WB approaches Install Dynamic Speed Variable Signs in place of Existing Posted Speed signs 1 0 1 0.30 10,000.00 $ $ 2,850.00 0.29 NB Approach Reduced number of through lanes by adding bus only lane and separated bike lanes ‐ on‐going project 2 0 2 0.50 10,000.00 $ $ 4,750.00 0.48 NB Approach Install separated bike lanes 1 1 0 0.45 100,000.00 $ $ 148,050.00 1.48 36 HORTON ST 62ND ST B: Project concept with no design EB Approach Install separated bike lanes 1 1 0 0.45 100,000.00 $ $ 148,050.00 1.48 38 HOLLIS ST 63RD ST A: Not Part of Project NB/SB Approaches Install Dynamic Speed Variable Sign 2 2 0 0.60 10,000.00 $ $ 197,400.00 19.74 40 40TH ST HUBBARD ST D: Funded Project WB Approach Install two‐way separated bike lanes 2 2 0 0.90 100,000.00 $ $ 296,100.00 2.96 43 HOLLIS ST OCEAN AV A: Not Part of Project NB/SB Approaches Install edgelines/parking lanes 2 0 2 0.50 10,000.00 $ $ 4,750.00 0.48 48* SAN PABLO AV 41ST ST D: Funded Project NB/SB Approaches Reduced number of through lanes by adding bus only lane and separated bike lanes ‐ on‐going project 2 0 2 0.50 10,000.00 $ $ 4,750.00 0.48 52 SHELLMOUND ST 64TH ST D: Funded Project NB/SB Approaches Install All‐way stop control 1 0 1 0.50 20,000.00 $ $ 4,750.00 0.24 59 61ST ST DOYLE ST A: Not Part of Project EB Approach Install edge lines and solid centerlines between Hollis St and Doyle St 1 0 1 0.25 10,000.00 $ $ 2,375.00 0.24 60 PELADEAU ST HARUFF ST A: Not Part of Project South Leg between Haruff St and Stanford Av Install Class III bike lane markings and signage 1 1 0 0.25 10,000.00 $ $ 82,250.00 8.23 61 POWELL ST ADMIRAL DR A: Not Part of Project EB Approach Install No U‐turn Sign for EB approach 1 0 1 0.15 2,000.00 $ $ 1,425.00 0.71 68 CHRISTIE AV 63RD ST A: Not Part of Project NB Approach Install Posted speed limit sign 1 1 0 0.15 2,000.00 $ $ 49,350.00 24.68 69 45TH ST ESSEX ST A: Not Part of Project EB Approach Install Posted speed limit sign 1 0 1 0.15 2,000.00 $ $ 1,425.00 0.71 88 65TH ST VALLEJO ST A: Not Part of Project EB Approach Install Posted speed limit sign 1 0 1 0.15 2,000.00 $ $ 1,425.00 0.71 90 HORTON ST PARK AV A: Not Part of Project NB Approach Install Posted speed limit sign 1 1 0 0.15 2,000.00 $ $ 49,350.00 24.68 95 41ST ST ADELINE ST A: Not Part of Project SB Approach Install Posted speed limit sign 1 0 1 0.15 2,000.00 $ $ 1,425.00 0.71 100 40TH ST HAVEN ST D: Funded Project WB Approach Lane reduction and bus‐only lanes 1 1 0 0.25 10,000.00 $ $ 82,250.00 8.23 43 15 28 11.40 528,000.00 $ $ 1,386,300.00 2.63
A Not Part of Project
B Project concept with no design
C Project design but no funding
D Funded Project
E Funded Project ‐ Interim Recommendations
F Implemented CM
* Caltrans
$ 101,550.00 8.46
Countermeasure Identification
There were no pedestrian collisions at this location. Recommendation is a preemptive CM to improve pedestrian safety at the uncontrolled CWs.

A: Not Part of Project
32* SAN PABLO AV 43RD ST D: Funded Project D: Funded Project 10 HOLLIS ST 66TH ST A: Not Part of Project
6 3 3 0.60
A: Not Part of Project
13 POWELL ST PELADEAU ST A: Not Part of Project
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP)
Countermeasure Projects
Signing & Striping Program ‐ Signalized Intersections
ID CROSS STREET A CROSS STREET B Pavement Marking/Install Edgelines & Centerlines Install delineators, reflectors and/or object markers Location Additional Treatment Details Collisions Correctible by CM Injury Collisions Correctable PDO Collision Correctable Total Effectiveness Total Cost of Countermeasure Treatments Monetized Benefit of Correctible Collisions Safety B/C Ratio 9* SAN PABLO AV 45TH ST (SIGNALIZED) D: Funded Project ‐ NB/SB Approaches On‐going project reduces one through lane and adds bus‐only lane 1 0 1 0.25 10,000.00 $ $ 2,375.00 0.24 12* FRONTAGE RD ACCESS RD/RT 80
21* SAN PABLO AV PARK AV D: Funded Project ‐ NB/SB Approaches On‐going project reduces one through lane and adds bus‐only lane 1 0 1 0.25 10,000.00 $ $ 2,375.00 0.24 49 SHELLMOUND ST IKEA ENTRANCE D: Funded Project SB Approach On‐going project will install multimodal treatments and bike lanes which will help in traffic calming. 1 0 1 0.25 10,000.00 $ $ 2,375.00 0.24 83* SAN PABLO AV 36TH ST D: Funded Project ‐ NB/SB Approaches On‐going project reduces one through lane and adds bus‐only lane 1 0 1 0.25 20,000.00 $ $ 2,375.00 0.12 4 0 4 1.00 50,000.00 $ $ 9,500.00 0.19
A Not Part of Project
B Project concept with no design
C Project design but no funding
D Funded Project
E Funded Project ‐ Interim Recommendations
F Implemented CM
* Caltrans
Countermeasure Identification
Included in Frontage Rd Safety Improvements Project
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227 City of Emeryville
Local Roadway Safety Plan (LRSP)
Countermeasure Projects
Signing & Striping Program ‐ Corridor Spot Improvements ID Corridor Corridor Limit (Start) Corridor Limit (End) Dynamic Speed Variable Signs Pavement Marking/Install Edgelines & Centerlines Warning/regulatory signs Install delineators, reflectors and/or object markers Location Additional Treatment Details Collisions Correctible by CM Injury Collisions Correctable PDO Collision Correctable Total Effectiveness Total Cost of Countermeasure Treatments Monetized Benefit of Correctible Collisions Safety B/C Ratio 1a Powell St Vallejo St Frontage Rd A: Not Part of Project WB Approach, east of Vallejo St near city limit. Install Dynamic Speed Variable Sign at gateway entrance to City 1 0 1 0.30 $ 10,000.00 $ 2,850.00 0.29 1b Powell St Frontage Rd Marina Park/City Limit A: Not Part of Project EB/WB approaches Install Dynamic Speed Variable Signs west of Frontage Road in WB direction and at Captain Dr, EB approach 2 0 2 0.60 $ 10,000.00 $ 5,700.00 0.57 NB/SB Approaches Lane reduction through San Pablo Bus‐Bike Project 7 4 3 1.75 $ 300,000.00 $ 336,125.00 1.12 NB/SB Approaches Raised median north of Adeline St 1 0 1 0.25 $ 100,000.00 $ 2,375.00 0.02 3a Hollis St Yerba Buena Av Powell St D: Funded Project NB Approach between 53rd St and Stanford Av Install edgelines/parking lanes ‐  Hollis St Sustainable Streetscape Project. 1 1 0 0.25 $ 10,000.00 $ 82,250.00 8.23 3b Hollis St Powell St 67th St A: Not Part of Project NB and SB Approaches between 59th and Powell St Install edgelines/parking lanes 4 1 3 1.00 $ 10,000.00 $ 89,375.00 8.94 Shellmound St/62nd St ‐ SB Receiving Ln Install Dynamic Speed Variable Sign 1 1 0 $ 10,000.00 $ 98,700.00 9.87 Shellmound St/Shellmound Wy
Add lane movement signing/striping in advance of
Shellmound St/Shellmound Wy intersection to allow early lane changes to Shellmound Wy.
000 $ 2,000.00   ‐  ‐
NB Approach at the bridge 1 0 1 0.30 $ 10,000.00 $ 2,850.00 0.29 SB receiving lane at Shellmound St/Christie Av 1 0 1 0.30 $ 10,000.00 $ 2,850.00 0.29 From East of Adeline St to Hubbard St On‐going project improves pedestrian, bicycle and transit facilities and providing traffic calming measures. $ 500,000.00 $ 82,725.00 0.17 Between Horton St and Halleck St and at Emeryville
gateway entrance/city limit between San Pablo Av
and Adeline St.

Install Dynamic Speed Variable Signs $ 20,000.00 $ 82,725.00 4.14 WB Approach, between Shellmound St and Bay St
Garage
Install posted speed sign between Shellmound St and Bay St Garage in WB direction. 1 0 1 0.15 $ 2,000.00 $ 1,425.00 0.71 Christie Av between Powell St and Shellmound St On‐going project will convert Christie Av from Powell to Shellmound to a one‐way street in the SB direction. 3 1 2 1.05 $ 300,000.00 $ 121,800.00 0.41 7 Frontage Rd North of Point Emery Ln/City Limit Powell St 9a 64th St La Coste St Shellmound St A: Not Part of Project EB and WB directions between La Coste St and Market Dr Install edgelines and centerlines along 64th St in both directions 2 0 2 0.5 $ 10,000.00 $ 4,750.00 0.48 9b 64th St Overland Av Vallejo St A: Not Part of Project EB and WB directions between Hollis St and Vallejo St Install edgelines and centerlines along 64th St in both directions 2 1 1 0.5 $ 10,000.00 $ 84,625.00 8.46 15b Doyle St Powell St 55th St A: Not Part of Project NB and SB direction on Doyle St between Stanford Av and 55th St Install centerline along Doyle St 1 0 1 0.25 $ 10,000.00 $ 2,375.00 0.24 Consider removing parking in one direction or turning Doyle St between Stanford Av and 55th St a one‐way street. Street width is less than 30 ft to allow for parking on both sides and two‐way street. Two collisions within this segment, one rear end and one sideswipe with parked cars. 23 Harlan St Park Av 40th St A: Not Part of Project NB and SB directions along Harlan St between 40th St and Park Av Install edgelines and centerlines along Harlan St in both directions 1 0 1 0.25 $ 10,000.00 $ 2,375.00 0.24 NB and SB directions between 59th St and Powell St Install edgelines and centerlines along Vallejo St in both directions SB Receiving lane at 59th St Install Posted Speed Limit Signs 17 4.45 $ 1,346,000.00 $ 1,006,825.00 0.75
A Not Part of Project
B Project concept with no design
C Project design but no funding
D Funded Project
E Funded Project ‐ Interim Recommendations
F Implemented CM
* Caltrans
01 0.1 $ 12,000.00 $ 950.00 0.08
Included in Frontage Rd Safety Improvements Project
Countermeasure Identification
30b Vallejo St Peabody Ln 55th St A: Not Part of Project A: Not Part of Project 1

0.30 6b D: Funded Project
51 Christie Av Powell St Bay St Parking Garage D: Funded Project D: Funded Project 6
Install Dynamic Speed Variable Signs
4a Shellmound St 67th St Christie Av A: Not Part of Project E: Funded Project ‐ Interim Recommendations 2* San Pablo Av 53rd St

0.30 36th St D: Funded Project
5 40th St East of Adeline St/City
Limit
4b Shellmound St Christie Av 40th St A: Not Part of Project Hubbard St A: Not Part of Project
Docusign Envelope ID: DD0D15E4-186D-4555-8896-7859712E7227