Agenda packet, regular meeting — Emeryville City Council, March 17, 2026 (part 5 of 6)

Initial Outreach Summary (June 2023 to May 2024) There was a mailer sent to all residences and businesses throughout the project area along with contact information and an online survey for the community to provide input. The businesses listed in the table above were part of a series of meetings conducted between June 2023 and May 2024, facilitated by the Project Consulting Team. Some of these stakeholders also had direct contact with City staff through emails and phone calls. Additionally, residential property owners fronting the area between Emery and Hollis Streets were contacted and met with. Overall, the proposed unsignalized road closures were a bigger concern to the businesses than the parking impacts. Property owners were notified of the July 18, 2023, Council Meeting to discuss and decide on the recommendations for the four side street closures under review. At the July 2023 Council meeting, staff were directed to incorporate the following connection closures for all vehicles except for emergency vehicles. At all four locations, vehicles will no longer be permitted to exit from the side street onto 40th St.

Hubbard ST Full connection closure
Holden ST Partial connection closure (Vehicles permitted to turn from 40th ST to Holden ST only) Haven ST Full connection closure
Watts ST Partial connection closure (Vehicles permitted to turn from 40th ST to Watts ST only) Businesses south of Park Avenue were contacted related to the proposed unsignalized closure at Hubbard Street. In the initial conversations with Rug Depot and Rug Depot Business and the Rug Depot / Bon Motif Property Owners had concerns about limited access to their loading dock and requested yellow curbs for loading zones. Buttner Properties (Pottery & Beyond) was worried about the impact on customer access and property redevelopment value. POP Manufacturing expressed concerns about truck access and suggested potential plaza space improvements. Bay Wheels had no stated concerns but noted the project would benefit employees who bike to work. In response to these contacts, project design refinements included considering a redesign of the Hubbard Street closure to allow right-in movement, redesigning the curbline to facilitate truck turning movements, and being open to requests for a commercial loading zone on Horton Street. The major properties on Hubbard Street also have access to the parallel side streets of either Halleck Street or Horton Street. After considering various concerns, the full connection closure was implemented in final design. The Hubbard Closure is important to reduce a critical conflict point with the two-way separated Class IV bikeway. It is concerning that a cyclist could be traveling down the steep grade (over 5%) of the Shellmound Bridge and conflict with a vehicle turning right out of Hubbard. The vehicle exiting Hubbard is used to only looking left for vehicles and cyclists. With the two-way bikeway on the north side of 40th Street, drivers would also need to look right to make sure that a cyclist isn’t coming down off the bridge. Additionally, the sight distance is poor for vehicles exiting Hubbard onto 40th Street due to trees, signage and physical grades. The Watermark by the Bay (now 1440 by the Bay) was contacted regarding the proposed two-way bikeway in front of their building entrance and resulting passenger loading changes. Several coordination emails and phone calls were exchanged with Stephanie Hall, the Executive Director. An on-site meeting on 12/06/2023 discussed the project’s history and process. Concerns included maintaining the amount of passenger loading space on 40th St, preserving on-street parking for visitors and staff, ensuring ambulance and fire access, and retaining landscaping and trees. Project design refinements included redesigning the paratransit loading area to be in front of the entrance, creating a shared space for bikes and pedestrians, keeping most existing trees, and adding a yellow IABLO
ENG NFl:RING GROL.P

Page 3 of 5 ends

loading zone along Horton St. At a second on-site meeting on 05/23/2024, Stephanie Hall confirmed that the changes addressed the concerns. Granite Expo was contacted regarding the proposed unsignalized closure at Holden St. Concerns includedcomplications for customer and supplier access, potential congestion on 40th St, loss of parking, and increased traffic on signalized streets. In response, the project design was refined to allow right turns from 40th onto Holden, facilitating customer and truck access and maintaining access to the apartment parking structure entry on Holden. 1251-1259 Park Ave Owners were contacted regarding the proposed unsignalized closure at Haven St, which affects their loading operations. Concerns included property value, tenant retention, and security issues with using the back-alley gate from Haven St to Harlan St. Scan Art Print, Computer Link, and Oxide Computer, tenants of 1251- 1259 Park Ave, were also contacted about the closure. Scan Art Print had slight concerns about delivery trucks, while Computer Link and Oxide Computer discussed their delivery operations, which are operated either through the back-alley or Harlan St. Park Business Center HOA was contacted about the proposed closure at Watts St, with concerns about truck access, potential homeless encampments, and increased traffic. In response, the project design was refined to allow right turns from 40th St onto Watts and considered a one-way northbound traffic pattern on Watts St if needed.

The 40th Street Multimodal Project involved significant outreach efforts to address community impacts, particularly parking loss and impacts associated with unsignalized side street connection closures. The project led to the removal and conversion of several parking stalls across various blocks, with specific changes detailed for each segment from Halleck St to Adeline St. Outreach efforts included mailers and follow up meetings and direct contact between June 2023 and May 2024, where the Project Consulting Team engaged with businesses and residential property owners. Stakeholders also communicated with City staff through emails and phone calls. Businesses like Rug Depot, Pottery & Beyond, and Granite Expo expressed concerns about access and parking, leading to design refinements such as redesigning street closures and curblines, and considering commercial loading zones.

Residential concerns, particularly from the Watermark by the Bay, focused on loading space, parking, and emergency access, resulting in changes like creating shared spaces for bikes and pedestrians, maintaining trees, and adding loading zones. An online survey gathered feedback and verified support for the project design, showing significant support across income levels, with many respondents emphasizing the importance of protected bike lanes and traffic calming measures. Overall, the project team engaged extensively with the community to refine the design and address concerns, ensuring the project aligns with local development plans and promotes sustainable growth without compromising community cohesion. The following is a summary of the overall outreach and feedback from the community:
• Outreach
• 612 Post Cards and 460 Mailers
• 15 in-person meetings (42 stakeholders)
• 4 virtual meetings (22 stakeholders)
• 2 Bike to Wherever Day stations with project boards and flyers • 20 Phone calls and 9 Email inquiries

Page 4 of 5 ends

• Feedback
• Most property owners in agreement with final modified designs • 203 Online Survey Responses • Over 30% of respondents who typically commute by car felt improvements would encourage them to bike commute
Outreach Summary Update (May 2024 to November 2025)
The property owners along Hubbard St continued to express dissatisfaction with the closure of Hubbard St, including reaching out to several other businesses in the area and Emeryville city council members. On April 3, 2025, council member Kalimah Priforce wrote a letter to Caltrans expressing concerns regarding the proposed street closures and their impact on the small business community (see attachment 1). Following that, on April 24, 2025, A group of twelve property and business owners signed a similar letter expressing concerns about loss of efficient access/ financial impact, traffic congestion/ air quality, and misinterpreted traffic data (see attachment 2). Some of these property owners paid Abrams Associates Traffic Engineering to prepare a project transportation impact analysis summary. The project description and lane configurations of 40th Street in the Abrams study do not match the City’s project description.

Given the repeated concerns that the property owners along Hubbard St. have brought to the City staff and council members regarding lost future development opportunity, inhibited traffic circulation, and lack of truck access as a result of the project, the October 2024 Traffic Safety and Operations Analysis was expanded in August 2025 to include additional intersections and a Truck Activity Analysis Memo was developed to provide recommendations regarding truck routing and wayfinding through the project area. The analysis shows that the project traffic impact on the project area, including Park Avenue, would be very minimal. There is no negative traffic impact on Park Avenue. The relative change in operations with the opening year would be the relative change in 2045 forecast as well. The recommendations in the Truck Activity Analysis Memo will need to be shared with the greater Park District and reviewed at the City’s Transportation and Sustainability Committee where they can make approvals for appropriate signage and routing in the area. These recommended improvements are betterments for the community, not required mitigation for the project. In September 2025, the City met with POP Manufacturing to review the challenges associated with that property receiving new 3D printers to their site. These special deliveries only occur approximately twice per year as upgrades are needed. As that type of delivery to POP Manufacturing would be challenging with Hubbard closed, the City staff discussed the potential to permit use of the emergency vehicle access (EVA) for these special infrequent deliveries. Project exhibits show the modeled turning movements for large trucks navigating to Pottery & Beyond and Rug Depot using their onsite loading spaces and includes other delivery vehicle types that can use the cul-de-sac at Hubbard. For the POP Manufacturing site, because there isn’t onsite space for larger truck type vehicle turning, the City has committed to a clear and fair process for managing large deliveries in coordination with the Public Works department. In addition, several follow up meetings took place with the Bessler Building Homeowner’s Association, as the Bessler Building is along 40th St between Haven St and Harlan St and residents park on Haven St where access will be closed to 40th St after the project is constructed. In general, the homeowner’s association has been supportive of the project, but residents have had concerns with the potential for homeless activity at the access closure. The IABLO
ENG NFl:RING GROL.P

Page 5 of 5 ends

design of the parklet at the access closure was reviewed by residents and comments incorporated. The project will also provide an improved fence between the Bessler Building and the public city right of way along Haven St and 40th St in response to the safety concerns from the Bessler Building Homeowner’s Association.

Along the south side of 40th Street, the improvements are relatively minor given that the two-way protected bikeway and bus bulbs will be on the north side of 40th Street. The improvements are focused on the intersections and bus stops, in order to make them accessible to all users. It is desired to install bus shelters at bus stops in the eastbound direction, however, given limited right of way space, there are three bus shelter easements needed on the eastbound side of 40th Street (two from one property owner and one from another) if bus shelters are to be installed on that side. These are less than 4-foot-wide easements into the existing commercial landscaping that are needed. The City team met with both property owners to discuss the proposed improvements and the desire to obtain easements in May 2024. Both property owners were generally supportive of the project and said that they needed to receive the easement documents and have their team review the language and details. Both expressed the desire to have the city fully responsible for maintenance of any facilities in the easement areas. It took until March 2025 to get the easement documents prepared, approved by the city’s legal team and transmitted to the two property owners. The city is currently in discussions with these two property owners, and each owner has been reviewing the document language. The city has maintained that the cycle track improvements and major pedestrian and bus stop improvements are focused on the westbound side of the street. If these bus shelters can’t be installed on the eastbound side because the properties won’t provide easements, there is no detriment to the goals of the project. The ADA improvements will still be made, and the project doesn’t need these shelter improvements to fulfill the project funding commitments and to be a successful and complete project. These property owners have not made any complaints about the project. They want to make sure that they won’t have any added liability if they grant the easements. If they don’t grant the easements in time for the right of way certification, these shelters will be removed from the project. In summary, the 40th Street Multimodal Project will be transformative for pedestrians, cyclists and transit users traveling from Oakland and Emeryville into and out of the Emeryville commercial core and connecting to the Bay Trail. This project will result in some minor impacts to businesses and residents along the north side of 40th Street as described. Regards, Diablo Engineering Group Jennifer Harmon 1300 Clay St, Suite 600, Oakland, CA 94612 Phone (510) 550-8959 Fax (510) 751-4589 1 Jennifer Harmon
From: Emery Rising NG <[email protected]>
Sent: Thursday, April 3, 2025 4:19 PM
To: El-Tawansy, Dina@DOT
Cc: Holstein, Thomas@DOT; Oakes, Cameron@DOT; Meharena, Ephrem@DOT; Rivas, Dan@DOT; [email protected]; [email protected]; [email protected]; [email protected]; [email protected]; James McGoey; Joyce Cunningham/USA; Deborah Cohen; [email protected]; [email protected]
Subject: Urgent Concerns Regarding 40th Street Multi-Modal Project Review Process Attachments: Caltrans Response Letter - City of Emeryville - 40th Street Multimodal Project - 5106 (010).pdf; Letter from Mayor - Caltrans Environmental Review.pdf; 40th Street Multimodal Project TIA Summary.pdf EXTERNAL EMAIL. Links/attachments may not be safe.

Dear Director El-Tawansy and the Caltrans Environmental Team, I hope this email finds you well. My name is Kalimah Priforce, and I am writing to you both as a dedicated member of the Emery Rising Neighborhood Group and as a city council member who has been a proud resident of Emeryville for the past fourteen years. I am reaching out to express my deep concerns regarding the review process for the 40th Street Multi-Modal Project. While I wholeheartedly support the project’s intent to enhance transportation safety options, I strongly urge Caltrans to take a more measured approach in its review and to avoid rushing approval without a thorough examination of the potential negative consequences.

Specifically, I am troubled by the proposed street closures and their impact on our small business community, as well as the lack of sensitivity to the cultural and historical significance embedded within this project.

Attached to this email is a conflicting traffic study that presents compelling evidence indicating that the current design—originally not including street closures—could severely disrupt traffic patterns. Such changes are projected to create bottlenecks that could lead to environmentally damaging consequences, such as increased congestion on surrounding streets. I have been contacted by residents who have expressed an uptick in detoured high speed traffic on Haven Street just with temporary street closures on Hollis and Park Avenue.

My fellow neighbors of Emery Rising share a growing concern that vehicles idling in traffic jams will produce concentrated emissions, worsening air quality and negatively affecting public health. As a former resident of the Bay Street condominiums, I can personally attest to the persistent accumulation of smog on our windows, requiring weekly cleaning and frequent air filter replacements in our homes to maintain breathable air quality.

Further complicating the matter, Sutter Health announced on February 19, 2025, its plan to establish a flagship campus in Emeryville. This regional medical center—spanning approximately 1.3 million square feet—will provide outpatient services at existing locations on Hollis Street and Chiron Street, while also constructing a new acute care facility adjacent to the Hollis Street property.

The 12-acre Sutter Emeryville Campus at Horton and 53rd Streets is intended to provide equitable healthcare access to local workers, families, and the unsheltered. Yet, this essential expansion may be severely hindered by proposed street closures—including Hubbard and 40th Street— redirecting traffic flow onto Horton and impacting accessibility for patients seeking urgent and routine medical care in addition to the elder care residence on 40th between Horton and Holden.

Emery Rising also works closely with the faith community to advocate for reducing maternal mortality rates among Black women, a critical issue given the CDC’s finding that in 2021, non-Hispanic Black women experienced maternal mortality rates of 69.9 deaths per 100,000 live births—2.6 times higher than that of nonHispanic White women. The expansion of Sutter’s healthcare services presents a meaningful opportunity to Attachment 1
2 address these disparities. However, such a milestone could be overshadowed by public outcry and distrust if the street closures move forward without adequate public input and revision.

During a live traffic simulation that included members of the Watts Street business community (area directly adjacent to the main entrance of Pixar headquarters) and Emeryville staff, a shipment truck demonstration revealed significant navigational difficulties should these closures be implemented. Notably, a single truck’s maneuvering resulted in substantial traffic delays. Following this demonstration, city staff members shocked the business community by disclosing that their properties are expected to be converted into housing in the future.

This admission of covert use of eminent domain practices by city officials has further marginalized these businesses by excluding their voices from the design process, effectively disregarding their economic and operational needs. Many of these businesses are legacy establishments that persevered through the COVID19 pandemic, only to now face potential displacement by gentrification.

It is deeply concerning to witness a repetition of Emeryville’s history of gentrification—particularly the missteps surrounding Shellmound and Bay Street. The failure of city officials to conduct open forums and public discussions with impacted businesses is unacceptable. While the recognition of potential archaeological resources and the meaningful engagement with tribal representatives are commendable steps, they must be matched by a commitment to transparent discussions with all affected stakeholders.

As a city that refuses to have land acknowledgement of the Ohlone during public meetings, I encourage Caltrans to continue working closely with tribal representatives and cultural resource experts to ensure this project progresses in a manner that respects and preserves invaluable historical and cultural assets. Moreover, I urge Caltrans to incorporate meaningful engagement with local businesses, residents, and community groups to create a truly inclusive project design.

It should not take dramatic protests—such as chaining ourselves to bulldozers—to demonstrate that the City of Emeryville’s transparency with Caltrans regarding this project has been incomplete in the public’s eye. Emery Rising is not opposed to the 40th Street Multi-Modal Project itself, but rather to the street closures and their intended and unintended consequences, which threaten our local economy and community well-being. We would welcome a more thoughtful, inclusive design process that integrates public input and truly considers the needs of all stakeholders.

I hope you can agree that this is not a process that should be rushed and encourage the City of Emeryville to meet and work with local stakeholders to resolve these issues before this project commences. I look forward to your response and appreciate your commitment to ensuring a more equitable and responsible review of this critical project.

Sincerely,
Kalimah Priforce
(510) 410-8120, [email protected]
Emery Rising Neighborhood Group & Emeryville City Council Member April 24th
, 2025
Dear Director El-Tawansy and Members of the Caltrans Environmental Team, We, the undersigned businesses of Emeryville, urge Caltrans to reconsider the proposed 40th Street Multi-Modal Project and associated street closures, as they risk significantly impacting our operations and future redevelopment as presently designed. While we support efforts to enhance transportation safety, we strongly believe that a more thorough and stakeholder-inclusive review is necessary to evaluate unintended consequences.

Our concerns center around three key issues, outlined below:
1) Loss of Efficient Access & Financial Impact
The full closure of Hubbard and Holden Streets will impair deliveries, customer access, and business viability while also negatively affecting Buttner Properties’ redevelopment plans. The City’s proposed solutions—such as updated signage and GPS modifications—are insufficient to address these serious concerns. Below are specific examples illustrating concerns from just a few of the impacted businesses:
• Pottery and Beyond relies on weekly deliveries via 24-ft box trucks, owns a 12-ft box truck, and regularly receives 40-ft shipping containers from the port via 18-wheelers. These require adequate access. Customers also depend on vehicle accessibility to transport large purchases. • Rug Depot has a parking lot located just 20 feet from 40th Street that is critical for customer loading and unloading. Rug Depot also receives 40’ container (18-wheeler) deliveries every 6-8 weeks, in addition 12’ box truck deliveries (and shipments) ~3 times a week, and weekly water and recycling truck visits.
• POP Manufacturing LLC operates out of a facility that lacks driveway access or turnaround space. While most deliveries to this business use box trucks, occasional heavy machinery shipments necessitate tractor-trailer access. Without access to 40th Street, exiting trucks would be forced to back into Park Avenue, into inefficient multi-point turns, or to rely on neighboring properties (that POP does not have rights to use) for U-turns. • Bon Motif Company was forced to close its 40+-year-old import business when Watermark development restricted loading dock access for 40-ft containers. This project threatens to further diminish access for remaining businesses struggling to stay afloat. • Buttner Properties has planned redevelopment in the area, including potential hotel and life science developments. The proposed closures would severely impact these efforts, limiting future investment.

Attachment 2
2) Traffic Congestion & Air Quality Risks
Street closures combined with dedicated bus lanes in each direction and a buffered bike lane on the North side of 40th Street will lead to severe congestion on 40th Street and its side street approaches, limiting business access and worsening environmental conditions. The San Pablo Avenue Bus Project will only compound these problems. A traffic study commissioned by Buttner Properties and conducted by Abrams Associates found:
• The City’s assessment only projects traffic conditions to 2025, whereas long-term Level of Service (LOS) analysis through 2045 shows significant economic and logistical impacts due to increased congestion and queueing.
• The closures will substantially increase traffic backup on Horton Street near Watermark, a senior living facility. Extended vehicle idling will degrade air quality, adversely affecting public health, particularly for elderly residents.
• Park Avenue, home to businesses like Rudy’s Can’t Fail Cafe and several residential complexes, would see a rise in redirected truck traffic. This would diminish its role as a pedestrian- and bikefriendly corridor, further disrupting outdoor commerce. 3) Misinterpreted Traffic Data
Justifications for the Hubbard Street closure based on safety concerns appear flawed. Specifically:
• Incident #9039401, referenced in Emeryville’s report, was incorrectly attributed to Hubbard when it actually occurred in the Target parking lot. Though this discrepancy was flagged to City Council and recently acknowledged privately, the correction has not, to our knowledge, been shared publicly or to agencies like Caltrans for re-review. • Safety improvements made at Hubbard between 2020 and 2024 have drastically reduced incidents (one since 2020 compared to three between 2016 and 2019). A comparison with the San Pablo/40th intersection suggests that the drop in incidents is attributable to physical improvements rather than pandemic-related reductions in traffic. • A review by Abrams Associates found that over 80% of accidents on 40th Street occurred at signalized intersections—not at the unsignalized locations slated for closure. Over the past five years, only two pedestrian/bicycle accidents occurred at the four intersections targeted for closure.

Conclusion
We do not oppose the intent behind the project, but urge a more inclusive approach that balances infrastructure improvements with economic necessity and sustainability. Emeryville should work with stakeholders to refine the design and consider alternatives—such as rerouting bike lanes to Park Avenue—to avoid unnecessary harm to local businesses.

This process must not be rushed. We ask for collaboration and a more responsible review before any project implementation.

We appreciate your commitment to an equitable and well-considered approach and look forward to your response.

Sincerely,
Brennan Carpenter

ABCRE LLC
1447 Park Ave
Emeryville, CA 94608
Jeanne V Himy
Bon Motif Company
4045 Horton St
Emeryville, CA 94608
Tim Robison
Buttner Properties
1501 Park Ave & 4060 - 4070 Halleck St
Emeryville, CA 94608
Andrew Pomerantz
Ellis Partners
(Tenant: Metagenomi)
1545 Park Ave
Emeryville, CA 94608
John Lewerenz
Emeryville Properties, LLC
(Tenant: Peet’s Coffee HQ)
1400 Park Ave
Emeryville, CA 94608
Matthew B. Jessee
MB Jessee Painting
1552 Beach St, Suite G
Oakland, CA 94608
David Bruck
Park Avenue Building LLC
1485 Park Ave
Emeryville, CA 94608
William H. Banker
P + H Associates
(Tenant: Pacific Flooring Supply)
4220 Hubbard St
Emeryville CA 94608
&
(Tenant: Petit Pot)
4221 Horton St
Emeryville, CA 94608
Evan Schneider
POP Manufacturing
4070 Hubbard St
Emeryville, CA 94608
Kevin Xu
Pottery & Beyond
4055 Hubbard St
Emeryville, CA 94608
Douglas Smith
Rudy’s Can’t Fail Cafe
4081 Hollis St
Emeryville, CA 94608
Deborah Cohen
Rug Depot Outlet
4056 Hubbard St
Emeryville, CA 94608
Appendix B
Air Quality Outputs
40th Street Summary Report, 10/3/2025
1 / 5
40th Street Summary Report
Table of Contents

1. Basic Project Information

1.1. Basic Project Information

1.2. Land Use Types

1.3. User-Selected Emission Reduction Measures by Emissions Sector

2. Emissions Summary

2.1. Construction Emissions Compared Against Thresholds

6. Climate Risk Detailed Report

6.2. Initial Climate Risk Scores

6.3. Adjusted Climate Risk Scores

7. Health and Equity Details

7.3. Overall Health & Equity Scores

7.5. Evaluation Scorecard
40th Street Summary Report, 10/3/2025
2 / 5

1. Basic Project Information

1.1. Basic Project Information
Data Field Value
Project Name 40th Street
Construction Start Date 4/1/2026
Lead Agency —
Land Use Scale Project/site
Analysis Level for Defaults County
Windspeed (m/s) 3.90
Precipitation (days) 17.0
Location 37.829340101602, -122.28853190834687
County Alameda
City Oakland
Air District Bay Area AQMD
Air Basin San Francisco Bay Area
TAZ 1513
EDFZ 1
Electric Utility Pacific Gas & Electric Company
Gas Utility Pacific Gas & Electric
App Version 2022.1.1.30

1.2. Land Use Types
Land Use Subtype Size Unit Lot Acreage Building Area (sq ft) Landscape Area (sq ft)
Special Landscape
Area (sq ft)
Population Description
Road Widening 1.40 Mile 19.3 0.00 — — — —
40th Street Summary Report, 10/3/2025
3 / 5

1.3. User-Selected Emission Reduction Measures by Emissions Sector No measures selected

2. Emissions Summary

2.1. Construction Emissions Compared Against Thresholds Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Un/Mit. TOG ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — — —
Unmit. 4.43 3.66 32.0 38.9 0.08 1.34 4.51 5.85 1.22 0.60 1.83 — 9,612 9,612 0.40 1.01 14.0 9,725 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Unmit. 4.42 3.66 32.1 38.7 0.08 1.34 4.51 5.85 1.22 0.60 1.83 — 9,587 9,587 0.40 0.33 0.12 9,696 Average
Daily
(Max)
— — — — — — — — — — — — — — — — — —
Unmit. 2.40 1.97 17.3 22.0 0.05 0.67 2.53 3.20 0.61 0.35 0.97 — 5,717 5,717 0.24 0.30 1.85 5,795 Annual
(Max)
— — — — — — — — — — — — — — — — — —
Unmit. 0.44 0.36 3.17 4.02 0.01 0.12 0.46 0.58 0.11 0.06 0.18 — 947 947 0.04 0.05 0.31 959

6. Climate Risk Detailed Report

6.2. Initial Climate Risk Scores
Climate Hazard Exposure Score Sensitivity Score Adaptive Capacity Score Vulnerability Score Temperature and Extreme Heat N/A N/A N/A N/A
Extreme Precipitation N/A N/A N/A N/A
-------------------
40th Street Summary Report, 10/3/2025
4 / 5
Sea Level Rise N/A N/A N/A N/A
Wildfire N/A N/A N/A N/A
Flooding N/A N/A N/A N/A
Drought N/A N/A N/A N/A
Snowpack Reduction N/A N/A N/A N/A
Air Quality Degradation N/A N/A N/A N/A
The sensitivity score reflects the extent to which a project would be adversely affected by exposure to a climate hazard. Exposure is rated on a scale of 1 to 5, with a score of 5 representing the greatest exposure.

The overall vulnerability scores are calculated based on the potential impacts and adaptive capacity assessments for each hazard. Scores do not include implementation of climate risk reduction measures.

6.3. Adjusted Climate Risk Scores
Climate Hazard Exposure Score Sensitivity Score Adaptive Capacity Score Vulnerability Score Temperature and Extreme Heat N/A N/A N/A N/A
Extreme Precipitation N/A N/A N/A N/A
Sea Level Rise N/A N/A N/A N/A
Wildfire N/A N/A N/A N/A
Flooding N/A N/A N/A N/A
Drought N/A N/A N/A N/A
Snowpack Reduction N/A N/A N/A N/A
Air Quality Degradation N/A N/A N/A N/A
The sensitivity score reflects the extent to which a project would be adversely affected by exposure to a climate hazard. Exposure is rated on a scale of 1 to 5, with a score of 5 representing the greatest exposure.

The overall vulnerability scores are calculated based on the potential impacts and adaptive capacity assessments for each hazard. Scores include implementation of climate risk reduction measures.

7. Health and Equity Details
40th Street Summary Report, 10/3/2025
5 / 5

7.3. Overall Health & Equity Scores
Metric Result for Project Census Tract
CalEnviroScreen 4.0 Score for Project Location (a) 80.0 Healthy Places Index Score for Project Location (b) 60.0 Project Located in a Designated Disadvantaged Community (Senate Bill 535) Yes Project Located in a Low-Income Community (Assembly Bill 1550) Yes Project Located in a Community Air Protection Program Community (Assembly Bill 617) West Oakland a: The maximum CalEnviroScreen score is 100. A high score (i.e., greater than 50) reflects a higher pollution burden compared to other census tracts in the state. b: The maximum Health Places Index score is 100. A high score (i.e., greater than 50) reflects healthier community conditions compared to other census tracts in the state.

7.5. Evaluation Scorecard
Health & Equity Evaluation Scorecard not completed.
40th Street Detailed Report, 10/3/2025
1 / 33
40th Street Detailed Report
Table of Contents

1. Basic Project Information

1.1. Basic Project Information

1.2. Land Use Types

1.3. User-Selected Emission Reduction Measures by Emissions Sector

2. Emissions Summary

2.1. Construction Emissions Compared Against Thresholds

2.2. Construction Emissions by Year, Unmitigated

3. Construction Emissions Details

3.1. Linear, Grubbing & Land Clearing (2026) - Unmitigated

3.3. Linear, Grading & Excavation (2026) - Unmitigated

3.5. Linear, Grading & Excavation (2027) - Unmitigated

3.7. Linear, Drainage, Utilities, & Sub-Grade (2027) - Unmitigated

3.9. Linear, Drainage, Utilities, & Sub-Grade (2028) - Unmitigated

3.11. Linear, Paving (2028) - Unmitigated

4. Operations Emissions Details
40th Street Detailed Report, 10/3/2025
2 / 33

4.10. Soil Carbon Accumulation By Vegetation Type

4.10.1. Soil Carbon Accumulation By Vegetation Type - Unmitigated

4.10.2. Above and Belowground Carbon Accumulation by Land Use Type - Unmitigated

4.10.3. Avoided and Sequestered Emissions by Species - Unmitigated

5. Activity Data

5.1. Construction Schedule

5.2. Off-Road Equipment

5.2.1. Unmitigated

5.3. Construction Vehicles

5.3.1. Unmitigated

5.4. Vehicles

5.4.1. Construction Vehicle Control Strategies

5.5. Architectural Coatings

5.6. Dust Mitigation

5.6.1. Construction Earthmoving Activities

5.6.2. Construction Earthmoving Control Strategies

5.7. Construction Paving

5.8. Construction Electricity Consumption and Emissions Factors 40th Street Detailed Report, 10/3/2025
3 / 33

5.18. Vegetation

5.18.1. Land Use Change

5.18.1.1. Unmitigated

5.18.1. Biomass Cover Type

5.18.1.1. Unmitigated

5.18.2. Sequestration

5.18.2.1. Unmitigated

6. Climate Risk Detailed Report

6.1. Climate Risk Summary

6.2. Initial Climate Risk Scores

6.3. Adjusted Climate Risk Scores

6.4. Climate Risk Reduction Measures

7. Health and Equity Details

7.1. CalEnviroScreen 4.0 Scores

7.2. Healthy Places Index Scores

7.3. Overall Health & Equity Scores

7.4. Health & Equity Measures

7.5. Evaluation Scorecard
40th Street Detailed Report, 10/3/2025
4 / 33

7.6. Health & Equity Custom Measures

8. User Changes to Default Data
40th Street Detailed Report, 10/3/2025
5 / 33

1. Basic Project Information

1.3. User-Selected Emission Reduction Measures by Emissions Sector No measures selected

2. Emissions Summary

2.2. Construction Emissions by Year, Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Year TOG ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily -
Summer
(Max)
— — — — — — — — — — — — — — — — — —
2026 4.43 3.66 32.0 38.9 0.08 1.34 4.51 5.85 1.22 0.60 1.83 — 9,612 9,612 0.40 1.01 14.0 9,725 -------------------
-------------------
40th Street Detailed Report, 10/3/2025
7 / 33
2027 4.24 3.50 29.8 38.6 0.08 1.21 4.51 5.73 1.11 0.60 1.71 — 9,571 9,571 0.40 0.33 4.44 9,684 2028 2.22 1.79 16.3 21.4 0.05 0.55 2.35 2.90 0.50 0.37 0.87 — 6,059 6,059 0.25 0.31 4.07 6,161 Daily -
Winter
(Max)
— — — — — — — — — — — — — — — — — —
2026 4.42 3.66 32.1 38.7 0.08 1.34 4.51 5.85 1.22 0.60 1.83 — 9,587 9,587 0.40 0.33 0.12 9,696 2027 4.23 3.49 30.0 38.5 0.08 1.21 4.51 5.73 1.11 0.60 1.71 — 9,546 9,546 0.40 0.33 0.12 9,655 2028 2.22 1.78 16.5 21.3 0.05 0.55 2.35 2.90 0.50 0.37 0.87 — 6,042 6,042 0.26 0.32 0.11 6,143 Average
Daily
— — — — — — — — — — — — — — — — — —
2026 1.75 1.40 13.4 15.0 0.04 0.53 2.02 2.55 0.48 0.31 0.79 — 4,674 4,674 0.21 0.30 1.85 4,771 2027 2.40 1.97 17.3 22.0 0.05 0.67 2.53 3.20 0.61 0.35 0.97 — 5,717 5,717 0.24 0.23 1.36 5,795 2028 1.01 0.82 7.47 10.5 0.02 0.25 0.83 1.09 0.23 0.13 0.36 — 2,564 2,564 0.11 0.11 0.66 2,601 Annual — — — — — — — — — — — — — — — — — —
2026 0.32 0.26 2.45 2.74 0.01 0.10 0.37 0.47 0.09 0.06 0.14 — 774 774 0.03 0.05 0.31 790 2027 0.44 0.36 3.17 4.02 0.01 0.12 0.46 0.58 0.11 0.06 0.18 — 947 947 0.04 0.04 0.23 959 2028 0.18 0.15 1.36 1.92 < 0.005 0.05 0.15 0.20 0.04 0.02 0.07 — 425 425 0.02 0.02 0.11 431

3. Construction Emissions Details

3.1. Linear, Grubbing & Land Clearing (2026) - Unmitigated Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location TOG ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

0.55 0.46 4.04 4.49 0.01 0.21 — 0.21 0.20 — 0.20 — 632 632 0.03 0.01 — 634 -------------------
40th Street Detailed Report, 10/3/2025
8 / 33
Dust
From
Material
Movement
— — — — — — 0.60 0.60 — 0.07 0.07 — — — — — — —
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Average
Daily
— — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

0.10 0.09 0.75 0.84 < 0.005 0.04 — 0.04 0.04 — 0.04 — 118 118 < 0.005 < 0.005 — 118 Dust
From
Material
Movement
— — — — — — 0.11 0.11 — 0.01 0.01 — — — — — — —
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

0.02 0.02 0.14 0.15 < 0.005 0.01 — 0.01 0.01 — 0.01 — 19.5 19.5 < 0.005 < 0.005 — 19.6 Dust
From
Material
Movement
— — — — — — 0.02 0.02 — < 0.005 < 0.005 — — — — — — —
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — — —
Worker 0.04 0.04 0.03 0.45 0.00 0.00 0.10 0.10 0.00 0.02 0.02 — 106 106 < 0.005 < 0.005 0.39 108 40th Street Detailed Report, 10/3/2025
9 / 33
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.49 0.14 7.54 3.04 0.04 0.12 1.70 1.83 0.08 0.47 0.55 — 6,325 6,325 0.34 1.00 13.6 6,644 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Average
Daily
— — — — — — — — — — — — — — — — — —
Worker 0.01 0.01 0.01 0.07 0.00 0.00 0.02 0.02 0.00 < 0.005 < 0.005 — 18.5 18.5 < 0.005 < 0.005 0.03 18.7 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.09 0.03 1.46 0.57 0.01 0.02 0.31 0.34 0.02 0.09 0.10 — 1,179 1,179 0.06 0.19 1.09 1,237 Annual — — — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 < 0.005 0.01 0.00 0.00 < 0.005 < 0.005 0.00 < 0.005 < 0.005 — 3.06 3.06 < 0.005 < 0.005 0.01 3.10 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.02 < 0.005 0.27 0.10 < 0.005 < 0.005 0.06 0.06 < 0.005 0.02 0.02 — 195 195 0.01 0.03 0.18 205

3.3. Linear, Grading & Excavation (2026) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location TOG ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

4.16 3.50 29.9 36.6 0.07 1.31 — 1.31 1.20 — 1.20 — 7,644 7,644 0.31 0.06 — 7,670 Dust
From
Material
Movement
— — — — — — 3.73 3.73 — 0.40 0.40 — — — — — — —
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 -------------------
40th Street Detailed Report, 10/3/2025
10 / 33
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Average
Daily
— — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

1.46 1.23 10.5 12.8 0.02 0.46 — 0.46 0.42 — 0.42 — 2,677 2,677 0.11 0.02 — 2,687 Dust
From
Material
Movement
— — — — — — 1.31 1.31 — 0.14 0.14 — — — — — — —
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

0.27 0.22 1.91 2.34 < 0.005 0.08 — 0.08 0.08 — 0.08 — 443 443 0.02 < 0.005 — 445 Dust
From
Material
Movement
— — — — — — 0.24 0.24 — 0.03 0.03 — — — — — — —
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — — —
40th Street Detailed Report, 10/3/2025
11 / 33
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — — —
Worker 0.14 0.13 0.09 1.54 0.00 0.00 0.35 0.35 0.00 0.08 0.08 — 361 361 0.01 0.01 1.33 367 Vendor < 0.005 < 0.005 0.03 0.01 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 — 26.2 26.2 < 0.005 < 0.005 0.07 27.4 Hauling 0.12 0.04 1.89 0.76 0.01 0.03 0.43 0.46 0.02 0.12 0.14 — 1,581 1,581 0.09 0.25 3.39 1,661 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Worker 0.14 0.12 0.12 1.35 0.00 0.00 0.35 0.35 0.00 0.08 0.08 — 335 335 0.01 0.01 0.03 340 Vendor < 0.005 < 0.005 0.03 0.01 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 — 26.2 26.2 < 0.005 < 0.005 < 0.005 27.4 Hauling 0.12 0.03 2.00 0.77 0.01 0.03 0.43 0.46 0.02 0.12 0.14 — 1,582 1,582 0.08 0.25 0.09 1,659 Average
Daily
— — — — — — — — — — — — — — — — — —
Worker 0.05 0.04 0.04 0.46 0.00 0.00 0.12 0.12 0.00 0.03 0.03 — 118 118 < 0.005 < 0.005 0.20 120 Vendor < 0.005 < 0.005 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 — 9.17 9.17 < 0.005 < 0.005 0.01 9.60 Hauling 0.04 0.01 0.68 0.27 < 0.005 0.01 0.15 0.16 0.01 0.04 0.05 — 554 554 0.03 0.09 0.51 581 Annual — — — — — — — — — — — — — — — — — —
Worker 0.01 0.01 0.01 0.08 0.00 0.00 0.02 0.02 0.00 0.01 0.01 — 19.6 19.6 < 0.005 < 0.005 0.03 19.8 Vendor < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 — 1.52 1.52 < 0.005 < 0.005 < 0.005 1.59 Hauling 0.01 < 0.005 0.12 0.05 < 0.005 < 0.005 0.03 0.03 < 0.005 0.01 0.01 — 91.7 91.7 < 0.005 0.01 0.08 96.2

3.5. Linear, Grading & Excavation (2027) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location TOG ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
------------------- — — — — — — — — — — — — — — — — — — 40th Street Detailed Report, 10/3/2025
12 / 33
Off-Roa 3.99 3.35 27.9 36.5 0.07 1.18— 1.18 1.09— 1.09— 7,644 7,644 0.31 0.06— 7,670 d
Equipm
Dust From
Material
Movement—
————— 3.73 3.73— 0.40 0.40———————
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00— 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
——————————————————
Off-Roa d
Equipm
ent

3.99 3.35 27.9 36.5 0.07 1.18— 1.18 1.09— 1.09— 7,644 7,644 0.31 0.06— 7,670 Dust From
Material
Movement—
————— 3.73 3.73— 0.40 0.40———————
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00— 0.00 0.00 0.00 0.00 0.00 0.00 Average
Daily
——————————————————
Off-Roa d
Equipm
ent

1.58 1.32 11.0 14.4 0.03 0.47— 0.47 0.43— 0.43— 3,022 3,022 0.12 0.02— 3,032 Dust From
Material
Movement—
————— 1.47 1.47— 0.16 0.16———————
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00— 0.00 0.00 0.00 0.00 0.00 0.00 Annual——————————————————
40th Street Detailed Report, 10/3/2025
13 / 33
Off-Roa 0.29 0.24 2.01 2.63 0.01 0.09 — 0.09 0.08 — 0.08 — 500 500 0.02 < 0.005 — 502 d
Equipm
ent
Dust
From
Material
Movement
— — — — — — 0.27 0.27 — 0.03 0.03 — — — — — — —
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — — —
Worker 0.14 0.12 0.08 1.44 0.00 0.00 0.35 0.35 0.00 0.08 0.08 — 354 354 0.01 0.01 1.20 360 Vendor < 0.005 < 0.005 0.03 0.01 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 — 25.7 25.7 < 0.005 < 0.005 0.06 26.9 Hauling 0.11 0.03 1.83 0.74 0.01 0.03 0.43 0.46 0.02 0.12 0.14 — 1,547 1,547 0.08 0.25 3.14 1,627 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Worker 0.13 0.12 0.11 1.27 0.00 0.00 0.35 0.35 0.00 0.08 0.08 — 329 329 0.01 0.01 0.03 333 Vendor < 0.005 < 0.005 0.03 0.01 < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 — 25.7 25.7 < 0.005 < 0.005 < 0.005 26.9 Hauling 0.11 0.02 1.93 0.75 0.01 0.03 0.43 0.46 0.02 0.12 0.14 — 1,548 1,548 0.08 0.25 0.08 1,624 Average
Daily
— — — — — — — — — — — — — — — — — —
Worker 0.05 0.05 0.04 0.49 0.00 0.00 0.14 0.14 0.00 0.03 0.03 — 131 131 < 0.005 0.01 0.21 133 Vendor < 0.005 < 0.005 0.01 0.01 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 — 10.1 10.1 < 0.005 < 0.005 0.01 10.6 Hauling 0.04 0.01 0.75 0.29 < 0.005 0.01 0.17 0.18 0.01 0.05 0.05 — 612 612 0.03 0.10 0.54 642 Annual — — — — — — — — — — — — — — — — — —
Worker 0.01 0.01 0.01 0.09 0.00 0.00 0.03 0.03 0.00 0.01 0.01 — 21.7 21.7 < 0.005 < 0.005 0.03 22.0 Vendor < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 < 0.005 — 1.68 1.68 < 0.005 < 0.005 < 0.005 1.76 Hauling 0.01 < 0.005 0.14 0.05 < 0.005 < 0.005 0.03 0.03 < 0.005 0.01 0.01 — 101 101 0.01 0.02 0.09 106 40th Street Detailed Report, 10/3/2025
14 / 33

3.7. Linear, Drainage, Utilities, & Sub-Grade (2027) - Unmitigated Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location TOG ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

2.07 1.73 15.0 19.7 0.04 0.57 — 0.57 0.52 — 0.52 — 4,089 4,089 0.17 0.03 — 4,103 Dust
From
Material
Movement
— — — — — — 1.61 1.61 — 0.17 0.17 — — — — — — —
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Average
Daily
— — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

0.66 0.55 4.80 6.27 0.01 0.18 — 0.18 0.17 — 0.17 — 1,304 1,304 0.05 0.01 — 1,309 -------------------
40th Street Detailed Report, 10/3/2025
15 / 33
Dust
From
Material
Movement
— — — — — — 0.51 0.51 — 0.06 0.06 — — — — — — —
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

0.12 0.10 0.88 1.15 < 0.005 0.03 — 0.03 0.03 — 0.03 — 216 216 0.01 < 0.005 — 217 Dust
From
Material
Movement
— — — — — — 0.09 0.09 — 0.01 0.01 — — — — — — —
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — — —
Worker 0.10 0.09 0.06 1.01 0.00 0.00 0.25 0.25 0.00 0.06 0.06 — 250 250 < 0.005 0.01 0.85 254 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.13 0.03 2.09 0.85 0.01 0.03 0.49 0.52 0.02 0.13 0.16 — 1,768 1,768 0.10 0.28 3.59 1,859 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Worker 0.09 0.08 0.08 0.90 0.00 0.00 0.25 0.25 0.00 0.06 0.06 — 232 232 0.01 0.01 0.02 235 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.13 0.03 2.21 0.85 0.01 0.03 0.49 0.52 0.02 0.13 0.16 — 1,769 1,769 0.10 0.28 0.09 1,856 Average
Daily
— — — — — — — — — — — — — — — — — —
Worker 0.03 0.03 0.02 0.28 0.00 0.00 0.08 0.08 0.00 0.02 0.02 — 74.5 74.5 < 0.005 < 0.005 0.12 75.6 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 40th Street Detailed Report, 10/3/2025
16 / 33
Hauling 0.04 0.01 0.69 0.27 < 0.005 0.01 0.15 0.17 0.01 0.04 0.05 — 564 564 0.03 0.09 0.49 592 Annual — — — — — — — — — — — — — — — — — —
Worker 0.01 < 0.005 < 0.005 0.05 0.00 0.00 0.01 0.01 0.00 < 0.005 < 0.005 — 12.3 12.3 < 0.005 < 0.005 0.02 12.5 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.01 < 0.005 0.13 0.05 < 0.005 < 0.005 0.03 0.03 < 0.005 0.01 0.01 — 93.4 93.4 0.01 0.02 0.08 98.1

3.9. Linear, Drainage, Utilities, & Sub-Grade (2028) - Unmitigated Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location TOG ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

2.00 1.68 14.2 19.6 0.04 0.52 — 0.52 0.48 — 0.48 — 4,088 4,088 0.17 0.03 — 4,102 Dust
From
Material
Movement
— — — — — — 1.61 1.61 — 0.17 0.17 — — — — — — —
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

2.00 1.68 14.2 19.6 0.04 0.52 — 0.52 0.48 — 0.48 — 4,088 4,088 0.17 0.03 — 4,102 Dust
From
Material
Movement
— — — — — — 1.61 1.61 — 0.17 0.17 — — — — — — —
-------------------
40th Street Detailed Report, 10/3/2025
17 / 33
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Average
Daily
— — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

0.67 0.56 4.77 6.56 0.01 0.17 — 0.17 0.16 — 0.16 — 1,368 1,368 0.06 0.01 — 1,373 Dust
From
Material
Movement
— — — — — — 0.54 0.54 — 0.06 0.06 — — — — — — —
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

0.12 0.10 0.87 1.20 < 0.005 0.03 — 0.03 0.03 — 0.03 — 227 227 0.01 < 0.005 — 227 Dust
From
Material
Movement
— — — — — — 0.10 0.10 — 0.01 0.01 — — — — — — —
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — — —
Worker 0.09 0.08 0.06 0.96 0.00 0.00 0.25 0.25 0.00 0.06 0.06 — 246 246 < 0.005 < 0.005 0.76 247 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.13 0.03 2.03 0.82 0.01 0.03 0.49 0.52 0.02 0.13 0.16 — 1,724 1,724 0.08 0.27 3.31 1,811 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Worker 0.09 0.08 0.07 0.84 0.00 0.00 0.25 0.25 0.00 0.06 0.06 — 228 228 0.01 0.01 0.02 231 40th Street Detailed Report, 10/3/2025
18 / 33
Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.13 0.03 2.15 0.83 0.01 0.03 0.49 0.52 0.02 0.13 0.16 — 1,725 1,725 0.08 0.27 0.09 1,809 Average
Daily
— — — — — — — — — — — — — — — — — —
Worker 0.03 0.03 0.02 0.27 0.00 0.00 0.08 0.08 0.00 0.02 0.02 — 76.8 76.8 < 0.005 < 0.005 0.11 77.9 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.04 0.01 0.70 0.28 < 0.005 0.01 0.16 0.17 0.01 0.04 0.05 — 577 577 0.03 0.09 0.48 606 Annual — — — — — — — — — — — — — — — — — —
Worker 0.01 < 0.005 < 0.005 0.05 0.00 0.00 0.01 0.01 0.00 < 0.005 < 0.005 — 12.7 12.7 < 0.005 < 0.005 0.02 12.9 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.01 < 0.005 0.13 0.05 < 0.005 < 0.005 0.03 0.03 < 0.005 0.01 0.01 — 95.6 95.6 < 0.005 0.02 0.08 100

3.11. Linear, Paving (2028) - Unmitigated
Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Location TOG ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Onsite — — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

0.89 0.75 7.04 11.7 0.02 0.24 — 0.24 0.22 — 0.22 — 1,768 1,768 0.07 0.01 — 1,774 Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

0.89 0.75 7.04 11.7 0.02 0.24 — 0.24 0.22 — 0.22 — 1,768 1,768 0.07 0.01 — 1,774 -------------------
40th Street Detailed Report, 10/3/2025
19 / 33
Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Average
Daily
— — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

0.25 0.21 1.97 3.27 < 0.005 0.07 — 0.07 0.06 — 0.06 — 494 494 0.02 < 0.005 — 496 Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — — —
Off-Roa
d
Equipm
ent

0.05 0.04 0.36 0.60 < 0.005 0.01 — 0.01 0.01 — 0.01 — 81.8 81.8 < 0.005 < 0.005 — 82.1 Onsite
truck

0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Offsite — — — — — — — — — — — — — — — — — —
Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — — —
Worker 0.07 0.06 0.04 0.72 0.00 0.00 0.19 0.19 0.00 0.04 0.04 — 184 184 < 0.005 < 0.005 0.57 185 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Worker 0.07 0.06 0.05 0.63 0.00 0.00 0.19 0.19 0.00 0.04 0.04 — 171 171 < 0.005 0.01 0.01 173 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Average
Daily
— — — — — — — — — — — — — — — — — —
Worker 0.02 0.02 0.01 0.17 0.00 0.00 0.05 0.05 0.00 0.01 0.01 — 48.1 48.1 < 0.005 < 0.005 0.07 48.8 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 40th Street Detailed Report, 10/3/2025
20 / 33
Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Annual — — — — — — — — — — — — — — — — — —
Worker < 0.005 < 0.005 < 0.005 0.03 0.00 0.00 0.01 0.01 0.00 < 0.005 < 0.005 — 7.96 7.96 < 0.005 < 0.005 0.01 8.08 Vendor 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00 Hauling 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 — 0.00 0.00 0.00 0.00 0.00 0.00

4. Operations Emissions Details

4.10. Soil Carbon Accumulation By Vegetation Type

4.10.1. Soil Carbon Accumulation By Vegetation Type - Unmitigated Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Vegetati
on
TOG ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — — —
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — — —
Annual — — — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — — —

4.10.2. Above and Belowground Carbon Accumulation by Land Use Type - Unmitigated Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Land
Use
TOG ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e 40th Street Detailed Report, 10/3/2025
21 / 33
Daily, — — — — — — — — — — — — — — — — — —
Summer
(Max)
Total — — — — — — — — — — — — — — — — — —
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — — —
Annual — — — — — — — — — — — — — — — — — —
Total — — — — — — — — — — — — — — — — — —

4.10.3. Avoided and Sequestered Emissions by Species - Unmitigated Criteria Pollutants (lb/day for daily, ton/yr for annual) and GHGs (lb/day for daily, MT/yr for annual) Species TOG ROG NOx CO SO2 PM10E PM10D PM10T PM2.5E PM2.5D PM2.5T BCO2 NBCO2 CO2T CH4 N2O R CO2e Daily,
Summer
(Max)
— — — — — — — — — — — — — — — — — —
Avoided — — — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — — —
Sequest
ered
— — — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — — —
Remove
d
— — — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — — —
— — — — — — — — — — — — — — — — — — —
Daily,
Winter
(Max)
— — — — — — — — — — — — — — — — — —
Avoided — — — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — — —
-------------------
40th Street Detailed Report, 10/3/2025
22 / 33
Sequest — — — — — — — — — — — — — — — — — —
ered
Subtotal — — — — — — — — — — — — — — — — — —
Remove
d
— — — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — — —
— — — — — — — — — — — — — — — — — — —
Annual — — — — — — — — — — — — — — — — — —
Avoided — — — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — — —
Sequest
ered
— — — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — — —
Remove
d
— — — — — — — — — — — — — — — — — —
Subtotal — — — — — — — — — — — — — — — — — —
— — — — — — — — — — — — — — — — — — —

5. Activity Data

5.1. Construction Schedule
Phase Name Phase Type Start Date End Date Days Per Week Work Days per Phase Phase Description Linear, Grubbing & Land
Clearing
Linear, Grubbing & Land
Clearing
4/1/2026 7/5/2026 5.00 68.0 —
Linear, Grading &
Excavation
Linear, Grading &
Excavation
7/6/2026 7/21/2027 5.00 272 —
Linear, Drainage, Utilities,
& Sub-Grade
Linear, Drainage, Utilities,
& Sub-Grade
7/22/2027 6/19/2028 5.00 238 —
Linear, Paving Linear, Paving 6/20/2028 11/9/2028 5.00 102 — 40th Street Detailed Report, 10/3/2025
23 / 33

5.2. Off-Road Equipment

5.2.1. Unmitigated
Phase Name Equipment Type Fuel Type Engine Tier Number per Day Hours Per Day Horsepower Load Factor Linear, Grubbing &
Land Clearing
Signal Boards Electric Average 2.00 8.00 6.00 0.82
Linear, Grubbing &
Land Clearing
Crawler Tractors Diesel Average 1.00 8.00 87.0 0.43
Linear, Grubbing &
Land Clearing
Excavators Diesel Average 2.00 8.00 36.0 0.38
Linear, Grading &
Excavation
Excavators Diesel Average 3.00 8.00 36.0 0.38
Linear, Grading &
Excavation
Crawler Tractors Diesel Average 1.00 8.00 87.0 0.43
Linear, Grading &
Excavation
Graders Diesel Average 2.00 8.00 148 0.41
Linear, Grading &
Excavation
Rollers Diesel Average 2.00 8.00 36.0 0.38
Linear, Grading &
Excavation
Signal Boards Electric Average 2.00 8.00 6.00 0.82
Linear, Grading &
Excavation
Tractors/Loaders/Back
hoes
Diesel Average 4.00 8.00 84.0 0.37
Linear, Grading &
Excavation
Rubber Tired Loaders Diesel Average 1.00 8.00 150 0.36
Linear, Grading &
Excavation
Scrapers Diesel Average 2.00 8.00 423 0.48
Linear, Drainage,
Utilities, & Sub-Grade
Scrapers Diesel Average 1.00 8.00 423 0.48
Linear, Drainage,
Utilities, & Sub-Grade
Rough Terrain Forklifts Diesel Average 1.00 8.00 96.0 0.40 Linear, Drainage,
Utilities, & Sub-Grade
Tractors/Loaders/Back
hoes
Diesel Average 3.00 8.00 84.0 0.37
Linear, Drainage,
Utilities, & Sub-Grade
Signal Boards Electric Average 2.00 8.00 6.00 0.82
40th Street Detailed Report, 10/3/2025
24 / 33
Linear, Drainage,
Utilities, & Sub-Grade
Graders Diesel Average 1.00 8.00 148 0.41
Linear, Drainage,
Utilities, & Sub-Grade
Plate Compactors Diesel Average 1.00 8.00 8.00 0.43
Linear, Drainage,
Utilities, & Sub-Grade
Pumps Diesel Average 1.00 8.00 11.0 0.74
Linear, Drainage,
Utilities, & Sub-Grade
Air Compressors Diesel Average 1.00 8.00 37.0 0.48
Linear, Drainage,
Utilities, & Sub-Grade
Generator Sets Diesel Average 1.00 8.00 14.0 0.74
Linear, Paving Rollers Diesel Average 2.00 8.00 36.0 0.38 Linear, Paving Paving Equipment Diesel Average 1.00 8.00 89.0 0.36 Linear, Paving Pavers Diesel Average 1.00 8.00 81.0 0.42 Linear, Paving Tractors/Loaders/Back
hoes
Diesel Average 3.00 8.00 84.0 0.37
Linear, Paving Signal Boards Electric Average 2.00 8.00 6.00 0.82

5.3. Construction Vehicles

5.3.1. Unmitigated
Phase Name Trip Type One-Way Trips per Day Miles per Trip Vehicle Mix Linear, Grubbing & Land Clearing — — — —
Linear, Grubbing & Land Clearing Worker 12.5 11.7 LDA,LDT1,LDT2 Linear, Grubbing & Land Clearing Vendor 0.00 8.40 HHDT,MHDT Linear, Grubbing & Land Clearing Hauling 91.9 20.0 HHDT Linear, Grubbing & Land Clearing Onsite truck — — HHDT
Linear, Grading & Excavation — — — —
Linear, Grading & Excavation Worker 42.5 11.7 LDA,LDT1,LDT2 Linear, Grading & Excavation Vendor 1.00 8.40 HHDT,MHDT Linear, Grading & Excavation Hauling 23.0 20.0 HHDT
40th Street Detailed Report, 10/3/2025
25 / 33
Linear, Grading & Excavation Onsite truck — — HHDT
Linear, Drainage, Utilities, &
Sub-Grade
— — — —
Linear, Drainage, Utilities, &
Sub-Grade
Worker 30.0 11.7 LDA,LDT1,LDT2
Linear, Drainage, Utilities, &
Sub-Grade
Vendor 0.00 8.40 HHDT,MHDT
Linear, Drainage, Utilities, &
Sub-Grade
Hauling 26.3 20.0 HHDT
Linear, Drainage, Utilities, &
Sub-Grade
Onsite truck — — HHDT
Linear, Paving — — — —
Linear, Paving Worker 22.5 11.7 LDA,LDT1,LDT2
Linear, Paving Vendor 0.00 8.40 HHDT,MHDT
Linear, Paving Hauling 0.00 20.0 HHDT
Linear, Paving Onsite truck — — HHDT

5.4. Vehicles

5.4.1. Construction Vehicle Control Strategies
Non-applicable. No control strategies activated by user.

5.5. Architectural Coatings
Phase Name Residential Interior Area
Coated (sq ft)
Residential Exterior Area
Coated (sq ft)
Non-Residential Interior Area
Coated (sq ft)
Non-Residential Exterior Area
Coated (sq ft)
Parking Area Coated (sq ft)

5.6. Dust Mitigation

5.6.1. Construction Earthmoving Activities
Phase Name Material Imported (Cubic
Yards)
Material Exported (Cubic
Yards)
Acres Graded (acres) Material Demolished (sq. ft.) Acres Paved (acres) 40th Street Detailed Report, 10/3/2025
26 / 33
Linear, Grubbing & Land
Clearing
25,000 25,000 19.3 0.00 —
Linear, Grading & Excavation 25,000 25,000 19.3 0.00 —
Linear, Drainage, Utilities, &
Sub-Grade
25,000 25,000 19.3 0.00 —

5.6.2. Construction Earthmoving Control Strategies
Non-applicable. No control strategies activated by user.

5.7. Construction Paving
Land Use Area Paved (acres) % Asphalt
Road Widening 19.3 100%

5.8. Construction Electricity Consumption and Emissions Factors kWh per Year and Emission Factor (lb/MWh)
Year kWh per Year CO2 CH4 N2O
2026 117 204 0.03 < 0.005
2027 117 204 0.03 < 0.005
2028 117 204 0.03 < 0.005

5.18. Vegetation

5.18.1. Land Use Change

5.18.1.1. Unmitigated
Vegetation Land Use Type Vegetation Soil Type Initial Acres Final Acres

5.18.1. Biomass Cover Type
40th Street Detailed Report, 10/3/2025
27 / 33

5.18.1.1. Unmitigated
Biomass Cover Type Initial Acres Final Acres

5.18.2. Sequestration

5.18.2.1. Unmitigated
Tree Type Number Electricity Saved (kWh/year) Natural Gas Saved (btu/year)

6. Climate Risk Detailed Report

6.1. Climate Risk Summary
Cal-Adapt midcentury 2040–2059 average projections for four hazards are reported below for your project location. These are under Representation Concentration Pathway (RCP) 8.5 which assumes GHG emissions will continue to rise strongly through 2050 and then plateau around 2100.

Climate Hazard Result for Project Location Unit
Temperature and Extreme Heat 7.10 annual days of extreme heat Extreme Precipitation 7.50 annual days with precipitation above 20 mm Sea Level Rise — meters of inundation depth
Wildfire 0.00 annual hectares burned
Temperature and Extreme Heat data are for grid cell in which your project are located. The projection is based on the 98th historical percentile of daily maximum/minimum temperatures from observed historical data (32 climate model ensemble from Cal-Adapt, 2040–2059 average under RCP 8.5). Each grid cell is 6 kilometers (km) by 6 km, or 3.7 miles (mi) by 3.7 mi.

Extreme Precipitation data are for the grid cell in which your project are located. The threshold of 20 mm is equivalent to about ¾ an inch of rain, which would be light to moderate rainfall if received over a full day or heavy rain if received over a period of 2 to 4 hours. Each grid cell is 6 kilometers (km) by 6 km, or 3.7 miles (mi) by 3.7 mi.

Sea Level Rise data are for the grid cell in which your project are located. The projections are from Radke et al. (2017), as reported in Cal-Adapt (Radke et al., 2017, CEC-500-2017-008), and consider inundation location and depth for the San Francisco Bay, the Sacramento-San Joaquin River Delta and California coast resulting different increments of sea level rise coupled with extreme storm events. Users may select from four scenarios to view the range in potential inundation depth for the grid cell. The four scenarios are: No rise, 0.5 meter, 1.0 meter, 1.41 meters Wildfire data are for the grid cell in which your project are located. The projections are from UC Davis, as reported in Cal-Adapt (2040–2059 average under RCP 8.5), and consider historical data of climate, vegetation, population density, and large (> 400 ha) fire history. Users may select from four model simulations to view the range in potential wildfire probabilities for the grid cell. The four simulations make different assumptions about expected rainfall and temperature are: Warmer/drier (HadGEM2-ES), Cooler/wetter (CNRM-CM5), Average conditions (CanESM2), Range of different rainfall and temperature possibilities (MIROC5). Each grid cell is 6 kilometers (km) by 6 km, or 3.7 miles (mi) by 3.7 mi.

6.2. Initial Climate Risk Scores
40th Street Detailed Report, 10/3/2025
28 / 33
Climate Hazard Exposure Score Sensitivity Score Adaptive Capacity Score Vulnerability Score Temperature and Extreme Heat N/A N/A N/A N/A
Extreme Precipitation N/A N/A N/A N/A
Sea Level Rise N/A N/A N/A N/A
Wildfire N/A N/A N/A N/A
Flooding N/A N/A N/A N/A
Drought N/A N/A N/A N/A
Snowpack Reduction N/A N/A N/A N/A
Air Quality Degradation N/A N/A N/A N/A
The sensitivity score reflects the extent to which a project would be adversely affected by exposure to a climate hazard. Exposure is rated on a scale of 1 to 5, with a score of 5 representing the greatest exposure.

The adaptive capacity of a project refers to its ability to manage and reduce vulnerabilities from projected climate hazards. Adaptive capacity is rated on a scale of 1 to 5, with a score of 5 representing the greatest ability to adapt.
40th Street Detailed Report, 10/3/2025
29 / 33
The overall vulnerability scores are calculated based on the potential impacts and adaptive capacity assessments for each hazard. Scores include implementation of climate risk reduction measures.

6.4. Climate Risk Reduction Measures

7. Health and Equity Details

7.1. CalEnviroScreen 4.0 Scores
The maximum CalEnviroScreen score is 100. A high score (i.e., greater than 50) reflects a higher pollution burden compared to other census tracts in the state.

Indicator Result for Project Census Tract
Exposure Indicators —
AQ-Ozone 3.12
AQ-PM 46.2
AQ-DPM 98.0
Drinking Water 4.21
Lead Risk Housing 56.1
Pesticides 0.00
Toxic Releases 52.6
Traffic 90.3
Effect Indicators —
CleanUp Sites 100
Groundwater 99.9
Haz Waste Facilities/Generators 94.4
Impaired Water Bodies 83.0
Solid Waste 89.1
Sensitive Population —
Asthma 97.2
Cardio-vascular 41.2
Low Birth Weights 83.3
Socioeconomic Factor Indicators —
40th Street Detailed Report, 10/3/2025
30 / 33
Education 26.9
Housing 70.5
Linguistic 26.4
Poverty 30.0
Unemployment 45.8

7.2. Healthy Places Index Scores
The maximum Health Places Index score is 100. A high score (i.e., greater than 50) reflects healthier community conditions compared to other census tracts in the state.

Indicator Result for Project Census Tract
Economic —
Above Poverty 43.39792121
Employed 80.73912486
Median HI 63.85217503
Education —
Bachelor's or higher 75.77312973
High school enrollment 100
Preschool enrollment 37.95714102
Transportation —
Auto Access 21.6091364
Active commuting 94.30257924
Social —
2-parent households 13.34530989
Voting 52.23918902
Neighborhood —
Alcohol availability 18.88874631
Park access 60.29770307
Retail density 49.21083023
Supermarket access 42.17887848
40th Street Detailed Report, 10/3/2025
31 / 33
Tree canopy 17.36173489
Housing —
Homeownership 30.71987681
Housing habitability 20.10778904
Low-inc homeowner severe housing cost burden 11.53599384 Low-inc renter severe housing cost burden 18.22148082
Uncrowded housing 37.66200436
Health Outcomes —
Insured adults 47.91479533
Arthritis 79.8
Asthma ER Admissions 1.0
High Blood Pressure 76.3
Cancer (excluding skin) 85.3
Asthma 18.0
Coronary Heart Disease 87.2
Chronic Obstructive Pulmonary Disease 59.8
Diagnosed Diabetes 65.9
Life Expectancy at Birth 19.2
Cognitively Disabled 44.8
Physically Disabled 73.0
Heart Attack ER Admissions 64.3
Mental Health Not Good 34.8
Chronic Kidney Disease 73.0
Obesity 31.6
Pedestrian Injuries 77.0
Physical Health Not Good 49.1
Stroke 58.2
Health Risk Behaviors —
40th Street Detailed Report, 10/3/2025
32 / 33
Binge Drinking 36.9
Current Smoker 29.7
No Leisure Time for Physical Activity 53.7
Climate Change Exposures —
Wildfire Risk 0.0
SLR Inundation Area 13.3
Children 14.8
Elderly 94.7
English Speaking 53.9
Foreign-born 50.4
Outdoor Workers 58.6
Climate Change Adaptive Capacity —
Impervious Surface Cover 6.2
Traffic Density 91.8
Traffic Access 72.7
Other Indices —
Hardship 40.1
Other Decision Support —
2016 Voting 38.1

7.3. Overall Health & Equity Scores
Metric Result for Project Census Tract
CalEnviroScreen 4.0 Score for Project Location (a) 80.0 Healthy Places Index Score for Project Location (b) 60.0 Project Located in a Designated Disadvantaged Community (Senate Bill 535) Yes Project Located in a Low-Income Community (Assembly Bill 1550) Yes Project Located in a Community Air Protection Program Community (Assembly Bill 617) West Oakland 40th Street Detailed Report, 10/3/2025
33 / 33
a: The maximum CalEnviroScreen score is 100. A high score (i.e., greater than 50) reflects a higher pollution burden compared to other census tracts in the state. b: The maximum Health Places Index score is 100. A high score (i.e., greater than 50) reflects healthier community conditions compared to other census tracts in the state.

7.4. Health & Equity Measures
No Health & Equity Measures selected.

7.5. Evaluation Scorecard
Health & Equity Evaluation Scorecard not completed.

7.6. Health & Equity Custom Measures
No Health & Equity Custom Measures created.

8. User Changes to Default Data
Appendix C
City of Oakland OakDOT Letter of Support

CITY OF OAKLAND
250 FRANK H. OGAWA PLAZA
Department of Transportation
Josh Rowan, Director
October 16, 2024
Mohammed Alaoui, Director
City of Emeryville, Public Works Department
1333 Park Ave
Emeryville, CA 94608-4389
0 AK L A N D, C A L I F OR NI A 9 4 6 1 2 - 2 0 3 3
Mobile: (510) 926-0895
Desk: (510) 238-2967
Re: 40th St Multimodal Project and the City of Emeryville's Extra-territorial Jurisdiction Dear Mr. Alaoui:

This letter provides written consent for the roadway modifications proposed by the City of Emeryville's 40th Street Multimodal Project that are located within the area subject to the 1993 Memorandum ofUnderstanding (MOU) between the City of Emeryville and the City of Oakland for the Bay/Shellmound Street Project (Attachment A).

The MOU provides extra-territorial jurisdiction to the City of Emeryville for a portion of the City of Oakland bounded by Interstate 880, Interstate 580, and the Oakland-Emeryville city line, roughly a straight line projection of 36th St from San Pablo Ave to the San Francisco Bay shoreline. Exhibit B of the MOU provides a map of this geographic area.

The MOU was established in 1993 to enable the development of this geographic area. The development included the East Bay Bridge Shopping Center, the 40th Street Overhead Bridge, Shellmound Street, and connecting side streets. The MOU specifies, "Emeryville shall be responsible for the preparation of all improvement designs, plans, and specifications and for the installation of all improvements, including improvements within Oakland" (MOU, Section 2(a)(6)).

The MOU specifies that the City of Oakland's Director of Transportation (formerly Public Works) must provide written consent for substantive changes by the City of Emeryville to the infrastructure in the geographic area of the MOU.
• Section 2(a)13 of the MOU reads, "Emeryville shall not close, permanently, or temporarily, any street, path or other public property located within Oakland, unless prior written consent is obtained from the Director of Public Works of the City of Oakland." • Section 2(a)l 8 of the MOU reads, "After construction, none of the assessment district improvements that are located in, or that may impact Oakland, shall be substantially Page2
altered, realigned, closed on a permanent or long- term basis, or otherwise materially changed without the prior written consent of Oakland."
The 40th Street Multimodal Project proposes work on Shellmound Street and 40th Street between the intersections of Shellmound Street/IKEA Entry and 40th Street/ Adeline Street. The project is within the geographic area of the MOU on Shellmound Street/40th Street from roughly the Shellmound Street/IKEA Entry intersection to the 40th Street/Horton Street intersection. Within the MOU's geographic area, the project proposes the following changes:
• Reconfiguring the roadway cross-section of Shellmound Street and 40th Street to install bus-only lanes and replace on-street bike lanes with separated bike lanes. • Closing vehicular access on Hubbard Street at its unsignalized intersection with 40th Street. The proposed vehicular closure will maintain access for emergency vehicles, pedestrians, and bicyclists.
• Constructing a Class 1 Bicycle and Pedestrian Path between Hubbard Street and Halleck Street which will be parallel and adjacent to 40th Street.

Excerpts of the draft street improvement plans are included as Attachment B.

Thank you for this opportunity to collaborate with the City of Emeryville on the 40th Street Multimodal Project. For questions and additional information, please contact Jason Patton, Senior Transportation Planner at 510-238-7049 or [email protected].

Attachments
Respectfully,
Josh Rowan (Oct 16, 202417:49 PDT)
Josh Rowan
Director
Department of Transportation
[email protected]
A. Memorandum of Understanding, Bay/Shellmound Street Project, Emeryville and Oakland, California (1993)
B. 40th Street Multimodal Project, Draft Plans - Excerpts (10/9/24) • ' , ' - .

MEMORANDUM OP UNDERSTANDING

BAY/SHELLMOUND STREET PROJECT
Emeryville and Oakland, California
THIS MEMORANDUM OF UNDERSTANDING is entered into as of March 1, 1993, by and among the City of Emeryville, a municipal corporation ("Emeryville") and the City of Oakland, a municipal corporation ("Oakland").

RECITALS
A. The Emeryville City Council desires to undertake
• appropriate.special assessment and assessment bond proceedings for making the acquisitions and improvements described in Exhibit "A", a.ttached hereto and made a part hereof, and to assess the costs thereof and the expenses incidental thereto, upon a district benefitted thereby, the exterior boundaries of which are the coterminous exterior boundaries of the composite and consolidated area shown on the map thereof on file in the office of the Emeryville City Clerk, included herein as Exhibit "C".

B. A portion of said acquisitions and improvements to be made is within the incorporated territory of Oakland.
c. A portion of the ·1ands to be assessed to pay the costs and expenses thereof is incorporated territory within Oakland.

D. The acquisitions and improvements to be made are of such a character that they will directly and peculiarly affect property not only within the boundaries of Emeryville but also incorporated territory within Oakland, and the purposes sought to be accomplished can best be accomplished by a single comprehensive scheme of work.

E. The public interest, convenience and necessity will be served by the making of said acquisitions and improvements and the levying of said assessments.
. F. T~e special assessment proceedings, assessment bond proceedings, acquisitions, installations and maintenance shall be made and done pursuant and consistent with all applicable State Law, including but not limited to the Municipal Improvement Act of 1913 (Section 10000 et seq; of the California streets and Highways Code) (the "1913 Act") and the Improvement Bond Act of 1915 (Section 8500 et seq. of the California Streets and Highways Code) (the "1915 Act").

G. The foregoing recitals are based upon representations, written and oral, made to Oakland by agents, officials and representatives of Emeryville.
1 ....

H. The Emeryville City Council has requested Oakland to provide Emeryville with extra-territorial jurisdiction. The Oakland City Council has agreed to provide Emeryville with extraterritorial jurisdiction to the extent required for the purposes set forth in this Agreement.

HOW, THEREFORE, the parties do hereby agree as follows:

1. Grant of Extra-Territorial Jurisdiction
(a) Oakland, through its City Council, hereby grants
Emeryville extra-t~rritorial juris.c:l.iction to undertake proceedings, pursuant to the 1913 Act and the 1915 Act, to form an assessment district, to make acquisitions, to construct improvements, to levy assessments and to assume jurisdiction, for the above-stated limited purposes and for such other purposes as set forth below, over that geographic area of Oakland set forth in Exhibit 11B", which is attached hereto and incorporated herein by this reference.

2. Limitations and Conditions
(a) The extra-territorial jurisdiction granted herein
shall be subject to the following conditions and limitations:
(1) Prior to the exercise of any extra-territorial
jurisdiction granted hereunder, this Memorandum of Understanding shall be approved by the City Councils of Oakland and Emeryville.

This Memorandum of Understanding expressly sets forth the jurisdiction, including all conditions and limitations related thereto, granted by previous Resolutions adopted by the respective City Councils. This Memorandum of Understanding shall be approved as to form and legality by the City Attorney of Emeryville and the city Attorney of Oakland.
(2) Prior to the acquisition of any property interest
within Oakland by Emeryville, the Director of Public Works of the City of Oakland or his designee must agree in writing·that each acquisition located within Oakland.is necessary to implement the purposes of this Memorandum ·of Understanding.
(3) The authority of Emeryville to acquire real property interest located within Oakland, fQr the purposes set forth herein, shall extend through and expire eight (8) years from the date that this Memorandum of Understanding is executed, unless such time period is extended by the written, mutual consent of the parties. (4) All real property interest located within Oakland
that is acquired by Emeryville for the proposed assessment district shall be conveyed free of charge and clear of all liens, except valid assessment district liens, if any, to Oakland, by Emeryville, within thirty (30) days of the date on which Emeryville receives b:\voa\mou-bay2.gh
2 clear title to such property. If it is determined that said property must be held by the assessment district, such property shall be conveyed to Oakland within thirty (30) days of the date the bonds, or other obligations, if any, issued to finance the assessment district are retired; provided that this provision shall not prohibit said bonds or other obligations, if any, from being refinanced.
( 5) Emeryville shall ,have no power to tax or assess
(other than assessments made pursuant to State Law), or levy any fee or charge on any property located within Oakland, unless the prior writter( con~ent of the Oakland City council is hereafter obtained.
(6) Emeryville shall be responsible for the preparation of all improvement designs, plans and specifications and for the installation of all improvements, including improvements within Oakland. Such responsibility shall include responsibility for all costs and liabilities, including both direct and indirect costs.

Costs for the design, construction, project administrator and contract manager shall be funded through the assessment district and other identified funding. The City of _Oakland will have no financial responsibility for the above costs.
(7) All improvement designs, plans, specifications and
improvements approved and made by Emeryville, including those improvements located within Emeryville, shall be subject to the coapproval of the Director of Public Works of the City of Oakland or his designee. All such designs, plans and specifications shall be prepared by engineers licensed by the State of California.

Oakland's co-approval authority, for improvements located ·in Emeryville, shall be limited to approval of preliminary plans to determine total project consistency. In addition, Oakland shall have full review and approval authority of final plans and specifications, for improvements located in Oakland. Approvals of designs, plans and specifications for the improvements located in Emeryville shall be completed by Oakland within thirty (30) days of the date of receipt of each submittal by Emeryville, provided that this thirty day period shall not include any time during which a submittal has been returned to Emeryville for corrections or modifications. All improvement design plans and specifications which are part of any assessment. district shall be reviewed and approved by the Director of Public Works for city of Oakland. The portion of the improvements in the City of Emeryville will be reviewed by City of Oakland for scope of work and project consistency only. The portion of the plans in the City of Oakland will be reviewed by Director of Public Works of the City of Oakland and final authority of final plans and specification for improvements in Oakland. City of Oakland shall perform review at approximately 10%, 60% and 100% or other agreed intervals. These review will be completed within 30 days exclusive of any redesign. h:\voa\mou-bay2.gh
·3
(8) Emeryville shall provide Oakland with two weeks
prior notice of all hearings required by law. Said notice shall be in writing and shall be delivered to the City of Manager of Oakland and' the Director of Public Works of Oakland. In addition, Emeryville, prior to holding any such hearings, shall provide at least two weeks notice of such hearings in· a newspaper of general circulation in Oakland.
(9) Emeryville shall be responsible for maintaining, in perpetuity, all grade-separated roadway assessment district improvements (which shall include but not be limited to lighting systems, deck, r~surfacing and landscaping, if any, including improvements located within Oakland), made pursuant to the authority granted in this Memorandum of Understanding. Such maintenanc~ may be funded with assessment district funds. (10) Emeryville shall fully and completely indemnify,
defend and hold Oakland harmless against and from all - claims, lawsuits, judgments, settlements, costs, expenses and fees, including attorney's fees, that may result from either: (1) the passage of the prior Resolution or this Memorandum of
Understanding; (2) the execution of said agreement by Oakland and Emeryville; (3) the assumption of the extra-territorial jurisdiction by Emeryville; (4) the design, inspection, and/or installation of any and/or all improvements (located within, or partially within Emeryville), made, authorized and/or accepted by Emeryville; (5) the operation (or failure of operation) of any such improvements; or (6) any other act or omission by Emeryville, its officers, agents, employees, contractors, sub-contractors, and/or vendees that is related to or results from the matters set forth in subsections one ( 1) through five ( 5) in this Paragraph "10. " Oakland and Emeryville each shall agree fully and completely to indemnify, defend and hold each other harmless against and from all claims, lawsuits, judgments, costs, expenses and fees, including attorney's fees, that may result from any of the following sections by the respective City: (a) approval of designs, plans and/or specifications for improvements located in Oakland; (b) inspection of improvements located in Oakland; (c) the acceptance of improvements installed in Oakland; (d) the operation (or failure of operation) of any of the Oakland improvements; or (e) any other act or omission by Oakland or Emeryville, its officers, agents, employees, contractors, sub-contractors, and/or vendees that is related to or results from the matters set forth in subsections (a) through (d) of this Paragraph "10. 11
(11) Emeryville shall require all of its contractors and sub~contractors who are responsible for installing or providing any services related to improvements to carry appropriate public liability insurance, to nam~ Oakland, its officers, agents and employees as additional insureds, and to agree to the
indemnification, defense and hold harmless language set forth in h:\voa\mou-bay2.gb
4 Paragraph 11 of this Memorandum of Understanding. The amount and form of said insurance shall be subject to the approval of Oakland.

Prior to the start of any work that is contemplated by this Memorandum of Understanding, Emeryville shall provide Oakland with evidence of insurance and hold harmless certifications for each of its contractors, including subcontractors.
(12) Emeryville shall be responsible for obtaining all
permits and licenses necessary t~ carry out the improvement work described herein, including, but not limited to any approvals required to be obtained from the Port of Oakland, Southern Pacific Railroad, Union Pacific Railroad or the California Public Utilities Commission. When permits and licenses are required by the City of Oakland said permits and licenses shall be furnished in a timely manner.
( 13) Emeryyille shall not close, permanently or
temporarily, any street, path or other public property located within Oakland, unless prior written consent is obtained from the Director of Public Works of the City of Oakland.
(14) Emeryville shall pay all .reasonable costs and
expenses including consultant, legal, mitigation and monitoring costs, incurred by Oakland for environmental review related to the assessment district, necessary improvements and any required general plan changes. Emeryville shall act as lead agency as such term is defined in the California Environmental Quality Act ("CEQA") and Oakland shall act as a responsible party for all CEQA assessments and approvals except as to matters relating to amendments of Oakland's General Plan, as to which matters Oakland shall act as lead agency and Emeryville sha~l act as responsible agency.
( 15) Oakland shall adopt a. General Plan Amendment to
delineate and designate Shellmound Street-40th Street as a City Arterial and an extension of Mandela Parkway to Hollis street and/or 40th Street as a City Collector. Emeryville shall cooperate with Oakland to extend Mandela Parkway pursuant to this agreement and the Caltrans-Emeryville Memorandum of Agreement, attached hereto as Exhibit 110 11 •
(16) If the ~mprovement work is done in phases,
Emeryville shall require all contractors performing any construction work contemplated by this Memorandum of Understanding, performed or contracted for after execution of this Agreement, and located in Oakland, to comply with Oakland's Minority and Women Business Enterprise programs. Oakland shall be responsible for qualifying MBE's and WBE's and monitoring all such contracts to assure compliance.
b:\voo\mou-bay2.gb
5 (17) Emeryville shall have only those extra-territorial powers that are expressly granted it in writing by Oakland. (18) After construction, none of the assessment district improvements that are located in, or that may impact Oakland, shall be substantially altered, realigned, closed on a permanent or longterm basis, or otherwise materially changed without the prior written consent of Oakland_.
(19) The grant of extra-territorial authority given by
this Memorandum of Understanding shall not be interpreted as authorizing any cqanges in corporate boundaries.
(20) In the event the assessment district street
improvements contemplated by this Memorandum of Understanding are not started and completed in one phase, Emeryville agrees and guarantees that the street improvements that are to be constructed on the Emeryville side shall be constructed up to the Oakland and Emeryville corporate boundary line. Emeryville also agrees and guarantees that said street improvements shall be constructed in such a manner and that property purchased for said street improvements shall be purchased (in quantity_and in location), and held in such a manner so as to allow reasonable access and connections to said street improvements by Oakland, for street extension purposes on the Oakland side. This agreement and guarantee, which shall accord street connections and extension rights to Oakland, shall be binding upon Emeryville, regardless of whether Emeryville is successful in resolving at-grade crossing and design issues with the Public Utilities Commission (P.U.C.). This agreement and guarantee, however, shall not require Oakland to make any such street connections or improvements.
(21) In the event that Emeryville fails to substantially complete installation of the street improvements with Oakland within eight (8) years of the date of execution of this Memorandum of Understanding, the assessment district, at Oakland's option, shall be amended to exclude all property within Oakland. Moreover, no property located within Oakland.shall be assessed pursuant to the authority granted in this Memorandum of Understanding, unless and until the improvements are extended into and constructed in Oakland.
(22) In the event of a breach by Emeryville of any
material provision of th~s Memorandum of Understanding, Oakland, after giving reasonable notice, may pursue all available remedies, in law and in equity, including revocation of the extra-territorial authority granted by this Memorandum of Understanding. In the event it becomes necessary for either party to bring a legal action to enforce any of the provisions of this Memorandum of
Understanding, the parties agree that a court of competent b:\voa\mou411.y2.gh
6 jurisdiction may determine and award reasonable costs and attorney's fees to the prevailing party.

3. Miscellaneous
(1) This Agreement represents the entire understanding of the parties as to those matters contained herein. No prior or oral written understanding shall be of any force or effect with respect to those matters covered herein. This Agreement may not be modified or altered except in a writing signed by th~ parties to this Agreement.
(2) This Agreement shall be administered and interpreted under the laws of the State of California. Jurisdiction and venue of litigation arising from this Agreement shall be in the County of Alameda, State of California.
:IN WITNESS WHEREOF, the parties have executed this
Agreement below.

APPROVED AS TO FORM:
(kf s\~ 'Atorney
Attest:

APPROVED AS TO FORM:

Au.tVM= d~Afl City Attorney·
Attest:
7 Emeryville
City. of Emeryville,
municipal corporation
By:

Its:

Oakland
a
City of Oakland, a
municipa~ ~a~ion
By:~~•<>• ,
Its: a.J C..-b ('.)""
~
b:\v011\mou-bay2.sb
EXl!:IBIT .i\
B.i\Y/SRELLMOOND STREET PROJECT
beryville and Oakland, California
The Bay/Shellmound Street Project consists of the acquisitions and improvements listed below and shown on the map (following page).

A. Construction of the following streets and portion3 of streets, including intersec~ions of said st=eets and portior.s of s~reets with other streets (all rights-of-way and all impr~vements to be in accordance wi':!:l the standards and requirements of the City of Emeryville and/or the City of Oakland):
l., Construction of a road known as Bay Street commencing at 64th Street and extending southerly to Powell Street at Shellmound Street;

2. construction of a road known as Shellmound Street
commencing at Bay Street and extending southerly to the southern Pacific Railroad tracks (SPRR} at 40th Street;

3. Construction of a road and bridge crossing of the
SPRR commencing at the southerly terminus of Shellmound Street and extending easterly across the SPRR;

4. Construction of 40th Street commencing at the SPRR
and extending easterly to Hollis Street.

B. Improvement of said streets and portions of streets by g::ading, removing trees, bushes and existing structures as required and the const:.r...ic:-::ion of bridges and road•..rays, including pavements, curb.s, gutters anc sidewalks, medians, landscaping, sewers, storm.drains, and appurtenances, water mains, hydrants and appurtenances, street lighting facilities, underground electric, telephone, gas, and cable television facilities, street signing and striping, traffic signalization, all as required.

EC9Z·Z3
14CUATTA.StM

PROJECT
LIMITS
.

I . J I '/ •• • - , • I ~- . ; ; \ • ,.... .... -·"' :: I : : / I ',. I :: • . . . \ •• '· ~ B -:/t.. ,/ LI. i; !/' /' ;,,= L ~ I (t/, :: ,1·//;; I \ \ h~·ru;;:.,LJ ~::-,',.;, Li ii flit I I • ·! I :_ i •\'•"' • •• ·•., •'· \ • • fl ,,,- .:1,•11• • .. ;;J [,.~:.~/ •. \\\\_ .. , .... ,\ \"\: • '':;•, - . ••.:.:./!./ .,•:,; . .. ! 11:·!:,-.:.. _-:,•"il __ , ' \ • \ • \ • t \ -;-._ \ \ • • , / , I / • • / I I ., - . ~- I \
1 ~: • • ' - - • ·, -il.--7 ,h/L i E' !9!f!11tT{j~l-lfi%'.-~::-,:_ -:__;Ii:
\( \ \ ll ~'7J )tin~ 'rtf.l//.Jifl@J ~ ll.T,_ \- ,,-C.. 1.. ! • -4.tf:;11: --:D L __ .. /1//Lf !! ! i ,\ -· \ \ : : : ' I : ' ffffi '-l.i..
\ \:,._).. ._ • ! i : • ,, --~. --;:,_' I 1,•
-: .:·-~\ ! • • . • -\ . ---~:::_ : • •. • ••• ~\ It'" :;; ~ 1 ~
.. ... •
- .... -:;:: .. ····· .,,.. __ ...... -• \ ...... - . -· \ \
-··
\
.... \ . ;
\ -::-
_
.......
.. _
... .\
----,
... I
t ;
I
/ ,
//
. "~ •••
• .. • ~
---i
.... :•·" 1
... . . ...
..
,.
1 " ..
" ..
..
• t ... . .... 1 .. ,
'
....
t=· .\ \\
• c:--\~\ ' . I
I H I
.~~=~~~'=.:::--::J=F===;;;.I II I
Fu3
.Li
PROPOSED DOI.

OF
BAY STR£ET·Sl£l.U
EXTaiSK
ASSESSMEN f DI
art' C# U,,&Jll
CXUIIY CW Al~~ 11 .\
lllUUe.'.1.9!5!!1
• t-41111 ,, .. .,, ... , ., 111••
l&C-OICII ~--1 .a •IM\
-ti •• Qr, OI •••""II ....... c-.,u. .. , .... .,.,.. cir......, Ill IHI QU Cl' ..... f'\illl Wti(Clf P•n• ~ •,( _ D•I ....... ICll. .. .o. .. _
"iincilia crt,;
nn • •t1 Gl'UCI OI H 00
... ~--··-·
,., ___ ......
,-.... -... --,---. - .. - CO.-h a ........
...... ···----·. .... .. ....... ·--· ...... . ... , ... ......... ""'"'•' .............. . ..... ... o, .......... fill,\. ~ W\M ,.,.. ...... 41lo1h •••'"'t
IJ.WQ
...... , ..... , .. ,.. _ ........... 1\10
ORAf1
G(:101&11 ,. 1
UAAK IIIO~ .. _ ...... - .!Jt.i':..T'.~
I -•• "'
.. tim:BIT D
January l~, 1992
The purpose 0f this Memorandum of Agreement
c•MoA•) is to me!lloriali:e an agreement reached bet~een the City of E.:neryville c•cITY•) and the State of
ca.lifornia Department: of Transportation ( •sTAT::•) as follows.

I. The parties to this MOA agree to perform the
following tasks:

A. Mac..~rthur Off-Ra.mp: The STATS agrees for the
immediate future to retain the ·off-ram'O f::om. eastbound I-580 to MacArthur Boulevard. •
a. The STATE agrees that no K-rai.l barrier will
be installed at the westbound I-80 Powe.ll Street· onramp until such time as the ST.AXE provides alternative access to westbound I-ea, eastbound I-580, and
s0uthbound. I-880 at: or in the immediate vicinity of
Powell Street, and that after such alternative access
-is provided, said on-ramp will remain open and a K-rail barrier may be installed.

II. The parties to this MOA agree to· use their best
efforts to perform the following tasks:

A. MacArthur On-Ramp. '?he STATE agrees to
actively pursue funding for •the design and construction tor an on-ramp facility fro~ Mac..~rthur boulevard to Issa westbound. Caltrans wi11 use its best ef£orts to construct this facility prior to the end of 1996.

B. The CITY and STAT£ will work with the City of
Berkeley to revise the Ashby Street Interchange to
accommodate Bay Street on-ramp t:a£fic to nort!lbound I80.

C. The CITY and STATE will work with the City of
Oakland tc e%ta~: ~..a:dcia Pa:kway to co~nect ~ith 40th Street in the City of E:meryvil1e.

STATE OF C..-U.IFORNIA
Department of T=ansportation
JAMES W. VAN LOB~ SZLS
D~ Transportation
B -C::~ 0 uar
Preston w. Kelley
Oist:ict Director
APPROVED TO FORM Ai.'iD PROCEDORE:
~ =-~4._s: Antonio R. Anziano
Deputy Attorney

CITY OF EMERYVILLZ
• ·ay.~,1/-~~
/J_'7,hn A. Fl.ores
l_S)(tY Manage:-
lw ~./J):_ An·ne Eaden
Cit1 At::orney

ADJACENT
I TIES.
1LL MATCH

TLY BETWEEN

OUT OF THE

ED LANE

TYPE IV (R) ARROW PER STANDARD PLAN,

TYPE VII (R) ARROW PER STANDARD PLAN

TYPE VII (L) ARROW PER STANDARD PLAN

TYPE III (B) ARROW PER STANDARD PLAN
INSTALL FG 300 TURNPIKE GRADE CURBS
EQUAL SPACED AT 6.5'
INSTALL WHITE REFLECTIVE PAVEMENT MAf

OF CURB PER DETAIL A
811 WHITE DASHED EDGELINE BORDERING BL
RED PAVEMEN~ MARKING
INSTALL YEL~OW RAISED PAVEMENT MARK
/
1 IKEA

ENTRANCE LL
/ CONTINENTAL CROSSWALK W=1O'
•
CONTINENTAL CROSSWALK W=9'
11 ----~--I __ 11 tttttHmn
I
I
I
22+~~ •••••• • ·-· ••• ·;·I I • -~-~ •• ; .-23l-66-.. -- - ~ ·._ Ml - -/- - - - - - · - ._ -_----------~ ~-4~~~~--_-__ -_ --~---L¥1
- - - - -JI-- - 11111111111
~ ~-- ---
S)
I
I I
--
-
•I . C
29 SHELLMOUND ST
27+00
..l...J....L J I I I I I I J J I I ~ t t II L . . · II I l.J .l..L.LJ II I I I t 11 " " 11 .LUI 1..LI .LIi Ju.I .J-1 LL'~ I .Li I L.J....L.LJ. J.J..J..J... I l .l..LLU. I I I I I I I I I J LLL.J I J J J JI J J J JI I J I J t I I I I I I I I I~ • • RED PAV -
SHELLMOUND ST 29
31+00
.,
.,
i
I
BEACt

X X X X X X

EX ----- -----
39)
40TH ST
35+00

RED PAVEMENT MARKING BUS LANE
TAR<
103+00

HUBBARD ST
----- •

POTTERY & BEYOND
- 0
r

GREEN COLORED PAVEMENT
W=9', L=20'
- - - --+
104+1
•
• -----

MATCHLINE

RED CURB

GREEN COLORED PAVEMENT
-
W= 12 ' , L = 115 '
(20' TRANSITION)
+
-...J
......
+
-...J
......
(I)
□ ®
-
.b - , L=o9 -

NTINENTAL CROSSWALK BIKE LANE EXTENSION
1 O 'L =4 '; W=4 '
E
,
130' RED CURB MARKING CONTINENTAL CROSSWALK W=12'
I

CL GREEN COLORED PAVEMENT
W=B . 5 ' , L = 12 '

4.5'
4'

CONTINENTAL CROSSWALK W
22 10'
- I __ __.__....__ 10' -

CHIK-FIL-A

BIKE LANE EXTENSION
L=4 '; W=4'

CONTINENTAL CROSSWALK
W=10'
I
I I
I
I
11 •
0 0
~
---+-bl"<--~
_.--- ~ ~ _--1 ~ \
+ 1
11111 t
+ I L,
+99
38 Appendix D
Multi-Modal Transportation Analysis
2201 Broadway | Suite 602 | Oakland, CA 94612 | (510) 834-3200 | Fax (510) 253-0059 www.fehrandpeers.com
TechnicalMemorandum
Date: August 29, 2025
To: Jennifer Harmon, Diablo Engineering Group
From: Robert Rees, PE, and Lam Ngo, Fehr & Peers
Subject: 40th Street Multimodal Project – Part 1 and Part 2 OK22-0501
This memorandum summarizes the multimodal safety and operations analysis that Fehr & Peers completed for the 40th Street Multimodal Project (Project) in Emeryville, CA. It compares analysis results with and without the Project for the modeled transportation conditions along the 40th Street corridor, between Adeline Street and IKEA entry, (Part 1) and along the Shellmound Street corridor, between IKEA entry and Christie Avenue, (Part 2). The analysis maintains the overall assumptions and procedures described in the two 40th Street Multimodal Project – Multimodal Transportation Analysis memorandums (October 2024). While expanding the safety analyses to address crashes between 2013 and 2024. A separate, detailed analysis of commercial vehicle movements, impacts, and proposed rerouting is provided in the 40th Street Multimodal Project - Truck Activity Analysis Memo (August 2025).

Executive Summary
The 40th Street corridor (Part 1 and Part 2) serves as a critical link between residential areas, commercial centers, and transit hubs, making it essential to provide a facility that caters to a diverse range of users, including commuters, families, shoppers, and recreational cyclists. As noted in this memorandum between 2013 and 2024 there were sixty-three motor vehicle injury or fatal crashes, twenty-nine bicycle injury or fatal crashes, and sixteen pedestrian injury or fatal crashes, making safety a paramount concern in the decision-making process.

In 2018 the city, recognizing the need for safety enhancements, embarked on changing 40th Street (Part 1) between Adeline Street and the IKEA entry to provide a safer environment especially for the most vulnerable users – pedestrians and bicyclists – who experience a higher concentration of fatal and injury crashes on 40th Street. The Project (Part 1) was approved by the City Council in March 2020 and final engineering design began in March 2023. In July 2023, the City Council expanded the Project to include Shellmound Street (Part 2) which extended Part 1 of the Project from the IKEA entry north to Christie Avenue.

FEHRk PEERS
Jennifer Harmon
August 29, 2025

Page 2 of 38 ends

Key Project features approved by the City Council in March 2020 and incorporated into the design—eliminating one westbound traffic lane, incorporating a two-way cycle track, protected intersection improvements, improved pedestrian accessibility with shortened crossings, bus lanes, and enhanced bus stop waiting areas with shelters, lighting, and rider amenities—all contribute to making the 40th Street corridor and Transit Hub a safer and more comfortable environment.

These features follow the Safe System Approach to proactively address vulnerable road user safety by reducing speed, removing conflicts, and separating users in space and time.

The engineering design was presented to the City Council in July 2023, and they directed the city to proceed with the Project and requested that additional safety features be incorporated that would further separate motor vehicle movements from pedestrian and bicycle movements. The added project features requested by the City Council, and described below, also follow the Safe System Approach.
• Watts Street allows right turning traffic to and from 40th Street. The Project eliminates right turning traffic from Watts Street to 40th Street while allowing right turning traffic from 40th Street. The crosswalk and the two-way cycle track are raised to sidewalk-level crossing Watts Street to slow right turning traffic. The half-closure will be designed to accommodate the turning radii of emergency vehicles, large delivery vehicles (SU-30), and WB-40 trucks. This change follows the Safe System Approach by reducing turning vehicle speeds and removing conflicts and responds to community feedback that drivers turning right from Watts Street may not look to the left and right for bicycle riders before proceeding onto 40th Street.
• Haven Street allows right turning traffic to and from 40th Street. The Project includes a cul-de-sac at Haven Street, eliminating right turning traffic both to and from Haven Street at 40th Street. This change will be accompanied with signage and potential curb and parking modifications to make the route changes intuitive to truck drivers. The cul-de-sac will be designed to accommodate the turning radii of emergency vehicles, large delivery vehicles (SU-30), and WB-40 trucks. This change follows the Safe System Approach by removing conflicts, and addresses community feedback that drivers turning right from Haven Street may not look to the left and right for bicycle riders before proceeding onto 40th Street as well as community support for expanded landscape treatments. • Holden Street allows right turning traffic to and from 40th Street. The Project eliminates right turning traffic from Holden Street to 40th Street while allowing right turning traffic from 40th Street. The crosswalk and the two-way cycle track are raised to sidewalk level crossing Holden Street to slow right turning traffic. The half-closure will be designed to accommodate the turning radii of emergency vehicles, large delivery vehicles (SU-30), and WB-40 trucks. This change follows the Safe System Approach by reducing turning vehicle speeds and removing conflicts, and it addresses community feedback that drivers turning right from Holden Street may not look to the left and right for bicycle riders before proceeding onto 40th Street.

Jennifer Harmon
August 29, 2025

Page 3 of 38 ends

• Hubbard Street allows right turning traffic to and from 40th Street. The Project includes a cul-de-sac at Hubbard Street eliminating right turning traffic both to and from Hubbard Street. This change will be accompanied with signage and potential curb and parking modifications to make the route changes intuitive to truck drivers. The cul-de-sac will be designed to accommodate the turning radii of emergency vehicles, large delivery vehicles (SU-30), and WB-40 trucks. This change follows the Safe System Approach by removing conflicts, and addresses the following safety concerns from stakeholders and decisionmakers:
◦ Eastbound bicycle riders traveling at high speeds down the Shellmound Bridge (greater than 5% grade) and conflicting with vehicles turning right to and from Hubbard Street.
◦ Trees, poles, and signage constraining sight lines between drivers turning right from Hubbard Street and eastbound bicycle riders (with Project construction). ◦ The bus lane that ends at Hubbard Street, where buses merge into one shared mixedflow lane over the bridge, increases rear-end crash potential with right turning traffic onto Hubbard Street.

The City Council, in July, also expanded the project to include Shellmound Street (Part 2) between the IKEA entry, where Part 1 is terminated, and the Christie Avenue intersection. Part 2 includes a two-way cycle track along the west side of Shellmound Street and bus lanes that would operate on weekdays, Monday through Friday. The bus lanes would be open to all traffic on weekends.

The remainder of this memorandum compares transportation conditions with and without the Project along 40th Street (Part 1) and Shellmound Street (Part 2) and includes the following key highlights:
• Project Design and Implementation: The Safe System Approach led to a Project that includes a multimodal transportation design, with features such as a two-way cycle track, bus lanes, and full or partial closures of unsignalized intersections to improve safety and accessibility for all road users. The Project is consistent with the City Council original decision in 2018 to embark on changing 40th Street to provide a safer environment for its most vulnerable users. The Project was approved by the City Council in March 2020, and the design was reviewed by the City Council in July 2023. The council, in July 2023, directed the city to proceed with the Project (Part 1 and Part 2) with additional safety features at the unsignalized intersections along the corridor to reduce vehicle speeds and remove vehicle conflicts with pedestrians and bicyclists. To address specific concerns from local businesses regarding commercial vehicle access, a comprehensive truck activity study was conducted; its findings and recommendations for truck routing are detailed in the 40th Street Multimodal Project - Truck Activity Analysis Memo. • Public and Stakeholder Engagement: Extensive community engagement efforts, including surveys and workshops, have been conducted and are on-going to gather feedback and refine the design. The Project team also engaged with key stakeholders, Jennifer Harmon
August 29, 2025

Page 4 of 38 ends

including property owners and transit agencies, to address concerns and incorporate feedback into the design. The final design evaluated in this memorandum reflects public preferences for safety and accessibility improvements.
• Safety Improvements: The City Council in 2018 prioritized safety for the Project and the City followed the Safe System Approach to proactively address vulnerable road user safety throughout the project’s design development. The Project, approved in 2020, addressed high-risk areas through design features such as protected intersections, bulb outs, and high-visibility crosswalks combined with the two-way cycle track with the aim to reduce vehicle speeds, remove conflicts, separate users in space and time, and reduce collisions. The City Council in July 2023, consistent with the Safe System Approach, incorporated additional safety features at unsignalized intersections to reduce speeds and remove conflicts.
• Public Design: In response to community feedback regarding safety and security in the newly created public spaces, the project incorporates Crime Prevention Through Environmental Design (CPTED) principles. The design of parklets and cul-de-sacs will maximize visibility, ensuring that activities are easily observed by passersby, adjacent businesses, and law enforcement. This includes strategic placement of lighting, clear sightlines, and open layouts. These design elements, combined with the City’s ongoing and active encampment outreach and support programs, are intended to ensure these new public spaces enhance the quality of life for residents and businesses while deterring encampments and illicit behavior.
• Multimodal Operations: The analysis in this memorandum used Vissim software for Part 1 to simulate multimodal traffic operations during the weekday PM peak hour to understand multimodal operations without and with the Project. Findings show overall intersection operations along 40th Street remain at LOS D or better with the Project including the unsignalized side street modifications and so there will be no time incentive for drivers to divert to the Park Avenue corridor. Overall, bus travel times on 40th Street improve with the Project. Although delays increase such as through the Transit Hub where pedestrian and bike activities are highest. Intersection operations along Park Avenue and Hollis Street remain at LOS B or better with the Project indicating that changes to the 40th Street unsignalized intersections would not cause traffic congestion on either Park Avenue or Hollis Street. As noted in the 40th Street Multimodal Project - Truck Activity Analysis Memo trucks are currently using Park Avenue even though truck restriction signs are posted throughout the corridor west of Hollis Street and the multimodal operations analysis assumed that this behavior would continue. To provide clearer direction and enhance safety, the city is implementing a holistic strategy for Park Avenue that includes new, clearer truck wayfinding signage to better direct commercial vehicles. The city is also actively improving pedestrian safety on Park Avenue through separate initiatives, such as the 2024 Sustainable Streetscapes project, which is adding high visibility crosswalks and green infrastructure bulb-outs at the Park Avenue and Hollis Street intersection. Multimodal operations analysis was also completed for Part 2 using Jennifer Harmon
August 29, 2025

Page 5 of 38 ends

the Synchro software. Findings show that overall intersection operations along Shellmound Street remain at LOS D or better with the Project.

The remainder of this memorandum addresses the following topics.

1. Project Features

2. City Decision Process

2.1. Engagement Efforts

3. Safety Assessment (40th Street and Shellmound Street)

3.1. Collision Characteristics

3.2. Vehicle Speed Implications

3.3. Sight Distance Implications

3.4. Conflict Points

3.5. Compliance with Laws

3.6. Adequacy of Traffic Control

3.7. Adequacy of Bike and Pedestrian Facilities

3.8. Reduce Behaviors Leading to Crashes

3.9. Consideration for Two-Way Cycle Track

4. Multimodal Operations (40th Street, Project Part 1)

4.1. Methodology

4.1.1. Vissim Model

4.2. Measures of Effectiveness

4.2.1. Bus Maneuvering Time

4.2.2. End-to-End Travel Time

4.2.3. Level of Service

4.3. Analysis Results

4.3.1. Bus Maneuvering Time

4.3.2. Corridor Travel Times

4.3.2.1. Bus (AC Transit and EGR combined) Travel Times

4.3.2.2. Auto / Truck Travel Times

4.3.3. Level of Service and Delay Analysis

5. Multimodal Operations (Shellmound Street, Project Part 2)

5.1. Methodology and Study Intersections

5.2. Project Analysis Assumptions

5.3. Analysis Results

5.3.1. Level of Service and Delay Analysis

6. Appendix

1. Project Features
Attachment A provides a striping layout of the 40th Street Multimodal Project (Part 1 and Part 2), which was based, in part, on the preferred design concept described in the concept drawings approved by the City Council in 2020. The 2020 concept design for 40th Street (Part 1) converts an existing motor vehicle lane in the westbound direction to a bus lane, adds a new bus lane in the Jennifer Harmon
August 29, 2025

Page 6 of 38 ends

eastbound direction, and provides a two-way cycle track on the north side of 40th Street by removing the existing on-street bike lanes and the on-street parking on the north side of 40th Street, adjusting the existing medians, and reducing the motor vehicle lane widths. Part 2 provides a two-way cycle track on the west side of Shellmound Street by removing the on-street bike lanes, modifying the median, and narrowing the motor vehicle lane widths.

On 40th Street (Part 1) the new eastbound bus lane starts after the IKEA Entry signalized intersection via a lane drop, east of the intersection, and ends at the Adeline Street intersection.

The westbound bus lane starts after the Adeline Street signalized intersection and ends at Hubbard Street, where it merges with one shared mixed-flow lane over the bridge. On Shellmound Street (Part 2) one of the lanes in each direction operates as a bus lane on weekdays, Monday through Friday, and these lanes open to all traffic during the weekends.

A key feature of the 2020 concept is the traffic signal phasing on San Pablo Avenue. Due to high westbound right-turning traffic volume, the right-turn is protected with right-turn red, yellow, and green arrows. As a result, right turning traffic does not conflict with either bicycle or pedestrian movements crossing San Pablo Avenue, which would both go concurrently with the westbound motor vehicle through movement while the westbound right turning traffic has a red arrow.

Following the 2020 concept design, additional Project design features include changes to the unsignalized intersections along westbound 40th Street at Watts Street, Haven Street, Holden Street, and Hubbard Street. The specific design choices for these intersections were informed by a detailed truck activity analysis, which is documented in the 40th Street Multimodal Project - Truck Activity Analysis Memo and addresses truck routing and circulation. • Watts Street allows right turning traffic to and from 40th Street. The Project eliminates right turning traffic from Watts Street to 40th Street while allowing right turning traffic from 40th Street. The crosswalk and the two-way cycle track are raised to sidewalk-level crossing Watts Street to slow right turning traffic. The half-closure will be designed to accommodate the turning radii of emergency vehicles, large delivery vehicles (SU-30), and WB-40 trucks. This change addresses community feedback that drivers turning right from Watts Street may not look to the left for bicycle riders before proceeding onto 40th Street.
• Haven Street allows right turning traffic to and from 40th Street. The Project includes a cul-de-sac at Haven Street, eliminating right turning traffic both to and from Haven Street at 40th Street. This change will be accompanied with signage and potential curb and parking modifications to make the route changes intuitive to truck drivers. The cul-de-sac will be designed to accommodate the turning radii of emergency vehicles, large delivery vehicles (SU-30), and WB-40 trucks. This change addresses community feedback that drivers turning right from Haven Street may not look to the left for bicycle riders before proceeding onto 40th Street as well as community support for expanded landscape treatments.

Jennifer Harmon
August 29, 2025

Page 7 of 38 ends

• Holden Street allows right turning traffic to and from 40th Street. The Project eliminates right turning traffic from Holden Street to 40th Street while allowing right turning traffic from 40th Street. The crosswalk and the two-way cycle track are raised to sidewalk level crossing Holden Street to slow right turning traffic. The half-closure will be designed to accommodate the turning radii of emergency vehicles, large delivery vehicles (SU-30), and WB-40 trucks. This change addresses community feedback that drivers turning right from Holden Street may not look to the left for bicycle riders before proceeding onto 40th Street.
• Hubbard Street allows right turning traffic to and from 40th Street. The Project includes a cul-de-sac at Hubbard Street eliminating right turning traffic both to and from Hubbard Street at 40th Street. This change will be accompanied with signage and potential curb and parking modifications to make the route changes intuitive to truck drivers. The culde-sac will be designed to accommodate the turning radii of emergency vehicles, large delivery vehicles (SU-30), and WB-40 trucks. This change addresses the following concerns from stakeholders and decision-makers:
◦ Eastbound bicycle riders traveling at high speeds down the Shellmound Bridge (greater than 5% grade) and conflicting with vehicles turning right to and from Hubbard Street.
◦ Trees, poles, and signage constraining sight lines between drivers turning right from Hubbard Street and eastbound bicycle riders (with Project construction). ◦ The bus lane that ends at Hubbard Street, where buses merge into one shared mixedflow lane over the bridge, increases rear-end crash potential with right turning traffic onto Hubbard Street.

2.City Decision Process
The city presented the Project to the Transportation Committee in May 2023 and to the City Council in July 2023. Attachment B provides the Action Minutes for the Transportation Committee meeting, City Council Meeting, as well as the Adopted City Council Resolution (Number 23-105).

The May 2023 Transportation Committee meeting provided an update on the planning process, grant funding, public engagement, and anticipated schedule. Three alternatives were presented including the base project as well two alternatives that incorporated unsignalized intersection side street closures: one with a Horton diverter and one without the diverter. The committee raised concerns with the base project’s design at the Hubbard Street/40th Street intersection. Specifically, bicycle riders descending Shellmound Bridge would travel at high speeds approaching Hubbard Street, conflicting with drivers turning to and from Hubbard Street. The committee was also concerned that two westbound vehicle lanes merging into a single lane at Hubbard Street would complicate driver decisions turning to and from Hubbard Street, that drivers would tend to speed Jennifer Harmon
August 29, 2025

Page 8 of 38 ends

up when approaching Shellmound Street Bridge, and that bus merging would further complicate the condition. The committee passed a motion to recommend to the City Council a design alternative that includes the closure of the four unsignalized side streets i.e., Watts Street, Haven Street, Holden Street, and Hubbard Street.

The July 2023 City Council meeting was well attended with people speaking in support of and against the modified Project. Property owners along Hubbard Street, Holden Street, and Watts Street urged the council members not to fully close the connections to the side streets at 40th Street. The following are property owners’ opinions on the modified Project:
• Property owners along Haven Street voiced support for the modified Project and closure of Haven Street at 40th Street to support weekend and evening events. • Property owners on Holden Street expressed concerns about impacts on customers, including losing parking, but showed support for the modified Project if the council voted to allow the right turning traffic from 40th Street at Holden Street to accommodate delivery trucks and customer loading. Property owners on Watts Street expressed similar sentiments.
• An attorney for the property owner between Hubbard Street and Halleck Street expressed concern that closing Hubbard Street at 40th Street was a significant impact on the property’s access.

The council members discussed these topics, and others, and directed the City to proceed with the modified Project including a cul-de-sac at Haven Street and accommodating right turning traffic from 40th Street onto Watts Street and onto Holden Street. After discussion, the council members determined that the Hubbard Street closure was necessary to improve the Project’s safety, reducing the conflicts between high-speed bicycle riders and drivers turning to/from Hubbard Street as well as the merging and turning conflicts between drivers at Hubbard Street. The council members noted that Hubbard Street had parallel street access via Park Avenue. The 40th Street Multimodal Project (Attachment A) evaluated in this memorandum responds to the City Council direction.

2.1 Engagement Efforts During Design Development
In 2018, public engagement focused on design options. Invitations mailed to over 10,000 addresses in Emeryville and Oakland included an online survey link, which received ninety-three responses. Four out of five respondents preferred the final concept. A community workshop and survey in 2019 reaffirmed this preference, with over 70% of more than fifty respondents supporting it despite traffic trade-offs. The city council provided input on the concept design in December 2018 based on public input, technical assessment, and feedback from transit agencies.

The final report and design were approved by the City Council in March 2020.

The final engineering design phase began in March 2023. The design was refined to assess full or partial closures of unsignalized intersections north of 40th Street, balancing local access and Jennifer Harmon
August 29, 2025

Page 9 of 38 ends

reducing vehicle/bicycle conflicts. For example, AC Transit provided input through multiple meetings and plan reviews, leading to bus stop design refinements. Similarly, property owners, employees, and residents provided input, leading to design refinements.

Over six hundred Project postcards with multilingual contact information were mailed in June 2023 to residents and businesses in the broader area, and over 450 detailed letters were sent to those residing on 40th Street and the northside streets to convey the proposed side street closures. A dedicated Project phone number and email address were provided along with a Project webpage link. The Project team engaged with key stakeholders through phone calls, emails, and fourteen meetings with over seventy stakeholders. These meetings, held either at the stakeholders’ business/property locations or via Zoom, aimed to reduce barriers to engagement.

The Project team contacted businesses along the side streets impacted by the street closures and met with specific businesses that requested a meeting to address the Project’s implications to their business operations such as customer and delivery access, parking, and pedestrian and bicycle circulation. This outreach began in June 2023 and is on-going.

An online survey from February to June 2024 received 137 responses, with over 90% of bicyclists and transit riders and about 80% of pedestrians saying the Project with the side street closures would improve their travel. Almost 30% of drivers said the improvements would encourage them to take the bus or ride their bike.1 The survey was publicized by contacting local employers, distributing the link to employees, emailing those on the Project email list, providing a QR code for the survey and Project website on sidewalk decals on 40th Street, and distributing the QR code to over 200 people at two project area energizer stations during 2024’s Bike to Wherever Day on May 16. Spanish-speaking staff members were available at the stations.

The engagement efforts will continue and include information and education as the Project design is finalized, and the Project is constructed. Once the online survey is completed, a summary of input will be prepared, along with an update to the Project website to provide additional information and a frequently asked questions (FAQ) document responding to questions raised by respondents to the survey. The Project email list of more than eighty individuals and organizations will be notified when the website is updated. Additional meetings with adjacent businesses, property owners, and other stakeholders or stakeholder groups will occur as needed before the design phase concludes.
1 https://fp.mysocialpinpoint.com/40thstreetmultimodal
Jennifer Harmon
August 29, 2025

Page 10 of 38 ends

3. SafetyAssessment
The 40th Street Multimodal Project is intended to improve transportation infrastructure, emphasizing first/last mile connections and safety for residents on the corridor, employees commuting to their jobs, and people exploring the Bay Trail in the area. Safety features of the Project include the two-way cycle track providing a dedicated and protected space for riding; enhanced intersections with shorter crossing distances, accessible waiting areas, protected bicycle movements, and upgraded signal timing and phasing; side street full and partial closures to minimize conflicts between pedestrians, bike riders, and motor vehicles; and transit islands to separate bike riders from buses and pedestrian (un)loading activities. These features follow the Safe System Approach to proactively address vulnerable road user safety by reducing speed, removing conflicts, and separating users in space and time.

3.1 Collision Characteristics
The project area collision summaries (Table 1 through Table 4) show forty-five crashes over a 12- year period (2013 to 2024) between vehicles and both cyclists and pedestrians that resulted in injury or fatality. During this same period there were sixty-three auto-only collisions with an injury or fatality. These collisions are also noted in Figures 1A through Figure 1D.

Collision records prior to 2013 are not available from the Statewide Integrated Traffic Records System (SWITRS) database which is managed by the California Highway Patrol or the Transportation Injury Mapping System (TIMS) database which is managed by SafeTREC at UC Berkeley. The 2023 and 2024 collision data are considered provisional by both agencies managing these databases and are, therefore, subject to change. Last, the COVID pandemic in 2020 and 2021 dampened traffic volumes which explains why there were fewer collisions in these two years compared to the earlier years between 2013 and 2019.

The remaining discussion in this section addresses the most vulnerable users – pedestrians and bicyclists – who experience a higher concentration of fatal and injury crashes compared to the total number of people traveling in the corridor.

Table 1A: Auto Collisions – 2013 Through 2018
Figure ID # Case ID Collision Date Collision Severity Type of Collision 1 6193510 7/3/2013 Complaint of pain Rear End
2 5997040 1/19/2013 Complaint of pain Rear End
3 6876971 2/5/2015 Injury (Other Visible) Broadside
4 6859549 12/21/2014 Complaint of pain Hit Object
5 8351677 9/6/2015 Injury (Other Visible) Broadside
6 6693615 8/21/2014 Complaint of pain Rear End

I- I- I- I-
+- +- +- +-

I- I- I- I-
+- +- +- +-
Jennifer Harmon
August 29, 2025

Page 11 of 38 ends

Figure ID # Case ID Collision Date Collision Severity Type of Collision 7 8365891 4/3/2017 Complaint of pain Rear End
8 6699493 9/20/2014 Complaint of pain Broadside
9 8620568 11/22/2017 Complaint of pain Sideswipe
10 6418516 1/24/2014 Complaint of pain Rear End
11 6537536 3/2/2014 Complaint of pain Broadside
12 8351604 1/22/2017 Complaint of pain Hit Object
13 8351602 11/24/2015 Complaint of pain Sideswipe
14 8625210 8/10/2017 Complaint of pain Rear End
15 8351610 12/11/2015 Complaint of pain Broadside
16 8351609 7/29/2015 Complaint of pain Sideswipe
17 90261275 8/30/2016 Complaint of pain Head-on
18 8618347 10/21/2017 Injury (Other Visible) Rear End
19 8620576 11/4/2017 Complaint of pain Rear End
20 8351613 2/18/2016 Complaint of pain Rear End
21 6698881 8/15/2014 Injury (Severe) Not Stated
22 8351674 1/29/2016 Complaint of pain Broadside
23 8351636 7/3/2016 Complaint of pain Broadside
24 6859545 12/18/2014 Complaint of pain Broadside
25 8351628 7/9/2016 Complaint of pain Rear End
26 8351670 2/8/2017 Complaint of pain Hit Object
27 6942267 1/9/2015 Complaint of pain Rear End
28 8769211 12/5/2018 Injury (Other Visible) Rear End
29 8351601 6/20/2015 Complaint of pain Rear End
30 6296070 9/25/2013 Complaint of pain Rear End
31 6942729 4/25/2015 Complaint of pain Rear End
32 8363436 4/13/2017 Complaint of pain Rear End
33 8618351 10/8/2017 Complaint of pain Rear End
34 8624223 8/28/2017 Complaint of pain Broadside
35 6516655 3/1/2014 Complaint of pain Rear End
36 8351615 11/5/2015 Complaint of pain Overturned
37 8695573 8/9/2018 Complaint of pain Rear End
38 6942699 3/17/2015 Complaint of pain Sideswipe
Source: SWITRS and TIMS databases (2013 through 2018), Fehr & Peers 2025 r r r r
I- I- I- Ir r r r
I- I- I- Ir r r r
I- I- I- Ir r r r
I- I- I- Ir r r r
I- I- I- Ir r r r
I- I- I- Ir r r r
I- I- I- Ir r r r
r r r r
I- I- I- Ir r r r
I- I- I- Ir r r r
I- I- I- Ir r r r
I- I- I- Ir r r r
I- I- I- Ir r r r
I- I- I- Ir r r r
I- I- I- Ir r r r

I- I- I- I-
Jennifer Harmon
August 29, 2025

Page 12 of 38 ends

Table 1B: Auto Collisions – 2019 Through 2024
Figure ID # Case ID Collision Date Collision Severity Type of Collision 1 8897786 6/6/2019 Injury (Other Visible) Broadside
2 82356747 2/27/2024 Complaint of pain Rear End
3 9463379 6/27/2022 Injury (Other Visible) Broadside
4 9546726 12/22/2022 Complaint of pain Broadside
5 8970835 9/15/2019 Injury (Other Visible) Rear End
6 8907495 7/7/2019 Complaint of pain Rear End
7 9301796 7/14/2021 Fatal Head-on
8 9435254 3/17/2022 Injury (Severe) Sideswipe
9 8877134 5/7/2019 Complaint of pain Rear End
10 9546829 8/17/2022 Complaint of pain Broadside
11 9547117 8/9/2022 Complaint of pain Hit Object
12 84514380 11/30/2024 Complaint of pain Rear End
13 82877692 6/27/2024 Complaint of pain Rear End
14 8943597 8/15/2019 Injury (Other Visible) Rear End
15 84472530 11/4/2024 Complaint of pain Broadside
16 82367255 3/30/2024 Complaint of pain Rear End
17 9016746 1/28/2020 Injury (Other Visible) Rear End
18 8943530 8/1/2019 Injury (Other Visible) Head-on
19 8907483 7/16/2019 Injury (Other Visible) Rear End
20 9547052 10/5/2022 Complaint of pain Rear End
21 9547067 9/21/2022 Complaint of pain Sideswipe
22 9221278 12/22/2020 Injury (Other Visible) Head-on
23 84420296 9/20/2024 Injury (Severe) Broadside
24 8975255 10/26/2019 Complaint of pain Sideswipe
25 9546725 12/12/2022 Complaint of pain Rear End
Source: SWITRS and TIMS databases (2019 through 2024), Fehr & Peers 2025 + + + + + +
+ + + + + +
+ + + + + +
+ + + + + +
Jennifer Harmon
August 29, 2025

Page 13 of 38 ends

Table 1C: Bicycle Collisions – 2013 Through 2024
Figure ID # Case ID Collision Date Collision Severity Type of Collision 1 6699150 10/13/2014 Complaint of pain Broadside
2 82356738 2/17/2024 Complaint of pain Other
3 8351625 2/15/2016 Injury (Other Visible) Broadside
4 8855841 4/24/2019 Injury (Other Visible) Rear End
5 6203353 8/10/2013 Complaint of pain Broadside
6 8625084 4/25/2018 Complaint of pain Broadside
7 8975787 10/2/2019 Injury (Other Visible) Broadside
8 82376433 3/23/2024 Complaint of pain Head-on
9 6436788 2/26/2014 Complaint of pain Other
10 6698905 8/16/2014 Complaint of pain Not Stated
11 6835732 11/25/2014 Complaint of pain Rear End
12 8003055 11/14/2015 Complaint of pain Broadside
13 6430197 2/24/2014 Injury (Other Visible) Head-on
14 6623331 5/9/2014 Complaint of pain Broadside
15 8351605 8/27/2016 Complaint of pain Broadside
16 6699513 9/12/2014 Injury (Other Visible) Not Stated
17 9548591 9/4/2022 Complaint of pain Head-on
18 6537548 3/13/2014 Complaint of pain Not Stated
19 6699166 10/13/2014 Injury (Other Visible) Broadside
20 6298964 10/26/2013 Complaint of pain Broadside
21 6630001 6/18/2014 Injury (Other Visible) Not Stated
22 8351665 7/20/2015 Injury (Other Visible) Sideswipe
23 9456342 5/23/2022 Injury (Other Visible) Other
24 6623916 7/5/2014 Injury (Other Visible) Broadside
25 8351645 10/15/2015 Complaint of pain Head-on
26 84359241 8/5/2024 Complaint of pain Broadside
27 8351671 6/22/2016 Injury (Other Visible) Broadside
28 8351631 10/20/2015 Complaint of pain Rear End
29 84518724 12/5/2024 Complaint of pain Broadside
Source: SWITRS and TIMS databases (2013 through 2024), Fehr & Peers 2025 + + + + + + + +
+ + + + + + + +
+ + + + + + + +
+ + + + + + + +
Jennifer Harmon
August 29, 2025

Page 14 of 38 ends

Table 1D: Pedestrian Collisions – 2013 Through 2024
Figure ID # Case ID Collision Date Collision Severity Type of Collision 1 5997036 1/28/2013 Complaint of pain Vehicle/Pedestrian 2 9168089 9/9/2020 Injury (Other Visible) Vehicle/Pedestrian 3 6204825 6/12/2013 Complaint of pain Vehicle/Pedestrian 4 8880116 5/3/2019 Injury (Other Visible) Vehicle/Pedestrian 5 9554440 1/29/2023 Injury (Severe) Vehicle/Pedestrian
6 8351603 11/8/2015 Complaint of pain Vehicle/Pedestrian 7 8774390 12/16/2018 Injury (Other Visible) Vehicle/Pedestrian 8 9548599 10/20/2022 Injury (Other Visible) Head-on
9 6699505 9/20/2014 Complaint of pain Vehicle/Pedestrian 10 6106326 2/12/2013 Complaint of pain Vehicle/Pedestrian 11 6299543 9/6/2013 Injury (Other Visible) Vehicle/Pedestrian 12 6418488 1/26/2014 Complaint of pain Vehicle/Pedestrian 13 5997020 1/31/2013 Injury (Other Visible) Vehicle/Pedestrian 14 8756515 11/17/2018 Injury (Other Visible) Head-on
Source: SWITRS and TIMS databases (2013 through 2024), Fehr & Peers 2025 I
+ + + +
t- t- t- tt- t- t- tt- t- t- tt- t- t- tt- t- t- tt- t- t- tt- t- t- t- 56th St
Aileen St
55th St
45th St
Hollis St
Horton St
Adeline St
Adeline St
47th St
Christie Ave
Powell St
Emery St
Hollis St
40th St
Lowell St
Doyle St
Salem St
Essex St
46th St
BeachSt
Linden St
Yerba Buena Ave
Marshall St
Sherwin St
41st St
45th St
Fremont St
44th St
Vallejo St
Gaskill St
48th St
Temescal Cr
Beaudry St
Yerba Buena Ave
Halleck St
Emery Bay
Dr
Bay St
Doyle St
Hubbard St
42nd St
54th St
43rd St
53rd St
Holden St
54th St
39th St
53rd St
55th St
Park Ave
Haven St
Harlan St
Watts St
San Pablo Ave
Ohlone Way
Bay St
IKEA Exit IKEA Entry
Shellmound St
Emeryville
Crescent State
Marine Reserve
McLaughlin
Eastshore SP
2 1
30 10
35 6
21 8
24 4
3 27
38 31
29 13
12 16
15 20 23 25 36
26 22
5 32
7 18 33
9 19
34 14
37 28
17 11
40th Street Multimodal Project
Auto-Only Collisions (2013-2018)
Injury (Severe)
Injury (Other Visible)
Complaint of Pain
Project Phase 1
Project Phase 2
Auto-Only Collisions Map (2013-2018)
0 0.05 0.1 0.15 0.2 0.25
Miles
Figure 1A
*Refer to Table 1A for additional collision
information.
f I
....... !
1 \ ••
j
f
:/ f
I
f
/-
T
i
.• I /-
I
L
t
--l_ I
-- [
t
., I
I
• !
t
t
t
t
I
I
1 f
[
t
t
' -
•
v- ---------t--
I
I
I
~---- T
I
I C
I
I r
I \
I
I
'
I
~- 7--
-- ~ .L
I I
- _, I
1• ·1•
( l
.....
1•
it.. . .....
- ~
i
r
•
•
•
__l__
Q-------0--------
\_ I
I
I
I
I
-- -J._
I
I . - - -L I • - - I r1 - - I 1-
/
'-...._
56th St
Aileen St
55th St
45th St
Hollis St
Horton St
Adeline St
Adeline St
47th St
Christie
Ave
Powell St
Emery St
Hollis St
40th St
Lowell St
Doyle St
Salem St
Essex St
46th St
BeachSt
Linden St
Yerba Buena Ave
Marshall St
Sherwin St
41st St
45th St
Fremont St
44th St
Vallejo St
Gaskill St
48th St
Temescal Cr
Beaudry St
Yerba Buena Ave
Halleck St
Emery Bay Dr
Bay St
Doyle St
Hubbard St
42nd St
54th St
43rd St
53rd St
Holden St
54th St
39th St
53rd St
55th St
Park Ave
Haven St
Harlan St
Watts St
San Pablo Ave
Ohlone Way
Bay St
IKEA Exit
IKEA Entry
Shellmound St
Emeryville
Crescent State
Marine Reserve
McLaughlin
Eastshore SP
2 13 16
23 12 15
9 1
19 6
14 18
5 22 24
7 3
10 20 25
21 11
8 4
17 40th Street Multimodal Project
Auto-Only Collisions (2019-2024)
Fatal
Injury (Severe)
Injury (Other Visible)
Complaint of Pain
Project Phase 1
Project Phase 2
Auto-Only Collisions Map (2019-2024)
0 0.05 0.1 0.15 0.2 0.25
Miles
Figure 1B
*Refer to Table 1B for additional collision
information.
t I
•• !
t
• I~!
I i i t
/ l
I !
-L f --- I
1 t
t
l
t
II
t
r
t
1 r
f
I
I
I
I >-------<
l- - - - I
I
I
I
I
I
I
~ - I -
1----1 :

I
I - - - _1 __ _
I
I I I
•
•
•
•
r
------~
i
I
I
t
I
I
---!-
/
I
·- - - J /-
- - ~ -
I
I - -r- - I
I
56th St
Aileen St
55th St
45th St
Hollis St
Horton St
Adeline St
Adeline St
47th St
Christie Ave
Powell St
Emery St
Hollis St
40th St
Lowell St
Doyle St
Salem St
Essex St
46th St
BeachSt
Linden St
Yerba Buena Ave
Marshall St
Sherwin St
41st St
45th St
Fremont St
44th St
Vallejo St
Gaskill St
48th St
Temescal Cr
Beaudry St
Yerba Buena Ave
Halleck St
Emery Bay
Dr
Bay St
Doyle St
Hubbard St
42nd St
54th St
43rd St
53rd St
Holden St
54th St
39th St
53rd St
55th St
Park Ave
Haven St
Harlan St
Watts St
San Pablo Ave
Ohlone Way
Bay St
IKEA Exit IKEA Entry Shellmound St
Emeryville
Crescent State
Marine Reserve
McLaughlin
Eastshore SP
5 20
13 9
14 18 21 24
10 1
16 19
11 12
2 8 15
3 28
25 22
27 26
29 6
7 23
17 4
40th Street Multimodal Project
Bicycle Collisions (2013-2024)
Injury (Other Visible)
Complaint of Pain
Project Phase 1
Project Phase 2
Bicycle Collisions (2013-2024) Map
0 0.05 0.1 0.15 0.2 0.25
Miles
Figure 1C
*Refer to Table 1C for additional
collision information.
t I
}
• t
r
• /' f
• I !
J_ i
-1
t
I
f
[
t
t
t
f
I
r
t
t
I
l
I
t
I
I
I
l
l- - - - - ~ - f
\ I
I
I
I
I
I
r
~- ,--- -~-J..----
- J I
I I
-+-
•
•
___j,___------1----[ ! - - -l1
~
I
I
-----l_ I
I
- r-- I
- I -r-
- I
[ - i
----
> r
----------
56th St
Aileen St
55th St
45th St
Hollis St
Horton St
Adeline St
Adeline St
47th St
Christie Ave
Powell St
Emery St
Hollis St
40th St
Lowell St
Doyle St
Salem St
Essex St
46th St
BeachSt
Linden St
Yerba Buena Ave
Marshall St
Sherwin St
41st St
45th St
Fremont St
44th St
Vallejo St
Gaskill St
48th St
Temescal Cr
Beaudry St
Yerba Buena Ave
Halleck St
Emery Bay
Dr
Bay St
Doyle St
Hubbard St
42nd St
54th St
43rd St
53rd St
Holden St
54th St
39th St
53rd St
55th St
Park Ave
Haven St
Harlan St
Watts St
San Pablo Ave
Ohlone Way
Bay St
IKEA Exit IKEA Entry Shellmound St
Emeryville
Crescent State
Marine Reserve
McLaughlin
Eastshore SP
13 1
10 3
11 12
9 6
14 7
4 2
8 5
40th Street Multimodal Project
Pedestrian Collisions (2013-2024)
Injury (Severe)
Injury (Other Visible)
Complaint of Pain
Project Phase 1
Project Phase 2
Pedestrian Collisions (2013-2024) Map
0 0.05 0.1 0.15 0.2 0.25
Miles
Figure 1D
*Refer to Table 1D for additional collision
information.

I
I
I
t I
f
• • t r,1
-I :

I i
I !
-L f --- t r
1 t
t
l
t
II
t
r
t
1 r
f
I
I
I
l- - - - I
I
I
I
I
I
I
~ - I -
r - --- l I I I
-
] ~- =i
-
L1
I
I
I
- -- _l
•
•
•
r
> 6-
i
I
I
t
I
I
---!-
/
I
·--- J /-
- I - r
- I
- I -r-
-
'----._
I
I
~
Jennifer Harmon
August 29, 2025

Page 19 of 38 ends

Along 40th Street (Part 1), nine bike injuries, or complaints of pain, occurred at the intersection of 40th Street and Hubbard Street. This intersection is a concern because it tees into an uncontrolled part of 40th Street where the two existing westbound lanes merge together into a single lane over the bridge. Drivers tend to speed through the merge to be the first to go over the bridge.

Vehicles are also able to turn into Hubbard uncontrolled. The Project proposes fully closing vehicular access to and from 40th Street at Hubbard, except for emergency vehicles, to minimize the safety risk to bicycle riders. Cyclists coming down off the bridge on the newly constructed two-way cycle track will not need to worry about a vehicle exiting Hubbard and forgetting to look both ways.

At the signalized intersection of 40th Street and Horton Street two bike collisions occurred, two each occurred at Hollis Street and Harlan Street, and three occurred at Emery Street. The Project will reduce the crossing length of 40th Street and will provide a protected intersection on the north side to minimize these collisions.

Pedestrian collisions occurred at the 40th Street signalized intersections with Hollis Street (1), Emery Street (1), San Pablo Avenue (5), and Adeline Street (2). Pedestrian crossing distances at these intersections will be decreased and directional curb ramps will be constructed, providing better visibility at these corners that have existing buildings at the back of the sidewalk.

Forty feet west of San Pablo Avenue there was a bike collision on 40th Street that could have been the result of a vehicle not looking for cyclists when pulling in and out of the on-street parking area or a vehicle parking and swinging their door open into a cyclist. The property facing this area, Black & White Liquor, has excess off-street parking, but this on-street parking (20- minute maximum) is available for customers who want to quickly access the liquor store. City staff worked with the property owner to create an opening through the property’s fence so that customers will be able to park in the off-street parking and still quickly access the liquor store.

Within the San Pablo Avenue Transit Hub area, seven bike collisions occurred on 40th Street, five at San Pablo Avenue and two at Adeline Street; five pedestrian collisions also occurred at San Pablo Avenue and two pedestrian collisions also occurred at Adeline Street. The Transit Hub area has a high concentration of pedestrians and cyclists, in addition to a high concentration of vehicular traffic, including heavy bus traffic. The elimination of one traffic lane and the incorporation of the two-way cycle track, protected intersection improvements, improved pedestrian accessibility with shortened crossings, and enhanced bus stop waiting areas will all contribute to making the Transit Hub a safer and more comfortable environment.

There were fewer collisions along Shellmound Street (Part 2) where during the same 12-year period there were four bicycle injury collisions and five pedestrian injury collisions.

The data shows a clear trend of high-risk intersections and midblock areas, particularly where visibility is poor, and vehicle speeds are high. Speeding, poor sight distance, inadequate traffic control devices, and conflicts between vehicles, pedestrians, and cyclists are common factors in Jennifer Harmon
August 29, 2025

Page 20 of 38 ends

these collisions. The Project’s comprehensive approach targets these specific issues by implementing measures such as lane reductions to calm traffic, protected bikeways to separate cyclists from vehicular traffic, removing vehicle movements at unsignalized intersections that conflict with pedestrians and bicycle riders, and enhanced signalization to improve compliance with traffic laws.

The Project’s design addresses each identified collision type and location with targeted safety improvements. For instance, merge and pedestrian conflict points at uncontrolled intersections will be mitigated by closing or controlling these access points. Enhanced pedestrian crossings will reduce crossing distances and improve visibility, addressing common collision points. The twoway cycle track and protected intersections will reduce conflict points between vehicles and cyclists, providing a safer environment for all nonmotorized users.

3.2 Vehicle Speed Implications
The Project incorporates a road diet reducing the number of motor vehicle lanes from two in each direction to one lane in the westbound direction. The change means that driving speeds will be determined by the drivers traveling at a slower speed, sometimes referred to as the “prudent driver.” On a street with two lanes each way drivers make lane changes to pass slower moving drivers and this tends to increase driving speeds along a corridor. The Project reduces the number of lanes to one lane in the westbound direction and so drivers cannot change lanes to pass slower moving drivers.

Driving speeds with the Project are expected to decrease such that average driving speed before the Project becomes the 85th percentile speed after the Project’s road diet. This is because average driving speeds before the Project dictate the predominant speed when drivers are unable to pass slower moving drivers with the Project. The net benefit is a speed reduction of 4 to 6 miles per hour. Because speed is exponentially related to severe injuries and fatalities when a collision occurs, this speed reduction is meaningful for vulnerable road users in the corridor.

3.3 Sight Distance Implications
Currently, intersections have narrow sidewalks with buildings that come up to the back of sidewalk, causing inadequate intersection sight distance. The sidewalks narrow to four feet in areas where there is a history of pedestrian collisions, such as at Hollis and Horton Streets. There are also areas where proper daylighting at intersections is not provided, thus limiting visibility.

The Project improvements will resolve these sight distance and visibility issues by providing bulb outs and protected intersections, shifting the motor vehicle travel lanes away from the buildings, and red curbing intersections to the currently recommended distances of 20 feet minimum near side and far side of each intersection with a 30-foot minimum near side at each signalized intersection. These proven countermeasures will be effective in reducing collisions along the Jennifer Harmon
August 29, 2025

Page 21 of 38 ends

corridor: the Caltrans Local Roadway Safety Manual gives the following values for crash reduction factors: 1) NS11, "Improve sight distance to intersection" (Crash Reduction Factor = 20%).

3.4 Conflict Points
Currently, nonmotorized users, including pedestrians and cyclists, are proximate to high-speed vehicles with no protection. These conflicts occur midblock, at crossings, and at intersections. The highest kinetic energy risk (injury risk) occurs when speed and mass are high in conflict with vulnerable road users. High speed locations include midblock, high speed right turns (with large radii), and high speed left turns (on and off the corridor where turns are not protected). These conflict points are exacerbated where heavy vehicles (trucks and buses) are also present.

The Project will address conflict severity by reducing speed throughout the corridor by 4 to 6 mph. To address midblock conflicts, the physical raised median that will be constructed to separate motorized and nonmotorized users on the north side of 40th Street will provide a significant benefit to pedestrians and cyclists. Pedestrians will be separated from motorized traffic by the raised median and the two-way cycle track. Cyclists will be separated from the motorized traffic by the raised median and green infrastructure improvements. Conflicts with buses will be addressed with bus stop enhancements and dedicated bus lanes. Finally, turning movement conflicts will be addressed with intersection geometry and signal adjustments to separate users in space and time. These proven countermeasures will be effective in reducing collisions along the corridor: the Caltrans Local Roadway Safety Manual gives the following value for crash reduction factors: R34PB, "Install Separated Bike Lanes" (Crash Reduction Factor = 45%).

3.5 Compliance with Laws
The Project incorporates design elements to prevent motorists from speeding and ensure compliance with California Vehicle Code 21209 VC, which prohibits vehicles from being driven in bicycle lanes. The Project introduces physically protected bicycle lanes with barriers, putting both eastbound and westbound bicycle riders on the north side of the street in a two-way separated bikeway, making it difficult for vehicles to encroach on these lanes. This separation enhances the safety of cyclists by clearly delineating the space for bicycles and motor vehicles. Additionally, the Project reduces the number of westbound vehicle travel lanes to a single lane. This design change significantly impacts driver behavior by eliminating opportunities to pass slower traffic, naturally calming traffic flow and reducing speeds. The narrower roadway and single westbound travel lane create a visual and physical environment that encourages drivers to adhere to the posted speed limit. The implementation of these measures, including the two-way protected bike lanes and reduced lane widths, not only discourages speeding but also promotes safer interactions between motorists and cyclists. By designing the roadway to control and moderate vehicle speeds, the Project ensures a safer, more predictable environment for all road users, aligning with the goals of improving safety and accessibility in Emeryville.

Jennifer Harmon
August 29, 2025

Page 22 of 38 ends

3.6 Adequacy of Traffic Control
Uncontrolled movements at unsignalized intersections on the north side of 40th Street (at Hubbard, Holden, Haven, and Watts) encourage vehicle encroachment into the crosswalk, bike lane, and parking as motorists look for a gap in traffic flow on 40th Street. Uncontrolled movements and permissive conflicts present significant risks, as they allow vehicles to move freely into crosswalks and bike lanes without dedicated signals or barriers that protect nonmotorized users, increasing the likelihood of crashes. This lack of control creates dangerous interactions. The Safe System hierarchy of pro-active countermeasures to address kinetic energy risk emphasizes the need for physical separation and controlled movements to minimize risk of collisions and injuries.

AC Transit buses are impacted by the traffic signal operations at Emery Street, San Pablo Avenue, and Hollis Street, illustrating the negative effects the current signal configuration has on near side bus stop operations. This inadequacy not only affects bus operations but also exacerbates conflicts with other road users, highlighting the need for improved, pro-active, traffic controls.

On higher speed, higher volume roadways, vulnerable road users should be separated in space and time to ensure their safety. The current traffic controls along 40th Street are inadequate because they do not provide this essential separation, particularly where heavy vehicles such as trucks and buses interact with cyclists and pedestrians.

The Project incorporates design elements to separate vulnerable users in space and time.

Uncontrolled turns at unsignalized intersections will be eliminated with full closures or minimized to right-turns only with partial closures, eliminating or minimizing vehicle encroachments into crosswalks and bike lanes. A key feature of the concept design is the traffic signal phasing on San Pablo Avenue. Due to high westbound right turning traffic volume, the right-turn should be protected with right-turn red, yellow, and green arrows. As a result, right turning traffic will not conflict with either bicycle or pedestrian movements crossing San Pablo Avenue, which would both go concurrently with the westbound motor vehicle through movement. Bicycle signal heads and phasing will further separate bicycle movements, where applicable.

3.7 Adequacy of Bike and Pedestrian Facilities
Currently, pedestrians and bicyclists using the corridor are confronted with Class II bike lanes with no intersection treatments or dedicated bicycle signal phasing, pedestrian facilities that do not meet accessibility standards, and inadequate crosswalks and sidewalks. As noted in Caltrans DIB 94 (https://dot.ca.gov/-/media/dotmedia/ programs/design/documents/dib-94-010224-a11y.pdf), Class II bike lanes are not appropriate for the speed and volume of the corridor. Additionally, the wide pedestrian crossings increase exposure, and the cross slopes do not meet the needs of community members with disabilities. Lack of bicycle treatments at intersections increases the risk of right-hook and left-hook bicycle-vehicle collisions at intersections.

Jennifer Harmon
August 29, 2025

Page 23 of 38 ends

The Project follows the Safe System Approach to proactively address vulnerable road user safety by reducing speed, removing conflicts, and separating users in space and time. The Project replaces the existing Class II bike lanes with a two-way cycle track (Class IV bike lanes), which may reduce bicycle-vehicle crashes by up to 53% according to the California Local Road Safety Manual (LRSM). The addition of advanced stop bars may reduce pedestrian crashes by up to 25%. The Project includes high-visibility crosswalks at all intersections, which may reduce vehicle-pedestrian crashes by up to 40%, and adds curb extensions to reduce pedestrian crossing distance. Bike boxes, green-backed sharrows, protected corners, and dedicated bicycle phasing reduce conflict at intersections by separating bicyclists from other road users in space and time. The Project reduces the number of vehicles crossing bicycle and pedestrian movements throughout the corridor by up to 100% at Hubbard and Haven Streets. The Project will also improve accessibility by constructing a new accessible sidewalk on the west side of Hubbard Street and bringing the cross slopes of intersections into compliance with accessibility regulations.

3.8 Reduce Behaviors Leading to Crashes
Following the Safe System Approach, this Project seeks to create a self-enforcing design where “safe behaviors are the easy behaviors” and mistakes do not have lethal consequences. Behaviors that will be eliminated or reduced include speeding, right-hook crashes, contra-flow bicycle riding, and motorist encroachment into the bike lane. As noted above, the road diet is expected to reduce corridor speeds and reduce pedestrian crossing distances.

The two-way separated bikeway and increased multimodal accessibility at intersections will reduce contra-flow bicycle travel. The separation also provides a barrier that prevents moving vehicles from passing, loading, or parking in the bike lane. The Project separates users in time using protected left and right turn phases at high-volume conflict points, reducing crashes associated with turning movements.

3.9 Considerations for Two-Way Cycle Track
Strictly from a traffic engineering perspective, the average daily traffic, posted speeds, and observed speeds were assessed. Observed motor vehicle speeds exceeded 20 mph along the corridor and ADT was above 10,000. Caltrans guidance (DIB 94) recommends a Class I or Class IV bicycle facility for this speed and volume context. But when evaluating and selecting the bikeway facility type for the Project, multiple factors were considered to ensure the chosen design would best serve community needs while addressing safety, accessibility, and connectivity concerns.

The decision to implement a two-way cycle track (Class IV facility) was influenced by critical considerations. Community engagement has been a cornerstone of the Project's development since its inception. In 2018, a series of workshops, surveys, and public meetings were held to gather input on design options. These engagement activities included morning and evening popups at bus stops, community workshops, and an online survey. Invitations were mailed to over 10,000 addresses in Emeryville and Oakland, ensuring broad participation. Feedback from these Jennifer Harmon
August 29, 2025

Page 24 of 38 ends

sessions highlighted a strong community preference for a separate bikeway to enhance safety and encourage cycling.

Emeryville is an urban environment with high pedestrian and cyclist activity. The selected bikeway facility needed to reflect the urban context and support the City’s goals for active transportation.

The 40th Street corridor serves as a regional bike corridor connecting residential areas, commercial centers, and transit hubs. It is an essential bike corridor serving a diverse range of users, including commuters, families, shoppers, and recreational cyclists. The Project creates a single, seamless, and safe arterial bike corridor connecting three distinct networks: the local bicycle network, the regional transit network (with direct links to MacArthur BART and West Oakland BART), and the recreational Bay Trail system. This strategic connection justifies the investment in 40th Street itself, as it serves a broader regional function beyond what Emeryville’s local bike network connections provide.

Safety was a paramount concern in the decision-making process. The corridor has experienced a considerable number of vehicle-cyclist and vehicle-pedestrian collisions, particularly at intersections. Community feedback underscored the need for a design that minimizes conflict points between vehicles and nonmotorized users. The two-way cycle track addresses these concerns by providing a physical barrier between cyclists and motor vehicles, thereby reducing the risk of collisions. In addition to the bikeway, the Project incorporates traffic calming measures to further enhance safety. The reduction of vehicle travel lanes and the implementation of full and partial closures at unsignalized intersections were designed to slow down traffic and create a more predictable environment for all users. These measures complement the two-way cycle track by ensuring that motor vehicles operate at safer speeds along the corridor. Even with closures, the two-way cycle track could be integrated into the existing right-of-way without significant roadway widening or the removal of essential pedestrian amenities.

Jennifer Harmon
August 29, 2025

Page 25 of 38 ends

4. Multimodal Operations (40th
Street Project Part 1)

4.1 Methodology
The multimodal operations analysis was prepared using Vissim multimodal microsimulation software, which provides outputs for a range of measures of effectiveness (MOE). The MOEs calculated from the Vissim model were based on an average of ten simulation runs to account for random vehicle, pedestrian, and bicycle arrivals. Conditions for weekday PM commute peak hour were modeled and the results documented. The model used new multimodal traffic counts taken for all study intersections in January 2023 and in March 2024 and reflect the recently opened Chick-fil-A on the southwest corner of Horton Street at 40th Street. The model also included traffic from yet to be built major development projects including buildout of the Sherwin Williams and BMR developments. Two alternatives were evaluated, and Attachment C provides the multimodal traffic volumes used in the analysis.
• Alternative 1 (2025 Forecast) – Existing traffic volumes plus traffic from approved major development projects yet to be built. This includes the buildout of the Sherwin Williams and BMR sites with 2023 geometrics and traffic signal operations. • Alternative 2 (Modified Project) – Same traffic volumes as Alternative 1 with the Project geometry approved by City Council in July 2023, including unsignalized side street closures and optimized traffic signal operations.

4.1.1 Vissim Model
Multimodal operations for pedestrians, bicycles, motor vehicles, and transit modes were modeled during the weekday PM commute peak hour. Bicycle, pedestrian, and vehicle volumes were loaded into the model to simulate how individual bicycles, pedestrians, buses, trucks, and cars interact with transit along the 40th Street corridor. Buses entered and exited the network according to posted bus times on AC Transit and Emery Go-Round (EGR) websites.

The Vissim model was validated to the City of Emeryville’s citywide Synchro software network and field observations. Both software platforms (Vissim and Synchro) use the methods outlined in the Highway Capacity Manual (HCM) to evaluate multimodal traffic operations.

The Vissim model accounts for intersections interacting with each other across the length of the corridor while the Synchro model looks at each intersection in isolation. The increase in vehicle delay is especially important at the San Pablo Avenue and 40th Street intersection where, during the PM peak hour, vehicle queues spill back to upstream intersections. The Vissim model captures Jennifer Harmon
August 29, 2025

Page 26 of 38 ends

the effect of this spillback on upstream intersection operations, leading to results that better reflect field observations.

Given the bus stop modifications analyzed with this Project, special focus was placed on simulating transit operations in the corridor for the AC Transit and Emery Go-Round (EGR) services. At existing stops with width for cars to pass, buses were assumed to pull up to the curb and out of the travel lane, allowing vehicles to pass. This requires the bus to merge back into traffic after completing the stop, which is consistent with field observations. Bus dwell times, defined as the time when a bus is stationary with doors open at a stop, were based on field observation averages. Based on observations, AC Transit buses have longer dwell times than EGR buses. This is likely because AC Transit buses require passengers to pay fares individually during boarding, which increases dwell time. EGR service does not require a fare; therefore, the boarding process is faster. The model used average dwell time for AC Transit and EGR buses. 2 The dwell time for all buses in the model is constant because the objective of this analysis is to compare the location and type of stops on the corridor between existing and Plus Project conditions and their respective impact on multimodal operations. By keeping dwell time constant, the maneuvering time into and out of each stop becomes the analysis focus, which aligns with the goal of analyzing the location and type of stops on the corridor. For AC Transit buses the dwell time is 12 seconds; for EGR buses the dwell time is 8 seconds.

All buses were assumed to stop on 40th Street at the San Pablo Avenue and Emery Street stops, while buses stop 50% of the time at all other stops on the corridor. This assumption provides enough data to perform a comprehensive stop analysis and captures the lower observed stop rate at the other stops in the corridor.

The calibrated Vissim model used for the 40th Street Multimodal Project – Multimodal Transportation Analysis (August 2023) was used for this analysis. The model was expanded to include the following additional intersections on Park Avenue, north of 40th Street, to assess travel times and traffic operations with the Project and the unsignalized side street closures. The added Park Avenue intersections are:
• Park Avenue at Hubbard Street
• Park Avenue at Holden Street
• Park Avenue at Haven Street
• Park Avenue at Harlan Street
• Park Avenue at Watts Street
• Park Avenue at Emery Street
• Park Avenue at San Pablo Avenue

2 Wheelchair loading was not considered in the model. If a bus is stopped 8 to 10 minutes for wheelchair loading this would mean that the bus lane is blocked and buses behind the stopped bus would enter the adjacent travel lane to go around the stopped bus.

Jennifer Harmon
August 29, 2025

Page 27 of 38 ends

4.2 Measures of Effectiveness
Three evaluation metrics were used to develop and evaluate the Project for transit service in the corridor: bus maneuvering time into and out of stops, end-to-end travel time on 40th Street, and intersection level of service.

4.2.1 Bus Maneuvering Time
Bus maneuvering time focuses on the behavior of buses at bus stops and was calculated according to the following equations:
• Total Delay = (Bus Travel Time – Free Flow Time)
• Maneuvering Time = Total Delay – Dwell Time
Free flow time is the time the bus would take to travel through the bus stop area if it did not stop at the bus stop. Free flow time was calculated based on the link segment distance that contains the bus traveling at the posted speed. Bus travel time is output by Vissim and is the actual time it takes the bus to travel the bus stop link segment distance, including time spent stationary at the curbside bus stop and time to merge in and out of the travel lane. Total delay is the difference between bus travel time and free flow time and represents the amount of time the bus spends making the stop. Dwell time is also output by Vissim. For this study, this time was kept fixed based on field observations. Maneuvering time is the difference between total delay and dwell time and represents the amount of time the bus spends merging out of and into traffic at each bus stop.

4.2.2 End-to-End Travel Time
End-to-end travel time is the actual time vehicles spend in the study corridor and is a measure of travel time performance. This metric is calculated for vehicles traveling eastbound and westbound on 40th Street between the IKEA Entry intersection and Yerba Buena Avenue intersection with 40th Street, about 650 feet east of Adeline Street, and vice versa. The analysis includes the auto/ truck vehicle class and the bus vehicle class i.e., AC Transit and EGR. Note that the findings in this memorandum subdivide the end-to-end travel time to include travel time through the transit hub, travel time west of the transit hub, and travel time east of the transit hub.

4.2.3 Level of Service
Roadway facility operations are typically described with the term level of service (LOS), a qualitative description of traffic flow based on factors such as speed, travel time, delay, and freedom to maneuver. Six levels are defined from LOS A, which reflects free-flow conditions with little interaction between vehicles, to LOS F, where the vehicle demand exceeds the intersection capacity and elevated levels of vehicle delay result. LOS E represents “at-capacity” operations. LOS F occurs when traffic volumes exceed the intersection capacity, stop-and-go conditions result, and a vehicle may wait through multiple signal cycles before passing through the intersection.

Jennifer Harmon
August 29, 2025

Page 28 of 38 ends

4.3 Analysis Results
The following figures and tables present the identified performance metrics in the 40th Street corridor under the three alternatives evaluated.

4.3.1 Bus Maneuvering Time
Figure 2 illustrates the bus maneuvering times from the analysis for the two alternatives.

Overall, the analysis shows that near side stops adjacent to a traffic signal have longer maneuvering times because buses have a harder time merging back into the travel lane. Since the stop is near side of the intersection, traffic signal related delays and queues affect the maneuvering time. Under Alternative 1, the near side eastbound bus stop at 40th Street at Emery Street has the longest maneuvering time.

Under Alternative 2, the delay at the westbound bus stops on 40th Street approaching San Pablo Avenue increase compared to conditions without the Project. The degradation of service at these stops is due to buses leaving the stop that may experience additional delay if the traffic signal indication at San Pablo Avenue for the westbound right turn lane is red. The westbound right turn signal indication is a protected phase to physically separate right turning traffic from the pedestrian and bicyclist crossings. The Harlan near side stops are removed with the Project. The remainder of the bus stops would maintain their maneuvering time with the Project.

Figure 2: PM Peak Average Bus Maneuvering Times along 40th Street 60 g,
·130
C
■ Alternative 1 (2025 Forecast)
■ Alternative 2 (Modified Project)
I~ IIII I II II II ,, 11 II II I. I II II II II II II II II I I 0 0 0 0 ~ ~ 0 ~ ~ 0 ~ ~ .~ ~ - ~ .~ ·- ~ - ~ - y,.o<--o,c,. y..o\\,'> Y,.?f~0 'c,(l"ed ,.e\,,c,.e~ ,.e\,0e\: ,.ei"e\:_;..e\f'e~ ,.e\'()e-.tl :.e\,0e-.t-l 'c,<"'e~'l '('?f~,:,. y-.o\\,s .,o~..._o,;:.. <?_7>'0,o '?1,.'0\0 ,,,~o'''" r-<,o'''" ,fS>ov,c,.O '('c'o»,c,.O .,...va'O,o va'O'o i'-'-' I'-'-' I>-'-' I"" I'-'-' I>-'-' "(' ',7>(,\ 9('. Fl.">'-'. t,.?-S- S'f:..e\\ <,'f:..e"t 9 9'0- Bus Stop
Jennifer Harmon
August 29, 2025

Page 29 of 38 ends

4.3.2 Corridor Travel Times
This section presents the directional travel times for the weekday PM commute peak hour for Alternative 1 and Alternative 2, by AC Transit / EGR buses and by autos / trucks. Travel time incorporates the average of all vehicles traveling the corridor and includes the travel time between intersections, the time while slowing or stopped at traffic signals, and the time spent maneuvering/(un)loading at bus stops. Travel times were calculated for the following:
• Buses, autos, and trucks traveling eastbound and westbound on 40th Street:
◦ Between IKEA Entry and San Pablo Avenue
◦ Through the Transit Plaza (between San Pablo Avenue and Adeline Street) ◦ Between Adeline Street and Yerba Buena Avenue
• Buses, autos, and trucks traveling northbound and southbound on San Pablo Avenue between 47th Street to 36th Street.

Attachment D presents the Weekday PM commute peak hour average speed plots for buses and autos/trucks to visualize the low-speed zones within the study corridor.

4.3.2.1 Bus (AC Transit and EGR combined) Travel Times
Under Alternative 2, the following travel time findings were identified from the detailed travel times shown in Table 2a.

Table 2a: 40th Street Travel Times (Buses Combined) –
Alternative 1 versus Alternative 2
Direction
PM Commute Peak Hour Travel Time
(minutes)
Alt 1 Alt 2 Change (Seconds)
40th
WB
Yerba Buena Avenue to Adeline Street 0.5 0.7 + 6 seconds Transit Plaza – (Adeline Street to San Pablo Avenue) 1.5 1.6 + 6 seconds San Pablo Avenue to IKEA 5.4 5.6 + 12 seconds
40th
EB
IKEA to San Pablo Avenue 7.6 6.4 - 72 seconds
Transit Plaza – (San Pablo Avenue to Adeline Street) 0.8 0.9 + 6 seconds Adeline Street to Yerba Buena Avenue 0.3 0.3 No change
San Pablo Avenue SB (47th Street to 36th Street) 4.5 5.0 + 30 seconds San Pablo Avenue NB (36th Street to 47th Street) 2.8 3.4 + 36 seconds Source: Fehr & Peers, April 2025.

4.3.2.1.1 Westbound 40th Street
Within the Transit Plaza between San Pablo Avenue and Adeline Street, westbound travel times for combined buses is anticipated to increase about 6 seconds compared to Alternative 1 No : I :
r r r
Jennifer Harmon
August 29, 2025

Page 30 of 38 ends

Project, because buses travel with the protected right-turn phase, and must wait for the right-turn signal to be able to cross the intersection.

East of the Transit Plaza, westbound combined bus travel times increase by about 6 seconds (between Yerba Buena Avenue and Adeline Street) because buses, autos, and trucks share one westbound lane east of Adeline Street.

West of the Transit Plaza between San Pablo Avenue and IKEA, the westbound travel times increase about 12 seconds because buses, autos, and trucks share both westbound lanes between San Pablo Avenue and Emery Street. Autos and trucks must share the bus lane because of the dual left-turn lane from San Pablo Avenue onto westbound 40th Street. Auto and truck traffic from the dual left turn lanes merge into the single westbound lane on 40th Street after the Emery Street intersection.

4.3.2.1.2 Eastbound 40th Street
Within the Transit Plaza between San Pablo Avenue and Adeline Street, eastbound travel times for combined buses is anticipated to increase about 6 seconds compared to Alternative 1 No Project.

The increase in time spent within the Transit Plaza is due to a slight increase in bus stop delays because buses stop in the bus lane, whereas with Alternative 1 buses pull out of the lane to stop.

East of the Transit Plaza, eastbound combined bus travel times remain unchanged (between Adeline Street and Yerba Buena Avenue).

West of the Transit Plaza between IKEA and San Pablo Avenue, the eastbound bus travel times improve by 72 seconds compared to Alternative 1 because the Project provides a bus lane, removing auto and truck traffic congestion from bus flows.

4.3.2.1.3 San Pablo Avenue
Along San Pablo Avenue, between 36th Street and 47th Street, the bus travel times increase by 30-36 seconds under Alternative 2, because the signal optimization at 40th Street was adjusted to reflect the protected westbound right-turn lane signal phase.

4.3.2.2 Auto / Truck Travel Times
Under Alternative 2, the following travel time findings were identified. Refer to Table 5b for the detailed travel times.

Jennifer Harmon
August 29, 2025

Page 31 of 38 ends

Table 5b: 40th Street Travel Times (Autos and Trucks) – Alternative 1 versus Alternative 2
Direction
PM Commute Peak Hour Travel Time
(minutes)
Alt 1 Alt 2 Change (Seconds)
40th
WB
Yerba Buena Avenue to Adeline Street 0.5 0.6 + 6 seconds Transit Plaza – (Adeline Street to San Pablo Avenue) 1.1 0.8 - 18 seconds San Pablo Avenue to IKEA 3.4 3.7 + 18 seconds
40th
EB
IKEA to San Pablo Avenue 5.6 5.8 + 12 seconds
Transit Plaza – (San Pablo Avenue to Adeline Street) 0.4 0.3 - 6 seconds Adeline Street to Yerba Buena Avenue 0.3 0.3 No change
San Pablo Avenue SB (47th Street to 36th Street) 3.1 3.6 + 30 seconds San Pablo Avenue NB (36th Street to 47th Street) 2.2 2.3 + 6 seconds Source: Fehr & Peers, April 2025.

4.3.2.2.1 Westbound 40th Street
Within the Transit Plaza between San Pablo Avenue and Adeline Street, westbound travel times for autos and trucks is anticipated to improve by about 18 seconds compared to Alternative 1 No Project. The decrease in time spent within the Transit Plaza is because the bus lane separates bus maneuvers from the bus stops from westbound vehicles traveling through the intersection as well as signal optimization for westbound 40th Street to accommodate the protected right-turn phase.

East of the Transit Plaza, the auto and truck westbound travel times are expected to increase by 6 seconds (between Adeline Street and Yerba Buena Avenue) because buses and autos share one westbound lane east of Adeline Street under the Project.

West of the Transit Plaza between San Pablo Avenue and IKEA, the westbound travel times are expected to increase by 18 seconds because the Project removes one westbound travel lane for vehicles and trucks.

4.3.2.2.2 Eastbound 40th Street
Within the Transit Plaza between San Pablo Avenue and Adeline Street, eastbound travel times for autos and trucks is anticipated to improve about 6 seconds compared to Alternative 1 No Project, since the bus lane prevents buses maneuvering at bus stops from disrupting vehicular travel.

East of the Transit Plaza, autos and trucks eastbound travel times remain unchanged (between Adeline Street and Yerba Buena Avenue).

West of the Transit Plaza, between IKEA and San Pablo Avenue, the eastbound travel times are expected to increase by about 12 seconds compared to Alternative 1 because the Project has one eastbound through lane approaching San Pablo Avenue.
: I :
r r r
Jennifer Harmon
August 29, 2025

Page 32 of 38 ends

4.3.2.2.3 San Pablo Avenue
Along San Pablo Avenue, between 36th Street and 47th Street, the southbound auto and truck travel time increases by 30 seconds and the northbound increases by 6 seconds under Alternative 2, because the signal optimization at 40th Street was adjusted to reflect the protected westbound right-turn lane signal phase.

4.3.3 Level of Service and Delay Analysis
Intersection operations during the PM commute peak hour are presented in Table 6 on the following page. All intersections operate at LOS D or better with Alternative 1 and Alternative 2.

The San Pablo Avenue / 40th Street intersection operations are expected to be similar between the two alternatives because of signal optimization which balances the delay across the intersection approaches. While the Emery Street intersection operations are expected to deteriorate from LOS C to D because green time is prioritized for the 40th Street movements.

Intersection delay along Park Avenue increases slightly but operations remain at LOS B or higher.

As noted in the 40th Street Multimodal Project - Truck Activity Analysis Memo trucks are currently using Park Avenue even though truck restriction signs are posted throughout the corridor west of Hollis Street and the multimodal operations analysis assumed that this behavior would continue.

To offset these impacts and enhance safety, the city is implementing a holistic strategy for Park Avenue that includes new, clearer truck wayfinding signage to better direct commercial vehicles.

The city is also actively improving pedestrian safety on Park Avenue through separate initiatives, such as the 2024 Sustainable Streetscapes project, which is adding high visibility crosswalks and green infrastructure bulb-outs at the Park Avenue and Hollis Street intersection.

Attachment E provides the intersection analysis worksheets.

Jennifer Harmon
August 29, 2025

Page 33 of 38 ends

Table 6: Intersection Level of Service and Delay – PM Commute Peak Hour – Alternative 1 versus Alternative 2
ID Intersection Control 1
Alternative 1 Alternative 2
Delay 2 LOS 2 Delay 2 LOS 2
1 Adeline St/40th St Signal 24 C 33 C
2 San Pablo Ave/40th St Signal 46 D 46 D
3 Emery St/40th St Signal 26 C 53 D
4 Watts St/40th St3 Side-street
Stop 8 (EB 16) A (C) -- --
5 Harlan St/40th St Signal 10 A 15 B
6 Haven St/40th St3 Side-street
Stop 1 (SB 9) A (A) -- --
7 Hollis St/40th St Signal 37 D 28 C
8 Holden St/40th St Side-street
Stop 3 (SB 20) A (C) 4 (NB 9) A (A)
9 Horton St/40th St Signal 39 D 41 D
10 Hubbard St/40th St Side-street
Stop 8 (NB 14) A (B) 5 (NB 8) A (A)
11 Shellmound St/
IKEA Entrance Signal 19 B 8 A
12 San Pablo Ave/Park Ave Signal 11 B 11 B
13 Emery St/Park Ave
Side-street
Stop 5 (NB 18) A (C) 5 (NB 19) A (C)
14 Watts St/Park Ave All-way Stop 7 A 8 A
15 Harlan St/Park Ave Side-street
Stop 2 (NB 11) A (B) 2 (NB 11) A (B)
16 Haven St/Park Ave Side-street
Stop 1 (NB 14) A (B) 1 (NB 14) A (B)
17 Hollis St/Park Ave Signal 14 B 15 B
18 Holden St/Park Ave Side-street
Stop 3 (NB 11) A (B) 3 (NB 10) A (B)
19 Horton St/Park Ave All-way Stop 10 B 10 B
20 Hubbard St/Park Ave Side-street
Stop 3 (NB 12) A (B) 4 (NB 12) A (B)
21 San Pablo Ave/45th Ave Signal 10 A 8 A
22 Hollis St/45th Ave Signal 11 B 11 B
Notes:

1. Signal = Signalized intersection.

2. For signalized intersections, average intersection delay and LOS based on the 2010 HCM method are shown. For side-street stop-controlled intersections, delays for worst movement and average intersection delay are shown.

3. Unsignalized side street intersections at 40th Street to be closed in Alternative 2.

Source: Fehr & Peers, April 2025.
t t
+- +-
t t
+- +
t +
t +
+- +
+- +
t +
t +
t +
+- +
+- +
t +
+
+- +
t +
t +
+- +
+- +
t +
Jennifer Harmon
August 29, 2025

Page 34 of 38 ends

5. Multimodal Operations
(Shellmound Street Project Part 2)

5.1 Study Intersections and Methodology

5.1.1 Project Study Intersections
There are five (5) study intersections. Attachment F shows the locations and turning movements at the project study intersections evaluated along Shellmound Street. All intersections are signalized and coordinated along Shellmound Street.

1. Shellmound Street at Christie Avenue

2. Shellmound Street at Ohlone Way

3. Shellmound Street at Bay Street

4. Shellmound Street at IKEA Exit

5. Shellmound Street at IKEA Entrance
The analysis was done for five (5) identified peak hour timing plans: AM, Midday, PM, Weekend Midday, and Weekend PM. The study intersections were evaluated for three (3) scenarios:
• Scenario 1 (Existing Conditions): Existing lane configuration, volumes, and timings • Scenario 2: Proposed lane configuration, existing volumes, existing timings • Scenario 3: Proposed lane configuration, existing volumes, optimized timings

5.1.2 Intersection Analysis Methodology
Existing operational conditions at the five study intersections were evaluated using the 2000 Highway Capacity Manual (HCM) Level of Service (LOS) methodology. Synchro software was used for this analysis.

Level of service is an expression, in the form of a scale, of the relationship between the capacity of an intersection and the demand volume of traffic moving through it. The level of service scale describes traffic flow with six ratings ranging from A to F, with A indicating free flow and F indicating jammed conditions with excessive delay.

For signalized intersections, the HCM methodology determines the capacity of each lane group approaching the intersection. The LOS is based on average control delay (in seconds per vehicle) for various movements within the intersection. A combined weighted average control delay and LOS are presented for the intersection. Appendix G summarizes the HCM 2000 results for the study intersections. Table 7 on the next page describes the relationship between LOS and the average control delay at signalized intersections.

Jennifer Harmon
August 29, 2025

Page 35 of 38 ends

Table 7: HCM 2000 Level of Service for Signalized Intersections Level of
Service
Delay
(seconds per vehicle) Description of Operations
A < 10
Free Flow/Insignificant Delays: No approach phase fully utilized by traffic and no vehicle waits longer than one red indication. Most vehicles do not stop at all. Progression is favorable and most vehicles arrive during the green phase.

B > 10 – 20
Stable Operation/Minimal Delays: Occasional approach phase is fully utilized. Drivers begin to feel restricted within vehicle platoons. Occurs with good progression and/or short cycles.

C > 20 – 35
Stable Operation/Acceptable Delays: Major approach phases fully utilized. Most drivers feel restricted. Higher delays from fair progression and longer cycles. Individual cycle failures may occur, and the number of vehicles stopping is significant.

D > 35 – 55
Approaching Unstable/Tolerable Delays: Congestion becomes more noticeable. Drivers may wait through more than one red signal indication. Longer delays result from unfavorable progression and long cycle lengths, or high v/c ratios. Proportion of vehicles not stopping declines, and individual cycle failures are noticeable.

E > 55 – 80
Unstable Operation/Significant Delays: Vehicles may wait through multiple cycles. Long queues form upstream from the intersection. High delays indicate poor progression, long cycles, and high v/c ratios.

Individual cycle failures are a frequent occurrence.

F > 80
Forced Flow/Excessive Delays: Represents jammed conditions. Queues may block upstream intersections. Arrival flow rates exceed capacity and are unacceptable to most drivers. Poor progression, long cycle lengths, and v/c ratios approaching 1.0 contribute to high delay.

Source: Highway Capacity Manual, Transportation Research Board, Washington D.C.

5.1.3 Synchro Model
The Synchro analysis model was built from the City of Emeryville’s (City) citywide Synchro software network and field observations. The same peak hours were used for all analysis scenarios. A peak hour factor of 1.00 is assumed for all scenarios due to even demand volumes across the peak period and the expectation that the Project may cause congestion, thereby dispersing traffic more evenly across the peak hours of analysis.

5.2 Project (Part 2) Assumptions
Scenario 1 assumes existing lane configuration as described in the City’s Synchro model. Under Scenarios 2 and Scenario 3, the proposed geometry is sourced from the 40th Street Bay Trail Gap Closure Project which constructs a two-way cycle track on the west side of the Shellmound Street corridor and converts one vehicle lane in each direction to bus lanes.

Jennifer Harmon
August 29, 2025

Page 36 of 38 ends

5.2.1 Two-way Cycle Track Features
The Project (Part 2 of the 40th Street Multimodal Project) proposes a two-way cycle track on the west side of Shellmound Street between the IKEA entry and Christie Avenue. This Project would connect the two-way cycle track as part of Part I of the 40th Street Multimodal Project with the existing east-west two-way cycle track on Christie Avenue. At the IKEA entry, the cycle track shifts from the east side to the west side of Shellmound Street and cyclists cross the southern leg crosswalk at the IKEA entry to make this transition. To enhance the safety of cyclists using the cycle track at the IKEA entry, turning right on red would be prohibited.

5.2.2 Bus Lanes
The concept design assumes no change to the current cross-section along Shellmound Street between the IKEA entry and Bay Street and between Ohlone Way and Christie Avenue. At Ohlone Way, the northbound right turn lane is removed, and the rightmost lane is converted to a transitonly lane where vehicles can merge into the bus lane to turn right. The right turn lane removal was recently completed as part of a separate project.

The southbound bus lane starts south of Christie Avenue and extends to IKEA, where it then continues over the Shellmound Street bridge as part of Phase I of the 40th Street Multimodal Project. The northbound bus lane starts at the IKEA entry and goes up to Christie Avenue where it ends. A future project would extend the transit-only north of Christie Avenue.

5.3 Analysis Results
As a reminder, the analysis was done for five (5) peak hour timing plans: AM, Midday, PM, Weekend Midday, and Weekend PM. And, evaluated for three (3) scenarios:
• Scenario 1 (Existing Conditions): Existing lane configuration, volumes, and timings • Scenario 2: Proposed lane configuration, existing volumes, existing timings • Scenario 3: Proposed lane configuration, existing volumes, optimized timings

5.3.1 Level of Service and Delay Analysis
Table 8a documents the existing level of service conditions at the study intersections. Under existing conditions, all intersections are performing at LOS D or better.

Jennifer Harmon
August 29, 2025

Page 37 of 38 ends

Table 8a: Intersection Level of Service Conditions under Scenario 1 Intersection along
Shellmound Street Control type
Level of Service (delay in seconds)
during peak hour
AM Midday PM Weekend
Midday
Weekend
PM
1 Christie Avenue Signalized C (34) C (30) C (31) D (47) D (51) 2 Ohlone Way Signalized B (11) B (13) B (18) B (20) C (24) 3 Bay Street Signalized A (3) A (7) B (10) B (12) B (14) 4 IKEA Exit Signalized A (3) A (5) A (5) A (8) A (9)
5 IKEA Entrance Signalized A (2) B (11) A (7) B (18) B (13) Source: Fehr & Peers, April 2025.

Table 8b documents the level of service conditions at the study intersections under Scenario 2.

Notably, Christie Avenue intersection experiences LOS F under the new geometry with existing timing plans and the poor operations occur on the weekends in the afternoon and evening.

Between Scenarios 1 and Scenario 2, the operations at all study intersections deteriorate during all peak hours. Vehicles are reduced to a single mixed-flow lane of travel in both directions along Shellmound Street through the study corridor. The existing timing plan is not sufficient to serve this concentrated demand; therefore, intersection operations degrade under the proposed lane configurations. But only the Christie Avenue intersection operations fall below LOS D during weekend operations.

Table 8c documents the level of service conditions at the study intersections under Scenario 3.

Modifying the existing timing plans in Synchro to serve demand within the new geometry requires re-timing of the signals within the project area. Under Scenario 3 using the built-in Synchro optimization function, the timing plans are coordinated to a cycle length of 55/110 seconds during weekday AM peak hour, 60/120 seconds during weekday midday and weekday PM peak hours, and 75/150 seconds during weekend peak hours. The study intersections are coordinated to the northbound and southbound approaches along Shellmound Street. + +
+ + +
+ +
+ + t
Jennifer Harmon
August 29, 2025

Page 38 of 38 ends

Table 8b: Intersection Level of Service Conditions under Scenario 2 Intersection along
Shellmound Street Control type
Level of Service (delay in seconds)
during peak hour
AM Midday PM Weekend
Midday
Weekend
PM
1 Christie Avenue Signalized C (30) D (43) D (43) F (85) F (149) 2 Ohlone Way Signalized B (11) B (19) C (23) C (34) D (48) 3 Bay Street Signalized A (2) A (10) B (10) B (15) B (14) 4 IKEA Exit Signalized A (2) A (9) B (11) B (16) C (25) 5 IKEA Entrance Signalized A (2) B (12) B (12) D (52) B (18) Source: Fehr & Peers, April 2025.

Table 8c: Intersection Level of Service Conditions under Scenario 3 Intersection along
Shellmound Street Control type
Level of Service (delay in seconds)
during peak hour
AM Midday PM Weekend
Midday
Weekend
PM
1 Christie Avenue Signalized C (27) C (29) C (34) E (62) E (75) 2 Ohlone Way Signalized B (12) C (24) C (22) C (32) D (51) 3 Bay Street Signalized A (2) A (8) A (8) B (13) B (15) 4 IKEA Exit Signalized A (2) A (8) A (9) B (13) B (17)
5 IKEA Entrance Signalized A (2) B (14) B (11) D (37) C (21) Source: Fehr & Peers, April 2025.
+ + +
+ + I-
+ +
+ + I-
+ + I-
+ + +-
+ +
+ + I-
on Jennifer Harm
, 2025 August 29
38 of 39 Page
Between Scenarios 2 and Scenario 3, weekday operations improve. All intersections perform at LOS D or better during weekday peak travel hours. During weekend operations, the intersection day and PM peak hours. operations at Christie Avenue continue to fail during the weekend mid During these two periods, the resulting northbound queues on Shellmound Street are anticipated to extend back through the Ohlone Way and Bay Street intersections.

Based on the intersection operations analysis, bus lanes should be considered for the Shellmound for the weekdays but during the weekend the bus lanes should be (Part 2) Street study segment open to all traffic.
endix App 6.

Modified Project Striping Plan Attachment A
Transportation Committee and Council Agenda Items Attachment B (Part 1) Alternatives 1 and 2 Peak Hour Intersection Multimodal Traffic Volumes Attachment C (Part 1) Alternatives 1 and 2 Corridor Speed Plots Attachment D (Part 1) LOS and Delay Calculation Worksheets Intersection Attachment E Intersection Multimodal Traffic Volumes (Part 2) Attachment F (Part 2) LOS and Delay Calculation Worksheets Intersection Attachment G

Attachment A:

Modified Project Striping Plan
FEHR,1 PEERS
201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL o> ;,: " 0 CL I N N _,,,.- [/J +-' Q) Q) _c c.n N _,,,.- 0 <( u ::;;- o> C w 'SI" _,,,.- +-' c.n _c +-' 0 'SI" co

1. PAVEMENT DELINEATION WORK SHALL BE IN ACCORDANCE WITH THE 2023 CALTRANS STD PLANS, THE CALIFORNIA MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES (CA-MUTCD) LATEST EDITION, AND THE CONTRACT SPECIAL PROVISIONS. PAVEMENT DELINEATION DETAIL DESIGNATION NUMBERS ARE PER CALTRANS STD PLANS A20A TO A20D. PAVEMENT MARKINGS ARROWS, SYMBOLS, WORDS AND CROSSWALKS ARE PER CALTRANS STD PLANS A24A TO A24F. BIKE PAVEMENT MARKINGS PER CITY OF OAKLAND "DESIGN DETAILS FOR TRANSPORTATION FACILITIES".

2. CONTRACTOR SHALL REMOVE BY WET SANDBLASTING ALL EXISTING AND PAVEMENT MARKINGS WHICH CONFLICT WITH NEW WORK AS SHOWN ON THE PLANS. SANDBLAST AREAS FOR PAVEMENT MARKING LEGENDS AND ARROWS SHALL BE RECTANGULAR ALL SANDBLASTED ARE FOG SEALED.

3. CONTRACTOR SHALL FINISH AND INSTALL ALL CONSTRUCTION MATERIALS FOR PAVEMENT DELINEATION AND SIGN WORK.

4. EXACT LOCATIONS OF ALL NEW SIGNS, PAVEMENT DELINEATION AND MARKINGS SHALL BE

MARKED/CAT-TRACED IN THE FIELD BY CONTRACTOR AND SHALL BE APPROVED BY THE ENGINEER PRIOR TO INSTALLATION.

5. LANE WIDTHS SHALL BE MEASURED BETWEEN THE CENTER LINES OF EACH ADJACENT SINGLE OR DOUBLE STRIPE OR TOP FACE OF CURB AS APPROPRIATE.

6. LANE WIDTHS OF CYCLE TRACK SHALL BE MEASURED BETWEEN THE CENTER LINES OF EACH ADJACENT STRIPE OR GUTTER EDGE AS APPROPRIATE.

7. ALL PAVEMENT DELINEATION AND MARKING SHALL BE THERMOPLASTIC.

8. FOR ARROW PAVEMENT MARKINGS REDUCE CALTRANS STANDARD TO HALF-SIZE IN BIKE FACILITIES.

9. FOR CONFLICT ZONES AND BIKE LANE EXTENSIONS, GREEN-COLORED PAVEMENT PATTERN SHALL MATCH

THE PATTERN OF THE DOTTED LINES, THUS FILLING IN ONLY THE AREAS THAT ARE DIRECTLY BETWEEN A PAIR OF DASHED LINE SEGMENTS.

10.FOR AREAS WHERE GENERAL TRAFFIC IS PERMITTED TO ENTER INTO THE TRANSIT LANE OR OUT OF THE

TRANSIT LANE, RED COLORED PAVEMENT PATTERN SHALL MATCH THE PATTERN OF THE DASHED LANE LINES (SUCH AS DETAIL 8).
....... C>
71 17
I " 'I 11
I
II 17 11 11

EX R/W __ --,- - --~rl __ I_,_: _

SHELLMOUND ST
1-
-----------------------
c00 21+00

CYCLE TRACK
TRAFFIC SIDE1' L

DETAIL A

WHITE REFLECTIVE

PAVEMENT MARKING

ON TOP AND FACE OF
CURB

TYPICAL CURB MARKING AT INTERSECTION ISLANDS

DETAIL B

SHARE THE PATH PAVEMENT MARKING
+
STRIPING DETAILS PER 2018 STANDARD PLANS (A20A,
A20C, AND A20D) AND REVISED STANDARD PLANS
12" WHITE LIMIT LINE
A20B,
611 WIDE 3' LONG YELLOW DASHED CENTERLINE WITH 9' GAP 611 YELLOW SOLID CENTERLINE

BIKE LANE SYMBOL WITH PERSON AND LANE ARROW PER
CITY OF OAKLAND STANDARD RM-1

BIKE LANE EXTENTION THROUGH INTERSECTION PER CITY OF
OAKLAND STANDARD RM-9
SHARED ROADWAY BIKE SYMBOL PER STANDARD PLAN A24C
BIKE LANE SYMBOL WITH PERSON PER STANDARD PLAN A24C
TYPE IV (L) ARROW PER STANDARD PLAN A24A, SEE NOTE 7 TYPE IV (R) ARROW PER STANDARD PLAN A24A TYPE VII (R) ARROW PER STANDARD PLAN A24A TYPE VII (L) ARROW PER STANDARD PLAN A24A, SEE NOTE 7 TYPE III (B) ARROW PER STANDARD PLAN A24B, SEE NOTE 7 INSTALL FG 300 TURNPIKE GRADE CURB SYSTEM OR APPROVED
EQUAL SPACED AT 6.5'

INSTALL WHITE REFLECTIVE PAVEMENT MARKING ON TOP AND FACE

OF CURB PER DETAIL A
811 WHITE DASHED EDGELINE BORDERING BUS LANE

RED PAVEMENT MARKING

INSTALL YELLOW RAISED PAVEMENT MARKER ON MEDIAN NOSE
/
, IKEA
,_ r ENTRANCE LL
/ CONTINENTAL CROSSWALK W=10'
I
I
CONTINENTAL CROSSWALK W=9'
SL

GREEN COLORED PAVEMENT CL
--=>
STOP
0 0
..t
0 0
•1•+
II
(

CITY OF EMERYVILLE, CALIFORNIA

DEPARTMENT OF PUBLIC WORKS
l----+----------+---+---1---------------------1 APPRO BY 0AlE APPROVED BY TYPE VI ARROW PER STANDARD PLAN A24A
TYPE III (B) ARROW SEE NOTE 7 PER STANDARD PLAN A24B,
TYPE V ARROW PER STANDARD PLAN A24A TYPE I 10'-0" ARROW PER STANDARD PLAN, A24A SEE NOTE 7
"YIELD LINE" PAVEMENT MARKING PER STANDARD
PLAN A24G
"STOP" PAVEMENT MARKING PER
"BUS ONLY" PAVEMENT MARKING PER STANDARD PLAN

BEGIN/END TRAFFIC STRIPE DETAIL

CHANGE TRAFFIC STRIPE DETAIL
"SHARE THE PATH" PAVEMENT MARKING

PAVEMENT MARKING FOR SPEED TABLE OR SPEED HUMP
WITH CROSSWALK PER CA MUTCD FIGURE 3B-30.

INSTALL CURB MARKING, COLOR AND LENGTH AS NOTED
24" CONTINENTAL CROSSWALK BARS, WIDTH AS NOTED

INSTALL SHARROW SYMBOL WITH GREEN PAVEMENT

BACKING
INSTALL "BUS ONLY" LANE. OPTIONAL.

YELLOW RAISED PAVEMENT MARKING ON MEDIAN NOSE
K72, SEE SIGN PLANS
20 1 0 0 20 40 60 1-~,_____-1--1-____,1
SCALE: 1 "=20 '
40TH STREET MUL TIMODAL PROJECT DESIGN WCllK ORDER. NO.: CONSlR. WCllK ORDER. NO.:

PAVEMENT DELINEATION PLAN
xxxxxxx xxxxxxx
PD-01

SHELLMOUND STREET AT IKEA
FROM BEG TO STA 25+00
t-M-ARK-+-----.EVl-510-NS----+-.,,-P----,R. r-O-AlE--+-------+-----+------1 -------1-----------------------l SHEFT103 OF 27 3 SHELLMOUND ST SHELLMOUND ST 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL PERMANENT BIKE PATH ,/ ,/ EASEt.£NT (PARCEL 2 62395-2) FROM EMERYVILLE TO STATE --- PER INST. No.2O11375363 OR - -- ------- - - --------- - - e.tv._ " ------ • - 111.ir. -- -- - -- - -- - - - - -- - - ------ .,, T 0 + :~ + T I r -1- j 1- l 1- r + -t- \ -l- r -1- , T -t- -t- r T T T i I l l ] -1- 1:

X X X X X X X X X X 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL ,------------------------------------ I 1 I r---------------::....:::.=-==-=--=-=-=::....:::...::::..::.=:;:-:.=--=---=-=.::::..:-=.:-..:-::.=:;:-=-=--=---=-=.::::.. -=-=---::..:-=-=:....-=.=----:..::---::..=.::::..:-=.:-..:-=.=:....-=-=----:..::---=-=.::::..:-=.:---::..:-=.=:....-=-=--=-=-=~=--=-=-....:-=-~:....-=-=:..=...=-= ---~ , z I I ,' 8 I: • • /; • i I Iii I I / z I // 8 I ' a:: : 11' !11 I / 1 MB JESSEE PAINTING INC O 1 z I I I Q / ..S I I BEACH ST I __ - r- __ Ex R/w I I if I - • o I s / ' ::: I QI ' a_ • I I-a, 0 w ..J ..J -< :c d I I 11 ,, 5' I 4.5' - I: > -I () ::c -r--z m I 8 12• 29 40TH ST I / 12' 11 • 34+00 35+00 I I Cf) / 38 36+00 w---- 11' I z 12· I 0~ t------:5,-- iT * .___~:-----------,\_- _- __ ___,,1 ______________________________ ~,2~· ____ _} II I I- / - __ ,. - 4' I < ' / I ! :E / / RED PAVE~NT MARKING BUS LANE I I ;;, " t; I j ;r., ,?: I 1 I ;;,/ o I / ,'$ I I .g- / /;;, TARGET I I I c'.3 / I I 'g: ' I ; / ;' I I / I I b I I ; , I / J I 'ii , - I 'g ' I • / I ·; >, 0 / I ,5l I WW co 20 1 0 0 20 40 60 I I a " 1-~1-----1--•1--__,1 : ! r-~=Pi":LA .. Niss"'iP'iiR1'iEP'iA;;RECEoi"ii'sYY--1=~E~N::G~l:N~E:E::R~l~N:----:~i;irji~;(;:--r-::;;.~~-~Ul;nd;.~r ~-r--: :--ltF-=~t-===-===-===-===-===-===-===-===-===-=t~==+C="'...J;r---;:;:;:--;:;:-;::-::::::-:-:-:-:-:-==-:-:---"T::------~====~SC:AL~E:: ~1;·=:20~·~:==~· J : I ·~0• P> MNS RESPONSIBLE CHARGE se~:~~11111ert ~ k. ' CITY OF EMERYVILLE, CALIFORNIA 40TH STREET MULTIMODAL PROJECT DESIGN WffiK ORDER. No.: xxxxxxx I L X. J •M• ., DEPARTMENT OF PUBLIC WORKS ~· ~· =.... I I <! Coll• rou. FREE _., PA YEIIENT DELINEATION PLAN SHAWN KOWALEWSKI 1-800 .,. BY DAlE APPROVED BY I I m m ,.cc ,,. oos~ ""'~ 12-3H5 22 SHELLIIOUND BRIDGE p D - 03 --:: DATE 10-08-24 -::-::-~- lVt'O WORKING DAYS ~E-!6~0 MARK REVISIONS APPR. DAlE ====---- FROM STA 33+00 TO 8TA37+00 I l _ 0 :_ ______________________________________ ~SIG:•y_ M~ _:~_: _: _ CH:•_Y s:_ _:-~-=---=---+-~-=----1--=---~_J :rr="'~ - - _H:Z~C: ~= _: _ v:· :AL:_:_ _ - SH=~ _ ~:
7 :
_
:
6)
....
+ 0
0 -
en
m
m
,,,
CJ
I
0 -
X X & << << << << << << << X / / / / / / / << X X X X X X X X X X X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X X GATE GATE GATE NO SHOT AVAILABLE DUE TO CAR PARKED ON GUTTER & & / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / // / / / / 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL ,------------------------------------ 1 I I r-------~--------==-==-=--=-=-=-=..::::..::.=:;:-:.=--=---=-=.::::..:-=.:-..:-::.=:;:-=-=--=---=-=.::::.. -=-=---::..:-=-=:....-=.=----:..::---::..=.::::..:-=.:-..:-=.=:....-=-=----:..::---=-=.::::..:-=.:---::..:-=.=:....-=-=--=-=-=~=--=-=-....:-=-~:....-=-=:..=...=-= ---~ : I ~1; I _ I POTTERY ao/J 3 I I- -c-11~ .. :c I BEYOND !;-le- LUX APPRAISERS ESTATE SERVICES PARK AVE Iii I : DG / 0 8 I 1- J a: I I g w 1=~-=---==--=:::;:::;:::=--==-,=_-===- _E)£_ - - - - - - R~/W_ - -F--=~-=-==-====i --- • - -- • EX R/W I o I I m --=~=~,,..- - ,-" - - - - - - - - - - - . - - - - - - - - - - - - - - - - - • . I 1· • I I . I i1 I I 11· • ..:r : g+ 00"""""'""""'16""'./"'"/•-=---2;-- -·------ -102-1-+-0_0 ____ -- - ----4-- --- ---10~3+:__00 ---------+-- -------1-0--14+_0_0 ___ - ------'----+-- I • ' II 105+00 1 I-- I § / -· , HUBBARD ST !i: I w 1 ... 1 1 • ·. ' ' ' , i. -i:(" • , I I_/.:.,_ . -EXR/W --- T. 'CT • _ ____::;_ _ _ - -- --- - - __ •••• ,, I,; I II 01-:::c 1/ • 1' Ex R/w - - 7 ' t • , ,, 0cf 1 I < l S: I INSTALL 27'RED C~B I I RUG DEPOT I OUTLET I I I I I I MATCHLINE 101+00 (SEE ABOVE LEFTI I HALLEC~ ST POTTERY BEYOtc> H D Sf"i 7 ,l). I EPB C t'p. O;::- C) I e RED Cl.RB (2 EA) ~h. l I I ""-t'I( I GREEN COLORED PAVEMENT "''116" I ' '1 GREEN COLORED PAVEMENT W= 12' , L = 115' GREEN COLORED I I I W=9', L=20' (20' TRANSITION) PAVEMENT I i r .... w=9•. L=20· - i i -----+-11--+--'J__ ----- - =----=---=- - ---=---'-- - - - - - - - - - - - - '<-----=---'--+ =~~t-:::~~==4~·r RED CURB --1-X_R/W i 9 i : t ! F ~!Jrr-_=t/-r====="'"""""'"="":~~~:=:==:_=:_:====.~==-========...J...,,=+=========~=i==~;====J"' . .,• _ -= ·--=- *0 ....__---~-----~----~------ : I o CL , ..-ltC-- - - - 1 w I 1 '.) F - - .g; __ -------;;J;,-----1:__ ____ -i 8"- , • = - 115 I z - - '"""'''-- - -- -- - = = - RED STRIPED PAVEMENT I w I u ffl 5• _ - - -- - - _ - - - - YM + MARKING BUS LINE i 'g: Ci) -.... - - * ;;; L ... , •• 10" m I ; 29 39 - - - - - - - - - 0 t,I --'I __ ---2,,;;;22~ I I VJ 00 12· + oi " 40TH ST 10· .;!: 0 I : ; ffl 11· YM UY - - • - - - - 10· ; I I u, ~____.-----.._L.j___-~-7"~---------------,~~ 7------------ :J I I ; ffi • • 5 I g !:!ll---- _______ __-J I I • "D RED PAVE<ENT MARK!t.ll ElJS LA>£ I JI I ::Ii: I i~ 9 I ].i a I i! - I. 1•0 •1~,____ __ 2lo---4lo __ ___.6p I : ! r-~=Pi":LA .. NissFP'iiRi'iEP'iA;;RECEoi""ii'sYY--1=~E~N::G~l:N~E:E::R~l~N:----:~i;irji~;(;:--r-::;;.~~-~Ul;nd;.~r ~-r--: :--ltF-=~t-===-===-===-===-===-===-===-===-===-=t~==+c=~;r---;:;:;:--;:;:-;-::-::::::-:-:-:-:-:-==-:-:---"T~-----~====~SC:AL~E:: ~1;·=:20~·~:==~· J : I ·~0• P> MNS RESPONSIBLE CHARGE se~:~~11111ert ~ k. ' CITY OF EMERYVILLE, CALIFORNIA 40TH STREET MULTIMODAL PROJECT DESIGN WffiK ORDER. No.: xxxxxxx I L X. J •M• ., DEPARTMENT OF PUBLIC WORKS ~· ~, =.... I I <! Coll, rou. FREE _., PA YEIIENT DELINEATION PLAN SHAWN KOWALEWSKI 1-800 .,. BY DAlE APPROVED BY I I ;9- R.C.E. No. 59539 EXPIRES: 12-31-25 --::--.-c 22 r-:;:;;r--------;;;;;;;;;;~---t;~;-::;;:-+------~--_J_ __ _J HALLECK STREET CONNECTION p D - 04 .. -........ DATE 10-08-24 lVt'O WORKING DAYS ~E-!6~0 I MARK REVISIONS APPR. DAlE ====---- FROM STA 37+00 TO STA41+00 I l _ 0 :_ ______________________________________ ~SIG:•y_ M~ _:~_: _: _ CH:•_Y s:_ __:-~-=---=---+-~-=------1--=---~_J :rr="'~ - - _
H:Z~C: ~= _: _ v:· :AL:_:_ _ - SH=~ _ ~:
7 : _ :
<< << <<
/ / / / / / / / / / /
/ / / /
. . .
. . . . . . . .
. . . . . . . .
. . . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . . .
.
. .
. .
.
. .
.
. . .
. . . . . . . .
. . . . . . . .
. . . . . . . . .
. . . . . . . .
. . . . . . . .
. . . . . . . . .
.
. .
. .
.
. .
. 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL 20' 33' I I,' lfr ' I I r 0 0 + I 278 +96 0 N I 11 ' LL WM WM 41 0 0 0 +~ N 39 fiSJ \m 14' 2' 12' 0 0 + +99 +9 38 << <<
. . .
. . .
/ / / / / / / / / / /
. . . . . . .
. . . . . . .
. . . . . . . . . .
. . . . . . .
. . . . . . . . . .
. . . . . .
.
.
.
.
.
.
.
.
. . . . . . .
. . . . . . .
. . . . . . . . . .
. . . . . . .
. . . . . . . . . .
. . . . . .
.
.
.
.
.
.
.
. 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL ,---------------------------------=-=----=-=--=-=---=-=-:....-=-=-=-=:....-:..:-_=:....-:..:-_=---=-=-....:=-=-=-....:=-=-=-....:=~=-=-....:-=~=-=....:-=~=-=...:-=~=- -=-=-=~=-
-=-=--=-.=.:=-= ZI
21 ti1
~I
ti I
ZI
I I
CJ)
;,::
""CJ
0 (1.. I
N
N
/
[/J
+-'
Q) Q)
..c:
c.n
N
/
0 <(
u
/
CJ)
C
w
'SI"
/
+-'
c.n
..c:
+-'
0 'SI"
co
I I I
11'

THE WATERMARK

ASSISTED LIVING

GRANITE
' EXPO PARKING
I
SL

GREEN COLORED PAVEMENT
W=9', L=2O'

RED PAVEMENT MARKING BUS LANE
SL
•
t
T
I
ll
•
-
+ co
I29
183'RED CURB MARKING
39 •
YM
3:
0:::

X
w
-I

DECATHLON
j

HOLDEN ST
22 +
+19
t;;
0 0
+
0 t')
= 0
t
II
I
I
l
I I
0:::

X w

GRANITE
EXPO

RED CURB

GREEN PAVEMENT MARKING
W=11', L=4'
I
l
'

GREEN COLORED PAVEMENT
W=9', L=2O'
I
T
l
TT T T
RED PAVEMENT STRIPE MARKING BUS LAI'£ L=4';W=11'
-- ----

RED PAVEMENT MARKING BUS LANE
t
+
0 I
I I
T
+. I48+00
-
YM + co
0,
- -
39 22 38
-I
12'

RED PAVEMENT MARKING BUS LANE

RED PAVEMENT STRIPE MARKING BUS LANE
L=4';W=11'
173'RED CURB MARKING

MICHAELS
I

EX R/W

4.5' 4.5'
10'
10'
I I
-
.....
19 C
a.
1-
w w
:::c:
"' w
w
- "'
10· I
-
BS
. - 0
10· 1
a,
w
z
-

EX R/W -
0 I~
I ::E
.
0 l;"
•
-
81 a: I
f2 I I- I
i1 ..J'I
~I
1--11
:EI
~I
~I
cf I 0
~I

I I I I I I I I I I I I I I I I I I I I I I I I I I I I ' ·; " I >, CJ --......___ a; CJ , , 20 1 o o 20 40 60 I - I ~1-----1 ___
1-----11 I
~u!(l..-r---PLM;pjUARETil3Y---r------------==~~~:-7r--:=:-------7r-----7:~~+~~~~~~~~~~~~~~~~~~~~:~J:~J-------------------r-------------S=C~AL=E~:~1~·=:20~· ______ J I = PLANS PREPARED BY - , N ENGINEER IN 8~:u• 111
rd
~ k. CITY OF EMERYVILLE, CALIFORNIA 40TH STREET MUL TIM0DAL PROJECT DESIGN WffiK ORDER. NO.: xxxxxxx I ~ : MNS RESPONSIBLE CHARGE Service Alert DEPARTMENT OF PUBLIC WORKS CONSlR. WffiK ORDER. NO.: xxxxxxx ·a t0 North 811 PAVEMENT DELINEATION PLAN I ct Call: TOLL FREE APPROVED BY BY oArr APPROVED BY 40TH STREET AT HOLDEN p D _ 06 I .,..,.- o SHAWN KOWALEWSKI 1-800 .,. STREET
R.C.E. No. 59539 EXPIRES: 12-31-25 227-2600 MARK Rrns,oNs FROM STA 45+00 TO STA48+00 I / N DA TE 10-08-24 lVt'O WORKING DAYS BEF!lRE YOU DIG ,~--------------1...:"".::.:.P:::JR. LD::.::AlE.:...+-------1------l----_J CITY ENGINEER SHEFT 108 OF 27 3 .. " I
__ u N~-:_:-:_:-::_:_:-:_:-_:-:_:-::_:-:_:--=-=-=-=-:-::-=-:-:-=--=-=-=-=-:-::-=-:-:_:-_:-:_:-::_~_:--=-=-=-=-:-::-=-:-:-=--==-=-=---=--___ _j:_-:_-_:-_--:_-:_:;oes:10-N:,eo.,:;Bv:_~M_S~~:;o••::WN:_B!.;Y ~P~D;;;; ;;;;;.;c":e _ _c:KED~B:_Y ~SK:_;;;;;;~: -=~==-=~=-==-=~==-=-=i !DA~TE~-=---;;;;-;;;;-=-~~:_-;;;;-;;;;-=-~~=-~H _ -O~R~IZ=-. ~SC;!A_:_LE:: :_l":::=::_~20[· ~I3VE=-R!:T-~S~CA~L:_E:::]N_/~A=_:=_L:_-:_-_:---_--! _I << << << << <<
. . . . . . . . . . . .
. . . . . . . . .
. . . . . . . .
.
.
.
.
. . . . .
. . . .
. . . .
.
.
.
.
.
.
.
.
. . .
. . .
. . . . . . . . . . . .
. . . . . . . . .
. . . . . . . .
.
.
.
.
. . . . .
. . . .
. . . .
.
.
.
.
.
.
.
.
. . .
. . . 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL ~--r=-----=-=--- --=---
--=---
--=---
--=---
--=~---=~---=~---=~----=~-
--=-~-
--=-~----=-=----=-=-=-=---=-=-=-=---=-=-=-=--=-=--=---=-=--=--=-=-....:=-=-=-....:=-=-=-....:=~=-=-....:=-==-=:..=-=-::...::=-==-=:..=.-=-=-==-==-=-= --------~

I I I I I I I I I I

GRANITE
EXPO

BIKE LANE EXTENSION
L=4'; W=5'
TWO-STAGE TURN QlEUE

BOX PER CITY OF OAKLAND
DETAIL RM-8

CONTINENTAL
I CROSSWALK W=12'

GREEN COLORED

I PAVEMENT
W=9', L=20'
~X R/W
CL
39 38

HOLLIS ST
:t-02
+
0 <i:' +02 r
o 22
1 ,.. 12'
a
I I
I
I

FUTURE EMERYVILLE

ART CENTER
CONTINENTAL CROSSWALK W=10'
CONTINENTAL CROSSWALK W=12'

TWO-STAGE TURN QUEUE BOX PER
CITY OF OAKLAND DETAIL RM-8

GREEN COLORED PAVEMENT '
W=10', L=12' ~+""'-.-------+-
...
+ 38
~-

EMERYVILLE

CIVIC CENTER
/
/
RE~VEMENT ST~ MARKING
. BUS LANE L=4'; W=11'

GREEN COLORED PAVEMENT
W=10~ L=66'
343' RED CURB MARKING
/
SL
+
m 29 '-="CJ co c..,
0 /
C l

HAVEN ST
I I
0 0 _+ 0
I[)
-
0 r

BESLER BLDG

CONDOMINIUMS

GREEN COLORED PAVEMENT I
W=9', L=20'
I

EX R/W
,._c_L~ ---.:c.-:,
= ,__,..~I=. --1 CD
39 4.s' C
~4.4' Q.
1-
w w
:::c
RED PAVEMENT MARKING BUS LANE 10' "'
-I
10'
w w "' __ A ,.._., 0
0 10· I i
r=='=========~---,------------------------....:=--~ ._ o 38 40TH ST o>
;,::
-0
0 CL
I
N
N
_,,,.-
[/J
+-'
Q) Q)
_c
c.n
N
_,,,.-
0 <(
u
::;;-
o>
C
w
'SI"
_,,,.-
+-'
c.n
_c
+-'
0 'SI"
co
r
II •

RED PAVEMENT

STRIPE MARKING

BUS LANE
L=4';W=11'

BIKE LANE EXTENSION
L=4'; W=5'

GREEN COLORED PAVEMENT
W=4.5', L=25'

MICHAELS
j I
,I
39 9
0 it?
I +94 I -2-2
I
+
+94
38 -- o ------ ------
CONTINENTAL CROSSWALK W=12'

BIKE LANE EXTENSION
L=4'; W=5'
CONTINENTAL CROSSWALK W=12'

GREEN COLORED PAVEMENT
W=4.5', L=25'

VERIZON

RED PAVEMENT MARKING BUS LANE
202' RED CURB MARKING
51' RED CURB MARKING

THE BRIDGE AT

EMERYVILLE
> E ~o X X
ai O W I HOLLIS s I W E c.n T 20 1 0 0 20 40 60 g I ~--1--1--1 ~~Cl...!r---PL~PRm~rnr--7--:----------::;=~~;;~~7--==:----~~--T-----71-~~i~~~~~~~~~~~~~~~~~~~L~~~-~T------------------,-------------=SC:AL~E~:~1~·=:20~·-----_J = PLANS PREPARED BY ""' +-' N
P> MNS ENGINEER IN 8~::~d
~ k. CITY OF EMERYVILLE, CALIFORNIA 40TH STREET MUL TIMODAL PROJECT DESIGN WCllK ORDER. NO.: xxxxxxx RESPONSIBLE CHARGE Sen,J~! 8~1ert DEPARTMENT OF PUBLIC WORKS CONSlR. WffiK ORDER. NO.: xxxxxxx 0 Z,. J PAVEMENT DELINEATION PLAN ct~ Call: TOLL FREE APPROVED BY BY oArr APPROVED BY 40TH STREET AT HOLLIS p D _ 07 ,;; SHAWN KOWALEWSKI 1-800 .,. STREET/ HAVEN STREET c:\3~ R.C.E.No.59539EXPIRES:12-31-25 227-2600 MARK Rrns,oNs FROM STA 48+00 TO STA104+00 ---:: DATE 10-08-24 lVt'O WORKING DAYS BEFORE YOU DIG t----'----------"=-=:___ ___ ..i...::.:APP:::_R-LD'.'.::AlE~-------l-------l--_JC ::;:1TY=EN=G1N=E=ER----1--------------- SHEFT109 0F273 UN
DESIGNED BY MS DRAWN BY PD CHECKED BY SK DATE HORIZ. SCALE: 1" = 20' VERT. SCALE: N/A ZI
21 ti1
~I
ti I
ZI 81
a: I
f2 I
I- I
i1
..J'I
~I
1--11
:EI
~I
~I
cf I 0
01 ....

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I TRASH CAN << << << . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL ,------------------------ : ,--------------=-=:.:::.=.::::..:::...-:..::----:..:-=.::::.:::.::::..:-:..:::..:-:..::-..:-=.::::.:::.::::... -=-=:... -:..::---::...:-=.::::.:::.::::..:-:..:::..:-:..::-_=::::..::::::.. -=-::..:-=-:--::..=.::::..::.::::.. -=-::..::----:..::--::..=.::::..::.::::..::----:..::..=--=-=-=--=-=--=-=--==-=--=-z 1 I 8 I HARLNST :~ b : • I + w Iii ZI I 8 I a:: : APPLE WEST HOME DECORUM I- I : BESLER BLDG . 0 MEDICAL SUPPL VS FURNITURE i I CONDOMINUMS ' I ! i I AND RUGS ..s I 11 I I I • ... I I 205' RED C~B MARKING EXISTING CONTINENTAL CROSSWALK W=12' I I 22 L=4'; BIKE LANE W=5' EXTENSION 210' RED CURB MARKING I 11 :, I I EX R/W GREEN Cll..OOED PAVEMENT ' RED PAVEMENT SffilPE '''"'""' BUS WE I 1110 I I W9' L20' L=4';W=11' REDPAVEMENTMARKINGBUSLANE _ --- _= • = _ -\-- +s1 cf I I s 1~-~.../.c=------- 39 CL l . -- EX_B/W 0 : :::: f ~::_::L==;:;~ ,..__.~-f=~~=----------"'·-----1~ ::: I Wt- •·•· 4.5' I I !I! I U, 10' YM I=======;;;;;;;;;~~ 29 38 + 11 :-=_j~t~ ... =~l~::_~~-- 8 • + 10• "' 10• : 10' +- 40TH ST 6+00 0 - I -----'-"--- I : I ,o· 3--;_ 9 - - - - tO 40TH ST 22~ 29 10• I I , --1-1· __ L.._---==----------....::: 12· - 10· I I , - , - t---=========;==..:...-=._~-J.~~I~~~ ~ 11' I I :J -- I I ! o:I: EX R/W --- c;::- -- r • T - T RE I l T - --- :;-- -- D PAVEt.ENT MARKING BUS LANE I I- RED PAVEMENT MARKI"3 ElJS WE I I I i I ~-~:.~ STRIPE MARKl"3 BUS LAI£ 11 • I I I +-'~[/) 1·11 1 ' 11 I EXISTING CONTINENTAL CROSSWALK W=12' I 190' RED CURB MARKING I I I oi I - I I 218' RED CURB MARKING I I 11 • SI THE BRl>GE • I I AT I I h TIE BRl>GE I I g EMERYVILLE I I I I , AT I ;; I I I I EMERYVILLE I : I I I I I I I I ; I I I I I I I ! I a I I I I I u 1 I I -;; I I I I = o I I I I I I 5 I I I ].5l I I HAR4'N ST: I g I ·~---210---410 __ _____.6, I I ~uw ::::;; r-~: :PL~A~NS~PRERE:P~AR~EDo1siv ___ 1=;;;.;;~~~~~;iii~:--T--:;;;;;~--:;;:---T-:-:::-~1=E==~======F=r=-i----;:;~-;:;;--;::;::::-:--:--:-::-=:::::-:----T.=:-:=-:----~:::::::~~=~~~· J I I { ;. ENGINEER IN =~( Ulnder SCALE: 1 "=20' I I CL-~~; P> MNS RESPONSIBLE CHARGE s.~:N?ocrt~h11181111ert .... k. I CITY OF EMERYVILLE, CALIFORNIA 40TH STREET MULTIMODAL PROJECT DESIGN WCllK ORDER. NO.: xxxxxxx II c; X. J • DEPARTMENT OF PUBLIC WORKS ~, ~, ="" I --;; Call: TOLL FREE .,. APPROVED BY BY PAVEMENT DELINEATION PLAN I cg. a:?.' SHAWN KOWALEWSKI 1-800 t=--t---------+-+-+-------4-==c="=AlE=J APPROVED BY p D O I R.C.E. No. 59539 EXPIRES: 12-31-25 227 _2600 ~~---~~----+~t--;;:;~----+--_[==~ 40TH STREET AT HARLAN - 8 .. ----... DATE 10-08-24 lVt'O WORKING DAYS BEF!lRE vou DIG I i-L"_AR__.K ___ ____:R::_:EVl::::SIDN:::._S ___ ___l.!!_""~PR.~DAlE~-----+---I==~ ;c;:;CITY:;;-=ENG=1N=EE-=-R ---FROM STA 104+00 TO ST A 108+00 SHEFT110 OF273 I DATE I HORIZ. SCALE: 1"' = 20" VERT. SCALE: N/A I 10' 10' U) 10' + U) BS 10' • I 11· -, LL r L r I I T- I .,. • -a, 0 I C a.. I-w w :::c: "' w w "' -0 I~ a, 0 .... w z - EX R/W ..J :::c: 0 I-< I :E I DESIGNED BY MS DRAWN BY PD CHECKED BY SK << << << << << << << << / / / / / / / . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL 0 CL I N N _,,,.- [/J +-' Q) Q) _c c.n N _,,,.- 0 <( u / a, C w 'SI" _,,,.- +-' c.n _c +-' 0 'SI" 'SI" 0 N N w ::::. w u _,,,.- Q) -·- 0 > E >, 0 L- QJ 0 E c.n w -Cl0 0 I C a.. I I X
w
I i
I

EX R/W
-,...===.-----1
39 WATTS ST
+
l~ - 7

I I I I
0 0
+
0 r--
t

EX R/W RED PAVEMENT MARKING BUS LANE
X
w
RED PAVEMENT MARKING BUS LAI-£
C

RED PAVEMENT STRIPE MARKING BUS LANE
L=4';W=11' SL
f!2

RED PAVEMENT STRIPE MARKING BUS LANE
L=4 '; W=11'
340' RED CURB MARKING
213' RED C~B MARKING

CONTINENTAL
CROSSWALK W=12'
CL

CONTINENTAL
CROSSWALK W=B'

3.5'
4'
CONTINENTAL CROSSWALK W=12'

BIKE LANE EXTENSION
L=4'; W=5'
CONTINENTAL CROSSWALK W=12'

EMERYVILLE
VET
CENTER
CL
+84
• I
I I
, I
I
10· I 14•
~: I
I
w
I I

EMERY ST
;;:1 -.....:
0::

X
w
•
I .

I
+
.i +21
0 0
+
I +96 2
== 278 i,
i;
+15
0 0
+
0 CX)
22 +
If
0 0
b--
0 CX)
113+00 /ifi/
139
+12 I
12' 13' 5' 10' 10'
, I
I

EMERY ST
I
I
0::

X
w
;;:
1----- 0::

Ix
w
BIKE LAI-£ EXTENSION
L=4'; W=5'
CONTINENTAL CROSSWALK W=12'

EX R/W
8 10'
38 - 40TH ST 22 10'
I I
-
0 ._
I
C
a..

II 1ft
:::c "' w
w "' -
0 --~ (3a7 10· I C;
'111:1"
l

EX R/W

RED PAVEMENT

MARKING BUS LANE

BIKE LANE EXTENSION
L=4'; W=5'
BASKIN

ROBBINS
I I
._
._
w
z
-
...I
:::c
0 I-
< :E
20 10 0 20 40 60
I ~--1 __ 1-----11
SCALE: 1 "=20 ' 0
W C
::::. ·-
u::::. ::::.t---PIANC~~~T1i~---,-------------::::---r-------------r-------,,-r-----------,--r--~-----------------------------------------~ PLANS PREPARED BY - _,,,.- CL Uinder CITY OF EMERYVILLE, CALIFORNIA 40TH STREET MUL TIMODAL PROJECT DESIGN WffiK ORDER. NO.: xxxxxxx .... _:~o ~.;.,- RES:~:~:~:RcJ:RGE s.~:N?ocrt~h11181111ert ~ k. DEPARTMENT OF PUBLIC WORKS CONSlR,WCllKORDER.NO,: xxxxxxx .,., PAVEMENT DELINEATION PLAN
Call: TOLL FREE 1-----,f-----------+---+--+-_:A.::.:.ee=•oVE="...::."':__---1-_--=".::.:.' -+-----=:"A"'::__---l APPROVED BY 40T H STREET AT WATTS p D 09 STREET/EMERY STREET - SHAWN KOWALEWSKI 1-800 FROM STA 108+00 TO STA114+00
R.C.E, No, 59539 EXPIRES: 12-31-25 227 -26 00
_,,,.- N DATE 10-08-24 u~-------------.... ----------------~~----------...J~------LD~ES~IGN=ED~BY.;;;;;;;~MS~;;..::o••=~~•v;,.;;;;;P~D~~CH=~=KED~B~Y~SK~;;;;;;I.----...J---J....--....L~DA:TE~~~~~~~~~~~1:HO!R~IZ~.S~C~A~LE~:~1"~=~20~'...l.:VE~RT~,~S~CA~L~E:~N/~A--L------...J lVt'O WORKING DAYS BEFORE YOU DIG REVISIONS APPR. DAlE 1----'-------------Lc.:..cJ'-""'.::..+-------1----+-------l CITY ENGINEER MARK SHEF1111 OF273 GATE
PTR << << << << << << << << << . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL 40 l'I JJ 1111 I+ LL - ' 1~ 9 I I I I ,t I t 5'1 11 ' 110. ' 0.5' 10' 10.5' 16' ;;,:: I +01 ----- 0::: +07 X 'Tl, •.•. 11 ' 11 ' 12' w 20 10 0 20 40 60 I I I I SCALE: 1"=20' H0RIZ. SCALE: 1" = 20' VERT. SCALE: N/A WIF << <<
/ / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / /
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. . . . . . . . . . . . .
. . . . . . . . . . . . . .
. . . . . . . . .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. . . . . . . . . . . . .
. . . . . . . . . . . . . .
. . . . . . . . .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL I I I I I 3/~ q I I I I I I I To, I §> ;& I /~ 1<, I~ lq I I I .
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
. 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL ,------------------------- : ,---------=-=-==-=-=-=-=-=-=-==-=-==-=-=-==-=-=-==-=-=-=-=--==-=-=-==-=-=-=-=-=-=-==-=-==-=-=-==-=-=-==-=-=-=-=-=-=-==-=-==-=-=-==-=-=-=:...:-:ZI ~ I 8 I I ti I I I I ,~ z I wl~ Ou I r....,o I I 'f I I 1-- 1 I 0 z I
I , I
..J'I
: 40 ' RED C1l1B MARKl"3 I
I I ...
, :E I
I I / LINDEN ST ! I 6" WHITE DIAGONAL MARKING FOR BIKE - I I LAI£ BITTER ': I I cf I ;:: I a· WHITE DIAGONAL MARKING AT 15' o I Iii I : «38Al - - --- - --- - --- - --- - I
w. J I I
I ::c' i , · - I "' • -p
- ,4,,- I ' l --- -- I
I llJ 1 \ ~ ~ --~ ,:,,;= ~ =;-1- ., EC! _:-C_ : _ _ -~
- ~ --
1 "' - =~I -I - . [ I
-O o ,..( 2 9 ) \ FG 203+00 -
I
A, 20••00 0 2od+oo 205~50
o / I
I ti,' AD t.
: : I
-
f
27B _/ =- : 40TH ST
I =' t---L--------=g: ' I I
I ! :i! f I ;;, I _,,,.- I EX R/W- --- - I I I I I '.JI ii I 'g: I ; I "' I I ; I • I ; §
I
,g
-;; I
I = o I
I > E >, 0 I
• 0 w E CJJ o I
20 1 0 0 20 40 60
I ~~r-
=LANSPREPTRi:oBY-1=-::;::;:::~~~;;iii~~r-:;;.:;;:-----;~-1~::--FF=====-r=i==r-;:::;::-:::-::::=::-::-===-""T=----~l~~~=~=-::_:_:1:::-~l~~~=IJ : t ~-. PLANS PREPARED BY ENGINEER IN ,#'? .,,,?i""'of;;;;Es=""s ,-01°1( Ulnder t=~~===================t=jt=j SCALE: 1" 20, : I I~ n MNS RESPONSIBLE CHARGE ff '\ ~- ~J;~1u• ~ k. ' 40TH STREET MULTIMODAL PROJECT::::::::: :::::::: I I
_,,,.-i3~ 1#.* *!Ji Call:
1 TOLL_
80 FR
0 EE .,.~ APPRoVEoav 8, PAVEMENT DELINEATION PLAN I
·~ SHA\\N KOWALEWS" M• "~
0 - " 40TH STREET AT LINDEN p D -12 I
I ,.cu,. oos~ ""'~ 12-3HS '>., ~• 227
_2600 • STREET u~ DATE10-08-24 ,.~OFcr,.\.IY()'I:! lVt'OWORKINGDAYSBEF!lREYOUDIG r"_AR_K~ ___ __.::•=EVIS='""=-s ____ l..:"""':'.P~R-~DAlE'=--+-------+---L--= ROM STA 202+00 TO STA206+60 I l
MS c=1TY=EN=G1N-=EE=R----t-______________ _J SHEFT114 OF273 - DESIGNED BY DRAWN BY PD CHECKED BY SK DA TE HORIZ. SCALE: 1" 20' I VERT. SCALE: N/A I 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL i - - ---=-=---=---=---=----=_-_-:.::::_-:..::;:_-_:-_ -=---=----=_-_-:.::::_-:..::;:_-:..::;:_-_:-_ -=----=----=::::_-:.::;:_-:..::;:_-_:-_ -=---=----=_-_-:.::::_-:..::;:_----::..:-_-_:-_ --=----=_-_-:.::::_-:..::;:_-:..::;:_-_:-_ -=----=----=----==--- CJ> ;;: ""O 0 I 0 I 0 CL I N N Ol 0 _,,,.- [/J +-' Q) Q) _c c.n N _,,,.- 0 <( u :;::;- CJ> C w 'SI" _,,,.- +-' c.n _c +-' 0 'SI" co 'SI" 0 N N w ::::. w u _,,,.- Q) 0 > E >, 0 L Q) 0 E c.n w 0 w C ::::. w ::::. u::::. _,,,.- CL [/J +-' 'SI" uo Q) •--, I") 0 L l() CL N _,,,.- 0 xN a---... m ro _,,,.- N .. -.......

UN
.~ BIKE LANE SYMBOL & ARROW.._...,
l (PER CA MUTCD \ 6"STRIPE '-
/ FIGURE 9C-3-B) '. {CAL TRANS --..._,_
DETAIL 39/39A) "-. \
-----.--
\ T
24'
I
I
-- 72" ... !
5'-6'
(TYPICAL)
·,,.__
20' (TYPICAL) '.,_6"STRIPE
{CAL TRANS DETAIL39)

OR FACE OF CURB
CURB
/'" RETURN
FACF.:OFCURB
B'-10'
(TYPICAL)
/ ------!'~---------------~-----------~----
NOTES

1. P!ac:;;i a miI1irf'lum of tNO bike lane sym!:>ol and arrow markings on aacI1 block face, cantered in bike lano.

2. Place first marking on b:ock 20 ft from curb return or crosswalk, unless otherwise noted.

3. Place last marking on block such trmt lip of arrow is 20 ft before curb return, unless othmwise noted.

4. Place additional mid-block marking3, as noted on plans, such that spacing between symbols is. no more than 200 n, as mf:lawrad tmm the b.-:;ss af ona symbol to l:h9 next. b AdjliSt maI"kir.g placement to leave at :east IO ft {pai·allel to the direction of travel) from ad·.-anced yield !'nes, limit lines, and other markings, unless otherMse r.oted.

CITY OF OAKLAND
IJEl'A"TMENTCi,'T",lit.!SPflFITATiml : SAFE 3TREET3 IJIVl8iCN "1!:>YCLE & P8Jf:!:""RL'!tJ P=~I\.,;
se,,.,,,....,,;.~w.-:~cc,z,,.~cm: ,,,, • o.<..v.No"'-"""'" ....,," •'""""'f"'""'''""-

BIKE LANES ADJACENT TO ON-STREET PARKING
I
~Ji
1,1111 \_

ALIGN TURN BOX IN

PARKING LANE BETWEEN

INBOUND BIKE LANE AND

CROSSWALK
11\ I
--
'"""'

INTERSECTING

BIKEWAY
111111 /
>- w
I z '.I "' "' I §;! a: ::, <(
di!

SHIFTING CROSSWALK TO ACCOMODATE TIJRN BOX
t CROSSWALK MAY BE SHIFTED
l BOX ONLY IF SHIFTED CROSSWALK I

BACK TO ACCOMMODATE TURN
Q'lJ WILL STILL ENCOMPASS CURB

RAMP LANDING AREAS
11\ .. ,
'

INTERSECTING

BIKEWAY
11~\,/ \
1111 lo-~·_... _______ _
..... ..... 11\ I , ,
I Ir""
t
Ji
, _____________ _ I MAINTAIN A CROSSWALK WIDTH OF 10-FT OR MORE AND ALIGN SHIFTED CROSSWALK AS CLOSE TO PEDESTRIAN THROUGH ZONE AS POSSIBLE.

NOTTO SCALE

BIKE LANE SYMBOL,

ARROW, AND STRIPING

ROADWAY MARKING

DETAILS
SCALE:rm; DWu.NO.

RM-1
PARKING SEPARATED BIKE LANES {CYCLE TRACKS)
I I I

TURN BOX MAY BE PLACED IN

PARKING LANE BETWEEN

INBOUND BIKE LANE AND

TRAVEL LANE IF THERE IS NO
I ' ·S. PACE BETWEEN BIKE LANE \~~D CROSSWALK
..
-
..,~= INTERSECTING BIKEWAY
11!J-~ """------
[ii]-
-
-

SUBSTITUTING BIKE BOX IN CONSTRAINED LOCATIONS
t

IF SPACE IS TOO LIMITED TO
cAi 11 PROVIDE TIJRN BOX THAT IS CLEAR
11 OF CONFLICTING MOVEMENTS, I I ',--7,, 11 SUBSTITLJTE TIJRN BOX WITH BIKE \~ / 1 1 BOX ON CROSS-STREET ',,I II
- I ._ ..g 1 fl: 1- -1.. INTERSEcTiNG _____ _
- ...g BIKEWAY
11\1
-
....,.
-
11 /f T SEE DETAILS RM-7 AND RM-7A FOR
' - TYPICAL BIKE BOX LAYOUT AND

PLACEMENT
t
,l,

THROUGH

MOVING BICYCLIST
/BICYCLE DETECTOR SYMBOL
PER CA MUTCD, FIGURE 9C-7
'i. BIKE LANE
-

TRAVEL LANE
_...,_
/
LEFT /
- v ------ 'i TURNLANE

TURNING

BICYCLIST
NOTES
I
v ~1·

CENTER SYMBOL IN LANE
1-FT BEHIND CROSSWALK

1. The bicycle detector pavement marking [symbol) shall be used at all actuated traffic signal approaches that are capable of detecting bicycles.

2. A symbol shall be installed in the right-most lane serving the bicyclist's destination, including left turn lanes, through lanes, and bike lanes. 3 Center the symbol in the lane (aligned with lane assignment arrow)

4. The leading edge of the symbol shall be installed one foot behind the crosswalk (or limit line, if there is no crosswalk).

5. On Approaches with marked crosswalks and advanced limit lines, the symbol should be placed between the crosswalk and advanced limit line. BICYCLE DETECTOR SYMBOL (CA MLJTCD, FIGURE 9C-7)

NOTTO SCALE

CITY OF OAKLAND
DEPARTMENTs%J~~Nf~~~v~~J ~~EETS DIVISIOri
2!illFRMl< ll, OGloW~PLAZA.SUm: ... 14 • DAAW<Dc:A. ... 1i "'"""~""---""'

BICYCLE DETECTOR

PAVEMENT MARKING

ROADWAY MARKING

DETAILS
SC-1\LE: NT& DWG.NO
RM-3
THE WIDTH OF THE BIKE LANE __!J

INTERSECTION MARKINGS SHOULD

MATCH THE FULL WIDTH OF THE

DOWNSTREAM BIKE LANE
_J
--.,._
.-------,
____ 1--6"-- ---1£--
< < <
" EQUAL ;-
(2 MIN. B' MAX.)
l·l---"3--~------

1.-------/~ALIGN LEFT SIDE OF BICYCLE

INTERSECTION MARKINGS WITH LEFT

SIDE OF CONNECTING BIKE LANES
(AT THE BACK OF CROSSWALK)

MARKING DETAIL INTERSECTING BIKE LANES

MODIFY SPACING TO

AVOID OVERLAPS OR
I I I I I I I MANHOLE COVERS.
- I_, I "' I
- < < < <
-
-
- - - -
- -
- I " I 11'1 I -- -
- - - -
-~ > > > ~-
- I_, I I "' I -

I I I I I I I I I
NOTES

1. Install bike lane intersection markings to connect approaching and receiving bike lanes across intersections, unless otherwise specifi9d.

2. See Green Bike Lane Detail GB-4 for standard bike lane intersection markings through complex intersections.

NOTTO SCALE

CITY OF OAKLAND
DEPARTMENTf~'Th~~~~~~ ~~EETS DIVISIOlol
,me""'"' ' '-"""""APLAZA.SUrn: ..,,. • DAl<UNO c,,, ... ,. .... ,.,.;_@_,_

TWO-STAGE TURN

QUEUE BOX

SUPPLEMENTAL
._ __ G_u_iD_A_N_c_E __ _, • DEP£Lfo!r£foAT2~~~~eSION
SCAJ.E: 1<1s DWG. NO. BICYCLE & PEDESTRIA~ PROGRAM
,...,..,.. ,,_ DG.wu, . .,,..rum:4'11< • ™•u•mc,,, ... ,, RM-SA ...,."""''""®""'"""'"-.,,,.

BIKE LANE EXTENSION

THROUGH INTERSECTION

ROADWAY MARKING

DETAILS
SCALE: NTS DWG.NO
RM-9

PLANS PREPARED BY
O MNS

ENGINEER IN

RESPONSIBLE CHARGE

SHAWN KOWALEWSKI
R.C.E. No. 59539 EXPIRES: 12-31-25
DATE 10-08-24
Ulnder
Grou111d
Service Alert
North 811
Call: TOLL FREE
1-800
227-2600
lVt'O WORKING DAYS BEFORE YOU DIG
t

MULTIPLE TURN LANES
,_
- --
--8 es, ._
--
-
-
,, + " - 1 - + + \ '
- I - LPLACE DETECTOR - SYMBOL IN RIGHT-MOST - LANE SERVING -

BICYCLIST'S DESTINATION

THROUGH LANES WITH ADJACENT PARKING

CENTER SYMBOL

IN TRAVEL LANE,
NOT INCLUDING PARKJNGl
-r
1= 1-

I I I I I

ASSUME PARKING
IS 7-FT WIDE,
~ Nj KEDj 17
~ ---
________
L
- =

PARTIALLY ACTUATED SIGNALS

PLACE SYMBOLS

ONLY ON

APPROACHES

WITH BICYCLE
DETECTION I ./ ' 111
1= 1-
-
= i
=::~111-=1
-
-
-
- =
I ZONE

RIGHT TIJRN LANES

NO DETECTOR SYMBOL IN

RIGHT TURN LANE,

UNLESS RIGHT TURN ON
RED LIGl-fT IS PROHIBITED
t t
+
{--------+r- 1~ =
, T -
-
-
-
7'-8' --- ""
TYP. '· I I I I I
- -
3--
LEGEND: -...::::i, BICYCLE DETECTOR SYMBOL
{PER CA MUTCD, FIGURE 9C-7)

CITY OF OAKLAND
DEP-EriT gcjyW~f~~~iW~ ~b~~EETS DIVISION
"''FFW<" l,OGJ,W),PLJ.ZA,SUITI:4"14 • CWIJ.ANDCA...,..,, EMAJL,_,_.,.,.0,0""

BICYCLE DETECTOR

PAVEMENT MARKING
-

SUPPLEMENTAL

GUIDANCE
SCALE: NT& owa. NO.

RM-3A
PARKING TEE:
24"
12"
4 iN WHITE STRIPES
MARKING AREA= ·1.6 SF
4"
8&3<-:;g OPTIONAL 2" G.APS FOR STENCIL-BASED APPLIC .. A.TIONS D/W
20" {TYPICAL) -i- 22' (TYPICAL)
18' (MINIMUM)
'\'--RED CURB

CITY OF OAKLAND
-1- I s· [n'PICALJ j7' (MINIMUM)
FACE OF CURB-_/
L'EPA.'>T'~ENT,j'/~6f.':lt~~;iti%~ri i-:ot~;S:/±TS OIViSIOt< PARKING STALL "TEE" >'W """""'" 1,. <1<,.,./.S ,u,<, ,,,.,l1C4'.'1d • U, """ . ..... JI., ·-""'""'""-
MARK

REVISIONS

DRAWN BY PD

NOTTO SCALE
NOT TO SCALI:

ROADWAY MP..RKING

DETAILS
PCALE: ""' DWG. NO.

APPR. DAlE

CHECKED BY SK
NOTES
2-Fr CONTINENTAL

CROSSWALK STRIPES,
PER CAL TRANS STD.

PLAN A24F--~

ALIGN CROSSWALK

STRIPES PARALLEL
t
Ji

CURB FACE
r BACK OF PEDESTRIAN WALKWAY
__
• ' I / ' I
-
·~

TO ROADWAY
CENTERLINE~- -- 1 ---7,- 1j1111 I I

CROSSWALK EXTENTS ARE

TYPICALLY ALIGNED WITH THE CURB FACE AND BACK
OF PEDESTRIAN WAL'r<MJAY,
SEE NOTE 2
- ---- -- --
·~
:::;
;::,~·,-
• C
.· rRAMP LANDINGS
SEE NOTE 3
--a.,f--
SEE NOTE 1 I '°' MIN. SEE NOTE 2
5' I"""""

LANDING
AREA.......-'!
111 fJIIJJ ~i __ _
'L__ DIAGONAL RAMP

LANDINGS
(NON-STANDRD)
SEE NOTE 3

1. Continental crosswalk stripe spacing is 4 ft, on-center, unless otherwise specified. Align first crosswalk stripe with centerline of roadway and continue pattern toward edge of roadway, maintaining 2 ft clear from face of curb (if present).

2. Crosswalks should encompass the pedestrian walkways they connect. Unless otherwise specified, align the front of the crosswalk with the curb face at the corresponding curb returns. Align the back of the cro3SWalk with the back of the pedestrian walkway but no less than 1 O fl back from the front of the crosswalk.

3. Crosswalks must encompass the curb ramp landing areas they connect Directional ramps are the preferred standard, but where a single diagonal ramp serves both crosswalks at a corner, the front of the crosswalks may need to be shifted toward the intersection to encompass the entire 5' landing area at the bottom of the curb ramp.

4. See Detail RM-4A for supplemental crosswalk layout guidance.

5. At controlled approaches, install advanced limit lines with continental crosswalks, per Marking Detail RM-5.

NOTTO SCALE
~Jo //
111 PROHIBIT CONFLICTING TURNS ON RED FROM CROSS STREET < < <IAl[l]

PLACE TURN BOX TO POSITION---'

CYCLISTS IN FRONT OF TRAFFIC , CROSS
STREAM THEY WILL JOIN ON I A. - 1 ••• .,=,.!,,,=ST=R=E=E=T======= CROSSSTREET

TURN BOX MAY EXTEND ACROSS

BIKE LANE, PARKING LANE,

AND/OR RIGHT-MOST THROUGH

LANE ON CROSS STREET
I
I
II
I A I 11
1 111
1 / /t PLACE TURN BOX CLEAR OF

PATHS OF MOVING VEHICLES AND

BICYCLES ON THROUGH STREET
\~\
SEE DETAIL RM-8A FOR

ADDITIONAL PLACEMENT

EXAMPLES

TURN BOX LAYOUT
NOTES

1. Install two-stage tum queue boxes (turn boxes) at signalized intersections where separated (Class IV) bikeways intersect with another bikeway, to facilitate two-stage tums from the separated bikeway,

2. Turn boxes may also be used at the intersections of other bikeway types, where comfortable and convenient tums are not otherwise supported.

3. Prohibit tums on red from intersecting streets where turn boxes are installed in the path of turning vehicles.

4. Turn boxes shall be placed in a protected area, outside of the path of conflicting vehicle, bicycle, and pedestrian movements.

5. Turn boxes may also be used at unsignalized intersections to simplify cyclist turning movements, but engineering judgement must be used to ensure the safe placement of queue boxes outside the path of conflicting vehicle movements.

6. At signalized intersections with passive detection for bicycles, provide passive detection within the turn box
6' MIN
WMIN cA5

HALF-SIZED TYPE IV TURN

ARROW, PER CALTRANS
STANDARD PLAN A24A
(ALIGNED TO INDICATE

DIRECTION OF TURN)

GREEN PAVEMENT

MARKING MATERIAL BIKE LANE SYMBOL, PER

CALTRANSSTANDARD
PLAN A24C {ALIGNED

WITH DIRECTION OF

INBOUND BIKEWAY)
BORDER STRIPE:
8-INCH WHITE STRIPE

NOTTO SCALE

CITY OF OAKLAND
DEPARTMENTg~~f~~~~v~~ milliEETB DMSION
251) """" a, m,,..,, PLAZA. SUITS-131L • OA"-IIND C/1, ""'" "'""''~""'·•-·-

CONTINENTAL

CROSSWALK

ROADWAY MARKING
t---D_ET_A~I_LS __ --1 • DEPA£!!rm2fRT2t~~~e~ION SCALE: NTII DWB. NO. BICYCLE& PEDESTAL-.N PAD0RAM 251) 0ROIIKH,<IQO.WJO,PLJwl,Ol.JITE4"14 • <V<<W&lC,,. 0461, RM-4 Wi\lL,bl,,.., .. _, ..... _

TWO-STAGE TURN

QUEUE BOX

ROADWAY MARKING

DETAILS
SCALE:llla DWG. NO.

RM-8
GREEN
COLORED •,,,,
P~~~MENT~/-------:::',,,
\
(
/

GREEN BIKE LANE INTERSECTION MARKING DETAIL

MATCH BIKE I
4 LANE WIDTH -
UNLES~=~IFIED
DEfAIL39A~--JF=-z::=:"'c==

STRIPES
(6-IN WHITE)
4-IN WHITE CHEVRONS,

CENTERED BETWEEN
DETAIL39A STRIPES

GREEN PAVEMENT

MARKING MATERIAL
I I
'
48'
NOTE: UNLESS OTHERWISE SPECIFIED ON PLANS. THE
LAYOUT OF BIKE LANE INTEFISECllON MARKINGS SHALL
CONFORM TO TI-lE FOLLOWING:

1. SPACING PATTERN OF MARKINGS SHALl
APPROXIMATE SPACING OF DETAIL 39ASTRIPE (4-FT

STRIPE, S-FT SKIP MAY VARY, SEE BELOW)

2. THE LENGTI-l OF SKIPS BETWEEN MA.FtKINGS MAY

VARY TO ACCOMODATE CURVES AND AVOID UTILITY
COVERS OR OTHER IN.STREET APPURTENANCES

3. EACH INTERSECTION MARKING SHALL BE
RECTANGULAR IN SHAPE, WITI-l SQUARE CORNERS

AND PARALLEL SIDES

CITY OF OAKLAND
'•

GREEN BIKE LANE

INTERSECTION MARKINGS

SEE DETAIL BELOW
MUTCD W11-1 Sign

NOTTO SCALE

GREEN BIKE LANE

DETAILS
I\0TES

DETAIL A

TRANSITION STRIPING
NO SC:AL:.

1. l'~STALL RED -HERl•/0r_ASTC rA\/E•-~n,T l·JARKING rER T-JE )lt,ENSIC\IS :::;P[CIII[[: Ir--. PL1\N'3.
t,0TES
,-STOP loA~ FAV~MENT LEGENC
/ (ARR:::W)
' Cl:i IANO:. A:i
NO CIJ O\J -'I AN'.-
,S'" STRIPE (CALW1',\JS
t.:UAIL 38.~)

DETAIL B

BUSONLYLEGENDANDSTOPBAR
I\JSTALL RED -HERl,J0P_ASTC PA\/E'v!Ef.. T f.•.ARKING PER T-JE )lt.ENSIC\IS SPFCIFIFr:: Ir--. Pl ANS
2 I\ISTALL "BJS" LEGEND STRl"ING 20' FROl,i Tf-E BEGINN NG OF RED BUS _ANC:
fU,RK \JC;
DEPARTMENT 80~:~rJ~~~ ~~~EETS DIVISION
2ill Ftwl~H. 00/IWHLNA SUIE'-'l14 " OIi~ C,. ..,,,,
CUAJL, hl<•"""@n,''"''A.,,,_.

GREEN BIKE LANE
(TYPE 4)
COMPLEX INTERSECTION SCALE: NT8 DWG.NO
GB-4

CITY OF EMERYVILLE, CALIFORNIA

DEPARTMENT OF PUBLIC WORKS
APPROVED BY BY DAlE APPROVED BY

CITY ENGINEER
DATE
_________ _
40TH STREET MUL TIMODAL PROJECT

PAVEMENT DELINEATION DETAILS
HORIZ. SCALE: 1" = 20' VERT. SCALE: N/A
DESIGN WORK ORDER. NO.:

CONSlK WORK ORDER, NO,:
xxxxxxx xxxxxxx
PD-D-01
SHEF1115 OF273
z
0 .....
ti
::::,
ai::
ti
z
0 u
ai::
0 u.
b
z
..J' .....
:E
ICICI
::::,
s? 0
0 0
....
17' 12' 8'
4' 1 2 4R99C(CA) 9 EX. R30(CA) SIGN ON STREETLIGHT POLE EX. GREEN CURB (2HR PARKING LIMIT) EX. R30(CA) 20' R/C 20' B/C 8'
DWY © 2024 Microsoft Corporation © 2024 Maxar ©CNES (2024) Distribution Airbus DS 20'
R/C
20'
B/C8' 12' 10' 13' 1 4' 2 R99C(CA) 6 45
43'
Y/C EX. NO TRUCK PARKING (4PM TO 6AM) EX. R30 (CA) EX. LOADING ZONE (7AM-10AM, M-F) 20' R/C 20' B/C 8' 11' 11'
21'
4' 1 2 R99C(CA) 6 4
5' EX. R30 (CA) EX. G7-1 (CA) 20' R/C 20' B/C 1 2 73' Y/C 8' 11' 10' 11' 13' 4 5 R99C(CA) 6 R25A(CA) 6
4'
3' EX. R30 (CA) © 2024 Microsoft Corporation © 2024 Maxar ©CNES (2024) Distribution Airbus DS 20'
R/C
20'
B/C 8' 11' 11' 8' 3 2 4' 48 6 R99C(CA)
20'
R/C
20'
B/C 12 18' 11' 8' 4' 4 6 R99C(CA) EX. R30 (CA) << / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / / 2 3 20' R/C 20' B/C8' 11' 11' 10' 11' 9' 8' 4' 4 9 R99C(CA) R7-22 EX. R2-1(25) EX. R7-22EX. R30 (CA) EX. NO COMMERCIAL TRUCK PARKING SIGN 7 8' 10' 10' 8' 20' R/C 19' B/C 2 3 4' 4 R99C(CA) 6 201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL 20' 10' 0' 10' 20' SCALE: 1" = 20' INSTALL RED CURB BEGINNING AT CURB RETURN INSTALL INTERNATIONAL SYMBOL OF ACCESSIBILITY (ISA) MARKING PER CALTRANS STD. PLAN A24C INSTALL RED CURB BEGINNING AT CROSSWALK INSTALL BLUE CURB AS SHOWN INSTALL YELLOW CURB AS SHOWN INSTALL SIGN AS SHOWN ON NEW POST PER CALTRANS STD. PLANS RS1 AND RS5 REMOVE AND SALVAGE EXISTING SIGN REMOVE AND RELOCATE BIKE SHARE STATION INSTALL SIGN ON EXISTING POST OR STREETLIGHT 123456789 KEYNOTES PARK AVE AT HALLECK ST 1 PARK AVE AT HOLLIS ST 2 PARK AVE AT HAVEN ST 3 PARK AVE AT EMERY ST 4 40TH ST AT HORTON ST 5 40TH ST AT HARLAN ST 6 40TH ST AT ADELINE ST 7 41ST ST AT ADELINE ST 8 LEGEND RED CURB (R/C) BLUE CURB (B/C) - ACCESSIBLE PARKING YELLOW CURB (Y/C) - LOADING ZONE GREEN CURB - TIME-LIMITED PARKING GENERAL NOTES 1. ALL EXISTING SIGNS TO REMAIN UNLESS OTHERWISE SHOWN ON PLANS J I t J .... (/) z w > <C :::c I .... (/) 11 LOADING >- ONLY - a: 7,..5., __ , w ·-- ::e - w - 0 - _____Kf IE] . ] • • ~,j .... I (/) z <C ....J Ill a: <C :::c HORIZ. SCALE: 1"" = 20" VERT. SCALE: N/A I
201 N. Calle Cesar Chavez, Suite 300 Santa Barbara, CA 93103 805-692-6921 | www.mnsengineers.com SHAWN KOWALEWSKI No. 59539 Exp. 12/31/25 CIVIL PAVEMENT DELINEATION SHEET No. LOCATION THERMOPLASTIC TRAFFIC STRIPING PAVEMEN T MARKER (RETROR EFLECTIV E) THERMOPLASTIC PAVEMENT MARKING 6" YELLOW 6" WHITE 8" WHITE

PAINT BLUE CURB

RED PARKING

PAINT WHITE CURB

RED STRIPED BUS
LANE

RED BACKGROUND

BUS ONLY

RED BUS LANE

GREEN BIKE LANE

LIMIT LINE

BIKE LANE

EXTENSION

SHARED ROADWAY

BIKE SYMBOL

BIKE SYMBOL W/
PERSON

BIKE LANE TYPE I
ARROW
TYPE I 10FT
ARROW

TYPE IV (L,R)

ARROW (BIKE)

TYPE IV (L,R)
ARROW

TYPE VII (L,R)

ARROW ,MERGE

TYPE III (B) ARROW
(BIKE)

TYPE VI ARROW

YIELD LINE

BUS ONLY

SPEED TABLE

CONTINENTAL

CROSSWALK
DIAGONAL (6" WIDE)

CHEVRONSOLID DASH SOLID DASH
TYPE D

CL (BIKE)

SL (BIKE)
DETAIL 22
DETAIL 28
DETAIL 29
DETAIL 41
DETAIL 27B
DETAIL 39
DETAIL 8
DETAIL 9
DETAIL 39A
DETAIL 40
DETAIL 38 LF EA EA LF LF LF SQFT SQFT PD-01 SHLMD 246 326 54 690 163 48 239 1 58 471 392 38 24 42 21 31 5 562 158 PD-02 SHLMD 800 1,477 1,377 291 119 1,354 125 6 387 902 7,937 558 35 14 5 84 24 30 PD-03 40TH 399 798 797 801 69 460 4,738 14 7 42 PD-04 40TH 223 150 119 213 417 24 129 195 691 32 4 77 804 4,217 1,675 28 14 15 27 42 3 84 24 54 HUBBARD 2 PD-05 40TH 131 269 273 21 98 218 274 308 116 200 444 29 17 64 558 719 3,183 1,108 147 48 12 42 14 150 54 42 13 84 24 1,130 HORTON 50 4 PD-06 40TH 207 81 345 119 240 153 68 162 612 43 10 429 718 5,537 800 28 14 14 75 84 36 HOLDEN 2 PD-07 40TH 285 57 248 30 323 153 394 128 90 486 717 27 30 297 700 5,963 1,735 132 51 12 70 35 8 150 42 5 126 24 1,514 HOLLIS 2 1 PD-08 40TH 406 278 109 377 586 36 230 640 36 24 3 432 904 5,724 442 76 18 28 14 120 84 1,296 HARLAN 2 PD-09 40TH 387 196 37 92 383 104 475 132 200 636 23 20 6 598 1,215 4,695 2,102 81 54 12 56 28 14 135 12 168 48 1,290 WATTS EMERY 2 PD-10 40TH 390 357 199 196 373 544 212 415 459 859 50 895 345 3,094 1,578 144 60 69 35 18 84 180 14 42 12 1,562 10 SAN PABLO 2 1 PD-11 40TH 143 478 137 264 562 1,112 56 153 136 120 633 55 10 151 353 2,926 2,373 71 60 23 63 25 42 105 126 14 42 12 944 ADELINE 2 5 18 PD-12 40TH 108 57 58 174 11 2 176 46 7 4 81 29 116 PD-D-02 ADA 160 160 TOTAL 3,617 557 2,294 50 3,574 704 619 6,307 744 7,561 518 126 160 160 131 4,295 7,120 48,014 12,939 689 315 173 448 207 154 8 961 162 0 252 74 840 204 8,328 268 116 REMOVE PAVEMENT DEINEATION SHEET NO LOCATION REMOVE YELLOW THERMOPLASTIC TRAFFIC STRIPE (HAZARDOUS) REMOVE THERMOPLASTIC TRAFFIC STRIPE LF LF PD-1 SHELLMOUND 148 308 65TH ST 53 172 PD-2 66TH ST 152 PD-3 SHELLMOUND 143 243 67TH ST 177 203 TOTAL 673 926 REMOVE PAVEMENT MARKING SHEET NO LOCATION

RR XING
SYMBOL

TYPE IV
ARROW

TYPE VII
ARROW

LIMIT LINE

BIKE LANE
SYMBOL

BIKE LANE
ARROW

CONTINENTA
L XING SQFT PD-1 SHELLMOUND 15 42 175 7 3.5 65TH ST 140 92 144 PD-2 66TH ST 70 PD-3 SHELLMOUND 67TH ST 70 7 3.5 TOTAL 280 15 42 267 14 7 144 GRAND TOTAL 769 ,--------------------- 1 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

I I I I I I I I I
I
I I I
Cl
3:
'"O
0 I
a
0 (L
I
0 q-
.,/
(/)
+'
Q) Q)
_c
c.n
C'\I
.,/
0 <(
u
/
Cl
C
w
'SI'
.,/
+'
c.n
_c
+'
0 'SI' 'SI'
0 C'\I C'\I
w
::::;;
w
u
.,/
Q)
-
·- 0
> E
>, 0
LQ) 0
E c.n
w
0 I -~ w::::;; I u::::;; .,/ (L
(/)

PLANS PREPARED BY

ENGINEER IN
-
f?,OfESS/o~
(
I +' r--- u o
Q) .. O MNS RESPONSIBLE CHARGE ,:y ,__ t, I ·at') L l() (L C'\I I .,/ 0 X C'\I
o-.......

I
m ro
.,/ C'\I
...........
l_ ~ C'\I

SHAWN KOWALEWSKI
R.C.E. No. 59539 EXPIRES: 12-31-25
DATE 10-08-24
:=! - "' -z m UJ rn "' * *
<l'~l: ~'t,
OF cr,.I.IY()'I:!
Ulnder
Grou111d
Service Alert
North 811
Call: TOLL FREE
1-800
227-2600
lVt'O WORKING DAYS BEFORE YOU DIG
~ k. CITY OF EMERYVILLE CALIFORNIA ' DEPARTMENT OF PUBLIC WORKS APPROVED BY BY DAlE APPROVED BY .,.~ MARK REVISIONS APPR. DAlE CITY ENGINEER

PAVEMENT DELINEATION

QUANTITIES
HORIZ. SCALE: 1" 20' I VERT. SCALE: N/A
DESIGN WORK ORDER. NO.: xxxxxxx
CONSlR. WORK ORDER. NO.: xxxxxxx
PDQ-01
SHEE1117 OF273
ZI
21 ti1
~I
ti I
ZI 81
a: I
f2 I I- I
i1
..J'I
~I
1--11
:EI
ICICI
:, I
~I
cf I 0
01 ....

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I CITY OF EMERYVILLE, CALIFORNIA DEPARTMENT OF PUBLIC WORKS -------------------------------------------------------------------------------------------------------z O'l 3: --0 N +-' L 0 0 I Cl o_ I N N / > Cl / N +-' L 0 Cl <t: u / +-' (1) (1) L +-' (/) .c +-' 0 ..,-> >, L (I) E w / 0.. :, 0 L (.!) O'l C L (1) (I) C O'l N C (I) w :, 0-- 0 N - C, .0 > C, Cl ID /:, N O'l (I) ·- :, ::::;: GENERAL NOTES 1. PAVEMENT DELINEATION WORK SHALL BE IN ACCORDANCE WITH THE 2023 CALTRANS STD PLAN, THE CALIFORNIA MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES (CA-MUTCD) LATEST EDITION, AND THE CONTRACT SPECIAL PROVISIONS. PAVEMENT DELINEATION DETAIL DESIGNATION NUMBERS ARE PER CALTRANS STD PLANS A20A TO A20D. PAVEMENT MARKINGS ARROWS, SYMBOLS, WORDS AND CROSSWALKS ARE PER CALTRANS STD PLANS A24A TO A24F. BIKE PAVEMENT MARKINGS PER CITY OF OAKLAND "DESIGN DETAILS FOR TRANSPORTATION FACILITIES". 2. CONTRACTOR SHALL REMOVE BY WET SANDBLASTING ALL EXISTING AND PAVEMENT MARKINGS WHICH CONFLICT WITH NEW WORK AS SHOWN ON THE PLANS. SANDBLAST AREAS FOR PAVEMENT MARKING LEGEND AND ARROWS SHALL BE RECTANGULAR. ALL SANDBLASTED ARE FOG SEALED. 3. CONTRACTOR SHALL FINISH AND INSTALL ALL CONSTRUCTION MATERIALS FOR PAVEMENT DELINEATION AND SIGN WORK. 4. EXACT LOCATIONS OF ALL NEW SIGNS, PAVEMENT DELINEATION AND MARKINGS SHALL BE MARKED/ CAT-TRACED IN THE FIELD BY CONTRACTOR AND SHALL BE APPROVED BY THE ENGINEER PRIOR TO INSTALLATION. 5. LANE WIDTHS SHALL BE MEASURED BETWEEN THE CENTER LINES OF EACH ADJACENT SINGLE OR DOUBLE STRIPE OR TOP OF FACE OF CURB AS APPROPRIATE. 6. LANE WIDTHS OF CYCLE TRACK SHALL BE MEASURED BETWEEN THE CENTER LINES OF EACH ADJACENT STRIPE OR GUTTER EDGE AS APPROPRIATE. 7. ALL PAVEMENT DELINEATION AND MARKING SHALL BE THERMOPLASTIC. 8. CALTRANS PAVEMENT MARKINGS IN BIKE FACILITIES SHALL BE REDUCED TO HALF-SIZE. 9. FOR CONFLICT ZONES AND BIKE LANE EXTENSIONS, GREEN-COLORED PAVEMENT PATTERN SHALL MATCH THE PATTERN OF THE DOTTED LINES, THUS FILLING IN ONLY THE AREAS THAT ARE DIRECTLY BETWEEN A PAIR OF DASHED LINE SEGMENTS. 10. FOR AREAS WHERE GENERAL TRAFFIC IS PERMITTED TO ENTER INTO THE TRANSIT LANE OR OUT OF THE TRANSIT LANE, RED COLORED PAVEMENT PATTERN SHALL BE 4'-12'-4'. 3' _,,-- P EFO ED YEU O THE STIC P ) - LEGEND 8>- • I <il) @g • A I STRIPING DETAILS PER STANDARD PLANS 12" WHITE LIMIT LINE 6" WIDE 3' LONG YELLOW DASHED CENTERLINE WITH 9' GAP 6" YELLOW SOLID CENTERLINE REMOVE ALL EXISTING CONFLICTING TRAFFIC STRIPING, MARKING OR ARROW AS NOTED, INCLUDING RAISED PAVEMENT MARKERS INSTALL WHITE REFLECTIVE PAVEMENT MARKING ON TOP AND FACE OF CURB PER DETAIL A ON THE PART 1 PLANS. BIKE LANE SYMBOL WITH PERSON AND ARROW BIKE LANE TYPE (IV) LARROW PER STD PLAN A24A TYPE (IV) R ARROW PER STD PLAN A24A TYPE (VI) ARROW PER STD PLAN A24A TYPE I ARROW PER STD PLAN A24A TYPE VII ARROW (L) PER STD PLAN A24A YIELD LINE PER STD A24G SHARE THE PATH SPEED TABLE/ SPEED HUMP WITH CROSSWALK PER CA MUTCD BUS ONLY PER STD PLAN A24E, L=40' 24" CONTINENTAL CROSSWALK BARS K72 DARK GREY "BUS ONLY" LANE TRANSITION STRIPING, L=4' ( S-# ) SIGN IDENTIFICATION NUMBER PROPOSED ROADSIDE SIGN (ONE POST) PROPOSED ROADSIDE SIGN (STREETLIGHT) EXISTING ROADSIDE SIGN (ONE POST) PP PROTECT IN PLACE SS INSTALL SIGN ( STRAP AND SADDLE BRACKET METHOD) BAYST "BAY ST" PAVEMENT MARKING PER STANDARD PLAN A24D 0-- ---------------------------------------------------------------------------------------------------------------------------- N::::;: C, o_ > - CX) (I) :, ..

PLANS PREPARED BY

ENGINEER IN

RESPONSIBLE CHARGE
~~oFESS/o~
1', o,N ).,tR A. ~<' c.., -
·- - - -;e.
3,LO D IA BL Q No.C63909 g
ENGIN[EFING GROUP ,IF JI,. -,<~HOii * Exp. 9-30-26 *
1300 CLAY STREET, SUITE 600 F.C.E. 1.c. ,.3gc9 UF ,Ee 9-3C-20, J>~ C/VI'- ~'<- I_. 'Jcr
,,-~-:1..1n ..
::,, !ICC I::,·;
North 811
Call: TOLL FREE
1-800
227-2600
1'\'0 WORKING DAYS BEFORE YOU DIG
[.i\ :.
-IT- F ,IC:I FFR

PAVEMENT DELINEATION
NOTES AND DETAILS PD-01
,H~FT 237 IF 273
3, OAKLAND, CA 94612 DCT 02-28-2025 '(f- OF CALl~Q~ u?:;L. ____ .,:(~5.:,:10~)..;5:.;:,50~-.:;:,89;:,;5:,;:9 _____ ..1., __________________ ....1, _____________ ..L.,. ______ ...,1..;,"'..;,''''..:"'-' .. H".,,;;;;;;;;;C,;;;;T;;;;;;;;;;..."",;;.·'Nl..:IK_';;;;;;;;'CT;;;;;;;;;;;;.;,Cc .. r: .... n,;.llK .. ·,;;;;;;;1;;;; 7 ;;;;;;;;;;;;;;,1, _____________ .i.....,_1._1- ______ ..1.,;,,;.lli;;,;,jj ..::~..:'-..;''..;.C..;A.L;.;; • ____ ....:,N:.:.;TS;:_...,:_· ..;:L;../..; • __ ,;.;-;:;..,A,;;;LL..::.;.;NT,;,;;S;__....1, ________ ..J 0 .....
tu
::::,
t;
z
0 u
0 LI.
to
z
..J'
.....
:I:

CCI
::::,
u,
,:§!. 0
0 0
....
,----------------------------------------------z
0 8
~
Iii
::=::::, ? L fscALE 1 • -20 •

HALF SIZED TYPE IV (R)
"' "' " N
+-'
L
0 "-i
0 "-
I
N
N
,,-
>
0 ,,-
N
+-'
L
0 "-i
0 <C
u
,,-
+-'
" " L
+-'
en
.c
+-'
0 "
"
>
>,
L
" E
w
/'
a.
::,
0 L
(!)
"' C
L
" " C
c,, N
C Q)
w ::,
er
0 N
- 0
.D >
0 0 "
-

GREEN COLORED PAVEMENT
W=10' L=30'
'----°< C • CJ] '
'--
6" WHITE DIAGONAL
~~MARKING AT 5' 0/C
39 I
CL
ARROW

GREEN COLORED PAVEMENT
W=8' L=20' pp
\ --=\l.......----'=::'.:.....=:z[/ r', S-1 - - - •• • D1-3A MOD I 1;' •~, , ,_rro_,_ - ~1 --------L,,-----,so,,~ -[ I EX R/W ( CAL T[<ANS) ·-_---~ --:- -- ---~B~ - ~ TTTTc,=;;'i'f.,'i""o;tj _ .i_ . ____ tf i,=,=,=,--tl;::I Fi I I U 117 U 41_151,utl -::.- - :i'
40 K72 II(
ot-
-
10 IL. +W
.... ...J LLMllS OLE'A .... lrr_LSl:lOW!',~ INFORMATIONAL PURPOSES--~ --~----' ,_ _ __ _ LLt-----1 II( w3:
iii!; 0
r I - L

SHELLMOUND ST
pp
S-2
R2-2

EX R/W (CALTRANS) □
• • I .
•
39 □
ss
S-1
R3-11b (Mod)

NO TIMES
(Mon-Fri)

SHELLMOUND ST
CL
29 _I
□
CX)
.

CX)
z, "'
•
22 10'
12'
• • E~ R/W
•
•
. . • • . ~--- - ~--~--
pp
S-3
D11-1 MOD
. C"- - ,
14+00
..J ...J
::c w
om
1-w
l <w
:I Cl)
-
I
::=::::, ? L fflcALE 1 "=20 •
;, . e
ss
S-2
R3-11 b (Mod)

NO TIMES
(Mon-Fri)
\
10'
2010 0 20
I ~1-------=1 40 60
1----,1
SCALE: 1 "=20'
,,- ::,
N c,, "·-
::, ::,e
:~r-=~~~~~-~P;L~_AtN3s~~;P~R_E~P~A~R~ElD~!B_Y~~~~~~~1-------------~~;~~;:~-r-~:=~--~~~---r-------~==+::::::::::::::::::::::J:::r::~r---------------------T----------------~~-------J " -~ ~ ENGINEER IN a<S> ~1tOfESSto~ ,stR A. ~r ~ Grau Under n d ~ k. ' CITY OF EMERYVILLE, CALIFORNIA 40TH STREET MUL llMODAL PROJECT - PART 2 cooN,ss'm'N. wwooRRKK ooRR □□ EERR •. NNoo·.•. xxxxxxxxxxxxxx 6' N RESPONSIBLE CHARGE ,SY'~'' 't, Service Alert DEPARTMENT OF PUBLIC WORKS ·- ..- Cl) ~ - North 811 3 '° D I AB L Q ~ No. C 63909 ~ Call: T0I.L FREE wee°'rn ax ax cm APPROVED BY PAVEMENT DELINEATION PLAN ~ 8 ENG<NEEPNG GROUP JENNIFER HARMON * Exp. 9-30-26 * 1-800 "I~ SHELLMOUND STREET PD-02 ~ ~ 1300 CLAY STREET, SUITE 600 R.C.E. No. 63909 EXPIRES, 9-30-26 J'_,. C/VI'- ,..- 227 2600 FROM BEG TO STA 15+00 ;3 ~ OAKLAND, CA 94612 ...,(f- ~~ - MARK REvlSIONS APPR. DATE u~. ______ cs_1_o_)_s_so_-_a9_s_9 _____ ~--DA-TE_o_2_-_2_s-_2_0_2_s _________ ~_c~_0_,0 __ ~---~-WOR--KI-NC-DA_~_a_u_~_E_~_o_,c_~--------~';;;;:;;i;;;;;;;;;;~;;;;;;;;;;;:;:t:::::::::;i::::::;i::::::~ic;,T;Y;E~NG~IN~EE~R~~~~~~~~dt~~~~:~~~=J:~=~~=r~~~~:~~~=~~~::::JLS-HE_E_1_238 DESIGNED BY AT DRAWN BY AT CHECKED BY JH DATE HORIZ. SCALE, 1" = 20' VERT. SCALE, N/A ___ F__7_3_J z
0 u
a:
0 u.
b
z
...1
1--1
~ :E
m
::::,
(I)
0 ~
0 0
....
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CITY OF EMERYVILLE, CALIFORNIA DEPARTMENT OF PUBLIC WORKS c,, 3: ""O N +' L CJ °-i Cl o_ I N N / > Cl / N +' L CJ °-i Cl <t: u / +' (1) (1) L +' (/) .c +' 0 ..,-(1) > >, L (1) E w / 0.. :, 0 L (.!) c,, C ,-----------------------------------------z 0
.....

I EX R
re 1-
7_7 -- _ _ - _J
LJ
ss
( S-3 )1----~
R3-11b (Mod)

NO TIMES
(Mon-Fri)
pp
( S-5 }
G27-2 (1-80)
CONT I NENT AL CROSSWALK W= 10' -

IKEA EXIT

GREEN COLORED PAVEMENT
W=9' L=20'

BUS STOP SIGN BY AC TRANSIT
' ' CONT I NENTAL CROSSWALK W= 10' '

WEST ELM LOADING

GREEN COLORED PAVEMENT
W=9' L=15'

CONTINENTAL CROSSWALK
W=6'

GREEN COLORED PAVEMENT
W=9' L=12'
I
:::-:, iL!_ fscALE 1 "=20'

GREEN COLORED PAVEMENT
/- W=8' L=20'
Ji\ I_
20 10 0 20 40 60 I ~f----1
__ 1-_____,1
SCALE: 1 "=20'
tu
::::,
a::
t;
z
0 u
a::
0 LI.
to
z
..J'
.....
:I:

CCI
::::,
u,
,:§!. 0
0 0
....
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CITY OF EMERYVILLE, CALIFORNIA DEPARTMENT OF PUBLIC WORKS r-----------------------z 0 ..... t-u ::::, c,, 3: ""O N +' L CJ °-i Cl o_ I N N / > Cl / N +' L CJ °-i Cl <t: u / +' (1) (1) L +' (/) .c +' 0 ..,-(1) > >, L (1) E w / 0.. :, 0 L (.!) c,, C L (1) (1) C c,, C N w (1) :, 0 <:T - N ..0 CJ CJ> I - 0 -r (ID- ~24+00 +95 ' (278} _J '>•rlRPI ,7 N .----- ---- ,i + N l-o_ R3-11b (Mod) RED PAVEMENT MARKING BUS LANE L=4'; W=10' NO TIMES (Mon-Fri) 8" WHITE STRIPE _; GREEN COLORED PAVEMENT W=7'L=45' I r' '~ <ID-\_ ' ' 25+00 0 SHELLMOUND ST -- -- -- - ss ( S-7 ) I R3-11b (Mod) NO TIMES : (Mon-Fri) ,---._ I (,--,-9~} - -- - -- I I I 1- , I I BIKE LANE EXTENSION - L=4', W=5' \ K72 I LO CX) + -----./ N l-o_ 9 I I I ' TUFF CURB WITH YELLOW DELINEATORS 28+00 TO 30+50 GREEN COLORED PAVEMENT W=8'L=14' K72 SHELLMOUND ST ss S-9 R3-11b (Mod) NO TIMES (Mon-Fri) I, I I, ss pp I 0 ' I . / . i'"I I ' ' ===i ::ll:ap ..-c. 1 SCALE 1 ·=20' ; ! I ·1 I 20 10 0 20 40 60 I ~f----1 __ 1-_____,1 SCALE: 1 "=20' Cl - / (1) N :, (1) c,, :, ·- >NCJO- ~o_~ r-==~ .. ~§.t~<~~~E-~~~~--r---:::::~----:~i~i::-lrr:;;;;:---:--:--7--~=:----r--------------7r-------------------,-----------------,.--------J PLANS PREPARED BY (1) r--- ENGINEER IN oFESS/o~< \ dcr f eJN{},.~ kB RESPONSIBLE CHARGE i , .. :_ ~, :;, ;~·~: k. ON • , • fl ,. T 40TH ::::=EA::r ~ART 2 :;:~· ::·:: :::: : BRUNSWIG LN 1300 CLAY STREET, SUITE 600 IF II -.<~1/1011 xp. 9-30-26 * 1-800 .,. SHELLMOUND STREET PD-04 3 gJ OAKLAND, CA 94612 ' cc ' ' rncrnHc • ,,-cHC CI VI c .~• 227-2600 FROM STA 23t-OO TO ST A 30t50 u ?:)- (510) 550-8959 D•-c02- 2s-2o25 OF C/ILl~CJ 1'\'0 WORKING DAYS BEFORE YOU DIG c·;i;c,, ''Fr, '"" 1 ______________ __J ,H~FT240 IF 273 1/;I FFR
Ji\ I_ I IU/c L ';(:AL_. AS SHOWN iL i . •;/.ALL N/A
t;
z
0 u
0 LI.
to
z
..J'
.....
:I:

CCI
::::,
u,
,:§!. 0
0 0
....
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CITY OF EMERYVILLE, CALIFORNIA DEPARTMENT OF PUBLIC WORKS .-----------------------------.-------------------------------------------z 0 O'l ;:: "O N +' L a '1i 0 (l_ I -0 / N +' L a '1i 0 <a: u / +' Q) Q) L +' Cf) ..c +' 0 'S)- Q) ·-> >, L Q) E w / 0.. ::, 0 L (') O'l C L Q) Q) C O'l C N w Q) ::, 0 O'l ..0 L a -o ·- 0 0 0:: / N Q) c=-----=t ,, _I - - - ,; ---:t"' BURGER KING CONTINENTAL CROSSWALK W=9' BIKE LANE EXTENSION L=4' W=5' RED PAVEMENT MARKING BUS LANE L=4'; W=13' I r R/W 8" WHITE STRIPE RED PAVEMENT MARKING BUS LANE L=4'; W=10' CONTINENTAL CROSSWALK W=12' GREEN COLORED PAVEMENT W=6' L=28' \ \ BA - I I, ,-._ :':C- ',.) -.Q1 I I \ iJ \ u I I LJ I I I I r I \ I " " I~ ' LU '-'-' \ I I I I I I I I I I I I I J o· J 12' LJ w lex R/W r l-t-+--h-~38 : : .-' .-' AV 25 (8') NOT PUBLiclsw I 1 1 , I : I ,I : I I I I .-' I I ;;j ·11 I l f / I I ': I LL pp S-8 R4-14 MOD LL 6" WHITE DIAGONAL MARKING AT 5' 0/C \ X EX R/W ------ +--- 36+00 - - - ____ __. 22 1- 9-~ - - - - ___ r _ _J ---- EX R/W BIKE LANE EXTENSION L=4' W=5' CONTINENTAL CROSSWALK W=10' LL SHELLMOUND ST CHRISTIE AVE ss S-10 R3-11b (Mod) NO TIMES (Mon-Fri) RED PAVEMENT MARKING BUS LANE L=4' ; W=13' SHELLMOUND ST 37+00 ==:-, iT'. lkALE 1·=20· pp I S-7 D11-1 MOD RED PAVEMENT MARKING BUS LANE L=4'; W=10' 20 10 0 20 40 60 I ~--1 __ 1--1 SCALE: 1 "=20' QJ en ::, 0 -~, r----Pi'.i~"PFlrn!.RFn'Fi'v ___ T" _________________ , ___________ ""'T" ______ ""'T"_r----------""'T"-r---,,---------------------,,-----------------------.J PLANS PREPARED BY 40TH STREET MUL 11MODAL PROJECT _ PART 2 DESIGN WORK ORDER. NO.: xxxxxxx CONSTR. WORK ORDER. NO.: XXXXXXX L :::;; "O (l_ 0 0:: IX) QJ LO
en ..
0 'S)- """) DIAB LO
ENGINCEfl G GROVP

ENGINEER IN

RESPONSIBLE CHARGE
'?~Of ESS / o:ti,
:--~tll A. ~<' ~#
c.,, -
- -z_ f3 No. C 63909 ::;:\
0:: ::0
* Exp. 9-30-26 *
Under
C, Ground Service Alert
North 811
Call: TOLL FREE
1-800
~ k. APPROVED BY t----t-------------jf----+--+-------+---=---"Y_--+-___:o::.::ATE.:.__--1 APPROVED BY PAVEMENT DELINEATION PLAN SHELLMOUND ST TO CHRISTIE AVE FROM STA 30+50 TO END
PD-05
/ LO
en N
LO
QJ N :3 .,.~ t--~---------__J'-------'---+-------+-----l-----1 ""CITY=-:::EN=G::-::INE=ER::------1---------------------l SHEET 241 OF 273 JENNIFER HARMON 1300 CLAY STREET, SUITE 600 R.C.E. No. 63909 EXPIRES: 9-30-26 u'<t 1' C I V I \.. "{- 227-2600 MARK REVISIONS APPR. DATE OAKLAND, CA 94612 DAIT 02-28-2025 OF CAl..l~a~ lWO WORl<ING DAYS BEFORE YOU DIG /N U~~----~~,;;.;;,;;.;_ (51 OJ 550-8959 ____ .._ _________________ .L... ___________ ....L, ______ DESIGNED BY AT DRAWN BY AT CHECKED BY JH .....
ti
::,
!Ct::
t;
z
0 u
!Ct::
0 u.

S
z
..J'
.....
:E
m
::,
U>
::e 0
0 0
....

Attachment B:

Transportation Committee and City Council
Agendas
FEHR,1 PEERS

!"#!$%&!
' ())!*+,-./0123 452/62,.1-//7852/62,.1-0,

9:;<=>9?@:ABC<D ECFGC<HAI9JCCKL:A< MNMONPQQO HKCR;:SECCB;?T ;U;R
C?BC<VW:<JC?XCUCSYCSCR>?ZC<C?RC [[[:<IUC?AC\FC<]U;SSCV ^_ `abcdefdedghgieeQ jklmnoppqlrsnlmntplrsnuvrwxuqpwnlrnynkzt{lwn|lr}~p{mvrvvonv{oyqnyqnqkpnvuyqlvr lrwluyqpwnvrnqkpnysprwynjvn vlrnqkpnoppqlrsnlynvvonxmpnqkpnlrv{oyqlvr ~{vlwpwntpvn >>FECCB;?T ?Z><F:B;>? 9BBKDYYCFC<]U;SSC><T\>>F\ADYY^_KJ= WEGS
:F?
[@S9J>_
AJ;>
?S]
:SS;?B>__[[VECCB;?T ^_V:DDR>JC_^\ N \
:SSB>
<JC< \
>SS
:SS [\AGS;R
>FFC?B [\#&(4
"")("!!

!
+

4$!&!
' ())!$
¡¢
(£
' (!£\ ^\KK<>U:S>ZE:]V_[V
CTAS:<ECCB;?TRB;>?E;?ABCD \RB;>? BCFD \¤:]Z;?J;?T¥ :ID¦ \
GCRB;UCHB:?J:<JD¥@;R]RSC:<I;?T:?JH;JC:SID¦¥
:ID¦ \[H@<>CRBX;DB
E
¥
>:JE:;?BC?:?RC:?J
C9:G;S;B:B;>?RR>A?B¦ §A?J;?T¥
¨
>??CSS¦ \ ?Z><F:B;>? BCFD \<:?DK><B:B;>?:?J
B9C<W<:?BD¥S:>A;¦ \
:K;B:S FK<>UCFC?B<>T<:F<:RI;?THK<C:JD9CCB¥9<C?D¦ \§ABA<CTC?J: BCFD \^_B9HB<CCBEASB;F>J:S<>CRBKJ:BC¥=AS]_[¦ \RB;UC<:?DK><B:B;>?S:?¥=AS]_[¦ \[ ;U;R
C?BC<:;?B;?T<>CRB¥=AS]_[¦ \^<CCS:?B;?T<>T<:F¥§:SS_[¦ \??>A?RCFC?BDYECFGC< >FFC?BD \J>A<?FC?B
©ª«¬bª®¯cb°±²³«¬´±µ¬²«c ®´cb¬ª¬¶¶«©«®·®©ª«¬b¬¶ª¸cP«ª± P¬ab©«·f°aª¹aª°c©¬b«²c´c² ®b²º¬ªcbª«®··±´®ª«¶«c²®ª®´c»a·®´ P«ª±P¬ab©«·¹ccª«b»¼ SS<;B;?TDB9:B:<CKAGS;R<CR><JD :?J<CS:BCB>:?:TC?J:;BCFV9;R9 :<CJ;DB<;GABCJB>:F:><;B]>ZB9C SCT;DS:B;UCG>J]SCDDB9:?9>A<D K<;><B>B9CFCCB;?T;D?>B;RCJV;SSGC F:JC:U:;S:GSCU;:CF:;SG]<C½ACDB B>B9C >FF;BBCCHCR<CB:<]\ ? R>FKS;:?RC;B9B9CFC<;R:?D;B9 ;D:G;S;B;CDRBV:KC<D>?<C½A;<;?T:? :RR>FF>J:B;>?V:A;S;:<]:;JV>< DC<U;RCB>K:<B;R;K:BC;?B9;DFCCB;?T D9>ASJ R>?B:RB B9C >FF;BBCC HCR<CB:<]:DZ:<;?:JU:?RC:D K>DD;GSCVGAB?>S:BC<B9:?9>A<D K<;><B>B9CDR9CJASCJCUC?B\9C GCDBCZZ><BB>ZASZ;SSB9C<C½ACDB;SSGC F:JC\DD;DB;UCS;DBC?;?TJCU;RCD;SS GCF:JC:U:;S:GSCZ><:?]>?C;B9 9C:<;?TJ;ZZ;RASB]:?JFADBGC <CBA<?CJB>B9C >FF;BBCCHCR<CB:<] :BB9CC?J>ZB9CFCCB;?T\SS J>RAFC?BD :<C :U:;S:GSC ;? :SBC<?:B;UCZ><F:BDAK>?<C½ACDB\ > :?;F:SDD9:SSGC:SS>CJ:BV>< G<>AT9B;?B>V:KAGS;RFCCB;?TG]:?] KC<D>?CRCKB¥;¦:DB>FCFGC<D>Z B9CKAGS;R>< ;B]DB:ZZAB;S;;?TB9C :DD;DB:?RC>Z:DC<U;RC:?;F:SV9;R9 ;DJCZ;?CJ:D:TA;JCJ>TVD;T?:SJ>TV ><>B9C<:?;F:S;?J;U;JA:SS]B<:;?CJB> K<>U;JC:DD;DB:?RCB>:?;?J;U;JA:S ;B9:J;D:G;S;B]¾><¥;;¦:DB>K>S;RC >ZZ;RC<DAB;S;;?TB9C:DD;DB:?RC>Z: J>T¥D¦;?S:C?Z><RCFC?BJAB;CD\ AGS;RR>FFC?BZ><:TC?J:;BCFDR:?GCDAGF;BBCJ>?S;?CU;:>A<>?S;?CDKC:IC<R:<J:B\CFC<]U;SSC\><TY:JU;D><]G>J;CD\¤<;BBC?R>FFC?BD R:?:SD>GCDAGF;BBCJG]CF:;SB>B9C >FF;BBCCHCR<CB:<]\ Z]>A>ASJS;ICB>DAKK><BV>KK>DCV><>B9C<;DCR>FFC?B>?:?AKR>F;?T:TC?J: ;BCFVKSC:DCDC?J;?]>A<R>FFC?BDK<;><B>B9CFCCB;?T\ ¿ÀMÁMON¿MQONF:]GC>GB:;?CJG]R>?B:RB=>D;C9<C?DV >FF;BBCCHCR<CB:<]V:B_^[>< >D;C\:9<C?DÂCFC<]U;SSC\><T\9C?CB<CTAS:<FCCB;?T;DDR9CJASCJZ><=AS]_V_[V:B[__E\ i `ÀNÃgfdedg >DB
? =
V_[ >DB?B;S =
V_[ ÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄÄ X><<:]?CXC>?TVCKAB] ;B]
SC<I
~ k. "If: City of Emeryville

"#!

" $

%

! &'()$&*$+,-./01$2+,-./0134$5(,60$,)7$8,9'0$$ :-;(7//<$=,-0$2=,-034$5'-)>6?@/@A/0$ $ B

! &'16/$C(0/)1$2C(0/)13$ 8'(,@/7$C?,'-6$2C?,'-63$ D,-?$+-77/)(,E/)$2+-77/)(,E/)3$ F6;$GE),>6'$2GE),>6'3$ F,)>9$H-@<(0/9$2H-@<(0/93$ I,?'06/$8,JK/??$28,JK/??3$ L9,)$MN5'))/??$2MN5'))/??3$ 86>(,/?$L'A/0.1$2L'A/0.13$ L,)7,??$O/1.$2O/1.3$ $
%

" %!$$ 5/?/1./$+-00'K1$ +/.19$5''?/9$ D(6?$P06>;1')$25'@@-)6.9$Q/16E)$R$C0>(6./>.-0/3$ &/))6S/0$H,0@')$2Q6,A?'$P)E6)//06)E$T0'-<3$ L'A$L//1$2U/(0$V$D//013$ $ WX

!Y(61$@//.6)E$K,1$>,??/7$.'$'07/0$,.$Z[\]$D8*

X!://$,A'^/* X" %
!F')/*$ _X

`*]$C<<0'^,?$'S$C<06?$]\4$a\aZ$:</>6,?$8//.6)E$C>.6')$86)-./1*$ $ C$@'.6')$K,1$@,7/$.'$,<<0'^/$.(/$C<06?$]\4$a\aZ$,>.6')$@6)-./1*$F'$<-A?6>$ >'@@/).*$$ !b cB
!d

ce
!f

X

!!
"#$
%&'()$* '+!,
-.()
!/012'33!$$4 012'33!$$. !5!3
!(#.()
!5'3

!. '+!,
15. '6 !55%3

!.$)33%36.
)5!78
%,
%3,$#(!(5
) %36)3'9! )$$
%&!$%3!)58!$$)56 )3
5 !,!%9!(:'

!. '+!,
2'35#$
)3
5'3

!. '+!,
8! !)$5'. !5!3
78
%,
%3,$#(!(*
%$; %,<5'3: '& 2'&&#3%
=>!5%63?@ ,
%
!,
# !7A!33%:! B) &'3: '&>%)C$';36%3!! %36D '#.7 )3(E'CE!!5: '&F! G*!! 5H
!5,'.!':8' <':

!. '+!,
%3,$#(!5
)35%
I '3$=$)3!58%

3!8C') (%36%5$)3(57
8'I8)=,=,$!
),<7)3(.!(!5
%)3 %&. '9!&!3
5)
!$!9!3%3
! 5!,
%'35
H
!. '+!,

!)&5
) !(

!%3%
%)$ !5#$
5: '&

!
)::%,:!)5%C%$%
=5
#(=)3(5
) !( %3%
%)$.$)35:' ,'&&#3%
='#
!),
H
!6')$%5
'
)9!

J.$)35,'&.$!
!%3 5. %36K
K)3(,'35
#,
%'3
'C!6%3%35#&&! K
K)3(,'&.$!
!(C=:)$$K
K H
!. '+!,
8)5' %6%3)$$=).. '9!(C=2%
=2'#3,%$%3") ,
K
K
7C#

! ,'35#$
)3
5) !('%36)
)::%,5
#(=)6)%3:' :#$$' .)
%)$,$'5# !5'3#35%63)$%L!( %3
! 5!,
%'357)3(
)::%,,'#3
5
)9!6'3!('83%3A)3#) =K
KM%3,'&.) %5'3
' . !I,'9%($!9!$5
012'33!$$. !5!3
!(

!!)$
! 3)
%9!5N@$
! 3)
%9!%5,# !3
C)5!. '+!,
7 @$
! 3)
%9!K%55%(!5
!!
,$'5# !58%

B'
'3(%9!
! 7)3(@$
! 3)
%9!M%55%(! 5
!!
,$'5# !58%

3'B'
'3(%9!
! B!'#
$%3!(

!C!3!:%
5:' ,$'5# !5N6 !!3 %3: )5
#,
# !'..'
#3%
%!57
!!57C!3,
!57C%<!.) <%367)3(&%3%.) <5.),!57 8
%$!5
%$$&)%3
)%3%36!&! 6!3,=9!
%,$!),,!55)3(5&)$$! (!$%9! =
#,<),,!55
H
!,'35#$
)3
5. !5!3
!(
)::%,%&.),
()
): '&
)35.'
)
%'3%&.),
5':
8) ! )3(5
#(%!5
):: !,'&&!3(@$
! 3)
%9!MH
!B'
'3(%9!
! %5,# !3
$=
%!(
') ,'3(%
%'3':).. '9)$:'

!
! 8%3O%$$%)&55%
!)3(8'#$(3!!(
'C!&'(%:%!(

'#6

!. ',!55':&'(%:=%36,'3(%
%'35':).. '9)$
*#C$%,2'&&!3
N2''$!=)5<!()P#!5
%'3)C'#

'8

!. '+!,
8%$$%&.),

! ;&! 6=D'E'#3(
):: !5.'3(!(

)

!;&! =D'E'#3(8)5)3)$=L!(%3K
Q )3(5! 9%,!8)5%&. '9!(8%

)35%
I'3$=$)3!5)3(.'
!3
%)$H*/
)35%
5%63)$ . %' %
=4:'
)35%
5! 9%,!R#
&' !)3)$=5%55
'#$(C!('3!'3

!%&.),
'3B'$$%5
!!
:' 5! 9%,!
S)# )3(R)#
! 5)5<!():!8,$) %:=%36P#!5
%'35)C'#
(!5%63!$!&!3
5)3( !T. !55!(5#..'
:'

!. '+!,

@&'
%'38)5&)(!
' !,'&&!3(
'

!2'#3,%$)(!5%63)$
! 3)
%9!

)
%3,$#(!57 )
)&%3%&#&7

!,$'5# !':

!:'# #35%63)$%L!(5%(!5
!!
5 U
VWXY
Z
[
\
]WXY
Z
^
_WX
W``YaWb

C A L I F O R N I A

M E M O R A N D U M
DATE: July 18, 2023
TO: Paul Buddenhagen, City Manager
FROM: Mohamed Alaoui, Public Works Director
SUBJECT: 40th Street Multimodal Project:

Resolution Of The City Council Of The City Of Emeryville Approving Concept Closing Unsignalized Intersections On The North Side Of 40th Street (Watts, Haven, Holden, and Hubbard) As Part Of The 40th Street Multimodal Project; And/Or
Resolution Of The City Council Of The City Of Emeryville Approving Addition Of New Scope Of Work (Exhibit A-1) Related To Additional Design Work For Unsignalized Intersections On The North Side Of 40th Street As Part Of The 40th Street Multimodal Project Into The Professional Services Contract With Diablo Engineering Group; And/Or
Resolution Of The City Council Of The City Of Emeryville Approving Addition Of New Scope Of Work (Exhibit A-2) Related To Design Of The 40th Street Multimodal Project Phase 2: Bay Trail Gap Closure (CIP No. SUT-05) Into The Professional Services Contract With Diablo Engineering Group; And
Resolution Of The City Council Of The City Of Emeryville Authorizing The City Manager To Execute A First Amendment To The
Professional Services Contract With Diablo Engineering Group For Additional Services As Described In Exhibit(s) ___________, Increase The Total Compensation By $___________, For A Total Amount Not To Exceed $___________

RECOMMENDATION
Staff recommends that the City Council adopt the above-entitled resolutions.

BACKGROUND
The 40th Street Multimodal Project (“Project”) is a significant initiative undertaken by the City of Emeryville to improve transportation conditions for bus riders, pedestrians, and cyclists. The project focuses on the redesign of 40th Street, as well as sections of San Pablo Avenue and Shellmound Street, with the aim of enhancing connectivity, safety, and efficiency for various modes of transportation.

This Project holds significant importance as 40th Street has been designated as a major Transit Street and Regional Retail Access Route, serving as a vital multimodal ~- City of Emeryville
40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023

Page 2 of 11 ends

connector within Emeryville. It plays a critical role in providing access to employment opportunities, essential services, and regional transit hubs/destinations, including the MacArthur BART Station, San Pablo Avenue, and the Bay Trail.

The suite of improvements proposed in the Project include the implementation of dedicated bus-only lanes in both directions along 40th Street, aimed at reducing travel time for buses and optimizing transit efficiency. Furthermore, a two-way Class 4 separated bikeway will be established, running from Adeline Street to the Bay Bridge Trail. This dedicated bikeway aims to enhance safety for cyclists while also promoting active transportation and improving accessibility. Lastly, to ensure pedestrian safety, the Project incorporates improvements at eleven intersections along the route. These enhancements encompass various measures such as traffic calming measures, enhanced crosswalks, and the installation of bus boarding islands and shelters.

On March 3, 2020, the City Council approved the conceptual design of the Project and found it to be exempt from the California Environmental Quality Act. As part of the resolution, City Council added items for consideration in the final engineering design phase which included a feasibility analysis of closing unsignalized cross streets on the northside of 40th Street.

The City of Emeryville has made significant progress in advancing the Project since City Council’s concept approval in March 2020. In 2021, the City received $3,174,000 for the Design Phase from Alameda CTC for transit improvements and from the statewide Active Transportation Program for pedestrian and bicycle improvements. In 2022, the City received $3,800,000 from the statewide Affordable Housing and Sustainable Communities Program for construction of a transportation project to support infill and compact developments that reduce greenhouse gas emissions. Lastly in May 2023, the City received notice that they will be awarded $8,376,000 from Alameda CTC's Comprehensive Investment Program 2024 which covers the remaining construction funding gap for the Project.

In August 2022, the Public Works Department issued a Request for Proposals for "Professional Design Services for the 40th Street Transit-Only Lanes And Multimodal Enhancements Project." Two consultant teams submitted proposals, demonstrating a detailed understanding of the project, strong team composition, and technical expertise from past projects. After careful evaluation, City staff identified Diablo Engineering Group (“Diablo Engineering”) as the most suitable consultant, considering their approach, experience, and understanding of the City's requirements.

Following the evaluation process, City staff engaged in negotiations with Diablo Engineering, adhering to the Local Assistance Procedures Manual (LAPM) guidelines.

Minor scope changes were incorporated into the original proposal, and these adjustments were outlined in the task breakdown summary as shown in Attachment A – Original Professional Services Contract. The Contract was approved at City Council on November 15, 2022 (Resolution No. 22-154) and the Contract was executed on January 13, 2023.
40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023

Page 3 of 11 ends

DISCUSSION
Progress to Date
Diablo Engineering, and their project team, has been diligently working on the 35% design plans for the Project and recently completed a traffic feasibility analysis that was presented to the Transportation Committee on May 9, 2023. They will continue to progress with their design work throughout 2023 and they expect to be 100% complete with the design phase in Spring/Summer 2024.

First Resolution – Approval Of Concept Closing Unsignalized Intersections On The North Side Of 40th Street (Watts, Haven, Holden, and Hubbard) In March 2020, City Council instructed Staff to conduct a traffic feasibility study for full and partial closures of the unsignalized streets that connect to 40th Street from the north (Watts, Haven, Holden, and Hubbard). In early 2023, Fehr & Peers (a subconsultant to the Diablo Engineering team) completed a traffic feasibility analysis as one of the first items of work for the design phase of the Project. The results of the analysis were shared with the Emeryville Transportation Committee on May 9, 2023.

In the traffic feasibility analysis, the team studied various circulation alternatives along the corridor with and without closures of unsignalized intersections. All the signalized intersections in the Project area were found to operate with some congestion with average delays except for one intersection. The San Pablo Avenue intersection with 40th Street would continue to operate with significant congestion and delays, without a significant change from the project. The analysis went on to show that the extent of vehicle queuing on 40th Street would experience no significant change regardless of whether the unsignalized intersections on the north side of 40th street are fully closed or open.

At the Transportation Committee meeting, Staff received positive feedback on the overall project, circulation/traffic pattern changes, and the concept of green infrastructure and parklet opportunities if the unsignalized streets were closed off to vehicular traffic. The Committee made a motion to forward the concept of closing unsignalized intersections on the north side of 40th Street (Watts, Haven, Holden, and Hubbard) to City Council. This is the first resolution attached to this staff report.

Second Resolution – Addition Of New Scope Of Work Related To Additional Design Work For Unsignalized Intersections On The North Side Of 40th Street (Exhibit A-1)
Given the progress made thus far and the need for additional work related to the unsignalized intersections, Staff recommends extending the design contract with Diablo Engineering to include the following:
 Exhibit A-1 (Additional design work for unsignalized intersections) – Total cost of $120,232.00
40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023

Page 4 of 11 ends

o These tasks will involve the preparation of a final traffic analysis, environmental studies, and civil designs for the additional design work needed for the unsignalized intersections on the north side of 40th Street within the original “Phase 1” Project limits (Adeline Street to IKEA Entrance).
o The “Phase 1” Project including Exhibit A-1 is fully funded through various grant programs for Design and Construction Phases.

Third Resolution – Addition Of New Scope Of Work Related To Design Of The 40th Street Multimodal Project Phase 2: Bay Trail Gap Closure (Exhibit A-2) On July 21, 1999, the Emeryville Public Financing Authority issued revenue bonds in the amount of $14,420,000 to acquire three outstanding series of bonds that had been issued by the City of Emeryville including West Emeryville Assessment District Limited Obligation Refunding Bonds, Bay-Shellmound Street Extension Assessment District Limited Obligation Refunding Bonds, and the Assessment District 1993-1 (East Bay Bridge Center) Limited Obligation Refunding Bonds. The 1999 Emeryville Public Financing Authority Revenue Bonds were paid in full in September 2021. However, a fund balance of $1.07 million remained.

On February 7, 2023, City Council authorized the establishment of a capital improvement fund to be used for public improvements or the maintenance of public improvements within the area for which the Bay Street-Shellmound bonds were issued, and City Council authorized the transfer of the $1.07 million in remaining funds to this capital improvement fund (Fund 441).

On June 6, 2023, City Council approved the Capital Improvement Program for Fiscal Years 2023-2024 through 2027-2028 (“CIP”). Included within the CIP is Project No.

SUT-05, 40th Street Multimodal Project Phase 2: Bay Trail Gap Closure, which was assigned the 1.07 million in Fund 441.

The “Phase 2” Project is aligned with local planning efforts through our Active Transportation Plan and Sustainable Transportation section from the CIP. Additionally, it is consistent with goals and policies at the regional level with the Countywide Transportation Plan (from Alameda CTC), Plan Bay Area 2050 (from MTC), and Bay Trail Gap Closure Implementation Plan (from MTC).

As shown in Attachment C, the original “Phase 1” Project limits connect the equity priority communities to the east of San Pablo Avenue with the Bay Trail entrance across the railroad tracks. The proposed “Phase 2” Project extends the multimodal corridor to Emeryville’s Central core area where residents can connect to job centers, shopping areas, and more recreational opportunities.

Additionally, this extended portion of the “Phase 2” Project connects to other active transportation facilities including our South Bayfront Bridge. The bridge connects across the railroad tracks to the large Sherwin Williams Site and a newly built 3.5-acre park. At the southerly end of the 40th Street Phase 2 Project, there is a connection to the 40th Street Multimodal Project – Scope Additions and 1st Amendment City Council Meeting | July 18, 2023

Page 5 of 11 ends

Emeryville City CouncilMarch 17, 2026

Emeryville City Council
March 17, 2026