HomeMy WebLinkAboutMINUTES - 02011994 - H.5 H .5
THE BOARD OR SUPERVISORS OF
CONTRA COSTA COUNTY, CALIFORNIA
Adopted this Order on February 1, 1994, by the following vote:
AYES: Supervisors Smith, Bishop, McPeak, Torlakson and Powers
NOES: None
ABSENT: None
ABSTAIN: None
SUBJECT: Action Plan for West Contra Costa County
The Board on January 18, 1994, continued to this time the report on the Status of
Action Plan for West Contra Costa County.
Richard Dowling, Dowling Associates, 180 Grand Avenue, Suite 995, Oakland , and
Paul Korry, One Alvarado Square, San Pablo, representing WCCTAC, appeared and
delivered an oral report, using several maps as visual aids, to update the Board on the Status
of Action Plan for West Contra Costa County.
The Board expressed its appreciation to Messrs. Dowling and Korry, and ACCEPTED
the oral report.
I hereby certify that this is a true and
an action taken and entered on tho �f the
Board of Supervisors on the date Shown�Clwkf
ATTESTED:PHILBATCHELO -rd-��•G•�
Of Supervisors and County Admini;4rator
cc: Community Development
County Administrator
West Contra Costa RECEIVE
_ - a
ACTION PLAN FEB _ 11994
2 0 0 0 /2 01 0 -M&8-00-0-07 SUPERVISORS
�COMRA COSTA CO.
Traffic Engineering
Improvement
Alternatives Report
January 1994
WCCTAC-TAC
Dowling Associates
INTRODUCTION
The West Contra Costa Transportation Advisory Committee (WCCTAC) is required to develop Action
Plans for addressing current and future traffic congestion on Routes of Regional Significance. WCCTAC
has received two West Contra Costa Action Plan 2000/2010 technical reports to date: "one" Existing
Travel Conditions Reports, August 1991 and "two" Future Conditions Background Report and Technical
Appendices,January 1993. The future conditions report identified seven critical intersections for the year
2010. These seven intersections would operate at level of service "E" or "F" even after implementing
the baseline improvements.
The key purpose of this technical report is to develop traffic engineering alternatives to improve the level
of service at the seven problem intersections along the I-80/San Pablo Avenue Corridor. The mitigation
measures will in most cases improve the level of service to an acceptable service level "D" or better in
the year 2010. The following were identified as the seven most congested intersections in the year 2010:
1. San Pablo Avenue and Sycamore,
2. San Pablo Avenue and Tenant Avenue,
3. San Pablo Avenue and Appian Way,
4. San Pablo Dam Road and Appian Way,
5. San Pablo Avenue and 23rd Street/Road 20,
6. I-80 WB on/off ramps and San Pablo Dam Road,
7. I-80 EB on/off ramps and San Pablo Dam Road,
Figure I shows the study area and the seven critical intersections.
The Contra Costa Transportation Authority has adopted a particular level of service calculation technique
for use on all Measure C related traffic and planning studies. This method is called the Measure "C"
method. VCCC program was used to calculate the level of service since it implements the Measure "C"
method.
This report presents the analysis and recommendations of alternative mitigation measures at the congested
intersections. The report concludes with the planning level cost estimates of the recommended mitigation
measures.
SUMMARY
The following are the key findings of the analysis:
• The primary cause of the traffic problem is I-80. I-80 will be the most congested facility and
traffic volumes were predicted to overflow in the year 2010. As a result of this overflow, traffic
from I-80 would shift to parallel facilities like San Pablo Avenue. Mitigating this condition
requires improving the capacity of I-80 and San Pablo Avenue. This report evaluates various
alternatives to improve the capacity on San Pablo Avenue.
• Seven intersections were identified as critical intersections. These intersections were forecasted
to operate at level of service "E" or "F".
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• All the intersections can be mitigated to operate at a level of service "D" or better except for the
intersection of San Pablo Dam Road and I-80 EB on/off ramps. This intersection would operate
at level of service "E" during the PM peak period even after the mitigations.
• The intersection of San Pablo Avenue and Sycamore requires an additional northbound through
lane and a southbound right turn lane. The right-of-way required is about 0.15 acres. There are
no adjacent buildings in the vicinity of this intersection. The cost of these mitigation measures will
be about $250,000.00.
• Mitigation measures at San Pablo Avenue/Tennent Avenue would include adding northbound and
southbound left turn pockets and a westbound right turn lane. The mitigation measures can be
constructed within the.existing right-of-way. The cost of these mitigation measures will be about
$150,000.00.
• The intersection of San Pablo Avenue/Appian Way requires a third northbound through lane and
a westbound right turn lane. Adding a third northbound lane requires about 0.29 acres of right-of-
way. No building would be impacted on the northbound approach. However, the liquor store
located down stream would be impacted. The recommended mitigation measures will cost about
$900,000.00
• The best solution to mitigate the intersections of I-80 EB and WB on/off ramps with San Pablo
Dam Road is to widen the overpass structure. The other mitigation measures include adding a
third eastbound through lane at WB ramps and a third westbound through lane at EB ramps. The
right-of-way required is about 0.34 acres. The mitigation measures does not have any impact on
the adjacent buildings. The cost of widening the overpass along with other mitigation measures
is about 1.3 million.
• The intersections of San Pablo Dam Road/Appian Way and San Pablo Avenue/23rd Street/Road
20 requires minor restriping only. These two intersections do not require any right-of-way. The
intersection of San Pablo Avenue/23rd Street requires minor construction of the median which
would cost about $5,000.00.
METHODOLOGY
The agencies responsible for the seven intersections were contacted for any information and future plans
at these intersections. In addition, we conducted field observations of existing operation, geometry, and
reviewed the VCCC calculations to develop the mitigation measures.
The seven critical intersections identified were operated by five different agencies including CALTRANS.
The following are the seven intersections and the agency name is shown in parenthesis:
1. San Pablo Avenue and Sycamore, (City of Hercules)
2. San Pablo Avenue and Tenant Avenue, (City of Pinole)
3. San Pablo Avenue and Appian Way, (City of Pinole)
4. San Pablo Dam Road and Appian Way, (Contra Costa County)
5. San Pablo Avenue and 23rd Street/Road 20, (City of San Pablo)
6. I-80 WB on/off ramps and San Pablo Dam Road, (CALTRANS) and
7. 1-80 EB on/off ramps and San Pablo Dam Road (CALTRANS).
3
The following persons were contacted:
Mr. Mike Chadwick of City of San Pablo and Caltrans staff were contacted to discuss the problems and
proposed improvements at the intersections of San Pablo Dam Road and the I-80 ramps.
Mr. Keith Freeman and Mr. Ralph Petty of the City of Pinole were contacted to discuss the mitigation
measures at the intersections of San Pablo Avenue at Tennent Avenue and Appian Way.
Mr. Scott Alman of the City of Hercules was contacted and he indicated that there are no planned
improvements at the intersection of San Pablo Avenue/Sycamore.
The intersection of San Pablo Dam Road and Appian Way will be reconstructed as a one way couplet.
These planned improvements were described in the West Contra Costa County Travel Demand Model
Volume 1, Appendix B Page 22, Barton-Aschman Associates, November 1992.
LOS Calculation Methodology
The Contra Costa Transportation Authority has adopted a particular level of service calculation technique
for use on all Measure C related traffic and planning studies. (This method is called the "Measure C
Method" in this document.) This method assumes that each lane at a signal can carry 1800 vehicles per
hour while the signal is green. In reality, some intersections can handle only 1500 vehicles per hour
while others may be able to handle up to 1900 vehicles per hour. The actual capacity varies depending
on the proportion of trucks and buses, the presence of driveways and on-street parking, plus numerous
other factors. Consequently the "Measure C Method" may over predict capacity at some locations and
under predict capacity at other locations. It was decided though that the advantages of a single uniform
capacity calculation method applied by all jurisdictions outweighed the disadvantages associated with
under predicting congestion at certain intersections.
The VCCC program (Measure "C" methodology) was used to calculate the level of service with and
without the mitigation measures. In the process of developing mitigation measures various alternatives
were analyzed. The least possible mitigation measures to achieve an acceptable level of service were
developed. We recommended adding a through lane only in the event when all other mitigation measures
such as adding turn pockets failed. At some intersections the through volumes accounted for more than
50 percent of the capacity of the intersection (v/c ratio). In these situations adding turn pockets did not
result in any significant improvement to the level of service.
Cost Estimates
The cost estimates presented in this report are preliminary planning level estimates. Several field
observations were made, but no detailed field work was conducted to accurately estimate the extent of
utility relocation, driveway reconstruction, etc. that would be required. The unit cost for each of the
items of work were obtained from recent cost estimates by the City of San Pablo plus the information on
file at Dowling Associates office.
If WCCTAC decides to pursue any of the recommended mitigation measures the next step is to go to
preliminary engineering to develop more precise engineering description and cost estimates.
4
TRAFFIC ENGINEERING IMPROVEMENT ALTERNATIVES
This section provides a detailed analysis of each of the seven problem intersections and the recommended
mitigation measures. Table 1 presents the year 2010 level of service with and without the mitigation
measures.
Table 1. Summary of Level of Service Results - Year 2010
Intersection Without Mitigation With Mitigation
AM Peak PM Peak AM Peak PM Peak
San Pablo Av. &
Sycamore 0.93 - E 1.17 - F 0.78 - C 0.80 - C
San Pablo Av. &
Tennent 0.87 - D 1.01 - F 0.83 - D 0.88 - D
San Pablo Av. &
Appian Way 0.92 - E 1.32 - F 0.75 - C 0.85 - D
San Pablo Dam Rd. &
Appian Way 0.79 - C 0.94 - E 0.64 - B 0.86 - D
San Pablo Av. &
23rd St./Rd. 20 0.99 - E 1.00 - E 0.83 - D 0.71 - C
San Pablo Dam Rd. &
I-80 WE on/off ramps 0.96 - E 0.89 - D 0.80 - C 0.85 - D
San Pablo Dam Rd. &
I-80 EB on/off ramps 0.98 - E 1.12 - F 0.81 - D 1.00 - E
1. San Pablo Avenue and Sycamore
The level of service calculations indicate that this intersection would operate at service level "E"/"F"
during AM/PM peak periods. Figure 2 shows the year 2010 lane configurations. The traffic congestion
problem at this intersection is caused by increased through traffic on San Pablo Avenue trying to avoid
the congestion on I-80. The best solution to this congestion problem is to improve I-80.
The alternative solution to solve the congestion problem is
1. to add a southbound right turn lane and restripe the existing right-through lane as through
lane.
2. to add a northbound right turn lane. Restripe the existing northbound right turn lane as
through lane. This lane would become the second right turn lane at the down stream
intersection of San Pablo Avenue/John Muir Parkway/Hwy 4/I-80 ramps and continue
further north for about 250 feet. Please note that the northbound through traffic accounts
for 72 percent of the capacity.
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3. to restripe the westbound left-through lane as left turn lane and one of the right turn lanes
as through lane. The second right turn lane would be a free right turn lane.
The level of service with the recommended mitigation measure would improve to "C"/"C" during
AM/PM peak periods. Figure 3 shows the recommended lane configurations.
2. San Pablo Avenue and Tennent
This intersection was predicted to operate at level of service "F" during the PM peak period. Figure 4
shows the year 2010 lane geometry. The traffic congestion at this intersection is also due to heavy
.congestion on I-80 along this corridor. San Pablo Avenue is used to bypass the heavy congestion on I-80.
The best solution to the congestion problem at this location is to improve I-80. The other alternatives
are as follows:
1. Mr. Ralph Petty of the City of Pinole suggested the one way couplet alternative. The one
way alternative is based on the Downtown Pinole Traffic Circulation Study, Draft Report,
September 1993 by TJKM consultants. One way couplet alternative includes connecting
Pinole Valley Road with Fernandez Street. Tennent Avenue between San Pablo Avenue and
Pinole Valley Road would be converted to one way serving the eastbound traffic. The
westbound traffic would use Fernandez Street which will also be converted to one way
street. The figure showing the one way couplet alternative is enclosed.
Traffic analysis, in the circulation study, was based on average daily traffic volumes and not
the peak hour volumes. Moreover, the report did not cover the details of level of service
analysis. In order to evaluate the actual improvements to the capacity additional forecast
volumes with the one way couplet are required. A review of the avialable data indicated that
the one way couplet alternative has the potential to achieve significant improvements in
capacity at this intersection. However, this alternative is expensive as it includes
construction of a new roadway bridge across the Pinole Creek, a cul-de-sac to close Pinole
Valley Road, and widening Pinole Valley Road to provide four lanes between Tennent
Avenue and 1-80 interchange.
2. An alternative to the one way couplet alternative was developed since the one way alternative
is very complex, expensive, and to some degree unpopular with the local community. The
alternative solution to the one way couplet would include:
a. adding northbound and southbound left turn pockets.
b. adding a westbound right turn only lane and restriping the existing through-right lane
as a through lane.
Figure 5 illustrates the recommended lane configurations. The recommended mitigation measures would
improve the level of service to "D" during both AM and PM peak period.
7
3. San Pablo Avenue and Appian Way
This intersection is predicted to operate at a level of service "E"/"F" during AM/PM peak periods. The
primary cause for the traffic congestion problem is the diverted traffic from I-80 to San Pablo Avenue.
The most direct solution to this problem would be to fix I-80. Improvements to I-80 would eliminate the
diverted traffic problem which results in better operation of this intersection. Figure 6 presents the
existing lane geometry.
The alternative mitigation measure would include the following:
1. adding a third northbound through lane. Please note that the northbound through traffic
accounts for 58 percent of the capacity.
2. adding a westbound right turn lane and restriping the existing through-right lane as a through
lane.
These two mitigation measures would improve the level of service to "C"/"D" during AM/PM peak
periods. The recommended lane configurations are illustrated in Figure 7.
If adding a third northbound lane is not feasible this intersection would operate at "E"/"F" during
AM/PM peak periods.
4. San Pablo Dam Road and Appian Way
In the year 2010, the section of San Pablo Dam Road between Barranca and Appian Way will be
reconstructed as a one way couplet with 3 lanes each direction. These planned improvements were
described in the West Contra Costa County Travel Demand Model Volume 1, Appendix B Page 22,
Barton-Aschman Associates, November 1992. The eastbound traffic would travel on the new one way
street (3 lanes), parallel to the existing street, and merge with the northbound approach at Appian Way.
The intersection of San Pablo Dam Road/Appian Way will be reconstructed to accommodate the one way
couplet.
The reconstructed intersection would include restriping the existing westbound left turn as a right turn
lane. The year 2010 lane geometry are shown in Figure 8. This intersection would operate at a level
of service "E" during the PM peak period in the year 2010. Improvements to the 1-80 might cause some
traffic to use I-80 rather than San pablo Dam Road and Appian Way. This shift in traffic may improve
the level of service to some extent.
A minor change to the geometric design would provide sufficient capacity at this intersection. The design
change includes restriping the westbound right turn only lane as a right-through lane. With this change
the intersection would operate at an acceptable level of service "D". The recommended design change
is shown in Figure 9.
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5. San Pablo Avenue and 23rd Street/Road 20
The lane geometry used to compute the level of service (reported in the Future Conditions Background
Report, Intersection LOS Computation Sheets, June 1992) reflects the actual field operation. Figure 10
shows the year 2010 lane geometry without the mitigation measures. The intersection was forecasted to
operate at "E" during both AM and PM peak periods. The field observations indicated that one of the
eastbound left turn lanes on 23rd Street is too short to adequately store the demand during peak hours.
As a result of this, left turning vehicles can stack only in one of the two avialable left turn lanes. The
capacity of this intersection can be greatly improved by increasing the storage length of the second left
turn lane on the 23rd Street. Figure 11 illustrates the recommended lane configurations.
6. I-80 EB/WB on/off ramps and San Pablo Dam Road
The level of service results indicate that the intersection at the EB on/off ramps would operate at a level
of service "E" during AM peak and "F" during the PM peak period. Similarly the intersection at the WB
on/off ramps would operate at "E"/"D" during AM/PM peak periods. These two are and will be the
most congested intersections in the Contra Costa County. Adding to the problem of heavy on/off ramp
volumes is the additional Amador Street approach volumes. Figure 12 presents the year 2010 lane
configurations without the recommended mitigation measures. The various alternative solutions to relieve
the traffic congestion problems at this intersection are as follows:
1. The capacity of these intersections can be greatly improved if the Amador Street is converted
as right-in and right-out only. This conversion would prohibit traffic from Amador Street
from using the EB and WB on ramps. This results in great improvement in the capacity and
thus the level of service. To estimate the exact improvements in capacity, new traffic
forecasts must be performed to obtain the year 2010 volumes.
2. The second alternative is to widen the overpass structure. This is the most expensive and
best alternative to improve the level of service. With the widening alternative combined
with other improvements the level of service would improve to "D"/"E" during AM/PM
peak periods at the EB on/off ramps. Please note that the PM peak hour level of service is
still "E". However, widening the overpass structure along with the Amador Street
conversion might result in an acceptable level of service "D" or better.
A review of the year 2010 LOS calculation sheets indicated that the Amador Street volumes
might have been added to the EB off ramp volumes. (This adjustment was made to facilitate
LOS calculations using the VCCC program). It is necessary to delineate the Amador Street
traffic volumes in order to estimate the actual benefits of Amador Street conversion.
However, it is very difficult to delineate the Amador Street volumes without additional data.
The overpass widening combined with other improvements would improve the level of
service to "C"/"D" during AM/PM peak periods at the WB on/off ramps. The widening
of the overpass combined with other improvements and the Amador Street conversion will
solve the congestion problem at the EB and WB on/off ramps.
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The overpass must be widened at least 24 feet to accommodate one lane in each direction. The
widening would facilitate the following:
a. One eastbound through lane at the EB on/off ramps.
b. One westbound left turn lane at the WB on/off ramps.
The other mitigation measures at these two intersection would include the following:
a. Adding a third westbound through lane at EB on/off ramps. (This lane would become
an exclusive left turn lane at the WB on/off ramps). The combined eastbound and
westbound traffic is about 69 percent of the capacity.
b. Adding a third eastbound through lane at WB on/off ramps. The eastbound plus the
westbound traffic accounts for about 91 percent of the capacity.
This is the recommended mitigation measure. The recommended mitigation measures are shown in
Figure 13.
If widening the overpass is not acceptable to CALTRANS then constructing a new overpass is the other
alternative. Construction of a new overpass is the most expensive alternative. (see alternative #4).
3. The third alternative is to split the interchange between San Pablo Dam Road and McBryde.
On and off ramps to the north on I-80 would remain at San Pablo Dam Road. On and off
ramps to the south of I-80 would be moved from San Pablo Dam Road to McBryde or
Solano Avenue. Humboldt Avenue would need to be extended to Humboldt Street on the
west side of the freeway so that Amador and Humboldt can serve as one way couplet
between the two half interchanges at San Pablo Dam Road and McBryde. For a detailed
level of service analysis, year 2010 forecast volumes must be obtained from the forecast
model.
4. The fourth alternative is a proposal by CALTRANS in coordination with the City of San
Pablo. This alternative includes realigning the San Pablo Dam Road, reconstructing the
interchange and the ramps, and relocating Amador Street. A sketch of the proposed
alternative is enclosed. The project is proposed under three phases: CALTRANS will be
responsible for the overpass section (Phase 2) and the City of San Pablo for Phase 1 and
Phase 2. The proposal is in the preparation stage of the Project Study Report. The cost of
the project was roughly estimated at about $30.00 million (for more details contact
CALTRANS, Mr. Bijan Sartipi 286-4936).
At this point of time there are no avialable details of the schematics showing the proposed
lane configurations, traffic volume projections, or any other documentation.
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COST ESTIMATES
As mentioned earlier, the cost estimates presented in this report are preliminary planning level estimates.
Several field observations were made, but no detailed field work was conducted to accurately estimate
the extent of utility relocation, driveway reconstruction, etc. that would be required. Allowances have
been included for detouring traffic, storm drainage, and miscellaneous work.
Quantities were estimated using the field observations. Examples of quantities include cubic yards of
earthwork, tons of asphalt base, square feet of pavement, and drainage items. The unit costs for each
of the items of work were obtained from recent cost estimates by the City of San Pablo plus the
information on file at Dowling Associates office. The right-of-way was assumed to cost about
$100,000.00 per acre. Based on the unit costs and the estimated quantities, the total cost of each
recommended mitigation was estimated in 1993 dollars. No allowance has been made for inflation.
Table 2 presents the summary of cost estimates.
Table 2. Summary of Cost Estimates of the Mitigation Measures
Intersection Mitigation Measure Cost Estimate
San Pablo Av. & 1. Add a SB right turn lane.
Sycamore 2. Add a NB right turn lane and restripe the existing $250,000.00
right turn lane a through lane.
San Pablo Av. & 1. Add NB and SB left turn pockets.
Tennent 2. Add westbound right turn lane $150,000.00
San Pablo Av. & 1. Add a northbound through lane.
Appian Way 2. Add a westbound right turn lane. $900,000.00
San Pablo Dam Rd. & 1. Minor design modifications.
Appian Way $0.00
San Pablo Av. & 1. Close the median opening for left turns accessing the
23rd St./Rd. 20 park. $5,000.00
San Pablo Dam Rd. & 1. Add a westbound left turn lane.*
I-80 WB on/off ramps 2. Add a eastbound through lane.
$1.3 million
San Pablo Dam Rd. & 1. Add a eastbound through lane.*
I-80 EB on/off ramps 2. Add a westbound through lane.
* Requires widening of the overpass structure.
The following paragraphs explains the work involved behind the mitigation measures at each critical
intersection.
1. San Pablo Avenue and Sycamore
The mitigation measure at this intersection includes adding a right turn lane on both northbound and
southbound approaches and restriping the existing northbound right turn lane as through lane. Restriping
.the existing right turn lane to a through lane would mean adding a through lane downstream also. For
22
this particular location a through lane in the down stream will be added. This lane translates into a
second right turn lane at the next intersection of San Pablo Avenue/John Muir Parkway/Hwy 4/I-80
ramps and continues further north for about 250 feet. Both the intersections requires restriping, minor
constructions, and rewiring the traffic signals. The total right-of-way required is 0.15 acres. The total
cost estimate would be about $250,000.00.
2. San Pablo Avenue and Tennent Avenue
The mitigation measures at this intersection are very minor and include adding NB/SB left turn pockets
and a westbound right turn lane. Adding lett turn pockets in the northbound and southbound direction
requires elimination of side walk bulbs and restripping the streets. The total cost estimates for these
mitigation measures would be about $90,000.00.
3. San Pablo Avenue and A Vian Way
The mitigation measures include adding a northbound through lane and westbound right turn lane. The
northbound through lane would start approximately 500 feet from the intersection and would continue up
to 500 feet in the downstream. The right-of-way includes purchasing the liquor store at the intersection.
The westbound right turn lane will require eliminating the left turn pocket on Appian Way which provides
access to the liquor store. The right-of-way required is about 0.29 acres. The cost estimate would be
about $900,000.00. It was assumed that the cost of purchasing the liquor store would be about
$500,000.00. It should be noted that the cost of purchasing the liquor store may vary since the price is
negotiable.
4. San Pablo Dam Road and Appian Way
This intersection requires minor design changes (restriping the existing westbound right turn lane as a
through-right turn lane). There is no cost involved for this mitigation.
5. San Pablo Avenue and 23rd Street/Road 20
This intersection is operating at an acceptable level of service "D" or better. However, the capacity can
be improved by increasing the length of the left turn storage lane on 23rd Street. This means closing the
left turn pocket providing access to the park and the shopping mart. The cost involved is very minor
about $5,000.00.
6. I-80 EB/WB on/off ramps and San Pablo Dam Road
These two intersections can be mitigated by widening the overpass structure. The overpass structure must
be widened at least 24 feet to accommodate two lanes and requires minimum right-of-way. The other
recommended mitigation measures include adding a westbound lane at EB on/off ramps. This new lane
would start at about 500 feet from the intersection. This lane would translate into a left turn lane at the
WB on/off ramps on the overpass. Widening the overpass will accommodate the eastbound through lane
at the EB on/off ramps. This lane will continue for 500 feet downstream and merge with the other
through lane. At the WB on/off ramps a third eastbound through lane will begin at about 250 feet from
23
{
the intersection. This lane will continue as a third lane on the overpass and merge after 500 feet from
the EB on/off ramps intersection. The right-of-way required is about 0.34 acres. The total cost estimate
for the recommended improvements including the overpass widening(12 feet each direction)is about$1.3
million.
The cost estimates of widening the overpass may vary depending on one-side widening or two-side
widening. The one-side widening is to widen the overpass on only one side i.e. add 25 feet on one side.
This may require adding new columns to support the additional width. On the other hand, the overpass
can be widened on both sides of the existing overpass with 12.5 feet on either side. The existing design
plans and structural capability must be analyzed to check whether the existing overpass would handle the
additional 12.5 feet cantilever section.
The other alternative to widening the existing overpass is to build a new overpass. This may mean
reconstruction of the ramps and the San Pablo Dam Road in the vicinity of the overpass. CALTRANS
proposed project includes building a new overpass and is estimated to cost about $30.00 million.
24
Enclosures:
1. One Way Couplet Alternative at San Pablo Avenue and Tennent Avenue. (Source: Downtown
Pinole Traffic Circulation Study, Draft Report September 1993, by TJKM).
2. CALTRANS/City of San Pablo Alternative for I-80 ramps and San Pablo Dam Road Interchange.
(sketch)
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RECEIVED
West Contra Costa FEB _ 11994
ACTION PLAN
CLEF�C 80ARD OF SUPERVISORS
CONTRA COSTA CO
2000 / 2010
Draft Working Paper:
Plan Goals,
Objectives
& Actions
April 1993
WCCTAC-TAC
TABLE OF CONTENTS
1 ACTION PLAN EXECUTIVE SUMMARY . . . . . . . . . . . . . . . . (not included)
1.1 Summary of Actions and Responsibilities (not included)
1.2 Next Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (not included)
2 OVERVIEW . . . . . . . . . 1
2.1 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.2 Working Paper Executive Summary . . . . . . . . . . . . . . . . . . . . . . . . . 2
3 WCCTAC ACTION PLAN GOALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.1 WCCTAC Action Plan Vision Statement . . . . . . . . . . . . . . . . . . . . . . 4
3.2 WCCTAC Primary Action Plan Goals . . . . . . . . . . . . . . . . . . . . . . . 4
3.3 WCCTAC Secondary Action Plan Goals . . . . . . . . . . . . . . . . . . . . . . 4
4 REGIONAL ACTIONS FOR REDUCING CONGESTION . . . . . . . . . . . . . . 6
4.1 Institutional and Intergovernmental Coordination . . . . . . . . . . . . . . . . . 6
4.2 I-80 Improvement Project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.3 Rail Opportunities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.4 Land Use Type, Density, Demand & Design . . . . . . . . . . . . . . . . . . . 8
4.5 Transit Capital and Service Improvements . . . . . . . . . . . . . . . . . . . . . 8
4.6 Transit Facility Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4.7 Transportation Demand Management . . . . . . . . . . . . . . . . . . . . . . . . 10
5 ACTION PLANS FOR ROUTES OF REGIONAL SIGNIFICANCE . . . . . . . . 12
5.1 Interstate 80 Corridor . . . . . . . . . . . . . . . . . . . . 12
5.2 San Pablo Avenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
5.3 State Route 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
5.4 Cummings Skyway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
5.5 Willow Avenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
5.6 Appian Way . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
5.7 El Portal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
5.8 San Pablo Dam Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
5.9 Interstate 580 Freeway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
5.10 Twenty-third Street . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
5.11 Carlson Boulevard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
5.12 Cutting Boulevard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
5.13 Rumrill/13th/Pennsylvania/Garrard . . . . . . . . . . . . . . . . . . . . . . . . . 37
WCCTAC ACTION PLAN
DRAFT' WORKING PAPER:
PLAN GOALS, OBJECTIVES & ACTIONS
2 Overview
2.1 Background
The purpose of the Action Plan is to assess existing and future traffic conditions on a
sub-regional level, establish traffic service objectives, and set forth actions to be taken by
individual jurisdictions and other responsible agencies to manage congestion on routes of regional
significance. Actions are directed at influencing transportation demand, improving transportation
capacity, and/or increasing transportation efficiency. The West Contra Costa Transportation
Advisory Committee (WCCTAC) is responsible for developing the West County Action Plan.
(Figure 1 shows the West Contra Costa area and the designated routes of regional significance)
Two key components of the Action Plan are traffic service objectives and specific
actions to be taken to achieve those objectives. Traffic service objectives (TSOs) and actions are
described as follows in the CCTA Implementation Guide:
• Traffic service objectives will be quantified and will include a target date for
attainment. Objectives can be stated using various measures of effectiveness, such as
level of service (LOS), travel time, average auto occupancy, and transit patronage,
among others. The objectives should reflect the nature of Action Plan goals and
policies, and the circulation problems identified. Ideally, objectives should envision
an improvement in operations. In some cases, however, objectives may seek a
maintenance of current service levels. In the worst case, where projections indicate
significant deterioration, an objective may be chosen to limit the rate of degradation.
• Evaluation of possible actions will be based on the evaluation of existing and future
projected traffic conditions associated with approved development, adopted capital
improvement programs, and planned development. Since many actions will be
implemented by the local jurisdictions, each jurisdiction should determine what
actions it will take. These will then be included in the Action Plan, consistent with
the preliminary objectives established. In some cases, one action will be suitable for
implementation by several or all jurisdictions, and acceptable to all. In others,
actions may be unique to a single jurisdiction. Some actions will require subsequent
amendments to local General Plans.
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2.2 Executive Summary
This report is the sixth in a series of Action Plan background reports which include:
Workshop Results, Existing Travel Conditions, Land Use, Transit, and Future Travel Conditions.
This report provides the following:
• WCCTAC's transportation "vision" and goals.
• Problem identification for each regional route.
• Planned capital projects. (The report assumes that all planned capital improvements
within a 20 year time frame will be built. Subsequent analysis will show future
traffic conditions should some of these projects not be built, and will provide contin-
gency objectives and actions to reflect that scenario)
• Potential service objectives.
• Potential actions to be taken to reduce regional congestion.
The previous Action Plan background report Future Conditions Report presented
the results of the West County model runs forecasting future traffic and transit conditions for the
years 2000 and 2010.
That report concluded that the primary traffic problem in West Contra Costa is a
regional commute problem on I-80 which has spill-over impacts on local roadways. In general,
planned street, highway, and transit improvements will allow the regional routes to accommodate
most future travel demand. However, the I-80/San Pablo Avenue corridor is projected to operate
at 17 percent over its capacity by the year 2010. For the most part, congested intersections are
projected in the I-80/San Pablo Avenue corridor, and the congestion at these locations is
primarily caused by a lack of through traffic capacity on the 1-80 freeway. (Figures 2, 3 and 4
show existing and projected congestion for the years 2000 and 2010; Tables 1 and 2 show
projected traffic growth and change in volume/capacity ratios for each regional route)
Currently, over 50 percent of the peak period traffic on 1-80 is regional traffic
travelling from Solano County through West County to destinations in Alameda and San
Francisco counties. This percentage will slightly decrease in the future as a result of job growth
in West County. About 40 percent of the future peak hour traffic on the I-80 will be through
traffic. This substantial amount of through traffic in West County is the motivation for seeking a
regional solution to the 1-80 corridor problem in the Action Plan.
Another important consideration of the Action Plan is the numerous transportation
plans/efforts that are currently underway in the I-80 corridor. Caltrans is constructing the I-80
Improvement Project and designing improvements to the Carquinez Bridge; the BART West
County Extension Study was recently completed; AC Transit is studying a potential light rail
project on San Pablo Avenue and is interested in expanded express bus service on 1-80; AC
Transit recently completed implementation of timed transfer stations in West County; Vallejo
2
Transit recently enhanced express bus service from Solano County to the Del Norte BART
Station in El Cerrito; the Contra Costa Bus Transit Study was recently completed; the Richmond
Parkway Project is underway; the Greater East Bay Rail Opportunities Coalition (GEBROC) is
assessing commuter rail opportunities on existing Southern Pacific tracks; signal coordination-
/synchronization is underway along San Pablo Avenue; the CCTA is planning a major freeway
upgrade on western Highway 4 which includes a new SR 4/I-80 interchange; BART parking
facility expansion is planned in El Cerrito; ferry service is proposed from Richmond to down-
town San Francisco; and Amtrak is planning increased intercity rail service from Sacramento.
A major goal of the Action Plan will be to coordinate these efforts and achieve a
cohesive planning framework to address the regional transportation problems in the I-80 corridor.
Clearly, there is the opportunity for the WCCTAC, through the Action Plan, to initiate inter-
agency coordination, and to expand the scope of the Action Plan effort to include Alameda and
Solano counties aimed at achieving a regional, corridor-wide resolution of I-80 congestion
problems.
Finally, the Action Plan needs to achieve coordination with adjacent sub-regions in
Contra Costa County. Upon its completion, the West County Action Plan will be combined with
the Action Plans from the other Contra Costa sub-regions to form the countywide Comprehensive
Transportation Plan. There are two regional routes which transcend West County boundaries
into other sub-regions in the county: Highway 4 and San Pablo Dam Road. Compatible
objectives and actions will need to be established between the WCCTAC and TRANSPAC
(Central County) and SWAT (Southwest County) for these two routes, respectively.
3
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Projected Traffic Growth on Regional Routes
(Average Daily Traffic)
Percent ' Percent
Regional Route Existing Year Year Growth Growth
1990 2000 2010 1990.2000 1990-2010
Interstate 80
Carquinez Bridge 103,600 133,900 145,900 29% 41%
North of Route 4 97,430 123,200 132,500 29% 36%
South of Route 4 136,930 160,300 181,800 17% 33%
South of Appian Way 151,840 169,100 187400 11% 23%
South of San Pablo Dam 176,390 185,200 202,000 5% 15%
South of Gutting 151,250 165,800 213,900 10% 41%
Interstate 580 64,000 110,300 121,500 72% 90%
San Pablo Ave -
North of Willow 4,300 7,000 6,500 63% 51%
North of Pinole Valley 20,600 36,600 46,000 78% 123%
North of Atlas 19,100 28.400 31,700 49% 66%
South of 23rd 22,600 18,000 23,100 -20% 2%
South of Barrcu 23,000 22.900 26,200 -5 9%
South of Moeser 20,700 23.700 27,800 14% 34%
San Pablo Dam Rd 35,100 35,900 38,200. 2% 9%
23rd Street 26,900 23.300 26„300 -13% -2%
Cutting Blvd. 26.000 24.700 25,700 -5% -is
E Portal 16,000 17,500 19,600 9% 23S
State Route 4 33.000 39,000 73,300 18 , 122%
Willow Ave. 9,500 8,800 9,800 -796 3%
Richmond Parkway N/A 32.500 IL70 ?? ??
Average: 59,960 68,405 78,700 14% 31%
I'mosed Routes
Rumrill/13th/Penn./Garrard 22,200 11,700 15,400 -471t -31%
Carlson Blvd. 17,000 11,800 13,700 -31% -19%
Appian Way 11,000 11,700 14,600 6% 33%
Cummings Skyway 9,000 10.600 LM 18
Average: 14,800 11,450 12,950 -23%' -13%
Projected Change in Volume/Capacity Ratios on Regional Routes
Existing 1994 Year 2004 Year 2010
Regional Route AM PM AM PM AM PM
Interstate 80
Carquinez Bridge 0.87 0.85 1.06 1.04 0.98 0.94
North of Route 4 0.77 0.78 0.97 0.96 0.75 0.72
South of Route 4 0.85 1.00 0.96 1.08 1.08 1.10
South of Appian Way 1.03 1.07 1.16 1.15 1.11 1.13
South of San Pablo Dam 1.11 1.06 1.09 1.07 1.12 1.10
South of Cutting 0.88 0.% 0.88 0.98 0.89 1.00
.rtarstate 580 0.85 4.93 0.86 0.88 0.94 0.94
San Pablo Ave
North of Willow 0.15 0.09 0.22 4.23 0.18 0.15
North of Pinole Valley 0.79 0.83 1.09 1.23 1.35 1.34
North of Atlas 0.72 0.80 0.85 1.05 1.10 1.15
South of 23rd 0.51 0.67 0.52 0.70 0.79 0.71
South of Barrett 0.61 0.50 0.51 0.43 0.62 0.45
South of Moeser 0.73 0.89 0.58 0.68 0.61 0.72
San Pablo Dam Rd 0.77 0.89 0.89 1.00 0.76 0.76
23rd Street 0.55 0.67 0.68 0.64 0.68 0.75
Cutting Blvd. 0.54 0.54 0.59 0.48 0.70 0.50
El Portal 0.48 0.63 0.52 0.71 0.57 0.75
State Route 4 1.42 1.58 1.21 1.29 0.71 0.82
Willow Ave. 0.30 0.29 0.41 0.67 0.40 0.60
Richmond Parkway N/A N/A 0.35 0.51 0.63 0.63
Proposed Routes
Rumrill/13th/Penn./Garrard 0.69 0.80 0.66 0.61 0.63 0.66
Carlson Blvd. 0.39 0.48 0.59 0.71 0.67 0.81
Appian Way 0.70 0.80 0.58 0.70 0.56 0.57
Cummings Skyway 0,58 0.71 0.53 0.75 0.51 0.60
e=
3 WCCTAC Action Plan Goals
3.1 WCCTAC Action Plan Vision Statement
WCCTAC's "vision" for West Contra Costa County is improved quality of life
resulting from a comprehensive transportation planning effort. This effort will be guided
by four key considerations: mass transit; economic development; balanced land use; and
urban design.
3.2 WCCTAC Primary Action Plan Goals
a. Facilitate and encourage the use of mass transit and other alternative transporta-
tion such as ridesharing.
b. Promote economic development.
C. Improve environmental quality.
3.3 WCCTAC Secondary Action Plan Goals
a. Improve local mobility by improving circulation on regional routes.
b. Minimize through traffic on local roads.
C. Balance the location of jobs and workers.
d. Coordinate land use and transportation planning.
e. Emphasize pedestrian design that includes appropriate scale, access and safety.
f. Establish a strong regional transportation lead agency.
g. Foster and maintain inter-agency coordination.
h. Work with transit authorities to better serve large employer sites in West
Contra Costa.
i. Encourage a partnership between the business community and local jurisdic-
tions in addressing and resolving transportation problems in West Contra
Costa.
j. Coordinate West County transportation programs with other programs through-
out Contra Costa County.
k. Provide on-going support, training and marketing for employee transportation
coordinators in West Contra Costa.
4
1. Maintain a leadership role in developing and implementing Transportation
Demand Management activities intended to relieve traffic congestion and
improve air quality.
m. Encourage the most cost effective transportation improvement projects aimed at
achieving congestion relief.
5
4 Regional Actions for Reducing Congestion
4.1 Institutional and Intergovernmental Coordination
a. Coordinate independent transportation efforts underway to.achieve a cohesive
planning and service framework to address the regional transportation problems
in the I-80 corridor. (WCCTAC, CCCMA, GEBROC, MTC)
b. Encourage continued and expanded involvement by representatives of Solano
and Alameda counties in addressing transportation issues of regional signifi-
cance in the I-80 corridor. (WCCTAC, CCCMA, GEBROC)
C. Continue efforts to determine an appropriate Lead Agency in the formation of a
corridor-wide 1-80 steering committee that includes representatives from
Solano, Contra Costa and Alameda counties, the transit agencies, and other
interested parties. Promote immediate formation of a corridor-wide steering
committee to coordinate actions and address regional transportation issues in
the I-80 corridor. (WCCTAC, CCCMA, GEBROC, MTC)
d. Promote immediate preparation of a system level study in the I-80 corridor to
provide a comprehensive transit modes analysis and to serve as a precursor to a
full Alternatives Analysis for the I-80 corridor. (WCCTAC, CCCMA, GEBR-
OC)
e. Expand efforts urging MTC to perform the next Alternatives Analysis in the I-
80 corridor to determine the best express transit system(s) and to accomplish
necessary steps towards achieving federal funding of major transit improve-
ments. (WCCTAC, CCCMA, GEBROC)
f. Based on the study results of the Alternatives Analysis, encourage timely
implementation of planned transit capital and service improvements. (WCCT-
AC, CCCMA)
g. Initiate a comprehensive determination of transit needs in West County.
Encourage integrated transit planning between districts. Facilitate coordinated
actions by the transit agencies. (WCCTAC)
h. Promote coordinated planning with neighboring transit districts. Support
development of a network of regional transit connections. Identify important
missing links in the regional transit network. (WCCTAC)
L Support efforts underway by MTC to improve fare, transfer, and schedule
coordination to make it easier for riders to get from one subregion to another.
(WCCTAC)
6
4.2 I-80 Improvement Project
a. Continue support of the I-80 Improvement Project including construction of the
HOV lanes and direct BART station access for express bus systems. (WCCT-
AC, CCCMA, All Jurisdictions)
b. Through the WCCTAC TDM Program, actively participate in the I-80 Trans-
portation Management Plan providing increased express transit services and
information services during project construction. (WCCTAC)
C. Promote the accommodation of transit access in the design of the new Carqu-
inez Bridge Project. (WCCTAC, CCCMA, All Jurisdictions)
4.3 Rail Opportunities
a. Continue participation in and promote efforts to build the West County
BART Extension. (WCCTAC, BART, All Jurisdictions)
b. Support plans for parking lot expansion and bus loading improvements at the El
Cerrito Plaza BART station. (WCCTAC, EI Cerrito)
C. By 1995, develop a comprehensive capital improvement/maintenance program
for the Richmond BART station aimed at making the station more attractive as
a major commute facility. This should include improved bus loading, signage,
ramp design, and safety. (WCCTAC, GEBROC, BART, Richmond)
d. By 1995, develop and adopt a capital improvement program for Amtrak
intercity rail service as the primary commute facility for areas east of Contra
Costa County. (WCCTAC, GEBROC, Caltrans)
e. Through the WCCTAC TDM Program, develop a shuttle bus program between
BART stations and West County major employers.
f. Support efforts by GEBROC to study and promote early phase implementation
of commuter rail along SP right-of-way serving West Contra Costa communi-
ties. (WCCTAC, all jurisdictions)
g. Support efforts by AC Transit to study the feasibility of operating light rail
service along San Pablo Avenue between downtown Oakland and Richmond.
(WCCTAC)
h. Continue to encourage improved direct rail access to intermodal facilities at the
Port of Oakland with the intent of reducing truck traffic congestion on I-80.
(WCCTAC)
7
4.4 Land Use Type, Density, Demand & Design
a. Analyze existing land use characteristics and zoning standards along regional
transit routes. Determine compatibility with goals of "transit friendly" land use
planning and jobs/housing balance. Propose changes as appropriate. (WCCT-
AC, All Jurisdictions)
b. Consider opportunities for encouraging development projects that will facilitate
transit usage while not conflicting with goals of neighborhood preservation,
economic enhancement, and other fiscal considerations. (WCCTAC, All
Jurisdictions)
C. Promote mixed use development, high employment commercial, and higher
density residential development in transit corridors and near BART stations and
other transit transfer stations, where appropriate. (WCCTAC, All Jurisdic-
tions)
d. Analyze existing transit service to high traffic generators such as large retail
centers, large employers, commercial centers, schools, hospitals, recreational
sites, etc. Propose services changes as appropriate. (WCCTAC, Transit
Operators))
e. Facilitate coordinated development project review between jurisdictions and
transit operators. Determine transit service needs in conjunction with project
design review. (WCCTAC, All Jurisdictions, Transit Operators)
f. Encourage inclusion of General Plan/Specific Plan policies which promote
pedestrian and transit access/orientation in development project design.
(WCCTAC, All Jurisdictions)
g. Work with Solano and Alameda counties to address regional land use issues.
(WCCTAC, CCCMA, Solano County, Alameda County)
h. By 1995, working through ABAG and other appropriate intergovernmental
agencies, achieve a jobs/housing balance of at least .90 in areas along the I-80
corridor east of Contra Costa County. (WCCTAC, CCCMA, Solano County)
4.5 Transit Capital and Service Improvements
a. Consider additional transit mitigation alternatives, as appropriate, in future
Action Plan Deficiency Strategies. (WCCTAC)
b. Consider project specific or area specific improvements as conditions for
project approval at locations where high intensity development is forecasted.
(All Jurisdictions)
8
C. Determine transit service and capital improvements in conjunction with early
review of development project proposals. (All Jurisdictions, Transit Operators)
d. Consider transit needs in the design phase of public roadway improve-
ment projects. Encourage preferential treatment for transit vehicles to
improve travel times such as coordinated signal timing, signal preemp-
tion, exclusive transit lanes, bus layover/staging areas, and other service
considerations. (All Jurisdictions, Transit Operators)
e. Develop transit centers which include transfer points for local to express bus
systems; incorporate with Park and Ride lots where possible. (Transit Dis-
tricts, Caltrans)
f. Encourage coordination between cities, developers, and transit operators in the
placement of bus stops at regular intervals so that areas are adequately served.
Encourage provision of bus turnouts along major transit routes where feasible
and determined to be desirable by the transit operators. (WCCTAC, All
Jurisdictions, Transit Operators)
4.6 Transit Facility Design
a. Ensure safety and comfort in station design. (Transit Operators)
b. Ensure adequate bus loading zones and parking supply in convenient proximity
to BART loading platforms. Consider future needs for facility expansion.
(Transit Districts)
C. Integrate transit facility design with surrounding areas to minimize neighbor-
hood impact. Coordinate facility design and planning with local jurisdictions.
(Transit Districts, All Jurisdictions)
d. Encourage bicycle travel to stations through provision of bicycle access lanes
and bicycle lockers. (Transit Districts, All Jurisdictions)
e. By 1995, develop a comprehensive capital improvement/maintenance program
for the Richmond BART station aimed at making the station more attractive as
a major commute facility. This should include improved bus loading, signage,
ramp design, and safety. (WCCTAC, GEBROC, BART, Richmond)
9
4.7 Transportation Demand Management
4.7.1 Objectives
a. Increase the use of commute alternative modes by approximately 7 percent by
1995 and approximately 3 percent per year thereafter. (WCCTAC, West
County Employers)
b. Decrease single occupant vehicle trips to meet the Bay Area Air Quality
Management District's AVR performance objective of 1.35 by 1999. (WCCT-
AC, West County Employers)
4.7.2 Actions
a. Support the WCCTAC TDM Program as an integral component of the overall
West County transportation improvement effort that is underway. (WCCTAC,
Transit Operators, West County Employers, All Jurisdictions)
b. Work with the I-80 Transportation Marketing Group (TMG) to provide in-
crease alternative transportation options and incentives during project construc-
tion. (WCCTAC)
C. Promote commute alternatives at the workplace. In conjunction with the transit
operators and "RIDES" provide ridematching services, facilitate formation of
vanpool/shuttle service programs, and promote transit usage. (WCCTAC,
West County Employers, Transit Operators, RIDES)
d. Develop a marketing/information program on commute alternatives. (WCCT-
AC, West County Employers, Transit Operators, RIDES)
e. In conjunction with Caltrans, the transit operators, and the jurisdictions,
develop a comprehensive plan for Park and Ride Lots in West Contra Costa
County. Establish a regional review process for Park and Ride Lot placement
and design. (WCCTAC, Transit Operators, Caltrans)
f. Encourage development of interim and permanent Park and Ride facilities along
the I-80, I-580, and SR 4 corridors in conjunction with improvement projects.
(WCCTAC, Transit Operators, Caltrans, All Jurisdictions)
g. Develop TDM program policies for reporting, employer participation, compli-
ance, monitoring and appeals. (WCCTAC, CCCMA, West County Employ-
ers)
h. Monitor TDM program compliance and program effectiveness. (WCCTAC,
CCCMA)
10
L Study the feasibility and need for a comprehensive West Contra Costa shuttle
bus service connecting major work sites with BART stations. (WCCTAC,
Transit Operators, West County Employers) .
j. Obtain and maintain information on employee commute patterns through
administration of employee transportation surveys; plan programs in response
to needs or deficiencies identified. (WCCTAC)
k. Provide on-going support to West Contra Costa employers. (WCCTAC)
11
5 Action Plans for Routes of Regional Significance
5.1 Interstate 80 Corridor
5.1.1 General Description
Interstate 80 is the primary inter-regional commute corridor in West Contra
Costa which has high regional significance in the East Bay and the Bay Area as a whole. I-80 is
a six lane freeway with a speed limit of 55 mph. Auxiliary lanes are provided between heavily
travelled interchanges. There are interchanges at Central Avenue, Carlson Boulevard, Potrero
Avenue, Cutting Boulevard, MacDonald Avenue, San Pablo Avenue, McBryde Avenue, San
Pablo Dam Road, El Portal Drive, Hilltop Drive, Appian Way, Pinole Valley Road, State Route
4, Willow Avenue, Cummings Skyway, and Crockett. San Pablo Avenue is the only alternative
parallel reliever route for the entire I-80 corridor.
In 1990, average daily traffic on I-80 ranges from 97,000 vehicles per day
(between Cummings Skyway and State Route 4) to 170,000 vehicles per day (south of San Pablo
Dam Road). During the AM peak period the highest traffic count is 10,400 vehicles per hour at
Cutting Boulevard. During the PM peak period the highest traffic count is 11,500 vehicles per
hour, also at Cutting Boulevard.
Approximately 52% of the westbound AM peak hour traffic on I-80 (south of
the Carquinez Bridge) is through traffic. The remaining traffic has destinations inside West
County.
Farther west on I-80, approximately 32% of the westbound AM peak hour
traffic on I-80 (north of the Alameda County line) is through traffic. The remaining traffic on I-
80 at this location originates in West County. During the PM peak period, traffic characteristics
are similar but in the reverse direction.
BART provides the primary rail service in the I-80 corridor along the
Richmond line. In 1992, approximately 27,700 average daily trips took place at the three West
Contra Costa BART stations. BART studies indicate that if the Richmond line was extended to
Crockett, with existing stations at El Cerrito Plaza, El Cerrito Del Norte, and Richmond, and
new stations at San Pablo, Hilltop/Richmond Parkway, Hercules, and Crockett, approximately
38,600 average daily trips, or about a 40 percent increase, could be expected by the year 2010.
(Daily trips estimated from daily boardings or exits)
The Greater East Bay Rail Opportunities Coalition (GEBROC) is currently
assessing commuter rail service in the I-80 corridor between Fairfield and West Oakland.
Preliminary estimates indicate that approximately 4,000 average daily trips could be expected in
the short term, particularly during the period of I-80 reconstruction. Currently, Amtrak provides
longer distance intercity rail service in West Contra Costa, with a station in Richmond.
12
AC Transit, WestCAT, and BART Express Bus provide bus service in the I-80
Corridor. The Contra Costa Bus Transit Study suggests that given increased bus service
frequencies on selected routes, about a 17 percent increase in average daily trips could be
expected by the year 2000.
Vallejo Transit provides express bus service from Fairfield, Vallejo, and
Suisun City to the Del Norte BART station. Transfers on some routes are permitted in Crockett
and at Hilltop Drive. Currently, about 3,000 to 4,000 average daily trips are serviced. Buses
operated at about one hour peak period headways. Some service enhancement has recently been
funded by 1-80 Improvement Project Mitigation funds. Typically, the Vallejo Transit BART link
buses operate above capacity (standing room only) during the peak periods.
The construction of HOV lanes on I-80 with direct bus access to the BART
station at Cutting Boulevard will result in improved bus travel times and opportunities for
enhanced express bus service. The Contra Costa Bus Transit Study recommends increased
express bus service from Solano County, but does not specify the amount, cost, or time frame for
improvements. Vallejo Transit staff has identified the desirability of increased service frequency
and development of an improved bus transfer station in West Contra Costa, either in Hercules or
at Hilltop Drive. Caltrans is currently developing a Park and Ride Lot in Hercules which could
serve as an inter-county bus transfer center.
5.1.2 Problem Statement
Delay on I-80 is substantial during the peak periods. During the AM peak
period, westbound I-80 is typically congested (LOS E/F) from Willow Avenue into Alameda
County. Because toll collection at the Carquinez Bridge occurs in the eastbound directions, there
exists no mainline metering of the substantial amount of commute traffic entering West Contra
Costa from northern counties. Bottlenecks occur between Pinole Valley Road and Appian Way,
San Pablo Dam Road and San Pablo Avenue, MacDonald Avenue and Cutting Boulevard, and
Carlson Boulevard southward. Bottlenecks are most prominent at the on-ramp locations. Local
concern has been raised about potential back-ups onto local roadways should Caltrans install
ramp metering lights as expected.
A reverse condition occurs in the evening. Eastbound I-80 is congested during
the PM peak period from the Alameda County line to Willow Avenue and often to the Carquinez
Bridge. Bridge back-ups often extend south of Pinole Valley Road on Friday evenings.
Travel speeds during these periods range from a complete stop to less than 35
mph at the locations indicated. A significant amount of freeway traffic diverts to alternate routes,
principally San Pablo Avenue and San Pablo Dam Road, when congestion is at its highest.
Daily traffic levels on I-80 are projected to increase 20% to 40% over the next
20 years. Peak hour demand is projected to increase similarly. By the year 2000, congestion is
forecasted throughout the entire segment of I-80 in West Contra Costa during both the AM and
PM peak periods. Upon completion of the I-80 Improvement project and construction of the
HOV lanes, conditions are expected to improve to acceptable levels of service (LOS D or better)
13
on the freeway segment between Cummings Skyway and SR 4. By 2010, conditions will remain
at LOS E/F near the Cummings Skyway interchange, and LOS F on the Carquinez Bridge and
south of SR 4 through Alameda County. It is anticipated that the peak hour capacity of the HOV
lanes will be about 50-60% utilized (using freeway lane capacity of 1750 vehicles per hour).
Portions of the I-80 freeway will be 13% over capacity by the year 2010. This
increase in demand will be primarily a result of traffic diverting from the I-680 corridor to take
advantage of capacity improvements on SR 4 and increased regional traffic generally. Capacity
constraints will prevent traffic volumes from increasing to higher levels during the peak periods.
The expected result of the increased demand will be more traffic diversion onto San Pablo
Avenue, longer duration peak periods, and increased impact on air quality resulting from
automobile emissions.. Average travel speed will decrease and travel time will increase except
for HOV vehicles, which will be able to bypass the congestion using the HOV lanes. San Pablo
Avenue is expected to have five intersections operating at LOS F, principally in the Pinole-
/Hercules area, as commuters divert around a severe bottleneck expected south of the SR 4
interchange. "Ramp jumping" is currently common in which motorists use off-ramps only to get
back on the freeway at the next on-ramp, impeding local circulation in the process.
The anticipated Caltrans project for the Carquinez Bridge will provide capacity
increase westbound into West County from Solano County. As such the project will serve to
facilitate traffic flow into West Contra Costa County, but not out of the County. Unrestricted
vehicle speed entering West County via the Carquinez Bridge contributes to overwhelming the
downstream capacity of I-80.
The traffic signals at the San Pablo Dam Road interchange and the El Portal
Road interchange currently operate at level of service "E" or worse during the peak hours.
Unless mitigated, this condition will continue to the years 2000 and 2010.
Security at Park and Ride lots along 1-80 is lacking. Some lots are not served
by transit operators, while others are poorly served. Information regarding bus schedules and
bus stop locations are lacking.
Sight lines for upcoming congestion or exit signs are often rather short. The
sight line to alternate routes such as San Pablo Avenue are also too short resulting in "blind"
decisions to exit a congested condition on the freeway only to enter an equally as congested
condition on an alternate route.
5.1.3 Planned Capital Projects
1990 - 2000
a. Widen for HOV lanes from Bay Bridge toll plaza to Atlas Road
b. Construct Atlas Road interchange, including HOV ramps
14
C. Construct eastbound auxiliary lane between Richmond Parkway and Appian
Way
d. Install ramp metering hardware at all on-ramp locations
e. Construct 200 stall Park and Ride lot at Atlas interchange
f. Construct auxiliary lanes from Central Avenue to San Pablo Dam Road
g. Construct Park and Ride Lot at the SR 4 interchange
h. Install ramp metering hardware
2000 - 2010
a. Reconstruct SR 4 interchange
b. . Add transit off-ramp and modify interchange at Cutting Boulevard
C. Widen for HOV lanes from Atlas Road to the Carquinez Bridge toll plaza
5.1.4 Objectives
a. By 1995, promote and participate in the preparation of a comprehensive transit
alternatives analysis to determine the preferred transit system(s) investment and
development in the I-80 corridor. (WCCTAC, GEBROC, BART, AC Transit,
All Jurisdictions)
b. By 1995, work with Vallejo Transit and Caltrans to obtain funding to increase
Solano County Bart Link service frequency during the peak periods and to
develop an improved regional bus transfer center in West Contra Costa County
necessary to accomplish a 20 percent increase in average daily trips. (WCCT-
AC, WestCAT, Vallejo Transit, Caltrans)
C. Promote implementation of a Richmond to San Francisco peak period ferry
service by the year 1995. (WCCTAC, Caltrans, MTC)
d. By 1995, develop a timed bus/train transfer service at the Richmond BART
station. (AC Transit, BART, Amtrak)
e. By 1995, participate fully in the environmental review and design process for
the Carquinez Bridge and Benicia Bridge projects. Support the reversal of the
toll collection direction or alternative means of metering traffic into Contra
Costa County. (WCCTAC, CCCMA, All Jurisdictions)
f. By 1995, develop and adopt a capital improvement program for Amtrak
intercity rail service as the primary commute facility for areas east of Contra
Costa County. (WCCTAC, GEBROC, Caltrans)
g. By 1995, working through ABAG and other appropriate intergovernmental
agencies, achieve a jobs/housing balance of at least .90 in areas along the I-80
corridor east of Contra Costa County. (WCCTAC, CCCMA, Solano County)
15
h. By 1995, perform a feasibility and needs analysis of a comprehensive shuttle
bus service between major employer sites in West Contra Costa and BART sta-
tions. (WCCTAC, BART, AC Transit, West County Employers)
L Through general implementation of increased peak period bus services frequen-
cies in the I-80 corridor, provide for a 17 percent increase in average daily bus
trips by the year 2000. (AC Transit, WestCAT, BART)
j. With the I-80 HOV lanes in place between the Bay Bridge toll plaza and Atlas
Road by the year 2000, work with the responsible agencies to determine an
appropriate limited stops express bus service for the long distance commuter.
(WCCTAC, MTC, AC Transit, Vallejo Transit, BART)
k. With commuter rail service in place between Fairfield and West Oakland,
provide for 4,000 average daily trips by the year 2000. (GEBROC, BART)
1. By 2000, build a new parking facility and bus circulation improvements at the
El Cerrito Plaza BART station. (BART, El Cerrito)
m. By 2000, have in place at least one transit mode alternative that provides for
less travel time, less cost, and less environmental impact compared to driving
alone between the Carquinez Bridge and the Bay Bridge during peak periods.
(WCCTAC, GEBROC, AC Transit, Vallejo Transit, Caltrans, MTC, CCCMA)
n. By the year 2000, control and reduce diversion from I-80 onto San Pablo
Avenue by improving traffic flow on I-80 and providing viable transit alterna-
tives for longer distance commutes. For each segment of the I-80 corridor,
and the corresponding segment of San Pablo Avenue, establish a target ratio of
through traffic and transit service through that segment. (Segment defined as
the length of corridor from one off ramp to the next on ramp. (WCCTAC,
Caltrans)
o. By 2000, achieve a 25 percent increase in usage of Park and Ride Lots by
making them more attractive and safe to potential users, and by improving bus
transit service.
p. By 2000, assess the net benefit of ramp metering in West County aimed at
improving freeway operations by,achieving a uniform flow and speed of traffic,
while also minimizing impact resulting from ramp back-ups onto local road-
ways. (Caltrans argues that ramp metering has this effect). (Caltrans)
q. Promote full construction of a West County BART extension to Crockett by
2010.
r. With a BART extension in place to Crockett, service an additional 11,000
average daily BART trips in West Contra Costa County by the year 2010. (BART)
16
S. With a Cummings Skyway/Old Highway 40 extension in place, reduce truck
traffic in Rodeo by 90 percent over current figures by the year 2010. (CC
County, Caltrans)
t. As part of the I-80 Improvement project, by 2010 achieve longer sight lines
where a significant benefit can be established. (Caltrans)
5.1.5 Actions
a. Build the HOV lanes between SR 4 and the Carquinez Bridge.
b. Actively participate in the environmental review process and design of a
potential third span on the Carquinez Bridge.
C. Promote toll collection on the Carquinez Bridge in the westbound direction or
some other alternative to achieve mainline traffic metering into West Contra
Costa.
d. Promote rail access such as BART over the old span of the Carquinez Bridge.
e. Tailor capacity of the Carquinez Bridge improvements to downstream capacity.
f. Build a Cummings Skyway extension to Old Highway 40 at I-80.
g. Support commuter rail service from Fairfield to West Oakland. Determine the
most appropriate station locations in West County.
h. Pursue every opportunity to speed the funding and construction of the West
Contra Costa BART extension to Crockett, and ultimate extension of BART
into Solano County.
L Support ferry service from Richmond and/or Rodeo to downtown San Francis-
co.
j. Promote a two person minimum occupancy for HOV lanes.
k. Strongly pursue a regional increase in peak period bridge tolls in the Bay Area
to be earmarked for regional transit improvements such as a BART West
County extension.
1. Prohibit through traffic at freeway intersections where ramp jumping occurs.
17
m. Install electronic signs which reduce the legal speed limit on certain segments
during the peak periods and monitor/display vehicle speeds to drivers.
n. Promote increased CHP funding in West Contra Costa.
o. Create longer sight lines, especially prior to reaching each exit.
p. Provide greater security and amenities at Park and Ride Lots. (e.g., lighting,
commercial operations) Ensure adequate transit service to the lots.
q. Encourage increased HOV usage by providing definite advantages such as free
toll bridge crossing.
r. Promote a new Park and Ride Lot area within the parking lot at McFrugal's
Market and KMART on San Pablo Dam Road and San Pablo Avenue.
5.2 San Pablo Avenue
5.2.1 General Description
San Pablo Avenue extends throughout West Contra Costa parallel to I-80 and
serves as the primary alternate parallel reliever route to I-80 during periods of severe freeway
congestion. For purposes of this study, San Pablo Avenue includes the Old Highway'40 and
Parker Avenue in Rodeo. San Pablo Avenue characteristics range from a mixed commercial/resi-
dential route into a more rural route north of Rodeo.
In El Cerrito, between Carlson Boulevard and MacDonald Avenue, San Pablo
has four lanes. There are left turn pockets at most intersections with left turn signal phasing.
The speed limit is 35 miles per hour. There is a median from Central Avenue through Cutting
Boulevard.
In Richmond, the speed limit is reduced to 30 mph between MacDonald
Avenue and Glenn Avenue. On portions of San Pablo Avenue in this area there are no raised
medians or left turn lanes at the intersections. South of MacDonald Avenue, San Pablo Avenue
is a designated State Route.
In San Pablo, the speed limit increases to 35 mph between Glenn Avenue and
Rivers Street. A bike lane begins at Vale Road and ends at Road 20. North of Rumrill
Boulevard, San Pablo Avenue operates more as an expressway with four lanes and a speed limit
of 45 mph. At most intersections there are raised medians and left turn pockets. In Pinole, the
speed limit is reduced to 25 mph, only to increase again to 35 mph and 45 mph in Hercules.
Between San Pablo and Pinole in the North Richmond/Richmond Parkway area, there are
fourteen major employers with 100 or more employees, within close proximity to San Pablo
Avenue. Further north in Hercules and Rodeo, there are six additional major employers located
close to San Pablo Avenue.
18
Average daily traffic on San Pablo Avenue varies considerably. The lowest
average daily traffic is 5,600 vehicles north of SR 4 increasing toward the area of Cutting Boule-
vard where the highest average daily traffic is 23,800 vehicles. During the AM peak hour, the
highest volume of traffic is 2,000 vehicles in the vicinity of Potrero Avenue. During the PM
peak hour, the highest volume is 2,700 vehicles in the vicinity of Barrett Avenue.
Most of the trips on San Pablo Avenue are internal trips, with both an origin
and destination in West Contra Costa. The highest percentage of through trips is about 10% near
Cutting Boulevard. This percentage increases substantially during periods of severe I-80
congestion.
5.2.2 Problem Statement
San Pablo Avenue is the only alternate route which extends the entire length of
1-80 in West Contra Costa. As such, a substantial amount of regional commute traffic routinely
diverts from I-80 to San Pablo Avenue during periods of severe freeway congestion. Several San
Pablo Avenue intersections either currently or in the future will operate at level of service "F"
primarily as a result of incremental demand resulting from regional traffic diversion from I-80.
Capacity does not exist to serve peak period demand of through traffic
diverting from I-80. Additional capacity is infeasible in most cases. Once diverted, motorists
often face slower travel times on San Pablo Avenue for relatively long distances, particularly
between San Pablo Dam Road and SR 4.
North of Twenty-third Street, the average speed on San Pablo Avenue varies
slightly throughout the day. The lowest speed is 24 mph during the southbound AM commute,
and the highest speed is 34 mph during the northbound mid-day commute. Delays occur at the
intersections of Broadway, Sycamore, Hilltop, Tara Hills, Belmont, Shamrock, Tennent, Atlas,
Appian, and Sunnyview.
. South of Twenty-third Street, the average speed is also fairly consistent
throughout the day. Delays occur at the intersections of Barrett, Clinton, MacDonald, San Pablo
Dam Road, Vale, Cutting, Church Lane, 23rd Street, Moeser, Carlson, McBryde, Central,
Potrero, Stockton, Fairmont, and Solano Ave.
Currently, segments of San Pablo Avenue operate at LOS D between Moeser
Lane and Central Avenue, and between Cutting Boulevard and Potrero Avenue; LOS E south of
Central Avenue; and LOS F between Rumrill Boulevard and Robert H. Miller Drive.
On an average day, congested speeds on I-80 are still higher than those on San
Pablo Avenue. (Peak period speeds on San Pablo Avenue are in the high 20's while 1-80
averages over 30 mph). However, accidents or heavy congestion on I-80 can cause a significant
amount of freeway traffic to divert to San Pablo Avenue.
Daily traffic is projected to grow by 4% to 135% on various segments of San
Pablo Avenue over the next 20 years. Peak hour demand is projected to increase similarly. San
19
Pablo Avenue is predicted to be operating at LOS E/F between Sycamore and Atlas Road,
between Robert H. Miller Drive and Rumrill Boulevard, and south of Central Avenue.
Traffic volumes would increase even more in some sections except for the
capacity constraints in the corridor. Due to increased travel demand on San Pablo Avenue in the
future, it is anticipated that overall peak period duration will increase, average travel speed will
decrease, and travel time will increase.
By the year 2010, intersection level of service will drop to E/F at five
intersections even after completion of the I-80 Improvement project and potential construction of
a light rail line from downtown Oakland to Hilltop in Richmond. The six San Pablo Avenue
intersections include: Sycamore, First Street, Tennent Avenue, Appian Way, Twenty-third Street,
and El Portal Drive. The resultant overflow of regional traffic onto local roadways, particularly
near major connectors, is expected to seriously impact the quality of life for West Contra Costa
communities.
Truck traffic is particularly heavy on Parker Avenue in Rodeo where Wickland
and Unocal generate an average of 250 truck trips per day. The trucks typically travel from
Parker Avenue to Willow Avenue and Highway 4.
5.2.3 Planned Capital Projects
1990 - 2000
a. Road reconstruction in the City of Hercules
2000 - 2010
a. Construct a light-rail system from downtown Oakland to Hilltop in Richmond
b. Widen to six lanes from Potrero to Cutting
5.2.4 Objectives
a. By 1995, adopt design standards for new development to minimize turning
movements on and off San Pablo Avenue. (WCCTAC, All Jurisdictions)
b. By 1995, synchronize signal timing and speeds throughout San Pablo Avenue
in San Pablo, Richmond, Pinole, and EI Cerrito. (Caltrans, San Pablo, Rich-
mond, Pinole, El Cerrito)
C. By 2000, perform San Pablo Avenue intersection improvements at 23rd Street
(San Pablo), Appian Way (Pinole), Tennent Avenue (Pinole), and Sycamore
(Hercules), necessary to achieve and maintain LOS E. (San Pablo, Pinole,
Hercules)
20
d. On an ongoing basis, manage overflow of regional traffic onto San Pablo
Avenue by improving overall regional circulation in the I-80 corridor. Strive
to maintain local economic viability and quality of life by emphasizing viable
transit alternatives to single occupant commute travel. (WCCTAC, Caltrans,
CCCMA, MTC)
e. On an ongoing basis, discourage diversion of through traffic onto San Pablo
Avenue by making 1-80 a relatively more attractive choice in terms of travel
time. Emphasize HOV usage and viable transit service alternatives. (WCCT-
AC, Caltrans, CCCMA, MTC)
f. On an ongoing basis, encourage diverted traffic to return to I-80 on the next
downstream feeder road through improved signage. Establish a target percent-
age of through traffic. (WCCTAC, Caltrans, all jurisdictions)
g. By 1995, determine a policy regarding capacity objectives for San Pablo
Avenue. Emphasize local traffic needs, local commerce, and parking needs.
Emphasize transit over single occupant vehicle capacity. (WCCTAC)
5.2.5 Actions
a. On an ongoing basis, monitor level of service on San Pablo Avenue.
b. Require development related traffic analysis for project proposals which could
potentially cause significant traffic impact on San Pablo Avenue.
C. Install exclusive left turn lanes at the intersection of Tennent Avenue and San
Pablo Avenue.
d. Encourage use of Appian Way as the major connecting arterial to I-80 rather
than Tennent Avenue and Pinole Valley Road through improved signage.
e. Stripe a second northbound right turn lane on San Pablo Avenue between
Sycamore and SR 4 to allow right turns on westbound Sycamore to make a free
right turn thus freeing up additional capacity for through movements.
f. Restripe the northbound Twenty-third Street approach to better serve the heavy
left turn demand. One of the current left turn lanes on this approach is too
short to adequately store the demand during peak periods and the result is that
left turning traffic can only stack in one of the two available left turning lanes.
Restriping the right turn lane to also feed one of the left turn lanes would better
equalize the queues on this approach.
21
g. Consider closing the westbound Road 20 approach to through traffic at the San
Pablo Avenue/Twenty-third Street intersection. Traffic,would only be able to
make a right turn onto San Pablo Avenue, thus eliminating a signal phase and
substantially increasing the capacity of the intersection.
h. Promote new driveway restrictions and other uniform design standards aimed at
improving circulation.
L Assess the need for improved bus facilities and operations along San Pablo
Avenue.
j. Encourage development of higher density residential/commercial mixed-use
development.
k. Signalize the San Pablo Avenue/SR-4 intersection.
1. Realign and signalize the San Pablo Avenue/Parker Avenue/Willow Avenue
intersection (also see SR-4 Improvements).
m. Clearly identify feeder roads to motorists which will take them back to 1-80,
particularly at Appian, Hilltop, El Portal, and San Pablo Dam Road.
n. Prior to 1-80 exits, provide electronic information on traffic conditions/travel
speeds on alternate routes aimed at discouraging traffic diversion from 1-80.
0. Deter speeding on San Pablo Avenue through increased police presence and
unmanned speed monitors.
p. Extend bicycle lanes where feasible to encourage more usage.
5.3 State Route 4
5.3.1 General Description
State Route 4 is a two lane highway from 1-80 through the Cummings Skyway
interchange with a speed limit of 55 mph. There is no median separating oncoming traffic.
There are left turn lanes at critical intersections. East of Cummings Skyway, SR 4 is a four lane
freeway with a center divide and 55 mph speed limit.
Speeds on SR 4 vary from a low of 36 mph during the mid-day in the
eastbound direction to a high of 48 mph westbound during the AM peak period.
Average daily traffic on SR 4 is 33,300 vehicles. During the AM peak hour
the highest count is 2,750 vehicles at Cummings Skyway. The majority of this traffic originates
in West Contra Costa. During the PM peak hour the highest count is 3,000 vehicles, again at
Cummings Skyway.
22
Currently, WestCAT provides bus transit service between the Richmond BART
station and the County offices, courts, and hospitals in Martinez, including the Martinez Amtrak
station, via SR 4. The service operates every two hours between 6:45 AM and 5:15 PM on
week days. The Contra Costa Bus Transit Study recommends that this service be extended to the
Concord BART station by 1995, and that the service be improved, including a development of a
timed transfer station at Martinez Amtrak by the year 2000. No ridership or cost projections
have been estimated.
5.3.2 Problem Statement
The two lane section of SR 4 between I-80 and Cummings Skyway is currently
operating at LOS E/F during the peak periods. Congestion on SR 4 causes diversion of traffic
onto Cummings Skyway resulting in significant delays at the interchange, which is substandard in
its design. Vehicles attempting to turn onto SR 4 from the unsignalized side streets find it
difficult to gain access in the heavy traffic moving at high speeds. This condition and the lack of
a center divide has resulted in a relatively high number of serious accidents in the area.
Daily traffic is projected to grow by over 100% over the next 20 years
primarily as a result of traffic diverting from the I-680 corridor to take advantage of capacity
improvements resulting from the SR 4 West project. Peak hour demand is projected to increase
similarly. By the year 2000, congestion will continue on SR 4 between I-80 and Cummings
Skyway. By 2010, the segment will improve to LOS C/D as a result of the planned freeway
improvements.
5.3.3 Planned Capital Projects
1990 - 2000
a. Construct ramps at Bayberry
b. Modify Sycamore from intersection to interchange
C. Construct grade separation; on/off ramps for WB SR 4 at Willow Avenue
2000 - 2010
a. Construct four lane freeway from I-80 to Cummings Skyway
b. Improve interchange at Sycamore
C. Improve old SR4 as two lane arterial between I-80 and Cummings Skyway
5.3.4 Objectives
a. By 1995, maintain existing service frequency of the 30Z Line (Martinez Link)
and extend service between the Richmond BART station and Martinez to the
Concord BART station.
23
b. By 2000, improve service frequency of the 30Z Line to one hour headways
during the peak periods and develop a timed transfer station at the Martinez
Amtrak station.
C. With the SR 4 West Project in place, achieve LOS E, V/C 0.90 or better by
2010.
5.3.5 Actions
a. On an ongoing basis, monitor level of service on SR 4.
b. Require development related traffic analysis for project proposals which could
potentially cause significant traffic impact on SR 4.
C. Construct the SR 4 West project.
5.4 Cummings Skyway
5.4.1 General Description
Cummings Skyway has two lanes and a 50 mph speed limit. Average daily
traffic ranges between 7,200 and 9,300 vehicles near Crockett Boulevard. The highest AM peak
period count is 1,000 vehicles per hour at I-80. During this period, 72% of the traffic is through
traffic. 85% of the these trips are traveling from Napa/Solano to Central Contra Costa County,
and 15% of these trips are traveling from Marin/Sonoma to the Central Contra Costa County
area. The highest PM peak period count is 1,200 vehicles per hour, again at Crockett Boule-
vard.
5.4.2 Problem Statement
Daily traffic is projected to drop by about 10% over the next 20 years. This is
partly due to the improvement.of SR 4. Peak hour demand is projected to decrease similarly.
All segments of Cummings Skyway will continue to operate at an acceptable
level of services (LOS C or better). The problem with Cummings Skyway is its steep grade in
certain segments and its substandard interchange with I-80.
5.4.3 Planned Capital Projects
1990 - 2000
None
24
2000 - 2010
a. Extend Cummings Skyway to Old Highway 40 and upgrade interchange with I-
80. Provide truck climbing lanes.
5.4.4 Objectives
a. On an ongoing basis, maintain LOS D or better on all segments of Cummings
Skyway.
b. By the year 2010, provide direct access to I-80 from Old Highway 40 via a
Cummings Skyway extension.
5.4.5 Actions
a. On an ongoing basis, monitor level of service on Cummings Skyway.
b. Require development related traffic analysis for project proposals which could
potentially cause significant traffic impact on Cummings Skyway.
C. Initiate design plans for improvements to Cummings Skyway that will provide
for the extension to Old Highway 40.
d. Construct a Cummings Skyway extension from I-80 to Old Highway 40 in the
vicinity of Tormey, which would provide more immediate truck access to I-80
and would divert commute traffic from passing through Crockett.
e. Upgrade interchange with I-80.
f. Provide truck climbing lanes.
5.5 Willow Avenue
5.5.1 General Description
West of I-80, Willow Avenue has two lanes and a 35 mph speed limit. East of
I-80, Willow Avenue has four lanes.
Average daily traffic is 9,500 vehicles at San Pablo Avenue. The highest AM
peak period count is 700 vehicles per hour at San Pablo Avenue. 59% of these trips stay within
West Contra Costa. 38% of the trips have destinations elsewhere. The highest PM peak period
count is 1,000 vehicles per hour, also at San Pablo Avenue. No significant delays have been
recorded along this route.
25
5.5.2 Problem Statement
Relatively little congestion currently occurs on Willow Avenue. Drivers
experience delays waiting to turn onto SR 4 which is currently an unsignalized intersection.
Willow Avenue traffic must stop for SR 4.
Average daily traffic is expected to stay at current levels over the next 20
years. Peak hour level of service will improve to LOS A/B at the SR 4 interchange. All
segments of Willow Avenue are expected to continue operation at an acceptable level of service
(LOS C or better).
5.5.3 Planned Capital Projects
1990 - 2
a. Widen to four lanes from I-80 to San Pablo Avenue
b. Construct new on/off ramps at SR 4
C. Provide grade separation connection to Bayberry
d. Install signals at the eastbound I-80 on/off ramps
2000 - 2010
None
5.5.4 Objectives
a. On an ongoing basis, maintain LOS D or better along all segments of Willow
Avenue.
5.5.5 Actions
a. On an ongoing basis, monitor level of service on Willow Avenue.
b. Require development related traffic analysis for project proposals which could
potentially cause significant traffic impact on Willow Avenue.
C. As part of the SR 4 West project extend Willow Avenue below SR-4 to connect
to Bayberry Avenue.
d. Realign and signalize the Willow Avenue/Parker Avenue/San Pablo Avenue
intersection.
e Widen Willow Avenue by two lanes between 1-80 and San Pablo Avenue.
26
5.6 Appian Way
5.6.1 General Description
Appian Way is a two-lane road with two way left turn lane. There is a bike
lane on both sides with a "parking pocket" in front of businesses. The speed limit is 25 mph
south of the Pinole border and 35 mph northward.
Average Daily Traffic on Appian Way is about 11,000 vehicles throughout its
length. The highest AM peak hour count is 2,200 vehicles per hour at I-80. During this period
72% of the trips have both origin and destination within West Contra Costa. 23% of the trips
are entering West Contra Costa from outside the area. The highest PM peak period count is
3,100 vehicles per hour, again at I-80. Truck volumes are very low.
5.6.2 Problem Statement
Daily traffic is projected to increase by about one-third over the next 20 years.
Peak hour demand is projected to increase similarly.
Currently, level of service is acceptable on all segments of Appian Way (LOS
D, V/C 0.85 or better), except for the intersection of Appian Way - First Street at San Pablo
Avenue. Primarily due to diverted regional traffic from 1-80, the San Pablo Avenue intersection
will deteriorate to LOS F by the year 2000, and remain at LOS F through 2010. Also by 2010,
the intersection of Appian Way at San Pablo Dam Road is forecasted to deteriorate to an
unacceptable LOS (LOS E, V/C 0.94). All other intersections are expected to remain at an
acceptable level of service (LOS D, V/C 0.85 or better over the next 20 years.
Average speeds on Appian Way are approximately 25 mph throughout the day.
Some delays occur at San Pablo Dam Road, San Pablo Avenue, 1-80, Tara Hills Drive, and
Sarah Drive.
5.6.3 Planned Capital Projects
1990 - 2
a. Widen with center lane from San Pablo Dam Road to Sobrante Avenue
b. Widen to four lanes from Michael Drive south to Pinole city limit
C. Construct miscellaneous intersection improvements
2000 - 2010
None
27
5.6.4 Objectives
a. With the exception of the intersections at San Pablo Avenue and San Pablo
Dam Road, on an ongoing basis, maintain LOS D on all segments and inter-
sections along Appian Way. (Pinole, CC County)
b. Through intersection improvements, improve the level of service at San Pablo
Dam Road to LOS E by the year 2010. (CC County)
C. With the I-80 Improvement project in place by the year 2010, and other actions
implemented in the interim, reduce projected peak period through traffic on
San Pablo Avenue at Appian Way - First Street by 20 percent. (WCCTAC,
Caltrans, Pinole)
5.6.5 Actions
a. On an ongoing basis, monitor level of service on Appian Way.
b. Require development related traffic analysis for project proposals which could
potentially cause significant traffic impact on Appian Way.
5.7 EI Portal
5.7.1 General Description
El Portal is a 4 lane roadway between Rumrill and San Pablo Dam Road, then
turns to two lanes near I-80.
Average Daily Traffic on El Portal ranges between 15,500 and 24,900
vehicles. During both the AM and PM peak there are 1,700 vehicles per hour at 1-80. During
the AM peak period, 65% of the trips are heading into West Contra and 19% are trips leaving
West Contra Costa.
Average daily traffic is projected to grow by about 23% over the next 20
years. Peak hour demand is projected to increase similarly.
5.7.2 Problem Statement
Currently, all segments of E1 Portal Drive operate at an acceptable level of
service (LOS C or better). The intersection at the I-80 westbound off ramp operates at LOS E.
This condition is expected to continue by the year 2010, and the intersection of El Portal/San
Pablo Avenue is expected to deteriorate to a high LOS D. All other intersections and roadway
segments will operate at LOS D V/C .85 or better.
28
The greatest delays and the lowest speeds occur on eastbound El Portal during
the PM peak period. Delays occur at Church Street, San Pablo Dam Road, Road 20, Fordham,
and the I-80 interchange. Contra Costa College is a major trip generator on El Portal Drive.
5.7.3 Planned Capital Projects
1990 - 2000
a. Widen to four lanes I-80 and San Pablo Dam Road
2000 - 2010
a. Widen to four lanes from Church Lane to I-80
5.7.4 Objectives
a. On an ongoing basis, maintain LOS D on all segments and intersections along
El Portal Drive. Maintain LOS E at the I-80 on/off ramps. (Caltrans, San
Pablo, CC County)
5.7.5 Actions
a. On an ongoing basis, monitor level of service on El Portal.
b. Require development related traffic analysis for project proposals which could
potentially cause significant traffic impact on El Portal.
C. Through the WCCTAC TDM Program, promote increased ridesharing at
Contra Costa College.
5.8 San Pablo Dam Road
5.8.1 General Description
San Pablo Dam Road is a primary commute corridor in West Contra Costa
connecting I-80 to SR 24. As such, San Pablo Dam Road serves as a primary alternate route
when 1-80 is severely congested. This occurs primarily during the AM peak period in the
south/east direction when westbound traffic is typically backed-up on I-80. Once through
Orinda, traffic then enters SR 24 and heads in a southwest direction with destinations in Alameda
and San Francisco counties. Traffic diversion has increased on San Pablo Dam Road/Camino
Pablo with the elimination of the Cypress Freeway and the resultant congestion at the I-80/I-580
maze near the Bay Bridge toll plaza.
San Pablo Dam Road is a four lane arterial between San Pablo Avenue and
Castro Ranch Road. South of Castro Ranch Road, San Pablo Dam Road changes to two lanes
and becomes Camino Pablo in Orinda, at the intersection of Bear Creek Road. Camino Pablo
29
remains two lanes through Orinda, except for about a one mile stretch of roadway closest to SR
24 and the Orinda BART Station where it is four lanes. The two lane stretch in Orinda is
largely residential in character. There is a Park and Ride lot at Castro Ranch Road.
In the area between El Portal and Appian Way, San Pablo Dam Road is a busi-
ness street with many driveways, a striped left turn lane, and no parking allowed. The speed
limit is 25 mph. North of Appian Way, there is a bike/parking lane, the speed limit increases to
35 mph at Del Valle Circle, and becomes residential with no median. At Castro Ranch Road,
the speed limit increases to 50 mph, there is one lane in each direction and no median. ,
Average daily traffic on San Pablo Dam Road ranges from 31,300 vehicles at
Appian way to 11,500 vehicles at Castro Ranch Road. The highest count during the AM peak
period is 2,800 vehicles per hour at Appian Way. Approximately 79% of the westbound trips
during this period are heading into West Contra Costa from other regions. Some of these trips
are going to El Cerrito or Richmond BART stations to commute a further distance on transit.
Besides the BART trips, only 4% of the trips are traveling through West County. (Origin and
destination information is currently being compiled for the opposite direction, through Orinda,
during the AM peak period) The highest count during the PM peak period is 3,100 vehicles per
hour, again at Appian way.
County Connection provides bus service during the peak periods between the
Orinda BART station and El Sobrante. In El Sobrante, service is connected with AC Transit.
5.8.2 Problem Statement
Travellers on San Pablo Dam Road experience delays at the intersections of I-
80 on/off ramps and San Pablo Avenue.. Delays are also possible at Valley View Road and
Appian Way, and at Bear Creek Road to Highway 24. Safety issues and residential street access
issues along the residential portion of Camino Pablo in Orinda have been identified.
Traffic congestion is significant at the 1-80 interchange. The interchange has a
complex series of signalized intersections that are forced to operate as a single intersection due to
the short distances between them. The interchange is further complicated by the intersection of
Amador Street which is right next to the 1-80 off-ramp. Currently, the on/off ramps operate at
LOS E/F.
Traffic congestion is also significant at the intersection with Bear Creek Road.
Eastbound traffic often often backs-up through this intersection during the AM peak period.
During the PM peak period, northbound traffic often backs up all the way to Highway 24. There
is a significant reduction in capacity where San Pablo Dam Road changes to Camino Pablo in
Orinda. The speed limit is reduced to 25 mph, there are several signals, and Camino Pablo
passes through a residential area before widening out to 4 lanes in Orinda's commercial district.
Average daily traffic is projected to increase about 23% over the next 20 years.
Peak hour demand is projected to increase similarly. Traffic volumes would be increasing even
more during the peak periods except for the capacity constraints in the corridor. By the year
30
2000, the segment of San Pablo Dam Road between Appian Way and El Portal Drive is expected
to operate at LOS E/F. By 2010, this condition will improve to acceptable levels of service as a
result of roadway widening in the area.
Peak hour level of service will improve to A/B except at critical intersections
such as the I-80 interchange, Appian Way, and Bear Creek Road. These intersections will
continue to operate at LOS E/F.
5.8.3 Planned Capital Projects
1990 - 2000
a. Add a fifth lane and left turn pockets between Appian Way and Castro Ranch
Road
b. Improve signals from Appian Way and Castro Ranch Road
C. Realign and reconstruct roadway at I-80
d. Improve the eastbound off ramp at SR 24 and Camino Pablo
e. Improve Camino Pablo between Miner Road and Bear Creek Road
2000 - 2010
a. Widen to six lanes between Barranca and Appian Way
5.8.4 Objectives
a. On an ongoing basis, with the exception of the I-80 on/off ramps and the
intersection at Appian Way, maintain a LOS D on all signalized intersections
along San Pablo Dam Road. (Richmond, Contra Costa County)
b. By the year 2000, improve the I-80 on/off ramps to LOS E. (San Pablo,
Caltrans) Possible improvements include: converting Amador Street to a right
turn only intersection, thus eliminating the need for a signal phase at the
intersection; realigning the bridge crossing of San Pablo Dam Road at I-80,
including roadway construction of San Pablo Dam Road, realignment of
Amador Boulevard, realignment of northbound on/off ramps, and traffic signal
interconnect between Morrow Drive and Ventura Avenue; and, reconstructing
the interchange to provide a split interchange between San Pablo Dam Road
and McBryde or Solano Avenue. (Caltrans, San Pablo)
C. By 2000, implement bus transit improvements between West Contra Costa and
the Orinda BART station aimed at improving bus transit connectivity between
districts, improving local access to major regional transit routes, and increasing
average bus ridership.along San Pablo Avenue by 25 percent. (WCCTAC,
Orinda, AC Transit, County Connection)
31
d. Through intersection improvements, improve the level of service at Appian
Way to LOS E by the year 2010. (CC County)
5.8.5 Actions
a. Perform intersection improvements and bicycle/pedestrian improvements where
feasible.
b. Restrict the number of new driveways
5.9 Interstate 580 Freeway
5.9.1 General Description
Interstate 580 is an eight-mile long freeway with a speed limit of 55 mph. I-
580 has two lanes eastbound until the Canal/Garrard exit where a third lane is added. After the
Harbour Way exit, the third lane becomes an HOV lane. At the Bayview exit, the HOV lane is
dropped and the route returns to two lanes. Throughout the route, auxiliary lanes are added
between on-ramps and downstream off-ramps. There are interchanges at Central Avenue,
Bayview, Regatta, Marina Bay Parkway/South 23rd Street, Harbour/Cutting, Canal/Garrard, and
Marine St.
Average daily traffic on I-580 is approximately 64,000 vehicles per day. The
AM and PM peak periods both carry approximately 2,200 vehicles per hour.
During an AM peak period, 100% of the traffic on I-580 at the Richmond/San
Rafael Bridge is travelling from the Marin/Sonoma area. Of this Marin/Sonoma traffic, 81 Y is
traveling through West Contra Costa to Alameda County. Within Richmond, there are fifteen
major employers with 100 or more employees within close proximity of I-580.
Daily traffic is projected to grow by 90% over the next 20 years. Peak hour
demand is projected to increase similarly.
5.9.2 Problem Statement
Currently, there is relatively little congestion on I-580 during the peak periods.
Some congestion occurs (LOS C/D) in the southbound direction where the freeway connects with
I-80 and near the bridge toll booths in the westbound direction. Travel speeds generally are at the
speed limit throughout the day.
Peak hour level of service will decrease to "D" in the peak direction on some
sections even with the HOV lanes in place. It is anticipated that the peak hour capacity of the
HOV lanes will be under 10% utilized. Backups will continue at the Richmond Bridge toll plaza
and on the approaches to I-80. Level of services on the remaining portions of I-580 is projected
to be better than "D".
32
As demand increases on I-580, traffic conditions will worsen on some
connecting arterials. By the year 2000, Castro Street is anticipated to operate at LOS E/F north
of the freeway, Garrard Boulevard at LOS D/E south of the freeway, and Twenty-third Street at
LOS D/E/F south of the freeway.
5.9.3 Planned Capital Projects
1990 - 2000
a. Add HOV lanes from Bayview to San Rafael Bridge
2000 - 2010
None
5.9.4 Objectives
a. On an ongoing basis, maintain a LOS E or better along all segments of I-580
between the bridge toll collection booths and I-80. (Caltrans)
5.9.5 Actions
a. Encourage development of a new Park and Ride Lot on the Marin County side
of the bridge.
b. Monitor new expanded bus service from Marin County to Del Norte BART
station. Expand service, market service, and provide incentives to increase
use.
5.10 Twenty-third Street
5.10.1 General Description
Twenty-third Street has four lanes between Cutting Boulevard and the
intersection of 23rd/Carlson/Broadway. North of the 23rd/Carlson/Broadway intersection, the
corridor splits into a one-way street couplet on 22nd and 23rd Streets with coordinated signals
and commercial frontage. There are three lanes in each direction of the couplet. North of Grant
Street, 23rd returns to two lanes in each direction. On-street parking is allowed along the full
length of the street. There are no left turn lanes. The speed limit is 25 mph.
The average daily traffic on 23rd street is 13,300 vehicles per day. The
highest count during the AM peak period is 1,600 vehicles per hour at Rheem Avenue. 70% of
these trips stay within West Contra Costa. 11% are trips exiting the West Contra Costa area.
The highest count during the AM peak period is 1,500 vehicles at Barrett Avenue.
33
5.10.2 Problem Statement
Congestion occurs during the mid-day and PM peak periods at San Pablo
Avenue (LOS E). Average speed on Twenty-third Street varies throughout the day. The mid-
day northbound peak period is when there is greatest delay and slowest,speeds. In the south-
bound direction, speeds are slowest during the PM peak period. The greatest delays occur at
Cutting Boulevard, Road 20, Church Lane, and Ohio Ave. Despite these recorded delays, all
segments of Twenty-third Street currently operate at acceptable levels of service (LOS C or
better).
Daily traffic is projected to grow by more than 100% over the next 20 years.
Despite this anticipated increase in traffic, level of service on most segments are predicted to
remain in the acceptable range. The segment of Twenty-third Street south of I-580 will worsen
to mid LOS D. The intersection at San Pablo Avenue would temporarily improve in the Year
2000 due to the completion of the Richmond Parkway and then deteriorate again to level of
service EJF by the year 2010.
5.10.3 Planned Capital Projects
1990 - 2000
a. Widen by two lanes between I-580 and Broadway Avenue.
2000 - 2010
None
5.10.4 Objectives
5.10.5 Actions
a. Coordinate signal timing and improve bus connections.
5.11 Carlson Boulevard
5.11.1 General Description
Carlson Boulevard has two lanes from San Pablo Avenue to Twenty-third
Street. The speed limit is 35 mph. There are left turn lanes and left turn arrows at all major
intersections. East of I-80 there are four lanes with many driveways and side-streets.
Average daily traffic is 17,000 vehicles at Twenty-third Street. The highest
AM peak period count is 1,600 vehicles per hour at I-80. During this period, 83% of the trips
are within West Contra Costa. 16% of the trips have destinations outside of the area. The
highest PM peak period count is 1,400 vehicles per hour, again at I-80.
34
5.11.2 Problem Statement
Currently, all intersections and segments of Carlson Boulevard operate at an
acceptable level of service (LOS C or better). Some delays occur at Cutting Boulevard, Central
Avenue, Bayview, and Twenty-third Street. Daily traffic is projected to drop by about 20% on
Carlson Boulevard over the next 20 years. This is partly due to the construction of the Rich-
mond Parkway. Peak hour demand is projected to decrease similarly.
Peak hour level of service will remain acceptable throughout all intersections
and segments of Carlson Boulevard throughout the next 20 years.
5.11.3 Planned Capital Projects
1990 - 2000
a. Construct grade separation at Cutting Boulevard and SP Railroad tracks
2000 - 2010
None
5.11.4 Objectives
5.11.5 Actions
5.12 Cutting Boulevard
5.12.1 General Description
Cutting is a primary gateway in Richmond providing direct access to the Del
Norte BART station. West of Carlson, Cutting has two lanes in each direction with a left turn
lane separating east and westbound lanes. Most intersections do not have left turn arrows and the
speed limit is 35 mph. East of Carlson, there are still two directional lanes with concrete
medians and left turn pockets at most intersections. Cutting carries 18,000 to 26,000 vehicles a
day. There are approximately 1,600 vehicles per hour during the peak periods, about 21 % of
which is through traffic. Speed on Cutting does not substantially change throughout the day.
AVR is relatively high, recorded at 1.31 during the morning and 1.47 during the evening.
Several large employers are located on or near Cutting. The vicinity around Cutting is anticipat-
ed to be a nodal area of higher intensity development. Currently, all intersections and link
segments operate at V/C .80 or better. The speed on Cutting Boulevard does not vary signifi-
cantly throughout the day.
5.12.2 Problem Statement
Cutting Boulevard has a fairly significant amount of through traffic. Of the
traffic on Cutting boulevard during an AM peak period, 21% is traveling through the West
35
•
County Area. 100% of this traffic is traveling from the Marin/Sonoma area to the Central
Contra Costa area or the Napa/Solano area.
Cutting Boulevard carries approximately I I % trucks, the highest percentage of
all West County regional routes. Although AVR is relatively high, it does not meet Air District
requirements for the year 2000. Throughout the day, delays occur most often at the intersection
of Cutting and Carlson. Safety improvements through grade separation of the railroad tracks at
this intersection would also be desirable.
Currently, all segments of Cutting Boulevard operate at an acceptable level of
service (LOS C or better). All intersections operate at LOS D, V/C .85 or better. Similar
conditions are predicted over the next 20 years.
5.12.3 Planned Capital Projects
1990 - 2000
a. Construct a grade separation at Carlson Boulevard and the SP Railroad tracks.
(Richmond)
2000 -; 2010
None
5.12.4 Objectives
a. On an ongoing basis, maintain LOS D or better on all roadway segments and
intersections along Cutting Boulevard. (Richmond, ongoing)
d. By 2000, improve safety conditions related to the rail grade crossing. (Rich-
mond)
5.12.5 Actions
a. Require development projects which may cause traffic impact on Cutting
Boulevard to perform intersection level traffic analyses. Require mitigation or
project modification should the anticipated V/C ratio exceed adopted standards
for the years 2000 or 2010. (Richmond)
b. Construct a grade separation (overpass) at the intersection of Cutting Boule-
vard, Carlson Boulevard, and the Southern Pacific railroad tracks. (Richmond)
C. Evaluate the feasibility of imposing truck restrictions and creating alternative
truck routes. (Richmond)
36
d. Through the WCCTAC TDM Program, work with major employers in the
vicinity of Cutting to aggressively promote alternatives to single occupant
commute travel.
5.13 Rumrill/13th/Pennsylvania/Garrard
5.13.1 General Description
Rumrill/13th/Pennsylvania/Garrard has four lanes except between Barrett
Avenue and MacDonald where there is two lanes. There is a 35 mph speed limit from San
Pablo to the overpass on 13th street. South of this intersection, there is a 30 mph speed limit
until the west side of the Refinery where the speed limit increases to 40 mph. There is a bike
lane between San Pablo Avenue and Brookside Drive.
Average daily traffic on Rumrill/13th/Pennsylvania/Garrard Boulevard ranges
between 10,500 vehicles at Garrard Boulevard to 24,300 at Brookside Drive. The highest AM
peak period count is 1,800 vehicles per hour at Brookside Drive. During the time, 66% of the
trips are within West Contra Costa. 16% of the trips have destinations outside of the area. The
highest PM peak period count is 1,900 vehicles per hour, again at Brookside Drive.
5.13.2 Problem Statement
Average daily traffic is projected to decrease about one-third over the next 20
years due to the construction of the Richmond Parkway. With the exception of Garrard
Boulevard, south of I-580 all roadway segments are expected to operate at an acceptable level of
service (LOS C or better). Garrard Boulevard, in this area, is forecasted to operate at LOS D/E
by 2000, improving to LOS D by 2010. All intersections will operate at LOS D or better.
Some delays currently occur at San Pablo Avenue, Brookside Drive, Broadway
Avenue, Harbor Way, and Chesley. Truck volumes are relatively high.
5.13.3 Planned Capital Projects
1990 - 2000
a. Roadway reconstruction from Brookside Avenue to Costa Avenue
2000 - 2010
None
5.13.4 Objectives
5.13.5 Actions
37
CONTRA COSTA COUNTY
COMMUNITY DEVELOPMENT DEPARTMENT
DATE: January 18, 1994
TO: Members, Board of Supervisors
attn: Supervisor Tom Powers, Chair
FROM: Patrick Roche, Transportation Planning Division
SUBJECT: Request to continue BOS Agenda Item H.7 (1/18/94)
"Report on Status of Action Plan for West Contra Costa
County"
Paul Korry, WCCTAC Principal Planner, is not available to present
on Item H.7 (scheduled for today after 2 : 30 p.m. ) . He has
requested that this item be continued to February 1, 1994 .
He believes that the results of traffic analysis conducted on key
West County roads (such as San Pablo Dam Rd. ) should be ready by
the BOS meeting on Feb. 1st. and he will be prepared to discuss
recommended mitigation measures under the Draft West County Action
Plan. Some of the traffic analysis is still in progress and
awaiting review by the WCCTAC Technical Advisory Committee.
Please advise if this item can be rescheduled for the Board meeting
on February 1, 1994 .
cc: J. Maglio, Clerk of the Board
H. Bragdon, CDD
S. Goetz, CDD
THE BOARD OF SUPERVISORS OF CONTRA COSTA COUNTY, CALWORN1A
Adopted this Order on January 18, 1994 by the following vote:
AYES: Supervisors Smith, Torlakson and McPeak
NOES: None
ABSENT: Supervisors Powers and Bishop
ABSTAIN: None
SUBJECT: Report On Status of Action Plan for West Contra Costa
County
Dennis Barry, Community Development Department, advised the
Board of Supervisors that Paul Korry, WCCTAC Principal Planner,
would not be available to present this item this afternoon, and
he requested that this item be continued to February 1, 1994 at
2 : 00 p.m.
IT IS BY THE BOARD ORDERED that the report on the Status of
Action Plan for West Contra Costa County is CONTINUED to February
1, 1994 at 2 : 00 p.m. in the Board chambers.
I hereby certify that this is a true and correct copy of
an action taken and entered on the minutes of the
Board of Su rvisors on the data shown.
ATTESTED. 21 49LI
PHIL TCHELO Cle c of the Board
Supe f and County e ministrator
By .DePUty
Orig. Dept . : Clerk of the Board
CC : Community Development Dept .
Attn: Patrick Roche
County Counsel
County Administrator