Final. Traffic Impact Study For 1200 Ashby Avenue Mixed-Use Development. In City of Berkeley. November 26, TJKM Transportation Consultants

TJKM Transportation Consultants Final Traffic Impact Study For 1200 Ashby Avenue Mixed-Use Development In City of Berkeley Pleasanton Fresno Sacramento Santa Rosa www.tjkm.com

TJKM Transportation Consultants Final Traffic Impact Study for 1200 Ashby Avenue Mixed-Use Development In City of Berkeley www.tjkm.com Prepared by: TJKM Transportation Consultants 3875 Hopyard Road Suite 200 Pleasanton, CA 94588-8526 Tel: 925.463.0611 Fax: 925.463.3690 J:\JURISDICTION\B\Berkeley\099-049 1200 Ashby Avenue\Task 002\Report\R112608.docx

Table of Contents Introduction and Summary... 1 Introduction... 1 Summary... 1 Intersection Analysis Methodology... 5 Study Intersections and Scenarios... 5 Level of Service Analysis Methodology... 5 Impact Criteria... 6 Existing Traffic Conditions... 7 Level of Service Analysis (Existing Traffic Conditions)... 7 TIRE Index (Existing Conditions)... 8 Transit Accessibility... 11 Existing plus Approved Projects Conditions... 12 Approved Projects... 12 Approved Projects Trip Generation and Trip Assignment... 12 Level of Service Analysis (Existing plus Approved Projects Conditions)... 12 Existing plus Approved plus Project Conditions... 15 Project Description... 15 Project Trip Generation... 15 Project Trip Distribution and Assignment... 17 Level of Service Analysis (Existing plus Approved plus Project Traffic Conditions)... 17 TIRE Index Analysis (Existing plus Approved plus Project Traffic Conditions)... 18 Project On-Site Parking Requirements... 23 On-Street Parking Conditions near Project Site... 23 Proposed Access and Circulation... 24 2030 Conditions... 25 2030 Traffic Forecast... 25 Intersection Level of Service Analysis 2030 Conditions... 25 2030 plus Project Conditions... 27 Level of Service Analysis (2030 plus Project Conditions)... 27 Conclusions and Recommendations... 30 Study Participants and References... 32 TJKM Transportation Consultants... 32 Data Collection... 32 Persons Contacted... 32 References... 32

List of Appendices Appendix A Level of Service Methodology Appendix B Level of Service Worksheets: Existing Appendix C Level of Service Worksheets: Existing + Approved Projects Appendix D Proposed Median Improvement at San Pablo Avenue/ Carrison Street and AUTOTURN Analysis Appendix E Level of Service Worksheets: Existing + Approved + Project Appendix F Level of Service Worksheets: 2030 Conditions Appendix G Level of Service Worksheets: 2030 plus Proposed Project Conditions List of Figures Figure 1: Vicinity Map...3 Figure 2: Site Plan...4 Figure 3: Existing Lane Geometry...9 Figure 4: Existing Turning Movement Volumes... 10 Figure 5: Existing plus Approved Projects Turning Movement Volumes... 14 Figure 6: Proposed Commercial Trip Distribution... 19 Figure 7: Proposed Residential Trip Distribution... 20 Figure 8: Proposed Project Trip Assignment... 21 Figure 9: Existing plus Approved plus Project Conditions Turning Movement Volumes... 22 Figure 10: 2030 no Project Turning Movement Volumes... 26 Figure 11: 2030 plus Project Turning Movement Volumes... 29 List of Tables Table I: Intersection Level of Service - Existing Conditions (Weekday)...7 Table II: Intersection Level of Service - Existing Conditions (Saturday)...7 Table III: TIRE Index - Existing Conditions...8 Table IV: Intersection LOS - Existing plus Approved Projects Conditions (Weekday)... 13 Table V: Intersection LOS - Existing plus Approved Projects Conditions (Saturday)... 13 Table VI: Project Trip Generation (Weekday)... 16 Table VII: Project Trip Generation (Saturday)... 16 Table VIII: Intersection Level of Service - Existing plus Approved plus Project Conditions (Weekday)... 18 Table IX: Intersection Level of Service - Existing plus Approved plus Project Conditions (Saturday)... 18 Table X: TIRE Index Analysis - Existing plus Approved plus Project Conditions... 18 Table XI: On-Site Project Parking... 23 Table XII: On-Street Parking Occupancy in Project Vicinity... 23 Table XIII: Intersection Level of Service 2030 Conditions (Weekday)... 25 Table XIV: Intersection Level of Service 2030 Conditions (Saturday)... 25 Table XV: Intersection Level of Service 2030 plus Project Conditions (Weekday)... 27 Table XVI: Intersection Level of Service 2030 plus Project Conditions (Saturday)... 28

Introduction and Summary Introduction This report presents the results of TJKM s traffic impact and parking analysis of the proposed mixed-use development at 1200 Ashby Avenue in the City of Berkeley. The proposed project is located at the southeast corner of the intersection of Ashby Avenue and San Pablo Avenue. Project access will be via a right-in/right-out only driveway from Ashby Avenue for the commercial parking and a full-access driveway off Carrison Street for the residential parking. The project is a mixed-use residential and retail development. The proposed project will consist of 98 condominium units on four floors, 5,800 square feet (sq. ft.) of ground floor retail, and 2,000 sq. ft. of ground floor full service (not fast food) restaurant space. The project sponsor proposes to provide 114 parking spaces on the ground floor level. The 16 parking spaces for commercial use will have access from Ashby Avenue. There are 98 parking spaces for residential use with access from Carrison Street. The project sponsor proposes to include a southbound left turn lane of approximately 50 feet with a median cut at the intersection of San Pablo Avenue and Carrison Street to enable access to the driveway on Carrison Street. Figure 1 shows the project location and its vicinity. Figure 2 shows the proposed ground floor site plan with a proposed median break at the intersection of San Pablo Avenue and Carrison Street. The figure also illustrates the location of medians, lane widths and lane designation at intersections adjacent to the project site. Summary The proposed project is expected to generate approximately 34 trips (9 inbound and 25 outbound) during the a.m. peak hour and 41 trips (27 inbound and 14 outbound) during the p.m. peak hour, on a typical weekday. On weekends (Saturday), the proposed project is expected to generate approximately 71 trips (39 inbound and 32 outbound) during the peak hour. It is noted that these numbers include discounts for internal trips, pass-by trips, transit and pedestrian trips to best represent the expected new trips from the proposed development. Currently, all study intersections operate at LOS D or better during a.m., p.m. and Saturday peak hours, which meet City of Berkeley intersection LOS standards. Under Existing plus Approved Project Conditions, all study intersections are expected to continue operating at acceptable levels of service, with minor increases in delay during the weekday peak hours. During the Saturday peak hour, with the addition of project traffic from the West Berkeley Bowl project, the level of service at the intersection of San Pablo Avenue and Ashby Avenue deteriorates to LOS F. The West Berkeley Bowl project study has identified this as an impact and recommends a mitigation measure. Implementation of the mitigation measure would improve the intersection operations to LOS D during the Saturday peak hour. Under Existing plus Approved plus Project Conditions, all study intersections are expected to continue operating at acceptable levels of service, with minor increases in delay during the weekday peak hours. During the Saturday peak hour, the level of service at the intersection of San Pablo Avenue and Ashby Avenue is expected to continue operating at LOS F with an insignificant increase in V/C due to the added project traffic. Final Report Traffic Impact Study for 1200 Ashby Avenue Page 1

Under 2030 plus Project conditions, the same two study intersections (San Pablo Avenue/Ashby Avenue and San Pablo Avenue/Seventh Street) as 2030 Conditions without the project are expected to operate below City LOS standards of LOS D or better. The expected increase in the V/C ratio due to additional traffic from the project at the intersection of Seventh Street/Ashby Avenue would be less than significant. The Project Sponsor has decided to dedicate five feet of right-of-way along the Ashby Avenue frontage of the property, which would enable the City to install the westbound left turn lane and upgrade the signal to provide a protected traffic signal phasing for the eastbound and the westbound left turn movements. With these improvements, the intersection of San Pablo Avenue and Ashby Avenue is expected to operate at levels of service better than future baseline conditions, even with the additional trips from the project. TIRE index results indicate that the addition of project traffic would not increase traffic volume substantially to result in a noticeable impact on the residential streets. TJKM reviewed the project site plan to evaluate on-site circulation and access. Both the accesses from Carrison Street and Ashby Avenue are expected to be adequate for cars and small trucks accessing the site. Due to the presence of narrow lanes (10.5 feet) and lack of on-street parking on Ashby Avenue, right turn maneuvers entering the Ashby Avenue driveway would require vehicles to slow down considerably. Therefore, TJKM conducted turning radii checks using AUTOTURN and recommends that a width of 22 feet (i.e. 12 feet lane for inbound traffic and 10 feet lane for outbound traffic) is adequate for the driveway on Ashby Avenue. With respect to site circulation and access, two signs should be installed facing exiting vehicles at the driveway on Ashby Avenue. One is a STOP sign and the other is a sign that reads Right Turn Only. This would ensure that exiting motorists at the site driveway is restricted from making a left turn onto Ashby Avenue. Similarly, another STOP should be installed at the residential access driveway on Carrison Street. The project will include 114 on-site parking spaces on the ground floor level. The proposed parking supply is two spaces below the City s requirement. The Project Sponsor has requested for a parking variance to reduce commercial parking requirement by two spaces. On-street parking occupancy surveys show that the project area parking is more occupied during the weekday mid-afternoon between 3:30 p.m. and 4:00 p.m. than between 6:30 p.m. and 7:00 p.m. Approximately 69 percent of the study area s 42 on-street spaces were occupied between 3:30 p.m. and 4:00 p.m., which is considered to be less than full based on traffic engineers typical occupancy threshold of 85 percent. Therefore, there is available on-street capacity for project parking that is within short walking distance from the site. Overall, given the on-site parking surplus and available on-street parking, project parking for residents, guests and retail patrons is expected to be sufficient. Final Report Traffic Impact Study for 1200 Ashby Avenue Page 2

City of Berkeley Traffic Impact Study for 1200 Ashby Avenue Mixed-Use Development Vicinity Map Figure 1 PARDEE ST. BOLIVAR DR. GRAYSON ST. HEINZ AVE. SEVENTH ST. EIGHTH ST. NINTH ST. TENTH ST. WALLACE ST. DERBY ST. WARD ST. MATTHEWS ST. MABEL ST. OREGON ST. PARK ST. PARK ST. ANTHONY ST. ASHBY AVE. POTTER ST. NINTH ST. 4 3 Project Site MURRAY ST. RUSSELL ST. BURNETT ST. 1 2 FOLGER AVE. 5 CARRISON ST. WEST FRONTAGE RD. 580 80 LACOSTE ST. CHRISTIE AVE. OVERLAND AVE. SHELLMOUND ST. 64TH ST. 63RD ST. 62ND ST. HOLLIS ST. 67TH ST. 66TH ST. 65TH ST. DOYLE ST. BEAUDRY ST. PEABODY LN. VALLEJO ST. SAN PABLO AVE. HASKELL ST. 63RD ST. MABEL ST. ACTON ST. DOHY ST. ALCATRAZ AVE. STANTON ST. SACRAMENTO ST. LEGEND Study Intersection 99-049 - 11/5/08 - AK

City of Berkeley Traffic Impact Study for 1200 Ashby Avenue Mixed-Use Development Site Plan Figure 2 LEGEND Bus Zone Recommended Improvement Recommended Pavement Marking 42 ASHBY AVENUE 10.5 10.5 10.5 10.5 39.5 19.5 11.0 4 9.5 11.5 18.5 SAN PABLO AVENUE 12 18.5 30.5 18 18 30.5 STOP 36 CARRISON STREET 13 99-049 - 11/6/08 - AK

Intersection Analysis Methodology Study Intersections and Scenarios Five intersections were selected for the study analysis after consultation with City of Berkeley staff. The intersections and their control types are as follows: 1. San Pablo Avenue/Ashby Avenue (Signal) 2. Ashby Avenue/Mabel Street (Signal) 3. Ashby Avenue/Ninth Street (Signal) 4. Ashby Avenue/Seventh Street (Signal) 5. San Pablo Avenue/Carrison Street (One-Way Stop) This study evaluated morning and evening peak hour traffic conditions on a typical weekday under the following five scenarios: 1. Existing Conditions Current (Year 2007) traffic volumes and roadway conditions. 2. Existing plus Approved Projects Conditions Identical to Existing Conditions, but with traffic added from approved/pending projects in the project site s vicinity. 3. Existing plus Approved plus Project Conditions Identical to Existing plus Approved Project Conditions, but with traffic added from the proposed project. 4. Year 2030 Conditions This scenario is based on projections from the latest Alameda County Congestion Management Agency (CMA) travel demand model. Twenty-three-year incremental traffic growth was added to existing volumes to estimate 2030 traffic conditions. 5. Year 2030 plus Project Conditions This scenario is identical to 2030 Conditions, but with the addition of proposed project traffic. Additional traffic analysis was conducted for the Saturday peak hour at the intersection of San Pablo Avenue and Ashby Avenue for all five scenarios. Level of Service Analysis Methodology Level of service (LOS) is qualitative description of intersection operations and is reported using an A through F letter rating system to describe travel delay and congestion. LOS A indicates free flow conditions with little or no delay, and LOS F indicates jammed conditions with excessive delays and long back-ups. The LOS methodology is detailed in Appendix A. Operating conditions at the study intersections were evaluated using the 2000 Highway Capacity Manual (HCM) Operations methodology contained in Synchro software. Peak hour intersection conditions for signalized intersections are reported as average control delay in seconds per vehicle with corresponding levels of service. For unsignalized intersections, results from the 2000 HCM Operations methodology include average control delay in seconds per vehicle for the overall intersection and the critical minor turning movement, as well as corresponding levels of service. Appendix A details LOS thresholds for both signalized and unsignalized intersections based on average control delay. Final Report Traffic Impact Study for 1200 Ashby Avenue Page 5

Impact Criteria The City s level of service standard is LOS D for signalized intersections. Intersections that exceed this service level threshold are considered impacted and should be considered for mitigation. For unsignalized intersections, additional considerations are involved, including the number of vehicles on the critical approach, vehicles contributed by the proposed project, and signal warrant analysis. Exceptions to the LOS D standard arise when the project is not expected to add more than three seconds of delay at an intersection that is operating at LOS E, or increase the V/C ratio by more than 0.01 at an intersection that is operating at LOS F without the proposed project. For residential streets, an increase of 0.1, which is approximately 25 percent increase in traffic volume, in TIRE (Traffic Infusion on Residential Environments) index is considered to be a significant impact. Final Report Traffic Impact Study for 1200 Ashby Avenue Page 6

Existing Traffic Conditions BayMetrics conducted weekday morning (7:00 a.m. - 9:00 a.m.) and evening (4:00 p.m. - 6:00 p.m.) turning movement counts at the five study intersections in May 2007. Turning movement counts for the Saturday peak hour at the intersection of San Pablo Avenue and Ashby Avenue was obtained from the West Berkeley Bowl Project Recirculated Traffic Impact Analysis (Saturday Peak Hour) and Revised Alternatives Analysis of the Draft Environmental Impact Report, prepared in January 2006. Figure 3 shows the lane geometry and control type for the five study intersections. It is noted that the westbound left turns are prohibited at the intersection of Ashby Avenue and San Pablo Avenue on weekdays between 4:00 p.m. to 6:00 p.m. Level of Service Analysis (Existing Traffic Conditions) Figure 4 illustrates the existing peak hour turning movement volumes at the five study intersections. Table I summarizes the results of the weekday intersection analysis under Existing Conditions. Detailed LOS calculations are located in Appendix B. Under Existing Conditions, all study intersections operate at an acceptable service level (LOS D or better). Table I: Intersection Level of Service - Existing Conditions (Weekday) Existing Conditions ID Intersection Control A.M. Peak Hour P.M. Peak Hour Delay V/C LOS Delay V/C LOS 1 Ashby Avenue and San Pablo Avenue Signal 36.4 0.75 D 38.2 0.85 D 2 Ashby Avenue and Mabel Street Signal 12.2 0.40 B 23.1 0.53 C 3 Ashby Avenue and Ninth Street Signal 8.8 0.39 A 23.9 0.64 C 4 Ashby Avenue and Seventh Street Signal 46.7 0.87 D 44.7 1.01 D 5 San Pablo Avenue and Carrison Street One-way Stop 11.5 0.04 B 14.1 0.10 B Notes: Delay = Average control delay in seconds per vehicle, LOS = Level of Service Values are for the critical minor approach of unsignalized intersections and overall for signalized intersections. Table II summarizes the results of the Saturday peak hour intersection analysis for the intersection of San Pablo Avenue/Ashby Avenue under Existing Conditions. Detailed LOS calculations are located in Appendix B. During the Saturday peak hour the intersection of Ashby Avenue and San Pablo Avenue operates acceptably at LOS D with 41.7 seconds of delay. Table II: Intersection Level of Service - Existing Conditions (Saturday) ID Intersection Control Saturday Peak Delay V/C LOS 1 Ashby Avenue and San Pablo Avenue Signal 41.7 0.87 D Notes: Delay = Average control delay in seconds per vehicle, LOS = Level of Service Final Report Traffic Impact Study for 1200 Ashby Avenue Page 7

TIRE Index (Existing Conditions) Residential roadway segment conditions were evaluated under the existing scenario using the TIRE index. TIRE index methodology assigns a numerical value to residents perception of traffic effects on activities such as walking, crossing the street and maneuvering out of a driveway. The TIRE index ranges prepared by Goodrich Traffic Group is included in Appendix A. TIRE index values range from 0.0 to 5.0, with 3.6 or higher indicating that a street operates primarily as a collector street. Daily traffic volume data was collected on Mabel Street and Carrison Street over a period of four days (Wednesday, Thursday, Friday and Saturday) in March 2008. Table III shows the TIRE indexes for the two residential streets. Under Existing Conditions the TIRE index for both the streets ranges between 2.6 to 3.0. Table III: TIRE Index - Existing Conditions Roadway Weekday Weekend Segments Daily Volume TIRE Index Daily Volume TIRE Index Mabel Street 1050 3.0 986 3.0 Carrison Street 437 2.6 523 2.7 Final Report Traffic Impact Study for 1200 Ashby Avenue Page 8

City of Berkeley Traffic Impact Study for 1200 Ashby Avenue Mixed-Use Development Existing Lane Geometry Figure 3 Intersection #1 Ashby Ave./San Pablo Ave. Intersection #2 Ashby Ave./Mabel St. Intersection #3 Ashby Ave./9th St. Intersection #4 Ashby Ave./7th St. Intersection #5 Carrison St./San Pablo Ave. PARDEE ST. BOLIVAR DR. GRAYSON ST. HEINZ AVE. SEVENTH ST. EIGHTH ST. NINTH ST. TENTH ST. WALLACE ST. DERBY ST. WARD ST. MATTHEWS ST. MABEL ST. OREGON ST. PARK ST. PARK ST. ANTHONY ST. ASHBY AVE. POTTER ST. NINTH ST. 4 3 Project Site MURRAY ST. RUSSELL ST. BURNETT ST. 1 2 FOLGER AVE. 5 CARRISON ST. WEST FRONTAGE RD. 580 80 LACOSTE ST. CHRISTIE AVE. OVERLAND AVE. SHELLMOUND ST. 64TH ST. 63RD ST. 62ND ST. HOLLIS ST. 67TH ST. 66TH ST. 65TH ST. DOYLE ST. BEAUDRY ST. PEABODY LN. VALLEJO ST. SAN PABLO AVE. HASKELL ST. 63RD ST. MABEL ST. ACTON ST. DOHY ST. ALCATRAZ AVE. STANTON ST. SACRAMENTO ST. LEGEND Study Intersection Traffic Signal Stop Sign 99-049 - 11/5/08 - AK

16 (52) 2 (16) 31 (122) 171 (538) 206 (277) 52 (143) City of Berkeley Traffic Impact Study for 1200 Ashby Avenue Mixed-Use Development Existing Turning Movement Volumes 121 (123) [165] 637 (791) [677] 138 (231) [156] Figure 4 Intersection #1 Ashby Ave./San Pablo Ave. Intersection #2 Ashby Ave./Mabel St. Intersection #3 Ashby Ave./9th St. 18 (14) 14 (39) 68 (33) Intersection #4 Ashby Ave./7th St. 91 (109) [130] 719 (951) [781] 158 (203) [126] 106 (140) [123] 603 (589) [576] 41 (0) [52] 877 (1,001) Intersection #5 Carrison St./San Pablo Ave. 194 (155) [206] 508 (802) [565] 43 (103) [98] 11 (26) 837 (1,181) 7 (42) 25 (10) 765 (709) 16 (34) 8 (15) 12 (9) 26 (50) 80 (25) 922 (1,154) 14 (12) 118 (50) 812 (893) 13 (43) 9 (17) 2 (6) 9 (12) 557 (351) 892 (857) 267 (141) 20 (42) 678 (905) 110 (70) 98 (274) 163 (337) 64 (160) 742 (1,076) 24 (26) 14 (26) PARDEE ST. BOLIVAR DR. GRAYSON ST. HEINZ AVE. SEVENTH ST. EIGHTH ST. NINTH ST. TENTH ST. WALLACE ST. DERBY ST. WARD ST. MATTHEWS ST. MABEL ST. OREGON ST. PARK ST. PARK ST. ANTHONY ST. ASHBY AVE. POTTER ST. NINTH ST. 4 3 Project Site MURRAY ST. RUSSELL ST. BURNETT ST. 1 2 FOLGER AVE. 5 CARRISON ST. WEST FRONTAGE RD. 580 80 LACOSTE ST. CHRISTIE AVE. OVERLAND AVE. SHELLMOUND ST. 64TH ST. 63RD ST. 62ND ST. HOLLIS ST. 67TH ST. 66TH ST. 65TH ST. DOYLE ST. BEAUDRY ST. PEABODY LN. VALLEJO ST. SAN PABLO AVE. HASKELL ST. 63RD ST. MABEL ST. ACTON ST. DOHY ST. ALCATRAZ AVE. STANTON ST. SACRAMENTO ST. LEGEND Study Intersection XX AM Peak Hour Volume (XX) PM Peak Hour Volume [XX] Saturday Peak Hour Volume 99-049 - 11/3/08 - JL

Transit Accessibility Alameda-Contra Costa County (AC) Transit Lines 72, 72R (Rapid Service), 72M (Macdonald), and 802 (All Nighter) along San Pablo Avenue would serve the proposed development. Routes 72, 72R, and 72M would connect the proposed project site to the El Cerrito Plaza BART station to the north and to the Oakland Amtrak station to the south. Buses on this route provide 24-hour service and also service during the weekend. Route 72R provides weekday peak-period Rapid Bus service along the San Pablo Avenue Corridor at approximately 12 minute headways. Route 802 would connect the proposed project site to the Berkeley Amtrak station and the Oakland 12th Street BART station. BART serves the major employment centers in downtown Oakland, downtown San Francisco, Walnut Creek/Concord and Pleasanton/Dublin. Bus stops for the northbound and southbound directions are located at the corners of the intersection of San Pablo Avenue and Ashby Avenue. AC Transit Route 9 along Ashby Avenue would also service the proposed development. Route 9 would connect the proposed project site to the Berkeley Marina, the University of California Berkeley (UC Berkeley), the Ashby BART station, the Berkeley BART station and the Claremont Hotel. Route 9 provides service between 6:30 a.m. and 9:30 p.m. on all days at approximately 20 to 30-minutes headways. Transbay Bus Route J would also serve the proposed development. Route J would connect the proposed project site to and from the San Francisco Downtown. Route J provides weekday service during both the a.m. and p.m. peak periods. Final Report Traffic Impact Study for 1200 Ashby Avenue Page 11

Existing plus Approved Projects Conditions This scenario is similar to Existing Conditions, but includes added traffic from the approved developments within the project site s vicinity. Approved Projects Approved projects include developments that are either under construction, built but not fully occupied, or not built but have final development approval from the City. There are seven approved projects in the proposed project s vicinity that are expected to generate traffic through the study intersections. These approved projects are listed below: 1. West Berkeley Bowl Project 2. 2748 San Pablo Avenue Project 3. 2747 San Pablo Avenue Project 4. 3020 San Pablo Avenue Project 5. 1037 Pardee Street Project 6. 2700 San Pablo Avenue Project 7. 2720 San Pablo Avenue Project Approved Projects Trip Generation and Trip Assignment Trip generation and trip assignment assumptions for the approved projects were based on the traffic study reports prepared for each project. Trips from the above developments were added to the existing intersection turning movement counts to estimate traffic volumes for Existing plus Approved Projects Conditions. The resulting turning movement volumes for this scenario are illustrated in Figure 5. Level of Service Analysis (Existing plus Approved Projects Conditions) Intersection LOS analysis results for Existing plus Approved Projects Conditions are shown in Table IV. Detailed calculations and queuing analyses are included in Appendix C. With the addition of traffic from the approved developments, service levels for the weekday peak periods at all study intersections will be unchanged, with a few minor increases in average delay. The addition of traffic from the West Berkeley Bowl project is expected to degrade operations at the San Pablo Avenue/Ashby Avenue intersection from an existing LOS D to LOS F during the Saturday peak hour. The West Berkeley Bowl project study has identified this as an impact and recommends a mitigation measure of modifying the traffic signal timing to provide a 120 second cycle length with protected/permitted eastbound left-turn phasing. Implementation of this measure would improve the intersection operations to LOS D during the Saturday peak hour. Although these improvement measures were identified as part of the West Berkeley Bowl project, these improvements are all contingent on installing westbound left turn phasing, which in turn is contingent on securing additional funding and ROW. Therefore, Existing plus Approved Projects Conditions and other future conditions were analyzed using the existing lane configuration and signal timing. Saturday peak hour intersection LOS analysis results for Existing plus Approved Projects Conditions are shown in Table V. Detailed calculations and queuing analyses are included in Appendix C. Final Report Traffic Impact Study for 1200 Ashby Avenue Page 12

Table IV: Intersection LOS - Existing plus Approved Projects Conditions (Weekday) Existing Conditions Existing Plus Approved Conditions ID Intersection Control A.M. Peak Hour P.M. Peak Hour A.M. Peak Hour P.M. Peak Hour Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS 1 Ashby Ave./San Pablo Ave. Signal 36.4 0.75 D 38.2 0.85 D 37.3 0.74 D 49.0 0.94 D 2 Ashby Ave /Mabel St. Signal 12.2 0.40 B 23.1 0.53 C 13.8 0.40 B 23.0 0.54 C 3 Ashby Ave./Ninth St. Signal 8.8 0.39 A 23.9 0.64 C 8.9 0.39 A 44.0 0.91 D 4 Ashby Ave./Seventh St. Signal 46.7 0.87 D 44.7 1.01 D 46.9 0.87 D 49.2 1.03 D One-way 5 San Pablo Ave./Carrison St. 11.5 0.04 B 14.1 0.10 B 11.8 0.04 B 14.1 0.10 B Stop Notes: Delay = Average control delay in seconds per vehicle, LOS = Level of Service Values are for the critical minor approach of unsignalized intersections and overall for signalized intersections. Table V: Intersection LOS - Existing plus Approved Projects Conditions (Saturday) Existing Conditions Existing Plus Approved Conditions ID Intersection Control Saturday Peak Saturday Peak Delay V/C LOS Delay V/C LOS 1 Ashby Avenue and San Pablo Avenue Signal 41.7 0.87 D 81.0 1.18 F Notes: Delay = Average control delay in seconds per vehicle, LOS = Level of Service Final Report Traffic Impact Study for 1200 Ashby Avenue Page 13

16 (109) 2 (16) 31 (251) 127 (127) [169] 674 (841) [724] 146 (261) [186] 171 (550) 206 (277) 52 (143) City of Berkeley Traffic Study for 1200 Ashby Avenue Mixed-Use Development Existing + Approved Projects Turning Movement Volumes Figure 5 Intersection #1 Ashby Ave./San Pablo Ave. 919 (1,129) Intersection #2 Ashby Ave./Mabel St. Intersection #3 Ashby Ave./9th St. 18 (14) 14 (39) 68 (33) Intersection #4 Ashby Ave./7th St. Intersection #5 Carrison St./San Pablo Ave. 98 (148) [173] 719 (969) [799] 163 (281) [211] 110 (144) [127] 608 (607) [595] 41 (0) [52] 196 (155) [291] 527 (812) [613] 43 (103) [98] 11 (27) 845 (1,227) 7 (43) 25 (10) 774 (713) 16 (34) 8 (15) 12 (13) 26 (50) 80 (72) 926 (1,159) 14 (12) 118 (180) 818 (897) 13 (43) 9 (17) 2 (6) 9 (12) 557 (363) 896 (898) 267 (141) 20 (49) 684 (944) 110 (85) 98 (274) 163 (341) 64 (171) 799 (1,082) 24 (26) 14 (26) PARDEE ST. BOLIVAR DR. GRAYSON ST. HEINZ AVE. SEVENTH ST. EIGHTH ST. NINTH ST. TENTH ST. WALLACE ST. DERBY ST. WARD ST. MATTHEWS ST. MABEL ST. OREGON ST. PARK ST. PARK ST. ANTHONY ST. ASHBY AVE. POTTER ST. NINTH ST. 4 3 Project Site MURRAY ST. RUSSELL ST. BURNETT ST. 1 2 FOLGER AVE. 5 CARRISON ST. WEST FRONTAGE RD. 580 80 LACOSTE ST. CHRISTIE AVE. OVERLAND AVE. SHELLMOUND ST. 64TH ST. 63RD ST. 62ND ST. HOLLIS ST. 67TH ST. 66TH ST. 65TH ST. DOYLE ST. BEAUDRY ST. PEABODY LN. VALLEJO ST. SAN PABLO AVE. HASKELL ST. 63RD ST. MABEL ST. ACTON ST. DOHY ST. ALCATRAZ AVE. STANTON ST. SACRAMENTO ST. LEGEND Study Intersection XX AM Peak Hour Volume (XX) PM Peak Hour Volume [XX] Saturday Peak Hour Volume 99-049 - 11/3/08 - JL

Existing plus Approved plus Project Conditions Project Description The project site is proposed at 1200 Ashby Avenue in the City of Berkeley, located at the southeast corner of the San Pablo Avenue / Ashby Avenue intersection. Project access will be via a right-in/right-out only driveway from Ashby Avenue for the ground level commercial parking and a full-access driveway on Carrison Street for the ramp to the underground residential parking. The project is a mixed-use residential and retail development. The proposed project will consist of 98 condominium units on four floors, 5,800 sq. ft. of ground floor retail, and 2,000 sq. ft. of ground floor full service (not fast food) restaurant space. The project sponsor proposes to provide 114 parking spaces on the ground floor level. The 16 parking spaces for commercial use will have access from Ashby Avenue. There are 98 parking spaces for residential use with access from Carrison Street. The project sponsor proposes to include a southbound left turn lane of approximately 50 feet with a median cut at the intersection of San Pablo Avenue and Carrison Street to enable access to the driveways on Carrison Street. Appendix D includes an illustration of the proposed median improvement at the intersection of Carrison Street and San Pablo Avenue. Project Trip Generation Trip generation of the proposed project was estimated based on rates provided in Trip Generation, 7th Edition published by the Institute of Transportation Engineers (ITE) and the Brief Guide of Vehicular Traffic Generation Rates for the San Diego Region published by San Diego Association of Governments (SANDAG). The proposed mixed-use development is expected to generate approximately 34 trips (9 inbound and 25 outbound) during the weekday a.m. peak hour and 41 trips (27 inbound and 14 outbound) during the weekday p.m. peak hour. Table VI shows the proposed project trip generation for a typical weekday. Table VII shows the project trip generation for a typical Saturday. The proposed project is expected to generate approximately 71 trips (39 inbound and 32 outbound) during the Saturday peak hour. A mixed-use development typically generates fewer peak hour vehicle trips than those generated by comparable single-use developments, in this case due to internal trip matching between residential and retail uses. Furthermore, the project site is located on a transit-rich corridor that includes the AC Transit Rapid and local bus lines on San Pablo Avenue. City of Berkeley has recently developed a traffic model as part of the West Berkeley Circulation Master Plan, which estimates the percentage reduction in vehicle trips to account for walk, bicycle and transit trips. The transit/ walk/bicycle trip reduction rates were provided by City staff for both residential and commercial trips based on the traffic model. The trip reductions provided are listed below: Residential - 48 percent (weekday), 22 percent (weekend) Commercial 14 percent (weekday), 14 percent (weekend) Final Report Traffic Impact Study for 1200 Ashby Avenue Page 15

Table VI: Project Trip Generation (Weekday) Daily A.M. Peak Hour P.M. Peak Hour Use Size A.M. P.M. Rate Trips In Out Total In Out Total Rate Rate Condominiums (230) 98 du 631 9 42 51 40 20 60 Total Residential Trips (Before Reduction) 9 42 51 40 20 60 Internal Trips (Residential) 0 0 0 2 2 4 Transit/Walk/Bicycle Trips (Residential) - 48% 4 20 24 19 10 29 Subtotal (Residential) 5 22 27 19 8 27 Specialty Retail (SANDAG) 5.800 ksf 40.00 223 1.03 4 2 6 3.75 10 10 20 Quality Restaurant (931) 2.000 ksf 89.95 180 0.81 1 1 2 7.49 9 5 14 Total Commercial Trips (Before Reduction) 5 3 8 19 15 34 Internal Trips (Commercial) 0 0 0 2 2 4 Transit/Walk/Bicycle Trips (Commercial) - 14% 1 0 1 2 2 4 Subtotal (Commercial) 4 3 7 15 11 16 Project Total 9 25 34 34 19 53 Total Pass-By Trips (Commercial) 0 0 0 7 5 12 Net New Trips (Project Total Pass-By Trips) 9 25 34 27 14 41 Source: ITE Trip Generation Manual, 7th Edition (2003), San Diego Association of Governments Trip Generation Rates (SANDAG) Notes: 1. d.u. = occupied dwelling units, ksf = 1,000 square feet of gross floor area 2. Internal trip reduction and percentage of pass-by trips for commercial use is based on the ITE Trip Generation Handbook 3. Transit/Walk/Bicycle Trip Reduction rates were provided by City. The rates are based on the West Berkeley Circulation Master Plan Table VII: Project Trip Generation (Saturday) Daily Peak Hour Use Size Saturday Rate Trips Peak Rate In Out Total Condominiums (230) 98 du 783 38 33 71 Total Residential Trips (Before Reduction) 38 33 71 Internal Trips (Residential) 2 2 4 Transit/Walk/Bicycle Trips (Residential) - 22% 8 7 15 Subtotal (Residential) 28 24 52 Specialty Retail (SANDAG) 5.800 ksf 49.97 278 4.97 15 13 28 Quality Restaurant (931) 2.000 ksf 94.36 189 10.82 13 9 22 Total Commercial Trips (Before Reduction) 28 22 50 Internal Trips (Commercial) 2 2 4 Transit/Walk/Bicycle Trips (Commercial) - 14% 4 3 7 Subtotal (Commercial) 22 17 39 Project Total 50 41 91 Total Pass-By Trips (Commercial) 11 9 20 Net New Trips(Project Total Pass-By Trips) 39 32 71 Source: ITE Trip Generation Manual, 7th Edition (2003) San Diego Association of Governments Trip Generation Rates (SANDAG) Notes: 1. d.u. = occupied dwelling units, ksf = 1,000 square feet of gross floor area 2. Internal trip reduction and percentage of pass-by trips for commercial use is based on the ITE Trip Generation Handbook 3. Transit/Walk/Bicycle Trip Reduction rates were provided by City. The rates are based on the West Berkeley Circulation Master Plan Final Report Traffic Impact Study for 1200 Ashby Avenue Page 16

The above mentioned discounts, including discounts for internal, pass-by, transit, bicycle, and pedestrian trips, were applied to best estimate the expected new trips from the proposed development. Project Trip Distribution and Assignment Trip distribution assumptions for the proposed project were developed based on existing travel patterns and knowledge of the study area. The distribution assumptions are listed below: 24 percent to/from west via Ashby Avenue 2 percent to/from north via Seventh Street 2 percent to/from north via Ninth Street 20 percent to/from north via San Pablo Avenue 32 percent to/from south via San Pablo Avenue 20 percent to/from east via Ashby Avenue The trip distribution assumptions for the study intersections are illustrated in Figure 6 (commercial) and Figure 7 (residential). The project trips were assigned to the study area roadway network based on the above trip distribution assumptions. The resulting trips assigned to the study intersections are illustrated in Figure 8. Turning movement volumes for Existing plus Approved plus Project Conditions are illustrated in Figure 9. Figures 6 to 9 also illustrates the trip distribution, trip assignment, and the project turning movements at the two access driveways. Level of Service Analysis (Existing plus Approved plus Project Traffic Conditions) Intersection LOS analysis results for Existing plus Approved plus Project Conditions are shown in Table VIII for the weekday peak periods. Detailed calculations and queuing analyses are included in Appendix E. With the addition of the proposed project and approved developments, service levels during weekday peak periods at all study intersections are expected to remain unchanged, with a few minor increases in average delay. Saturday peak hour intersection LOS analysis results for Existing plus Approved plus Project Conditions are shown in Table IX. Detailed calculations and queuing analyses are included in Appendix E. During the Saturday peak hour, the intersection of Ashby Avenue and San Pablo Avenue is expected to continue operating at an unacceptable level of LOS F with five seconds increase in average delay. For intersection operating in oversaturated conditions, which is typical for an intersection operating at LOS F, the intersection delays cannot be measured accurately using Synchro. Therefore, the threshold based on the volume-to-capacity (V/C) ratio was assessed for the above intersection operating at LOS F. Increase in the V/C ratio due to additional traffic from the project for the above intersection would be 0.01, which is below the City s significance threshold. Final Report Traffic Impact Study for 1200 Ashby Avenue Page 17

Table VIII: Intersection Level of Service - Existing plus Approved plus Project Conditions (Weekday) ID Intersection Control Existing Plus Approved Projects Conditions Existing Plus Approved Projects Plus Proposed Project Conditions A.M. Peak Hour P.M. Peak Hour A.M. Peak Hour P.M. Peak Hour Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS 1 Ashby Ave./San Pablo Ave. Signal 37.3 0.74 D 49.0 0.94 D 37.7 0.79 D 50.5 0.96 D 2 Ashby Ave./Mabel St. Signal 13.8 0.40 B 23.0 0.54 C 13.9 0.40 B 23.2 0.55 C 3 Ashby Ave./Ninth St. Signal 8.9 0.39 A 44.0 0.91 D 8.9 0.39 A 45.5 0.92 D 4 Ashby Ave./Seventh St. Signal 46.9 0.87 D 49.2 1.03 D 47.0 0.87 D 49.6 1.03 D 5 San Pablo Ave./Carrison St. One-way Stop 11.8 0.04 B 14.1 0.10 B 12.3 0.11 B 14.5 0.19 B Notes: Delay = Average control delay in seconds per vehicle, LOS = Level of Service Values are for the critical minor approach of unsignalized intersections and overall for signalized intersections. Table IX: Intersection Level of Service - Existing plus Approved plus Project Conditions (Saturday) ID Intersection Control Existing Plus Approved Projects Conditions Saturday Peak Existing Plus Approved Projects Plus Proposed Project Condition Saturday Peak Delay V/C LOS Delay V/C LOS 1 Ashby Avenue and San Pablo Avenue Signal 81.0 1.18 F 86.0 1.19 F Notes: Delay = Average control delay in seconds per vehicle, LOS = Level of Service TIRE Index Analysis (Existing plus Approved plus Project Traffic Conditions) TIRE index results for Existing plus Approved plus Project Conditions are shown in Table X for the weekday and weekend traffic. With the addition of the proposed project, the increase in traffic volume on residential street is expected to be less than 11 percent. Results indicate that the addition of project traffic would not increase traffic volume by more than 25 percent, indicating that the project would not result in a noticeable impact on neighborhood quality of life. Table X: TIRE Index Analysis - Existing plus Approved plus Project Conditions Roadway Segments Existing Conditions Existing + Project Conditions Weekday Weekend Weekday Weekend Daily Volume TIRE Index Daily Volume TIRE Index Daily Volume TIRE Index Daily Volume TIRE Index Percentage Change in Daily Traffic Weekday Weekend Mabel Street 1050 3.0 986 3.0 1098 3.0 1022 3.0 5% 4% Carrison Street 437 2.6 523 2.7 485 2.7 559 2.7 11% 7% Final Report Traffic Impact Study for 1200 Ashby Avenue Page 18

City of Berkeley Traffic Impact Study for 1200 Ashby Avenue Mixed-Use Development Proposed Commercial Trip Distribution Figure 6 AVE. SEVENTH ST. NINTH ST. 32% SAN PABLO 28% 20% 15% 20% ASHBY AVE. SAN PABLO AVE. 100% ASHBY AVE. Commercial Project Driveway 100% 24% 14% 6% 10% 5% 30% 2% 15% ASHBY AVE. 15% 22% 63% 20% HOLLIS ST. 5% 5% 5% FOLGER AVE. 5% SAN PABLO AVE. 23% 28% MABEL ST. CARRISON ST. LEGEND XX% 99-049 - 11/5/08 - JL Study Intersection Commercial Trips Driveways N O R T H Not to Scale * During restricted hours (4 p.m. to 6 p.m.) westbound left turn shifts from San Pablo Avenue to Mabel Street.

City of Berkeley Traffic Impact Study for 1200 Ashby Avenue Mixed-Use Development Proposed Residential Trip Distribution Figure 7 20% ASHBY AVE. 32% 10%* SEVENTH ST. NINTH ST. SAN PABLO 23% 37% 20% 10% AVE. 24% 6% 6% 24% 5% 30% 2% 2% 35% 62% SAN PABLO AVE. ASHBY AVE. 10% MABEL ST. 10% 10% 5% 5% 5% FOLGER AVE. 23% 28% 90% 10% 10% 10 % CARRISON ST. HOLLIS ST. 5% 23% 90% 10% Residential Project Entrance 90% 10%* CARRISON AVE. LEGEND XX% 99-049 - 11/6/08 - JL Study Intersection Commercial Trips Driveways N O R T H Not to Scale * During restricted hours (4 p.m. to 6 p.m.) westbound left turn shifts from San Pablo Avenue to Mabel Street.

1 (1) 0 (2) 3 (12) 0 (0) [0] 1 (4) [4] 1 (4) [2] City of Berkeley Traffic Study for 1200 Ashby Avenue Mixed-Use Development Proposed Project Trip Assignment Intersection #1 Ashby Ave./San Pablo Ave. Intersection #2 Ashby Ave./Mabel St. Intersection #3 Ashby Ave./9th St. Intersection #4 Ashby Ave./7th St. Figure 8 Intersection #5 Carrison St./San Pablo Ave. 0 (6) [0] 1 (3) [4] 1 (0) [0] 0 (0) [1] 1 (1) [2] 2 (4) [2] 14 (5) [11] 4 (1) [4] 3 (3) [4] 2 (2) 3 (6) 2 (1) 0 (2) 2 (0) 1 (4) 2 (9) 1 (1) 8 (3) 2 (7) 1 (1) 6 (2) 1 (0) 1 (2) 1 (5) 20 (7) PARDEE ST. BOLIVAR DR. GRAYSON ST. HEINZ AVE. SEVENTH ST. EIGHTH ST. NINTH ST. TENTH ST. WALLACE ST. DERBY ST. WARD ST. MATTHEWS ST. MABEL ST. OREGON ST. PARK ST. PARK ST. ANTHONY ST. ASHBY AVE. POTTER ST. NINTH ST. 4 3 Project Site MURRAY ST. RUSSELL ST. BURNETT ST. 1 2 FOLGER AVE. 5 CARRISON ST. WEST FRONTAGE RD. 580 80 LACOSTE ST. CHRISTIE AVE. OVERLAND AVE. SHELLMOUND ST. 64TH ST. 63RD ST. 62ND ST. HOLLIS ST. 67TH ST. 66TH ST. 65TH ST. DOYLE ST. BEAUDRY ST. PEABODY LN. VALLEJO ST. SAN PABLO AVE. HASKELL ST. 63RD ST. MABEL ST. ACTON ST. DOHY ST. ALCATRAZ AVE. STANTON ST. SACRAMENTO ST. Ashby Ave. Driveway Carrison St. Driveways Commercial Access Residential Access 20 (7) 2 (1) LEGEND Study Intersection XX AM Peak Hour Volume (XX) PM Peak Hour Volume [XX] Saturday Peak Hour Volume N O R T H Not to Scale 4 (15) 3 (11) 4 (17) 1 (4) 99-049 - 11/6/08 - AK

16 (109) 2 (16) 31 (251) 127 (127) [169] 675 (845) [728] 147 (265) [188] 172 (551) 206 (277) 52 (145) City of Berkeley Traffic Impact Study for 1200 Ashby Avenue Mixed-Use Development Existing Plus Approved Plus Project Conditions Turning Movement Volumes Figure 9 Intersection #1 Ashby Ave./San Pablo Ave. 919 (1,129) 3 (12) Intersection #2 Ashby Ave./Mabel St. Intersection #3 Ashby Ave./9th St. 18 (14) 14 (39) 68 (33) Intersection #4 Ashby Ave./7th St. Intersection #5 Carrison St./San Pablo Ave. 98 (154) [173] 720 (972) [803] 164 (281) [211] 110 (144) [127] 609 (608) [596] 43 (0) [56] 210 (160) [302] 531 (813) [617] 46 (106) [102] 13 (29) 848 (1,233) 7 (43) 25 (12) 776 (713) 17 (38) 8 (15) 12 (13) 28 (51) 80 (72) 928 (1,168) 14 (12) 119 (181) 826 (900) 13 (43) 9 (17) 2 (6) 9 (12) 557 (363) 898 (905) 267 (141) 21 (50) 690 (946) 111 (85) 98 (274) 163 (341) 64 (171) 800 (1,084) 25 (31) 34 (33) PARDEE ST. BOLIVAR DR. GRAYSON ST. HEINZ AVE. SEVENTH ST. EIGHTH ST. NINTH ST. TENTH ST. WALLACE ST. DERBY ST. WARD ST. MATTHEWS ST. MABEL ST. OREGON ST. PARK ST. PARK ST. ANTHONY ST. ASHBY AVE. POTTER ST. NINTH ST. 4 3 Project Site MURRAY ST. RUSSELL ST. BURNETT ST. 1 2 FOLGER AVE. 5 CARRISON ST. WEST FRONTAGE RD. 580 80 LACOSTE ST. CHRISTIE AVE. OVERLAND AVE. SHELLMOUND ST. 64TH ST. 63RD ST. 62ND ST. HOLLIS ST. 67TH ST. 66TH ST. 65TH ST. DOYLE ST. BEAUDRY ST. PEABODY LN. VALLEJO ST. SAN PABLO AVE. HASKELL ST. 63RD ST. MABEL ST. ACTON ST. DOHY ST. ALCATRAZ AVE. STANTON ST. SACRAMENTO ST. Commercial Access Ashby Ave. Driveway Carrison St. Driveway Residential Access 20 (7) 2 (1) LEGEND Study Intersection XX AM Peak Hour Volume (XX) PM Peak Hour Volume [XX] Saturday Peak Hour Volume N O R T H Not to Scale 977 (1,394) 5 (13) 3 (11) 762 (752) 4 (17) 24 (20) 1 (4) 14 (26) 99-049 - 11/6/08 - JL

Project On-Site Parking Requirements The project includes a total of 114 on-site parking spaces, which would include 110 regular spaces and four accessible spaces. Table XI illustrates the project off-street parking requirements and proposed on-site parking supply. As shown in the table, the project will provide two parking spaces less than the City s requirement. The Project Sponsor has requested a parking variance to reduce the commercial parking requirement by two spaces. Table XI: On-Site Project Parking Land Use Size City Requirement Total Required Spaces Condominium 98 du 1 space per du 98 Food Service 2.0 ksf 1 space per 300 sq. ft. 7 Retail 5.5 ksf 2 spaces per ksf 11 Total City Required Spaces 116 Total Proposed Parking Spaces 114 Source: City of Berkeley Zoning Code Notes: du = occupied dwelling units, ksf = 1,000 square feet of gross floor area On-Street Parking Conditions near Project Site On-street parking occupancy surveys were conducted in May 2007 between the approximate hours of 3:30-4:00 p.m. and 6:30-7:00 p.m. A total of five block faces in the vicinity of the project site was surveyed. The number of parking spaces was estimated by measuring block lengths and assuming approximately 25 feet per space. Survey results are shown in Table XII. Table XII: On-Street Parking Occupancy in Project Vicinity Block Face From To Space Number Occupancy per Block face Type of spaces 3:30-4:00 P.M. 6:30-7:00 P.M. San Pablo Avenue E Carrison St. Ashby Ave. U 5 4 80% 3 60% San Pablo Avenue W Murray St. Folgers St. U 4 3 75% 1 25% Carrison Street N San Pablo Ave. Mabel St. U 14 8 57% 9 64% Carrison Street S San Pablo Ave. Mabel St. U 14 12 86% 12 86% San Pablo Avenue E Carrison St. Haskell St. R 5 2 40% 3 60% Overall Study Area Spaces 42 Overall spaces occupied 29 69% 28 67% Number of Unregulated spaces (U) 37 88% of total Number of Regulated Spaces (R) 5 12 % of total According to survey results, on-street parking in the vicinity of the project is more occupied during the mid-afternoon between 3:30 p.m. and 4:00 p.m. Of the approximately 42 on-street parking spaces in the study area, approximately 69 percent were occupied during this period. Of the 13 available spaces, four spaces were available along Carrison Street frontage of the proposed project site. Traffic engineers typically consider an occupancy rate of 85 percent or more to be full. Since the vast majority of study area parking is unregulated (except for once-per-month street sweeping), there is available on-street capacity for project parking that is a short walking distance (up to two blocks) from the site. When combining this surplus in on-street parking to the on-site parking supply, the project is expected to have enough parking available for residents, residential guests, and retail patrons. Final Report Traffic Impact Study for 1200 Ashby Avenue Page 23

Proposed Access and Circulation The proposed project s access will consist of a right-in/right-out driveway on Ashby Avenue approximately 150 feet east of San Pablo Avenue and a full-access driveway on Carrison Street approximately 150 feet east of San Pablo Avenue. The site plan shows access to on-site ground level commercial parking from the right-in/right-out driveway on Ashby Avenue. The full-access driveway on Carrison Street will provide access to the ground level on-site residential parking. Both the accesses are expected to be adequate for cars and small trucks accessing the site. Due to the presence of narrow lanes (10.5 feet) and lack of on-street parking on Ashby Avenue, right turn maneuvers entering the Ashby Avenue driveway would require vehicles to slow down considerably. TJKM conducted turning radii checks for passenger cars and small trucks entering and exiting the driveway on Ashby Avenue. AUTOTURN figures showing the turning templates for passenger car and small truck at the driveway are included in Appendix D. Passenger cars could turn into the driveway easily if a 12 feet lane is provided for the inbound traffic. Small trucks would need to utilize both inbound and outbound lanes of the driveway to enter and exit the project site. Based on the AUTOTURN analysis, TJKM recommends that a width of 22 feet (i.e. 12-foot lane for inbound traffic and 10-foot lane for outbound traffic) be provided for the driveway on Ashby Avenue. The driveway apron (curb-cut) will be designed as per Caltrans Standard Plan A87A, which would provide sufficient width for small trucks to ingress and egress the driveway. To access San Pablo Avenue or points west from the ground level parking, residential project vehicles would exit to turn right onto westbound Carrison Street, then make a right turn onto San Pablo Avenue, and then turn left at the Ashby Avenue/San Pablo Avenue intersection. Residential project vehicles from east on Ashby Avenue have two options. They are expected to turn left onto southbound Mabel Street, turn right on Carrison Street, and turn right into the project driveway. Alternatively, these vehicles can turn left on San Pablo Avenue, turn left on Carrison Street, and turn left into the project driveway. Carrison Street currently provides only right-in/right-out access to northbound San Pablo Avenue since there is a median separator on San Pablo Avenue. The proposed project would create a partial median break that allows an inbound left turn pocket from southbound San Pablo Avenue onto Carrison Street. See Figure 2 for recommended improvements for the San Pablo Avenue/Carrison Street intersection. To access southbound San Pablo Avenue, project vehicles would exit the driveway on Carrison Street, turn right onto northbound San Pablo Avenue and then make a U-turn at the San Pablo Avenue/Ashby Avenue intersection. Entering project vehicles accessing the Carrison Street driveway from Ashby Avenue are expected to turn left at San Pablo Avenue/Carrison Street intersection onto Carrison Street to the project driveway. With respect to site circulation and access, two signs should be installed facing exiting vehicles at the driveway on Ashby Avenue. One is a STOP sign and the other is a sign that reads Right Turn Only. This would ensure that exiting motorists at the site driveway are restricted from making a left turn onto Ashby Avenue. Another STOP sign should be installed at the residential access driveway exit on Carrison Street. Based on the City s Zoning Code, all commercial construction greater than 10,000 square feet shall require off-street loading spaces. Since the proposed commercial development is less than 10,000 square feet, off-street loading space is not required. As shown in the section on-street parking conditions near project site, there are ample parking spaces available around the project site. These on-street parking spaces can be used for loading operations without causing any detrimental impact on parking availability or on traffic flow. Final Report Traffic Impact Study for 1200 Ashby Avenue Page 24