CHAPTER 5: RAIL SERVICES AND FACILITIES
The UPRR mainline tracks through West Berkeley provide a key link for freight and passenger activity in the
Bay Area. Opportunities to increase operations along this corridor could result in over 100 trains per day
through West Berkeley (Figure 5-1). This increase in rail activity would result in increase in delay to the
traffic network where at-grade crossings exist.
Figure 5-1:
Estimated
Future Train
Volumes
Through
West
Berkeley
120
Freight
100
Passenger
Total Trains
80
60
40
20
0
2007
2030
The UPRR through West Berkeley presents many challenges for not only the circulation network, but also
the quality of life standards for those who live in the area. Current efforts by the City to grade-separate
Gilman St. will help alleviate congestion that currently occurs along this northern transportation link. A
concurrent Quiet Zone Study will also be looking at measures that can be used to mitigate the negative
impacts of noise generated when passing trains sound their horns for safety reasons in the area. These
efforts are all essential elements to adapting rail operations to today’s travel and land use conditions.
5.1 SITE RECONNAISSANCE
Rail operations along Union Pacific’s Martinez subdivision tracks run the length of the West Berkeley study
area along the 3rd St. corridor. This corridor is an important link in the region’s freight and passenger rail
network. Local and regional freight and passenger traffic traveling from the Bay Area to Sacramento, the
Central Valley, and all along the west coast from Seattle to San Diego all rely on use this corridor to move
goods and people. Together, these services contribute significant volumes of train traffic to the study area
creating both safety and noise issues in the area, as well as providing valuable transportation services.
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The UPRR right-of-way contains only two main tracks through West Berkeley and does not contain any
passing sidings. There are seven at-grade rail crossings and two grade-separated crossings as shown
below in Table 5.1. The City is currently looking at various alternatives to grade-separate the at-grade
Gilman crossing in the future (Figure 5-2). All seven at-grade crossing are equipped with warning gates,
lights, and signage that alert motorists, bicyclist, and pedestrians to the arrival of trains.
Table 5.1: Train Crossing Intersections
At-Grade Crossings
Grade-Separated Crossings
Gilman St.
University Ave. – overpass
Camelia St.
Ashby Ave. (SR 13) - underpass
Cedar St.
Virginia St.
Hearst Ave.
Addison Way
Bancroft Way
Figure 5-2: At-Grade Crossing at Gilman St.
A number of local spurs from the UPRR mainline provided connections to the manufacturing and industrial
areas in West Berkeley. While these connections are no longer in use, the physical rail lines are still
embedded in many of the local streets including 2nd St. and Parker St. (Figure 5-3). These rails present an
impediment to bicycle and pedestrian travel and complicate auto and heavy vehicle travel in the area.
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Figure 5-3: Existing
Rail Tracks in the
Roadway along 2nd
St. and Parker St.
Rail operations along the 3rd St. corridor also impact the circulation network in West Berkeley. At-grade
crossings result in traffic delays when trains are present. Observations at these locations show that the
crossing gates tend to drop approximately 20 seconds prior to train arrival and remain down for 10 seconds
following the clearing of the intersection. The total time that the gate is down depends upon the size and
speed of the train. On average the San Joaquin trains occupy the intersection for five (5) seconds and the
Capitol Corridor trains for 20 seconds. Average total gate drop time for San Joaquin trains is about 30
seconds with 40 seconds for Capitol Corridor trains. Due to the longer length of most freight trains, gate
drop times on average were higher.
This disruption in traffic circulation is a particular problem during the peak travel hours when rail and auto
traffic volumes are at their peak. Queuing and traffic delay are negative impacts that occur along the major
east/west corridors in the West Berkeley including Gilman St., Cedar St., and Addison Way. During field
observations, typical queuing along Gilman St. for the passenger trains ranged from 3-5 vehicles while the
longer freight trains backed traffic up to 10 vehicles. The longer vehicle queues on Gilman St. blocked
vehicle movements at the Eastshore and 4th St. intersections. Blockages of the crossing can also delay
emergency service vehicles.
5.2 PASSENGER OPERATIONS - AMTRAK
Amtrak operates both intrastate and long haul passenger rail service on the UPRR tracks through West
Berkeley. Long haul operations through Berkeley occur once a day in each direction on both the California
Zephyr (Emeryville – Chicago) and the Coast Starlight (Seattle – Los Angeles). Intrastate service is
provided daily on both the Capitol Corridor (Sacramento – San Jose) and San Joaquin (Bakersfield –
Oakland) services. The Capitol Corridor service is the only Amtrak service that stops at the Berkeley
Amtrak Station allowing passengers to board and alight.
When the Capitol Corridor train is stopped at the Berkeley Amtrak Station, a hold out rule applies which
prohibits other trains traveling in either direction to enter the station area. Northbound Capitol trains stopped
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at the Berkeley Station also trigger the crossing gates at Hearst Ave. and Addison Way to drop, even though
the train does not block the intersection. This results in two gate drops (one while the train is stopped at the
station and one while it passes through) and two disruptions to the traffic stream, of which one could be
avoided.
5.2.1 BERKELEY STATION
The Berkeley Amtrak Station is located at University Ave. and 3rd St., below the University Ave. overpass
(Figure 5-4). The station is unstaffed but is equipped with two ticket machines that allows passengers to
pre-purchase boarding passes. The University Ave. overpass provides shelter to passengers waiting on the
platform below. The station is also equipped with a pay phone and wayfinding map for the City of Berkeley
and waterfront areas. A $2.4 million upgrade of the station was completed in September 2005; by the
Berkeley Redevelopment Agency.
Figure 5-4: Berkeley
Amtrak Station
5.2.2 PASSENGER TRAIN SERVICE
The long haul services contribute four trains per day to the corridor and the intrastate services add a total of
40 daily trains (32-Capitol Corridor, 8-San Joaquin) to the tracks. In total, passenger operations contribute
to 44 daily trains running through West Berkeley, and 4-5 trains per hour in both the AM and PM peak
hours.
Capitol Corridor leases trackage rights from the UPRR to operate its passenger service. Currently, Capitol
service has reached it peak in terms of allowable trains it can run based on its current contract with the
UPRR. Allowing additional passenger trains through this agreement would result in a compromise of freight
activity that the UPRR would have to agree to.
5.3 FREIGHT OPERATIONS
The UPRR and BNSF operate local and regional freight traffic through West Berkeley. The majority of
freight traffic through the study area is UPRR trains with a few added by BNSF trains. In total,
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approximately 30 freight trains pass through West Berkeley every day. This traffic is composed of local
trains, trains to/from the Port of Oakland, and through trains.
Future freight train growth is estimated to be a function of growth experienced at the port. Recent
improvements requested by the MTC would help the Port of Oakland increase its level of activity, thus
increasing rail activity through West Berkeley. Twelve projects were recently proposed to create these
improvements including a $325 million truck-train terminal at the Port of Oakland and $315 million worth of
track improvements between Richmond and Martinez.
The existing double-tracked mainline could support upwards of 100 trains per day. Estimates for freight
volumes in 2030 are between 50-60 trains per day, leaving little room for passenger train expansion. The
addition of a third track through the corridor would further support expansion plans. The existing westerly
tracks are in place in Berkeley, facilitating potential future upgrades.
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