7th Street Grade Separation Project
Attachment 12
Basis of Design
June 2015
MAPSS: 7th Street GSP DBM
PORT OF OAKLAND
7TH STREET GRADE SEPARATION WEST PROJECT
DESIGN BASIS MEMORANDUM
(FINAL)
MAPSS: 7th Street GSP DBM
Vicinity Map
The Port of Oakland
MAPSS: 7th Street GSP DBM
Table of Contents
Contents
1. INTRODUCTION ...................................................................................................... 1 2. BACKGROUND ........................................................................................................ 2 3. 2.1 The Existing Roadway Networks ..............................................................3 PURPOSE AND NEED ............................................................................................. 4 4. Purpose ..................................................................................................................4 Need .......................................................................................................................4 DEFICIENCIES ......................................................................................................... 5 5. 4.1 Local Roadway and Intersection Operation Deficiencies ..........................5 4.2 Existing Railroad Conditions .....................................................................5 4.3 Traffic Accident Data and Safety Analysis ...............................................5 4.4 Secondary Deficiencies ..............................................................................6 TRAFFIC IMPACT ASSESSMENT ......................................................................... 6 6. 5.1 Preliminary Assessment and Findings .......................................................6 5.2 Summary of Grade Separation Analysis and Findings ..............................7 Intersection Turning Movements ........................................................................10 PROJECT SCOPE .................................................................................................... 10 7. 6.1 Site Constraints .......................................................................................10 6.2 Roadway Improvements .........................................................................13 6.4 Bridge and Other Structures....................................................................13 6.5 Bicycles and Pedestrians Improvements (Complete Street) ...................14 6.6 Traffic Signal and Lighting .....................................................................14 RIGHT-OF-WAY..................................................................................................... 14 8. 7.1 Right-of-Way Need:................................................................................14 Roadway .............................................................. Error! Bookmark not defined. 7.1 Railroad: ..................................................................................................15 UTILITIES ............................................................................................................... 15 9. PERMITS AND APPROVALS ............................................................................... 19 10. STAKEHOLDER ..................................................................................................... 20 11. DESIGN CODES, REGULATIONS, AND STANDARDS .................................... 21 10.1 Civil..........................................................................................................21 10.2 Architectural ............................................................................................24 10.3 Structures .................................................................................................24 10.4 Utilities.....................................................................................................24 10.5 Drainage ...................................................................................................24 10.6 Traffic Control and Lighting ....................................................................25 12. FUNDING ................................................................................................................ 25 13. SCHEDULE ............................................................................................................. 26 MAPSS: 7th Street GSP DBM
14. PROJECT PERSONNEL ......................................................................................... 26 ListofAttachments
A. Port of Oakland MAPSS – Project Site Constraints
B. Roadway Typical Cross Sections
1. INTRODUCTION
Project Description:
The Port of Oakland (Port) is the fifth busiest port in the US. It operates container terminals
encompassing 779 acres in area. The Port and several railroad companies maintain and operate a
network of roadways and railroads for movement of freight and goods within and outside the Port
area. The Port has identified a number of infrastructure improvement projects to address current
transportation constraints, support the need for existing and future tenants, and to promote and
accommodate future growth. In November 2014, the Port developed a prioritized list of strategic
projects to support the Port’s needs. The 7th Street Grade Separation Project (GSP) considered a top
priority project. In addition, the Port identified improvement needs for Middle Harbor Road to
improve circulation and provide access to new facility within the Port of Oakland. It is anticipated
that feasibility study and project scoping for Middle Harbor Road will begin in mid 2015.
7th Street Grade Separation Project
The 7th Street Grade Separation project has two components: the West Project and the East Project.
The 7th Street Grade Separation West Project includes the construction of an elevated 7th
Street/Maritime Street intersection and a tail track extension for the Burlington Northern–Santa Fe
(BNSF) Oakland Intermodal Gateway (OIG), also known as the Joint Intermodal Terminal (JIT), that
facilitates the expansion and reconfiguration of OIG. The proposed project will reconstruct the
segment of 7th Street between Maritime Street and Navy Roadway. The portion of 7th Street west of
Maritime Street will be realigned to form a T-intersection at its junction with Middle Harbor Road
and West Maritime Street. Maritime Street north of 7th Street will become a cul-de-sac with limited
access to the PG&E’s Davis and Cuthberston Substation and the Regional Technical Training facility.
Navy Roadway will be demolished and traffic on Maritime Street will use the proposed 7th Street Tintersection to access West Maritime Street, and vice versa. The project also includes a rail spur that
connection the OIG to Outer Harbor Intermodal Terminal (OHIT). Figure 1 below depicts the
proposed 7th Street Grade Separation West Project elements.
The project also includes utility infrastructure upgrades along 7th Street. The project cost was
estimated at $176 million (in 2015 dollars) which includes costs for final design (PS&E), right-ofway and construction. The proposed 7th Street Grade Separation East Project is a planned longer-term
future project that widens 7th Street at the UPRR Underpass. It also allows for the additional of rail
spurs and tracks at the UPRR’s Oakland International Container Terminal (OICT) rail yard.
However, it is outside the scope of the current project and is not included in this Basis of Design
Memorandum.
1
Figure 1: Proposed 7th Street Grade Separation Project Elements
2. BACKGROUND
The Port of Oakland (Port) is a major port and logistics support center in the San Francisco Bay Area,
processing about 2.4 million TEU’s (twenty-foot equivalent unit) of container cargo in 2013 through
eight active terminals. Landside shipping consists of about 77% trucks and 23% rail.
In 2002, the City of Oakland prepared a project-level Environmental Impact Report (EIR) 1 to
evaluate the environmental impacts of the Oakland Army Base (OAB) Redevelopment Plan. The City
approved the Redevelopment Plan in 2002 and the Board of Port Commissioners adopted the EIR of
the Oakland Army Base Redevelopment Plan in September 2002 as a responsible agency under
California Environmental Quality Act (CEQA). The Redevelopment Plan designated approximately
360.5 acres of OAB property for transportation and logistics support purposes, including railroad and
street infrastructure. The Port of Oakland has been working closely with the City of Oakland on the
design concept to advance the development after the transfer of the Army Base property ownership.
1
Source: Environmental Impact Report for the Oakland Army Area Redevelopment Plan, City of Oakland/
Borchard & Associates, April 2002.
2
In 2004, the Port completed a Maritime Development Alternative Study (MDAS) to evaluate
potential development plans. The study revealed that “The capacity of the Port is not currently
constrainted by its maritime facilities. It is constrained by the capacity and performance of the road
and rail intermodal connectors.” 1 The study called for improvements of the inland transport links,
including the two major Inland Point Intermodal (IPI) rail links: the Railport Oakland owned and
operated by Union Pacific Railroad (UPRR), and the Oakland International Gateway (OIG) owned by
the Port and operated by BNSF. The layout and operation of the Railport is outside of the Port’s
control.
With regard to the OIG, the former OAB property located between the UPPR mainline and the Port’s
Outer Harbor Terminals was indentified in the MDAS as a potential location for an intermodal rail
yard. The rail yard would increase the Port’s throughput potential and facilitate its expansion needs.
However, the design of rail system will require reconfiguration of adjacent roadways because of the
unique geometry of the Port. In addition, the Port has been experiencing significant traffic congestion
along Maritime Street, 7th Street, and Middle Harbor Road due to substantial gate downtime required
for train crossing at major intersections. For the past decade, the Port has been exploring alternatives
to relieve truck and rail traffic congestion and to support both existing and proposed port activities,
including the redevelopment of the OAB. A Planning level study indicates that a single train that is
loaded at the Port is equivalent to 750 truck trips.2 Enhancing the rail access would potentially
increase the capacity for rail movement and reduce the demand for truck transport and hence, help
alleviate both rail and vehicle traffic congestion.
In September 2007, a Port of Oakland Outer Harbor Intermodal Terminal (OHIT) Development
Planning Study was performed to evaluate a range of rail and roadway conceptual design
alternatives. It is determined that providing tail tracks which connect the OIG to the former OAB site,
now being proposed to be OHIT, are critical to switching efficiency of the OHIT since this will allow
simultaneous train movement 3. The construction of OHIT tail tracks and realigned access to OIG
cross 7th Street in the vicinity of West Maritime Street will require a new grade separation.
In 2008, a total of $242 million of Proposition 1B Trade Corridor Improvement Funds (TCIF) was
allocated to the Port for the proposed OHIT and 7th Street Grade Separation projects. The TCIP funds
require matching funds from private or other public sources. In July 2011, the City of Oakland
Redevelopment Agency and the Port of Oakland executed a Cost Sharing Agreement for the
development of infrastructure, OHIT rail yard, public utilities and public streets necessary for the
OAB redevelopment.
As part of the master planning and preliminary engineering process, an Initial Study (IS) was
completed in 2012 as an addendum to the 2002 EIR to capture the change in land-use since the
completion of the 2002 EIR. The Initial Study revealed that the OAB redevelopment plan is
consistent with the City of Oakland’s General Plan Land Use designation for the site, and the Project
would not result in any significant land use impacts not previously disclosed.
This memorandum provides background for the project’s purpose and need, existing operational
challenges, project constraints, project scoping, as well as the design criteria.
2.1
The Existing Roadway Networks
The 7th Street Grade Separation Project is located in the Port of Oakland, California on 7th Street
generally bounded by Maritime Street/Navy Roadway and Bay Street. The existing roadways within
1
Sources: Final Report Maritime Development Alterative Study, Port of Oakland, Parsons/JWD; Outer Harbor
Intermodal Terminal, Parsons/JWD/TY Lin, September 2007
2
Source: Outer Harbor Intermodal Terminal, Parsons/JWD, September 2007
3
Source: Outer Harbor Intermodal Terminal, Parsons/JWD, September 2007
3
the Port facilities include 7th Street, West Maritime Street, and Middle Harbor Road. Maritime Street
is south of 7th Street and West Maritime Street is north of 7th Street. 7th Street is one of the three
main gateways to the Port of Oakland. Maritime Street (via West Grand Avenue from the north) and
Middle Harbor Road/Adeline Street (from the south) are the two gateways.
7th Street 7th Street is a four-lane roadway with left turn pockets at most intersections. It provides
access to the Port from the south. 7th Street provides a UPRR underpass between Bay Street and
Maritime Street. Traffic signals are provided at its intersection with the I-880 ramps, Maritime Street,
and Middle Harbor Road. The 7th Street interchange with the I-880 ramps forms the central gateway
to the Port. 7th Street also provides access to the TraPac Terminal and Ben E. Nutter Terminal.
Maritime Street Maritime Street provides the primary northern access to the Port and begins where it
meets Wake Avenue under Interstate 80. The existing Maritime Street is a 4-lane roadway (2-lane in
each direction) with a median left-turn lane between Burma Road and Navy Roadway, and between
7th Street and approximately 300 feet north of Middle Harbor Road intersection. Currently, there are
no existing striped shoulders along Maritime Street. The median turn-lane north of 7th Street often
supports the queue of eastbound left-turn truck traffic waiting to turn into the Ports America
Terminal. The queues sometimes extend to 7th Street.
Maritime Street also provides direct access to the Ports of America Outer Harbor Terminal and the
OIG rail yard.
Middle Harbor Road (Adeline Street) is currently striped as a 4-lane roadway (2-lane in each
direction) with a two-way left-turn lane that provides southern access to the Port. Middle Harbor
Road transitions to Adeline Street and connects to I-880 at the 5th Street intersection. Striped
shoulders are provided in both directions. The BNSF rail tracks are running parallel to Middle Harbor
Road on the north side of the street. Therefore, the center turn lane primarily serves the south side of
Middle Harbor Road except at the intersections of Maritime Street/Middle Harbor Road and at the
two entrances to Railport Oakland on Adeline Street at and east of the junction of Middle Harbor
Road.
3. PURPOSE AND NEED
Purpose

Enhance the safe transport of freight by truck or rail in Alameda County, including projects
that reduce conflicts between freight movement and other types of transportation.

Reduce greenhouse gas production in the transport of goods.

Mitigate environmental impacts of freight movement on residential neighborhoods.

Enhance coordination between the Port of Oakland, the Oakland Airport and local
jurisdictions for the purposes of improving the efficiency, safety, and environmental and
noise impacts of freight operations while promoting a vibrant economy.
Need

7th Street primary access from the Port of Oakland to I-880 and is a major Port gateway. The
existing at-grade railroad crossing on Maritime Street south of 7th Street causes significant
traffic backup throughout the Port area.

As cargo shipment at the Port of Oakland increases, intra-port truck trips are expected to
increase and will impact operations at individual roadway intersections.
4

The existing roadway network constraints the expansion of the OIG and the rail infrastructure
serving the Port.
4. DEFICIENCIES
4.1 Local Roadway and Intersection Operation Deficiencies
The Port currently experiences significant traffic congestion due to trains blocking both at-grade rail
crossings that provide access to OIG. The two at-grade rail crossings intersect Maritime Street at 7th
Street and at Middle Harbor Road. Maritime Street between 7th Street and Middle Harbor Road
provides access to a number of uses, including the OIG, the Port’s maintenance yard, and warehouse
facilities, including Unicold, GSC Logistics, and Pacific Coast Container. The blocked crossings
cause significant congestion at the intersections of Maritime Street/7th Street and Navy Roadway/7th
Street.
4.2 Existing Railroad Conditions
The existing railroads includes two overpass structures over 7th Street within the Port of Oakland –
one at the eastern end of the project (UPRR mainline) near the junction of 7th Street/ I-880; and the
other one is located near the center of the project that is operated jointly by UPRR and OIG. The
UPRR mainline underpass was constructed in the late 1990s while the joint UPRR/OIG Underpass
was constructed between 1930s and 1950s.
The joint UPRR/OIG railroad underpass provides two-lanes, two-way traffic (two lanes in each
direction) that is separated by a pier wall in the median. The existing underpass has non-standard
horizontal and vertical clearance. The narrow lane widths of the underpass do not accommodate sideby-side passage of trucks so this segment of 7th Street does not function as a two-lane street in each
direction, except during extremely congested conditions where speeds are slow enough to
accommodate side-by-side trucks. This creates congestion at the intersection of 7th Street/Maritime
Street when the Ports America Terminal queue extends to 7th Street. The limited width of the deck of
the underpass also constrains the installation of rail spurs and track needed to improve rail access to
the various terminals and yards.
The existing UPRR and OIG railroad tracks are running parallel to I-80 west of the freeway before
they split westerly and southeasterly under the BART overheads structures. The speed limit for trains
in this part of the Port is set at 10 miles per hour. Due to the tight turn radius below the BART
structures, trains need to maintain a low speed through curves.
The UPRR’s Railport Oakland intermodal yard is currently operating at capacity. Today, trains
accessing the OIG must cross through UPRR’s yard. This requires all trains accessing the Port to slow
significantly (no more than 5 miles per hour) and limits UPRR operations, causing significant delays to
both BNSF and UPRR operations at the Port. This rail operational deficiency limits the good
movements through the Port requiring additional cargos to be handled by trucks. The construction of
the proposed OHIT Storage Yard and tail tracks would provide additional rail capacity to improve the
rail operation efficiency, alleviate rail congestion at the OHIT, and reduce conflicts between rail and
truck traffic at major intersections.
4.3 Traffic Accident Data and Safety Analysis
Collision data was collected for two roadway segments using the Statewide Integrated Traffic
Records System (SWITRS) database as part of the Maritime Street and Middle Harbor Road Traffic
Calming Memo. The two segments analyzed are:
1. Middle Harbor Road: 7th Street to Maritime Street
5
2. Maritime Street: 7th Street to Middle Harbor Road
The most recent 5-year traffic accident data (from January 2008 to December 2012) was analyzed.
There were 108 recorded crashes in the study area, with 49 occurring at intersections. The top 3
violations were improper turning (42.6%), unsafe speed (20.4%), and traffic signals and signs (5.6%).
Two fatal crashes were recorded, both citing unsafe speed as the cause of collision. One occurred in
the middle of the night, at 1:55 AM on August 17, 2012, and involved a vehicle hitting a fixed object
approximately 300 feet east of the intersection of 7th Street and Maritime Street. The other occurred
on a late Saturday afternoon, at 5:45 PM on January 30, 2010, when a speeding motorcycle collided
with a pedestrian, approximately 1,800 feet west of the intersection of Middle Harbor Road and
Maritime Street.
Recently, the Port installed speed tables on Middle Harbor Road to deter reckless driving. Truck
behavior related to these new devices was observed. The speed tables slightly reduce truck speeds,
but in general, truck and auto traffic typically pass over the devices at speeds of 30 miles per hour.
4.4 Secondary Deficiencies
The Port of Oakland has been having trouble with illegal street racing and the accompanying
“sideshows” on Middle Harbor Road. These illegal gatherings have resulted in loitering on Port
property and injuries to participants including two fatalities in the last couple of years. These illegal
activities are also disrupting tenants some of whom operate on a 7 day, 24 hour basis. Typical
disruptions include:

Street racing and sideshows blocking access to tenant driveways

Gunshots fired into the air

Consumption of alcohol along the street

Littering including broken glass on the roadways
The Maritime Street and Middle Harbor Road Traffic Calming Memo (dated 2014) identified
potential physical improvements and traffic calming measures to deter illegal and dangerous driving
behavior on Middle Harbor Road and Maritime Street.
5. TRAFFIC IMPACT ASSESSMENT
In order to assess the existing traffic conditions and to evaluate the performance of the proposed 7th
Street Grade Separation Project, an At-Grade Rail Crossing Analysis Technical Memorandum
(dated June 2014) was prepared for the project. The Rail Crossing Analysis studied the existing
conditions and three Grade Separation concepts at the 7th Street crossing using VISSIM microsimulation model. The findings of the analysis were summarized in the subsections below.
5.1 Preliminary Assessment and Findings
The At-Grade Rail Crossing Analysis focuses on the study of operational conditions for the three
major intersections – Maritime Street/Middle Harbor Road, 7th Street/Middle Harbor Roads and 7th
Street Maritime Street. Trains operate at 10 miles per hour through this part of the Port. Study
indicated that a 10-minute railroad crossing gate downtime is required for the passage of a typical
freight train (9,000 feet) entering OIG. An extensive length of traffic queue would form while
vehicles are waiting at the crossing gate for train to clear the intersections. It often takes another 10
minutes for the traffic queue to dissipate during the peak hours, causing an overall 20-minute traffic
delay for each train event.
6
Due to the current configuration of the intersection of 7th Street/Maritime Street, trucks often queue
beyond the UPRR Underpass. Based on the output of the VISSIM model, the maximum length of
queue is estimated at 1,701 feet, which is equivalent to the total length of twenty three STAA1 trucks,
with 100.7 second per vehicle delays at the intersection of 7th Street/Maritime Street. The queues
occur when trains block Maritime Street, as well as when the marine terminals along Maritime Street
and 7th Street experience severe congestion at the terminal gates. The accumulative effect causes
significant traffic delays in the Port.
5.2 Summary of Grade Separation Analysis and Findings
Findings of the 2002 EIR
The 2002 EIR concluded that redevelopment would cause the following potential significant impacts
on transportation and traffic system in the vicinity of 7th Street and Maritime Street and that
mitigation measures are required2:

The Level of Service (LOS) to degrade to worse than LOS D at the intersections of 7th
Street/Maritime Street (Impact 4.3.1);

Result in traffic hazards to motor vehicles, bicycles, or pedestrians due to inadequate design
features or incompatible uses (Impact 4.3-3);

Fundamentally in conflict with adopted policies, plans, or programs supporting alternative
transportation (Impact 4.3-5).
The redevelopment would also result in the following significant cumulative transportation impacts:

Increased congestion at intersections exceeding the cumulatively significant threshold at the
intersection of 7th Street/Maritime Street (Impact 5.3-1).
Findings of the 2012 IS
Since the approval of the 2002 EIR, roadways in the vicinity of the project have been modified. 7th
Street was extended and connected to Middle Harbor Road to provide access to Middle Harbor
Shoreline Park. The former Middle Harbor Road was renamed Maritime Street. West Grand Avenue
has been modified from three travel lanes to two travel lanes in each direction with the additional of a
bicycle lane. A Class 1 bike path was installed on 7th Street east of Wood Street.
The comparison of the existing intersection turning movement traffic counts collected in year 2002
and year 2012 indicated that the traffic volumes in 2002 were generally higher than the 2012
volumes. Table 1 below compares the LOS under year 2002 and year 2012 project conditions.
1
STAA – The Surface Transportation Assistance Act of 1982. The STAA vehicle is a truck tractor-semitrailer with
the maximum length of 48-ft semitrailer. Although the tractor length and overall length is unlimited by law, the
semitrailer length usually limits the overall length of the truck to 72-ft.
2
Source: Oakland Army Base Area Redevelopment Plan Environmental Impact Report, City of Oakland/Borchard
& Associates, April 2002.
7
Table 1: Intersection Level of Service for the Year 2002 and 2012 Conditions.
AM Peak Hour
Intersection
LOS
PM Peak Hour
Delay*
LOS
Delay*
2002 EIR Existing Conditions Plus Project Condition
th
7 Street & Maritime Street
F
126.8
E
78.5
D
36.4
B
19.8
2012 Existing Condition
th
7 Street & Maritime Street
C
25.0
2012 Existing Plus Project Condition
th
7 Street & Maritime Street
C
21.1
*Delay in seconds per vehicle
Note:
(1) Unacceptable level of service indicated in bold.
As shown in Table 1, the 2012 Project would improve the PM peak hour traffic from existing LOS D
to LOS B. The 2012 Project would not cause the LOS to degrade to worse than LOS E at the
intersection of 7th Street & Maritime Street (Impact 4.3.1 and Impact 5.3-1). Therefore, the 2012
Project would not create a significant impact under Existing plus Project conditions and mitigation
measures are not required. The 2012 IS also concluded that the OAB redevelopment project is
consistent with the City’s General Plan
In order to address 2002 EIR Impact 4.3-3, the following mitigation measures with regard to traffic
hazards are recommended by the 2012 EIR:
Mitigation Measure 3.16-5: The City shall provide a shoulder with a minimum width of 8 feet on
the west side of the Maritime Street to accommodate queuing trucks and minimum intrusion onto the
southbound travel lane.
Mitigation Measure 3.16-6: The City shall provide a 9-foot wide area along the entire west side of
Maritime Street in this area to accommodate sidewalk and utilities (exact dimensions of these
elements will be determined by the City’s Transportation and Infrastructure Divisions during the PUD
process).
Mitigation Measure 3.16-7: The City shall provide an 18-foot wide area along the entire east side of
Maritime Street in this area to accommodate Class I bicycle path and utilities (exact dimensions of
these elements will be determined by the City’s Transportation and Infrastructure Divisions during
the PUD process).
The 2012 EIR concluded that emergency access routes to most of the site and adjacent properties
appear to be reasonably well-served. In order to address 2002 EIR Impact 4.3-4 and Impact 5.3-4, the
following mitigation measures with regard to emergency access are recommended:
Mitigation Measure 3.16-15a: The Project Sponsor shall develop, in consultation and coordination
with adjacent property owners (including EBMUD) an emergency response plan for the OAB project,
which addresses ingress/egress.
When comparing the number of daily traffic served under year 2002 and 2012 project conditions, the
proposed 2012 IS project conditions would generate approximately 6,820 fewer daily trips than the
2002 EIR project conditions, including 1,410 fewer trips during the AM peak hour and 1,220 fewer
8
trips in the PM peak hour.1 In addition to the number of trips generated on the project site, travel
outside of the project site would also be affected by the redevelopment project.
Currently, BNSF maintains its major Northern California rail yard in Richmond and a small yard
facility near 34th and Wood Streets in Oakland. Under the current agreement with UPPR, BNSF uses
the UP rail lines for rail movements between Richmond and Oakland, and from Oakland to marine
terminals in the Port. Oversize and heavy loads need to be routed from Richmond to Wood Street
yard through the UP mainline and then interchanged with the Oakland Terminal Railroad for the final
movement to marine terminals. The OAB redevelopment proposes to expand the existing OIG
intermodal capacity at the Port which would allow the BNSF to operate more effectively at the Port.
Within the Port, intermodal cargo was handled in the Railport Oakland and OIG rail yards. From the
Port and the Bay Area, most of UPPR’s and BNSF’s priority freight is shipped east to other points in
the US through their Stockton Intermodal Facilities in California Central Valley. The OIG rail yard
proposed by the OAB redevelopment project would serve at least 95% intermodal cargo, and would
make available more capacity at the UPRR rail yard to serve domestic cargo that would otherwise
need to be served in the Central Valley. It would improve the trip distribution and throughput at the
Port.
Near-term Traffic Improvement for 7th Street Grade Separation
While the traffic studies for the 2002 and 2012 environmental documents include other background
projects reflecting the OAB built-out conditions, a more localized analysis was completed in 2014 to
evaluate the near-term operational benefits of the 7th Street Grade Separation Project over railroad
operation2. The focus of the At-Grade Crossing Analysis examines the 7th Street intersection
operation in relation to the Maritime Street railroad crossing south of 7th Street intersection.
The At-Grade Crossing Analysis uses a VISSIM model to evaluate the effectiveness of grade
separating traffic from railroad crossing. Table 2 summarizes the VISSIM results for the proposed 7th
Street Grade Separation Project, western segment improvements. The study scenario assumes that
existing 7th Street below the UPRR/OIG Underpasss continues to operate like a 2-lane roadway and
that trains continue to use the OIG at-grade crossing at Maritime Street near 7th Street.
In comparison to existing condition, the overall intersection delay would be reduced from 100.7
second per vehicle to 75.9 seconds per vehicle.
1
Source: 2012 Oakland Army Base Project Initial Study/Addendum, LSA Associates, Inc., May 2012
Source: Port of Oakland At-Grade Rail Crossing Analysis Technical Memorandum, Parsons Brinckerhoof, June
2014
2
9
Table 2: 7th Street/Maritime Intersection Operational Analysis Results
Intersection
Turning
Movements
Existing Condition
7th Street Grade Separation Project
Condition (Western Segment Only)
Average
Delay**
Average
Delay**
Overall
100.7
1701
75.9
1682
NBLT*
120.9
1469
139.9
1330
NBTH*
142.3
1469
126.2
1330
NBRT*
124.5
1469
118.6
1330
SBTH*
185.1
1603
87.9
57
EBRT*
126.2
394
101.7
1651

WBLT*
184.5
1362
144.6
1204

Notes:

* Movements that conflict with the railroad crossing

**Average Delay is measured in second per vehicle

Results shown are the average results of five simulation runs. Reduction in southbound through
movement queue length in is due to reduction in volume as a result of the reconfiguration.
Max. Queue Length (ft)
Max. Queue Length
(ft)
Source: Port of Oakland At-Grade Rail Crossing Analysis, Parsons Brinckerhoff, June 2014
6. PROJECT SCOPE
The Port of Oakland has previously studied several alternatives for the 7th Street Grade Separation
Project. Each alternative proposes to reconstruct 7th Street between the I-880/7th Street Interchange
and a point west of the Bay Area Rapid Transit District (BART) facility to Middle Harbor Road and
West Maritime Street. For all of the alternatives, the eastern half of the project is proposed to be a
depressed section, with grade separations (underpasses) for the existing and proposed UPRR tracks.
The western half of the project includes alternatives that will be elevated on bridge with an alternative
alignment that ties 7th Street directly into Middle Harbor Road and West Maritime Street, connecting
at a “T” intersection. Due to the unique geometry of the existing Port facilities, the design of the
roadway alignments should be coordinated with the existing constraints, the Port’s master planning
and planned improvements.
6.1
Site Constraints
Below is a list of existing site constraints that need to be coordinated with design and construction.
The proposed project site constraints are shown in Attachment A.
BART
The existing BART aerial structure runs east and west adjacent to 7th Street before it comes to grade
and enters the Transbay Tube (Tunnel) that carries BART trains from Oakland to San Francisco under
San Francisco Bay. The columns for this structure are on spread footings and must be protected
during project construction activities. The Transbay Tube is located within the westerly area of the
Port and access to the tunnel portal from the aerial structure should be maintained. .It will be
10
important to coordinate with BART and the facility will need to be monitored during construction to
ensure that it is not affected.
Distributing U.S. Customs Office
The Distributing U.S. Customs office is designated for U.S. Customs and Border Protection (CBP)
and is responsible for maintaining border safety while facilitating the movement of international
commerce. Its additional roles include drug interdiction, food and drug examinations with FDA,
protection from counterfeit merchandise entering the U.S; protection from unfair/illegal trade, stolen
vehicle interdiction, prevention of illegal aliens from entering the U.S. and collection of customs
duties and fees. Due to the critical nature of these activities the U.S. Customs office needs to be in
operation at all time. The realignment of 7th Street will likely impact the existing U.S. Customs
building located at the east corner of existing 7th Street and West Maritime Street intersection. It is
anticipated that building relocation will be required prior to construction to avoid service interruption.
Radiation Portal Monitors (RPM)
The RPM system is located in the east side of West Maritime Street and is operated by Ports of
America Seaport at Cargo Terminal Exit Gates 20-24. The system includes three RPMs (scanners),
one booth and related equipment which provide early screening of cargo and containers at the port of
entry. All containers, loaded or empty, are required to pass through the RPM system as they exit the
marine terminal. The RPM is part of the U.S. Department of Homeland Security’s system to monitor
the safety and security of the Port.
The deployment of the RPM system involves infrastructure construction, equipment installation
(including the radiation portal monitor assembly, radiation sensor panel, UPS system, electronic
enclosure and IP Surveillance Systems), system testing and calibration. Therefore, disturbance to the
existing RPM system must be minimized during construction. Alternately, the RMPs may be
relocated as part of the re-configuration project.
PG&E Substation
The existing PG&E’s Davis and Cuthberston Substation, located at the northwest quadrant of the 7th
Street and Maritime Street was built by U.S Department of Navy in the 1980s. The existing 115KV
transmission line (POON line) that is feeding to the site was constructed by PG&E in 1992. The
POON line runs for nearly three miles over Port property, from PG&E’s Substation C in Oakland to
the Davis and Cuthberston Substations. In 2006, PG&E entered an amendment to the agreement
among the Port of Oakland, U.S. Navy and East Bay Municipal District (EBMUD) to allow EBMUD
to withdraw entirely from power usage, and, to reassign the Navy’s share of the POON line capacity
to the City and County of San Francisco Treasure Island Redevelopment Authority (CCSF/TIDA),
Schnitzer Steel Industries and PG&E’s retail customers. The second electrical line (12KV) in the
Substation was co-owned by PG&E and the Port. The list below indicates the current users of the
Substation1:
1

Outer Harbor Maritime Tenants

Inner Harbor Maritime Tenants

Dredging Operations

Harbor Facility Complex, JIT and Maritime Support Center

Oakland Army Base Site

Schnitzer Steel Industries (Metals Recycling Yard and Port)
Utility Technical Memorandum, 7th Street Grade Separation Project, URS, February 2008
11

PG&E’s Retail Customer
Future users of the Substation include:

OHIT

Cold Ironing for Container Vessels

Treasure Island (former Naval Station)

North Gateway Development
The Substation provides primary power supply for the Port and its tenants, as well as the adjacent
facilities. The construction of the proposed project should not impact its operation. Site access to the
Substation is provided through the driveway at Maritime Street near the 7th Street intersection. It is
anticipated that the site access will remain after the Maritime Street is converted to a cul-de-sac near
its junction with Navy Roadway/West Maritime Street.
Railroad BNSF OIG Rail lines and Crossing
It is anticipated that the existing BNSF OIG rail lines and crossing at Maritime Street will remain in
full operation until the construction of the proposed OHIT tracks and facilities are completed. Impact
to these existing BNSF OIG facilities during the 7th GSP construction shall be minimized. Due to the
existing railroad alignment, railroad flagging will be required during construction.
Once the proposed OHIT tracks under the 7th Street Overcrossing is in operation, BNSF would use
the OHIT facility for their primary rail operation. The existing BNSF OIG tracks at 7th Street/
Maritime Street intersection will remain as secondary tracks for backup use only.
Kinder Morgan Jet Fuel Station
Kinder Morgan Energy Partners L.O. operates its Jet Fuel Station adjacent to the UPRR/OIG tracks
northeast of the 7th Street Underpass. Currently, there are two petroleum pipelines (10 inches and 12
inches) that connect to the high-pressure fuel tank with 20,000-barrel capacity. These pipelines carry
a number of different petroleum products to supply the Oakland and San Francisco International
Airport.
The Fuel Station is currently outside the project construction limits. However, excavation by power
equipment near the pipeline presents a potential threat. On-site monitoring during excavation
operations is recommended to avoid this threat.
UPRR/OIG Railroad Underpass
The existing UPRR/OIG is located east of the 7th Street/Maritime Street intersection and is currently
outside the project limits of GSP. The proposed 7th Street Grade Separation East Project is a planned
longer-term future project that widens 7th Street at the UPRR Underpass. It also allows for the
additional of rail spurs and tracks at the UPRR’s Oakland International Container Terminal (OICT)
rail yard. The alignment of 7th Street for the elevated structure in the west needs to be compatible with
the future planned Railroad Underpass widening in the east.
Site Entrances and Exits
There are a number of driveways, entrances and exits located within the vicinity of project, including
the Ports of America Seaport’s Cargo Terminal Exit Gates 20-24, entrance/exit to Berths 30-32 and
60-63 cargo areas as well as the driveway to the PG&E Substation. Temporary relocation of site
access may be required during construction. The construction of the 7th Street overpass may also
affect the accesses to the parcels located east and west of Maritime Street, including the access to
Ports of America, in which permanent relocation of accesses to these sites would be required. Close
coordination with the site tenants shall be made to avoid impacting their operations.
12
6.2
Roadway Improvements
The project proposes to realign and reconstruct West Maritime Street and the western portion of 7th
Street to an elevated T-intersection and the construction of a new surface rail (tail tracks) underneath
7th Street. The proposed Maritime Street/7th Street Overpass would allow tail tracks to operate
between the proposed intermodal rail terminal and the existing OIG without utilizing the existing atgrade crossing on 7th Street. As part of the realignment, the existing Navy Roadway will be
demolished and the existing Maritime Street will be dead ended north of 7th Street.
To obtain adequate vertical clearance over the tracks, 7th Street between West Maritime Street and
Maritime Street will be set at a 5% grade. The portion of 7th Street to the east of the intersection of 7th
Street/Maritime Street will remain at-grade following its current alignment. Two lanes of traffic
would continue to be provided in each direction while median turn lanes, shoulders and bicycle and
pedestrian path would be added.
Maritime Street would continue to provide two lanes of traffic in each direction and a center dual-turn
lane. A pedestrian and bicycle shared use path would be constructed on the east side of Maritime
Street. The multi-use path would continue to the north side of 7th Street. Additionally, the path will
continue southerly onto Middle Harbor Road to connect to the Middle Harbor Shoreline Park.
Proposed roadway cross sections are included in Attachment B.
Middle Harbor Road will be reconfigured and reconstructed to allow the installation of a raised
median between Maritime Street and the entrance to Berths 60-63 and the Roundhouse/Sherex
property.
Several roadway mitigations measures recommended by the environmental documents would also be
considered, including the following:

Use of a minimum 8-feet wide shoulder on the west side of Maritime Street to accommodate
queuing trucks;

Provision of sidewalk;

Construction of a Class I bicycle path along the entire east side of Maritime Street.
To discourage illegal street racing and sideshows, the project will consider various traffic calming
measures recommended by the Maritime Street and Middle Harbor Road Traffic Calming
Memorandum.1 Recommended traffic calming measures include the use of speed tables and speed
cushions to slow down vehicles, and implementation of lane dividers, such as rounded curbs to
discourage sideshow activities. These devices will change the roadway characteristic by raising the
height of the roadbed slightly - creating a physical barrier that is mountable by trucks while reducing
the speed of passenger cars.
Existing pavement will be reconstructed within the limits of roadway improvements.
6.4
Bridge and Other Structures
An overhead structure spanning the railroad tracks at the west end of the project is planned along 7th
Street. The bridge will begin slightly west of Maritime Street and will span the railroad tracks while
maintaining a minimum clearance of 23 feet over the tracks. The bridge length and bridge type will
be determined during the final design. The bridge length will be investigated in combination with
retaining walls for the best overall solution. Feasible bridge types include precast, prestressed
concrete girders with a cast-in-place deck (for speed of construction) or cast-in-place prestressed
concrete box girders (for cost effectiveness, adaptability to curved alignments, and low depth-to-span
1
Maritime Street and Middle Harbor Road Traffic Calming Memorandum, Kittelson & Associates, Inc., May 2014.
13
ratio). Design of bridge over BNSF railway shall comply with the American Railway Engineering and
Maintenance of Way Association (AREMA) and BNSF standards1. In California, BNSF current
standard2 requires a minimum of 8’-6” horizontal clearance be maintained from centerline of tracks to
highway bridge spanning over tracks.
The bridge structure needs to be designed to carry fully-loaded trucks along its entire length in both
directions. In the event of a major catastrophe in the Bay Area, the Port of Oakland will become a
major hub for providing goods, services, and materials to the Bay Area and beyond. The structures for
this main corridor and entryway into the Port should be designed to withstand AREMA impact
loading and a major seismic event such that the facility will become operational within a short period
of time.
6.5
Bicycles and Pedestrians Improvements (Complete Street)
The City of Oakland Bicycle Master Plan (March 2007) designates 7th Street, Maritime Street, and
Middle Harbor Road within the project limits as existing or future Class I bicycle facilities. On 7th
Street, a 10-foot-wide pedestrian sidewalk will be provided on the north side. No sidewalk will be
provided on the south side. On Maritime Street and Middle Harbor Road, a Class I bicycle facility
with a separated bicycle path will be provided on the east side.
The existing San Francisco Bay Bicycle Trail (Bay Trail) is not yet fully connected in the vicinity of
the Port. The pedestrian/bicyclist shared-use path (Class I) proposed by these project will provides a
safe and continuous route that is compatible with the existing pedestrian and bicyclists network
upstream and downstream of the project. It will also satisfy an outstanding condition in a BCDC
permit. This project element provides improved non-motorized access to Middle Harbor Shoreline
Park and completes a missing gap in the San Francisco Bay Trail system.
6.6
Traffic Signal and Lighting
Installation of traffic signal and signal modification will be coordinated with the findings of the
Traffic Analysis. Street lighting will be installed along the proposed 7th Street elevated structure as
well as intersections to be modified. To be consistent with the Port Area ITS Development Plan, all
traffic signals and traffic control devices within the Port area and on all arterial streets serving the
OAB shall include Intelligent Transportation System (ITS) elements, such as traffic signals
interconnection, Pan/Tilt/Zoom (PTZ) monitoring cameras, transit/signal/emergency vehicle preemption devices, communication infrastructure equipment, and dynamic message signs capable of
connecting to the Port office which may be connected to the Port’s and City’s Traffic Management
Center in the future.
7. RIGHT-OF-WAY
7.1
Right-of-Way Need:
The OAB redevelopment will take place in 360.5-acres of area owned by the Port of Oakland and
City of Oakland. The project site contains truck parking, cargo container storage, maintenance
facilities, rail yards, large warehouses, and vacant land. 7th Street and Maritime Street are located in
City’s right-of-way dedicated for roadway use. The proposed 7th Street re-alignment would encroach
on the existing Distributing U.S. Custom parcel and would impact the existing U.S. Custom building
and facilities (wherein building and facilities relocations would be required). The proposed
1
Design Guidelines for Industrial Track Projects, BNSF Railway Company, December 2011
Clearance Requirements By State and Recommended BNSF Clearance, BNSF Standard Plan, Drawing No. 2509,
Sheet No.2
2
14
realignment of Maritime Street to the west of existing location between the Ports of America Seaport
Cargo Terminal Exit Gates 20-24 and the entrance to Berth 30-32 would encroach into the Port’s
cargo container storage areas for Berths 30-32 and Berth 20-26. Permanent right-of-way easement
and construction easement from Port of Oakland for public roadway would be required at those
locations.
It is anticipated that Navy Roadway will be demolished and the existing Maritime Street will be dead
ended north of 7th Street. The existing right-of-way for Navy Road may be relinquished after the
completion of the project. Right-of-way and easement requirements for all facilities (roadway,
utilities, etc.) will be verified and incorporated into the final design. Existing right-of-way will be
confirmed and propagated into the final design.
7.1
Railroad:
The OIG and UPRR serve freight along their right-of-way within the Port. The OIG is currently
operated and maintained by Burlington Northern-Santa Fe (BNSF). The existing railroad tracks are
located within the project site. Construction work will be performed adjacent to the railway.
Construction staging should be planned in close coordination with the existing railroad operating
facility to minimize potential impacts to operations. A railroad clearance letter may be required to
certify that impacts to the railroad facility, if any, involved with the project have been addressed in
the final design. Any traffic handling or detours beyond the proposed limits of construction should
not impair the operation of the railroad facility.
Potential update to the existing railroad agreements to include the new tail track connections to
existing rail lines is anticipated.
8. UTILITIES
Based on a review of available plans provided by various utility owners, an inventory of existing
utilities located within the vicinity of the project is shown in Table 4.
Table 4: Inventory of Existing Utilities
Description
Water System
Utility
Owner
Size
Location, Direction
EBMUD
8”
7th Street, E-W
16”
7th Street, beginning at Maritime intersection,
delineating to the west, E-W
8”
Between underpass and Maritime Street, Tees off
of 16” and delineates to the north, N-S
8”
At 7th Street/Maritime Street intersection, Tees
off of 16” and delineates to the south, N-S
4”
At 7th Street/Maritime Street intersection, Tees
off of 16” and delineates to the south, N-S
12”
At 7th Street/Maritime Street intersection, Tees
off of 8” and delineates to the south, N-S
Port of Oakland
City of Oakland
15
Description
Utility
Owner
Size
Location, Direction
10”
On 7th Street: between Maritime Street and Navy
Rd, Tees off of 8” and delineates to the south, NS
4”
On 7th Street: between Maritime Street and Navy
Rd, Tees off of 8” and delineates to the south, NS
2”
On 7th Street: between Maritime Street and Navy
Rd, Tees off of 8” and delineates to the south, NS
12”
Navy Road, N-S
16”
On Maritime St. beginning at Navy Rd.,
delineates to the north, N-S
6” & 8”
Partially on Maritime St. beginning at Navy Rd.,
continues off of roadway, delineates to the north
and west.
16”
On Maritime Street, Tees off the 16” line coming
from 7th Street Beginning from the entrance to
the Outer Harbor Terminal and delineating south
– N-S
12”
On Maritime Street, with a cross off the 16” line
coming from Maritime Street south of the
entrance to the Outer Harbor Terminal and
delineating south, E-W
FH
Service
Gas
PG&E
Unknown
Size
Coming from east side of underpass, delineates
E-W north of the 7th Street, enters 7th Street
pavement west of the fuel tanks, delineates west
entering Outer Harbor Terminal area. N-S
3”
On Maritime Street, beginning at wye, start point
unknown, delineates north on Maritime. N-S
On Navy Road, beginning at Tee off of unknown
size gas pipe on 7th Street, delineates north on
Navy Road and then on Maritime Street N-S
4”
Fuel Distribution
6”
On Navy Road, beginning at Tee off of unknown
gas pipe on 7th Street, delineates north on Navy
Road and then on Maritime Street N-S
6”
On Maritime Street, beginning at Tee off of
unknown size gas pipe at 7th Street, delineates
south, located off of the roadway pavement. N-S
8”
Stated as abandoned. Loops east side of the fuel
tank, crosses 7th Street towards south, angles to
the west and enters 7th Street and delineates west
entering Outer Harbor Terminal area. N-S
10”
Begins at fuel tank, crosses 7th Street to the
south, angles to the west, enters Maritime Street
roadway pavement and delineates south on
Maritime Street
Kinder Morgan
16
Description
Utility
Owner
EBMUD
Sanitary Sewer System
Size
12”
Loops east side of the fuel tank, crosses 7th Street
towards the south, angles to the west, enters
Maritime Street roadway pavement and
delineates south on Maritime Street
30”
Coming from east side of underpass, enters 7th
Street roadway pavement at Maritime
intersection, delineates south entering Maritime
Street, continues south o Maritime Street E-W &
N-S
18“
On 7th Street beginning at Maritime Street from
the 30” SS, delineating west towards Navy Road,
the SS pipe changes to 30” at Navy Road.
30”/12”?
On 7th ST, beginning at Navy Road intersection,
from the 18” SS, delineates west on 7th Street,
continues west to Outer Harbor Terminal. E-W
10”
Beginning at SMH, located midpoint between
underpass and Maritime Street, crosses 7th Street
towards north. N-S
14”
Beginning at SMH, located midpoint between
underpass and Maritime Street, crosses 7th Street
towards north. N-S
8”
Tees off of the 18” SS at 7th Street, located in
between Maritime Street and Navy Road,
delineates to the south.
4”
Tees off of the 18” SS at 7th Street, located in
between Maritime Street and Navy Road,
delineates to the south.
12”
Starts off of the SMH (18” SS) at 7th Street,
located in between Maritime Street and Navy
Road, delineates to the NW.
54”/5’x5’
box
culvert”
Coming from east side of underpass, enters 7th
Street roadway pavement at Maritime
intersection, continues west on 7th Street E-W
36” / 48”
On 7th Street, appears to be initiated from east
side of underpass, delineates west., appears to
change from 48” to 36”, continues west on 7th
Street E-W
30”
West of the underpass, SD pipe Tees off of the
5’x5’ box culvert, delineates towards north and
crosses 7th Street north of the fuel tank. N-S
Port of Oakland
City of Oakland
Port of Oakland
Storm Drain System
City of Oakland
Location, Direction
15”
West of the underpass, SD pipe Tees off of the
5’x5’ box culvert, delineates towards north and
crosses 7th Street north of the fuel tank. N-S
30”
At intersection of Maritime Street/7th Street,
Tees off of 48” SD, delineates west on Maritime
Street N-S
15”
On 7th ST immediately east of Navy Rd., Tees
off of 48” SD at 7th Street, crosses 7th Street to
17
Description
Utility
Owner
Size
Location, Direction
the south. N-W
12”
Starting on 7th Street Tees off of 36” SD,
delineates north on Navy Road. N-S
18”/12”
Starting on 7th Street Tees off of 36” SD,
delineates north on Navy Road. N-S
12”
Starting on 7th Street west of Navy Road, Tees
off of 36” SD, delineates north. N-S
30”/24”
On Maritime Street, Starting near the entrance to
Outer Harbor Terminal, Tees off of 5’x5’ box
culvert, continues south on Maritime Street N-S
8”
On Navy Road. N-S
15”
On Navy Road. N-S
24”
Starting at Maritime/Navy Rd., delineates west.
E-W
24”
Starting at Maritime/Navy Rd., delineates west.
E-W
laterals to
DI
Electrical/Power
System
PG&E
OH Lines
On 7th Street, north side of the Street. – E-W
OH Lines
On 7th Street, south side of the Street starting east
of the underpass and then crossing 7th ST> north
of the fuel tank. E-W
UG 12 KV
On 7th Street south side of the street, appear to be
located outside of the roadway prism, crosses
Maritime Street, then appears to be located on
the south side of the roadway within the roadway
pavement. _E-W
Multiple
OH lines
On 7th Street, north side of the street in between
Maritime Street and Navy Road. E-W
OH Lines
On Maritime Street north side of the street, N-S
UG 12KV
On Maritime Street north side of the street,
starting from the entrance to Outer Harbor
Terminal and delineating towards south. Appear
to be outside of the roadway pavement. N-S
OH Line
West of Navy Road. N-S
OH Line
Starting from the intersection of Maritime/Navy
Road and delineating to the NW towards Outer
Harbor Terminal
OH Line
Starting from the substation, delineating to the
north, crossing Maritime ST a wye, then running
along the east side of the street on Maritime
Street
Port of Oakland
18
Utility Conflict
It is anticipated that utilities under the footprint of the proposed 7th Street and West Maritime Street
overpass will be evaluated for potential conflicts with construction. Utility potholding will be
conducted during final design to develop a good understanding of the underground conditions. To
avoid service interruption, new utilities would be installed and be fully operational prior for removal
of existing whenever possible.
9. PERMITS AND APPROVALS
The 2012 IS indentified the potential discretionary regulatory requirements and permits for project
approval and construction. Below is a summary of potential permits, consultation, agreements as well
as the responsible agencies for project consultation and permits approval:
Table 5: List of Potential Regulatory Requirements and Permits
Agency
Local
City of Oakland
Port of Oakland
Alameda County Transportation
Commission (ACTC)
Federal
U.S. Army Corps of Engineers
(ACOE)
Federal Railroad Administration
Federal Aviation Administration
Environmental Protection Agency (EPA)
National Maritime Fisheries Service
(NMFS)
Federal Highway Administration (FHWA)
United States Department of Transportation
(U.S. DOT)
United States Fish and Wildlife Service
(FWS)
Western Area Power Administration
(WAPA)
State and Regional
Permits, Approvals, Consultation Regulatory Trigger













Development Agreement (DA)
Planned Unit Development (PUD)
Subdivision Map
Conditional Use Permit (CUP)
Demolition Permits
Encroachment Permits
Excavation Permits
Grading Permits
P-Job Permit
Other Various Building-Related Permits
Possible clarifying General Plan amendment and rezoning
Lease Disposition and Development and Franchise Agreement (LDDA)
Possible City and Port land exchanges
 Development Permit for any improvements in the Port Area, as defined in
the City Charter
 Possible City and Port land exchanges
Funding and oversight
 Section 404 Permit (Clean Water Act) for grading and excavation in
certain areas of the site
 Section 404 (Clean Water Act) and Section 10 of the Rivers and Harbors
Act of 1899 for berth maintenance dredging at proposed bulk terminal
 Wetland delineation and possible permits
Inspection
Notice of Proposed Construction or Alterations (required for cranes or
structures that my affect navigable airspace)
Oversight
Consultation for ACOE permits
Funding and oversight
Funding and oversight
Consultation for ACOE permits
Consultation and agreements
19
California Department of Fish and Game
(CDFG)
SF Bay Conservation
and Development Commission
(BCDC)
State Department of Transportation
(Caltrans)
California Public Utilities Commission
Regional Water Quality Control Board –
San Francisco
(RWQCB)
State Lands Commission (SLC)
California Department of
Toxic Substances Control
(DTSC)
Bay Area Air Quality Management District
(BAAQMD)
East Bay Municipal Utilities District
(EBMUD)
Pacific Gas and Electric
(PGE)
American Telegraph and Telephone
(AT&T)
California Transportation Commission
(CTC)
California Air Resources Board (ARB)
Metropolitan Transportation Commission
(MTC)
Bay Area Rapid Transit (BART)
Bay Area Toll Authority (BATA)
Other
City and County of San Francisco
Union Pacific, BNSF & OTR (private)
 Review under CEQA pertaining to potential effects to state protected
species
 Consultation on possible state regulatory permits
 Permit for any activity within BCDC jurisdictional area (normally 100
feet inland from mean high water level or edge of wharf), including
dredging
 Review of Seaport Plan and potential amendments
 Review BCDC Bay Plan and proposed improvements
 Review under CEQA pertaining to potential effects to State transportation
facilities and obtaining grant funds for infrastructure
Rail at-grade crossings
 Stormwater Pollution Prevention Plan (SWPPP)
 Municipal Separate Stormwater Program Phase II (MS4) (administered
by the RWQCB and EPA)
 National Pollution Discharge Elimination System Permit (Waste
Discharge Requirements – WDR’s)
 Discharge of treated ground water (if required)
 Effects to surface water quality from discharge of site run-off
 General Permit for construction on site of 5 acres or more
 Authorizations for discharges of fill and dredged material under Clean
Water Act Section 401 and the Porter-Cologne Water Quality Control Act
 Wetland delineation and possible permits
 Compliance with 2006 Tidelands Trust Exchange Agreement restrictions
 Possible approval of City-Port Tidelands Trust land exchange
 Comply and/or modify Remedial Action Plan (RAP) and accompanying
Risk Management Plan (RMP), Consent Agreement, FOSET, oversee
post-compliance remediation program
 Demolition permits, stationary source permits
 Confirmation of 2002 Water Supply Assessment per CEQA Guidelines
 Consultation/coordination regarding water infrastructure planning
 Consultation regarding connections to main lines, electric service
Agreements, design and approval
Oversight and funding
Consultation
Oversight and funding
 Permit to enter
 Construction Permit
Consultation and oversight
Possible consultation regarding impacts to power lines (from Davis
Substation to Treasure Island)
Consultations/coordination and possible agreements for relocating and
connections to rail lines and new crossings
Source: 2012 Oakland Army Base Project IS, LSA Associates, Inc., May 2012.
10. STAKEHOLDER
The Port of Oakland has been working in partnership with City of Oakland and others to advance this
project. The project will cause temporary and permanent impact to the existing the Port facilities.
Traffic circulation and access to parcels near the proposed 7th Street overpass would also be modified.
As part of the planning process the Port has been educating their tenants of the potential for
interruptions during construction. Formal public outreach is anticipated during subsequent stages to
further inform the Port’s tenants, businesses and local communities of the project. The project is in
20
the early planning phase (there was no formal stakeholders’ meetings performed up to the present
time). It is anticipated that opportunities for project stakeholders’ involvement will be provided as the
project progresses. Key stakeholders for this project include the following organizations:

Port of Oakland

UPRR

BNSF

BARTD

Oakland Public Works Agency

Kinder Morgan

Caltrans

Alameda County Transportation Commission (ACTC)

Federal Highway Administration (FHWA)

Utility companies (PG&E [Pacific Gas and Electric Company], EBMUD [East Bay
Municipal Utility District], AT&T)

City of Oakland Economic Development Agency (formerly OBRA)

Environmental Agencies (RWQCB, DTSC)

Port tenants and terminal operators

Metropolitan Transportation Commission (MTC)

West Oakland Community Group
11. DESIGN CODES, REGULATIONS, AND STANDARDS
The following subsections documents the design standards and criteria that will be used to develop
detailed engineering design for various disciplines. The criteria listed below are guiding principles to
achieve consistent work products. One should check for any updates to these standards and criteria as
the project progresses.
10.1
Civil
The Civil design of the project will consist of geometric design, grading, utilities, pavement design,
and signing and striping for local streets and access roads within the Port’s facilities. Civil design
shall conform to the standards established by the City of Oakland, and supplemented by the Caltrans’
Highway Design Manual (HDM) and American Association of State Highway and Transportation
Officials’ (AASHTO) A Policy on Geometric Design of Highways and Streets (Green Book) based on
the following functional classification of streets and design speed:
Table 6: Street Functional Classifications and Design Speed
Design
Functional Classifications
Maritime Street
Urban Arterial Street
21
Design Speed
Posted Speed Limit
35 mph
30 mph
7th Street
Urban Arterial Street
35 mph
30 mph
Middle Harbor Road
Urban Arterial Street
35 mph
30 mph
Minimum design speeds conform to Index 101.1 and 101.2 of HDM per functional classifications of the facility listed
above.
Where the local facility connects to or crosses over or under the railroad corridor, the design standard
shall conform to the railroad agency’s standard. If the local agency’s standards exceed the railroad
standards, local agency standards shall apply.
Geometric Design
Geometric design shall conform to the standards provided in the Caltrans Highway Design Manual.
The tables below summarize the geometric design criteria:
Horizontal Roadway Alignments:
Minimum Radius of Horizontal Curve Radius:
(Design Speed = 35 mph)
400’
Roadway Profiles:
Minimum Stopping Sight Distance:
Minimum Length of Crest Vertical Curve (VC):
250 feet (Design Speed = 35 mph)
Per HDM Figure 201.4
Minimum length of Sag Vertical Curve (VC):
Maximum Superelevation Rate:
Per HDM Figure 201.5
4% (urban street less than 35 mph)
6% (urban street between 35-45 mph)
5%
Maximum Longitudinal Slope:
Roadway cross sections:
Traveled Lane:
Left- or Right-Turn Lane:
Sidewalk:
Pedestrian and Bicycle Multi-use Path: 
12’
Conform to STAA truck turning template
6’
10’
Note: Pedestrian and bicycle shared use path shall be separated from traveled lane by a physical barrier.
Cross Slopes:
Bridge Deck:
Approach Roadway:
Sidewalk:
Multi-use Path:
Side Slope:
2%
2% to 4%
2% Max
2% Max and Varies
2:1 Max
Horizontal and Vertical Clearances:
Horizontal Clearances to Railroad Tracks:
(From Center of Track to Face of Bridge Abutment or Pier)
Vertical Clearance over Tracks:
(From Top of Rail to Bottom of Bridge Structure)
Vertical Clearance over Local Streets:
Traveled Way
22
18’
23’-0”
15’
Shoulders
Minimum Clearance to Roadside Fixed Objects
14’-6”
4’ (without curb)
1’-6” (with curb)
Design Vehicles:
Design Vehicle Turning Template:
STAA - Standard Truck
per HDM Figure 404.5
Driveway:
Driveway design shall conform to Standard Details for Public Works Construction, City of Oakland
Public Work Bureau of Engineering and Construction Engineering Design Division.
Roadway Intersection and Lane Configurations:
Design of roadway and intersection shall be based on the intersection lane configurations
recommended by the Traffic Analysis prepared for the project. Roadway should be designed to
accommodate the design year peak hour traffic volumes to operate at a predetermined LOS.
Intersection curb ramp design shall conform to the Standards Details for Street Improvements, City of
Oakland Public Work Bureau of Engineering and Construction Engineering Design Division.
Roadside Signs and Pavement Delineation
The California Manual on Uniform Traffic Control Devices (CA MUTCD) established uniform
standards and specifications for traffic control devices in California and shall be used as guideline for
design of roadside signs and traffic striping and markings. The CA MUTCD supplemented by the
pavement markers, traffic striping and pavement markings details shown in the Caltrans Standard
Plans provide the guiding principles for signing and striping design.
Sign installation shall conform to Standard Details for Traffic, City of Oakland Public Work Bureau
of Engineering and Construction Engineering Design Division.
Pavement Design
The modified access of the 7th Street GSP will be the Port’s main entry into the marine container
terminals. An estimated 40 percent of the Port’s vehicular traffic will pass through this corridor.
Constructing this gateway into the Port as a low-maintenance facility will minimize or eliminate
facility downtime and minimize traffic impacts.
For Annual Average Daily Traffic (AADT) less than 150,000 vehicle per day and Annual Average
Daily Truck Traffic less than 15,000 vehicle per day, Caltrans Highway Design Manual recommends
the minimum pavement design life for new construction or reconstruction projects be 20 or 40 years.
The selection of design life and pavement types (ridge, flexible and composite) is dependent on the
characteristics of the roadway, the objective of the project, soil characteristics and the projected
traffic volume and loading. Pavement construction and maintenance program shall be determined
through a Life-Cycle Cost Analysis (LCCA) when the truck traffic information for pavement
engineering (such as projected volume, axle classification, axle configurations, axle loadings)
becomes available.
Groundwater is encountered at approximately 3 to 4 feet below existing ground surface. Due to the
presence of BART structures and foundations, and undesirable ground water and subsurface soil
conditions, the subject pavement LCCA shall take into consideration for a pavement sections that
minimize existing structure impacts while providing the required pavement stability.
23
10.2
Architectural
The architectural design of the proposed 7th Street Overpass, including bridges, retaining walls and
abutment walls will be an iterative process. It will be developed through on-going discussion with the
project’s stakeholders. The aesthetic design of the proposed 7th Street Overpass will be visually
compatible with its surrounding.
10.3
Structures
The following general design criteria for the bridges are proposed.
Design Codes:
Overheads shall be designed in accordance with American Association of State Highway and
Transportation Officials – Load and Resistance Factor Design (AASHTO LRFD), Bridge Design
Specifications, 2012 6th Edition with California Amendments. The Caltrans Seismic Design Criteria
Version 1.7 shall be used and will supersede provisions for seismic design, analysis and detailing of
bridges contained in the AASHTO LRFD Bridge Design Specifications.
Underpasses shall be designed in accordance with the American Railway Engineering and
Maintenance-of-Way Association (AREMA) Manual for Railway Engineering. The UPRR
Engineering Standards, Guidelines for Design and Construction of Grade Separation Underpass
Structures and the BNSF Guidelines for Design and Construction of Grade Separation Structures
shall also be followed.
Dead Load:
Assumed unfactored unit weight of concrete including reinforcement shall be 150 pounds per cubic
foot. For the underpasses, the dead load shall include 30 inches of ballast with tie weight and 200
pounds per foot for track weight. For the overheads, the dead load shall include 35 psf for future
wearing surface.
Live Loading:
For the overheads, HL-93 design vehicular live loading and California P-15 long deck trucks shall be
used. For the underpasses, Cooper E-80 with impact shall be used.
Seismic Loading:
For the overheads, an appropriate Caltrans Seismic Design Criteria Acceleration Response Spectra
(ARS) curve (for a specific soil profile, earthquake magnitude and peak rock acceleration) shall be
used, augmented with pertinent provisions of Bridge Design Specifications and Caltrans Memos-toDesigners. For the underpasses, the AREMA three-level earthquake shall be used.
10.4
Utilities
Utility protection, relocation and installation shall be in conformance with the latest technical
specifications and practices of the City of Oakland and the respective utility owners. Section 8 –
Utilities of this Memorandum describes the existing utilities located within the vicinity of the project
area.
10.5
Drainage
The City of Oakland’s Storm Drainage Guidelines provide the procedures and practices for hydrology
and hydraulic design of drainage facilities. The guidelines were developed based on the Hydrology
and Hydraulics Manual published by the Alameda County Flood Control and Water Conversation
District and shall be used for the design of the drainage facilities for the project. The Drainage
Standard Details established by the City of Oakland Public Work Bureau of Engineering and
24
Construction Engineering Design Division provide the standard drainage inlet, manhole and
structures that can be applied for the project.
Base on the Federal Emergency Management Agency’s (FEMA) Flood Insurance Rate Map (FIRM),
the project site is located in Zone X – areas determined to be outside of 0.2% annual chance (or 500 year) floodplain and Zone D – areas in which flood hazards are undermined, but possible.
For drainage areas outside of the FEMA 100-year flood plan, the City of Oakland Storm Drainage
Design Guidelines (July 2006) specifies that the design storm frequencies shall be 10-year for
secondary facilities1 and 25-year for primary facilities2. The design tailwater elevation for secondary
and primary facilities shall be the water surface elevation of the receiving waterway.
For additional drainage added to the railroad right-of-way, a hydrology study using the 50-year and
100-year water surface elevations for both the existing and proposed conditions is required for
railroad owned or maintained track.
10.6
Traffic Control and Lighting
The proposed 10% design work will not include new traffic signal design and traffic signal
modification in the vicinity of the project. Any proposed traffic signal design will comply with the
latest version of the California Manual on Uniform Traffic Control Devices (California MUTCD), the
Caltrans Standard Plans, and the City of Oakland design standards.
The traffic signal design will accommodate truck, passenger car, bicycle and pedestrian movements.
Any signal timing and phasing changes will be coordinated with the Port of Oakland and the City of
Oakland. Below is list of locations that will need traffic signal design. Other locations may be
included as needed in the design process.

7th Street and Maritime Street (traffic signal modification)

7th Street and Maritime Street Grade Separation (new traffic signal)
Roadway lighting will be designed to Street Light Standard Details per City of Oakland Public Work
Bureau of Engineering and Construction Engineering Design Division, Caltrans Standard Plans and
will conform to Illuminating Engineering Society (IES) standards.
12. FUNDING
The projects will be funded in the following manner:
Table 7: Project Costs
Project
7th Street
Grade
Separation
Total Project
Costs
(in Million)*
176
1
Secondary facilities are drainage-facilities or waterways with tributaries areas less than 50 acres. This include
majority of the City’s drainage conduits. (Source: City of Oakland Storm Drainage Design Guidelines, July 2006)
2
Primary facilities are waterways and drainage facilities with tributary areas between 50 acres and 25 square miles.
These facilities mostly consist of creeks and larger improved waterways and drainage facilities. Many of these
facilities are owned and maintained by the Alameda County Flood Control District. (Source: City of Oakland Storm
Drainage Design Guidelines, July 2006)
25
* Cost is escalated to 2019 dollars
13. SCHEDULE
Table 2: Project Schedule for Major Milestones
Scheduled Delivery Date
Project Milestones
Preliminary Engineering/Environmental
Final Design (PS&E)
Right-of-Way
Construction
01/15 – 09/15
10/15 –09/16
10/15 – 09/16
10/16 –09/19
14. PROJECT PERSONNEL
Alameda County Transportation Commission
Chwen Siripocanont, PE, TE, Program Manager
PTOE
Port of Oakland
Imee Osantowski, PE
Thanh Vuong, PE
Principal Maritime Engineer
Port Supervising Engineer
Consultant Team
Francis Lo, PE
BayPac Consulting, Project Oversight
Thomas A. Ward, PE/SE, D.PE Parsons Brinckerhoff, Project Manager
Brady Nadell, PE
Parsons Brinckerhoff, Deputy Project Manager
26
(408) 796-3171
(510) 627-1479
(510) 627-1266
(510) 517-3680
(510) 285-3372
(510) 541-7767
ATTACHMENT A
Port of Oakland MAPSS – Project Site Constraints
A
PORT OF OAKLAND MAPSSPROJECT SITE CONSTRAINTS
M
AR
IT
IM
ES
TR
EE
T
PORTS AMERICA
OUTER HARBOR
CONTAINER
TERMINAL
ES
9
SF
D
AN
LIN
BN
NA
VY
RO
AD
W
AY
UP
R
L
AI
2
1
10
6
3
4
7TH ST
7
REET
880
8
5
JOINT INTERNATIONAL
RAIL TERMINAL JIT
OAD
MIDDLE
HAR B OR R
N
SITE CONSTRAINTS
LEGEND
1
Existing BNSF OIG Rail lines
6
Future Lift Station
Area of High Sensitivity (Do Not Disturb)
2
BART Portal and Tunnel
7
Kinder Morgan Jet Fuel Station
Area of Medium Sensitivity (Try Hard Not to Disturb)
3
Disturbing U.S. Custom
8
Existing UPRR/OIG Railroad Underpass
Area of Medium to Low Sensitivity (Prefer Not to Disturb)
4
PG&E Substation (Davis and Cuthberston)
9
Radiation Portal Monitor (RPM)
Area of Low Sensitivity (O.K. to Disturb)
5
Existing BNSF OIG Rail Crossing
10
BART Aerial Structure
DRAFT 03-05-2015
ATTACHMENT B
Roadway Typical Cross Sections
B
7th St
TYPICAL CROSS SECTIONS
SCALE: NTS
X-4
7th St
7th St
TYPICAL CROSS SECTIONS
SCALE: NTS
X-3
MARITIME ST
NB ON RAMP
MARITIME EXISTING
TYPICAL CROSS SECTIONS
SCALE: NTS
X-1
MARITIME EXISTING
MARITIME ST
TYPICAL CROSS SECTIONS
SCALE: NTS
X-2