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Chapter 5: Rail Services and Facilities

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Chapter 5: Rail Services and Facilities 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: 120 Estimated Freight Future Train Passenger 100 Volumes Through West 80 Berkeley 60 Total Trains 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. W E S T B E R K E L E Y C I R C U L A T I O N M A S T E R P L A N R E P O R T 5 - 1 EXISTING CONDITIONS REPORT 5. RAIL SERVICES AND FACILITIES 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. W E S T B E R K E L E Y C I R C U L A T I O N M A S T E R P L A N R E P O R T 5 - 2 EXISTING CONDITIONS REPORT 5. RAIL SERVICES AND FACILITIES 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 W E S T B E R K E L E Y C I R C U L A T I O N M A S T E R P L A N R E P O R T 5 - 3 EXISTING CONDITIONS REPORT 5. RAIL SERVICES AND FACILITIES 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, W E S T B E R K E L E Y C I R C U L A T I O N M A S T E R P L A N R E P O R T 5 - 4 EXISTING CONDITIONS REPORT 5. RAIL SERVICES AND FACILITIES 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. W E S T B E R K E L E Y C I R C U L A T I O N M A S T E R P L A N R E P O R T 5 - 5 .
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