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0 IL . I . The existing curb ramps on all four corners should be evaluated to determine if they meet current III B ADA standards. Consideration should be given to upgrading any ramps that do not meet the standard It 1 so that the final design (signals, ramps, crosswalks, etc.) will be compliant with current ADA standards. At a minimum, truncated dome panels should be installed at each pedestrian ramp. . There are existing traffic signal poles, sign posts, and a drainage inlet located near the northeast corner of the intersection. It is possible that these elements may need to be relocated or replaced as part of the final design. I -680 Southbound Bernal Avenue Ramps r \ For the I -680 SB Bernal Avenue ramps, there is an f .� T p f ' rti 4 1 existing analysis that shows the need for a second westbound left turn lane on Bernal Avenue to SB I- i • r: r 680. The new turn lane would be provided by AO ilaill i1/4 \ I converting the westbound left -most through lane on : I • • 01, � �•' , Bernal Avenue to a trap lane for left turns. To , r ., accommodate the dual left turn, an additional �,. r - t- \ • AIM receiving lane would be added to the southbound r r • ,` on -ramp, and eastbound right turn traffic on Bernal Avenue at the I -680 southbound ramps would be `` required to yield to traffic from the dual left turn . t lanes. The purpose of the design is to provide more p\. ' ° -,' queuing space for left turns onto the freeway and '•, ® .. • improve the level of service. Without the subject i . } improvements, according to level of service , calculations under cumulative conditions (with the ' } • intizido planned Safeway development on the Bernal -< ®� +' "'� property), the intersection is projected to operate at '""�" LOS C during the worst peak hour. The traffic signal at the I -680 southbound ramps was recently installed and, based on field observations, appears to be consistent with current design practices. Opportunities The intersection level of service would be improved by constructing dual left turn lanes onto the SB on- ramp. During the AM peak hour under cumulative conditions, it is projected that there would be nearly 1,000 westbound left turns at the subject location. There would be only 580 AM peak hour westbound through trips on Bernal Avenue at the SB ramps. Thus, the proposed improvement would make better use of the existing available right of way and relieve vehicle queue spillback from the subject westbound left turn pocket through the I -680 NB ramps intersection located directly to the east. Key Issues and Design Approach • The current right -most westbound through lane on Bernal • Avenue at the I -680 SB ramps leads to a right turn trap '^ lane into an adjacent neighborhood. The design provided . i• • f F by the original Geometric Feasibility Study Technical Memo ,a'`, does not show striping modifications in this area. 2 • However, the right turn trap lane on Bernal Avenue after I, the subject intersection would need to be eliminated and a transition provided before the newly improved intersection Gia at Meadowlark Drive.