Hayward City Council
May 3, 2022

DATE: May 3, 2022

TO: Mayor and City Council

FROM: Director of Public Works

SUBJECT Proposed Traffic Impact Fee and Nexus

RECOMMENDATION

That the Council reviews and provides feedback on the proposed Traffic Impact Fee recommendations.

SUMMARY

A traffic impact fee (TIF) is a one-time fee imposed on new development projects to help mitigate the cumulative transportation impacts of development growth. As importantly, a TIF will bring much-needed certainty to Hayward’s development process at the onset of the application.

TIFs imposed on new development are based on the concept that traffic generated by the proposed development will cause a nearby traffic deficiency, such as an intersection exceeding a specific level of service or capacity. A TIF does not replace any transportation analysis requirements imposed by the California Environmental Quality Act (CEQA). Also, while a TIF addresses cumulative impacts of all future development projects, it does not address specific or direct impacts from a proposed development. As a result, in some cases, a Local Transportation Analysis (LTA) may still be necessary.

Traffic consultants TJKM prepared the Multimodal Improvement Plan and TIF Nexus Study (Nexus Study) (Attachment II) that identifies locations of future traffic deficiencies as a result of future development, develops mitigations to these deficiencies, calculates total cost of capital improvements required to implement the mitigations, and provides a calculated maximum allowable traffic fee that would be legally defensible based on projected cumulative traffic impact from different development types.

To ensure that the City’s proposed TIF rates are reasonable and will not impact the City’s competitiveness and the desirable development in the City, the City retained economic consultants, Community Attributes, Inc. (CAI), to review the Nexus Study and assist the City in developing recommendations for adopting appropriate fees. The goals were for the proposed fees to be below the maximum allowable, based on current economic conditions and development feasibility and to maintain competitive overall development fees when compared to surrounding jurisdictions.

Council Infrastructure Committee. On February 23, 2022, staff presented the TIF recommendations to the Council Infrastructure Committee (CIC) for review and feedback.

The CIC expressed support for staff’s recommendation and also suggested additional public outreach and coordination with transit agency partners. In response to CIC guidance, staff scheduled outreach meetings with the Chamber of Commerce and conducted one additional stakeholder meeting, which was held on March 31, 2022. Staff also met with representatives from AC Transit to discuss the inclusion of transit projects to the list that could be funded by the TIF. Many of the projects identified by AC Transit and City staff have been included in the approved project list, which resulted in a nominal increase in the amount of the traffic impact fees.

Planning Commission. On April 14, 2022, staff presented the TIF recommendations to the Planning Commission for review and feedback. The Planning Commission expressed support for staff’s recommendations but asked questions about the reduction of the single-family residential fee and whether it should be increased. Additionally, the Planning Commission expressed interest in whether the TIF ordinance includes provisions regarding credits to developers for grandfathered changes or for developers who opt to pay to build improvements rather than paying the TIF.

As a result of the feedback received during the outreach processes, staff recommends that the Council adopts the TIF at the maximum allowable rates identified in the Nexus Study, but levy the fees according to the following:

1. Reduce residential developments by 70% and non-residential developments by 30% below the maximum allowable TIF.
o It was determined that these reductions will ensure that the City maintains development feasibility while offering competitive rates with surrounding cities.

2. Reduce the fee for multi-family, retail, and office developments by 100%. o These land uses were hit the hardest by the pandemic and are still recovering; additionally, CAI prepared a financial feasibility analysis that demonstrated that a TIF at this time may disincentivize development of these land uses in the City. As a result, staff recommends reducing the proposed traffic impact fees for these land uses by 100% to allow more time for these types of development to recover from the pandemic. The reduction of these fees will be revisited after a three (3) year monitoring period.

3. Include an automatic annual construction inflation index adjustment. o The cost of construction materials normally increases annually due to inflation – an issue that contractors faced even prior to the pandemic. Building materials supply chains have been interrupted and labor has become scarce increasing the magnitude of construction inflation costs due to the pandemic. It is typical practice for local jurisdictions to adjust fees annually based on the California Construction Cost Index for the San Francisco Bay Area published by the Engineering News Record.

4. Revisit TIF reductions in the Master Fee Schedule after three (3) years. o Three years seems like the appropriate amount of time to revisit the TIF program as to whether the reductions should be extended or modified. The reductions may be adjusted due to changes in proposed improvements and traffic patterns that

are expected to change in the upcoming years from employers allowing employees to telecommute.

A summary of staff recommendations is presented in the table below and codified in the draft Ordinance in Attachment III.

Land Use
Category
Maximum
Allowable
Reduction
from
Maximum
Allowable

Recommended
Fee

Feasibility

100% Reduction
Single Family
Residence / Unit $11,584 70% $3,475 Marginal No
Multi-Family
Residence / Unit $7,761 100% - Marginal Yes, for development feasibility purposes
Retail/ KSF* $19,460 100% - Challenged Yes, for development feasibility purposes
Office / KSF $16,449 100% - Challenged Yes, for development feasibility purposes
General
Industrial / KSF $4,633 30% $3,243 Promising No
Distribution or
e-commerce /
KSF
$8,224 30% $5,757 Promising No
*ksf is one thousand square feet

The Council Work Session is the culmination of a series of meetings related to the TIF as summarized:

1. February 9, 2022: Stakeholder Meeting #1 to introduce the proposed TIF and solicit feedback from the business/broker/development communities.

2. February 23, 2022: CIC review and comment.

3. March 31, 2022: Stakeholder Meeting #2 to solicit feedback from the business/broker/development communities.

4. April 14, 2022: Planning Commission

5. May 3, 2022: Council Work Session

Following this work session, staff will address Council feedback and finalize the Nexus Study and Ordinance for Council consideration at a public hearing tentatively scheduled for Tuesday, May 17, 2022.

BACKGROUND

The Mitigation Fee Act authorizes a local agency to establish, increase, or impose various fees as a condition of approval of a development project, if specified requirements are met. A TIF is a one-time fee imposed on new development projects to help mitigate the cumulative transportation impacts of development growth. As importantly, a TIF will bring much-needed certainty to the City’s development process at the onset of the application process.

Unlike most Bay Area cities, the City does not currently have a TIF, or other private funding mechanism dedicated solely to transportation improvements. Hayward is the only city in Alameda County, besides Albany (population of less than 20,000 people) and Piedmont (population of less than 11,500 people) with no TIF, meaning that Hayward is left with the responsibility of mitigating future traffic impacts generated by developments.

TIFs imposed on new developments are linked to the concept that traffic generated by the proposed development will cause a nearby traffic deficiency, such as an intersection exceeding a specific level of service or capacity. A TIF does not replace any transportation analysis requirements imposed by CEQA and while a TIF addresses cumulative impacts of all future development projects, it does not address specific or direct impacts from a proposed development. As a result, in some cases, a LTA may still be necessary.

On July 21, 2015, the City executed a Professional Services Agreement with Traffic Consultants TJKM to conduct the Multimodal Improvement Plan and TIF Nexus Study. TJKM prepared the Nexus Study (Attachment II) that identifies locations of future traffic deficiencies because of future development, develops mitigations to these deficiencies, calculates total cost of capital improvements required to implement the mitigations, and provides a calculated maximum allowable traffic fee that would be legally defensible based on projected cumulative traffic impact from different development types.

A TIF should not be viewed as a deterrent to development activities. On October 20, 2020, four development experts presented a work session item to Council on Covid-19 Trends and Impacts on the Real Estate Market. Jason Ovadia, Industrial Development expert, states that TIFs are funding mechanisms cities can use to offset the transportation and infrastructure degradation from the significant increase in traffic generated by new industrial developments and provide for greater upfront certainty for developers in the development review process. A key factor that affects the feasibility of impact fees is the presence of a strong local economy and the financial feasibility of specific land uses. The supply and demand for developable land must be sufficient to absorb the added expense of impact fees.

To ensure that the City’s fees are reasonable and would not adversely impact needed developments in the City, after the completion of the Nexus Study in Summer 2021, the City executed a professional services agreement with economic consultants CAI. CAI reviewed the Nexus Study and assisted the City in developing recommendations for adopting appropriate fee levels based on current development feasibility and on maintaining competitive overall development fees compared to surrounding jurisdictions.

AB 602 recently amended the Mitigation Fee Act to require any nexus study adopted after July 1, 2022 to calculate impact fees on housing developments based on square footage, instead of per unit, of proposed residential development. If the Nexus Studyis not adopted by July 1, 2022, the Nexus Study will have to be updated to reflect the AB 602 fee methodology. If the Nexus Study is adopted after July 1, 2022, Council would be required to make specific findings to justify not basing residential impact fees per square footage, as AB 602 requires, and justify continuing to charge residential impact fees per unit.

DISCUSSION

The Nexus Study prepared by Traffic consultants TJKM identifies locations of future traffic deficiencies generated by future development, develops mitigations to these deficiencies, calculates total cost of capital improvements required to implement the mitigations, and provides a calculated maximum allowable traffic fee that would be legally defensible based on projected cumulative traffic impact from different development types. The Nexus Study identifies maximum allowable traffic fees for eighteen different land use categories.

CAI researched traffic and overall development impact fees from neighboring jurisdictions and provided staff with valuable information for determining the most appropriate recommended fee amount for the TIF. The number and type of land use categories for the TIF vary widely across jurisdictions. Based on review of neighboring jurisdictions, staff narrowed down the eighteen land use categories identified in the Nexus Study to the proposed recommended six land use categories: single-family residential, multi-family residential, retail, office, general industrial, and distribution/e-commerce.

After determining Hayward’s TIF land use categories, CAI studied the feasibility of these six development types. The findings and results of this feasibility study are summarized in Table 1.

Table 1. Development Feasibility Study
Land Use
Category Feasibility Findings Result
Recommend
100%
Reduction?
Single-Family
Residential
Despite strong sales prices, high development and
land costs are challenges; some townhouse
development, suggesting that deals are possible.

Strong regional demand for housing creates
opportunities for Hayward.

Marginal No
Multi-Family
Residential
Some multi-family development has occurred in
recent years, though this product is challenged by
lease rates that decreased during the pandemic
and higher rates of vacancy and credit loss due in
part to ongoing eviction moratoria. Given strong
regional demand for housing and the prospect that
lease rates rebound to pre-pandemic levels, the
longer-term prospects for multi-family
development are positive.

Marginal Yes
Retail
Brick and mortar retail faces an uncertain future
coming out of the pandemic and achievable lease
rates in Hayward generally do not support new
construction. Some retail anchors, such as CVS,
have adapted in ways that make t hem more
feasible. This trend also affects restaurants, though
housing growth will support incremental additions
to the retail and restaurant inventory.

Challenged Yes

CAI compared traffic impact fees and total cumulative impact fees with selected neighboring cities that are similar in size and location. The following figures show the TIF and cumulative impact fee comparisons with the local cities of Alameda, Concord, Cupertino, Daly City, Fremont, San Leandro, Sunnyvale, and Union City, to Hayward’s cumulative impact fee using the maximum allowable TIF, Hayward’s cumulative impact fee using the recommended fee, and Hayward’s current cumulative impact fee with no TIF.

Single Family Residential Uses. The cumulative impact fee comparison for single-family residential development for each jurisdiction is shown in Figure 1 and ranks fees from highest to lowest. For single-family residential development, three different fee scenarios are used: Hayward’s cumulative impact fee using the maximum allowable TIF; Hayward’s cumulative impact fee using the recommended fee with 70% reduction; and Hayward’s current cumulative impact fee with no TIF. As noted in Figure 1, the Hayward recommended rate seems appropriate given the “marginal” feasibility of this land use, based on the CAI feasibility analysis.

Figure 1. Single-Family Residential Impact Fee Comparison Office
The market for office in Hayward is weak and lease
rates generally do not support new construction; to
that extent that any demand for commercial office
exists in Hayward, it is likely to be for medical office in or around the BART stations.

Challenged Yes
General
Industrial
Extremely strong regional demand and Hayward's
central location support project feasibility and
modeling shows positive residual land value
Promising No
Distribution/E-
commerce
Extremely strong regional demand and Hayward's
central location support project feasibility and
modeling shows positive residual land value
Promising No

Multi-Family Residential Uses. For multi-family residential uses, staff recommends reducing the impact fees by 100% at this time, given the challenges facing this development type due to the economic impacts of the pandemic. Considering California’s housing crisis, it would also be in the City’s best interest to avoid disincentivizing high-density development and affordable housing at this time. For multi-family residential development, two different fee scenarios are used: Hayward’s cumulative impact fee using the maximum allowable TIF and Hayward’s current and recommended cumulative impact fee with no TIF. These two scenarios rank sixth and seventh highest, respectively, out of nine comparison jurisdictions in Figure 2.

Figure 2. Multi-Family Residential Impact Fee Comparison

Retail Uses. Retail has been one of the businesses hit hardest by pandemic restrictions.

Reduced economic activity results in less demand for new commercial retail space, and ambiguity about future recovery further dampens investment. To allow more time for retail businesses to recover from the impacts of the pandemic, staff recommends reducing the TIF by 100% for retail development for three years until the TIF reductions are revisited. For retail development, Hayward’s cumulative impact fee using the maximum allowable TIF and Hayward’s recommended and current cumulative impact fee, with no TIF, rank third and last respectively when compared to the other jurisdictions as shown in Figure 3.

Figure 3. Retail Impact Fee Comparison

Office Uses. Like retail development, office development has been substantially impacted by the pandemic. For the first 16 months of the pandemic, non-essential employees were ordered to telecommute, resulting in a decrease in demand for office space. As restrictions were lifted, many employers continued to allow employees to telecommute either part-time or full-time. While office development may increase over the long-term, the short-term outlook remains weak. For these reasons, staff recommends reducing the TIF by 100% for three years to allow more time for the commercial office market to stabilize. For office development, Hayward’s cumulative impact fee using the maximum allowable TIF and Hayward’s recommended and current cumulative impact fee with no TIF rank fourth and last respectively when compared to the other jurisdictions as shown in Figure 4.

Figure 4. Office Impact Fee Comparison

General Industrial Uses. Unlike residential, retail, and office development, the industrial sector has not experienced a decrease in demand. Extremely strong regional demand and the City’s central location further support industrial development feasibility as modeling shows positive residual land value. For general industrial development, Hayward’s cumulative impact fee using the maximum allowable TIF, Hayward’s recommended traffic impact fee at a 30% reduction, and Hayward’s current cumulative impact fee with no TIF rank fifth, seventh, and last respectively when compared to the other jurisdictions, as shown in Figure 5.

Figure 5. General Industrial Impact Fee Comparison

Distribution and E-Commerce Uses. Like general industrial development, the distribution and e-commerce economy has experienced a dramatic increase in demand. Extremely strong regional demand and the City’s central location support industrial development feasibility and the modeling shows positive residual land value. For distribution/e-commerce development, Hayward’s cumulative impact fee using the maximum allowable TIF, Hayward’s recommended impact fee at a 30% reduction, and Hayward’s current cumulative impact fee with no TIF rank fourth, sixth, and last respectively when compared to other jurisdictions as shown in Figure 6 below.

Figure 6. Distribution/E-commerce Impact Fee Comparison

Conclusions. As detailed above, staff is recommending the TIF be adopted at the maximum allowable rates identified in the Nexus Study, but levy the fees for the following land uses as follows:

1. Reduce residential developments by 70% and non-residential developments by 30% below the maximum allowable TIF.

 It was determined that these reductions ensure that the City maintains development feasibility while offering competitive rates with surrounding cities.

2. Reduce the fee for multi-family, retail, and office developments by 100%.

 These land uses were hit the hardest from the pandemic and are still recovering; additionally, CAI prepared a financial feasibility analysis that demonstrated that a traffic impact fee at this time may disincentivize development of these land uses in the City. As a result, it is recommended to reduce the TIFs for these land uses by 100% to allow more time for these types of development to recover from the pandemic. The reduction of these development types will be revisited after a three (3) year monitoring period.

3. Include an automatic annual construction inflation index adjustment.

 The cost of construction materials normally increases annually due to inflation – an issue that contractors faced even prior to the pandemic. Building materials supply chains have been interrupted and labor has become scarce increasing the magnitude of construction inflation costs due to the pandemic. It is typical practice for local jurisdictions to adjust fees annually based on the California Construction Cost Index for the San Francisco Bay Area published by the Engineering News Record.

4. Revisit TIF reductions in the Master Fee Schedule after three (3) years.

 Three years seems like the appropriate amount of time to revisit the TIF program as to whether the reductions should be extended or modified. The reductions may be adjusted due to changes in proposed improvements and traffic patterns that are expected to change in the upcoming years from employers allowing employees to telecommute.

A summary of staff recommendations is presented in Table 2 and codified in the draft Ordinance in Attachment III.

Table 2. Staff Recommendations
Land Use
Category
Maximum
Allowable
Reduction
from
Maximum
Allowable

Recommended
Fee

Feasibility

100% Reduction?
Single Family
Residence / Unit $11,584 70% $3,475 Marginal No
Multi-Family
Residence / Unit $7,761 100% - Marginal Yes, for development feasibility purposes
Retail/ KSF* $19,460 100% - Challenged Yes, for development feasibility purposes
Office / KSF $16,449 100% - Challenged Yes, for development feasibility purposes
General
Industrial / KSF $4,633 30% $3,243 Promising No
Distribution or
e-commerce /
KSF
$8,224 30% $5,757 Promising No
*ksf is one thousand square feet

FISCAL IMPACT

A total budget of $700,000 from the Transportation System Improvement Fund (Fund 460) has been allocated for the traffic consultant TJKM for the Nexus Study of the City’s first TIF.

The project breakdown is as follows:

Project No. Project Name Project Total
05705 Citywide Multi Modal Improvement Study $400,000 05711 Multi Modal Level of Service Study $100,000
05274 Traffic Impact Fee Study $200,000

Approximately $27,500 is remaining of the $700,000 contract.

A total budget of $36,000 has been allocated for economic consultant CAI for TIF policy recommendations that align with current economic and development activities within Hayward.

TIFs are another source of funds for needed improvements and are commonly viewed in terms of their revenue potential. TIFs are used to offset transportation infrastructure degradation from the significant increase in traffic generated by new developments. TIFs are used to help mitigate the cumulative transportation impacts of development growth, help maintain the City’s transportation infrastructure, and not create a long-term liability for the City.

ECONOMIC IMPACT
A TIF will be valuable to the City in ensuring that future developers pay their fair share of needed mitigation measures to minimize future traffic impacts, such as addition of bicycle and pedestrian facilities, installation of traffic signals, efficient re-timing of signals, and the increase of traffic capacity.

Evaluations and studies have consistently shown that this type of funding mechanism increases job growth and revenues in the City. Impact fees have evolved as an element of a broader growth management strategy for cities experiencing strong development pressure.

The objective is to encourage development to occur in areas within the City where public facilities have adequate capacity to serve the development. While some may view impact fees as a penalty for development in areas where there is insufficient capacity, the fee acts as an investment in the community, by spurring economic growth through the timely provision of sustainable infrastructure and the expansion of buildable land. Developments bring more jobs, sales tax revenue, and/or property tax revenue.

Without a TIF, developers must hire a traffic engineering consultant to prepare a study which includes predicting future traffic impacts, developing mitigations, and estimating costs of constructing the mitigations. The City reviews, comments, and uses the study to determine which mitigation projects will be conditions of approval for the development. TIFs streamline the development process by saving time and effort for both developers and City staff.

As cities continue to grapple with the problems of traffic congestion and limited public resources, cities will continue to view impact fees as another source of funds for needed improvements and are commonly viewed in terms of their revenue potential. Because several of the mitigation projects identified in the Nexus Study are additions or enhancements of bicycle and pedestrian facilities, the City will become a more pedestrian- and bicycle-friendly community, thus creating positive economic benefits.

STRATEGIC ROADMAP

This agenda item supports the Strategic Priority of Improving Infrastructure. Specifically,

this item relates to the implementation of the following project(s):

Project 3. Develop and Submit a Traffic Impact Fee

SUSTAINABILITY FEATURES

The Nexus Study will enhance operations and safety for all modes of transportation. The TIF will align improvements consistent with the City’s 2040 General Plan, Complete Streets Strategic Initiative, Pedestrian and Bicycle Master Plan, Neighborhood Traffic Calming Program, and major regional improvements.

PUBLIC CONTACT

Stakeholder Meeting #1. On February 9, 2022, Staff held Stakeholder Meeting #1 to introduce the proposed recommended TIF and solicit feedback from the public. An article publicizing the event was published in The Stack and distributed to its subscribers. Additionally, a targeted email with information on how to attend the event was sent to a distribution list of 420 recipients who are involved in some way to Hayward’s development process.

The Stakeholder Meeting included less than 10 participants. Feedback received from attendee Zachariah Oquenda could be summarized as general support for the proposed TIF.

Mr. Oquenda stated his appreciation for the reasonable fees and the presentation of the jurisdictional comparisons to understand how the implementation of a TIF will affect Hayward’s standing with other local cities. Additionally, Mr. Oquenda asked questions about the reduction of single-family residential fee and whether it should be increased.

An attendee who did not provide a name, provided a comment through the chat box suggesting that the funds collected from the new TIF should be used mostly for improvements to alternative modes of transportation, such as biking, walking, and transit.

Staff responded stating that a majority of the TIF fund is dedicated to promoting mode shifting from single occupancy vehicles to alternate modes, such as biking, walking, and taking transit and the remaining TIF funds are dedicated to vehicular/transit improvements and traffic signal equipment upgrades and improvements that improve traffic operations and benefit all modes.

Council Infrastructure Committee. On February 23, 2022, staff presented the traffic impact fee recommendations to the CIC for review and feedback. The CIC expressed support for staff’s recommendation but suggested additional public outreach and coordination with transit agency partners. In response to CIC guidance, staff scheduled outreach meetings with the Chamber of Commerce and conducted one additional stakeholder meeting, which was held on March 31, 2022. Staff also met with representatives from AC Transit to discuss the inclusion of transit projects to the list that could be funded by the TIF. Many of the projects identified by AC Transit and City staff have been included in the approved project list, which resulted in a nominal increase in the amount of the traffic impact fees.

Stakeholder Meeting #2. On March 31, 2022, staff held Stakeholder Meeting #2 to discuss the proposed recommended TIF and solicit feedback from the public. Feedback received from the Bay Area Building Industry Association (BIA) Director of Governmental Affairs – East Bay Lisa Vorderbrueggen asked questions about whether the new fee will be imposed on the development applications currently in process and about grandfather provisions.

Planning Commission. On April 14, 2022, staff presented the traffic impact fee recommendations to the Planning Commission for review and feedback. The Planning Commission expressed support for staff’s recommendation but asked questions about the reduction of single-family residential traffic impact fee and whether it should be increased.

Additionally, the Planning Commission expressed interest in whether the TIF ordinance includes provisions regarding credits to developers for grandfathered changes or for developers who opt to pay to build improvements rather than paying the TIF.

Although a TIF fee is common for local jurisdictions, staff is prioritizing a seamless integration into the existing traffic requirements process for entitlement applications. With the goal of minimizing uncertainty, staff prepared a flow chart for determining which traffic analyses will be required, responses to Frequently Asked Questions (FAQs), and resources to traffic analysis guidelines to be posted on the transportation webpage for the public to access at any time. Developers seek to identify all expenses early as they develop a business pro forma for the development. Identifying traffic impact fees and analysis requirements at the time of permit application will provide a baseline expectation and reduce administrative effort for both the City and developer, and establish a best practice where developers know what to expect up front rather than waiting after the entitlement process.

This Council Work Session is the culmination of a series of meetings related to the TIF as summarized:

1. February 9, 2022: Stakeholder Meeting #1 to introduce the proposed TIF and solicit feedback from the business/broker/development communities.

2. February 23, 2022: CIC review and comment.

3. March 31, 2022: Stakeholder Meeting #2 to solicit feedback from the business/broker/development communities.

4. April 14, 2022: Planning Commission

5. May 3, 2022: Council Work Session

NEXT STEPS

Following this work session, staff will address Council feedback and finalize the Nexus Study and Ordinance for Council consideration at a public hearing tentatively scheduled for Tuesday, May 17, 2022.

Prepared by: Charmine Solla, Senior Transportation Engineer

Recommended by: Alex Ameri, Director of Public Works

Approved by:

________________________________
Kelly McAdoo, City Manager
City of Hayward
Final Report
Multimodal Intersection Improvement Plan &
Nexus Study
March 2022

ATTACHMENT II
Multimodal Improvement Plan TIF Nexus Study
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TABLE OF CONTENTS
Table of Contents ................................................................................................................... i Executive Summary ............................................................................................................... 1 Chapter 1. Introduction ..................................................................................................... 17 Chapter 2. Existing Conditions Analysis........................................................................... 19 Introduction .................................................................................................................................................... 19 Data Collection .............................................................................................................................................. 51 Level of Service (LOS) Methodology ..................................................................................................... 66 Synchro Model Development .................................................................................................................. 69 Existing Conditions Analysis Results ..................................................................................................... 69 Existing Conditions Mitigations .............................................................................................................. 83 Summary .......................................................................................................................................................... 92 Chapter 3. Developing Traffic Forecast and Future Conditions Analysis ..................... 93 City of Hayward General Plan Transportation Model ..................................................................... 93 Model Validation .......................................................................................................................................... 93 2040 Forecasts of Study Intersections and Segments .................................................................... 93 2040 Study Intersections Analysis Results ........................................................................................ 126 2040 Roadway Segment Analysis Results ......................................................................................... 131 Chapter 4. Document Review .......................................................................................... 136 Hayward Bicycle and Pedestrian Master Plan Update .................................................................. 136 City of Hayward Downtown Specific Plan and Code (2019) ...................................................... 137 City of Hayward 2040 General Plan Update and General Plan EIR (2014) ............................ 138 City of Hayward Adopted Capital Improvement Program (FY 2020-29) ............................... 139 Alameda CTC Deficiency Plan Guidelines (2017) ............................................................................ 140 Climate Action Plan (2014) ...................................................................................................................... 140 Chapter 5. Multimodal Improvement Projects and Action Plan ................................. 145 Improvement Projects Methodology .................................................................................................. 145 Multimodal Improvement Projects ...................................................................................................... 146 Cost Estimate Calculations ...................................................................................................................... 147 Action Plan .................................................................................................................................................... 147 Chapter 6. Nexus study.................................................................................................... 167 Nexus Fee Introduction ............................................................................................................................ 167 Multimodal Improvement Plan TIF Nexus Study
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Traffic Impact/Nexus Fee Development Process ............................................................................ 168 Program Costs and Fee Calculation .................................................................................................... 169 Other Factors in TIF ............................................................................................................................... ..... 171 Nexus Findings ............................................................................................................................................ 172 Chapter 7. Conculsion ...................................................................................................... 175 Existing Conditions Analysis ................................................................................................................... 175 Developing Traffic Forecast and Future Conditions Analysis .................................................... 175 Multimodal Improvement Projects and Action Plan ..................................................................... 175 Nexus Study .................................................................................................................................................. 175

Tables
Table 1 : Existing Class I Bike Paths in the City of Hayward ......................................................................... 28 Table 2 : Existing Class II Bike Lanes in the City of Hayward ....................................................................... 29 Table 3 : Existing Class III Bike Routes in the City of Hayward .................................................................... 30 Table 4 : Existing Class I Bike Paths in the City of Hayward ......................................................................... 32 Table 5 : Collision History Summary – 2016 – 2018 ....................................................................................... 60 Table 6 : Level of Service Thresholds Based on Intersection Control Delay .......................................... 68 Table 7: Level of Service Thresholds Based on Segment Capacity ............................................................ 69 Table 8: Intersection Level of Service Analysis – Existing Conditions ....................................................... 71 Table 9: Roadway Segment Level of Service Analysis – Existing Conditions ......................................... 76 Table 10 : Existing Conditions Intersection Signal Warrant Summary ..................................................... 82 Table 11 : Intersection Level of Service for Existing Conditions Mitigations ......................................... 85 Table 12: 2040 AM and PM Peak Hour Study Intersections Forecasts .................................................... 94 Table 13: 2040 AM and PM Peak Hour Study Segments Forecasts ........................................................ 125 Table 14: Intersection Level of Service Analysis – Future (2040) Conditions ....................................... 127 Table 15: Roadway Segment Level of Service Analysis – Future (2040) Conditions ......................... 131 Table 16: Matrix of Planning Goals, Polices and Projects ........................................................................... 142 Table 17: Total Cost Estimates .............................................................................................................................. 147 Table 18: Bicycle Improvement Projects ............................................................................................................ 149 Table 19: Pedestrian Improvement Projects .................................................................................................... 152 Table 20: Transit Improvement Projects ............................................................................................................ 162 Multimodal Improvement Plan TIF Nexus Study
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Table 21: Vehicle Improvement Projects ........................................................................................................... 164 Table 22: Determination of TIF Trips ................................................................................................................... 168 Table 23: Proposed TIF Projects and Costs ...................................................................................................... 169 Table 24: Cost per Trip Estimate ........................................................................................................................... 169 Table 25: Calculations of Fees based on A.M. trips (Per KSF1 unless noted) ....................................... 170 Table 26: Calculations of Fees based on P.M. trips (Per KSF1 unless noted) ........................................ 171 Table 27: TIF from Nearby Cities .......................................................................................................................... 174

Figures
Figure 1: Project Vicinity Map – Zone 1 ............................................................................................................... 20 Figure 2: Project Vicinity Map – Zone 2 ............................................................................................................... 21 Figure 3: Project Vicinity Map – Zone 3 ............................................................................................................... 22 Figure 4: Existing Bicycle Facilities – Zone 1 ...................................................................................................... 33 Figure 5: Existing Bicycle Facilities – Zone 2 ...................................................................................................... 34 Figure 6: Existing Bicycle Facilities – Zone 3 ...................................................................................................... 35 Figure 7: Existing Pedestrian Facilities – Zone 1 ............................................................................................... 38 Figure 8: Existing Pedestrian Facilities – Zone 2 ............................................................................................... 39 Figure 9: Existing Pedestrian Facilities – Zone 3 ............................................................................................... 40 Figure 10: Existing Lane Geometry and Traffic Controls ............................................................................... 46 Figure 11: Existing Lane Geometry and Traffic Controls ............................................................................... 47 Figure 12: Existing Lane Geometry and Traffic Controls ............................................................................... 48 Figure 13: Existing Lane Geometry and Traffic Controls ............................................................................... 49 Figure 14: Existing Lane Geometry and Traffic Controls ............................................................................... 50 Figure 15: Existing Conditions Peak Hour Traffic Volumes .......................................................................... 53 Figure 16: Existing Conditions Peak Hour Traffic Volumes .......................................................................... 54 Figure 17: Existing Conditions Peak Hour Traffic Volumes .......................................................................... 55 Figure 18: Existing Conditions Peak Hour Traffic Volumes .......................................................................... 56 Figure 19: Existing Conditions Peak Hour Traffic Volumes .......................................................................... 57 Figure 20: Existing Conditions Intersection Levels of Service – Zone 1 ................................................... 77 Figure 21: Existing Conditions Intersection Levels of Service – Zone 2 ................................................... 78

Figure 22: Existing Conditions Intersection Levels of Service – Zone 3 ................................................... 79 Multimodal Improvement Plan TIF Nexus Study
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Figure 23: Collision Severity ..................................................................................................................................... 80 Figure 24: Collision Types ......................................................................................................................................... 81 Figure 25: Future Conditions Intersection Levels of Service – Zone 1 ................................................... 133 Figure 26: Future Conditions Intersection Levels of Service – Zone 2 ................................................... 134 Figure 27: Future Conditions Intersection Levels of Service – Zone 3 ................................................... 135

Appendices
Appendix A – Existing Turning Movement Counts (TMC)
Appendix B – Existing Average Daily Traffic (ADT) Counts Appendix C - Level of Service (LOS) Analysis Reports for Existing Conditions Appendix D - Collision Data
Appendix E – Peak Hour Signal Warrant Analysis Worksheets Appendix F – Level of Service (LOS) Analysis Reports for Existing Conditions Mitigations Appendix G – Level of Service (LOS) Analysis Reports for Future Conditions Multimodal Improvement Plan TIF Nexus Study
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EXECUTIVE SUMMARY
The Citywide Multimodal Improvement Plan (MIP) is a planning document that identifies measures to improve transportation conditions for multiple modes of transportation on the roadway network. The MIP does not recommend capacity expansions such as widening intersections and roadway segments.

The Hayward 2040 General Plan’s policy direction does not support intersection and street widening as a strategy. This is due to limited space for additional right-of-way, increased crossing distance for pedestrians, induced demands, and other issues related to the City’s desired future character. Instead, the City directs future actions to include transportation demand management, operational improvements, and multimodal improvements.

Two amendments to the Hayward 2040 General Plan establish Vehicle Miles Traveled (VMT) thresholds for California Environmental Quality Act (CEQA) analysis and Greenhouse Gas (GHG) emission reduction goals. Senate Bill 743 (SB 743) requires cities to evaluate transportation impacts with metrics that support greenhouse gas reduction, multimodal transportation networks, and diversification of land uses. SB 743 shifts the measures of performance from vehicle level of service (LOS) to vehicle miles traveled (VMT). VMT is the total miles of travel by personal motorized vehicles a project is expected to generate in a day. VMT measures the full distance of personal motorized vehicle trips with one end within the project. Use of the VMT metric allows projects to look at regional impacts rather than local and provides a more accurate measure of transportation impacts. As per the General Plan Amendments, the City considers LOS guidelines to support the expansion of a multimodal network for projects that increase transit ridership, biking, and walking, thus, this study evaluates impacts based on LOS guidelines.

The MIP was developed based on the City’s recent transportation and land use plans and policies. The bicycle and pedestrian improvements presented in this report are based on the City‘s recent Bicycle & Pedestrian Master Plan and Hayward Downtown Specific Plan. The vehicular improvements are based on traffic operation analysis conducted in this study by TJKM.

The TJKM Team, in cooperation with the City of Hayward, conducted a comprehensive capacity and safety study of 100 intersections and 15 roadway segments within the City of Hayward to identify impacts resulting from new developments and develop capital improvements to mitigate the impacts. These selected intersections and segments are considered the project study intersections and study segments. The study intersections are evaluated with Level of Service (LOS) D or better as acceptable under Existing Conditions. Under Future Conditions. the study intersections are evaluated with Level of Service (LOS) E or better as acceptable for signalized intersections due to costs of mitigation and limited right-of-way as per the City of Hayward 2040 General Plan, and LOS D or better as acceptable for unsignalized intersections.

The study segments are evaluated with LOS standards of LOS D or better as acceptable, except if they are part of the Alameda County Congestion Management Program (CMP) network, in which they are evaluated with standards of LOS E or better as acceptable. Tables ES1 to ES4 present intersection and roadway segment level of service for existing and future conditions.

Table ES1 summarizes the intersection operations under Existing Conditions (2019). Under this scenario, 47 study intersections (26 signalized and 21 unsignalized) operate at LOS E or F during Multimodal Improvement Plan TIF Nexus Study
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one or both peak periods. The remaining 53 study intersections operate at LOS D or better. Of the 21 unsignalized intersections with failing operations, 15 are one- or two-way stop controlled.

Table ES2 summarizes the results of the LOS analysis for both directions along roadway segments during a.m. and p.m. peak hours. Under Existing Conditions, all study segments operate at LOS E or better both peak hours, except the following two segments:
 Southbound direction of Foothill Boulevard south of City Center Drive during the a.m. peak hour (Segment #4)
 Both directions of Winton Avenue between I-880 Northbound Ramps and Santa Clara Street (Segment #11)
Table ES3 summarizes the study intersection operations under Future Conditions (2040). Under this scenario, 47intersections (24 signalized, 23 unsignalized) operate at unacceptable LOS during the a.m. peak, and 48 intersections (27 signalized, 21 unsignalized) operate at unacceptable LOS during the p.m. peak. The remaining intersections operate at acceptable LOS.

Table ES4 summarizes the results of the LOS analysis for both directions along roadway segments during a.m. and p.m. peak hours. Under Future Conditions, nine study segments operate at unacceptable LOS E or F during at least one peak period, in one or both directions.

The remaining six segments operate at acceptable LOS D or better in both directions, during both a.m. and p.m. peaks.

Table ES1: Intersection Level of Service Analysis – Existing Conditions ID Study Intersection Control Peak Hour Delay1 LOS2
1 Foothill Boulevard / Grove Way Signalized AM 51.2 D
PM 36.9 D
2 Foothill Boulevard / City Center Signalized AM >80 F
PM 77.9 E
3 City Center Drive / 2 nd Street Signalized AM 43.2 D PM 56.3 E
4 2nd Street / Russell Way Two-Way Stop AM 15.0 C
PM >50 F
5 Foothill Boulevard / A Street* Signalized AM 61.7 E
PM 32.8 C
6 A Street / 2nd Street Signalized AM 41.4 D
PM 42.4 D
7 B Street / 2 nd Street Signalized AM 55.6 E
PM 35.5 D
8 B Street / 3rd Street Two-Way Stop AM 38.2 E
PM 21.9 C
9 B Street / 6 th Street Two-Way Stop AM 29.8 D
PM 25.7 D
10 A Street / Mission Boulevard Signalized AM >80 F
PM 69.4 E
11 A Street / Myrtle Street One-Way Stop AM 31.1 D
PM 20.6 C
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ID Study Intersection Control Peak Hour Delay1 LOS2
12 B Street / Grand Street Signalized AM 32.2 C
PM 21.6 C
13 A Street / Grand Street Signalized AM 47.0 D
PM 37.3 D
14 B Street / Montgomery Street All-Way Stop AM 11.7 B
PM 14.0 B
15 B Street / Watkins Street Signalized AM >80 F
PM 33.1 C
16 C Street / Second Street Signalized AM 18.6 B
PM 26.6 C
17 D Street / Grand Street Signalized AM 49.2 D
PM 45.7 D
18 A Street / Happyland Avenue Two-Way Stop AM >50 F
PM >50 F
19 D Street / Watkins Avenue Signalized AM 27.6 C
PM 28.4 C
20 Foothill Boulevard/ D Street Signalized AM >80 F
PM >80 F
21 D Street / 1 st Street Two-Way Stop AM >50 F
PM >50 F
22 D Street / 2nd Street Signalized AM 64.1 E
PM 41.0 D
23 D Street / 5 th Street One-Way Stop AM >50 F
PM 15.7 C
24 Jackson Street / Watkins Street Signalized AM 34.8 C PM 23.3 C
25 Foothill Boulevard / Jackson Street / Mission
Boulevard Signalized AM 21.2 C
PM 63.6 E
26 E Street / 2nd Street Signalized AM 44.6 D
PM 43.1 D
27 Grand Street / Meek Avenue All-Way Stop AM 14.7 B
PM 13.4 B
28 Jackson Street / Meek Avenue / Silva Avenue Signalized AM 38.4 D PM 59.5 E
29 Fletcher Lane / Watkins Street Two-Way Stop AM 19.7 C PM 30.2 D
30 Mission Boulevard/ Fletcher Lane Signalized AM 45.2 D PM 23.4 C
31 Santa Clara Street / Ocie Way Two-Way Stop AM >50 F
PM >50 F
32 Amador Street / Winton Avenue Signalized AM 39.3 D
PM >80 F
33 Myrtle Street / Soto Road / Winton Avenue Signalized AM 56.9 E PM 34.9 C
34 D Street / Winton Avenue Signalized AM 4.5 A
PM 4.4 A
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ID Study Intersection Control Peak Hour Delay1 LOS2
35 Park Street / Winton Avenue One-Way Stop AM 10.1 B
PM 11.3 B
36 Jackson Street / Alice Street / Sycamore
Avenue Two-Way Stop AM >50 F
PM >50 F
37 2 nd Street / Campus Drive One-Way Stop AM >50 F
PM 26.8 D
38 Amador Street / Elmhurst Street All-Way Stop AM 39.7 E PM >50 F
39 Jackson Street / Soto Road Signalized AM 55.6 E
PM 79.9 E
40 Jackson Street / Amador Street / Cypress
Avenue Signalized AM 60.2 E
PM 65.5 E
41 Orchard Avenue / Soto Road Signalized AM 33.0 C
PM 35.9 D
42 Carlos Bee Boulevard / Hayward Boulevard Signalized AM 43.8 D PM 19.6 B
43 Harder Road / Santa Clara Street Signalized AM 8.3 A PM 7.9 A
44 Harder Road / Cypress Avenue Signalized AM 8.0 A
PM 11.5 B
45 Harder Road / Gading Road Signalized AM 63.3 E
PM >80 F
46 Harder Road / Soto Road / Mocine Avenue Signalized AM >80 F PM 47.6 D
47 Harder Road / Jane Avenue Signalized AM 42.1 D
PM 29.8 C
48 Harder Road / Mission Boulevard Signalized AM 75.7 E PM 79.1 E
49 Patrick Avenue / Gomer Street All-Way Stop AM >50 F
PM 35.5 E
50 Patrick Avenue / Roosevelt Avenue All-Way Stop AM 49.2 E PM 32.9 D
51 Tennyson Road / Patrick Avenue Signalized AM >80 F
PM 38.3 D
52 Tennyson Road / Pompano Avenue Signalized AM 8.0 A
PM 7.9 A
53 Tennyson Road / Tampa Avenue Signalized AM 41.0 D
PM 26.0 C
54 Tennyson Road / Dickens Avenue One-Way Stop AM >50 F PM >50 F
55 Tennyson Road / Tyrell Avenue Signalized AM 29.6 C
PM 17.7 B
56 Tennyson Road / Harvey Avenue One-Way Stop AM >50 F
PM >50 F
57 Tennyson Road / Ruus Road Signalized AM 14.1 B
PM 17.7 B
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ID Study Intersection Control Peak Hour Delay1 LOS2
58 Tennyson Road / Baldwin Street Two-Way Stop AM 24.0 C PM >50 F
59 Tennyson Road / Huntwood Avenue Signalized AM 54.2 D PM 28.4 C
60 Tennyson Road / Beatron Way / Whitman
Street Signalized AM 43.0 D
PM 38.6 D
61 Tennyson Road / Pacific Street One-Way Stop AM >50 F PM >50 F
62 Dixon Street / E 12th Street / Tennyson Road Signalized AM 21.9 C PM 22.0 C
63 Mission Boulevard/ Tennyson Road Signalized AM 44.9 D PM 36.2 D
64 Ruus Road / Folsom Avenue All-Way Stop AM >50 F
PM >50 F
65 Industrial Parkway / Stratford Road Signalized AM 27.5 C PM 30.2 C
66 Industrial Boulevard / Russ Road Signalized AM 54.9 D PM 48.9 D
67 Huntwood Avenue / Indust rial Parkway Signalized AM >80 F PM >80 F
68 Mission Boulevard / Industrial Parkway Signalized AM 60.1 E PM 50.4 D
69 Huntwood Avenue/ Sandoval Way Signalized AM 28.5 C
PM 28.9 C
70 Huntwood Avenue / Zephyr Avenue Two-Way Stop AM 43.1 E PM 26.5 D
71 Huntwood Avenue / Wh ipple Road Signalized AM 33.1 C PM 27.6 C
72 A Street / Hesperian Boulevard Signalized AM 45.5 D
PM 38.9 D
73 A Street / Garden Avenue One-Way Stop AM >50 F
PM >50 F
74 Hesperian Boulevard / Sueirro Street* Signalized AM 21.3 C PM 17.6 B
75 Winton Avenue / Cabot Boulevard** All-Way Stop AM 13.1 B PM 9.5 A
76 Winton Avenue / Clawiter Road Signalized AM 18.6 B
PM 31.5 C
77 Winton Avenue / Saklan Road Signalized AM 13.2 B
PM 13.7 B
78 Winton Avenue / Hesperian Boulevard Signalized AM 47.2 D PM 56.7 E
79 Hesperian Boulevard / La Playa Drive / West
Street Signalized AM 7.0 A
PM 16.6 B
80 La Playa Drive / Calaroga Avenue Signalized AM 0.9 A PM 0.9 A
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ID Study Intersection Control Peak Hour Delay1 LOS2
81 Clawiter Road / Industrial Boulevard Signalized AM 15.5 B PM 25.8 C
82 Hesperian Boulevard / Turner Ct Signalized AM 48.6 D PM 12.5 B
83 Clawiter Road / Depot Road Signalized AM 16.1 B
PM 16.4 B
84 Depot Road / Industrial Boulevard Signalized AM 37.3 D PM 57.0 E
85 Depot Road / Cathy Way / Hesperian
Boulevard Signalized AM >80 F
PM 46.6 D
86 Clawiter Road / Enterprise Avenue Signalized AM 13.1 B PM 17.6 B
87 Tennyson Road / Industrial Boulevard* Signalized AM 26.2 C PM 24.1 C
88 Tennyson Road / Hesperian Boulevard Signalized AM 44.3 D PM 55.4 E
89 Tennyson Road / Sleepy Hollow Avenue Signalized AM 25.6 C PM 29.9 C
90 Tennyson Road / Calaroga Avenue Signalized AM 59.4 E PM >80 F
91 Calaroga Avenue / Bolero Avenue All-Way Stop AM >50 F PM 34.8 D
92 Hesperian Boulevard / Oliver Drive One-Way Stop AM >50 F PM >50 F
93 Calaroga Avenue / Panama Street All-Way Stop AM 33.7 D PM 12.0 B
94 Industrial Boulevard / Baumberg Avenue Signalized AM 19.7 B PM 33.1 C
95 Hesperian Boulevard / Catalpa Way One-Way Stop AM >50 F PM >50 F
96 Calaroga Avenue / Catalpa Way All-Way Stop AM 29.8 D PM 9.1 A
97 Industrial Boulevard / Marina Drive Signalized AM 8.1 A PM 9.3 A
98 Hesperian Boulevard / Industrial Boulevard Signalized AM 65.8 E PM 75.2 E
99 Hesperian Boulevard / Eden Shores
Boulevard Signalized AM 10.7 B
PM 24.2 C
100 Hesperian Boulevard / Eden Park Place Signalized AM 6.5 A PM 29.6 C
Notes:
1Delay: Average control delay in seconds per vehicle, reported values are overall for signalized and all-way-stop-control intersections; and critical minor approaches for two-way- stop-control intersections. 2LOS: Level of Service.
* 2000 HCM Methodology is used.
** Intersection LOS evaluated in Traffix software.

Bold text indicates unacceptable intersection operations.

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Table ES2: Roadway Segment Level of Service Analysis – Existing Conditions ID Roadway Segment Direction No. of
Lanes1
Capacity
2 AM Peak
Hour
PM Peak
Hour
V/C3 LOS4 V/C3 LOS4
1* Mission Blvd b/w Rose St
& Sunset Blvd
Northbound 2 1600 0.23 A 0.39 A
Southbound 2 1600 0.53 A 0.51 A
2* Mission Blvd b/w A St & B
St
Northbound 0 - - - - -
Southbound 5 4000 0.47 A 0.40 A
3* Mission Blvd b/w Fletcher
Ln & Sycamore Ave
Northbound 3 2400 0.77 C 0.83 A
Southbound 3 2400 0.92 E 0.69 B
4* Foothill Blvd b/w City
Center Dr & Russell Way
Northbound 4 3200 0.39 A 0.33 A
Southbound 2 1600 0.76 C 1.06 F
5* A St b/w Western Blvd &
Peralta St
Eastbound 2 1600 0.32 A 0.28 A
Westbound 2 1600 0.47 A 0.36 A
6 Santa Clara St b/w Jackson
St & Elmhurst St
Northbound 2 1600 0.29 A 0.40 A
Southbound 2 1600 0.37 A 0.35 A
7 Soto Rd b/w Orchard Ave
& Berry Ave
Northbound 1 800 0.46 A 0.60 A
Southbound 1 800 0.77 C 0.44 A
8 Campus Dr b/w 2nd St &
Oakes Dr
Eastbound 1 800 0.67 B 0.53 A
Westbound 1 800 0.43 A 0.73 C
9 A St b/w Royal Ave &
Hesperian Blvd
Eastbound 2 1600 0.41 A 0.60 B
Westbound 2 1600 0.64 B 0.59 A
10* Winton Ave b/w Wright Dr
& Stonewall Ave
Eastbound 3 2400 0.41 A 0.59 A
Westbound 2 1600 0.82 D 0.67 B
11* Winton Ave b/w I-880 NB
Ramps & Santa Clara St
Eastbound 2 1600 0.68 B 1.23 F
Westbound 2 1600 1.12 F 0.84 D
12 Depot Rd b/w Clawiter Rd
& Viking St
Eastbound 1 800 0.73 C 0.59 A
Westbound 1 800 0.54 A 0.82 D
13 Depot Rd b/w Hesperian
Blvd & Adrian Ave
Eastbound 2 1600 0.32 A 0.33 A
Westbound 2 1600 0.25 A 0.20 A
14*
Industrial Blvd b/w
Tennyson Rd & Baumberg
Ave
Northbound 2 1600 0.60 A 0.58 A
Southbound 2 1600 0.84 D 0.73 C
15* Hesperian Blvd b/w
Panama St & Catalpa Way
Northbound 3 2400 0.43 A 0.64 B
Southbound 3 2400 0.47 A 0.39 A
Notes:
1Number of Lanes per direction; Does not include TWLTL medians or turn pockets at intersections. 2Capacity = 800 vehicles per hour per lane.
3V/C: Volume-to-capacity ratio; Calculated using peak hour Average Daily Traffic (ADT) counts. 4LOS: Level of Service.
*Indicates Alameda CTC Congestion Management Program (CMP) roadway with minimum standards of LOS E or better.

Bold text indicates unacceptable roadway segment operations.

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Table ES3: Intersection Level of Service Analysis – Future Conditions ID Intersection Name Control Type Method
AM Peak PM Peak
V/C Delay (s/veh)1 LOS2 V/C Delay (s/veh)1 LOS2
1 Foothill Blvd & Grove Way SIGNALIZED HCM 2010 61.4 E >80 F 2 Foothill Blvd & City Center Dr SIGNALIZED HCM 2010 >80 F 69.8 E 3 City Center Dr & 2 nd St SIGNALIZED HCM 2010 43.6 D 58.4 E 4 2nd St & Russell Way TWSC HCM 2010 24.5 C >50 F
5 Foothill Blvd & A St SIGNALIZED HCM 2000 1.030 68.6 E 1.180 76.4 E 6 A St & 2nd St SIGNALIZED HCM 2010 54.8 D 74.2 E
7 B St & 2 nd St SIGNALIZED HCM 2010 >80 F 41.6 D
8 B St & 3rd St TWSC HCM 2010 >50 F >50 F
9 B St & 6 th St TWSC HCM 2010 29.8 D 25.7 D
10 Mission Blvd & A St SIGNALIZED HCM 2010 >80 F >80 F 11 A St & Myrtle St TWSC HCM 2010 31.1 D 20.6 C
12 B St & Grand St SIGNALIZED HCM 2010 58.3 E 22.3 C
13 A St & Grand St SIGNALIZED HCM 2010 >80 F >80 F
14 B St & Montgomery St AWSC HCM 2010 15.8 C 16.1 C
15 B St & Watkins St SIGNALIZED HCM 2010 >80 F 32.7 C 16 C St & Second St SIGNALIZED HCM 2010 19.2 B 55.8 E 17 D St & Grand St SIGNALIZED HCM 2010 >80 F >80 F
18 A St & Happyland Ave TWSC HCM 2010 >50 F >50 F
19 D St & Watkins Ave SIGNALIZED HCM 2010 55.6 E 39.6 D 20 Foothill & D Street SIGNALIZED HCM 2010 >80 F >80 F 21 D St & 1 st St TWSC HCM 2010 >50 F >50 F
22 D St & 2nd St SIGNALIZED HCM 2010 77.7 E 67.9 E
23 D St & 5 th St TWSC HCM 2010 >50 F 22.5 C
24 Watkins & Jackson SIGNALIZED HCM 2010 71.6 E 70.2 E 25 Foothill Blvd & Mission Blvd & Jackson St SIGNALIZED HCM 2000 0.700 21.2 C 0.960 72.1 E 26 E St & Second St SIGNALIZED HCM 2010 46.2 D 64.1 E Multimodal Improvement Plan TIF Nexus Study
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ID Intersection Name Control Type Method
AM Peak PM Peak
V/C Delay (s/veh)1 LOS2 V/C Delay (s/veh)1 LOS2
27 Grand St & Meek Ave AWSC HCM 2010 >50 F >50 F
28 Jackson St & Meek Ave % Silva Ave SIGNALIZED HCM 2010 39.4 D >80 F 29 Fletcher Ln & Watkins St TWSC HCM 2010 >50 F >50 F 30 Mission Blvd & Fletcher Ln SIGNALIZED HCM 2010 >80 F >80 F 31 Santa Clara St & Ocie Way TWSC HCM 2010 >50 F >50 F 32 Amador St & Winton Ave SIGNALIZED HCM 2010 46.4 D >80 F 33 Myrtle St & Soto Rd & Winton Ave SIGNALIZED HCM 2010 >80 F >80 F 34 D St & Winton Ave SIGNALIZED HCM 2010 4.2 A 4.3 A
35 Park St & Winton Ave TWSC HCM 2010 10.1 B 11.3 B
36 Jackson St & Alice St & Sycamore Ave TWSC HCM 2010 >50 F >50 F 37 2 nd St & Campus Dr TWSC HCM 2010 >50 F 37.7 E
38 Amador St & Elmhurst St AWSC HCM 2010 49.8 E >50 F 39 Jackson St & Soto Ave SIGNALIZED HCM 2010 >80 F >80 F 40 Amador St & Cypress Ave & Jackson St SIGNALIZED HCM 2010 77.4 E >80 F 41 Orchard Ave & Soto Rd SIGNALIZED HCM 2010 75.4 E >80 F 42 Carlos Bee Blvd & Hayward Blvd SIGNALIZED HCM 2010 51.7 D 21.2 C 43 Harder Rd & Santa Clara St SIGNALIZED HCM 2010 9.6 A 10.1 B 44 Cypress Ave & Harder Rd & Underwood Ave SIGNALIZED HCM 2010 11.6 B 12.6 B 45 Harder Rd & Gading Rd SIGNALIZED HCM 2010 >80 F >80 F 46 Harder Rd & Soto Rd & Mocine Ave SIGNALIZED HCM 2010 >80 F >80 F 47 Harder Rd & Jane Ave SIGNALIZED HCM 2010 42.9 D 57.5 E 48 Harder Road & Mission Blvd SIGNALIZED HCM 2010 >80 F >80 F 49 Patrick Ave & Gomer St AWSC HCM 2010 >50 F >50 F
50 Patrick Ave & Roosevelt Ave AWSC HCM 2010 49.2 E 32.9 D 51 Tennyson Rd & Patrick Ave SIGNALIZED HCM 2010 >80 F 71.5 E 52 Tennyson Rd & Pompano Ave SIGNALIZED HCM 2010 7.8 A 7.7 A 53 Tennyson Rd & Tampa Ave SIGNALIZED HCM 2010 47.3 D 63.6 E Multimodal Improvement Plan TIF Nexus Study
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ID Intersection Name Control Type Method
AM Peak PM Peak
V/C Delay (s/veh)1 LOS2 V/C Delay (s/veh)1 LOS2
54 Tennyson Rd & Dickens Ave TWSC HCM 2010 >50 F >50 F 55 Tennyson Rd & Tyrell Ave SIGNALIZED HCM 2010 32.8 C 27.5 C 56 Tennyson Rd & Harvey Ave TWSC HCM 2010 >50 F >50 F 57 Tennyson Rd & Russ Rd SIGNALIZED HCM 2010 79.4 E 63.8 E 58 Tennyson Rd & Baldwin St TWSC HCM 2010 >50 F >50 F 59 Tennyson Rd & Huntwood Ave SIGNALIZED HCM 2010 62.5 E 47.7 D 60 Tennyson Rd & Beatron Way & Whitman St SIGNALIZED HCM 2010 74.8 E >80 F 61 Tennyson Rd & Pacific St TWSC HCM 2010 >50 F >50 F 62 Dixon St & E 12 th St & Tennyson Rd SIGNALIZED HCM 2010 >80 F >80 F 63 Mission Blvd & Tennyson Rd SIGNALIZED HCM 2010 59.5 E 38.2 D 64 Ruus Rd & Folsom Ave AWSC HCM 2010 >50 F >50 F
65 Industrial Pkwy & Stratford Rd SIGNALIZED HCM 2010 65.8 E 47.2 D 66 Industrial Pkwy & Russ Rd SIGNALIZED HCM 2010 >80 F >80 F 67 Huntwood Ave & Industrial Pkwy SIGNALIZED HCM 2010 >80 F >80 F 68 Mission Blvd & Industrial Pkwy SIGNALIZED HCM 2010 >80 F >80 F 69 Huntwood Ave & Sandoval Way SIGNALIZED HCM 2000 0.760 32.4 C 0.680 33.5 C 70 Huntwood Ave & Zephyr Ave TWSC HCM 2010 >50 F >50 F 71 Huntwood Ave & Whipple Rd SIGNALIZED HCM 2010 >80 F >80 E 72 A St & Hesperian Blvd SIGNALIZED HCM 2010 >80 F >80 F 73 A St & Garden Ave TWSC HCM 2010 >50 F >50 F
74 Hesperian Blvd & Sueirro St SIGNALIZED HCM 2000 0.800 21.8 C 0.830 26.7 C 75 Winton Ave & Cabot Blvd AWSC HCM 2000 (Traffix) 0.677 14.0 B 0.459 11.5 B 76 Winton Ave & Clawiter Rd SIGNALIZED HCM 2010 20.2 C 32.8 C 77 Winton Ave & Saklan Rd SIGNALIZED HCM 2010 16.0 B 13.9 B 78 Winton Ave & Hesperian Blvd SIGNALIZED HCM 2010 >80 F >80 F 79 Hesperian Blvd & La Playa Dr & West St SIGNALIZED HCM 2010 4.6 A 14.6 B 80 La Playa Dr & Calaroga Ave SIGNALIZED HCM 2010 0.9 A 0.9 A Multimodal Improvement Plan TIF Nexus Study
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ID Intersection Name Control Type Method
AM Peak PM Peak
V/C Delay (s/veh)1 LOS2 V/C Delay (s/veh)1 LOS2
81 Clawiter Rd & Industrial Blvd SIGNALIZED HCM 2010 38.2 D 38.1 D 82 Hesperian Blvd & Turner Ct SIGNALIZED HCM 2010 78.8 E 9.9 A 83 Clawiter Rd & Depot Rd SIGNALIZED HCM 2010 16.1 B 19.3 B 84 Depot Rd & Industrial Blvd SIGNALIZED HCM 2010 39.4 D 66.8 E 85 Cathy Way & Depot Rd & Hesperian Blvd SIGNALIZED HCM 2010 >80 F 64.0 E 86 Clawiter Rd & Enterpri se Ave SIGNALIZED HCM 2010 14.9 B 16.7 B 87 Tennyson Rd & Industrial Blvd SIGNALIZED HCM 2000 0.750 25.4 C 0.960 >80 F 88 Tennyson Rd & Hesperian Blvd SIGNALIZED HCM 2010 >80 F >80 F 89 Tennyson Rd & Sleepy Hollow Ave SIGNALIZED HCM 2010 25.6 C 31.3 C 90 Tennyson Rd & Calaroga Ave SIGNALIZED HCM 2010 65.8 E >80 F 91 Calaroga Ave & Bolero Ave AWSC HCM 2010 >50 F >50 F 92 Hesperian Blvd & Oliver Dr TWSC HCM 2010 >50 F >50 F 93 Calaroga Ave & Panama St AWSC HCM 2010 >50 F 32.6 D 94 Industrial Blvd & Baumbe rg Ave SIGNALIZED HCM 2010 63.4 E 60.2 E 95 Hesperian Blvd & Catalpa Way TWSC HCM 2010 >50 F >50 F 96 Calaroga Ave & Catalpa Way AWSC HCM 2010 29.8 D 9.1 A 97 Industrial Blvd & Marina Dr SIGNALIZED HCM 2010 9.4 A 11.5 B 98 Hesperian Blvd & Industri al Blvd SIGNALIZED HCM 2010 >80 F >80 F 99 Hesperian Blvd & Eden Shores Blvd SIGNALIZED HCM 2010 11.3 B 77.0 E 100 Hesperian Blvd & Eden Pa rk Place SIGNALIZED HCM 2010 7.1 A >80 F Notes:
1Delay: Average control delay in seconds per vehicle; reported values are overall for signalized and all-way stop-control intersections, and critical minor approaches for two-way stop-control intersections.
2LOS: Level of Service
Bold indicates unacceptable intersection operations.

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Table ES4: Roadway Segment Level of Service Analysis – Future Conditions ID Roadway Segment Direction No. of
Lanes1 Capacity2 AM Peak PM Peak
V/C3 LOS4 V/C3 LOS4
1* Mission Blvd b/w Rose St &
Sunset Blvd
Northbound 2 1600 0.43 A 1.14 F
Southbound 2 1600 1.11 F 0.96 E
2* Mission Blvd b/w A St & B St Northbound 0 - - - - -
Southbound 5 4000 0.58 A 0.52 A
3* Mission Blvd b/w Fletcher Ln
& Sycamore Ave
Northbound 3 2400 0.91 E 0.95 E
Southbound 3 2400 1.13 F 0.89 D
4* Foothill Blvd b/w City Center
Dr & Russell Way
Northbound 4 3200 0.56 A 0.44 A
Southbound 2 1600 0.95 E 1.22 F
5* A St b/w Western Blvd &
Peralta St
Eastbound 2 1600 0.35 A 0.68 B
Westbound 2 1600 0.78 C 0.68 B
6 Santa Clara St b/w Jackson St
& Elmhurst St
Northbound 2 1600 0.65 B 0.72 C
Southbound 2 1600 0.72 C 0.60 B
7 Soto Rd b/w Orchard Ave &
Berry Ave
Northbound 1 800 0.69 B 1.40 F
Southbound 1 800 1.13 F 1.02 F
8 Campus Dr b/w 2nd St &
Oakes Dr
Eastbound 1 800 0.73 C 0.97 E
Westbound 1 800 0.52 A 0.84 D
9 A St b/w Royal Ave &
Hesperian Blvd
Eastbound 2 1600 0.44 A 0.94 E
Westbound 2 1600 0.85 D 0.62 B
10* Winton Ave b/w Wright Dr &
Stonewall Ave
Eastbound 3 2400 0.42 A 0.72 C
Westbound 2 1600 0.86 D 0.69 B
11* Winton Ave b/w I-880 NB
Ramps & Santa Clara St
Eastbound 2 1600 0.70 B 1.61 F
Westbound 2 1600 1.54 F 1.00 F
12 Depot Rd b/w Clawiter Rd &
Viking St
Eastbound 1 800 0.73 C 0.59 A
Westbound 1 800 0.54 A 0.82 D
13 Depot Rd b/w Hesperian Blvd
& Adrian Ave
Eastbound 2 1600 0.35 A 0.39 A
Westbound 2 1600 0.27 A 0.20 A
14* Industrial Blvd b/w Tennyson
Rd & Baumberg Ave
Northbound 2 1600 0.76 C 0.87 D
Southbound 2 1600 1.00 E 0.95 E
15* Hesperian Blvd b/w Panama St
& Catalpa Way
Northbound 3 2400 0.48 A 0.93 E
Southbound 3 2400 0.80 C 0.42 A
Notes:
1Number of Lanes per direction; Does not include TWLTL medians or turn pockets at intersections. 2Capacity = 800 vehicles per hour per lane.
3V/C: Volume-to-capacity ratio; Calculated using peak hour Average Daily Traffic (ADT) counts generated from TDM. 4LOS: Level of Service.
*Indicates Alameda CTC Congestion Management Program (CMP) roadway with minimum standards of LOS E or better.

Bold indicates unacceptable roadway segment operations.

Based on the analysis results, TJKM provides mitigations to improve intersection operations and roadway segment operations for pedestrians, bicyclists and vehicles. TJKM also considered improvements proposed in the City of Hayward 2040 General Plan, Bicycle and Pedestrian Master Plan, and Downtown Specific Plan. The above-mentioned mitigations and proposed improvements are summarized in Section 5 of this report.

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Cost estimates for bicycle, pedestrian and transit improvements were developed via pre- calculated project costs provided in Bicycle and Pedestrian Master Plan while cost estimates for vehicular improvements were developed via typical unit costs for roadway and intersection facilities. Table ES5 summarizes the total costs calculated for the projects in the City of Hayward. The cost estimates provide in this table are used to calculate the Nexus fee.

Table ES5: Total Cost Estimates
Project Category Low Cost High Cost Existing Cost Future Cost Bicycle $7.3 million $18.4 million - -
Pedestrian $108.3 million $124 million - -
Transit $1.9 million $14.9 million
Vehicle - - $5.2 million $25.1 million
Traffic Impact Fees are one-time fees typically paid prior to the issuance of a building permit and imposed on development projects by local agencies responsible for regulating land use. The fee’s purpose is to help mitigate the transportation impacts of development growth. As an applicant proposes a project, a project-specific traffic impact study may be necessary, as this document only addresses cumulative impacts of all projects, but does not address specific impacts from a proposed development. The development of the MIP Nexus fee program involved the major tasks described below.

1. List of Projects The MIP includes the list of projects for the TIF program. All projects identified for inclusion in the fee program were presented in Chapter 5 of this report.

2. Project Costs The projects had low-cost and high-cost alternatives and were categorized into short-term, near-term and long-term improvements as part of the Action Plan. The project costs were identified in Chapter 5 of this report. The existing cost for vehicular improvements was adjusted to account for existing deficiencies since the full existing cost is not eligible for TIF funding. Only 20 percent of existing cost for vehicular improvements was added to total vehicular improvement cost.

3. Trip Generation An estimate was prepared of the A.M. and P.M. peak hour trip generation that will result from development of the expected future land uses within the City of Hayward.

4. Cost per Trip A cost per trip was calculated along with the corresponding schedule of fees. The schedule of fees includes fee categories for residential units, hotel, office, school, service/retail and other standard land uses.

Table ES6 presents a summary of the TIF improvement project costs, the projected future trips to be added by new development, and the resulting estimated TIF improvement cost per trip.

The total costs of the TIF projects to be included are $143,636,200 (low cost) and $183,483,624 (high cost). State law allows the City to include costs associated with administering the Fee program in the Fee. These administrative tasks include required reporting and enforcement, and are conservatively estimated at 1% of the total project costs.

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The fee calculation is based on trip generation and the cost estimates of the TIF improvement projects. The TIF improvement project costs as well as the calculated new TIF cost per trip are shown in Table ES6.

Table ES6: Cost Per Trip Estimate

A.M. Peak Hour P.M. Peak Hour
Low Cost High Cost Low Cost High Cost
All Projects $143,636,200 $183,483,624 $143,636,200 $183,483,624 Plus Administrative Costs (1%) $1,436,362 $1,834,836 $1,436,362 $1,834,836 Total TIF Funding $145,072,562 $185,318,460 $145,072,562 $185,318,460 Total Peak Hour Trips Added by New Development 10,495 10,495 12,524 12,524 TIF Cost Per Trip $13, 824 $17,659 $11,584 $14,797
Table ES7 and Table ES8 present the new schedule of fees. The land use categories in this fee schedule have been determined based on a range of expected development land use types. The fees are calculated by multiplying the ITE trip rates contained in Trip Generation, 10th Edition for the A.M. and P.M. peak period by the cost per trip.

The resulting fee rate, shown in the last columns of Table ES7 and Table ES8 are the rate per dwelling unit for residential development, per employee for lodging development, or per thousand square feet (KSF) for non-residential development. Trip rate factor for retail land use was adjusted (reduce 60%) to account for pass-by trips. Trip rate factor for gas station was adjusted (reduced 70%) to account for pass-by trips.

Table ES7: Calculations of Fees based on A.M. trips (Per KSF1 unless noted) Land Use Category A.M. Trip
Rate2
Cost Per A.M. Trip Fee Rate
Low Cost High Cost Low Cost High Cost
Retail 3 /KSF 1.2 $13,824 $17,659 $16,588 $21,190
Office/KSF 1.47 $13,824 $17,659 $20,321 $25,958
School/KSF 5.68 $13,824 $17,659 $78,518 $100,301
Place of worship/KSF 0.65 $13,824 $17,659 $8,985 $11,478 Car dealership/KSF 3.18 $13,824 $17,659 $43,959 $56,154 Auto Service/KSF 2.83 $13,824 $17,659 $39,121 $49,974
Gas Station 4/KSF 27.07 $13,824 $17,659 $374,192 $478,000 Fast food with drive-through/KSF 50.97 $13,824 $17,659 $704,591 $900,058 Fast food without drive-through/KSF 47.66 $13,824 $17,659 $658,835 $841,608 Sit-down restaurant/KSF 14.04 $13,824 $17,659 $194,084 $247,927 Multimodal Improvement Plan TIF Nexus Study
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Land Use Category A.M. Trip
Rate2
Cost Per A.M. Trip Fee Rate
Low Cost High Cost Low Cost High Cost
Hotel/Room 0.54 $13,824 $17,659 $7,465 $9,536
Warehouse /KSF 0.22 $13,824 $17,659 $3,041 $3,885
Distribution Hub/E-Commerce /KSF 0.88 $13,824 $17,659 $12,165 $15,540 Manufacturing/KSF 0.81 $13,824 $17,659 $11,197 $14,303
Industrial Park/KSF 0.41 $13,824 $17,659 $5,668 $7,240 Other/KSF 1 $13,824 $17,659 $13,824 $17,659
Single Family/Unit 0.76 $13,824 $17,659 $10,506 $13,421 Multi-Family/Unit 0.56 $13,824 $17,659 $7,741 $9,889
Notes:
1KSF = Thousand square feet
2A.M. peak hour trip rate, based on ITE’s Trip Generation, 10th Edition 3ITE Retail Trip Rate Adjustment Based on 60% pass-by trip 4ITE Retail Trip Rate Adjustment Based on 70% pass-by trip

Table ES8: Calculations of Fees based on P.M. trips (Per KSF1 unless noted) Land Use Category P.M. Trip
Rate2
Cost Per P.M. Trip Fee Rate
Low Cost High Cost Low Cost High Cost
Retail 3 /KSF 1.68 $11,584 $14,797 $19,460 $24,859
Office/KSF 1.42 $11,584 $14,797 $16,449 $21,012
School/KSF 2.88 $11,584 $14,797 $33,361 $42,616
Place of worship/KSF 0.8 $11,584 $14,797 $9,267 $11,838 Car dealership/KSF 3.79 $11,584 $14,797 $43,844 $56,007 Auto Service/KSF 3.51 $11,584 $14,797 $40,658 $51,938
Gas Station 4/KSF 35.8 $11,584 $14,797 $415,132 $530,298 Fast food with drive-through/KSF 51.36 $11,584 $14,797 $594,932 $759,978 Fast food without drive-through/KSF 48.7 $11,584 $14,797 $564,120 $720,617 Sit-down restaurant/KSF 17.41 $11,584 $14,797 $201,670 $257,617 Hotel/Room 0.61 $11,584 $14,797 $7,066 $9,026
Warehouse /KSF 0.24 $11,584 $14,797 $2,780 $3,551
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Land Use Category P.M. Trip
Rate2
Cost Per P.M. Trip Fee Rate
Low Cost High Cost Low Cost High Cost
Distribution Hub/E-Commerce /KSF 0.71 $11,584 $14,797 $8,224 $10,506 Manufacturing/KSF 0.79 $11,584 $14,797 $9,151 $11,690
Industrial Park/KSF 0.4 $11,584 $14,797 $4,633 $5,919
Other/KSF 1 $11,584 $14,797 $11,584 $14,797
Single Family/Unit 1 $11,584 $14,797 $11,584 $14,797
Multi-Family/Unit 0.67 $11,584 $14,797 $7,761 $9,914
Notes:
1KSF = Thousand square feet
2P.M. peak hour trip rate, based on ITE’s Trip Generation, 10th Edition 3ITE Retail Trip Rate Adjustment Based on 60% pass-by trip 4ITE Retail Trip Rate Adjustment Based on 70% pass-by trip

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CHAPTER 1. INTRODUCTION
The City of Hayward is a mid-sized, culturally-diverse community that is centrally located within the San Francisco Bay Area. The city is located in Alameda County, approximately 14 miles south of downtown Oakland, 20 miles southeast of downtown San Francisco, and 25 miles north of downtown San Jose. In 2019, the City of Hayward had a population of over 159,000 and has a very diverse population where no single race or ethnicity is in the majority. According to the 2010 census, the largest ethnic group in the City of Hayward is Hispanic or Latino, which represents over 40 percent of the population.

Land uses in the City of Hayward are commercial, residential, industrial or other urban uses. The majority of City of Hayward’s single-family homes were built between 1950 and 1960 and multi- family homes were built between 1960 and 1990. The City of Hayward experienced a boom in commercial and industrial construction during the late 1990’s.

The City of Hayward has an extensive regional transportation network. Interstate 880; State Routes (SR) 92, 238, and 185; two BART lines; and one Amtrak line traverse through the City and provide residents and businesses convenient access to the Bay Area’s major employment centers and ports via two stations.

The TJKM Team, in cooperation with the City of Hayward, has prepared the Citywide Multimodal Improvement Plan and the Traffic Impact Fee (Nexus Fee).

The Citywide Multimodal Improvement Plan (MIP) is the planning document that identifies measures to improve transportation conditions on the roadway network instead of making physical traffic capacity expansions such as widening an intersection or roadway.

The Hayward 2040 General Plan’s policy direction does not support intersection and street widening as a strategy. This is due to limited space for additional right-of-way, increased crossing distance for pedestrians, induced demands, and other issues related to the City’s desired future character. Instead, the City directs future actions to include transportation demand management, operational improvements, and multimodal improvements and service.

Two amendments to the Hayward 2040 General Plan establish Vehicle Miles Traveled (VMT) thresholds for California Environmental Quality Act (CEQA) analysis and Greenhouse Gas (GHG) emission reduction goals. Senate Bill 743 (SB 743) requires cities to evaluate transportation impacts with metrics that support greenhouse gas reduction, multimodal transportation networks, and diversification of land uses. SB 743 shifts the measures of performance from vehicle level of service (LOS) to vehicle miles traveled (VMT). VMT is the total miles of travel by personal motorized vehicles a project is expected to generate in a day. VMT measures the full distance of personal motorized vehicle trips with one end within the project. Use of the VMT metric allows projects to look at regional impacts rather than local and provides a more accurate measure of transportation impacts. As per the General Plan Amendments, the City considers LOS guidelines to support the expansion of a multimodal network for projects that increase transit ridership, biking, and walking, thus, this study evaluates impacts based on LOS guidelines.

Traffic Impact Fees are one-time fees typically paid prior to the issuance of a building permit and imposed on development projects by local agencies responsible for regulating land use. The Multimodal Improvement Plan TIF Nexus Study
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fee’s purpose is to help mitigate the transportation impacts of development growth. As an applicant proposes a project, a project-specific traffic impact study may be necessary, as this document only addresses cumulative impacts of all projects, but does not address specific impacts from a proposed development. In addition to fees and projects considered in this document, other on-site, frontage, and off-site improvements directly associated with future projects may be required. A project-specific traffic impact study will assess this.

This report includes the following seven sections:

1. Introduction

2. Existing Conditions Analysis

3. Developing Traffic Forecast and Future Conditions Analysis

4. Document Review

5. Multimodal Improvement Projects and Action Plan

6. Nexus Study

7. Conclusion

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CHAPTER 2. EXISTING CONDITIONS ANALYSIS
Introduction
The TJKM Team, in cooperation with the City of Hayward, conducted a comprehensive capacity and safety study of 100 intersections and 15 roadway segments within the City of Hayward to identify impacts resulting from new developments and develop capital improvements to mitigate the impacts. These selected intersections and segments are considered the project study intersections and study segments. A related aspect of the project is the preparation of a Capital Improvement Program, which will be designed to address and mitigate the traffic impacts resulting from future development within the City.

The purpose of this section is to present the existing conditions of the study intersections and roadway segments.

The project study area is divided into three different zones, which are shown in Figures 1, 2 and

3. Project Vicinity Map - Zone 1
TJKM
Figure - 1
LEGEND
Signalized Intersections
Unsignalized Intersections
Study Segments
Parks
Local Streets
Rail Roads
xx
xx
N
1 2
3 4
5 6
7 8
18 1
2 3
4 5
6 7
8 9
10 11
12 13 14
15 16
17 19
20 21
22 23
24 25
26 27 28
29 30
31 32
33 34 35
36 37
38 39
40 41
42 Project Vicinity Map - Zone 2
TJKM
Figure - 2
Thackeray Ave.

Ruus Rd.

Soto Rd.

Jane Ave.

Gading Rd.

Patrick Ave.

Undersood Ave.

Tyrell Ave.

Tampa Ave.

Harvey Ave.

Dickens Ave.

Tampa Ave.

W Tennyson Rd.

Folsom Ave.

Ruus Rd.

Huntwood Ave.

Cypress Ave.Tarman Ave.
50 49
51 44 45
46 47
48 Zephyr Ave.

Sandoyal Way.

Santa Clara St.

Whitman St.

Whitman St.

Industrial Blvd.

Baldwin St.

Andrea St.

Bruno St.

CA - 92 W
54 56
58 64
61 70
53 55 57
60 62
63 65
66 67
69 68
71 880
Harder Road
Addison Wy.

Stratford Rd.

Ruus Ln.

Whipple Rd.

Huntwood Ave.

LEGEND
Signalized Intersections
Unsignalized Intersections
Parks
Local Streets
Rail Roads
xx
xx
N
43 44 45
46 47
48 49
50 51 52 53 54 55 56 57
58 59
60 61
62 63
64 65
66 67
68 69
70 71
Project Vicinity Map - Zone 3
TJKM
Figure - 3
W A St.

Hesperian Blvd.

Sueirro St.

W Winton Ave.

Industrial Blvd.

Cathy Wy
.

Hes
perian Blvd.

Baumberg Ave.

W Tennyson Rd.

Industri
al Bl
vd.

Industrial
Blvd.

Clawiter Rd.

Clawiter Rd.

Depot Rd.

Bolero Ave.

Loyola A
ve.

Cal
aroga Ave.

Tripaldi Way
Eden
Park Pl
Eden
Shores Bl
vd.

Catalpa Wy.
75 Garden Ave.

Industrial Pkwy.

West St.

W Winton Ave.

Nimitz Fw
y 1-880 N
CA - 92 W
92 91
93 95
96 74
78 80
85 77 76
81 83 84
86 87
94 88
90 97
98 99
100
73 72
79 Hes
perian Blvd.

Panama St.

Oliver Dr.

Enterprise Ave.

Diablo Ave.

Saklan Rd.

La Play
a Pl.

Calaroga Ave.

CA -
92 W
880
Clubhouse Dr. Target
Skywest Dr.

Longwood Ave.

Thelm
a St.

Victory Ave.

Turner Ct.

North Ln.

Middle Ln.

Eden Wy.

National Ave.

Alpine Wy.

American Wy.

Dunn Rd.

Depot Rd.

Whitesell St.

Investment Blvd.

Corporate Wy.

Arden Rd.

Marina Dr.

Sleepy
Hollow Ave.

Arf Ave.

LEGEND
Signalized Intersections
Unsignalized Intersections
Study Segments
Parks
Local Streets
Rail Roads
xx
xx
N
72 73
74 75 76 78
79 80
81 82
83 84
85 77
86 87
88 89 90
91 92
93 94 95
96 97
98 99
100
9 10
11 12 13
14 15
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Existing Roadway Network
This section describes the existing roadway system within the study area.

Foothill Boulevard is a six-lane, north-south arterial with occasional raised medians. Posted speed limits vary from 25 mph to 35 mph within the study area. This roadway provides local access to residential and commercial developments and the I-580 and I-238 freeways. This corridor is part of the Hayward Loop and operates one-way northbound from Mission Boulevard/Jackson Street to “A” Street.

Mission Boulevard is a four- to six-lane, north-south arterial with a raised median that runs intermittently throughout the corridor. The posted speed limit is 25 mph to 35 mph within the study area. This roadway provides local access to residential and commercial developments, but also serves as a regional facility from Oakland (as International Boulevard/SR 185) to Fremont.

This corridor is part of the Hayward Loop and operates one-way southbound from “A” Street to Foothill Boulevard.

City Center Drive is a two- to four-lane, semi-circle roadway from Hazel Avenue and terminating at McKeever Avenue. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential and commercial developments.

A Street is a four- to six-lane, east-west collector from Skywest Drive and terminating at Redwood Road. The posted speed limit is 25 mph to 35 mph within the study area. This roadway is part of the Hayward Loop and becomes one-way westbound from Foothill Boulevard to Mission Boulevard. This corridor provides local access to residential areas, Downtown Hayward commercial developments, and the I-580 and I-880 freeways.

B Street is a two- to four-lane, east-west roadway from Martin Luther King Drive and terminating at Center Street/Kelly Street. B Street functions as a local roadway west of Mission Boulevard and a collector roadway east of Mission Boulevard. The posted speed limit is 25 mph within the study area. This becomes a one-way westbound corridor from Foothill Boulevard to Mission Boulevard. This roadway provides local access to residential areas, Downtown Hayward commercial developments, and the Hayward Amtrak station.

C Street is a two- to four-lane, east-west roadway from Montgomery Avenue and terminating at 7th Street. This roadway provides local access to residential developments. The posted speed limit is 25 mph within the study area.

D Street is a four-lane, east-west roadway from Winton Avenue and terminating at Machado Court. This roadway provides local access to residential areas and Downtown Hayward commercial developments. The posted speed limit is 25 mph to 35 mph within the study area.

E Street is a two-lane, east-west roadway from Main Street and terminating east of Wilma Way.

This roadway provides local access to residential developments. The posted speed limit is 25 mph within the study area.
1st Street is a two-lane, north-south roadway from C Street and terminating at E Street. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential developments.

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2nd Street is a two- to four-lane, north-south roadway from City Center Drive and terminating at Windfeldt Road. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential developments.
3rd Street is a two-lane, north-south roadway from A Street and terminating at D Street. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential developments.
6th Street is a two-lane, north-south roadway from north of Stafford Avenue and terminating at D Street. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential developments.

Campus Drive is a two-lane, north-south roadway from 2nd Street and terminating at Hayward Boulevard. The posted speed limit is 30 mph within the study area. This roadway provides local access to residential developments.

Watkins Street is a two-lane, north-south roadway from A Street and terminating at Fletcher Lane. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential and commercial developments.

Grand Street is a four-lane, north-south roadway from A Street and terminating at Jackson Street. The posted speed limit is 25 mph to 35 mph within the study area. This roadway provides local access to residential developments.

Jackson Street is a six-lane, east-west arterial from Mission Boulevard and terminating at Santa Clara Street. After Santa Clara Street, Jackson Street continues into SR 92. The posted speed limit is 30 mph to 40 mph within the study area. This roadway provides local access to residential areas and commercial developments.

Soto Road is a two-lane, north-south roadway from Winton Avenue and terminating at Harder Road. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential developments.

Carlos Bee Boulevard is a four-lane, east-west collector roadway that extends from Mission Boulevard and terminates at Hayward Boulevard. The posted speed limit is 30 mph within the study area. This roadway provides local access to residential and commercial developments.

Hayward Boulevard is a four-lane, east-west collector roadway beginning at Carlos Bee Boulevard and terminating at Fairview Avenue. The posted speed limit is 30 mph within the study area. This roadway provides local access to residential and commercial developments.

Amador Street is a two-lane, north-south roadway from Amador Village Circle and terminating at Cypress Avenue. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential developments.

Santa Clara Street is a two-lane to four-lane, north-south collector roadway that extends between West A Street and Harder Road. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential developments.

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Harder Road is a two- to four-lane, east-west collector from Jackson Street and terminating at Old Hillary Road. The posted speed is 25 mph to 35 mph within the study area. This roadway provides local access to residential developments.

Cypress Avenue is a two-lane, north-south roadway from Jackson Street and terminating at West Harder Road. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential developments.

Tennyson Road is a four-lane, east-west arterial extending from Mountain View Drive to Industrial Boulevard. The posted speed limit is 25 mph to 35 mph within the study area. This roadway provides local access to residential and commercial developments.

Ruus Road is a two-lane, north-south roadway from West Tennyson Road and terminating at Industrial Parkway West. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential developments.

Industrial Boulevard is a four-lane, north-south collector roadway between Clawiter Road and Hesperian Boulevard. It provides access to I-880 to the north and the SR 92 freeway to the south. The posted speed limit is 35 mph within the study area. This roadway provides local access to residential and commercial developments.

Industrial Parkway West is four-lane, east-west collector roadway, extending from Mission Boulevard to Hesperian Boulevard. The posted speed limit is 45 mph within the study area. This roadway provides local access to commercial developments.

Baumberg Avenue/Arden Road is a two-lane collector roadway between Portsmouth Avenue and Eden Landing Road. Along this route, Baumberg Avenue becomes Arden Road. The posted speed limit is 25 mph in the within the study area. This roadway provides local access to industrial developments.

Industrial Parkway SW is a four-lane, north-south arterial extending from Whipple Road to Industrial Parkway West. The Whipple Road interchange at I-880 connects directly to Industrial Parkway SW. The posted speed limit is 35 mph to 45 mph within the study area. This roadway provides local access to residential and commercial developments.

Huntwood Avenue is a two- to four-lane, north-south collector roadway with a posted speed limit of 25mph to 30 mph within the study area. Huntwood Avenue extends between Whipple Road to the south and Jackson Street to the north. This roadway provides local access to residential and commercial developments.

Whipple Road is a two- to four-lane, east-west collector roadway with a posted speed limit of 30 mph to 40 mph within the study area. Whipple Road connects to Horner Street and extends to Mission Boulevard. This roadway provides local access to residential and commercial developments.

Calaroga Avenue is a two- to four-lane, north-south roadway from La Playa Drive and terminating at Catalpa Way. The posted speed limit is 25 mph within the study area. This roadway collector provides local access to residential neighborhoods.

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Patrick Avenue is a two-lane, north-south roadway from Tennyson Road and terminating at Schafer Road. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential developments.

Hesperian Boulevard is a six-lane, north-south arterial that extends from E 14th Street and terminates at Alameda Creek. Posted speed limit is 35 mph within the study area. This roadway provides local access to residential and commercial developments and the I-92, I-880 and I-238 freeways.

W Winton Avenue is a six-lane, east-west roadway extending from D Street and terminating at Jackson Street. W Winton Avenue functions as a collector roadway east of D Street and as an arterial west of D Street. The posted speed limit is 35 mph within the study area. This roadway provides local access to residential and commercial developments.

Clawiter Road is a four-lane, north-south, collector roadway extending south of Industrial Boulevard and as an arterial north of Industrial Boulevard. The posted speed limit is 35 mph to 40 mph within the study area. This roadway provides access to residential developments.

Depot Road is a two- to four-lane, east-west roadway west of Hesperian Boulevard. The posted speed limit is 25 mph within the study area. This roadway provides access to residential and Industrial developments.

La Playa Drive is a six-lane roadway between Hesperian Boulevard and Southland Drive. The posted speed limit is 25 mph within the study area. This roadway provides access to residential and commercial developments.

Panama Street is a two-lane, east-west roadway between Hesperian Boulevard and Decatur Way. The posted speed limit is 25 mph within the study area. This roadway provides access to residential developments.

Catalpa Way is a two-lane, east-west roadway between Hesperian Boulevard and Hesse Drive.

The posted speed limit is 25 mph within the study area. This roadway provides access to residential developments.

Walpert Street is a two-lane, east-west roadway between 2nd Street and Fletcher Lane. The posted speed limit is 25 mph within the study area. This roadway has horizontal and vertical curves and provides local access to residential developments.

Fletcher Lane is a two-lane, east-west roadway from Walpert Street and terminating in a cul-de- sac west of Watkins Street. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential and commercial developments.

Grove Way is a two- to four-lane, east-west, collector roadway extending from East Castro Valley Boulevard and terminating at Meekland Avenue in unincorporated Alameda County. The posted speed limit is 25 mph within the study area. This roadway collector provides local access to residential neighborhoods.

Montgomery Street is a two-lane, north-south roadway between Medford Avenue and C Street.

The posted speed limit is 25 mph within the study area. This roadway provides access to residential developments.

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Meek Avenue is a two-lane, east-west roadway between Jackson Street and Filbert Street. The posted speed limit is 25 mph within the study area. This roadway provides access to residential neighborhoods.

Alice Street is a two-lane, east-west roadway between A Street and Meek Avenue. The posted speed limit is 25 mph within the study area. This roadway provides access to residential neighborhoods.

Eden Shores Boulevard is a four-lane, east-west roadway west of Hesperian Boulevard. The posted speed limit is 25 mph within the study area. This roadway provides access to commercial developments.

Marina Drive is a two-lane, north-south roadway between Industrial Boulevard and Eden Park Place. The posted speed limit is 25 mph within the study area. This roadway provides access to residential developments.

Pompano Avenue is a two-lane, north-south roadway from Tennyson Road and terminating at Folsom Avenue. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential neighborhoods.

Tampa Avenue is a two-lane, north-south roadway from Gomer Street and terminating at Avila Court. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential neighborhoods.

Dickens Avenue is a two-lane, north-south roadway from Tennyson Road and terminating at Folsom Avenue. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential neighborhoods.

Tyrell Avenue is a two-lane, north-south roadway from Tennyson Road and terminating at Schafer Road. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential developments.

Harvey Avenue is a two-lane, north-south roadway from Tennyson Road and terminating at Folsom Avenue. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential neighborhoods.

Whitman Street is a two-lane, north-south roadway from Tennyson Road and terminating at Sycamore Avenue. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential developments.

Dixon Street is a two-lane, north-south roadway from Tennyson Road and terminating at Industrial Parkway. The posted speed limit is 25 mph within the study area. This roadway provides local access to residential and Industrial developments.

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Existing Bicycle Facilities
There are four bicycle lane classes, as defined below:
 Bicycle Paths (Class I) – A path physically separated from motor vehicle traffic by an open space or barrier and either within a highway right-of-way or within an independent right- of-way, used by bicyclists, pedestrians, joggers, skater, and other non-motorized travelers. Multi-use paths are the most popular type of facility. Because the availability of uninterrupted rights-of-way is limited, this type of facility may be difficult to locate and expensive to build relative to other types of bicycle and pedestrian facilities, but inexpensive compared to new roadways. Prime locations for bike paths are areas such as power-line easements, utility easements, canal banks, river levees, drainage easements, railroad or highway rights-of-way, or regional community parks.  Bicycle Lanes (Class II) – A portion of a roadway that has been set aside by striping and pavement markings for the preferential or exclusive use of bicyclists. Bike lanes are intended to promote an orderly flow of bicycle and vehicle traffic. This type of facility is established by using the appropriate striping, legends, and signs.  Bicycle Routes (Class III) – Bike routes are facilities shared with motor vehicle traffic. Bike routes must be of benefit to the bicyclist and offer a higher degree of service than adjacent streets. They provide for specific bicycle demand and may be used to connect discontinuous segments of streets with bike facilities. Also, bike routes are located on residential streets and rural roads. If the pavement width is sufficient and traffic volume/speeds warrant, an edge line may be painted to further delineate the bike route.

Bike routes are signed with the G-93 Bike Route marker, but no striping or legends are required.
 Separated Bikeways (Class IV) – Separated bikeways provide a physical separation from vehicular traffic. This separation may include grade separation, flexible posts, planters or other inflexible barriers, or on-street parking. These bikeways provide some bicyclists a greater sense of comfort and security, especially in the context of high speed roadways.

Separated facilities can provide one-way or two-way travel and may be located on either side of a one-way roadway.

According to the latest City of Hayward Bicycle & Pedestrian Master Plan, adopted September 2020, Class I Bike Paths are located on six different corridors as shown in Table 1. Existing bicycle facilities within three zone study areas are shown in Figure 4, Figure 5, and Figure 6, respectively.

Table 1 : Existing Class I Bike Paths in the City of Hayward Name From To Miles
Eden Greenway East of Soto Road Hesperian Boulevard 1.48 Ward Creek Trail Folsom Avenue Auction Way 1.90
Ward Creek Trail Hesperian Boulev ard Industrial Parkway SW 0.73 Ward Creek Trail Pacheco Way Murcia Street 0.50
Multimodal Improvement Plan TIF Nexus Study
Page | 29

Name From To Miles
Industrial Parkway Path Industrial Parkway SW Mission Boulevard 1.20 San Francisco Bay Trail West Winton Avenue Breakwater Avenue 2.87 Total Bike Paths 8.68
Source: City of Hayward Bicycle and Pedestrian Master Plan, September 2020.

Table 2, Table 3 and Table 4 show the existing Class II, Class III and Class IV bikeways within the study area, respectively. Class II bicycle lanes and buffered bicycle lanes are located on 46 different routes with total length of approximately 37 miles.

Table 2 : Existing Class II Bike Lanes in the City of Hayward Street From To Miles
A Street Hesperian Boulev ard Mission Boulevard 1.90
Alquire Parkway Mission Boulevard Vanderbilt Street 0.13 Arf Avenue Baumberg Avenue Hesperian Boulevard 0.40
B Street Martin Luther King Drive Grand Street 0.53
Brae Burn Avenue Rousseau Street Gresel Street 0.18
C Street Filbert Street Alice Street 0.23
D Street Winton Avenue 2 nd Street 1.12
Calaroga Avenue La Playa Drive Ashbury Lane 1.41
Calaroga Avenue Tennyson Road Catalpa Way 0.70
Campus Drive 2nd Street Highland Boulevard 0.59
Catalpa Way Miami Avenue Hesperian Boulevard 0.43
Cathy Way Calaroga Avenue Hesperian Boulevard 0.18
City Center Drive Foothill Boulevard Second Street 0.40 Clubhouse Drive Skywest Drive Golf Course Road 0.13
Corporate Avenue Eden Land ing Road Arden Road 0.62
Corsair Boulevard W Winton Avenue North of Stearman
Avenue 0.80
Dixon Street Tennyson Road Industrial Parkway 0.69
Eden Landing Road Clawiter Road Corporate Avenue 0.47
Eden Shores Boulevard Sandcreek Drive Hesperian Boulevard 0.57 Fairview Avenue Hayward Boulevard City Limits 0.60
Garin Avenue Mission Boulevard Larrabee Street 0.28
Gresel Street Medinah Street Brae Burn Avenue 0.13
Harder Road Santa Clara Street West Loop Road 1.90
Hathaway Avenue San Leandro City Limits West A Street 0.44 Hesperian Boulevard Tennyson Road City Limits 1.60
Multimodal Improvement Plan TIF Nexus Study
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Street From To Miles
Huntwood
Avenue/Huntwood Way Gading Road Union City Border 3.44
Marina Drive Industrial Boul evard Eden Park Place 0.48 Miami Avenue Catalpa Way Hesperian Boulevard 1.10
Morningside Drive Tahoe Avenue Arf Avenue 0.20
Panama Street Hesperian Boulevard Calaroga Avenue 0.20
Portsmouth Avenue Sleepy Hollow Avenue Baumberg Avenue 0.70 Rousseau Street Prestwick Avenue Brae Burn Avenue 0.14
Ruus Road Folsom Avenue Industrial Parkway West 0.53
Santa Clara Street West A Street Harder Road 1.65
Soto Road Winton Avenue Harder Road 1.05
Second Street D Street Campus Drive 1.00
Skywest Drive Hesperian Boulevard Sueirro Street 0.30
Tahoe Avenue Hesperian Boulevard Morningside Drive 0.30 Tampa Avenue/Gomer
Street Patrick Avenue Tennyson Road 0.37
Tennyson Road Industrial Boulevard Calaroga Avenue 1.00 Tennyson Road Patrick Avenue Vista Grande Drive 1.90
Turner Court Kay Avenue Hesperian Boulevard 0.37
West A Street Montgomery Street Skywest Drive 1.90
West Winton Avenue Clawiter Road Hesperian Boulevard 0.50 West Winton Avenue Cabot Boulevard Depot Road 0.50
Whitman Street Sycamore Avenue Tennyson Road 2.10
Whitesell Street Depot Road Breakwater Avenue 1.20
Total Bike Lanes 37.36
Source: City of Hayward Bicycle and Pedestrian Master Plan, September 2020.

Class III bicycle boulevards and bicycle routes are located on 48 different routes with total length of 31 miles.

Table 3 : Existing Class III Bike Routes in the City of Hayward Street From To Miles
A Street Mission Boulevar d East City Limits 0.60
D Street 2nd Street East City Limits 0.76
E Street 2 nd Street East City Limits 0.19
2nd Street City Center Drive East City Limits 1.15
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Street From To Miles
4th Street A Street D Street 0.29
5th Street D Street E Street 0.15
6th Street B Street D Street 0.20
Amador Street Centennial Park Elmhurst Street 0.35
Arden Road/ Baumberg
Avenue Corporate Avenue Industrial Boulevard 0.76
Breakwater Avenue San Francisco Bay Trail Clawiter Road 0.85 Cabot Boulevard West Winton Avenue Depot Road 1.11
Campus Drive Hayward Boulevard North of Highland
Boulevard 0.17
Carlos Bee Boulevard Mission Boulevard Campus Drive 0.61 Cheney Lane Calaroga Avenue Peterman Avenue 0.06
City Center Drive 2 nd Street Maple Court 0.13
Clawiter Road West Winton Avenue Eden Landing Road 1.84 Depot Road Cabot Boulevard Hesperian Boulevard 1.67
Eldridge Avenue Eden Greenway Underwood Avenue 0.54
Elmhurst Street Santa Clara Street Amador Street 0.20
Fairway Street Mission Boulevard Carroll Avenue 0.40
Folsom Avenue Tampa Avenue Huntwood Avenue 0.84
Gading Road Harder Road Patrick Avenue 0.59
Garin Avenue Larrabee Street Bello Road 0.50
Gomer Street Underwood Avenue Patrick Avenue 0.20
Grand Street A Street Meek Avenue 0.51
Hayward Boulevard Campus Drive Fairview Avenue 2.87
Hesperian Boulevard Northern City Limit La Playa Drive 1.70 Industrial Boulevard Clawiter Road Hesperian Boulevard 2.55 Industrial Parkway SW Industrial Parkway West Whipple Road 0.90 Industrial Parkway W Hesperian Boulevard Hopkins Street 0.60 La Playa Drive Hesperian Boulevard Calaroga Avenue 0.29 Main Street McKeever Avenue Sunset Boulevard 0.30
Meek Avenue Grand Street Silva Avenue 0.12
Middle Lane Clawiter Road Hesperian Boulevard 0.64
Montgomery Street C Street Sunset Boulevard 0.70
Orchard Avenue Soto Road Mission Boulevard 0.53
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Street From To Miles
Pacheco Way/Stratford
Road Folsom Path Industrial Parkway West 0.22
Patrick Avenue Gomer Street West Tennyson Road 0.30
Silva Avenue Meek Avenue Sycamore Avenue 0.24
Skywest Drive West A Street Sueirro Street 0.30
Southland Drive Hesperian Boulev ard West Winton Avenue 0.45 Tampa Avenue Tennyson Road Folsom Avenue 0.46
Tennyson Road Calaroga Avenue Patrick Avenue 0.56
Underwood Avenue Eldridge Avenue Gomer Street 0.08
West Winton Avenue Cabot Boulevard Clawiter Road 0.99
Western Boulevard San Leandro City Limits “A” Street 0.40 Whipple Road Industrial Park way SW Huntwood Avenue 0.50 Winton Avenue Southland Drive Soto Road 0.97
Total Bike Routes 31.34
Source: City of Hayward Bicycle and Pedestrian Master Plan, September 2020.

Class IV separated bikeways are located on one corridor with total length of 1.9 miles.

Table 4 : Existing Class I Bike Paths in the City of Hayward Name From To Miles
Mission Boulevard Industrial Pa rkway South City Limits 1.90 Total Separated Bikeways 1.90
Source: City of Hayward Bicycle and Pedestrian Master Plan, September 2020.

Existing Bicycle Facilities - Zone 1
TJKM
Figure - 4
LEGEND
Signalized Intersections
Unsignalized Intersections
Class I Bike Path
Class II Bike Lane
Class III Bike Route
xx
xx
N
18 1
2 3
4 5
6 7
8 9
10 11
12 13 14
15 16
17 19
20 21
22 23
24 25
26 27 28
29 30
31 32
33 34 35
36 37
38 39
40 41
42 Existing Bicycle Facilities - Zone 2
TJKM
Figure - 5
Thackeray Ave.

Ruus Rd.

Soto Rd.

Jane Ave.

Gading Rd.

Patrick Ave.

Undersood Ave.

Tyrell Ave.

Tampa Ave.

Harvey Ave.

Di
cke
ns
Av
e.

Tampa Ave.

W Tennyson Rd.

Folsom Ave.

Ruus Rd.

Huntwood Ave.

Cypress Ave.Tarman Ave.
49 51
44 45
46 48
Zephyr Ave.

Sandoyal Way.

Santa Clara St.

Whitman St.

Whitman St.

Industrial Blvd.

Baldwin St.

Andrea St.

Bruno St.

CA - 92 W
54 56
58 64
61 70
52 53 55 57
59 60
62 63
65 66
67 69
68 71
880
Harder Road
Addison Wy.

Stratford Rd.

Ruus Ln.

Whipple Rd.

Huntwood Ave.

NN
43 44 45
46 47
48 49
50 51 52 53 54 55 56 57
58 59
60 61
62 63
64 65
66 67
68 69
70 71
LEGEND
Signalized Intersections
Unsignalized Intersections
Class I Bike Path
Class II Bike Lane
Class III Bike Route
xx
xx
Existing Bicycle Facilities - Zone 3
TJKM
Figure - 6
W A St.

Hesperian Blvd.

Sueirro St.

W Winton Ave.

Industrial Blvd.

Cathy Wy.

Hesperian Blvd.

Baumberg Ave.

W Tennyson Rd.

Industrial Blvd.

Industrial Blvd.

Clawiter Rd.

Clawiter Rd.

Depot Rd.

Bolero Ave.

Loyola Ave.

Calaroga Ave.

Hollow Ave. S
Tripaldi Way
Eden Park PlEden Shores Blvd.

Catalpa Wy.
75 Garden Ave.

Industrial Pkwy.

Adrian Ave.

West St.

W Winton Ave.

Nimitz Fwy 1-880 N
CA - 92 W
92 91
93 95
96 74
78 85
7776
81 83 84
86 87
94 88
89 90
97 98
100
73 72
79 Hesperian Blvd.

Panama St.

Oliver Dr.

Enterprise Ave.

Diablo Ave.

Saklan Rd.

La Playa Pl.

Calaroga Ave.

CA - 92 W
880
Clubhouse Dr. Target
Sk
ywest
Dr.

Longwood Ave.

Thelm
a St.

Victory
Ave.

Turner Ct.

North Ln.

Middle Ln.

Eden Wy.

National Ave.

Alpine Wy.

American Wy.

Dunn Rd.

Depot Rd.

Whitesell St.

Trust Wy. Investment Blvd.

Corporate Wy.

Arden Rd.

Marina Dr.

Sleepy
Hallow Ave.

Arf Ave.
82 LEGEND
Signalized Intersections
Unsignalized Intersections
Parks
Local Streets
Rail Roads
xx
xx
LEGEND
Signalized Intersections
Unsignalized Intersections
Class I Bike Path
Class II Bike Lane
Class III Bike Route
xx
xx
N
72 73
74 75 76 78
79 80
81 82
83 84
85 77
86 87
88 89 90
91 92
93 94 95
96 97
98 99
100
Multimodal Improvement Plan TIF Nexus Study
Page | 36

Existing Pedestrian Facilities
Walkability is defined as the ability to travel easily and safely between various origins and destinations without having to rely on automobiles or other motorized travel. The ideal “walkable” community includes wide sidewalks, a mix of land uses such as residential, employment, shopping opportunities, a limited number of conflict points with vehicle traffic, easy access to transit facilities, and services.

Pedestrian facilities comprise of crosswalks, sidewalks, pedestrian signals, and off-street paths which provide safe and convenient routes for pedestrians to access destinations such as institutions, businesses, public transportation, and recreation facilities.

Existing pedestrian facilities within three zone study areas are shown in Figure 7, Figure 8, and Figure 9, respectively.

Existing Transit Facilities
In addition to two BART lines, AC Transit offers local bus transit service on the following routes within the project limit:
 AC Transit Line 60 provides weekday service at 20-minute headways between 6:02 a.m. and 11:50 p.m. and weekend service at 40-minute headways between 6:00 a.m. and 11:44 p.m. The line runs from Cal State East Bay to Chabot College, while providing loop service between the Hayward BART station and 2
nd Street.
 AC Transit Line 83 provides weekday service at 30-minute headways between 6:00 a.m. and 10:43 p.m. The line runs a loop from the Hayward BART station to the South Hayward BART station with stops along Hesperian Boulevard, Winton Avenue, Industrial Boulevard, and Eden Landing Road.
 AC Transit Line 86 provides service at 30-minute headways between 4:15 a.m. and 12:21 a.m. on weekdays, and 35-minute headways between 5:55 a.m. and 11:33 p.m. on weekends. The line provides service between the South Hayward BART station and the Hayward BART station with stops along Tennyson Road, Industrial Boulevard, and Winton Avenue, and at the AC Transit Hayward Division building.  AC Transit Line 93 provides weekday service at 37- to 47-minute headways between 5:40 a.m. and 11:13 p.m. and one-hour headways between 6:00 a.m. and 10:48 p.m. on weekends. The line runs a loop from the Hayward BART station and stops along Mission Boulevard.
 AC Transit Line 94 provides weekday service at 65-minute headways between 5:05 a.m. and 9:22 p.m. The line runs a loop from Stonebrae Elementary School to the Hayward BART Station.
 AC Transit Line 95 provides daily service at 40-minute headways between 5:30 a.m. and 8:24 p.m. The line runs between the Hayward BART station and a stop located at Kelly Street and Eddy Street. Line 95 extends service to Bret Harte Middle School and Hayward High School on school days.

Multimodal Improvement Plan TIF Nexus Study
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 AC Transit Line 97 provides weekday service at 11- to 20-minute headways between 5:37 a.m. and 11:53 p.m., and weekend service at 13- to 33-minute headways between 6:00 a.m. and 11:45 p.m. Line 97 runs between the Union City BART station and the Bay Fair BART Station with stops at Chabot College and along Hesperian Boulevard.  AC Transit Line 99 provides weekday service at 15- to 20-minute headways between 5:00 a.m. and 1:01 a.m. and 25- to 30-minute headways between 6:00 a.m. and approximately 12:50 a.m. on weekends and holidays. The line runs a loop from the Hayward BART station and stops along Mission Boulevard.
 AC Transit Line 801 provides weekday service at one-hour headways between 11:43 p.m. and 6:32 a.m., and weekend service at one-hour headways between 11:39 p.m. and 7:35 a.m. on Saturdays and between 11:39 p.m. and 8:22 a.m. on Sundays and holidays. The line runs provides service between the Fremont BART station and the 12 th Street Oakland
BART Station with stops at both Hayward BART stations.
 AC Transit Line M provides weekday service at 32- to 43-minute headways between 5:54 a.m. and 5:49 p.m. Line M provides service between the Hayward BART Station and the Hillsdale Shopping Center with a stop at Chabot College.  AC Transit Line S provides weekday service at 15- to 60-minute headways between 5:10 a.m. and 8:33 a.m. and 30- to 45-minute headways between 4:15 p.m. and 8:00 p.m. Line S provides commuter service between the City of Hayward and the Transbay Terminal in San Francisco.
 AC Transit Line SB provides weekday service at 10- to 45-minute headways between 5:25 a.m. and 9:28 a.m. and 20- to 55-minute headways between 3:30 p.m. and 8:20 p.m. This line runs between the City of Newark and San Francisco with one stop in the City of Hayward.

Existing Pedestrian Facilities - Zone 1
TJKM
Figure - 7
LEGEND
Signalized Intersections
Unsignalized Intersections
Crosswalk
xx
xx
N
18 1
2 3
4 5
6 7
8 9
10 11
12 13 14
15 16
17 19
20 21
22 23
24 25
26 27 28
29 30
31 32
33 34 35
36 37
38 39
40 41
42 Existing Pedestrian Facilities - Zone 2
TJKM
Figure - 8
Thackeray Ave.

Ruus Rd.

Soto Rd.

Jane Ave.

Gading Rd.

Patrick Ave.

Undersood Ave.

Tyr
ell Av
e. Tampa Ave
.

Harvey Ave.

Dickens Ave.

Tampa Ave.

W Tennyson Rd.

Folsom Ave.

Ruus Rd.

Huntwood Ave.

Cypress
Ave.

Tarman
Ave.
50 49
51 44 45
46 47
48 Zephyr Ave.

Sandoyal Way.

Whitman St
.

Whitm
an St.

Indust
rial
Blvd.

Baldwin St.

Andrea St
.

Bruno St.

CA - 92 W
54 56
58 64
61 70
52 53 55 57
59 60
62 63
65 66
67 69
68 71
880
Harder Road
Addison Wy.

Str
at
fo
rd Rd.

Ruus Ln.

Whipple Rd.

Huntwood Ave.

Pacific
St.

Dixon St.

E 12th St.

Miss
ion Bl
vd.

Industrial Pkwy
. SW
N
LEGEND
Signalized Intersections
Unsignalized Intersections
Crosswalk
xx
xx
43 44 45
46 47
48 49
50 51 52 53 54 55 56 57
58 59
60 61
62 63
64 65
66 70
71 69
67 68
Existing Pedestrian Facilities - Zone 3
TJKM
Figure - 9
W A St.

Hesperian Blvd.

Sueirro St.

W Winton Ave.

Industrial Blvd.

Cathy Wy.

Hesperian Blvd.

Baumberg Ave.

W Tennyson Rd.

Industrial Blvd.

Industrial Blvd.

Clawiter Rd.

Clawiter Rd.

Depot Rd.

Bolero Ave.

Loyola A
ve.

Calaroga Ave.

Hollow Ave.

Tripaldi Way
Eden Park PlEden
Shores Bl
vd.
75 Garden Ave.

Industrial Pkwy.

Adrian Ave.

West St.

W Winton Ave.

Nimitz Fwy 1-880 N
CA - 92 W
92 91
93 95
96 74
78 80
85 7776
81 83 84
86 87
94 88
89 90
97 98
99 100
73 72
79 Hesperian Blvd.

Panama St.

Oliver Dr.

Enterprise Ave.

Diablo Ave.

Saklan Rd.

La Playa
Pl.

Calaroga Ave.

CA - 9
2 W
880
Clubhouse Dr. Target
Skywest Dr.

Longwood Ave.

Thelm
a St.

Victory Ave.

Turner Ct.

North Ln.

Middle Ln.

Eden Wy.

National Ave.

Alpine Wy.

American Wy.

Dunn Rd.

Depot Rd.

Whitesell St.

Trust Wy. Investment Blvd.

Corporate Wy.

Arden Rd.

Marina Dr.

Arf Ave.
82 Sleepy
Catalpa Way
N
LEGEND
Signalized Intersections
Unsignalized Intersections
Crosswalk
xx
xx
72 73
74 75 76 78
79 80
81 82
83 84
85 77
86 87
88 89 90
91 92
93 94 95
96 97
98 99
100
Multimodal Improvement Plan TIF Nexus Study
Page | 41

Study Intersections
TJKM evaluated traffic conditions at 100 study intersections: 70 signalized intersections and 30 un-signalized intersections. The study intersections were selected in consultation with the City of Hayward staff. The peak periods observed were between 7:00-9:00 a.m. and 4:00-6:00 p.m. The study intersections and associated traffic controls are as follows:

1. Foothill Boulevard / Grove Way (Signalized)

2. Foothill Boulevard / City Center Drive (Signalized)

3. City Center Drive / 2nd Street (Signalized)

4. 2nd Street / Russell Way (Two-Way Stop)

5. Foothill Boulevard / A Street (Signalized)

6. A Street / 2nd Street (Signalized)

7. B Street / 2nd Street (Signalized)

8. B Street / 3rd Street (Two-Way Stop)

9. B Street / 6th Street (Two-Way Stop)

10. A Street / Mission Boulevard (Signalized)

11. A Street / Myrtle Street (One-Way Stop)

12. B Street / Grand Street (Signalized)

13. A Street / Grand Street (Signalized)

14. B Street / Montgomery Street (All-Way Stop)

15. B Street / Watkins Street (Signalized)

16. C Street / Second Street (Signalized)

17. D Street / Grand Street (Signalized)

18. A Street / Happyland Avenue (Two-Way Stop)

19. D Street / Watkins Avenue (Signalized)

20. Foothill Boulevard/ D Street (Signalized)

21. D Street / 1st Street (Two-Way Stop)

22. D Street / 2nd Street (Signalized)

23. D Street / 5th Street (One-Way Stop)

24. Watkins Street / Jackson Street (Signalized)

25. Foothill Boulevard / Jackson Street / Mission Boulevard (Signalized)

26. E Street / 2nd Street (Signalized)

27. Grand Street / Meek Avenue (All-Way Stop)
Multimodal Improvement Plan TIF Nexus Study
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28. Meek Avenue / Silva Avenue / Jackson Street (Signalized)

29. Fletcher Lane / Watkins Street (Two-Way Stop)

30. Mission Boulevard/ Fletcher Lane (Signalized)

31. Santa Clara Street / Ocie Way (Two-Way Stop)

32. Amador Street / Winton Avenue (Signalized)

33. Myrtle Street / Soto Road / Winton Avenue (Signalized)

34. D Street / Winton Avenue (Signalized)

35. Park Street / Winton Avenue (Two-Way Stop)

36. Alice Street / Jackson Street (Two-Way Stop)

37. 2nd Street / Campus Drive (One-Way Stop)

38. Amador Street / Elmhurst Street (All-Way Stop)

39. Soto Road / Jackson Street (Signalized)

40. Amador Street / Cypress Avenue / Jackson Street (Signalized)

41. Orchard Avenue / Soto Road (Signalized)

42. Carlos Bee Boulevard / Hayward Boulevard (Signalized)

43. Harder Road / Santa Clara Street (Signalized)

44. Cypress Avenue / Harder Road / Underwood Avenue (Signalized)

45. Harder Road / Gading Road (Signalized)

46. Harder Road / Soto Road / Mocine Avenue (Signalized)

47. Harder Road / Jane Avenue (Signalized)

48. Harder Road / Mission Boulevard (Signalized)

49. Patrick Avenue / Gomer Street (All-Way Stop)

50. Patrick Avenue / Roosevelt Avenue (All-Way Stop)

51. Patrick Avenue / Tennyson Road (Signalized)

52. Pompano Avenue / Tennyson Road (Signalized)

53. Tampa Avenue / Tennyson Road (Signalized)

54. Tennyson Road / Dickens Avenue (One-Way Stop)

55. Tyrell Avenue / Tennyson Road (Signalized)

56. Tennyson Road / Harvey Avenue (One-Way Stop)

57. Ruus Road / Tennyson Road (Signalized)

58. Tennyson Road / Baldwin Street (One-Way Stop)
Multimodal Improvement Plan TIF Nexus Study
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59. Huntwood Avenue / Tennyson Road (Signalized)

60. Beatron Way / Whitman Street / Tennyson Road (Signalized)

61. Tennyson Road / Pacific Street (One-Way Stop)

62. Dixon Street / E 12th Street / Tennyson Road (Signalized)

63. Mission Boulevard/ Tennyson Road (Signalized)

64. Ruus Road / Folsom Avenue (All-Way Stop)

65. Industrial Parkway / Stratford Road (Signalized)

66. Industrial Boulevard / Ruus Road (Signalized)

67. Huntwood Avenue / Industrial Parkway (Signalized)

68. Mission Boulevard / Industrial Parkway (Signalized)

69. Huntwood Avenue/ Sandoval Way (Signalized)

70. Huntwood Avenue / Zephyr Avenue (Two-Way Stop)

71. Huntwood Avenue / Whipple Road (Signalized)

72. A Street / Hesperian Boulevard (Signalized)

73. Garden Avenue / A Street (Two-Way Stop)

74. Hesperian Boulevard / Sueirro Street (Signalized)

75. Winton Avenue / Cabot Boulevard (All-Way Stop)

76. Clawiter Road / Winton Avenue (Signalized)

77. Saklan Road / Winton Avenue (Signalized)

78. Winton Avenue / Hesperian Boulevard (Signalized)

79. Hesperian Boulevard / La Playa Drive / West Street (Signalized)

80. La Playa Drive / Calaroga Avenue (Signalized)

81. Clawiter Road / Industrial Boulevard (Signalized)

82. Hesperian Boulevard / Turner Court (Signalized)

83. Clawiter Road / Depot Road (Signalized)

84. Depot Road / Industrial Boulevard (Signalized)

85. Depot Road / Cathy Way / Hesperian Boulevard (Signalized)

86. Clawiter Road / Enterprise Avenue (Signalized)

87. Industrial Boulevard/ Tennyson Road (Signalized)

88. Hesperian Boulevard / Tennyson Road (Signalized)

89. Sleepy Hollow Avenue / Tennyson Road (Signalized)
Multimodal Improvement Plan TIF Nexus Study
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90. Calaroga Avenue / Tennyson Road (Signalized)

91. Calaroga Avenue / Bolero Avenue (All-Way Stop)

92. Hesperian Boulevard / Oliver Drive (One-Way Stop)

93. Calaroga Avenue / Panama Street (All-Way Stop)

94. Baumberg Avenue / Industrial Boulevard (Signalized)

95. Hesperian Boulevard / Catalpa Way (One-Way Stop)

96. Calaroga Avenue / Catalpa Way (All-Way Stop)

97. Industrial Boulevard/ Marina Drive (Signalized)

98. Hesperian Boulevard / Industrial Boulevard (Signalized)

99. Hesperian Boulevard / Eden Shores Boulevard (Signalized) 100. Hesperian Boulevard / Eden Park Place (Signalized) The study intersection lane geometry and traffic controls are illustrated in Figure 10, Figure 11, Figure 12, Figure 13 and Figure 14.

Study Segments
TJKM evaluated traffic conditions at 15 study segments within the project study zones. The study segments were evaluated for both directions during weekday a.m. and p.m. peak periods.

The study segments and associated classifications are as follows:

1. Mission Boulevard between Rose Street & Sunset Boulevard (State Route/Arterial)*

2. Mission Boulevard between A Street & B Street (State Route/Arterial)*

3. Mission Boulevard between Fletcher Lane & Sycamore Avenue (State Route/Arterial)*

4. Foothill Boulevard between City Center Drive & Russell Way (Arterial)*

5. A Street between Western Boulevard & Peralta Street (Arterial)*

6. Santa Clara Street between Jackson Street & Elmhurst Street (Arterial)

7. Soto Road between Orchard Avenue & Berry Avenue (Collector)

8. Campus Drive between 2nd Street & Oakes Drive (Arterial)

9. A Street between Royal Avenue & Hesperian Boulevard (Arterial)

10. Winton Avenue between Wright Drive & Stonewall Avenue (Arterial)**

11. Winton Avenue between I-880 Northbound Ramps & Santa Clara Street (Arterial)**

12. Depot Road between Cabot Boulevard & Industrial Boulevard (Collector)

13. Depot Road between Hesperian Boulevard & Adrian Avenue (Local Road)

14. Industrial Boulevard between Tennyson Road & Baumberg Avenue (Arterial)**

15. Hesperian Boulevard between Panama Street & Catalpa Way (Arterial)** Multimodal Improvement Plan TIF Nexus Study
Page | 45

*Tier 1 CMP Roadway
**Tier 2 CMP Roadway

Intersection #1
Foothill Blvd./
Grove Wy.

Intersection #6
A St./
Second St.

Intersection #7
B St./
Second St.

Intersection #11
A St./
Myrtle St.

Intersection #12
B St./
Grand St.

Intersection #16
C St./
Second St.

Intersection #17
D St./
Grand St.

Intersection #2
Foothill Blvd./
City Center Dr.

Intersection #3
City Center Dr./
Second St.

Intersection #4
Second St./
Russell Wy.

Intersection #5
Foothill Blvd./
A St.

Intersection #8
B. St./
Third St.

Intersection #9
B St./
Sixth St.

Intersection #10
A St./
Mission Blvd.

Intersection #13
A St./Grand St./
Western Blvd.

Intersection #14
B St./
Montgomery St.

Intersection #15
B St./
Watkins St.

Intersection #18
A St./
Happyland Ave.

Intersection #19
D St./
Watkins St.

Intersection #20
Foothill Blvd./
D. St.

Exis ng Lane Geometry and Traffic Controls
Figure 10
N
Grove Wy.

Foothill Blvd.

C St.

Second St.

City Center Dr.

Foothill Blvd.

A St.

Foothill Blvd.

D St.

Foothill Blvd.

A St.

Mission Blvd.

City Center Dr.

Second St.

A St.

Second St.

D St.

Grand St.

D St.

Watkins Ave.

A St.

Western Blvd.

B St.

Second St.

B St.

Watkins St.

B St.

Grand St.

Russell Wy.

Second St.

A St.

Happyland Ave.

B St.

Third St.

A St.

Myrtle St.

Grand St.

B St.

Sixth St.

B St.

Montgomery St.

LEGEND
Traffic Signal
Stop Sign
TJKM
Intersection #21
D St./
First St.

Intersection #26
E St./
Second St.

Intersection #27
Grand St./
Meek Ave.

Intersection #31
Santa Clara St./
Ocie Wy.

Intersection #32
Amador St./
Winton Ave.

Intersection #36
Alice St./Sycamore Ave./
Jackson St.

Intersection #37
Second St./
Campus Dr.

Intersection #22
D St./
Second St.

Intersection #23
D. St./
Fifth St.

Intersection #24
Watkins St./
Jackson St.

Intersection #25
Foothill Blvd./Jackson St./
Mission Blvd.

Intersection #28
Meek Ave./Silva Ave./
Jackson St.

Intersection #29
Fletcher Ln./
Watkins St.

Intersection #30
Mission Blvd./
Fletcher Ln.

Intersection #33
Myrtle St./Soto Rd./
Winton Ave.

Intersection #34
D St./
Winton Ave.

Intersection #35
Park St./
Winton Ave.

Intersection #38
Amador St./
Elmhurst St.

Intersection #39
Soto Rd./
Jackson St.

Intersection #40
Amador Ave./Cypress Ave./
Jackson St.

Exis ng Lane Geometry and Traffic Controls
Figure 11
N
Winton Ave.

D St.

D St.

Second St.

Meek Ave. Silva Ave.

Jackson St.

Fletcher Ln.

Mission Blvd.

Jackson St.

Mission Blvd.

Foothill Blvd.

Jackson St.

Amador St.Cypress Ave.

D St.

Fifth St.

E St.

Second St.

Meek Ave.

Grand St.

Elmhurst St.

Amador St.

Ocie Wy.

Santa Clara St.

Jackson St.

Watkins St.

Second St.

Campus Dr.

Jackson St.

Soto Rd.

Winton Ave.

Amador St.

Winton Ave.

Myrtle St.

Winton Ave.

Park St.

Jackson St.

Alice St.

D St.

First St.

Soto Rd.

Sycamore Ave.

Fletcher Ln.

Watkins St.

LEGEND
Traffic Signal
Stop Sign
Intersection #41
Orchard Ave./
Soto Rd.

Intersection #46
Harder Rd./
Soto Rd./Mocine Ave.

Intersection #47
Harder Rd./
Jane Ave./
Intersection #51
Patrick Ave./
Tennyson Rd.

Intersection #52
Pompano Ave./
Tennyson Rd.

Intersection #56
Tennyson Rd./
Harvey Ave.

Intersection #57
Ruus Rd./
Tennyson Rd.

Intersection #42
Carlos Bee Blvd./
Hayward Blvd.

Intersection #43
Harder Rd./
Santa Clara St.

Intersection #44
Cypress Ave./Harder Rd./
Underwood Ave.

Intersection #45
Harder Rd./
Gading Rd.

Intersection #48
Harder Rd./
Mission Blvd.

Intersection #49
Patrick Ave./
Gomer St.

Intersection #50
Patrick Ave./
Roosevelt Ave.

Intersection #53
Tampa Ave./
Tennyson Rd.

Intersection #54
Tennyson Rd./
Dickens Ave.

Intersection #55
Tyrell Ave./
Tennyson Rd.

Intersection #58
Tennyson Rd./
Baldwin St.

Intersection #59
Huntwood Ave./
Tennyson Rd.

Intersection #60
Beatron Wy./Whitman St./
Tennyson Rd.

Exis ng Lane Geometry and Traffic Controls
Figure 12
N
Hayward Blvd.

Carlos Bee Blvd.

Mocine Ave.

Harder Rd.

Mission Blvd.

Tennyson Rd.

Harder Rd.

Soto Rd.

Tennyson Rd.

Baldwiln St.

Tennyson Rd.

Patrick Ave.

Tennyson Rd.

Tyrell Ave.

Harder Rd.

Cypress Ave.

Tennyson Rd.

Huntwood Ave.

Whitman St.

Tennyson Rd.

Tennyson Rd.

Tampa Ave.

Harder Rd.

Gading Rd.

Pompano Rd.

Tennyson Rd.

Dickens Ave.

Tennyson Rd.

Harvey Ave.

Tennyson Rd.

Ruus Rd.

Orchard Ave. Carlos Bee Blvd.

Harder Rd.

Harder Rd.

Underwood Ave.

Santa Clara St.

Soto Rd.

Harder Rd.

Jane Ave.

Beatron Wy.

Gomer St.

Patrick Ave.

Roosevelt Ave.

Patrick Ave.

LEGEND
Traffic Signal
Stop Sign
Intersection #61
Tennyson Rd./
Intersection #66
Industrial Pkwy./
Ruus Rd.

Intersection #67
Huntwood Ave./
Industrial Pkwy.

Intersection #71
Huntwood Ave./
Whipple Rd.

Intersection #72
A St./
Hesperian Blvd.

Intersection #76
Clawiter Rd./
Winton Ave.

Intersection #77
Saklan Rd/
Winton Ave.

Intersection #62
Dixon St./E. 12th St./
Tennyson Rd.

Intersection #63
Mission Blvd./
Tennyson Rd.

Intersection #64
Ruus Rd./
Folsom Ave.

Intersection #65
Industrial Pkwy./
Stratford Rd.

Intersection #68
Mission Blvd./
Industrial Pkwy.

Intersection #69
Huntwood Ave./
Sandoval Wy.

Intersection #70
Huntwood Ave./
Zephyr Ave.

Intersection #73
Garden Ave./
A St.

Intersection #74
Hesperian Blvd./
Sueirro St.

Intersection #75
Winton Ave./
Cabot Blvd.

Intersection #78
Winton Ave./
Hesperian Blvd.

Intersection #79
Hesperian Blvd./
La Playa Dr.

Intersection #80
La Playa Dr./
Calaroga Ave.

Exis ng Lane Geometry and Traffic Controls
Figure 13
N
E. 12th St. Dixon St.

Industrial Pkwy.

Mission Blvd.

A St.

Hesperian Blvd.

Tennyson Rd.

Mission Blvd.

Winton Ave.

Hesperian Blvd.

La Playa Dr.

Hesperian Blvd.

Sueirro St.

Hesperian Blvd.

Industrial Pkwy.

Ruus Rd.

A St.

Garden Ave.

Tennyson Rd.

La Playa Dr.

Calaroga Ave.

Tennyson Rd.

Cabot Blvd.

Winton Ave.

Industrial Pkwy.

Huntwood Ave.

Industrial Pkwy.

Stratford Rd.

Winton Ave.

Clawiter Rd.

Winton Ave.

Saklan Rd.

Sandoval Wy.

Huntwood Ave.

Whipple Rd.

Huntwood Ave.

Zephyr Ave.

Huntwood Ave.

Folsom Ave.

Ruus Rd.

LEGEND
Traffic Signal
Stop Sign
Intersection #81
Clawiter Rd./
Industrial Blvd.

Intersection #86
Clawiter Rd./
Enterprise Ave.

Intersection #87
Industrial Blvd./
Tennyson Rd.

Intersection #91
Calaroga Ave./
Miami Ave./Bolero Ave.

Intersection #92
Hesperian Blvd./
Oliver Dr.

Intersection #96
Calaroga Ave./
Catalpa Wy.

Intersection #97
Industrial Blvd./
Marina Dr.

Intersection #82
Hesperian Blvd./
Turner Ct.

Intersection #83
Clawiter Rd./
Depot Rd.

Intersection #84
Depot Rd./
Industrial Blvd.

Intersection #85
Depot Rd./
Hesperian Blvd.

Intersection #88
Hesperian Blvd./
Tennyson Rd.

Intersection #89
Sleepy Hollow Ave./
Tennyson Rd.

Intersection #90
Calaroga Ave./
Tennyson Rd.

Intersection #93
Calaroga Ave./
Panama St.

Intersection #94
Baumberg Ave./
Industrial Blvd.

Intersection #95
Hesperian Blvd./
Catalpa Wy.

Intersection #98
Hesperian Blvd./
Industrial Blvd.

Intersection #99
Hesperian Blvd./
Eden Shores Blvd.

Intersection #100
Hesperian Blvd./
Eden Park Pl.

Exis ng Lane Geometry and Traffic Controls
Figure 14
N
Hesperian Blvd.

Tennyson Rd.

Hesperian Blvd.

Eden Shores Blvd.

Hesperian Blvd.

Oliver Dr.

Hesperian Blvd.

Tennyson Rd.

Calaroga Ave.

Depot Rd.

Clawiter Rd.

Clawiter Rd.

Industrial Blvd.

Industrial Blvd.

Hesperian Blvd.

Tennyson Rd.

Industrial Blvd.

Catalpa Wy.

Hesperian Blvd.

Baumberg Ave.

Industrial Blvd.

Enterprise Ave.

Clawiter Rd.

Industrial Blvd.

Marina Dr.

Turner Ct.

Hesperian Blvd.

Depot Rd.

Industrial Blvd.

Depot Rd.

Hesperian Blvd.

Eden Park Pl.

Tennyson Rd.

Sleepy Hollow
Ave.

Bolero Ave. Miami Ave.

Calaroga Ave.

Panama St.

Calaroga Ave.

Catalpa Wy.

Calaroga Ave.

LEGEND
Traffic Signal
Stop Sign
Multimodal Improvement Plan TIF Nexus Study
Page | 51

Data Collection
This section summarizes the data collection efforts for the City of Hayward Citywide Intersection Improvement Study. Two primary types of data were collected to support the determination of existing conditions: (1) peak hour turning movement volume counts; and (2) signal timings.

Intersection level of service (LOS) analysis was performed using the turning movement data for both the a.m. and p.m. peak hours.

Turning Movement Counts
TJKM collected the turning movement counts (TMC) for 70 intersections during the a.m. (7:00 – 9:00 a.m.) and p.m. (4:00 – 6:00 p.m.) peak periods between January 28, 2016 and February 11, 2016. These counts were done at each location using manual observations to record the number of vehicles that turn left or right or drive straight through the intersection for each of the intersection approaches. To assure proper data collection on typical traffic days, each day and time were carefully reviewed, and any questionable days/times were eliminated from the data collection schedule. This included identifying school holidays across the city and any events that occurred during the data collection period. During the data collection days and times, no public holidays, special events or weather conditions were observed that could have impacted the usefulness of the collected data. The data was collected on the days and hours representative of normal traffic conditions. Significant construction impacts were not present during the data collection period, thus no data was disqualified from the process. Appendix A contains the vehicle, pedestrian, and bicycle turning movement counts for the study intersections.

The remaining 30 intersection volumes were provided by the City of Hayward; however, they were collected in 2014 and 2015. After discussing with the City staff, the 2019 volumes were projected by applying a growth rate of 1.3 percent per year, obtained from the City of Hayward General Plan, to 2014, 2015, and 2016 volumes.

Signal Timing Plans
Signal timing plans were obtained from City of Hayward and Caltrans for the studied signalized intersections. The following key parameters were included in the Synchro analysis for every signalized study intersection to accurately model existing conditions:
 Walk Time – This is the amount of time for a pedestrian walk phase. The Walk Time is activated when the signal is on pedestrian recall or when a pedestrian makes a call by pushing the pedestrian push button.
 Flashing Don’t Walk Time – This is the amount of time for a pedestrian Flash Don’t Walk Phase. This represents the amount of time remaining before the pedestrian phase is completed.
 Minimum Green Time – This is the shortest time that the phase will show green.  Yellow Time – This is the amount of time for the yellow interval.  All-Red Time – This is the amount of time for the all-red interval that follows the yellow interval. The all red time should be of sufficient duration to permit the intersection to clear before cross traffic is released.

Multimodal Improvement Plan TIF Nexus Study
Page | 52

 Vehicle Extension Time – This is also known as the maximum gap. When a vehicle crosses a detector, it will extend the green time by the vehicle extension time.  Minimum Gap Time – This is the minimum gap that the controller will use with volume- density operation.
 Phasing – The type of left-turn phasing (protected, split, permissive).  Coordination Plans (Splits) – The maximum amount of time a phase can be served during the relevant peak period.
 Offsets – The offset value represents the number of seconds that the reference phase lags the master reference (or arbitrary reference if no master is specified). The master reference synchronizes the intersections sharing a common cycle length to provide a coordinated system.

The existing (2019) conditions intersection turning volumes are illustrated in Figure 15, Figure 16, Figure 17, Figure 18 and Figure 19.

Average Daily Traffic Counts
TJKM collected the average daily traffic (ADT) counts for 15 study segments. The counts were provided by the City from previous projects and were collected in the years 2017 and 2018. The counts consist of 24-hour, bi-directional ADT conducted during typical weekday conditions.

Segments with multi-day counts used a mid-week average calculated from counts conducted on Tuesday and Thursday. Segments with single-day counts consist of data conducted on either Tuesdays, Wednesdays, or Thursdays. To ensure typical weekday conditions were reflected, similar procedures as discussed above for the turning movement counts were applied when conducting ADT counts. Appendix B contains the 24-hour, bi-directional ADT counts for the study segments.

Intersection #1
Foothill Blvd./
Grove Wy.

Intersection #6
A St./
Second St.

Intersection #7
B St./
Second St.

Intersection #11
A St./
Myrtle St.

Intersection #12
B St./
Grand St.

Intersection #16
C St./
Second St.

Intersection #17
D St./
Grand St.

Intersection #2
Foothill Blvd./
City Center Dr.

Intersection #3
City Center Dr./
Second St.

Intersection #4
Second St./
Russell Wy.

Intersection #5
Foothill Blvd./
A St.

Intersection #8
B. St./
Third St.

Intersection #9
B St./
Sixth St.

Intersection #10
A St./
Mission Blvd.

Intersection #13
A St./Grand St./
Western Blvd.

Intersection #14
B St./
Montgomery St.

Intersection #15
B St./
Watkins St.

Intersection #18
A St./
Happyland Ave.

Intersection #19
D St./
Watkins Ave.

Intersection #20
Foothill Blvd./
D. St.

Exis ng Peak Hour Traffic Volumes
Figure 15
N
51 (79)
1838 (1459)
127 (144) 134 (54)
215 (108)
213 (54) 91 (133)
2026 (2589)
119 (99)
232 (241)
182 (140)
53 (71)
29 (72)
328 (474)
77 (175) 84 (98)
1308 (906)
392 (308) 126 (90)
387 (349)
169 (386)
10 (26)
471 (983)
5 (32)
24 (24)
525 (327)
36 (43) 75 (91)
103 (80)
346 (147) 7 (26)
263 (532)
96 (184 7)
14 (12)
79 (88)
41 (24)
733 (860)
10 (22) 76 (28)
51 (37)
752 (755)
31 (42)
246 (504)
158 (299)
152 (186)
347 (249)
360 (365)
115 (140) 187 (74)
775 (405)
35 (45) 7 (5)
386 (322)
44 (85)
228 (228)
443 (1070)
8 (8)
60 (46)
0 (0)
2 (6) 73 (49)
1273 (1471)
23 (78) 6 (3)
0 (0)
17 (29)
1 (4)
1161 (1744)
10 (20)
78 (53)
153 (149)
11 (20) 49 (63)
748 (328)
50 (46) 47 (37)
223 (219)
59 (84)
76 (72)
1043 (638)
2070 (3130)
107 (169)
36 (79)
462 (944)
28 (30)
178 (570)
392 (503)
33 (41)
295 (158)
46 (45) 37 (62)
800 (626)
190 (113) 78 (156)
198 (319)
46 (152)
37 (80)
415 (648)
72 (107)
139 (71)
25 (50)
48 (32) 71 (68)
348 (246)
50 (70)
48 (68)
121 (206)
33 (75)
31 (54)
87 (105) 26 (54)
365 (180)
186 (90) 123 (133)
95 (150)
24 (56)
148 (141)
832 (792)
111 (44) 25 (9)
51 (32)
504 (828)
22 (18)
156 (120)
518 (640)
26 (46) 34 (52)
627 (354)
191 (212) 129 (77)
647 (702)
285 (514)
14 (33)
107 (174)
8 (17)
18 (46)
0 (1)
2 (3)
10 (16)
836 (534) 11 (6)
6 (6)
8 (35)
27 (43)
388 (625)
14 (10)
1 (1)
3 (4) 2 (3)
868 (535)
38 (25) 12 (8)
1 (0)
63 (33)
3 (15)
411 (713)
49 (23)
143 (178)
501 (572)
99 (165)
717 (573)
1622 (1396)
216 (486)
178 (307 7)
296 (148)
1486 (983)
334 (401) 347 (309)
36 (46)
11 (46) 5 (25)
1526 (2017)
15 (58)
21 (81)
0 (6)
19 (61)
70 (188)
1 (1) 3 (5)
25 (24)
72 (67) 356 (322)
130 (119)
70 (71)
22 (45)
9 (44)
381 (480)
17 (47)
461 (575)
57 (72) 68 (28)
7 (9)
10 (23) 0 (70)
370 (373)
9 (14)
5 (17)
3 (23)
16 (98)
1312 (1105) 16 (48)
1417 (1006) 120 (198)
1332 (2191)
486 (1011)
Grove Wy.

Foothill Blvd.

C St.

Second St.

City Center Dr.

Foothill Blvd.

A St.

Foothill Blvd.

D St.

Foothill Blvd.

A St.

Mission Blvd.

City Center Dr.

Second St.

A St.

Second St.

D St.

Grand St.

D St.

Watkins Ave.

A St.

Western Blvd.

B St.

Second St.

B St.

Watkins St.

B St.

Grand St.

Russell Wy.

Second St.

A St.

Happyland Ave.

B St.

Third St.

A St.

Myrtle St.

Grand St.

B St.

Sixth St. Montgomery St.

LEGEND
AM Peak Hour Volumes
PM Peak Hour Volumes
XX
(XX )
26 (116)
Intersection #21
D St./
First St.

Intersection #26
E St./
Second St.

Intersection #27
Grand St./
Meek Ave.

Intersection #31
Santa Clara St./
Ocie Wy.

Intersection #32
Amador St./
Winton Ave.

Intersection #36
Alice St./Sycamore Ave./
Jackson St.

Intersection #37
Second St./
Campus Dr.

Intersection #22
D St./
Second St.

Intersection #23
D. St./
Fifth St.

Intersection #24
Watkins St./
Jackson St.

Intersection #25
Foothill Blvd./Jackson St./
Mission Blvd.

Intersection #28
Meek Ave./Silva Ave./
Jackson St.

Intersection #29
Fletcher Ln./
Watkins St.

Intersection #30
Mission Blvd./
Fletcher Ln.

Intersection #33
Myrtle St./Soto Rd./
Winton Ave.

Intersection #34
D St./
Winton Ave.

Intersection #35
Park St./
Winton Ave.

Intersection #38
Amador St./
Elmhurst St.

Intersection #39
Soto Rd./
Jackson St.

Intersection #40
Amador Ave./Cypress Ave./
Jackson St.
2 (6)
28 (18)
3 (1)
1061 (633)
10 (7) 127 (80)
37 (26)
312 (495)
139 (69)
260 (331)
612 (652)
59 (89) 19 (43)
409 (215)
104 (54) 358 (113)
715 (563)
68 (57)
75 (193)
240 (364)
94 (59)
466 (255)
91 (33) 58 (32)
110 (42)
256 (417)
88 (104)
1421 (1043)
1816 (1685)
1593 (2023)
748 (1396)
70 (57)
138 (60)
440 (509)
306 (201) 604 (189)
86 (19)
117 (62) 29 (8)
414 (498)
105 (85)
139 (57)
223 (94)
68 (41)
18 (17)
248 (255)
167 (112) 178 (208)
87 (72)
4 (14) 6 (9)
187 (177)
2 (14)
19 (33)
63 (50)
9 (11)
32 (47)
1457 (888)
128 (176) 192 (317)
191 (239)
55 (38) 25 (49)
1194 (1652)
34 (44)
34 (29)
183 (132)
22 (15)
15 (27)
6 (29)
227 (345) 385 (312)
26 (26)
5 (15) 0 (3)
4 (26)
4 (20)
30 (10)
33 (23)
1 (1)
16 (55)
1914 (1536)
31 (82) 14 (7)
137 (63)
207 (119) 233 (288)
1473 (1889)
71 (112)
79 (67)
54 (109)
115 (181)
119 (121)
125 (175)
0 (8)
186 (229)
1192 (1699)
147 (181)
243 (174)
192 (188)
16 (27)
2 (5)
1307 (821)
Exisng Peak Hour Traffic Volumes
Figure 16
N
4 (6)
1107 (515)
46 (11) 19 (28)
0 (0)
38 (37) 10 (24)
356 (1036)
23 (47)
5 (4)
0 (0)
28 (9)
41 (91)
51 (26)
25 (29) 85 (28)
1191 (717)
239 (133) 104 (289)
19 (24)
180 (356)
78 (31)
555 (1150)
289 (109)
262 (119)
241 (111)
43 (23) 18 (24)
1119 (616)
115 (71) 184 (121)
119 (150)
79 (146)
57 (170)
582 (1232)
148 (148)
1152 (672)
21 (16)
29 (54)
83 (65) 628 (1238)
84 (127)

100 (78)
16 (22) 23 (59)
10 (25)
75 (97)
41 (49)
0 (6)
1713 (1063)
51 (44)
40 (37) 7 (3) 50 (25)
29 (47)
1273 (1812)
38 (79)
133 (43)
179 (75)
301 (419)
99 (161)
110 (102)
422 (359)
85 (64)
283 (196)
46 (11) 26 (107)
30 (73)
21 (81) 109 (106)
229 (256)
100 (16)
97 (104)
62 (27)
162 (214)
65 (75)
232 (214)
59 (41) 60 (33)
1849 (951)
170 (202) 194 (336)
269 (242)
78 (124)
70 (114)
1059 (1792)
168 (278)
229 (88)
181 (222)
93 (158) 91 (126)
1923 (1151)
57 (161) 126 (124)
238 (203)
103 (104)
236 (255)
1132 (1956)
56 (70)
25 (27)
4 (1)
2 (1)
Winton Ave.

D St.

D St.

Second St.

Meek Ave. Silva Ave.

Jackson St.

Fletcher Ln.

Mission Blvd.

Jackson St. Foothill Blvd.

Jackson St.

Amador St. Cypress Ave.

D St.

Fifth St.

E St.

Second St.

Meek Ave.

Grand St.

Elmhurst St.

Amador St.

Ocie Wy.

Santa Clara St.

Jackson St.

Watkins St.

Mission Blvd.

Second St.

Campus Dr.

Jackson St.

Soto Rd.

Winton Ave.

Amador St.

Winton Ave.

Myrtle St.

Winton Ave.

Park St.

Jackson St.

Alice St.

D St.

First St.

Soto Rd.

Sycamore Ave.

Fletcher Ln.

Watkins St.

LEGEND
AM Peak Hour Volumes
PM Peak Hour Volumes
XX
(XX )
Intersection #41
Orchard Ave./
Soto Rd.

Intersection #46
Harder Rd./
Soto Rd./Mocine Ave.

Intersection #47
Harder Rd./
Jane Ave./
Intersection #51
Patrick Ave./
Tennyson Rd.

Intersection #52
Pompano Ave./
Tennyson Rd.

Intersection #56
Tennyson Rd./
Harvey Ave.

Intersection #57
Ruus Rd./
Tennyson Rd.

Intersection #42
Carlos Bee Blvd./
Hayward Blvd.

Intersection #43
Harder Rd./
Santa Clara St.

Intersection #44
Cypress Ave./Harder Rd./
Underwood Ave.

Intersection #45
Harder Rd./
Gading Rd.

Intersection #48
Harder Rd./
Mission Blvd.

Intersection #49
Patrick Ave./
Gomer St.

Intersection #50
Patrick Ave./
Roosevelt Ave.

Intersection #53
Tampa Ave./
Tennyson Rd.

Intersection #54
Tennyson Rd./
Dickens Ave.

Intersection #55
Tyrell Ave./
Tennyson Rd.

Intersection #58
Tennyson Rd./
Baldwin St.

Intersection #59
Huntwood Ave./
Tennyson Rd.

Intersection #60
Beatron Wy./Whitman St./
Tennyson Rd.

Exisng Peak Hour Traffic Volumes
Figure 17
N
53 (58)
320 (295)
139 (285) 320 (287)
38 (22)
333 (127) 20 (25)
253 (317)
152 (230)
69 (45)
43 (36)
44 (10)
2 (6)
6 (9)
2 (2) 3 (2)
770 (336)
416 (163) 30 (384)
1 (3)
34 (467)
1 (2)
419 (544)
420 (251)
723 (1127)
21 (52) 155 (139)
24 (103)
32 (111)
1030 (840)
0 (0)
28 (44)
223 (332) 357 (364)
909 (811)
144 (44)
110 (93)
143 (34)
21 (59)
675 (1049)
51 (55)
930 (733)
767 (410) 385 (559)
500 (616)
604 (899)
389 (431)
620 (312)
25 (46)
122 (113) 77 (115)
695 (827)
14 (29) 115 (130)
35 (57)
31 (19)
337 (464)
952 (1003)
79 (149)
312 (186)
19 (44)
136 (119) 142 (164)
503 (793)
36 (55) 22 (20)
40 (19)
52 (40)
294 (251)
823 (761)
14 (20)
98 (169)
1943 (1262)
31 (57) 29 (73)
126 (240)
154 (198) 232 (319)
1115 (2008)
166 (179)
296 (331)
298 (165)
332 (349)
3 (7)
630 (406)
153 (154) 181 (200)
104 (101)
34 (23) 23 (64)
369 (630)
10 (41)
28 (16)
116 (52)
44 (38)
4 (9)
705 (425)
0 (9) 1 (6)
0 (0)
0 (9) 143 (196)
420 (704)
0 (9)
11 (10)
0 (2)
331 (146)
1029 (493)
153 (131)
50 (127)
1207 (1168)
568 (764)
1184 (1514)
1021 (1087)
26 (61)
242 (219)
58 (47)
1160 (1335)
151 (309)
94 (65)
90 (59)
188 (135) 173 (247)
794 (939)
33 (105) 72 (58)
97 (105)
69 (84)
113 (178)
1038 (1133)
44 (45)
1010 (1214)
105 (80) 20 (20)
65 (54)
956 (1299)
61 (49)
152 (134)
151 (98)
119 (147)
955 (1172)
142 (152)
1199 (1159)
974 (1343)
32 (56) 36 (23)
33 (31)
1232 (1322)
29 (55)
834 (983)
228 (133)
242 (354)
121 (234)
1045 (994)
343 (218)
11 (21)
0 (0)
9 (15) 7 (33)
978 (1135)
23 (47) 2 (2)
0 (0)
8 (43)
20 (30)
1028 (1176)
10 (34)
82 (67)
474 (140)
178 (81) 31 (37)
799 (761)
325 (154) 75 (170)
112 (383)
111 (225)
57 (108)
862 (807)
186 (90)
598 (265)
6 (8)
257 (128) 192 (225)
674 (861)
2 (8) 60 (32)
44 (20)
25 (8)
260 (457)
913 (809)
61 (52)
Hayward Blvd.

Carlos Bee Blvd.

Mocine Ave.

Harder Rd.

Mission Blvd.

Tennyson Rd.

Harder Rd.

Soto Rd.

Tennyson Rd.

Baldwiln St.

Tennyson Rd.

Patrick Ave.

Tennyson Rd.

Tyrell Ave.

Harder Rd.

Cypress Ave.

Tennyson Rd.

Huntwood Ave.

Whitman St.

Tennyson Rd.

Tennyson Rd.

Tampa Ave.

Harder Rd.

Gading Rd.

Pompano Rd.

Tennyson Rd.

Dickens Ave.

Tennyson Rd.

Harvey Ave.

Tennyson Rd.

Ruus Rd.

Orchard Ave. Carlos Bee Blvd. Harder Rd.

Harder Rd.

Underwood Ave.

Santa Clara St.

Soto Rd.

Harder Rd.

Jane Ave.

Beatron Wy.

Gomer St.

Patrick Ave.

Roosevelt Ave.

Patrick Ave.

LEGEND
AM Peak Hour Volumes
PM Peak Hour Volumes
XX
(XX )
Intersection #61
Tennyson Rd./
Pacific St.

Intersection #66
Industrial Pkwy./
Ruus Rd.

Intersection #67
Huntwood Ave./
Industrial Pkwy.

Intersection #71
Huntwood Ave./
Whipple Rd.

Intersection #72
A St./
Hesperian Blvd.

Intersection #76
Clawiter Rd./
Winton Ave.

Intersection #77
Saklan Rd/
Winton Ave.

Intersection #62
Dixon St./E. 12th St./
Tennyson Rd.

Intersection #63
Mission Blvd./
Tennyson Rd.

Intersection #64
Ruus Rd./
Folsom Ave.

Intersection #65
Industrial Pkwy./
Stratford Rd.

Intersection #68
Mission Blvd./
Industrial Pkwy.

Intersection #69
Huntwood Ave./
Sandoval Wy.

Intersection #70
Huntwood Ave./
Zephyr Ave.

Intersection #73
Garden Ave./
A St.

Intersection #74
Hesperian Blvd./
Sueirro St.

Intersection #75
Winton Ave./
Cabot Blvd.

Intersection #78
Winton Ave./
Hesperian Blvd.

Intersection #79
Hesperian Blvd./
La Playa Dr.

Intersection #80
La Playa Dr./
Calaroga Ave.

Exisng Peak Hour Traffic Volumes
Figure 18
N
157 (82)
324 (211)
72 (33) 48 (75)
1091 (927)
455 (378) 50 (108)
114 (470)
404 (696)
26 (90)
725 (950)
50 (158)
206 (129)
580 (149)
135 (94) 44 (152)
1331 (924)
310 (139) 189 (350)
110 (596)
130 (292)
62 (314)
709 (1317)
396 (163)
560 (326)
1516 (1100)
65 (113) 141 (64)
159 (75)
12 (11) 447 (437)
1062 (1507)
8 (17)
340 (587)
72 (158)
412 (525)
5 (1)
1217 (407)
77 (33) 68 (126)
0 (0)
25 (23) 1 (0)
363 (1228)
30 (15)
1 (1)
0 (0)
1 (1)
49 (14)
585 (367)
108 (12) 38 (119)
8 (18)
8 (25) 35 (18)
310 (576)
45 (11)
8 (24)
11 (9)
6 (37)
762 (1116)
11 (37) 28 (22)
50 (35)
1073 (877)
32 (52)
158 (101)
95 (23)
11 (5) 3 (7)
438 (672)
88 (58) 213 (374)
40 (82)
70 (63)
130 (157)
723 598)
354 (252)
272 (349)
1894 (1312)
8 (12) 1 (4)
2 (11)
2 (4) 211 (394)
1338 (1771)
3 (3)
438 (403)
3 (6)
318 (265)
28 (12)
419 (205)
45 (34) 37 (43)
90 (69)
112 (54) 46 (141)
152 (447)
44 (86)
22 (11)
113 (43)
163 (84)
230 (119)
33 (30)
55 (47) 36 (61)
1248 (990)
12 (27) 157 (322)
22 (120)
16 (49)
80 (179)
740 (946)
135 (158)
E. 12th St. Dixon St.

Industrial Pkwy.

Mission Blvd.

A St.

Hesperian Blvd.

Tennyson Rd.

Mission Blvd.

Winton Ave.

Hesperian Blvd.

La Playa Dr.

Hesperian Blvd.

Sueirro St.

Hesperian Blvd.

Industrial Pkwy.

Ruus Rd.

A St.

Garden Ave.

Tennyson Rd.

Pacific St.

La Playa Dr.

Calaroga Ave.

Tennyson Rd.

Cabot Blvd.

Winton Ave.

Industrial Pkwy.

Huntwood Ave.

Industrial Pkwy.

Stratford Rd.

Winton Ave.

Clawiter Rd.

Winton Ave.

Saklan Rd.

Sandoval Wy.

Huntwood Ave.

Whipple Rd.

Huntwood Ave.

Zephyr Ave.

Huntwood Ave.

Folsom Ave.

Ruus Rd.
120 (221)
33 (42)
308 (233) 180 (191)
764 (784)
4 (16) 28 (18)
34 (22)
20 (17)
248 (121)
904 (728)
17 (40)
12 (11)
1230 (737)
271 (342) 222 (348)
206 (166)
711 (367) 140 (146)
646 (1578)
210 (326)
32 (78)
52 (162)
12 (37)
61 (57)
64 (115)
1077 (1109)
3 (11)
29 (47)
914 (1336)
3 (5)
40 (58)
1793 (947)
102 (62) 73 (29)
7 (18)
35 (22) 100 (120)
849 (1850)
16 (29)
55 (139)
6 (26)
44 (52)
2 (5)
16 (27)
76 (161) 169 (51)
75 (54)
305 (54) 23 (18)
22 (20)
17 (99)
3 (2)
40 (121)
16 (19)
0 (0)
0 (2)
0 (3) 1 (0)
1075 (283)
957 (263)
148 (99)
0 (0)
219 (606)
1 (1)
340 (1016)
153 (176)
3 (2)
0 (1)
6 (0) 3 (1)
2023 (567)
93 (60) 6 (4)
0 (1)
62 (194)
3 (0)
551 (1683)
8 (14)
1078 (189)
1057 (754)
112 (177) 161 (225)
1012 (312)
193 (297) 55 (44)
641 (1194)
142 (183)
209 (717)
354 (1059)
36 (54)
1469 (880)
54 (155) 65 (192)
154 (321)
2 (7)
863 (1323)
57 (315)
68 (87)
282 (184) 112 (203)
207 (262)
43 (154)
100 (188)
2 (6)
0 (0)
1 (7)
LEGEND
AM Peak Hour Volumes
PM Peak Hour Volumes
XX
(XX )
Intersection #81
Clawiter Rd./
Industrial Blvd.

Intersection #86
Clawiter Rd./
Enterprise Ave.

Intersection #87
Industrial Blvd./
Tennyson Rd.

Intersection #91
Calaroga Ave./
Miami Ave./Bolero Ave.

Intersection #92
Hesperian Blvd./
Oliver Dr.

Intersection #96
Calaroga Ave./
Catalpa Wy.

Intersection #97
Industrial Blvd./
Marina Dr.

Intersection #82
Hesperian Blvd./
Turner Ct.

Intersection #83
Clawiter Rd./
Depot Rd.

Intersection #84
Depot Rd./
Industrial Blvd.

Intersection #85
Depot Rd./
Hesperian Blvd.

Intersection #88
Hesperian Blvd./
Tennyson Rd.

Intersection #89
Sleepy Hollow Ave./
Tennyson Rd.

Intersection #90
Calaroga Ave./
Tennyson Rd.

Intersection #93
Calaroga Ave./
Panama St.

Intersection #94
Baumberg Ave./
Industrial Blvd.

Intersection #95
Hesperian Blvd./
Catalpa Wy.

Intersection #98
Hesperian Blvd./
Industrial Blvd.

Intersection #99
Hesperian Blvd./
Eden Shores Blvd.

Intersection #100
Hesperian Blvd./
Eden Park Pl.

Exisng Peak Hour Traffic Volumes
Figure 19
N
LEGEND
AM Peak Hour Volumes
PM Peak Hour Volumes
XX
(XX )
1 (7)
1(1)
3 (48) 22 (22)
338 (481)
5 (3)
114 (569)
2 (4)
5 (8)
503 (120)
1074 (937)
69 (88) 70 (74)
85 (18)
64 (67) 189 (55)
777 (1393)
36 (74)
75 (166)
6 (47)
20 (73)
194 (42)
648 (144)
29 (22) 7 (11)
331 (88)
104 (26) 65 (47)
53 (396)
35 (150)
43 (135)
123 (399)
41 (26)
56 (11)
600 (529)
23 (58) 36 (18)
132 (30)
122 (93) 351 (128)
371 (405)
76 (122)
16 (55)
26 (211)
127 (346)
194 (117)
826 (956)
37 (35) 32 (32)
176 (58)
134 (64) 509 (315)
919 (1348)
83 (160)
153 (225)
63 (115)
340 (277)
113 (22)
722 (367)
2 (0) 0 (5)
0 (0)
1 (10) 58 (53)
298 (450)
8 (12)
18 (76)
1 (1)
49 (90)
943 (1136)
121 (531) 533 (133)
430 (59)
921 (822)
30 (185)
227 (87)
1135 (809)
196 (221) 226 (187)
598 (226)
302 (257) 79 (31)
1114 (1255)
72 (108)
141 (162)
216 (547)
51 (52)
65 (78)
159 (74)
181 (286) 308 (210)
1004 (612)
173 (34)
73 (30)
227 (131)
180 (161)
18 (44)
484 (867)
40 (60)
65 (67)
137 (56)
419 (458) 520 (320)
1340 (834)
416 (294) 69 (29)
115 (75)
663 (465)
43 (25)
791 (1292)
14 (21)
167 (72)
232 (143)
147 (151) 348 (185)
138 (48)
6 (5) 29 (12)
398 (326)
6 (11)
85 (116)
125 (99)
54 (22)
43 (72)
1262 (952)
26 (21)
82 (91)
1298 (1654)
27 (24)
98 (73)
90 (72)
230 (93)
11 (18) 67 (18)
109 (38)
7 (1) 79 (50)
222 (152)
3 (6)
140 (193)
34 (35)
67 (42)
237 (42)
774 (961)
7 (5) 2 (2)
28 (4)
70 (18) 361 (82)
816 (729)
38 (34)
47 (155)
7 (33)
63 (395)
1046 (867)
156 (52)
119 (22)
131 (86)
943 (1679)
215 (179)
189 (27)
24 (62)
33 (45)
107 (63)
266 (77)
70 (156)
1111 (659)
15 (58)
212 (226)
34 (38)
718 (1058)
97 (41)
22 (24)
1021 (862)
301 (259) 346 (375)
429 (403)
380 (374) 632 (323)
637 (1398)
109 (202)
43 (208)
313 (789)
501 (432)
57 (103)
1656 (1317)
85 (188) 18 (12)
2 (14)
24 (12) 178 (364)
1273 (1669)
69 (154)
63 (43)
62 (30)
127 (247)
9 (85)
1805 (1485)
2 (7)
3 (15)
0 (2)
1(4) 21 (169)
1480 (2202)
0 (2)
3 (35)
0 (0)
104 (226)
944 (188)
734 (548)
2 (0)
TJKM
Hesperian Blvd.

Tennyson Rd.

Hesperian Blvd.

Eden Shores Blvd.

Hesperian Blvd.

Oliver Dr.

Hesperian Blvd.

Tennyson Rd.

Calaroga Ave.

Depot Rd.

Clawiter Rd.

Clawiter Rd.

Industrial Blvd.

Industrial Blvd.

Hesperian Blvd.

Tennyson Rd.

Industrial Blvd.

Catalpa Wy.

Hesperian Blvd.

Baumberg Ave.

Industrial Blvd.

Enterprise Ave.

Clawiter Rd.

Industrial Blvd.

Marina Dr.

Turner Ct.

Hesperian Blvd.

Depot Rd.

Industrial Blvd.

Depot Rd.

Hesperian Blvd. Eden Park Pl.

Tennyson Rd.

Sleepy Hollow
Ave.

Bolero Ave. Miami Ave.

Calaroga Ave.

Panama St.

Calaroga Ave.

Catalpa Wy.

Calaroga Ave.

Multimodal Improvement Plan TIF Nexus Study
Page | 58

Collision Data
The collision data was extracted from Statewide Integrated Traffic Records System (SWITRS) for a three-year period from 01/01/2016 to 12/31/2018. Collisions were observed at the study intersections within the study area.

Fatal collisions were found to occur at five locations within the three-year analysis period:

Foothill Boulevard/City Center Drive (Intersection #2), Industrial Parkway/Stratford Road (Intersection #65), Hesperian Boulevard/A Street (Intersection #72), Hesperian Boulevard/Turner Court (Intersection #82), and Hesperian Boulevard/Eden Shores Boulevard-Tripaldi Way (Intersection #99). Each location experienced one fatal collision in either 2016 or 2017, and no fatal collisions were observed for the 2018 year. Table 5 shows the types of collisions observed at the study intersections. The collision types are defined below.

DEFINITIONS FOR COLLISION TYPES: The types of collisions and their definitions as defined by CHP are listed below:

HEAD-ON: A head-on collision is a traffic collision where the front ends of two vehicles hit each other when traveling in opposite directions towards each other. For example, the front of one vehicle collides with the front of another, or prior to impact, one vehicle skids sideways, causing the side of the skidding vehicle to collide with the front of the

SIDESWIPE: A sideswipe collision is any collision between two vehicles in which the point of impact is on the side of both vehicles. For example, two vehicles are proceeding in the same direction or from opposite directions, and the side of one vehicle strikes the side of the other.

REAR-END: A rear-end collision occurs when the front bumper of a vehicle makes contact with another vehicle from the rear. For example, the front of one vehicle strikes the rear of another vehicle, or Vehicle #1 approaches Vehicle #2 from the rear and skids sideways during a braking action, causing the side of Vehicle #1 to strike the rear of BROADSIDE: A broadside collision occurs when the side of one vehicle is struck by the front of another vehicle.

HIT OBJECT: A motor vehicle strikes a fixed object or other object.

OVERTURNED: A motor vehicle overturns and no prior collision or hitting an object caused the overturning. This would include a motorcyclist losing control, causing the vehicle to lie down on its side. Vehicles that collided with other vehicles or objects prior to overturning are considered as broadside, side swipe, etc. based on the travel direction of involved parties before the collision.

Multimodal Improvement Plan TIF Nexus Study
Page | 59

AUTO/PED: A vehicle strikes a pedestrian.

OTHER: A collision not covered in the preceding elements. This entry shall be explained in the narrative, such as a vehicle involved with – a bicycle, train, or animal; an automobile fire; passengers falling or jumping from a vehicle; a vehicle backing; a bicycle involved with a pedestrian or another bicycle, etc.

Multimodal Improvement Plan TIF Nexus Study
Page | 60

Table 5 : Collision History Summary – 2016 – 2018
# Study Intersections Total
Collision Type
Injury Fatal
Head-On Side-
Swipe Rear-End Broadside Hit Object Pedestrian Bicycle Overturned Other 1 Foothill Blvd / Grove Way 12 0 2 4 3 0 2 0 0 1 6 0
2 Foothill Blvd / City Center Dr 20 0 3 7 2 3 4 1 0 0 10 1 3 City Center Dr / Second St 2 0 0 0 0 2 0 0 0 0 0 0
4 Russell Way/Second St 3 0 0 0 2 0 1 0 0 0 1 0
5 Foothill Blvd / A St 15 1 3 3 2 3 2 1 0 0 11 0
6 A St / Second St 3 1 0 1 0 0 1 0 0 0 3 0
7 B St / Second St 6 0 2 2 0 2 0 0 0 0 4 0
8 B St / Third St 4 0 1 2 0 0 0 1 0 0 2 0
9 B St/ Sixth St 1 0 1 0 0 0 0 0 0 0 0 0
10 Mission Blvd / A St 9 0 3 3 1 2 0 0 0 0 4 0
11 Myrtle St/ A St 3 1 1 0 0 0 1 0 0 0 1 0
12 B St / Grand St 8 2 1 1 2 2 0 0 0 0 6 0
13 A St / Grand St-Western Blvd 13 0 0 1 8 0 2 2 0 0 11 0 14 B St / Montgomery Ave 3 0 2 0 1 0 0 0 0 0 1 0
15 B St/ Watkins Ave 2 1 0 0 0 0 1 0 0 0 1 0
16 C St / Second St 5 0 0 1 4 0 0 0 0 0 4 0
17 D St / Grand St 6 0 0 2 3 1 0 0 0 0 4 0
18 W A St / Happyland Ave 6 0 0 0 3 0 2 1 0 0 5 0
19 D St / Watkins St 6 0 2 0 3 0 1 0 0 0 4 0
20 Foothill Blvd / D St 13 0 3 3 4 3 0 0 0 0 4 0
21 D St / First St 8 0 1 0 7 0 0 0 0 0 6 0
Multimodal Improvement Plan TIF Nexus Study
Page | 61

# Study Intersections Total
Collision Type
Injury Fatal
Head-On Side-
Swipe Rear-End Broadside Hit Object Pedestrian Bicycle Overturned Other 22 D St / Second St 9 0 1 4 3 0 1 0 0 0 4 0
23 D St / Fifth St 0 0 0 0 0 0 0 0 0 0 0 0
24 Watkins Ave / Jackson St 14 1 1 2 4 3 1 2 0 0 8 0
25 Foothill Blvd / Mission Blvd-
Jackson St 11 0 3 1 2 5 0 0 0 0 6 0
26 E St / Second St 5 0 1 0 2 2 0 0 0 0 3 0
27 Meek Ave / Grand St 1 0 0 1 0 0 0 0 0 0 0 0
28 Jackson St / Meek Ave-Silva
Ave 13 0 0 4 4 2 3 0 0 0 9 0
29 Fletcher Ln / Watkins Ave 1 0 0 1 0 0 0 0 0 0 0 0
30 Fletcher Ln / Mission Blvd 11 1 0 5 3 0 1 1 0 0 6 0
31 Santa Clara St / Ocie Way 1 0 0 0 0 0 0 1 0 0 1 0
32 Amador St / Winton Ave 8 0 0 5 0 2 1 0 0 0 5 0
33 Winton Ave / Soto Rd-Myrtle
Ave 5 0 0 2 2 1 0 0 0 0 3 0
34 D St / Winton Ave 2 0 1 0 0 1 0 0 0 0 1 0
35 Winton Ave / Park St 1 0 0 0 1 0 0 0 0 0 0 0
36 Jackson St / Alice St-
Sycamore Ave 8 0 1 0 3 4 0 0 0 0 4 0
37 Campus Dr / Second St 0 0 0 0 0 0 0 0 0 0 0 0
38 Amador St / Elmhurst St 4 0 1 0 1 0 2 0 0 0 2 0
39 Jackson St / Soto Ave 9 0 2 3 2 1 0 1 0 0 3 0
40 Jackson St / Cypress Ave-
Amador St 19 0 4 3 8 2 1 1 0 0 5 0
41 Soto Rd / Orchard Ave 2 0 0 0 1 0 0 1 0 0 2 0
Multimodal Improvement Plan TIF Nexus Study
Page | 62

# Study Intersections Total
Collision Type
Injury Fatal
Head-On Side-
Swipe Rear-End Broadside Hit Object Pedestrian Bicycle Overturned Other 42 Carlos Bee Blvd / Hayward
Blvd 1 0 0 1 0 0 0 0 0 0 0 0
43 Harder Rd / Santa Clara St 3 0 1 1 0 1 0 0 0 0 0 0
44 Harder Rd / Cypress Ave-
Underwood Ave 6 0 2 2 1 0 1 0 0 0 3 0
45 Harder Rd / Gading Rd 2 0 1 0 1 0 0 0 0 0 1 0
46 Harder Rd / Soto Rd-Mocine
Ave 10 0 3 2 3 2 0 0 0 0 6 0
47 Harder Rd / Jane Ave 5 0 0 1 1 2 1 0 0 0 4 0
48 Harder Rd / Mission Blvd 16 1 4 6 2 2 1 0 0 0 8 0
49 Patrick Ave / Gomer St 7 0 0 1 3 1 2 0 0 0 5 0
50 Patrick Ave / Roosevelt Ave 1 0 0 1 0 0 0 0 0 0 0 0
51 Patrick Ave / Tennyson Rd 15 3 3 3 2 2 0 2 0 0 6 0
52 Tennyson Rd / Pompano Ave 13 1 2 5 1 2 2 0 0 0 6 0
53 Tennyson Rd / Tampa Ave 10 0 0 2 4 1 3 0 0 0 5 0
54 Tennyson Rd / Dickens Ave 4 0 1 0 0 0 2 0 0 1 2 0
55 Tennyson Rd / Tyrell Ave 7 0 0 2 1 3 1 0 0 0 2 0
56 Tennyson Rd / Harvey Ave 3 0 0 0 3 0 0 0 0 0 1 0
57 Tennyson Rd / Ruus Rd 7 0 0 2 0 3 2 0 0 0 1 0
58 Tennyson Rd / Baldwin St 2 0 0 0 0 1 1 0 0 0 1 0
59 Tennyson Rd / Huntwood
Ave 20 3 3 7 1 3 1 1 0 1 8 0
60 Tennyson Rd / Beatron Way-
Whitman St 9 0 0 3 2 1 2 1 0 0 5 0
61 Tennyson Rd / Pacific St 6 0 2 0 3 0 0 0 1 0 5 0
Multimodal Improvement Plan TIF Nexus Study
Page | 63

# Study Intersections Total
Collision Type
Injury Fatal
Head-On Side-
Swipe Rear-End Broadside Hit Object Pedestrian Bicycle Overturned Other 62 Tennyson Rd / Dixon St-E
12th St 10 0 1 2 5 1 1 0 0 0 7 0
63 Tennyson Rd / Mission Blvd 7 1 2 1 2 0 1 0 0 0 5 0
64 Ruus Rd / Folsom Ave 3 0 0 1 2 0 0 0 0 0 1 0
65 Stratford Rd / Industrial Pkwy 8 0 2 1 4 0 1 0 0 0 5 1 66 Industrial Pkwy / Ruus Rd-
Industrial Pkwy SW 22 3 0 3 12 4 0 0 0 0 17 0
67 Huntwood Ave / Industrial
Pkwy 14 0 3 4 3 2 1 1 0 0 9 0
68 Mission Blvd / Industrial
Pkwy-Alquire Pkwy 7 0 3 2 0 1 0 1 0 0 5 0
69 Huntwood Ave / Sandoval
Way 3 0 0 1 0 2 0 0 0 0 1 0
70 Huntwood Ave / Zephyr Ave 3 0 0 1 0 1 0 0 1 0 1 0
71 Huntwood Ave / Whipple Rd 0 0 0 0 0 0 0 0 0 0 0 0
72 Hesperian Blvd / A St 13 0 1 6 2 3 1 0 0 0 6 1
73 W A St / Garden Ave 4 0 0 2 2 0 0 0 0 0 2 0
74 Hesperian Blvd / Sueirro St 2 0 0 H2 0 0 0 0 0 0 1 0 75 Winton Ave / Cabot Blvd 2 0 0 0 0 2 0 0 0 0 1 0
76 Winton Ave / Clawiter Rd 5 0 0 0 4 1 0 0 0 0 3 0
77 Winton Ave / Saklan Rd 2 0 0 1 0 0 1 0 0 0 1 0
78 Winton Ave / Hesperian Blvd 19 0 2 7 2 4 1 3 0 0 7 0 79 Hesperian Blvd / La Playa Dr-
West St 11 0 0 4 5 0 2 0 0 0 7 0
80 La Playa Dr / Calaroga Ave 3 0 1 0 1 1 0 0 0 0 1 0
81 Clawiter Rd / Industrial Blvd 2 0 0 0 0 2 0 0 0 0 1 0 Multimodal Improvement Plan TIF Nexus Study
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# Study Intersections Total
Collision Type
Injury Fatal
Head-On Side-
Swipe Rear-End Broadside Hit Object Pedestrian Bicycle Overturned Other 82 Hesperian Blvd / Turner Ct 9 0 2 2 1 3 1 0 0 0 3 1
83 Clawiter Rd / Depot Rd 3 0 1 0 1 1 0 0 0 0 1 0
84 Industrial Blvd / Depot Rd 4 0 1 1 1 1 0 0 0 0 1 0
85 Hesperian Blvd / Cathy Way-
Depot Rd 15 0 4 7 2 2 0 0 0 0 6 0
86 Clawiter Rd / Enterprise Ave 1 0 0 1 0 0 0 0 0 0 0 0 87 Tennyson Rd / Industrial Blvd 1 0 1 0 0 0 0 0 0 0 1 0 88 Tennyson Rd / Hesperian
Blvd 5 0 1 3 0 1 0 0 0 0 1 0
89 Tennyson Rd / Sleepy Hollow
Ave 8 0 0 1 2 1 4 0 0 0 5 0
90 Tennyson Rd / Calaroga Ave 10 0 1 6 2 0 1 0 0 0 8 0
91 Calaroga Ave / Bolero Ave-
Miami Ave 4 0 0 2 0 0 0 2 0 0 2 0
92 Hesperian Blvd / Oliver Dr 2 0 0 1 1 0 0 0 0 0 2 0
93 Calaroga Ave / Panama St 0 0 0 0 0 0 0 0 0 0 0 0
94 Industrial Blvd / Baumberg
Ave 2 0 1 0 1 0 0 0 0 0 0 0
95 Hesperian Blvd / Catalpa
Way-Tahoe Ave 13 0 1 1 7 2 2 0 0 0 6 0
96 Calaroga Ave / Catalpa Way 2 1 0 0 0 1 0 0 0 0 1 0
97 Industrial Blvd / Marina Dr 4 0 1 1 0 2 0 0 0 0 1 0
98 Hesperian Blvd / Industrial
Blvd-Industrial Pkwy 11 0 0 5 4 2 0 0 0 0 4 0
99 Hesperian Blvd / Eden
Shores Blvd-Tripaldi Way 10 2 1 4 2 0 1 0 0 0 4 1
100 Hesperian Blvd / Eden Park
Pl-North Pepsi Dwy 6 1 2 1 2 0 0 0 0 0 2 0
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# Study Intersections Total
Collision Type
Injury Fatal
Head-On Side-
Swipe Rear-End Broadside Hit Object Pedestrian Bicycle Overturned Other Totals 670 24 94 174 179 106 64 24 2 3 348 5
Source: Statewide Integrated Traffic Records System (SWITRS), California Highway Patrol

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Level of Service (LOS) Methodology
Level of Service (LOS) is a qualitative measure that describes operational conditions as they relate to the traffic stream and perceptions by motorists and passengers. The LOS generally describes these conditions in terms of such factors as speed, travel time, delays, freedom to maneuver, traffic interruptions, comfort, convenience, and safety. The operational LOS are given letter designations from A to F, with A representing the best operating conditions (free-flow) and F the worst (severely congested flow with high delays). Generally, intersections are the capacity-controlling locations with respect to traffic operations on arterial and collector streets.

Under Existing Conditions, a standard of LOS D or better is considered as acceptable for all study intersections. Under Future Conditions. the study intersections are evaluated with Level of Service (LOS) E or better as acceptable for signalized intersections due to costs of mitigation and limited right-of-way as per the City of Hayward 2040 General Plan, and LOS D or better as acceptable for unsignalized intersections. The Alameda CTC Congestion Management Program (2017) identifies a worst case of LOS E as acceptable for CMP segments, except where the facility historically operates at LOS F or it is not feasible to improve operations. Non-CMP roadway segments are evaluated with LOS D or better as acceptable.

Signalized Intersections
The study intersections under traffic signal control were analyzed using the 2010 Highway Capacity Manual (2010 HCM) Operations Methodology for signalized intersections described in Chapter 18. This methodology determines LOS based on average control delay per vehicle for the overall intersection during peak hour intersection operating conditions. Control delay includes initial deceleration delay, queuing time, stopped delay, and final acceleration delay. The average control delay for signalized intersections was calculated using Synchro analysis software and was correlated to a LOS designation. Table 6 presents the HCM 2010 delay and LOS definitions.

Unsignalized Intersections
The unsignalized study intersections were analyzed using the 2010 HCM Operations Methodology for Unsignalized intersections described in Chapters 19 and 20. LOS ratings for unsignalized intersections are based on the average control delay expressed in seconds per vehicle and is calculated for each movement, not for the intersection as a whole. For approaches composed of a single lane, the control delay is computed as the average of all movements in that lane. The weighted average delay for the entire intersections is presented for all-way stop controlled intersections. The average control delay for unsignalized intersections was calculated using Synchro analysis software and was correlated to a LOS designation. Major street traffic typically has no delay at two-way stop-controlled intersections and by definition have acceptable conditions; however, the major street left-turn movements and the minor street movements are all susceptible to delay of varying degrees. Generally, as major street volumes increase, the delay for the minor street increases. HCM 2010 definitions for delay and LOS at unsignalized intersections are presented in Table 6.

All intersection analyses were conducted using procedures and methodologies consistent with the 2010 HCM. These methodologies were applied using Synchro 10 traffic analysis software. At a few intersections, where the HCM 2010 methodology does not support lane configuration or Multimodal Improvement Plan TIF Nexus Study
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signal timing sequence, the HCM 2000 methodology was used instead. These intersections include Foothill Boulevard/A Street (Intersection #5), Foothill Boulevard/Mission Boulevard- Jackson Street (Intersection #25), Huntwood Boulevard/Sandoval Way (Intersection #69), Hesperian Boulevard/Sueirro Street (Intersection #74) and Industrial Boulevard/Tennyson Road (Intersection #87). HCM 2000 and HCM 2010 methodologies did not support the lane configuration at the intersection of Winton Avenue/Cabot Boulevard (Intersection #75) in Synchro 10, thus traffic conditions were evaluated using HCM 2000 procedures in Traffix analysis software. In Synchro software, HCM 2000 and HCM 2010 do not support intersections with two to three or more lanes.

The analysis methodology described above was used to measure a.m. and p.m. peak-hour traffic operations for the all study intersections.

Table 6 describes the LOS thresholds for intersections under the HCM 2010 and HCM 2000 methodologies. The intersection LOS thresholds differ between signalized and unsignalized intersections. The LOS is determined by the average control delay on an intersection-wide basis for signalized and all-way stop-controlled intersections and on the movement with the highest delay for minor-street stop-controlled intersections.

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Table 6 : Level of Service Thresholds Based on Intersection Control Delay Level of
Service Description
Signalized
Intersection
Delay (D)
(sec)
Unsignalized
Intersection
Delay (D) (sec)
A
Very low control delay, up to 10 seconds per vehicle. Progression is extremely favorable, and most vehicles arrive during the green phase. Many vehicles do not stop at all. Short cycle lengths may tend to contribute to low delay values.
0 ≤ A ≤ 10 0 ≤ A ≤ 10
B
Control delay greater than 10 and up to 20 seconds per vehicle.

There is good progression, short cycle lengths or both. More vehicles stop causing higher levels of delay.
10 < B ≤ 20 10 < B ≤ 15
C
Control delay greater than 20 and up to 35 seconds per vehicle.

Higher delays are caused by fair progression, longer cycle lengths or both. Individual cycle failures may begin to appear. Cycle failure occurs when a given green phase does not serve queued vehicles and overflow occurs. The number of vehicles stopping is significant, though many still pass through the intersection without stopping.
20 < C ≤ 35 15 < C ≤ 25
D
Control delay greater than 35 and up to 55 seconds per vehicle.

The influence of congestions becomes more noticeable. Longer delays may result from some combination of unfavorable
progression, long cycle lengths, or high volumes. Many vehicles stop and the proportion of vehicles not stopping declines.

Individual cycle failures are noticeable.
35 < D ≤ 55 25 < D ≤ 35
E
Control delay greater than 55 and up to 80 seconds per vehicle, the limit of acceptable delay. High delays usually indicate poor progression, long cycle lengths, and high volumes. Individual cycle failures are frequent.
55 < E ≤ 80 35 < E ≤ 50
F
Control delay in excess of 80 seconds per vehicle. Unacceptable to most drivers. Oversaturation, arrival flow rates exceed the capacity of the intersection. Many individual cycle failures. Poor progression and long cycle lengths may also be contributing factors to higher delay.
80 < F 50 < F
Source: Highway Capacity Manual (HCM), 2010 Edition; Highway Capacity Manual (HCM), 2000.

Roadway Segments
Operations of the street segments were assessed based on volume-to-capacity (V/C) ratios. A per-lane capacity of 800 vehicles per hour was used for street segments, consistent with the Alameda CTC Congestion Management Program (2017). These capacities do not reflect additional capacity provided along segments through two-way left-turn lanes and at intersections through turn pockets. Roadway segments with a V/C ratio greater than 1.0 are assigned LOS F. Volume-to-capacity ratios and the corresponding levels of service are shown in Table 7.

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Table 7: Level of Service Thresholds Based on Segment Capacity Level of Service V/C1
A ≤ 0.60
B 0.61 to 0.70
C 0.71 to 0.80
D 0.81 to 0.90
E 0.91 to 1.00
F > 1.00
Source: 2017 ACTC Congestion Management Program
Notes:
1V/C = Volume-to-capacity ratio

Synchro Model Development
Existing Conditions (2019) traffic operations were evaluated based on LOS criteria using Synchro 10, a software package for modeling and optimizing traffic systems. The analysis uses procedures documented under Chapter 18 (Signalized Intersections) and Chapters 19 and 20 (Unsignalized Intersections) of the HCM, 2010 Edition (unless in special circumstance as described above), published by the Transportation Research Board.

The Synchro model setup requires the input of geometric configurations, traffic flow, traffic control, and signal timings at the study intersections under Existing Conditions (2019). The operational models were developed for the a.m. and p.m. peak hours, based on data collected for this project.

Existing Conditions Analysis Results
Delay and LOS
Existing intersection lane configurations, signal timings, and peak hour turning movement volumes were used to calculate the levels of service for the study intersections during each peak hour. The peak hour factors based on the counts were used at all study intersections for the existing condition analysis. Synchro 10 operations analysis software was used to complete the HCM 2010 and HCM 2000 LOS analysis procedures for all study intersections, except the intersection at Winton Avenue/Cabot Boulevard (Intersection #75) which was analyzed using HCM 2000 procedures in Traffix software.

Three different types of intersection controls exist among the 100 study intersections within the City of Hayward. Side street stop controlled intersections, which are present at 20 (nine one-way stop controlled intersections and 11 two-way stop controlled intersections) of the 100 study intersections, have no control on the major street and stop signs controlling the minor side street. Due to the inherent lack of delay on the street with no control (the vehicles on the uncontrolled streets are able to move freely through the intersection and therefore experience no delay), average vehicle delay is only measured for those movements that have stop control and yield conflicts with other movements rather than for the entire intersection. In this report, the average vehicle delay and level of service reported for one- and two-way stop controlled Multimodal Improvement Plan TIF Nexus Study
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intersections represent the approach with the highest delay to reflect the magnitude of the primary performance limitation of the intersection. Since no delay is experienced on the uncontrolled street (with the exception of yield requirements for left turning movements from the uncontrolled street), ensuring manageable delay on specific approaches represents the main consideration of side-street stop controlled intersection performance and is therefore the basis for LOS determination.

The second type of intersection control in the study sample is the all-way stop controlled intersection, which is present at 10 of the 100 study intersections. These intersections have stop signs for all approaches and all vehicles using the intersection experience delay. For this reason, average vehicle delay is reported for the entire intersection rather than specific movements or approaches to provide an indication of the overall performance of the intersection. For intersections with traffic control on all approaches, balancing the delay incurred on each of the various approaches to achieve the minimum average delay for the entire intersection is the fundamental premise for maximizing intersection performance and thus is the basis for identifying LOS.

The third type of control is a traffic signal, which is present at 70 of the 100 study intersections.

While there are various types of phasing at the different signalized intersections, delay is experienced by vehicles on each of the approaches. Since optimizing the performance of a signalized intersection is generally predicated on minimizing the average delay to all vehicles using the intersection, LOS is based on the average vehicle delay for the entire intersection.

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Intersection Analysis Results
Table 8 summarizes the intersection operations under Existing Conditions (2019). Under this scenario, 47 study intersections (26 signalized and 21 unsignalized) operate at unacceptable LOS E or F during one or both peak periods. The remaining 53 study intersections operate at LOS D or better. Of the 21 unsignalized intersections with failing operations, 15 are one- or two-way stop controlled. At many of these intersections, the number of vehicles on the side streets are low, but are opposed by such heavy volumes on the major street that there are insufficient gaps for them to turn onto or cross the street, resulting in extensive delays on the side streets. In the overall context of intersection performance, the average vehicle delay is low due to the much greater number of vehicles able to pass freely through the intersection without delay, although the fewer vehicles using the side streets experience poor levels of service. This scenario occurs at most of the unsignalized study intersections along Hesperian Boulevard, Tennyson Road, 2nd Street, A Street, Santa Clara Street, and D Street.

Table 8: Intersection Level of Service Analysis – Existing Conditions ID Study Intersection Control Peak Hour Delay1 LOS2
1 Foothill Boulevard / Grove Way Signalized AM 51.2 D
PM 36.9 D
2 Foothill Boulevard / City Center Signalized AM >80 F
PM 77.9 E
3 City Center Drive / 2 nd Street Signalized AM 43.2 D PM 56.3 E
4 2nd Street / Russell Way Two-Way Stop AM 15.0 C
PM >50 F
5 Foothill Boulevard / A Street* Signalized AM 61.7 E
PM 32.8 C
6 A Street / 2nd Street Signalized AM 41.4 D
PM 42.4 D
7 B Street / 2 nd Street Signalized AM 55.6 E
PM 35.5 D
8 B Street / 3rd Street Two-Way Stop AM 38.2 E
PM 21.9 C
9 B Street / 6 th Street Two-Way Stop AM 29.8 D
PM 25.7 D
10 A Street / Mission Boulevard Signalized AM >80 F
PM 69.4 E
11 A Street / Myrtle Street One-Way Stop AM 31.1 D
PM 20.6 C
12 B Street / Grand Street Signalized AM 32.2 C
PM 21.6 C
13 A Street / Grand Street Signalized AM 47.0 D
PM 37.3 D
14 B Street / Montgomery Street All-Way Stop AM 11.7 B
PM 14.0 B
15 B Street / Watkins Street Signalized AM >80 F
PM 33.1 C
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ID Study Intersection Control Peak Hour Delay1 LOS2
16 C Street / Second Street Signalized AM 18.6 B
PM 26.6 C
17 D Street / Grand Street Signalized AM 49.2 D
PM 45.7 D
18 A Street / Happyland Avenue Two-Way Stop AM >50 F
PM >50 F
19 D Street / Watkins Avenue Signalized AM 27.6 C
PM 28.4 C
20 Foothill Boulevard/ D Street Signalized AM >80 F
PM >80 F
21 D Street / 1 st Street Two-Way Stop AM >50 F
PM >50 F
22 D Street / 2nd Street Signalized AM 64.1 E
PM 41.0 D
23 D Street / 5 th Street One-Way Stop AM >50 F
PM 15.7 C
24 Jackson Street / Watkins Street Signalized AM 34.8 C PM 23.3 C
25 Foothill Boulevard / Jackson Street / Mission
Boulevard Signalized AM 21.2 C
PM 63.6 E
26 E Street / 2nd Street Signalized AM 44.6 D
PM 43.1 D
27 Grand Street / Meek Avenue All-Way Stop AM 14.7 B
PM 13.4 B
28 Jackson Street / Meek Avenue / Silva Avenue Signalized AM 38.4 D PM 59.5 E
29 Fletcher Lane / Watkins Street Two-Way Stop AM 19.7 C PM 30.2 D
30 Mission Boulevard/ Fletcher Lane Signalized AM 45.2 D PM 23.4 C
31 Santa Clara Street / Ocie Way Two-Way Stop AM >50 F
PM >50 F
32 Amador Street / Winton Avenue Signalized AM 39.3 D
PM >80 F
33 Myrtle Street / Soto Road / Winton Avenue Signalized AM 56.9 E PM 34.9 C
34 D Street / Winton Avenue Signalized AM 4.5 A
PM 4.4 A
35 Park Street / Winton Avenue One-Way Stop AM 10.1 B
PM 11.3 B
36 Jackson Street / Alice Street / Sycamore
Avenue Two-Way Stop AM >50 F
PM >50 F
37 2 nd Street / Campus Drive One-Way Stop AM >50 F
PM 26.8 D
38 Amador Street / Elmhurst Street All-Way Stop AM 39.7 E PM >50 F
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ID Study Intersection Control Peak Hour Delay1 LOS2
39 Jackson Street / Soto Road Signalized AM 55.6 E
PM 79.9 E
40 Jackson Street / Amador Street / Cypress
Avenue Signalized AM 60.2 E
PM 65.5 E
41 Orchard Avenue / Soto Road Signalized AM 33.0 C
PM 35.9 D
42 Carlos Bee Boulevard / Hayward Boulevard Signalized AM 43.8 D PM 19.6 B
43 Harder Road / Santa Clara Street Signalized AM 8.3 A PM 7.9 A
44 Harder Road / Cypress Avenue Signalized AM 8.0 A
PM 11.5 B
45 Harder Road / Gading Road Signalized AM 63.3 E
PM >80 F
46 Harder Road / Soto Road / Mocine Avenue Signalized AM >80 F PM 47.6 D
47 Harder Road / Jane Avenue Signalized AM 42.1 D
PM 29.8 C
48 Harder Road / Mission Boulevard Signalized AM 75.7 E PM 79.1 E
49 Patrick Avenue / Gomer Street All-Way Stop AM >50 F
PM 35.5 E
50 Patrick Avenue / Roosevelt Avenue All-Way Stop AM 49.2 E PM 32.9 D
51 Tennyson Road / Patrick Avenue Signalized AM >80 F
PM 38.3 D
52 Tennyson Road / Pompano Avenue Signalized AM 8.0 A
PM 7.9 A
53 Tennyson Road / Tampa Avenue Signalized AM 41.0 D
PM 26.0 C
54 Tennyson Road / Dickens Avenue One-Way Stop AM >50 F PM >50 F
55 Tennyson Road / Tyrell Avenue Signalized AM 29.6 C
PM 17.7 B
56 Tennyson Road / Harvey Avenue One-Way Stop AM >50 F
PM >50 F
57 Tennyson Road / Ruus Road Signalized AM 14.1 B
PM 17.7 B
58 Tennyson Road / Baldwin Street Two-Way Stop AM 24.0 C PM >50 F
59 Tennyson Road / Huntwood Avenue Signalized AM 54.2 D PM 28.4 C
60 Tennyson Road / Beatron Way / Whitman
Street Signalized AM 43.0 D
PM 38.6 D
61 Tennyson Road / Pacific Street One-Way Stop AM >50 F PM >50 F
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ID Study Intersection Control Peak Hour Delay1 LOS2
62 Dixon Street / E 12th Street / Tennyson Road Signalized AM 21.9 C PM 22.0 C
63 Mission Boulevard/ Tennyson Road Signalized AM 44.9 D PM 36.2 D
64 Ruus Road / Folsom Avenue All-Way Stop AM >50 F
PM >50 F
65 Industrial Parkway / Stratford Road Signalized AM 27.5 C PM 30.2 C
66 Industrial Boulevard / Russ Road Signalized AM 54.9 D PM 48.9 D
67 Huntwood Avenue / Indust rial Parkway Signalized AM >80 F PM >80 F
68 Mission Boulevard / Industrial Parkway Signalized AM 60.1 E PM 50.4 D
69 Huntwood Avenue/ Sandoval Way Signalized AM 28.5 C
PM 28.9 C
70 Huntwood Avenue / Zephyr Avenue Two-Way Stop AM 43.1 E PM 26.5 D
71 Huntwood Avenue / Wh ipple Road Signalized AM 33.1 C PM 27.6 C
72 A Street / Hesperian Boulevard Signalized AM 45.5 D
PM 38.9 D
73 A Street / Garden Avenue One-Way Stop AM >50 F
PM >50 F
74 Hesperian Boulevard / Sueirro Street* Signalized AM 21.3 C PM 17.6 B
75 Winton Avenue / Cabot Boulevard** All-Way Stop AM 13.1 B PM 9.5 A
76 Winton Avenue / Clawiter Road Signalized AM 18.6 B
PM 31.5 C
77 Winton Avenue / Saklan Road Signalized AM 13.2 B
PM 13.7 B
78 Winton Avenue / Hesperian Boulevard Signalized AM 47.2 D PM 56.7 E
79 Hesperian Boulevard / La Playa Drive / West
Street Signalized AM 7.0 A
PM 16.6 B
80 La Playa Drive / Calaroga Avenue Signalized AM 0.9 A PM 0.9 A
81 Clawiter Road / Industrial Boulevard Signalized AM 15.5 B PM 25.8 C
82 Hesperian Boulevard / Turner Ct Signalized AM 48.6 D PM 12.5 B
83 Clawiter Road / Depot Road Signalized AM 16.1 B
PM 16.4 B
84 Depot Road / Industrial Boulevard Signalized AM 37.3 D PM 57.0 E
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ID Study Intersection Control Peak Hour Delay1 LOS2
85 Depot Road / Cathy Way / Hesperian
Boulevard Signalized AM >80 F
PM 46.6 D
86 Clawiter Road / Enterprise Avenue Signalized AM 13.1 B PM 17.6 B
87 Tennyson Road / Industrial Boulevard* Signalized AM 26.2 C PM 24.1 C
88 Tennyson Road / Hesperian Boulevard Signalized AM 44.3 D PM 55.4 E
89 Tennyson Road / Sleepy Hollow Avenue Signalized AM 25.6 C PM 29.9 C
90 Tennyson Road / Calaroga Avenue Signalized AM 59.4 E PM >80 F
91 Calaroga Avenue / Bolero Avenue All-Way Stop AM >50 F PM 34.8 D
92 Hesperian Boulevard / Oliver Drive One-Way Stop AM >50 F PM >50 F
93 Calaroga Avenue / Panama Street All-Way Stop AM 33.7 D PM 12.0 B
94 Industrial Boulevard / Baumberg Avenue Signalized AM 19.7 B PM 33.1 C
95 Hesperian Boulevard / Catalpa Way One-Way Stop AM >50 F PM >50 F
96 Calaroga Avenue / Catalpa Way All-Way Stop AM 29.8 D PM 9.1 A
97 Industrial Boulevard / Marina Drive Signalized AM 8.1 A PM 9.3 A
98 Hesperian Boulevard / Industrial Boulevard Signalized AM 65.8 E PM 75.2 E
99 Hesperian Boulevard / Eden Shores
Boulevard Signalized AM 10.7 B
PM 24.2 C
100 Hesperian Boulevard / Eden Park Place Signalized AM 6.5 A PM 29.6 C
Notes:
1Delay: Average control delay in seconds per vehicle, reported values are overall for signalized and all-way-stop-control intersections; and critical minor approaches for two-way- stop-control intersections. 2LOS: Level of Service.
* 2000 HCM Methodology is used.
** Intersection LOS evaluated in Traffix software.

Bold text indicates unacceptable intersection operations.

Appendix C contains the existing conditions LOS analysis reports from Synchro 10 software. The a.m. and p.m. peak hour intersection LOS within the three study zones shown in Figure 20, Figure 21, and Figure 22, respectively.

Roadway Segment Analysis Results
Table 9 summarizes the results of the LOS analysis for both directions along roadway segments during a.m. and p.m. peak hours. Under Existing Conditions, all study segments operate at LOS E or better both peak hours, except the following two segments:

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 Southbound direction of Foothill Boulevard south of City Center Drive during the a.m. peak hour (Segment #4)
 Both directions of Winton Avenue between Interstate 880 and Santa Clara Street (Segment #11)
Table 9: Roadway Segment Level of Service Analysis – Existing Conditions ID Roadway Segment Direction No. of
Lanes1
Capacity
2 AM Peak
Hour
PM Peak
Hour
V/C3 LOS4 V/C3 LOS4
1* Mission Blvd b/w Rose St &
Sunset Blvd
Northbound 2 1600 0.23 A 0.39 A
Southbound 2 1600 0.53 A 0.51 A
2* Mission Blvd b/w A St & B
St
Northbound 0 - - - - -
Southbound 5 4000 0.47 A 0.40 A
3* Mission Blvd b/w Fletcher
Ln & Sycamore Ave
Northbound 3 2400 0.77 C 0.83 A
Southbound 3 2400 0.92 E 0.69 B
4* Foothill Blvd b/w City
Center Dr & Russell Way
Northbound 4 3200 0.39 A 0.33 A
Southbound 2 1600 0.76 C 1.06 F
5* A St b/w Western Blvd &
Peralta St
Eastbound 2 1600 0.32 A 0.28 A
Westbound 2 1600 0.47 A 0.36 A
6 Santa Clara St b/w Jackson
St & Elmhurst St
Northbound 2 1600 0.29 A 0.40 A
Southbound 2 1600 0.37 A 0.35 A
7 Soto Rd b/w Orchard Ave
& Berry Ave
Northbound 1 800 0.46 A 0.60 A
Southbound 1 800 0.77 C 0.44 A
8 Campus Dr b/w 2nd St &
Oakes Dr
Eastbound 1 800 0.67 B 0.53 A
Westbound 1 800 0.43 A 0.73 C
9 A St b/w Royal Ave &
Hesperian Blvd
Eastbound 2 1600 0.41 A 0.60 B
Westbound 2 1600 0.64 B 0.59 A
10 *
Winton Ave b/w Wright Dr
& Stonewall Ave
Eastbound 3 2400 0.41 A 0.59 A
Westbound 2 1600 0.82 D 0.67 B
11 *
Winton Ave b/w I-880 NB
Ramps & Santa Clara St
Eastbound 2 1600 0.68 B 1.23 F
Westbound 2 1600 1.12 F 0.84 D
12 Depot Rd b/w Clawiter Rd
& Viking St
Eastbound 1 800 0.73 C 0.59 A
Westbound 1 800 0.54 A 0.82 D
13 Depot Rd b/w Hesperian
Blvd & Adrian Ave
Eastbound 2 1600 0.32 A 0.33 A
Westbound 2 1600 0.25 A 0.20 A
14 *
Industrial Blvd b/w
Tennyson Rd & Baumberg
Ave
Northbound 2 1600 0.60 A 0.58 A
Southbound 2 1600 0.84 D 0.73 C
15 *
Hesperian Blvd b/w
Panama St & Catalpa Way
Northbound 3 2400 0.43 A 0.64 B
Southbound 3 2400 0.47 A 0.39 A
Notes:
1Number of Lanes per direction; Does not include TWLTL medians or turn pockets at intersections. 2Capacity = 800 vehicles per hour per lane.
3V/C: Volume-to-capacity ratio; Calculated using peak hour Average Daily Traffic (ADT) counts. 4LOS: Level of Service.
*Indicates Alameda CTC Congestion Management Program (CMP) roadway with minimum standards of LOS E or better.

Bold text indicates unacceptable roadway segment operations.

LEGEND
City of Hayward Citywide Intersecon Improvement Project LOS - Zone 1 TJKM
Figure - 20
D C
B B
C C
F C
F C
D F
A A
X
X Signalized
Unsignalized

LOS A/B
LOS C
LOS D

LOS E/F
Peak Hour Intersection LOS
B B
C C
C C
C E
C D
D C
E C
E D
B C
F E
F F
F F
E E
F F
F F
D D
D D
B F
D D
D B

AM PM

E C E D
D D
F E
D D
D E
E C
E F
E E
C D
D E
D D
B B
F F
F D
18 1
2 3
4 5
6 7
8 9
10 11
12 13 14
15 16
17 19
20 21
22 23
24 25
26 27 28
29 30
31 32
33 34 35
36 37
38 39
40 41
42 City of Hayward Citywide Intersecon Improvement Project LOS - Zone 2 TJKM
Figure - 21
Thackeray Ave.

Ruus Rd.

Soto Rd.

Jane Ave.

Gading Rd.

Patrick Ave.

Undersood Ave.

Tyr
ell Av
e. Tampa Ave
.

Harvey Ave.

Dickens Ave.

Tampa Ave.

W Tennyson Rd.

Folsom Ave.

Ruus Rd.

Huntwood Ave.

Cypress
Ave.

Tarman
Ave.
50 49
51 44 45
46 47
48 Zephyr Ave.

Sandoyal Way.

Santa Clara St.

Whitman St
.

Whitm
an St.

Industr
ial Pkwy
. W.

Baldwin St.

Andrea St
.

Bruno St.

CA - 92 W
54 56
58 64
61 70
52 53 55 57
59 60
62 63
65 66
67 69
68 71
880
Harder Road
Stra
tdord
Rd
.

C C
A A
A B
F F
F F
A A
C F
F F
F F
F F
C C
C B
E E
E F
F D
D C
F E
E D

F D D C
B B
D C
D D
C C
D D
E D
C C
E D
D D
43 44 45
46 47
48 49
50 51 52 53 54 55 56 57
58 59
60 61
62 63
64 65
66 67
68 69
70 71
LEGEND
X
X Signalized
Unsignalized

LOS A/B
LOS C
LOS D

LOS E/F
Peak Hour Intersection LOS

AM PM
City of Hayward Citywide Intersecon Improvement Project LOS - Zone 3 TJKM
Figure - 22
W A St.

Hesperian Blvd.

Sueirro St.

W Winton Ave.

Industrial Blvd.

Cathy Wy
.

Hes
perian Blvd.

Baumberg Ave.

W Tennyson Rd.

Industri
al Bl
vd.

Industrial
Blvd.

Clawiter Rd.

Clawiter Rd.

Depot Rd.

Bolero Ave.

Loyola A
ve.

Cal
aroga Ave.

Tripaldi Way
Eden Park Pl
Ede
n Sho
res Blvd
.

Catalpa Wy.
75 Garden Ave.

Industrial Pkwy.

Adrian Ave.

West St.

W Winton Ave.

Nimitz Fw
y 1-880 N
CA - 92 W
92 91
93 95
96 74
78 80
85 77 76
81 83 84
86 87
94 88
89 90
97 98
99 100
73 72
79 Hes
perian Blvd.

Panam
a St.

Oliver Dr.

Enterprise Ave.

Diablo Ave.

Saklan Rd.

La Play
a Pl.

Calaroga Ave.

CA -
92 W
880
Clubhouse Dr. Target
Skywest Dr.

Longwood Ave.

Thelm
a St.

Victory Ave.

Turner Ct.

North Ln.

Middle Ln.

Eden Wy.

National Ave.

Alpine Wy.

American Wy.

Dunn Rd.

Depot Rd.

Whitesell St.

Investment Blvd.

Corporate Wy.

Arden Rd.

Eden Landing Rd
Marina Dr.

Sleepy
Hollow Ave.

Arf Ave.
82 B B
B C
D E
B C
A A
E F
F D
D B
B C
D A
F F
F F
E EA A
A C
C C
D D
F F
C B
B A
B B
A B
D B
B B
D E
F D
C C
D E
B C
Cabot Blvd.

LEGEND
X
X Signalized
Unsignalized

LOS A/B
LOS C

AM PM
LOS D

LOS E/F
Peak Hour Intersection LOS
72 73
74 75 76 78
79 80
81 82
83 84
85 77
86 87
88 89 90
91 92
93 94 95
96 97
98 99
100
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Collision Analysis Results
This section summarizes the collision analysis by severity and by type. The collision severity result is shown in Figure 23. Fatal accidents are approximately one percent and injury accidents are approximately 52 percent of all collisions.

Figure 23: Collision Severity

The collision type result is shown in Figure 24. Broadside collisions have the highest rate (27 percent) followed by the rear-end collisions (26 percent). Both broadside and rear-end collisions are typical for intersection collisions, especially at signalized intersections. Detailed collision data is provided in Appendix D.

Injury
52%
Fatal
1%
Non‐Injury (PDO)
47%
Injury Fatal Non‐Injury (PDO)
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Figure 24: Collision Types

Signal Warrant Analysis
Unsignalized intersections were evaluated using the Peak Hour Volume Warrant (i.e., Warrant 3) from the Manual on Uniform Traffic Control Devices (MUTCD). Unsignalized intersections shown to trigger the peak hour signal warrant are considered deficient in this analysis. However, the decision to install a traffic signal should not be based solely upon a single warrant. Other factors, such as delay, congestion, driver confusion, future land use or other evidence for right-of-way assignment, should also be considered.

Warrant 3 assesses peak hour traffic volume for the need for a traffic signal. Traffic signals tend to reduce the potential for right-angle type (broadside) collisions, but also tend to increase the potential for less severe, rear-end collisions. Signal warrant peak hour volumes represent the threshold point at which the potential for more rear-end collisions is offset by the potential for fewer more severe right-angle collisions. Data needed to perform these warrant analyses include peak hour traffic counts collected as part of this study, number of travel lanes and area characteristics.

Signal warrant analysis was conducted for 17 unsignalized study intersections with unacceptable LOS F under existing conditions. Table 10 summarizes the results of the peak hour signal warrant at intersections with unacceptable LOS. Seven of the evaluated unsignalized intersections meet the peak hour signal warrant for one or both peak hours. Peak Hour Signal Warrant Analysis worksheets are provided in Appendix E.

24 94
174 179
105
64 24
2 3
0 20
40 60
80 100
120
140
160
180
200Number of Collisions
Collision Types
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Table 10 : Existing Conditions Intersection Signal Warrant Summary # Intersection Control
Existing Conditions
Meets AM
Peak Hour1
Meets PM
Peak Hour1
4 Second Street /Russell Way Two-Way Stop No No
18 A Street / Happyland Avenue Two-Way Stop No Yes
21 D Street / 1st Street Two-Way Stop Yes No
23 D Street / 5th Street One-Way Stop No No
31 Santa Clara Street / Ocie Way Two-Way Stop No No
36 Jackson Street / Alice Street-Sycamore Avenue Two-Way Stop Yes No 37 2nd Street / Campus Drive One-Way Stop Yes Yes
38 Amador Street / Elmhurst Street All-Way Stop No No
49 Patrick Avenue / Gomer Street All-Way Stop Yes Yes
54 Tennyson Road / Dickens Avenue One-Way Stop No No
56 Tennyson Road / Harvey Avenue One-Way Stop No No
58 Tennyson Road / Baldwin Street Two-Way Stop No No
61 Tennyson Road / Pacific Street One-Way Stop No No
64 Ruus Road / Folsom Avenue All-Way Stop No No
70 Huntwood Ave/Zephyr Ave Two-Way Stop No No
73 Garden Avenue / A Street Two-Way Stop No No
91 Calaroga Avenue / Bolero Avenue All-Way Stop Yes No
92 Hesperian Boulevard / Oliver Drive One-Way Stop Yes No 95 Hesperian Boulevard / Catalpa Way One-Way Stop Yes Yes Notes:
1AM – morning peak hour, PM – evening peak hour
N/A – Intersection level of Service D or better for respective peak hour.

Bold – Peak hour signal warrant is met.

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Existing Conditions Mitigations
Under Existing Conditions, 47 study intersections operate at unacceptable LOS E or F during one or both peak periods. These intersections, listed below, were evaluated for mitigations to improve intersection operations. Appendix F contains the existing conditions mitigations LOS analysis reports from Synchro 10 software. Table 11 details the mitigations and associated LOS scores at the following intersections:
 Foothill Boulevard/City Center Drive (Signalized)
 City Center Drive/2nd Street (Signalized)
 2nd Street/Russell Way (Unsignalized)
 Foothill Boulevard/A Street (Signalized)
 B Street/2nd Street (Signalized)
 B Street/3rd Street (Unsignalized)
 A Street/Mission Boulevard (Signalized)
 B Street/Watkins Street (Signalized)
 A Street/Happyland Avenue (Unsignalized)
 Foothill Boulevard/D Street (Signalized)
 D Street/1st Street (Unsignalized)
 D Street/2nd Street (Signalized)
 D Street/5th Street (Unsignalized)
 Jackson Street/Foothill Boulevard & Mission Street (Signalized)  Jackson Street/Meek Avenue & Silva Avenue (Signalized)  Santa Clara Street/Ocie Way (Unsignalized)
 Amador Street/Winton Avenue (Signalized)
 Winton Avenue/Myrtle Street-Soto Road (Signalized)
 Jackson Street/Alice Street & Sycamore Avenue (Unsignalized)  2nd Street/Campus Drive (Unsignalized)
 Amador Street/Elmhurst Street (Unsignalized)
 Jackson Street/Soto Avenue (Signalized)
 Jackson Street/Amador Street & Cypress Avenue (Signalized)  Harder Road/Gading Road (Signalized)
 Harder Road/Soto Road-Mocine Avenue (Signalized)
 Mission Boulevard/Harder Road (Signalized)
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 Patrick Avenue/Gomer Street (Unsignalized)
 Patrick Avenue/Roosevelt Avenue (Unsignalized)
 Tennyson Road/Patrick Avenue (Signalized)
 Tennyson Road/Dickens Avenue (Unsignalized)
 Tennyson Road/Harvey Avenue (Unsignalized)
 Tennyson Road/Baldwin Street (Unsignalized)
 Tennyson Road/Pacific Street (Unsignalized)
 Ruus Road/Folsom Avenue (Unsignalized)
 Industrial Parkway/Huntwood Avenue (Signalized)
 Mission Boulevard/Industrial Parkway (Signalized)
 Huntwood Avenue/Zephyr Avenue (Unsignalized)
 A Street/Garden Avenue (Unsignalized)
 Hesperian Boulevard/Winton Avenue (Signalized)
 Industrial Boulevard/Depot Road (Signalized)
 Hesperian Boulevard/Depot Road-Cathy Way (Signalized)  Hesperian Boulevard/Tennyson Road (Signalized)
 Tennyson Road/Calaroga Avenue (Signalized)
 Calaroga Avenue/Bolero Avenue (Unsignalized)
 Hesperian Boulevard/Oliver Drive (Unsignalized)
 Hesperian Boulevard/Catalpa Way (Unsignalized)
 Hesperian Boulevard/Industrial Boulevard & Industrial Parkway (Signalized)

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Table 11 : Intersection Level of Service for Existing Conditions Mitigations ID Intersection Peak1
Existing Conditions Mitigations
Delay LOS Worst
Mvmt2 Details Delay LOS3
2 Foothill Blvd/City Center Dr
AM 84.2 F WBR Optimize phase splits for 157 s CL (AM Peak) and 157 s CL (PM Peak); Modify phase sequence to leading left-
turns.

27.8 C
PM 77.9 E WBR 42.8 D
3 City Center Dr/2nd St
AM 43.2 D EBR Add eastbound right turn overlap with northbound phase.

25.9 C
PM 56.3 E EBR 26.9 C
4 2 nd St/Russell Way
AM 15.0 C WB
Signal warrant not met; Add westbound left turn pocket
with 70 ft storage & 50 ft taper length by adding red
zone along curb for 70 feet; Convert westbound shared
left-through-right lane into through-right lane; Convert eastbound through-left lane into exclusive left-turn
pocket with 70 ft storage & 50 ft taper length; Convert eastbound right-turn lane into shared through-right
lane.

14.8 B
PM 78.8 F WB 49.0 E
5 Foothill Blvd/A St
AM 61.7 E SBR Optimize phase splits while keeping existing cycle length of 88 s. 39.1 D
PM 32.5 C SBR No mitigations applied to PM peak. 32.5 C 7 B St/2 nd St
AM 55.6 E WBR Optimize phase splits while keeping existing cycle length of 157 s. 39.4 D
PM 35.5 D EBL No mitigations applied to PM peak. 35.5 D 8 B St/3rd St
AM 38.2 E NB Modify striping at northbound approach to consist of one northbound left turn pocket with 75 ft storage & 25 ft taper length by adding a red curb for 75 feet.

34.7 D
PM 21.9 C NB 20.1 C
10 A St/Mission Blvd
AM 102.7 F WBL Increase cycle length to 115 s. 54.5 D
PM 69.4 E WBL Optimize phase splits while keeping existing cycle length of 112 s. 38.9 D
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ID Intersection Peak1
Existing Conditions Mitigations
Delay LOS Worst
Mvmt2 Details Delay LOS3
15 B St/Watkins St
AM 110.6 F EBL Optimize cycle length & splits; Increase cycle length to 62 s. 32.0 C
PM 33.1 C EBL No mitigation applied to PM peak. 33.1 C
18 A St/Happyland Ave
AM 66.5 F NB Signal warrant not met; Prohibit left turn movement at northbound approach.

16.9 C
PM 546.9 F NB 28.9 D
20 Foothill Blvd/D St
AM 101.7 F EBT Optimize cycle length & splits to 135 s (AM Peak) & 145 s (PM Peak).

50.3 D
PM 101.1 F EBL 55.9 E
21 D St/1 st St
AM 741.1 F NBT Modify intersection control from TWSC to signalized intersection control with 67.5 s cycle length (AM Peak) &

72.5 s cycle length (PM Peak) with split phasing along D St; Coordinate with Foothill Blvd/D St.

35.4 D
PM 164.4 F NB 26.4 C
22 D St/2nd St
AM 64.1 E WBL
No right-of-way; No mitigations applied. Significant &
unavoidable impact.

64.1 E
PM 41.0 D NBL 41.0 D
23 D St/5 th St
AM 255.1 F NB Signal warrant not met; No right-of-way; No mitigations applied. Significant & unavoidable impact.
255.1 F
PM 15.7 C - 15.7 C
25 Foothill Blvd/Mission Blvd & Jackson
St
AM 21.2 C - No mitigation applied to AM peak. 21.2 C
PM 63.6 E NBR Optimize phase splits while keeping existing cycle length of 155 s. 35 C
28 Jackson St/Meek Ave & Silva Ave
AM 38.4 D WBL Add northbound right turn overlap with westbound left turn; Optimize cycle length and phase splits to 140 s
cycle length for PM peak only.

37.7 D
PM 59.5 E WBL 47.8 D
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ID Intersection Peak1
Existing Conditions Mitigations
Delay LOS Worst
Mvmt2 Details Delay LOS3
32 Amador St/Winton Ave
AM 39.3 D NBR No right-of-way; No mitigations applied. Significant & unavoidable impact.

39.3 D
PM 133.6 F NBR 133.6 F
33 Winton Ave/Myrtle St-Soto Rd
AM 56.9 E SBR Add southbound right turn overlap with eastbound left turn.

45.6 D
PM 34.9 C NBR 52.2 D
36 Jackson St/Alice St-Sycamore Ave
AM 488.7 F NBR
Signal warrant not met; Convert northbound shared
through-left lane into exclusive left turn lane; Convert northbound right turn pocket into shared through-right
turn pocket with 110 ft storage & 25 ft taper length; No right-of-way for additional improvements; Significant & unavoidable impact.
377.2 F
PM 233.4 F NBR 208.6 F
37 2 nd St/Campus Dr
AM 1158.8 F WB Remove westbound channelized right turn; Modify intersection control to uncoordinated signalized
intersection with 80 s cycle length (AM Peak) & 61 s
cycle length (PM Peak).

30.8 C
PM 26.8 D WB 11.2 B
38 Amador St/Elmhurst St
AM 39.7 E NB
Signal warrant not met; Restripe eastbound approach to
add eastbound right turn pocket with 150 ft storage &
50 ft taper length; Convert eastbound shared left-
through-right lane into shared through-left lane;
Restripe northbound approach to add northbound
through-right pocket with 70 ft storage & 25 ft taper
length; Convert northbound shared left-through-right
lane into exclusive left turn lane. Add red curbs along turn pockets to restrict parking.

23.4 C
PM 65.0 F NB 34.8 D
39 Jackson St/Soto Ave
AM 55.6 E WBL Optimize phase splits keeping existing 169.4 cycle length. 48.3 D
PM 79.9 E NBR Optimize cycle length and phase splits for 135 s cycle length. 53.7 D
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ID Intersection Peak1
Existing Conditions Mitigations
Delay LOS Worst
Mvmt2 Details Delay LOS3
40 Jackson St/Amador St-Cypress Ave
AM 60.2 E SBR No right-of-way for additional turn pockets; Optimize phase splits. Significant & unavoidable impact.

60.0 E
PM 65.5 E NBR 65.2 E
45 Harder Rd/Gading Rd
AM 63.3 E WBL No right-of-way; No mitigations applied. Significant & unavoidable impact.

63.3 E
PM 84.0 F EBR 84.0 F
46 Harder Rd/Soto Rd-Mocine Ave
AM 95.5 F NBL Convert southbound exclusive left turn lane into shared through-left lane; Convert southbound shared through-
right lane into exclusive right lane; Add southbound right turn overlap with eastbound left turn movement;
Prohibit U-turn movement at northbound approach.

35.1 D
PM 47.6 D NBL 44.5 D
48 Mission Blvd/Harder Rd
AM 75.7 E EBR No right-of-way for additional turn pockets; Add eastbound right turn overlap with northbound left turn; Optimize phase splits keeping existing cycle length of
142 s. Significant & unavoidable impact.

59.9 E
PM 79.1 E NBL 63.1 E
49 Patrick Ave/Gomer St
AM 80.8 F WB Modify intersection control to a coordinated, 6-phase signal with 110 s cycle length (AM Peak) & 84 s cycle
length (PM Peak).

25.6 C
PM 35.5 E NB 18.5 B
50 Patrick Ave/Roosevelt Ave
AM 49.2 E SB Modify intersection control to 4-phase, coordinated signal with 110 s cycle length (AM) & 84 s cycle length (PM).

20.2 C
PM 32.9 D NB 9.2 A
51 Patrick Ave/Tennyson Rd
AM 88.0 F SBR Convert southbound shared left-right turn lane into exclusive right turn lane; Add southbound right turn
overlap with eastbound left turn movement.

41.4 D
PM 38.3 D WB 34.8 C
54 Tennyson Rd/Dickens Ave
AM 126.4 F NB Signal warrant not met; Convert landscape median on west leg into a TWLTL median.

27.4 D
PM 297.4 F NB 34.1 D
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ID Intersection Peak1
Existing Conditions Mitigations
Delay LOS Worst
Mvmt2 Details Delay LOS3
56 Tennyson Rd/Harvey Ave
AM 261.4 F NB No right-of-way; No mitigations applied. Significant & unavoidable impact.
261.4 F
PM 394.3 F NB 394.3 F
58 Tennyson Rd/Baldwin St
AM 24.0 C SB
Signal warrant not met; Add southbound left turn pocket with 75 ft storage & 25 ft taper length; Restrict on-street parking at southbound approach for 100 feet north of
intersection; Convert southbound shared lane into
exclusive right turn lane. Significant & unavoidable
impact.

23.2 C
PM 561.3 F SB 346.2 F
61 Tennyson Rd/Pacific St
AM 72.2 F NB Signal warrant not met; Add northbound right turn pocket with 50 ft storage & 25 ft taper length; Requires red curb along northbound approach. Significant &
unavoidable impact.

47.0 E
PM 51.3 F NB 41.4 E
64 Ruus Rd/Folsom Ave
AM 83.6 F SB
Signal warrant not met; Add exclusive left turn pockets at all approach legs with 100 ft storage & 25 ft taper
length; Requires restriping of lanes and red curbs along all approached for the extents of the turn pockets.

Significant & unavoidable impact.

51.2 F
PM 87.1 F NB 43.2 E
67 Huntwood Ave/ Industrial Pkwy
AM 99.9 F WBL
Convert eastbound exclusive right turn lane into shared through-right lane; Add northbound right turn overlap
with westbound left movement; Optimize CL & phase
splits for 145 s (AM Peak) & 137.5 s (PM Peak) cycle
length. Significant & unavoidable impact.

80.6 F
PM 150.2 F EBL 78.1 E
68 Mission Blvd/Industrial Pkwy
AM 60.1 E SBR Add eastbound right turn overlap with northbound left turn; Optimize phase splits for 137 s cycle length. 53.5 D PM 50.4 D WBL Add eastbound right turn overlap with northbound left turn. 48.5 D
70 Huntwood Ave/Zephyr Ave
AM 43.1 E EB Signal warrant not met; Restripe eastbound approach to have one exclusive left turn lane and one shared
through-right lane with 100 ft storage & 50 ft taper
length. Significant & unavoidable impact.

37.9 E
PM 26.5 D WB 26.5 D
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ID Intersection Peak1
Existing Conditions Mitigations
Delay LOS Worst
Mvmt2 Details Delay LOS3
73 Garden Ave/A St
AM 67.9 F NB Signal warrant not met; No right-of-way; No mitigations applied. Significant & unavoidable impact.

67.9 F
PM 336.1 F NB 336.1 F
78 Hesperian Blvd/Winton Ave
AM 47.2 D NBL Increase NBL split to 15 s and decrease SBT split to 46 s; Maintain 130 s cycle length. 47.2 D
PM 56.7 E SBL
Optimize phase splits so NBL & SBL have 15 s splits while maintaining 140 s cycle length; Convert sequence to
lagging left turns on EB & WB approaches.

54.9 D
84 Industrial Blvd/Depot Rd
AM 37.3 D WBL Add eastbound right turn overlap (permissive) with northbound left turn; Prohibit U-turn movement at
northbound approach.

34.7 C
PM 57.0 E EBR 23.0 C
85 Hesperian Blvd/Depot Rd-Cathy Way
AM 87.5 F EBR Convert one northbound through lane into an exclusive left turn lane; Optimize splits for AM peak. Significant & unavoidable impact.

58.8 E
PM 46.6 D EBR 42.9 D
88 Hesperian Blvd/Tennyson Rd
AM 44.3 D SBL
Convert westbound through lane into exclusive left turn lane; Convert westbound right turn pocket into a shared through-right pocket.

53.2 D
PM 55.4 E WBL, SBL
Convert westbound through lane into exclusive left turn lane; Increase NBL split to 15 s while maintaining 140 s cycle length.

51.1 D
90 Tennyson Rd/Calaroga Ave
AM 59.4 E EB
Add northbound right turn overlap with westbound left
turn; Prohibit U-turn movement at westbound approach.

50.7 D
PM 81.6 F NBR 49.2 D
91 Calaroga Ave/Bolero Ave
AM 141.4 F NB
No right-of-way for addition of turn pockets; Modify
signal control to an uncoordinated, signalized
intersection with a 60 s cycle length and split phasing at northbound and southbound approaches during both
peak periods. Significant & unavoidable impact.

63.8 E
PM 34.8 D NB 24.2 C
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ID Intersection Peak1
Existing Conditions Mitigations
Delay LOS Worst
Mvmt2 Details Delay LOS3
92 Hesperian Blvd/Oliver Dr
AM 1451.7 F EB Modify intersection control to a coordinated, 5-phase signal with 130 s cycle length to coordinate with
Hesperian Blvd intersections.

4.7 A
PM 73.2 F EB 9.1 A
95 Hesperian Blvd/Catalpa Way
AM 6991.3 F WB Modify intersection control to a coordinated, 4-phase signal with 130 s cycle length to coordinate with
Hesperian Blvd intersections.

30.9 C
PM 1357.6 F WB 10.0 A
98 Hesperian Blvd/Industrial Blvd &
Industrial Pkwy
AM 65.8 E WBL
Add permissive overlap phasing at WBR movement; No
right-of-way for widening. Significant & unavoidable
impact.

60.5 E
PM 75.2 E WBL 72.8 E
Notes:
1AM – Morning peak period; PM – Evening peak period.
2Worst movement delay during respective peak hour.
3Delay: Average control delay in seconds per vehicle, reported values are overall for signalized and all-way-stop-control intersections; and critical minor approaches for two-way- stop-control intersections.
4LOS – Level of Service.

Bold indicates failing level of service.

Text – Peak hour not failing under existing conditions, but mitigations applied to this peak.

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Summary
Under Existing Conditions, the traffic operation and traffic safety within the study area are summarized below:
 1 percent of the collisions are fatal collisions.
 52 percent of the collisions are injury collisions.
 Broadside & rear-end are the main types of traffic collisions at the study intersections.  26 out of 70 signalized intersections operate at LOS E or F under Existing Conditions.  21 out of 30 unsignalized intersections operate at LOS E or F under Existing Conditions.  Two out of 15 study segments operate at unacceptable conditions during at least one peak period. Both failing segments are CMP roadways.
 Seven out of 21 failing, unsignalized intersections meet the peak hour signal warrant for one or both peaks.
 33 out of 47 failing intersections improve from unacceptable to acceptable operations during one or both peak hours when mitigations are applied.

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CHAPTER 3. DEVELOPING TRAFFIC FORECAST AND FUTURE CONDITIONS

ANALYSIS
This section of the report provides a summary of travel demand forecasting methods and results for the Hayward Citywide Multimodal Improvement Study. This chapter includes the following sections:
• City of Hayward General Plan Transportation Model Description • Model Validation
• 2040 Forecasts of Study Intersections and Segments
City of Hayward General Plan Transportation Model
The Hayward City Transportation model is based on the Alameda County Transportation Commission Model. 2005 is the model base year and 2035 is the model future year.

The Hayward model has recently been updated with the following key changes:
• Update Base Year from 2000 to 2005 and extend the Future Year to 2035 • Update Traffic Analysis Zones (TAZ)
• Update 2035 Future Year with Hayward general plan improvements • Update Networks to be consistent with the Plan Bay Area • Improve Model Sensitivity to Bicycle and Pedestrian modes The latest Hayward model was obtained as the travel demand-forecasting tool for this project.

The Hayward model can forecast traffic in a.m. /p.m. 4-hour peak periods and a.m. /p.m. peak hour conditions.

Model Validation
The Hayward Model was based on the Alameda County Transportation Commission 2010 model. TJKM collected turning movement counts (TMC) for the morning and evening peak periods for 70 study intersections throughout the year 2016, and received TMC for 30 study intersections from the City for the years 2014 and 2015, both of which were projected to the year 2019 for Existing Conditions. The Hayward Model was modified slightly to add missing roadways and correct errors in speeds and capacity. Peaking factors were also slightly modified to increase trips in the study area to improve assignment validation. This was done separately for AM and PM peak hours in the base year model.

For the future year model, Hayward General Plan improvements were coded into the land use data used for forecasting future traffic volumes. The future model volumes are then compared to the base year to get a growth rate, which was then applied to the count data for forecasting purposes.
2040 Forecasts of Study Intersections and Segments
The Hayward model network was used to generate forecasts of the turning volumes at the study intersections and study segments for the base and future years. Based on the review of the Multimodal Improvement Plan TIF Nexus Study
Page | 94

travel demand model output, manual adjustments were made to the model-generated forecast to replicate some of the existing conditions. Turning movements were generated directly from the highway assignment module of the CUBE model.

The 2040 demands were generated by applying the NCHRP 255 delta method. The growth between 2018 and 2040 was estimated by taking the delta or difference between two model forecasts. In the few locations where the 2018-to-2040 growth was negative, the growth was assumed to be zero. In other words, the existing volumes will be used if negative growth is forecasted. The processed growth was then added to the 2018 counts to produce 2040 demands.
2040 demands will be used as inputs to subsequent traffic analyses of the study intersections and study segments. Turning movement forecasts are summarized in Table 12, and study segment forecasts are summarized in Table 13. Travel demand model is a regional model and it cannot cover all local intersections. Turning movement volumes show zero values for the entire intersections in Table 12 because intersection nodes were not included in the travel demand model.

Table 12: 2040 AM and PM Peak Hour Study Intersections Forecasts # Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
1 Foothill Blvd
/ Grove Way
EBL 159 261 220 242 232 241 275 241
EBT 24 126 48 402 182 140 199 334
EBR 0 0 38 13 53 71 80 80
WBL 366 111 436 354 213 54 262 224
WBT 27 38 136 59 215 108 291 123
WBR 173 111 165 104 134 54 134 54
NBL 0 1 8 44 91 133 97 163
NBT 2581 3499 3483 3711 2026 2589 2657 2738
NBR 0 0 0 0 119 99 119 99
SBL 80 163 75 152 127 144 127 144
SBT 2529 2373 2768 2630 1838 1459 2005 1639
SBR 1 1 44 64 51 79 81 123
2 Foothill Blvd
/ City Center
Dr
EBL 12 345 295 667 21 81 219 306
EBT 11 16 39 62 26 116 46 149
EBR 23 21 66 74 0 6 30 43
WBL 0 0 1 20 11 46 12 60
WBT 7 19 27 66 36 46 50 79
WBR 115 113 210 120 347 309 414 314
NBL 21 13 42 71 5 25 20 66
NBT 2498 3306 3106 3153 1526 2017 1952 2017
NBR 0 1 1 17 15 58 15 69
SBL 85 116 106 200 334 401 348 460
SBT 2773 2330 2820 2702 1486 983 1519 1244
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# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
SBR 34 20 313 83 296 148 492 192
3 2nd St / City
Center Dr
EBL 0 0 0 0 22 45 22 45
EBT 35 47 50 85 9 44 20 70
EBR 474 693 488 709 381 480 391 491
WBL 14 18 46 35 72 67 94 78
WBT 55 44 103 54 25 24 59 31
WBR 0 0 0 0 3 5 3 5
NBL 20 35 29 59 356 322 362 339
NBT 0 0 0 0 130 119 130 119
NBR 602 441 588 548 70 71 70 146
SBL 0 0 0 0 1 1 1 1
SBT 0 0 0 0 70 188 70 188
SBR 0 0 0 0 19 61 19 61
4 2nd St /
Russell Way
EBL 0 0 0 3 5 17 5 19
EBT 35 41 44 31 3 23 9 23
EBR 0 0 0 0 16 98 16 98
WBL 37 54 41 56 10 23 13 24
WBT 0 0 0 1 7 9 7 10
WBR 0 0 0 0 68 28 68 28
NBL 57 0 193 190 0 70 95 203
NBT 57 0 193 190 370 373 465 506
NBR 4 13 8 19 9 14 12 18
SBL 0 0 0 0 57 72 57 72
SBT 488 712 533 744 461 575 492 597
SBR 0 0 0 0 17 47 17 47
5 A St /
Foothill Blvd
EBL 0 0 0 0 0 0 0 0
EBT 0 0 0 0 0 0 0 0
EBR 0 0 0 0 0 0 0 0
WBL 0 0 25 240 0 0 0 0
WBT 1863 1627 1888 1679 1417 1006 1434 1043
WBR 0 0 0 0 16 48 33 216
NBL 92 4 139 563 120 198 152 589
NBT 1958 2942 2492 2325 1332 2191 1705 2191
NBR 1720 1645 1711 1831 486 1011 486 1142
SBL 0 58 0 134 0 0 0 0
SBT 0 0 0 0 0 0 0 0
SBR 2352 1646 2459 2000 1312 1105 1387 1353
6 2 nd St / A St
EBL 0 0 0 0 10 26 10 26
EBT 1720 1660 1711 1873 471 983 471 1132
Multimodal Improvement Plan TIF Nexus Study
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# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
EBR 0 43 0 93 5 32 5 67
WBL 48 260 208 378 392 308 504 390
WBT 1771 1502 1734 1480 1308 906 1308 906
WBR 213 146 129 82 84 98 84 98
NBL 62 82 156 405 126 90 192 317
NBT 470 343 689 730 387 349 540 620
NBR 80 158 96 35 169 386 181 386
SBL 120 128 95 55 77 175 77 175
SBT 375 594 455 712 328 474 384 557
SBR 30 43 24 34 29 72 29 72
7 2 nd St / B St
EBL 0 0 0 0 14 33 14 33
EBT 516 307 591 179 107 174 160 174
EBR 0 0 0 6 8 17 8 21
WBL 16 20 46 38 191 212 212 225
WBT 759 675 892 758 627 354 720 413
WBR 44 41 161 90 34 52 116 86
NBL 99 77 146 102 129 77 162 94
NBT 568 541 781 1081 647 702 796 1080
NBR 12 556 99 717 285 514 346 626
SBL 6 89 21 188 26 46 36 115
SBT 410 655 450 743 518 640 546 702
SBR 7 153 192 251 156 120 285 188
8 3 rd St / B St
EBL 0 0 0 6 27 43 27 47
EBT 534 900 711 994 388 625 512 691
EBR 0 53 0 84 0 0 0 0
WBL 0 0 0 0 0 0 0 0
WBT 788 735 983 805 836 534 972 583
WBR 16 18 8 27 10 16 10 22
NBL 30 2 116 76 11 6 72 58
NBT 23 6 93 50 6 6 55 37
NBR 0 0 0 0 8 35 8 35
SBL 33 10 21 20 2 3 2 10
SBT 2 71 2 17 0 0 0 0
SBR 0 0 0 5 18 46 18 49
9 6 th St / B St
EBL 0 0 0 0 3 15 3 15
EBT 0 0 0 0 411 713 411 713
EBR 0 0 0 0 49 23 49 23
WBL 0 0 0 0 38 25 38 25
WBT 0 0 0 0 868 535 868 535
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Page | 97

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
WBR 0 0 0 0 2 3 2 3
NBL 0 0 0 0 12 8 12 8
NBT 0 0 0 0 1 0 1 0
NBR 0 0 0 0 63 33 63 33
SBL 0 0 0 0 3 4 3 4
SBT 0 0 0 0 1 1 1 1
SBR 0 0 0 0 14 10 14 10
10 Mission Blvd
/ A St
EBL 57 179 174 763 216 486 298 895
EBT 0 0 0 0 0 0 0 0
EBR 298 482 384 805 178 307 238 533
WBL 3142 2616 2691 2045 1622 1396 1622 1396
WBT 912 415 1261 929 717 573 962 933
WBR 85 251 443 1387 99 165 349 960
NBL 0 0 0 0 0 0 0 0
NBT 0 0 0 0 0 0 0 0
NBR 0 0 0 0 0 0 0 0
SBL 0 0 0 0 0 0 0 0
SBT 404 501 1335 1138 501 572 1153 1018
SBR 21 26 150 341 143 178 234 398
11 Myrtle St / A
St
EBL 0 0 0 0 0 0 0 0
EBT 0 0 0 0 504 828 504 828
EBR 0 0 0 0 22 18 22 18
WBL 0 0 0 0 111 44 111 44
WBT 0 0 0 0 832 792 832 792
WBR 0 0 0 0 0 0 0 0
NBL 0 0 0 0 25 9 25 9
NBT 0 0 0 0 0 0 0 0
NBR 0 0 0 0 51 32 51 32
SBL 0 0 0 0 0 0 0 0
SBT 0 0 0 0 0 0 0 0
SBR 0 0 0 0 0 0 0 0
12 Grand St / B
St
EBL 23 35 30 23 14 12 18 12
EBT 2 3 15 46 79 88 88 118
EBR 3 7 7 30 41 24 43 40
WBL 2 0 108 6 346 147 420 151
WBT 4 4 18 47 103 80 113 110
WBR 20 30 291 37 75 91 265 96
NBL 9 6 14 8 7 26 11 27
NBT 77 172 176 623 263 532 332 848
Multimodal Improvement Plan TIF Nexus Study
Page | 98

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
NBR 0 3 0 6 96 184 96 186
SBL 17 30 29 43 36 43 45 52
SBT 247 143 586 593 525 327 762 642
SBR 34 36 33 39 24 24 24 26
13 Grand St / A
St
EBL 0 0 0 99 37 80 37 149
EBT 333 491 368 1247 415 648 439 1177
EBR 21 33 43 67 72 107 87 131
WBL 260 160 572 586 190 113 409 412
WBT 652 295 810 645 800 626 911 871
WBR 0 0 6 57 37 62 42 102
NBL 35 42 303 45 78 156 266 158
NBT 14 24 14 335 198 319 198 537
NBR 71 170 180 303 46 152 122 245
SBL 0 2 38 15 46 45 72 54
SBT 18 16 33 22 295 158 306 162
SBR 0 0 1 0 33 41 34 41
14 Montgomery
Ave / B St
EBL 0 0 0 0 48 68 48 68
EBT 8 14 28 60 121 206 135 238
EBR 12 23 15 35 33 75 35 83
WBL 1 2 8 15 50 70 55 79
WBT 13 22 397 77 348 246 617 285
WBR 0 0 0 0 71 68 71 68
NBL 13 12 21 12 0 0 0 0
NBT 0 0 0 0 0 0 0 0
NBR 0 0 0 0 0 0 0 0
SBL 0 0 0 0 48 32 48 32
SBT 0 0 0 0 25 50 25 50
SBR 0 0 0 0 139 71 139 71
15 Watkins St /
B St
EBL 0 0 0 0 24 56 24 56
EBT 0 0 0 0 0 0 0 0
EBR 0 0 0 0 148 141 148 141
WBL 0 0 0 0 186 90 186 90
WBT 0 0 0 0 365 180 365 180
WBR 0 0 0 0 26 54 26 54
NBL 0 0 0 0 123 133 123 133
NBT 0 0 0 0 95 150 95 150
NBR 0 0 0 0 0 0 0 0
SBL 0 0 0 0 0 0 0 0
SBT 6 25 12 21 87 105 92 105
Multimodal Improvement Plan TIF Nexus Study
Page | 99

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
SBR 0 0 0 1 31 54 31 55
16 2 nd St / C St
EBL 78 640 185 844 246 504 321 647
EBT 2 52 2 152 158 299 158 369
EBR 40 54 49 173 152 186 158 269
WBL 0 0 0 0 51 37 51 37
WBT 0 0 0 0 0 0 0 0
WBR 68 0 112 4 76 28 107 31
NBL 0 0 0 0 0 0 0 0
NBT 521 466 753 962 752 755 914 1102
NBR 0 0 0 1 31 42 31 42
SBL 0 30 0 2 10 22 10 22
SBT 366 600 409 743 733 860 763 960
SBR 0 0 0 0 0 0 0 0
17 Grand St / D
St
EBL 21 76 55 381 228 228 251 441
EBT 64 543 276 313 443 1070 591 1070
EBR 17 0 5 3 8 8 8 10
WBL 119 12 734 65 35 45 466 82
WBT 285 69 136 304 775 405 775 570
WBR 7 20 23 18 187 74 198 74
NBL 0 13 0 0 7 5 7 5
NBT 59 75 120 233 386 322 428 433
NBR 9 620 220 676 44 85 191 124
SBL 4 6 22 52 115 140 128 173
SBT 56 58 151 482 360 365 426 662
SBR 165 53 508 95 347 249 587 279
18 A St /
Happyland
Ave
EBL 8 26 23 30 0 0 0 0
EBT 649 990 679 1675 1161 1744 1161 1744
EBR 246 374 818 370 10 20 10 20
WBL 424 126 587 477 23 78 23 78
WBT 891 617 1406 937 1273 1471 1273 1471
WBR 0 1 23 7 73 49 73 49
NBL 312 341 623 793 6 3 6 3
NBT 2 96 159 886 0 0 0 0
NBR 87 522 331 668 17 29 17 29
SBL 0 0 14 26 0 0 0 0
SBT 19 2 497 79 0 0 0 0
SBR 2 8 43 16 60 46 60 46
19 D St /
Watkins St
EBL 5 289 159 63 36 79 144 79
EBT 85 916 422 1062 462 944 697 1046
Multimodal Improvement Plan TIF Nexus Study
Page | 100

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
EBR 0 4 11 6 28 30 36 32
WBL 594 347 554 428 50 46 50 102
WBT 420 90 878 368 748 328 1069 523
WBR 0 1 11 18 49 63 57 75
NBL 11 18 19 33 47 37 52 48
NBT 31 281 60 626 223 219 244 461
NBR 1 89 426 72 59 84 357 84
SBL 0 0 0 0 11 20 11 20
SBT 12 122 98 6 153 149 213 149
SBR 18 11 40 40 78 53 93 73
20 Foothill Blvd
/ D St
EBL 59 668 716 170 178 570 638 570
EBT 16 132 89 154 392 503 443 519
EBR 0 0 0 0 0 0 0 0
WBL 0 0 0 0 0 0 0 0
WBT 555 210 286 506 1043 638 1043 845
WBR 63 67 115 102 76 72 112 96
NBL 229 266 714 169 0 0 0 0
NBT 4077 4138 3956 4476 2070 3130 2070 3367
NBR 174 411 184 335 107 169 114 169
SBL 0 0 0 0 0 0 0 0
SBT 0 0 0 0 0 0 0 0
SBR 0 0 0 0 0 0 0 0
21 1 st St/ D St
EBL 0 0 0 0 0 0 0 0
EBT 13 322 33 203 312 495 326 495
EBR 137 190 147 222 139 69 146 91
WBL 53 76 45 90 10 7 10 17
WBT 447 58 198 182 1061 633 1061 720
WBR 0 0 0 0 0 0 0 0
NBL 175 156 191 310 127 80 138 188
NBT 0 0 0 0 0 0 0 0
NBR 27 31 43 185 37 26 49 134
SBL 0 0 0 0 3 1 3 1
SBT 14 30 32 120 28 18 41 81
SBR 0 0 1 1 2 6 3 7
22 2 nd St / D St
EBL 40 146 78 240 75 193 101 259
EBT 15 226 23 178 240 364 246 364
EBR 0 0 0 0 94 59 94 59
WBL 9 7 67 6 104 54 145 54
WBT 419 38 152 62 409 215 409 232
Multimodal Improvement Plan TIF Nexus Study
Page | 101

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
WBR 0 0 0 0 19 43 19 43
NBL 0 0 0 0 358 113 358 113
NBT 481 320 675 722 715 563 851 845
NBR 6 22 5 49 68 57 68 76
SBL 0 0 0 0 59 89 59 89
SBT 311 538 347 682 612 652 637 753
SBR 95 115 112 233 260 331 272 413
23 5 th St / D St
EBL 0 0 0 0 0 0 0 0
EBT 30 208 28 185 256 417 256 417
EBR 47 91 44 96 88 104 88 107
WBL 1 1 1 1 91 33 91 33
WBT 160 28 218 92 466 255 506 299
WBR 0 0 0 0 0 0 0 0
NBL 81 59 90 132 58 32 65 83
NBT 0 0 0 0 0 0 0 0
NBR 1 1 1 1 110 42 110 42
SBL 0 0 0 0 0 0 0 0
SBT 0 0 0 0 0 0 0 0
SBR 0 0 0 0 0 0 0 0
24 Watkins St /
Jackson St
EBL 42 22 428 124 186 229 456 300
EBT 2768 2950 2538 3033 1192 1699 1192 1757
EBR 17 30 18 230 147 181 147 321
WBL 0 7 0 63 0 0 0 0
WBT 2148 2026 2049 1910 1307 821 1307 821
WBR 0 0 0 0 2 5 2 5
NBL 278 133 353 76 243 174 296 174
NBT 26 380 114 618 192 188 254 355
NBR 0 0 5 0 16 27 19 27
SBL 8 19 5 26 0 8 0 13
SBT 0 9 235 23 125 175 289 184
SBR 612 490 433 453 119 121 119 121
25 Mission Blvd
/ Foothill
Blvd
EBL 0 0 0 0 0 0 0 0
EBT 2639 2860 2482 2944 748 1396 748 1455
EBR 0 0 0 0 70 57 70 57
WBL 0 0 0 0 0 0 0 0
WBT 0 0 0 0 0 0 0 0
WBR 0 0 0 0 0 0 0 0
NBL 0 0 0 0 0 0 0 0
NBT 0 0 0 0 0 0 0 0
Multimodal Improvement Plan TIF Nexus Study
Page | 102

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
NBR 0 0 0 0 1593 2023 1593 2023
SBL 0 0 0 0 0 0 0 0
SBT 0 0 0 0 1816 1685 1816 1685
SBR 2148 2033 2049 1973 1421 1043 1421 1043
26 2 nd St / E St
EBL 0 0 0 0 139 57 139 57
EBT 98 132 92 139 223 94 223 98
EBR 3 4 28 52 68 41 85 74
WBL 39 24 100 31 117 62 160 67
WBT 88 64 65 352 86 19 86 220
WBR 242 96 345 43 604 189 676 189
NBL 6 13 10 10 29 8 32 8
NBT 245 246 335 728 414 498 477 835
NBR 5 19 15 14 105 85 112 85
SBL 109 224 108 308 306 201 306 259
SBT 210 322 306 380 440 509 507 550
SBR 0 0 0 0 138 60 138 60
27 Grand St /
Meek Ave
EBL 0 3 4 5 19 33 22 35
EBT 16 23 51 172 63 50 88 154
EBR 13 31 164 39 9 11 115 17
WBL 5 0 21 0 4 14 15 14
WBT 27 59 75 428 87 72 121 330
WBR 13 26 37 264 178 208 195 375
NBL 23 8 25 77 6 9 8 58
NBT 46 677 284 635 187 177 354 177
NBR 0 10 0 6 2 14 2 14
SBL 3 5 411 188 167 112 453 240
SBT 181 56 476 339 248 255 455 453
SBR 5 0 2 9 18 17 18 23
28 Jackson St /
Meek Ave
EBL 21 20 16 122 25 49 25 120
EBT 13 22 456 251 1194 1652 1504 1812
EBR 15 15 22 27 34 44 39 52
WBL 0 0 0 2 128 176 128 177
WBT 37 75 87 360 1457 888 1492 1087
WBR 2 11 156 585 32 47 140 449
NBL 11 18 18 353 55 38 60 273
NBT 2804 2971 2812 2680 191 239 197 239
NBR 0 0 0 4 192 317 192 320
SBL 0 0 6 34 34 29 39 53
SBT 3025 2640 2789 2398 183 132 183 132
Multimodal Improvement Plan TIF Nexus Study
Page | 103

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
SBR 13 10 40 7 22 15 41 15
29 Fletcher Ln /
Watkins St
EBL 21 33 51 26 30 10 51 10
EBT 23 32 43 47 33 23 47 33
EBR 0 0 0 0 1 1 1 1
WBL 0 0 0 0 5 15 5 15
WBT 30 31 43 24 26 26 35 26
WBR 283 481 421 668 385 312 481 443
NBL 0 0 0 0 0 3 0 3
NBT 0 0 0 0 4 26 4 26
NBR 0 0 0 0 4 20 4 20
SBL 0 19 232 230 227 345 389 493
SBT 0 0 0 0 6 29 6 29
SBR 18 27 21 86 15 27 17 68
30 Mission Blvd
/ Fletcher Ln
EBL 22 29 41 193 79 67 92 181
EBT 1 17 2 16 54 109 55 109
EBR 0 5 232 68 115 181 278 225
WBL 83 63 273 99 207 119 340 144
WBT 240 100 278 56 137 63 164 63
WBR 0 0 0 65 14 7 14 53
NBL 46 383 143 614 233 288 301 450
NBT 1819 1926 2330 1779 1473 1889 1831 1889
NBR 98 107 157 705 71 112 112 531
SBL 117 111 52 71 31 82 31 82
SBT 2033 2113 2450 2939 1914 1536 2206 2115
SBR 27 28 43 23 16 55 27 55
31 Santa Clara
St / Ocie
Way
EBL 0 0 0 0 5 4 5 4
EBT 0 0 0 0 0 0 0 0
EBR 0 0 0 0 28 9 28 9
WBL 125 101 72 114 38 37 38 47
WBT 0 0 0 0 0 0 0 0
WBR 150 155 179 104 19 28 39 28
NBL 0 0 0 0 10 24 10 24
NBT 252 804 934 2244 356 1036 833 2044
NBR 83 136 78 61 23 47 23 47
SBL 132 170 94 185 46 11 46 22
SBT 557 333 1808 741 1107 515 1983 800
SBR 0 0 0 0 4 6 4 6
32 EBL 0 0 0 39 78 31 78 58
EBT 269 1355 392 1727 555 1150 641 1410
Multimodal Improvement Plan TIF Nexus Study
Page | 104

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
Amador St.

W Winton
Ave
EBR 202 315 224 360 289 109 304 141
WBL 221 154 259 159 239 133 266 137
WBT 944 293 1323 671 1191 717 1457 982
WBR 18 21 53 33 85 28 110 36
NBL 279 301 298 242 104 289 117 289
NBT 20 22 20 61 19 24 19 51
NBR 112 255 135 342 180 356 196 416
SBL 56 34 51 67 25 29 25 52
SBT 19 25 34 26 51 26 61 27
SBR 0 0 42 0 41 91 70 91
33 Winton Ave
/ Soto Rd /
Myrtle St
EBL 79 210 164 1238 57 170 117 890
EBT 0 0 0 0 582 1232 582 1232
EBR 372 1409 457 842 148 148 207 148
WBL 50 65 143 180 115 71 180 151
WBT 963 351 1337 655 1119 616 1380 829
WBR 0 0 0 0 18 24 18 24
NBL 193 105 236 183 184 121 214 175
NBT 0 0 0 0 119 150 119 150
NBR 53 216 125 1017 79 146 129 706
SBL 0 0 0 0 43 23 43 23
SBT 0 0 0 0 241 111 241 111
SBR 0 0 0 0 262 119 262 119
34 Winton Ave
/ D St
EBL 72 628 292 423 0 0 0 0
EBT 352 997 289 1435 0 0 0 0
EBR 0 0 0 0 0 0 0 0
WBL 0 0 0 0 83 65 83 65
WBT 524 257 765 334 0 0 0 0
WBR 0 3 0 315 29 54 29 54
NBL 0 0 0 0 0 0 0 0
NBT 0 0 0 0 628 1238 782 1238
NBR 489 160 715 502 84 127 84 433
SBL 0 0 0 0 21 16 21 16
SBT 0 0 0 0 1152 672 1320 725
SBR 0 0 0 0 0 0 0 0
35 Park St /
Winton Ave
EBL 0 0 0 0 0 0 0 0
EBT 0 0 0 0 75 97 75 97
EBR 0 0 0 0 41 49 41 49
WBL 0 0 0 0 16 22 16 22
WBT 0 0 0 0 100 78 100 78
Multimodal Improvement Plan TIF Nexus Study
Page | 105

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
WBR 0 0 0 0 0 0 0 0
NBL 0 0 0 0 23 59 23 59
NBT 0 0 0 0 0 0 0 0
NBR 0 0 0 0 10 25 10 25
SBL 0 0 0 0 0 0 0 0
SBT 0 0 0 0 0 0 0 0
SBR 0 0 0 0 0 0 0 0
36 Jackson St /
Sycamore
Ave / Alice
St
EBL 0 0 0 0 29 47 29 47
EBT 2435 2680 2751 2619 1273 1812 1494 1812
EBR 0 0 0 471 38 79 38 409
WBL 76 154 90 144 51 43 61 43
WBT 2704 2399 2695 2427 1713 1063 1713 1083
WBR 0 0 0 0 0 6 0 6
NBL 0 0 0 21 50 25 50 40
NBT 0 0 0 0 7 3 7 3
NBR 159 78 167 123 40 37 46 69
SBL 0 0 0 0 2 1 2 1
SBT 0 0 0 0 4 1 4 1
SBR 0 0 0 0 25 27 25 27
37 Campus Dr /
2nd St
EBL 0 0 0 0 0 0 0 0
EBT 33 94 33 74 112 102 112 102
EBR 305 201 237 238 422 359 422 385
WBL 0 0 0 0 0 0 0 0
WBT 130 97 86 38 0 0 0 0
WBR 0 0 0 0 0 0 0 0
NBL 0 0 0 0 301 418 301 418
NBT 0 0 0 0 0 1 0 1
NBR 0 0 0 0 99 161 99 161
SBL 122 81 184 113 179 75 222 97
SBT 0 0 0 0 133 43 133 43
SBR 0 0 0 0 0 0 0 0
38 Amador St /
Elmhurst St
EBL 344 485 348 324 97 104 99 104
EBT 0 0 0 0 62 27 62 27
EBR 22 38 33 165 162 214 170 303
WBL 0 0 0 0 21 81 21 81
WBT 0 0 0 0 30 73 30 73
WBR 0 0 0 0 26 107 26 107
NBL 29 49 25 218 109 106 109 224
NBT 66 93 105 321 229 256 256 415
Multimodal Improvement Plan TIF Nexus Study
Page | 106

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
NBR 0 0 0 0 100 16 100 16
SBL 0 0 0 0 46 11 46 11
SBT 52 90 84 229 283 196 305 294
SBR 390 404 432 315 85 64 115 64
39 Jackson St /
Soto Rd
EBL 61 188 102 563 70 114 98 377
EBT 2357 2618 2555 2179 1059 1792 1198 1792
EBR 348 269 314 570 168 278 168 488
WBL 42 75 72 266 170 202 191 335
WBT 2662 2324 2623 2180 1849 951 1849 951
WBR 0 0 0 1 60 33 60 34
NBL 350 204 338 302 194 336 194 404
NBT 200 136 273 653 269 242 320 604
NBR 78 43 196 56 78 124 161 133
SBL 0 19 0 855 59 41 59 626
SBT 69 183 198 508 232 214 322 442
SBR 62 94 105 79 65 75 96 75
40 Jackson St /
Cypress Ave
/ Amador St
EBL 0 15 0 220 236 255 236 398
EBT 2382 2879 2547 2905 1132 1956 1248 1975
EBR 122 147 81 104 56 70 56 70
WBL 216 336 497 325 57 161 254 161
WBT 2835 2263 2552 2188 1923 1151 1923 1151
WBR 22 22 18 48 91 126 91 144
NBL 187 173 134 144 126 124 126 124
NBT 73 105 112 271 238 203 265 319
NBR 366 167 410 281 103 104 134 184
SBL 18 28 15 126 93 158 93 227
SBT 56 99 98 268 181 222 210 341
SBR 0 0 4 0 229 88 231 88
41 Soto Rd /
Orchard Ave
EBL 0 0 0 0 69 45 69 45
EBT 0 0 0 0 43 36 43 36
EBR 0 0 0 0 44 10 44 10
WBL 10 13 305 223 333 127 539 274
WBT 0 0 0 0 38 22 38 22
WBR 361 192 409 386 320 287 354 423
NBL 0 0 0 0 20 25 20 25
NBT 193 156 350 598 253 317 363 626
NBR 21 34 70 348 152 230 186 450
SBL 337 281 359 447 139 285 155 401
SBT 91 187 223 847 320 295 413 757
Multimodal Improvement Plan TIF Nexus Study
Page | 107

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
SBR 0 0 0 0 53 58 53 58
42 Carlos Bee
Blvd/
Hayward
Blvd
EBL 0 0 0 0 1 2 1 2
EBT 127 410 169 478 419 544 448 591
EBR 1194 201 1062 199 420 251 420 251
WBL 594 42 700 146 416 163 490 236
WBT 652 267 666 259 770 336 780 336
WBR 0 0 0 0 3 2 3 2
NBL 61 396 72 343 30 384 38 384
NBT 0 0 0 0 1 3 1 3
NBR 20 316 16 854 34 467 34 843
SBL 0 0 0 0 2 2 2 2
SBT 0 0 0 0 6 9 6 9
SBR 0 0 0 0 2 6 2 6
43 Harder Rd /
Santa Clara
St
EBL 341 184 288 150 32 111 32 111
EBT 0 0 0 0 1030 840 1347 1386
EBR 0 0 0 0 0 0 24 0
WBL 0 0 0 0 21 52 21 52
WBT 0 0 0 0 723 1127 980 1537
WBR 1031 773 1398 1359 0 0 0 0
NBL 0 0 0 0 155 139 155 139
NBT 0 0 0 0 0 0 0 0
NBR 0 0 0 0 24 103 24 103
SBL 558 1012 1010 1792 0 0 0 0
SBT 0 0 0 0 0 0 0 0
SBR 99 298 133 255 0 0 0 0
44 Harder Rd /
Cypress Ave
EBL 0 40 22 121 21 59 36 116
EBT 549 939 959 1421 726 1104 1013 1441
EBR 9 33 30 250 0 0 15 152
WBL 21 37 29 53 0 0 6 11
WBT 991 730 1341 1308 1020 903 1265 1308
WBR 319 173 390 313 357 364 406 462
NBL 30 44 41 30 0 0 8 0
NBT 31 33 29 233 0 0 0 140
NBR 40 37 45 97 0 0 4 42
SBL 178 294 569 433 223 332 497 429
SBT 37 36 27 122 0 0 0 60
SBR 10 0 15 21 28 44 32 58
45 Gading Rd /
Harder Rd
EBL 221 563 954 806 0 0 0 0
EBT 546 707 618 1146 604 899 654 1206
Multimodal Improvement Plan TIF Nexus Study
Page | 108

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
EBR 0 0 0 0 389 431 902 601
WBL 91 92 600 716 767 410 1123 846
WBT 624 561 620 638 930 733 930 787
WBR 0 0 0 0 0 0 0 0
NBL 708 379 1140 1036 385 559 687 1019
NBT 0 0 0 0 0 0 0 0
NBR 404 283 795 962 500 616 774 1092
SBL 0 0 0 0 0 0 0 0
SBT 0 0 0 0 0 0 0 0
SBR 0 0 0 0 0 0 0 0
46 Harder Rd/
Soto Rd
EBL 36 136 217 829 337 464 464 949
EBT 881 759 1158 1238 952 1003 1146 1338
EBR 33 95 38 41 79 149 83 149
WBL 15 17 15 21 14 29 14 32
WBT 524 546 654 730 695 827 786 956
WBR 15 26 23 69 77 115 83 145
NBL 110 66 106 61 115 130 115 130
NBT 46 24 51 38 35 57 39 67
NBR 20 27 26 38 31 19 35 26
SBL 23 22 51 286 122 113 141 298
SBT 24 43 41 77 25 46 37 70
SBR 81 40 461 563 620 312 886 678
47 Harder Rd /
Jane Ave
EBL 0 0 0 0 294 251 294 251
EBT 885 606 1177 1294 823 761 1028 1243
EBR 54 120 64 214 14 20 21 86
WBL 141 245 124 226 36 55 36 55
WBT 346 515 466 757 503 793 587 963
WBR 3 7 19 555 142 164 154 548
NBL 101 79 110 43 22 20 28 20
NBT 90 68 189 207 40 19 109 116
NBR 327 304 351 551 52 40 69 212
SBL 1 1 12 129 136 119 144 208
SBT 16 21 440 250 19 44 316 204
SBR 0 0 0 0 312 186 312 186
48 Mission Blvd
/ Harder Rd
EBL 284 390 323 836 296 331 324 643
EBT 795 303 1021 821 298 165 457 528
EBR 284 390 323 836 332 349 359 661
WBL 79 291 154 285 154 198 206 198
WBT 104 323 220 423 126 240 207 310
Multimodal Improvement Plan TIF Nexus Study
Page | 109

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
WBR 1 3 1 3 29 73 29 73
NBL 151 136 114 753 232 319 232 751
NBT 1226 1441 1452 1116 1115 2008 1274 2008
NBR 542 264 521 275 166 179 166 186
SBL 183 2 1 12 31 57 31 64
SBT 956 1376 1709 1554 1943 1262 2470 1387
SBR 198 242 181 285 98 169 98 200
49 Patrick Ave /
Gomer St
EBL 13 24 12 50 28 16 28 34
EBT 2 3 2 17 116 52 116 62
EBR 167 161 200 428 44 38 67 225
WBL 101 63 72 75 34 23 34 31
WBT 2 3 2 16 104 101 104 110
WBR 53 55 66 42 181 200 190 200
NBL 162 223 147 342 23 64 23 148
NBT 425 316 661 1269 369 630 534 1297
NBR 65 111 51 77 10 41 10 41
SBL 33 45 51 65 153 154 165 168
SBT 190 77 1135 488 630 406 1291 694
SBR 14 15 23 102 3 7 9 68
50 Patrick Ave /
Roosevelt
Ave
EBL 0 0 0 0 11 10 11 10
EBT 0 0 0 0 0 2 0 2
EBR 0 0 0 0 331 146 331 146
WBL 0 0 0 0 0 9 0 9
WBT 0 0 0 0 0 0 0 0
WBR 0 0 0 0 1 6 1 6
NBL 0 0 0 0 143 196 143 196
NBT 0 0 0 0 420 704 420 704
NBR 0 0 0 0 0 9 0 9
SBL 0 0 0 0 0 9 0 9
SBT 0 0 0 0 705 425 705 425
SBR 0 0 0 0 4 9 4 9
51 Tennyson Rd
/ Patrick Ave
EBL 0 0 0 0 568 764 568 764
EBT 393 1139 416 1089 1184 1514 1200 1514
EBR 514 518 543 1103 0 0 0 0
WBL 0 0 0 0 0 0 0 0
WBT 1116 684 1425 1004 1207 1168 1423 1392
WBR 139 132 316 585 50 127 174 444
NBL 0 0 0 0 0 0 0 0
NBT 0 0 0 0 0 0 0 0
Multimodal Improvement Plan TIF Nexus Study
Page | 110

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
NBR 0 0 0 0 0 0 0 0
SBL 52 98 770 612 153 131 655 491
SBT 0 0 0 0 0 0 0 0
SBR 406 202 637 379 1029 493 1191 617
52 Tennyson Rd
/ Pompano
Ave
EBL 0 0 0 0 0 0 0 0
EBT 0 0 0 0 1160 1335 1160 1335
EBR 0 0 0 0 151 309 151 309
WBL 0 0 0 0 26 61 26 61
WBT 0 0 0 0 1021 1087 1021 1087
WBR 0 0 0 0 0 0 0 0
NBL 0 0 0 0 242 219 242 219
NBT 0 0 0 0 0 0 0 0
NBR 0 0 0 0 58 47 58 47
SBL 0 0 0 0 0 0 0 0
SBT 0 0 0 0 0 0 0 0
SBR 0 0 0 0 0 0 0 0
53 Tennyson Rd
/ Tampa Ave
EBL 0 0 0 0 113 178 113 178
EBT 289 865 916 1289 1038 1133 1477 1430
EBR 156 372 271 412 44 45 124 73
WBL 34 50 47 59 33 105 42 111
WBT 866 590 1340 1225 794 939 1126 1383
WBR 26 34 32 54 173 247 177 261
NBL 389 226 400 364 72 58 79 155
NBT 3 4 3 4 97 105 97 105
NBR 41 48 58 70 69 84 81 100
SBL 20 50 46 51 188 135 206 136
SBT 3 4 3 4 90 59 90 59
SBR 0 0 0 0 94 65 94 65
54 Tennyson Rd
/ Dickens
Ave
EBL 0 0 0 0 0 0 0 0
EBT 0 0 0 0 956 1299 956 1299
EBR 0 0 0 0 61 49 61 49
WBL 0 0 0 0 105 80 105 80
WBT 0 0 0 0 1010 1214 1010 1214
WBR 0 0 0 0 0 0 0 0
NBL 0 0 0 0 20 20 20 20
NBT 0 0 0 0 0 0 0 0
NBR 0 0 0 0 65 54 65 54
SBL 0 0 0 0 0 0 0 0
SBT 0 0 0 0 0 0 0 0
Multimodal Improvement Plan TIF Nexus Study
Page | 111

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
SBR 0 0 0 0 0 0 0 0
55 Tyrell Ave /
Tennyson Rd
EBL 1 1 1 9 142 152 142 158
EBT 323 891 978 1260 1199 1159 1657 1417
EBR 0 0 0 0 0 0 0 0
WBL 0 0 0 0 0 0 0 0
WBT 850 632 1281 1267 955 1172 1257 1617
WBR 11 33 22 107 119 147 126 199
NBL 0 0 0 0 0 0 0 0
NBT 0 0 0 0 0 0 0 0
NBR 0 0 0 0 0 0 0 0
SBL 23 35 59 35 151 98 176 98
SBT 0 0 0 0 0 0 0 0
SBR 1 1 1 1 152 134 152 134
56 Tennyson Rd
/ Harvey Ave
EBL 0 0 0 0 0 0 0 0
EBT 0 0 0 0 1232 1322 1232 1322
EBR 0 0 0 0 29 55 29 55
WBL 0 0 0 0 32 56 32 56
WBT 0 0 0 0 974 1343 974 1343
WBR 0 0 0 0 0 0 0 0
NBL 0 0 0 0 36 23 36 23
NBT 0 0 0 0 0 0 0 0
NBR 0 0 0 0 33 31 33 31
SBL 0 0 0 0 0 0 0 0
SBT 0 0 0 0 0 0 0 0
SBR 0 0 0 0 0 0 0 0
57 Tennyson Rd
/ Ruus Rd
EBL 0 0 0 0 0 0 0 0
EBT 185 537 246 633 1045 994 1087 1061
EBR 41 94 672 260 343 218 785 334
WBL 44 36 436 98 228 133 502 176
WBT 506 242 663 454 834 983 944 1132
WBR 0 0 0 0 0 0 0 0
NBL 52 276 205 669 242 354 349 630
NBT 0 0 0 0 0 0 0 0
NBR 62 83 114 427 121 234 157 475
SBL 0 0 0 0 0 0 0 0
SBT 0 0 0 0 0 0 0 0
SBR 0 0 0 0 0 0 0 0
58 Tennyson Rd
/ Baldwin St
EBL 0 0 0 0 20 30 20 30
EBT 247 621 359 1060 1028 1176 1106 1483
Multimodal Improvement Plan TIF Nexus Study
Page | 112

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
EBR 0 0 0 0 10 34 10 34
WBL 0 0 0 0 23 47 23 47
WBT 549 277 1098 552 978 1135 1362 1328
WBR 70 105 97 173 7 33 26 81
NBL 0 0 0 0 2 2 2 2
NBT 0 0 0 0 0 0 0 0
NBR 0 0 0 0 8 43 10 45
SBL 84 91 202 150 9 15 92 56
SBT 0 0 0 0 0 0 0 0
SBR 0 0 0 0 11 21 11 21
59 Tennyson Rd
/ Huntwood
Ave
EBL 0 0 0 0 57 108 57 108
EBT 298 636 491 1064 862 807 997 1106
EBR 33 77 70 146 186 90 212 139
WBL 182 213 178 304 325 154 325 218
WBT 489 322 1072 694 799 761 1207 1021
WBR 24 30 260 440 31 37 196 324
NBL 130 60 123 31 75 170 75 170
NBT 36 38 142 28 112 383 186 383
NBR 249 325 305 628 111 225 150 437
SBL 24 26 118 140 178 81 244 161
SBT 23 31 109 136 474 140 534 214
SBR 0 0 0 0 82 67 82 67
60 Tennyson Rd
/ Beatron
Way /
Whitman St
EBL 304 436 356 794 260 457 296 708
EBT 229 481 496 910 913 809 1100 1109
EBR 39 70 63 128 61 52 78 93
WBL 14 15 39 55 2 8 20 36
WBT 379 255 1105 997 674 861 1182 1380
WBR 102 45 181 18 192 225 248 225
NBL 68 52 143 95 60 32 113 62
NBT 26 27 31 15 44 20 47 20
NBR 15 17 45 45 25 8 46 28
SBL 34 36 389 219 257 128 505 256
SBT 22 29 15 39 6 8 6 15
SBR 248 259 263 346 598 265 608 326
61 Tennyson Rd
/ Pacific St
EBL 0 0 0 0 0 0 0 0
EBT 0 0 0 0 1073 877 1073 877
EBR 0 0 0 0 32 52 32 52
WBL 0 0 0 0 11 37 11 37
WBT 0 0 0 0 762 1116 762 1116
Multimodal Improvement Plan TIF Nexus Study
Page | 113

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
WBR 0 0 0 0 0 0 0 0
NBL 0 0 0 0 28 22 28 22
NBT 0 0 0 0 0 0 0 0
NBR 0 0 0 0 50 35 50 35
SBL 0 0 0 0 0 0 0 0
SBT 0 0 0 0 0 0 0 0
SBR 0 0 0 0 0 0 0 0
62 Tennyson Rd
/ Dixon St
EBL 23 30 71 272 130 157 164 326
EBT 238 441 363 474 723 598 811 621
EBR 17 63 495 429 354 252 689 508
WBL 11 117 45 144 88 58 112 77
WBT 335 246 636 365 438 672 648 755
WBR 0 0 10 10 3 7 10 14
NBL 138 50 444 603 213 374 427 761
NBT 18 20 44 151 40 82 58 174
NBR 36 23 202 55 70 63 186 86
SBL 0 0 2 12 11 5 13 14
SBT 13 17 63 99 95 23 130 80
SBR 22 19 245 102 158 101 314 159
63 Mission Blvd
/ Tennyson
Rd
EBL 83 54 299 160 438 403 589 478
EBT 5 12 29 78 3 6 20 52
EBR 186 397 241 302 318 265 357 265
WBL 0 0 0 0 2 4 2 4
WBT 12 7 102 60 2 11 65 49
WBR 13 10 72 25 1 4 42 15
NBL 273 215 401 221 211 394 301 398
NBT 1773 1810 1658 1861 1338 1771 1338 1807
NBR 0 0 0 0 3 3 3 3
SBL 7 13 23 70 8 12 20 52
SBT 1118 1604 1761 1691 1894 1312 2344 1373
SBR 60 140 188 238 272 349 362 418
64 Ruus Rd /
Folsom Ave
EBL 24 78 38 69 22 11 32 11
EBT 10 9 10 20 113 43 113 50
EBR 85 56 86 56 163 84 164 84
WBL 0 0 26 0 112 54 130 54
WBT 8 12 14 5 90 69 95 69
WBR 7 9 7 17 37 43 37 48
NBL 23 60 28 92 46 141 49 164
NBT 171 465 368 1353 152 447 290 1069
Multimodal Improvement Plan TIF Nexus Study
Page | 114

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
NBR 0 0 0 273 44 86 44 277
SBL 4 8 10 7 45 34 49 34
SBT 219 226 1346 458 419 205 1208 367
SBR 48 26 78 39 28 12 49 22
65 Industrial Rd
/ Stratford
Rd
EBL 235 169 292 344 80 179 120 301
EBT 421 1231 854 1864 740 946 1043 1389
EBR 56 21 67 34 135 158 143 167
WBL 0 0 27 0 12 27 31 27
WBT 1574 981 1849 1205 1248 990 1441 1146
WBR 0 0 0 63 36 61 36 105
NBL 20 57 20 63 157 322 157 326
NBT 1 1 1 2 22 120 22 120
NBR 0 0 0 26 16 49 16 67
SBL 0 0 8 0 55 47 61 47
SBT 1 1 2 2 33 30 34 31
SBR 193 268 270 251 230 119 284 119
66 Industrial
Pkwy / Ruus
Rd
EBL 3 9 7 453 26 90 29 401
EBT 275 459 339 800 725 950 769 1189
EBR 142 763 516 637 50 158 312 158
WBL 504 404 559 407 455 378 494 380
WBT 589 398 882 685 1091 927 1297 1128
WBR 46 26 31 526 48 75 48 425
NBL 975 574 699 556 50 108 50 108
NBT 365 639 464 808 114 470 184 588
NBR 388 722 416 1034 404 696 424 915
SBL 16 39 81 56 72 33 117 45
SBT 322 419 1193 625 324 211 934 355
SBR 9 10 296 28 157 82 358 95
67 Industrial
Pkwy /
Huntwood
Ave
EBL 198 433 245 243 62 314 95 314
EBT 320 722 421 1557 709 1317 780 1902
EBR 161 64 171 90 396 163 403 181
WBL 261 127 634 229 310 139 571 211
WBT 657 437 916 1061 1331 924 1512 1361
WBR 34 45 57 35 44 152 60 152
NBL 111 154 40 243 189 350 189 413
NBT 167 214 139 661 110 596 110 909
NBR 95 298 126 297 130 292 152 292
SBL 36 46 143 89 135 94 210 124
SBT 126 110 242 219 580 149 661 225
Multimodal Improvement Plan TIF Nexus Study
Page | 115

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
SBR 371 237 515 315 206 129 307 183
68 Mission Blvd
/ Industrial
Pkwy W /
Alquire Pkwy
EBL 279 467 177 790 340 587 340 813
EBT 6 13 24 97 72 158 84 217
EBR 166 561 928 860 412 525 945 734
WBL 5 3 44 13 12 11 40 18
WBT 12 8 89 83 159 75 213 127
WBR 0 0 0 6 141 64 141 69
NBL 579 318 700 1413 447 437 532 1203
NBT 1767 1559 1870 1354 1062 1507 1134 1507
NBR 1 6 5 21 8 17 11 27
SBL 0 0 0 0 65 113 65 113
SBT 981 1727 1418 1771 1516 1100 1822 1131
SBR 323 274 616 206 560 326 765 326
69 Huntwood
Ave /
Sandoval
Way
EBL 0 0 0 0 1 1 1 1
EBT 0 0 0 0 0 0 0 0
EBR 0 0 0 0 1 1 1 1
WBL 3 4 3 6 25 23 25 24
WBT 0 0 0 0 0 0 0 0
WBR 56 322 80 366 68 126 84 157
NBL 0 0 0 0 1 0 1 0
NBT 317 345 226 835 363 1228 363 1571
NBR 3 4 3 3 30 15 30 15
SBL 0 0 0 0 77 33 77 33
SBT 318 114 325 187 1217 407 1222 459
SBR 229 187 722 351 5 1 350 116
70 Huntwood
Ave / Zephyr
Ave
EBL 0 0 0 0 8 24 8 24
EBT 0 0 0 0 11 9 11 9
EBR 0 0 0 0 6 37 6 37
WBL 37 249 72 438 8 25 33 157
WBT 0 0 0 0 8 18 8 18
WBR 0 0 1 0 38 119 39 119
NBL 0 0 0 0 35 18 35 18
NBT 303 247 209 787 310 576 310 954
NBR 241 88 408 167 45 11 162 67
SBL 0 0 0 3 108 12 108 15
SBT 149 160 635 315 585 367 925 475
SBR 0 0 0 0 49 14 49 14
71 EBL 298 87 338 127 248 121 276 149
EBT 368 671 845 902 904 728 1238 889
Multimodal Improvement Plan TIF Nexus Study
Page | 116

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
Huntwood
Ave /
Whipple Rd
EBR 240 343 215 372 17 40 17 60
WBL 55 51 48 117 4 16 4 62
WBT 534 374 698 766 764 784 879 1058
WBR 142 119 189 758 180 191 213 639
NBL 260 223 270 362 28 18 35 115
NBT 105 128 91 70 34 22 34 22
NBR 38 67 86 106 20 17 53 44
SBL 62 113 469 350 308 233 593 399
SBT 71 98 81 92 33 42 40 42
SBR 52 197 158 311 120 221 194 301
72 Hesperian
Blvd / A St
EBL 28 167 34 109 32 78 36 78
EBT 14 119 16 423 52 162 53 375
EBR 14 119 16 423 12 37 14 250
WBL 98 0 615 9 711 367 1073 373
WBT 125 45 248 76 206 166 292 188
WBR 578 727 619 1022 222 348 251 555
NBL 0 0 0 0 140 146 140 146
NBT 745 2228 1624 2048 646 1578 1261 1578
NBR 0 110 27 867 210 326 229 856
SBL 1499 718 2359 1456 271 342 873 859
SBT 151 59 132 76 1230 737 1230 749
SBR 151 59 132 76 12 11 12 23
73 A St /
Garden Ave
EBL 0 0 0 0 29 47 29 47
EBT 0 0 0 0 914 1336 1360 1949
EBR 0 0 0 0 3 5 3 5
WBL 0 0 0 0 3 11 3 11
WBT 0 0 0 0 1077 1109 1465 1617
WBR 0 0 0 0 64 115 64 115
NBL 0 0 0 0 2 6 2 6
NBT 0 0 0 0 0 0 0 0
NBR 0 0 0 0 1 7 1 7
SBL 0 0 0 0 0 4 0 4
SBT 0 0 0 0 0 0 0 0
SBR 0 0 0 0 61 57 61 57
74 Hesperian
Blvd /
Sueirro St
EBL 0 0 0 153 55 139 55 246
EBT 1 5 1 7 6 26 6 27
EBR 0 0 0 0 44 52 44 52
WBL 127 49 99 80 35 22 35 44
WBT 5 2 6 3 7 18 8 18
Multimodal Improvement Plan TIF Nexus Study
Page | 117

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
WBR 0 0 14 0 73 29 83 29
NBL 0 0 0 0 100 120 100 120
NBT 745 2337 1637 2762 849 1850 1474 2148
NBR 25 122 46 92 16 29 30 29
SBL 0 0 0 24 102 62 102 79
SBT 1597 718 2916 1440 1793 947 2716 1452
SBR 0 0 59 0 40 58 81 58
75 Cabot Blvd /
Winton Ave
EBL 0 0 0 0 3 2 3 2
EBT 0 0 0 0 40 121 40 121
EBR 0 0 0 0 16 19 16 19
WBL 491 146 403 208 305 54 305 97
WBT 0 0 0 0 75 54 75 54
WBR 168 61 152 67 169 51 169 55
NBL 0 0 0 0 23 18 23 18
NBT 6 18 62 36 22 20 61 32
NBR 59 531 99 366 17 99 45 99
SBL 24 178 27 150 76 161 78 161
SBT 7 12 12 85 16 27 19 78
SBR 0 0 0 0 2 5 2 5
76 Clawiter Rd /
Winton Ave
EBL 0 0 0 0 1 1 1 1
EBT 173 1382 215 1098 340 1016 369 1016
EBR 11 74 19 136 153 176 158 219
WBL 164 67 443 124 957 263 1153 303
WBT 1327 427 1246 517 1075 283 1075 346
WBR 271 140 272 141 1 0 2 1
NBL 59 31 64 65 148 99 151 123
NBT 27 25 51 52 0 0 17 19
NBR 26 182 136 592 219 606 296 893
SBL 81 288 85 255 0 3 3 3
SBT 12 36 22 98 0 2 7 45
SBR 0 0 0 0 0 0 0 0
77 Winton Ave
/ Salkan Rd
EBL 0 0 0 0 3 0 3 0
EBT 277 1838 430 1918 551 1683 658 1739
EBR 4 14 5 27 8 14 9 23
WBL 67 69 70 87 93 60 95 73
WBT 1750 625 1936 772 2023 567 2153 669
WBR 0 0 0 0 3 1 3 1
NBL 13 8 24 10 6 4 14 6
NBT 0 0 0 0 0 1 0 1
Multimodal Improvement Plan TIF Nexus Study
Page | 118

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
NBR 74 82 92 72 62 194 75 194
SBL 0 0 0 0 6 0 6 0
SBT 0 0 0 0 0 1 0 1
SBR 0 0 0 0 3 2 3 2
78 Hesperian
Blvd /
Winton Ave
EBL 126 892 244 899 209 717 292 722
EBT 203 900 254 925 354 1059 390 1077
EBR 22 128 24 166 36 54 38 81
WBL 488 203 401 263 193 297 193 339
WBT 1042 468 1190 548 1012 312 1116 368
WBR 31 160 52 433 161 225 176 416
NBL 143 75 179 65 55 44 80 44
NBT 589 1403 1347 2151 641 1194 1172 1718
NBR 115 252 161 745 142 183 175 528
SBL 229 35 371 89 112 177 212 215
SBT 855 590 2196 1198 1057 754 1996 1179
SBR 633 151 636 245 1078 189 1080 255
79 Hesperian
Blvd / La
Playa Dr
EBL 0 0 0 0 0 0 0 0
EBT 0 0 0 0 0 0 0 0
EBR 0 0 0 0 0 0 0 0
WBL 2 4 4 4 154 321 155 321
WBT 0 0 0 0 0 0 0 0
WBR 60 95 64 58 65 192 68 192
NBL 0 0 0 0 2 7 2 7
NBT 713 1515 1530 2333 863 1323 1435 1896
NBR 2 4 2 45 57 315 57 344
SBL 48 65 43 61 54 155 54 155
SBT 1202 789 2530 1470 1469 880 2398 1357
SBR 0 0 0 0 0 0 0 0
80 Calaroga
Ave / La
Playa Dr
EBL 0 0 0 0 0 0 0 0
EBT 0 0 0 10 43 154 43 161
EBR 43 53 38 54 100 188 100 189
WBL 73 85 155 86 282 184 339 185
WBT 0 0 2 0 68 87 69 87
WBR 0 0 0 0 0 0 0 0
NBL 57 84 59 46 112 203 114 203
NBT 0 0 0 0 0 0 0 0
NBR 64 99 59 292 207 262 207 397
SBL 0 0 0 0 0 0 0 0
SBT 0 0 0 0 0 0 0 0
Multimodal Improvement Plan TIF Nexus Study
Page | 119

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
SBR 0 0 0 0 0 0 0 0
81 Industrial
Blvd /
Clawiter Dr
EBL 111 129 164 791 114 569 151 1032
EBT 15 29 21 27 2 4 6 4
EBR 0 0 0 0 5 8 5 8
WBL 0 0 0 0 3 48 3 48
WBT 0 0 0 0 1 1 1 1
WBR 0 0 0 0 1 7 1 7
NBL 0 0 0 0 22 22 22 22
NBT 179 88 289 450 338 481 415 735
NBR 3 4 10 20 5 3 10 14
SBL 0 0 0 8 2 0 2 6
SBT 35 196 115 428 734 548 790 710
SBR 58 153 309 157 944 188 1120 191
82 Hesperian
Blvd / Turner
Ct
EBL 40 239 47 190 75 166 80 166
EBT 1 5 1 4 6 47 6 47
EBR 47 264 43 333 20 73 20 121
WBL 0 0 0 0 64 67 64 67
WBT 6 3 36 3 85 18 106 18
WBR 66 60 80 39 70 74 79 74
NBL 877 126 996 144 189 55 272 68
NBT 609 1219 1405 2149 777 1393 1334 2044
NBR 0 0 0 4 36 74 36 77
SBL 40 69 35 83 69 88 69 98
SBT 559 633 2044 1285 1074 937 2113 1393
SBR 605 90 456 106 503 120 503 131
83 Clawiter Rd /
Depot Rd
EBL 14 28 19 148 43 135 46 219
EBT 89 481 9 54 123 399 123 399
EBR 17 103 0 0 41 26 41 26
WBL 0 0 1 0 104 26 105 26
WBT 484 218 29 14 331 88 331 88
WBR 0 0 0 0 7 11 7 11
NBL 89 64 0 0 65 47 65 47
NBT 112 129 165 670 53 396 90 775
NBR 0 2 0 2 35 150 35 150
SBL 0 0 0 0 29 22 29 22
SBT 59 130 236 144 648 144 772 154
SBR 18 43 95 42 194 42 248 42
84 EBL 0 0 0 0 16 55 16 55
EBT 9 31 10 40 26 211 27 217
Multimodal Improvement Plan TIF Nexus Study
Page | 120

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
Industrial
Blvd / Depot
Rd
EBR 80 452 0 17 127 346 127 346
WBL 0 0 0 1 122 93 122 93
WBT 25 21 24 14 132 30 132 30
WBR 13 6 16 15 36 18 38 24
NBL 459 197 5 0 351 128 351 128
NBT 170 86 283 455 371 405 450 663
NBR 0 0 0 1 76 122 76 123
SBL 3 14 6 16 23 58 25 59
SBT 38 194 119 451 600 529 657 709
SBR 0 0 0 0 56 11 56 11
85 Hesperian
Blvd / Depot
Rd / Cathy
Way
EBL 33 56 62 88 153 225 173 247
EBT 19 44 33 62 63 115 73 128
EBR 210 199 208 234 340 277 340 301
WBL 234 320 245 560 134 64 142 232
WBT 29 28 64 27 176 58 200 58
WBR 66 60 183 54 32 32 114 32
NBL 410 296 378 273 509 315 509 315
NBT 1388 1230 2155 2155 919 1348 1456 1996
NBR 246 404 383 492 83 160 179 222
SBL 22 62 29 84 37 35 42 51
SBT 545 805 1988 1498 826 956 1837 1441
SBR 39 30 69 36 194 117 215 122
86 Clawiter Rd /
Enterprise
Ave
EBL 5 25 3 18 18 76 18 76
EBT 0 1 3 7 1 1 3 5
EBR 0 0 0 0 49 90 49 90
WBL 2 14 3 19 1 10 2 14
WBT 0 1 2 7 0 0 1 4
WBR 5 26 7 12 0 5 1 5
NBL 0 0 0 0 58 53 58 53
NBT 192 145 155 642 298 450 298 798
NBR 15 9 18 7 8 12 10 12
SBL 16 11 44 13 2 0 22 1
SBT 52 214 181 128 722 367 813 367
SBR 8 8 12 3 113 22 116 22
87 Tennyson Rd
/ Industrial
Blvd
EBL 80 474 96 558 0 0 0 0
EBT 11 82 19 111 0 0 0 0
EBR 47 232 50 242 0 0 0 0
WBL 13 5 22 12 430 59 437 64
WBT 109 46 89 46 0 0 0 0
Multimodal Improvement Plan TIF Nexus Study
Page | 121

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
WBR 48 10 110 61 533 133 577 169
NBL 181 100 241 144 0 0 0 0
NBT 842 663 934 1168 921 822 985 1176
NBR 2 12 12 33 30 185 37 200
SBL 2 21 4 174 121 531 122 638
SBT 358 925 700 1247 943 1136 1182 1362
SBR 422 207 497 231 0 0 0 0
88 Tennyson Rd
/ Hesperian
Blvd
EBL 0 0 0 0 141 162 141 162
EBT 10 79 26 239 216 547 227 659
EBR 2 9 2 23 51 52 51 62
WBL 97 111 264 181 302 257 419 306
WBT 118 41 169 55 598 226 633 235
WBR 626 211 651 345 226 187 243 281
NBL 15 6 13 40 79 31 79 55
NBT 2043 2271 2170 2541 1114 1255 1203 1444
NBR 69 107 178 231 72 108 148 195
SBL 138 388 186 589 196 221 230 362
SBT 1483 1894 2183 2048 1135 809 1625 917
SBR 0 0 0 0 227 87 227 87
89 Tennyson Rd
/ Sleepy
Hollow Ave
EBL 26 53 41 76 18 44 28 60
EBT 190 520 348 983 484 867 595 1191
EBR 0 0 0 0 40 60 40 60
WBL 231 115 133 102 173 34 173 34
WBT 812 333 1033 537 1004 612 1159 755
WBR 53 67 61 75 308 210 313 216
NBL 0 0 0 0 73 30 73 30
NBT 2 4 2 4 227 131 227 131
NBR 40 123 51 120 180 161 188 161
SBL 74 71 59 82 181 286 181 294
SBT 3 3 3 4 159 74 159 75
SBR 30 29 51 43 65 78 80 88
90 Tennyson Rd
/ Caloroga
Ave
EBL 21 23 51 58 43 25 64 49
EBT 273 644 395 1058 791 1292 876 1582
EBR 10 47 12 68 14 21 15 35
WBL 205 233 398 229 416 294 551 294
WBT 979 439 1105 642 1340 834 1428 976
WBR 364 254 423 318 520 320 561 365
NBL 100 43 91 11 69 29 69 29
NBT 20 18 24 22 115 75 118 78
Multimodal Improvement Plan TIF Nexus Study
Page | 122

# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
NBR 128 134 285 517 663 465 773 733
SBL 164 409 159 393 419 458 419 458
SBT 5 14 20 21 137 56 148 61
SBR 16 33 30 61 65 67 75 86
91 Caloroga
Ave / Bolero
Ave / Miami
Ave
EBL 0 0 0 0 85 116 85 116
EBT 1 4 1 3 125 99 125 99
EBR 3 6 2 5 54 22 54 22
WBL 38 23 49 68 6 5 14 37
WBT 3 3 3 2 138 48 138 48
WBR 220 98 204 53 348 185 348 185
NBL 4 5 4 3 29 12 29 12
NBT 28 96 197 497 398 326 516 607
NBR 17 56 28 42 6 11 14 11
SBL 55 177 45 190 147 151 147 160
SBT 164 118 385 129 232 143 387 151
SBR 0 0 0 0 167 72 167 72
92 Hesperian
Blvd / Oliver
Dr
EBL 252 201 319 264 27 24 74 68
EBT 5 40 24 27 0 0 0 0
EBR 228 185 202 178 98 73 98 73
WBL 32 19 305 24 0 0 0 0
WBT 11 17 18 12 0 0 0 0
WBR 0 0 0 65 0 0 0 0
NBL 161 237 168 262 82 91 87 109
NBT 1844 1991 2018 2326 1298 1654 1420 1888
NBR 16 60 33 470 0 0 0 0
SBL 0 0 121 0 26 21 111 21
SBT 1318 1716 1993 1910 1262 952 1734 1088
SBR 214 279 226 299 43 72 51 86
93 Caloroga
Ave /
Panama St
EBL 22 100 169 497 140 193 243 471
EBT 0 0 0 0 34 35 34 35
EBR 0 0 10 0 67 42 74 42
WBL 0 0 0 0 7 1 7 1
WBT 0 0 0 0 109 38 109 38
WBR 0 0 0 0 67 18 67 18
NBL 0 0 0 25 79 50 79 67
NBT 28 56 59 45 222 152 244 152
NBR 0 0 0 0 3 6 3 6
SBL 0 0 0 0 11 18 11 18
SBT 162 111 113 123 230 93 230 101
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# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
SBR 44 36 323 79 90 72 286 102
94 Baumberg
Ave /
Industrial
Blvd
EBL 26 170 88 204 47 155 90 179
EBT 4 22 6 26 7 33 9 36
EBR 26 170 88 204 63 395 107 419
WBL 0 0 0 0 70 18 70 18
WBT 20 12 31 17 28 4 36 8
WBR 137 106 124 115 2 2 2 8
NBL 326 136 630 258 361 82 574 168
NBT 862 500 975 1026 816 729 895 1097
NBR 0 0 0 0 38 34 38 34
SBL 31 115 46 146 7 5 18 27
SBT 239 997 548 1249 774 961 991 1137
SBR 147 50 178 106 237 42 259 81
95 Hesperian
Blvd /
Catalpa Way
EBL 0 0 0 0 0 0 0 0
EBT 0 0 0 0 0 0 0 0
EBR 0 0 0 0 0 0 0 0
WBL 0 0 0 1 131 86 131 87
WBT 0 0 0 0 0 0 0 0
WBR 125 174 131 184 119 22 123 29
NBL 0 0 0 0 0 0 0 0
NBT 1896 2114 2088 2875 943 1679 1077 2212
NBR 0 0 0 3 215 179 215 181
SBL 45 70 117 84 156 52 206 62
SBT 1533 1851 2383 2028 1046 867 1641 991
SBR 0 0 0 0 0 0 0 0
96 Catalpa Way
/ Calaroga
Ave
EBL 0 0 0 0 266 77 266 77
EBT 0 0 0 0 70 156 70 156
EBR 0 0 0 0 0 0 0 0
WBL 0 0 0 0 0 0 0 0
WBT 0 0 0 0 107 63 107 63
WBR 0 0 0 0 33 45 33 45
NBL 0 0 0 0 0 0 0 0
NBT 0 0 0 0 0 0 0 0
NBR 0 0 0 0 0 0 0 0
SBL 0 0 0 0 24 62 24 62
SBT 0 0 0 0 0 0 0 0
SBR 0 0 0 0 189 27 189 27
97 EBL 0 0 0 0 0 0 0 0
EBT 289 1305 602 1552 718 1058 937 1231
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# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
Industrial
Blvd /
Marina Dr
EBR 12 15 30 59 97 41 109 71
WBL 100 36 169 152 15 58 63 139
WBT 1180 601 1564 1220 1111 659 1380 1092
WBR 0 0 0 0 0 0 0 0
NBL 8 34 41 64 212 226 235 247
NBT 0 0 0 0 0 0 0 0
NBR 14 86 127 154 34 38 113 86
SBL 0 0 0 0 0 0 0 0
SBT 0 0 0 0 0 0 0 0
SBR 0 0 0 0 0 0 0 0
98 Hesperian
Blvd /
Industrial
Blvd /
Industrial
Pkwy W
EBL 193 638 368 741 43 208 165 280
EBT 139 460 672 707 313 789 686 962
EBR 0 0 0 0 501 432 501 432
WBL 65 83 207 100 380 374 480 386
WBT 10 54 85 100 429 403 482 436
WBR 632 285 1037 891 346 375 630 799
NBL 0 0 0 0 632 323 632 323
NBT 429 356 544 964 637 1398 718 1824
NBR 592 333 617 443 109 202 127 279
SBL 1457 1704 1459 1814 301 259 303 336
SBT 84 102 74 241 1021 862 1021 959
SBR 56 19 79 63 22 24 38 55
99 Hesperian
Blvd / Eden
Shores Blvd /
Tripaldi Way
EBL 16 53 60 79 63 43 94 61
EBT 0 0 0 3 62 30 62 32
EBR 0 0 0 0 127 247 127 247
WBL 4 20 5 20 24 12 25 12
WBT 0 0 0 0 2 14 2 14
WBR 0 0 0 1 18 12 18 13
NBL 0 0 0 0 178 364 178 364
NBT 0 0 1 0 1273 1669 1274 1669
NBR 48 29 52 75 69 154 71 186
SBL 2132 2139 2150 2498 85 188 98 439
SBT 29 12 19 17 1656 1317 1656 1321
SBR 0 0 0 0 57 103 57 103
100
Hesperian
Blvd / Eden
Park Pl
EBL 0 0 0 0 3 35 3 35
EBT 53 25 64 31 0 0 8 4
EBR 0 0 0 0 104 226 104 226
WBL 0 0 0 0 1 4 1 4
WBT 0 0 0 0 0 2 0 2
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# Name Turning
Movement
2005 Model 2035 Model Traffic Count 2040 Projected

AM PM AM PM AM PM AM PM
WBR 0 0 0 0 3 15 3 15
NBL 0 0 0 0 21 169 21 169
NBT 15 54 20 116 1480 2202 1484 2245
NBR 0 0 0 0 0 2 0 2
SBL 2194 2127 2201 2474 2 7 7 250
SBT 0 0 0 0 1805 1485 1805 1485
SBR 0 0 0 0 9 85 9 85

Table 13: 2040 AM and PM Peak Hour Study Segments Forecasts ID Segment
Name Direction
AM PM 2005 Model 2035 Model 2040 Forecast
Volume Volume AM PM AM PM AM PM
1 Mission Blvd
North of A St
Northbound 369 619 127 464 553 2104 682 1,822
Southbound 840 815 443 485 1710 1458 1,769 1,528
2 Mission Blvd
North of
Jackson St
Northbound - - - - - - - -
Southbound 1864 1604 3886 3674 4479 4277 2,318 2,066
3 Mission Blvd
South of
Jackson St
Northbound 1848 1988 1863 1972 2295 2361 2,179 2,286
Southbound 2205 1661 2194 2279 2875 2927 2,705 2,136
4 Foothill Blvd
North of
Winton Ave
Northbound 1232 1050 1996 2935 2747 3434 1,783 1,416
Southbound 1211 1698 2373 1724 2790 2060 1,516 1,945
5 A St East of I-
880
Eastbound 508 440 407 668 487 1555 567 1,090
Westbound 745 583 921 460 1615 1156 1,254 1,093
6 Santa Clara St
North of
Jackson St
Northbound 459 641 619 1474 1418 2174 1,044 1,154
Southbound 589 563 900 723 1671 1275 1,155 967
7 Soto Rd South
of SR-92
Northbound 370 477 214 190 449 1028 550 1,119
Southbound 616 351 101 200 473 801 902 812
8 Campus Dr
South of
Second St
Eastbound 536 422 676 311 741 789 584 772
Westbound 344 582 213 269 314 390 419 670
9 A St West of I-
880
Eastbound 657 963 426 795 487 1538 702 1,508
Westbound 1020 951 808 777 1281 835 1,366 994
10 Winton Ave
West of I-880
Eastbound 987 1418 571 1208 606 1639 1,013 1,734
Westbound 1305 1070 1596 863 1703 914 1,383 1,108
11 Winton Ave
East of I-880
Eastbound 1083 1973 462 1282 507 2096 1,116 2,570
Westbound 1785 1341 1172 511 2105 870 2,469 1,604
12 Depot Rd
West of
Industrial Blvd
Eastbound 582 472 135 628 33 212 582 472
Westbound 429 659 607 343 155 67 429 659
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ID Segment
Name Direction
AM PM 2005 Model 2035 Model 2040 Forecast
Volume Volume AM PM AM PM AM PM
13 Depot Rd
West of
Hesperian
Blvd
Eastbound 519 524 263 301 314 444 556 629
Westbound 403 319 480 356 514 284 428 319
14 Industrial Blvd
South of SR-
92 Northbound 958 926 1042 805 1384 1417 1,220 1,395
Southbound 1340 1170 444 1193 773 1656 1,592 1,525
15 Hesperian
Blvd South of
SR-92
Northbound 1043 1537 2063 2329 2203 3269 1,145 2,227
Southbound 1133 932 1619 1974 2685 2078 1,915 1,008

2040 Study Intersections Analysis Results
Future intersection lane configurations, peak hour turning movement volumes, and optimized signal timings were used to calculate the levels of service for the study intersections during each peak hour. The peak hour factors are based on the peak hour counts generated from the Travel Demand Model (TDM) and the lane configurations reflect changes proposed and approved in the Hayward 2040 General Plan (2014). Planned segment improvements, such as one-way or two-way conversions, transit lanes, lane removals, etc. are not considered in this analysis.

Synchro 10 operations analysis software was used to complete the HCM 2010 and HCM 2000 level of service (LOS) analysis procedures for all study intersections. As per the 2040 General Plan, the City of Hayward has minimum LOS standards of LOS E at signalized intersections during the peak commute periods, except where there are high costs of mitigation or other unacceptable impacts which LOS F is acceptable.

Table 14 summarizes the study intersection operations under Future Conditions (2040). Under this scenario, 47 intersections (24 signalized, 23 unsignalized) operate at unacceptable LOS during the a.m. peak, and 48 intersections (27 signalized, 21 unsignalized) operate at unacceptable LOS during the p.m. peak. The remaining intersections operate at acceptable LOS.

Appendix G contains the future conditions LOS analysis reports from Synchro 10 and Traffix software. The a.m. and p.m. peak hour intersection LOS within the three study zones area shown in Figure 25, Figure 26, and Figure 27, respectively.

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Table 14: Intersection Level of Service Analysis – Future (2040) Conditions ID Intersection Name Control Type Method
AM Peak PM Peak
V/C Delay (s/veh)1 LOS2 V/C Delay (s/veh)1 LOS2
1 Foothill Blvd & Grove Way SIGNALIZED HCM 2010 61.4 E >80 F 2 Foothill Blvd & City Center Dr SIGNALIZED HCM 2010 >80 F 69.8 E 3 City Center Dr & 2 nd St SIGNALIZED HCM 2010 43.6 D 58.4 E 4 2nd St & Russell Way TWSC HCM 2010 24.5 C >50 F
5 Foothill Blvd & A St SIGNALIZED HCM 2000 1.030 68.6 E 1.180 76.4 E 6 A St & 2nd St SIGNALIZED HCM 2010 54.8 D 74.2 E
7 B St & 2 nd St SIGNALIZED HCM 2010 >80 F 41.6 D
8 B St & 3rd St TWSC HCM 2010 >50 F >50 F
9 B St & 6 th St TWSC HCM 2010 29.8 D 25.7 D
10 Mission Blvd & A St SIGNALIZED HCM 2010 >80 F >80 F 11 A St & Myrtle St TWSC HCM 2010 31.1 D 20.6 C
12 B St & Grand St SIGNALIZED HCM 2010 58.3 E 22.3 C
13 A St & Grand St SIGNALIZED HCM 2010 >80 F >80 F
14 B St & Montgomery St AWSC HCM 2010 15.8 C 16.1 C
15 B St & Watkins St SIGNALIZED HCM 2010 >80 F 32.7 C 16 C St & Second St SIGNALIZED HCM 2010 19.2 B 55.8 E 17 D St & Grand St SIGNALIZED HCM 2010 >80 F >80 F
18 A St & Happyland Ave TWSC HCM 2010 >50 F >50 F
19 D St & Watkins Ave SIGNALIZED HCM 2010 55.6 E 39.6 D 20 Foothill & D Street SIGNALIZED HCM 2010 >80 F >80 F 21 D St & 1 st St TWSC HCM 2010 >50 F >50 F
22 D St & 2nd St SIGNALIZED HCM 2010 77.7 E 67.9 E
23 D St & 5 th St TWSC HCM 2010 >50 F 22.5 C
24 Watkins & Jackson SIGNALIZED HCM 2010 71.6 E 70.2 E 25 Foothill Blvd & Mission Blvd & Jackson St SIGNALIZED HCM 2000 0.700 21.2 C 0.960 72.1 E 26 E St & Second St SIGNALIZED HCM 2010 46.2 D 64.1 E Multimodal Improvement Plan TIF Nexus Study
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ID Intersection Name Control Type Method
AM Peak PM Peak
V/C Delay (s/veh)1 LOS2 V/C Delay (s/veh)1 LOS2
27 Grand St & Meek Ave AWSC HCM 2010 >50 F >50 F
28 Jackson St & Meek Ave % Silva Ave SIGNALIZED HCM 2010 39.4 D >80 F 29 Fletcher Ln & Watkins St TWSC HCM 2010 >50 F >50 F 30 Mission Blvd & Fletcher Ln SIGNALIZED HCM 2010 >80 F >80 F 31 Santa Clara St & Ocie Way TWSC HCM 2010 >50 F >50 F 32 Amador St & Winton Ave SIGNALIZED HCM 2010 46.4 D >80 F 33 Myrtle St & Soto Rd & Winton Ave SIGNALIZED HCM 2010 >80 F >80 F 34 D St & Winton Ave SIGNALIZED HCM 2010 4.2 A 4.3 A
35 Park St & Winton Ave TWSC HCM 2010 10.1 B 11.3 B
36 Jackson St & Alice St & Sycamore Ave TWSC HCM 2010 >50 F >50 F 37 2 nd St & Campus Dr TWSC HCM 2010 >50 F 37.7 E
38 Amador St & Elmhurst St AWSC HCM 2010 49.8 E >50 F 39 Jackson St & Soto Ave SIGNALIZED HCM 2010 >80 F >80 F 40 Amador St & Cypress Ave & Jackson St SIGNALIZED HCM 2010 77.4 E >80 F 41 Orchard Ave & Soto Rd SIGNALIZED HCM 2010 75.4 E >80 F 42 Carlos Bee Blvd & Hayward Blvd SIGNALIZED HCM 2010 51.7 D 21.2 C 43 Harder Rd & Santa Clara St SIGNALIZED HCM 2010 9.6 A 10.1 B 44 Cypress Ave & Harder Rd & Underwood Ave SIGNALIZED HCM 2010 11.6 B 12.6 B 45 Harder Rd & Gading Rd SIGNALIZED HCM 2010 >80 F >80 F 46 Harder Rd & Soto Rd & Mocine Ave SIGNALIZED HCM 2010 >80 F >80 F 47 Harder Rd & Jane Ave SIGNALIZED HCM 2010 42.9 D 57.5 E 48 Harder Road & Mission Blvd SIGNALIZED HCM 2010 >80 F >80 F 49 Patrick Ave & Gomer St AWSC HCM 2010 >50 F >50 F
50 Patrick Ave & Roosevelt Ave AWSC HCM 2010 49.2 E 32.9 D 51 Tennyson Rd & Patrick Ave SIGNALIZED HCM 2010 >80 F 71.5 E 52 Tennyson Rd & Pompano Ave SIGNALIZED HCM 2010 7.8 A 7.7 A 53 Tennyson Rd & Tampa Ave SIGNALIZED HCM 2010 47.3 D 63.6 E Multimodal Improvement Plan TIF Nexus Study
Page | 129

ID Intersection Name Control Type Method
AM Peak PM Peak
V/C Delay (s/veh)1 LOS2 V/C Delay (s/veh)1 LOS2
54 Tennyson Rd & Dickens Ave TWSC HCM 2010 >50 F >50 F 55 Tennyson Rd & Tyrell Ave SIGNALIZED HCM 2010 32.8 C 27.5 C 56 Tennyson Rd & Harvey Ave TWSC HCM 2010 >50 F >50 F 57 Tennyson Rd & Russ Rd SIGNALIZED HCM 2010 79.4 E 63.8 E 58 Tennyson Rd & Baldwin St TWSC HCM 2010 >50 F >50 F 59 Tennyson Rd & Huntwood Ave SIGNALIZED HCM 2010 62.5 E 47.7 D 60 Tennyson Rd & Beatron Way & Whitman St SIGNALIZED HCM 2010 74.8 E >80 F 61 Tennyson Rd & Pacific St TWSC HCM 2010 >50 F >50 F 62 Dixon St & E 12 th St & Tennyson Rd SIGNALIZED HCM 2010 >80 F >80 F 63 Mission Blvd & Tennyson Rd SIGNALIZED HCM 2010 59.5 E 38.2 D 64 Ruus Rd & Folsom Ave AWSC HCM 2010 >50 F >50 F
65 Industrial Pkwy & Stratford Rd SIGNALIZED HCM 2010 65.8 E 47.2 D 66 Industrial Pkwy & Russ Rd SIGNALIZED HCM 2010 >80 F >80 F 67 Huntwood Ave & Industrial Pkwy SIGNALIZED HCM 2010 >80 F >80 F 68 Mission Blvd & Industrial Pkwy SIGNALIZED HCM 2010 >80 F >80 F 69 Huntwood Ave & Sandoval Way SIGNALIZED HCM 2000 0.760 32.4 C 0.680 33.5 C 70 Huntwood Ave & Zephyr Ave TWSC HCM 2010 >50 F >50 F 71 Huntwood Ave & Whipple Rd SIGNALIZED HCM 2010 >80 F >80 E 72 A St & Hesperian Blvd SIGNALIZED HCM 2010 >80 F >80 F 73 A St & Garden Ave TWSC HCM 2010 >50 F >50 F
74 Hesperian Blvd & Sueirro St SIGNALIZED HCM 2000 0.800 21.8 C 0.830 26.7 C 75 Winton Ave & Cabot Blvd AWSC HCM 2000 (Traffix) 0.677 14.0 B 0.459 11.5 B 76 Winton Ave & Clawiter Rd SIGNALIZED HCM 2010 20.2 C 32.8 C 77 Winton Ave & Saklan Rd SIGNALIZED HCM 2010 16.0 B 13.9 B 78 Winton Ave & Hesperian Blvd SIGNALIZED HCM 2010 >80 F >80 F 79 Hesperian Blvd & La Playa Dr & West St SIGNALIZED HCM 2010 4.6 A 14.6 B 80 La Playa Dr & Calaroga Ave SIGNALIZED HCM 2010 0.9 A 0.9 A Multimodal Improvement Plan TIF Nexus Study
Page | 130

ID Intersection Name Control Type Method
AM Peak PM Peak
V/C Delay (s/veh)1 LOS2 V/C Delay (s/veh)1 LOS2
81 Clawiter Rd & Industrial Blvd SIGNALIZED HCM 2010 38.2 D 38.1 D 82 Hesperian Blvd & Turner Ct SIGNALIZED HCM 2010 78.8 E 9.9 A 83 Clawiter Rd & Depot Rd SIGNALIZED HCM 2010 16.1 B 19.3 B 84 Depot Rd & Industrial Blvd SIGNALIZED HCM 2010 39.4 D 66.8 E 85 Cathy Way & Depot Rd & Hesperian Blvd SIGNALIZED HCM 2010 >80 F 64.0 E 86 Clawiter Rd & Enterpri se Ave SIGNALIZED HCM 2010 14.9 B 16.7 B 87 Tennyson Rd & Industrial Blvd SIGNALIZED HCM 2000 0.750 25.4 C 0.960 >80 F 88 Tennyson Rd & Hesperian Blvd SIGNALIZED HCM 2010 >80 F >80 F 89 Tennyson Rd & Sleepy Hollow Ave SIGNALIZED HCM 2010 25.6 C 31.3 C 90 Tennyson Rd & Calaroga Ave SIGNALIZED HCM 2010 65.8 E >80 F 91 Calaroga Ave & Bolero Ave AWSC HCM 2010 >50 F >50 F 92 Hesperian Blvd & Oliver Dr TWSC HCM 2010 >50 F >50 F 93 Calaroga Ave & Panama St AWSC HCM 2010 >50 F 32.6 D 94 Industrial Blvd & Baumbe rg Ave SIGNALIZED HCM 2010 63.4 E 60.2 E 95 Hesperian Blvd & Catalpa Way TWSC HCM 2010 >50 F >50 F 96 Calaroga Ave & Catalpa Way AWSC HCM 2010 29.8 D 9.1 A 97 Industrial Blvd & Marina Dr SIGNALIZED HCM 2010 9.4 A 11.5 B 98 Hesperian Blvd & Industri al Blvd SIGNALIZED HCM 2010 >80 F >80 F 99 Hesperian Blvd & Eden Shores Blvd SIGNALIZED HCM 2010 11.3 B 77.0 E 100 Hesperian Blvd & Eden Pa rk Place SIGNALIZED HCM 2010 7.1 A >80 F Notes:
1Delay: Average control delay in seconds per vehicle; reported values are overall for signalized and all-way stop-control intersections, and critical minor approaches for two-way stop-control intersections.
2LOS: Level of Service
Bold indicates unacceptable intersection operations.

Multimodal Improvement Plan TIF Nexus Study
Page | 131

2040 Roadway Segment Analysis Results
Table 15 summarizes the results of the LOS analysis for both directions along roadway segments during a.m. and p.m. peak hours. Under Future Conditions, nine study segments operate at unacceptable LOS E or F during at least one peak period, in one or both directions.

The remaining six segments operate at acceptable LOS D or better in both directions, during both a.m. and p.m. peaks.

Table 15: Roadway Segment Level of Service Analysis – Future (2040) Conditions ID Roadway Segment Direction No. of
Lanes1 Capacity2 AM Peak PM Peak
V/C3 LOS4 V/C3 LOS4
1* Mission Blvd b/w Rose St &
Sunset Blvd
Northbound 2 1600 0.43 A 1.14 F
Southbound 2 1600 1.11 F 0.96 E
2* Mission Blvd b/w A St & B St Northbound 0 - - - - -
Southbound 5 4000 0.58 A 0.52 A
3* Mission Blvd b/w Fletcher Ln
& Sycamore Ave
Northbound 3 2400 0.91 E 0.95 E
Southbound 3 2400 1.13 F 0.89 D
4* Foothill Blvd b/w City Center
Dr & Russell Way
Northbound 4 3200 0.56 A 0.44 A
Southbound 2 1600 0.95 E 1.22 F
5* A St b/w Western Blvd &
Peralta St
Eastbound 2 1600 0.35 A 0.68 B
Westbound 2 1600 0.78 C 0.68 B
6 Santa Clara St b/w Jackson St
& Elmhurst St
Northbound 2 1600 0.65 B 0.72 C
Southbound 2 1600 0.72 C 0.60 B
7 Soto Rd b/w Orchard Ave &
Berry Ave
Northbound 1 800 0.69 B 1.40 F
Southbound 1 800 1.13 F 1.02 F
8 Campus Dr b/w 2nd St &
Oakes Dr
Eastbound 1 800 0.73 C 0.97 E
Westbound 1 800 0.52 A 0.84 D
9 A St b/w Royal Ave &
Hesperian Blvd
Eastbound 2 1600 0.44 A 0.94 E
Westbound 2 1600 0.85 D 0.62 B
10* Winton Ave b/w Wright Dr &
Stonewall Ave
Eastbound 3 2400 0.42 A 0.72 C
Westbound 2 1600 0.86 D 0.69 B
11* Winton Ave b/w I-880 NB
Ramps & Santa Clara St
Eastbound 2 1600 0.70 B 1.61 F
Westbound 2 1600 1.54 F 1.00 F
12 Depot Rd b/w Clawiter Rd &
Viking St
Eastbound 1 800 0.73 C 0.59 A
Westbound 1 800 0.54 A 0.82 D
13 Depot Rd b/w Hesperian Blvd
& Adrian Ave
Eastbound 2 1600 0.35 A 0.39 A
Westbound 2 1600 0.27 A 0.20 A
14* Industrial Blvd b/w Tennyson
Rd & Baumberg Ave
Northbound 2 1600 0.76 C 0.87 D
Southbound 2 1600 1.00 E 0.95 E
15* Hesperian Blvd b/w Panama St
& Catalpa Way
Northbound 3 2400 0.48 A 0.93 E
Southbound 3 2400 0.80 C 0.42 A
Notes:
1Number of Lanes per direction; Does not include TWLTL medians or turn pockets at intersections. 2Capacity = 800 vehicles per hour per lane.
3V/C: Volume-to-capacity ratio; Calculated using peak hour Average Daily Traffic (ADT) counts generated from TDM. 4LOS: Level of Service.
*Indicates Alameda CTC Congestion Management Program (CMP) roadway with minimum standards of LOS E or better.

Bold indicates unacceptable roadway segment operations.

Multimodal Improvement Plan TIF Nexus Study
Page | 132

Based on the analysis results, TJKM provides mitigations to improve intersection operations and roadway segment operations for pedestrians, bicyclists and vehicles. TJKM also considered improvements proposed in the General Plan, Bicycle and Pedestrian Master Plan, and Downtown Specific Plan for the City of Hayward. The above-mentioned mitigations and proposed improvements are summarized in Section 5 of this report.

LEGEND
City of Hayward Citywide IntersecƟon Improvement Project Future Conditions LOS - Zone 1 TJKM
Figure - 25
DC
F C
F C
D F
AA
X
X Signalized
Unsignalized

LOS A/B
LOS C
LOS D

LOS E/F
Peak Hour Intersection LOS
BB
C E
E E
B E
FE
FF
FF
EF
F F
F F
C F
DC

AM PM
F D
DD
FF
D F
E F
FF
D E
FF
EF
EE
D E
F F
E C
FF
CC
FF
E D
EE
D E
FF
FF
FF
FF
FE
EF
18 1
2 3
4 5
6 7
8 9
10 11
12 13 14
15 16
17 19
20 21
22 23
24 25
26 27 28
29 30
31 32
33 34 35
36 37
38 39
40 41
42 City of Hayward Citywide IntersecƟon Improvement Project Future CondiƟons LOS - Zone 2 TJKM
Figure - 26
Thack
eray Ave. Ruus Rd
.

Soto Rd
.

Jane A
ve.Gading Rd.

Patrick Ave.

Undersood Ave.

Tyr
ell A
ve.Tampa Av
e.

Harvey Ave.

Dicken
s Ave.

Tampa Ave.

W Tennyson Rd.

Folsom Ave.

Ruus Rd.

Huntwood A
ve.

Cypr
ess Ave
.

Tarman
Av
e.
50 49
51 44 45
46 47
48 Zephyr Ave.

Sandoyal Way.

Santa Clara St.

Whitman St
.

Whitm
an St.

Indu
strial Pk
wy
. W.

Baldwin St.

Andre
a St
.

Bruno St.

CA - 92 W
54 56
58 64
61 70
52 53 55 57
59 60
62 63
65 66
67 69
68 71
880
Harder Road
Stra
tdor
d Rd
.

AB
BB
FF
FF
AA
FF
F F
F F
FF
FF
FF
D E
FF
E D
FE D E
E D
CC
FF
CC
EE
E D
EF
FF
E D
FF
FF
FF
FE
43 44 45
46 47
48 49
50 51 52 53 54 55 56 57
58 59
60 61
62 63
64 65
66 67
68 69
70 71
LEGEND
X
X Signalized
Unsignalized

LOS A/B
LOS C
LOS D

LOS E/F
Peak Hour Intersection LOS

AM PM
City of Hayward Citywide IntersecƟon Improvement Project Future CondiƟons LOS - Zone 3 TJKM
Figure - 27
W A St.

Hesperian Blvd.

Sueirro St.

W Winton Ave.

Industrial Blvd.

Cathy Wy
.

Hesperian Blvd.

Baumberg Ave.

W Tennyson Rd.

Industrial Blvd.

Industrial Blvd.

Clawiter Rd.

Clawiter Rd.

Depot Rd.

Bolero Ave.

Loyola A
ve.

Calar
oga Ave.

Tripaldi Way
Eden Park Pl
Eden
Shor
es Blvd
.

Catalpa Wy.
75 Garden Ave.

Industrial Pkwy.

Adrian Ave.

West St.

W Winton Ave.

Nimitz Fw
y 1-880 N
CA - 92 W
92 91
93 95
96 74
78 80
85 7776
81 83 84
86 87
94 88
89 90
97 98
99 100
73 72
79 Hesperian Blvd.

Panama St
.

Oliver Dr.

Enterprise Ave.

Diablo Ave.

Saklan Rd.

La Play
a Pl.

Calaroga Ave.

CA - 9
2 W
880
Club
house
Dr. Target
Sk
yw
est
Dr.

Longwo
od Ave.

Thel
ma
St.

Victory
Ave.

Turner Ct.

North Ln.

Middle Ln.

Eden Wy.

National Ave.

Alpine Wy.

American Wy.

Dunn Rd.

Depot Rd.

Whitesell St.

Investment Blvd.

Corp
orate Wy.

Arden Rd.

Ede
n Landing Rd
Marina Dr.

Sleepy
Hollow Ave.

Arf Ave.
82 BB
CC
FF
DD
AA
EF
F F
F D
DA
FF
FF
FFAB
A F
C C
FF
C C
BA
BB
AB
E A
BB
D E
F E
C F
FF
B E
Cabot Blvd.

FF
EE
LEGEND
X
X Signalized
Unsignalized

LOS A/B
LOS C

AM PM
LOS D

LOS E/F
Peak Hour Intersection LOS
72 73
74 75 76 78
79 80
81 82
83 84
85 77
86 87
88 89 90
91 92
93 94 95
96 97
98 99
100
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CHAPTER 4. DOCUMENT REVIEW
A comprehensive review of prior planning decisions and technical studies is essential to acquire a full understanding of City polices and a study area’s existing conditions, to explore opportunities of incorporating City and County planning goals and objectives, and to ensure alternatives are developed consistent with local and regional policies, standards and guidelines.

The documents that have been reviewed for the City of Hayward include local plans, regional transportation plans, and regional active transportation plans. In addition, this review focuses on the City’s planned multimodal improvements for this Citywide Multimodal Study to build upon and identify any gaps that need to be addressed. Some plans have specific planned projects listed while others have vision, goals and objectives. Detailed policies, programs, and projects are summarized in Table 16.

Hayward Bicycle and Pedestrian Master Plan Update
The City of Hayward has developed the Bicycle and
Pedestrian Master Plan to update and replace the 2007
Bicycle Master Plan. The updated plan is used by the City and other relevant agencies to guide, prioritize and implement a comprehensive network of bicycle and pedestrian facilities.

The plan guides the City in providing a safe, comfortable, convenient and connected transportation network for people of all ages and abilities, and is supported by programs and policies promoting complete communities and sustainable transportation. The goals of the Plan include increasing safety for cyclists and pedestrians travelling in the City of Hayward, providing complete streets, providing a connected network and continuous system of active transportation facilities that accommodate daily needs of people of all ages and abilities, and obtaining and maintaining funding for implementation and maintenance of said facilities.

The Existing Conditions Report of the Master Plan analyzed bicycle Level of Traffic Stress (LTS), pedestrian- and bicycle-related collisions and high injury corridors within the City of Hayward.

Findings of the report include the following:
 3.4% of Hayward residents bike and walk to work with a majority being low-income residents and young families/professionals
 The majority of trips in Hayward are internal, allowing for potential growth in active transportation use
 The majority of arterial streets in the City are high-stress segments for bicyclists  Arterial roadways with posted speeds of 35 miles per hour or higher pose an increased risk for pedestrians and bicyclists

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The Plan recommends improvements to the City’s bicycle and pedestrian networks, transit infrastructure and priority intersections. Recommendations include separated bikeways, trail network expansions and neighborhood bikeways along the bicycle network; ADA curb ramps, high-visibility crosswalks, midblock rectangular rapid flashing beacons (RRFBs), curb extensions, signal improvements and midblock pedestrian hybrid beacons along the pedestrian network; and shared Class II bike lane and bus stop lane and floating bus boarding islands along priority transit corridors.

The following intersections are identified as priority intersections because they exhibit higher pedestrian collision rates than observed in the rest of the network:
 West Tennyson Road and Huntwood Avenue
 Jackson Street and Silva Avenue/Meek Avenue
 Whipple Road and Dyer Street
 Foothill Boulevard and City Center Drive
City of Hayward Downtown Specific Plan and Code (2019)
The City of Hayward Downtown Specific Plan (DTSP) and
Code serves as a strategy to reach the community’s vision for a safe and historical-rich downtown area that provides vibrant multimodal networks and acts as a destination for residents and visitors. The DTSP encompasses a Plan Area generally bounded by Grand Street to the west, E Street to the south, 3
rd Street to the east, and Hazel Avenue to the
north; and discusses short- and long-term goals, mobility improvements, infrastructure standards, and development codes. Chapter 6, the Development Code section of the Plan, details Downtown zone classifications, zone standards, and permits and procedures required for different development projects. The Code details zoning standards and procedures for implementation of the DTSP. Its purpose is to protect the community’s safety, welfare, and culture from adverse effects of land use changes, new developments, and modifications to existing developments. The Code applies to the following zones in the Plan Area, listed from least urban to most urban:

Neighborhood Edge (NE), Neighborhood General (NG), Urban Neighborhood (UN), Downtown Main Street (DT-MS), and Urban Center (UC). The Code identifies standards for setbacks, driveways, building height, footprint, etc. for developments in each zone. Developments such as Central-City residential, Central-City commercial, planned development and open space are exempt from the Code and subject to standards in the Hayward Municipal Code.

The plan identifies short term, midterm, long term and final vision buildout improvements ranging five, five to ten, 11-15 and 15-20 years, respectively. These improvements are detailed in Table 16 at the end of this document. Aside from major roadway improvements, the plan also proposes intersection, pedestrian, bicycle, greening, median and open space improvements.

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Proposed improvements include bulbouts and high-intensity activated crosswalks (HAWK) at intersections; parklets, lighting and benches along the pedestrian network; and sidewalk bike racks and bike corrals for bicycle parking. Additional proposed improvements include implementing tree wells and planting strips for greening along Foothill Boulevard; reconstructing the median island at the Foothill Boulevard/Mission Boulevard/D Street intersection; and programming of open space such as plazas and event space.

City of Hayward 2040 General Plan Update and General Plan EIR (2014) Adopted in 2014, the City of Hayward 2040 General Plan
consists of a Background Report, detailing 2012
demographic, land use, economic, etc. conditions, and a Policy Document, consisting of principles, policies, and goals to be considered in decision-making processes for the City.

The General Plan consists of eight guiding principles which prioritize the enhancement of youth programs, safety and cleanliness of neighborhoods, technological infrastructure, business opportunities, Downtown streetscape and
destinations, community character and college relations, alternative transportation facilities, and environmental habitats and resources. This document sets 12 mobility goals that aim to improve local multimodal systems, regional
transportation connections, development of complete
streets, local traffic circulation and operations, pedestrian facilities, bicycle networks, coordination with and between public transit agencies, automobile traffic congestion, parking demand/supply, airport operations, safety and efficiency of goods movement, and transportation funding.

Two amendments to the Hayward 2040 General Plan establish Vehicle Miles Traveled (VMT) as a California Environmental Quality Act (CEQA) threshold for transportation impact analysis, consistent with Senate Bill 743 (SB 743), and new Greenhouse Gas (GHG) emission reduction goals. The amendments conform with the adopted SB 743 legislation, which changes the focus of transportation impact analysis in CEQA from measuring impacts to drivers to measuring the impact of driving. VMT measures the total amount of driving over a given area, and connects the environmental impacts of driving from transportation to State greenhouse gas emissions reduction goals. As per the General Plan Amendments, the City will “adopt new VMT thresholds to reduce VMT Per Capita and VMT Per Employee and consider the adoption of local Level of Service guidelines to support the expansion of a multimodal network for projects that increase transit ridership, biking and walking”. Additionally, the City will work to reduce community based and municipal GHG emissions to the following:
 20% below 2005 baseline levels by 2020
 30% below 2005 baseline levels by 2025
 55% below 2005 baseline levels by 2030

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Additionally, the City and community will develop a plan that aims to reduce community based GHG emissions to achieve carbon neutrality by 2045.

City of Hayward Adopted Capital Improvement Program (FY 2020-29) The Hayward Capital Improvement Program (CIP) for the
fiscal years of 2020-2029 was adopted in May 2019. The
Hayward CIP is a planning document which supports the City Council’s priorities of Safe, Clean, Green, and Thrive and includes revenue and expenditure estimates for proposed and planned public infrastructure projects. This document includes 255 projects, and estimates a $147.83 million
budget and $410.40 million of unfunded capital needs.

Funded projects are supported by several funding sources including state and federal grants, government and internal service funds, Measure C, Gas Tax, Measure B and enterprise and utility profits. The document organizes CIP
improvements based on the City Council priority they align with. CIP improvement projects are as follows:
 Safety: New Fires Station No. 6 and Fire Training Center; Water systems improvements  Clean: Sewer Collection System pipeline improvements; Water Pollution Control Facility improvements
 Green: Recycled Water project; Groundwater Sustainability Plan; Solar Energy installations; Fleet Management Program
 Thrive: Street and Roadway improvements; Municipal Lot 7, D-1 and D-2 improvements; Sidewalk installments and improvements; 21st Century Library and Community Learning Center and Heritage Plaza Arboretum; Downtown Specific Plan Implementation Project; Hayward Boulevard Traffic Calming Project; Hayward Executive Airport improvements; Information Technology replacements; La Vista Park project; Tennyson Road Complete Streets Feasibility Study; South Hayward Youth and Family Center Table 16 details the capital budget for the major projects listed above.

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Alameda CTC Deficiency Plan Guidelines (2017)
The Deficiency Plan Guidelines were developed as part of the Alameda County Transportation Commission (CTC)
Congestion Management Program (2017). This plan guides
jurisdictions in efforts to remain in compliance with the CTC’s Congestion Management Program (CMP) and provides
methods to improve conditions for roadways that do not
meet CMP standards. The guidelines establish roadway
capacity standards, deficiency plan standards and
requirements, and acceptable implementation actions. The Alameda CTC identifies deficient roadways through LOS
monitoring of roadway segments under p.m. peak
conditions. If a roadway does not meet LOS standards after applying required exemptions, it is identified as deficient and the relative jurisdiction must prepare a deficiency plan to improve the roadway conditions.

The following types of travel are exempt from deficiency identification:
 Interregional travel
 Construction, rehabilitation or maintenance of facilities that impact the transportation system
 Freeway ramp metering
 Traffic signal coordination by state or local agency
 Traffic generated by the provision of low to very low income housing  Traffic generated by high-density residential development within one-fourth mile of a fixed rail passenger station; and
 Traffic generated by any mixed-use development located within one-fourth mile of a fixed rail passenger station; and if more than half of the land area or floor area of the mixed use development is used for high density residential housing.

Deficiency plans are evaluated based on the following criteria:
 Completeness of requirements defined in California Government Code Section 65089.5,  Suitability of the Deficiency Plan actions in relation to the level of deficiency present,  Dependability of plan funds,
 Capacity of implementation (actions can be implemented with relative ease), and  Practicality of implementation schedule.

Climate Action Plan (2014)
The City of Hayward Climate Action Plan was developed in 2009 and later adopted into the City’s 2040 General Plan in 2014. The Climate Action Plan consists of policies and programs

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which aim to achieve greenhouse gas reductions from 2005 baseline levels of 20 percent by year 2020, 62.7 percent by year 2040, and 82.5 percent by year 2050. This plan also includes a timeline of implementation programs to guide efforts from 2014-2040, shown in Table 16.

Some programs highlighted in the plan include water conservation programs, environmental education programs, and City employee car and bike share programs. Transportation-related policies of the Plan include support of high-density transit-oriented development, encouragement of bicycling, walking and transit amenities, consideration of pedestrian needs, development of a continuous pedestrian system, collaboration with BART and AC Transit for service expansions, support of programs that increase vehicle occupancy, etc.

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Table 16: Matrix of Planning Goals, Polices and Projects Document Plans, Policies, Goals and Proposed Projects
Hayward
Bicycle and
Pedestrian
Master Plan
Update
The following bicycle recommendations are proposed as part of the Bicycle and Pedestrian Master Plan Update:
 32 mi of Class I paths
 35 mi of Class II bike lanes
 18 mi of Class III bike routes
 68 mi of Class IV separated bike lanes

The following table details costs of the improvements recommended by the Plan:

Component Low End Estimate
($Million)
High End Estimate
($Million)
Bicycle Network $25.9 $43.3
Pedestrian Network $61.2
Transit Supportive
Facilities $9.6
Total $96.7 $114.1

Hayward
Downtown
Specific Plan
(2019)
The following table discusses street modifications proposed in the DTSP:

Location Phase Proposed Improvement
Main Street b/w
McKeever Ave & D
St
Short Term Main Street Complete Streets
project.
2nd Street Short Term 2nd Street road diet and bike lane within DTSP area.

Foothill Boulevard
b/w D St & City
Center Dr
Short Term Foothill Boulevard single-lane
reduction and two-way cycle track.

Mission Boulevard
b/w A St & D St Short Term Mission Boulevard single-lane reduction and two-way cycle track.

A Street b/w
Mission Blvd &
Foothill Blvd
Short Term A Street two-way conversion.

Foothill
Boulevard/A Street
and Foothill
Boulevard/D Street
Mid Term Realign channelized turn pockets.

C Street b/w
Mission Blvd & 2nd
St
Mid Term C Street two-way conversion.
1st Street b/w C St
& D St Mid Term 1 st Street two-way conversion.

Mission Boulevard
b/w Five Flags &
Industrial Pkwy
Mid Term Add northbound and southbound
bike lanes on Mission Boulevard.

B Street b/w
Watkins St &
Foothill Blvd
Mid Term B Street two-way conversion.

Mission Boulevard Long Term Mission Boulevard two-way
conversion within DTSP area.

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Foothill Boulevard Long Term Mission Boulevard two-way
conversion within DTSP area.

Mission Boulevard/
Foothill Boulevard
Final Vision
Buildout
Roundabout at intersection of
Mission Boulevard and Foothill
Boulevard.

Capital
Improvement
Program (FY
2020 – FY
2029)
The following table details the capital budget for major projects identified in the CIP:

Projects Priority Lifetime Project
Expenses
Highspeed Hayward Thrive
$3.5 million
($2.75 million
provided via Federal
Funds)
La Vista Park Thrive $23.25 million
Mission Blvd. Improvement Phase 3 Final
Design + Construction Thrive $15.5 million
Pavement Rehabilitation Projects (Gas Tax
and other Roadway Funding) Thrive $101.67 million

Local Hazard
Mitigation
Plan (2016)
The following table lists mitigation activities recommended by the LHMP:

Priority
Level Activity Group Activities
High
Collaboration to Mitigate
Sea Level Rise
Implement Adapting to Rising
Tides
Multiagency Support
SR-92 Study
Planning
Recovery Plan
Shoreline Realignment Plan
Hayward Executive Airport Seismic
Evaluation
Moderate
Fragile Housing Retrofits Mobile Home Retrofits
Environmental Programs
Expand Hayward Area Shoreline
Protection Agency (HASPA)
Renewable Emergency Energy
Sources
Watershed Analysis
Hillside Landslide Mitigation
Low Administrative Programs
Building Occupancy Resumption
Program
911 Registry
Priority Inspection List

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Climate Action
Plan (2014)
The following table shows the implementation timeline for the Climate Action Plan Policies & Programs:

Policy Implementation
Timeline
2014-
16 2017-
19 2020-
40 Annual Ongoing
M 18 City Commuter
Benefits X
LU 1
Comprehensive
Zoning Ordinance
Update
X
NR 16 Green Portal X X
M 9 Improved Traffic
Flow Program X
M 11 Pedestrian Master
Plan X
M12 Shuttle Service Study X
M16 Citywide TDM Plan X
M 19 TDM Amendments X
M 20
Off-Street Parking
Regulations
Comprehensive
Update
X
M 12 Downtown Parking
Management Plan X
PFS 5
Construction and
Demolition Debris
Recycling Ordinance
X
PFS 6
Rainwater Harvesting
and Greywater
Systems
X
M 17
City Employee
Car/Bike Share
Programs
X
M 22 Truck Routes Study X
NR 11 City Building Audits
and Reports X

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CHAPTER 5. MULTIMODAL IMPROVEMENT PROJECTS AND ACTION PLAN This Chapter of the report presents the propos ed multimodal improvement projects and cost estimates under Existing and Future Conditions. The proposed mitigations were developed based on previous transportation plans in the City of Ha yward, along with mitigations prepared as part of this study. Referenced plans include the City of Hayward Bicycle and Pedestrian Master Plan, the 2040 General Plan and the Downtown Specific Plan, and additional information provided by the City of Hayward staff. The proposed improvements and cost estimates were approved by the City of Hayward staff. The cost estimates provided in this Chapter are used to estimate the Nexus fee, presented in following sections of this repo rt. This Chapter also details a preliminary action plan for implementation of the proposed improvement projects.

Improvement Projects Methodology
Mitigation Methodology
TJKM developed mitigations for the study intersections based on the synchro analysis for Existing and Future Conditions and considering propos ed improvements from the Hayward Downtown Specific Plan (2019) and the Hayward Bicycle and Pedestrian Master Plan (2020). This study does not consider the mitigations in the General Pl an which were labelled as infeasible or any mitigations that conflict with existing infrastr ucture. The City provided near-term and mid-term pedestrian, bicycle and vehicle improvements proposed on E. 14 th Street/Mission Boulevard and Fremont Boulevard by the Alameda County Transportation Commission (ACTC) to be included in the cost estimate calculations. The study consid ers improvements from all three plans and the near-term/mid-term improvements, except where the proposed improvements conflict with each other, in which the Bicycle and Pedestrian Master Plan improvements were prioritized, or they are already completed. Additionally, TJKM developed mitigations at the study intersections based on the level of service (LOS) results of the intersec tion analyses under Existing and Future (2040) conditions. These mitigations are only proposed at intersections and do not make changes to roadway segments in order to avoid conflict with the adopted City of Hayward plans.

Cost Estimate Methodology
Cost estimates for the bicycle and pedestrian im provements were developed via pre-calculated project costs provided in Appendix A of the Bicycle and Pedestrian Master Plan, and unit costs for bicycle and pedestrian facilities in Appendix F of the Bicycle and Pedestrian Master Plan. The Plan provides low-cost and high-cost scenarios which are also considered in this study. Cost estimates for the vehicle improvements were developed via typical unit costs for roadway and intersection facilities. The City provided unit costs for some pedestrian crossing treatments along with preliminary cost estimates from the Main Street Complete Streets Project, which were used to calculate costs for proposed pedestrian improvem ents. The cost estimates were separated into the following categories: bicycle projects, pedestrian projects, transit projects and vehicle projects.

The bicycle, pedestrian and tran sit project lists provide low- and high-cost estimates, and the vehicle projects provide existing and future mitigations cost estimates. The vehicle cost estimates are calculated for existing and future mitigations proposed to improve LOS under the Existing and Future (2040) Conditions analyses performed as part of the Hayward Citywide Multimodal Improvement Study.

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Action Plan Methodology
The projects are categorized into short-term, near-term and long-term projects based on the Bicycle and Pedestrian Master Plan and inform ation provided by the City. The Bicycle and Pedestrian Master Plan prioritizes projects ba sed on implementation timelines and available funding sources. Projects that close gaps in exis ting transportation networks and provide direct access to transit and schools are categorized as near-term and should be implemented within the next five years. Projects that improve large arte rial facilities are categorized as long-term and should be implemented five to ten years after ad option. The Bicycle and Pedestrian Master Plan provides funding sources for each project, howeve r, this study only considers funding expected to be received based on funding received by the City for the past five years. The potential funding sources should be updated as the City receives more or less funding in the future.

Multimodal Improvement Projects
The proposed mitigations and their respective costs are categorized into tables for bicycle, pedestrian and vehicle projects. Table 17 summarizes the total costs calculated for the projects in the City of Hayward.

Bicycle Projects
The bicycle projects improve access and safety of bicyclists in the City of Hayward transportation network. The goals of these projects are to improve bicycle safety, eliminate obstructions to bicycle travel, and encourage bicycle transportation. Bicycle projects include gap closures, facility-type enhancements, and connectivity to other transportation facilities. The bicycle projects conform to the existing transportation network and avoid conflicts with pedestrian, transit and vehicle projects and approved plans in the City of Hayward. The projects are from the Bicycle and Pedestrian Master Plan, Downtown Specific Plan, 2040 General Plan, and Mid-term and Near-term improvements summary provided by the City of Hayward. Additionally, the City of Hayward and TJKM replaced some projects from the plans with improvements that fit within the existing and future planned transportation network. Separate bicycle facilities are assumed as Class II bike lanes at intersection approaches, especially at intersections where addition of turn lanes are proposed. Table 18 lists the bicycle network improvement projects along with their costs and action plan categorizations at the end of this Chapter.

Pedestrian Projects
The pedestrian projects improve access and safety of pedestrians in the City of Hayward transportation network with a focus near transit stops and schools. The goal of these projects is to encourage walking, lowering vehicle speeds and improving connection to transit centers.

Pedestrian projects include road diets, sidewalk and crossing enhancements, trail improvements, and ADA accessibility enhancements. The pedestrian projects conform to the existing roadway network and avoid conflicts with bicycle, transit and vehicle projects and approved plans in the City of Hayward. The projects are from the Bicycle and Pedestrian Master Plan, Downtown Specific Plan, and Mid-term and Near-term improvements summary provided by the City of Hayward. Additionally, the City of Hayward and TJKM replaced some projects from the plans with improvements that fit within the existing and future planned transportation network. Table 19 lists the pedestrian network improvement projects along with their costs and action plan categorizations at the end of this Chapter.

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Transit Projects
The transit projects improve accessibility under Existing and Future Conditions. Additionally, improving transit amenities encourages transit usage and thus may reduce vehicular traffic at intersections and roadways. Transit projects include improvement and addition of bus stops and increased frequency of bus stops. Additional costs consist of roadway changes to accommodate the transit improvements, such as travel lane, parking lane, and median reductions and removals. The projects are from the Bicycle and Pedestrian Master Plan. Additionally, the City of Hayward and TJKM replaced some projects from the plans with improvements that fit within the existing and future planned transportation network. Table 20 lists the transit improvement projects along with their costs and action plan categorizations at the end of this Chapter.

Vehicle Projects
The vehicle projects improve intersection and roadway operations under Existing and Future Conditions. Vehicle projects include addition of turn lanes at intersections, signal timing improvements, controller improvements, and signalization of stop-controlled intersections.

Roadway segment widening projects are not recommended in this study. The vehicle projects conform to the existing transportation network and avoid conflicts with bicycle, pedestrian and transit projects and approved plans in the City of Hayward. The vehicle projects were developed by TJKM based on results from the intersection level of service performed for Existing and Future Conditions and approved by the City, and projects from the 2040 General Plan and the Mid-term and Near-term improvements summary provided by the City of Hayward. Table 21 lists the vehicle projects along with their costs and action plan categorizations at the end of this Chapter.

Cost Estimate Calculations
Table 17 summarizes the total costs calculated for the projects in the City of Hayward. Detailed cost estimate tables for bicycle, pedestrian, transit and vehicle projects are included on the following pages.

Table 17: Total Cost Estimates
Project Category Low Cost High Cost Existing Cost Future Cost Bicycle $7.3 million $18.4 million - -
Pedestrian $108.3 million $124 million - -
Transit $1.9 million $14.9 million
Vehicle - - $5.2 million $25.1 million

Action Plan
The Action Plan categorizes each project into short-term, near-term and long-term projects.

Implementation of the improvement projects are consistent with the Bicycle and Pedestrian Master Plan and are as follows:
 Short-Term: Implement immediately
 Near-Term: Implement within the next 5 years
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 Long-Term: Implement 5-10 years after Plan approval.

The bicycle, pedestrian and transit improvement projects are categorized based on the Bicycle and Pedestrian Master Plan and information provided by the City. The vehicle projects are separated into Existing Conditions improvements and Future Conditions improvements. The improvements under Existing Conditions are considered near-term projects, and improvements under Future Conditions are considered long-term projects in the Action Plan.

The proposed projects, costs and action plan categories are summarized in the following tables.

Table 18: Bicycle Improvement Projects
Project Corridor Extents Proposed  Facility Unit  Cost per  Unit Area Total  Cost Total  Cost (High Cost of  Range) Action  Plan 159A Watkins  Street Fletcher  Lane to Jackson Street Class  II Buffered Bicycle Lane 9,512.00 $                 Near Term 159B Watkins  Street Jackson  Street to B Street Class  II Bicycle Lane 15,100.00 $               Near Term 189A Florida  Street Calaroga  Avenue to Miami Avenue Class  III Bicycle Boulevard 12,183.00 $               Near Term 101A A  Street Skywest  Drive to Princeton Street Class  IV Separated Bikeway 97,269.27 $               690,645.27$                                           Long Term 101A A Street Hesperian  Boulevard to S Garden Avenue Class  II Buffered Bicycle Lane for 0.5 mi 232,000.00$              Mile 0.5 116,000.00$             Long Term 101A A Street Happyland  Ave to Fuller Avenue Class  II Buffered Bicycle Lane for 285 ft 232,000.00$              Mile 0.053977 12,522.73$               Long Term 101B A Street Princeton  Street to Grand Street Class  II Buffered Bicycle Lane for 0.4 mi 232,000.00$              Mile 0.4 92,800.00 $               Long Term 101C A Street Grand  St to Watkins St Class  II Buffered Bicycle Lane for 0.2 mi 232,000.00$              Mile 0.2 46,400.00 $               Long Term 101C A Street Watkins  St to Mission Blvd Class  III Bike Route 28,000.00 $                Mile 0.04 1,120.00 $                 Long Term 101D A Street Mission  Boulevard to 4th Street Class  II Bike Lane 151,000.00 $              Mile 0.6 90,600.00 $               Long Term 115A Tennyson  Road Industrial  Boulevard to Hesperian Boulevard Class  II Buffered Bicyle Lane 51,272.00 $               Near Term 115B Tennyson  Road Hesperian  Boulevard to Calaroga Avenue Class  IV Separated Bikeway 49,076.00 $               217,729.00$                                           Near Term 115B Tennyson Road Hesperian  Boulevard to Sleepy Hollow Avenue Class  II Bike Lane for 0.1 mi 151,000.00 $              Mile 0.1 15,100.00 $               Near Term 115C Tennyson Road Calaroga  Avenue to Patrick Avenue Class  III Bike Route for 0.5 mi 28,000.00$                Mile 0.5 14,000.00 $               Near Term 151A Grand Street Meek  Avenue to D Street Class  II Bicycle Lane for 0.2 mi 151,000.00 $              Mile 0.2 30,200.00 $               Near Term 151B Grand Street D  Street to B Street Class  II Bicycle Lane for 0.2 mi 151,000.00 $              Mile 0.2 30,200.00 $               Near Term 183A Jackson St/Foothill Boulevard Santa  Clara Street to City Limits North Class  III Bike Route for 2.8 mi 28,000.00$                Mile 2.8 78,400.00 $               Near Term & Long Term 117A Industrial  Pkwy/Alquire Rd Hesperian  Boulevard to Hopkins Street Class  IV Separated Bikeway 59,552.00 $               374,783.00$                                           Long Term 117A Industrial Pkwy/Alquire Rd Hall  Road to Hopkins Street Class  II Bicycle Lane for 0.4 mi 151,000.00 $              Mile 0.4 60,400.00 $               Long Term 117B Industrial  Pkwy/Alquire Rd Hopkins  Street to Mission Boulevard Class  IV Separated Bikeway 276,372.00 $             1,381,888.00$                                        Long Term 117B Industrial Pkwy/Alquire Rd I880  SB Ramps to Stratford Rd Class  III Bike Route for 0.3 mi 28,000.00$                Mile 0.3 8,400.00 $                 Long Term 117B Industrial Pkwy/Alquire Rd Ruus  Road to Taylor Avenue Class  II Bicycle Lane for 0.6 mi 151,000.00 $              Mile 0.6 90,600.00 $               Long Term 117B Industrial Pkwy/Alquire Rd Mission  Hills of Hayward Golf Course to Mission Blvd Class  II Bicycle Lane for 0.3 mi 151,000.00 $              Mile 0.3 45,300.00 $               Long Term 117D Industrial  Pkwy/Alquire Rd Vanderbildt  Street to Cantera Drive Class  III Bicycle Boulevard 31,309.00 $               Long Term 165B Mission  Boulevard Fairway  Street to A Street Class  IV Separated Bikeway 363,436.14 $             3,186,466.00$                                        Near Term & Long Term 105A Winton  Avenue/D Street San  Francisco Bay Trail to Bay Trail Parking Lot Class  I Multi‐Use Path 146,664.00 $             Long Term 105B Winton  Avenue/D Street Bay  Trail Parking Lot to Cabot Boulevard Class  III Bicycle Boulevard 51,352.00 $               Near Term 105C Winton  Avenue/D Street Cabot  Boulevard to Clawiter Road Class  IV Separated Bikeway 103,824.00 $             376,671.00$                                           Near Term 105D Winton  Avenue/D Street Clawiter  Road to Hesperian Boulvard Class  IV Separated Bikeway 72,912.00 $               264,523.00$                                           Near Term 105E Winton Avenue/D Street Hesperian  Boulevard to Southland Place Class  II Bicycle Lane for 0.2 mi 151,001.00 $              Mile 0.2 30,200.20 $               Near Term 105E Winton Avenue/D Street Santa  Clara Street to Eldoe Drive Class  II Bicycle Lane for 350 ft 151,001.00 $              Mile 0.07 10,570.07$               Near Term 105E Winton Avenue/D Street Eldo  Drive to Amador Street Class  III Bike Route 28,000.00 $                Mile 0.12 3,360.00 $                 Near Term 105E Winton Avenue/D Street Amador  Street to Soto Road Class  II Bicycle Lane for 0.3 mi 151,001.00 $              Mile 0.3 45,300.30 $               Near Term 105F Winton Avenue/D Street Soto  Road to Mission Boulevard Add  buffer to Class II bike lane 81,000.00 $                Mile 0.8 64,800.00 $               Near Term 105F Winton Avenue/D Street Mission  Boulevard to Foothill Boulevard Add  Class II bike lane on North Side 75,500.00 $                Mile 0.1 7,550.00 $                 Near Term 105G Winton Avenue/D Street 2nd  St to City Limits (Compass Ct) Class  III Bike Route 28,000.00 $                Mile 0.8 22,400.00 $               Near Term 102B B  Street Grand  Street to Watkins Street Class  II Bicycle Lane 11,778.00 $               Near Term 102C B  Street Watkins  Street to Mission Boulevard Class  III Bicycle Boulevard 2,882.00 $                 Near Term 102D B  Street Mission  Boulevard to Foothill Boulevard Class  III Bicycle Boulevard 8,515.00 $                 Near Term 102E B  Street Foothill  Boulevard to 4th Street Class  II Bicycle Lane Near Term 102E B Street Foothill  Boulevard to 3rd Street Class  III Bike Route 28,000.00 $                Mile 0.2 5,600.00 $                 Near Term 102E B Street 3rd  Street to 4th Street Class  II Bicycle Lane 151,000.00 $              Mile 0.1 15,100.00 $               Near Term 102F B  Street 4th  Street to Center Street Class  III Bicycle Boulevard 6,552.00 $                 Near Term 103B C  Street Alice  Street to Grand Street Class  II Bicycle Lane 5,889.00 $                 Near Term 104A C  Street Atherton  Street to Watkins Street Class  II Bicycle Lane 2,416.00 $                 Near Term 104B C  Street Watkins  Street to Foothill Boulevard Class  IV Separated Bikeway 27,552.00 $               99,958.00$                                             Long Term 104C C  Street Foothill  Boulevard to 2nd Street Class  IV Separated Bikeway 13,776.00 $               49,979.00$                                             Long Term 158A Main  Street D  Street to McKeever Avenue Class  IV Separated Bikeway 43,344.00 $               157,251.00$                                           Near Term 158B Main  Street McKeever  Avenue to Rose Street Class  II Bicycle Lane 19,781.00 $               Near Term 142A Amador  Street/Cypress Avenue Elmhurst  Street to Winton Avenue Class  II Bicycle Lane 9,362.00 $                 Near Term 142B Amador  Street/Cypress Avenue Jackson  Street to Elmhurst Street Class  II Bicycle Lane 14,496.00 $               Near Term 142C Amador  Street/Cypress Avenue Harder  Road to Jackson Street Class  II Bicycle Lane 19,932.00 $               Near Term 118A Industrial  Parkway Southwest Whipple  Road to Industrial Parkway West Class  II Bicycle Lane 75,198.00 $               Near Term 140A Hesperian Boulevard City  Limits South (S Pepsi Dr) to Eden Shores Blvd Class  II Bike Lane (one side only) 75,500.00 $                Mile 0.3 22,650.00 $               Near Term & Long Term 140A Hesperian Boulevard Eden  Shored Blvd to Tennyson Road Class  III Bike Route 28,000.00 $                Mile 1.3 36,400.00 $               Near Term & Long Term 140B Hesperian Boulevard Tennyson  Rd to La Playa Dr Class  III Bike Route 28,000.00 $                Mile 1.2 33,600.00 $               Near Term & Long Term 140C Hesperian Boulevard La  Playa Dr to Southland Dr Class  III Bike Route 28,000.00 $                Mile 0.2 5,600.00 $                 Near Term & Long Term 140C Hesperian Boulevard Southland  Dr to 300 ft n/o Pope Way Class  II Bike Lane 151,000.00 $              Mile 0.1 15,100.00 $               Near Term & Long Term 140C Hesperian Boulevard 300  ft N/O Pope Way to City Limits North Class  III Bike Route 28,000.00 $                Mile 1.2 33,600.00 $               Near Term & Long Term 173A Elmwood  Lane/UPRR Crossing Santa  Clara Street to Amador Street Class  III Bicycle Boulevard 9,825.00$                 Long Term 106A E  Street Main  Street to 1st Street Class  II Bicycle Lane 7,550.00 $                 Near Term 106B E  Street 1st  Street to 2nd Street Class  II Bicycle Lane 6,191.00 $                 Near Term Table 18: Bicycle Improvement Projects
Project Corridor Extents Proposed  Facility Unit  Cost per  Unit Area Total  Cost Total  Cost (High Cost of  Range) Action  Plan 143A Patrick  Avenue/Gading Road Tennyson  Road to W. Harder Road Class  IV Separated Bikeway 125,664.00 $             455,906.00$                                           Near Term 113A Depot  Road/Cathy Way Cabot  Boulevard to Industrial Boulevard Class  IV Separated Bikeway 88,704.00 $               321,816.00$                                           Long Term 113B Depot  Road/Cathy Way Industrial  Boulevard to Adrian Avenue Class  II Bicycle Lane 35,787.00 $               Near Term 113C Depot  Road/Cathy Way Adrian  Avenue to Calaroga Avenue Class  II Buffered Bicycle Lane 17,864.00 $               Near Term 153A Montgomery  Avenue C  Street to City Limits North Class  III Bicycle Boulevard 101,525.00 $             Near Term 174A Longwood  Avenue Hesperian  Boulevard to Nevada Road Class  III Bicycle Boulevard 16,113.00 $               Near Term 149A Huntwood  Avenue Whipple  Road to Industrial Parkway West Class  IV Separated Bikeway 106,812.00 $             408,798.00$                                           Near Term 149A Huntwood Avenue San  Antonio St to Sandoval Way Class IV Separated Bikeway 81,000.00$                Mile 0.1 8,100.00 $                 Near Term 149D Huntwood  Avenue Schafer  Road to Gading Road Class  II Buffered Bicycle Lane 46,168.00 $               Near Term 123A Whipple Road Dyer  St to 765 ft e/o Dyer Street Class  II Bike Lane 151,000.00 $              Mile 0.14 21,140.00$               Near Term & Long Term 123A Whipple Road 765  e/o Dyer St to Wiegman Rd Class  III Bike Route 28,000.00 $                Mile 0.3 8,400.00 $                 Near Term & Long Term 123A Whipple Road Wiegman  Rd to Amaral St Class  II Bike Lane 151,000.00 $              Mile 0.1 15,100.00 $               Near Term & Long Term 123A Whipple Road Amaral  St to Huntwood Ave Class  II Bike Lane (one side only) 75,500.00 $                Mile 0.2 15,100.00 $               Near Term & Long Term 123A Whipple Road Adjust  Median Striping on north side Remove  Median Restriping for 530 ft 0.50 $                          LF 530 265.00 $                     Near Term & Long Term 123A Whipple Road Adjust  Median Striping on north side Replace  Median Restriping for 530 ft 1.50 $                          LF 530 795.00 $                     Near Term & Long Term 152A Western  Boulevard A  Street to Sunset Boulevard Class  III Bicycle Boulevard 16,637.00 $               Near Term 137A Calaroga  Avenue Catalpa  Way to La Playa Drive Class  II Buffered Bicycle Lane 165,648.00 $             Near Term 150B Mission Alternative ‐ Whitman St/Silva
Ave/Meek Ave/Filbert St Raymond Drive to Silva Avenue Class  IV Separated Bikeway 151,200.00 $             548,550.00$                                           Long Term 150C Mission Alternative ‐ Whitman St/Silva
Ave/Meek Ave/Filbert St Sycamore Street to Jackson Street Class  III Bicycle Boulevard 10,480.00 $               Near Term 150D Mission Alternative ‐ Whitman St/Silva
Ave/Meek Ave/Filbert St Jackson Street to Filbert Street Class  III Bicycle Boulevard 21,353.00 $               Near Term 150E Mission Alternative ‐ Whitman St/Silva
Ave/Meek Ave/Filbert St Meek Avenue to A Street Class  III Bicycle Boulevard 11,397.00 $               Near Term 116A Industrial Boulevard Tennyson  Road to Mt Eden Business Park Class  II Bike Lane 151,000.00$              Mile 0.7 105,700.00$             Near Term 116A Industrial Boulevard Depot  Road to Clawiter Road Class  II Bike Lane 151,000.00$              Mile 0.2 30,200.00$               Near Term 163A Dixon  Street/12th Street Industrial  Parkway to Tennyson Rd Class  II Buffered Bicycle Lane 49,184.00 $               Near Term 163B Dixon  Street/12th Street Tennyson  Road to Jefferson Street Class  III Bicycle Boulevard 19,257.00 $               Near Term 126A McKeever  Avenue/City Center Drive Main  Street to Foothill Boulevard Class  III Bicycle Boulevard 7,598.00 $                 Near Term 126B McKeever  Avenue/City Center Drive Foothill  Boulevard to 2nd Street Class  II Bicycle Lane 3,775.00 $                 Near Term 112A Harder  Road Santa  Clara Street to W Loop Road Class  IV Separated Bikeway 411,936.00 $             1,494,494.00$                                        Near Term 146A Tampa  Avenue/Gomer Street Folsom  Avenue to Glad Tidings Way Class  II Buffered Bicycle Lane 40,136.00 $               Near Term 108A Elmhurst  Street Santa  Clara Street to Amador Street Class  IV Separated Bikeway 20,832.00 $               75,578.00$                                             Long Term 120A Folsom  Avenue Tampa  Avenue to Huntwood Avenue Class  II Bicycle Lane 37,901.00 $               Near Term 120B Folsom  Avenue Havana  Avenue to Tampa Avenue Class  III Bicycle Boulevard 6,943.00 $                 Near Term 167A Fairway  Street Carroll  Avenue to Mission Boulevard Class  III Bicycle Boulevard 16,506.00 $               Near Term 185A Martin  Luther King Drive Winton  Avenue to A Street Class  III Bicycle Boulevard 31,702.00 $               Near Term 164A Arrowhead  Way Industrial  Parkway to Mission Boulevard Class  III Bicycle Boulevard 28,820.00 $               Near Term 107B Middle  Lane/Southland Drive Eden  Avenue to Winton Avenue Class  II Buffered Bicycle Lane 61,480.00 $               Near Term 109A
Hesperian Bypass ‐ La Playa Drive/Southland
Place/Stonewall Drive/Thelma Street/La Playa
Drive
Calaroga Avenue to Hesperian Boulevard Class  II Buffered Bicycle Lane 20,648.00 $               Long Term 109B Hesperian Bypass ‐ La Playa Drive/Southland
Place/Stonewall Drive/Thelma Street La Playa Drive to Southland Drive Class  II Bicycle Lane 16,459.00 $               Long Term 109C Hesperian Bypass ‐ La Playa Drive/Southland
Place/Stonewall Drive/Thelma Street Southland Drive to W Winton Avenue Class  IV Separated Bikeway 19,488.00 $               70,702.00$                                             Long Term 109D Hesperian Bypass ‐ La Playa Drive/Southland
Place/Stonewall Drive/Thelma Street W Winton Avenue to W A Street Class  III Bicycle Boulevard 39,169.00 $               Long Term 110A Orchard  Avenue/Hayward Boulevard Soto  Road to Mission Boulevard Class  II Bicycle Lane 26,274.00 $               Near Term 110B Orchard  Avenue/Hayward Boulevard Mission  Boulevard to Farm Hill Drive Class  IV Separated Bikeway 247,296.00 $             897,184.00$                                           Near Term 110C Orchard  Avenue/Hayward Boulevard Farm  Hill Drive to Fairview Avenue Class  III Bicycle Boulevard 57,509.00 $               Near Term 181A Highland  Boulevard Mission  Boulevard to University Court Class  III Bicycle Boulevard 50,959.00 $               Near Term 172A Fletcher  Lane Watkins  Street to Mission Boulevard Class  II Bicycle Lane 2,567.00 $                 Near Term 148A Ruus  Road Industrial  Parkway to Folsom Avenue Class  IV Separated Bikeway 57,456.00 $               208,449.00$                                           Long Term 148B Ruus  Road Folsom  Avenue to Tennyson Road Class  IV Separated Bikeway 47,712.00 $               173,098.00$                                           Long Term 155A 4th  Street D  Street to A Street Class  III Bicycle Boulevard 12,445.00 $               Near Term 144A
Elridge Avenue I‐880 Overcrossing Access‐
Gomer Street/Underwood Aveue/Elridge
Avenue
Underwood Avenue to Tampa Avenue Class  II Bicycle Lane 9,966.00 $                 Long Term 144B
Elridge Avenue I‐880 Overcrossing Access‐
Gomer Street/Underwood Aveue/Elridge
Avenue
Gomer Street to Elridge Avenue Class  III Bicycle Boulevard 3,144.00 $                 Long Term Table 18: Bicycle Improvement Projects
Project Corridor Extents Proposed  Facility Unit  Cost per  Unit Area Total  Cost Total  Cost (High Cost of  Range) Action  Plan 144C
Elridge Avenue I‐880 Overcrossing Access‐
Gomer Street/Underwood Aveue/Elridge
Avenue
Underwood Avenue to Eden Greenway Class  III Bicycle Boulevard 23,056.00 $               Long Term 129C Whitesell  Street/Cabot Boulevard Depot  Road to City Limit ‐ Future SF Bay Trail Access Class  IV Separated Bikeway 148,848.00 $             540,017.00$                                           Long Term 136B Portsmouth  Avenue/Arf Avenue/Panama Street Baumberg  Avenue to Calaroga Avenue Class  IV Separated Bikeway 63,504.00 $               230,391.00$                                           Long Term 170B Gresel  Street Carroll  Avenue to Brae Burn Avenue Class  III Bicycle Boulevard 11,528.00 $               Near Term 135B Skywest  Drive Suerrio  Street to Airport Access Class  II Bicycle Lane 6,040.00 $                 Near Term 135C Skywest  Drive Airport  Access to W A Street Class  II Bicycle Lane 8,154.00 $                 Near Term 141A Santa  Clara Street/Hathaway Avenue W  Harder Road to W A Street Class  IV Separated Bikeway 186,144.00 $             675,326.00$                                           Long Term 141B Santa  Clara Street/Hathaway Avenue W  A Street to Lansing Way Class  IV Separated Bikeway 25,536.00 $               92,644.00$                                             Long Term 166A Revere  Avenue/Brae Burn Avenue Lafayette  Avenue to Gresel Street Class  III Bicycle Boulevard 33,536.00 $               Near Term 166C Revere  Avenue/Brae Burn Avenue Rousseau  Street to St Andrews Street Class  III Bicycle Boulevard 9,039.00 $                 Near Term 114A Breakwater  Avenue SF  Bay Trail to Whitesell Street Class  II Bicycle Lane 31,861.00 $               Near Term 114B Breakwater  Avenue Whitesell  Street to Clawiter Road Class  II Bicycle Lane 14,949.00 $               Near Term 131A Eden  Landing Road/Clawiter Road SF  Bay Trail to Arden Road Class  III Bicycle Boulevard 14,803.00 $               Long Term 131B Eden  Landing Road/Clawiter Road Arden  Road to Clawiter Road Class  II Buffered Bicycle Lane 18,792.00 $               Long Term 131C Eden  Landing Road/Clawiter Road Eden  Landing Road to Breakwater Avenue Class  IV Separated Bikeway 23,856.00 $               86,549.00$                                             Long Term 131D Eden  Landing Road/Clawiter Road Breakwater  Avenue to Depot Road Class  IV Separated Bikeway 62,832.00 $               227,953.00$                                           Long Term 131E Eden Landing Road/Clawiter Road Depot  Road to Industrial Boulevard Update  Existing Bicycle Route  to Bicycle Boulevard 123,000.00$              Mile 0.18 22,140.00$               Long Term 131F Eden Landing Road/Clawiter Road Industrial  Boulevard to W Winton Avenue Update  Existing Bicycle Route  to Bicycle Boulevard 123,000.00$              Mile 0.8 98,400.00 $               Near Term 154A 2nd  Street Campus  Drive to D Street Class  III Bicycle Boulevard 42,313.00 $               Near Term 133A Arden  Road/Baumberg Avenue Corporate  Avenue to Industrial Boulevard Class  II Bicycle Lane 63,420.00 $               Long Term 119A Catalpa  Way Hesperian  Boulevard to Miami Avenue Class  II Bicycle Lane 20,687.00 $               Near Term 130A Corsair  Boulevard W  Winton Avenue to Clubhouse Drive Class  II Buffered Bicycle Lane 55,448.00 $               Near Term 128A Fairview  Avenue Hayward  Boulevard to Woodstock Road Class  II Bicycle Lane 29,898.00 $               Near Term 161A Campus  Drive Hayward  Boulevard to Oaks Drive Class  IV Separated Bikeway 50,400.00 $               182,850.00$                                           Long Term 161B Campus  Drive Oaks  Drive to 2nd Street Class  IV Separated Bikeway 29,904.00 $               108,491.00$                                           Long Term 171B Sunset  Boulevard Western  Boulevard to Main Street Class  II Bicycle Lane 14,345.00 $               Near Term 177A San  Mateo Bridge Path San  Mateo Bridge to Breakwater Avenue Class  I Multi‐Use Path 314,280.00 $             Long Term 179A E  Loop Rd/W Loop Rd Harder  Road to Harder Road Class  II Bicycle Lane 75,500.00 $               Long Term Main Street A  Street to B Street Class  II Buffered Bicycle Lane 232,000.00$              Mile 0.08 18,560.00$               Near Term A Street/Clubhouse Drive West  of Hesperian Boulevard Class  II Bicycle Lane 85,000.00$                Mile 0.56 47,600.00$               Long Term Pacific Street North  of Industrial Parkway West Class  I Bike Path 1,164,000.00 $          Mile 0.4 465,600.00$             Long Term Grove Way Foothill  Boulevard to Oak Street Class  II Bike Lane 151,000.00 $              Mile 0.06 9,060.00 $                 Near Term Foothill Boulevard D  Street to City Center Drive Two ‐Way Cycle Track $215,000 ‐$760000 Mile 0.4 86,000.00 $               304,000.00$                                           Long Term Mission Boulevard A  Street to D Street Two ‐Way Cycle Track $215,000 ‐$760000 Mile 0.3 64,500.00 $               228,000.00$                                           Long Term 7,323,248.71$      18,371,544.57$
Notes:

Projects proposed as part of Bicycle & Pedestrian Master Plan.

Projects proposed as part of Downtown Specific Plan.

Projects Proposed as part of 2040 General Plan.

Near‐Term Projects from Summary of Near‐Term and Mid‐Term Improvements provided by City of Hayward.

Mid‐Term Projects from Summary of Near‐Term and Mid‐Term Improvements provided by City of Hayward.

Highlighted with Green Text indicates Improvements from Plan(s) changed as per comments provide by City of Hayward Staff.

Table 19: Pedestrian Improvement Projects
Project Corridor Extents Proposed  Facility Unit  Cost Unit Total  Cost Total  Cost (High Cost Alt) Action  Plan 159A Watkins  Street Fletcher  Lane to Jackson Street ADA Curb Ramps High‐Visibility Crosswalks 43,050.00$                 Near Term 159B Watkins  Street Jackson  Street to B Street ADA Curb Ramps High‐Visibility Crosswalks 105,000.00$               Near Term 189A Florida  Street Calaroga  Avenue to Miami Avenue
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
97,650.00$                 Long Term
101A A  Street Skywest  Drive to Princeton Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
1,619,520.00$           Long Term
101B A  Street Princeton  Street to Grand Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
621,780.00$               Long Term
101C A  Street Grand  Street to Mission Boulevard
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
224,130.00$               Long Term
101D A  Street Mission Boulevard to 4th Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
419,340.00$               Long Term
127A Garin  Avenue Mission Boulevard to Larrabee Street ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
151,300.00$               Long Term
115A Tennyson  Road Industrial  Boulevard to Hesperian Boulevard ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
532,610.00$               Near Term
115B Tennyson  Road Hesperian  Boulevard to Calaroga Avenue ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
460,310.00$               Near Term
115C Tennyson  Road Calaroga  Avenue to Patrick Avenue
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
465,130.00$               Near Term
115D Tennyson  Road Patrick  Avenue to Mission Boulevard ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
1,911,130.00$           Near Term
151A Grand  Street Meek  Avenue to D Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
108,580.00$               Near Term
Table 19: Pedestrian Improvement Projects
Project Corridor Extents Proposed  Facility Unit  Cost Unit Total  Cost Total  Cost (High Cost Alt) Action  Plan 151B Grand  Street D  Street to B Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Near Term
151B Grand  Street B  Street to A Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
Near Term
Santa Clara Street to City Limits North
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
1,696,640.00$        Near Term & Long Term
Santa Clara St to City Limits North RRFB  (2 per mile) 35,360.00$       2.8 (198,016.00)$          Near Term & Long Term Santa Clara St to City Limits North HAWK  Signal (1 per mile) 200,000.00$    2.8 672,000.00$            Near Term & Long Term 117A Industrial  Pkwy/Alquire Rd Hesperian  Boulevard to Hopkins Street ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
860,370.00$               Long Term
117B Industrial  Pkwy/Alquire Rd Hopkins  Street to Mission Boulevard ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
3,017,320.00$           Long Term
117D Industrial  Pkwy/Alquire Rd Vanderbildt  Street to Cantera Drive ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
250,950.00$               Long Term
165A Mission  Boulevard City  Limits South to Fairway Street ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
1,335,140.00$           Near Term & Long Term
165B Mission  Boulevard Fairway  Street to A Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
6,299,740.00$           Near Term & Long Term
Mission Boulevard Carlos  Bee Boulevard to Jackson St/Foothill Blvd RRFB  (2 per mile) 35,360.00$       0.7 (49,504.00)$ Mission Boulevard Carlos  Bee Boulevard to Jackson St/Foothill Blvd HAWK  Signal (1 per mile) 200,000.00$    0.7 168,000.00$ 165C Mission  Boulevard A  Street to City Limits North
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
414,520.00$               Near Term & Long Term
105B Winton  Avenue/D Street Bay  Trail Parking Lot to Cabot Boulevard ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
944,720.00$               Long Term
105C Winton  Avenue/D Street Cabot  Boulevard to Clawiter Road ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
744,690.00$               Near Term
174,440.00$
183A Foothill  Boulevard
Table 19: Pedestrian Improvement Projects
Project Corridor Extents Proposed  Facility Unit  Cost Unit Total  Cost Total  Cost (High Cost Alt) Action  Plan 105D Winton  Avenue/D Street Clawiter  Road to Hesperian Boulvard ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
522,970.00$               Near Term
105E Winton  Avenue/D Street Hesperian  Boulevard to Soto Road ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
1,848,470.00$           Near Term
105F Winton  Avenue/D Street Soto  Road to Foothill Boulevard ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
872,420.00$               Near Term
D Street Mission  Boulevard to Foothill Boulevard RRFB  (2 per mile) 35,360.00$       0.1 (7,072.00)$ D Street Mission  Boulevard to Foothill Boulevard HAWK  Signal (1 per mile) 200,000.00$    0.1 24,000.00$ 105G Winton  Avenue/D Street Foothill  Boulevard to City Limits ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
766,380.00$               Near Term
102B B  Street Grand  Street to Watkins Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
187,980.00$               Near Term
102C B  Street Watkins  Street to Mission Boulevard
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
53,020.00$                 Near Term
102D B  Street Mission  Boulevard to Foothill Boulevard ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
156,650.00$               Near Term
102E B  Street Foothill  Boulevard to 4th Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
281,970.00$               Near Term
102F B  Street 4th  Street to Center Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
563,940.00$               Near Term
103B C  Street Alice  Street to Grand Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
69,420.00$                 Near Term
104A C  Street Atherton  Street to Watkins Street ADA Curb Ramps High‐Visibility Crosswalks 16,800.00$                 Near Term 104B C  Street Watkins  Street to Foothill Boulevard ADA Curb Ramps High‐Visibility Crosswalks 86,100.00$                 Near Term 104C C  Street Foothill  Boulevard to 2nd Street ADA Curb Ramps High‐Visibility Crosswalks 43,050.00$                 Near Term Table 19: Pedestrian Improvement Projects
Project Corridor Extents Proposed  Facility Unit  Cost Unit Total  Cost Total  Cost (High Cost Alt) Action  Plan 158A Main  Street D  Street to McKeever Avenue
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
229,620.00$               Near Term
158B Main  Street McKeever  Avenue to Rose Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
137,550.00$               Near Term
142A Amador  Street/Cypress Avenue Elmhurst  Street to Winton Avenue ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
110,360.00$               Near Term
142B Amador  Street/Cypress Avenue Jackson  Street to Elmhurst Street ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
170,880.00$               Near Term
142C Amador  Street/Cypress Avenue Harder  Road to Jackson Street ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
318,120.00$               Near Term
118A Industrial  Parkway Southwest Whipple  Road to Industrial Parkway West ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
1,200,180.00$           Long Term
140A Hesperian  Boulevard City  Limits South to Tennyson Road ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
2,395,540.00$           Near Term & Long Term
Hesperian Boulevard Eden  Shores Blvd to Tennyson Rd RRFB  (2 per mile) 35,360.00$       1.3 (91,936.00)$ Hesperian Boulevard Eden  Shores Blvd to Tennyson Rd HAWK  Signal (1 per mile) 200,000.00$    1.3 312,000.00$ 140B Hesperian  Boulevard Tennyson  Road to La Playa Drive ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
1,901,490.00$        Near Term & Long Term
Hesperian Boulevard Tennyson  Rd to La Playa Drive RRFB  (2 per mile) 35,360.00$       1.3 (91,936.00)$ Hesperian Boulevard Tennyson  Rd to La Playa Drive HAWK  Signal (1 per mile) 200,000.00$    1.3 312,000.00$ 140C Hesperian  Boulevard La  Playa Drive to City Limits North ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
2,482,300.00$        Near Term & Long Term
Hesperian Boulevard La  Playa Drive to City Limits North RRFB  (2 per mile) 35,360.00$       1.6 (113,152.00)$             Long Term Hesperian Boulevard La  Playa Drive to City Limits North HAWK  Signal (1 per mile) 200,000.00$    1.6 384,000.00$               Long Term 173A Elmwood  Lane/UPRR Crossing Santa  Clara Street to Amador Street ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions 78,750.00$
Long Term
106A E  Street Main  Street to 1st Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
89,000.00$                 Long Term
Table 19: Pedestrian Improvement Projects
Project Corridor Extents Proposed  Facility Unit  Cost Unit Total  Cost Total  Cost (High Cost Alt) Action  Plan 106B E  Street 1st  Street to 2nd Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
72,980.00$                 Long Term
113A Depot  Road/Cathy Way Cabot  Boulevard to Industrial Boulevard ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
469,920.00$               Near Term
113B Depot  Road/Cathy Way Industrial  Boulevard to Adrian Avenue ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
421,860.00$               Near Term
113C Depot  Road/Cathy Way Adrian  Avenue to Calaroga Avenue ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
137,060.00$               Near Term
153A Montgomery  Avenue C  Street to City Limits North
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
813,750.00$               Long Term
174A Longwood  Avenue Hesperian  Boulevard to Nevada Road ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
129,150.00$               Long Term
149D Huntwood  Avenue Schafer  Road to Gading Road
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
403,970.00$               Near Term
123A Whipple  Road Dyer  Street to Huntwood Avenue
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
487,200.00$               Long Term
152A Western  Boulevard A  Street to Sunset Boulevard
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
133,350.00$               Near Term
137A Calaroga  Avenue Catalpa  Way to La Playa Drive
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
749,700.00$               Long Term
150B Mission Alternative ‐ Whitman
St/Silva Ave/Meek Ave/Filbert St Raymond Drive to Silva Avenue ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
472,500.00$               Long Term
150C Mission Alternative ‐ Whitman
St/Silva Ave/Meek Ave/Filbert St Sycamore Street to Jackson Street ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
84,000.00$                 Long Term
150D Mission Alternative ‐ Whitman
St/Silva Ave/Meek Ave/Filbert St Jackson Street to Filbert Street ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
140,180.00$               Long Term
150E Mission Alternative ‐ Whitman
St/Silva Ave/Meek Ave/Filbert St Meek Avenue to A Street ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
74,820.00$                 Long Term
Table 19: Pedestrian Improvement Projects
Project Corridor Extents Proposed  Facility Unit  Cost Unit Total  Cost Total  Cost (High Cost Alt) Action  Plan 116A Industrial  Boulevard Hesperian  Boulevard to Clawiter Road ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
1,808,730.00$        Near Term
163A Dixon  Street/12th Street Industrial  Parkway to Tennyson Rd ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
222,600.00$               Long Term
163B Dixon  Street/12th Street Tennyson  Road to Jefferson Street ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
126,420.00$               Long Term
126A McKeever Avenue/City Center
Drive Main Street to Foothill Boulevard
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
49,880.00$                 Near Term
126B McKeever Avenue/City Center
Drive Foothill Boulevard to 2nd Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
26,250.00$                 Near Term
112A Harder  Road Santa  Clara Street to W Loop Road
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements ‐ W of Mission Blvd
Midblock Pedestrian Hybrid Beacon ‐ W of Mission
Blvd
2,488,780.00$           Near Term
146A Tampa  Avenue/Gomer Street Folsom  Avenue to Glad Tidings Way ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
181,650.00$               Near Term
108A Elmhurst  Street Santa  Clara Street to Amador Street ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
65,100.00$                 Long Term
120A Folsom  Avenue Tampa  Avenue to Huntwood Avenue
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
263,550.00$               Near Term
120B Folsom  Avenue Havana  Avenue to Tampa Avenue
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
55,650.00$                 Near Term
167A Fairway  Street Carroll  Avenue to Mission Boulevard ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
132,300.00$               Near Term
185A Martin  Luther King Drive Winton  Avenue to A Street ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
208,120.00$               Near Term
164A Arrowhead  Way Industrial  Parkway to Mission Boulevard ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
189,200.00$               Near Term
107B Middle  Lane/Southland Drive Eden  Avenue to Winton Avenue ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
227,900.00$               Near Term
Table 19: Pedestrian Improvement Projects
Project Corridor Extents Proposed  Facility Unit  Cost Unit Total  Cost Total  Cost (High Cost Alt) Action  Plan 109A
Hesperian Bypass ‐ La Playa
Drive/Southland Place/Stonewall
Drive/Thelma Street/La Playa
Drive
Calaroga Avenue to Hesperian Boulevard
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
93,450.00$                 Long Term
109B
Hesperian Bypass ‐ La Playa
Drive/Southland Place/Stonewall
Drive/Thelma Street
La Playa Drive to Southland Drive
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
93,740.00$                 Long Term
109C
Hesperian Bypass ‐ La Playa
Drive/Southland Place/Stonewall
Drive/Thelma Street
Southland Drive to W Winton Avenue ADA Curb Ramps
High‐Visibility Crosswalks 49,880.00$                 Long Term 109D
Hesperian Bypass ‐ La Playa
Drive/Southland Place/Stonewall
Drive/Thelma Street
W Winton Avenue to W A Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
313,950.00$               Long Term
110A Orchard Avenue/Hayward
Boulevard Soto Road to Mission Boulevard
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
353,220.00$               Near Term
110B Orchard Avenue/Hayward
Boulevard Mission Boulevard to Farm Hill Drive
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
1,494,080.00$           Near Term
110C Orchard Avenue/Hayward
Boulevard Farm Hill Drive to Fairview Avenue
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
891,170.00$               Long Term
181A Highland  Boulevard Mission  Boulevard to University Court ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
334,540.00$            Long Term
172A Fletcher  Lane Watkins  Street to Mission Boulevard ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
14,620.00$              Near Term
148A Ruus  Road Industrial  Parkway to Folsom Avenue
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
179,550.00$            Near Term
155A 4th  Street D  Street to A Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
81,700.00$              Long Term
144A
Elridge Avenue I‐880
Overcrossing Access‐Gomer
Street/Underwood
Aveue/Elridge Avenue
Underwood Avenue to Tampa Avenue
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
56,760.00$              Near Term
144B
Elridge Avenue I‐880
Overcrossing Access‐Gomer
Street/Underwood
Aveue/Elridge Avenue
Gomer Street to Elridge Avenue
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
25,200.00$              Near Term
144C
Elridge Avenue I‐880
Overcrossing Access‐Gomer
Street/Underwood
Aveue/Elridge Avenue
Underwood Avenue to Eden Greenway
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
184,800.00$            Near Term
129C Whitesell Street/Cabot
Boulevard Depot Road to City Limit ‐ Future SF Bay Trail Access ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs ‐ S of Winton
Curb Extensions ‐ S of Winton
465,150.00$            Long Term
Table 19: Pedestrian Improvement Projects
Project Corridor Extents Proposed  Facility Unit  Cost Unit Total  Cost Total  Cost (High Cost Alt) Action  Plan 136B Portsmouth Avenue/Arf
Avenue/Panama Street Baumberg Avenue to Calaroga Avenue ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
198,450.00$            Long Term
170B Gresel  Street Carroll  Avenue to Brae Burn Avenue ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
75,680.00$              Long Term
135B Skywest  Drive Suerrio  Street to Airport Access
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
34,400.00$              Long Term
135C Skywest  Drive Airport  Access to W A Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
46,440.00$              Long Term
141A Santa Clara Street/Hathaway
Avenue W Harder Road to W A Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
1,124,620.00$        Long Term
141B Santa Clara Street/Hathaway
Avenue W A Street to Lansing Way
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
154,280.00$            Long Term
166A Revere Avenue/Brae Burn
Avenue Lafayette Avenue to Gresel Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements ‐ b/w Lafayette Ave to Revere
Ave
220,160.00$            Long Term
166C Revere Avenue/Brae Burn
Avenue Rousseau Street to St Andrews Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
72,450.00$              Long Term
114A Breakwater  Avenue SF  Bay Trail to Whitesell Street ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
181,460.00$            Near Term
114B Breakwater  Avenue Whitesell  Street to Clawiter Road ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
85,140.00$              Near Term
131A Eden Landing Road/Clawiter
Road SF Bay Trail to Arden Road
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
118,650.00$            Long Term
131B Eden Landing Road/Clawiter
Road Arden Road to Clawiter Road
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
85,050.00$              Long Term
131C Eden Landing Road/Clawiter
Road Eden Landing Road to Breakwater Avenue
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
74,550.00$              Long Term
131D Eden Landing Road/Clawiter
Road Breakwater Avenue to Depot Road
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
196,350.00$            Long Term
Table 19: Pedestrian Improvement Projects
Project Corridor Extents Proposed  Facility Unit  Cost Unit Total  Cost Total  Cost (High Cost Alt) Action  Plan 131E Eden Landing Road/Clawiter
Road Depot Road to Industrial Boulevard
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
84,000.00$              Long Term
131F Eden Landing Road/Clawiter
Road Industrial Boulevard to W Winton Avenue
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
491,260.00$            Near Term
154A 2nd  Street Campus  Drive to D Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
655,690.00$            Long Term
154B 2nd  Street D  Street to A Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
170,520.00$            Long Term
154C 2nd  Street A  Street to City Center Drive
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
47,250.00$              Long Term
133A Arden  Road/Baumberg Avenue Corporate  Avenue to Industrial Boulevard ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
441,000.00$            Long Term
119A Catalpa  Way Hesperian  Boulevard to Miami Avenue
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
143,850.00$            Near Term
130A Corsair  Boulevard W  Winton Avenue to Clubhouse Drive ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions 205,540.00$
Long Term
128A Fairview  Avenue Hayward  Boulevard to Woodstock Road ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
401,940.00$            Long Term
161A Campus  Drive Hayward  Boulevard to Oaks Drive
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
304,500.00$            Long Term
161B Campus  Drive Oaks  Drive to 2nd Street
ADA Curb Ramps
High‐Visibility Crosswalks
Midblock RRFBs
Curb Extensions
Signal Improvements
Midblock Pedestrian Hybrid Beacon
180,670.00$               Long Term
171B Sunset  Boulevard Western  Boulevard to Main Street W of Montgomery Ave: