1 Council Infrastructure &
Airport Committee Meeting
Presentations
FEBRUARY 25, 2026
1 Draft Speed Management Plan
February 25, 2026
2 Agenda
• Recap on Target Speeds
• Speed Reduction Corridors
• Countermeasures Toolbox
• Actions to Institutionalize
Speed Management
• Recommendation,
Feedback, and Questions
3 City of Hayward Commitment
Vision Zero Policy (June 2023)
City shall plan and design its transportation
system with the goal of eliminating fatalities and
serious injuries among all system users by 2050.
City staff to prioritize safety when balancing
needs and demands for space within the public
right of way on the high injury network.
Vision Zero will be implemented in an equitable
manner, accounting for historic inequities in
transportation and safety investments across the
Hayward Community.
4 Speed management is foundational for
enhancing safety
• Speed increases the risk of
death for all collision types,
including auto
• The fatality risk for people
involved in T-bone collisions
increases substantially
between 35 and 45 mph.
Source: FHWA
5 The Plan consists of 4 steps to support
effective speed management citywide
Step 1
Determine target speeds
citywide based on roadway
and land use context
Step 2
Select countermeasures to
apply where speeds exceed
target speeds
Step 3
Develop implementation plan
for priority projects
Step 4
Identify opportunities to
institutionalize safe speeds
6 Recap on Street
Types and Target
Speeds
Connector Streets | 35 mph target speed
Mostly within industrial areas, such as
Industrial Parkway and Whipple Road
Core Streets | 30 mph target speed
Largely along key commercial areas,
including Mission Boulevard, Jackson
Street, and A Street
Place Streets | 20 mph target speed
Typically within Downtown and along
Mission Boulevard
Neighborhood Streets | 15 mph target
Include most of the City’s local streets
7 Speed Reduction
Corridors are streets
where actual speeds
exceed target speeds by
over 10mph
• These corridors exist in all areas
of the city
• High speed discrepancy is most
common on Core and
Neighborhood street types
• Speed discrepancy is most
concentrated on local north-
south segments between
Hesperian Blvd and Mission Blvd
8 Priority Speed Reduction Corridors
are based on 2 key factors
High Speed Discrepancy
Where observed speeds exceed
target speeds by over 10mph
throughout the day
Priorities from the LRSP
• Streets on the High Injury Network
• Streets along Priority Population
Zones
• Streets along Schools
9 Priority Speed
Reduction Corridor
Locations
1. Hesperian Blvd
between SR-92 ramp and Turner Ct
2. Santa Clara St
between Winton Ave to W Jackson St
3. Huntwood Ave
between Shafer Rd to W Tennyson Rd
4. Calaroga Ave
between Peterman Ave to W Tennyson
Rd
5. Industrial Blvd
between W Tennyson Rd to Baumberg
Ave
10 The SMP includes a Toolbox of Speed
Management Treatments
Intersection Treatments
• To manage speeds on the
approach to an intersection and
while turning
• Include measures related to:
• Intersection control
• Traffic signal operations
• Intersection geometry
• Pavement markings
Street Segment Treatments
• To reduce speeds along segments
• Include measures related to:
• Physically narrowing travel lanes
• Visually narrowing travel lanes
• Creating horizontal or vertical deflection
• Pavement markings
• Ordinance or enforcement
11 Sample Intersection Treatment
Controls and Markings
Traffic Circle
Traffic Signal Operations Geometric Features
No right turn on red Protected Intersections
Centerline Hardening Leading Pedestrian Intervals Raised Intersection
12 Sample Street Segment Treatments
Lane Narrowing
Road Diet
OthersCreating Deflections
Speed Feedback SignSpeed HumpsSeparated bikeway
Speed Limit Reduction
Chicanes
13 Segment 1 Map
14 The SMP includes six categories of City
actions to institutionalize speed
management
Training &
Education
Stakeholder
Collaboration
Policies &
Procedures
Enforcement Evaluation &
Prioritization
Monitoring
15 Automated Enforcement
Lead: Public Works
Sample Actions include
Safety Demonstration Projects
Lead: Public Works
Safety Task Force
Lead: Public Works
Safety-Optimized Signal Timing
Lead: Public Works
Project Evaluation Framework
Lead: Public Works
Speed & Collision Data Collection
& Reporting
Lead: Public Works
16 Recommendation
For the Council Infrastructure & Airport Committee to
provide feedback and recommend the Draft Final
Speed Management Plan for Adoption by City Council
17 Questions and Feedback
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Hayward Police Department Year-End Report
1 Public Safety Center
Site Assessment and Conceptual Design
Project Update
February 25, 2026
Council Infrastructure &
Airport Committee
Hayward Police Department Year-End Report
2 Project Background
1975 Hayward Police Department Facility constructed
41,000 SF on a 4.02-acre parcel
June 2014 Voters approved Measure C
November 2024 Voters approved Measure K-1
April 2025 Contract with LPA for site assessment and conceptual design
Hayward Police Department Year-End Report
3 Project Background
Hayward Police Department Year-End Report
4 Project Background
Hayward Police Department Year-End Report
5 Project Background
Hayward Police Department Year-End Report
6 Project Background
Hayward Police Department Year-End Report
7 Project Background
Hayward Police Department Year-End Report
8 Project Background
Hayward Police Department Year-End Report
9 Project Background
Hayward Police Department Year-End Report
10 Programming & Space Needs
Anticipated Growth through 2050
91,000 gsf essential services building (public space, space for admin & all PD divisions, crime lab, dispatch, jail, and shared staff areas)
30,000 gsf non-essential services building (K9 training, special response unit, property & evidence, indoor range) 29,000 gsf animal services building
100-yard outdoor range
Tactical Simulation Building
Parking
Hayward Police Department Year-End Report
11 Site Analysis
Site Option B
Former City Hall
City Center
Site Option A
West Winton
Avenue at the
Airport
Current Location
of HPD on West
Winton Avenue
Hayward Police Department Year-End Report
12 Site Analysis – Option A
Hayward Police Department Year-End Report
13 Site Analysis- Option B
Hayward Police Department Year-End Report
14 Cost Estimate
CANG Site City Center Site
Buildings & Parking
Structure $212M $242M
Site Development
(demo, hardscape,
landscape, utilities)
$53M $30M***
Soft Cost $72M $80M
Project Total $337M $352M
***City Center Site does not include the Outdoor Range and Tactical Simulation Building
Hayward Police Department Year-End Report
15 Cost Estimate - Prioritization to Reduce Cost
Animal Services – To remain where it is; future phase or alternate site Public Spaces - Reduced public lobby space and removed one of the community meeting rooms Workstations – Reduced spaces where functionality maintained Firearms Training – Reduced indoor firearms range from 50-yd to 25-yd. 100-yd outdoor range is included at the CANG site with a four lane 50-yd outdoor range planned for a future phase Tactical Simulation Building - Deferred to future phase Property & Evidence – Reduced number of workstations, drying cabinets, and evidence lockers K-9 Training - Deferred to future phase
Special Response Unit – No dedicated briefing room
Jail – Reduced storage space, kitchen size, and number of cells from 49 people to 35 people Communications Center – Reduced size of the break room and dispatch consoles from 16 to 14 Vehicle Exam – Reduced exam bay from 2 to 1
Youth & Family Services Bureau - No overflow counseling rooms, waiting room, dedicated breakroom
Hayward Police Department Year-End Report
16 Cost Estimate - Prioritization to Reduce Cost
ORIGINAL PROGRAMMING
CANG Site City Center Site
Buildings & Parking
Structure $212M $242M
Site Development
(demo, hardscape,
landscape, utilities)
$53M $30M
Soft Cost $72M $80M
Project Total $337M $352M
PRIORITIZED PROGRAMMING
Project Total $247M $259M
Hayward Police Department Year-End Report
17 Massing Study
Hayward Police Department Year-End Report
18 Delivery Methods
Approach for designing and constructing a project
Design–Bid–Build (DBB): Traditional method where design is completed first, then competitively bid and awarded to a contractor. Offers clear roles and strong pricing competition but can lead to longer schedules and limited collaboration. Results in a facility as initially specified.
Alternative Delivery Methods:
Design–Build (DB): One contract covers both design and construction. Allows overlapping phases, faster delivery, and earlier cost certainty potentially less cost; however requires clearly defined performance requirements upfront.
Progressive Design–Build (PDB): A qualifications-based form of DB where scope and pricing are developed collaboratively during early design. Emphasizes transparency, flexibility, and shared risk.
Construction Manager at Risk (CMAR): A construction manager joins during design for input and later becomes the general contractor with a guaranteed maximum price. Encourages early collaboration and cost control.
Public–Private Partnership (P3): A public agency partners with a private entity to design, build, finance, and possibly operate/maintain a facility. Risks are allocated strategically, leveraging private-sector expertise and funding with risks allocated to the party best able to manage them and performance guarantees provided by the development partner.
Hayward Police Department Year-End Report
19 Questions and Discussions