Attachment IV Existing Conditions Summary — Council Infrastructure & Airport Committee, April 22, 2026

Hayward Police Department Year-End Report
Hayward High Injury Network Safety Plan:

A Street, B Street, and Tennyson Road
Corridors
Existing Conditions Summary
August 2025

ATTACHMENT IV
Hayward Police Department Year-End Report
Table of Contents
Project Introduction1
Background Research3
Safety Analysis4
Advanced Data Analytics5
2 Existing Conditions2

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Hayward Police Department Year-End Report
Project Introduction
3 ATTACHMENT IV
Hayward Police Department Year-End Report
Project Background
The City of Hayward (City) adopted its first
Local Road Safety Plan (LRSP) in 2023 and
is looking to address safety concerns on its
streets. This study is phase one of the City’s
effort to improve safety conditions on its
High Injury Network (HIN). The HIN
comprises just 14% of City streets while
accounting for over 75% of serious and
deadly crashes in the City. The study is
federally funded through the Safe Streets
and Roads for All (SS4A) grant program and
will include identification and evaluation of
safety countermeasures, conceptual plans,
and cost estimates for each of the study
corridors.

A Map of the City’s High Injury Network
4 ATTACHMENT IV
Hayward Police Department Year-End Report
A Street and B Street
Project Extents
Project Extents Include:
• A Street from Hesperian
Boulevard to Watkins
Street/Lucky Driveway.
• B Street from Martin Luther
King Drive to Watkins
Street/Lucky Driveway.
5 ATTACHMENT IV
Hayward Police Department Year-End Report
Tennyson Road
Project Extents
6 Project Extents Include:
• Tennyson Road from
Hesperian Boulevard
to Mission Boulevard.

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Hayward Police Department Year-End Report
Project Timeline
7 2025 Feb May Jun Jul Aug Sep Nov Project Start
Feb
Round 1 Outreach
May - July
Analysis &
Concept Development
2026 Jan Feb Mar Jun Jul Sep Nov Round 2 Outreach
Jan - Feb
Refine Design
Alternatives
Round 3 Outreach
Jun - Jul
Finalize Design
Alternatives
City Council Approval
Nov

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Hayward Police Department Year-End Report
Project Outcomes
and Objectives
• Project goals include:
• The development, analysis, and
design of community supported
project alternatives to improve
safety on each of the study
corridors.
• The completion of Roadway
Safety Audits (RSAs) for each
study corridor.
• Final design concepts, which will
include cost estimates and
implementation plans.
8 Project team during Tennyson Road RSA

ATTACHMENT IV
Hayward Police Department Year-End Report
Existing Conditions
9 ATTACHMENT IV
Hayward Police Department Year-End Report
A St and B St
Land Use
10 West of Meekland Avenue,
A Street primarily consists
of general commercial or
mixed-use commercial/high
density residential land
uses. Between Meekland
Avenue and Grand Street, A
Street and B Street
primarily consists of medium
density residential. East of
Grand Street the land use is
primarily central city-retail
and office commercial

ATTACHMENT IV
Hayward Police Department Year-End Report
A Street and B Street
Existing Conditions
11 A Street primarily has two through lanes in each
direction. Segments immediately east of I-880
have three through lanes in each direction. The
corridor has a 30 MPH speed limit west of Grand
Street and a 25 MPH speed limit east of Grand
Street.

B Street primarily has one through lane in either
direction. There is a second westbound lane from
Watkins Street to the BART/UPRR railroad
crossing. B Street has a 25 MPH speed limit for
the entirety of the corridor.
1 2
3 4
1 2

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Hayward Police Department Year-End Report
12 1 A Street between Hesperian Blvd
and I-880 interchange (~92 ft
ROW)
2 A Street between I-880
Interchange and Hathaway Ave
(~113.5 ft ROW)
A Street Cross-sections
*Cross sections face westbound

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Hayward Police Department Year-End Report
13 3 A Street between Hathaway
Avenue and Meekland Avenue
(~79 feet ROW)
4 A Street between Meekland
Avenue and Watkins Street (~113
feet ROW)
A Street Cross-sections Cont.
*Cross sections face westbound

ATTACHMENT IV
Hayward Police Department Year-End Report
14 1 B Street between Hesperian Boulevard
and Grand Street (~79’ ROW)
B Street Cross-sections
*Cross sections face westbound
2 B Street between Hesperian Boulevard
and Grand Street (~81’ ROW)

ATTACHMENT IV
Hayward Police Department Year-End Report
A Street and B Street
Existing Conditions
15 A Street primarily includes bicycle lanes (Class II), with gaps, designated as a bicycle route (Class III), at the I-880 underpass and east of Montgomery Avenue. The gap at the I-880 interchange is expected to be upgraded to bicycle lanes (Class II) as a part of the ongoing I-880 Interchange Improvements project. A Street has no sidewalk gaps, but sidewalks become narrow underneath the I-880 bridge and east of the UPRR railroad tracks on the south side of the street. A Street has three uncontrolled crossings; each located at a three-leg T-intersection. Of the three midblock crossings, one has a Rectangular Rapid-Flashing Beacon (RRFB). Most of the corridor’s intersections are signalized with a few side street stop-controlled intersections.

B Street has bicycle lanes (Class II) from Martin Luther King Drive to Grand Street. The bicycle lanes pick up again for a short segment between the BART/UPRR crossing and Montgomery Avenue. B Street has no sidewalk gaps, but the existing sidewalks west of the Alice Street are less than 5’ in some areas. Other than the signalized intersections at Grand Street and Watkins Street, B Street has exclusively all-way stop controlled intersections.

ATTACHMENT IV
Hayward Police Department Year-End Report
Tennyson Road
Land Use
16 Tennyson Road’s primary
land uses are retail and
office commercial
concentrated between Ruus
Road and the UPRR
Railroad tracks, sustainable
mixed-use on the eastern
end of the corridor, and low
to medium density
residential for the remainder
of the corridor.

ATTACHMENT IV
Hayward Police Department Year-End Report
Tennyson Road
Existing Conditions Cont.
17 Tennyson Road has two through lanes in each
direction. The corridor has a 35 MPH speed limit
west of Ruus Road, and a 25 MPH speed limit
between Ruus Road and Mission Boulevard.

Roughly 1/3 includes a curb lane where parking is
prohibited. This curb lane currently provides no
functional use for roadway users and represents an
opportunity for improved non-motorized facilities or
other safety improvements.
1 2
3 ATTACHMENT IV
Hayward Police Department Year-End Report
18 1 Tennyson Road between Hesperian
Boulevard and I-880 Interchange (~109 feet
ROW)
2 Tennyson Road between I-880 Interchange
and Leidig Court (~110 feet ROW)
Tennyson Road Cross-sections
*Cross sections face westbound

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Hayward Police Department Year-End Report
19 3 Tennyson Road between Leidig Court and
Mission Boulevard (~103 feet ROW)
Tennyson Road Cross-sections (Cont.)
*Cross sections face westbound

ATTACHMENT IV
Hayward Police Department Year-End Report
Tennyson Road
Existing Conditions
20 Tennyson Road primarily includes bicycle lanes (Class II) with gaps, designated as a bicycle route (Class III), at the I- 880 overpass and eastbound east of Dixon Street. Tennyson Road has a missing sidewalk connection on the south side of the corridor just east of I-880 and narrow sidewalks on various areas of the corridor including between Sleepy
Hollow Avenue S and Caloraga Avenue, over I-880, and just west of Tyrell Avenue on the north side of the street. There are two uncontrolled crossings on the corridor, one of which has an RRFB (Baldwin Street). The corridor includes a
combination of side-street stop-controlled intersections and signalized intersections.

ATTACHMENT IV
Hayward Police Department Year-End Report
Site Visits
• Two project team site visits were
conducted, one for the A & B Street
study area and one for the Tennyson
Road study area.
• The A & B Streets site visit occurred in
the afternoon of March 24th, 2025.
• The Tennyson Road site visit occurred
in the morning of April 1st, 2025.

Biker rides on the sidewalk on West A Street
21 ATTACHMENT IV
Hayward Police Department Year-End Report
A Street: Key Findings
22 • Those rolling on the corridor (bike, scooter, and
skateboard users) often used the sidewalks
instead of bike facilities. Those that did use the
bike facilities often rode in the opposing direction
of the bike lane.
• Pedestrian crossings at the I-880 interchange felt
uncomfortable due to low visibility at the off-
ramps.
• Pedestrians were observed crossing A Street
outside of crosswalks, specifically near Walnut
Street and east of Hesperian Boulevard.
• Large eastbound left-turn queuing was observed
at Santa Clara Street/ Hathaway Avenue that
backed up to I-880.
• The eastern portion of the corridor has many
driveways.

ATTACHMENT IV
Hayward Police Department Year-End Report
B Street: Key Findings
• There are narrow sidewalks on the
western end of the corridor near
Cannery Park.
• Parking on B Street Near Cannery
Park was underutilized in the early
afternoon hours.
• B Street east of Grand Street is
missing bicycle facilities.
• Pedestrian scale lighting is missing
from the majority of the north side of
the corridor.
23 ATTACHMENT IV
Hayward Police Department Year-End Report
Tennyson Road: Key Findings
24 • Micromobility users use narrow sidewalks
and crosswalks, creating
bicycle/pedestrian conflicts.
• Several crosswalks were obstructed with
median noses.
• Sidewalk gaps and obstructions exist
throughout the corridor.
• High vehicle speeds were observed west
of Patrick Avenue.
• Many of the three-leg T-intersections
allow permissive left turning movements
while the pedestrians are given a walk
signal.
• Long stretches of Tennyson Road have
eight-foot-wide curb-adjacent roadway
space with “No Parking” signage.

ATTACHMENT IV
Hayward Police Department Year-End Report
Background
Research
25 ATTACHMENT IV
Hayward Police Department Year-End Report
Bicycle & Pedestrian
Master Plan 2020
• Overarching goals include safety,
complete streets, access & mobility, and
funding & implementation.
• The study identifies portions of A Street, B
Street, and Tennyson Road as priority
corridors for safety improvements.
• The plan also outlines infrastructure
recommendations for pedestrian
improvements and future bicycle network.
26 ATTACHMENT IV
Hayward Police Department Year-End Report
Bicycle & Pedestrian
Master Plan 2020 Recommendations
• A Street
• Class IV Separated Bikeway between
Skywest Drive and 4th Street
• B Street
• Class II Bicycle Lane between Grand
Street and Watkins Street
• Class III Bicycle Boulevard between
Watkins Street and Foothill Boulevard
• Tennyson Road
• Class IIB Buffered Bicycle Lane
between Industrial Boulevard and
Hesperian Boulevard
• Class IV Separated Bikeway between
Hesperian Boulevard and Mission
Boulevard
27 City of Hayward BPMP - Bicycle and Pedestrian Bicycle Facilities Map

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Hayward Police Department Year-End Report
2023 Local Roadway Safety Plan
• Crashes were analyzed from 2017-2021.
• The study used crash data to identify a High
Injury Network (HIN):
• 9 intersections within the study area were
identified as high injury network
intersections.
• A Street, B Street, and Tennyson Road
between Pompano and Ruus Road were
ranked Tier 1 priority roadway segments
• Tennyson Road between Hesperian
Boulevard and Mission Boulevard was
ranked Tier 2 priority roadway segment
• The study also identified a set of
countermeasures and strategies to address
safety challenges in the City.

City of Hayward - High Injury Network Map
28 ATTACHMENT IV
Hayward Police Department Year-End Report
2023 Local Roadway Safety Plan
Cont.

High Injury Network Intersections
29 Rank Location Location Type
1 Tennyson Rd & Baldwin St Unsignalized
3 Tennyson Rd & Calaroga Ave Signalized
4 A St & Victory Dr Signalized
8 A St & Foothill Blvd Signalized
9 Tennyson Rd & Huntwood Ave Signalized
11 A St & Western Blvd Signalized
13 CA-185 & B St Signalized
15 A St & Montgomery St Signalized
16 Tennyson Rd & 12 St/Dixon St Signalized
17 A St & Hesperian Blvd Signalized
20 Tennyson Rd & Ruus Rd Signalized

ATTACHMENT IV
Hayward Police Department Year-End Report
2023 Local Roadway Safety Plan
Location-Specific Recommendations
Tennyson & Baldwin
Unsignalized Intersection
Tennyson & Calaroga
Signalized Intersection
30 ATTACHMENT IV
Hayward Police Department Year-End Report
Recommendations to Improve Pedestrian and Bicycle
Safety of the City of Hayward: Tennyson Road Corridor
2018
• A Community Pedestrian and Bicycle
Safety Training (CPBST) workshop
identified pedestrian and bike priorities
and improvements.
• Attendees included representatives from
transit agencies, organizations,
businesses, and community members.
31 ATTACHMENT IV
Hayward Police Department Year-End Report
Identified Issues
• Narrow and obstructed sidewalks
• High vehicle speeds
• Unsafe crossings
• Inadequate bike lanes
Community Priorities and
Recommendations
• Enhance pedestrian and bicyclist
safety
• Improve access to schools and
community centers
• Address infrastructure deficiencies
• Repair sidewalks
• Create continuous and protected
bike lanes
• Implement traffic calming measures
Recommendations to Improve Pedestrian and Bicycle
Safety of the City of Hayward: Tennyson Road Corridor
2018
32 ATTACHMENT IV
Hayward Police Department Year-End Report
Tennyson Thrives Vision Plan
• The study was a collaboration between
community members, City staff, and the
Chabot College Student Initiative Center.
• It included the development of a Vision
Plan focused on highlighting stories,
histories, assets, and aspirations of
communities along Tennyson Road.
33 ATTACHMENT IV
Hayward Police Department Year-End Report
Safety Analysis
34 ATTACHMENT IV
Hayward Police Department Year-End Report
SWITRS Data and Locations
35 A Street B Street Tennyson Road
Bike-Involved Collisions 5 5 9
Pedestrian-Involved
Collisions 16 3 28
Auto-Only Collisions 98 27 194
0 50
100
150
200
250
Chart Title
Study Period: 2019-2024 (6 years)
• A Street Total Collisions: 119
• B Street Total Collisions: 35
• Tennyson Road Total Collisions: 231
Study Area Wide Collisions by Mode

ATTACHMENT IV
Hayward Police Department Year-End Report
385 crashes
on A/B Streets and
Tennyson Road since
2019
31 severe injuries or
fatalities
since 2019
46% of severe injury or
fatal crashes
involved someone
walking or biking
36 Key Analysis Findings

ATTACHMENT IV
Hayward Police Department Year-End Report
Vulnerable Road User Injuries
37 Corridor Fatality Severe Injury
A St 2 3
B St 0 0
Tennyson Rd 1 4
Total 3 7
Pedestrian Collisions
Bicycle Collisions
Corridor Fatality Severe Injury
A St 0 1
B St 0 1
Tennyson Rd 0 1
Total 0 3

ATTACHMENT IV
Hayward Police Department Year-End Report
Vulnerable Road User
Sever and Fatal Collisions
38 Location Severity Vulnerable Road
User Crash Cause
A St and Walnut St Severe Pedestrian Pedestrian Violation A St and Princeton St* Fatal / Severe Pedestrian Pedestrian Violation A St and Princeton St Fatal Pedestrian Pedestrian Violation A St and Western Blvd Severe Bicyclist
Wrong Side of the
Road
A St and Montgomery Ave Severe Pedestrian Pedestrian ROW B St and Western Blvd Severe Bicyclist
Traffic Signals and
Signs
Tennyson and Hesperian Blvd Severe Pedestrian Unsafe Speed Tennyson and Patrick Ave Severe Bicyclist
Wrong Side of the
Road
Tennyson and Ruus Rd Severe Pedestrian Pedestrian Violation Tennyson and Ruus Rd Severe Pedestrian Pedestrian Violation Tennyson and Baldwin St Fatal Pedestrian Pedestrian ROW Tennyson and Baldwin St Severe Pedestrian Pedestrian Violation *This collision occurring at Princeton Street resulted in both a fatality and severe injury.

ATTACHMENT IV
Hayward Police Department Year-End Report
A Street and B Street
Collision Analysis
2 7
19 56
0 10
20 30
40 50
60 Fatal Injuries Severe Injuries Minor or Visible
Injuries
Complaints of
Pain
A Street Injuries
0 2
7 9
0 2
4 6
8 10
Fatal Injuries Severe Injuries Minor or Visible
Injuries
Complaints of
Pain
B Street Injuries
39 ATTACHMENT IV
Hayward Police Department Year-End Report
A Street and B Street
Collision Analysis
40 • The collision hotspot near A Street and
Princeton Street had eight crashes, half of which
resulted in either a fatality or severe injury.

Based on the collision data, six of the eight
crashes (including all four of the crashes that
resulted in a sever or fatal injury) occurred at
night.
• In 2019, A Street had six severe or fatal
collisions. Since then, there have only been two
severe or fatal collisions on the corridor.
• B Street had one severe or fatal collision in
2019 and has only had one since.

Collision
Hotspot

ATTACHMENT IV
Hayward Police Department Year-End Report
A Street
Intersection Collisions by Type
41 Intersection Head On Sideswipe Rear End Broadside Hit Object Overturned Vehicle/Pedestrian Other Total A St and Hesperian Blvd 3 1 1 5 1 3 14
A St and Royal Ave 1 1 2 4
A St and Victory Dr 1 1 2
A St and Garden Ave 1 1 2
A St and S Garden Ave 2 5 2 1 2 12
A St and I-880 On Ramp 2 1 3
A St and I-880 Overpass 1 1 1 3
A St and Happyland Ave 1 1 2
A St and Hathaway Ave 2 3 5 4 4 18
A St and Walnut St 1 1
A St and Princeton St 1 1 1 2 5
A St and Filbert St 1 1 2
A St and Myrtle St 2 2
A St and Flagg St 1 1 1 3
A St and Western Blvd 2 2 2 3 2 1 12
A St and Montgomery St 1 3 1 5
Total 7 20 15 15 14 2 14 3 90

ATTACHMENT IV
Hayward Police Department Year-End Report
B Street
Intersection Collisions by Type
42 Intersection Head On Sideswipe Rear End Broadside Hit Object Overturned Vehicle/Pedestrian Other Total B St and Meekland Ave 1 1 2
B St and Walnut St 1 1 1 3
B St and Filbert St 1 1
B St and Alice St 2 2
B St and Western Blvd 1 1 2 2 2 8
B St and Montgomery St 1 1 1 2 5
B St and Watkins St 2 1 2 5
Total 1 5 4 4 5 0 3 4 26

ATTACHMENT IV
Hayward Police Department Year-End Report
A and B Street Collision Types
43 8%
23%
18%
17%
14%
3%
14%
3% 3%
14%
20%
26%
17%
9%
11%
A Street B Street • A Street’s most frequent type of
collision was sideswipe, followed
by rear end and broadside
collisions.
• B Street’s most frequent type of
collision was broadside, followed
by rear end collisions and hit
objects.
• 4 of the 6 hit objects on B
Street occurred between
Grand Street and Montgomery
Avenue.

ATTACHMENT IV
Hayward Police Department Year-End Report
10%
22%
11%
27%
7%
11%
12%
A Street Top Collision Causes
44 A Street
• The two highest crash violation categories on A
Street were improper turning maneuvers (27)
followed by unsafe speeds (22). The next highest
category, traffic signals and signs, had 12 crashes.

ATTACHMENT IV
Hayward Police Department Year-End Report
14%
28%
7%17%
17%
10%
7%
B Street Top Collision Causes
45 B Street • The highest crash violation categories on B Street were unsafe speeds (8) followed by
pedestrian ROW and traffic signals/signs (5
each).

ATTACHMENT IV
Hayward Police Department Year-End Report
Tennyson Road
Collision Analysis
2 18
40 110
0 20
40 60
80 100
120
Fatal Injuries Severe Injuries Minor or Visible
Injuries
Complaints of Pain
Tennyson Road Injuries
46 ATTACHMENT IV
Hayward Police Department Year-End Report
Tennyson Road
Collision Analysis
47 • The collision hotspot near the “downtown”
area of Tennyson Road between Ruus
Road and Huntwood Avenue (boxed in red
to the left) had 56 crashes, over half of
which occurred at night. This area also saw
high levels of collisions involving unsafe
speeds and alcohol/drug related driving.
• Tennyson Road consistently had between
two and six severe or fatal collisions each
year between 2019 and 2023. 2024 was
the only year during the study period with
fewer than two severe or fatal collisions.

Collision
Hotspot

ATTACHMENT IV
Hayward Police Department Year-End Report
Tennyson Road
Intersection Collisions by Type
48 Intersection Head On Sideswipe Rear End Broadside Hit Object Overturned Vehicle/Pedestrian Other Total Tennyson Rd and Hesperian Blvd 3 7 8 7 1 1 27
Tennyson Rd and Calaroga Ave 6 4 1 1 1 1 14
Tennyson Rd and I-880 Overpass 1 1
Tennyson Rd and Patrick Ave 1 2 11 5 1 20
Tennyson Rd and Pompano Ave 1 2 3 1 1 8
Tennyson Rd and Tampa Ave 1 5 5 1 1 4 17
Tennyson Rd and Dickens Ave 2 1 3
Tennyson Rd and Tyrell Ave 1 1 1 1 1 5
Tennyson Rd and Haldane Ct 1 1
Tennyson Rd and Harvey Ave 1 1 2
Tennyson Rd and Ruus Rd 1 2 5 3 6 1 1 19
Tennyson Rd and Andrea St 2 2
Tennyson Rd and Baldwin St 1 3 4
Tennyson Rd and Manon Ave 1 1
Tennyson Rd and Huntwood Ave 4 1 6 6 2 1 1 21
Tennyson Rd and Leidig Ct 1 2 3
Tennyson Rd and Beatron Way 3 2 1 1 2 9
Tennyson Rd and Pacific St 1 1 5 1 8
Tennyson Rd and E 12th St 1 6 2 1 1 1 12
Tennyson Rd and Mission Blvd 3 3 8 4 4 2 24
Total 13 20 55 54 28 5 21 5 201

ATTACHMENT IV
Hayward Police Department Year-End Report
Tennyson Road Collision Types
49 6%
13%
25%
25%
14%
2%
13%
2%
Tennyson Rd
• Tennyson Road’s most frequent types
of collision were broadside and rear
end, followed by hit object, pedestrian
and sideswipe collisions.
• There were hit object collisions
spaced throughout the corridor on
Tennyson Road; however,
hotspots with seven or more of
these collisions were observed at
Ruus Road and Hesperian
Boulevard.

ATTACHMENT IV
Hayward Police Department Year-End Report
7%
19%
27%
11%
9%
9%
18%
Tennyson Road Top Collision Causes
50 Tennyson Rd
• The three highest crash violation
categories on Tennyson Road were
unsafe speeds (51) driving while under
the influence (35), and traffic
signs/signals (34). The next highest
category, improper turning, had 21
crashes.

ATTACHMENT IV
Hayward Police Department Year-End Report
Advanced Data
Analytics
51 ATTACHMENT IV
Hayward Police Department Year-End Report
Data Collection
• Conflict data by post-encroachment time (PET), modes involved, and movement type (including video recordings, and vehicle volumes)
• Red-light running counts
• Bicycle and pedestrian path of travel data
• All data was collected for one weekday and one weekend at 9 intersections across the study area • A Street and Hesperian Boulevard
• A Street and Victory Drive
• A Street and Western Boulevard/Grant Street
• A Street and Montgomery Street
• Tennyson Road and Calaroga Avenue
• Tennyson Road and Ruus Road
• Tennyson Road and Baldwin Street
• Tennyson Road and Huntwood Avenue
• Tennyson Road and 12th Street/Dixon Avenue
• Additional details broken down by intersection as well as an in-depth methodology are provided in Appendix A 52 ATTACHMENT IV
Hayward Police Department Year-End Report
Analysis Categories and Terms
• Analysis Categories
• Vehicle-Vehicle Conflicts and Red-Light Running Analysis • Vulnerable Road User (VRU) Conflict Analysis
• Video Observations
• Bicycle and Pedestrian Path of Travel
• Terms
• Post Encroachment Time (PET) is defined as the time between one road user crossing a certain point in space and the second road user crossing that same point.

A lower PET indicates a higher risk.
• High Risk: events with a PET less than 1.5 seconds
• Moderate Risk: events with a PET between 1.5 and 3 seconds • Moderate risk events generally pose more significant threats to VRUs than to vehicles 53 ATTACHMENT IV
Hayward Police Department Year-End Report
Vehicle-Vehicle Conflict Findings
• No intersection was found to have more
than one high-risk conflict between
vehicles.
• Western Blvd/Grand St & A St was found
to have the highest total number of
vehicle-vehicle conflicts, which were
primarily related to northbound left-turn
movements.
• Additionally, as seen in the table to the
right, Western Blvd/Grand St & A St had
the highest rate of red-light running
occurrences.
54 Intersection Weekday Weekend
Average for all 8 signalized intersections 1.95 2.15
Hesperian Blvd and West A St 1.23 0.42
Victory Dr and West A St 3.29 4.37
Western Blvd/Grand St and A St 5.47 4.83
Montgomery Ave and A St 3.40 2.94
Calaroga Ave and Tennyson Rd 0.73 1.28
Ruus Rd and Tennyson Rd 1.03 0.86
Huntwood Ave and Tennyson Rd 0.94 1.22
E 12th Street/Dixon Street and Tennyson Road 0.91 2.84
Red Light Runs per 1,000 Vehicles

ATTACHMENT IV
Hayward Police Department Year-End Report
VRU Conflict Findings
• Significantly higher pedestrian activity was observed than bicycle activity.
• More conflicts between vehicles and pedestrians
were observed, though there was often a higher
conflict rate at intersections with bicyclists.
• VRU conflicts were predominantly from right turning
vehicles
• Hesperian Blvd & West A St had the highest number of
high-risk conflicts between bicyclists/pedestrians and
vehicles.
• Over the weekend period alone there were 13
high-risk pedestrian conflicts with vehicles.
• The intersection at Huntwood Avenue and Tennyson
Road showed a broad distribution of vehicle-VRU
conflicts for multiple movements in multiple legs of the intersection.
• This intersection may consequently be a good
candidate for a protected intersection.
55 Intersection Weekday Weekend
Pedestrian Bicyclist Pedestrian Bicyclist
Hesperian Blvd and
West A St 8.99 14.63 9.88 18.80
Victory Dr and West A
St 3.44 1.85 1.60 6.12
Western Blvd/Grand St
and A St 6.14 17.50 7.77 14.41
Montgomery Ave and
A St 5.56 7.46 4.37 4.46
Calaroga Ave and
Tennyson Rd 9.48 3.85 9.92 4.61
Ruus Rd and
Tennyson Rd 7.43 7.05 10.87 5.71
Baldwin St and
Tennyson Rd 4.71 4.50 2.95 7.28
Huntwood Ave and
Tennyson Rd 6.09 8.46 5.41 9.80
E 12th Street/Dixon
Street and Tennyson
Road

10.63 15.85 4.73 4.7
Conflicts per 100 Bikes/Pedestrians

ATTACHMENT IV
Hayward Police Department Year-End Report
Bike and Pedestrian Findings
• The bicycle and pedestrian path of travel analysis revealed that, at most intersections, pedestrians typically cross via the crosswalk while paths of travel of bicyclists were more varied.
56 Weekday bicycle path of travel at 12th/Dixon & Tennyson Road Weekend pedestrian paths of travel, Ruus Rd & Tennyson Rd

ATTACHMENT IV
Hayward Police Department Year-End Report
Bike and Pedestrian Findings Cont.
• At some intersections bikers appear to be comfortable making left turns, whereas at other intersections there are relatively few observed left turns. One of such streets where few left turning movements were observed is the intersection at Hesperian Boulevard and A Street. 57 Weekday bicycle path of travel at 12th/Dixon & Tennyson Road Weekday bicycle path of travel at Hesperian Blvd & West A St.

ATTACHMENT IV
Hayward Police Department Year-End Report
Appendix A –
Advanced Data
Analytics Analysis
Methodology

ATTACHMENT IV

MEMORANDUM

Alta Planning + Design, Inc. Hayward, CA High Injury Network Safety Plan 1 To: Byron Tang, City of Hayward, CA
Adam Dankberg, Kimley-Horn
From: Kelly Dunn, Alta Planning + Design
Date: August 12, 2025
Re: Advanced Analytics Methodology and Findings (Task 2)

Introduction
This memo provides details on Alta’s methodology and findings for Task 2: Advanced Analytics. This task involved accessing data from video analytics at nine intersections along two High Injury Network corridors: Tennyson Road and A Street/West A Street. The data detects behavior by pedestrians and bicyclists, collectively referred to as Vulnerable Road Users (VRUs), as well as motor vehicles.

Alta conducted the analysis using four types of data from video analytics:
• Conflicts between motor vehicles or motor vehicles and VRUs, including tabular summaries and raw video footage • Red light running events by motor vehicles
• Path of travel diagrams for bikes and pedestrians
• Total counts of bikes, pedestrians, and vehicles through the intersection This analysis was conducted at nine intersections:
• Hesperian Blvd and West A St
• Victory Dr and W A St
• Western Blvd and A St
• Montgomery Ave and A St
• Calaroga Ave and Tennyson Rd
• Ruus Rd and Tennyson Rd
• Baldwin St and Tennyson Rd1
• Huntwood Ave and Tennyson Rd
• 12th St/Dixon St and Tennyson Rd
Conflicts offer a different perspective on safety issues faced by drivers and VRUs. Alta’s analysis details the occurrences of these conflicts by vehicle turning type, time of day, and more. While crash data can shed light on crashes that have already occurred, conflict data highlights potentially risky conditions that affect real and perceived safety for all road users, while video footage allows for a deeper understanding of driver behavior. Taking action

1 Baldwin and Tennyson is an unsignalized intersection, so red light running data was not collected there.

ATTACHMENT IV

MEMORANDUM

Alta Planning + Design, Inc. Hayward, CA High Injury Network Safety Plan 2 based on these findings may help prevent crashes and improve perceived safety for future road users, though, as we will explain, the extent to which conflicts can be used to predict future crashes is unclear.

Methodology
Data Sources
Kimley-Horn provided Alta staff with raw data in Excel format from Quality Counts, a vendor supplying video analytics data from traffic cameras at intersections. The data contained the following data points for conflict events for both weekend and weekday observations at the nine intersections.2 A conflict event is defined as any encounter between a vehicle and another vehicle or VRU with a Post Encroachment Time of three seconds or less. Post Encroachment Time (PET) is defined as the time between one road user crossing a certain point in space and the second road user crossing that same point. A lower PET indicates a higher risk. The raw data contained the following information:

Conflicts
• Counts of conflicts by Post-Encroachment Time (PET) and modes involved (vehicle-vehicle, vehicle-pedestrian, and vehicle-bike)
• Counts of all conflicts by movement type of each vehicle or vulnerable road user (such as northbound left or eastbound right)
• PET, time of day, pedestrian and vehicle movement type of each vehicle -pedestrian conflict occurrence • PET, time of day, bicyclist, and vehicle movement type of each vehicle-bicyclist conflict occurrence • PET, time of day, and vehicle movement type of each vehicle-vehicle conflict occurrence • Links to videos of conflict occurrences
• Images of bicycle and pedestrian trajectories at each intersection Volumes
• Count of vehicle, pedestrian, and bicycle volumes by movement and time of day in 5 -minute increments • Count of peak-hour volumes by mode and direction of travel or turning movement • Red Light Counts
• Movement type, time of day, and seconds into red phase of red light running occurrences . Data was collected from a minimum of two cameras at each intersection in order to capture all approaches.

While the data that Alta obtained classified VRUs as either bicyclists or pedestrians, Alta noted that users of scooters and other micromobility were generally included among bicyclists.

2 Each intersection was studied either on March 20 & 22, 2025, or April 3 & 5, 2025. Each pair of dates comprised a Thursday and a Saturday.

ATTACHMENT IV

MEMORANDUM

Alta Planning + Design, Inc. Hayward, CA High Injury Network Safety Plan 3 Data Cleaning
Alta applied the following steps to clean the data:
• Extracted every individual table from Excel and imported into R Studio for further analysis • Removed red light running events where any special circumstances were noted, such as an ambulance or a traffic officer waving someone into the intersection.
• Categorized time stamps into time bins of night (midnight – 6 am), morning (6 – 10 am), midday (10 am – 3 pm), afternoon (3 – 7 pm), and evening (7 pm – midnight)
• Summarized data into formats that could be used to create tables and charts .

Assumptions
• Alta classified events with a PET of between 1.5 and 3 seconds as “moderate risk” and less than 1.5 seconds as “high risk.” This was based on a review of a sample of videos provided by Quality Counts , with the threshold applied to both vehicle-VRU conflicts and vehicle-vehicle conflicts. • In many vehicle-vehicle “moderate risk” events, a left-turning vehicle waited for a through vehicle to pass before turning left in a controlled manner less than three seconds later. Alta assumes that this is not a high -risk situation but kept the moderate risk data in the analysis because, in most cases, no or few high-risk conflicts occurred between vehicles.

Metrics Calculated
Alta calculated the following metrics for each of the nine intersections studied:

Vehicle-Vehicle Metrics
• Total vehicles is the total number of vehicles recorded passing through that intersection during the 24 -hour study period for either the weekday or weekend day reported.
• Total conflicts is the total number of encounters between two vehicles with a PET of less than 3 seconds • Total red light running events counts the number of events where a vehicle entered the intersection during the red-light phase (excluded at non-signalized intersections). • Total high-risk conflicts is the total number of encounters between two vehicles with a PET of less than 1.5 seconds.
• Conflicts per 1,000 vehicles is the total conflicts divided by total vehicles, multiplied by 1,000.

Bicycle & Pedestrian Metrics
These metrics were calculated separately for bicyclists and pedestrians at each intersection:
• Total counts reports the total number of pedestrians or cyclists recorded at that intersection during the study period.
• High-risk conflicts with vehicles is the total number of encounters between a pedestrian or cyclist and a vehicle with a PET of less than 1.5 seconds.
• Total conflicts with vehicles is the total number of encounters between a pedestrian or cyclist and a vehicle with a PET of less than 3 seconds.
• Conflicts per 100 bikes/pedestrians is the total conflicts with vehicles divided by the total counts for that VRU mode, multiplied by 100. We used 100, rather than 1000, because the incidence rate involving VRUs was much higher than that involving only vehicles.

ATTACHMENT IV

MEMORANDUM

Alta Planning + Design, Inc. Hayward, CA High Injury Network Safety Plan 4 Findings
Overall Trends from the Data
Vehicle-Vehicle Conflicts
The vehicle-vehicle conflict analysis analyzed conflicts between two motor vehicles, shown in Table 1. The analysis found that no intersection had more than one high-risk conflict between vehicles on either a weekend or weekday.

When comparing intersections, Western Boulevard/Grand Street & A Street had the highest total number of vehicle- vehicle conflicts, which were primarily concentrated in northbound left turn movements. Two intersections on Tennyson Road, Baldwin Street and Huntwood Ave, also saw much higher numbers of vehicle-vehicle conflicts than the other study intersections. Both of these intersections also had conflicts concentrated around left turn movements.

Table 1: Vehicle-vehicle conflicts by day type and by risk level Intersection Weekday Weekend Moderate Risk High Risk
Hesperian Blvd and West A St 8 7 15 0
Victory Dr and West A St 0 1 1 0
Western Blvd/Grand St and A St 75 83 157 1
Montgomery Ave and A St 1 4 5 0
Calaroga Ave and Tennyson Rd 9 1 10 0
Ruus Rd and Tennyson Rd 3 4 6 1
Baldwin St and Tennyson Rd 17 24 40 1
Huntwood Ave and Tennyson Rd 56 44 99 11
E 12th St/Dixon St and Tennyson Rd 0 3 3 0

Red Light Running
Western Boulevard/Grand Street & A Street had the highest rate of red light running, with 5.47 runs per 1,000 vehicles during a weekday, and 4.83 on a weekend (Table 2). The second-highest rate was at Victory Drive & West A Street, with 3.29 runs per 1,000 vehicles during a weekday, and 4.37 on a weekend. As demonstrated here, some intersections had higher red light running rates on weekdays, while others had higher rates on weekends. The predominant time period for red light running at each intersection is also shown here as well as in the infographic.

ATTACHMENT IV

MEMORANDUM

Alta Planning + Design, Inc. Hayward, CA High Injury Network Safety Plan 5 Table 2. Red Light Runs per 1,000 Vehicles
Intersection
Total Events Per 1,000 Vehicles Predominant Time
Period Weekday Weekend Weekday Weekend
All 9 intersections 484 477 1.95 2.15 Midday
Hesperian Blvd and West A St 55 16 1.23 0.42 Afternoon
Victory Dr and West A St 88 122 3.29 4.37 Midday
Western Blvd/Grand St and A
St 156 123 5.47 4.83 Midday & Afternoon
Montgomery Ave and A St 72 55 3.40 2.94 Midday & Afternoon Calaroga Ave and Tennyson
Rd 29 39 0.73 1.28 Morning, Midday & Evening
Ruus Rd and Tennyson Rd 33 26 1.03 0.86 Midday & Evening Huntwood Ave and Tennyson
Rd 31 37 0.94 1.22 Evening
E 12th St/Dixon St and
Tennyson Rd 20 59 0.91 2.84 Midday

Table 2 shows that intersections also differed in the time of day when red light running occurred most frequently (not adjusting for volumes). Along Tennyson Road, incidents occurred more in the evening (7 pm – midnight) and sometimes midday (10 am – 3 pm), whereas along West A Street they tended more toward the midday and afternoon (3 pm – 7 pm). Mornings (6 am – 10 am) were not the predominant time at any intersection, despite being one of the peak commute times. This suggests that exposure alone does not account for increases in red light running.

The infographic also shows red light runs by vehicle turning movement. Across the study area, most red light runs were by vehicles traveling straight through the intersection, and primarily along either Tennyson Road or West A Street rather than the cross-street. For example, at Calaroga Avenue & Tennyson Road, almost all red light runs were eastbound or westbound through traffic, traveling along Tennyson Road. There were two notable exceptions: At Huntwood Avenue and Tennyson Road there were several red light runs by left-turning vehicles turning northbound, eastbound, and southbound, and the number of straight red light runs was lower here than for many other intersections. Meanwhile, at Hesperian Boulevard & West A Street, there were about as many westbound left red light runs as there were southbound straight red light runs.

ATTACHMENT IV

MEMORANDUM

Alta Planning + Design, Inc. Hayward, CA High Injury Network Safety Plan 6 Vulnerable Road User Conflict Analysis
The Vulnerable Road User (VRU) conflict analysis analyzed all moderate and high-risk conflicts between a VRU and a motor vehicle. Table 3 summarizes rates of all conflicts by mode and intersection, normalized by bicycle and pedestrian volume. Across intersections, there were significantly more pedestrians than bicyclists counted, and the total number of conflicts with vehicles was higher among pedestrians than bicyclists. However, due to lower volumes, there were often higher conflict rates among bicyclists than pedestrians. The highest rate of conflicts per volume for bicyclists was at Hesperian Boulevard & West A Street on weekends, with a rate of 18.8 conflicts per 100 bicycles. For pedestrians, it was a rate of 10.87 conflicts per 100 pedestrians at Tennyson Road & Russ Road. This intersection also had the highest numbers of conflicts when not normalizing for volumes.

Table 4 and Table 5 summarize the pedestrian and bicycle conflicts by vehicle movement type across the nine intersections, combining the weekday and weekend counts. While conflicts with right-turning vehicles were the most common type overall, almost all conflicts at Baldwin Street & Tennyson Road were with vehicles going straight, partly because this is a 3-legged intersection with fewer turning movements. Left-turn conflicts were very prevalent at Huntwood Avenue & Tennyson Road. U-Turn and unknown turning movements have been excluded from these tables.

Table 3: All Conflicts per 100 Bikes/Pedestrians
Intersection
Weekday Weekend
Pedestrian Bicyclist Pedestrian Bicyclist
Hesperian Blvd and West A St 8.99 14.63 9.88 18.80
Victory Dr and West A St 3.44 1.85 1.60 6.12
Western Blvd/Grand St and A St 6.14 17.50 7.77 14.41
Montgomery Ave and A St 5.56 7.46 4.37 4.46
Calaroga Ave and Tennyson Rd 9.48 3.85 9.92 4.61
Ruus Rd and Tennyson Rd 7.43 7.05 10.87 5.71
Baldwin St and Tennyson Rd 4.71 4.50 2.95 7.28
Huntwood Ave and Tennyson Rd 6.09 8.46 5.41 9.80
E 12th St/Dixon St and Tennyson Rd 10.63 15.85 4.73 4.70

ATTACHMENT IV

MEMORANDUM

Alta Planning + Design, Inc. Hayward, CA High Injury Network Safety Plan 7 Table 4: All Pedestrian Conflicts by Vehicle Turning Movements (Both observed days) Intersection
Vehicle Turning Movement
Northbound Eastbound Southbound Westbound
Left Thru Right Left Thru Right Left Thru Right Left Thru Right Total Hesperian Blvd and West A St 4 4 42 -- 1 5 7 1 4 7 -- 40 115 Victory Dr and West A St 1 -- 10 -- 11 1 -- -- -- 3 4 1 31 Western Blvd/Grand St and A St 11 4 11 1 1 14 -- 2 8 -- -- 6 58 Montgomery Ave and A St -- 3 2 7 6 4 -- 3 17 3 9 2 56
Calaroga Ave and Tennyson Rd -- 1 25 1 -- -- 2 -- 1 1 1 5 37 Ruus Rd and Tennyson Rd 1 -- 25 -- 17 32 -- -- -- 5 16 -- 96 Baldwin St and Tennyson Rd -- -- -- 2 37 -- 2 -- -- -- 36 3 80 Huntwood Ave and Tennyson Rd 19 2 14 17 6 4 5 1 20 5 7 1 101 E 12th St/Dixon St and Tennyson Rd 1 1 -- -- 4 14 -- -- 5 -- 4 3 32 Total 37 15 129 28 83 74 16 7 55 24 77 61 606
Note: U-turns and unknown turning movements have been excluded from this table.

ATTACHMENT IV

MEMORANDUM

Alta Planning + Design, Inc. Hayward, CA High Injury Network Safety Plan 8 Table 5: All Bicycle Conflicts by Vehicle Turning Movements (Both observed days) Intersection
Vehicle Turning Movement
Northbound Eastbound Southbound Westbound
Left Thru Right Left Thru Right Left Thru Right Left Thru Right Total Hesperian Blvd and West A St 1 2 18 -- -- 2 8 2 1 3 1 10 48 Victory Dr and West A St 1 1 -- 2 1 -- -- -- 2 -- -- 7 Western Blvd/Grand St and A St 2 4 12 2 1 -- -- 3 2 2 1 1 18 Montgomery Ave and A St -- 4 -- 3 3 1 2 6 -- 3 2 24
Calaroga Ave and Tennyson Rd -- -- 2 -- -- 1 1 -- -- 2 2 4 12 Ruus Rd and Tennyson Rd 5 -- 6 -- 4 9 -- -- -- -- 2 -- 26 Baldwin St and Tennyson Rd -- -- 1 11 -- -- -- -- -- -- 19 3 34 Huntwood Ave and Tennyson Rd 9 2 5 3 4 8 4 1 17 1 3 7 64 E 12th St/Dixon St and Tennyson Rd 1 3 -- 2 1 3 1 -- 2 -- 3 16 Total 19 15 45 21 15 25 14 8 26 12 31 30 249
Note: U-turns and unknown turning movements have been excluded from this table.

The infographics further break down these numbers by high-risk and total conflicts. The highest number of high-risk conflicts between bicyclists/pedestrians and vehicles again occurred at Hesperian Boulevard & West A Street. This includes 13 high-risk pedestrian conflicts with vehicles over the weekend alone, which is much higher than other intersections and higher than any weekday count. While at least part of this is attributable to higher volumes of pedestrians at this location, several other intersections had higher pedestrian volumes on weekends, but none had more than four high-risk conflicts. Some intersections such as E 12th Street/Dixon Street and Tennyson Road had stark differences between weekend and weekday rates, with higher rates on weekdays, while others such as Calaroga Avenue & Tennyson Road had little variation by day.

Observations from Videos
Alta reviewed a selection of video footage for different conflict types. Most moderate risk conflicts between vehicles, as noted above, only appeared to happen in a controlled manner where a left-turning vehicle turned before or after a through vehicle passed.

High risk conflicts were more complicated. At most intersections, the number of high-risk conflicts between vehicles and VRUs exceeded the number of high-risk conflicts between vehicles. In many cases, a vehicle turned just after a pedestrian crossed, leaving very little buffer in time or space. In other cases, a vehicle turned in front of a pedestrian, even causing the pedestrian to step back in fear of being hit. Several other cases involved pedestrians or cyclists appearing to enter the intersection against the signal.

ATTACHMENT IV

MEMORANDUM

Alta Planning + Design, Inc. Hayward, CA High Injury Network Safety Plan 9 The Alta team conducted in-depth video review for the two intersections with the highest VRU conflicts: Hesperian Boulevard & West A Street, and Huntwood Avenue & Tennyson Road.

Hesperian Blvd & West A St
Alta reviewed raw video footage for all high-risk VRU conflicts at this intersection on both the weekday and weekend counts, which included 18 pedestrian and 5 bicycle conflicts. The most common scenario (seven during the day, one at night), was a vehicle making a right turn that passed the conflict point just after a pedestrian in the crosswalk. This typically occurred with vehicles making a northbound right onto Hesperian Boulevard or a westbound right onto West A Street. These types of conflicts can feel intimidating to pedestrians even if the driver is in control because there is typically very little space between the pedestrian and vehicle, and the pedestrian often cannot verify that the driver sees them. A representative example of this conflict type can be seen at timestamp 0:18.

Another two conflicts with right-turning vehicles occurred with people on bikes rather than pedestrians. In one case, the person on the bike was crossing in the marked bicycle area and in the other, they were at the crosswalk.

Five conflicts occurred when a VRU appeared to be traveling against a signal, either pedestrians crossing without a signal (4) or a person on a (likely motorized) bicycle doing wheelies and running a red light (1). In these cases, vehicles passed both in front and behind the VRU and did not seem to regard the VRU’s presence.

Huntwood Avenue & Tennyson Road
Alta also reviewed raw video footage for all high-risk VRU conflicts at Huntwood Avenue & Tennyson Road, which included six pedestrian and five bicycle conflicts. Situations at this intersection were much more varied. In three instances, a left turning vehicle passed the conflict point just after a pedestrian in the crosswalk. In these cases, the vehicle waited in the intersection for the pedestrian but left very little room between them. In other cases, turning traffic turned just before a pedestrian who was already in the crosswalk.

Several of the bike conflicts involved what appeared to be a cyclist traveling against the signal or misunderstanding how to use the bike lane. In one instance, a cyclist waiting in the bike lane on Huntwood Avenue crossed in front of through traffic on their left once the light turned green to make a westbound left turn onto Tennyson, which put them at risk of being hit by through traffic.

Other incidents appear to stem from the inevitable conflict between drivers with permitted left turns at the same time that a pedestrian or bicyclist has a crosswalk signal. In one near miss, a bicyclist entered the crosswalk while a vehicle was in the process of executing a left turn.

This intersection appeared much darker on camera at night than Hesperian Boulevard & West A Street, making it difficult at times to discern what was happening. If this is reflective of actual nighttime visibility here, interventions for greater visibility at this intersection should be considered at night.

ATTACHMENT IV

MEMORANDUM

Alta Planning + Design, Inc. Hayward, CA High Injury Network Safety Plan 10 Bicycle & Pedestrian Path of Travel
The bicycle and pedestrian path of travel analysis reviewed diagrams showing the actual paths of travel of VRUs through the intersections. Figure 1 shows the bicycle path of travel at Hesperian Boulevard & West A Street, looking southeast, as traffic moves along Hesperian Boulevard. The blue lines represent trajectories between a starting point (green dot) and end point (red dot)3. The analysis revealed that at most intersections, pedestrians typically cross via the crosswalk, paths of travel of bicyclists were much more varied. The diagram shows that while some southbound bicyclists use the crosswalk or green bike lane, many also use the travel lane. This is possibly because there is no southbound bike facility south of the intersection. On the westbound route, however, more cyclists appear to be using the bike facilities because they can continue westbound in the bike lane past the intersection. More consistent infrastructure may lead to more consistent choices about which facility to use.

3 As shown in the diagram, occasionally trajectories are mistakenly shown as starting or ending in the middle of the street or are too short to represent an actual path of travel. The data provider, QualityCounts, states that these are either false hits that got excluded from final data, or they represent trajectories that got interrupted and got reconnected before exporting final data.

Figure 1: Weekday bicycle path of travel at Hesperian Blvd & West A St (looking southeast).

ATTACHMENT IV

MEMORANDUM

Alta Planning + Design, Inc. Hayward, CA High Injury Network Safety Plan 11 In addition, a number of bicycle travel paths can be seen through the intersection that do not appear to be valid turning movements. These types of movements are less predictable for drivers and can contribute to conflicts as well.

Finally, it is notable that there do not appear to be many bicyclists at Hesperian Blvd & West A Street making left turns compared with 12th Street/Dixon Street & Tennyson Road, shown below in Figure 2. It could be that fewer people at Hesperian Boulevard & A Street desire to make left turns or that they prefer to cross via the crosswalk there because it does not feel safe to turn left in traffic.

For pedestrians, certain paths of travel were detected that would have placed a pedestrian in an unsafe position in the middle of the intersection, such as the weekend paths of travel at Ruus Road & Tennyson Road shown in Figure 3.

While some of these may indicate a pedestrian cutting a corner or other unsafe behavior, others could have been misclassifications of bicyclists or scooter users making valid left turns.

Figure 2: Weekday bicycle path of travel at 12th/Dixon & Tennyson Road Figure 3: Weekend pedestrian paths of travel, Ruus Rd & Tennyson Rd

ATTACHMENT IV

MEMORANDUM

Alta Planning + Design, Inc. Hayward, CA High Injury Network Safety Plan 12 Limitations
The ability to automatically detect conflicts based on PET is a powerful tool to improve real and perceived safety.

However, there are limitations when applying conflict data to improving safety in Hayward.

A study of conflicts in Reno, Nevada, acknowledged that PET alone does not reveal how a VRU would have perceived the risk to themselves during the event (Kelley et al., 2024). A VRU may feel completely safe and be taking a calculated risk to cross against a signal just after a vehicle has passed, for example. However, this could still indicate risk for a less-vigilant pedestrian. Conversely, events detected from traffic cameras may miss situations where a VRU feels at risk despite the event being over the PET threshold or situations where no actual conflict is detected, such as a close pass event. There are other factors that could impact how a VRU feels during an event, but that cannot be evaluated at scale using this data alone. These include:
• Whether the vehicle turned in front of or behind the VRU • Whether the vehicle is waiting very close to the crosswalk or inching forward as they wait for the VRU • The size of the vehicle
• Whether the VRU makes eye contact with the vehicle
• How close the vehicle is to the pedestrian while waiting for them to cross • Vehicle speed before crossing the path of travel and whether they braked or not to avoid hitting the VRU In addition, while conflicts indicate areas of concern for roadway users, there is limited evidence on how much they correlate with crash rates in Hayward because conflict data is not available for every intersection in the city, although previous research elsewhere has suggested a strong correlation (Kelley et al., 2024). Where conflicts do not correlate strongly with crash rates, it may indicate an intersection that VRUs avoid because it does not feel safe. Addressing perceived safety risks in these areas can encourage more biking and walking trips.

It is also unclear to what extent these events involve drivers disobeying the law. The California Driver Handbook, Section 7 says that drivers must reduce their speed or stop to allow the pedestrian to safely finish crossing, but does not specify if this means that a vehicle cannot enter an intersection at all while a pedestrian is crossing or how long they should wait (California DMV, n.d.). Even if such guidance existed, PET would not be a perfect measure of compliance. The data also does not indicate if a right-turning vehicle had a red or green light.

Finally, this data does not distinguish between instances where a VRU may have crossed the intersection against a signal. A review of a sample of videos revealed that while most VRUs appeared to be crossing with a signal, there were several conflict events where a pedestrian appeared to cross against the signal, as well as some instances where bicyclists or scooter users (who may have been detected as bicyclists here) ran red lights.

ATTACHMENT IV

MEMORANDUM

Alta Planning + Design, Inc. Hayward, CA High Injury Network Safety Plan 13 Conclusion
The advanced video analytics in this memo will supplement crash data, field observations, and public input in the development of countermeasures and concept designs for A Street, B Street, and Tennyson Road.

This supplemental analysis is critical to creating streets that are not only functionally safe, but also feel safe to all types of roadway users. Near-miss collisions can be a major cause of stress for people walking or biking along a street and can have a deterrent effect on people choosing to walk or bike in the future. Furthermore, documenting near- miss collisions and red-light running allows for predictive analysis of where serious and fatal collisions may be more likely to occur in the future due to high-risk behaviors.

Key takeaways from this analysis include:
• The majority of vehicle-VRU conflicts were from drivers making right-turning movements in conflict with a crosswalk user. This could be mitigated by “No-Right-on-Red” designations at intersections or the introduction of Leading Pedestrian Intervals (LPIs) at signals.
• Some intersections also showed high numbers of vehicle-VRU conflicts where drivers were making left turns. This could be mitigated by eliminating permissive lefts during signal phases and installing dedicated left turn signal phases separate from crosswalk walk phases. Hesperian Blvd at A Street, Western/Grand at A Street, and Huntwood Avenue at Tennyson Road all showed higher counts of vehicle -VRU left turn conflicts. • Huntwood Avenue at Tennyson Road was the one intersection that showed a broad distribution of vehicle -VRU conflicts for multiple vehicle movements in multiple legs of the intersection. A protected intersection should be considered for this intersection, creating greater separation between vehicles and VRUs at the intersection and improving sight-lines and visibility for people walking or biking. • Intersections varied substantially in red light running, even when normalized for volumes. Western Blvd/Grand Street at A Street led with 5.5 red light running incidents per 1,000 vehicles. Risks from red-light running could be mitigated by the introduction of all-way red phases at intersections and/or exploring automated red-light running enforcement.
• Baldwin Street at Tennyson Road, the one unsignalized intersection, showed a high count of vehicle-VRU conflicts for through movements – drivers failing to yield to bicyclists or pedestrians at the crosswalk. Additional measures should be considered for this unsignalized crossing to improve VRU visibility and encourage yielding by drivers. • Path of travel analysis showed a high percentage of bicyclists using the sidewalk, which may contribute to higher rates of VRU-vehicle conflicts at intersections in the project area. The implementation of more robust and separated bike network infrastructure may help encourage people riding bicycles to not use the sidewalk and become more visible and expected for drivers at intersections. Raised cycle paths may also be worth exploring. • On Western/Grand and A Street and other intersections along A Street/West A Street, the most red light runs occurred in the midday and afternoon. Along Tennyson Road, the most red light runs occurred in the midday and evening.
• Hesperian Blvd & West A Street had both the highest rate and the highest number of VRU-vehicle conflicts, both moderate and high risk. Rates were highest on the weekend. • There was not a clear trend as to what day of the week most VRU-vehicle conflicts occurred. At some, conflicts were higher on weekdays and at others there was little difference. • Research on pedestrian safety at night suggests that while lighting is a necessary factor, lighting alone is not sufficient to improve safety (Sanders, 2023). To be effective, lighting should provide high contrast and illuminate the front of a person crossing, not the side or back. Other important strategies to pair with lighting include lower speeds to decrease stopping distance.

ATTACHMENT IV

MEMORANDUM

Alta Planning + Design, Inc. Hayward, CA High Injury Network Safety Plan 14 References
California Department of Motor Vehicles (DMV). (n.d.). Laws and rules of the road: Right-of-way. California Driver Handbook. https://www.dmv.ca.gov/portal/handbook/california-driver-handbook/laws-and-rules-of-the- road/#rightofway
Kelley, S., Peiffer, C., Guan, F., Xu, H., Okorocha, J., Dunn, K., & Cardillo, C. (2024). A geographic assessment of near- miss events involving vehicles and vulnerable road users in Reno and Sparks, Nevada (Unpublished manuscript).

University of Nevada, Reno.

Sanders, R. (2023, June 28). NCHRP 17-97: Strategies to Improve Safety at Night. Presentation at TRB Safety Performance Mid-Year Meeting. Available at https://trbacs20.org/wp- content/uploads/2023/06/2023MidyearWed_07_Sanders_NCHRP17-97_Update_Sanders_20230626.pdf.

ATTACHMENT IV
Hayward Police Department Year-End Report
Appendix B –
Advanced Data
Analytics Analysis
Sheets

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
Hesperian Blvd & West A St
VEHICLE-VEHICLE CONFLICT ANALYSIS / MARCH 20 & 22, 2025 Notes

1. A high‑risk conflict is any situation with a post‑encroachment time (PET) < 1.5 seconds, with PET representing the gap between the first road user passing the conflict point and the second crossing the same point.

2. Some redlight running events had notes indicating that the event occurred but it was done because someone was waved into the intersection, or it was an emergency vehicle. These records were excluded from analysis.

Indicators Weekday Weekend
Total Vehicles 44,594 37,969
Total Conflicts 8 7
High Risk Conflicts 0 0
Conflicts per 1,000 vehicles 0.18 0.18
Total Red Light Running
Events
55 16
Red Light Runs per 1,000
Vehicles

1.23 0.42
Of the eight signalized intersections studied, the average red light running rate was 1.95 events per 1,000 vehicles on weekdays and 2.15 events per 1,000 vehicles on
weekends.

RED LIGHT RUNS (ALL DAYS)
By Time of Day By Vehicle Movement

VEHICLE CONFLICTS (ALL DAYS)
By Time of Day By First Vehicle Movement

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
Hesperian Blvd & West A St
BICYCLE & PEDESTRIAN CONFLICT ANALYSIS / MARCH 20 & 22, 2025

LOOKING SOUTHEAST
Indicators
Weekday Weekend
Pedestrian Bicyclist Pedestrian Bicyclist
Total Counts 601 164 678 133
High Risk Conflicts with Vehicles 4 3 13 2
Total Conflicts with Vehicles 54 24 67 25
Conflicts per 100 Bikes/Pedestrians 8.99 14.63 9.88 18.80  High Risk – Bicycle
 High Risk – Pedestrian
 Moderate Risk – Bicycle
 Moderate Risk – Pedestrian

16831001 - Hesperian Blvd & W A St
3/20/25

BIKE PED

16831002 - Hesperian Blvd & W A St
3/22/25

BIKE PED

WEEKDAYWEEKEND
Notes:

BIKE/PED CONFLICTS (ALL DAYS)
By Time of Day
By First Vehicle Movement

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
Victory Dr & W A St
VEHICLE-VEHICLE CONFLICT ANALYSIS / APRIL 3 & 5, 2025
Notes

Indicators Weekday Weekend
Total Vehicles 26,728 27,943
Total Conflicts 0 1
High Risk Conflicts 0 0
Conflicts per 1,000 vehicles 0 0.04
Total Red Light Running
Events
88 122
Red Light Runs per 1,000
Vehicles

3.29 4.37
Of the eight signalized intersections studied, the average red light running rate was 1.95 events per 1,000 vehicles on weekdays and 2.15 events per 1,000 vehicles on
weekends.

RED LIGHT RUNS (ALL DAYS)
By Time of Day By Vehicle Movement

VEHICLE CONFLICTS (ALL DAYS)
By Time of Day By First Vehicle Movement

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
Victory Dr & W A St
BICYCLE & PEDESTRIAN CONFLICT ANALYSIS / APRIL 3 & 5, 2025

LOOKING NORTHWEST
Indicators
Weekday Weekend
Pedestrian Bicyclist Pedestrian Bicyclist
Total Counts 523 182 1,371 98
High Risk Conflicts with Vehicles 0 0 1 0
Total Conflicts with Vehicles 18 3 22 6
Conflicts per 100 Bikes/Pedestrians 3.44 1.85 1.60 6.12

16831003 - Victory Dr & W A St
4/3/25

BIKE PED

16831004 - Victory Dr & W A St
4/5/25

BIKE PED

WEEKDAYWEEKEND
Notes:

A high‑risk conflict is any situation with a post‑encroachment time (PET) < 1.5 seconds, with PET representing the gap between the first road user passing the conflict point and the second crossing the same point.  High Risk – Bicycle
 High Risk – Pedestrian
 Moderate Risk – Bicycle
 Moderate Risk – Pedestrian

BIKE/PED CONFLICTS (ALL DAYS)
By Time of Day
By First Vehicle Movement

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
Western Blvd/Grand St & A St
VEHICLE-VEHICLE CONFLICT ANALYSIS / APRIL 3 & 5, 2025
Notes

Indicators Weekday Weekend
Total Vehicles 28,538 25,467
Total Conflicts 75 83
High Risk Conflicts 1 0
Conflicts per 1,000 vehicles 2.63 3.26
Total Red Light Running
Events
156 123
Red Light Runs per 1,000
Vehicles

5.47 4.83
Of the eight signalized intersections studied, the average red light running rate was 1.95 events per 1,000 vehicles on weekdays and 2.15 events per 1,000 vehicles on
weekends.

RED LIGHT RUNS (ALL DAYS)
By Time of Day By Vehicle Movement

VEHICLE CONFLICTS (ALL DAYS)
By Time of Day By First Vehicle Movement

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
Western Blvd/Grand St & A St
BICYCLE & PEDESTRIAN CONFLICT ANALYSIS / APRIL 3 & 5, 2025

LOOKING NORTH
Indicators
Weekday Weekend
Pedestrian Bicyclist Pedestrian Bicyclist
Total Counts 456 80 386 111
High Risk Conflicts with Vehicles 1 1 2 1
Total Conflicts with Vehicles 28 14 30 16
Conflicts per 100 Bikes/Pedestrians 6.14 17.50 7.77 14.41

16831005 - Western Blvd/Grand St & A St
4/3/2025

BIKE PED

16831006 - Western Blvd/Grand St & A St
4/5/2025

BIKE PED

WEEKDAYWEEKEND
Notes:

BIKE/PED CONFLICTS (ALL DAYS)
By Time of Day
By First Vehicle Movement

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
Montgomery Ave & A St
VEHICLE-VEHICLE CONFLICT ANALYSIS / MARCH 20 & 22, 2025 Notes

Indicators Weekday Weekend
Total Vehicles 21,160 18,686
Total Conflicts 1 4
High Risk Conflicts 0 0
Conflicts per 1,000 vehicles 0.05 0.21
Total Red Light Running
Events
72 55
Red Light Runs per 1,000
Vehicles

3.40 2.94
Of the eight signalized intersections studied, the average red light running rate was 1.95 events per 1,000 vehicles on weekdays and 2.15 events per 1,000 vehicles on
weekends.

RED LIGHT RUNS (ALL DAYS)
By Time of Day By Vehicle Movement

VEHICLE CONFLICTS (ALL DAYS)
By Time of Day By First Vehicle Movement

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
Montgomery Ave & A St
BICYCLE & PEDESTRIAN CONFLICT ANALYSIS / MARCH 20 & 22, 2025

LOOKING EAST
Indicators
Weekday Weekend
Pedestrian Bicyclist Pedestrian Bicyclist
Total Counts 630 201 481 202
High Risk Conflicts with Vehicles 1 0 2 2
Total Conflicts with Vehicles 35 15 21 9
Conflicts per 100 Bikes/Pedestrians 5.56 7.46 4.37 4.46  High Risk – Bicycle
 High Risk – Pedestrian
 Moderate Risk – Bicycle
 Moderate Risk – Pedestrian

16831007 - Montgomery Ave & A St
3/20/25

BIKE PED

16831008 - Montgomery Ave & A St
3/22/25

BIKE PED

WEEKDAYWEEKEND
Notes:

BIKE/PED CONFLICTS (ALL DAYS)
By Time of Day
By First Vehicle Movement

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
Calaroga Ave & Tennyson Rd
VEHICLE-VEHICLE CONFLICT ANALYSIS / MARCH 20 & 22, 2025 Notes

Indicators Weekday Weekend
Total Vehicles 39,623 30,412
Total Conflicts 9 1
High Risk Conflicts 0 0
Conflicts per 1,000 vehicles 0.23 0.03
Total Red Light Running
Events
29 39
Red Light Runs per 1,000
Vehicles

0.73 1.28
Of the eight signalized intersections studied, the average red light running rate was 1.95 events per 1,000 vehicles on weekdays and 2.15 events per 1,000 vehicles on
weekends.

RED LIGHT RUNS (ALL DAYS)
By Time of Day By Vehicle Movement

VEHICLE CONFLICTS (ALL DAYS)
By Time of Day By First Vehicle Movement

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
Calaroga Ave & Tennyson Rd
BICYCLE & PEDESTRIAN CONFLICT ANALYSIS / MARCH 20 & 22, 2025

LOOKING NORTHEAST
Indicators
Weekday Weekend
Pedestrian Bicyclist Pedestrian Bicyclist
Total Counts 306 130 121 152
High Risk Conflicts with Vehicles 2 0 1 2
Total Conflicts with Vehicles 29 5 12 7
Conflicts per 100 Bikes/Pedestrians 9.48 3.85 9.92 4.61  High Risk – Bicycle
 High Risk – Pedestrian
 Moderate Risk – Bicycle
 Moderate Risk – Pedestrian

16831015 - Calaroga Ave & Tennyson Rd
3/20/25

BIKE PED

16831016 - Calaroga Ave & Tennyson Rd
3/22/25

BIKE PED

WEEKDAYWEEKEND
Notes:

BIKE/PED CONFLICTS (ALL DAYS)
By Time of Day
By First Vehicle Movement

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
Ruus Rd & Tennyson Rd
VEHICLE-VEHICLE CONFLICT ANALYSIS / MARCH 20 & 22, 2025 Notes

Indicators Weekday Weekend
Total Vehicles 32,001 30,088
Total Conflicts 3 4
High Risk Conflicts 0 1
Conflicts per 1,000 vehicles 0.09 0.13
Total Red Light Running
Events
33 26
Red Light Runs per 1,000
Vehicles

1.03 0.86
Of the eight signalized intersections studied, the average red light running rate was 1.95 events per 1,000 vehicles on weekdays and 2.15 events per 1,000 vehicles on
weekends.

RED LIGHT RUNS (ALL DAYS)
By Time of Day By Vehicle Movement

VEHICLE CONFLICTS (ALL DAYS)
By Time of Day By First Vehicle Movement

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
Ruus Rd & Tennyson Rd
BICYCLE & PEDESTRIAN CONFLICT ANALYSIS / MARCH 20 & 22, 2025

LOOKING EAST
Indicators
Weekday Weekend
Pedestrian Bicyclist Pedestrian Bicyclist
Total Counts 579 227 497 175
High Risk Conflicts with Vehicles 1 2 4 1
Total Conflicts with Vehicles 43 16 54 10
Conflicts per 100 Bikes/Pedestrians 7.43 7.05 10.87 5.71  High Risk – Bicycle
 High Risk – Pedestrian
 Moderate Risk – Bicycle
 Moderate Risk – Pedestrian

16831017 - Ruus Rd & Tennyson Rd
3/20/25

BIKE PED

16831018 - Ruus Rd & Tennyson Rd
3/22/25

BIKE PED

WEEKDAYWEEKEND
Notes:

BIKE/PED CONFLICTS (ALL DAYS)
By Time of Day
By First Vehicle Movement

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
Baldwin St & Tennyson Rd
VEHICLE-VEHICLE CONFLICT ANALYSIS / MARCH 20 & 22, 2025 Notes

Indicators Weekday Weekend
Total Vehicles 25,612 25,178
Total Conflicts 17 24
High Risk Conflicts 1 0
Conflicts per 1,000 vehicles 0.66 0.95
Total Red Light Running
Events
NA NA
Red Light Runs per 1,000
Vehicles
NA NA
Of the eight signalized intersections studied, the average red light running rate was 1.95 events per 1,000 vehicles on weekdays and 2.15 events per 1,000 vehicles on
weekends.

This location does not have a traffic signal so red light running data is not applicable.

RED LIGHT RUNS (ALL DAYS)
By Time of Day By Vehicle Movement

VEHICLE CONFLICTS (ALL DAYS)
By Time of Day By First Vehicle Movement

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
Baldwin St & Tennyson Rd
BICYCLE & PEDESTRIAN CONFLICT ANALYSIS / MARCH 20 & 22, 2025

LOOKING EAST
Indicators
Weekday Weekend
Pedestrian Bicyclist Pedestrian Bicyclist
Total Counts 1,061 289 1,085 316
High Risk Conflicts with Vehicles 2 0 3 2
Total Conflicts with Vehicles 50 13 32 23
Conflicts per 100 Bikes/Pedestrians 4.71 4.50 2.95 7.28  High Risk – Bicycle
 High Risk – Pedestrian
 Moderate Risk – Bicycle
 Moderate Risk – Pedestrian

16831019 - Baldwin St & Tennyson Rd
3/20/25

BIKE PED

16831020 - Baldwin St & Tennyson Rd
3/22/25

BIKE PED

WEEKDAYWEEKEND
Notes:

BIKE/PED CONFLICTS (ALL DAYS)
By Time of Day
By First Vehicle Movement

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
Huntwood Ave & Tennyson Rd
VEHICLE-VEHICLE CONFLICT ANALYSIS / MARCH 20 & 22, 2025 Notes

Indicators Weekday Weekend
Total Vehicles 32,967 30,433
Total Conflicts 56 44
High Risk Conflicts 1 0
Conflicts per 1,000 vehicles 1.70 1.45
Total Red Light Running
Events
31 37
Red Light Runs per 1,000
Vehicles

0.94 1.22
Of the eight signalized intersections studied, the average red light running rate was 1.95 events per 1,000 vehicles on weekdays and 2.15 events per 1,000 vehicles on
weekends.

RED LIGHT RUNS (ALL DAYS)
By Time of Day By Vehicle Movement

VEHICLE CONFLICTS (ALL DAYS)
By Time of Day By First Vehicle Movement

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
Huntwood Ave & Tennyson Rd
BICYCLE & PEDESTRIAN CONFLICT ANALYSIS / MARCH 20 & 22, 2025

LOOKING SOUTHEAST
Indicators
Weekday Weekend
Pedestrian Bicyclist Pedestrian Bicyclist
Total Counts 887 390 942 347
High Risk Conflicts with Vehicles 3 3 3 2
Total Conflicts with Vehicles 54 33 51 34
Conflicts per 100 Bikes/Pedestrians 6.09 8.46 5.41 9.80  High Risk – Bicycle
 High Risk – Pedestrian
 Moderate Risk – Bicycle
 Moderate Risk – Pedestrian

16831021 - Huntwood Ave & Tennyson Rd
3/20/25

BIKE PED

16831022 - Huntwood Ave & Tennyson Rd
3/22/25

BIKE PED

WEEKDAYWEEKEND
Notes:

BIKE/PED CONFLICTS (ALL DAYS)
By Time of Day
By First Vehicle Movement

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
12th St/Dixon St & Tennyson Rd
VEHICLE-VEHICLE CONFLICT ANALYSIS / APRIL 3 & 5, 2025
Notes

Indicators Weekday Weekend
Total Vehicles 21,899 20,767
Total Conflicts 0 3
High Risk Conflicts 0 0
Conflicts per 1,000 vehicles 0 0.14
Total Red Light Running
Events
20 59
Red Light Runs per 1,000
Vehicles

0.91 2.84
Of the eight signalized intersections studied, the average red light running rate was 1.95 events per 1,000 vehicles on weekdays and 2.15 events per 1,000 vehicles on
weekends.

RED LIGHT RUNS (ALL DAYS)
By Time of Day By Vehicle Movement

VEHICLE CONFLICTS (ALL DAYS)
By Time of Day By First Vehicle Movement

ATTACHMENT IV
High Injury Network Safety Plan | Advanced Analytics
12th St/Dixon St & Tennyson Rd
BICYCLE & PEDESTRIAN CONFLICT ANALYSIS / APRIL 3 & 5, 2025

LOOKING EAST
Indicators
Weekday Weekend
Pedestrian Bicyclist Pedestrian Bicyclist
Total Counts 254 82 338 149
High Risk Conflicts with Vehicles 3 1 0 0
Total Conflicts with Vehicles 27 13 16 7
Conflicts per 100 Bikes/Pedestrians 10.63 15.85 4.73 4.70  High Risk – Bicycle
 High Risk – Pedestrian
 Moderate Risk – Bicycle
 Moderate Risk – Pedestrian

16831023 - 12th St/Dixon St & Tennyson Rd
4/3/25

BIKE PED

16831024 - 12th St/Dixon St & Tennyson Rd
4/5/25

BIKE PED

WEEKDAYWEEKEND
Notes:

BIKE/PED CONFLICTS (ALL DAYS)
By Time of Day
By First Vehicle Movement

ATTACHMENT IV

Council Infrastructure & Airport CommitteeApril 22, 2026

Council Infrastructure & Airport Committee
April 22, 2026