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Scoping Phase Executive Summary

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Scoping Phase Executive Summary East 14th St./ Mission Blvd. and Fremont Blvd. Multimodal Corridor Project: SCOPING PHASE EXECUTIVE SUMMARY Fall 2020 E. 14thE. 14th St./Mission St./Mission Blvd. and Fremont Blvd. Blvd. and Fremont Blvd. Multimodal Corridor Project EXECUTIVE SUMMARY Fall 2020 Project Overview East 14th Street, Mission Boulevard, and Fremont Boulevard connect Project Corridor the communities of central and southern Alameda County with region- al transportation facilities, employment areas, and activity centers. The corridor extends through five jurisdictions (San Leandro, unincorporat- ed Alameda County, Hayward, Union City, and Fremont) and provides connections throughout the inner East Bay paralleling Interstate 880 and BART. The E. 14th St./Mission Blvd. and Fremont Blvd. Multimodal Corridor Proj- ect (Project) identifies specific near-, mid-, and long-term multimodal mobility improvements for implementation. The Project Corridor extents include the following: • E. 14th St. and Mission Blvd. from Davis St. in San Leandro to Ohlone College (south of I-680) in Fremont • Decoto Rd. from Mission Blvd. in Union City to Fremont Blvd. in Fremont • Fremont Blvd. from Decoto Rd. in Fremont to Washington Blvd. and the planned Irvington BART station • Osgood Rd. and Warm Springs Blvd. in Fremont from the planned Irvington BART station to SR 262 (south of Warm Springs BART) Study Area at a Glance Project Goals Project Work to Multimodal improvements for the 5 local jurisdictions Study Area have been developed Date to advance the following goals: The Project’s work completed 314,000 residents to date is part of the scoping • Support planned long- phase to identify long-term 90,000 employees term growth and economic improvements and near- and development mid-term projects that achieve 14 Priority Development • Address the range of mobility the overall Project’s multimodal Areas needs for those living and goals, are technically feasible, working in the Study Area and are supported by agency 120 signalized intersections and community stakeholders. • Move people more efficiently 16,800 to 36,000 vehicles within the corridor per day • Increase use of alternate Next Steps travel modes 2/3 of corridor with bike Next steps for the Project focus lanes • Improve connectivity on advancing the recommend- between transportation ed improvements to implemen- 7 transit providers plus modes tation and construction. These next steps include project devel- public and private shuttles • Provide a safe and convenient opment, environmental clear- environment for pedestrians, ance, final design, and funding. 7 BART stations, 2 Capitol bicyclist, and transit users Corridor stations, 1 ACE • Provide flexibility for future station (shared with changes in transportation Amtrak) technology Alameda County Transportation Commission | www.AlamedaCTC.org E. 14th St./Mission Blvd. and Fremont Blvd. BASELINE CONDITIONS Demographics Significant Employment Growth Projected Total employment in the Study Area is projected to grow by 25 percent between 2020 and 2040, double the rate for Alameda County as a whole and for the nine-county Bay Area region. Population in the Study Area is projected to grow at a rate comparable to the rest of the county and region. STUDY AREA GROWTH 2020 TO 2040 25% 20% Population 15% Employment 10% 5% 0% Study Area Alameda County Bay Area Source – Plan Bay Area 2040 Travel Markets Most trips made by auto BART mode of access Trips by auto (including drive- Within the Study Area, a smaller alone plus rideshare) make up share of BART passengers walk and almost 90 percent of trips for the take the bus to reach the station Study Area. as compared to the BART system as a whole. Trip Length 28% of trips in Study Area the Study Area BART Stations trips are two miles or less 55% of trips are five miles or less All BART Stations These shorter trips in the Study Area can 0 5 10 15 20 25 30 35 40 benefit from pedestri- 87% auto 2% bike Percent of AM Boardings an, bicycle, and transit improvements. 4% transit 7% walk Source – 2015 BART Customer Satisfaction Survey Source – Alameda Countywide Model, 2018 2 | Alameda CTC E. 14th St./Mission Blvd. and Fremont Blvd. BASELINE CONDITIONS Safety Traffic Operations Fatal and Severe Injury Collisions Countywide High-Injury Network Six intersections currently operate over capacity: • Foothill Blvd. and A St. 84 fatal or severe injury 40% of the corridor is collisions over five years part of the high-injury • Mission Blvd. and Niles Canyon PEDESTRIAN network Rd./Niles Blvd. 32 involving pedestrians • Mission Blvd. and Mowry Ave. 25% of the corridor is • Mission Blvd. and I-680 10 involving bicyclists part of the high-injury southbound ramps BICYCLIST network • Fremont Blvd. and Decoto Rd. The 2019 Countywide Active Between June 2012 and May • Fremont Blvd. and Automall Transportation Plan identifies 2017, half of fatal and severe Pkwy. several portions of the corri- collisions involved a pedestri- dor as part of the countywide an or bicyclist. high-injury network. Transit BART ridership Bus Ridership Facts Ridership at BART stations in the Study Area is generally lower than for the BART system as a whole. • Bus service frequencies along the corridor are as Median – high as 13 buses per hour, San All BART Leandro Fremont Stations accounting for multiple 6,100 6,700 Warm 6,500 transit providers and ser- South Bay Fair Springs vice types. 5,500 Hay ward Hay wardUnion City 3,500 3,200 4,700 4,700 • AC Transit Lines 10 and 99 have the highest bus rid- ership in the Study Area. Each carries more than 3,000 riders per day. • 40% of bus passengers in Source – BART, March 2018 the Study Area board at a BART station. Travel Time Comparison – San Leandro to Fremont BART is currently twice as fast as driving for end-to-end travel during the PM peak. This highlights the need for strong connections to BART to leverage its travel time advantage. BART Auto Bus 0 20 40 Minutes 60 80 100 www.AlamedaCTC.org | 3 E. 14th St./Mission Blvd. and Fremont Blvd. STAKEHOLDER ENGAGEMENT Agency Outreach and Coordination TECHNICAL ADVISORY COMMITTEE (TAC) The TAC consisted of staff from local jurisdictions and transportation Throughout the Project peri- agencies along the Project Corridor. TAC members included agency od, outreach and engage- staff from the City of San Leandro, County of Alameda, City of Hay- ment activities were held ward, City of Union City, Union City Transit, City of Fremont, Caltrans, with partner agencies and AC Transit, and BART. community stakeholders through a combination of one-on-one, small group, POLICY ADVISORY COMMITTEE (PAC) large group, and online The PAC consisted of elected officials representing the local jurisdic- formats. tions and transportation agencies along the Project Corridor. PAC These activities were essen- members included commissioners from each of the local jurisdictions tial for gathering input and plus AC Transit. feedback from those who live, work, and travel along the Project Corridor, and for shaping the Project’s recommendations. Community Outreach ONLINE MAP SURVEY FOCUS GROUP MEETINGS OPEN HOUSE WORKSHOPS The first phase of stakeholder The second phase of stake- The third phase of stakeholder outreach occurred from May holder outreach occurred from outreach occurred during Oc- to July 2018 and included an January to March 2019 included tober and November 2019 and online map-based survey that focus group meetings with com- included a series of in-person allowed community members to munity stakeholders. The meet- open house workshops com- identify transportation issues and ings were used to solicit input on bined with an interactive online needs along the Project Corri- the draft improvement concepts workshop. The workshops were dor. The comments provided by and identify additional project used to receive broad feedback community members were used improvements to be incorporat- on the draft long-range con- to inform the technical analysis ed. Seven focus group meetings cept and recommended proj- of existing conditions and to were held, with the meetings ects and to establish support for identify needed improvements representing a combination of future project implementation. for the Study Area. geographic focus groups for Five in-person open house meet- specific cities plus topic-specific ings were held. groups for transit riders, bicy- clists, and pedestrians. 4 | Alameda CTC E. 14th St./Mission Blvd. and Fremont Blvd. EVALUATION OF ALTERNATIVES Long-Term Concepts Two long-term improvement con- Evaluation Process cepts were developed and analyzed The evaluation of the long- to understand multimodal benefits term concepts was completed and potential tradeoffs. The con- through three tiers. cepts included combinations of the following improvements: Tier 1 Analysis: This analysis was a high-level engineering feasi- • Bus-Only Lanes/Bus Rapid Transit bility assessment that focused • Rapid Bus on existing right of way widths and other physical constraints • Microtransit/Flex that could impact project • Mobility Hubs improvement costs and imple- mentation timeframes. • East Bay Greenway Extension Tier 2 Analysis: This analysis • On-Street Protected Bike Lanes quantified demographic and accessibility benefits associated Both long-term improvement con- with the long-term concepts, in cepts addressed the transportation addition to community priorities goals for the Project Corridor and and preferences. Study Area, but were developed to reflect a range of infrastructure in- Tier 3 Analysis: This analy- vestment levels and potential bene- sis quantified the long-term fits. Concept #1 represented a higher (year 2040) multimodal system level of investment, while Concept performance. #2 represented a lower level of infra- structure investment. Evaluation Results Transit • Both bus-only lanes/bus rapid transit and Rapid Bus result in increased transit ridership. • Bus-only lanes result in higher transit ridership than Rapid Bus, particularly in Communities of Concern. • All mobility hub locations show potential increases in transit ridership due to first- and last-mile improvements, with the highest transit ridership increases are forecast at San Leandro, Fremont, and Warm Springs BART stations.
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