Five-Year Project List |
5 Five Year Project List
The City intends to implement key portions of the AAA Vision Network, as defined in Table 5-1, over the next five years. These 12 projects consist of 9 Table 5-1: AAA Backbone Projects backbone corridor projects and make up the five-year priority AAA Backbone ID Project/Corridor Network. This chapter provides fact sheets for each of the near-term projects, Comprehensive Trails Study (East Bay Greenway, Bay Trail, including project descriptions, key issues and opportunities, specific project 1 Alameda Creek Trail) recommendations, and corresponding maps and figures. Sections 5.1 – 5.12 detail the projects. 2 Dumbarton Bridge to Quarry Lakes Trail
3 Central-Peralta
5.1 Comprehensive Trail Feasibility 4 Walnut-Sundale Studies 5 Grimmer 6 Fremont-Washington
Three key trail corridors are included in the AAA Vision Network: East Bay 7 Niles-City Center-Mission Greenway, Bay Trail, and Alameda Creek Trail. To provide detailed engineering 8 Warm Springs and feasibility considerations, a comprehensive trail study is recommended to 9 Stevenson study each of the three trails. The outcome of such a study would be specific engineering constraints, environmental issues and clearance strategy, preferred 10 Paseo Padre improvements, and cost considerations. Completing this study is recommended Opportunistic Low-Stress Bicycle Lanes and Neighborhood 11 in the near-term. In addition, the 2016 Pedestrian Master Plan has a heavy focus Bikeways on trail improvements. In Section 3.76 of that document a citywide trails study is 12 Freeway Interchanges and Spot Improvement Projects
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called for, which includes additional opportunities on utility corridors such as Hetch Hetchy and Alameda County Flood Control Channels.
East Bay Greenway
This trail would likely follow the Union Pacific Railroad and BART corridor between Niles Canyon Road and Dixon Landing Road. The project would also include the study of enhancements to the existing segment between Fremont Central Park and the Irvington District. The City recently completed a scoping study which outlines key alignment and feasibility considerations for the northern segment between the Niles Area to Central Park as the City looks to secure funding for the next step, engineering design and environmental study. The completed project would connect Fremont Central Park and the Fremont BART Station to the Warm Springs BART Station and Warm Springs Innovation District as well as to open space in the northeast part of the City, and provide a new trail spine through the heart of many Fremont neighborhoods. In addition, the City should also consider a secondary alignment through the Warm Springs area parallel to the UPRR alignment.
Bay Trail
This project would improve the existing portions of and close gaps in the existing Bay Trail, which runs on the western edge of the City along the San Francisco Bay. The City collaborated with the San Francisco Bay Trail and the City of Newark to prepare the Newark-Fremont Bay Trail Study, which defined a preferred alignment for the Bay Trail through the two cities. The study details interim on-street alignments, Bay Trail path alignments, connector trails, and loop/spur trails to provide access to the Bay Trail. While a major gap segment occurs in Newark, the City can make progress on gap closures to the areas north and south of Newark in Fremont’s jurisdiction. The on-street alignment is located on Boyce Road and Cushing Parkway through Fremont, which can be opportunistically improved as separated bikeways through roadway repaving. While the alignment has already been determined through the previous study, engineering drawings and environmental clearance are needed. The City recently completed a scoping study utilizing Alameda CTC funds for a Bay Trail connection between Warm Springs BART Station and Bay Trail just south of Warren Avenue (see Pedestrian Master Plan exhibits on-line for alignment). A major element of the trail alignment is a bicycle and pedestrian crossing over I-880 between Fremont Boulevard and Mission Boulevard/Warren Avenue.
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Alameda Creek Trail
The Alameda Creek Trail is an existing trail connecting the Bay Trail and Coyote Hills Regional Park to the Quarry Lake Regional Recreational Area. This corridor extends east on Niles Canyon Road (SR 84), which is an important bicycle connection to Sunol, Pleasanton, and destinations to the east, though no path exists in this area today. The existing Alameda Creek Trail can be improved through Fremont with additional amenities and improved trail connection points. The Alameda Creek Trail study should also examine a crossing over Alameda Creek near Shinn Street to connect with the Niles neighborhood, and new path opportunities north of Alameda Creek in the BART/Quarry Lakes corridor and into Union City. The study should examine opportunities to connect with the Expanding Regional Trail Connectivity Trail Options in Niles Canyon study, prepared by the East Bay Regional Parks District (EBRPD).
Other Utility Corridors and Existing Trails and Linear Parks
Utility corridors can provide great opportunities for new trails in the heart of cities and developed neighborhoods. Figure 5-1 identifies opportunities future trail facilities along existing utility corridors. These opportunity corridors include: Hetch Hetchy, Alameda County Flood Control Channels, and PG&E Utility Corridor. These proposed trails would be vetted through the comprehensive trail feasibility study and would require significant stakeholder outreach and capital costs to implement and maintain. The Hetch Hetchy right-of-way has both an East-West and North-South alignment. The East-West alignment runs between Mission Boulevard (SR-238) west of Driscoll Road and I-880/Mowry Avenue/Farwell Drive. The North-South portion of the Hetch Hetchy trail would start from Mission Boulevard (SR-238)/Palm Avenue and continue south, crossing I-680 east of Palm Avenue, passing west of Old Mission Park, and continuing through the Weibel neighborhood. The North-South alignment would cross I-680 again near Mission Boulevard (SR-238) and continue south through Plomosa Park to the border with Milpitas. The Alameda County Flood Control Channels trail starts northeast of the Blacow Road/Fremont Boulevard intersection, extends south, shifting to the west side of Fremont Boulevard around Fremont Boulevard/Auto Mall Parkway, and continues south to Cushing Parkway/I-880/Baylands. The PG&E Utility Corridor runs south of Doane Street starting west of Grimmer Boulevard and extending to I-680, adjacent the Cameron Hills area.
Fremont also has several other trails and linear parks that could become useful transportation corridors with upgrades and gap closures. These include the Mission Creek Trail, Sabercat Creek Trail, Cabrillo linear park, Brookvale linear park, Farwell linear park, and Northgate linear park.
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The Fremont Pedestrian Master Plan provided a preferred alignment for the Newark-Fremont Bay Trail gap closure.
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Figure 5-1: Comprehensive Trail Feasibility Study
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5.2 Dumbarton Bridge to Quarry Lakes Trail
The Dumbarton Bridge to Quarry Lakes Trail corridor will improve existing bikeways and close gaps to provide a continuous connection from the existing Dumbarton Bridge path to the Quarry Lakes Regional Park trails system. This will ultimately provide bicycle and pedestrian connections between the existing Bay Trail, communities on the peninsula (via the Dumbarton Bridge path), the future East Bay Greenway, and the future Niles Canyon Trail. Planned improvements include implementing paths and separated bikeways along portions of the corridor, coordinating with East Bay Regional Parks District to provide access through Ardenwood Historic Farm, and improving bicycle safety at the I-880/Route 84/Decoto Road. In the near term, green bike lanes will be installed at the interchange conflict areas. This project should be coordinated with the East-West Connector project. Note, that a Fremont-led scoping study for this corridor is completed and provides additional detail (see Dumbarton Bridge to Quarry Lakes Trail Study, 2018). In the five year time-frame, securing funding for engineering and environmental are important for setting up the long-term vision.
Issues and Opportunities
The issues and opportunities to be addressed in the project include:
• Repaving and maintenance needs along Marshlands Road, which will require coordination with Caltrans • Coordination with East Bay Regional Park District (EBRPD) to provide access through Ardenwood Historic Farm to extend operating hours of existing path, allowing commuters to use the facility, particularly in the winter when daylight hours are more limited • Connecting to existing Cabrillo and Brookvale Trail segments to provide neighborhood access • Using excess travel lane width to provide two-way separated bikeways on west side of Paseo Padre Parkway
Recommendations
Table 5-2 details the components of the project. Figure 5-2 maps the proposed projects.
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Table 5-2: Dumbarton Bridge to Quarry Lakes Trail
Location Location Description Proposed Project Time Frame
Dumbarton Bridge - • In the near-term, improve pavement quality and stripe as bicycle route Near-Term Marshlands Road Shoreline Path to Quarry Trail with green-back sharrows Path • Install Class I shared-use path and reduce travel lanes to fit path Long-Term
• Class I shared-use path ramping down from Toll Plaza Path to Quarry Quarry Road and Toll Plaza Path terminus to Paseo Road, on north side of Quarry Road, and on west side of Paseo Padre Paseo Padre Padre Parkway/Dumbarton Circle Parkway Long-Term Parkway intersection • Connect to existing shared-use path on Paseo Padre Parkway north of Dumbarton Circle
• Add Class IV separated bikeways with concrete or landscape buffer Near-Term Dumbarton Circle / Paseo Padre Parkway to • Install protected intersection at Dumbarton Circle and Paseo Padre Ardentech Court Ardentech Court cul-de-sac Parkway, tied into Quarry Trail extension and Paseo Padre Parkway Class II buffered bikeways Long-Term
• Connect Ardentech Court and Ardenwood Terrace by extending roadway underneath railroad tracks, per Capitol Corridor Vision Plan Ardentech Court to Ardenwod • Install Class IV separated bikeways and sidewalk through proposed Ardenwood TOD Long-Term Boulevard at Ardenwood Terrace Ardenwood transit-oriented development to Ardenwood Boulevard • Install protected intersection at Ardenwood Boulevard with bike signal phase to allow transition to path on east side of Ardenwood Boulevard
• Class I shared-use path, aligned closely to the EBRPD property line Ardenwood Historic Ardenwood Boulevard at • High visibility trail crossing at Lake Boulevard Farm/north side of Ardenwood Terrace to existing Medium-Term • Improve existing Ardenwood Farm path with amenities and lighting SR 84 Ardenwood Historic Farm Path • Work with EBRPD to provide access for commuters
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Table 5-2: Dumbarton Bridge to Quarry Lakes Trail
Location Location Description Proposed Project Time Frame
• In near-term, install Class I path with railing on the north side between I- Near-Term 880 SB and Cabrillo Drive • Install Class I path with landscape on the south side between Cabrillo Drive and Flood Control Path I-880 SB Off-Ramp to Cabrillo • In long-term, install two-way separated bikeway on the northside Decoto Road Drive and East to Flood Control • Consolidate westbound I-880 SB and NB On-Ramps with existing NB and Path SB Off-Ramp signal, respectively • Install protected intersection with bicycle signal phase at Canal Terrace / Cabrillo Drive • Install signalized trail crossing at Flood Control Path Long-Term
Flood Control Decoto Road to Fremont • Install Class I Shared-Use Path on north side of channel Long-Term Channel Boulevard
Fremont Unified • Class I shared-use path through FUSD Property Fremont Boulevard to Paseo School District • New traffic signal at Fremont Boulevard school entrance with trail Long-Term Padre Parkway (FUSD) Property crossing as south crosswalk
• Convert existing Class II bike lanes on East-West Connector to Class IV separated bikeway on west side of Paseo Padre Parkway Paseo Padre FUSD Path to Crandall Creek • Install protected intersection at Paseo Padre Parkway & East-West Parkway and East Long-Term Path Connector West Connector • Incorporate proposed eastbound Class II bicycle lane on East-West Connector with sidewalk and provide Class I path on south side
• New Class I shared-use path on the west side of Crandall Creek Crandall Creek to Quarry Lakes • East of the trail, upgrade East-West Connector to Class II bicycle lanes to Crandall Creek Path Drive/Quarry Lakes Regional Long-Term Class IV separated bikeway or Class I path to provide more direct access Park Intersection to Union City BART Station (not part of main trail alignment)
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Table 5-2: Dumbarton Bridge to Quarry Lakes Trail
Location Location Description Proposed Project Time Frame
• Upgrade existing shared-use path with smooth pavement through Quarry Lakes to Alameda Creek Trail Quarry Lakes Drive to Alameda • Upgrade Alameda Creek Trail eastbound to Mission Boulevard and Quarry Lakes & East Creek Trail then East via Alameda connect to East Bay Greenway and future Niles Canyon Trail Long-Term Bay Greenway Creek Trail to future Niles • Upgrade existing or install new path spurs to provide connections with Canyon Trail Mission Boulevard • Upgrade East Bay Greenway to Class IV separated bikeways or Class I shared use path
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Proposed Paseo Padre Parkway Cross-Section (with Near-Term Striped Buffer and Plastic Posts/Curbs) * Note: Street section shown is typical only and not indicative for entire segment.
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Figure 5-2: Dumbarton Bridge to Quarry Lakes Trail
Source: Dumbarton Bridge to Quarry Lakes Trail Study
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5.3 Central-Peralta
The Central-Peralta project will improve existing bicycle facilities on Central Avenue, Fremont Boulevard and Peralta Boulevard to provide an enhanced cross-town bikeway serving the Centerville and Glenmoor neighborhoods. This corridor provides connections to the Fremont ACE/Amtrak and future improved connections to the Alameda Creek Trail, and, in the long term, the Niles neighborhood. The project will implement separated bikeways, neighborhood bikeway crossing improvements, and protected intersections. Green bike lanes will be installed at intersection conflict areas. The projects along Peralta Boulevard and this portion of Fremont Boulevard are per the SR 84 Relinquishment Study.
Issues and Opportunities
The issues and opportunities to be addressed in the project include:
• High vehicle speeds on Central Avenue and Peralta Boulevard • Consider road diet on Central Avenue between I-880 to Fremont Boulevard from four lanes to two lanes • Irregular cross-sections on Peralta Boulevard that create unclear expectations between drivers and bicyclists • Pinchpoint on Central Avenue cross-section as it approaches Fremont Boulevard • Frequent driveways on Central Avenue • No dedicated bicycle facilities on Peralta Boulevard between Fremont Boulevard and Mowry Avenue, and on Central Avenue between Maple Street to Fremont Boulevard • Opportunity to upgrade the existing Central Avenue bicycle lanes between I-880 overcrossing and Maple Street • Large slip lanes at some intersections, such as Central Avenue/Blacow Road and Mowry Avenue/Peralta Boulevard • Opportunities to coordinate bicycle improvements with pedestrian improvements, such as sidewalk gap closures on Peralta Boulevard and crosswalk enhancements • Residential parking on most of Central Avenue • Peralta Boulevard is currently part of SR 84 and relinquishment to City of Fremont control is planned
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• SR 84 Relinquishment Study recommended improvements on this portion of Fremont Boulevard and Peralta Boulevard, including concept plans and cross-sections
Recommendations
Table 5-3 details the components of the project. Figure 5-3 maps the proposed projects.
Table 5-3: Central-Peralta Recommendations
Location Location Description Proposed Project Time Frame
• Install 7’ parking lane and 6’ Class II buffered bicycle lanes with 3’ buffer through narrowing travel lanes to 10’ • Consider removing a travel lane in each direction on Central Near-Term (Fremont Avenue to allow for enhanced sidewalk/streetscape and Boulevard to Blacow landscape median islands for bicycle lane Road) City border with Newark to • Between Maple Street and Fremont Boulevard, remove second Central Avenue Fremont Boulevard eastbound travel lane to provide width for separated bikeway • Install protected intersection treatment southbound at Fremont Boulevard and install bike box ahead of eastbound through-right Medium/Long-Term lane to give bicyclists a head start and fewer right-turn conflicts
• Install protected intersection at Blacow Road intersection Long-Term
• Intersection improvements at Peralta Boulevard per SR 84 Central Avenue to Peralta Fremont Boulevard Relinquishment Study Near-Term Boulevard • Convert existing buffered bicycle lanes into separated bikeways
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Table 5-3: Central-Peralta Recommendations
Location Location Description Proposed Project Time Frame
• Repurpose travel lanes to create a consistent three-lane cross- section based on low traffic volumes per SR 84 Relinquishment Study • Install sidewalk improvements and green infrastructure improvements (in long-term) per SR 84 Relinquishment Study • Install Class II buffered bicycle lanes Medium-Term Maple Street/Fremont • At intersection with Mowry Avenue remove the over-sized right- Peralta Boulevard Boulevard to Mowry Avenue turn slip lanes, replacing the signal with a roundabout, OR redesign to right-size the intersection for the neighborhood and repurpose as public park space per SR 84 Relinquishment Study • Provide bike connection from Peralta Blvd to Amtrak/ACE station
• Install separated bikeways per Alameda CTC Countywide Long-term Multimodal Arterial Plan
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Central Avenue Proposed Separated Bikeway Cross-Section (with Long-Term Raised Median Islands or road diet from four lanes to two vehicle lanes) * Note: Street section shown is typical only and not indicative for entire segment.
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Figure 5-3: Central-Peralta Proposed Project
Note: figure depicts medium-term facility type for Peralta Blvd; long-term proposed facility is Class IV separated bikeway.
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5.4 Walnut-Sundale
The Walnut-Sundale project will provide separated bikeways on Walnut Avenue and neighborhood bikeway connections along Sundale Drive and Coco Palm Drive to Blacow Road. The project will provide continuous connections between Mission Boulevard (SR 238) and Blacow Road, serving the Cherry/Guardino, City Center, and Sundale neighborhoods. The project will upgrade the existing bicycle lanes on Walnut Avenue to provide a safe biking route to the Fremont BART Station and the City Center area. It will also install protected intersections at Fremont Boulevard, Paso Padre Parkway, Civic Center Drive, and Guardino Drive to improve safety at existing large intersections with right-turn slip lanes and install green bike lanes at intersection conflict areas. Neighborhood bikeway connections will provide a connection to schools in the Sundale neighborhood.
Issues and Opportunities
The issues and opportunities to be addressed in the project include:
• Coordinate with BART to improve bicycle access between the proposed separated bikeway, the fare gate, and bicycle parking areas on both sides of the Fremont BART Station • Improve pedestrian and bicycle access from Walnut Avenue to the Fremont BART station through new and enhanced crossing • Existing slip lanes at major intersections on Walnut Avenue require modification or removal to install protected intersections or other protected bikeway treatments at intersections • Existing speed lumps on Sundale Drive already provide traffic calming measures along the proposed neighborhood bikeway • With major commercial driveways on Walnut Avenue, address driveway conflicts through conflict zone striping, raised islands, and uncontrolled crossing treatments
Recommendations
Table 5-4: details the components of the project. Figure 5-4 maps the proposed projects.
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Table 5-4: Walnut-Sundale Recommendations
Location Location Description Proposed Project Time Frame
• Install separated bikeways/raised bikeways Near-Term • Install crosswalk with flashing beacon at West BART Driveway/trail intersection
Walnut Mission Boulevard (SR 238) to • Install protected intersections at Guardino Drive per City’s concept drawings Medium-Term Avenue Parkhurst Drive
• Install protected intersections at Fremont Boulevard, Paseo Padre Parkway, and Civic Medium/Long-Term Center Drive
Parkhurst Walnut Avenue to Sundale • Install neighborhood bikeway Near-Term Drive Drive • Consider traffic calming improvements such as speed tables
• Install neighborhood bikeway • Provide safe routes to school access to Brier Elementary School and consider traffic Sundale Parkhurst Drive to Coco Palm calming improvements along the school frontage Near-Term Drive Drive • Consider traffic calming improvements such as speed tables • Consider traffic circles at Logan Drive and Coco Palm Drive
• Install neighborhood bikeway Near-Term • Consider traffic calming improvements such as speed tables Coco Palm Sundale Drive to Blacow Road Drive • Provide a protected intersection in coordination with Blacow Road corridor project Long-Term
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Walnut Avenue Proposed Cross-Section (with Long-Term Median Islands and/or use of raised bike lanes) * Note: Street section shown is typical only and not indicative for entire segment.
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Figure 5-4: Walnut-Sundale Proposed Project
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5.5 Grimmer
The Grimmer project will upgrade the existing bicycle lanes on Grimmer Boulevard to separated bikeways along the corridor, which connects City Center and Fremont Central Park to the Irvington area, Warm Springs BART Station, and Warm Springs Innovation District. The project will install numerous protected intersections and neighborhood bikeway crossing treatments to support broader all ages and abilities network connections; green bike lanes will be installed at intersection conflict areas. The project will close existing gaps in the bicycle network through the Warm Springs area through planned development and roadway reconfigurations to ultimately provide a connection to Mission Boulevard.
Issues and Opportunities
Some of the issues and opportunities to be addressed in the project include:
• High posted speed limit of 35-40 MPH requires separated bikeway to be part of the all ages and abilities network • Existing bicycle lanes for much of the corridor, but primarily serve experienced bicyclists • Slip lanes at some major intersections require removal or modification to improve bicycle safety and provide separated bikeway protection through interchange • Many neighborhood bikeways intersect the proposed route and enhancements can be installed to facilitate crossings • Planned development projects in the Warm Springs area will widen portions of Grimmer Boulevard to provide separated bikeways and protected intersections • As a primary access route to the Warm Springs BART Station, provide good access between separated bikeways, fare gate, and bicycle parking areas on BART property
Recommendations
Table 5-5 details the components of the project. Figure 5-5 maps the proposed projects.
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Table 5-5: Grimmer Recommendations
Location Location Description Proposed Project Time Frame
• Install bike lanes in both directions • Work with community to extend No Stopping restrictions to 24-hours where Near-Term Paseo Padre Parkway to Grimmer applicable Fremont Boulevard Boulevard (North) • Install protected intersections at Paseo Padre Parkway and Fremont Boulevard (north) Long-Term • Install multi-use path along north side of road as part of Grimmer Greenway project
• Install separated bikeways in both directions through narrowing lanes to 10-11’ feet with 7’ bicycle lane and 3’ buffer • Work with community to extend No Stopping restrictions to 24-hours where Fremont Boulevard applicable Near-Term Grimmer (North) • Install bicycle boulevard crossing improvements at Valpey Park Avenue, Seneca Boulevard to Fremont Boulevard Park Avenue, Doane Street/Yellowstone Park Drive, Technology Drive/Enterprise (South) Street, and Business Center Drive
• Install protected intersections at Blacow Road, Auto Mall Parkway, and Fremont Long-Term Boulevard (south)
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Table 5-5: Grimmer Recommendations
Location Location Description Proposed Project Time Frame
• Install planned bikeway improvements per the City’s Warm Springs development concept plans6: • Install two-way separated bikeway on south side of Grimmer Boulevard between Wisdom Road and Warm Springs Boulevard • Install EB one-way separated bikeway between Fremont Boulevard (south) Fremont Boulevard Grimmer and Wisdom Road (South) to Warm Springs Near-Term to Long-Term Boulevard • Install WB buffered bicycle lanes between Fremont Boulevard (South) to Boulevard Warm Springs Boulevard • In the long term, install protected intersections at Wisdom Road, Insight Street, and Quantum Drive/Old Warm Springs intersections as part of the new Development. • In long term, convert buffered bicycle lanes to separated bikeway
• In the near-term, coordinate with the Toll Brothers Development to convert existing bicycle lanes to separated bikeways by narrowing lanes to 10’ to 11’ and Grimmer Warm Springs Boulevard installing 6’ bicycle lanes with 2’ buffer. Near-/Medium-Term Boulevard to Paseo Padre Parkway • On Grimmer Boulevard between I-680 and Paseo Padre, convert existing 12’-13’ vehicle lanes with 7’ bike lanes to 10’-11’ vehicle lanes and install 6’ separated bikeways with 3’ buffer
• Install neighborhood bikeway treatments Grimmer Paseo Padre Parkway to • Consider installing additional speed tables east of Fred E. Weibel Elementary Near-Term Boulevard Mission Boulevard School to Mission Boulevard • Provide neighborhood bikeway crossing treatment at Mission Boulevard
6 Cross-section is typical for the corridor and may not be feasible for the entire corridor 109
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Grimmer Boulevard Proposed Cross-Section (with Long-Term Median Islands) * Note: Street section shown is typical only and not indicative for entire segment.
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Figure 5-5: Grimmer Proposed Project
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5.6 Fremont-Washington
The Fremont-Washington project will convert existing bicycle facilities on Fremont Boulevard and Washington Boulevard to separated bikeways to create a low-stress, north-south bike facility that connects the Centerville neighborhood and ACE/Amtrak station to Downtown, the Irvington neighborhood and the planned Irvington BART Station, as well as the Mission neighborhood (including Ohlone College) and open space east of the City. The project will also install intersection modifications (e.g., green bike lanes at intersection conflict areas) along the corridor to further improve bicycle safety and create a low-stress bikeway.
Issues and Opportunities
The issues and opportunities to be addressed in the project include:
• High vehicles speeds – speed limits of 40 MPH on some portions of corridor • Wide cross-section with many travel lanes • Slip lanes located at many intersections throughout corridor • Connections to local schools (American High School, Washington High School, Centerville Junior High School, etc.) • On-street parking allowed in some areas today • Connections to Amtrak/ACE Train Station and AC Transit bus stops along the corridor
Recommendations
Table 5-6 details the components of the project. Figure 5-6 maps the proposed projects.
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Table 5-6: Fremont-Washington Recommendations
Location Location Description Proposed Project Time Frame
• Convert existing bicycle lanes to separated bikeways through lane narrowing to Near-Term 10’ to 11’ to provide 7’ bicycle lanes and 3’ buffer
• Where parking is allowed, flip bicycle lane and parking lane and narrow lanes to Paseo Padre Parkway to 10’ to 11’ to provide 7’ bicycle lanes and parking zone as buffer, and 3’ buffer for Fremont Boulevard Alder Avenue door zones • Install protected intersections at Paseo Padre Parkway and Decoto Road Medium-/Long-Term • Install neighborhood bikeway crossing treatments • Remove slip lanes at Tamayo Street and consider protected intersection • Install bus boarding islands at bus stops
• Provide buffered bicycle lanes to Peralta Boulevard per SR 84 Relinquishment Study Medium-Term Alder Avenue to Peralta • Provide intersection improvements per SR 84 Relinquishment Study Fremont Boulevard Boulevard • Convert buffered bicycle lanes into separated bikeways where feasible Long-Term
• Provide separated bikeways through removing parking or narrowing median Peralta Boulevard to Medium-Term/Long- Fremont Boulevard • Provide intersection improvements per SR 84 Relinquishment Study Eggers Drive Term • Install protected intersection corner and bike box at Central Avenue
• Where parking is allowed, flip bicycle lane and parking lane and narrow lanes to 10’ to 11’ to provide 7’ bicycle lanes and parking zone as buffer, and 3’ buffer for Eggers Drive to Mowry door zones Fremont Boulevard Near-Term Avenue • If parking protected bike lane is infeasible, narrow lane widths to 10’ and provide buffer for existing bicycle lanes • Provide neighborhood bikeway crossing improvements at Eggers Drive
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Table 5-6: Fremont-Washington Recommendations
Location Location Description Proposed Project Time Frame
• Install protected intersection at Country Drive (Long-term) and Mowry Avenue (Medium-term) Medium-/Long-Term • Install bus boarding islands at bus stops
Mowry Avenue to • Install separated bikeways per Fremont HSIP Grant Concepts through narrowing Fremont Boulevard Near-Term Mission View Drive lanes to 10’-11’ and providing a 7’ bicycle lane and 3’ buffer
• Provide protected intersections at Mowry Avenue, Capitol Avenue, Beacon Avenue, Bidwell Drive, Sundale Drive, Walnut Avenue, and Stevenson Blvd • Install bus boarding islands at bus stops Medium-/Long-Term • Install neighborhood bikeways on frontage roads, including ramps/cut-throughs connecting the separated bikeway and neighborhood bikeway
• Install neighborhood bikeways on frontage roads, including ramps/cut-throughs connecting the separated bikeway and neighborhood bikeway • Install neighborhood bikeway crossing improvements at Mission View Drive and Margery Drive, including punch through for bicycle/pedestrian access to the Near-Term frontage road Mission View Drive to Fremont Boulevard • Narrow intersection at Eugene Street, remove slip lanes, and provide Eugene Street neighborhood bikeway crossing treatments to connect to dedicated bicycle facilities south of the intersection
• Work with adjacent property owners to connect east side neighborhood bikeway by widening sidewalk to 10’ to create a Class I path through narrowing lanes to Long-Term 10’-11’ between St. Leonards Way and Copeland Lane
Eugene Street to Union • Install separated bikeway through lane narrowing to 10’-11’ to provide 6’-7’ Fremont Boulevard Near-Term Street bicycle lane and 3’ buffer, typically
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Table 5-6: Fremont-Washington Recommendations
Location Location Description Proposed Project Time Frame
• Between Eugene Street and Grimmer Boulevard, remove NB right-turn lane and one SB travel lane to provide separated bikeway with 7’ bicycle lane and 3’ buffer • Between Grimmer Boulevard and James Avenue, remove one of the two left-turn lanes or provide bicycle lane only Medium-/Long-Term • Install protected intersection at Grimmer Boulevard • Just north of Union Street, remove existing median to provide separated bikeway and install protected right-turn and bicycle signal to protected the separated bikeway from right-turns onto Bay and Union Streets
Union Street to Blacow Fremont Boulevard • Install separated bikeways Near-Term Road
Blacow Road to I-880 Fremont Boulevard • Install separated bikeways per Alameda CTC Countywide Multimodal Arterial Plan Long-Term Northbound on-ramp
I-880 Northbound on- • Install bicycle lanes and interchange treatments to improve bicycle safety Fremont Boulevard ramp to Cushing Long-Term through the interchange Parkway
Cushing Parkway to Fremont Boulevard • Install separated bikeways per Alameda CTC Countywide Multimodal Arterial Plan Long-Term Milpitas City Limit
• Install separated bikeway through lane narrowing to 10’-11’ to provide 6’-7’ Near-Term Union Street Roberts bicycle lane and 3’ buffer, typically Washington Boulevard Avenue • Remove or signalize the NB slip lane at Fremont Boulevard/Union Street
• Buffer width would reduce to less than 3’ mid-block due to existing roadway Medium-Term pinch point, which can be addressed through future project design
• Install separated bikeway through narrowing travel lane widths to 10’-11’ and Roberts Avenue to Olive Washington Boulevard providing 6’-7’ bicycle lane and 3’ buffer Near-Term Avenue • Shorten the eastbound right turn pocket at Olive Avenue
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Table 5-6: Fremont-Washington Recommendations
Location Location Description Proposed Project Time Frame
• Install buffered bicycle lanes northbound due to emergency vehicle clear widths with required between median and parking through lane narrowing to 10’. Olive Avenue to Washington Boulevard Provide 2’ buffer, 6’ bicycle lane, and 8’ parking. Near -Term Meredith Drive • Install separated bikeway southbound through narrowing lanes to 10’ and providing 6’ bicycle lane and 2’ buffer
• Install buffered bicycle lanes through narrowing lane widths to 10’-11’ and providing 7’ bicycle lanes and 3’ buffer • Narrow intersections and install bicycle interchange crossing improvements at I- Near-Term Meredith Drive to Paseo Washington Boulevard 680 Ramps. Reconfigure NB Off-Ramp in long-term to remove the pork chop Padre Parkway and bring the right-turns under signal control
• Realign ramps and install raised, protected bikeway through interchange area per Long-term I-680 interchange improvements scoping study
• Install buffered bicycle lanes • Install protected intersection at Paseo Padre Parkway Paseo Padre Parkway to Washington Boulevard • Install neighborhood bikeway crossing improvements at Palm Avenue Near-Term Gallegos Avenue • Install crosswalk enhancements at existing uncontrolled crosswalks and reduce curb radii
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Table 5-6: Fremont-Washington Recommendations
Location Location Description Proposed Project Time Frame
• Install buffered bicycle lanes through reducing the number of travel lanes to three-lanes in order to preserve existing residential parking. Provide 7’ bicycle lanes with 3’ buffers • Reduce curb radii at side streets using paint and delineators • Close bicycle lane gap EB between Ellsworth Street and Mission Boulevard through narrowing lanes to 10' Gallegos Avenue to Washington Boulevard • Close bicycle lane gap WB between Starr Street and 200’ west of Starr Street to Near-Term Mission Boulevard prohibit parking during the day • Provide intersection improvements at Mission Boulevard to improve bicycle safety and comfort using signing and striping in near-term (e.g. bike box, bicycling striping through intersection) • In long-term or with grant funding identify if protected intersection at Mission Boulevard is feasible
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Proposed Fremont Boulevard Protected Intersection and Separated Bikeway Design at Mowry Avenue per the City’s Successful HSIP Grant Application
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Figure 5-6: Fremont Proposed Project
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5.7 Niles-City Center-Mission
The Niles-City Center-Mission project will install new bicycle facilities or improve existing facilities on Peralta Boulevard, Mowry Avenue, Civic Center Drive and Mission Boulevard, as well as on connectors to the Alameda Creek Trail through Central Park and on Mission Creek Trail to create a contiguous north-south bikeway facility across the City. The project will connect the Niles and Mission neighborhoods (including Ohlone College) to the Union City BART Station and the Fremont BART Station and provide connections to the Alameda Creek Trail, the East Bay Greenway, Quarry Lakes Regional Recreational Area and Central Park. The project will also install protected intersections at Walnut Avenue, Bart Way, Mowry Avenue and Civic Center Drive/Stevenson Boulevard and install green bike lanes at intersection conflict areas to further improve bicycle safety and create a low- stress bikeway.
Issues and Opportunities
The issues and opportunities to be addressed in the project include:
• Gaps exist between current bikeway facilities along this corridor o Between Quarry Lakes Regional Park and Fremont BART o Between Mission San Jose Park and Mission Boulevard • Coordination and agreement with Alameda County Flood Control and Water Conservation District (ACFCWCD) to extend the trail along Mission Creek • Coordination with Caltrans required for improvements on Mission Boulevard (SR 238) • When cars are parked Mission Boulevard is narrow for bicycle use (between Washington & Anza Pine)
Recommendations
Table 5-7 details the components of the project. Figure 5-7 maps the proposed projects.
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Table 5-7: Niles-City Center-Mission Recommendations
Location Location Proposed Project Time Frame Description
• Install neighborhood bikeway on Shinn Street with traffic calming Shinn Street/Connection to Peralta Boulevard to Medium-Term (Shinn Street) • Study and build a bicycle/pedestrian bridge over Alameda Creek Alameda Creek Trail Von Euw Common Long-Term (Bridge) to the Alameda Creek Trail to provides access from the Niles neighborhood, including path spur from the end of Shinn Street
• Install separated bikeway per SR 84 Relinquishment Shinn Street to • Install neighborhood bikeway crossing treatment at Shinn Street Peralta Boulevard Medium-Term Mowry Avenue • Install green bike lanes at intersection conflict points • Install sidewalk and green infrastructure
• Reconfigure Mowry/Peralta intersection to reduce size or convert to roundabout and consider protected intersection per SR 84 Relinquishment Study • Convert existing bicycle lanes to separated bikeways through narrowing lanes to 10’-11’ and providing 7’ bicycle lane with 3’ buffer Peralta Boulevard to Mowry Avenue • Enhance existing uncontrolled crosswalks at Bonner Avenue and Near-Term Civic Center Drive Vancouver Green • Install protected intersection at Civic Center Drive (Medium- /Long-Term) • Narrow lanes to 10’ and install 5’ parking-separated bikeway with 3’ buffer Consider removing parking between Civic Center Drive and Parkside Drive.
Mission Boulevard • Install separated bikeways per Alameda CTC Countywide Mowry Avenue Long-Term to Farwell Drive Multimodal Arterial Plan
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Table 5-7: Niles-City Center-Mission Recommendations
Location Location Proposed Project Time Frame Description
• Complete road diet and install buffered bicycle lanes • Install new traffic signal at Civic Center Drive/Washington Hospital Driveway Mowry Avenue to • Enhance uncontrolled crosswalk at the Kaiser Driveway crosswalk Civic Center Drive Near-Term Central Park (recently completed with installation of rapid flashing beacon) • Install protected intersection at Walnut Avenue, Mowry Avenue, and Stevenson Boulevard • Provide wayfinding to Central Park paths
• Provide path connection between Civic Center Drive and existing Paths around Lake Central Park Central Park path system Medium-Term Elizabeth • Enhance existing trails with wayfinding and amenities
• Install Class I path from Palm Avenue to west of Mission Boulevard Gomes Park/Lemos • Install trail crossing with enhancements at Driscoll Road Mission Creek Trail Lane to I-680 SB • Install trail crossing with enhancements at Lemos Lane, Medium-Term On-Ramp connecting to Gomes Park • Provide connection between Trail and Mission Boulevard at the existing I-680 Ramp signal
• Install buffered bicycle lanes through lane narrowing to 10’-11’ to provide 6’-7’ separated bikeway with 3’ buffer • Provide bicycle crossings through I-680 Ramps, including green bike lanes treatments. In the long-term, reconfigure the NB On- I-680 SB Ramps to Mission Boulevard Ramp to square up the ramp and bring into the existing NB Off- Medium-Term Mill Creek Road Ramp signal. • Evaluate to install protected right-turn signal phase at the SB On-Ramp and provide bicycle signal if warranted • Coordinate with Caltrans
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Table 5-7: Niles-City Center-Mission Recommendations
Location Location Proposed Project Time Frame Description
• Convert existing bicycle lanes to buffered bicycle lanes through Mill Creek Road to removal of existing two-way left-turn lane Mission Boulevard Medium-Term Pine Street • Install neighborhood bikeway crossing improvements at Starr Street/Mill Creek Road
• Install parking separated bikeways through removal of two-way left-turn lane and narrowing lanes to 10-11’. Maintain left-turn Pine Street to Mission Boulevard pockets at key intersections by dropping parking. Medium-Term Grimmer Boulevard • Install protected intersection at Washington Boulevard and Witherly Lane
• Install parking separated bikeways through removal of two-way left-turn lane and narrowing lanes to 10-11’. Maintain left-turn Medium-Term Grimmer Boulevard pockets at key intersections by dropping parking. Mission Boulevard Paseo Padre Parkway • Install separated bikeways per Alameda CTC Countywide Long-Term Multimodal Arterial Plan
Paseo Padre • Install separated bikeways per Alameda CTC Countywide Mission Boulevard Parkway to Warm Long-Term Multimodal Arterial Plan Spring Boulevard
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Proposed Mission Boulevard Cross-Section (with Long-Term Raised Median Islands)
* Note: Street section shown is typical only and not indicative for entire segment.
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Figure 5-7: Niles-City Center-Mission Proposed Project
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5.8 Warm Springs
The Warm Springs project will convert existing bicycle facilities on Warm Springs Boulevard to separated bikeways to create a low-stress, North- South bicycle facility that connects the Warm Springs BART Station to Milpitas. The project will also install intersection improvements throughout (e.g., green bike lanes at intersection conflict areas) as well as a neighborhood bikeway crossing treatment (e.g., rectangular rapid flashing beacons (RRFBs) with refuge and crosswalks) to further improve bicycle safety and create a low-stress bikeway.
Issues and Opportunities
The issues and opportunities to be addressed in the project include:
• High vehicle speeds with limited traffic control • Wide four- to seven-lane cross-section south of Brown Road • Many commercial driveways south of Mission Boulevard (SR 262) • Tree root growth with uneven surface in existing bicycle lanes • Community-concerns of debris and maintenance issues • Provides access to Warm Springs BART Station, Warm Springs employment centers, and residential and commercial areas to the south • Continued industrial uses between Grimmer Boulevard and Mission Boulevard (SR 262) result in heavy truck traffic
Recommendations
Table 5-8 details the components of the project. Figure 5-8 maps the proposed project.
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Table 5-8: Warm Springs Recommendations
Time Location Location Description Proposed Project Frame
• In the near-term, install delineators in existing buffered bikeways Warm Springs Grimmer Boulevard to • In the long-term, construct one-way separated bikeway in each direction with protected Medium- Boulevard Mission Blvd (SR 262) intersections at Grimmer Boulevard and intersection improvements throughout Term • Install green bike lanes at intersection conflict areas
• Install separated bikeway (paint and delineators) through narrowing travel lanes to 10’-11’ and providing 7’ separated bikeway with 3’ buffer, the wider 11’ drive lanes should be the outside Near-Term Warm Springs Mission Blvd (SR 262) to travel lane Boulevard City border with Milpitas • Install neighborhood bikeway crossing treatments at Lippert Avenue, Starlite Way, and Medium- Tonopah Drive Term • Install green bike lanes at intersection conflict areas
Warm Springs Grimmer Boulevard to • Install separated bikeways with raised medians Long-term Boulevard Milpitas Border • Install protected intersections at Warren Avenue and Kato Road/Scott Creek Road
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Warm Springs Proposed Cross-Section (with Long Term Median Islands) * Note: Street section shown is typical only and not indicative for entire segment.
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Figure 5-8: Warm Springs Proposed Project
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5.9 Stevenson
The Stevenson project will convert existing bicycle facilities on Stevenson Boulevard between Fremont Boulevard and Mission Boulevard to separated bikeways to create a low-stress, east-west bike facility that runs along the south side of the Downtown and provides access to Central Park. The project will also install protected intersections at Civic Center Drive and Paseo Padre Parkway and install green bike lanes at intersection conflict areas to further improve bicycle safety and create a low-stress bikeway.
Issues and Opportunities
The issues and opportunities to be addressed in the project include:
• High vehicle speeds during the off-peak • High vehicle volumes during peak periods • Frontage roads with fronting single-family residential are present for some portions of the corridor • Existing bicycle lanes end at Fremont Boulevard • Difficult bicycle turning movements at many large intersections, such as Mission Boulevard (SR 238), due to double-turn pockets and, in some cases, slip lanes
Recommendations
Table 5-9 details the components of the project. Figure 5-9 maps the proposed projects.
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Table 5-9: Stevenson Recommendations
Location Location Description Proposed Project Time Frame
• Convert existing bicycle lanes to separated bikeways through narrowing travel lanes to 10’-11’ and providing 7’ separated bikeway with 5’ buffer • Install protected intersections at Fremont Boulevard (Medium-Term) Near-Term and • Install a neighborhood bikeway crossing improvements at Liberty Street and Galludet Medium-Term Stevenson Mission Boulevard (SR 238) to Drive Boulevard Fremont Boulevard • Install green bike lanes at intersection conflict areas
• Install protected intersections at Guardino Road, Paseo Padre Parkway, and Civic Center Long-Term Drive
• Install bicycle lanes on Stevenson and install neighborhood bikeway treatments, including sharrows, on the frontage roads with traffic calming, wayfinding, and neighborhood bikeway crossing improvements at each intersection Near-Term Stevenson Fremont Boulevard to Sundale • Install neighborhood bikeway crossing improvements across Stevenson Boulevard at Boulevard Drive Farwell Drive and Sundale Drive • Install green bike lanes at intersection conflict areas
• Install separated bikeway by narrowing the median island Long-Term
Stevenson • Designate sidewalk as multi-use sidewalk; where feasible, widen sidewalk Medium/Long- Sundale Drive to Blacow Road Boulevard • Install protected intersection at Blacow Road Term
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Proposed Stevenson Boulevard Separated Bikeway Cross-Section (with Long-Term Raised Median Islands) * Note: Street section shown is typical only and not indicative for entire segment.
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Figure 5-9: Stevenson Proposed Project
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5.10 Paseo Padre
The Paseo Padre project will convert existing bicycle facilities on Paseo Padre Parkway to separated bikeways to create a low-stress, north-south bike facility across the City between Peralta Boulevard and Driscoll Road, which is located just south of the proposed East Bay Greenway. The new facility will connect the Centerville and Downtown areas to Central Park and the East Bay Greenway. The project will also install protected intersections at Walnut Avenue and Stevenson Boulevard and install green bike lanes at intersection conflict areas to further improve bicycle safety and create a low- stress bikeway.
Issues and Opportunities
The issues and opportunities to be addressed in the project include:
• High vehicle speeds during off peak hours • Wide four- to six-lane cross-section • Some missing/malfunctioning bicycle detection along corridor • Access to Washington High School • Existing bicycle lanes often drop near large intersections to add additional car capacity, such as the intersection at Mowry Avenue • Gaps in bike lanes in southbound direction between Eggers Drive and Country Drive and along Fremont Central Park
Recommendations
Table 5-10 details the components of the project. Figure 5-10 maps the proposed projects.
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Table 5-10: Paseo Padre Recommendations
Location Location Description Proposed Project Time Frame
• Convert bicycle lanes to separated bikeways through narrowing travel lanes to 10’-11’ and providing a 7’ separated bikeway and 5’ buffer • Install neighborhood bikeway crossing improvements at Eggers Drive, Parkside Drive, and Near-Term Mission View Drive • Provide trail crossing connections to future East Bay Greenway Paseo Padre Peralta Boulevard to • Install green bike lanes at intersection conflict areas Parkway Driscoll Road • Where parking is allowed and space is constrained, typically where residential fronts the corridor, reduce median width or provide time-of-day parking restrictions to allow overnight parking Medium- to Long-Term • Install protected intersections at Peralta Boulevard, Mowry Avenue, Capitol Avenue, Gateway Plaza/BART Way Extension, Walnut Avenue, Stevenson Boulevard, Grimmer Boulevard, and Driscoll Road
Paseo Padre Newark City limit to • Install separated bikeways per Alameda CTC Countywide Multimodal Arterial Plan Long-Term Parkway Peralta Boulevard
Proposed Paseo Padre Parkway Separated Bikeway (with Near-Term Painted Buffer and Plastic Posts/Curbs) * Note: Street section shown is typical only and not indicative for entire segment.
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Figure 5-10: Paseo Padre Proposed Project
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5.11 Opportunistic Low Stress Bikeway Projects
In addition to those projects, there are several additional low-stress bikeway projects not located in an AAA corridor that can be implemented in the next five years, as listed in Table 5-11.
Table 5-11: Additional Near-Term Low-Stress Bikeway Projects
Street Name Start End Miles
Separated Bikeways - separated bikeways will provide physical separation with use of delineators, curbs, planters and / or parking, and green bike lanes markings at the conflict areas & intersection approaches.
Blacow Road Omar Street/ Robin Street Fremont Boulevard 0.79
Mowry Avenue Peralta Boulevard Blacow Road 2.45
Liberty Street Beacon Avenue Sundale Drive 0.23
Sundale Drive Liberty Street Fremont Boulevard 0.32
Niles Boulevard (consider road diet) Niles Bridge Hillview Drive 1.1
E. Warren Avenue (consider road diet) Curtner Road Fernald Street 0.81
Buffered Bike Lanes - new bike lanes will include a striped buffer (typically 3ft) between vehicle lane and bicycle lane, without vertical elements/raised protection.
Guardino Drive Mowry Avenue Stevenson Boulevard 0.95
Mission Boulevard (SR Driscoll Road Washington Boulevard 1.40 238)
Country Drive (consider road diet) Fremont Boulevard Paseo Padre Parkway 0.51
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Table 5-11: Additional Near-Term Low-Stress Bikeway Projects
Street Name Start End Miles
Paseo Padre Parkway (consider road diet) Driscoll Road Washington Boulevard 1.10
Paseo Padre Parkway (consider road diet) Mission Boulevard Curtner Road 0.59
Liberty Street Capitol Avenue Stevenson Boulevard 0.48
Hastings Street Mowry Avenue Capitol Avenue 0.11
State Street Mowry Avenue Beacon Avenue 0.29
Beacon Street Liberty Street Fremont Boulevard 0.32
Bart Way Civic Center Drive BART Station 0.12
Argonaut Way Mowry Avenue Walnut Avenue 0.40
Peralta Avenue Fremont Boulevard Dusterberry Way 0.35
Class II Bike Lanes – dedicated bicycle space denoted by two white stripes on the street
Blacow Road Thornton Avenue Central Avenue 0.49
Omar Street / Robin Blacow Road Central Avenue 2.71 Street
Mowry Avenue Blacow Road Farwell Drive 1.27
Neighborhood Bikeways - typically consisting of traffic calming elements (ie: speed lumps), way finding signage and high visibility bikeway pavement markings.
Omar Street / Robin Blacow Frontage Roads Central Avenue 2.71 Street
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Table 5-11: Additional Near-Term Low-Stress Bikeway Projects
Street Name Start End Miles
Country Drive Paseo Padre Parkway Mowry Avenue 0.35
Eggers Drive Paseo Padre Parkway Blacow Road 1.52
Hastings Street Eggers Drive Mowry Avenue 0.62
Logan Drive/Boone Drive/Besco Drive Central Avenue Stevenson Boulevard 2.13
Mission View Drive Paseo Padre Parkway Fremont Boulevard 0.49
Main Street East Bay Greenway Union Street 0.28
Mattos Road/Glenview Drive/Sutter Drive Glenmoor Drive Sundale Drive 1.40
Boone Drive Wheeler Drive Blacow Road 0.40
Roberts Ave/Main Street/Lincoln Street/Union Street High Street Delaware Drive 1.50
High Street East Bay Greenway Grimmer Blvd 0.50
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5.12 Freeway Interchanges, Bridges, and Spot Improvement Projects
Freeway interchanges, bicycle and pedestrian bridges, and spot improvement projects cover bicycle and pedestrian improvements at barriers in the bikeway network. This includes all freeway interchanges in the City, including I-680, I-880, and SR-84. Rail crossings are another barrier, including both at grade crossings as well as elevated tracks on trestle bridges, which can create pinch points in the biking and walking network traveling underneath. Table 5-12 details the components of this project.
See Appendix A Design Guidelines for more information regarding best practice improvements at freeway interchanges.
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Table 5-12: Freeway Interchanges, Bridges, and Spot Improvement Recommendations
Type Location Proposed Project Time Frame
• Identify near-term solution to help improve safety and comfort for bicyclists and pedestrians at intersections • Study preferred long-term solution and work towards funding the project. • Possible solutions include: o Upgrade interchange to square up all ramps to improve multimodal safety o Green skip striping for bicycle facilities through conflict zones o Site crosswalks to “split the difference” between the shortest crossing distance and slowest vehicle speed through the turn, where speed is lowest and visibility is highest Near-term All Freeway I-680, I-880, SR 84 o Provide multiple options for bicyclists to navigate through interchanges, Interchanges including separated bikeways on the street and enhanced crosswalks and bicycle ramps to allow bicyclists to use the sidewalk through the ramps o Enhance crosswalks with high-visibility crosswalk striping and consider lighted enhancements or signals where speeds, auto volume, and biking and walking demand are high o Add HOV lanes after the crosswalks to reduce the risk of multiple-threat collisions for bicyclists and pedestrians using the crosswalk
• Install preferred solutions Medium-/Long-term
• Study and design bicycle and pedestrian bridge at future Irvington BART station to connect proposed East Bay Greenway trail and Osgood Road as part of Irvington Future Irvington BART BART Station Area Plan Near-term Station Bridge Bicycle/ • Conduct scoping studies for bridges at I-880/Pacific Commons and I-680/Sabercat Pedestrian Trail Bridges • Environmentally clear and design bicycle and pedestrian bridge over I-880 near Tesla I-880 Bridge near Tesla Factory, to connect proposed East Bay Greenway trail between Landing Parkway and Medium-term Kato Road
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Table 5-12: Freeway Interchanges, Bridges, and Spot Improvement Recommendations
Type Location Proposed Project Time Frame
• Identify near-term solution to help improve safety and comfort for bicyclists and pedestrians at other barriers and pinchpoints Near-term E.g. underpass at railroad Other Barriers and • Study preferred long-term solution and work towards funding the project. trestle south of Stevenson Pinchpoints Boulevard • Install preferred solutions Medium-/Long-term
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