4.17 Transportation and Traffic

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1 Introduction This section describes the regulatory and environmental setting for transportation and traffic in the vicinity of ACEforward s near-term and longer-term improvements. It also describes the impacts on transportation and traffic that would result from implementation of ACEforward and mitigation measures that would reduce significant impacts, where feasible and appropriate. Appendix P, Supporting Information, contains additional technical information for this section. Additional consideration of transportation and traffic are presented in Section 4.15, Recreation, which describes impacts to pedestrian and bicycle trails, and Section 4.16, Safety and Security, which addresses impacts to emergency response. Cumulative impacts on transportation and traffic, in combination with planned, approved, and reasonably foreseeable projects, are discussed in Chapter 5, Other CEQA-Required Analysis Regulatory Setting This section summarizes federal, state, regional, and local regulations related to transportation and traffic and applicable to ACEforward Federal Federal Railroad Administration For projects related to grade crossings of railroad tracks, the Federal Railroad Administration (FRA) is focused upon issues of safety and design, not on traffic impacts affecting the intersections adjacent to these grade crossings. For this reason, there are no federal guidelines for traffic and transportation impacts affecting intersections near railroad crossings State The California Department of Transportation (Caltrans) is the state agency with primary oversight over state highway, bridge, and rail transportation planning, construction, maintenance and operation. Caltrans 2002 Guide for the Preparation of Traffic Impact Studies lays out the fundamental criteria and guidelines for conducting such studies. For highway level of service (LOS), Caltrans endeavors to maintain a target LOS at the transition between LOS C and LOS D on State highway facilities. (California Department of Transportation 2002) However, Caltrans recognizes that this may not always be feasible and invites lead agencies to consult with the agency to determine appropriate levels of service for particular state highway facilities Regional and Local The (SJRRC), a state joint powers agency, proposes improvements located within and outside of the Union Pacific Railroad (UPRR) right-of-way (ROW). The Interstate Commerce Commission Termination Act (ICCTA) affords railroads engaged in

2 interstate commerce 1 considerable flexibility in making necessary improvements and modifications to rail infrastructure, subject to the requirements of the Surface Transportation Board. ICCTA broadly preempts state and local regulation of railroads and this preemption extends to the construction and operation of rail lines. As such, activities within the UPRR ROW are clearly exempt from local building and zoning codes and other land use ordinances. ACEforward improvements outside of the UPRR ROW, however, would be subject to regional and local plans and regulations. Though ICCTA does broadly preempt state and local regulation of railroads, SJRRC intends to obtain local agency permits for construction of facilities that fall outside of the UPRR ROW even though SJRRC has not determined that such permits are legally necessary and such permits may not be required. Appendix H, Regional Plans and Local General Plans, provides a list of applicable goals, policies, and objectives from regional and local plans of the jurisdictions in which ACEforward improvements are proposed. Section 15125(d) of the CEQA Guidelines requires an EIR to discuss any inconsistencies between the proposed project and applicable general plans, specific plans, and regional plans. These plans were considered during the preparation of this analysis and were reviewed to assess whether ACEforward would be consistent 2 with the plans of relevant jurisdictions. ACEforward would be generally consistent with the applicable goals, policies, and objectives related to transportation and traffic identified in Appendix H. ACEforward affects regional and local roadway facilities in terms of intersections adjacent to current and future grade crossings. The ACEforward corridor pass through multiple regional, county, and city jurisdictions. Table provides a summary of the regional planning process; county and city general plans; local bicycle, pedestrian, and transit plans, and county codes that have been identified, reviewed, and considered for the preparation of this chapter. For a list of applicable transportation and traffic goals, policies, and objectives from these plans, please see Appendix H. Table Regional Plans and Local General Plans Regarding Policy Title Summary Regional and wide Transportation Plans Metropolitan Transportation Commission (MTC) Change in Motion: Transportation 2035 Plan for the San Francisco Bay Area (2009) Valley Transportation Plan 2040: The Long-Range Transportation Plan for Santa Clara (2014) Alameda wide Transportation Plan (2016) Map of Resolution 3434 (Bus, Rail and Ferry Network) includes increased ACE service Plan mentions funding for ACE rolling stock and track improvements Map of transit projects includes platform extensions at three ACE stations in Alameda The Future of Mobility for San Joaquin (2011) Reduce annual percentage rate of deterioration on roadway system's current peak/off-peak lane miles at LOS (D-F) to less than 2% per year by Altamont Corridor Express (ACE) operates within a right-of-way (ROW) and on tracks owned by the UPRR, which operates interstate freight rail service in the same ROW and on the same tracks. 2 An inconsistency with regional or local plans is not necessarily considered a significant impact under CEQA, unless it is related to a physical impact on the environment that is significant in its own right

3 Policy Title Stanislaus 2014 Regional Transportation Plan/Sustainable Communities Strategy (2014) Summary Plan s funding investments and projects list includes support for ACEforward Regional Transportation Mentions need for a safe and reliable passenger rail transportation Plan/Sustainable Communities system without specific reference to possible future ACE extension. Strategy for Merced (2014) General Plans Santa Clara General Plan (1994) Alameda General Plan (various dates) San Joaquin General Plan (2016) Stanislaus General Plan (1994) 2030 Merced General Plan (2013) City General Plans City of Santa Clara General Plan (2010) Envision San Jose 2040 General Plan (2011a) Establishes LOS D as a goal to be achieved whenever practical, but acknowledges that certain situations may warrant a lower LOS, i.e. LOS E or F. No one general plan but rather a series of plan documents for unincorporated areas, including Castro Valley, Eden Area and East : Castro Valley document (2012) mentions that most roadways currently operate at an acceptable LOS D or above, but that the Plan allows for LOS E in certain situations; East document (2000) states that (1) traffic volumes on intercity arterials significantly affected by a project should not exceed LOS D on major arterial segments within unincorporated areas, and (2) traffic volumes on Congestion Management Program (CMP) designated roadways (e.g., Interstate Highways 580 and 680 and State Highway 84) significantly affected by a project should not exceed LOS E within unincorporated areas. The LOS standard for local roadways in San Joaquin is LOS C. As a matter of policy, Stanislaus strives to maintain LOS C or better on all roadways. LOS D during weekday peak hours designated as maximum acceptable in urban areas and for rural connectors between urban areas (including freeways); LOS C designated for other rural roadways. While the first phase of the General Plan retains the traditional assignment of a minimum acceptable operating vehicular Level of Service (LOS), Prerequisites P12 and P14 require that prior to Phase II an alternative that responds to changing community needs for alternate transportation modes is implemented. In addition, the City may choose to exempt certain intersections within the El Camino Real, Downtown and Santa Clara Station Focus Areas on a case by case basis in Phase I, provided that any associated regional, state and federal procedural requirements are met. To meet the Prerequisite requirements, the City will consider replacing this standard with an alternative, such as a weighted City wide average of LOS D for vehicles, to determine a development project s effect on the roadway, transit, pedestrian, and bicycle networks. This type of standard would only be applicable to City controlled facilities. LOS D specified for minimum roadway performance during peak periods; exceptions are mentioned for specific areas (like Downtown) and for other City-designated situations

4 Policy Title Newark California General Plan (2013) City of Fremont General Plan (2011) Pleasanton General Plan (2009) City of Livermore General Plan (2004) City of Tracy General Plan (2011) Comprehensive General Plan for the City of Lathrop, CA (1991) Stockton General Plan 2035 (2007b) City of Manteca General Plan 2023 (2003b) City of Modesto Final Urban Area General Plan (2008) Merced Vision 2030 General Plan (2012) Bicycle and Pedestrian Plans Summary Minimum of LOS D for signalized intersections. LOS D is target threshold that may be exceeded under various circumstances. LOS D is minimum standard, with exceptions made for Downtown Area and gateway intersections at edge of the city. At signalized intersections in 2003, mid-level LOS D was the upper limit of acceptable level of service. LOS D is minimum standard, except that LOS E or lower allowable in intersections within a quarter-mile of a freeway, within Downtown, within Bowie, and under other circumstances approved by the City. LOS C for arterial streets and LOS D for interchange ramps. LOS D or better for both peak hour and daily conditions, with the exception of the Downtown area and certain designated street segments, where LOS E or F may be acceptable. Manteca s target for transportation LOS is to provide City-wide average LOS of C or better, and a minimum of LOS D at any individual location. Conditions specified under which LOS D is acceptable. LOS D on all streets and intersections, with exceptions allowable in certain circumstances. LOS D is standard, with exceptions allowable in certain circumstances. Santa Clara wide Bicycle Plan (2008), Santa Clara Valley Transportation Authority Santa Clara Pedestrian Access to Transit Plan, Public Review Draft Plan (2016), Santa Clara Valley Transportation Authority Alameda Bicycle Plan (2012), Alameda Transportation Commission Alameda Pedestrian Plan (2012), Alameda Transportation Commission Stanislaus Council of Governments Non-Motorized Transportation Master Plan (2013) Merced Regional Bicycle Transportation Plan (2008), Merced Association of Governments City Bicycle and Pedestrian Plans City of Santa Clara Bicycle Plan Update (2009) San Jose Bike Plan 2020(2011b) City of Newark Pedestrian and Bicycle Master Plan (2016 Draft) Fremont Bicycle Master Plan (2012) Fremont Draft Pedestrian Master Plan (2016) Pleasanton Pedestrian and Bicycle Master Plan (2010) Livermore Bikeways and Trails Master Plan (2001) City of Tracy Bikeways Master Plan (2005) City of Lathrop Bicycle Transportation Plan (1995) City of Stockton Bicycle Master Plan (2007a) Manteca Bicycle Master Plan (2003a)

5 Policy Title Summary Modesto Non-Motorized Transportation Master Plan (2006) Merced Bicycle Transportation Plan (2013) Local/Regional Transit Agency Plans Santa Clara Valley Transportation Authority Short Range Transit Plan (2014b) Livermore Amador Valley Transit Authority (Wheels) Short Range Transit Plan Fiscal Year (2012) Alameda-Contra Costa Transit District, Short Range Transit Plan Fiscal Year 2014/15 through 2023/24 (2015) San Joaquin Regional Transit District Short Range Transit Plan (2013)(2013) Transit Joint Powers Authority for Merced Final Short Range Transit Plan (2012) Environmental Setting This section describes the environmental setting related to transportation and traffic by geographic segment for ACEforward improvements. For the purposes of this analysis, the study area for transportation and traffic extends beyond the environmental footprint of ACEforward improvements. The study area includes areas of indirect impacts, including areas of potential disturbance associated with construction, intersections, and transportation facilities within 1.0 mile of stations. The study area also includes regional highways (State Route [SR] 99, Interstate [I-] 580, etc.) for which alternatives would have an effect on changing roadway volumes. The roadways analyzed include those whose circulation would be affected during construction and operation of ACEforward. Figures through depict the study area for transportation and traffic by geographic segment. Appendix P includes the supporting technical data referenced in this section Passenger and Freight Rail Movements Altamont Corridor Express (ACE) presently operates passenger rail service with four roundtrip trains per weekday along its existing alignment between Stockton and San Jose Diridon Stations, including four trains westbound (inbound) to San Jose during the AM peak commute period (first train leaving 4:20 AM and arriving 6:32 AM and last train leaving 7:05 AM and arriving 9:17 AM) and four trains returning eastbound (outbound) to Stockton during the PM peak commute period (first train leaving 3:35 PM and arriving 5:47 PM and last train leaving 6:38 PM and arriving 8:50 PM (Altamont Corridor Express 2016). Based upon current scheduling, a maximum of two ACE trains operate within the peak 1 hour during weekday AM and PM commute peak periods, i.e. two westbound (inbound) in the AM peak hour and two eastbound (outbound) in the PM peak hour. Currently, ACE trains share their existing Stockton to San Jose alignment with freight trains operated by UPRR, the owner of the railroad ROW. This includes the Coast Subdivision running north of the Santa Clara Station through the Alviso Baylands into Newark, where it transitions onto the Niles Subdivision traveling from Newark eastward to Fremont. UPRR also owns and operates freight trains on the Niles Subdivision between Niles Junction in Fremont and Oakland. UPRR also owns and operates on the Oakland Subdivision north of Niles Junction, although currently no daily freight service operates on this segment

6 In addition, existing Capitol Corridor passenger train service is provided along the Niles Subdivision from Oakland to Niles Junction and Newark. Amtrak Coast Starlight passenger train service is provided on the Coast Subdivision from Oakland to Newark. From this location, these existing passenger rail services join ACE and freight rail on the UPRR alignment, continuing westerly and southerly towards the San Jose Diridon Station. No passenger service is currently provided along the Oakland Subdivision north of Niles Junction. In the Manteca to Modesto segment and Modesto to Merced segment, both within the UPRR Fresno Subdivision, there is no current ACE or other passenger train service; only existing UPRR freight trains operate along these segments. Estimates of existing freight and passenger trains utilizing local subdivisions were estimated by using the data in the Alameda Transportation Commission (ACTC) Goods Movement Study (Alameda Transportation Commission 2016) and video counts. The purpose of the video counts was to determine the level of freight and passenger train traffic that currently uses the existing ACE alignment from San Jose to Stockton, the Niles Subdivision from Niles Junction to the Port of Oakland, and the Oakland Subdivision from Niles Junction to the Port of Oakland. Existing 24-hour, seven-day video counts of passenger and freight trains were collected in June 2016 in two locations: 1. The 98th UPRR grade crossing in Oakland just north of the split of the Niles and Coast Subdivisions, and 2. The Sycamore grade crossing in Newark, located along Niles Subdivision between Niles Junction and Newark. From these sources and counts, maximum weekday daily, AM peak hour (highest hour between 7:00 AM and 9:00 AM), and PM peak hour (highest hour between 4:00 PM and 6:00 PM) train volumes were estimated for use in the traffic analysis. Along the Oakland Subdivision north of Niles Junction, a 24-hour video count in February 2017 was similarly conducted that confirmed no existing freight or passenger service along the segment. In addition, for the other two train count locations, the video counts were observed to determine durations of average gate-down times for both freight and passenger train traffic for purposes of estimating grade crossing vehicle delay for the AM and PM peak hour traffic analysis. Current freight and passenger train traffic based on existing video observations are as follows: Coast Subdivision Santa Clara to Newark: Average daily freight train traffic on this subdivision is approximately 8 freight trains, including two AM peak hour trains and one PM peak hour train. Passenger train traffic includes ACE (8 daily trains, including 4 AM and 4 PM trains), Amtrak Coast Starlight (2 daily trains, with none included during AM and PM peak hours) and Capitol Corridor (14 daily trains, including two AM and two PM trains). Total trains are estimated as 32 daily trains. Newark to Elmhurst Junction (Oakland): Average daily freight train traffic is approximately 6 freight trains, including one during the AM peak hour). Passenger train traffic is limited to the Amtrak Coast Starlight (2 daily trains, with none included during AM and PM peak hours). Total trains are estimated as 8 daily trains. Niles Subdivision

7 Newark to Niles Junction: The average daily freight train traffic on this subdivision is approximately 6 freight trains, consisting of local freight deliveries. Passenger train traffic includes Capitol Corridor (14 daily trains, including two AM and two PM trains) and ACE (8 daily trains, including 4 AM and 4 PM trains). Total trains are estimated as 28 daily trains. Niles Junction to Elmhurst Junction: The average daily freight train traffic on this subdivision is approximately 2 freight trains, with none included during AM and PM peak hours. Passenger train traffic is limited to the Capitol Corridor (14 daily trains, including two AM and two PM trains). 3 Total trains are estimated as 16 daily trains. Oakland Subdivision Niles Junction to High (Oakland): This subdivision is used for infrequent local freight deliveries and based on February 2017 video counts, no daily freight train traffic was observed. Also, no passenger rail traffic operates on this subdivision at present. Niles Junction to Stockton: Approximately 4 daily freight trains are estimated to operate on this subdivision at present, including 3 AM trains and 1 PM train. Passenger train traffic is limited to ACE (8 daily trains, including 4 AM and 4 PM trains). Total trains are estimated as 12 daily trains. Fresno Subdivision Manteca to Modesto: Approximately 18 daily freight trains are estimated to operate on this subdivision at present, including 3 AM peak hour trains and 1 PM peak hour train Existing ACE Ridership Table presents the existing ACE passenger volumes for Freight and passenger train traffic north of Elmhurst Junction are not analyzed in this EIR as ACEforward improvements would not have an effect on trains north of this point

8 Table ACE Daily Ridership Existing (2015) Station Existing Modesto 0 Ripon 0 Downtown Manteca 0 Stockton 750 Existing Lathrop/Manteca 1,209 Existing Tracy 1,154 River Islands 0 Downtown Tracy 0 West Tracy 0 Vasco 493 Livermore 543 Pleasanton 1,719 Fremont 1,021 Great America 3,093 Santa Clara 306 San Jose Diridon 734 Total 11,022 Source: Altamont Corridor Express Approach To establish a baseline for the potential effects of ACEforward, the following transportation modes and their operating conditions are described and analyzed for the near-term and longer-term improvements: Public transportation serving ACE stations: Local public transportation is provided by a variety of public agencies along the existing ACE corridor, with direct connections to each existing ACE station. Public transportation services include connecting intercity (Amtrak) and regional rail (Caltrain) service, light rail transit, bus transit, and shuttle bus. Pedestrian and bicycle facilities serving ACE stations: Pedestrian facilities and bikeways provide direct connections to existing ACE stations. Pedestrian facilities include features such as off-street paths, sidewalks along roadways, and crosswalks across roadways. The California s and Highways Code Section defines a bikeway as a facility provided primarily for bicycle travel. The Caltrans Highway Design Manual Section (California Department of Transportation 2016) further defines bikeways as follows: Class I (Bike Path): Provides a completely separated right of way for the exclusive use of bicycles and pedestrians with crossflow by motorists minimized. These facilities primarily take the form of off-street paths or trails. Class II (Bike Lane): Provides a striped lane for 1-way bicycle travel on a street or highway. Class II lanes are provided adjacent to vehicular travel lanes within a roadway

9 Class III (Bike Route): Provides for shared use with pedestrian or motor vehicle traffic. Features of on-street Class III facilities may include on-street sharrows that emphasize the shared use of a travel lane for bicyclists and motorists, as well as bike route signage. Vehicular traffic operation at intersections adjacent to railroad crossings: Study intersections were selected for traffic operations analysis based on the following two primary screening criteria relative to potential traffic impacts associated with an increase in weekday commute peak period ACE trains across grade crossings of local jurisdictions located along the ACEforward corridor: Intersections located within 500 feet (or the distance of 25 queuing vehicles) of adjacent existing or proposed ACE grade crossings. These intersections are shown in Figures through Intersections located along roadways currently operate with moderate to high levels of congestion. The data were obtained from historical congestion levels within the last one year during mid-week weekdays while local schools were in session Level of Service Methodology The operational characteristics are described by the concept of LOS, which describes intersection performance based upon the average delay of vehicles traveling through intersections. The metrics of vehicular LOS and delay were chosen in order to determine the differential performance of local intersections and vehicular street operations both before and after the addition of ACE train service as proposed under ACEforward. LOS ranges from A to F, with LOS A indicating the best operation with minimal delays to vehicles, whereas LOS F indicates jammed conditions for vehicles with long backups and delays. The threshold of delay for each LOS is based on the Highway Capacity Manual 2000 (HCM 2000) (Transportation Research Board 2000). Tables and show the relation of the threshold provided in HCM LOS for signalized intersections and all-way stop control is described based on average delay for the overall intersection, whereas unsignalized intersections (1-way stop, 2-way stop, and yield controlled) are described based upon the minor stop/yield-controlled intersection approach with the worst delay. Table Level of Service Criteria for Signalized Intersections Level of Service Average control delay (seconds/vehicle) General description A 10 Free flow B > Stable flow (slight delays) C > Stable flow (acceptable delays) D > Approaching unstable flow (tolerable delays) E > Unstable flow (intolerable delay) F > 80 Forced flow (jammed) Source: Transportation Research Board

10 Table Level of Service Criteria for Unsignalized Intersections Level of Service Average control delay (seconds/vehicle) A 10 B > C > D > E > F > 50 Source: Transportation Research Board Weekday AM (7:00 AM to 9:00 AM) and PM (4:00 PM to 6:00 PM) peak period intersection turning movement counts for vehicles, bicycles, and pedestrians were collected at the study intersections in November 2015, May 2016, June 2016, and February Collected vehicle counts include autos and trucks. Traffic control devices for each study intersection were inventoried during field observations, and the most current traffic signal timing and phasing data were obtained from the local jurisdictions. Appendix P includes all collected traffic, lane geometry, and traffic control data for the study intersections. The study intersections are presented by geographic segment. Existing Conditions traffic operations analysis results are discussed for each geographic segment. LOS analysis results for Existing Conditions are shown in Appendix P. In order to determine existing safety and hazard conditions for at-grade railroad crossings along the existing and proposed ACE rail alignments, an aggregate collision history was reviewed for each county jurisdiction. The number of railroad crossing collisions was obtained from the FRA online collision database for each county (Santa Clara, Alameda, San Joaquin, Stanislaus, and Merced Counties) for the period from January 2011 to March 2016 (Federal Railroad Administration 2016). The number of at-grade collisions is reported for each county and used to determine whether any current safety hazards exist along the existing and proposed ACE rail alignments Existing Conditions San Jose to Fremont The San Jose to Fremont segment extends from West Santa Clara in San Jose (near the San Jose Diridon Station) to Fremont (west end of Centerville line) in Fremont. This segment includes 15 at-grade railroad crossings and four ACE train stations: San Jose Diridon Station at the south end of the alignment, followed by Santa Clara, Great America and Fremont Stations. 4 The primary land uses and destinations around these four stations are a mix of commercial retail, office, and residential uses, as well as Levi s Stadium (Great America Station). At these stations, virtually all passengers alight ACE trains to access local destinations during the weekday AM peak period and conversely board ACE trains for the return weekday PM peak period ride to their home origin station. ACE, in partnership with Santa Clara Valley Transportation Authority (Santa Clara VTA), additionally provides last-mile service via ACE shuttles that circulate within the station vicinities, connecting to office and other area destinations. According to the most recent ACE rider survey, a 4 As described in Chapter 2, Description of Near-Term Improvements, PCJPB owns the San Jose Diridon and Santa Clara Stations, and Capitol Corridor Joint Powers Authority (CCJPA) owns the Great America and Fremont Stations

11 very high proportion of passengers at these stations (with the exception of Fremont Station) use the ACE shuttles, with small percentages additionally walking, bicycling, and taking local Santa Clara VTA or Alameda Contra Costa Transit (AC Transit) connecting bus and light rail services (Altamont Corridor Express 2015). Some passengers, such as at Great America Station, additionally park personal vehicles at the station for driving to and from their workplace destinations. Public Transit and Shuttles Serving ACE Stations Local public transportation serving the stations within this segment is provided by Santa Clara VTA at the Great America, Santa Clara and San Jose Diridon stations, with additional local connecting service provided by AC Transit at Fremont Station and multiple other agency providers at San Jose Diridon Station. Additionally, ACE with Santa Clara VTA operates ACE shuttles at Great America Station that are free for ACE passengers and connect them to local employers on fixed routes. The following is a summary of local agency bus routes, ACE shuttles, and other connecting services at the four stations within this segment. San Jose Diridon Station: This station is served by multiple rail lines, including the Santa Clara VTA Route 902 Mountain View-Winchester light rail transit (LRT) line, intercity passenger rail (Capitol Corridor and Amtrak Coast Starlight), and Caltrain commuter rail services. In addition, there are several connecting bus lines, including Santa Clara VTA Routes 22, 63, 64, 65, 68, 168, 180, 181, 300, 305, and 522; Amtrak Thruway Bus; and Monterey-Salinas Transit and San Benito Transit connecting services. Santa Clara VTA also operates DASH (Downtown Area Shuttle in San Jose); the Highway 17 Express, also known as Santa Clara VTA 970, providing express service to Santa Cruz; and Route 972, also known as the Line 55 Monterey-San Jose Express. Santa Clara Station: This station is served by Santa Clara VTA local bus routes 10 (VTA-SJC Airport Flyer shuttle), 22, 32, 34, 44, 60, 300, 305, and 522. In terms of connecting rail service, Santa Clara VTA Route 902 Mountain View-Winchester LRT line, Caltrain commuter rail, and Capitol Corridor intercity rail serve this station. Great America Station: This station is served by Santa Clara VTA Route 902 Mountain View- Winchester LRT line and Capitol Corridor intercity rail service. Connecting ACE commuter shuttles operated by Santa Clara VTA consist of the following that circulate to local employers in Palo Alto, Mountain View, Sunnyvale, Santa Clara, San Jose and Milpitas: Orange, Red, Gray, Green, Yellow, Brown, Purple, and Violet. These shuttles are staged at the station during the morning to meet inbound ACE trains arriving at this station. Similarly, in the afternoon/evening, these same shuttles drop off passengers to meet outbound ACE trains departing the station. Lastly, several area private employers also provide shuttle services that connect employees between ACE trains and their workplaces. Fremont Station: This station is served by Capitol Corridor intercity rail service. Connecting local bus service operated by AC Transit consists of Routes 99, 210 and 211. AC Transit Route 99 provides a crosstown connection to Bay Area Rapid Transit (BART) Union City Station, while Routes 210 and 211 include Stanford Medical Center. Bicycle/Pedestrian Facilities in Station Areas On all its trains, ACE provides train cars with bicycle stalls to facilitate ACE riders who use their bicycles for last-mile connections on both ends of their ACE train trip. ACE bicycle commuters are facilitated by local bicycle facilities that provide access to and within ACE stations. In terms of

12 bicycle facilities within stations, each of the four segment stations includes provision of bicycle lockers for ACE passenger use. Additionally, bikeway facilities as listed below provide station access: San Jose Diridon Station: Class II bicycle lanes are provided along West San Fernando, with direct access to the station. Pedestrian facilities include walkways from the parking lot to the station entrance, as well as striped crosswalks approaching the station from West San Fernando. There are sidewalks on West San Fernando, Crandall and Stover in the vicinity of the station. Santa Clara Station: There are no exclusive bicycle facilities approaching Santa Clara Station. Pedestrian facilities include sidewalks along Benton and Railroad, as well as striped crosswalks across Railroad leading to the station. There are also direct pedestrian connections to Santa Clara University, located directly across El Camino Real from the station. Great America Station: Class II bicycle lanes are provided along Stars and Stripes Drive leading to Great America Station. In addition, there are Class II bicycle lanes along Lafayette, located to the east side of the ACE corridor approaching the station. Sidewalks are provided along both Stars and Stripes Drive and Tasman Drive approaching the stations, as well as a pedestrian stairway connecting the adjacent Tasman Drive overcrossing to the station. Fremont Station: There are no exclusive bicycle facilities in the vicinity of Fremont Station. In terms of pedestrian facilities, sidewalks and striped crosswalks are provided on Fremont approaching the station. Intersection Level of Service A total of 22 intersections adjacent to the San Jose to Fremont segment were analyzed for Existing Conditions LOS. Table shows Existing Conditions LOS results for all study intersections within this segment, including those operating unacceptably at LOS E or F during weekday AM and/or PM peak hours. Currently, six intersections operate unacceptably at LOS E or F during at least one peak hour. LOS results for all corridor intersections are contained in Appendix P. Table San Jose to Fremont - Existing Intersection Level of Service ID Grade Control AM peak hour PM peak hour Side street Jurisdiction crossing street type Delay LOS Delay LOS 1 Reed Grant Santa Clara 2 Way 10.5 B 19.1 C 2 Norman Bassett Santa Clara Signal 19.5 B 65.9 E 3 Norman Lafayette Santa Clara Signal 22.5 C 32.1 C 4 Laurie Lafayette Santa Clara Signal 9.3 A 6.4 A 5 Clyde Lafayette Santa Clara Signal 13.5 B 9.2 A 6 Agnew Bassett Santa Clara 2 Way 29.4 D 39.4 E 7 Agnew Lafayette Santa Clara Signal 71.5 E 63.9 E 8 Agnew Davis Santa Clara 18.0 C 13.8 B 9 Great America Lafayette Santa Clara Way 23.5 C >120 F

13 ID 10 Grade crossing street Gold Connector Side street Lafayette /Gold Jurisdiction 11 Agnew Davis Santa Clara 12 Cherry Cotton Newark 13 Cherry Baine Newark 14 Cherry Cedar Cedar Cedar Plummer Forbes Drive St Isabel St Mark Control type AM peak hour PM peak hour Delay LOS Delay LOS San Jose Signal 45.6 D 27.0 C Newark Newark Newark Newark 18 Blacow Hansen Fremont 19 Dusterberry Way 20 Maple Peralta Peralta Peralta 2 Way 11.7 B 13.8 B 11.8 B 11.5 B 19.5 C 14.7 B 16.1 C 13.0 B 23.9 C 29.3 D 17.4 C 14.2 B 14.5 B 15.3 C F 34.0 D Fremont Signal 38.5 D 39.9 D Fremont All Way 11.6 B 10.3 B 21 Fremont Fremont Signal 70.2 E 57.4 E 22 Fremont 2 Way Bonde Way Fremont 20.9 C 28.6 D Notes: LOS = vehicular level of service; Delay = average delay in seconds per vehicle. Overall LOS and delay are reported for signalized and all-way stop controlled intersections, while the minor approach with worst LOS and delay is reported for unsignalized intersections (1-way stop, 2-way stop, and yield control). Railroad way Collisions The grade crossing collision history according to the FRA collision database was reviewed to determine potential existing collision hazards at grade crossings along this ACE segment (Federal Railroad Administration 2016). This segment is located within two counties, Alameda and Santa Clara. According to the FRA database, there were nine rail-vehicle collisions at segment grade crossings between January 2011 and March 2016, with six located in Alameda and three in Santa Clara. This translates to slightly more than one collision per year in Alameda, and less than one collision per year in Santa Clara. While these data are in county-wide aggregate form, it can nevertheless reasonably be concluded based upon these very low collision rates that recent rail-vehicle collisions are rare and under Existing Conditions do not constitute a substantial existing safety hazard. Centerville to Union City The Centerville to Union City segment is located in Alameda and includes the areas of northern Fremont and Union City. Under potential longer-term improvements, SJRRC might

14 establish a train-to-train ACE or diesel multiple unit (DMU) and BART connection within this segment between the ACE Fremont Station and the BART Union City Station via a track connection between the Centerville line and the Oakland Subdivision. One of four alternatives could be built: Alternatives P-UC-1a, P-UC-1b, P-UC-2a, or P-UC-2b. Under Existing Conditions, no train-to-train ACE or DMU and BART connection nor track connection would be built. The segments with longer-term improvements are only analyzed qualitatively in this EIR and thus existing LOS conditions at intersections along this segment was not quantitatively evaluated. If this element is advanced into project-level environmental review, then quantitative analysis of existing and project conditions would be conducted. Centerville/Niles/Sunol The Centerville/Niles/Sunol segment extends approximately from Fremont in Fremont (west end of Centerville line) to Castlewood Drive (east end of Hearst siding) in Alameda, just west of the I-680/Pleasanton-Sunol interchange. There are no ACE stations within this segment. Intersection Level of Service A total of two intersections adjacent to the Centerville/Niles/Sunol segment were analyzed for Existing Conditions LOS. Table shows LOS results for both intersections, including the one intersection (Main at Kilkare ) currently operating unacceptably at LOS F during the weekday PM peak hour due to high average delay at the stop-controlled Kilkare approach. LOS results for both segment intersections are contained in Appendix P. Table Centerville/Niles/Sunol - Existing Intersection Level of Service ID Grade crossing street 23 Main 24 * Pleasanton- Sunol Side street Kilkare Verona Jurisdiction Alameda (Sunol) Alameda Control type AM peak PM peak hour hour Delay LOS Delay LOS 10.6 B 59.1 F 13.9 B 0.0 A Notes: LOS = vehicular level of service; Delay = average delay in seconds per vehicle. Overall LOS and delay are reported for signalized and all-way stop controlled intersections, while the minor approach with worst LOS and delay is reported for unsignalized intersections (1-way stop, 2-way stop, and yield control). * Zero delay at Intersection 24 (Pleasanton-Sunol /Verona ) due to no vehicles counted at the stopcontrolled Verona approach during the PM peak hour. Railroad way Collisions There were six grade crossing collisions in Alameda during the period of January 2011 to March 2016 (Federal Railroad Administration 2016). As discussed previously, this translates to slightly more than one collision per year in Alameda. It can reasonably be concluded based upon this very low collision rate that recent rail-vehicle collisions are rare and under Existing Conditions do not constitute a substantial existing safety hazard

15 Niles Subdivision, from Niles Junction to Elmhurst Junction With near-term improvements in the Centerville/Niles/Sunol segment, the Niles Subdivision would potentially serve additional freight trains due to several of near-term alternatives. Alternatives CNS-2a and CNS-2b would establish a connection between the Niles Canyon Railway (NCRY) and Niles Subdivision north of Niles Junction. Alternative CNS-1a would connect the Oakland Subdivision to the Niles Subdivision with a new bridge at Niles Junction. Alternative CNS-1c would connect the Oakland Subdivision to the Niles Subdivision near Industrial Parkway in Hayward. No ACE service would be provided along this segment; however, intersection LOS is analyzed to provide a baseline of traffic conditions. Intersection Level of Service A total of 39 intersections were analyzed within this segment. Table shows the LOS results for all study intersections within this segment. A total of four intersections currently operate unacceptably at LOS E or F during at least one weekday peak hour. LOS results for all corridor intersections are contained in Appendix P. Table Niles Subdivision, from Niles Junction to Elmhurst Junction Existing Intersection Level of Service ID Grade crossing street Nursery Nursery Nursery Decoto Decoto Decoto Side street Niles Mission Easterday Way 10th Depot 9th Jurisdiction Control type AM peak hour PM peak hour Delay LOS Delay LOS Fremont Signal 13.6 B 15.4 B Fremont Signal >120 F >120 F Fremont Union City Union City Union City 206 H 10th Union City 207 H Railroad Union City 208 H Depot Union City 209 H 9th Union City 210 E Whipple Whipple Railroad Railroad Ithaca Union City All Way All Way All Way All Way 7.1 A 7.2 A 10.8 B 12.2 B 12.0 B 12.2 B 15.4 C 12.9 B 10.7 B 8.8 A 12.3 B 11.2 B 10.3 B 10.7 B 8.7 A 8.8 A 9.8 A 9.3 A Union City Signal 16.7 B 24.6 C Union City Signal 24.6 C 24.1 C

16 ID Grade crossing street Tennyson Tennyson Tennyson Tennyson Blossom Way Blossom Way Paseo Grande Paseo Grande Paseo Grande East Lewelling Hesperian Hesperian Halcyon Drive Washington Castro Castro Williams Side street Whitman Leidig Court Lustig Court Huntwood Times Meekland Via Sevilla Via Cordoba St Johns Drive Via Granada Springlake Drive Jurisdiction Control type AM peak hour PM peak hour Delay LOS Delay LOS Hayward Signal 21.1 C 52.8 D Hayward Hayward 10.7 B 11.3 B 10.0 A 12.0 B Hayward Signal 29.5 C 34.2 C Alameda (San Lorenzo) Alameda (Cherryland) Alameda (San Lorenzo) Alameda (San Lorenzo) Alameda (Cherryland) Alameda (Ashland) 2 Way 14.0 B 25.9 D Signal 36.5 D 34.2 C 2 Way 10.7 B 11.0 B 12.4 B 18.0 C 10.9 B 13.1 B Signal 17.7 B 21.0 C San Leandro Signal 20.9 C 35.3 D Drew San Leandro Signal 9.6 A 13.0 B Washington Chapman Alvarado San Leandro Alvarado San Leandro Signal 44.9 D 62.0 E San Leandro San Leandro San Leandro All Way 2 Way 12.1 B 18.7 C 9.8 A 11.5 B 12.6 B 13.2 B San Leandro Signal 14.6 B 18.0 B

17 ID 230 Grade crossing street Williams 231 Davis 232 Davis th 105th 105th 98th 98th 98th Side street San Leandro Orchard Alvarado Edes Pearmain Pippin Walter Railroad Pearmain Jurisdiction Control type AM peak hour PM peak hour Delay LOS Delay LOS San Leandro Signal 22.5 C 23.9 C San Leandro Signal 9.1 A 9.6 A San Leandro Signal 25.9 C 38.1 D Oakland Signal 11.0 B 12.7 B Oakland Oakland Oakland Oakland Oakland 2 Way 13.0 B 13.4 B 14.1 B 14.6 B 11.5 B 30.3 D 22.6 C 64.4 F 29.8 D 68.0 F Notes: LOS = vehicular level of service; Delay = average delay in seconds per vehicle. Overall LOS and delay are reported for signalized and all-way stop controlled intersections, while the minor approach with worst LOS and delay is reported for unsignalized intersections (1-way stop, 2-way stop, and yield control). Railroad way Collisions There were six grade crossing collisions in Alameda during the period of January 2011 to March 2016 (Federal Railroad Administration 2016). As discussed previously, this translates to slightly more than one collision per year in Alameda. It can reasonably be concluded based upon this very low collision rate that recent rail-vehicle collisions are rare and under Existing Conditions do not constitute any known safety hazard. Oakland Subdivision, from Niles Junction to Industrial Parkway Under near-term improvements in the Centerville/Niles/Sunol segment, a portion of the Oakland Subdivision between Niles Junction and Industrial Parkway would potentially serve additional freight trains due to one of the potential Oakland-Niles Subdivision connection options (Alternative CNS-1c). No ACE service would be provided along this segment; however, intersection LOS is analyzed to provide a baseline of traffic conditions. Intersection Level of Service A total of 9 intersections were analyzed within this segment. Table shows the LOS results for all study intersections within this segment. Two intersections currently operate unacceptably at LOS E during the AM peak hour, specifically 11th /H and 11th /F. Both LOS E

18 conditions are due to stop-controlled side street delay on 11th. LOS results for all corridor intersections are contained in Appendix P. Table Oakland Subdivision, from Niles Junction to Industrial Parkway Existing Intersection Level of Service ID Grade crossing street Side street Jurisdiction Control type AM peak hour PM peak hour Delay LOS Delay LOS 206* 10th H Union City All Way 10.7 B 8.8 A 239 Station Way Decoto Union City Signal 9.6 A 11.1 B th Decoto Union City 22.0 C 15.6 C th Decoto Union City Signal 33.6 C 35.1 D th I Union City 2 Way 10.7 B 10.7 B th H Union City 2 Way 24.5 C 12.6 B th H Union City 2 Way 15.6 C 13.2 B th H Union City 2 Way 35.4 E 14.1 B th F Union City 2 Way 47.2 E 11.0 B Notes: LOS = vehicular level of service; Delay = average delay in seconds per vehicle. Overall LOS and delay are reported for signalized and all-way stop controlled intersections, while the minor approach with worst LOS and delay is reported for unsignalized intersections (1-way stop, 2-way stop, and yield control). * Intersection 206 (10 th /H ) overlaps with Niles Subdivision study intersections, hence gap in intersection numbering sequence. Tri-Valley The Tri-Valley segment extends approximately from Castlewood Drive in Alameda (east of Hearst siding) to Greenville in Livermore. Pleasanton, Livermore and Vasco Stations are located within this segment. Public Transit Serving ACE Stations Local public transportation serving the three stations within this segment is provided primarily by Livermore-Amador Valley Transportation Authority (LAVTA, or Wheels) and Contra Costa Transportation Authority (CCTA, or Connection). Additionally, private shuttles connecting to major employers are provided at Pleasanton and Vasco Stations. The following is a summary of local agency bus routes and private shuttles serving the three stations within this segment. Pleasanton Station: this station is served by LAVTA bus routes 10, 53, and 54, and CCTA Route 92X. Routes 53 and 54 are ACE shuttles that are free to ACE passengers, with Route 53 providing direct service to Stoneridge Mall, Hacienda Business Park, and the BART Dublin/Pleasanton Station. Route 54 provides local connecting service primarily within Hacienda Business Park. Route 92X connects ACE passengers to Bishop Ranch. In addition, there are three private employer-run shuttle buses serving this station, operated by Polycom, Safeway, and Clorox Corporation

19 Livermore Station: this station is served by Wheels bus routes 10 and 12, as well as an Amtrak Thruway bus. Route 12 provides a crosstown connection to and from BART Dublin/Pleasanton Station. Vasco Station: Wheels bus route 20X serves this station, as well as a connecting private shuttle service for Lawrence Livermore National Laboratory employees. Bicycle/Pedestrian Facilities in Station Areas Each of the three segment stations includes bicycle lockers. In some station areas, on-street bicycle lanes are provided as described below: Pleasanton Station: There are no exclusive bicycle lanes in the vicinity of Pleasanton Station. Sidewalks are provided along Bernal and Pleasanton leading to the station, as well as pedestrian crosswalks provided across the parking lot and Bernal leading into the station. Livermore Station: No exclusive bicycle lanes provide direct connections to the station area. Pedestrian access is provided via pedestrian bridge across North Livermore leading into the station. Vasco Station: There are Class II bicycle lanes provided along South Vasco and Brisa that connect to the station entrance. There are also striped crosswalks leading from the parking lot to the station platform, but no external sidewalk connections from the nearby Vasco /Brisa intersection. Intersection LOS A total of 12 intersections were analyzed in this segment. Nearly all intersections within this segment operate acceptably at LOS D or better, with the exception of the Santa Rita /Jensen (LOS F during AM peak hour for the stop-controlled Jensen approach) and Main /Stanley (LOS F overall during PM peak hour) intersections. Table shows LOS results for these critical intersections. LOS results for all corridor intersections are contained in Appendix P. Table Tri-Valley Existing Intersection Level of Service ID 25 Grade crossing street West Angela 26 Rose 27 Rose 28 Rose 29 St Mary 30 Main Side street Pleasanton Pleasanton Anderson Augustine Pleasanton Del Valle Parkway Jurisdiction Control type AM peak hour PM peak hour Delay LOS Delay LOS Pleasanton 13.2 B 10.7 B Pleasanton All Way 13.7 B 9.0 A Pleasanton Yield 9.5 A 9.3 A Pleasanton 9.4 A 9.6 A Pleasanton All Way 13.0 B 11.4 B Pleasanton Signal 37.0 D 18.3 B

20 31 Main Stanley Pleasanton Signal 38.6 D F 32 Santa Rita Jensen Pleasanton 88.4 F 20.5 C 33 North L 34 North L Junction Junction Chestnut Railroad Livermore All Way 10.7 B 11.9 B Livermore Signal 22.5 C 29.1 C Ladd Livermore 13.5 B 10.5 B Old First Livermore 10.6 B 10.6 B Notes: LOS = vehicular level of service; Delay = average delay in seconds per vehicle. Overall LOS and delay are reported for signalized and all-way stop controlled intersections, while the minor approach with worst LOS and delay is reported for unsignalized intersections (1-way stop, 2-way stop, and yield control). Railroad way Collisions There were six grade crossing collisions in Alameda during the period of January 2011 to March 2016 (Federal Railroad Administration 2016). As discussed previously, this translates to slightly more than one collision per year in Alameda. It can reasonably be concluded based upon this very low collision rate that recent rail-vehicle collisions are rare and under Existing Conditions do not constitute a substantial existing safety hazard. Altamont The Altamont segment is located within Alameda and includes the Altamont Pass between Livermore and Tracy. Within this segment, ACE operates on the Oakland Subdivision. At the western end of the Altamont, the Oakland Subdivision is located north of Altamont Pass and I-580. East of the crest, the Oakland Subdivision crosses Altamont Pass and I-580 and continues into Tracy. In the near-term, Alternative A-1 would realign a portion of the main track and extend and existing siding on the Oakland Subdivision in this segment. In order to increase the longer-term ACE ridership, improvements to reduce rail travel times in this segment are considered that construct tunnels through part of the Altamont Pass. One longer-term alternative (Alternatives P-A-1, P-A-2, or P-A-3) in this segment could be selected for implementation. Under Existing Conditions, no Altamont tunnel would be built. Tracy to Lathrop The existing Tracy to Lathrop segment extends from approximately I-580 in the west end (east end of Midway siding and west of I-580 and the California Aqueduct bridge) to the SR 120 overcrossing (east end of Wyche siding) in the east. The Existing Tracy Station and Existing Lathrop/Manteca Station is located within this segment. Under near-term improvements, a potential shift in service would provide a new passenger route along the UPRR Tracy Subdivision and Owens-Illinois Industrial Lead through downtown Tracy. This shift would allow for the development of a Downtown Tracy Station (replacing the Existing Tracy Station) with improved transit connections and proximity to downtown Tracy. Additional station options are also considered in the west of Tracy area. A station located west of Tracy could