California Highways:
www.cahighways.org

(a) From Route 280 in San Jose to Route 80 in Oakland.

(b) (1) The commission may relinquish to the City of Oakland the portion of the former right-of-way of Route 880 that is located between 8ᵗʰ Street and 32ⁿᵈ Street within that city, upon terms and conditions the commission finds to be in the best interests of the state, including, but not limited to, a requirement that the department and the city enter into a cooperative agreement to improve, at the department's expense, the two parallel adjacent city streets, including, but not limited to, sidewalks, landscaping, and street lighting, when improving the portion of right-of-way that is to be relinquished in accordance with plans to be developed by the department. The cooperative agreement shall include, but need not to be limited to, all of the following: (A) A requirement that, if the commission allocates funds for this purpose, the improvements include bicycle paths and the associated roadway improvements and landscaping, including a bicycle path that closes the gap in the San Francisco Bay Trail Plan. (B) A requirement that the improvements include removal of contaminated materials on the department's property. (C) A requirement that the improvements include erection of a memorial to the victims of the collapse of the Cypress Freeway Viaduct and to the heroism of those who responded to that disaster. (2) A relinquishment under this subdivision shall become effective immediately following the commission's approval of the terms and conditions of the relinquishment.

In 1963, I-880 was defined as "Route 80 between Harbor Boulevard and the Yolo Causeway west of Sacramento to Route 80 near Watt Avenue."

In 1981, Chapter 292 transferred that version of I-880 to I-80. See Route 80 for a history of the Sacramento Bypass, as well as the pages on US 50 and I-305.

In 1984, Chapter 409 defined I-880 by transfer from Route 17: "Route 280 in San Jose to Route 80 in Oakland." It appears that the current routing was originally to have been designated as I-280/I-680 (at least in the San Jose area). See Route 17 or I-680 for details.

The Cypress Freeway Alignment in Oakland

For decades after the Cypress Freeway was completed in 1957, it served as a magnet for community frustration among West Oakland residents. Residents argued they were given no opportunities to participate in the planning and design process and many blamed the freeway for Oakland's decline that began during the 1960s. According to one former West Oakland resident, "Cypress opened the door. It really split the city physically. It was the beginning of the end. It ruined the integrity of the whole area."

In 1989, the double-decked portion of the route, between 18ᵗʰ Street and 34ᵗʰ Street in Oakland, collapsed in the Loma Prieta earthquake. After the earthquake, Caltrans initially proposed to rebuild the Cypress in its existing location. This plan, however, was adamantly opposed by the City of Oakland, Alameda County officials, Citizens Emergency Relief Team (CERT), and the vast majority of the West Oakland community. Meanwhile, members of CERT, together with city and county officials, had begun efforts to identify an alternative route for the Cypress. This alignment would run west of the previous Cypress structure closer to the Port of Oakland, following Southern Pacific railroad tracks for a portion of the way. The new route would still impact a small residential area. However, the majority of West Oakland would be reunited under this plan. Debate over the alignment for the reconstruction of the Cypress Freeway continued for eighteen months. During this period, Caltrans helped form the Community Advisory Committee (CAC), comprised of West Oakland citizens, and participated in scores of meetings with the CAC, CERT, the West Oakland Commerce Association, City of Oakland officials, and commuter groups. The coalition backing a new alignment for the freeway frequently used the language and symbolism of environmental justice to articulate its positions. As one frustrated West Oakland resident asked, "How about putting the freeway through Blackhawk or Danville? Why is the poor community always having to pay?" Residents argued that car exhaust fumes contributed to higher incidences of underweight babies, infant deaths, and acute and chronic diseases in West Oakland than elsewhere in Alameda County, a claim supported by health officials. The discussion over the future Cypress freeway alignment was complicated from the start because, at the outset, Caltrans and the community of West Oakland held very different perspectives on the project. For Caltrans, it was above all a transportation project of regional importance, necessary to replace an essential link in the East Bay's freeway network. For others, however, particularly CERT and its allies, it was principally a community revitalization project that had the potential to help return West Oakland to its previous grandeur and address environmental justice concerns of community residents. Although Caltrans never wavered in its commitment to restoring the Cypress as a regionally significant highway connector, dialogue with the West Oakland community ultimately sensitized the agency to the community's perspective as well. For twelve months following the Loma Prieta earthquake, Caltrans worked to prepare a Draft Environmental Impact Statement (EIS), evaluating numerous alternatives for responding to the collapse of the Cypress Freeway. Six alternatives were identified in the Draft EIS released by Caltrans in November 1990. These included a no-build alternative, two alternatives that would utilize the existing Cypress right-of-way, and three versions of the railroad corridor alignment advocated by CERT and the City of Oakland. Eight months after the official public comment period for the Draft EIS ended on February 1, 1991, Caltrans released the Final EIS for the Cypress Freeway Replacement Project, which identified the selected alignment for the new freeway. Responding to pressure from the City of Oakland and West Oakland citizens, Caltrans selected the Transit/TSM/Freeway Alternative in the Railroad Corridor, which redirected the freeway along railroad tracks to the west of the community. This alternative added over one mile to the freeway at a cost of more than $500 million for purchase of the right-of-way alone. However, it represented an opportunity to reunite West Oakland, a crucial step in addressing the social and economic problems of this community. Negotiations among Caltrans, the City of Oakland, and West Oakland community groups over the project design led to a number of additional community benefits. First, Caltrans agreed to provide a direct off-ramp from the new freeway to service the Port of Oakland, meaning that heavy transport trucks traveling to and from the Port would no longer traverse residential neighborhood streets. This interchange, valued at nearly $25 million, was also expected to improve the Port's competitive position vis-à-vis other West Coast ports and facilitate employment opportunities for local residents. In addition, although Caltrans initially proposed to eliminate an existing off-ramp at Market Street, West Oakland businesses and community groups expressed concern that this might limit access to local businesses. A West Oakland resident and member of CERT who was also chief of construction for Alameda County prepared a design to maintain the interchange which was presented to Caltrans at community meetings. Largely on the basis of this proposal, Caltrans agreed to modify and retrofit the existing structure at Market Street. During construction, Caltrans also made efforts to ensure that Oakland residents and businesses benefited from the project. During the demolition phase, Caltrans archaeologists excavated sites along the route and uncovered a wealth of artifacts dating back to the 1800s. Key finds included turn-of-the-century artifacts belonging to African-American railroad porters. While fieldwork was in progress, oral history interviews with former porters were carried out to gather information on how jobs were done and what they meant to the workers. Caltrans compiled artifacts, historic photographs, and documentation into a traveling exhibit called "Holding the Fort: An Exhibit of African-American Historical Archaeology and Labor History in West Oakland." The title of the exhibit comes from a song regularly sung by the Brotherhood of Sleeping Car Porters at their West Oakland meetings.
(Source: FHWA Environmental Justice Case Study)

Between 1989 and 1997, thru-traffic used a routing starting at I-980, and along I-980 to I-580, and along I-580 to I-80 in Oakland.

The replacement routing, which opened in 1997 and 1998, was constructed closer to the bay along the Southern Pacific tracks. The road is six lanes from I-980 to a modified Grand Avenue interchange, where two-lane flyovers connect to the Bay Bridge I-80 approaches and two other flyovers connect to I-80/I-580 going north, completely avoiding the I-80/I-580 interchange. The replacement section was 5 miles long, and cost $1.25 billion to build.
(Source: Scott "Kurumi" Oglesby for much of this information)

In 2000, the portion of the former right-of-way of Route 880 that is located between 8ᵗʰ Street and 32ⁿᵈ Street within the City of Oakland was relinquished to the City of Oakland, providing that certain improvements were made, such as including bicycle paths and the associated roadway improvements and landscaping (including a bicycle path that closes the gap in the San Francisco Bay Trail Plan); removal of contaminated materials; and erection of a memorial to the victims of the collapse of the Cypress Freeway Viaduct and to the heroism of those who responded to that disaster. The relinquishment was authorized by Senate Bill 1645, Chapter 538, on September 19, 2000. On the June 2002 CTC agenda, 04-Ala-880-PM 25.5/26.1 in the City of Oakland was up for relinquishement. That is probably the segment in question. The memorial was discussed on the November 2002 CTC agenda. It would be on Mandela Parkway between 13ᵗʰ and 14ᵗʰ Streets in West Oakland, be 44,750 Ft², and include a sculpture, an historic plaque, a water fountain and benches, with $250K coming from Caltrans, and $614,800 from other sources. The Mandela Parkway Improvement Project will include modifying the roadway to be straighter and more consistent; widening of some side streets to permit two-way traffic; updating traffic signals and poles to provide the appearance of a gateway; addition of a Bay Trail alignment on each side of Mandela Parkway; including a 10-foot-wide meandering concrete pathway in the median; decorative landscaping and lighting, including labelng of trees from all over the world.

See Route 80 for information on the pre-1981 routing of what was to be signed I-880.

The post-1984 routing was originally signed as Route 13 in 1934, and was later resigned as Route 17. See Route 17 for a lot of the details on the past routing. In Oakland, it ran along Cypress Street; according to the CalTrans Photolog in 2001, the Cypress Street routing was still state-maintained. For a time, it was signed as US101E. In 1986, it was resigned again as I-880. At I-280 (as of 1963 unbuilt, but LRN 239 (defined in 1959) to the W and LRN 5 (defined in 1909) to the E), I-880 was LRN 239 (still signed as Route 17), and continued N to the junction with Bypass US 101 (LRN 68; present-day US 101). Before LRN 239 was defined, it was likely that Route 17 (present-day I-880) was LRN 5. Construction on what is now I-880 began in 1946; it was completed in 1960. Based on a 1942 map, the current I-880/I-580 interchange (back then, the Route 17, US 50, US 40, and BR US 50 interchange) was constructed in the early 1940s.

In 1952, the CHC adopted a routing for the Eastshore Freeway routing of Route 17. The routing starts from Sign Route 9 (now I-680) just N of its junction with Sign Route 17 (I-880) near Warm Springs, and runs SE joining the proposed Eastshore Freeway near Railroad Avenue.
(Source: Palo Alto Times, 1/17/1952 via Joel Windmiller, 2/13/2023)

I-880 (as Route 17) then continued N along present I-880, and was LRN 69 (defined in 1933) until its junction near Emeryville with US 40/US 50 (LRN 68 and LRN 5; present-day I-80 and I-580). Some portions in Oakland were LRN 105. The original definition of Route 17 continued N along what is now I-580/I-80, and then across the bay as I-580.

San Jose to Milpitas

Valley Fair / Stevens Creek Blvd / I-280 I-880 Route 17 Interchange (~ SCL 0.062)

According to the Mercury News, there are plans for a major overhaul of the I-280/I-880 interchange, that will cost at least $109,000,000 and won't commence until at least 2011. The original plan was to simply redesign the ramp from north I-280 to north I-880 and Stevens Creek Boulevard, including redesigning the exits from Route 17 and I-280 onto Stevens Creek and north I-880, where drivers must now merge into a single lane, creating backups on I-280 and I-880 that extend for miles. However, it turned out that the primary problem is the intersection at Monroe Street and Stevens Creek, the first entrance into Westfield Valley Fair, where one in three cars coming off I-880 is headed. Cars exiting from south I-880 must jam onto Stevens Creek before they reach Monroe; planners realized that until this problem is addressed, other fixes will do little good. So a more comprehensive plan was developed that includes:

• Redesign the off-ramp from south I-880 to Stevens Creek and Monroe. Add a second exit lane from the freeway and broaden the off-ramp to five lanes — with the far right lane feeding traffic directly onto Monroe and into Valley Fair, avoiding Stevens Creek altogether.
• Build another span from north I-280 to a new exit at Tisch Way and Winchester Boulevard — a back way into Santana Row and Valley Fair.
• Construction of a fly-over ramp from north I-280 to north I-880 to separate merging freeway traffic from vehicles exiting at Stevens Creek.
• Reconfiguration of the north I-880 ramp to Stevens Creek, with a triple left turn onto Stevens Creek and a single right turn onto San Carlos St.

Note that about 85% of traffic from north I-280 is headed to Stevens Creek, while 15% is going to I-880 on weekends and during the afternoon commute. During the early hours of the weekday morning commute, three out of five vehicles are going toward Stevens Creek compared to I-880, changing to an 80/20 split by 10:00 am.

A later report on the construction in January 2009 noted that construction could be under way in 2010, and, at about $150 million, the price tag will top the $135 million spent to rebuild the Route 85/US 101 interchange in Mountain View, the previous Northern California record for such work. Gone will be the many cloverleaf ramps and dangerous merges, replaced by longer exit lanes, much wider ramps and a wider Stevens Creek Boulevard. The issue is the source of funding. About $21 million is in hand as of January 2009, enough to complete the first phase from south I-880 onto Stevens Creek. State and federal highway funds, future bond money and some federal stimulus dollars also could also be earmarked for this project.

In June 2009, the CTC received notice of the preparation of the EIR for the I-280/I-880/Route 17 interchange project. The project will modify the Route 17/Interstate 280/Interstate 880 freeway, as well as two adjacent interchanges at Interstate 880/Stevens Creek Boulevard and Interstate 280/Winchester Boulevard. The project is not fully funded. Likely funding sources include federal earmark, as well as local funding from the City of San Jose and the Santa Clara Valley Transportation Agency. The total cost of the project is estimated between $130,000,000 and $150,000,000. Assuming the availability of funding, construction is estimated to begin in Fiscal Year 2010-11.

In June 2010, the CTC approved $30,975,000 in CMIA funding to reconfigure the eastern half of the I-880/Stevens Creek Boulevard interchange and construct a northbound I-280 to northbound I-880 direct connector ramp. During the development of the project, it was determined that an expanded scope would provide more efficient traffic operations. Consequently, in March 2012, the Commission approved an additional $10,300,000 in CMIA funding in order to fully fund the expanded scope on the project. In May 2012, the CTC approved changing the scope to include reconfiguring the western half of I-880/Stevens Creek Boulevard interchange and improving the southbound I-880 on and off ramps at Stevens Creek Boulevard, including a dedicated off-ramp to Monroe Street. They also approved a new public road connection to I-880 at North Monroe Street in the city of San Jose, at Post Mile 0.4. This is part of the project to construct a dedicated lane directly onto Monroe Street from the realigned Southbound I-880/Stevens Creek Boulevard exit-ramp. The dedicated lane to Monroe Street will have an 18-foot-wide lane with 4-foot-wide left and 8-foot-wide right shoulders. This project would reconfigure a portion of Monroe Street, approximately 400 feet north of the intersection with Stevens Creek Boulevard, to accommodate the dedicated lane from the southbound I-880 exit ramp. In order to accommodate realigning the exit ramp and to terminate it onto Monroe Street, additional Right of Way will be required. This will also require a new access point along the existing controlled access right of way.

Scheduled for Spring 2011 is the repaving of I-880 from I-280 next to the Valley Fair shopping center to US 101 through San Jose

In October 2011, the CTC approved for future consideration of funding a project to construct improvements at the Route 17/I-280/I-880 Interchange and I-880/Stevens Creek Boulevard Interchange. The project will be done in phases. Phase 1 will construct northbound I-280 to NB I-880 direct connector, reconfigure northbound I-880/Stevens Creek Boulevard Interchange quadrant, widen I-880/Stevens Creek Boulevard Overcrossing and construct soundwall along Parkmoor Avenue. Phase 2 will reconfigure southbound I-880/Stevens Creek Boulevard Interchange quadrant, construct Monroe Street dedicated lane and construct soundwall along S. Daniel Way. Phase 1 can proceed without Phase 2. Phase 1 is programmed in the Corridor Mobility Improvement Account and includes local funds. The total estimated cost of Phase 1 is $54,400,000, capital and support. Phase 2 is not currently programmed. The total estimated cost of Phase 2 is $10,200,000, capital and support. Construction is estimated to begin in Fiscal Year 2012-13. The scope as described for the preferred alternative is consistent with the project scope set forth in the proposed project baseline agreement. A copy of the FEIR has been provided to Commission staff. Resources that may be impacted by the project include; noise, hazardous waste, biological resources, visual and aesthetics, water quality and stormwater runoff, and traffic. Potential impacts associated with the project can all be mitigated to below significance through proposed mitigation measures. As a result, a Final Environmental Impact Report was prepared for the project.

In September 2014, it was reported that construction was nearly complete on the I-280/I-880 interchange project. In September, three new on- and offramps to Stevens Creek Boulevard opened, and by Thanksgiving 2014 a special lane feeding traffic onto Monroe Street and bypassing Stevens Creek Boulevard was anticipated to be ready. Motorists driving south on I-880 will use a new signalized offramp to turn onto Stevens Creek. There will be three lanes turning right toward Valley Fair and Santana Row and one lane turning left toward downtown San Jose. Drivers on Stevens Creek headed to southbound Route 17 and southbound I-280 will use a new onramp located closer to the freeway than the current one. Motorists traveling to Stevens Creek from northbound Route 17 and northbound I-280 will see a new signalized intersection. Traffic from these ramps will no longer cross underneath the Stevens Creek Bridge and loop onto the busy street. Instead, they will make a left-hand turn through a new intersection with traffic lights. Of the $62.1 million cost, $39.2 million came from state bonds approved by voters in 2006. The federal government chipped in $19 million, and the remainder came from local tax dollars. The reconstruction is a scaled-back version of what had been planned. There will be no exit from north I-280 onto Winchester Boulevard to allow for a back way into Santana Row, as VTA wanted, nor will there be a second lane for traffic going south on I-880 to reach north I-280. All that would have run the cost up to $150 million, and Caltrans feared that this ramp would be too close to the new interchange and create more problems than it would ease.
(Source: SJ Mercury News, 9/28/2014)

The San Jose Mercury News has received reports of problems with the new I-280/I-880 interchange. There are reports of poorly marked embankments, missing reflectors, and badly marked transitions. There have been numerous accidents or near accidents. Caltrans is looking at what can be done to make the interchange safer, as too many drivers have reported near-rollovers.
(Source: SJ Mercury News, 3/21/2016; 4/5/2016)

The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:

• High Priority Project #1367: Modify the I-880 and Stevens Creek Boulevard Interchange to ease traffic congestion in San Jose. $9,600,000. (~ SCL 0.406)
• High Priority Project #3785: Modify I-880/Stevens Creek Boulevard interchanges to ease traffic congestion in San Jose. $5,000,000.

Coleman Ave Interchange

There are also plans to reconstruct the Coleman Avenue interchange near the San Jose Airport (~ SCL 2.66). This is TCRP Project #8, requested by the Santa Clara Valley Transportation Authority. This was completed in 2004.

The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:

• High Priority Project #359: Reconstruct the I-880 & Coleman Avenue Interchange (this is TCRP #8, which was supposedly completed) and implement other I-880 Corridor operational improvements in Santa Clara County. $8,000,000. (~ SCL 2.66)

I-880 Widening between San Jose and Milpitas. (~ SCL 3.573 to SCL 6.657)

There were also plans to widen I-880 between the I-880/North First Street interchange in San Jose (S of US 101) to the Montague Expressway (Santa Clara County Sign Route G4, S of Route 237). This involved:

• Widening the existing 4-lane freeway to 6-lanes. To do this, the existing 40 ft median was reduced to an interim 16 ft, allowing widening without additional right of way acquisition. Type 60 concrete barriers were installed. These lanes opened in October 2003.
• Adding an auxiliary lange between old Bayshore Highway and North First Street in the SB direction. This would require construction of retaining walls between US 101 and North First Street to avoid right of way acquisition.
• Widening of the undercrossings at Old Bayshore Highway, Fourth Street, and North First Street to accomodate the additional lane. The widening would be approximately 20 ft to provide for a standard 10 ft shoulder.
• Improvements of various exit ramps and turns. In particular, improve and lengthen the SB exit at Brokaw Road; eliminate the right-turn from the exit ramp to O'Toole Avenue, and turn O'Toole Avenue into a one-way street between the SB exit ramp and Brokaw Road. The previous right-turning traffic would be accommodated on Junction and Charcot Avenues.
• Construct a new bridge at Coyote Creek and Brokaw Road. It would be built as 4-lanes SB, 4-lanes NB, and a NB acceleration lane from the Brokaw Road on ramp. This requires right of way acquisition.
• Realignment of the Old Bayshore Highway SB on-ramp.

In 2007, the CTC considered a number of requests for funding from the Corridor Mobility Improvement Account (CMIA). Two requests were funded: the SB HOV Extension from Route 237 to US 101 ($71.6M) and the SB HOV lane from Marina to Hegenberger ($94.6M). A request to reconstruct the interchange with I-280 near Stevens Creek and Winchester ($50M) was not recommended for funding.

In September 2009, the CTC approved for future consideration of funding a project that will construct a high occupancy vehicle lane in each direction on Route 880 between Old Bayshore Highway in the city of San Jose and Route 237 in the city of Milpitas. The project is programmed in the Corridor Mobility Improvement Account and includes local funds. The total estimated project cost is $95,000,000, capital and support. Construction is estimated to begin in Fiscal Year 2010-11. The scope as described for the preferred alternative is consistent with the project scope set forth in the approved project baseline agreement.

In August 2011, the CTC approved funding $71,600,000 of state-administered CMIA funds for I-880 widening in the cities of San Jose and Milpitas, between US 101 and Route 237. This project would also construct HOV lanes in each direction.

In January 2012, the CTC approved reducing the original CMIA allocation for construction by $25,671,000 (reflecting construction contract award savings), from $61,790,000 to $36,119,000 from the I-880 Widening (Route 237 to US 101) project (PPNO 0415) in Santa Clara County. The contract was awarded on December 14, 2011.

In May 2012, it was reported that there are plans to widen I-880 from Route 237 almost to US 101, with major changes scheduled for the Brokaw Road interchange. A carpool lane will be added on the southbound onramp and the merge lane extended 700 feet. On the northbound side, the ramps will be shifted 70 feet east and there will be two lanes to turn left and two more to turn right. The tight, curvy two-lane ramp to north I-880 will be smoothed out. The cost is $68 million ($46 million from state bonds and $22 million from VTA); $15 million below engineers' estimates. Estimated completion is summer 2013.

In June 2013, it was reported that new carpool lanes have opened on a 4-mile stretch of I-880 from Route 237 in Milpitas to the US 101 interchange in San Jose. The $70-million project also added a carpool lane on the southbound onramp from Brokaw and extended the merge lane by 700 feet. Of that figure, $50 million comes from state bonds approved by voters and another $20 million from the Valley Transportation Authority's highway account. On the northbound side, the ramps have been shifted 70 feet east, and there are now two lanes to turn left and two more to turn right onto Brokaw. The tight, curvy two-lane ramp to north I-880 has been smoothed out.

Milpitas to Oakland

Charcot Overcrossing (~ SCL 5.675)

In May 2019, it was reported that the Charcot overcrossing of I-880 (~ SCL 5.675) in North San Jose will receive $37 million in the next few years. The Charcot bridge over I-880 could ease traffic woes along Montague Expressway and Brokaw Road, which now serve as the best ways to get onto I-880. There will be no ramps, so no merging chaos of an interchange, and hopefully will provide a good connection for people to walk and bike over the freeway, in addition to driving without the stress of on- and off-ramps.
(Source: Mercury-News $$, 5/14/2019)

In February 2022, it was reported that the San Jose City Council voted unanimously to drop a proposal to build the Charcot Overpass. The overpass would have extended North San Jose’s Charcot Avenue about .6 miles from Paragon Drive over I-880 to Oakland Road. Over the past two years, parents and teachers of Orchard School on nearby Fox Lane have launched petitions, attended dozens of community and city meetings and even filed a lawsuit against the city to voice their disdain for the project. Construction of the overpass would have required the city to widen Silkwood Lane on the northern edge of the school’s campus and invoke eminent domain to claim about a half-acre section of open space on the school’s campus. Parents and teachers had argued that the project would pose a safety risk to children walking to and from school, increase pollution and shrink the school’s campus. In the works since 1994, the Charcot Avenue extension project was integrated into the city’s 2020 General Plan. City leaders at the time saw it as a promising way to improve connectivity from the East and West sides of I-880 and provide a crossing for not only vehicles, but bicycles and pedestrians as well. It was also meant to support increased development and economic vitality in industrial-heavy North San Jose. More recently, San Jose has been locked in a legal battle with the city of Santa Clara over development plans in the area. Santa Clara has repeatedly threatened to sue San Jose if the city tried to add more housing in this underutilized, largely industrial area of the city before making certain transportation improvements. The Charcot Extension was previously considered by the city of San Jose as one of those necessary transportation improvements, aiming to relieve some of the congestion from nearby Brokaw Road. Over the course of the past three decades, however, the area around the proposed overpass has evolved considerably. Instead of industrial buildings, the overpass would now be sandwiched between dozens of new homes and Orchard Elementary School — neither of which existed when the plans were first brought forward. On top of those changes, Santa Clara city officials have indicated that the Charcot Extension is not one of the priority traffic improvements they want to see completed by the city of San Jose in North San Jose before more housing is built, according to San Jose Mayor Sam Liccardo. Weighing those factors, city officials decided that dropping the project and diverting the remaining $3.9 million in project funds to two other high-priority traffic improvement initiatives — the interchange project at US 101/Maybury/Berryessa or the interchange project at Highway 101 and Zanker Road — was the best route to take.
(Source: Mercury News, 2/2/2022)

I-880 Express Lanes (~ SCL 6.775 to ALA 22.831)

In February 2013, it was reported that Caltrans plans to convert HOV lanes on I-880 into HOT ("Express" or High Occupancy/Toll) lanes -- specifically, I-880 between Highway 237 in Milpitas and south of Marina Boulevard in San Leandro (~ SCL 6.775 to ALA 22.831), and on the approaches from the freeway to the San Mateo and Dumbarton bridge toll plazas. Express lanes work by continuing to allow carpoolers free access to the fast lane but then selling unused capacity to drivers who wouldn't normally qualify to drive in them. Tolls are collected electronically using FasTrak transponders, and electronic systems are used to monitor traffic and set tolls at a rate designed to keep traffic in the lanes flowing at 50 mph or faster. As the lanes get more congested, tolls rise, and as gridlock eases, they drop. Toll rates for the network have not been set yet, but on the existing lanes they have varied from a 30-cent minimum to about $5 or $6.

In December 2019, it was reported that I-880 express lanes are scheduled to open late summer 2020. The project cost is $139 million. The express lanes are intended primarily to improve traffic flow for buses and carpools, which travel free in that lane, and to offer a reliable commute for toll-paying drivers. Toll revenue is used to pay for lane operations and maintenance, rather than to recoup construction costs. Workers are converting to express lanes the existing I-880 HOV lanes that run from Hegenberger Road in Oakland to Dixon Landing Road in Milpitas in the southbound direction and from Dixon Landing Road to Lewelling Boulevard in San Lorenzo in the northbound direction. The MTC, which is the transportation planning, financing and coordinating agency for the nine-county San Francisco Bay Area, said nearly all of the civil construction work has been completed and ongoing work includes installing, connecting and testing tolling equipment and connecting fiber cable for future traffic monitoring in the corridor. The MTC said work near the Hacienda overcrossing in San Leandro to improve drainage, finish the retaining wall and complete paving on southbound I-880 is substantially complete. The transportation agency said the toll system integration team is working south to north in the corridor to install 29 overhead variable toll-messaging signs known as VTMS and 12 of them have been installed so far. Crews are continuing to install toll tag readers and pull cable for data and power.
(Source: ＄ Mercury News, 12/13/2019; CBSNBay Area, 12/31/2019)

In May 2020, it was reported that lane re-striping in preparation for the Express Lanes was starting at the end of the month. Striping changes in the southbound direction will start at Hegenberger Road in Oakland and making their way to Dixon Landing Road near the Santa Clara County line. Northbound, the changes will begin at Dixon Landing Road and extend to Lewelling Blvd. in San Lorenzo. The new lane striping will be painted between the far-left HOV lane (lane 1) and the adjacent general-purpose lane (lane 2). Once the new striping is painted, drivers in certain segments will not be allowed to move into or out of the far-left lane. Lane-change rules will be effective immediately, even though Express Lane tolling will not begin for several months. The changes include the addition of double white lines (which cannot be lawfully crossed) in several segments, dashed lines in others, and the creation of new merge lanes in select locations. As part of the lane-striping project, crews will install signs explaining where to exit the far-left lane to reach different highway exits.
(Source: The Bay Link Blog, 5/19/2020)

In September 2020, it was reported that the I-880 Express Lanes in Alameda County would begin operations at 5 a.m. on Friday, Oct. 2. Operating hours for Express Lanes are weekdays from 5 a.m. to 8 p.m. Tolls rise as traffic increases and decline as traffic falls. Signs over the roadway indicate toll rates for various destinations. Customer always pay the toll displayed when they enter the Express Lane, even if toll rates change during their trip. Toll-paying customers pay for each toll zone they enter. There are six toll zones along southbound I-880 from Hegenberger Road in Oakland to Dixon Landing Road near the Fremont/Milpitas border and five toll zones along northbound I-880 from Dixon Landing Road to Lewelling Blvd. in San Lorenzo. When the lanes begin operation, the Santa Clara Valley Transportation Authority (VTA), will adjust the tolling rules for its existing Route 237 Express Lanes to match those for the I-880 Express Lanes. These rules include:
(Source: The Bay Link Blog, 9/14/2020)

• All vehicles must have a FasTrak® toll tag to use the Express Lanes;
• Three-person carpools, buses, vanpools and motorcycles travel toll-free with a FasTrak Flex toll tag set to the 3+ position;
• Two-person carpools with a FasTrak Flex toll tag set to the 2+ position pay half-price tolls;
• Solo drivers of eligible clean-air vehicles (CAVs) and two-person carpools in clean-air vehicles pay half-price tolls with a FasTrak CAV toll tag. Eligible CAVs are those with red, purple or orange decals; and
• Other solo drivers pay the full toll to use the Express Lanes with either a standard FasTrak toll tag or a FasTrak Flex tag set to the 1 position.

Work has been done on the Dixon Landing Interchange (~ SCL 10.395). The 2-lane bridge, built in 1953, was closed on August 6, 2002. The new 8-lane overpass is partially open: the structure is complete, but only 2 traffic lanes are open. The old bridge must be demolished before the new I-880 southbound lanes (which appear to be about 5 feet higher than the old ones) can be completed.

In June 2016, the CTC approved $35,000,000 for the Santa Clara Valley Transportation Authority for Mission Boulevard/Route 880 Interchange (Phase 1B/2) (~ ALA R1.938). In Fremont, on Mission Boulevard (Route 262) and Warren Avenue between Kato Road and Wam Springs Boulevard. Widening Mission Boulevard and replacing UPRR structures. Approved as part of the Route 84 Historic Parkway LATIP program of projects under Resolution LATIP-1112-01 at the March 2012 Commission meeting. This is first of the two allocations totaling $42,350,000; $35,000,000 has been accrued from the sale of excess land. The remaining sale of excess land might not happen for another 2 or more years. The local agency has requested a partial reimbursement of $35,000,000, as the project has been completed using local funds.

There is also work being done to widen the route near Mission Blvd (~ ALA R1.938). As the Route 262 (Mission Boulevard) improvements continue, a temporary ramp has been introduced from northbound (NB) I-880 to eastbound (EB) Route 262. Since the former ramp interfered with the upcoming boost in lane-count for NB I-880 (coincidentally, from three to four lanes at this location), the departing angle for the exit would have been too sharp for many motorists' comfort--that is, if kept in its current configuration. So instead, the temporary ramp creates a smoother transition from NB I-880 to EB Route 262. This short-lived transition will borrow from the "future" fourth-lane of NB I-880, exiting ~1/6ᵗʰ of a mile south of the present interchange.

In June 2016, it was reported that the median barriers on I-880 were being replaced and there was median construction between Mission Blvd in Fremont and Route 84(~ ALA R1.938 to ALA 8.795). Caltrans is building a taller, 56-inch median to meet new safety standards, and installing new equipment for converting the carpool lanes into express lanes along 23 miles of 880 from Mission in Fremont to Oak Street in Oakland. Freeway safety lighting will be constructed in certain areas to improve nighttime vision. This will include electrical work and moving signs from the median to areas adjacent to the right shoulder. The express lane work should end in three years.
(Source: Mercury News, 6/10/2016)

Route 92/I-880 Interchange (~ ALA 16.617)

The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:

• High Priority Project #2484: Reconstruct I-880/Route 92 interchange in Hayward. $1,400,000. (ALA 16.579)

Caltrans recently rebuilt the Route 92/I-880 interchange (~ ALA 16.617). The original interchange was a conventional cloverleaf interchange, with collector/distributor roads on I-880. The new $245 million interchange has 3 levels: I-880 at the bottom; Route 92 West next, with a left-hand ramp to I-880 South; Route 92 East at the top, soaring over both I-880 and the Route 92 West/I-880 South transition ramp. The project will take out business and/or homes west of I-880 south of Route 92, and either east or west of I-880 north of Route 92, depending on which alignment Caltrans picks. In 2010, it was reported that the estimated completion for this project is in late 2012. It was actually reopened in October 2011. About 235,000 vehicles pass through the interchange daily as of 2011. The project, constructed by Flatiron Construction and Granite Construction, was completed on schedule and about $1 million under budget.

In his 2006 Strategic Growth Plan, Governor Schwartzenegger proposed constructing Corridor and Operational Improvements.

I-880 / Whipple Road / Industrial Parkway (~ ALA 13.679)

In March 2016, it was reported that structures on I-880 bridging Whipple Avenue in Union City (~ ALA 13.679) and over San Leandro Creek and a Union Pacific rail line in San Leandro made the list of California's 25 most traveled bridges that are rated "structurally deficient," according to a report from a Washington, D.C.-based trade group. The I-880 Whipple Road overcrossing was downgraded because of significant cracks in its decks, which were repaired in 2015. The I-880 bridge over the creek and rail line was built in 1951 and upgraded in 1970. It wasn't clear what the issue is with that bridge. A bridge qualifies as "structurally deficient" if the condition of any of these elements -- the bridge's deck, superstructure, substructure or culvert and retaining walls -- is rated 4 or lower on a scale of 9, or a 2 rating for overall structural condition or its clearance over any waterway underneath, according to Nancy Singer, a spokeswoman for the Federal Highway Administration. A 4 rating is considered poor; a zero is considered failed condition and a 9 is excellent.
(Source: San Jose Mercury News, 3/23/2016)

In January 2019, Mr. Roadshow reported that Caltrans has plans to rebuild the I-880/Whipple Road-Industrial Parkway Southwest and I-880/Industrial Parkway West interchanges. The project would include ramp reconfigurations, modifications and replacement of bridges, street realignments and restriping, and bicycle and pedestrian improvements in Hayward and Union City. This will be a monstrous job, costing around $175 million with construction beginning in 2025. The Alameda CTC has set up a webpage on the project. The project fact sheet notes that I‐880/Whipple Road ramp intersections currently operate at or over capacity, with a few movements experiencing high delay during a.m. and p.m. peak hours. Observed queues for the northbound off‐ramp approach at Whipple Road occasionally extend to the mainline. Additionally, the Whipple Road–Industrial Parkway South West interchange was identified by the cities of Union City and Hayward as needing bicycle and pedestrian improvements to enhance the connectivity between the east and west sides of I‐880. The planned improvements include a northbound off-ramp, a southbound high occupancy vehicle (HOV) bypass lane on the southbound loop off-ramp, bridge reconstruction over I-880, and surface street improvements and realignment.
(Source: Mercury News, 1/23/2019; ProjectFact Sheet)

In June 2021, the CTC approved amending the STIP to use the funding available through the 2021 Mid-Cycle STIP and share distribution of the federal Coronavirus Response and Relief Supplemental Appropriations Act of 2021 funds (COVID Relief Funds) to add a new project to the STIP: Route 880 Interchanges Improvements, at Industrial Parkway West and at Whipple Road/Industrial Parkway Southwest (PPNO 0023L); program $50K to the PS&E phase in FY 2022-23.
(Source: June 2021 CTC Agenda, Agenda Item 2.1a.(19))

In January 2023, the CTC approved for future consideration of funding the following project for which a Negative Declaration (ND) has been completed: I-880 Interchange Improvements Project. I-880 in Alameda County (04-Ala-880, PM 13.0/14.8). Interchange on and off ramp reconfigurations, modifications and/or replacement of bridge structures, local roadway realignments and restriping, and bicycle and pedestrian improvements on I-880, in Alameda County. (PPNO 0023L). The project is located on I-880 from postmile 13.0 to 14.8, in Alameda County. The Department proposes to provide interchange and local road improvements along the project area. The project is currently programmed in the 2022 State Transportation Improvement Fund for a total of $219,000,000 which includes Plans, Specifications, and Estimate. Construction is estimated to begin 2024-25. The scope, as described for the preferred alternative, is consistent with the project scope as programmed by the Commission in the 2022 STIP.
(Source: January 2023 CTC Agenda, Agenda Item 2.2c.(1))

In March 2023, the CTC approved the following allocation for a locally-administered STIP project: $50,000. 04-Ala-880 13.0/14.8. PPNO 04-0023L; ProjID 0418000067; EA 0Q280. I-880 Interchange Improvements (Whipple Road/Industrial Parkway Southwest and Industrial Parkway West). In the cities of Hayward and Union City. Interchange and local road improvements on I-880 from 0.6 mile south of Whipple Road/Industrial Parkway Southwest Interchange to 0.3 north of Industrial Parkway West Interchange. Future consideration of funding approved under Resolution E-23-01; January 2023. Contribution from other sources: $15,550,000. Allocation: PS&E $50,000.
(Source: March 2023 CTC Agenda, Agenda Item 2.5c.(2) #1)

Route 880 Interchanges Improvements, Winton Avenue / A Street (~ ALA 17.448 to ALA 18.587)

In October 2019, the Alameda CTC held an open house regarding a project that would improve the Winton Avenue and A Street interchanges. The I-880 Interchange Improvements Project aims to reconfigure the interchanges at Winton Avenue and A Street and implement complete streets features. The project intends to improve traffic operations, safety, and accessibility to the retail and commercial land uses at Winton Avenue and A Street. Proposed improvements include reconfiguring the I-880 interchange at Winton Avenue to provide direct access to the Southland Mall and implement Complete Streets features, and reconstructing the I-880/A Street interchange to widen A Street from five to six lanes and provide additional lane capacity for potential future freeway widening. Improvements will also involve modifying signals and reconfiguring intersections to improve truck turning maneuvers. The project will also implement bike lanes and pedestrian friendly design at both interchanges, modify signals and reconfigure intersections to improve traffic flow, and improve weaving operations along the segment of I-880 between the Winton Avenue and A Street interchanges.
(Source: Winton/A Avenue Project Page, Retrieved 9/2021)

Current problems identified for the I-880/Winton Avenue Interchange include: (•) The interchange has a four-quadrant cloverleaf configuration with ramps running freely onto Winton Avenue without intersection control. (•) Pedestrians and bicyclists must cautiously look for vehicles approaching at high speeds when crossing the uncontrolled ramps along Winton Avenue. (•) Through traffic and vehicles heading to Southland Mall via the westbound Winton left-turn lane creates congestion and queues along Winton Avenue, Southland Drive and the I-880 southbound off-ramp. Problems identified for the I-880/A Street Interchange include: (•) Congestion during peak periods affects both directions. (•) Vehicular queues in the two adjacent left-turn lanes cause operational and safety issues. (•) The existing underpass provides non-standard design features and lacks bicycle lanes. Initial cost estimates are as follows: ($ × 1,000): Planning/Scoping $940; PE/Environmental $4,368; Final Design (PS&E) $8,942; Right-of-Way $1,750; Construction $79,000; Total Cost Estimate $95,000.
(Source: Winton/A Avenue Project Page, Retrieved 9/2021)

In June 2021, the CTC approved amending the STIP to use the funding available through the 2021 Mid-Cycle STIP and share distribution of the federal Coronavirus Response and Relief Supplemental Appropriations Act of 2021 funds (COVID Relief Funds) to add a new project to the STIP: Route 880 Interchanges Improvements, at Winton Avenue and at A Street (PPNO 0023M); program $50K to the PS&E phase in FY 2022-23.
(Source: June 2021 CTC Agenda, Agenda Item 2.1a.(19))

Marina to Helgenberger Project (~ ALA 22.836 to ALA 25.52)

In January 2011, the CTC approved for future consideration of funding a project in Alameda County that will extend the existing southbound HOV lane from south of the Marina Boulevard Overcrossing in the city of San Leandro to Hegenberger Road in the city of Oakland. The project is programmed in the Corridor Mobility Improvement Account and includes federal and local funds. Construction is estimated to begin in Fiscal Year 2011-12. Total estimated project cost is $108,000,000 for capital and support. The project will result in no significant impacts to the environment. Avoidance and minimization measures would reduce any potential effects on water quality, hazardous waste and materials, air quality, noise, wetlands and other waters, and threatened and endangered species.
(Image from Oakland Tribute, 1/9/2013)

In January 2012, the CTC updated the Marina to Hegenberger project. The project scope includes extending the existing southbound high occupancy vehicle lane from its current terminal point at just south of the Marina Boulevard Overcrossing to Hegenberger Road. The project scope also includes reconstruction of the Davis Street Overcrossing and the Marina Boulevard along with widening of bridge structures over the Union Pacific Railroad (UPPR) lines and the San Leandro Creek. Once completed, these improvements will help alleviate congestion along the corridor and also will upgrade the facility to meet the safety and operational requirements. The amendment reflected a request from the City of San Leandro to include an additional scope of work relating to the improvements at the Davis Street Interchange in the existing CMIA project. These improvements will be funded by the City of San Leandro with its own local funds. Combing these improvements with the CMIA project will result in more efficient delivery and less inconvenience to the traveling public during the construction of the project. The funding profile was updated. The project was also split into three segments for delivery: (1) South Segment (PPNO 0036F): On Route 880 in Alameda County, from Marina Boulevard to Davis Street in San Leandro. Extend existing southbound HOV Lane; (2) North Segment (PPNO 0036J): On Route 880 in Alameda County, from Davis Street to Hegenberger Road in Oakland. Extend existing southbound HOV Lane; (3) Follow-up Landscaping (PPNO 0036K): On Route 880 in Alameda County, from Marina Boulevard to Davis Street in San Leandro. Highway Planting.

In January 2013, it was reported that Caltrans crews will begin widening a three-mile stretch of I-880 in San Leandro to add a southbound carpool lane and replace two overpasses. Completion of the first segment, which spans from Hegenberger Road to just north of Davis Street, is scheduled for the fall of 2014. The second segment, from Davis Street to just south of Marina Boulevard, is slated to be done by spring 2016 and includes new overpasses at Davis Street and Marina Boulevard to improve vertical clearance on I-880 and reduce the frequency of big rigs with high loads hitting the bridges. Plans also include replacing 3,000 feet of soundwall, widening the San Leandro Creek Bridge, improving pedestrian access and bike lanes on the Davis Street overpass and reconstructing on- and offramps at 98ᵗʰ Avenue and Hegenberger Road. The project -- estimated to cost $83.4 million -- aims to ease congestion on I-880, which is expected to see a 30 percent increase in traffic volume by 2035. A new left turn on westbound Marina Boulevard to the Kaiser Permanente Medical Center development is also being considered.
(Source: Oakland Tribune, 1/9/2013)

In May 2022, the CTC authorized relinquishment of right of way, consisting of collateral facilities and nonmotorized transportation facilities, in the city of Oakland along Route 880 on Coral Road, Jones Avenue, Hegenberger Road, and Edgewater Drive (3 segments, 04-Ala-880-PM 24.7 × 2, 25.5), under the terms and conditions as stated in the Freeway Agreement dated January 17, 1995.
(Source: May 2022 CTC Agenda, Agenda Item 2.3c)

In October 2014, the CTC authorized relinquishment of right of way in the city of Oakland (City) along Route 880 on Oakport Street (~ ALA 26.699), consisting of a reconstructed city street. The City, by freeway agreement dated July 30, 2008 and by letter signed on August 26, 2014, waived the 90-day notice requirement and agreed to accept title upon relinquishment by the State.

Embarcadero Bridges - 5ᵗʰ Avenue, 29ᵗʰ Avenue, 23ʳᵈ Avenue, High Street (~ ALA 27.799 to ALA 30.611)

In July 2010, the CTC approved for future consideration of funding a project that will construct roadway and safety improvements on Route 880 at the 29ᵗʰ Avenue and 23ʳᵈ Avenue overcrossings in the city of Oakland. The project is programmed in the Trade Corridors Improvement Fund and the 2010 State Transportation Improvement Program and includes federal demonstration and local funds. Construction is estimated to begin in Fiscal Year 2012-13. Total estimated project cost is $96,787,000 for capital and support. In March 2012, the CTC amended the TCIF baseline agreement for TCIF Project 4 - I-880 Reconstruction, 29ᵗʰ-23ʳᵈ Avenue project (PPNO 0044C) to update the project delivery schedule. The project will reconstruct the 29ᵗʰ and 23ʳᵈ Avenue overcrossings. The project will also construct a number of on-ramp and off-ramp improvements within the project limits. These improvements will relieve traffic congestion within this major bottleneck on I-880. The project delivery has been delayed due of challenges in acquiring the necessary right of way. Due to multiple lien holders and a number of challenging utility and structure encroachments, obtaining the required acquisitions have been much more complicated than originally anticipated. The duration of construction has also increased from the original estimate of 26 months to 48 months due to revised staging requirements for the construction of various structures. Furthermore, the duration between Ready-to-List (RTL) and the Begin Construction milestones is being extended to six months to reflect the Commission meeting schedule for 2012.

There are plans to rebuild and seismically retrofit the Fifth Avenue and High Street Bridges in Oakland, as well as repaving I-880. They will also be rebuilding the 23ʳᵈ and 29ᵗʰ Street Bridges, and adding a SB HOV lane from Oakland to San Leandro. The work will also widen existing lanes from 11 to 12 feet, plus add 10-foot shoulders and improve the narrow cattle-chute-like ramps into decent merging areas.

In January 2013, the CTC approved amending the TCIF baseline agreement for TCIF Project 4 - I-880 Reconstruction, 29ᵗʰ-23ʳᵈ Avenue project (PPNO 0044C) to update the project funding plan and delivery schedule. The I-880 Reconstruction project will reconstruct the 29ᵗʰ and 23ʳᵈ Avenue overcrossings. The project will also construct a number of on-ramp and off-ramp improvements within the project limits. The East Bay Municipal Utility District (EBMUD) has recently completed the design plans for their waterline relocations. Based upon these latest cost estimates, the Right of Way (R/W) estimate has increased from $5,200,000 to $6,325,000, an increase of $1,125,000. The ACTC is proposing to cover this funding shortfall with local measure funds. Additionally, at the completion of the design phase, it was determined there was sufficient capacity in the programmed construction capital to fully fund the project construction capital estimate and a change in construction support programming was necessary. Therefore, $5,700,000 was subtracted from construction capital and added to construction support, resulting in no net change on the amount coming from the SHOPP funds. The project delivery has been delayed by two months. This delay is due to the complexities of the project and also due to a large number of agencies involved in the project development activities. Construction is now planned to begin in July 2013, and end in July 2017.

In August 2011, the CTC approved $18,000,000 in SHOPP funding to rehabilitate 12.0 lane miles of roadway in Oakland, from 0.5 mile north of High Street to 0.5 mile north of Fifth Avenue, to improve the ride quality, prevent further deterioration of the road surface, minimize the costly roadway repairs and extend the pavement service life.

In August 2011, there was an update on the Interstate 880 Corridor Improvement Project. This is the eight-year effort to upgrade a 15-mile stretch of roadway between Oakland and Hayward. In August 2011, it was reported that Caltrans was opening a , is entering yet another new phase. This coming Sunday, the California Department of Transportation (Caltrans) will shift traffic onto the new I-880 southbound bridge over Fifth Avenue in Oakland (this bridge had been temporarily used as an on-ramp by vehicles entering the freeway from Oak Street). The lane shift will give Caltrans construction crews space to begin demolition and reconstruction of the current 62-year-old bridge’s southbound lanes. If all goes as planned, the reconstruction will be completed in the summer of 2013. In November 2011, Gary Richards of the SJMN noted that the new bridge will be taller than then old bridge, primarily because designers wanted to use sections of the old bridge as part of the temporary support system for construction of the new one. The High Street portion of I-880 was built in 1950 and is considered by Caltrans to be vulnerable to damage in the event of a major earthquake. According to the agency, when construction is completed motorists should notice a smoother ride, better visibility and benefit from larger roadway shoulders to accommodate disabled vehicles. The exit ramps are being reconfigured to reduce back-ups entering and exiting the freeway at the 42ⁿᵈ Avenue interchange. Construction of the 23ʳᵈ and 29ᵗʰ Avenue bridges to Interstate 880 is scheduled to begin in 2012. Nearby, The Fruitvale Avenue Overhead Project was completed in 2009.
(Source: Alameda Patch)

The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21, provided the following expenditures on or near this route:

• High Priority Project #2131: Construct operational and safety improvements to I-880 N at 29ᵗʰ Ave in Oakland. $2,000,000. (~ ALA 28.639)

In December 2021, the CTC authorized relinquishment of 04-Ala-880-PM 28.6/28.8 (2 segments): Right of way, consisting of collateral facilities in the city of Oakland along Route 880 on East 9ᵗʰ Street (Division Street) and Lisbon Avenue, under the terms and conditions as stated in the freeway agreement dated May 16, 2013.
(Source: December 2021 CTC Agenda, Agenda Item 2.3c)

Route 880 Oakland/Alameda Access, Broadway-Jackson, Improvement (04-Ala-260 R0.78/R1.90, 04-Ala-880 30.47/31.61)

Caltrans, in partnership with the Alameda County Transportation Commission (Alameda CTC), proposes to improve mobility and accessibility, traffic operations, and bicycle and pedestrian facilities through the Oakland Alameda Access Project (proposed project) on Route 260 (R0.78/R1.90) and on I-880 (30.47/31.61) in the cities of Oakland and Alameda in Alameda County, California. The EIR for the project notes that the Oakland Alameda Access Project, formerly known as the Broadway/Jackson Interchange Project and then the Broadway/Jackson Street Interchange Improvements Project, has been studied for over 20 years. As of September 2020, three Project Study Reports (PSR), a Project Report (PR), and a Feasibility Study evaluated numerous alternatives to address the Purpose and Need. A Draft PSR was prepared in 1997, a subsequent PSR was completed in 2000, and a PR was completed in 2002 for the Broadway/Jackson Street Interchange Improvements Project. However, the recommended alternative did not have the support of the local community, particularly key stakeholders in Chinatown, so it did not proceed. In 2006, the City of Alameda revisited the project by completing a Feasibility Study for the I-880/Broadway-Jackson Interchange Improvements Project. The Feasibility Study recommended several new alternatives and a PSR-Project Development Support (PDS)-Project Initiation Document (PID) for the I-880/Broadway-Jackson Interchange Improvements Project. This study was approved by Caltrans in March 2011.
(Source: Draft Environmental Impact Report/Environmental Assessment and Draft Individual Section 4(f) Evaluation, Oakland Alameda Access Project, September 2020)

The September 2020 Draft EIR notes the following alternatives:
(Source: Draft Environmental Impact Report/Environmental Assessment and Draft Individual Section 4(f) Evaluation, Oakland Alameda Access Project, September 2020)

• No-Build (No-Action) Alternative. Under the No-Build Alternative, there would be no improvements to bicycle or pedestrian connectivity or safety. Freeway traffic to/from the cities of Oakland and Alameda would continue to use city streets through Oakland and Chinatown, which are areas with a high volume of pedestrian activity. Vehicle-pedestrian or -bicycle conflicts from traffic traveling through city streets would continue. The I-880 viaduct would continue to impede connectivity between downtown Oakland and the Jack London District, and access would not be improved for bicyclists and pedestrians traveling between Oakland and Alameda.
• Build Alternative. The Build Alternative proposes to remove and modify the existing freeway ramps and to modify the Posey Tube exit in Oakland. The Build Alternative would improve access to NB and SB I-880 from the Posey Tube via a right-turn-only lane from the Posey Tube to 5ᵗʰ Street, and a new horseshoe connector at Jackson Street below the I-880 viaduct that would connect to the existing NB I-880/Jackson Street on-ramp. The proposed project would also reconstruct and shift the existing WB I-980/Jackson Street off-ramp to the south. The Webster Tube entrance at 5ᵗʰ Street and Broadway  would be shifted to the east to create more space for trucks to make the turn from Broadway into the Webster Tube. A bulb-out would be constructed to extend the sidewalk, reducing the crossing distance and  allowing improved visibility of pedestrians on the southeast corner. The proposed project would remove the NB I-880/Broadway off-ramp and widen the NB I-880/ Oak Street off-ramp to 6th Street, which would become the main NB I-880 off-ramp to downtown Oakland and to Alameda. 6ᵗʰ Street would become a one-way through street from Oak Street to Harrison Street and a two-way street from Harrison Street to Broadway. The proposed project would add a Class IV two-way cycle track on 6ᵗʰ Street between Oak and Washington streets and on Oak Street between 3ʳᵈ and 9ᵗʰ streets. It would implement bicycle and pedestrian improvements at the Tubes’ approaches in Oakland and Alameda, and it would open the Webster Tube’s westside walkway. This would improve connectivity to existing and future planned bicycle paths in the City of Oakland, and it would implement various “complete streets” improvements to create additional opportunities for non-motorized vehicles and pedestrians to cross under I-880 between downtown Oakland and the Jack London District.

Additional detail on the Build Alternative improvements include the following:
(Source: Draft Environmental Impact Report/Environmental Assessment and Draft Individual Section 4(f) Evaluation, Oakland Alameda Access Project, September 2020)

1. Construction of a new horseshoe connector under I-880 at Jackson Street. Vehicles exiting the Posey Tube would have direct access to NB I-880 via the proposed horseshoe connector. Vehicles heading to NB and SB I-880 would use the right-turn-only lane at the Posey Tube exit to turn onto eastbound 5ᵗʰ Street. Access to a new horseshoe connector would be provided from the left side of 5ᵗʰ Street, and it would loop below the I-880 viaduct to connect to the existing NB I-880/Jackson Street on-ramp. Traffic heading to SB I-880 would continue eastbound on 5ᵗʰ Street to the SB I-880/Oak Street on-ramp. Construction of the new right-turn-only lane onto 5ᵗʰ Street would require new retaining walls along the right side of the Posey Tube exit replacing the historic Posey Tube wall. The horseshoe connector would provide a direct route between the Posey Tube and NB I-880/eastbound (EB) I-980 and SB I-880. A new left-turn pocket to accommodate the turn onto 6ᵗʰ Street would be constructed requiring removal of a section of the historic Posey Tube western exit wall.
2. Reconstruction of the existing WB I-980/Jackson Street off-ramp. To provide space for unimpeded movement from the Posey Tube to the new horseshoe connector, the WB I-980/Jackson Street off-ramp would be realigned to the south. The realigned off-ramp would touch down at-grade on 5ᵗʰ Street at the Alice Street intersection. Off-ramp and 5ᵗʰ Street traffic would continue to be separated by a landscaped median past the condominium building at 428 Alice Street. 5ᵗʰ Street would be converted to a two-way street to accommodate condominium residents, allowing vehicles to turn left or right onto 5ᵗʰ Street.
3. Removal of the existing NB I-880/Broadway off-ramp viaduct structure including the bridge deck and supporting columns. Removing the NB I-880/Broadway off-ramp structure would provide the space for complete streets improvements on 6ᵗʰ Street. It would also restore an element of the City of Oakland’s street grid system by providing a continuous 6ᵗʰ Street between Oak Street and Broadway. This would provide for a more efficient street network, and it would allow traffic to be more evenly distributed on Oakland city streets. Also, it would improve traffic operations at the Broadway / 6ᵗʰ Street and Broadway/5ᵗʰ Street intersections by eliminating the stream of traffic exiting the Broadway off-ramp and heading to the Webster Tube entrance. Instead, this traffic would use 6ᵗʰ Street and turn left at Webster Street to access the Webster Tube.
4. Widening of the NB I-880/Oak Street off-ramp. The existing Oak Street off-ramp would be widened from a one- to a two-lane exit by restriping the NB I-880 mainline and reconfiguring the ramp terminus. At the Oak Street intersection, the ramp would be further widened from one left-turn-only pocket lane, one through and left-turn lane, and one through and right-turn lane to provide one left turn-only (SB) pocket lane, one through (WB) lane, one through (WB) and right-turn (NB) lane, and one right-turn-only (NB) lane. Two new retaining walls would be constructed along the widened ramp’s new edge of shoulder. In advance of the Oak Street exit, NB I-880 would be restriped from four to five lanes, including a standard 1,400-foot-long auxiliary lane to accommodate the additional traffic resulting from the Broadway off-ramp removal.
5. Modification of 5ᵗʰ Street/Broadway access to the Webster Tube. The 5ᵗʰ Street/Broadway entrance to the Webster Tube would be moved slightly east. Also, the 5ᵗʰ Street crosswalk on the east side of Broadway would be shifted east and considerably shortened, and the signal phasing would be modified to include a pedestrian-led signal phase for eastbound pedestrian traffic.
6. Construction of a new through 6ᵗʰ Street connecting Oak Street to Broadway. Improvements to 6ᵗʰ Street would be accomplished by turning the street into a one-way street in the westbound direction from Oak Street to Harrison Street and a two-way street from Harrison Street to Broadway. The lanes would be a minimum of 11 feet wide. There would be a minimum of two through lanes with additional turn pockets at intersections in the westbound direction. There would be one lane in the eastbound direction from Harrison Street to Broadway. A new sidewalk would be constructed along the south side between Broadway and Oak Street. Segments of the existing sidewalk along the north side between Oak Street and Broadway would be reconstructed to a minimum of 10 feet wide between Harrison and Alice streets to provide continuity for pedestrians. A continuous Class IV two-way cycle track would also be provided between Oak and Washington streets. Parking spaces would be provided along portions of this roadway.
7. Construction of a two-way bicycle/pedestrian path and walkway from Webster Street in Alameda to 6ᵗʰ Street in Oakland through the Posey Tube and from 4ᵗʰ Street in Oakland through the Webster Tube to Mariner Square Loop in Alameda. The path would begin at Webster Street and Constitution Way in Alameda, would continue through the Posey Tube on the existing east side walkway, and would exit the Tube via a new ramp with a hairpin turn at 5ᵗʰ Street. The path in Alameda connecting to the Posey Tube would be realigned and widened. The path in Oakland would wrap around the back of the Portal building on 4ᵗʰ Street and continue onto Harrison Street. It would continue onto a Class I two-way bicycle/pedestrian path under I-880 just west of Harrison Street and connect to the Class IV two-way cycle track on 6ᵗʰ Street between Oak and Washington streets. The new bicycle and pedestrian ramp exit from the Posey Tube would require removal of the existing historic Posey Tube staircase to provide street level Americans with Disabilities Act (ADA) compliant access from the Tube. The proposed project would improve access between Oakland and Alameda by opening the Webster Tube maintenance walkway to bicycle and pedestrian travel. The walkway would connect to the proposed path under I-880 at 4ᵗʰ Street (near the Posey Tube Portal building). It would continue onto 4ᵗʰ Street to Webster Street, and it would turn north through the existing parking lot on the west side of the Webster Tube entrance before making a hairpin turn to connect to the westside walkway inside the Tube. On the Alameda side, the walkway would connect to existing bicycle and pedestrian facilities at Mariner Square Loop and Willie Stargell Avenue. The existing sidewalk within Neptune Park would be widened to match the proposed sidewalk to the north. Improvements inside the Tube would include widening the existing walkway, upgrading the existing railings, and relocating call boxes and fire extinguishers.
8. Modification of 5ᵗʰ, 7ᵗʰ, Madison, Jackson, Harrison, Webster, Oak, and Franklin streets. The street modifications would include replacing the dual right turns at the 7ᵗʰ Street/Harrison Street intersection with a single right-turn-only lane and removing the free right turn (where the island allows cars to turn right without stopping) at the 7ᵗʰ Street/Jackson Street intersection. These would no longer be needed because Alameda traffic bound for NB/SB I-880 would be better served by the right turns from the Posey Tube to 5ᵗʰ Street. With the removal of the free right turns, vehicles would observe the traffic signal before turning right. With the curb extension proposed at this location, the pedestrian crossing distance would be shortened, which would decrease vehicle-pedestrian conflicts. In addition, a Pedestrian Hybrid Beacon (PHB) beacon would be installed on 7ᵗʰ Street across the street from the Chinese Garden Park. There would also be restrictive right-turn movements to reduce bicycle and vehicle conflicts at the 5ᵗʰ/Broadway, 6ᵗʰ/Webster, 6ᵗʰ/Harrison, 6ᵗʰ/Jackson, 6ᵗʰ/Madison, 5ᵗʰ/Jackson, 8ᵗʰ/Oak, and 7ᵗʰ/Oak intersections. A continuous sidewalk would be installed along the perimeter of Chinese Garden Park. Additional improvements, including landscaping, could occur adjacent to the southern boundary of the park and would be coordinated through the City of Oakland. Jackson Street between 5ᵗʰ and 6ᵗʰ streets would be converted from two- to one-way travel in the northbound direction, and it would include an emergency-only access lane.

In December 2020, it was reported that a plan that has been decades in the works to reconfigure the ramps of I-880 in Oakland’s Chinatown — and which thousands of Alameda commuters use daily — to help ease traffic congestion is moving forward. Known as the Oakland Alameda Access Project, the plans for around Interstate 880 include the creation of a right-turn-only lane onto Fifth Street at the exit of the Posey Tube, which carries traffic from Alameda into Oakland, to provide almost direct access to the freeway both north and south. The project also calls for widening the interstate’s northbound Oak Street off-ramp and removing the northbound Broadway off-ramp. Madison Street will be restriped to allow for two-way travel between Fourth and Sixth streets. It currently is one-way for traffic traveling west. Jackson will be restriped for one-way travel between Fifth and Sixth. The changes also include increasing the width of a maintenance walkway in the Webster Tube, which carries traffic from Oakland under the Oakland Estuary into Alameda, from three to four feet to better support pedestrians and cyclists. Work on the $120 million project by the Alameda County Transportation Commission is expected to begin in the middle of 2023 and be finished in three years. Other parts of the plan include new sidewalks on Fifth and Sixth streets in Oakland, a sidewalk that encircles the Chinese Garden Park on Seventh Street in Chinatown, and a two-way bicycle path on Oak and Sixth streets in Oakland. To learn more about the project, review the draft environmental document and submit comments, go to www.OaklandAlamedaAccessProject.com.
(Source: East Bay Times, 12/8/2020)

In June 2021, the CTC approved amending the STIP to use the funding available through the 2021 Mid-Cycle STIP and share distribution of the federal Coronavirus Response and Relief Supplemental Appropriations Act of 2021 funds (COVID Relief Funds) to add a new project to the STIP: Route 880 Oakland/Alameda Access, Broadway-Jackson, Improvement (PPNO 0044D) and program $50K to the PS&E phase in FY 2022-23.
(Source: June 2021 CTC Agenda, Agenda Item 2.1a.(19))

In May 2022, the CTC approved for future consideration of funding the following project: 04-Ala-880, PM 30.47/31.61; 04-Ala-260, PM R0.78/R1.90. Oakland Alameda Access Project. Improve connectivity and accessibility between Alameda and I-880 by way of Route 260 in Alameda County.  (FEIR) (PPNO 0044D) (STIP) The project is located on I-880 between postmile R30.47 and R31.61 and along Route 260
between postmile R0.78 and R1.90 in Alameda County.  The proposed project would improve multimodal safety for all users and reduce conflicts between regional and local traffic by enhancing bicycle and pedestrian accessibility and connectivity. It would also improve mobility and accessibility between I-880 and Route 260, the City of Oakland downtown neighborhoods and the City of Alameda, and reduce freeway-bound regional traffic and congestion on local roadways and area neighborhoods. This project is currently programmed in the 2020 State Transportation Improvement Program (STIP) for a total of $127,728,000, which includes Right of Way (capital and support).  Construction is estimated to begin in 2024-25.  The scope, as described for the preferred alternative, is consistent with the project scope as programmed by the Commission in the 2020 STIP. Under the Build Alternative, access to northbound and southbound I-880 from the Posey Tube would be improved by adding a right-turn-only lane from the Posey Tube to 5th Street and a new horseshoe connector at Jackson Street below the I-880 viaduct that would connect to the existing northbound I-880/Jackson Street on-ramp. The Build Alternative would also include a two-way bicycle/pedestrian walkway through the Posey Tube. The construction of a right-turn-only lane from the Posey Tube Approach to 5th Street would modify the Tube in Oakland by demolishing  175 feet of the eastern Approach wall and staircase for a new turn lane onto 5th Street. The Approach’s extant straight wall would be replaced by a new curved wall that would extend onto 5th Street. The construction of the left-turn-only lane from the Posey Tube exit to 6th Street would modify the Tube by demolishing 93 feet of the Oakland Approach’s western wall, including the existing western pylon base. The Approach’s existing straight walls would be replaced by new walls that would extend onto 5th Street and 6th Street, respectively. There likely will not be sufficient room under the I-880 viaduct to relocate the existing western pylon base at the end of the proposed western wall. Relocation options will be evaluated following additional data collected during the project’s design phase. The eastern pylon base will be preserved in place and stabilized as part of this project. The demolition of the Approach’s eastern wall and stairs, the demolition of the western wall including its pylon base, the construction of the new wall with a different configuration, and the construction of the bicycle/pedestrian ramp around the Portal building would result in the partial removal of, physical destruction of, or damage to this historic property under 36 CFR 800.5(a)(2)(i) and (ii). A two-way bicycle/pedestrian accessible ramp would be installed at the Posey Tube’s Oakland exit. This ramp would replace the existing staircase attached to the Oakland Approach’s eastern wall, and would transition to an at-grade path that wraps around the Oakland Portal building. The path would replace the existing concrete sidewalk and curb on the west (4th Street) side of the building. The construction of the bicycle/pedestrian walkway at or near the Portal building would result in the partial removal of, physical destruction of, or damage to this historic property under 36 CFR 800.5(a)(2)(i) and (ii).
(Source: May 2022 CTC Agenda, Agenda Item 2.2c.(8))

In January 2023, the CTC amended the Local Partnership Formulaic Program to add the Oakland Alameda Access Project in Alameda County (04-Ala-260 R0.78/R1.90, 04-Ala-880 30.47/31.61) and program $196,000 in fiscal year 2022-23. This project will provide active transportation facilities, pedestrian and bicyclist safety enhancements, realignment of offramps and onramps to address circulation issues, as well as other roadway improvements. The anticipated benefits of this project include improved multimodal mobility and accessibility between the cities of Oakland and Alameda and easing local roadway congestion around I-880 and Route 260.
(Source: January 2023 CTC Agenda, Agenda Item 4.10)

In March 2023, the CTC approved the following allocation for a locally-administered STIP project: $50,000. 04-Ala-880 R30.47/R31.61. PPNO 04-0044D; ProjID 0400000326; EA 0G360. Oakland Alameda Access Project. Project is located on I-880 and Route 260 between 5th Avenue Overhead and 5th and 6th Street Viaduct within the Cites of Oakland and Alameda in Alameda County. The project proposes to improve access along I-880 and in and around the Webster and Posey Tubes (Route 260 tunnels under the Oakland Estuary [Tubes]), downtown Oakland, and the City of Alameda.  Proposed improvements also include implementation of follow up landscaping work to restore removed vegetation required by the highway improvements. CEQA - EIR, 08/20/2021. NEPA - FONSI, 08/20/2021. Future consideration of funding approved under Resolution E-22-36; May 2022. Contribution from other sources: $12,000,000. Allocation: PS&E $50,000.
(Source: March 2023 CTC Agenda, Agenda Item 2.5c.(2) #2)

In June 2023, the CTC approved the following allocation for a locally-administered LPP (Formulaic) project: $196,000. 04-Ala-880 R30.47/R31.61. PPNO 04-0044D; ProjID 0400000326; EA 0G360. Oakland Alameda Access Project. Project is located on I-880 and Route 260 between 5th Avenue Overhead and 5th and 6th Street Viaduct within the Cites of Oakland and Alameda in Alameda County. The project proposes to improve access along I-880 and in and around the Webster and Posey Tubes (Route 260 tunnels under the Oakland Estuary [Tubes]), downtown Oakland, and the City of Alameda.  Proposed improvements also include implementation of follow up landscaping work to restore removed vegetation required by the highway improvements. CEQA - EIR, 08/20/2021. NEPA - FONSI, 08/20/2021. Future consideration of funding approved under Resolution E-22-36; May 2022. Allocation: R/W $196,000.
(Source: June 2023 CTC Agenda, Agenda Item 2.5s.(2) #1)

In May 2014, the CTC authorized relinquishment of right of way in the city of Oakland along Route 880 from Market Street to West Grand Avenue (~ ALA R32.113 to ALA R34.538L), consisting of collateral facilities. The City, by freeway agreement dated July 27, 1993 agreed to accept title and by letter dated March 7, 2014, waived the 90-day notice requirement and agreed to accept title upon relinquishment by the State. It also authorized relinquishment of right of way in the city of Oakland along Route 880S on Maritime Street, consisting of collateral facilities. The City, by letter dated February 11, 2014, waived the 90-day notice requirement and agreed to accept title upon relinquishment by the State.

MacArthur Maze Vertical Clearance Project – 80 (ALA PM 2.8)/580 (ALA PM 46.5R & 46.5L)/880 (ALA PM 34.5L)

In March 2019, Caltrans started holding public hearings on the MacArthur Maze Vertical Clearance Project, whichwould to increase the vertical clearances at three locations within the MacArthur Maze Interchange (MacArthur Maze or Maze) in the City of Oakland, Alameda County. Two of the locations are along the connector from westbound (WB) I-80 to southbound (SB) I-880, as it crosses below the WB and eastbound (EB) I-580 overcrossings. The third location is along the connector from WB I-80 to EB I-580 as it crosses below the connector from WB I-580 to WB I-80. The existing vertical clearance at these three locations does not meet the current Caltrans standard of 16 feet 6 inches and impedes the safe and efficient movement of oversized vehicles and loads through the Maze. The project is proposed to increase the vertical clearance of the structures in the Maze to allow for more efficient travel of oversized vehicles.
(Source: MacArthur Maze Vertical Clearance Project, Initial Study with Proposed Negative Declaration/Environmental Assessment, January 2019)

The alternatives are Alternative A: Bridge Lowering, Alternative B: Bridge Raising, Alternative C: Partial Bridge Replacement, Alternative D: Partial Deck Reconstruction, and the No-Build Alternative. The project proposes to increase the vertical clearances at three locations in the MacArthur Maze interchange to the current Caltrans standard of 16 feet 6 inches in order to allow for freight and oversized vehicles to travel through these major connectors. At present, the connector from WB I-80 to EB I-580 has 14 feet 9 inches of vertical clearance as it passes under the WB I-580 to WB I-80 connector. The connector from WB I-80 to SB I-880 has a vertical clearance of 15 feet 3 inches as it passes under the WB I-580 to WB I-80 connector, and a vertical clearance of 15 feet 6 inches as it passes under the EB I-80 to EB I-580 connector. Currently, The WB I-80 to SB I-880 connector is a two-lane freeway built in 1998 with 4-foot-wide left and right shoulders. The WB I580 to WB I-80 connector is a three-lane freeway built in 1935 and widened in 2006 with 3-footwide left and right shoulders. The EB I-80 to EB I-580 connector is a three-lane freeway built in 1955 and widened in 1962 with 2-foot-wide left and right shoulders.

• Alternative A consists of lowering the WB I-80 to EB I-580 connector and the WB I-80 to SB I-880 connectors. The WB I-80 to EB I-580 connector currently has a vertical clearance of 14 feet 9 inches below the WB I-580 to WB I-80 connector. Under this alternative, the WB I-80 to EB I-580 connector would be lowered 1 foot 9 inches to achieve the Caltrans standard clearance of 16 feet 6 inches. The segment of this connector that would need to be lowered is approximately 665 feet long. The connector from WB I-80 to SB I-880 has a vertical clearance of 15 feet 3 inches below the WB I-580 to WB I-80 connector. Under this alternative, the WB I-80 to SB I-880 would be lowered 1 foot 3 inches to achieve the clearance standard. This same connector also has a vertical clearance of 15 feet 6 inches below the EB I-80 to EB I-580 connector and would need to be lowered 1 foot to achieve the Caltrans clearance standard. The segment of this connector that would need to be lowered is approximately 1,515 feet long. The WB I-80 to SB I-880 connector would need to be lowered in both locations simultaneously. For this alternative the connector dimensions would not change as the structure is not being rebuilt
• Alternative B consists of raising the EB I-80 to EB I-580 connector and the WB I-580 to WB I-80 connector. The EB I-80 to EB I-580 connector currently has a vertical clearance of 15 feet 6 inches above the WB I-80 to SB I-880 connector and would need to be raised 1 foot to achieve the Caltrans clearance standard of 16 feet 6 inches. The segment of this connector that would need to be raised is approximately 790 feet long. The WB I-580 to WB I-80 connector currently has a vertical clearance of 14 feet 9 inches above the WB I-80 to EB I-580 connector and would be raised 1 foot 9 inches to achieve the Caltrans clearance standard. The WB I-580 to WB I-80 connector also has a vertical clearance of 15 feet 3 inches above the WB I-80 to SB I-880 connector and would need to be raised 1 foot 3 inches to achieve the Caltrans clearance standard. This segment of the connector that would need to be raised is approximately 800 feet long. Both connectors would be slowly raised until the desired clearance is achieved. The existing deck of this connector would be repaved under this alternative. For this alternative the connector dimensions would not change as the structure is not being rebuilt.
• Alternative C consists of partially replacing and realigning the EB I-80 to EB I-580 connector and the WB I-580 to WB I-80 connector . The EB I-80 to EB I-580 connector currently has a vertical clearance of 15 feet 6 inches above the WB I-80 to SB I-880 connector. Approximately 2,000 linear feet of this connector would be rebuilt to achieve the Caltrans clearance standard of 16 feet 6 inches. The WB I-580 to WB I-80 connector currently has a vertical clearance of 14 feet 9 inches above the WB I-80 to EB I-580 connector and a vertical clearance of 15 feet 3 inches above the WB I-80 to SB I-880 connector. Approximately 2,800 linear feet of this connector would be rebuilt to achieve the Caltrans clearance standard. The rebuilt connectors would each be 60 feet wide and would consist of three 12-foot-wide lanes, two 10-foot-wide shoulders, and two 2-foot-wide bridge railings. Rebuilding the connectors would result in 1.22 acres of additional impervious surface compared to existing conditions. The design, color, and aesthetic treatment for the new connectors and support columns would match the existing connectors and columns so as to be visually compatible and consistent with the existing structures.
• Alternative D consists of partially reconstructing the bridge decks of the EB I-80 to EB I-580 connector and the WB I-580 to WB I-80 connector. The EB I-80 to EB I-580 connector currently has a vertical clearance of 15 feet 6 inches above the WB I-80 to SB I-880 connector. The EB I-80 to EB I-580 connector bridge deck is currently 4 feet 6 inches thick. Approximately 160 linear feet of the EB I-80 to EB I-580 connector bridge deck would be reconstructed to reduce the thickness of the deck to 3 feet 6 inches to achieve the Caltrans clearance standard of 16 feet 6 inches. The WB I-580 to WB I-80 connector currently has a vertical clearance of 14 feet 9 inches above the WB I-80 to EB I-580 connector and a vertical clearance of 15 feet 3 inches above the WB I-80 to SB I-880 connector. The deck of the WB I-580 to WB I-80 connector is also currently 4 feet 6 inches thick. To achieve the Caltrans clearance standard, the existing profile grade would be raised approximately 9 inches. Additionally, the thickness of the deck would be reduced from 4 feet 6 inches to 3 feet 6 inches. Approximately 293 linear feet of the bridge deck of this connector would be reconstructed to achieve the Caltrans clearance standard. For this alternative the connector width would not change.

In Alameda County, there are southbound HOV lanes from Marina Blvd to Whipple Road, for a total length of 9.7 miles. These were opened in September 1991 and ran from A Street to N of Tennyson, and were extended in December 1991 to Industrial Parkway. In 1992, they were extended from Route 238 to A Street, and in 1993, they were extended to Whipple Road. Lastly, in 1995, they were extended from Marina Blvd to Route 238. They require two or more occupants, and operate weekdays 5:00am-9:00am and 3:00pm-7:00pm.

Additional lanes from Mowry Avenue to Alvarado Niles Road were opened in October 1998. In December, these were extended from Mowry to Mission Blvd (Route 262).

Northbound, in Alameda County, there are HOV lanes from Whipple Road to 1 mi S of Route 238, for a total length of 6.3 mi. These were opened in 1991 from N of Tennyson to A Street, and extended to Industrial Parkway later that year. They were extended to Route 238 in 1992, and to Whipple Road in 1993. They were shortened from Whipple Road to 1 mi S of Route 238 in 1996. They require two or more occupants, and operate weekdays 5:00am-9:00am and 3:00pm-7:00pm.

In October 1998, lanes were opened from Mowry to Alvarado Nile Road. In November, they were extended from Mission Blvd (Route 262) to Mowry.

HOV lanes are also planned as follows:

• From N of Bayshore Blvd to S of Route 237. Construction starts in January 1999. Santa Clara County.
• In Milpitas from 0.1 mi S of Route 237 to 1.7 mi N of Route 237. Planning stages. Santa Clara County.
• From the Santa Clara/Alameda County line to Route 262. Construction starts in February 2000. Alameda County.
• From Route 262 to the Alvarado-Niles interchange. Planning stages. Alameda County.

A 2001 survey showed that more than 8,300 people carpooled between Marina Boulevard and Whipple Road in the East Bay, up from 4,000 in 1996.

The portion of the freeway between US 101 in San Jose and Route 80 is named the "East Shore Freeway". This section of freeway was named by Senate Concurrent Resolution 99, Chapter 229 in 1968.

I-880 from Route 101 in San Jose to Route 80 at the San Francisco-Oakland Bay Bridge in Oakland is named the "Nimitz Freeway". Named by Senate Concurrent Resolution 23, Chapter 84 in 1958. It was named after Fleet Admiral Chester William Nimitz. Admiral Nimitz was born on 24 February 1885 in Fredericksburg, Texas. He had his sights set on an Army career and while a student at Tivy High School, Kerrville, Texas, he tried for an appointment to West Point. When none was available, he took a competitive examination for Annapolis and was selected and appointed from the Twelfth Congressional District of Texas in 1901. He left high school to enter the Naval Academy Class of 1905. At the Academy Nimitz was an excellent student, especially in mathematics and graduated with distinction. After graduation he joined USS Ohio in San Francisco and cruised in her to the Far East. On 31 January 1907, after the two years' sea duty then required by law, he was commissioned Ensign, and took command of the gunboat USS Panay. He then commanded USS Decatur and was court martialed for grounding her, an obstacle in his career which he overcame. He returned to the U. S. in 1907 and was ordered to duty under instruction in submarines. His first submarine was USS Plunger (A- 1). He successively commanded USS Snapper, USS Narwal and USS Skipjack until 1912. On 20 March of that year, Nimitz, then a Lieutenant, and commanding officer of the submarine E-1 (formerly Skipjack), was awarded the Silver Lifesaving Medal by the Treasury Department for his heroic action in saving W.J. Walsh, Fireman second class, USN, from drowning. He had one year in command of the Atlantic Submarine Flotilla before coming ashore in 1913 for duty in connection with building the diesel engines for the tanker USS Maumee at Groton, Conn. He subsequently served as Executive Officer and Engineering Officer of the Maumee until 1917 when he was assigned as Aide and Chief of Staff to COMSUBLANT. He served in that billet during World War I. In September 1918 he came ashore to duty in the office of the Chief of Naval Operations and was a member of the Board of Submarine Design. In 1919, he had one year's duty as Executive Officer of the battleship USS South Carolina. After that he continued his duty in submarines in Pearl Harbor as Commanding Officer USS Chicago and COMSUBDIV Fourteen. In 1922 after studying at the Naval War College, he served as Chief of Staff to Commander Battle Forces and later Commander in Chief, U.S. Fleet (Admiral S. S. Robinson) . In the meantime, the ROTC program had been initiated and in 1926 he became the first Professor of Naval Science and Tactics for the Unit at the University of California at Berkley. Throughout the remainder of his life he retained a close association with the University. After three years in that assignment, in 1929, he again had sea duty in the submarine service as Commander Submarine Division Twenty for two years and then went ashore to command USS Rigel and decommissioned destroyers at the base in San Diego. In 1933 he was assigned to his first large ship command, the heavy cruiser USS Augusta which served mostly as flagship of the Asiatic Fleet. Coming ashore in 1935 he served three years as Assistant Chief of the Bureau of Navigation. His next sea command was in flag rank as Commander Cruiser Division Two and then as Commander Battle Division One until 1939, when he was appointed as Chief of the Bureau of Navigation for four years. In December 1941, however, he was designated as Commander in Chief, Pacific Fleet and Pacific Ocean Areas, where he served throughout the war. On 19 December 1944, he was advanced to the newly created rank of Fleet Admiral, and on 2 September 1945, was the United States signatory to the surrender terms aboard the battleship USS Missouri in Tokyo Bay. He hauled down his flag at Pearl Harbor on 26 Nov. 1945, and on 15 December relieved Fleet Admiral E.J. King as Chief of Naval Operations for a term of two years. On 01 January 1948, he reported as special Assistant to the Secretary of the Navy in the Western Sea Frontier. In March of 1949, he was nominated as Plebiscite Administrator for Kashmir under the United Nations. When that did not materialize he asked to be relieved and accepted an assignment as a roving goodwill ambassador of the United Nations. Thereafter, he took an active interest in San Francisco community affairs, in addition to his continued active participation in affairs of concern to the Navy and the country. He served for eight years as a regent of the University of California and did much to restore goodwill with Japan by raising funds to restore the battleship Mikasa, Admiral Togo's flagship at Tsushima in 1905. He died on 20 February 1966.
(Source: Excerpted from ADM Nimitz's official biography in the Navy History Archives; Image source: Corco Highways; Wikipedia)

The interchange at I-880 (ALA 880 16.664) and Route 92 (ALA 092 6.328) in the County of Alameda is named the CHP Officer Andrew J. Camilleri Memorial Interchange. It was named in memory of Andrew Joseph Camilleri, Sr., who was born in February 1984 in San Jose, California. Officer Camilleri graduated from Merrill F. West High School in Tracy, California, in 2002, and worked for Clark Pest Control for 13 years after graduation. Officer Camilleri, badge number 21653, graduated from the California Highway Patrol Academy in 2017 and was assigned to patrol the Hayward area upon graduation, where he proudly served for 16 months before making the ultimate sacrifice. California Highway Patrol Officer Camilleri was killed in the line of duty on December 24, 2017, when an errant driver traveling southbound on I-880 collided with his patrol vehicle. Officer Camilleri was transported to St. Rose Hospital, where he ultimately succumbed to his injuries. Named by Assembly Concurrent Resolution (ACR) 120, Res. Chapter 39, 09/14/20.
(Image source: Officer Down Memorial Page)

The portion of I-880 between Washington Avenue and Marina Boulevard in the City of San Leandro (~ ALA 20.775 to ALA 22.946) is named the "Nels Dan Niemi Memorial Highway". This segment was named in memory of San Leandro Police Department Officer Nels Daniel (Dan) Niemi, born on October 2, 1962. On July 25, 2005, Officer Niemi was working an overtime shift and was dispatched to a disturbance call at the 14600 block of Doolittle Drive in San Leandro. The caller said there were juveniles loitering and creating a disturbance in that area. Officer Niemi arrived by himself and approached a group of male individuals. As he started talking to them and getting their identification, one of the subjects, without warning or provocation, pulled out a semiautomatic handgun and pointed it at Officer Niemi's face. The suspect shot and killed Officer Niemi. An extensive manhunt was conducted and the alleged shooter was captured the next day. Named by Senate Concurrent Resolution (SCR) 41, Resolution Chapter 91, on 7/10/2007.
(Image source: SF Gate)

The portion of I-880 in Alameda County between northbound PM ALA 26.61 and southbound PM ALA 27.63 is named the "California Highway Patrol Officer Brent William Clearman Memorial Freeway" (signed as "CHP Officer Brent William Clearman Memorial Freeway") This segment was named in memory of Brent William Clearman, born on January 1, 1973, in Astoria, Oregon. He later relocated to the Bay Area, and lived in such cities as Daly City, Antioch, Vacaville, and Concord, California. Prior to graduation from the California Highway Patrol Academy in 2005, Officer Clearman served his country in the Marine Corps as a sniper, and later moved up to instructor. As such, Officer Clearman shared his extensive knowledge and skills with others, and continued on to teach sniper tactics to law enforcement agencies. After graduation from the California Highway Patrol Academy, Officer Clearman, Badge Number 17843, was assigned to the Oakland area, Beat 370. On Aug. 5, 2006, a hit-and-run driver, Russell Rodrigues, struck Clearman after the officer had pulled over and left his patrol car to investigate a minor accident in Alameda County. The officer, a former Marine and Iraq war veteran who lived in Concord, was immediately transported to a local hospital where he succumbed to his injuries the next day. Rodrigues, a former sheriff's jail technician, was sentenced to four years in prison in October 2006. Named by Senate Concurrent Resolution (SCR) 132, Resolution Chapter 141, on 9/9/2008.
(Image source: NorCal C.O.P.S. Jan 2010; KSBW)

The portion of I-880 from the 23ʳᵈ Avenue Overcrossing to the 16ᵗʰ Avenue Overcrossing (ALA 28.93 to ALA 29.70) in the County of Alameda is named the "CHP Officer William P. Sniffen Memorial Highway". It was named in memory of Officer William Prestige Sniffen, who was born on September 11, 1941, to William and Elsie, in Honolulu, Hawaii. Upon graduation from the CHP Academy in July 1966, Officer Sniffen was transferred to the San Leandro area and was later transferred to the Oakland area. Officer Sniffen was killed in the line of duty on April 5, 1973, while pursuing a speeding motorist on the Nimitz Freeway. The vehicle he was pursuing rear-ended another car and burst into flames. Officer Sniffen was unable to stop and slid underneath the burning vehicle. Officer Sniffen was a hard-working and dedicated officer who loved his job and enjoyed the people he worked with. He was known for his love and devotion to his wife and children, his charismatic personality, and for teaching others baton and other self-defense tactics. In his spare time, Officer Sniffen enjoyed spending time with his family and attending various martial arts classes. He was a third-degree black belt in Judo and a fourth-degree black belt in Jujitsu. Named by Assembly Concurrent Resolution 100, Resolution Chapter 109, on September 4, 2012.
(Image source: Calif. Assn of Highway Patrolmen)

Bridge 33-0583 (ALA 022.40), an overcrossing of Route 880 in San Leandro, is named the "David S. Karp Overcrossing". While Mayor of San Leandro, David S. Karp (1935-1993), served as a member of the Metropolitan Transportation Commission and the Alameda County Transportation Authority. He was nationally recognized as an expert on transportation and infrastructure matters through his work with the U.S. Conference of Mayors. It was named by Assembly Concurrent Resolution 72, Chapter 111 in 1993. It was built in 1993.

The pedestrian overcrossing at 98ᵗʰ Ave and Route 880 in Oakland (Bridge 33-0110, ALA 024.74) is named the "Steven Lindheim Overcrossing". Mr. Lindheim was an Electrical Engineer who lived in Oakland and was active in the community. Just prior to his death, he was chair of a committee instrumental in the construction of the overcrossing. Named by Senate Concurrent Resolution 16, Chapter 52, filed with the Secretary of State on 2 July 1999.

The following segments are designated as Classified Landscaped Freeway:

[SHC 253.1] Entire route. Added to the Freeway and Expressway system in 1959.

The Garden Clubs of America have designated this route as a Blue Star Memorial Highway.

• Cal-NExUS Exit Numbering: Route 880

• California @ AARoads:
  • Interstate 880
  • I-880 in Sacramento
• Gribblenation Blog (Tom Fearer):
  • Legacy California State Route 17; CA 13 (i), CA 17, the Nimitz Freeway, I–880, the Richmond-San Rafael Bridge, and I–580
• 3 Digit Interstates (Kurumi):
  • I-880

Overall statistics for Route 880:

• Total Length (1995): 45 miles
• Average Daily Traffic (1993): 95,000 to 204,000
• Mileage Classification: Rural: 0; Sm. Urban: 0; Urbanized: 45.
• Previous Federal Aid Mileage: FAP: 45 mi.
• Functional Classification: Prin. Arterial: 45 mi.
• Counties Traversed: Santa Clara, Alameda.

• ⦅Routing⦆
• ⦅Post 1964 Signage History⦆
• ⦅Pre 1964 Signage History⦆
• ⦅Status⦆
  • San Jose to Milpitas
  • Milpitas to Oakland
• ⦅Commuter Lanes⦆
• ⦅Naming⦆
• ⦅Named Structures⦆
• ⦅Classified Landcaped Freeway⦆
• ⦅Freeway⦆
• ⦅Blue Star Memorial Highway⦆
• ⦅Exit Information⦆
• ⦅Other WWW Links⦆
• ⦅Statistics⦆
• ⦅Acronyms and Explanations⦆