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The heavy equipment that would be required includes two cranes and two generators used during the entire construction period; one pile driver, used for approximately eight weeks; and a drill machine, paving machine, and two rollers used for shorter periods of time. In addition, a total of approximately 60 concrete trucks would be needed for concrete placement at the two bridge abutments, for pier caps, and to pour the concrete deck and drilled holes. Another 200 trucks would be used for excavation and to deliver materials. This includes an estimated 200 cubic yards of soil from excavation and drilling operations that would be generated and would be trucked and deposited off the site,. equal to ten truckloads. The number of construction workers on the site would average between five and 20 workers each day, depending on the demand of the work (Chen, 2005). The project would be expected to generate a range of approximately 50 to 100 daily construction truck trips and construction worker vehicle trips, depending when truck delivery times of materials are scheduled during specific construction activities. The additional trips coming to the project site to construct the bridge and trail would cause a less-than-significant impact on existing regional highways and local streets. Intersection Analysis The nearest critical intersections that could be affected by construction traffic are Doolittle DrivelDavis Street and the 1-8801Davis Street interchange and ramp intersections. The Doolittle DrivelDavis Street intersection is approximately 3,000 feet (914.4 meters) or 0.6 mile (1 kilometer) east of the project site. The 1-8801Davis Street interchange is approximately 6,300 feet (1,920.2 meters) or 1.2 miles (1.9 kilometers) east of the project. It is assumed that, under a worst-case analysis, all of the project's construction traffic would pass through these two intersections. The addition of 50 to 100 average daily construction-related vehicle trips to the Doolittle DrivelDavis Street intersection would not create a significant impact on the. operation of the intersection because planned improvements that will increase capacity at the intersection will be completed in mid-2005 before project construction begins (O'Driscoll, 2005). The current level of service (LOS) at the intersection is "B," equivalent to stable operation! minimal delays. Planned improvements to the Doolittle DrivelDavis Street intersection include widening and adding turning and through lanes. These improvements will begin in May 2005 and should be completed by September 2005. The new and widened lanes will improve the intersection capacity during peak hours although the level of service would remain "B." Addition of 50 to 1 00 trips from the project would not affect the LOS at the intersection (O'Driscoll, 2005). The ramps of the 1-8801Davis Street interchange could be impacted by the project's construction traffic. The 1-880 southbound and northbound ramp intersections at Davis Street currently operate at LOS A, B, or D during peak periods, depending on the direction. Both ramps are signalized. LOS D is equivalent to tolerable delays during peak periods, which is the minimum acceptable LOS according to the policy of the San Leandro General Plan (San Leandro, 2002). Addition of up to 100 vehicle trips would not cause the LOS to deteriorate. Y4204IS.00693.doc - 4/5/07 -39-