Iron Horse Trail Active Transportation Corridor Study

CONTRA COSTA COUNTY Active Transportation Corridor Study

JUNE 2020 Acknowledgments

Technical Advisory Committee CONTRA COSTA COUNTY BAY AREA RAPID TRANSIT (BART) Study Lead Kamala Parks Jamar Stamps LOCAL JURISDICTIONS Mary Halle Lisa Bobadilla, City of San Ramon Carl Roner Winnie Chung, City of Concord John Cunningham Andrew Dillard, Town of Danville Jerry Fahy Eric Hu, City of Pleasant Hill Oksana Lapenok Andrew Smith, City of Walnut Creek

CONTRA COSTA TRANSPORTATION Consultant Team AUTHORITY (CCTA) Alta Planning + Design Brad Beck Advanced Mobility Group James Hinkamp Tim Haile Corinne Dutra-Roberts, 511 Contra Costa

EAST BAY REGIONAL PARKS DISTRICT (EBRPD) Eric Stormer Sean Dougan

Funding for the Iron Horse Trail Active Transportation Study was provided by the Contra Costa County Livable Communities Grant

2 Contents

01 Why Improve PROPOSED IMPROVEMENTS IRON HORSE TRAIL TRAIL HORSE IRON the Iron Horse Trail? 5 CONCORD PROJECTS STUDY PURPOSE PLEASANT HILL/CONTRA COSTA VISIONAND GOALS CENTRE PROJECTS BICYCLE SUPERHIGHWAY WALNUT CREEK PROJECTS Active Transportation Corridor Study COMMUNITY ENGAGEMENT ALAMO PROJECTS DANVILLE PROJECTS 02 What are the SAN RAMON PROJECTS Corridor Needs? 13 PROJECT RANKING USER DEMAND ACCESS NEEDS 05 How to Implement the CONNECTIONS Proposed Projects? 91

INTERSECTIONS COST ESTIMATING CONSTRAINTS/BARRIERS EXISTING O&M COMMUNITY-IDENTIFIED NEEDS MANAGEMENT STRUCTURES OPERATIONS AND MAINTENANCE 03 What Does the Future (O+M) of the Iron Horse Trail O+M AND CAPITAL Look Like? 33 IMPROVEMENT FUNDING OPPORTUNITIES USERS & DEMAND NEXT STEPS TRAIL CORRIDOR INTERSECTIONS Appendices ACCESS & AMENITIES A: EXISTING CONDITIONS B: CORRIDOR ANALYSIS 04 How to Achieve the Vision? 67 C: SHARED AUTONOMOUS VEHICLE EVALUATION PRIORITIZATION FRAMEWORK D: BRANDING DESIGN BRIEF BENEFITS OF IMPROVEMENTS E: PROPOSED CROSS SECTIONS

F: PROJECT RANKING 3 221 Fairﬁeld Ã116 Ã Ã121 Ã113 Napa County Sonoma County Ã12 Ã29 Solano County Rio Vista Map 1 Iron Horse Ã37 Trail Vallejo Context Ã160 Ã780 Benicia

¥80 Ã4 Legend Pittsburg Pinole Iron Horse Martinez Oakley Regional Trail Concord Ã242 Antioch Contra Costa County Richmond Study Area Brentwood Walnut Contra Ã123 Creek Costa Ã131 Orinda Lafayette County Berkeley Ã24

Ã13

¥980 ¥680 Alameda Oakland 77 San Ramon 61 Ã San Francisco Ã San Francisco

112 185 County ÃÃ Dublin San Leandro ¥580 Livermore Pleasanton Alameda Hayward San County Bruno ¥880 Ã238 Paciﬁca Union City Ã92

280 San ¥ Mateo

£101 Fremont San Mateo County Ã82 Newark

Ã35 Ã262 Ã114 Ã1 Santa Clara Palo Alto San Jose County MILES Ã237 Mountain Santa 0 3 6 84 Sunnyvale Ã View Clara 01 Why Improve the Iron Horse Trail?

The Iron Horse Trail Active The Trail Today Transportation Corridor Study Established in 1986, the trail follows the presents an opportunity to re-imagine Southern Pacific Railroad right-of-way that the existing trail into an active was abandoned in 1978.1 In Contra Costa transportation corridor for the future. County, the trail runs north to south through TRAIL HORSE IRON the communities of Concord, Pleasant Hill, Walnut Creek, Alamo, Danville, and The Iron Horse Regional Trail serves as a San Ramon, passing through commercial, major regional connector, providing a 32-mile residential, and rural areas along the way. biking and walking corridor for the people Active Transportation Corridor Study of Contra Costa and Alameda counties. The The Iron Horse Trail corridor lies within 1.5 majority of the trail—22 miles—lies within miles, or a comfortable walking distance, of Contra Costa County, which is the focus of over 340,000 residents (151,000 commuters) this Study. Improving the Iron Horse Trail can and 3 miles, or a comfortable bicycling distance, provide health, economic, environmental, of 425,000 residents (200,000 commuters). and transportation benefits to the region. The corridor is only a few blocks from both the Pleasant Hill and Dublin/Pleasanton The Iron Horse Trail corridor has the potential

BART stations. The trail connects workers to to serve a much greater number of people dense employment areas like Bishop Ranch than it does today. Encouraging a shift from in San Ramon and Contra Costa Centre people making personal vehicle trips to more Transit Village in Walnut Creek, and provides active transportation trips could result in lower recreational users with an active transportation traffic congestion, lower greenhouse gas route that is separated from vehicles. emissions, improved air quality, and higher levels of physical activity, improving the health and The Iron Horse Trail is one of the largest and wellbeing of the region’s residents. Increased oldest multi-use trails in the San Francisco use of the trail for commuting and utilitarian Bay Area, and is a treasured community asset. purposes could also increase the number of Because it is so well-used, the trail often runs transit users in the area, which could further into capacity issues as it exists today. reduce the number of vehicles on the road.

Additionally, because modes such as walking 1 State grants from the 1980s that facilitated the acquisition of the corridor obligated the County to 1) and biking provide some of the lowest- implement some form of mass transit and 2) set aside cost forms of transportation, improving exclusive right-of-way for vehicle operations. On Oc- the trail could have positive economic, tober 12, 2019, the Governor approved Assembly Bill transportation, and equity benefits for the 1025, relieving the County of these obligations. With communities surrounding the corridor. this new law in effect, the County has more flexibility in planning improvements in the corridor. 5 The existing Iron Horse Trail is a 10-foot- pedestrians and bicyclists of all ages and wide shared-use trail, requiring bicyclists and abilities, as well as users of other emerging pedestrians to share the same space. During mobility options such as e-bikes and e-scooters peak times, this narrow configuration can (Chapter 3). The Study also envisions a corridor lead to uncomfortable conditions in which that would not preclude the use of shared conflicts arise between users traveling at autonomous vehicles (SAVs) in the future. different speeds. For some users, a lack of The existing trail corridor offers a number low-stress on-street connections prohibit them of opportunities for improvements. These from using the trail for commuting or other include widening the trail and separating users utilitarian trip purposes. The Iron Horse Trail to enhance user safety, comfort, improving Active Transportation Corridor Study seeks to intersections and crossings, improving access improve these conditions to make the trail safe points and adding amenities such as landscape, and convenient for all users and trip types. shade, and benches, and creating connections STUDY PURPOSE to the existing and planned trail and bicycle networks. Recommended projects along Given the high monetary and environmental costs the project corridor incorporate a number of associated with building more auto-oriented these different improvements (Chapter 4). infrastructure, the corridor offers a chance to build a sustainable alternative that can provide Evaluating projects through a prioritization an efficient route for bicyclists, pedestrians, process helps to define which projects will and people using shared mobility devices, have a greater impact in meeting the project improving connectivity across the region. vision. Chapter 4 also presents a goal-based evaluation process and project ranking. The scope of the Study includes the entire length (approximately 22 miles) of the Iron Chapter 5 presents planning-level cost Horse Trail within Contra Costa County (State estimates for the proposed improvements, Route 4 to County Line). While the Iron Horse operations and maintenance considerations Regional Trail begins in Concord near Highway for the trail, and potential funding sources 4, it should be distinguished from the Iron for capital improvements, operations, and Horse Corridor (approximately 18.5 miles) maintenance. In addition, it examines the that begins in Concord at Mayette Avenue. trail's existing governance structure and highlights strategies that could be used to The Study provides an overview of existing enhance its current capacity to opperate and corridor conditions and corridor needs to maintain the vision set forth in this Study. frame the context of the Iron Horse Trail today (Chapter 2). These analyses are tied together with community and stakeholder feedback and design tools to develop a new vision for the corridor—one that better accommodates

6 VISION AND GOALS

Vision Statement TRAIL HORSE IRON The Study envisions a trail that can serve as an active transportation spine that supports the region’s mobility goals and continues to provide a Active Transportation Corridor Study treasured recreational resource for users of all ages and abilities.

The Iron Horse Trail today

Why Improve the Iron Horse Trail? Trail? Horse Iron the Improve Why Goals The goals of the Iron Horse Trail Active The goals were developed through Transportation Corridor Study include: a community engagement process, collaboration with the Technical Advisory Safety Enhances trail condition Committee (TAC), and through an analysis and improves traffic and of existing conditions, existing and planned intersection safety projects, and regional priorities.

Mobility Provides connections to transit, These goals drive the focus of the Study to trails and on-street facilities; accommodates user demand ensure that the recommended priority projects and enhances user comfort are consistent with the existing context of the trail as well as the vision presented by the Access & Provides access to jobs, Equity destinations, parks and open space, community during the engagement process. and health services; presents opportunities for new access points

User Improves trail conditions and Experience amenities; presents opportunities for stormwater filtration, ecology, new amenities, and placemaking

Project Includes local agency collaboration Synergy to ensure alignment with with planned projects and existing land uses and allows for future expansion of new technologies

7 BICYCLE SUPERHIGHWAY The future Iron Horse Trail can serve as a bicycle superhighway Case Studies and a trail for local recreation. REGIONAL San Tomas Aquino Creek Trail in Santa Clara Bicycle superhighways provide efficient routes County serves as a regional example of a for long-distance bicycle travel, making bicycling bicycle superhighway. The trail connects a comfortable option for commuting and other residential communities to employment utilitarian purposes. Bicycle superhighways are and commercial centers via a continuous typically defined by four key characteristics: path with few at-grade crossings. Convenient + Safe

A bicycle superhighway offers a convenient and safe travel route that connects users to key community and commercial destinations. This study proposes widening the existing trail and adding features such as grade- separated crossings to create a continuous route that makes long-distance bicycling a safe and convenient option. The study supports adding five new overcrossings to the Iron INTERNATIONAL Horse Trail corridor and improvements to The Radschnellweg Ruhr (Bike Freeway) (RS1) is existing undercrossings. Where overcrossings currently being constructed in Germany, the first are not feasible due to cost or physical stretch of which has already been completed. constraints, the study recommends intersection The route will eventually span 62 miles and improvements that will make road crossings connect 10 cities in northwest Germany. RS1 is safer and more convenient for trail users. characterized by a wide path, separated from Overall, the recommended improvements pedestrians, with lighting, passing lanes, and will make the trail feel shorter in length, overpasses and underpasses at intersections. making it a more convenient and efficient option for current and future trail users.

Comfortable

A bicycle superhighway provides a comfortable experience to people riding bikes of all ages and abilities. The Iron Horse Trail corridor also needs to provide this same level of comfort to people walking, running, and using shared micromobility devices, as well as equestrians. This study

8 IRON HORSE TRAIL TRAIL HORSE IRON Active Transportation Corridor Study

IMAGINING A DAY ON THE FUTURE TRAIL A separated use trail with a fast lane can provide a comfortable experience for numerous user groups. One can imagine a woman who is commuting to BART to make her way into the city and is dependent upon the new lighting because she will be commuting back home after the sun sets. A parent on an e-bike commuting from Concord to San Ramon who is able to

drop their child off at daycare located along the route. Teens in groups heading to school and a morning group ride from a Trail? Horse Iron the Improve Why local bicycle club. With a dedicated lane for faster users, the trail could support e-scooters or other shared micromobility devices. The trail improvements will provide a facility for neighborhood families of all ages and abilities traveling by bike.

A side-path conjures the spirit of the existing Iron Horse trail. Here friends stroll and engage with amenities and seating areas. Even on a hot summer day the cool respite of new trees gives a grandparent and their grandchild in a stroller a moment to rest.

recommends separating Iron Horse Trail users Trail corridor that could help it serve as a bicycle by speed or mode, designating separated lanes superhighway, the proposed improvements to accommodate faster wheeled users from respond to anticipated future demand based on people walking or passively enjoying the trail. current conditions and planned projects. Additional improvements should be evaluated over time. Desirable The Iron Horse Trail can become a bicycle A bicycle superhighway includes elements superhighway if consistent and cohesive and amenities that make it desirable. improvements are made. Multi-jurisdictional Elements such as lighting, wayfinding, and coordination and collaboration, including with shade trees create an environment that is Alameda County, would be required to establish desirable and joyful for all users. This study consistent conditions along the trail that allow for recommends adding a range of amenities to and encourage its continuous, long-distance use. the Iron Horse Trail corridor, including lighting, This study recommends a range of improvements wayfinding, landscaping, and public art. that would transform the corridor into a bicycle Forward-Looking superhighway. These improvements will likely be implemented in phases in conjunction with A bicycle superhighway must be adaptable to additional community involvement. The proposed community needs and new technologies as improvements will result in a more convenient, they develop. While this study recommends a safe, comfortable, and desirable corridor. number of improvements for the Iron Horse 9 COMMUNITY ENGAGEMENT The Iron Horse Trail community engagement process helped shape the vision of the Study and identified needed improvements along the trail.

The community engagement process utilized a variety of outreach methods to gather Above: On-trail pop-up engagement community input on the Iron Horse Trail’s event in San Ramon. existing challenges and potential future improvements. These outreach methods included sharing project information via a project website, conducting stakeholder Following the initial rounds of in-person interviews, holding pop-up events along and engagement, three additional pop-up events were near the trail, hosting an interactive webmap held along the Iron Horse Trail in Summer 2019: tool that enabled community members to leave site-specific comments and ‘like’ other users’ • San Ramon Central Park, July 27, 2019 ideas, and conducting a survey for business • Contra Costa Centre (Intersection of the Iron owners, employees, students, and residents. Horse Trail and the Canal Trail), July 28, 2019 In-Person Engagement • East Bay Regional Park District (EBRPD) Trail Etiquette event, August 7, 2019 Two rounds of engagement occurred. Feedback from 260 people was gathered during In the Spring of 2019, the project team these three events. Community members were hosted three outreach events to introduce asked questions such as: How can we improve the community to the project corridor as the trail in your neighborhood? What do you want well as promote the online survey and to see addressed at intersections? Which trail interactive webmap. The events included: type do you prefer and why? Overall, a majority • A food truck event outside the of the feedback received involved the desire for: Pleasant Hill/Contra Costa Centre • Adding amenities such as lighting, BART station, March 29, 2019 shade, and bike stations • Fair Oaks Elementary Bike to School • Increasing the number of access points Day in Pleasant Hill in partnership with Contra Costa 511 Safe Routes to • Prioritizing users and user School Program, April 30, 2019 separation on the trail

• San Ramon Bike to Work Day at Bishop Ranch, May 9, 2019

10 30% MOBILITY 18% USER EXPERIENCE

COMMUNITY FEEDBACK 23% ACCESS/ Online Engagement EQUITY

An interactive webmap was available from TRAIL HORSE IRON mid-January to mid-August 2019. Community members were invited to identify locations 29% SAFETY of destinations accessible from the Iron Horse Trail, barriers preventing access or Active Transportation Corridor Study providing a high quality user experience, and routes to access the trail. They were also given the opportunity to suggest locations for trail improvements. People could then like/vote on previously posted comments. • 18% were related to User Experience The webmap collected 407 comments and 769 likes/votes. The majority of the comments were ° Improve shade, amenities, and

clustered in the northern half of the corridor. overall user experience Why Improve the Iron Horse Trail? Trail? Horse Iron the Improve Why

The comments were summarized by ° Prioritize maintenance and wayfinding theme and translated into draft project Certain locations along the corridor were goals. Of the comments received: repeatedly highlighted as needing specific • 30% were related to Mobility improvements. These included Monument Boulevard (increased connectivity and overall ° Improve network and connectivity to improved intersection safety), Bollinger Canyon regional trails, BART, and other transit Road (intersection improvements), Danville

° Create priority ROW for trail users; Boulevard (wayfinding and intersection consider overpasses at high volume improvements), and Walnut Creek, Pleasant corridors; facilitate direct connections Hill, Concord (a desire to connect with and shorter wait times BART). Repeated comments were noted and summarized by segment to highlight • 29% were related to Safety which trail segments were considered to ° Address intersection safety with improved be the most in need of improvement. signals, increased visibility, and slower traffic The results of the community engagement ° Improve personal safety at access points; process were one of several factors used to improve lighting; reduce user conflicts identify important potential improvements • 23% were related to Access/Equity along the trail and understand key community priorities that the Study can ° Improve connectivity to regional address through its recommendations. downtown cores, commercial hubs, schools, and open spaces

02 What are the Corridor Needs? IRON HORSE TRAIL TRAIL HORSE IRON In order for the Iron Horse Trail to Parks & Housing segments are passive, residential, or park-like, and are the areas meet the new vision, it is important that users are more likely to travel through. to understand the current and future needs of the corridor. Each jurisdiction the trail passes through has

2-3 segments, ranging from 0.5 to 3.0 miles. Active Transportation Corridor Study

A data driven corridor analysis documented how Analysis Factors the trail connects to the regional networks and To compare and assess the needs of trail adjacent land uses, as well as how it currently segments throughout the corridor, the serves surrounding communities. In addition, segments were evaluated based on a number an existing conditions assessment detailed of factors. These factors included: the corridor’s various physical conditions, • User Demand intersections, access points, and amenities.

• Access Needs The data gathered as part of the corridor and existing conditions analyses were combined • Connections with the feedback received from the community • Intersections to identify specific corridor needs. • Constraints/Barriers In order to summarize and communicate the needs of the 22 mile Iron Horse Trail • Community-Identified Needs study corridor, the trail was divided into 15 Each factor includes an overall scale from segments based on jurisdiction, adjacent land low to high, and each segment was ranked context, and physical conditions, as shown based on these criteria. The following pages in Map 2. There are two types of segments, describe each factor in greater detail and each of which have different needs. a summary comparison of all segments is Activity Centers are categorized as Main shown at the end of the chapter in Table 6. Streets, activity hubs, and commercial See Appendix A and B for more information on development, and contain destinations Existing Conditions and Corridor Analysis. that users are likely to travel to.

13 IRON HORSE

Map 2 Trail Design 242 TRAILIRON HORSE DESIGN 4 Ã242 Segments Ã4 SEGMENTS Ã242 SEGMENTSTRAIL DESIGN 4 680 Ã ¥680 1 CONTRASEGMENTS COSTA COUNTY ¥680 1 IRON HORSE TRAIL CONCORD CONTRA COSTA COUNTY CONCORD IRON HORSE TRAIL CONCORD Trail Segments 2 by Type 2 Trail Segments PLEASANT PLEASANT 2 by TypeActivity Centers: HILL Main Street, HILL Main Street, PLEASANT Commercial,Activity Centers: Destination, HILL Destination,Main Street, 3 Development,Commercial, TransitDestination, 3 Development, 4 ParksTransit & Housing 4 WALNUT Segments: CREEK Segments: 5 CREEK Residential,Parks & Housing Passive, 54 WALNUT Landscape,Segments: Park CREEK Residential, Passive, 65 Landscape,Segment Extents Park 6 Segment Extents BART Station BART Station Ã24 7 ParkBART & Station Ride Ã24 7 Park & Ride Segments 8 Segments 8 1 Concord 680 8 ¥680 21 Concord ALAMO ¥680 ALAMO 32 PleasantConcord Hill/CCC ALAMO 9 43 Pleasant Hill/CCC 9 10 Pleasant Hill/CCC 9 54 Pleasant Hill/CCC 10 56 WalnutPleasant Creek Hill/CCC 6 11 67 Walnut Creek 7 Walnut Creek 1211 WalnutAlamo Creek 87 Alamo 12 DANVILLE

Alamo 98 Alamo DANVILLE 13 Alamo 13 109 Alamo 13 AlamoDanville 1011 Danville

Danville 1211 Danville SAN Danville 1312 Danville RAMON SAN 1314 SanDanville Ramon 14 RAMON

15 San Ramon 14 1514 San Ramon

15 San Ramon MILES 0 1 2 MILES 15 0 1 2 15

Map produced Septemberl 2019. Map produced Septemberl 2019. 14

Map produced Septemberl 2019. USER DEMAND People Who Live Here There are over 425,000 residents and 200,000 miles were then aggregated to produce potential TRAIL HORSE IRON commuters within three miles of the Iron Horse daily trip estimates that could be made by bicycle. Trail in Contra Costa County. Most walk and bike Bicycle and pedestrian mode shares were trips to work are concentrated near employment then determined by using mode share data centers in the northern end of the corridor near from the MTC travel demand model as well as Active Transportation Corridor Study Walnut Creek, Pleasant Hill, and Concord, with an guidance from the FHWA Shared-Use Level additional concentration in the south near San of Service Calculator (SUPLOS). The typical Ramon. Currently, however, over 70 percent of utilitarian bicycle mode share among TAZs commuters near the corridor drive alone to work. within the study area (1.3%) was applied to the This may be due, in part, to the relative wealth total number of trips within bikeable distance of the communities along the Iron Horse Trail. to determine a more representative number People who live near the trail tend to have of biking trips that would be likely to use the

access to multiple vehicles, with only 2% of all trail. A 40% utilitarian pedestrian mode share What are the Corridor Needs? commuters without access to a car, and 80% (the typical pedestrian mode share used by the of commuters with access to two or more FHWA SUPLOS tool) was applied to estimate vehicles. Many of these motor-vehicle commute pedestrian trips. Finally, a conservative recreational trips are relatively short, with 39% taking less mode split (60%) was applied to account for than 20 minutes. The largest concentrations recreational bike and pedestrian trips likely to of households with zero-vehicles and of use the trail. This percentage was determined relatively lower median household incomes following a review of recreational use on similar are in the same census tracts with lower trail examples throughout the United States. average drive alone to work mode share. The results of the demand analysis show a range Population and employment growth are expected of potential demand between the segments along the trail near BART stations and at the of the trail (see Table 6). Results are shown on Concord Naval Weapons Station redevelopment a scale of increasing demand. Segments that site, meaning that an improved active have particularly high demand (such as those transportation corridor will be critical for providing in Pleasant Hill and San Ramon) would benefit an efficient and sustainable transportation from a wider trail than the existing 10-foot network for commuters in the area. shared-use path to comfortably accommodate potential demand. Additionally, these high- Potential User Demand demand areas may also benefit from separate Trip demand along the Iron Horse Trail was lanes for people walking and bicycling in calculated using data generated by the order to minimize conflicts between users. Metropolitan Transportation Commission’s (MTC) Segments with lower demand (such as those travel demand model. Using pairs of origins and in Alamo) may benefit from improvements destinations, total daily trips between “traffic such as increased access points, network analysis zones” (TAZs) were simulated along the connections, and intersection improvements. street network. Trips that utilized the Iron Horse Trail with a perceived distance of less than 5 15 ACCESS NEEDS Access from the Trail

The corridor was evaluated for its accessibility • Commercial areas: the trail crosses through via low stress routes to different destinations downtown San Ramon, Danville, and such as transit, schools, parks, and commercial unincorporated Alamo. The Contra Costa Canal or shopping areas. Low stress routes were Trail provides a connection to downtown Pleasant identified as Level of Traffic Stress (LTS) 2 Hill and connections could be made to downtown or below, which is comfortable to a beginner Concord and Walnut Creek. Several shopping adult bicycle rider. Low stress access was centers lie directly adjacent to or within a short identified to select destinations including: distance of the trail, providing access to services, • Transit: the Pleasant Hill and Dublin/ retail business, and other similar opportunities. Pleasanton BART stations directly connect Access to the Trail to the trail and other BART stations could be connected in the future. Several bus transit Sixty formal access points connect the trail routes also have stops that may provide to residential neighborhoods, retail centers, connections to the Iron Horse Trail. downtowns, and parks. In addition to these formal access points, numerous informal • Schools: 17 schools are immediately adjacent access points such as private access points to the trail and many others are served by the to individual homes exist along the corridor. trail. The Iron Horse Trail provides connectivity for 24 public schools that have catchment Amenities at Access Points areas that overlap the trail in a significant way. Amenities along the existing trail are scarce. • Parks: Eight parks are within 1,000 feet Small staging areas with and without parking are of the trail and an additional 9 parks sporadic along the corridor. Shade structures are within a 1/2 mile of the trail. with seating are found adjacent to the trail within San Ramon, and there is enhanced greenway • Employment centers: areas like Bishop and linear park space north of the Pleasant Hill Ranch in San Ramon (600 companies and BART station. The San Ramon Transit Center and growing) and Contra Costa Centre Transit Hemme Park have restrooms and water open to Village in Walnut Creek (over 6,000 employees) the public and are directly adjacent to the trail, and are well served by the trail as are many there are seven restrooms at public park facilities smaller employment areas in the region. less than a quarter mile from the trail (three in San Ramon, two in Danville and two in Walnut Creek).

16 PARK TRANSIT Ã780 Ã780 ACCESSIBILITY ACCESSIBILITY ¥680 ¥680 Map 3 Park Accessibility Map 4 Transit Accessibility CONTRA COSTA COUNTY CONTRA COSTA COUNTY IRON HORSE TRAIL IRON ÃH4 ORSE TRAIL Ã4

Accessibility to Nearest Accessibility to Nearest Park Along Low Stress Ã242 School Along Low Stress Ã242 MARTINEZ Network MARTINEZ Network CONCORD Park CONCORD Transit Class 1 Facilities 0 -1 Mile PLEASANT 0 - 1 Mile HILL 1 - 2 PLEASANT HILL 1 - 2 2 - 3 2 - 3 3 - 4 WALNUT CREEK 3 - 4 WALNUT CREEK 4 - 5 Miles 4 - 5 Miles

Ã24 Ã24

ALAMO ALAMO

DANVILLE DANVILLE

SAN RAMON SAN RAMON

Iron Horse Trail Iron Horse Trail

BART Station BART Station

Class I Shared-Use Path Class I Shared-Use Path

580 580 ¥ MILES ¥ MILES Ã185 0 1 2 Ã185 0 1 2 680 680 ¥ ¥ 238 Ã238 Ã

Map produced February 2019. Map produced February 2019. Sources: U.S. Census, Esri, Sources: U.S. Census, Esri, 880 880 Contra Costa County, OSM. ¥ Contra Costa County, OSM. ¥

SHOPPING OFFICE Ã780 Ã780 ACCESSIBILITY ACCESSIBILITY ¥680 ¥680 Map 5 Shopping Accessibility Map 6 Office Accessibility TRANSIT CONTRA COSTA COUNTY CONTRA COSTA COUNTY Ã780 ACCESSIBILITIYRON HORSE TRAIL IRON HOÃR4 SE TRAIL Ã4 ¥680

TRANSITAccessibility to Nearest Accessibility to Nearest CONTRA COSTA COSUhNoTpYping Center Along 780 Office Along Low Stress Ã242 MAÃRTINEZ Ã242 Ã4 MARTINEZ AIRCONC HORESE STRASILLIoBw StIreLss INTetwYork Network Shopping Center ¥680 CONCORD Office CONCORD Accessibility to Nearest School Along Low Stress 0 -1 Mile Ã242 0 -1 Mile PLEASANT MARTINEZ HILL Network PLEASANT 1 -2 HILL 1 - 2 Transit CONCORD Class 1 Facilities 2 - 3 2 - 3 PLEASANT CONTRA COSTA COUNTYHILL 0 - 1 Mile 3 - 4 3 - 4 4 IRON HORSE TRAIL WALNUT CREEK Ã 1 - 2 4 - 5 Miles WALNUT 4 - 5 Miles CREEK 2 - 3 Ã24 3 - 4 Ã24 WALNUT CREEK NetworkAcces4 -s 5 iM biDistancelesility to toNe arest Ã242 NearestSchool PointAlon gof L Interestow StreÃ2s4 s MARTINEZ Network ALAMO ALAMO

Transit CONCORD ALAMO Class 1 Facilities

PLEASADANNVTILLE DANVILLE 0 - 1 Mile HILL

DANVILLE 1 - 2 SAN RAMON SAN RAMON

2 - 3 Iron Horse Trail SAN RAMON Iron Horse Trail

3 - 4 BART Station WBAARTL SNtatiUonT CREEK Iron Horse Trail Class I Shared-Use Path Class I Shared-Use Path

BART Station 4 - 5 Miles Class I Shared-Use Path

580 MILES Ã185 MILES ¥ 24 Ã185 0 1 2 ¥580 Ã 0 1 2 ¥680 ¥680 580 MILES ¥ Ã238 Ã238 0 1 2 Ã185 Map produced February 2019. Map produced February 2019. Sources: U.S. Census, Esri, 880 Sources: U.S. Census, Esri, ¥ 680 880 Contra Costa County, OSM. ¥ Contra Costa County, OSM. ¥ Ã238

Map produced February 2019. Sources: U.S. Census, Esri, 880 Contra Costa County, OSM. ¥

ALAMO

DANVILLE

SAN RAMON

Iron Horse Trail

BART Station

Class I Shared-Use Path

580 MILES ¥ 0 1 2 Ã185 ¥680 Ã238

Map produced February 2019. Sources: U.S. Census, Esri, 880 Contra Costa County, OSM. ¥ DESTINATION TYPES bikeways. Segments with a greater number Each segment has a variety of destination of existing and planned regional connections types and quantities. Identifying opportunities may have a higher priority for connectivity to enhance or add connections to education, improvements. Segments with lower numbers employment, and recreation centers will build on of existing or planned bikeways are considered the existing importance of the Iron Horse Trail's to have a higher need for improvement. role in connecting the region. Understanding Existing and Planned where and what types of destinations are along Regional Connections the trail, as well as where existing access points are located, will impact where and what types Segments with few or no existing or planned of new access points might be appropriate. regional connections are categorized as having lower needs, while segments with • Lower need: Segments with comparably a substantial number of connections are low-density housing and few other categorized as having higher needs. destination types may have less need for frequent access points and amenities. • Lower needs: Few or no existing or planned regional connections • Medium need: Segments with moderate density housing and other destination • Medium needs: Some existing or types may have some need for frequent planned regional connections access points and amenities. • Higher needs: Several existing or • Higher need: Segments with high density planned regional connections housing, commercial, employment, educational Existing Bikeways and recreational destinations may have higher need for frequent access points and amenities. Segments’ existing bikeways were evaluated by frequency of existing bikeway per half CONNECTIONS mile. Since the segments have different Reviewing the region’s active transportation lengths, a ratio was used to compare network reveals the importance and potential segments. Segments with fewer numbers of that the Iron Horse Trail holds in enhancing existing bikeways may be considered to have regional connectivity. There are a number of higher need for network improvements. existing and planned regional connections • Lower need: > 1.5 existing along the existing trail (see Table 1 and Map 7). bikeways per half mile Segments were evaluated based on their existing • Medium need: > 0.5 and < 1.5 regional and local bikeway connections, as existing bikeways per half mile well as their potential to connect to planned • Higher need: < 0.5 existing bikeways per half mile

18 Table 1 Existing and Planned Regional Connections

Segment Connections

1 Future trail extension to connect to Bay Trail to the north; Future trail connection to the Delta de Anza Regional Trail; Willow Pass Rd and Concord Ave future Class II improvements to connect to Downtown Concord; Concord BART and future Class I along State Route 242

2 Monument Corridor Trail (City of Concord); Walnut Creek Trail (Planned)

3 Bancroft Rd Class II, Walnut Creek Trail (Planned) TRAIL HORSE IRON

4 Pleasant Hill BART, Treat Ave Class II (Proposed)

5 Contra Costa Canal Trail Active Transportation Corridor Study 6 None

7 Ygnacio Valley Rd Class III (approved/signed sidewalk use) west to BART and east to Class III sidepath; Ygnacio Canal Trail to Contra Costa Canal Trail and Mt Diablo State Park; Lincoln Ave connection to Downtown/Main Street; Newell Ave to Mt Diablo/Olympic Blvd connection to Lafayette-Moraga Trail

8 Tice Valley Class I (Proposed) to Olympic Blvd connection to Lafayette-Moraga Trail, Danville Blvd Class II

9 Stone Valley Rd Class II, Danville Blvd Class II

What are the Corridor Needs? 10 Danville Blvd Class II

11 Danville Blvd Class II to El Cerro Blvd/Diablo Rd to Mt Diablo State Park

12 Danville Blvd/San Ramon Valley Blvd Class II

13 Sycamore Valley Class II to Camino Tassajara Class II/Class I

14 Bollinger Canyon Rd Class III/Class II (approved/signed sidewalk use), Alcosta Blvd Class III, Crow Canyon Road Class III/Class II; Norris Canyon Class II; City Center San Ramon (Transit); San Ramon Transit Center

15 Montevideo Dr Class III, San Ramon Cross Valley Trail Class I; Pine Valley Rd Class III; Alcosta Blvd Class III; Dublin/Pleasanton BART

Planned Bikeways Segments’ planned bikeways were evaluated • Lower need: > 1.5 planned by frequency of planned bikeway per half mile. bikeways per half mile Since the segments have different lengths, • Medium need: > 0.5 and < 1.5 a ratio was used to compare segments. planned bikeways per half mile Segments with fewer numbers of planned bikeways may be considered to have a • Higher need: < 0.5 planned higher need for network improvements. bikeways per half mile

19 INTERSECTIONS Trail Convenience

There are 45 roadway crossings along the Table 2 Trail Convenience length of the Iron Horse Trail corridor in Contra Costa County. These include arterial, collector controlled, collector uncontrolled, local, and

grade separated crossings. Map 7 shows the Points) (0 locations of these crossings along the trail.

Segments of the trail with more frequent or challenging intersections are considered to be less convenient for users and may

have a higher need for improvement. Segment Arterial of Crossings # Points) (5 # of Collector Crossings Points) (3 # of Local Crossings Points) (1 Intersection Diversions of # Points) (1 # of Grade Separated Crossings Separated Convenience Trail

A point system was developed to rate different 1 1 2 intersection types to determine the level of 2 1 1 1 need of each segment. Arterial road crossings require trail users to stop at a signalized 3 1 1 1 intersection, causing delay, and have a lower 4 1 1 degree of comfort. Therefore, arterial crossings were assigned the highest number of points 5 1 (5). Collector road crossings were assigned 6 1 3 points. Local road crossings require users to make a stop but are generally comfortable, 7 3 1 1 therefore they were assigned a lower value (1). 8 2 4 1 Some crossings require users to divert off of the trail. Those cases were assigned an additional 9 2 1 point. Finally, grade separated crossings do 10 1 3 not result in inconvenient use of the trail so they were assigned 0 points. Points were summed 11 1 2 along each segment and used to rank segments 12 1 2 1 by level of convenience, as described below: 13 1 3 1 Most Convenient (≤ 5 points) 14 Convenient: (6-10 points) 3 1 Least Convenient: (>10 points) 15 1 2

20 TMap 7 RAILTrail Intersections INTERSECTIONS COTNRTRAAI CLOSTA COUNTY IRON HORSE TRAIL INTERSECTIONS CONCORD CONTRA COSTA COUNTY IRON HORSE TRAIL Existing Crossing Type CONCORD Arterial Crossing PLEASANT HILL TRAIL HORSE IRON ExistinCogl leCcrtors Csirnosgs inTgype

LoAcratle Criarol sCsrionsgsing PLEASANT HILL Collector Crossing Separated Crossing WALNUT Active Transportation Corridor Study Local Crossing CREEK Iron Horse Trail

Separated Crossing BART Station WALNUT CREEK Iron Horse Trail Park and Ride

BART Station

Park and Ride Existing Bikeways

Class I

Shared-Use Path What are the Corridor Needs? Existing Bikeways Class II BicycleClass ILane Shared-Use Path Class III BicycleClass IIRoute ALAMO Bicycle Lane

Class III ALAMO ProposedBicycle Bikeways Route

Class I ProposedShared-Use Bikeways Path

ClassClass II I BicycleShared-Use Lane Path DANVILLE ClassClass III II ADD BIKEWAYS TO INTERSECTION MAP BicycleBicycle Route Lane

ClassClass IIIB III DANVILLE BicycleBicycle Boulevard Route

Class IIIB Bicycle Boulevard

SAN RAMON SAN RAMON

21 Intersection Safety In the five most recent years with data available (2013-2017), there were 203 bicycle and pedestrian collisions on local streets within a quarter mile of the trail and 761 within 2 miles. There were 14 bicycle and pedestrian fatalities within 2 miles of the trail. Table 3 identifies the number of bicycle and pedestrian collisions by city and distance from the trail for the five cities and unincorporated areas.

Identifying the need for safer crossings and access routes to the Iron Horse Trail is a key goal of this project. There were 43 injuries of bicyclists or pedestrians within 100 feet of the trail. Locations with 3 or more bicycle or pedestrian injuries are shown in Table 4.

For the needs analysis, intersection safety was ranked based on the reported • Lower need: Less than 3 crossing injuries bicycle or pedestrian involved crossing injuries on the following scale: • Medium need: 3 to 4 crossing injuries • Higher need: 5 or more crossing injuries

Table 3 Collisions Table 4 Bicycle or Pedestrian Involved Crossing Injuries City Miles from Trail Total 0.25 0.5 1 2 Location Injuries

Concord 35 27 108 87 257 Treat Blvd & Jones Rd 11

Pleasant Hill 13 2 4 8 27 Monument Blvd & Mohr Dr 9

Walnut Creek 5 50 40 23 118 South Broadway & Newell Ave 4

Danville 30 10 27 14 81 Hemme Ave 3

San Ramon 44 4 12 15 75 Sycamore Valley Rd & Camino Ramon 3

Unincorporated 76 67 36 24 203 Willow Pass Rd 3 County Ygnacio Valley Rd 3 Total 203 160 227 171 761 Total 36

22 CONSTRAINTS/BARRIERS Right-of-Way (ROW) Width

The ROW width that the Iron Horse Trail travels TRAIL HORSE IRON through varies throughout the corridor from nearly 300 feet in its widest area near Hookston in Pleasant Hill to less than 20 feet in its most constrained areas through the Broadway Active Transportation Corridor Study corridor in Walnut Creek. Throughout the majority of the trail the ROW width allows for room for future trail improvements. However, pinch points caused by narrow rights-of-way pose challenges to trail design continuity. A variation of cross sections are required to address the changes along the trail. ROW widths are broken down into four basic categories:

What are the Corridor Needs? • Constrained: <25’ Physical constraints are summarized into three basic categories: • Narrow: 25’-50’ • Major: includes significant physical • Wide: 50’-100’ constraints such as existing infrastructure • Very wide: >100’ adjacent to the trail, narrow bridges, or challenging landscape features These categories highlight whether segments have opportunities for certain trail improvements • Minor: includes some physical constraints or are constrained due to lack of available space. such as frequent intersections

Physical Constraints • Unconstrained: does not include any physical constraints In addition to available ROW, certain elements along the trail present a barrier to comfortable, For example, Segment 13/Danville is one that safe user travel, or possible impacts to future trail can be summarized as minimally constrained. improvements. Examples of physical constraints This segment is characterized by wide ROW include existing infrastructure, nearby water width, no physical obstructions, and direct features, difficult intersections, and challenging approaches to roadway crossings. Segment 7/ landscape features. Different from constraints Walnut Creek, however, has many challenging posed by narrow ROW, physical constraints constraints including the narrow ROW along can be solved through unique design solutions. the South Broadway corridor, the alignment Higher level constraints may require a higher jog at Newell Avenue, and the infrastructure level of capital investment and coordination. surrounding the channelized Walnut Creek.

23 trail through park contra costa center to mayhew way ≈ .86 miles

VERY WIDE

A portion of the corridor faces few constraints, with 50 to 100 feet of generally flat right of way available. Relevant sections of this type are found near Walnut Creek and Alamo. green infrastructure oppotunity ridgewood to hillgrade ≈ 2 mile

green infrastructure connectionsWIDE: TRAIL ON CREEK BANK LANDSCAPE OPPOTUNITY parks Another common trail condition is when the trail follows the top of bank along a naturalized creek. This

trail on berm is primarily found in the northernformer rail bed section of the trail walnut creek north of monument blvd near Concord wherew linda mesa the to trail danville parallels blvd Walnut Creek. ≈ 3.6 miles ≈ 7.8 miles

WIDE: RAISED RAIL BED

Portions of the trail run along a raised rail trail on berm former rail bed bed with moderate drainage ditches along walnut creek north of monument blvd w linda mesa to danville blvd ≈ 3.6 miles ≈ 7.8 miles portions of the corridor. These conditions are trail on berm former rail bed walnut creek north of monument blvd w linda mesa to danville blvd found in most of Danville and San Ramon. ≈ 3.6 miles ≈ 7.8 miles

channelized creek adjacent topography mt. diablo blvd to ygnacio valley hillgrade to danville blvd ≈ .35 miles NARROW: ADJACENT≈ .8 TOPOGRAPHYmiles

topographic While most of the trail is in generallystructures flat topography, PHYSICAL CONSTRAINT a small portion (0.8) miles in Danvillewater is adjacent to topography that may limit any additional trail width.

channelized creek adjacent topography mt. diablo blvd to ygnacio valley hillgrade to danville blvd ≈ .35 miles ≈ .8 miles channelized creek adjacent topography mt. diablo blvd to ygnacio valley hillgrade to danville blvd topographic ≈ .35 miles ≈ .8 miles NARROW: ADJACENT COMMERCIAL structures water PHYSICAL CONSTRAINT topographic For 2.3 miles in parts of Concord and Danville, structures PHYSICAL CONSTRAINT water commercial businesses are directly adjacent to the trail. In downtown Danville, the trail commercial adjacency narrows to approximatelylimited 30 rightfeet of in way width. danville/alamo south broadway corridor ≈ .5 miles ≈ 1 mile

CONSTRAINED: LIMITED RIGHT-OF-WAY

For just under a mile in south Walnut Creek, South Broadway and the adjacent soundwall narrow the

trail on berm trail corridor formerwidth rail bedto approximately 20 feet. commercial adjacency walnut creek north of monument blvdlimited right of way w linda mesa to danville blvd danville/alamo ≈ 3.6south miles broadway corridor ≈ 7.8 miles ≈ .5 miles ≈ 1 mile

channelized creek commercial adjacency newell to mt. diablo blvd CONSTRAINED: CHANNELIZEDbishop ranch CREEK ≈ .35 miles ≈ 1.8 miles The trail corridor is approximately 25 feet wide adjacent to the channelized creek WIDTH CONSTRAINT between Newell Avenuelimited and rightYgnacio of way Valley Road in Walnut Creek (0.7 miles).

channelized creek adjacent topography mt. diablo blvd to ygnacio valley hillgrade to danville blvd ≈ .35 miles ≈ .8 miles

channelized creek commercial adjacency topographic newell to mt. diablo blvd bishop ranch structures 24 ≈ .35 milesPHYSICAL CONSTRAINT ≈ 1.8 miles water

WIDTH CONSTRAINT limited right of way COMap 8 RRIDOCorridor R Conditions CONDITIONS Ã4 COCONTRARRIDO COSTA CORUNTY Ã242 IRON HORSE TRAIL CONDITIONS Ã4

242 CONCORD CONTRA COSTA COUNTY Ã IRON HORSE TRAIL Corridor Conditions CONCORD V W PLEASANT HILL CorridorW Conditions Trail on Creek Bank V W PLEASANT Lime W Rasied Rail Bed Ridge Open HILL 680 Space W Trail on Creek ¥ NBank Adjacent Toporaphy WALNUT Lime W Rasied Rail Bed CREEK Ridge Open N Adjacent ¥680 Space CommercialN Adjacent Toporaphy WALNUT C Limited CREEK RihtN of Way Adjacent Commercial C Ã24 Shell Ridge ChanneliedC Creek Limited Open Space Riht of Way

C Ã24 Shell Ridge Diablo Open Space Foothills Channelied Creek Regional Park Mount Diablo Iron Horse Trail State Park

Diablo BART Station Foothills Regional Park Mount Diablo State Park PaIrrkon Horse Trail ALAMO BART Station

Park ALAMO

DANVILLE

¥680

SAN RAMON ¥680

SAN RAMON

MILES 012

MILES 01Map produced2 January 201 Sources: US Census Esri Contra Costa County

Map produced January 201 Sources: US Census Esri Contra Costa County Utilities There are a number of utilities that are Municipal Utilities District water lines located within and adjacent to the Iron are present within the corridor. Horse Trail corridor. These include both Map 9 shows example locations of the types overhead power lines as well as underground and sizes of utilities that exist within the Iron utilities. Primary utility easements along Horse Trail corridor ROW. Figure 1 illustrates the the corridor are highlighted below. utility easements present in a typical section of • A 10 to 36-foot Contra Costa County the corridor. Available survey provides boundary Sanitary District easement traverses information for the utilities south of Monument the majority of the corridor. Boulevard, but does not provide information regarding depth. Confirmation of the depth • A 10-foot gas pipeline easement, of existing utilities requires further study. granted to SFPP/Kinder-Morgan, runs along the majority of the corridor. Recommendations outlined in this Study are considered feasible based on the current • Intermittent PG&E easements for underground understanding of the location of utilities within vault access or overhead power lines the corridor. Potential shallow utility conflicts are present throughout the corridor. could be mitigated by trail improvements • Sporadic storm drain easements built on fill to minimize excavation. perpendicular to the trail and East Bay

Figure 1 Typical Section of the Iron Horse Corridor

100’ IRON HORSE CORRIDOR 5’ PG&E Easement

PG&E High 34’ CCCSD EASEMENT Voltage Lines

12’ EBRPD LEASE 10’ FOR TRAIL KINDER- MORGAN FUEL 15’ LINE DRAINAGE EASEMENT

FIBER OPTICS CABLE

EXISTING 30” EXISTING 60” PROPOSED 60”- EXISTING 84” 10” HIGH PRESSURE SEWER SEWER 66” SEWER STORM DRAIN LINE FUEL LINE

26 Map 9 Utilities 100' ROW UTILITIES 10' SPPL ESMT: 10" HPPL 4 32' CCCSD ESMT CONTRA COSTA COUNTY Ã 14' Drainage ESMT CCCFCWCD IRON HORSE TRAIL Ã242 15' PG&E ESMT 100' ROW Notes:UTILITIES Only utilities 10' SPPL ESMT: 10" HPPL 4 CONCORD 32'100' CCCSD ROW ESMT withinCON theTR AROW CO areSTA listed COU NTY Ã 14'34' Drainage CCCSD ESMTESMT CCCFCWCD IRON HORSE TRAIL Ã242 on this map 15'14' PG&E Drainage ESMT ESMT CCCFCWCD The utilities are listed 10' SPPL ESMT: 10" HPPL Notes: Only utilities from east side of ROW to PLEASANT CONCORD 100'5' PG&E ROW ESMT within the ROW are listed west side of ROW line HILL 34'Overhead CCCSD BARTESMT Tracks on this map 14' Drainage ESMT CCCFCWCD The utilities are listed Lime 10' SPPL ESMT: 10" HPPL Ridge Open ROW VARIES from east side of ROW to PLEASANT ¥680 Space 5'10' PG&E SPPL ESMT ESMT: 10" HPPL west side of ROW line HILL Overhead BART Tracks WALNUT FLOOD CONTROL CHANNEL CREEK CCCSD ESMT: EXISTING PATH Iron Horse Trail Lime Ridge Open ROW VARIES ¥680 Space 10' SPPL ESMT: 10" HPPL BART Station 50' ROW WALNUT FLOOD1' POLE CONTROL ESMT CHANNEL Park Iron Horse Trail CREEK CCCSD24" WATER ESMT: LINE: EXISTING EBMUD PATH Ã24 Shell Ridge 12' SAN. SEWER ESMT CCCSD BART Station Open Space 50'12' SAN.ROW SEWER ESMT CCCSD 1' POLE ESMT Park 10' SPPL ESMT: 10" HPPL Diablo 24" WATER LINE: EBMUD Foothills 24 Shell Ridge Ã Regional Park 12' SAN. SEWERMo ESMTunt Diab CCCSDlo Open Space 50' ROW State Park 12' SAN. SEWER ESMT CCCSD 24" WATER LINE: EBMUD CCCFCWCD: 10' SPPL ESMT: 10" HPPL Contra Costa County Diablo 66" WATER LINE: EBMUD Foothills Flood Control and Water Regional Park 13 SAN. SEWERMoun ESMTt Diablo CCCSD Conservation District 50' ROW State Park ALAMO 10' SPPL ESMT: 10" HPPL 24" WATER LINE: EBMUD CCCSD: Central Contra Costa 66" WATER LINE: EBMUD Sanitary District 13100' SAN. ROW SEWER ESMT CCCSD CCCSD SAN. SEWER ESMT ALAMO 10' SPPL ESMT: 10" HPPL EBMUD: 10' SPPL ESMT - 10" HPPL East Bay Municipal CCCSD SAN. SEWER ESMT Utility District 100' ROW ESMT: CCCSD SAN. SEWER ESMT Easement 10' SPPL ESMT - 10" HPPL CCCSD SAN. SEWER ESMT HPPL: DANVILLE High pressure pipeline PG&E: Pacific Gas and Electric 100' ROW 10' SPPL ESMT: 10" HPPL DANVILLE PT&T: Pacific Telephone 10' CCCSD SAN. SEWER ESMT & Telegraph Company 680 100' ROW ROW: 10' SPPL ESMT:100' 10" ROW HPPL Right-of-Way 10' CCCSD10' SPPL SAN. ESMT: SEWER 10" ESMTHPPL SAN RAMON SPPL: 680 Southern Pacific Pipe Lines, Inc. 100'100' ROWROW 10'10' SPPL SPPL ESMT: ESMT: 10"10" HPPLHPPL SAN 15' PG&E UNDERGROUND ESMT RAMON 100' ROW MILES 10' SPPL ESMT:100' 10" ROW HPPL 0 1 2 15' PG&E10' SPPLUNDERGROUND ESMT: 10" ESMTHPPL CL PT&T ESMT MILES PERPENDICULAR100' 10' STORM ROW 0 1 2 10' SPPL ESMT:DRAIN 10" ESMTS HPPL CL PT&T ESMT PERPENDICULAR 10' STORM DRAIN ESMTS WHAT DOES THE COMMUNITY WANT? Community-Identified Needs Community feedback was received throughout PRIORITIZE TRAIL USERS the majority of the corridor. In order to identify AT ROAD CROSSINGS the areas along the corridor that the community "[Traffic] lights definitely favor cars; felt most strongly needed improvements, long, long wait times at some times of comments were summarized by number the day for lights to allow pedestrians/ of comments/likes, type, and location and cyclists to cross. Tempts people to cross organized by segment. The segments were then ranked based on the following criteria: against the lights rather than wait"

Less Concerned: had comments spread throughout the area, without "There needs to be a foot bridge a particular theme or trend. over Monument Blvd. Not only is

Somewhat Concerned: had similar trends this intersection dangerous, but it of comments with lower repetition. also impedes the flow of traffic"

Most Concerned: had a high frequency and repetition of comments noting where there ADD AMENITIES SUCH AS LIGHTING, are deficiencies along the trail, such as noting SHADE, AND BIKE STATIONS unsafe or difficult intersections to navigate. "This section of the trail is a very

While community-identified needs were long and dark corridor confined by a summarized based on both in-person concrete wall fence along the canal. Add and online engagement results, Map 10 lighting to deter people from loitering highlights the comments received through the and show trail users what they are interactive webmap described in Chapter 1. walking into. Murals along the block Some themes that emerged include: wall and the back of Safeway could help activate this sad looking area" PROVIDE USER SEPARATION ALONG THE TRAIL "This area provides a huge safety concern "Need better wayfinding signs that especially for the many school age are easy to read at a distance children that use these access routes to go or while riding a bike" to and from numerous schools in the area"

IMPROVE BICYCLE AND WALKING INCREASE THE NUMBER CONNECTIONS TO THE TRAIL OF ACCESS POINTS "I have two young children and we "There is no easy access from the large need a safer route to get to the park and ride and the trail. This limits trails for the bike rides we often people from driving part way and take to enjoy the local parks and then using the trail either walking restaurants located near the trail" or biking to their destination"

28 P IVE AC OFF DR ! Map 10 Public Input Web H H E IM PUBLIC INPUT C D O Map Results E S OLIV A V O E B I RA R O O R O L A R D D U Ã4 A S L N WEB MAP H S E O S T A V E OA R W E P MUIR R D A AY A R R T W D M S O R A L RESULTS CENTE P VENUE E IO IL F D IV D A R D C OF !LV W H H A A A E IMC R S O D O C A F O PUBLIC INPUT C O V A N EN R O O UE R N E R C VS O

I LIV M S Y

B T R E D M A S CONTRA COSTA COUNTY D O R R E A O R O A L E H B I

A A O 4 O U L D IV A A Ã S R R OLD D A U P R B N BA C L R R N O WEB MAP C R R N E O T E IRON HORSE TRAIL E C A E W C F OS E L BEL LAN L U V 680 W AO G O M ! E MULIR ROAOD A A L N L G B ROA¥D Y R U I R L O T I D A R T K A S V D CO W R N B CENTEER AV W O O E O RESULTS ENU B ELI L E U N V A D

O P L

U 242 D L RO E A AD D E U A S D R RÃ E V O AV A L C E D S N N UE A R A E D O O O

LEVARD C V D R U V

Identiﬁed Destinations N BO E CONCORD BOULEVA S A D M R O R L

CONTRA COSTA COUNTY A D A S

O U D O A

G O R

O L O A R R P A C

D B O Y

P Y B R R E L R S L E and Barriers L A O T I IRON HORSE TRAIL T A R K E E 680 N R E A N R A E B ! E Y B I L S ¥ M K G L A T E D A O U N OA R R K N N L I HU A C R TRAIL HORSE IRON A C A K V OW L T O L ST 1 - 5 E M E V N A D A M H L C Y

N MO O L R E E T R P L I A U O 242H AK OA N D O I L E U V R D N A O Ã E R BOYD D L RO B

AD S P E L T R GRO D S S T R A C IN O R A A L O A E A H

A A Y E D

O D R Y ULEVAR O SS N O A HOL A R N V T D LOW RO OA

Input on Destinations, B T TU O AD C D B P

R A E R 6 - 10 O R VE T N A

E L L W R R O O AD E R W G D

I L U C OA O D E

T Y R E U

H A O RO RO A R K Y D A

E P T E E T R E L B I Barriers, Routes, and L L A S L O K R E T T E R K

E AD L R A E S A N INER K RO D R

S V EM A E R AVE B O NUA E M V D Y A Y A A OAK Trail Improvements R L HU D N U T R

11 - 25 R O R A N A S T I

E E R T D O AC V D

H N E M N M O O G E M R H A Y L A I R EARY R G ROAD A I

L ! ! U U A V

BOYD R T K O OA L D L B E L S G T D Q R

A A Y S R R E A R N P Active Transportation Corridor Study

R N E H I O O O R IN S R T I

1 - 5 R A V E A E D A C E E M K H D OLLOW R OWA Y ROAD H A R DRI R E H C S VE T L OA E

Identiﬁed Routes and Trail T K R N L E W E U L R N T K

N I AVD A

A M EN A UE

O V R

6 - 10 L N O

T O Improvement Suggestions H AD N I

E E

C AC

U N

E R

N YG

GEARY ROAD R A

T ! A T M L B S 1 Comment O Y 11 - 25 N E ! I U R V R A I L R E E M W D V H VE A C A RI IVHI C C D LN T S R S 2 - 4 Comments O UT R DK A

U VE

W 24 N NUE

Ã O T A N H B

1 Comment A H

B L D S C

A N A

N RO R N R

5 - 9 Comments TIO OU MA IGM A AT U T BD E N S L

2 - 4 Comments ! E OW D O Z R V A R

I U I E T V

Y T

I L H I R E G

L C C D E AT E IVI V E

E C S R R A O O V RUDR G U D E A 24 A 5 - 9 Comments ÃA R ROAD D L T What are the Corridor Needs? LEY H B RD D O A B SA OA UL V N N R E R IO O M T IG

! BART Station A A U AD D T ! A T D E OM

S L R

I W I O

C D RNA R

Z O A ET A R IV R

L S

E O

I N Y V

680 T

I CC

E D

E ¥ U

E R

A I

E V I T

R E M H R V Park & Ride D E M

R A RUDG A S U RE K L EA G OH LEY VA R ROAD V R D E D E R B UL R A O N IV D T

E U A E E O R

Iron Horse Trail R O

STO AD N Y ! BART Station T D E D M

V E I A I A

C A A R O R L N L A L

E R E

N O Y L V N R

C 680 I O

VI L A

D D A

¥ V

R D E L A A IV E R L N Park & Ride D E E V N R A K B I E RE L V H E RO D O L E R E R

N D IV U G B U E L O LA A

E U E G O DIAB

Iron Horse Trail V L O R LO A E NS RO

V DTO Y AD R A A N D R E E W V D AL L L L A EY A

Y R OAD V B LA N CK E H

E AW R

L K

A G I R

G D ABLO O O A ND R OA

A D D E W IV A R Y BL B D ACK LAC K HA KHAW B WK O C RO L AM A L IN D IN O C T G AS E A SAJ R M ARA C I V AN N DRI E Y O ON K R R O BL W A A ACKHA D M O B N O C L AM L I I N N O C TA G SS E A AJ R M AR C A A I NY N ON O R R O A A D M

N D

D A S O A R

O A R D N N

YO N

O N O

A R C U Y A W G

O M N R H O C E A

N R C T R V Y D M A E A R O G O LL A AN R R O C YO G E N

IS N L I

A Y A L

R N C D

R D D B O A L

S OO

O OA R O S R

N R A I T B

ON V U D N

Y N E A N L O O

A R B E Y MILES C O U

W A V U G N O M A R H

L A C O R 0 1 2 E E D C N V R

T A R

V Y D M R DE A A D OA O O L R R G CANY R L A H O C N S O N R E I I GAN L O N R Y C L A L R D A L B O D RD O R O S O N IV T B E U A L B MILES E O V U 29 A L R 0 1 2 E Map produced Septemberl 2019. D V A R AD D RO CH O N L D RA

Map produced Septemberl 2019. Table 6 Needs Summary

DESCRIPTION USER ACCESS CONNECTIONS INTERSECTIONS CONSTRAINTS / COMMUNITY DEMAND NEEDS BARRIERS FEEDBACK

# Segment Start/End Length Land Estimated Trip Regional Existing Planned Trail Intersection ROW Physical Public (Miles) Use Daily Trip Destination Connections Bikeways Bikeways Convenience Safety Width Constraints Perception Demand

1 Concord From Marsh Dr to Willow Pass Rd 2.50 Very wide Major

2 Concord Willow Pass Rd through Monument Blvd 1.50 Narrow Major

3 Pleasant Hill/CCC From Monument Blvd to Las Juntas Way 1.80 Very wide Major

4 Pleasant Hill/CCC Las Juntas Way through Jones Rd 0.40 Wide Minor

5 Pleasant Hill/CCC From Jones Rd through Walden Rd Un- 0.50 Very wide constrained

6 Walnut Creek From Walden Rd to Ygnacio Valley Rd 0.75 Very wide Minor

7 Walnut Creek Ygnacio Valley Rd through Danville Blvd 1.50 Constrained Major

8 Alamo From Danville Blvd to Stone Valley Rd 2.40 Wide Minor

9 Alamo Stone Valley Rd to South Ave 0.50 Narrow Minor

10 Alamo South Ave through Wayne Ave 1.00 Narrow Minor

11 Danville Wayne Ave through Love Lane 1.00 Narrow Minor

12 Danville From Love Lane through San Ramon Valley Blvd 0.70 Constrained Major

13 Danville From San Ramon Valley Blvd through Fostoria Way 3.00 Very wide Minor

14 San Ramon From Fostoria Way to Montevideo Dr 2.40 Wide Minor

15 San Ramon Montevideo Dr through Alcosta 1.90 Very wide Minor

LEGEND

Land Use

BUSINESS PARK PARK COMMERCIAL CIVIC TRANSIT RESIDENTIAL INDUSTRIAL CREEK MAIN STREET SCHOOLS HIGHWAY 30 DESCRIPTION USER ACCESS CONNECTIONS INTERSECTIONS CONSTRAINTS / COMMUNITY DEMAND NEEDS BARRIERS FEEDBACK

1 Concord From Marsh Dr to Willow Pass Rd 2.50 Very wide Major IRON HORSE TRAIL TRAIL HORSE IRON

2 Concord Willow Pass Rd through Monument Blvd 1.50 Narrow Major

3 Pleasant Hill/CCC From Monument Blvd to Las Juntas Way 1.80 Very wide Major Active Transportation Corridor Study 4 Pleasant Hill/CCC Las Juntas Way through Jones Rd 0.40 Wide Minor

5 Pleasant Hill/CCC From Jones Rd through Walden Rd Un- 0.50 Very wide constrained

6 Walnut Creek From Walden Rd to Ygnacio Valley Rd 0.75 Very wide Minor

7 Walnut Creek Ygnacio Valley Rd through Danville Blvd 1.50 Constrained Major

What are the Corridor Needs?

8 Alamo From Danville Blvd to Stone Valley Rd 2.40 Wide Minor

9 Alamo Stone Valley Rd to South Ave 0.50 Narrow Minor

10 Alamo South Ave through Wayne Ave 1.00 Narrow Minor

11 Danville Wayne Ave through Love Lane 1.00 Narrow Minor

12 Danville From Love Lane through San Ramon Valley Blvd 0.70 Constrained Major

13 Danville From San Ramon Valley Blvd through Fostoria Way 3.00 Very wide Minor

14 San Ramon From Fostoria Way to Montevideo Dr 2.40 Wide Minor

15 San Ramon Montevideo Dr through Alcosta 1.90 Very wide Minor

Need Demand

INCREASING NEED INCREASING DEMAND 31

03 What Does the Future of the Iron Horse Trail Look Like?

There are a number of design tools that There are a variety of ways to implement each TRAIL HORSE IRON can be used to improve the physical type of improvement, and the appropriate characteristics of the trail which design tools depend on the context of each segment, intersection, or access point in increase user safety and comfort while question. Examples of potential interventions Active Transportation Corridor Study also improving connectivity and access. are included in the following pages, which highlight best practices and design precedents These proposed design tools take into utilized for other successful trails. consideration ways in which the quality of the trail Implementing some of the design tools experience can be enhanced for existing users, outlined in this chapter will help ensure the trail as well as the way in which new users, especially is designed so that it can accommodate all those using some of the new micromobility potential user groups—from those who use the modes, might interface with the trail. trail today to future modes that may not yet exist.

To address the user comfort, connectivity, and access needs described in the previous chapter, potential trail improvements were categorized into three main types:

• Trail corridor improvements,

• Intersection improvements, and

• Access enhancements.

All three main types of trail improvements are impacted and informed by trail users and demand. These factors are described on the following pages.

33 Users & Demand Users Users & Demand

Current Trail Users

The current Iron Horse Trail is designed for PEOPLE WITH DISABILITIES users of all ages and abilities. Existing trail users The term “people with disabilities” includes include people walking, people running, people individuals with physical or cognitive impairment, rolling (riding skateboards, rollerblading, and as well as those with hearing or visual limitations. rollerskating), and people bicycling. Additional According to the Centers for Disease Control and existing user groups of the trail include people Prevention (CDC), in 2016, one out of every four using electric bicycles, people riding horses, Americans had a disability that limits their mobility. and people with disabilities. These users and their needs are outlined in Table 7. Additionally, nearly everyone will experience a disability at some point in their life, whether through PEOPLE USING ELECTRIC BICYCLES injury, aging, or other circumstances. Trails that Electric bicycles, commonly referred to as are physically separated from motor vehicle traffic, e-bikes, are a relatively new, but increasingly such as the Iron Horse Trail, provide a safe and important mode of sustainable transportation. comfortable place for people with disabilities to enjoy. E-bikes benefit people who are interested in bicycling but may be limited because of Potential Trail Users physical fitness, age, disability, or because PEOPLE USING MICROMOBILITY DEVICES their trips are too far or the terrain too difficult Micromobility devices such as e-scooters and to be completed by a regular bicycle. E-bikes dockless bikes and e-bikes can offer an efficient resemble regular bicycles, but incorporate an commute mode for trail users, and are popular electric motor to assist users while pedaling. rental options in areas with dense employment E-bikes enable users to make trips that are or residential centers. Micromobility devices can 22% longer than trips using regular bicycles. also be used for the first-last mile trip to and from As of March 3, 2019, Class 1 e-bikes with a transit stations. Maximum speeds typically range speed limit of 20 mph that must be pedaled from 15-20 mph and maximum travel distances to operate, and Class 2 e-bikes with a speed typically range from 15-40 miles. Implementing limit of 20 mph that can be operated by using shared mobility options for the Iron Horse Trail will a throttle are allowed on select trails managed be most effective if they are also implemented in by the East Bay Regional Parks District adjacent communities. Creating a regional e-bike/e- (EBRPD), including the Iron Horse Trail. scooter share system will ensure that micromobility devices can provide a seamless connection PEOPLE RIDING HORSES between the trail and surrounding communities. Equestrians travel along the corridor, typically along the land adjacent to the paved trail. Equestrians are required to clean up after their horses on paved trails.

34 Table 7 Trail users, abilities, and needs

User Type Speed of Travel Path Needs

WALKERS 1 to 3 mph • Need wider areas for traveling in groups or walking dogs. IRON HORSE TRAIL TRAIL HORSE IRON • Comfortable on sidewalks and paths that are grade separated from vehicles and fast active users.

RUNNERS 5 to 9 mph • Prefer off-street paths with consistent lighting. Active Transportation Corridor Study • Fast runners may prefer to share space with cyclists during periods of high pedestrian traffic.

WHEELCHAIR 1 to 3 mph • Comfortable on sidewalks and paths that are grade USERS (non-motorized) separated from vehicles and fast cyclists. 3-5 mph (motorized)

What Does the Future of the Iron Horse Trail Look Like? Like? Look Trail Horse Iron the of Future the Does What EQUESTRIANS 3 to 8 mph (trot) • Prefer a soft surface tread separated from people riding bicycles. • Comfortable along open space areas along the Iron Horse Trail Corridor.

CASUAL AND 6 to 12 mph • Prefer riding on off-street facilities. NEW CYCLISTS • Compared to experienced cyclists, casual cyclists are more likely to utilize rest areas.

EXPERIENCED 12 to 25 mph • Very experienced cyclists may choose CYCLISTS to use roadways over paths. • Most prefer fewer crossings, separated paths, and room to pass slower cyclists.

E-BIKE USERS 16 to 20 mph • Class I and II allowed on IHT. Electric Tricycles; Electric Cargo Bikes; and Pedal-less E-bikes • Most prefer fewer crossings, separated paths, and room to pass slower cyclists. • Opportunities for shared mobility docking stations with charging stations.

E-SCOOTER Up to 20 mph • Stand-up and seated versions, e-skateboards, USERS hoverboards, balance board • Access to on-street corrals, racks in the furnishing zones, shared mobility parking zones

35 8 ΄ - 1 2 ANTICIPATING CHANGES IN ΄ Users & Demand Users TRANSPORTATION TECHNOLOGY

AND SERVICES volume Low USE SHARED Technology is quickly changing the way people increase in order to provide the same level of service travel. Mobile devices are making it easier to for trail users. Separating users on the trail will always

check transit status in real-time, call a ride provide a higher level of service, and is considered to be an 1 2 ΄ - 1

sharing service, or access a bike share system. appropriate design option for areas with high demand. 6 ΄ I n

They will also create opportunities to integrate c r

The FHWA SUPLOS Calculator is scored on a scale of e a

modes, making it easier to use more than one s i n

A-F, with A being considered "Excellent" and F "Failing". Medium volume USE SHARED g

mode to complete a trip. Additionally, shared p a

An "A" score indicates that the trail provides a high quality t h

autonomous vehicles (SAVs) vehicles may soon w

user experience, has optimum conditions for individual i d t

be a regular part of travel options for individuals h

bicyclists, and retains enough space to accommodate a n

and transit services. New technologies could d

more users of all modes. An "F" score signals that the u s

be used to expand travel options and reduce e r

trail provides a poor user experience for trail users s 1 e 6 vehicle trips in the surrounding communities p ΄ - a 2

and has frequent and significant user conflicts. r 0 a ΄ by utilizing the Iron Horse Trail Corridor. t i o A second tool that can be used to understand trail width, user n Trail Configuration Based demand, and user comfort is the Level of Comfort (LOC) tool.

on User Demand This tool utilizes LOS as a weighted factor, but includes other High volume ROW CONSTRAINED PHYSICALLY SEPARATED USE In order to properly plan for and serve different additional factors that impact user comfort such as solar trail users, it is important to first understand index, slopes, vehicle stress, context & views, and perceived potential user demand and expected use of crime risk. While the results of the tool still show that a wider X

the trail. Understanding potential user demand trail will provide a higher level of service and comfort for trail X ΄ - > X 2 X can guide design decisions about trail width users, it provides a way to improve user comfort in the event 0 ΄ ΄ and the potential separation of users on the that existing corridor conditions or cost limits preclude the trail. For example, segments of the trail that trail from being as wide as it should be to achieve high LOS. have particularly high user demand may Both the LOS and LOC tools can be used to develop different require a wider, user separated facility than trail widths and configurations that serve different users. High volume ROW MINIMALLY CONSTRAINED USE SEPARATED segments with lower demand in order to Figure 2 shows how trail width and configurations transition provide a high level of service and comfort when expected demand and the presence of different user for trail users of all ages and abilities. groups with more variable speeds change. For example, Measuring the Level of Service (LOS) of a trail as a trail starts to see higher volumes of users, a wider trail > 2 8

with separated paths for people rolling and people walking d can be done by using the Federal Highway ΄ e p

is necessary to maintain an optimal LOS score. Figure 2 also e Administration’s Shared-Use Path Level of n d s S

e Service (SUPLOS) Calculator, which analyzes shows howtrail design needs change with the introduction o p n a

c r o the interplay between trail width and user of Neighborhood Electric Vehicles (NEV), which is not a n t i t o e n x

currently a projected user type of the Iron Horse Trail. High volume ROW UNCONSTRAINED SEPARATED USE

demand. The tool enables planners and t s

a t r n a d

designers to understand the current level t e

The existing Iron Horse Trail is a 10-foot-wide shared- g y o

of service of a trail given its current use, as d

use trail. Widening the trail and separating users based e

well as its ability to serve users in the future p l

on speed, user type, or experience will allow the trail i if user demand were to increase. With the t to accommodate a greater number of users, as well SUPLOS model, if the expected user demand as users who are traveling at higher speeds such of a trail is to increase, the trail width must as those on electric bikes and electric scooters.

36 Figure 2 Path Configurations 8 ΄ - 1 2 ΄ Low volume Low USE SHARED IRON HORSE TRAIL TRAIL HORSE IRON 1 2 ΄ - 1 6 ΄ I n c r e a s i n Medium volume USE SHARED g

p a t Active Transportation Corridor Study h

w i d t h

a n d

u s e r

s 1 e 6 p ΄ - a 2 r 0 a ΄ t i o n

High volume ROW CONSTRAINED PHYSICALLY SEPARATED USE What Does the Future of the Iron Horse Trail Look Like? Like? Look Trail Horse Iron the of Future the Does What X X ΄ - > X 2 X 0 ΄ ΄ High volume ROW MINIMALLY CONSTRAINED USE SEPARATED

> 2 8 d ΄ e p e n d s S

e o p n a

c r o a n t i t o e n x High volume ROW UNCONSTRAINED SEPARATED USE

t s

a t r n a d t e

m g y o

d e

s p l i t

37 Users & Demand Users

ACCOMMODATE NEW TECHNOLOGIES The Iron Horse Trail corridor has the potential to become a corridor for other emerging mobility modes such as SAVs. This new mode, though not yet commercial, could provide an alternative to worsening congestion patterns in the areas (DMV), and the California Air Resources surrounding the Iron Horse Trail by providing Board (CARB) to ensure the pilot program a new dedicated motorized route along the is adhering to all current requirements. corridor. SAVs could potentially be introduced Technical requirements include the SAV to the corridor through a pilot program focused ° itself (vehicle, hardware, and software); on a specific goal and section of the corridor. parking, covered storage, and charging Shared Autonomous station; fleet automation platform and apps; Vehicles (SAVs) Needs Mobility on Demand (MOD) application; and a Computational Aided Dispatch (CAD)/ There are a number of considerations and Automated Vehicle Location (AVL) systems. steps involved in introducing this technology- forward option to the Iron Horse Trail corridor: ° Infrastructure requirements include trail widening, installation of fiber, 1. Conduct community outreach to establish intersection/signal improvements, goals for a potential pilot program. striping and signage, and Dedicated Understanding the community's needs, desires, Short Range Communication (DSRC). and concerns is important for determining the ° Operational considerations include the goals for a potential pilot program. Would it be testing of the program, agency coordination, used to connect employees and employment staff needs, and stakeholder partnerships. centers to BART stations? Children to schools? Seniors or people with disabilities to key Regional Examples destinations and services? Having a clear goal Two SAV pilot programs in the Contra Costa for the SAV pilot program will help determine the region have been tested to date. The first of these appropriate route, find and allocate resources, programs was a two-year study (2017-2019) and measure challenges and successes. by the Contra Costa Transportation Authority 2. Understand the policy, technical, (CCTA) of low-speed, electric and autonomous infrastructure, and operational EZ10 shuttles manufactured by EasyMile. The requirements of running a SAV program. CCTA’s SAV Program operated two generations of the EZ10 shuttles, and Phase 1 of the study ° Policy: Federal and state regulations and piloted the SAVs at the GoMentum Station, an requirements for SAV programs are constantly Autonomous Vehicle Proving Grounds in Concord. changing. It is important to coordinate Phase 2 of the study operated the vehicles at with the National Highway Traffic Safety the Bishop Ranch Business Park in San Ramon. Administration (NHTSA), the California CCTA continues to test at Bishop Ranch. CCTA Public Utility Commission (CPUC), the was also recently awarded federal grant funds California Department of Motor Vehicles 38 IRON HORSE

TRAIL Ã242 Ã4

¥680 Map 11 Potential SAV CorridorCONTRA based COSTA on COUNTY Physical Opportunities,IRON Constraints, HORSE TRAIL CONCORD

and Land Use Context Potential Early Action SAV Corridor PLEASANT Potential SAV Corridor HILL Monument Blvd

BART Station

Park & Ride

WALNUT CREEK to implement an Automated Driving System TRAIL HORSE IRON Ygnacio Valley Rd Demonstration Program (ADS) in Rossmoor, Ã24 Martinez, and along the I-680 corridor.

The second pilot program will be deployed by the Livermore Amador Valley Transit Active Transportation Corridor Study ¥680 Agency (LAVTA) to study the viability of SAVs ALAMO as a first and last mile solution to connect local residents to the Dublin/Pleasanton Bay Area Rapid Transit (BART) station.

San Ramon Valley Blvd Considerations & DANVILLE Potential Concerns for

the Iron Horse Trail What Does the Future of the Iron Horse Trail Look Like? Like? Look Trail Horse Iron the of Future the Does What SAVs could serve as a way to provide first/last mile connections to fixed-route transit, improve SAN RAMON mobility options for people along the corridor, and reduce vehicle miles traveled (VMT) and greenhouse gas (GHG) emissions. However, MILES 0 1 2 because it is such a new technology, there are current limitations that must be considered. Alcosta Blvd

Map produced Septemberl 2019. To Dublin/Pleaston BART First, it is important to consider how integrating SAVs would change the existing culture and identity of the corridor. During the public which would increase travel time and reduce comment period for the Draft Study, community efficiency. As the technology stands today, SAVs members identified concerns about SAVs. would require a dedicated lane to travel in.

These concerns include safety, noise, and Map 11 shows the segments along the Iron the potential to change the character of the Horse Corridor that could be candidates for a neighborhoods surrounding the trail. Because pilot program. These segments were identified of this feedback, community outreach is based on physical opportunities, constraints, recommended as an important first step to and land use context, and are locations that help identify any additional concerns and can be considered for an additional SAV study. community goals though a future SAV study. These segments connect to BART as well as Second, to date, SAVs have not been tested employment hubs. They also have available in a naturalized environment such as the Iron ROW for a dedicated SAV path. Improvements Horse Trail, and could face challenges when to intersections would be required. first implemented along the corridor. Objects in See Appendix C for more information on SAVs. their path, including other modes, are seen as a perceived obstacle and require the SAV to stop,

39 by user Trail Corridor SEPARATED BY USER

Creating space for people rolling and people walking can be accomplished through a physical separation such as mountable curb as well as signs, paint, and surface material. These Trail Corridor 14’ 6’-8’ treatments will help inform users of the best place to travel.

Applicable to: • Physically constrained sections • Activity Centers / Adjacent to Commercial PHYSICALLY CONSTRAINED ROW NEEDS & OPPORTUNITIES: Trail corridor improvements greatly enhance Creating space for people rolling and people walking in physically constrained rights-of-way can be accomplished safety, mobility, user experience, and project through curbs, signs, paint, and/or surface material. These synergy. Wider trails with separated spaces for treatments will help inform users of the best place to travel. different user groups can make the trail feel Applicable to: • Activity Centers / Adjacent to Commercial safer and more efficient. User separated trails can accommodateby speed increased demand and emerging technologies such as e-bikes and e-scooters, and support this Study’s vision of creating a mobility spine for the region. Elements such as trail approaches to intersections, SEPARATED BY SPEED

material changes, striping, and consistent In areas of the corridor where there is more available right-of- lighting improve safety and user experience. way, a buffer can be provided between paths for people traveling space for safe passing (center) and relaxed travel (edges).

DESIGN TOOLS: 14’ 2’-6’ 6’-8’ Applicable to: • Minimally constrained rights-of-way • Activity Centers + Housing Segments • Trail Cross-Sections • Trail Approaches MINIMALLY CONSTRAINED ROW

• Cantilevered Trail Providing horizontal separation between people riding and • Transitions and Mixing Zones people running or walking can be achieved when there is • Green Infrastructure and Shade Trees between 22 feet and 28 feet of available space. The buffer between the pathways can vary in width and material throughout • Lighting the corridor based on adjacent land use context.

Trail Cross-Sections Applicable to: • Activity Centers and Parks & Housing Segments A separated use trail will enable users of all ages andthrough abilities to linear comfortably park travel along the trail and minimize user conflicts. Separating users along the Iron Horse Trail can be achieved through a range of design interventions that respond to existing physical conditions and adjacent land uses. TRAIL THROUGH LINEAR PARK

Design interventions that could be used to Parallel paths provide different user experiences creating a fast develop user separated facilities include vertical and active path and a complementary passive and leisurely path. Applicable to: • Areas with demands for multiple user types or horizontal separation, signage, painting and 14’ 2’-6’ 6’-8’ varies 4’-8’ and minimally constrained rights-of-way • Parks Segments striping, and surface material to help inform users of the best area to travel for their speed OPPORTUNITIES THROUGH LINEAR PARKS

or experience. Widening the bicycle path Where the trail passes through open space, parallel paths can to a minimum 14' can also serve a similar provide different user experiences creating fast and active paths and purpose, providing more space for fast user a complementary passive and leisurely path in open space areas.

groups to pass slower or recreational users. Applicable to: • Parks & Housing Segments

40 Wheeled Users Vertical Separation Branded Signage Foot Traffic

FOR ILLUSTRATIVE

PURPOSES ONLY TRAIL HORSE IRON Active Transportation Corridor Study

Landscape Screening Wheeled Users Buffer Zone Foot Traffic Shade

What Does the Future of the Iron Horse Trail Look Like? Like? Look Trail Horse Iron the of Future the Does What

Landscape Screening Active Travel with Buffer Zone Park Space Passive Enjoyment

41 Trail Corridor

Trail Approaches

The Iron Horse Trail intersects with roads, access TRAIL APPROACH AT ACCESS POINT points and other trails. As the trail approaches To improve visibility of access points along the these areas design tools such as mixing zones, Iron Horse Trail, design treatments could include optical speed bars, and changes in pavement mixing zones, optical speed bars and lighting. materials and lighting can warn trail users to slow down and expect a crossing. The figures on the following page provide examples of these TRAIL CROSSINGS / TRAIL treatments. Design tools at road intersections are ROUNDABOUTS described in the next section of this chapter. Special considerations should also be applied when the Iron Horse Trail intersects another trail. Mixing zone treatments could also be TRAIL APPROACH AT ROAD CROSSING applied to the intersecting trail to warn both Bollards are physical barriers designed to path users of the upcoming intersection. Bicycle restrict motor vehicle access to a multi-use roundabouts can also be applied at these trail. Unfortunately, physical barriers are crossings to minimize potential conflicts. often ineffective at preventing access, and create obstacles to legitimate trail users. Bicycle roundabouts at trail intersections are Alternative design strategies use signage, used to counter safety concerns of mixing landscaping and curb cut design to reduce high-speed bicyclists with high volumes the likelihood of motor vehicle access. of pedestrians. Where space allows, a trail roundabout can minimize potential conflicts. Typical Application Trail roundabout designs are based on • Bollards or other barriers should not be conventional roundabout intersections, scaled used unless there is a documented history of to bicycle operating dimensions and speeds. unauthorized intrusion by motor vehicles. On separated use trails, user separation • If unauthorized use persists, assess should be maintained and pedestrians should whether the problems posed by unauthorized have crosswalks and sidewalk connections, access exceed the risks and issues similar to with a full-size roundabout. posed by bollards and other barriers.

Design Features • At intersections, split the path tread into two sections separated by low landscaping.

• Vertical curb cuts should be used to discourage motor vehicle access.

• Low landscaping preserves visibility and emergency access.

• “No Motor Vehicles” signage (MUTCD R5- 3) may be used to reinforce access rules. 42 Arterial or Contrasting Bollards with integrated collector road specialty paving lighting IRON HORSE TRAIL TRAIL HORSE IRON

Optical speed bars Bollard alternative: Vertical planter and landscaping curbs Active Transportation Corridor Study Trail approach at road crossing

Adjacent neighborhood

Contrasting Clear sitelines and low Bollards with integrated

specialty paving landscaping lighting What Does the Future of the Iron Horse Trail Look Like? Like? Look Trail Horse Iron the of Future the Does What

Optical speed Gathering and bars amenity opportunities

Trail approach at access point

Similiar treatments applied

to intersecting trail Bollards with Contrasting integrated lighting specialty paving

Optical speed bars

Trail approach at trail crossing 43 Trail Corridor

Constrained Areas / Cantilevered Trail In some locations, the Iron Horse Trail runs parallel to creek channels and the width is physically constrained by the built environment. In these areas, a cantilevered trail can be considered to meet the project vision and goals.

A cantilevered trail uses a structure that hangs over the top of the channel wall and is supported at the top-of-bank. It would have an anchored base at top-of-bank with a path superstructure that hangs over the edge of the river channel. It would be unsupported over the channel. This is a valuable approach where there is available space at top-of-bank, but less than the width needed for the desired trail width to meet future demand. MIXING ZONES The benefit of a cantilever is that it keeps the trail above the high water surface elevation, At the convergence of two or more paths, it minimizing impacts to the flood control capacity is important to provide the user with advance and allowing the trail to be open year-round. warning of the changing conditions and guidance on how to move through the mixing Transitions and Mixing Zones zone. Mixing zones are locations where users Throughout the corridor there are locations that will be required to interact cautiously through demand special attention and consideration. the space. The transition between the trail and These include locations at the convergence the mixing zone where the advance warning of paths, where the trail transitions to a is located may be between 50-100 feet long. narrow bridge or at undercrossings, and The design of mixing zones should clearly at road crossings. In these locations, communicate yield priority, user positioning, additional design features may be needed and safe speeds. Interactions between users to create a safe and continuous trail. should be clearly managed with crosswalks, yield markings, and materials to indicate the degree of yielding or mixing expected of trail users.

44 IRON HORSE TRAIL TRAIL HORSE IRON Active Transportation Corridor Study

What Does the Future of the Iron Horse Trail Look Like? Like? Look Trail Horse Iron the of Future the Does What

OPTICAL SPEED BARS MATERIALS Optical speed bars are pavement markings used Path materials may be used to indicate a change to increase user awareness of an upcoming in operating conditions. Crossing areas, mixing change to the physical environment and zones, and tactile paving have all been used caution the user to decrease their speed. The for this purpose. Thermoplastic rumble strips speed bars are a series of white or colored may be used in advance of transition areas or rectangular pavement markings, 2 feet wide, crosswalks. A change in paving materials, such placed inside both edges of the trail travel area. as transitioning from asphalt to brick, can also The markings are progressively spaced more warn users of an upcoming change. The use closely together to visually narrow the lane and of different or contrasting materials can also increase awareness of an upcoming change. differentiate use, such as constructing a soft

surface pedestrian path and an asphalt bike path.

Pavement markings may include bicycle lane markings, high-visibility crosswalks, and colored concrete crosswalks. Other options include inlays or paving surface changes to signal critical areas.

45 Trail Corridor

Green Stormwater Infrastructure and Shade Trees Green infrastructure treats and slows runoff from LIGHTING GUIDELINES impervious surface areas such as roadways, • Lighting should be at pedestrian scale. Placement, sidewalks, and buildings. Sustainable stormwater spacing, and other finish specifications depend strategies may include bioretention swales, rain on the fixture and optical needs/conditions. gardens, tree box filters, and pervious pavements (pervious concrete, asphalt and pavers). • Lighting fixture types include bollard lights, pole mounted lights and integrated lighting Bioswales are natural landscape elements that (i.e. within architectural or wayfinding manage water runoff from a paved surface, elements, planting beds, handrails, etc.) reducing the risks of erosion or flooding of local streams and creeks, which can threaten natural • Lighting should minimize energy usage, operating habitats. Plants in the swale trap pollutants costs, light trespass, light pollution and glare. and silt from entering a river system. • Consider timers, sensors, and remote- Trees can be used to provide shade, manage control technology which can enhance the runoff, reduce greenhouse gases, aid in carbon sense of security and conserve energy. sequestration, and increase urban habitat. • Illuminate only the intended targeted areas and use cut-off fixtures that aim lights down Lighting instead of above or behind the fixture, which Trail lighting that is properly designed can causes light pollution and trespass. improve visibility and natural surveillance, increase • Lighting should avoid trees and be trail access and use, provide a sense of safety and placed outside of canopy edge. security, and extend operating hours during shorter days. In addition, properly lit trails reduce bicycle • Consider Crime Prevention Through Environmental and pedestrian collisions during night time hours. Design (CPTED) principles whenever lighting is introduced, such as color rendering, areas of Lighting along the Iron Horse Trail should concealment, and abstracted illumination. be analyzed per segment context with full consideration for safety needs, wildlife • Use energy efficient lamps that comply with habitat, trail function, cost benefit, and environmental guidelines, and that provide maintenance commitments. Street lighting supreme color rendering, such as white lights. can improve visibility of roadways at crossings • Solar powered lighting should be considered and trails. Lighting may also be necessary only where utility connection is not feasible for day-time use in underpasses. or when alternative energy sources are Lighting can either be wired or solar. Wired desired. Daylight hours should be analyzed per lighting is recommended in areas except for season prior to specifying solar lighting. those where utility connection is infeasible or • Avoid light fixtures at eye level that could when alternative energy sources are desired. cause glare and impair visibility. Any decisions about lighting along the trail should be made in coordination with local agencies and community input. 46 IRON HORSE TRAIL TRAIL HORSE IRON Active Transportation Corridor Study

What Does the Future of the Iron Horse Trail Look Like? Like? Look Trail Horse Iron the of Future the Does What

SOLAR VS. CONVENTIONAL LIGHTING FIXTURES BENEFITS OF BENEFITS OF SOLAR LIGHTING CONVENTIONAL LIGHTING + No electrical grid connection cost + Higher level of dependability for safety lighting + Avoid trenching costs + Market availability/competitiveness; + Reduce site disruption and restoration lower fixture cost + Faster installation + Wider range of fixture styles and finishes + No power outages + Flexibility in color temperature + Sustainable light + Lower maintenance cost

CONSTRAINTS OF CONSTRAINTS OF SOLAR LIGHTING CONVENTIONAL LIGHTING - Higher upfront investment - Trenching requirement - Solar battery lifespan, need periodic replacement - Availability of power source - Indirect or variable sunlight conditions - Operating cost - Limited aesthetic SECURITY

Safety call boxes could be implemented throughout the corridor to provide users with a sense of a security and a way to report emergencies along the trail. Conduit could be added along the corridor in conjunction with trail improvements to provide future expansion of CCTV or other utilities.

47 Intersections

Intersections

NEEDS & OPPORTUNITIES: Intersections that provide consistency, prioritize Individual jurisdictions along the corridor will trail users, feature simple approaches with prescribe the locally appropriate at-grade clear sight-lines, and encourage traffic calming crossing treatments to increase awareness can greatly improve both safety and mobility. and visibility, reduce exposure and crossing Community members noted long wait times at distance, and calm traffic. The following signalized crossings and frequent stop signs examples are effective tools to improve at- along the Iron Horse Trail. Many suggested that grade crossings along the Iron Horse Trail. trail intersections at roadways could benefit from design features that warn trail users of REORIENT STOP SIGNS roadway traffic, and roadway traffic of trail users. Changing the priority of which mode stops Existing constrained and offset intersections when the trail crosses a local, low-volume road make it challenging for bidirectional travel for all could improve convenience and comfort for trail users, especially during heavy-use hours. trail users. Traffic calming features such as raised crosswalks, curb extensions, or chicanes DESIGN TOOLS: could be used in conjunction with reorienting • Continuity of Crossings stop signs to require vehicular traffic to stop • At-Grade Crossing Improvements and allow trail users to cross. In addition to the by Road Classification stop signs, intersection warning signs could • Grade Separated Crossings be installed to warn trail users of an upcoming Continuity of Crossings road crossing. These applications would be appropriate where trail user volumes exceed While the design of each intersection will vary traffic volumes. Trail users should watch based upon the particular context and right-of- carefully before crossing to ensure clear sight way configuration, specific design treatments lines and slow traffic speeds are present. should optimize visibility, improve sight lines, and enhance user experience. The following items CROSSWALK WITH are recommended to improve the continuity of FLASHING BEACONS crossings along the Iron Horse Trail corridor: Flashing beacons like Rectangular Rapid Flashing Beacons (RRFBs) and High-Intensity Activated 1. Optical speedbars and standardized Crosswalk (HAWK) beacons improve the visibility mixing zone design at each road of marked crosswalks. Flashing lights and crossing approach (see pages 42-43) signage alert drivers of the upcoming crosswalk 2. Improve sight lines and remove bollards and provide greater visibility for pedestrians. at intersections, which may require PASSIVE DETECTION AND SIGNAL realigning trail to provide a direct ACTIVATION approach to the road crossing Passive detection along the trail can help 3. Enhanced lighting and high to shorten wait times for trail users when visibility crosswalks they approach a signalized crossing.

48 Accessible push buttons offer trail users TRAIL HORSE IRON the opportunity to activate a signal to stop traffic thereby facilitating a safer crossing.

HIGH VISIBILITY MARKINGS

High visibility pavement markings improve Active Transportation Corridor Study driver awareness of crosswalk areas and the presence of trail users, making crossings safer.

PEDESTRIAN REFUGE ISLAND Pedestrian refuge islands reduce the crossing distance of crosswalks by providing a dedicated space for pedestrians

in the center of the roadway. What Does the Future of the Iron Horse Trail Look Like? Like? Look Trail Horse Iron the of Future the Does What

CURB EXTENSION Curb extensions can be implemented at intersections to make crossings safer. Curb extensions visually and physically narrow the street, and can give trail users a better chance to see and be seen before crossing.

49 Intersections

LOCAL INTERSECTIONS Intersections between the trail and local streets can include design improvements that enhance the comfort and safety for all users EXAMPLE APPLICATIONS BASED Potential • Reorient stop signs ON ROAD CLASSIFICATION improvements include: • Flashing beacons The road classification system—local, collector • Raised crossing and arterial roadways—offers a convenient • Median dividers format for organizing potential improvements • Chicanes that take into consideration the differing roadway • High visibility crosswalk widths, travel speeds and vehicular travel • Enhanced lighting utilization that often distinguishes the various • Remove barriers and bollards road types. The table to the right provides a menu of potential design interventions. Specific COLLECTOR INTERSECTIONS intersection improvements, as well as user The intersection of a collector street with the trail offers the priority at intersections, will be determined opportunity for an enhanced collection of indicators that in collaboration with local jurisdictions. assist users in safely navigating through the intersection

Potential • Crosswalk beacon improvements include: • Flashing beacon • Trail signal detection (passive and active) • Pedestrian median island • Curb extension • High visibility crosswalk • Enhanced lighting • Remove barriers and bollards

ARTERIAL INTERSECTIONS

An intersection between an arterial street and the trail can benefit from an expanded number of design interventions to ensure that vehicles and trail users alike understand how to safely proceed through the intersection

Potential • Grade separated crossing improvements include: • Crosswalk beacon • Flashing beacon • Trail signal detection (passive and active) • Pedestrian median island • Curb extension • High visibility crosswalk • Enhanced lighting • Remove barriers and bollards

50 INTERSECTIONS INTERSECTIONSCreating a higher priority and continuous movement for the Iron Horse Trail. CreatingUninterrupted a higher Travel priority and continuous movement for the IronStop forHorse Trail. INTERSECTIONSfor Trail Users Sightlines Raised Crossing Median Divider Traffic Calming Roadway Users

Uninterrupted Travel Stop for Creatingfor Trail a Users higher prioritySightlines and Raisedcontinuous Crossing Median movement Divider Traffic for Calming the IronRoadway Horse Users Trail.

Flashing Beacons Uninterrupted Travel Stop for for Trail Users Sightlines Raised Crossing Median Divider Traffic Calming Roadway Users

Flashing Beacons IRON HORSE TRAIL TRAIL HORSE IRON

Conceptual Elements Shown For Illustrative Purposes Only Flashing Beacons LOCAL - Trail users have priority at crossing Active Transportation Corridor Study Network and Sidewalk LOCALconnections - Trail usersSignal have Activation priority at crossingLighting Pedestrian Island Crosswalk Beacon Flashing Beacon Curb Extension

Conceptual Elements Shown For Illustrative Purposes Only Network and Sidewalk LOCALconnections - Trail usersSignal have Activation priority at crossingLighting Pedestrian Island Crosswalk Beacon Flashing Beacon Curb Extension

Network and Sidewalk connections Signal Activation Lighting Pedestrian Island Crosswalk Beacon Flashing Beacon Curb Extension

What Does the Future of the Iron Horse Trail Look Like? Like? Look Trail Horse Iron the of Future the Does What

COLLECTOR - Trail and road users share priority at crossing

Lighting HighVis Markings Pedestrian Island Coordinated Signal Curb Extension COLLECTOR - Trail and road users share priority at crossing Network and Auto Priority Sidewalk connections Lighting HighVis Markings Pedestrian Island Coordinated Signal Curb Extension Direct path COLLECTOR - Trail and road users share priority at crossing Direct path approach approach Network and Auto Priority Sidewalk connections Remove trail bollards Lighting HighVis Markings Pedestrian Island Coordinated Signal Curb Extension for clear path Direct path Direct path approach approach Network and Auto Priority Sidewalk connections Remove trail bollards Direct pathfor clear path Direct path approach approach

Remove trail bollards ARTERIALfor clear path- Road users have priority at crossing What do you want addressed at intersections? ARTERIALAdd colored - Road users dotshave priority below at crossing your priorities! Conceptual Elements Shown For Illustrative Purposes Only WhatLower do Vehicle you Speeds want addressedSmoother at intersections? Ride Experience. Less stop and go. Lighting / Wayfinding ARTERIALAdd colored - Road users dotshave priority below at crossing your priorities! Not Representative of any one section of the trail. WhatLower do Vehicle you Speeds want addressedSmoother at intersections? Ride Experience. Less stop and go. Lighting / Wayfinding Add colored dots below your priorities! 51

Lower Vehicle Speeds Smoother Ride Experience. Less stop and go. Lighting / Wayfinding

IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY

IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY Intersections

Grade Separated Crossings Grade separated crossings that disconnect the UNDERCROSSINGS trail from the roadway provide trail users with an Undercrossings along the Iron Horse Trail enhanced safety and convenience experience. provide grade-separated crossings from BRIDGES roads and freeways. Some undercrossings could be improved to provide additional Bicycle/pedestrian bridges allow for trail vertical clearance (minimum 8 feet, preferred continuity or access areas separated by barriers 12 feet) and width for future trail use. such as high volume roads and adjacent creeks. Overcrossings at road intersections along the Undercrossings should meet the Iron Horse Trail could improve existing crossings following design objectives: where the trail alignment requires users to cross • User feels invited to pass through. multiple intersection legs, ADT exceeds 25,000 Undercrossing should maximize available vehicles, and where 85th percentile speeds natural light and supplement with artificial exceed 45 miles per hour. In addition, bridges lighting that is integrated into the overall could also provide new access to the trail for design. Undercrossing should be well- communities who are currently separated maintained; clear of trash and other debris. by a creek or other physical constraint. • Undercrossing must avoid hiding places, Overcrossings require a minimum of 17 and discourage lingering and loitering. feet of vertical clearance over a roadway Implementing sound or other sensory elements and typically fall under the Americans with to reduce user anxieties should be considered. Disabilities Act (ADA), which strictly limits ramp slopes to 5% (1:20) with landings at 400 • User is protected from harm. Railing foot intervals, or 8.33% (1:12) with landings should be integrated into design and should every 30 feet. Average slope, elevation change, be transparent to maximize visibility. and wind level all impact user comfort while ascending a ramp. The average slope of a ramp impacts user comfort significantly more than ramp length. Therefore, providing slopes that are lower than 5% will provide a better user experience for all ages and abilities along the core route of the Iron Horse Trail.

Bridges offer an opportunity to create a focal point which enhances the trail experience and supports community identity. Modular design and innovative materials such as lightweight composites should be considered for overcrossings.

ACCESS IN RESIDENTIAL AREAS Residential access areas present small-scale opportunities to serve the surrounding neighborhood.

Access & Amenities & Access Potential • Increasing the number of improvements neighborhood access points include: • Removing both visual and physical Access & Amenities barriers to existing access points • Accommodating different user types & speeds NEEDS & OPPORTUNITIES: • Providing amenities such as: Access improvements increase connections to wayfinding, lighting, and seating trails, existing and planned bikeways, and local and regional destinations. New and improved ACCESS AT OPEN SPACE AREAS access points better integrate the Iron Horse Trail Opportunities for new or improved access are located in areas into the regional bike and pedestrian network, with minimally constrained rights-of-way or adjacent to parks. and provide direct access to key destinations Potential • New passive uses such as: art, such as schools and transit. Amenities such improvements community gardens, and seating include: as art, seating, wayfinding, and linear parks • New active recreational opportunities make the trail more desirable and accessible such as: fitness equipment, mountain to a broader range of users. Programming, bike pump track, bocce, etc. • Upgrades to existing park landscape trail-oriented development, and mobility hubs • Provide amenities such as: help to activate the trail and improve synergy restrooms, water, and shade with new technologies and land uses.

DESIGN TOOLS: ACCESS AT COMMERCIAL AREAS

• New & Improved Access Points by Context Commercial areas are great opportunities • Amenities to activate trail access areas. • Linear Parks Potential • Flex space for temporary • Programming improvements programming such as: food trucks, include: • Trail Oriented Development farmers markets, and concerts • Mobility Hubs • Reorient existing businesses & services to the trail (restaurants, • Wayfinding & Branding bike shops, cafes) • Support future trail oriented New and Improved development Access Points by Context • Provide amenities such as: secure bike parking, tables & chairs, and bike share Access improvements can make the trail more inviting to users by improving connections to the existing network and providing amenities. These or all of these tools can be combined to create improvements may vary depending on land use gathering spaces for community members, as context. For example, amenities appropriate well as spaces for events or other activities. for an access point in a commercial area may Additionally, design interventions can include differ from those recommended for a residential removing existing barriers at existing or potential new street. However, the design tools available to access points, with the aim of increasing the number make improvements are consistent throughout. and quality of access points available to trail users. Design tools that may be used to improve Specific access improvements will be determined trail access points include amenities such in collaboration with local jurisdictions and as new wayfinding signage, seating, lighting, community input, and will take into account shade, landscaping, and public art. Some general plans and local area land uses. 54 ACCESS

How can we improve the trail in your neighborhood? Add colored dots below your priorities!

Residential Permeable Screening Informal Seating Wayfinding Visual Access Green Infrastructure Native Planting Residential Permeable Screening Informal Seating Wayfinding Visual Access Green Infrastructure Native Planting Increase number of neighborhood Lighting Neighborhood Access Increaseaccess points number of neighborhood Lighting Neighborhood Access access points

Remove barriers, visual and physical Remove barriers, visual and physical

Accommodate different user types & Accommodatespeeds different user types &

speeds TRAIL HORSE IRON

Amenities: Wayfinding, Lighting, Seating Amenities: Wayfinding, Lighting, Seating

Conceptual Elements Shown For Illustrative Purposes Only Active Transportation Corridor Study RESIDENTIAL RESIDENTIAL Open Space Multiple User Experiences Demonstration Gardens Public Art Gathering Space Open Space Multiple User Experiences Demonstration Gardens Public Art Gathering Space Passive: Art, Community Gardens, Seating Trail and Park Connections Interpretive Signage Passive: Art, Community Gardens, Seating Trail and Park Connections Interpretive Signage

Active: Fitness, MTB Pump Track, Bocce

Active: Fitness, MTB Pump Track, Bocce Like? Look Trail Horse Iron the of Future the Does What

Upgrades to existing park landscape Upgrades to existing park landscape

Amenities: Restrooms, Water, Shade Amenities: Restrooms, Water, Shade Conceptual Elements Shown For Illustrative Purposes Only

OPEN SPACE OPEN SPACE

Commercial Trail Facing Activity Hub Pop-up Events Bike Parking Gathering Space Commercial Trail Facing Activity Hub Pop-up Events Bike Parking Gathering Space Flex space for temporary programing Flex(Food space trucks, for Farmers temporary Markets, programing Concerts) (Food trucks, Farmers Markets, Concerts)

Reorient existing businesses & services to Reorientthe trail (Restaurants,existing businesses Bike Shops, & services Cafe) to the trail (Restaurants, Bike Shops, Cafe)

Support future trail oriented development Support future trail oriented development

Amenities: Secure Bike Parking, Tables & Amenities:Chairs, Bike Secure Share Bike Parking, Tables & Chairs, Bike Share Conceptual Elements Shown For Illustrative Purposes Only

COMMERCIAL 55 COMMERCIAL

IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY Access & Amenities & Access

Coordination with Adjacent Landowners New access points or improvements made at existing access points will require coordination with adjacent landowners to ensure they best support existing land uses.

ACCESS POINTS AT SCHOOLS Access points to school sites create an opportunity to provide a safe route to school option and must be vetted with the school districts to develop mutually beneficial solutions and address school security requirements.

ACCESS POINTS AT PRIVATE DEVELOPMENT SITES Developing and enhancing access points to INTERPRETIVE ELEMENTS private development sites such as Bishop Ranch Interpretive elements can enrich the trail with Business Park need to engage the property a “sense of place” and enrich the experience owner, tenants and relevant local jurisdiction of the trail for locals and visitors to the area. to develop mutually beneficial solutions. Historical and ecological inspiration is abundant, and a creative educational approach that is tied into site amenities and placemaking will Amenities highlight the beauty, ecology, and rich history PUBLIC ART of the area. Potential themes for exploration Public art installations and murals contribute include; history of Southern Pacific Railroad, to and enhance a community’s identity and native wildlife and plant communities, and character, creating a strong “sense of place” health benefits of active transportation. branding. Public art provides visual cues that LANDSCAPE AT ACCESS POINTS the facility is “owned” and cared for by the Landscape design can be used at access points community. Art installations also can encourage to highlight gateways to the communities and play, function as interpretive aids, or serve as neighborhoods along the Iron Horse Trail, and a trail’s primary attraction. Long-term public to create a sense of place. Based on the scale art installations such as public pianos or other and context of the access point, the landscape features can also attract users to the trail. design should be grounded in native and drought- From a CPTED perspective, the use of public tolerate plants and may range from minimal art in the landscape is an effective ‘target accent and buffer plantings to larger plantings hardening’ strategy. Public art has the potential with sizable canopy trees. The landscape to deter graffiti vandalism, define path edges, may be used to provide shade, provide green improve the appearance of the community, infrastructure, provide local habitat, reduce urban and discourage unwanted behaviors. heat island effect, and enhance aesthetics.

56 IRON HORSE TRAIL TRAIL HORSE IRON Active Transportation Corridor Study

What Does the Future of the Iron Horse Trail Look Like? Like? Look Trail Horse Iron the of Future the Does What SITE FURNISHINGS Trash and Recycling Site furniture helps to ensure comfort along the Providing places to dispose of trash and trail, providing places for people to pause and recycling may help to encourage stewardship rest, and for activity and shared experiences. both of the trail and the open space corridor.

Seating Bicycle Tools and Parking Public seating contributes to the user Clearly delineated and secure places to lock experience by making walkways and open bicycles should be placed at access points space an enjoyable place to rest, congregate, or that provide connections to community contemplate. Seating opportunities along the destinations. Bicycle fix-it stations typically trail provide a short relief and also promote an provide tools for minor repairs. added enjoyment of the scenic environment.

Electric Charging Stations Tables and chairs could be provided at access points adjacent to commercial activities. Charging stations for privately owned e-scooters and e-bikes can provide micromobility users Drinking Fountains with an additional amenity along the trail. Drinking fountains along the trail enable a greater diversity of users to utilize the trail for longer durations without risking dehydration. Fountains should be spaced at regular intervals that correspond with key gateways and landmarks. Locating fountains with multiple heights will help accommodate a range of user ages and physical abilities, as well as pets.

57 Access & Amenities & Access

Linear Parks Passive Parks Parks and open space can provide opportunities for passive uses such as contemplation and reflection, passive enjoyment of the natural environment, and community gathering. Amenities such as seating, shade, art, and community gardens can help make the spaces more attractive for residents and visitors.

Active Parks Active parks can provide new recreational opportunities for trail users, promoting physical activity for users of all ages and abilities. Amenities could include stationary fitness equipment, playground equipment, a mountain bike pump track, or a bocce ball court, among other possibilities. Programming such as yoga or dance classes can help activate the spaces. Trail-Oriented Development Programming Trail-oriented development presents an opportunity for economic development and A range of programming activities could growth along the corridor. With the trail serving be implemented at access points to serve as an active mobility spine for the region, the community and attract residents and adjacent land uses could be designated for visitors to the trail. These include active new housing and commercial centers that programming such as yoga, dance, or other would not significantly increase the number fitness classes; children’s programming such of car trips in the area. Revenue generated as organized playtime events and storytelling; by the new development could be invested and educational programming such as back into the community or used for trail outdoor classrooms and community gardens. enhancements, operations, and maintenance. Additionally, access points could host bicycle education workshops for community members to improve comfort and safety on the trail.

58 Mobility Hubs

Mobility hubs are a collection of transportation- Along the Iron Horse Trail, there are strategic TRAIL HORSE IRON oriented elements that make it easier to access locations where mobility hubs would provide the shared and active mobility network. The important connections to the surrounding key elements can be mixed and matched to network and destinations. By providing a robust create a mobility hub that is customized for set of transportation options at mobility hubs, Active Transportation Corridor Study each access point. Mobility hubs are places the unique and complex mobility needs of trail where different modes, such as walking, users can be met, increasing the connectivity bicycling, transit, and shared mobility services of the system and the destinations that can be such as bike share, scooter share, car share, reached by non single occupancy vehicles. and TNCs, come together to provide a Amenities that may be found at a mobility suite of transportation options for people. hub include, but are not limited to: Additionally, the potential to introduce shared autonomous vehicles (SAVs) in the future is • Adequate bus stop and layover zones also being considered at mobility hubs. Like? Look Trail Horse Iron the of Future the Does What • Transit shelters with real- Some access points may provide an appropriate time arrival information location for mobility hubs as places where • Bicycle and e-bike share stations the Iron Horse Trail provides a connection to community needs. Providing additional mobility • Scooter-share or other micromobility options services at strategic access points will increase • SAV transit stops the connectivity and mobility options of trail users, who may combine transit, active modes, • Car share facilities and shared mobility options found at the • Taxi or ride hailing waiting/call areas mobility hubs to create seamless transportation connections throughout the region. • Wi-fi service

Mobility hubs support first–last mile solutions • Bicycle storage & repair facilities by providing multimodal transportation services • Retail and activities around transit stations to maximize • Open space connectivity and access for transit riders. By providing a robust array of options at mobility hubs, a variety of different needs can be accommodated, greatly increasing the number of destinations reachable by transit.

59 Access & Amenities & Access

Wayfinding for Active Mobility Well-crafted wayfinding systems foster 1. CONNECT PLACES a sense of place and encourage people Effective wayfinding information should walking and bicycling to go that extra enable local residents as well as visitors to mile and explore new areas. travel between destinations and discover Places that are arranged intuitively so new destinations and services. Wayfinding that we can see obvious destinations should help improve local economic well- from a distance, determine pathways, and being by encouraging people to utilize services recognize areas of different character are along the Iron Horse Trail. Wayfinding should more legible. The “legibility” of a place enhance connections within the region and describes how easy it is to understand. to neighboring communities and expand the active transportation network. Legible wayfinding systems enable individuals to:

• Easily and successfully find their destination

• Understand where they are with respect to other key locations

• Orient themselves in an appropriate direction with little misunderstanding or stress 2. PROMOTE ACTIVE TRAVEL Wayfinding should encourage increased walking • Discover new places and services and rolling by revealing a clear and attractive • Feel safe (enhance the sense of safety) system that is easy to understand and navigate. The presence of wayfinding signs should The following six core principles aim to guide validate walking and rolling as transportation the placement and design of a wayfinding options, as well as reduce fear amongst those system in order to create a clear wayfinding interested in making more trips by walking or experience and achieve a more navigable trail. rolling. Wayfinding should expand the awareness and use of active transportation facilities.

60 3. MAINTAIN MOTION 5. KEEP INFORMATION SIMPLE TRAIL HORSE IRON Walking and rolling require physical effort, For a wayfinding network to be effective, and frequent stopping and starting to information needs to be presented clearly and check directions may lead to frustration logically. It is important to provide information

and discouragement. Consistent, clear, in manageable amounts. Too much information Active Transportation Corridor Study and visible wayfinding elements allow can be difficult to understand; too little and people walking and rolling to navigate while decision-making becomes difficult. maintaining their state of motion. To help The placement of signs and the information users maintain motion, wayfinding information provided at each placement are also critical. also needs to be presented so that it can be Information should be provided in advance of quickly read and easily comprehended. where major changes in direction occur and confirmed when the maneuver is complete.

What Does the Future of the Iron Horse Trail Look Like? Like? Look Trail Horse Iron the of Future the Does What

4. BE PREDICTABLE 6. MAKE IT ACCESSIBLE Effective wayfinding systems are predictable. Wayfinding signage should be accessible When information is predictable, patterns and be designed to be comprehensible by a emerge, and users of the network will be able wide range of users, including people of all to rely on the system to provide information ages and ability levels. As wayfinding systems when they expect it. Predictability also helps often relate to accessible routes or pedestrian users to understand new situations quickly, circulation, it is important to consider technical

whether it be navigating a new intersection or guidance from the Americans with Disabilities traveling to a destination for the first time. Act (ADA) to implement wayfinding signs and other elements that do not impede travel Predictability should relate to all aspects of or create unsafe situations for pedestrians, wayfinding placement and design (i.e., sign bicyclists, and/or those with disabilities. materials, dimensions, colors, forms, and placement). Similarly, maps should employ consistent symbology, fonts, colors, and style. The system should be designed in accordance with local, state, and federal guidelines, ensuring that it can be funded through state and federal sources.

61 Access & Amenities & Access ACCESS ELEMENTSAccessAccess Elements Elements FUNDAMENTALFundamentalFundamental ELEMENTS Elements Elements EnhancedEnhanced Elements Elements InterpretiveInterpretive Elements Elements

RouteRoute Name Name Street/TrailStreet/Trail Name Name DestinationDestination DestinationDestination and/orand/or Logo Logo DestinationDestination DestinationDestination DestinationDestination 1 1 TOTO Destination Destination TOTO Destination Destination DestinationDestination DestinationDestination 2 2

DestinationDestination 3 3

1.01.0 MILEMILE PLACE NAME PLACE NAME PLACE

Gateway Information Secondary Decision Confirmation Turn

Monument Kiosk Access PAVEMENTPAVEMENT MARKING MARKING ReinforceReinforce path path branding, branding, supplementsupplement confirmationconfirmation and and turn turn signs,signs, and and designate designate laneslanes for for different different modes,modes, speeds speeds or or uses. uses. Wayfinding Elements The goal of a wayfinding system is to ACCESS ELEMENTS simplify navigation in urban environments. Gateway Monument This section describes the spectrum of Define the entry into a distinct neighborhood, elements that may be used in the Iron or mark trailheads, access points, and Horse Trail Wayfinding Signage Plan. landmarks. Opportunity for community- directed placemaking and integrated artwork.

Information Kiosk Provide system map and navigational information; most effective when placed in plazas, rest areas, or other locations where users may congregate, rest, or enter a trail or path.

Secondary Access Signage Mark entry to trails or paths at locations where limited user traffic may not necessitate as much information as information kiosks.

62 Access Elements Fundamental Elements ENHANCED ELEMENTS Enhanced Elements Interpretive Elements

Route Name Street/Trail Name Destination Destination TRAIL HORSE IRON and/or Logo Destination Destination Destination 1 TO Destination TO Destination Destination Destination 2

Destination 3 Active Transportation Corridor Study 1.0 MILE PLACE NAME PLACE

Pavement Mile Street/Trail Fingerboard

PAVEMENTMarking MARKING Marker Intersection What Does the Future of the Iron Horse Trail Look Like? Like? Look Trail Horse Iron the of Future the Does What Reinforce path branding, supplement confirmation and turn signs, and designate lanes for different modes, speeds or uses.

FUNDAMENTAL ENHANCED NAVIGATIONAL ELEMENTS NAVIGATIONAL ELEMENTS Decision Pavement Marking Clarify route options where two or more routes Reinforce route direction, bicyclist positioning, converge, or at complex intersections. intermodal cooperation, and/or system branding.

Confirmation Mile Marker

Placed after a turn or intersection to reassure Reinforce system branding and orient path users that they are on the correct route. users along off-street trails or paths.

Turn Street/Trail Intersection Placed before a turn or intersection to help Orient off-street trail users at street crossings users stay on the designated path. and inform vehicular traffic of trail crossing.

Fingerboard Clarify route options where two or more routes converge, or at complex intersections.

63 Access & Amenities & Access

Branding

In addition to physical design consistency of A unified brand and visual identity the trail, establishing unique and consistent trail system for the Iron Horse Trail will: branding can draw attention, attract new users, • Create a sense of place build familiarity and inspiration, and maximize the trail’s potential for supporting economic • Provide a memorable, clear, development. Branding can provide a consistent and distinctive voice voice to the project, with a visual identity • Build recognition and visibility that is distinct, harmonious, and memorable, for the Iron Horse Trail reflecting the unique character of the region. • Provide consistency for familiarity A branding exercise looks at what colors, typefaces, visual elements, forms, materials, and • Increase accessibility design features can help to define the Iron Horse • Prioritize clarity and legibility to help Trail helping to create a connected and user- visitors and residents navigate friendly experience for visitors and residents. • Coordinate with existing landscape Branding and visual identity components features and materials may include: logos, color palette, typography, iconography, and wayfinding system signage.

64 IRON HORSE TRAIL TRAIL HORSE IRON Active Transportation Corridor Study

What Does the Future of the Iron Horse Trail Look Like? Like? Look Trail Horse Iron the of Future the Does What Proposed Logo Concepts Drawing from the history and geographical components of the Iron Horse Trail, a variety of inspired branding concepts were generated and presented to the project's Tecnical Advisory Committee (TAC).

The text-based branding options pay homage to the shape of the railroad tracks and pull geometric elements from traditional railroad stakes.

By contrast, the bridge branding options give a nod to some of the iconic and historic bridges found along the Iron Horse Trail.

When entering new jurisdictions, local agency logos should be incorporated into the branding to alert users that they have entered a new community.

See Appendix D, Iron Horse Trail Design Brief, for a summary of the TACs three preferred IRON HORSE REGIONAL TRAIL logo concepts for future consideration.

65 IRON HORSE REGIONAL TRAIL

04 How to Achieve the Vision? IRON HORSE TRAIL TRAIL HORSE IRON The proposed projects identify making process. It allows the public to see how projects were ranked and why. Finally, it allows improvements to help the Iron Horse Trail the public to influence which types of projects achieve this Study's vision of becoming an are prioritized to meet community needs. active transportation spine that supports the region’s mobility goals and continues This chapter describes the prioritization Active Transportation Corridor Study framework used to prioritize projects and to provide a treasured recreational presents three scenarios to help understand resource for users of all ages and abilities. the impacts particular projects can have on future ridership and highlights the top three The recommendations in this chapter ranked projects based on the outcomes of the were developed by pairing the corridor and prioritization process for each jurisdiction. community needs outlined in Chapter 2

PRIORITIZATION with the potential design tools described in Chapter 3 to identify improvements for FRAMEWORK

• Trail corridors; Overview A goal-based evaluation process was used to • Intersections; and prioritize the proposed projects. The project • Access points. goals were developed through collaboration with the project’s Technical Advisory Committee In addition, projects that would create (TAC) and through community input. Criteria connections to existing or planned bikeways were identified for each of the five project beyond the project corridor were also identified. goals as well as for the needs identified by When there are limited capital improvement the community. Proposed projects were then funds, a prioritization process is a useful planning measured against the evaluation criteria tool to help understand which projects will to determine how well they respond to the have a greater impact in meeting the project project goals and community needs. vision. In addition, a prioritization process brings The evaluation criteria were used to evaluate the transparency and rationality to the decision- performance of each project type per segment.

67 The ratings for each trail segment do not result in • Community Desired Projects: Projects a total “score” that indicates the “most important” identified by the community through the projects, but rather they provide qualitative public engagement effort were included in guidance to inform a discussion of trade-offs by the evaluation process with a weight of (1). the project’s TAC, local jurisdictions, community • Safety: Enhances trail condition and traffic members, and elected officials. The ratings and intersection safety. In the TAC's overall were used to create an overall ranking of all the goal rankings, Safety was given the highest projects which can be found in Appendix F. ranking. Therefore, it was given the highest Evaluation Criteria weight (2.5) in the evaluation process. Table 8 shows the project goals, relative • Mobility: Provides connections to transit, weight, related evaluation criteria, and trails and on-street facilities; accommodates the types of projects prioritized by each user demand and enhances user comfort. The criterion. In addition to the five project goals, mobility goal was also highly ranked by the projects desired by the community were TAC. In addition, the 'Benefits of Improvements' also included in the evaluation process. evaluation showed that providing strong connections to the trail would have a positive Each project was scored against the criteria impact on trail demand. Therefore, the on a score of 0 through 2, with 2 indicating the Mobility goal was given the second highest project directly met the criterion, 1 indicating weight (2) to prioritize projects that connect the project indirectly met the criterion and 0 to transit, trails, and existing and planned indicating the project did not meet the criterion. bikeways in areas of higher trail demand. The goals were weighted based on two factors. • Access & Equity: Provides access One factor was related to the project's TAC. The to jobs, destinations, parks and open TAC ranked the project goals based on how space, and health services; presents well the goals aligned with their jurisdiction's opportunities for new access points. This goals. The second factor was related to goal was also given a weight of (1). the results of an evaluation of 'Benefits of Improvements' described in the following pages. • User Experience: Improves trail conditions The goals and weighting are as follows: and amenities; presents opportunities for stormwater filtration, ecology, new amenities, and placemaking. This goal prioritizes projects that bring extra amenities to the trail and was given a weight of (0.5).

• Project Synergy: Aligns with planned projects and existing land uses and allows for future expansion of new technologies. This goal was the lowest ranking goal by the TAC and was given a weight of (0.5).

68 Table 8 Evaluation Criteria

Goal Weight Criteria Prioritizes Projects That:

Community 1 Community Identified Need Were identified by the community during Desired the community engagement events IRON HORSE TRAIL TRAIL HORSE IRON Project

Safety 2.5 Traffic Safety Provide grade-separated crossings

Intersection Improvement Improve the quality of at-grade crossings Active Transportation Corridor Study Trail User Separation Improve separation of slow and faster user groups

Mobility 2 Connections to High Quality Transit Provide connections to BART

Connections to Park & Ride Provide connections to Park and Ride facility

Connections to Trail Provide connections to existing or planned trails

Connections to Existing Provide connections to existing on-street bikeways On-Street Bikeways

How to Achieve the Vision? Vision? the Achieve to How

Connections to Planned Provide connections to planned on-street bikeways On-Street Bikeway

Trail Corridor Demand Improve trail corridor to meet potential demand

Access & 1 Access to Jobs Provide access to high employment centers Equity

Access to Destinations Provide access to high employment centers and key destinations

Access to Schools Provide access to schools

Access to Parks & Open Space Provide access to parks and open spaces

Enhanced Connectivity Provide new access points

User 0.5 Area of Opportunity and Amenities Provide opportunities for expanded public Experience space, gathering areas, enhanced recreation, and for new or improved amenities

Stormwater & Urban Ecology Provide opportunities for green infrastructure

Project 0.5 Aligns with Key Land Uses Synergy with planned projects and opportunities Synergy for future trail oriented development

69 BENEFITS OF Improved Intersections IMPROVEMENTS Make the Trail Feel Shorter In addition to the evaluation process described This study evaluated how trail priority at all in the previous pages which prioritized projects intersections would impact trail users and total that would best meet the Study vision, the bikeable trips. There are 13 arterial crossings, proposed improvements were also evaluated 15 collector crossings, and 14 local crossings for how they would impact future use of the along the corridor. If arterial crossings were trail. This evaluation modeled three proposed separated from the street, collector crossings

FF DRIVE P HO D

had signals to decrease trail user waiting E A M A improvements (intersections, access, U I C OL

IVE O TRAIL N RA R H OA R E E E D C IV S V O 4 R S A

Ã D A B P

H times, and local crossings required vehicles INTERSECTIONS O O 242

E-Bikes) and measured how they would S WHAT IF...? L Ã W U L MUIR ROAD 680 R O E L L E A L R ¥ I V M O A W R M impact future demand as well as perception to stop, the trail would feel 14% shorter in CONTRA COSTA COUNTY D F CONCORD TRAIL A IRON HORSE TRAIL R D M A D O B A R L U Y C O B E A R R C L length than existing conditions. Though the A O I of trip and travel time along the trail. INTERSECTIONS A E O A L 4 G R B N H Ã B A N A D E O M U G C T E E B N O N R T L I R C R K R A R OW L D The trail always O 242 O A O E N B S Ã L A C I L A E CONTRA COSTA COUNTY A A T R O OA N O results did not indicate a large increase in the V P D D U A D E L E S V E

T V N E CL A IRON HORSE TRAIL U A A The expected increase in users based OULEVARD N Y RD SS RO E B U TU T D A AD Existing Crossing Type R B R O P O E TL N A O E R R L C OA O E R R had priority! Y U K E D R IR

number of bikeable trips (only 1%), trail priority A L E L T E S K

E D IE AS A Z RO K RO D R Arterial Crossing V A E N Y A N OA on different types of improvements was Improving all intersections to minimize stop and go - whether its V A KHU A A R PLEASANT HILL R M S S L I T

D T M

L I CONCORD D

E H E M R wouldseparating enhancethe trail vertically user from trafficexperience or requiring andvehicles could to yield to Y O W I A V BOYD ROAD N E Collector Crossing D R P S R H

considered when weighting the goals bikers - will improve the flow of the trail. This would result in 27 miles of R I

I N O V E

D C Arterial Crossing A E

HOLLOW ROA R D OA D encourageuninterrupted travel. more bicyclists to use the trail. R RD E T A Local Crossing ER V E IN LE K M U during the evaluation process. Each O R B O Collector Crossing PLEASANT HILL T T AD E EA AD E O G R R Separated Crossing EARY ROAD R T Y LE T AL S IO V AC type of improvement relates directly to a N D Local Crossing I N A YG O A WALNUT CREEK R W Iron Horse Trail M DRIVE A H S L L N T K

L U I T R 680 A

N VE

W N

H UE

Separated Crossing A

O ¥

specific goal. Intersections relate strongly B

A N H

BART Station L C

N R

N A A

U S

Separate trail from M

A T Iron Horse Trail E B

to Safety and Mobility, access relates Arterial L

O the street (bridge P Park and Ride U C L AM E or tunnel) INO V D A BART Station IABLO R WALNUT CREEK to Access & Equity and Mobility, and 13 Crossings D D SA ROA N ION M T IG A U T E capacity for e-bikes relates to Mobility. S L

D Z R

I E

I I

C E

L E E

Install traffic R 24 Ã V RUDGE A A R ROAD Would this L

signals or similar D LEY A B Safety and Mobility were the two highest Collector OU ARD O L E V improvement to R T D S ' I A C O improve your Y E R RNA minimize waiting for R O C IV Crossings A L weighted goals in the evaluation process, R M E IV E 15 T trail users DR E 680 N K I R ¥ RE experience on A OH D R S R I V D

E A and both prioritize projects that would most O

STONE R V Y AL

the trail? LE E Y RO L AD L directly increase future use of the trail. A

Require people in V

Local D N vehicles to stop at trail A E

N E

V R

IL G crossings Would you bike L L A OAD E G BLO R Crossings B O IA The proposed improvements outlined O N D U D 14 L A E V A W R more? A D in the following pages all contribute to Y one or more of these scenarios. While Which crossings E B I V LAC R KHAWK D C A recommendations are listed by segment and do you want to C M I A DANVILLE NO “I can maintain a M TA I SS N A JAR Prioritizing trail O A R ranked based on the prioritization process, comfortable pace see improved? A M O crossings could N these scenarios illustrate the importance of with less stopping DANVILLE make the trail and starting” ¥680

A implementing improvements consistently L feel C O SAN RAMON S T ON ROAD AD A NY N RO LINGER CA W CANYO B OL across the corridor, as their coordinated O O B R U C 680 L ¥ E V A R implementation would result in the greatest D A D O R M IS CA N O % R NY O RG R AN S O A N D overall increase in users for the trail. N R 14 I R SAN RAMON V E A MILES M shorter O N D V 0 1 2 O A L U L G

E H Y E B R O T U Y

L R

E O V Map producMedI JLuEly S2019. A A R D Sources: U.S. Census, Esri, D 0 1 Contra Co2sta County.

IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY Map produced July 2019. Sources: U.S. Census, Esri, Contra Costa County.

70 FF DRIVE Expanded Access to the Trail E-Bikes Allow Users toO Take D P H

E A M A U I C OL

IVE O BETTER TRAIL N RA R H OA R E E E D C IV S V O 4 R S A

Ã D A B P

Makes Trips More Bikeable Longer Trips H CONNECTIONS O O 242 WHAT IF...? L S Ã W U L MUIR ROAD 680 R O E L L E A L R ¥ I V M O A W TRAIL HORSE IRON R M This study modeled better trail connections. This study considered how the presenceD of CONCORD F BETTER TRAIL A R D CONTRA COSTA COUNTY M A D O B A R E-BIKE TRAIL L U Y C O IRON HORSE TRAIL B E A R R C L 780 A O I CONNECTIONS A Currently, few comfortable on-street bike e-bikes would impact trail usage. With an E O A L R Ã 4 G B N H Ã B A N A D E O M U G C T E E B N O N R L ACCESSIBILITY T I R C R K R 680 A R OW L D The trail connected O 242 O A O N ¥ E B S Ã L A C I L A E A A T R O OA N O D D U V P A D facilities connect users to the trail. With the increase of electric bikes and scooters, trail E L E S V E

T V N E CL A U A A CONTRA COSTA COUNTY OULEVARD N Y RD E-BSISKE TRAIL E B U TU T D A ROAD Trail Access R B R O P 780 O E TL N A O E C R R Ã L E-BIKE TRAIL OA O E R R everywhere! Y U K

IRON HORSE TRAIL E D R IR 780 A L E addition of comfortable low-stress bikeways user speeds would increaseT and allow for S K L Ã E ACCESSIBILITY

E D IE AS A 680 Z RO K RO D R V A E CONTRA COSTA COUNTY WHAT IF...? Y ¥ N A N ACOACK ESSIBILITY Having biking and walking networks that are protected and separated Iron Horse Trail V A HU A A R 680 PLEASANT HILL R M S S 4 L I T D ¥ Ã

T M

L I CONCORD IRON HOD RSE TRAIL

E H E M R from traffic will encourage more people to get to and from the trail Y W O I leading to the trail at regular intervals, longer and faster trips. E-bikes would allow A V BOYD ROAD N E Potential Comfortable Trail D R P Active Transportation Corridor Study S

R E-BIKH E TRAIL as well as other destinations. This allows the corridor to be the active R I

I N

Connection O V E 780

Trail Intersection D C A E

R Ã

HOLLOW ROA D OA D

D E transportation spine for the region. T R R CONTRA COSTA COUNTY 23% more trips would be bikeable. users to make trips that are 22% longer andA E ER V ACCESSIBILITY 680 IN E Areas AK ccessible by Bike Canal Trail M L CONTRA COSTA COUNTY Ã4 U ¥ O IRON HOR RSE TRAIL Iron Horse Trail B O PLEASANT HILL T T AD Ã4 E And E-Bike EA AD IRON HORSE TRAIL It was electric? E R RO 242 GEARY ROAD R T Y MARTINEZ Ã would make 27% of trips more bikeable. E L Class I Shared-Uosne Path T AL rati S IO V pa AC Comfortablee Trail Connection N IHT Access Point s D I N With an increaseer of electric bikes, scooters,A and similiar devices in the YG us O A WALNUT CREEK nd R W CONCORD a M dth DRIVE A CAOrNeaTsR A cCcOesSsTiAb lCe ObUy NBTikYe market,i typical speeds of users will increase on the trail.H With lowerS L wBART Station L N th T K

a L U I T Trail Access on Bike p R 680 A

g BART Station N VE Comfortable Bike Trip 4

W N Ã n H UE i A And E-Bike

s O ¥ IRON HORSE TRAIL

reatrip times, the trail will allow users to access more opportunitiesB for 242

A N

Inc H MARTINEZ Ã T

L C

N R PLEASANT 242 N A IHT Access Point commuting, errands, and the list goesA on! MARTINEZ Ã

U S Park and Ride M IHT Access Point

A T HILL

E B L CONCORD O Comfortable E-Bike Trip

P U Bike Access (0 - 3 Miles to C L CONCORD AM E Trail Access on Bike INO V Comfortable Bike Trip D A Trail) IABLO R WALNUT CREEK D IHT Access Point MARTINEZPLEASANT Ã242 D SA E-Bike Access (3 - 10 Miles to PLEASANT ROA N HILL ION M T IG Comfortable E-Bike Trip A U Trail) HILL T E Bike Access (0 - 3 Miles to S L CONCORD

D Z R

I Trail) E

I I

C E

L People on E E WALNUT CREEK

R 24 Ã V RUDGE A A R ROAD Would high L EI-rBoink eH Aorcscee sTsra (i3l - 10 Miles to PLEASANT

D LEY A % B e-bikes make OU ARD Trail) HILL O L E V

R T D S 27 ' I A C O Today: Y BART Station quality E R RNA R O C IV

How to Achieve the Vision? Vision? the Achieve to How WALNUT CREEK trips that are A L R M E 24 V E Ã I More trips are WALNUT CREEK Few comfortable T DR E 680 N K Iron Horse Trail I R ¥ RE A H D connections O R on-street bike facilities S R Iron Horse Trail I V D

E A bikeable O

connect to the trail R

STONE BART Station % V Y

AL L E encourage you EY BART Station L 24 RO Ã 22 AD L WALNUT CREEK A 24 V Ã Iron Horse Trail D N longer E to bike to the A N E

V R

IL G Would e-bikes L LA OAD ALAMO E G BLO R BART Station B O IA O N D U D Envisioned: trail more? A L E 24 V Ã A W R or other device D A

Comfortable connections at Y regular intervals ALAMO If so, which are change the way ALAMO

E you travel?BL I V important to ACK R People on HAWK D C DANVILLE A

M I DANVILLE NO TA ALAMO % C S SA e-bikes travel about A J you? A M RA I “I can bike from 20 N Would you O

R faster than people A DANVILLE M DANVILLE home to work O N commute or DANVILLE to the park and on traditional bikes Greater speeds mean that people will likely A make any trips SAN RAMON L beyond!” C travel further O SAN RAMON S DANVILLE T ON ROAD AD A NY N RO LINGER CA CANYO B differently?OL W O B % RO U C 680 L ¥ E V 23 A R SAN RAMON Less More D experienced riders experienced riders SAN RAMON A D O R M IS CA N O R NY O RG R AN S More trips O A e-bike N D R N IV R SAN RAMON E A MILES traditional bike M SAN RAMON are bikeable O N D V 0 1 2 O A L U L G

E H Y E B R O T U Y

L R

E O V Map producMedI JLuEly S2019. A A R D 0 1 Sources: U2.S. Census, Esri, D ¥580 Contra Costa County. “I can run MILES Ã185 errands car-free— 0 1 2 IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY 238 580 Map produced July 2019. Ã ¥ Ã185 580 Sources: U.S. Census, Esri, no sweat!” MILES ¥ Contra Costa County. Ã185 0 1 Ma2Mp pILroEduSced July 2019. 0 1 2Sources: U.S. Census, Esri, ¥880 ¥680 Contra Costa County, OSM. Ã238 Ã238 ¥580 Ã185 MaMp pILroEduSced July 2019. 880 0 1 M2aSpo uprrcoedsu: cUe.Sd. JCuelnys 2u0s,1 9E.sri, ¥ ¥680 Contra Costa County, OSM. Sources: U.S. Census, Esri, ¥880 ¥680 Contra Costa County, OSM. Ã238 IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY Map produced July 2019. Sources: U.S. Census, Esri, ¥880 ¥680 Contra Costa County, OSM.

71 # Segment #: Example

Project type Description

Trail Corridor • Lorem ipsum • Lorem ipsum

Intersections • Lorem ipsum • Lorem ipsum

Access • Lorem ipsum • Lorem ipsum

PROPOSED Connections • Lorem ipsum • Lorem ipsum IMPROVEMENTS The following section provides recommendations for projects that Figure 3 Example Projects by Segment Table help meet the Study's vision.

Meeting this vision will require multi-jurisdictional coordination and consistent implementation tables. These universal recommendations of the proposed projects across the Iron Horse are identifed in the following bullets. Trail corridor. This includes coordination with Alameda County to ensure the entire length of Trail corridor projects provide recommendations the trail can be improved and maintained to the for trail configurations and widths that same high quality. However, priority projects respond to physical conditions, adjacent are identified that could provide the greatest land uses, and future user demand. benefit to the communities that live there Lighting and wayfinding improvements today, and could bring the greatest immediate are recommended for the entire trail. enhancement to the existing corridor. • Lighting improvements are recommended How to Use this Section for all corridor projects in order for the trail to serve as a dependable transportation facility. Figure 3 highlights how the recommendations are presented. • Wayfinding along streets and corridors is recommended to help people get to the trail. Proposed projects are organized by In addition, wayfinding improvements along jurisdiction and segment number. (See the trail are recommended to allow users to Map 2 for an overview of all 15 segments). access directional information while in motion Recommendations are organized and help users navigate along the trail. into the three project types: trail corridor, Intersection improvement projects aim intersections,and access improvements as to improve the safety and convenience well as opportunities to improve on-street of the trail at intersections. connections. The tables on the following pages provide specific recommendations • Improving sight lines at crossings and for each segment. In addition, a number of replacing bollards and/or fences with recommendations apply to the entire corridor alternative design solutions are recommended and are not specifically called out in the across the Iron Horse Trail corridor.

72 IRON HORSE TRAIL TRAIL HORSE IRON Active Transportation Corridor Study

Access projects identify locations for Stars identify the three top-ranked potential new access points as well as provide projects per jurisdiction, based on the Vision? the Achieve to How recommendations to enhance existing access goal-based evaluation model. points. They also all include programming opportunities and community amenities such as community gardens, restoration, or NOTES linear parks. In commercial areas, the County Some intersections in these segments should work with neighboring property

may be within one jurisdiction but operated owners to formally provide connections and maintained by another. Proposed to buildings adjacent to the trail. improvements in these segments will • Access along commercial or downtown require multi-jurisdictional coordination. areas is recommended at 300'-500’ All proposed projects considered adopted intervals to allow permeability, and studies, previous plans, and other current increase perceived safety and vibrancy. projects. Current projects are noted on • Access improvements incorporate Maps 12-17 as being completed by others. seating, shade, and amenities. Proposed conceptual cross sections for each • ADA parking at regular intervals (approximately segment can be found in Appendix E. every 5 miles) is recommended along the entire corridor to improve access for people with disabilities.

Connection projects identify locations to improve connectivity to existing and planned bikeways and trails.

73 Imhoff Dr

Map 12 Concord arsh Drive Trailhead

1 Marsh Dr De lta de Ana Tr ail

Iron Horse Trail E Olivera Rd PROJECT TYPE Open Space

IMPROVEMENTS Port Chicago Hwy Walnut Creek Trail Corridor Solano Way Physically Constrained ROW

Minimally Constrained ROW

Wide ROW

Existing trail/ped bridge Intersections Concord Ave Arterial

Meridian Park Collector

Diamond Blvd Local hilpanc C ingo Pa rk Undercrossing w ay Clayton Rd Regional Trail

Access Clayton Rd School/Open Space/Trail Willow Pass Rd Residential/Street Cowell Rd Business/ Commercial/Retail 2 Meadow Lane Connections

Trail Connection Contra Costa Blvd On Street Bikeway CONCORD Connection

Existing Trail Proposed trail BART Connection overcrossing

Park and Ride Connection

Walnut Creek KEY MAP

CONCORD Monument Blvd PLEASANT HILL

Cleaveland Rd Cleaveland Oak Grove Rd

WALNUT CREEK Lisa Ln Fair Oas Elementary School ALAMO Len Hester Par PLEASANT Hookston Rd DANVILLE

HILL Bancroft Rd Minert Rd

SAN Walnut Creek RAMON Mayhew Way

74 CONCORD PROJECTS Concord consists of two segments. Segment and Segment 2 could provide better access 1 travels through a large commercial center, to people who live on the east side of Walnut while Segment 2 is adjacent to parks and Creek through proposed bicycle/pedestrian housing. Both segments have medium expected bridges. Additionally, a new overcrossing is user demand. Both segments have a high proposed at Monument Boulevard to improve need to improve access. Segment 1 could the existing multi-legged trail crossing. IRON HORSE TRAIL TRAIL HORSE IRON improve access to existing commercial areas

1 Segment 1: Marsh through Willow Pass Active Transportation Corridor Study Project type Description

Trail Corridor • North of Concord Avenue » Separated trail on creek bank: 14ft rolling path with adjacent 6-8ft pedestrian path (optional soft surface along creek). » Improve trail connection to existing bicycle/pedestrian bridge. • South of Concord Avenue » Separated trail adjacent to commercial: 14ft rolling path with 6-8ft pedestrian path. • Retrofit two undercrossings at Concord Ave and Diamond Blvd.

• Provide shade trees. How to Achieve the Vision? Vision? the Achieve to How • Opportunities for green stormwater infrastructure.

Intersections • Improve two collector intersections at Marsh Drive and Willow Way/Meridian Park. • Improve trail crossing at Delta de Anza Regional Trail.

Access • Add eight commercial access points and two office/business park access points. • Enhance existing access at Iron Horse Trail Open Space and at Marsh Drive Trailhead.

Connections • Close four-mile gap to regional Bay Trail.

• Improve trail connection to planned Class II at Concord Ave.

2 Segment 2: Willow Pass through Monument

Project type Description

Trail Corridor • Separated trail on creek bank: 14ft rolling path with adjacent 6-8ft pedestrian path (optional soft surface along creek). • Retrofit undercrossing at Willow Pass Rd. • Provide shade trees. • Opportunities for green stormwater infrastructure.

Intersections • Improve crossing at Monument Boulevard » Proposed: Realign trail with new overcrossing providing street access to Monument Corridor Trail, and future Walnut Creek Trail (included in cost estimate). » Alternative short-term improvement: Improve arterial at-grade crossing by realigning trail with existing bridge improvements

Access • New bicycle/pedestrian bridge(s) to connect the residential neighborhoods east of Walnut Creek to the trail

Connections • Connect trail to planned Class II at Willow Pass Rd.

75 Meridian Park

Diamond Blvd hilpanc C ingo Pa rk w ay Map 13 Pleasant PLEASANT HILL/CONTRA COSTA Hill/CCC CENTRE PROJECTS Golf Club Rd Clayton Rd Pleasant Hill/Contra Costa Centre includes elements of successful trail design including three segments that connect through the the Treat Boulevard overcrossing and the PROJECT TYPE highest density of zero-vehicle households separated use trails throughWillow CCC Pass Rd Transit IMPROVEMENTS in thePaso Nogal study area and have high expected Village Park. Additional improvements can Trail Corridor demand. Segment 3 could benefit from be seen2 in trail configuration to reduce user Meadow Lane Physically enhancements to access points around conflicts and improve connections to BART. Constrained ROW

schools. The trail connects to the Pleasant SegmentContra Costa Blvd 5 connects to the Contra Minimally Constrained ROW Hill/Contra Costa Centre BART station in Costa Canal Trail, an important regional Segment 4 and serves as a critical regional connection, and could improve access to Wide ROW connection to transit. Segment 4 has adjacent open space at Walden Park. Existing trail/ped Proposed trail bridge overcrossing Intersections Arterial Walnut Creek

Collector

Local Monument Blvd Undercrossing Gregory Lane

Regional Trail Rd Cleaveland 3 Lisa Ln Access Fair Oas Boyd Rd School/Open Elementary School Space/Trail Len Hester Par Residential/Street PLEASANT Hookston Rd Business/ HILL Bancroft Rd Commercial/Retail

Connections Mayhew Way Walnut Creek Trail Connection

On Street Bikeway Oak Park Blvd Connection Coggins Rd

Existing Trail BART Connection Las Juntas Way CCC 4 Honey Tr Park and Ride Connection Geary Rd Treat Blvd KEY MAP il Jones Rd Tra al an Cherry Lane a C ntra Cos t CONCORD 5 Co PLEASANT

HILL Oak Rd

N Main St alden WALNUT Par CREEK Dr Walden Rd anks b h ALAMO c Westcliffe Pl r a

Walnut Creek 6 M

DANVILLE

Westcliffe Ln

SAN alnut Cree RAMON Intermediate School

76 N Civic Dr Ygnacio Valley Rd 7

r D c vi Ci 3 Segment 3: Monument to Las Juntas IRON HORSE TRAIL TRAIL HORSE IRON Project type Description

Trail Corridor • Separated trail with opportunity for additional path through linear park: 14ft rolling path with adjacent 6-8ft pedestrian path. Opportunity for 4-8ft recreational path.

Intersections • Improve collector intersection at Hookston Rd. Active Transportation Corridor Study • Improve three local crossings at Lisa Ln, Mayhew Way, and Coggins Rd.

Access • Add school access point at Fair Oaks Elementary School, open space access point at Len Hester Park, and enhance one residential access point. • Opportunities for community based programs including outdoor classrooms or student gardens. • Incorporate micromobility such as bike share or dockless options at major intersections or destination sites.

Connections • Improve connection to Class II on Bancraft Rd at Hookston Rd.

How to Achieve the Vision? Vision? the Achieve to How 4 Segment 4: Las Juntas through Jones

Project type Description

Trail Corridor • Separated trail through urban corridor: 16ft rolling path and widen existing sidewalk for a 10-12ft pedestrian path.

Intersections • Improve two collector intersections at Las Juntas Way and Jones Rd.

Access • Add one commercial access point. • Improve one residential access point at Honey Trail. • Incorporate micromobility such as bike share or dockless options at major intersections or destination sites.

Connections • Improve trail connection to planned Class II at Treat Blvd. • Improve direct connection to BART.

5 Segment 5: Jones through Walden

Project type Description

Trail Corridor • Separated trail with opportunity for additional path through linear park: 14ft rolling path with adjacent 6-8ft pedestrian path. Opportunity for 4-8ft recreational path.

Intersections • Improve trail crossing at Contra Costa Canal Trail. Proposed bicycle roundabout. • Improve one local crossing at Walden Rd.

Access • Enhance one open space access point at Walden Park. • Incorporate micromobility such as bike share or dockless options at major intersections or destination sites.

77 Map 14 Walnut WALNUT CREEK PROJECTS Creek Walnut Creek includes the census tract within identified a high number of needs along this the study area that has the potential for the segment, which has the least available right- highest population growth. There is a need of-way. The Study explores trail realignment PROJECT TYPE to improve access along both segments and alternatives in Segment 7 that address public IMPROVEMENTS potential for adding mobility hubs to provide perception of safety, improve intersection Trail Corridor first/last mile connections to the Walnut Creek crossings, and enhance connectivity to Las Juntas Way Physically BART station. Segment 7 shows the highest downtownCCC Walnut Creek and BART. Constrained ROW 4 Honey Tr need for to access, connectivity, and trail Minimally convenience improvements.Treat The Blvdcommunity Constrained ROW il Jones Rd Tra al Wide ROW an Cherry Lane a C ntra Cos t Existing trail/ped 5 Co bridge Oak Rd

N Main St Intersections alden Par Arterial Dr Walden Rd anks Collector b h c Westcliffe Pl r

Local a Walnut Creek 6 M Undercrossing

Regional Trail Westcliffe Ln alnut Cree Access Intermediate School School/Open N Civic Dr Space/Trail Ygnacio Valley Rd Residential/Street Arroyo Way 7 Main St Business/ Springbrook Rd Commercial/Retail Civic r Par Walnut Blvd D c Connections vi Ci WALNUT Trail Connection Lincoln Ave CREEK On Street Bikeway Connection Mt. Diablo Blvd Existing Trail

BART Connection

Park and Ride Connection Newell Ave Los Lomas S KEY MAP High School an M igue l

r S Broadway Creekside Dr CONCORD PLEASANT HILL urwood Elementary Olympic Blvd School WALNUT CREEK Planned intersection ALAMO improvements by CCTA. Rudgear Rd

DANVILLE

Danville Blvd

SAN RAMON 8

Hillgrade Ave

T S ic a e n Ind D k la ian C r r e

e k D r Cervato Dr

Livorna Rd IRON HORSE TRAIL TRAIL HORSE IRON 6 Segment 6: Walden to Ygnacio Valley

Project type Description

Trail Corridor • Separated trail with opportunity for additional path through linear park: 14ft rolling

path with adjacent 6-8ft pedestrian path. Opportunity for 4-8ft recreational path. Active Transportation Corridor Study

Intersections • Improve one local crossing at Westcliffe Pl.

Access • Enhance three residential access points including one at the end of Westcliff Lane, one school access point at Walnut Creek Intermediate School*, and enhance access point at North Civic Drive*. • Incorporate micromobility such as bike share or dockless options at major intersections and destination sites.

How to Achieve the Vision? Vision? the Achieve to How 7 Segment 7: Ygnacio Valley through Danville/I-680

Project type Description

Trail Corridor • Trail improvements from Ygnacio Valley Blvd to Newell Ave » Proposed: Realign trail and separate users with a 12-14ft rolling path on the west bank and a 6-8ft pedestrian path on east side of canal with two channel crossings crossings at Civic Park and Lincoln Avenue (used in cost estimate).

» Short-term alternative: Separate users by providing Class IV on-street adjacent route for bicyclists. » Alternative separated trail option: Widen trail to 12-16ft cantilevering over channelized canal. • Trail improvements from Newell Ave to Danville Blvd/Rudgear Rd » Proposed: Separated trail by removing sound wall: 14ft rolling path with 6-8ft pedestrian path with low landscape buffer along South Broadway and tall landscape screening adjacent to the residential properties on the west side of trail. » Alternative separated trail option: Realign trail on east side of South Broadway and widen trail to 12-16ft with buffer/amenity zone.

Intersections • Improve two arterial intersections at Newell Ave* and Danville Blvd.

Access • Enhance two residential access points, one open space access point at Civic Park, two commercial access points at Arroyo Way and San Miguel Center, and two school access points at Los Lomas High School and Murwood Elementary School. Two new access points on east side of channel at Civic Park and Lincoln Avenue.

Connections • Improve Park and Ride connections at Newell and S Broadway/I-680 intersection.

*Community supported local improvements

79 S an M igue l

r S Broadway Creekside Dr

Map 15 Alamo urwood Elementary School

Planned intersection improvements by CCTA. Rudgear Rd PROJECT TYPE IMPROVEMENTS

Danville Blvd Trail Corridor Physically 8 Constrained ROW

Minimally Constrained ROW

Wide ROW

Existing trail/ped Hillgrade Ave bridge

S Intersections a k lan Indian D Livorna Rd Arterial r

Collector

Local Cervato Dr

Undercrossing Livorna Rd Regional Trail

Access Ramona Way ALAMO Miranda Ave School/Open Litina Ave Space/Trail Rdigewood Rd Residential/Street Stone Valley Rd Business/ Commercial/Retail Connections Trail Connection 9 Las Trampas Rd On Street Bikeway Connection

Existing Trail 10

BART Connection South Ave Hemme Station ancho omero Par Park and Ride Elementary School Connection La Serena Ave Danville Blvd KEY MAP Hemme Ave

CONCORD PLEASANT Wayne Ave HILL Camille Ave

WALNUT Hartford Rd CREEK 11

ALAMO

Del AmigoDel Amigo Rd High School

DANVILLE

SAN RAMON 12 Love Ln 80

Linda Mesa Ave 13 ALAMO PROJECTS Alamo includes three segments with the lowest residents. Providing landscape screening along user demand in the study corridor. This is due residential areas of the corridor will help to to lower density of origins and destinations as buffer potential increased activity. Improving well as limited low stress on-street bikeway local intersections so that trail users would connections. Future activity is expected to have priority would improve trail convenience. remain largely recreational, however, utilitarian There are opportunities for trail-oriented IRON HORSE TRAIL TRAIL HORSE IRON users will pass through Alamo. Certain development and stronger connections to County zoning districts in these segments commercial activity in Segment 9. In Segment also allow the potential for higher equestrian 10, access could be improved to Rancho activity. Maintaining the rural experience and Romero School and Hemme Station Park. separation for pedestrians is important to local Active Transportation Corridor Study

8 Segment 8: Danville/I-680 to Stone Valley

Project type Description

Trail Corridor • Separated trail through residential corridor: 12-14ft rolling path with adjacent 6-8ft pedestrian path. Landscape to provide screening and buffer from adjacent properties on both sides of trail.

Intersections • Improve five local crossings at Hilgrade Ave, Cervato Dr, Ramona Way, Litina Drive, and Ridgewood Rd.

• Improve one collector intersection at Livorna Rd. Vision? the Achieve to How

Access • Add two commercial access points adjacent to Stone Valley commercial areas. • Enhance Alamo/IHT Trailhead at Stone Valley Rd. • Enhance planting.

9 Segment 9: Stone Valley to South Ave

Project type Description

Trail Corridor • Separated trail adjacent to commercial: 12-14ft rolling path with 6-8ft pedestrian path. Landscape to provide screening and buffer from adjacent residential properties on west side of trail.

Intersections • Improve two collector intersections at Stone Valley Rd and Las Trampas Rd.

Access • Enhance three existing commercial access points.

Connection • Connect trail to Class II at Stone Valley Rd.

10 Segment 10: South Ave through Wayne

Project type Description

Intersections • Improve three local crossings at Hemme Ave, Camille Ave, and Wayne Ave.

Access • Enhance existing residential/street access at South Ave, existing open space access at Hemme Station Park, and existing school access at Hemme Ave for Rancho Romero Elementary School.

81 Map 16 Danville DANVILLE PROJECTS Danville’s adjacent Main Street district provides a and the trail. Segment 13 is a large unique destination along the study area. Segment unconstrained corridor with opportunities 11 is a wide shaded corridor connecting residents for linear park amenities. Improvements to

PROJECT TYPE with Del Amigo High School and downtown collector and arterial intersection crossings

IMPROVEMENTS Danville. Segment 12 connects to downtown would improve trail convenience. Access to G

Trail Corridor Danville and has opportunities for trail-oriented destinations such as schoolsr and Danville

Hemme Station e ancho omero Par e

Physically Elementary School development, improving connections and Park and Ride could also be improved.

Constrained ROW a Danville Blvd l l wayfinding to connect Main Street activities e

y R

Minimally d Constrained ROW

d Wide ROW Diablo R Camille Ave Wayne Ave Existing trail/ped Blv erro d bridge 11 Hartford Rd El C Intersections Arterial Del AmigoDel Amigo Rd High Collector School San amon Valley High School Local

Undercrossing 12 Camino Tassajara Love Ln Regional Trail W Prospect Ave

Access Linda Mesa Ave School/Open

13 Space/Trail

S DANVILLE a

Residential/Street R

Business/ o n

Commercial/Retail V Sycamore Valley Rd a l le y Connections B l vd Trail Connection Baldwin Elementary Danville Park and School

On StreetRide Bikeway Camino Ramon Paraiso Dr Connection

Existing Trail

BART Connection El Capitan Park and Ride Connection KEY MAP

Greenbrook Dr CONCORD PLEASANT HILL

Greenbroo Elementary WALNUT School CREEK

Bo lling e ALAMO r C an yo n Rd d Fostoria Way Fostoria R DANVILLE on any w C ro 14 C SAN RAMON Fostoria Way

82 11 Segment 11: Wayne through Love Lane

Project type Description

Trail Corridor • Separated trail through residential corridor: 14ft rolling path with adjacent 6-8ft pedestrian path. Landscape to provide screening and buffer from adjacent properties on both sides of trail. • Opportunities for green stormwater infrastructure. IRON HORSE TRAIL TRAIL HORSE IRON Intersections • Improve two local crossings at Hartford Rd and Love Ln. • Improve collector road intersection at Del Amigo Rd.

Access • Add two school access points for San Ramon Valley High School and Del Amigo High School. • Incorporate micromobility at major intersections or destination sites. Active Transportation Corridor Study

12 Segment 12: Love Lane through San Ramon Valley

Project type Description

Trail Corridor • Separated trail adjacent to commercial: 14ft rolling path with 6ft pedestrian path.

Intersections • Improve arterial intersection at San Ramon Valley Blvd. • Improve trail alignment and intersection at Linda Mesa Ave and W. Prospect Ave.

Access • Add five new commercial access points. How to Achieve the Vision? Vision? the Achieve to How • Incorporate micromobility at major intersections or destination sites.

Connections • Enhance connection to adjacent Danville Class II bikeway

13 Segment 13: San Ramon Valley through Fostoria

Project type Description

Trail Corridor • Separated trail with opportunity for additional path through linear park: 14ft rolling path with adjacent 6-8 ft pedestrian path. Opportunity for 4-8ft recreational path • Existing creek bridge improvements to accommodate higher demand: » Proposed: Add additional bridge or retrofit existing (used in cost estimate). » Short-term improvement: Create mixing zones, slowing users prior to pinch point. • I-680 Undercrossing improvements: improve lighting, clearances and engage with potential open space such as skate parks or murals. • Opportunities for green stormwater infrastructure.

Intersections • Improve local crossing • Sycamore Valley Rd at Fostoria Way. » Proposed: Improve trail alignment • Improve three collector road and arterial intersection at Sycamore intersections at Paraiso Dr, El Valley Rd (used in cost estimate). Capitan Dr, and Greenbrook Dr. » Alternative: Add overcrossing at Sycamore Valley Rd.

Access • Add one new residential access point and one commercial access point. • Enhance five residential access points and two school access points at John F. Baldwin Elementary School and Greenbrook Elementary School. • Enhance access at Danville Park and Ride. • Incorporate micromobility at major intersections or destination sites.

83 Greenbroo Elementary School Map 17 San Ramon

d D Fostoria Way Fostoria R yon o PROJECT TYPE an u w C g IMPROVEMENTS ro h C e r 14 t Planned bike/ped overcrossing y

Trail Corridor R

Fostoria Way by City. Dates for final design and d Physically construction are yet to be determined. Constrained ROW

Minimally Constrained ROW SAN Wide ROW RAMON

Alcosta Blvd Existing trail/ped bridge Norris Canyon Rd Bollinger Canyon Rd Intersections Arterial

Collector Executive Parkway

Local

Undercrossing Planned bike/ped overcrossing by City. Tentatively scheduled for Regional Trail construction/completion by 2024.

Access School/Open Space/Trail

Residential/Street M o rg ontevideo Business/ an D Elementary Commercial/Retail r

Connections r D 15 o Trail Connection e id ev nt On Street Bikeway o M Connection California Existing Trail School

BART Connection San Ramon Valley Blvd

Park and Ride Connection KEY MAP

CONCORD PLEASANT PIne Valley Rd HILL San Ramon Cross Valley Trail Old R a n c h R WALNUT d CREEK W es ts i d ALAMO e

D r

DANVILLE vd Bl a st o c l

SAN A RAMON

84 SAN RAMON PROJECTS San Ramon includes two segments with high connects directly to neighborhoods, and shows expected user demand. San Ramon has the high connectivity and intersection improvement highest projected employment growth in needs. Opportunities include improving the the study area. Segment 14 connects to the connection to San Ramon Cross Valley Trail, and employment and commercial area around Bishop adding shade for a comfortable riding experience Ranch and has a high need and great potential with additional access points to California High IRON HORSE TRAIL TRAIL HORSE IRON for access, connectivity, and intersection School and Montevideo Elementary School. improvements. Segment 15 runs through and Both segments have wide available ROW.

14 Segment 14: Fostoria to Montevideo Active Transportation Corridor Study

Project type Description

Trail Corridor • Separated trail through business park and school corridor: 14ft rolling path and 6-8ft walking path with 4ft green infrastructure or amenity zone. • Opportunity for new linear park. Implement community-based programs including outdoor classrooms, student gardens, or community gardens.

Intersections • Improve two collector intersections at Montevideo Dr and Executive Pkwy. • Improve arterial intersection at Norris Canyon Rd.

How to Achieve the Vision? Vision? the Achieve to How Access • Provide two new gateway access points to adjacent business parks, 13 new minor business park access points, one new residential access point, and one new open space access point. • Enhance up to seven existing business park access points, four existing residential access points, two existing open space, and two existing school access points at Montevideo Elementary School. • Incorporate micromobility such as bike share or dockless options at major intersections or destination sites.

15 Segment 15: Montevideo through Alcosta

Project type Description

Trail Corridor • Separated trail through residential corridor: 14ft rolling path with adjacent 6-8ft pedestrian path. • Shade trees. • Opportunities for green stormwater infrastructure.

Intersections • Improve two collector intersections at Pine Valley Rd and Alcosta Blvd. • Improve trail crossing at San Ramon Cross Valley Trail. Proposed bicycle trail roundabout.

Access • Enhance one school access point at California School and one residential access point. • Add one school access point at California School, one open space access point, and one residential access point. • Incorporate micromobility such as bike share or dockless options at major intersections or destination sites.

85 PRIORITIZATION RESULTS All of the proposed improvements described in Segments in the southern region of the previous pages are important for ensuring the corridor through Danville and San a consistent and cohesive long-term vision for Ramon rank highly in the goal-based the Iron Horse Trail. Identifying priority areas evaluation criteria and have significant can help target funding opportunities. The opportunities for trail corridor, intersection results of the prioritization process provide a and connection improvements. This area ranking of projects based on the goal-based of the corridor has a high projected trail evaluation model found in Appendix F. Projects demand and provides connections to should be grouped together to maximize existing and future job centers, schools resources and provide the most comprehensive and commercial centers that are directly enhancements to different sections of the trail. adjacent to and served by the trail. As a high-level planning tool, overall project The segments in the central region serve ranking was summarized into three regions local recreational users and connect the high (North, Central and South) shown in Map 18. destination areas to the north and south. Trail Trail corridor improvements in areas of high corridor improvements through this region expected demand will help ensure the trail is will help to improve local user safety and wide enough to accommodate anticipated comfort while improving regional mobility. user demand. The communities with higher A long-term implementation plan for expected demand also have higher levels of all of the proposed improvements will destinations directly adjacent to the trail, or within require multi-jurisdictional coordination bicycling and walking distance and will benefit and collaboration. Cost estimates for the from improvements that enhance safe and proposed projects as well as implementation convenient access to the trail. In all communities, strategies and funding opportunities intersection, access, and connection are outlined in the next chapter. improvements will help connect trail users to the various points of interest along the trail.

Segments in the north through Concord, Pleasant Hill, and Walnut Creek help serve regional transportation connections to BART. These segments have a high number of community-identified needs and have a high density of destinations and projected trail demand. This area will benefit from trail corridor, intersection and access improvements. Furthermore, improving on-street bicycling and pedestrian connections to the trail will serve a great benefit in the northern segments.

86 Map 18 Priority Segments IRONIRON HORSEwith HORSE Activity Centers + Projected Demand 242 TRAILTRAIL Ã242 Ã Ã4 Ã4

680 ¥680 ¥ CONTRACONTRA COSTA COSTA COUNTY COUNTY IRON HORSE TRAIL IRON HORSE TRAIL CONCORDCONCORD

PLEASANTPLEASANT HILLHILL

SegmentSegment Priority Priority TRAIL HORSE IRON 1 1 PriorityPriority 1 1 2 2

WALNWUAT LNUT 3 3 Active Transportation Corridor Study CREEKCREEK

SegmentSegment Extents Extents

ExistingExisting Destinations Destinations Oce Ã24 Oce Ã24 School School Hospital Hospital CCC Shopping CCC Shopping

Library, Museum Library, Museum Vision? the Achieve to How Park Park BART Station ¥680 BART Station ¥680 Park & Ride ALAMO Park & Ride ALAMO 3 3 Projected Trail Demand Projected Trail Demand Decreasing Demand

Decreasing Demand

DANVILLE DANVILLE

2 SAN RAMON 2 SAN RAMON

MILES 0 1 2 MILES 0 1 2

Map produced Septemberl 2019. 87

Map produced Septemberl 2019.

05 How to Implement the Proposed Projects? IRON HORSE TRAIL TRAIL HORSE IRON This chapter presents planning-level cost estimates for the proposed improvements, operations and maintenance considerations for the trail, and potential funding sources for Active Transportation Corridor Study capital improvements, operations, and maintenance. In addition, it examines the trail's existing governance structure and highlights strategies that could be used to enhance its current capacity.

To implement the recommended improvements for the Iron Horse Trail, the projects will first need to proceed into design, engineering, potential environmental review, and construction. Each of these project phases will have costs associated with their implementation. Once implemented, the improvements will require a long-term operations and maintenance plan to ensure the Iron Horse Trail remains a safe and comfortable experience for trail users.

89 COST ESTIMATING Planning-level cost estimates were developed and labor. Soft costs include consultant for the projects. Each project (identified in contracts, project administration, and Chapter 4) is defined by a unique set of typical construction management. Both hard and design elements (outlined in Chapter 3). soft costs are informed by typical costs Each design element has a typical linear foot for the region and similar project types. cost (trail configuration and trail amenities) Table 10 provides a description of the or per unit cost (intersection and access typical unit costs for the Iron Horse point types) associated with it. The unique Trail Active Transportation Study, combination of design elements and associated and the various features associated unit costs are summed for each project to with each design element. produce a planning-level cost estimate.

Unit costs were developed by calculating the hard costs and soft costs for each design element. Hard costs include material, equipment,

Table 10 Unit Costs continues on next page

Item Unit Unit Cost (w/ Assumptions soft costs and contingency) Trail Corridor 14' Asphalt Trail MI $1,200,000 14'-wide asphalt trail, base materials, and shoulders

6' Asphalt Trail MI $680,000 6'-wide asphalt trail, base materials, and shoulders

6' Cantilever MI $12,550,000 6'-wide pedestrian trail, cantilever structure and footings, and railings Pedestrian Trail Undercrossings & Bridges Undercrossing Retrofit EA $320,000 Regrading of 200 LF of existing trail, incised trail at undercrossing (does not include cost of trail surface)

Channel Crossing EA $650,000 14'-wide trail, 75'-long culvert structure (average dimension)

Channel Crossing EA $180,000 6'-widening of an existing short channel crossing Retrofit Trail Amenities

90 Table 10 Unit Costs continued

Item Unit Unit Cost (w/ Assumptions soft costs and contingency)

Wayfinding MI $20,000 Typical cost for wayfinding design and implementation along trail and at access points including gateway signs and mapboard kiosks.

Lighting MI $890,000 Pedestrian-scale post lights, 30' O.C. spacing TRAIL HORSE IRON

Shade Trees MI $150,000 100' O.C. average spacing, assumed to have closer spacing near amenity areas

Green Infrastructure LF $300 10'-wide bioswale or rain garden

Linear Park LF $400 30'-wide linear park, includes clearing and grubbing, Active Transportation Corridor Study seating, landscaping, hydration station, shade structures, and flexible lawn space

Native Plantings LF $100 10'-wide planting strip, no irrigation Intersections Overcrossing EA $21,000,000 16'-wide overcrossing, 80ft-long roadway span, 400'- long ramps from each direction, and railings

Local Intersection EA $100,000 Clearing and grubbing to open up sightlines, trail approach improvement to replace bollard with raised median and planting,

pavement widening, ADA ramps, and potential for crossing beacon. How to Implement the Proposed Projects? Projects? Proposed the Implement to How

Collector Intersection EA $150,000 Clearing and grubbing to open up sightlines, trail approach improvement to replace bollard with raised median and planting, pavement widening, ADA ramps, and potential for crossing beacon.

Arterial Intersection EA $360,000 Clearing and grubbing to open up sightlines, trail approach improvement to replace bollard with raised median and planting, pavement widening, ADA ramps, and existing signal modifications.

Connection from Trail EA $20,000 Specialty striping, curb cut, ADA ramp, ADA parking, and signage to On-Street Bikeway / Street Access

Trail Crossing EA $51,000 Benches, asphalt pavement, roundabout,

Improvements landscape, irrigation, and decorative fence Access Points New Residential/ EA $24,000 Clearing and grubbing, boulder seating, asphalt paving, Open Space Access landscape, irrigation, and decorative fence

New Commercial/ EA $115,000 Clearing and grubbing, benches, plaza paving, Business Park Access landscape, irrigation, and bike racks

New Access to EA $3,500 Clearing and grubbing, asphalt paving, and signage Adjacent Parking Lot

New School Access EA $90,000 Clearing and grubbing, benches, plaza paving, landscape, irrigation, school garden, and decorative fence and gate

Existing Access EA $18,000 Clearing and grubbing, benches, asphalt widening, Improvements landscape, irrigation, and decorative fence

Access Channel EA $2,160,000 12'-wide concrete trail, 250'-long bridge structure Crossing (average dimension), and railings

91 Project Costs Overall project costs are shown for improvements required to achieve the Study's vision and provide a comfortable user experience. An estimated $130 million would be required to provide for the identified trail corridor improvements, trail amenities such as lighting, wayfinding, shade trees, and landscaping, intersection improvements, and access enhancements. The average per mile cost is approximately $4.8 million, excluding Segment 2 which has a per mile cost of almost $20 million because it includes a new grade- separated crossing at Monument Boulevard. This vision of the Iron Horse Trail is a major investment for the County and can be assumed that any improvements made will be high quality and designed to a minimum 20 year lifespan.

In addition, approximately $30 million of green infrastructure improvements and new and enhanced linear parks along the study area were identified. These improvements could greatly enhance user experience, recreation, water quality, and ecology, but have been separated out from the mobility and safety focused improvements. These additional costs are provided as a footnote to Table 11.

A total of $160 million is estimated to achieve the Study's vision. Project costs are shown in Table 11 by segment and summed by jurisdiction, and the top-ranked projects per jurisdiction are starred for reference.

92 Table 11 Planning-Level Cost Estimates by Jurisdiction continues on next page

Concord Segment 1 2

Extents Marsh through Willow Pass Willow Pass through Monument TRAIL HORSE IRON Length (mi) 2.5 1.5 Per Mile Cost $4,379,700 $19,623,500 Total Cost $10,949,300 $29,435,300 Hard Costs $7,603,700 $20,441,100 Active Transportation Corridor Study Trail Corridor $4,758,300 $2,661,100 Undercrossings & Bridges $442,800 $221,400 Trail Amenities $1,816,900 $1,029,800 Intersections $229,400 $12,000 Intersection overcrossing $0 $15,000,000 Access Points $356,300 $1,516,800 Soft Costs $1,520,700 $4,088,200 Contingency $1,824,900 $4,905,900

Cost Per Jurisdiction $40,384,600 Projects? Proposed the Implement to How

*Opportunities for $7.1 million of green infrastructure improvements

Pleasant Hill/CCC Segment 3 4 5 Extents Monument to Las Juntas Las Juntas through Jones Jones through Walden Length (mi) 1.8 0.4 0.5 Per Mile Cost $4,736,400 $4,402,300 $5,438,400 Total Cost $8,525,500 $1,760,900 $2,719,200 Hard Costs $5,920,400 $1,222,800 $1,888,300

Trail Corridor $3,375,800 $703,300 $1,141,700 Undercrossings $0 $0 $0 & Bridges Trail Amenities $1,925,900 $233,100 $557,800 Intersections $526,000 $194,000 $176,400 Intersection $0 $0 $0 overcrossing Access Points $92,700 $92,400 $12,400 Soft Costs $1,184,100 $244,600 $377,700 Contingency $1,420,900 $293,500 $453,200 Cost Per Jurisdiction $13,005,600

*Opportunities for $2.2 million of linear park improvements

93 Table 11 Planning-Level Cost Estimates by Jurisdiction continued

Walnut Creek Segment 6 7 Extents Walden to Ygnacio Valley Ygnacio Valley through Danville/I-680 Length (mi) 0.75 1.5 Per Mile Cost $4,185,600 $6,369,700 Total Cost $3,139,200 $9,554,500 Hard Costs $2,180,000 $6,635,100 Trail Corridor $1,529,500 $2,817,500 Undercrossings & Bridges $0 $1,000,000 Trail Amenities $4 47,300 $1,980,900 Intersections $141,000 $716,000 Intersection overcrossing $0 $0 Access Points $62,200 $120,700 Soft Costs $436,000 $1,327,000 Contingency $523,200 $1,592,400 Cost Per Jurisdiction $12,693,700

*Opportunities for $1.5 million of green infrastructure improvements

Alamo Segment 8 9 10 Extents Danville/I-680 to Stone Valley to South Ave South Ave through Wayne Stone Valley Length (mi) 2.4 0.5 1.0 Per Mile Cost $5,083,200 $4,214,400 $4,745,400 Total Cost $12,199,600 $2,107,200 $4,745,400 Hard Costs $8,471,900 $1,463,300 $3,295,400 Trail Corridor $5,040,900 $861,900 $1,824,800 Undercrossings $0 $0 $0 & Bridges Trail Amenities $2,462,600 $370,100 $1,010,300 Intersections $796,000 $194,000 $423,000 Intersection $0 $0 $0 overcrossing Access Points $172,400 $37,300 $37,300 Soft Costs $1,694,400 $292,700 $659,100 Contingency $2,033,300 $351,200 $790,900 Cost Per Jurisdiction $19,052,200

94 Table 11 Planning-Level Cost Estimates by Jurisdiction continued

Danville Segment 11 12 13

Extents Wayne through Love Lane Love Lane through San Ramon Valley TRAIL HORSE IRON San Ramon Valley through Fostoria Length (mi) 1.0 0.7 3.0 Per Mile Cost $4,887,600 $5,735,000 $5,291,100 Total Cost $4,887,600 $4,014,500 $15,873,400

Hard Costs $3,394,200 $2,787,800 $11,023,100 Active Transportation Corridor Study Trail Corridor $1,862,800 $1,332,000 $6,311,900 Undercrossings $0 $0 $721,400 & Bridges Trail Amenities $1,031,400 $572,000 $3,083,500 Intersections $373,000 $640,000 $760,000 Intersection $0 $0 $0 overcrossing Access Points $127,000 $243,800 $196,300

Soft Costs $678,800 $557,600 $2,214,600 Projects? Proposed the Implement to How Contingency $814,600 $669,100 $2,657,600 Cost Per Jurisdiction $24,847,500

*Opportunities for $10 million of green infrastructure and linear park improvements San Ramon Segment 14 15 Extents Fostoria to Montevideo Montevideo through Alcosta Length (mi) 2.4 1.9 Per Mile Cost $4,468,800 $3,993,700

Total Cost $10,725,200 $7,588,000 Hard Costs $7,448,000 $5,269,500 Trail Corridor $5,040,900 $3,554,500 Undercrossings & Bridges $0 $0 Trail Amenities $1,474,200 $1,375,600 Intersections $528,000 $217,400 Intersection overcrossing $0 $0 Access Points $404,900 $122,000 Soft Costs $1,489,600 $1,053,900 Contingency $744,800 $1,264,700 Cost Per Jurisdiction $18,313,200

*Opportunities for $8.5 million of green infrastructure and linear park improvements

95 OPERATIONS AND MAINTENANCE (O+M) To realize the vision set forth in this Department is responsible for maintaining Study, the Iron Horse Trail will require a the remaining areas of the corridor, except new approach to governance—one that those managed by other local jurisdictions. provides a new funding stream for trail EBRPD’s maintenance funds come from operations and maintenance (O+M). a mix of sources, including Measure WW, Existing O+M and revenue generated from Community Facilities Districts (CFDs). The County’s The existing Iron Horse Trail corridor is owned maintenance funds come from easements and by Contra Costa and Alameda Counties licenses from private entities and utilities. and is maintained by several agencies, including the East Bay Regional Park District An Iron Horse Corridor Management Program (EBRPD), the two counties, and some of Advisory Committee was authorized in the other jurisdictions along the corridor. 1997 to assist Contra Costa County in developing a management program for The formal agreement between Contra Costa the Iron Horse Corridor. The Committee County and EBRPD is a license agreement, typically meets four times per year to review which outlines the specific areas and tasks that the trail’s financial resources and discuss each entity is responsible for maintaining. current projects along the corridor. EBRPD is responsible for maintaining the paved 10-foot wide trail and five feet of the corridor on either side of the trail, as well as specific driveway sections, access points, and other areas along the corridor. EBRPD manages weed abatement within 5 feet of the trail and maintains the pavement, gravel shoulders, gates, signs, fences, and bollards, among other tasks. The County’s Public Works

96 IRON HORSE TRAIL TRAIL HORSE IRON Active Transportation Corridor Study

COST ESTIMATE BENCHMARKING Management Structures EBRPD estimates its maintenance costs for There are several different structures that are paved trails to be approximately $25,000/ typically used for trails and can be considered mile/year. In addition to EBRPD maintenance for the Iron Horse Trail. Table 14 identifies costs, Contra Costa County typically spends some common management structures used an average of $115,000 annually on the Iron by trails across the United States, and lists the Horse Trail corridor for tree trimming, mowing, pros and cons associated with each type. How to Implement the Proposed Projects? Projects? Proposed the Implement to How and spraying. The maintenance costs (per mile per year) of other comparable trails are shown in Table 13. The improvements outlined in this Study will increase these costs significantly, closer to that of the American River Parkway, and will require a new strategy for O+M.

Table 13 O+M Cost Estimate Benchmarking

Cost/ Length Facility mile/year (mi)

$10,600 2 Mill Valley to Corte Madera Trail Northern California

$24,000 12 East Bay Greenway Northern California

$29,390 <1 Central Marin Ferry Connector

$7.9 mil 1.45 High Line New York City

$1.13 mil 15 San Antonio River Walk San Antonio, Texas

$256,500 23 American River Parkway Sacramento, CA

$285,700 3.5 Katy Trail Dallas, TX

97 Table 14 Trail Management Structures

Management Structure Pros/Cons

A single governmental + Management structure used for paths managed by a single agency. organization directly oversees - Not conducive to multi-jurisdictional coordination. management of path O+M.

A non-profit organization + Able to draw funding from a larger pool of sources, including establishes an independent private funding group to coordinate the various + More flexibility with program development, jurisdictions and run O+M. advocacy, and communications - No authority of an elected body or landowner - No dedicated funding source without assistance from local, state, or federal funding mechanisms

A cooperative agreement may + Allows for agencies to manage the trail within their jurisdiction, divide the responsibilities for while a non-profit group or authority oversees the project O+M among multiple agencies. vision through planning, programming, and fundraising - Potential for inconsistent management throughout corridor

A Joint Powers Authority (JPA), + Allows for one entity to oversee a trail over multiple jurisdictions typically guided by a governing + Can pursue donations and grants by establishing a nonprofit board, is a legal entity that allows two or more public agencies to - Cost considerations for establishing and running a new entity jointly exercise common powers. (admin, overhead, etc.)

In a commission, governmental + Governmental and non-governmental entities and non-governmental entities are part of governing board are part of a governing board. + Stable funding source from membership fees + Can pursue donations and grants by establishing a nonprofit - Membership fees are relative to population and trail length, which may result in unequal distribution across the corridor

A Special District is a public agency + Creates a designated funding stream created to provide one or more + Provides local accountability as board members specific services to a community. are elected by the districts’ voters - Funding requires voter approval

98 A NEW MANAGEMENT APPROACH Table 15 Iron Horse Trail O+M Structure TRAIL HORSE IRON The existing management structure for Existing Partners the Iron Horse Trail has been successful in managing the trail as it exists today, which Contra Costa County involves a narrow paved path and limited Alameda County amenities. However, a new strategy will be Active Transportation Corridor Study East Bay Regional Park District (EBRPD) needed to ensure there are adequate funds available to implement and maintain the Potential Additional Partners proposed projects outlined in Chapter 4. Contra Costa Transportation Authority (CCTA)

One consideration would be to formalize Local Jurisdictions: Concord, the existing management structure, in Pleasant Hill, Walnut Creek, Danville, San Ramon, Dublin, Pleasanton which different entities are responsible for maintaining different sections of the trail, by creating a Joint Powers Authority (JPA). Projects? Proposed the Implement to How The JPA would be a new separate legal projects in Contra Costa County in the past, entity with a shared vision and responsibility they can be challenging to implement because for managing and maintaining the trail. they must have a majority approval to get on the ballot, and once there, typically require a The creation of a JPA could formalize the two-thirds approval vote by county voters. existing partnership between Contra Costa County, EBRPD, and other entities along the Because the trail is transitioning from a trail, enabling them to more effectively share recreational resource to an active mobility resources and coordinate O+M tasks. It would corridor focused on transportation, new also offer an opportunity to bring additional transportation-related funding may become partners into the governance strategy for available. Additionally, trail-oriented development the trail. Each member agency of the JPA could provide funding opportunities through could allocate a portion of their funding to new taxes, fees, and revenue generated support the administrative and operating through programming and other events. expenses of the new entity. Potential partners Finally, a nonprofit group such as a "Friends include Contra Costa and Alameda Counties, of the Iron Horse Trail" could be established to EBRPD, the Contra Costa Transportation help provide funding for O+M through private Authority (CCTA), and the cities and other local donations. These could include foundation, jurisdictions along the corridor (see Table 15). corporate, and individual donations. This Additional funding resources for O+M could nonprofit could help develop the vision of come through state and federal funding the trail through programming and events, sources as well as private sources. Local coordinate volunteers for maintenance and bond measures may also provide a potential restoration tasks, and increase revenue through future funding source for the trail. While bond fundraising activities. The nonprofit organization measures such as Measure WW have been could also pursue state and federal grants. successful in funding parks and recreation 99 Operations and Maintenance (O+M) Table 16 O+M Tasks and Cost Estimates for the Iron Horse Trail Maintenance activities for the trail may be Task Type Suggested National routine or remedial, and will vary depending Frequency Averages on the trail configuration, amenities, and Path sweeping and Weekly; $1,200- specific context of different locations along debris removal after rain $2,500 the trail. Areas that have higher demand, such events

as those near San Ramon or Walnut Creek, Concrete repair As needed $5,000- may require higher levels of maintenance than (periodic removals) $10,000 those areas that have lower demand. Table 16 Re-mark pavement 1-3 years, $250-$1,500 provides examples of typical O+M tasks for symbols and striping as needed trails along with their suggested frequencies. Sign repair/ 1-3 years $200-$800 ROUTINE replacement Routine maintenance refers to the day-to- Gates and As needed $500-$1,500 fencing repair day regimen of litter pick-up, trash and debris removal, weed and dust control, path sweeping, Clearing of After storm $400-$800 vegetation trimming, and other regularly drainage culverts events scheduled activities. Some routine maintenance Structures Bi-annually $500-$2,000 may be conducted on a seasonal basis. maintenance (cyclic) Structures Bi-annually $1,000- REMEDIAL maintenance $3,500 Remedial maintenance refers to repairing, (periodic renewals)

replacing, or restoring major components that Lighting As needed $1,000- have been destroyed, damaged, or significantly maintenance $3,000 deteriorated from normal usage and old age. Site furnishings As needed $800-$2,000 Some items (“minor repairs”) may occur on a five to ten-year cycle, such as repainting Graffiti removal Immediately $800-$1,500 or replacing signage. Major reconstruction

items will occur over a longer period or after Restroom Daily $500-$1,000 an event such as a flood. Examples of major maintenance reconstruction include repaving a path surface Landscaping Weekly $5,000- or replacing railings and other site elements. $8,000

Enforcement Daily Two FTE and safety TRAIL DETOURS In the event of a temporary trail closure due to flooding or maintenance work, a formal detour route should be provided to allow trail users to safely navigate around the impasse.

100 O+M COST CONSIDERATIONS FOR THE LOCAL GOVERNMENT TRAIL HORSE IRON IRON HORSE TRAIL FUNDING/TAXES/FEES By implementing the projects outlined earlier Local and regional funding opportunities in this Study, the O+M costs for the corridor may take several forms, from government are expected to rise. Enhanced lighting and budget allocation to local fees and taxes. Active Transportation Corridor Study amenities would likely result in an additional Specific opportunities may include: need for routine maintenance along the corridor. Allocation in Government Budget Additionally, enhanced or new access points may require new security measures, which are General Fund not included in the trail's current O+M costs. Local Sales Tax Measures Supporting Specialty paving at mixing zones, signage Countywide Mobility and pavement markings, and the presence • Measure WW: Measure WW provides funding of a wider trail would also require additional

to expand regional parks and trails in Contra How to Implement the Proposed Projects? Projects? Proposed the Implement to How maintenance. A full-time trail coordinator could Costa County, as well as to preserve local help ensure that all O+M needs are addressed in open space and recreation areas. a timely manner, which would increase the trail's existing administrative and personnel costs. Utility Lease Revenue Enhanced Infrastructure Financing Districts (EIFDs) O+M AND CAPITAL • EIFDs were approved by the California Legislature IMPROVEMENT FUNDING in 2015 to allow communities to establish specific OPPORTUNITIES districts in which they can collect local property There are several potential funding sources tax revenues to fund local infrastructure projects. that can be considered for the Iron Horse

Regional Trail capital improvements and O+M REGIONAL SOURCES costs. These potential sources are outlined Bay Area Air Quality Management District in the following pages. Local and private (BAAQMD) Grant Programs funding sources can potentially be used for • BAAQMD funds support bicycle facility and both routine and remedial maintenance, while other greenhouse gas reduction projects. grant programs are mainly relevant for major One Bay Area Grants capital improvement costs. Grant programs typically cannot be used for maintenance. • Grant program administered by the Metropolitan Transportation Commission that provides federal funds for regional transportation priorities. Eligible projects include local street and road maintenance, streetscape enhancements, and bicycle and pedestrian improvements, among others.

STATE SOURCES State-administered programs include:

101 Active Transportation Program (ATP) Specific federal grant programs may include:

• The program consolidates previous existing Recreational Trails Program (RTP) state and federal transportation programs, • Annual federal funding program for including the Transportation Alternatives recreational trails and trails-related projects. Program (TAP) and Safe Routes to School Eligible applicants include cities, counties, (SRTS) Program into a single program for public agencies, and nonprofit organizations. improving active transportation facilities The program is administered by the California in the state of California. Eligible projects Department of Parks and Recreation. include improvements to existing bikeways and walkways which improve mobility, Highway Safety Improvement Program (HSIP) access, or safety for non-motorized users. • HSIP is a data-driven program aimed at reducing traffic fatalities and injuries on all Recreational Trails and Greenways Grant Program public roads. Eligible projects include crossing treatments, traffic calming projects, and other • The California Natural Resources Agency bicycle and pedestrian safety improvements. provides funding for non-motorized infrastructure development and improvement Rivers, Trails, and Conservation Assistance projects that promote access to parks, Program (RTCA) waterways, and outdoor recreational pursuits. • A National Park Service program that supports community-led natural resource Parks and Water Bond Act of 2018 (Proposition 68) conservation and outdoor recreation projects. • The Per Capita Program, Statewide Park PRIVATE FUNDING Program (SPP), and Recreational Infrastructure Private funding may come in the form of Revenue Enhancement (RIRE) Program trail-oriented development, advertising provide funding for projects that create or improve parks and recreation infrastructure.

FEDERAL SOURCES Grants are one potential source of funding, typically available on a one time per cycle basis.

102 opportunities, individual donations, IN-KIND TRAIL HORSE IRON crowdfunding, fundraising programming Adopt-a-Trail and events, and corporate sponsorships. • Corporate and Community Adopt-a-Trail Private Donations programs could potentially provide the trail • A nonprofit could solicit individual and with resources for needed maintenance work, Active Transportation Corridor Study corporate private donations for the trail such as keeping it free of litter and other through various fundraising activities. debris. Local businesses can adopt a section of the trail, providing them with a sense of Trail-Oriented Development ownership and the opportunity to prominently • Revenue generated by new development display their names. Although this is not a along the trail could be used for trail comprehensive solution to trail maintenance, it enhancements, operations, and maintenance. serves as a way to enhance central operations

and provide committed partners with a Events and Programming Projects? Proposed the Implement to How way to give back to their communities. • The trail may present opportunities for programming and events at some of its access points. Revenue generated from ticket sales, or fees collected from vendors such as pop-up stores and food trucks, can potentially be used for trail O+M.

Advertising Revenue • Advertising opportunities may include

advertisements placed on informational and wayfinding kiosks, benches and shade structures, and charging stations for e-bicycles, scooters, or other personal mobility devices. Revenue generated from these advertisements could provide funding for trail O+M.

103 Table 17 Funding Sources

ROW Acquisition/ Source Design & Engineering O+M Construction

Local & Regional Sources

General Fund/Local Government Allocation

Local Bond Measures

Utility Lease Revenue

EIFDs

One Bay Area Grants

BAAQMD Grants

State Sources

Active Transportation Program (ATP)

Recreational Trails and Greenways Grant Program

Proposition 68

Federal Sources

Recreational Trails Program

Highway Safety Improvement Program (HSIP)

Rivers, Trails, and Conservation Assistance Program (RTCA)

Private Funding

Private Donations

Trail-Oriented Development

Advertising Revenue

In-Kind

Adopt-a-Trail

104 NEXT STEPS IRON HORSE TRAIL TRAIL HORSE IRON This Study envisions a long-term improvement Finally, targeted efforts can be made to promote strategy for the Iron Horse Trail corridor. new mobility options within the corridor. An Although most of the proposed improvement e-scooter pilot program could be implemented to projects will take time to implement, there are introduce the devices to the corridor before any some near term steps that can be taken to move major policy changes are made. An additional Active Transportation Corridor Study the vision for the Iron Horse Trail forward. SAV study could be conducted to develop goals for a pilot program, further evaluate The most important near term step is to seek corridor conditions and needs, and determine capital improvement funds for priority projects. next steps for implementation. This SAV study The priority projects identified in this Study would need to involve significant community can be selected for early implementation in a outreach in order to understand the needs, number of ways. They can either be bundled desires, and concerns of the community. as part of a larger regional effort that sets forth

improvements for the entire corridor, or they Long term actions for the corridor include How to Implement the Proposed Projects? Projects? Proposed the Implement to How can be included in targeted efforts that prioritize implementing the proposed projects, specific segments or intersections of the corridor. developing regional policy recommendations regarding micromobility devices, and Additionally, the existing governance structure establishing a SAV pilot program. for the Iron Horse Trail should be evaluated to determine if it will be able to adequately manage the enhanced corridor or if the trail would benefit from a new strategy. This Study identifies typical governance structures and funding mechanisms to consider, which can be used to help identify an appropriate structure for the trail.

105