Walnut Creek Pedestrian Master Plan September 2016

Walnut Creek Pedestrian Master Plan September 2016

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Walnut Creek Pedestrian Master Plan September 2016

Table of Contents

1. INTRODUCTION ...... 2

Overview ...... 1 Vision Statement ...... 1 Planning and Public Outreach Process ...... 2

2. POLICY FRAMEWORK ...... 6

Overview ...... 7 Policy Document Review ...... 7 Goals, Policies, and Actions ...... 8

3. EXISTING CONDITIONS ANALYSIS ...... 16

Overview ...... 17 Demographics ...... 18 Mode Split Trends...... 18 Pedestrian Safety Record ...... 19 Pedestrian Demand Analysis ...... 23 Pedestrian Network Connectivity Analysis ...... 25 Existing Conditions by Pedestrian Zone ...... 27

4. PEDESTRIAN IMPROVEMENT CONCEPTS ...... 44

Overview ...... 45 Key Issues and Opportunities ...... 45 Potential Solutions by Pedestrian Zone ...... 48

5. SUPPORT PROGRAMS ...... 58

Overview ...... 59 Safety and Education ...... 59 Encouragement and Promotion ...... 60 Enforcement ...... 61 Evaluation and Engineering Tools ...... 61

6. IMPLEMENTATION PLAN ...... 64

Walnut Creek Pedestrian Master Plan September 2016

Overview ...... 65 Project Implementation Cycle ...... 65 Short-Range (2016-2018) Action Plan ...... 67 Land Use ...... 76

Appendices

Appendix A: ATP Compliance Appendix B: Additional Existing Conditions Analyses Appendix C: Crosswalk Guidelines Appendix D: Walking Audit Findings

List of Figures

Figure 3-1 Pedestrian Collision Analysis, 2004-2013 ...... 22 Figure 3-2 Pedestrian Demand Analysis...... 24 Figure 3-3 Pedestrian Connectivity Analysis ...... 26 Figure 3-4 Citywide Pedestrian Zones ...... 28 Figure 3-5 Pedestrian Retail District Zone ...... 31 Figure 3-6 Core Area Zone ...... 34 Figure 3-7 Commercial and Employment Center Zones ...... 37 Figure 3-8 School Zones ...... 40 Figure 3-9 Parks, Trails, and Open Spaces Zones ...... 43 Figure B-1 Existing Land Uses ...... 77 Figure C-1 Crosswalk Marking Flowchart for Uncontrolled Locations (Not Applied within School Areas) ...... 83 Figure D-1 Parkside Drive – Transit and Core Area Access (Walk Audit #1) ...... 96 Figure D-2 North Main Street – Commercial and Employment Centers, Trail Access (Walk Audit #2) ...... 97 Figure D-3 Civic Drive – Core Area, Parks, Trail, and School Access (Walk Audit #3) ...... 98 Figure D-4 Cedro Lane – School Zone in Residential Neighborhood (Walk Audit #4) ...... 99 Figure D-5 Walnut Boulevard – School Zone and Commute Corridor in Rural Context (Walk Audit #5) ...... 100

Walnut Creek Pedestrian Master Plan September 2016

List of Tables

Table 3-1: Population Age Groups ...... 18 Table 3-2: Mode Split For All Trip Types for Walnut Creek and In Context ...... 18 Table 3-3: Travel Mode to Pleasant Hill and Walnut Creek BART Stations1 ...... 19 Table 3-4: Walnut Creek Collision Rankings Among Similar California Cities, 2013 ...... 20 Table 3-5: Corridors with Ten or more Pedestrian Collisions (2004 -2013)...... 20 Table 3-6: Intersections with Three or More Pedestrian-Involved Collisions (2004 – 2013) ...... 21 Table 4-1: Key Issues and Opportunities...... 46 Table 4-2: Pedestrian Retail District Design Guidelines ...... 48 Table 4-3: Core Area Zone Design Guidelines ...... 50 Table 4-4: Commercial and Employment Center Zones Design Guidelines ...... 52 Table 4-5: School Zone Design Guidelines ...... 53 Table 4-6: Access to Parks, Trails, and Open Spaces Design Guidelines ...... 56 Table A-1 2014 Active Transportation Plan Guidelines Addressed in this Plan...... 72 Table C-1: Category A: Two Lane Streets (Meeting Requirements of Figure C-1 Flowchart)...... 84 Table C-2: Category B: Three Lane Streets (Meeting Requirements of Figure C-1 Flowchart) ...... 84 Table C-3: Category C: Four or More Lanes with a Raised Median (Meeting Requirements of Figure C-1 Flowchart) ...... 85 Table C-4: Category D: Four or More Lanes without a Raised Median (Meeting Requirements of Figure C-1 Flow Chart) ...... 85

Walnut Creek Pedestrian Master Plan September 2016

Walnut Creek Pedestrian Master Plan September 2016

 Implementation Plan – Details the next

Overview steps, key milestones, and process for implementing pedestrian improvements and The Walnut Creek Pedestrian Master Plan (the Plan) programs citywide (Chapter 6) provides a comprehensive framework for pedestrian  Crosswalk Improvement Guidelines – facilities and programs. This document is intended Provides a comprehensive citywide policy for to be dynamic and will be updated to maintain the installation, enhancement, and removal consistency with best practices in pedestrian policy, of marked crosswalks (Appendix E) planning, and design. The Plan is organized into two sections Walking in Walnut Creek: 1. High-Level Pedestrian Policies that will Accessibility for All Ages guide the City’s walking programs and and Abilities projects through many future iterations of the Plan. The Walnut Creek Pedestrian Master Plan 2. Implementation Plan that will establish addresses walking issues and the needs of clear guidelines and programs for delivering pedestrians throughout the city. When the pedestrian improvements. words “pedestrian” or “walking” are used in this Plan, they are intended to be inclusive This Plan includes six key elements of those with a variety of abilities, including those in wheelchairs or using other  Policy Framework – Consistent with the mobility devices. General Plan, provides citywide policies and actions to guide practices and programs for pedestrians (Chapter 2)

 Existing Condition – Encompasses Vision Statement demographic, land use, and overall The vision statement describes the community’s pedestrian safety conditions citywide in goals for walking in Walnut Creek with the addition to pedestrian demand and pedestrian connectivity analyses implementation of the Plan. It is intentionally (Chapter 3) ambitious, designed to challenge and inspire the City and the public. The vision statement for walking in  Pedestrian Improvement Concepts– Walnut Creek is as follows: Presents key issues, opportunities, potential solutions, and design guidelines for each of Walnut Creek will provide safe, convenient and the City’s pedestrian zones (Chapter 4) well-maintained pedestrian facilities for all ages  Support Programs – Documents the City’s and abilities. existing pedestrian education, encouragement, and enforcement programs and presents potential enhancements (Chapter 5)

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Pedestrian Zones Community Workshops

With Walnut Creek’s diversity of pedestrian April 2014 Workshop environments, pedestrian zones are used as an The City hosted the first of two public workshops in organizing framework to assist the City in planning April 2014 to solicit input and feedback from the for these distinct areas. The Plan categorizes the community. The workshop consisted of a City’s walking environments into five zones presentation and group break-out exercises to 1. Pedestrian Retail District discuss:

2. Core Area  Existing pedestrian conditions

3. Commercial and Employment Centers  Key opportunities to improve pedestrian 4. Schools (areas within ¼ mile of public conditions schools and within the city limits)  Vision and goals to guide citywide 5. Access to Parks, Trails, and Open Space pedestrian policies

Priority issues identified at the workshop included Planning and Public improving pedestrian access to both area BART Outreach Process stations, pedestrian safety, and addressing gaps in pedestrian infrastructure. Example issues identified The Walnut Creek Pedestrian Master Plan process included closing sidewalk gaps, providing shoulder was initiated by the City in early 2014. A Technical space where sidewalks may be out of character with Advisory Committee (TAC), local stakeholders, and the neighborhood, and bridging over culverts to City staff participated in the process through public provide walkways. workshops and walking audits. May 2015 Workshop The City also provided a variety of opportunities for stakeholder engagement, including the following The City hosted the second public workshop on May 4, 2015. The purpose of the meeting was to present  Community workshops the draft Plan to the community for feedback and comments. Participants listened to a presentation  Walking audits outlining the Plan and key content elements and  Public survey then provided comments and questions through an  Public hearings and TAC meetings open house format. Voting exercises asked participants to confirm and help prioritize next steps Information about each event is detailed below. for the Plan:

 Goals and Policies: Participants were asked whether they agree or disagree with the Plan’s five goals. All participants agreed

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with the Plan’s goals, and 90 percent of  Areas with limited pedestrian connectivity participants strongly agreed with all of the but high opportunity for benefit with goals. connectivity enhancements (see Pedestrian Connectivity Analysis presented in  Pedestrian Zones: Participants were asked Chapter 3) which type of pedestrian zone is their top priority for improvements. The plurality of  Proximity to schools participants (37 percent) indicated that  Proximity to transit school zones are their priority, followed by the Pedestrian Retail District (22 percent), Ultimately, five locations were chosen: access to parks and trails (20 percent), Core Area (13 percent), and commercial and 1. Parkside Drive between Hillside Court and employment centers (6 percent). Civic Drive  Prioritization Criteria: Participants were 2. North Main Street between Parkside Drive asked to select their three top prioritization and Treat Boulevard criteria. The plurality of participants selected access to schools (33 percent), followed by 3. Civic Drive between Broadway and Parkside pedestrian safety (20 percent), pedestrian Drive connectivity (15 percent), access to transit 4. Cedro Lane between Wiget Lane and Oak (13%), access to downtown (9 percent), Grove Road access to parks (4 percent), pedestrian demand (2 percent), and documentation in 5. Walnut Boulevard between Walker Avenue prior planning studies (2 percent). and Walnut Heights Elementary School

Walk Audits Issues, opportunities, and potential solutions identified in each of the walk audits are presented in In April 2014, the City hosted five walk audits. detail for each walking route in Appendix D, and Locations were selected to reflect the range of general findings are presented in Chapter 4 pedestrian zones in the City. The final audit Improving Pedestrian Conditions. locations were selected in coordination with City staff and the TAC through a prioritization exercise that evaluated potential locations based on the following factors

 Availability of recommendations from previous planning studies

 Pedestrian-safety hot spots

 Areas with high pedestrian demand (see Pedestrian Demand Analysis presented in Chapter 3, Existing Conditions)

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sidewalks, such as adding lighting and reducing pedestrian wait times at intersections. The survey results also provided input on which areas pedestrians most enjoy in Walnut Creek. Chapter 4 contains more information on the survey results.

Technical Advisory Committee

Three technical advisory committee (TAC) meetings were held over the course of the Plan development.

TAC members represented a diverse range of people Above: Walk audit on Cedro Lane near Walnut Acres who live or work in Walnut Creek, including Elementary School and Foothill Middle School. representatives from the Walnut Creek School

District; City of Walnut Creek Parks, Recreation, and

Open Space Commission; City of Walnut Creek Planning Commission; BART; Rossmoor; Walnut Creek Downtown; and City of Walnut Creek staff. Through those meetings, TAC members provided feedback on every aspect of the Plan: from crafting the vision statement and goals to providing feedback on existing conditions and proposed design guidelines.

Above: Walk audit on Civic Drive near Walnut Creek Intermediate School and the Iron Horse Trail.

Online Survey

A survey was conducted to ask the public about why walking in Walnut Creek is great and how it can be further improved. The survey was available online through the Walnut Creek Pedestrian Master Plan website, and 195 responses were received. The comments provided valuable input related to providing sidewalks on key routes to schools, enhancing landscaping to provide better sidewalk shading, and improving conditions along existing

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Above: Public website for Walnut Creek Pedestrian Master Plan.

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Overview Countywide Bicycle and Pedestrian Plan, which was adopted by the Contra Costa Transportation The Plan's policy framework serves to place the Plan Authority (CCTA). in the larger context of the City's existing planning  General Plan 2025 (adopted in 2006): and capital improvement effort and to guide the Expresses the desires of the Walnut Creek decisions and actions of public officials, agency staff, community regarding the City’s future and other stakeholders as they work to implement physical, social, economic, cultural and the Plan. The policy framework provides policy environmental character. support for encouraging walking consistent with the  Pedestrian Safety Assessment (2008): General Plan and helps define the roles and Includes a safety record analysis; an responsibilities of various City departments. evaluation of City policies and current practices; and, based on a walk audit, Policy Document Review identifies concerns and recommended safety enhancements at more than 20 specific The policy framework is based on a review of the locations in the downtown. main policy documents relevant to walking in  Pedestrian Safety Action Plan (2011): Walnut Creek to ensure that the Plan’s policy Expands on the Pedestrian Safety framework reflects, is consistent with, or—as Assessment; recommends, assigns and necessary—refines policy statements from key prioritizes policies, practices and programs related plans. In particular, the Plan’s policy to improve pedestrian safety. framework seeks to provide greater specificity on  Complete Streets Compliance (2012): pedestrian-related policies found in the most Expresses the City’s commitment to plan, important of these plans, the City’s General Plan. The design and operate its streets to serve, General Plan, as the City’s comprehensive planning within reason, all types of users. document, must address a multitude of issues and  Climate Action Plan (2012): Outlines the topics and does so with the entire city in mind. As City’s approach to reducing its greenhouse such, the General Plan provides general guidance, gas emissions and mitigating the impacts of and the City relies on specific plans and topical plans climate change locally. to provide more detailed policies on narrower issues  ADA (Americans with Disabilities Act) and topics. The goals and policies in this Plan reflect Transition Plan Amendment (2005): the key pedestrian-related themes addressed in the Evaluates the City’s services, policies and General Plan, namely safety for pedestrians and the practices and recommends ways to make importance of a pedestrian-friendly built them accessible to individuals with environment, particularly in the downtown. disabilities.

 Walnut Creek Bicycle Master Plan (2011): The documents included in the background review Identifies proposed bicycle facilities and are listed below. All documents were prepared by or bicycle parking citywide. for the City of Walnut Creek, except the Contra Costa

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 Walnut Creek BART Station Access Study in which the City should concentrate its efforts (2013): Identifies opportunities to improve related to walking. access to the BART station by all modes of transportation. Note: The Study has not For each of the Pedestrian Master Plan goals, there been formally adopted. are underlying walking-related goals, policies and

 Creeks Restoration and Trails Master actions in the General Plan that support achievement Plan, Volumes 1, 2, 3, and 4 (1993): Defines of the vision for walking in Walnut Creek. They can creek restoration and trail improvements for be found in two chapters of the General Plan: “Built three creeks in the vicinity of downtown Environment” (Chapter 4) and “Transportation” Walnut Creek. (Chapter 5). In some cases, these can be expanded  Contra Costa Countywide Bicycle and upon or clarified with supporting policies. As a Pedestrian Plan (2009): Defines a result, the Pedestrian Master Plan presents several countywide bicycle network; provides clarifying policies and actions that are consistent planning, design and implementation tools with the General Plan’s goals, policies, and actions and other resources to local jurisdictions but provide additional clarification consistent with regarding bicycle and pedestrian facilities, the intent of a topical plan. The walking-related access to transit, and safety, promotion and General Plan (GP) goals, policies, and/or actions and education programs; and establishes evaluation criteria for allocating CCTA funds. select new clarifying policies and actions are presented under each of the four Pedestrian Master Goals, Policies, and Actions Plan (PMP) goals below. For internal consistency within this document, all goals, policies, and actions are organized with numbering relative to this Plan. This section outlines the goals, policies, and actions related to walking in Walnut Creek. There are four Wherever General Plan goals, policies, and actions stated goals of this Pedestrian Master Plan. These are presented as Pedestrian Master Plan goals, goals are synthesized from the numerous goals in policies, and actions, the General Plan numbering the General Plan that support walking in the City. reference is presented in parentheses and language is presented word-for-word from the that document. 1. Provide a citywide walking network that facilitates pedestrian travel. 2. Improve pedestrian safety. PMP Goal 1. Provide a citywide 3. Provide programs that encourage walking network that facilitates walking. pedestrian travel. 4. Maintain the Pedestrian Retail District and Core Area as premier walking This goal is support by the following General Plan environments. goals:

The goals are broad statements of purpose outlining  Transportation Goal 2: Expand and improve the general ends that the City hopes to achieve by regional trail facilities. implementing the Plan, and they establish the areas

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 Transportation Goal 6: Provide a safe and 1.1.4 Update the City’s ADA Transition Plan, in attractive walking environment accessible to accordance with the latest requirements of all. Title 24, California Administrative Code, and  Built Environment Goal 3: Encourage the Americans with Disabilities Act. (GP housing and commercial mixed-use Transportation Action 6.4.4) development in selected locations that 1.1.5 Review and revise as necessary the City’s enhances pedestrian access and reduces guidelines for stormwater management traffic. devices to maximize opportunities for the  Built Environment Chapter Goal 21: Enhance installation of street trees and other the attractiveness and character of the city’s landscaping without degrading pedestrian neighborhood shopping centers and access. (NEW PMP Action) integrate them with surrounding 1.2 Design pedestrian facilities to be context- development. sensitive and respond to the different built  Built Environment Chapter Goal 23: environments throughout the city, such as the Encourage well-designed development and Downtown, parks and open space, and single- redevelopment of employment districts such family residential neighborhoods. (NEW PMP as the Shadelands Business Park and at Policy) Pleasant Hill BART. 1.3 Provide safe and attractive pedestrian routes The following policies and actions support this along arterials and collectors leading to schools, Pedestrian Master Plan goal: along arterials or collectors that carry high traffic volumes, on all Downtown streets, along major 1.1 Facilitate use of public sidewalks and walkways streets leading to the Downtown, and on all throughout the city. (GP Transportation Policy streets leading to transit facilities. (GP 6.4) Transportation Policy 6.1) 1.1.1 Review all projects, programs, and services 1.3.1 Review policies for installing sidewalks and for accessibility by pedestrians of all walkways, including in areas designated as abilities. (GP Transportation Action 6.4.1) rural in character. (GP Transportation 1.1.2 Ensure that new parking lots in commercial Action 6.1.1) and multifamily housing developments 1.3.2 Working with local school districts, plan provide safe and direct paths to building safe and attractive pedestrian routes to entrances from sidewalks and on-site schools, and organize programs that parking areas. (GP Transportation Action promote walking. (GP Transportation 6.4.2) Action 6.1.2) 1.1.3 Confirm that developments are providing 1.3.3 When updating the CIP, consider including access in accordance with Title 24, pedestrian improvements in existing built- California Administrative Code. (GP out areas based on priorities. (GP Transportation Action 6.4.3) Transportation Action 6.1.3)

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1.3.4 Eliminate “gaps” in sidewalks/walkways and intensification of development and support the additional connections to pedestrian amenities. (GP Built Environment regional trails and trailheads. (GP Action 22.2.1) Transportation Action 6.1.4) 1.4.5 Where feasible, integrate new bikeways 1.3.5 Provide improved pedestrian facilities via and walkways when designing new or grants and assistance to residents in modifying existing roadways. (GP forming assessment districts. (GP Transportation Action 5.1.2) Transportation Action 6.1.5) 1.4.6 Consider sidewalk widths greater than 10 1.3.6 Develop sidewalk standards for minimum feet whenever bicyclists are allowed or clear -walkway width. (GP Transportation encouraged to use sidewalks. (GP Action 6.1.6) Transportation Action 5.2.2) 1.4 Consistent with “complete streets” principles, 1.4.7 Pursue grant funding and coordinate inter- incorporate pedestrian improvements where agency programs to improve pedestrian feasible in transportation investments such as connectivity. (NEW PMP Action) street-widening and new development projects. 1.5 Require full-frontage curb and sidewalk (NEW PMP Policy) improvements in all commercial areas. (GP 1.4.1 Use policies to encourage developers of Transportation Policy 6.2) new buildings to include public plazas, 1.5.1 Require minimum 10-foot wide sidewalks courtyards, significant landscaping, or other in all commercial, mixed-use, and public amenities that are visible and multifamily residential developments in the accessible from the street. (GP Built Core Area. (GP Transportation Action 6.2.1) Environment Action 13.2.2) 1.5.2 Require, through the City’s review 1.4.2 Develop a comprehensive plan for siting processes, sidewalks wider than 10 feet in and developing public and publicly areas expected to have high levels of accessible spaces and plazas in the Core pedestrian traffic or strong pedestrian Area. (GP Built Environment Action 13.2.3) appeal. (GP Transportation Action 6.2.2) 1.4.3 Use policies to encourage new and existing 1.5.3 Review and as needed, update the street commercial development to incorporate standards. (GP Transportation Action 6.2.3) accessible roof gardens, ground-level 1.5.4 Require appropriate pedestrian public plazas, public courtyards and improvements as a condition of site passageways, landscaping, public art, and development, design review, subdivision, or other desired public amenities beyond building permit approval and for all City those specified during the normal City street-widening projects. (GP review process. (GP Built Environment Transportation Action 6.2.4) Action 13.2.4) 1.6 When utility rights-of-way, drainage, or other 1.4.4 Working with the County, study narrowing corridors are established, obtain dedications of Boulevard Way to improve the pedestrian land or easements, where appropriate, for paths character and to provide land for

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that would enhance the pedestrian system. (GP 1.10 Encourage development around the Pleasant Transportation Policy 6.3) Hill BART station that supports the County’s 1.7 Encourage new shopping center development specific plan goals for well-designed, transit-, and redevelopment to incorporate pedestrian- pedestrian-, and bicycle-oriented development. oriented mixed-use, and to make pedestrian and (GP Built Environment Policy 23.3) bicycle connections to surrounding residential 1.11 Encourage new development that optimizes areas. (GP Built Environment Policy 21.1) both interconnecting street layouts within a 1.7.1 Revise City Design Review Guidelines to neighborhood or residential subdivision and encourage developers to include the street and walkway/bikeway connections to following features in the development of surrounding neighborhoods and nearby new and the redevelopment of existing commercial areas. (GP Built Environment Policy shopping centers: Pedestrian amenities 15.1) such as landscaping, benches, and 1.11.1 In new development where street attractive lighting; Pedestrian walkways and connections are possible, encourage both bikeway connections that create safe paths street and walkway/bikeway connections of travel through the shopping center and and discourage use of cul-de-sacs. (GP Built parking, and to transit and nearby Environment Action 15.1.1) sidewalks; Outdoor and sidewalk seating; 1.12 Use public art to enliven and beautify the public Orientation of buildings to transit facilities, realm. (GP Built Environment Policy 16.2) where applicable; Orientation of the 1.13 Link high-density residential developments, businesses to adjacent creeks, where employment centers, and shopping areas via applicable; Shared parking; Attractive and transit, bikeways, and walkways. (GP convenient bicycle parking. (GP Built Transportation Policy 8.5) Environment Action 21.1.1) 1.14 Balance the need for convenient parking access 1.8 Encourage development of region-serving with potential negative impacts on traffic and employment districts that promote transit, pedestrian flow. (GP Transportation Policy 12.1) pedestrian and bicycle travel and reduce auto 1.15 Cooperate with East Bay Regional Parks and trips. (GP Built Environment Policy 23.1) other jurisdictions to improve connections to 1.9 Improve the image and functionality of the regional trails. (GP Transportation Policy 2.2) Shadelands Business Park. (GP Built Environment 1.15.1 Improve signage and displays along Policy 23.2) regional trails to provide better way finding 1.9.1 Develop a comprehensive walkways and and to direct users to convenient rest areas bikeways plan for the Shadelands Business and other facilities. (GP Transportation Park. (GP Built Environment Action 23.2.1) Action 2.2.1) 1.9.2 Require streetlights and sidewalks in new development and redevelopment in the Shadelands Business Park. (GP Built Environment Plan Action 23.2.2)

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gun check-out program for trained PMP Goal 2. Improve pedestrian community volunteers. (NEW PMP Action) safety. 2.2 Provide safe and attractive pedestrian routes along arterials and collectors leading to schools, This goal is support by the following General Plan along arterials or collectors that carry high traffic goals: volumes, on all Downtown streets, along major  Transportation Goal 2: Expand and improve streets leading to the Downtown, and on all regional trail facilities. streets leading to transit facilities. (GP  Transportation Goal 6: Provide a safe and Transportation Policy 6.1) attractive walking environment accessible to 2.2.1 Review policies for installing sidewalks and all. walkways, including in areas designated as rural in character. (GP Transportation The following policies and actions support this Action 6.1.1) Pedestrian Master Plan goal: 2.2.2 Working with local school districts, plan

2.1 Promote the safety of bicyclists, pedestrians, and safe and attractive pedestrian routes to equestrians. (GP Transportation Policy 2.3) schools, and organize programs that 2.1.1 Investigate the feasibility of constructing a promote walking. (GP Transportation bridge over Ygnacio Valley Road for the Mt. Action 6.1.2) Diablo-Briones regional trail near John Muir 2.2.3 When updating the CIP, consider including Medical Center. (GP Transportation Action pedestrian improvements in existing built- 2.3.1) out areas based on priorities. (GP 2.1.2 To improve pedestrian safety, work with Transportation Action 6.1.3) BART to investigate the feasibility of 2.2.4 Eliminate “gaps” in sidewalks/walkways and constructing separated pedestrian crossing support the additional connections to of arterials around the Walnut Creek BART regional trails and trailheads. (GP station. (GP Transportation Action 2.3.2) Transportation Action 6.1.4) 2.1.3 Develop and implement a traffic-safety and 2.2.5 Provide improved pedestrian facilities via education campaign targeting unsafe and grants and assistance to residents in illegal behavior, such as speeding, not forming assessment districts. (GP stopping for or yielding to pedestrians, Transportation Action 6.1.5) jaywalking and bike-riding by adults on 2.2.6 Develop sidewalk standards for minimum sidewalks. (NEW PMP Action) clear -walkway width. (GP Transportation 2.1.4 Create an online request form for traffic Action 6.1.6) enforcement and pedestrian safety 2.3 Incorporate pedestrian improvements to meet improvements. (NEW PMP Action) the safety and accessibility needs of seniors and 2.1.5 Deploy speed trailers, as an awareness and people with disabilities. (NEW PMP Policy) educational tool, on streets with a history 2.3.1 Reduce motor-vehicle collisions involving of speeding complaints, and create a radar- pedestrians by prioritizing pedestrian

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improvements at all crosswalks and 3.3. Establish a citywide Transportation Demand intersections and especially at crosswalks Management (TDM) ordinance to promote and intersections with a past record of walking and other non-motorized commute pedestrian fatalities. (NEW PMP Action) alternatives in order to reduce single 2.3.2 Routinely implement the Crosswalk Policy occupancy vehicle trips, reduce auto (Appendix C) to guide the installation, emissions and encourage healthy enhancement, and removal of crosswalks transportation modes. (NEW PMP Action) citywide. (NEW PMP Action) 3.4. Establish a citywide pedestrian wayfinding 2.4 Improve lighting and reduce overgrown program to provide distance and vegetation along pedestrian corridors to address destination information along key pedestrians’ needs and concerns related to pedestrian routes. (NEW PMP Action) personal security—from criminal activity, dogs or 3.2. Coordinate and support programs developed by other real or perceived threats—particularly at BART, 511 Contra Costa and County Connection night and on trails. (NEW PMP Policy) that promote walking. (NEW PMP Policy)

PMP Goal 3. Provide programs that PMP Goal 4. Maintain the Pedestrian encourage walking. Retail District and Core Area as premier walking environments. The following policies and actions support this Pedestrian Master Plan goal: This goal is support by the following General Plan goals: 3.1. Coordinate with county and other regional  Built Environment Chapter Goal 6: Maintain agencies and organizations to implement and enhance Walnut Creek’s thriving Core programs that promote walking as a safe, Area, while keeping the Pedestrian Retail convenient and healthy mode of transportation. District lively and walkable. (NEW PMP Policy) 3.1. Provide information on the City’s website  Built Environment Chapter Goal 20: Reinforce the urban design and character of and at City facilities to promote and the Pedestrian Retail District as a gathering encourage walking. (NEW PMP Action) place for local residents as well as a regional 3.2. Work with community organizations to retail destination. develop materials such as online and print  Transportation Goal 9: Promote a maps and brochures, audio tours, plaques pedestrian-friendly Downtown. and wayfinding signage to promote walking tours of key historic and other sites around The following policies and actions support this the city, particularly in the Downtown. (NEW Pedestrian Master Plan goal: PMP Action) 4.1 Focus development in the Pedestrian Retail District on retail and restaurants, and expand the

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area’s potential to host arts and cultural events. service; Explore ways to enhance existing (GP Built Environment Policy 6.2) pedestrian connections and corridors with new signage, graphics, landscaping, and 4.1.1 In the Pedestrian Retail District, require lighting; Evaluate ways to enhance the pedestrian-oriented uses at street level. (GP appearance and use of alleys and mid- Built Environment Action 6.2.1) block pedestrian-ways; Investigate 4.1.2 Promote building layouts and designs that narrowing streets and/or converting some create pedestrian interest and encourage streets to one-way to provide public people to “park once and walk.” (GP Built spaces; Identify and establish a permanent Environment Action 6.2.2) location for a farmers’ market. (GP Built 4.1.3 Create flexible development policies and Environment Action 20.1.3) regulations that encourage owners and 4.2.4 Provide a high level of pedestrian amenities developers to provide parkland or other in the Downtown, including landscaping, public spaces or plazas, beyond the trash containers, and special lighting. (GP amount of open space and/or landscaping Built Environment Action 20.1.4) already required. (GP Built Environment Action 6.2.3, also GP Natural Environment 4.3 Maintain the special “small town” character, fine- and Public Spaces Policy 7.3) grain development (narrow lots, slender 4.1.4 Require new development with creek buildings, many different uses in proximity), and frontage to incorporate pedestrian access pedestrian orientation of the Traditional to the creeks and to enhance the Downtown. (GP Built Environment Policy 20.2) appearance of creek frontages. (GP Built Environment Action 6.2.4) 4.4 Balance the needs of drivers with Downtown’s pedestrian scale and existing and proposed 4.2 Strengthen the identity of the Pedestrian Retail transit and bicycle access. (GP Transportation District as a pedestrian-oriented shopping Policy 9.1) destination for local residents and regional shoppers. (GP Built Environment Policy 20.1) 4.5 Favor pedestrian travel over vehicular travel in

4.2.1 Develop specific design guidelines aimed the Pedestrian Retail District. (GP Transportation at maintaining and enhancing the area’s Policy 9.2) urban, pedestrian-oriented character. (GP 4.5.1 Develop guidelines for roadways, alleys, Built Environment Action 20.1.1) paseos and mid-block cut-throughs, to 4.2.2 Develop a comprehensive “park once and provide more public space for pedestrians. walk” program aimed at encouraging (NEW PMP Action) people to park their cars in public garages 4.5.2 Convert selected streets to temporary at the periphery of the Downtown. (GP Built pedestrian-only use on a regularly Environment Action 20.1.2) scheduled basis. (GP Transportation Action 4.2.3 Conduct studies to: Evaluate the free 9.2.1) Downtown shuttle and ways to enhance its 4.5.3 Establish a trail connection that links BART

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to Mt. Diablo Boulevard and the Pedestrian 4.6.3 Prepare a specific plan for the two-block Retail District (similar to the one identified Newell Avenue/South California Boulevard in the 2002 Shaping Our Future workshop). area that would support mixed-use (GP Transportation Action 9.2.2) development that combines residential, 4.5.4 As part of the annual report to the City retail, and office uses in a pedestrian- Council on implementation of the GP, list oriented environment that takes advantage improvements to Downtown pedestrian of the creek location. The specific plan amenities. (GP Transportation Action 9.2.3) should address … bike and pedestrian 4.5.5 Implement “park once and walk” facilities access to and through the site, and and programs from centralized public improved pedestrian and visual access to parking locations in the Pedestrian Retail the creek amenities. (GP Built Environment District. (GP Transportation Action 12.2.4) Action 4.1.1) 4.6.4 Prepare and implement a design plan for a 4.6 Promote pedestrian safety in the Downtown area. stronger visual and pedestrian connection (GP Policy 9.3.) between City Hall, Civic Park, and the library, including streetscape 4.6.1 In new development, encourage mid-block improvements, a safer crossing of walkways from street to street. (GP Broadway, orientation of Civic Park to City Transportation Action 9.3.1) Hall, and the integration of an expanded or 4.6.2 Periodically assess the design and monitor new community center with a new library. the function and safety of mid-block (GP Built Environment Action 19.1.1) lighted crosswalks, and consider additional 4.7 Improve directional signage for pedestrians and mid-block crosswalks Downtown. (GP vehicles in the Core Area. (GP Built Environment Transportation Action 9.3.2) Policy 19.2)

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Overview

Walnut Creek is a walkable city with a diversity of neighborhoods and commercial areas that accommodates pedestrians in a variety of ways. Downtown Walnut Creek is a major regional shopping, dining, and performing arts destination that offers a vibrant pedestrian space in the heart of the city and near the Walnut Creek BART Station. With paseos, pedestrian plazas, public art, street trees, and high-quality streetscape materials, downtown Walnut Creek is a comfortable, pleasant, and interesting place to walk. To the north and south, multi-family residential neighborhoods and a number of office buildings are in close proximity to downtown and the Walnut Creek BART station. Paved trails are abundant throughout Walnut Creek and are vital community assets for residents and visitors. The city’s residential neighborhoods include homes, shopping centers, schools, and parks, with some roadways having sidewalks and others having a more rural character. Many city streets also serve as regional commute routes that affect the character of the pedestrian environment, land use patterns and travel behavior.

This chapter presents an overview of the current conditions for walking in Walnut Creek and includes discussion of the following:

 Demographics

 Mode Split Trends Above: Walnut Creek has a diverse range of pedestrian  Pedestrian Safety Record environments that support walking.

 Pedestrian Demand Analysis

 Pedestrian Network Connectivity Analysis

 Existing Conditions by Pedestrian Zone

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Demographics employees and encourage walking. Table 3-2 presents California Household Travel Survey data for The Walnut Creek pedestrian network must be the mode split for all trip types (work trips, utilitarian flexible to accommodate the variety of residents, trips, recreational trips, or other trip purposes) for employees, and visitors who will use the system. The Walnut Creek. Walnut Creek’s percentage of walking needs of the old and young, in particular, may trips of all trip purposes is generally on par with require special consideration. other urbanizing suburbs in the region, such as Lafayette, Concord, Pleasant Hill, and Dublin. Table 3-1 compares the age demographics of Walnut Creek with those of the County and the San TABLE 3-2: MODE SPLIT FOR ALL TRIP Francisco Bay Area as a whole, showing that Walnut TYPES FOR WALNUT CREEK AND IN Creek has a lower proportion of school-aged CONTEXT children but a high proportion of seniors older than

65. This is partly due to the large senior community

1 of Rossmoor, located in southwest Walnut Creek. Travel

Mode Hill

Creek

Dublin

Walnut Walnut

The demographics of pedestrians in particular in Concord Pleasant

Lafayette Walnut Creek may vary depending on the time of Bike 5,460 (2%) 1% 1% 2% 1% day and the area of the city. Bus 993 (0%) 0% 0% 1% 1%

TABLE 3-1: POPULATION AGE GROUPS Drive 142,950 46% 45% 43% 45% Alone (52%) Age San Contra City of Group Francisco Costa Walnut Carpool 102,001 42% 43% 45% 48% Bay Area County Creek (37%) <19 years 25% 27% 19% Other 496 (0%) 1% 1% 0% 1% 20-64 BART 6,543 (2%) 3% 4% 1% 2% 63% 60% 56% years Walk 15,635 8% 6% 8% 4% 65+ years 12% 13% 26% (6%) Total 100% 100% 100% 1. The Institute of Transportation Engineers (ITE) estimates that the typical household makes 9 trips per day. This was Source: US Census Bureau, 2007-2012 American applied to the US Census 2010 estimate of 30,443 Community Survey households in Walnut Creek and multiplied by the California Household Travel Survey mode split to derive the absolute mode split numbers. The California Household Travel Survey captures trip purposes for home-based origin, Mode Split Trends home-based work, and home-based other tripe types. Source: US Census 2010, California Household Travel Understanding what modes of travel people choose Survey, 2013. and the purpose of their trips can help the City of Table 3-3 presents BART riders’ mode of access for Walnut Creek develop effective and targeted home-based trips, comparing Pleasant Hill and programs to better serve residents, visitors and Walnut Creek BART Stations with the system as a

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TABLE 3-3: TRAVEL MODE TO PLEASANT Walnut Creek in Context HILL AND WALNUT CREEK BART STATIONS1 Table 3-4 presents the most recent safety rankings

BART Walnut (2013) from the California Office of Traffic Safety Mode of Pleasant (System- Creek Access Hill BART (OTS). A larger numerator (e.g. 73) indicates fewer Wide) BART reported collisions compared to cities of similar Auto2 49% 67% 78% population size. In other words, the larger the Bus/ 8% 3% 3% numerator, the “better” the safety ranking. The Transit smaller the number (e.g. 1), the higher the number Walk 36% 24% 14% of reported collisions or the “worst” for safety. While Bike 7% 6% 4% these rankings can vary year-to-year, they provide a

1. Modes of access is for home-based trips. snapshot of Walnut Creek in context. Note that the 2. Passenger either drove alone, was dropped off, or OTS rankings do not account for differences carpooled to the station. between cities such as land use, pedestrian volumes, Source: BART Station Access Survey, 2015 Preliminary and urban development context, which can be Data. important considerations when weighing pedestrian whole. Pleasant Hill BART Station has a higher safety and collisions. percentage of home-based walk trips than Walnut Creek; however, both are lower than the system- The 2013 rankings show that Walnut Creek had wide average. fewer reported pedestrian injuries or fatal collisions than approximately 46% of California cities of similar 1 Pedestrian Safety Record sizes. Walnut Creek ranked more favorably for all traffic related fatal and injury collisions, with a lower

Pedestrian collision record analysis is an important number of reported injury collisions than 70 percent initial step in a pedestrian planning effort as it can of California cities of similar population. In 2013, identify priority areas for safety improvements and pedestrian fatal and injury collisions represented related education and enforcement programs. The approximately 9 percent of all traffic-related fatal analysis evaluated reported pedestrian-vehicle and injury collisions. Zero pedestrian injuries or collisions that occurred in Walnut Creek over a ten- fatalities were reported for children under 15, year period (2004-2013). In that time, there were ranking Walnut Creek as one of the safest walking 230 reported collisions involving pedestrians. environments for youth across the state in 2013. In the same year, six collisions occurred involving pedestrian over 65 years of age, ranking Walnut

1 Walnut Creek falls in to Group C designated by OTS, which includes 103 California cities with populations between 50,001-100,000.

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Creek in the top 20 percent of cities with a high Street and Broadway – encompass some of the frequency of senior pedestrian collisions in 2013. densest pedestrian areas in the city, including the Pedestrian Retail District, Core Area, and North Main TABLE 3-4: WALNUT CREEK COLLISION commercial and employment center. RANKINGS AMONG SIMILAR Approximately 70 percent of all pedestrian-related CALIFORNIA CITIES, 2013 collisions between 2004 and 2013 occurred at intersections. Of those, 73 percent were caused by Walnut Creek’s conflicts with pedestrian right of way. This typically Ranking Compared Type of Collision to Similar California occurs when drivers are turning (left or right) across 1 Cities a crosswalk.

Total Injuries & Fatalities 73/103 TABLE 3-5: CORRIDORS WITH TEN OR Pedestrian Injuries & MORE PEDESTRIAN COLLISIONS (2004 - 47/103 Fatalities 2013)

Pedestrians <15 Years Old Number of 93/103 Roadway Injuries & Fatalities Reported Collisions Pedestrians 65+ Years Old Main Street 33 20/103 Injuries & Fatalities Broadway 28 1. Safety ranking out of 103 cities with populations between 50,001-100,000. The lower the numerator (i.e. 1 Ygnacio Valley Road 15 out of 103), the more collisions recorded. California Boulevard 14 Source: California Office of Traffic Safety 2013 OTS Rankings. Civic Drive 12 Locust Street 12 Corridor and Hot Spot Locations Mt. Diablo Boulevard 11

Figure 3-1 maps the reported pedestrian collisions Note: Includes collisions that occurred mid-block and at in Walnut Creek between 2004 and 2013. Table 3-5 intersections Source: City of Walnut Creek. lists the roadways with ten or more collisions. Table 3-6 lists the intersections with the highest number of reported collisions. As shown in these tables and figure, while Walnut Creek offers a generally safe pedestrian environment, a few corridors and intersections are pedestrian collision hotspots and offer opportunities for improving pedestrian infrastructure and safety, primarily in the Pedestrian Retail District where there is high pedestrian and vehicular traffic. For example, the streets with the greatest number of pedestrian collisions – Main

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TABLE 3-6: INTERSECTIONS WITH THREE OR MORE PEDESTRIAN-INVOLVED COLLISIONS (2004 – 2013)

Number of Intersection Reported Collisions Broadway & Civic Drive 8 California Boulevard & Botelho 5 Drive Broadway & Carlback Avenue 4 S. Main Street & Olympic 4 Boulevard Mt. Diablo Boulevard & 4 Broadway Plaza Parkside Drive & Jones Road 4 California Boulevard & Bonanza 3 Street Civic Drive & N. Main Street 3 Civic Drive & Ygnacio Valley 3 Road Locust Street & Mt. Diablo 3 Boulevard N. Main Street & Geary Road 3 Mt. Diablo Boulevard & 3 California Boulevard Newell Avenue & Maria Lane 3

Source: City of Walnut Creek.

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Figure 3-1 Pedestrian Collision Analysis, 2004- 2013

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Pedestrian Demand Analysis

Understanding pedestrian activity patterns helps to identify investment areas for pedestrian comfort and safety. Estimating pedestrian demand can help understand where pedestrians can be expected based on land use patterns, employment and population densities, roadway network connectivity, proximity to BART, proximity to schools, and similar demographic and built environment factors and allows the City to plan and prioritize accordingly. Figure 3-2 shows the areas of highest potential pedestrian demand throughout Walnut Creek based on a quantitative GIS mapping exercise considering those variables. The full methodology is presented in Appendix D.

Areas of Highest Pedestrian Demand

Some of the areas of the highest estimated pedestrian demand include:

 Pedestrian Retail District

 Core Area, including the area around the Walnut Creek BART Station and the area between Parkside Drive and Newell Avenue

 Portions of the residential neighborhoods in close proximity to the Pedestrian Retail District, such as Homestead and Almond- Shuey

 Residential neighborhood with nearby Commercial and Employment Center zones, such as Rancho San Miguel, Foothill, Walden Park and Oak Road areas, and Tice Valley

 Areas near Commercial and Employment Center zones, such as the Pleasant Hill BART Station

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Figure 3-2 Pedestrian Demand Analysis

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Pedestrian Network  Woodlands neighborhood Connectivity Analysis  San Miguel neighborhood Connectivity Opportunity Areas A great walking environment offers well-connected walking routes along streets that are pleasant to To break up long block lengths, opportunities for walk on. Conversely, circuitous routes and routes new mid-block connections, such as paseos, with long blocks can discourage walking. The pedestrian paths, or other pedestrian routes should connectivity of Walnut Creek’s pedestrian network, be considered through: including roadways, trails, pathways, and paseos was evaluated to identify locations that are highly  The Core Area, particularly around Walnut connected, areas with connectivity deficiencies, and Creek BART and immediately surrounding opportunities for connectivity enhancements. the Pedestrian Retail District Figure 3-2 presents the results of a quantitative GIS-  Shadelands based exercise that was used to complete the  West Downtown assessment, inclusive of topography and barrier Note that due to data limitations, this analysis does variables. The full methodology is outlined in not consider presence of sidewalk or other Appendix D. designated walkways but does include paseos and trails, which the City has mapped. As a result, it does Highly-Connected Areas not capture the quality of the pedestrian There are several neighborhoods with a high degree connections or presence of sidewalks but rather the of existing connectivity that are also on flatter presence of roadway, path, or paseo connections. topography. Since these areas are ripe for walking from a connectivity standpoint, these areas could be considered for improvements that focus on the quality and safety of the walking environment, such as sidewalk gap closures, crosswalk improvements, and other enhancements to support walking occurring in these areas. Examples of areas with good network connectivity include:

 Portions of the Pedestrian Retail District

 Neighborhoods near Bancroft Road

 Neighborhoods near Walnut Avenue

 Northgate neighborhood

 Buena Vista neighborhood

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Figure 3-3 Pedestrian Connectivity Analysis

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connectivity, allowing employees and Existing Conditions by residents convenient walking access to Pedestrian Zone nearby services, amenities, transit, and trails.  Commercial and Employment Centers: Overview Beyond the Core Area, Walnut Creek has other major employment and commercial Pedestrian environments vary throughout Walnut areas. The goal for these zones is to Creek. Five types of pedestrian zones have been enhance the pedestrian network, making it identified within Walnut Creek and can be utilized easier to walk between the commercial area for planning purposes to help understand the and residential zones. diversity of contexts citywide:  Schools: Public schools in Walnut Creek are typically located in or near residential areas  Pedestrian Retail District (PRD): The PRD and most have neighborhood-based consists of shopping areas centered on Main enrollment. The goal is to provide safe Street and Locust Street, south of Civic Drive “walk and roll” routes near schools within and north of Newell Avenue. The goal is to the context of the unique environments of support and enhance the PRD as a premier the nearby neighborhoods. This zone walking environment, accommodating high consists of areas within the city limits that levels of pedestrian activity and are within a quarter-mile walkshed of public correspondingly providing a high degree of schools. amenities.  Access Parks, Trails, and Open Spaces:  Core Area: The Core Area consists of the Walnut Creek has numerous parks, trails, area bordered by I-680 to the west, Iron and open space areas. The goal is to Horse Trail to the east, and Walden Road to enhance pedestrian access within a quarter- the north but is exclusive of the Pedestrian mile radius from adjacent neighborhoods. Retail District. This area includes significant employment centers and multi-family Figure 3-4 identifies the five pedestrian zones. housing in addition to the Walnut Creek BART Station. The goal is to be rich in

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Figure 3-4 Citywide Pedestrian Zones

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Pedestrian Retail District

The Pedestrian Retail District generally includes the area bounded by Civic Drive to the north, Newell Avenue to the south, California Boulevard to the west, and Broadway to the east, as defined in the City’s General Plan, inclusive of Broadway Plaza.

 The Pedestrian Retail District has a high-quality sidewalk network. Sidewalks,  Main and Locust Streets have wide sidewalks that manage high volumes of pedestrians. Walkways,  Most sidewalks have landscaped buffers, public art, and street furnishings that create a and pleasant and high-quality walking environment. Pathways  There is an opportunity to improve path connections to the west through the proposed Lafayette-Moraga Trail extension to the Iron Horse Trail.  Signalized crossings have pedestrian countdown signals, some of which are actuated.  Several unsignalized crossings are marked with ladder striping or unique pavement, some of which include in-pavement flashing lights or other beacons to alert drivers to the Crossings presence of crossing pedestrians.  Several intersections have curb extensions (bulb-outs) to increase visibility and improve safety, such as Mt. Diablo Boulevard/Locust Street and Locust Street/Cypress Street.  Most intersections have curb ramps and truncated domes (textured surface to guide pedestrians to the ramp).  Several intersections have two directional curb ramps per corner. Directional ramps orient pedestrians directly into the crosswalk, as opposed to into the intersection as is the case Accessibility with diagonal ramps.  Most pedestrian push buttons are two-on-one pole instead of one pole per button.  Not all signalized intersections are ADA-compliant, as identified in the City’s ADA Transition Plan.  The major streets, such as Mt. Diablo Boulevard, California Boulevard, Broadway, Civic Vehicular Drive, and Newell Avenue, are auto-oriented, with higher speeds and roadway volumes. Traffic  Locust Street, Main Street, and the east-west cross-streets are better suited for pedestrians, Speed as they offer fewer lanes of traffic and have lower speed limits.  Multi-lane arterials with long cycle lengths and long pedestrian crossing distances, such as Linear Mt. Diablo Boulevard, Main Street (south of Mt. Diablo Boulevard), and California Barriers Boulevard, can act as barriers within the Pedestrian Retail District and hinder walking access

between adjacent neighborhoods and the Pedestrian Retail District.

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Above: The Pedestrian Retail District has a high-quality sidewalk network with wide sidewalks and high-quality materials. It also has a highly-connected pedestrian network with mid-block paseos.

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Figure 3-5 Pedestrian Retail District Zone

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Core Area

The Core Area is generally defined as the area south of Walden Road, east of I-680, and west of the Iron Horse Trail, as defined in the City’s General Plan. This area includes the Walnut Creek BART Station, significant employment centers, and multi-family housing but is exclusive of the Pedestrian Retail District.

 Most roadways have sidewalks on both sides.  The Core Area is defined by major arterials. Many opportunities exist to enhance buffers Sidewalks, between the travelway and sidewalks. Walkways,  Pedestrian network connectivity is limited by long block size and limited mid-block and connections. Pathways  There may be an opportunity for an east-east pedestrian connection between the Iron Horse Trail and the Walnut Creek BART Station.  Signalized crosswalks have pedestrian countdown signals and are pedestrian-actuated, but typically have long cycle lengths and wait times for pedestrians in order to accommodate heavy volumes of auto traffic. Crossings  Long block lengths increase need for mid-block crossing opportunities, few of which are currently provided.  Few unsignalized crossings are marked. Where they are, flashing beacons are not typically provided.  Most intersections have one diagonal curb ramp per corner. Accessibility  In several locations, curb ramps have been upgraded to be directional and have two ramps per corner.  Ygnacio Valley Road carries large volumes of high speed traffic, which creates access barriers near the Walnut Creek BART Station. Vehicular  North Main Street, Mt. Diablo Boulevard, Civic Drive, and Olympic Boulevard carry high Traffic speed traffic, which create crossing barriers within the Core Area. Speed  Design elements such as channelized right-turns and large curb radii can encourage high speed right-turns across crosswalks, such as at Ygnacio Valley Road/California Boulevard.  Ygnacio Valley Road is the primary linear barrier, with many travel lanes, heavy traffic Linear volumes, and high speeds outside of commute times. Barriers  I-680 and its ramps create access barriers between the Core Area and the residential and commercial and employment centers to the north.  The Walnut Creek BART Station is located in the Core Area and provides regional access. Transit  Pedestrian access to BART, particularly across linear barriers, such as I-680 and its Ramps Service to the west and multi-lane arterials to the south and east, such as California Boulevard and Ygnacio Valley Road, are important factors in the walkability of the Core Area.

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Top Left: Some pedestrian signalized crossings are prohibited in the Core Area, which can limit connectivity. Top Right: California Boulevard creates a wide arterial barrier between the Pedestrian Retail District and the Core Area. Bottom Left: Channelized right-turns and signalized intersections that prioritize auto throughput create barriers to walking in the Core Area along Ygnacio Valley Road. Bottom Right: Despite being rich in employment and population density, many of the Core Area roadways remain auto oriented and, in some cases, have freeway-oriented signage impeding the usable sidewalk space, such as along Parkside Drive.

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Figure 3-6 Core Area Zone

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Commercial Corridors and Employment Centers

Commercial and Employment Center zones are other major employment and commercial areas in Walnut Creek beyond the Pedestrian Retail District and the Core Area. Examples include North Main Street, the Shadelands area, the area around John Muir Medical Center, and neighborhood shopping centers. These areas may serve local walking trips from residential areas and nearby BART Stations.

 Commercial and employment center zones provide sidewalks on both sides of roadway. Sidewalks,  In some cases, intersecting roadways sometimes lack sidewalks (e.g. Second Avenue in the Walkways, North Main Street corridor). and  Opportunities for landscape buffers exist between narrow sidewalks and multi-lane Pathways roadways.  Long block lengths may encourage crossings at mid-block locations.  Signalized crossings typically have pedestrian countdown signals and are pedestrian- actuated. Crossings  Unsignalized crossings may be difficult for pedestrians, as they are marked across higher speed, multi-lane roadways with standard crosswalks and no additional enhancements to encourage driver yielding. Accessibility  Most intersections have curb ramps, but some are not upgraded with truncated domes. Vehicle  Many of the roadways along commercial and employment centers, such as North Main Traffic Street and Ygnacio Valley Road, are major thoroughfares for autos and carry high auto Speed volumes, which can create unwelcoming pedestrian environments.  The I-680 overpass at North Main Street provides a narrow sidewalk on one side of the street only and is adjacent to multiple lanes of traffic, which impedes access to the Core Area. Linear  The arterials centered on the commercial corridor, such as North Main Street, Ygnacio Barriers Valley Road, and Tice Valley Boulevard, have long and sometimes difficult crossings.  Commercial and employment centers may also act as linear barriers if they do not provide good pedestrian connections through to adjacent developments and neighborhoods. Transit  Pleasant Hill BART Station is located nearby and provides regional access. Service  Pedestrian access to transit routes within the city limits to Pleasant Hill BART station, such as along Geary Road, Treat Boulevard, and North Main Street should be considered

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Top: Long crossing with no additional enhancements on North Main Street can make pedestrian crossings difficult. Middle: Example of wide sidewalks providing access to a neighborhood shopping center that could be further enhanced with a landscape buffer and driveway improvements. Bottom: Example of a large signalized intersection that while providing pedestrian access (all crosswalks marked, complete sidewalk network), does not provide buffers from traffic and allows for free right-turns across the crosswalks.

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Figure 3-7 Commercial and Employment Center Zones

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Schools

Public schools in Walnut Creek draw students from the surrounding neighborhoods and are typically located in residential areas. Areas within ¼ mile of each public school and within the city limit are considered school zones.

 Many neighborhoods have sidewalk on both sides of the street, providing good school access.  Some areas without sidewalks have designated roadway shoulders that act as walkways, Sidewalks, such as the shoulder marked with bollards and striping on Cedro Lane and portions of San Walkways, Juan Avenue. and  Poor quality or narrow sidewalks are common, which can limit students’ ability to walk Pathways side-by-side with friends or guardians.  Some areas have neither sidewalks nor shoulders, which contributes to a rural feeling but leaves limited space for pedestrians to walk, such as portions of Walnut Boulevard and Alvarado Avenue.  Crosswalks are generally unsignalized, and are either marked with standard striping or are unmarked. Crossings  Crosswalks in front of schools may connect to areas that lack sidewalks and other pedestrian facilities.  Recent intersection improvements include upgrading curb ramps with truncated domes. Accessibility  Some intersections have no curb ramps, and many do not have upgraded curb ramps with truncated domes.  Even where schools are located in residential neighborhoods, roadways that feel wide, such Vehicle as Wiget Lane, can contribute to higher auto speeds. Traffic  Limited traffic control and school zone markings in some areas, such as near Foothill Speed Middle School, may contribute to higher speeds.  While a good deal of school-related travel occurs within a neighborhood and may not require crossing the barriers identified for this zone, many students may need to walk from school to an after school destination, such as a library or community center, which may require more difficult crossings.  Ygnacio Valley Road creates a barrier to Walnut Creek Intermediate School for students Linear coming from residential areas to the south. Barriers  Ygnacio and Contra Costa canals and adjacent development patterns create limited connectivity within residential neighborhoods.  Narrow roadways with no shoulders, some of which are adjacent to open culverts, such as portions of Walnut Boulevard and Marshall Drive, create safety barriers to walking.  School sites themselves can also acts as barriers and may have limited pedestrian connectivity through campus due to security concerns.

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Top Left: Example of a designated, protected walkway on Cedro Lane. Bottom Left: Example of unmarked crosswalks within school zones. Bottom Right: Culverts and swales create barriers to pedestrian access along school routes.

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Figure 3-8 School Zones

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Access to Parks, Trails, and Open Spaces

Walnut Creek has many trails, local parks, and protected open spaces, and the pedestrian access to these amenities are important to Walnut Creek residents and visitors.

 Access to major trails, such as the Iron Horse Trail, Ygnacio Canal Trail and Contra Costa Canal Trail, are typically provided through trail crossings that access local streets or path spurs from sidewalks.  Residential cul-de-sacs near trails or parks often provide access; though accessibility and Sidewalks, quality of the connection may be limited. Walkways,  In some trail segments, distances between access points is long, such as access from Civic and Drive and points west to the Iron Horse Trail. Pathways  Paved access paths to the trails are typically 8-10 feet in width and provide for two-way bicycle and pedestrian traffic.  Open spaces are mostly accessed by terminating roadways, which in more rural areas often do not provide sidewalk or designated walkways.  Parks that are located along major roadways, such as Heather Farm Park, Tice Valley Park, or Civic Park, require pedestrian crossings across busy multi-lane roadways, where even signalized crossings may make pedestrian access difficult.  Trail crossings are generally unsignalized with ladder crosswalks.  Some trail crossings include pedestrian-activated signals (e.g. Iron Horse Trail at Mt. Diablo Crossings Boulevard).  Grade separation is provided at many of the most difficult crossings, such as the Iron Horse Trail/Ygnacio Valley Road and Contra Costa Canal Trail/North Main Street crossings. Where grade separation is provided, access paths typically provide connections to the neighborhood.  Trail crossings are often at grade and no truncated domes are provided, such as Walden Accessibility Road, which may create confusion accessing the trail or using the trail crossing for those with visual disabilities.  Grade separation is provided at most trail crossings with high-speed major arterials. Vehicle  Parks on high speed roadways, such as Tice Valley Boulevard, Civic Drive, and Ygnacio Traffic Valley Road can make pedestrian access difficult and could benefit from additional buffer Speed from auto traffic.  The Contra Costa Canal Trail, Ygnacio Canal Trail and Iron Horse Trail are physically separated from the roadway and have limited connection points in some areas. Linear  Fencing and large shrubs can create limited pedestrian access points to parks, trail heads, Barriers and fields on school sites. While fences may be necessary and desirable to support the park activities, more frequent breaks in fencing and or more comfortably-sized openings may enhance access.

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Top: Example of long crossings and an auto-oriented intersection that provide the primary pedestrian access to Heather Farm Park. Bottom Left: Example of fencing along sports fields and parks that can limit access. Bottom Right: Access to trails from city streets is often paved, and wayfinding is limited.

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Figure 3-9 Parks, Trails, and Open Spaces Zones

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44 CHAPTER 4: IMPROVING PEDESTRIAN CONDITIONS Walnut Creek Pedestrian Master Plan September 2016

 Using landscaping to increase shade along Overview pedestrian routes

This chapter summarizes the issues, opportunities,  Providing better lighting and design considerations for each of the five  At signalized intersections, increasing pedestrian zones. There are two key aspects of this pedestrian crossing times chapter:  Improving pedestrian safety at I-680 ramps  Key Issues and Opportunities –  Reducing speeds of right-turning vehicles Summarizes the issues and opportunities for each zone identified through the online  Improving pedestrian visibility at survey, workshops, and walking audits. intersections

 Pedestrian Zone Design Guidelines –  Improving frequency and quality of Based on the issues and opportunities, connections to local trails presents design guidelines for each zone.  Increasing police enforcement of speed The goal of this chapter is to the lay the framework limits and intersection controls for the development of a future pedestrian project  Adding sidewalks to improve connectivity to list, which the City should prepare as the next step in key locations such as schools, parks, transit, the planning process (see Chapter 6 and downtown Implementation Plan).  Creating safer access for children walking to school. Key Issues and Opportunities Survey participants noted the following as offering enjoyable pedestrian experiences: the Iron Horse Through an online survey, workshops, and walk Trail, Contra Costa Canal Trail, Heather Farm Park, audits, the planning team identified key issues and downtown, and many open space areas. opportunities for each pedestrian zone. Detailed issues and opportunities for each walk audit site are Summary of Key Issues and presented in Appendix D. Opportunities Survey Findings Table 4-1 summarizes the seven categories of issues and opportunities identified.

The online survey asked for input on areas of improvement as well as what makes walking in Walnut Creek enjoyable. Potential improvements include:

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TABLE 4-1: KEY ISSUES AND OPPORTUNITIES

Category Issues Associated Audit Location

 Sidewalk/walkway gaps within a quarter-mile of neighborhood schools  Narrow roadways in some neighborhoods with little room for pedestrian infrastructure

Sidewalks

 Excluding those in the Pedestrian Retail District, most intersections have diagonal curb ramps (one per corner) and no truncated domes.  Note that the City’s ADA Plan includes provisions to update ramps as part of overlay Accessibility projects

 On streets with long block patterns, pedestrians may cross at mid-block and uncontrolled locations, some of which may be illegal crossings  Multi-lane streets with high-speed traffic increase the need for enhanced pedestrian

visibility at crossings Crossings

 I-680 undercrossings have inadequate lighting  Unsignalized crossings often have inadequate pedestrian visibility  No lighting standards at crosswalks

Street Lighting

 Few bus stops have amenities such as benches and shelters

Bus Stops

46 CHAPTER 4: IMPROVING PEDESTRIAN CONDITIONS Walnut Creek Pedestrian Master Plan September 2016

TABLE 4-1: KEY ISSUES AND OPPORTUNITIES

Category Issues Associated Audit Location

 Key routes to school could be safer and more comfortable with traffic calming

Traffic Speeds

 Limited wayfinding for pedestrians near BART stations, Core Area, Pedestrian Retail District, and trailheads

Wayfinding

47 CHAPTER 4: IMPROVING PEDESTRIAN CONDITIONS Walnut Creek Pedestrian Master Plan September 2016

Potential Solutions by Pedestrian Zone

This section outlines the potential solutions and design guidelines that should be considered for each zone.

Pedestrian Retail District

The Pedestrian Retail District (PRD) provides an enjoyable walking experience with pedestrian plazas, public art, trees, and high-quality streetscape features. The PRD is generally bounded by Civic Drive to the north, Newell Avenue to the south, California Boulevard to the west, and Broadway to the east as defined in the City’s General Plan. Table 4- 2 presents the potential design solution and guidelines for the PRD.

TABLE 4-2: PEDESTRIAN RETAIL DISTRICT DESIGN GUIDELINES

Key Design Design Guidelines Elements  Provide sidewalks greater than 10’ in most areas within the Pedestrian Retail District, as most areas are expected to have high levels of pedestrian traffic or strong pedestrian appeal  Install landscape buffers and street trees to provide a continuous buffer between the sidewalk and roadway to improve pedestrian comfort  Plan and design the sidewalk to organize activities into four clear zones: the frontage zone, throughway zone, furnishing/landscape zone, and edge/curb zone (see image below). This will ensure that many of the great features of the Pedestrian Retail District, such as street trees, public art, Walkways and outdoor café seating, have clearly designated areas that do not infringe on the usable sidewalk space for pedestrian through travel  As properties redevelop, continue to establish paseos and mid-block connections to further enhance pedestrian connectivity  Install maximum 2% slope through driveways or minimum 4’ parallel sidewalk width through driveways with steeper apron, consistent with ADA Transition Plan  Improve bus stop amenities and ensure that they do not infringe on the usable sidewalk space for pedestrians traveling through the area  Install pedestrian wayfinding signs to highlight preferred routes and direction to key destinations, such as the Walnut Creek BART Station and the Iron Horse Trail Signage  Include information such as distance or estimated time to reach the destination on foot  Place signs along key walking routes and at decision points, such as at major intersections and junctions with pedestrian paseos Accessibility  Install directional curb ramps, two per corner as space allows

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TABLE 4-2: PEDESTRIAN RETAIL DISTRICT DESIGN GUIDELINES

Key Design Design Guidelines Elements  As the PRD is bounded by major roadways that are multi-lane, higher speed, and high volume roadways, uncontrolled crosswalks are likely to require stronger traffic controls to ensure that drivers yield to pedestrians. Uncontrolled crosswalks should be enhanced with pedestrian-activated beacons, median refuges, and curb extensions per the Crosswalk Policy in Appendix C. Crossings  Uncontrolled crossings on the narrower internal streets should also be considered for enhancements per Appendix C but as two-lane roadways may require less enhancement  Improve signalized crossings, such as reducing long-crossing distances, removing channelized right- turn lanes, and installing curb extensions and median refuges, as feasible  Install pedestrian-scale lighting at all crosswalks and along all sidewalks in the PRD. Lighting  Refer to the City’s Photometric Guidelines

Above: This image describes how the sidewalk environment can be organized to ensure a clear path of travel for through pedestrians while clearly designating space for street furnishings, activities such as outdoor dining, landscape. and street trees.

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Core Area Zone

The Core Area is the larger area surrounding but exclusive of the Pedestrian Retail District bounded by Walden Road to the north, I-680 to the west and south, and the Iron Horse Trail to the east. It includes office buildings, multi-family housing, retail, and the Walnut Creek BART Station. High-speed traffic on major arterials in the area creates linear barriers for pedestrians. Long block lengths and high vehicle speeds mean that pedestrians can benefit greatly from additional safety and connectivity enhancements. Table 4-3 presents the potential design solution and guidelines for the Core Area zone, which does not include the Pedestrian Retail District.

TABLE 4-3: CORE AREA ZONE DESIGN GUIDELINES

Key Design Design Guidelines Elements  Provide continuous sidewalk that is a minimum of 10’ in width, and provide sidewalks wider than 10’ in areas expected to have high levels of pedestrian traffic or strong pedestrian appeal, such as along primary pedestrian routes to the Walnut Creek BART station  Install landscape buffers and street trees to provide a continuous buffer between the sidewalk and roadway to improve pedestrian comfort  Work with property owners and developers as properties redevelop to create pedestrian walkways and paseos through developments and large blocks to improve pedestrian connectivity Walkways  Install maximum 2% slope through driveways or minimum 4’ parallel sidewalk width through driveways with steeper apron, consistent with ADA Transition Plan  Improve bus stop amenities and ensure that they do not infringe on the usable sidewalk space for pedestrians traveling through the area  Work with stakeholders to evaluate a potential path connection between the Iron Horse Trail and the Walnut Creek BART Station, near Brio Drive  Install pedestrian wayfinding signs to highlight preferred routes to destinations within the Core Area, Signage including the Walnut Creek BART Station, the Pedestrian Retail District, and other destinations. Accessibility  Install directional curb ramps, two per corner as space allows

50 CHAPTER 4: IMPROVING PEDESTRIAN CONDITIONS Walnut Creek Pedestrian Master Plan September 2016

TABLE 4-3: CORE AREA ZONE DESIGN GUIDELINES

Key Design Design Guidelines Elements  The pedestrian network of the Core Area includes sidewalks along roadways that are multi-lane, higher speed, and high volume roadways. As a result, uncontrolled crosswalk are likely to require stronger traffic controls to ensure that drivers yield to pedestrians. Uncontrolled crosswalks should be enhanced with pedestrian-activated beacons, median refuges, and curb extensions per the Crosswalk Policy in Appendix C  Many of the signalized intersections in the Core Area carry heavy traffic volumes and have long delays for pedestrians. In high priority pedestrian areas, such as the immediate vicinity of the Walnut Creek BART station, consider improvements such as reducing long crossing distances through reducing curb radii or installing curb extensions, installing median refuges, and reducing auto speeds through removing channelized right-turn lanes, as feasible

 Assess pedestrian crosswalk frequency based on pedestrian desire lines, land uses, and Crossings estimated pedestrian demand or consider installing new enhanced crosswalks where the distance between signalized crossings is long (over 500’)  With I-680 bordering the west side of the Core Area, enhance pedestrian crossings through interchanges. Solutions may include:  Designing ramp geometry to balance the needs of auto through put with pedestrian safety and exposure  Siting crosswalks to balance the shortest crossing distance with locating the crosswalk where vehicle speeds are slowest and visibility of pedestrians is best  Utilizing best practice guidance, such as ITE’s Recommended Design Guidelines for Accommodating Pedestrians and Bicyclists at Interchanges  Install pedestrian-scale lighting at crosswalks and along primary pedestrian routes to the Walnut Lighting Creek BART Station  Refer to the City’s Photometric Guidelines

Left: The actual curb radius can be reduced at many locations to reduce pedestrian crossing distances and allow for directional curb ramps while still providing truck and auto access. In many cases, the effective curb radius with parking and/or bike lanes provides enough space for vehicles to turn, allowing the actual radius to be reduced.

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Commercial and Employment Center Zones

Commercial and employment center zones are shopping centers, office buildings, and other commercial development. These nodes of commercial activity are located throughout the city and are often located along major roadways. Table 4-4 presents the potential design solutions and guidelines for commercial and employment center zones.

TABLE 4-4: COMMERCIAL AND EMPLOYMENT CENTER ZONES DESIGN GUIDELINES

Key Design Design Guidelines Elements  Provide continuous sidewalk that is a minimum of 10’ in width  Install landscape buffers and street trees to provide a continuous buffer between the sidewalk and roadway to improve pedestrian comfort  Work with property owners and developers to create internal pedestrian walkways through large Walkways campuses and shopping centers as properties redevelop  Install maximum 2% slope through driveways or minimum 4’ parallel sidewalk width through driveways with steeper apron, consistent with ADA Transition Plan  Install pedestrian wayfinding signs to highlight preferred routes to commercial and employment Signage centers Accessibility  Install directional curb ramps, two per corner as space allows  Most of the commercial and employment centers in Walnut Creek are located on major roadways that are multi-lane, higher speed, and high volume. As a result, uncontrolled crosswalk are likely to require stronger traffic controls to ensure that drivers yield to pedestrians. Uncontrolled crosswalks

should be enhanced with pedestrian-activated beacons, median refuges, and curb extensions per the Crossings Crosswalk Policy in Appendix C  Improve signalized crossings, such as through reducing long-crossing distances, removing channelized right-turn lanes, and installing curb extensions and median refuges, as feasible  Install pedestrian-scale lighting at crosswalks at all crosswalk in commercial and employment center Lighting zones  Refer to the City’s Photometric Guidelines

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Public School Zones

Public schools in Walnut Creek draw students from the surrounding neighborhoods and are typically located in residential areas. The variety of neighborhoods in Walnut Creek means that areas around schools can be suburban or rural in feel. Rural areas are less likely to have existing designated or protected walkways or sidewalks. Pedestrian improvements around schools should consider the needs of children who will be using the facilities and focus on walking routes within a ¼ mile radius of each school. Table 4-5 presents the potential design solutions and guidelines for school zones. For the purpose of this discussion, private schools are not considered, as those schools typically draw from a far larger geographic area and as a result have significantly fewer children walking to school.

TABLE 4-5: SCHOOL ZONE DESIGN GUIDELINES

Key Design Guidelines Elements  Install sidewalk or enhanced walkways (see images on following page) along primary routes to school within a quarter mile of each public school in Walnut Creek  Provide continuous sidewalk with curb and gutter wherever contextually appropriate  Provide protected walkways in more rural contexts through colored pavement, shoulder stripes, flexible posts, time-of-day parking restrictions, and/or raised asphalt curb

 Install minimum 6’ walkways, 8-10’ preferred whenever possible to allow multiple pedestrians to walk Walkways side-by-side  Install maximum 2% slope through driveways or minimum 4’ parallel sidewalk width through driveways with steeper apron, consistent with ADA Transition Plan  Work with school officials and the school district to provide multiple access points/unlocked gates to reduce walking distances to schools, as feasible  Install signing and striping that create clear expectations between drivers and pedestrians of all ages Signage during pick-up and drop-off  Install school zone, speed limit, and speed feedback signs on walking routes around schools Accessibility  Install directional curb ramps, two per corner as space allows  Use striping, stamped asphalt, or rubber curb/delineators to create curb extensions with truncated domes where raised sidewalks are not feasible  Assess existing marked crosswalks within ¼ mile of school sites to determine if additional crosswalks should be marked to support students walking to school

 Enhance crosswalks with pedestrian-activated beacons, median refuges, and curb extensions, as Crossings appropriate, to improve crossings at higher speed, traffic, and/or multi-lane crossings per the Crosswalk Policy in Appendix C  Where school enroll boundaries cross arterials and are within a quarter mile of public schools, enhance crossings at signalized intersections to support students crossing these major barriers

53 CHAPTER 4: IMPROVING PEDESTRIAN CONDITIONS Walnut Creek Pedestrian Master Plan September 2016

TABLE 4-5: SCHOOL ZONE DESIGN GUIDELINES

Key Design Guidelines Elements  Install pedestrian-scale lighting and provide well-wit crosswalks along primary pedestrian routes in the school zone to provide nighttime safety year-round, particularly in winter months where students Lighting may be walking vin the dark  Refer to the City’s Photometric Guidelines  Consistently install advanced school zone markings  Reduce speed limits to 15-25 miles per hour and add speed limit signs in school zones  Install speed feedback signs on primary routes to school Vehicle Speed  Increase frequency of traffic calming devices, as feasible based on local context and engineering Management studies  Traffic calming devices may include:  Speed tables, including raised crosswalks at intersections  Narrow the travel way by striping edgelines or bicycle lanes

54 CHAPTER 4: IMPROVING PEDESTRIAN CONDITIONS Walnut Creek Pedestrian Master Plan September 2016

Top: Existing condition showing a typical residential school route with no sidewalks. Middle: Striping edgelines can narrow the perception of the travelway for drivers and reduce speeds while designating a walkway space for pedestrians. This could be combined with time of day parking restrictions that would ensure a clear path of travel for students near bell times. Bottom: The designated walkway could be further enhanced with stamped asphalt to provide decorative walkways and further differentiate the pedestrian space. Protection for the walkway (not picture) could also be installed, such as asphalt or rubber curb, flexible posts, or similar barriers to protect pedestrians.

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Access to Parks, Trails, and Open Spaces Zones

Walnut Creek has many miles of trails and many local and regional parks that are popular pedestrian destinations. As such, context-sensitive solutions are critical. Many trails provide connections between neighborhoods, parks, schools, and downtown Walnut Creek. Easier access to trails and parks will make them more comfortable and inviting for all users. Table 4-6 presents the potential design solutions and guidelines for improving pedestrian access within a quarter mile of parks, trails, and open spaces zones.

TABLE 4-6: ACCESS TO PARKS, TRAILS, AND OPEN SPACES DESIGN GUIDELINES

Key Design Design Guidelines Elements  Provide designated walkways, multi-use paths, or sidewalks on roadways within one quarter-mile of trailheads and open spaces.  Provide 10-12’ of usable space on multi-use paths and path spurs accessing parks, trails, and open space  Define protected walkways in more rural contexts through colored pavement, shoulder stripes, Walkways flexible posts, time-of-day parking restrictions, and/or raised asphalt curb  On sidewalks and multi-use paths, install maximum 2% slope through driveways or minimum 4’ parallel sidewalk width through driveways with steeper apron, consistent with ADA Transition Plan  Work with the Parks Department, East Bay Regional Parks District, and other stakeholders to provide multiple access points and comfortable entry gate designs Signage  Install pedestrian wayfinding signs to highlight preferred routes to parks, trails, and open spaces  Install wide curb ramps at trail crossings and other access points such as trailheads to reduce conflicts between pedestrians and bicyclists Accessibility  Remove bollards and discourage their use at path entrances to minimize bicycle and pedestrian conflicts  Refer to the City’s ADA Transition Plan and Standard Plans for specific design guidance  Assess existing marked crosswalks within ¼ mile of parks, trails, and open space access points to determine if additional crosswalks should be marked to support pedestrian access  Enhance crosswalks with pedestrian-activated beacons, median refuges, and curb extensions, as appropriate, to improve crossings at higher speed, traffic, and/or multi-lane crossings per the Crossings Crosswalk Policy in Appendix C  Where paths, trails, and open space cross or are located along major roadways, enhance crossings at signalized intersections to support crossings of these major barriers  Where trails cross roadways with less than 5,000 vehicles per day, consider removing stop control for the path at trail crossings and replacing with yield control for trail users  Install pedestrian-scale lighting at crosswalks at trail crossings, trailheads, and parks Lighting  Refer to the City’s Photometric Guidelines

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58 CHAPTER 5: SUPPORT PROGRAMS Walnut Creek Pedestrian Master Plan September 2016

Overview enforcement; and (iv) evaluation and engineering tools. There is more to planning for pedestrians than physical facilities such as sidewalks, trails and Safety and Education crosswalks. While infrastructure is critical, support programs and activities that encourage people to Safety and education programs focus on teaching walk and make it safer and easier to do so are also people of all ages the rules of the road, including important. This chapter outlines a variety of how to safely walk and drive in urban environments. programs and activities that could be implemented These programs may consist of events, fliers, classes, as part of the Plan. The programs address key or other ongoing programs to educate people who concerns heard from the community during the live, work, or visit Walnut Creek. Development of initial stages of the Plan development process, and school-related curricula, events, and campaigns they reflect and build on ideas found in the various should be led by the five school districts serving City planning documents (see Chapter 1). City staff Walnut Creek, except as indicated in parentheses and the Transportation Commission should work below. These should also be coordinated with CCTA together to further identify, define, and recommend and 511 Contra Costa, which in recent years have programs that will be successful and meet the needs provided Safe Routes to School (SR2S) training of the community. programs, consultations or other activities for public schools in Walnut Creek. Because the Plan was prepared and will be implemented largely by the City, the recommended  SR2S audits of all elementary and middle schools in the City, along with an programs focus on activities that the City can deliver implementation or action plan for each itself or that may be led by other agencies and school. (Co-led by the City) organizations but which the City can support and encourage. Coordination between the City of  SR2S committee, led by parents and school administrators, to steward SR2S efforts, Walnut Creek and other organizations such as including both physical improvements and Contra Costa Transportation Authority (CCTA), 511 support programs. Contra Costa, Transportation Partnership and Cooperation (TRANSPAC), East Bay Regional Parks  Monthly or seasonal “Walk and Roll to District (EBRPD), BART, local school districts, and School” days, when students are especially encouraged to walk and bike to school, Central Contra Costa Transit Authority (CCCTA) will supported with special activities and be critical to the implementation and success of incentives to motivate students and parents. these potential programs.  Regular “walking school buses” and “bike As organized below, the potential programs and trains” that make it safe and easy for activities fall under four categories: (i) safety and students to walk or bike to school in groups, education, including activities related to Safe Routes escorted by parents. to School; (ii) encouragement and promotion; (iii)  “Street Smarts”-type educational safety activities for students who walk or bike to

59 CHAPTER 5: SUPPORT PROGRAMS Walnut Creek Pedestrian Master Plan September 2016

school, in coordination with 511 Contra  Training programs for City planners and Costa’s Street Smarts Diablo program and engineers on the planning and design of with Contra Costa Health Services. pedestrian facilities.

 Traffic safety-oriented curriculum for  Enforcement campaigns on media and elementary and middle school students on education campaigns to raise awareness of walking and biking to school and in their pedestrian issues and to give drivers an neighborhoods, including “Safe Moves” advance opportunity to modify their training programs, “bike rodeos” and other behavior. traffic-smarts courses and instruction.

 Safe-driving events aimed at high school Encouragement and students, such as the ”Start Smart” program Promotion offered by the California Highway Patrol (CHP) for teen drivers and their parents. Encouragement and promotion programs may (with Police Department) incentivize people to walk and/or increase awareness  Workshops for parents on pedestrian, bike around walking. The purpose of encouragement and general traffic safety; on-street personal programs is to provide catalysts for increasing walk security; and the logistics of walking and trips. biking to school, to address parent concerns about children walking to school or other  Plan, design, and install wayfinding signage destinations. (with Police Department) to direct pedestrians to the downtown, BART stations, parks, trails and other key  Campaigns targeting unsafe and illegal destinations. driver behavior—ideally in both English and Spanish. Campaign channels could include  Prepare a Walnut Creek Walking Map billboards; public service announcements on showing routes to schools, parks, BART the City’s website, on WCTV, and through stations; downtown destinations; and other other local media; advertisements on buses key locations. and bus shelters; posters and brochures; and bumper stickers on City vehicles and for  Promote the downtown self-guided walking distribution to the public. tour of public art and heritage sites.

 Campaigns focusing on safe walking  Design promotional campaigns to behavior in urban environments targeting encourage walking for transportation, in pedestrians of all ages. Campaign channels coordination with similar efforts by 511 could include billboards; public service Contra Costa. announcements on the City’s website, on  Organize activities for seniors such as WCTV, and through other local media; walking clubs, organized walks, and training advertisements on buses and bus shelters; programs on the best walking routes and posters and brochures; and bumper stickers accessing transit, to encourage older adults on City vehicles and for distribution to the to walk for health, recreation and public. transportation.

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 Prepare fliers and brochures made available  Train police officers on the rights and at public buildings, promotional public responsibilities of pedestrians and on service announcements on WCTV, and a enforcement principles related to pedestrian dedicated section on the City’s website safety. promoting walking and providing news, announcements, and resources related to Evaluation and Engineering walking in Walnut Creek. Tools  Launch a webpage and associated social media campaign for Walnut Creek residents In addition to encouragement, education, and to “take the pledge” to drive safely and obey enforcement, evaluation and engineering round out traffic laws in order to create a safer the suite of support programs that make walkable environment. communities. Evaluation tools allow the City to Enforcement measure progress and success over time, such as performance measures. Engineering tools focus on Enforcement programs focus on making sure the law infrastructural issues and may include planning tools, is met by all roadway users. Many enforcement data collection, and maintenance considerations. programs focus on enforcing speed limits and driver  Develop performance measures for the Plan, yielding to pedestrians at crosswalks, but the as described in Chapter 6 Implementation. programs can also include enforcement of pedestrian behavior.  Complete citywide inventories of sidewalks and marked crosswalks.  Conduct “pedestrian decoy” operations and  Collect pedestrian counts on key routes to other enforcement campaigns aimed at supplement collision data and determine speeding, failure to yield to pedestrians, and collision rates and pedestrian exposure to distracted driving. risk, which may in turn be used to prioritize  Provide an online form for reporting traffic safety improvements. problems or requesting enforcement action.  Provide a maintenance and infrastructure  Deploy speed trailers or reader boards on deficiency online reporting site, such as See streets with a history of speeding complaints Click Fix or other online means. and occasionally supplement with ticketing.  Develop pedestrian planning tools including: This also functions as an awareness and educational tool. o Create pedestrian-sensitive development review checklist.  Initiate a radar gun check-out program for trained community volunteers to record the o Develop best-practices toolbox for license plate numbers of speeding cars. pedestrian-oriented land uses.

 Issue “Safe walking” tickets to children (and o Prepare pedestrian-sensitive redeemable for prizes) to reinforce positive guidelines for conducting traffic behaviors. impact studies and analyses.

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o Update guidelines for determining  Working with Walnut Creek Downtown, transportation impacts under CEQA. organize a transportation management association for the downtown to coordinate o Develop a Transportation Demand parking, transit and TDM strategies and Management Ordinance (TDM) and policies. incorporate policies as conditions of approval for development.  Engage the Transportation Commission to monitor, support and provide guidance on  Develop and adopt policies on: implementation of the Plan on an annual o The installation, removal and basis. enhancement of crosswalks (and  Make progress in implementing the Plan, as including an action plan), to be outlined in Chapter 6. informed by such considerations as pedestrian volumes, travel paths and  Evaluate and update, as necessary: crossing patterns; traffic speeds and o This Plan, within 5−10 years. volumes; street grades and widths; and sight lines and stopping o The City’s ADA Transition Plan, to reflect distances. current guidance and requirements.

o Reviewing requests for lowering o The City’s engineering and traffic speed speed limits, to be informed by the zone survey. findings of the City’s latest traffic speed zone survey and by factors and conditions such as accident history, proximity to schools and substandard street width, geometries or sight lines.

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64 CHAPTER 6: IMPLEMENTATION PLAN Walnut Creek Pedestrian Master Plan September 2016

Overview jurisdictional efforts. A City Council update on the Plan should occur every five years. This chapter outlines the next steps for the policies, practices, programs, and physical infrastructure to Project Implementation support a more walkable Walnut Creek. They key Cycle tool for short-term and long-term implementation is the Project Implementation Cycle (the Cycle), the The Project Implementation Cycle includes four basic steps of which are detailed in the following section. steps in addition to a fifth step that addresses Cycles should be completed on an ongoing basis ongoing maintenance and operations: every two years to identify, prioritize, fund, and implement citywide pedestrian projects. Critically, 1. Identify Locations and Conduct Walk Audits the timing of this should align with the City’s Ten 2. Develop Project List and Integrate into the Year Capital Improvement Program (CIP), which is Ten-Year CIP divided into five two-year increments. 3. Secure Funding 4. Implement Projects The first Cycle should be initiated in 2016 and align 5. Conduct Ongoing Maintenance and with the 2018-2020 CIP program. The completion of Operations the first Cycle should be also coordinated and integrated with the City’s previously-identified and Chart 6-1 illustrates the Project Implementation ongoing pedestrian engineering studies, planned Cycle. Chart 6-2 outlines milestones for the Cycle improvements, Capital Investment Program (CIP), over the next three years. capital budget, other known issues, and inter-

65 CHAPTER 6: IMPLEMENTATION PLAN Walnut Creek Pedestrian Master Plan September 2016

CHART 6-1 PROJECT IMPLEMENTATION CYCLE

STEP 1 Identify Locations and Conduct Walk Audits

STEP 2

STEP 4 Develop Project Step 5. Ensure List Based on Walk Implement successful operation Audit Findings and Projects of projects through Integrate Priority ongoing maintenance Projects into the Ten-Year CIP

STEP 3 Secure Funding: (1) Capital Budget (2) Outside FUnding Sources

CHART 6-2 PROJECT IMPLEMENTATION CYCLE MILESTONES

Steps 1 and 2. Conduct Walk Audits, Develop Project Lists 2016

Steps 2 and 3. Incorporate into Ten Year CIP (2018-2028) and Identify Outside Funding Sources 2017 Steps 3. Fund Specific Projects in the 2018-2020 Capital Budget and Secure Outside Funding Sources 2018 Steps 4 and 5. Implement and Maintain Projects 2019+

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Short-Range (2016-2018) Potential Prioritization Criteria Action Plan To create a transparent process, prioritization criteria should be used to identify the locations of highest The City of Walnut has a ten-year capital need and interest for pedestrian citywide. The improvement program (CIP) that consists of five prioritization criteria ensure that the City is two-year programs. In order to align with that addressing the areas of highest need for pedestrians process, the Plan’s Short-Range Action Plan is to in each Cycle. prepare Steps 1 and 2 of the Project Implementation Cycle, such that all planning processes needed to The City can use the following criteria and scoring include identified pedestrian projects in the next system: two-year CIP program are completed to align with the 2018-2020 CIP program. Additional details are  Prior Existing Planning Studies –locations provided below for Steps 1, 2, and 3. Once projects that have not been addressed in previous are integrated into the Ten-Year CIP, they can move planning studies or plans. Points can be forward for identifying funding sources and assigned as follows: implementation. o 1 point: if the area was not covered in a recent planning study Step 1. Identify Locations and o 0 points: if the area had been analyzed in a recent planning study Conduct Walk Audits  Reported Pedestrian Collisions –locations

The first step is to determine the pedestrian areas with a high safety need. Reported collisions within the city of highest need and interest and to that occurred within the project extents in conduct walk audits in these areas to identify the last ten years should be considered. proposed pedestrian improvements. The Points can be assigned as follows: identification process requires prioritizing potential o 3 points: if 3 or more pedestrian- walk audit locations, so that the City is addressing auto collisions occurred the areas of highest need. Through this process, the o 2 points: if 2 or more pedestrian- City will identify a smaller subset of projects that auto collisions occurred overtime through repeating the Project Implement o 1 point: if 1 pedestrian-auto collision Cycle will yield improvements across Walnut Creek. occurred o 0 points: if no pedestrian-auto As part of the Plan process, walk audits were collisions occurred conducted using the prioritization criteria outlined  Pedestrian Demand – based on the below. The results of those audits are presented in pedestrian demand analysis presented on Appendix D. Figure 3-2, priority was given to areas with the highest potential pedestrian demand.

Points can be assigned as follows:

67 CHAPTER 6: IMPLEMENTATION PLAN Walnut Creek Pedestrian Master Plan September 2016

o 2 points: if the location is the o 0 points: Areas not near schools in darkest blue on the pedestrian the city. demand figure (highest-demand)  Safe Routes to Transit– locations in the city o 1 point: if the location is shaded the near Walnut Creek or Pleasant Hill BART medium blue on the pedestrian Station. Points can be assigned as follows: demand figure (medium demand) o 2 points: Areas located within a ¼ o 0 points: all other locations (light mile of either BART station in the blue) city.  Connectivity Analysis – based on the o 1 point: Area located within a ½ pedestrian connectivity analysis presented mile of either BART station in the on Figure 3-3, priority was given to areas of city. poor or medium connectivity that would o 0 points: Areas greater than a ½ provide high network connectivity benefits mile from a BART station in the city. with enhancements. Points can be assigned  Safe Routes to Parks, Trails, and Open as follows: Space – locations in the city that access o 2 points: if the location is shaded parks, trails, or open space. Points can be red (low connectivity) but connects assigned as follows: to green roadways (high o 2 points: Areas located within a ¼ connectivity) on the connectivity mile of a park, trailhead, or open analysis figure space access point in the city. o 1 point: if the location is shaded o 1 point: Areas located within a ½ yellow on the connectivity analysis mile of a park, trailhead, or open figure (medium connectivity), but space access point in the city. connects to green roadways (high o 0 points: Areas not near a park, connectivity) on the connectivity trailhead, or open space access analysis figure point in the city. o 0 points: if the location is in a large area shaded red on the connectivity In order to integrate the prioritization process with analysis figure existing City practices for addressing pedestrian  Safe Routes to School – locations in the improvements, qualitative and professional city near school zones (i.e. within a quarter judgment factors should also be considered mile of public schools). Points can be alongside these criteria, such as areas with a high assigned as follows: number of citizen complaints, new development o 2 points: Areas located within a ¼ activity, or previously identified proposed mile of a school in the city. improvements. o 1 point: Areas located within a ½ mile of a school in the city.

68 CHAPTER 6: IMPLEMENTATION PLAN Walnut Creek Pedestrian Master Plan September 2016

Step 2. Develop Project List 3 shows the various planning elements that feed into the Ten-Year CIP. Once proposed pedestrian improvements have been identified through the walk audit process, the next Step 3. Secure Funding step is to develop a list of projects that will be Walnut Creek typically uses six distinct funding integrated into the City’s Ten Year CIP. There are streams to fund projects: four key elements to the project list development:

1. General Fund: As of 2016, the CIP allocates 1. Identified Preferred Alternatives: Based on $2.75 million per two-year cycle for Asset the issues, opportunities, and potential solutions identified in the Walk Audits, Management Projects, which includes identify projects to address each issue roadway, sidewalk, and signal maintenance. consistent with the design guidelines and 2. Measure J: Funding allocated through the policies in this Plan. Coordinate between Contra Costa County half-cent sales tax. City departments and key stakeholders to 3. Highway User Tax Account (HUTA): determine a preferred alternative. Funding for streets and highway from 2. Refine Design Concepts: Refine design funding that is assessed based on fuel sales. concepts for the preferred alternative such 4. Traffic Impact Fee (TIF): Fees collected that preliminary environmental and from developers to mitigate the traffic engineering considerations are identified effects created by new development on the and accurate cost estimates can be City’s transportation system. prepared. 5. Grants: Funding from a variety of 3. Develop Cost Estimates and Identify competitive and non-competitive sources, Potential Funding Sources: Develop detailed such as the Caltrans Active Transportation planning-level cost estimates based on the Program (ATP), Caltrans High Safety preferred alternative, and identify potential Improvement Program (HSIP), CCTA’s One funding sources for the project. Bay Area Grants, and many other sources. 4. Integrate into Ten-Year CIP for Public Input, Additional information is provided in the Transportation Commission Review, and City following section. Council Approval: Once fully developed and 6. Development: Pedestrian improvements in vetted, the projects should be integrated the City are often funded through the into the Ten-Year CIP. This should involve public process including formal review by development review process. When the Transportation Commission and developers submit design drawings for new approval by City Council. The Pedestrian projects, the City reviews all drawings to Master Plan project list will be integrated look at pedestrian circulation onsite and into the Ten-Year CIP and will include the onto the adjacent roadway network. This highest priority projects regardless of can be checked against the pedestrian whether funding has been identified for any project list to integrate adjacent projects projects, as the CIP is a planning document into the development. that established citywide priorities. Chart 6-

69 CHAPTER 6: IMPLEMENTATION PLAN Walnut Creek Pedestrian Master Plan September 2016

Chart 6-3 TEN YEAR CIP INPUTS AND Pedestrian Asset RELATIONSHIP TO CAPITAL BUDGET Master Plan Management Projects

Traffic Impact Parks Vision Fee Projects Process

Discretionary Ten Year Facilities Projects CIP Management

Capital Budget Where possible, projects should be “packaged” Integration with Ongoing Maintenance together, such that corridor improvements or Smaller scale pedestrian improvements such as multiple intersections can be funded through the signing and striping can be completed by City same funding source. Consideration should be maintenance forces. These relatively inexpensive given to typical funding levels for each funding improvements can be identified, prioritized, and source, so that the City has a sense of how much to completed in a timely manner independent of the include in the package of projects. Capital Improvement Program. Capital Budget Grant Funding Specific funded projects will be included in the Numerous grant funding sources are available at the Capital Budget and programmed for construction. federal, state, regional, county and local levels to While pedestrian improvement projects can be assist the City of Walnut Creek in implementing integrated into this budget, they will be prioritized pedestrian projects. Grant funding sources that may within the larger budget, which includes roadway be well-suited to active transportation projects in projects, bicycle projects, and non-transportation Walnut Creek include: projects.  CCTA Measure J Funding: Contra Costa County’s Measure J half-cent sales tax can be used for maintenance and overlays in addition to a broader expenditure program,

70 CHAPTER 6: IMPLEMENTATION PLAN Walnut Creek Pedestrian Master Plan September 2016

including Transportation for Livable  Land and Water Conservation Fund (LWCP): Communities. The National Park Service and California http://www.ccta.net/sources/detail/2/1 State Parks administer the LWCF Program provides matching grants to states and local  Active Transportation Program (ATP): governments for the acquisition and Caltrans and MTC administer statewide and development of public outdoor recreation regional competitions for biking, walking, areas and facilities. and safe routes to school projects. http://www.parks.ca.gov/?page_id=21360 http://www.dot.ca.gov/hq/LocalPrograms/at p/  Transportation Development Act, Article 3 (TDA 3): TDA 3 provides statewide funds for  Highway Safety Improvement Program planning and construction of pedestrian (HSIP): Caltrans HSIP is a statewide facilities and is administered locally through competitive call for projects that address MTC. http://mtc.ca.gov/our-work/invest- immediate safety needs, using a benefit-cost protect/investment-strategies- ratio to rank projects. commitments/transit-21st-century/transit- http://dot.ca.gov/hq/LocalPrograms/hsip.ht operating-0 ml  Transportation Fund for Clean Air (TCFA):  One Bay Area Grant Program (OBAG): OBAG TFCA is a grant program administered by is administered through CCTA and prioritizes the Bay Area Air Quality Management complete streets projects within Priority District (BAAQMD) to fund projects and Development Areas (PDAs) or Priority programs that will reduce air pollution from Conservation Areas (PCAs). motor vehicles. http://www.ccta.net/_resources/detail/18/1 http://www.baaqmd.gov/Divisions/Strategic-  Caltrans Transportation Planning Grants are Incentives/Funding-Sources/TFCA/County- available and can be used for planning and Program-Manager-Fund.aspx feasibility studies.  511 Contra Costa: 511 Contra Costa offers http://www.dot.ca.gov/hq/tpp/grants.html assistance to Central County jurisdictions  Local Transportation Fund (LTF): Limited through transportation demand amounts from the LTF, which is derived from management program assistance and the a ¼ cent of the general sales tax collected Street Smart Diablo program, which focuses statewide, can be used for pedestrian on safe routes to school and safety around facilities. schools. https://511contracosta.org/

 Recreational Trails Program (RTP). RTP provides funds annually for recreational trails and trails-related projects. http://www.parks.ca.gov/?page_id=24324

71 CHAPTER 6: IMPLEMENTATION PLAN Appendix A: ATP Compliance

APPENDIX A: ATP COMPLIANCE

The checklist of 2014 Active Transportation Program (ATP) Guidelines that must be addressed for this Plan to achieve compliance with the new statewide guidelines can be found in Table A-1, in which components included in this Plan are noted. Remaining steps that will require future amendment of this Plan include:

 Project List / Priority

 Cost Estimate / Funding Sources

 Existing and Future Pedestrian Forecasts

The project list and corresponding cost estimates are the most significant pieces to meet the ATP requirements, which makes Step 2 of the Project Implementation Cycle a critical next step for this Plan. Once every item in the checklist is included in this Plan, Caltrans can then certify the Plan as ATP compliant.

TABLE A-1 2014 ACTIVE TRANSPORTATION PLAN GUIDELINES ADDRESSED IN THIS PLAN

Item Requirement Section1 The estimated number of existing pedestrian trips in the plan area, both in Chapter 3 – a absolute numbers and as a percentage of all trips, and the estimated increase Mode Split Trends in the number of pedestrian trips resulting from implementation of the plan. The number and location of collisions, serious injuries, and fatalities suffered by Chapter 3 – Pedestrian pedestrians in the plan area, both in absolute numbers and as a percentage of Safety Record b all collisions and injuries, and a goal for collision, serious injury, and fatality reduction after implementation of the plan.  A map and description of existing and proposed land use and settlement Appendix B – Figure B-2 patterns which must include, but not be limited to, locations of residential c neighborhoods, schools, shopping centers, public buildings, major  employment centers, and other destinations. A map and description of existing and proposed bicycle transportation d facilities. A map and description of existing and proposed end-of-trip bicycle parking e Bicycle-specific. Not facilities. relevant to this Plan. A description of existing and proposed policies related to bicycle parking in f public locations, private parking garages and parking lots and in new commercial and residential developments.

72 APPENDIX C: CROSSWALK GUIDELINES Appendix A: ATP Compliance

TABLE A-1 2014 ACTIVE TRANSPORTATION PLAN GUIDELINES ADDRESSED IN THIS PLAN

Item Requirement Section1 A map and description of existing and proposed bicycle transport and parking facilities for connections with and use of other transportation modes. These g must include, but not be limited to, parking facilities at transit stops, rail and transit terminals, ferry docks and landings, park and ride lots, and provisions for transporting bicyclists and bicycles on transit or rail vehicles or ferry vessels. A map and description of existing and proposed pedestrian facilities at major Chapter 3 h transit hubs. These must include, but are not limited to, rail and transit terminals, and ferry docks and landings. Chapter 4 – Pedestrian A description of proposed signage providing wayfinding along pedestrian Zones i networks to designated destinations. A description of the policies and procedures for maintaining existing and proposed pedestrian facilities, including, but not limited to, the maintenance of Chapter 6 – Implementation Plan j smooth pavement, freedom from encroaching vegetation, maintenance of

traffic control devices including striping and other pavement markings, and lighting. A description of pedestrian safety, education, and encouragement programs Chapter 5 - Support conducted in the area included within the plan, efforts by the law enforcement Programs k agency having primary traffic law enforcement responsibility in the area to enforce provisions of the law impacting pedestrian safety, and the resulting  effect on accidents involving pedestrians. Chapter 1 – Introduction, Chapter 4 - Identification A description of the extent of community involvement in development of the of Key Issues and l plan, including disadvantaged and underserved communities. Opportunities  A description of how the active transportation plan has been coordinated with Chapter 2 –Policy neighboring jurisdictions, including school districts within the plan area, and is Framework m consistent with other local or regional transportation, air quality, or energy conservation plans, including, but not limited to, general plans and a  Sustainable Community Strategy in a Regional Transportation Plan. A description of the projects and programs proposed in the plan and a listing n of their priorities for implementation, including the methodology for project * prioritization and a proposed timeline for implementation.

73 APPENDIX A: ATP COMPLIANCE Appendix A: ATP Compliance

TABLE A-1 2014 ACTIVE TRANSPORTATION PLAN GUIDELINES ADDRESSED IN THIS PLAN

Item Requirement Section1 A description of past expenditures for pedestrian facilities and programs, and future financial needs for projects and programs that improve safety and o convenience for pedestrians in the plan area. Include anticipated revenue * sources and potential grant funding for pedestrian uses. Chapter 6 – A description of steps necessary to implement the plan and the reporting Implementation Plan p process that will be used to keep the adopting agency and community informed of the progress being made in implementing the plan.  A resolution showing adoption of the plan by the city, county or district. If the active transportation plan was prepared by a county transportation q commission, regional transportation planning agency, MPO, school district or * transit district, the plan should indicate the support via resolution of the city(s) or county(s) in which the proposed facilities would be located. 1. = completed with this Plan. = partially completed with plan. * = incorporate as next steps with Project Implementation Cycle and future Plan updates. Source: 2014 Active Transportation Program Guidelines http://www.catc.ca.gov/programs/ATP/2014_ATP_Guidelines_adopted_032014.pdf

74 APPENDIX A: ATP COMPLIANCE Appendix B: Additional Existing Conditions Analysis

APPENDIX B: ADDITIONAL EXISTING CONDITIONS ANALYSES

 Land Use

 Collision Analysis

 Demand and Connectivity Analysis

75 APPENDIX B: EXISTING CONDITIONS MEMORANDA Appendix B: Additional Existing Conditions Analysis

Land Use

Walnut Creek has a variety of pedestrian accessible areas that attract local residents and those from nearby communities. The City’s Pedestrian Retail District includes a variety of shopping opportunities and is a popular local and regional destination. To the north and south of the Pedestrian Retail District are major employment centers, with office and other commercial uses, particularly centered near both the Walnut Creek and Pleasant Hill Stations. In eastern portions of Walnut Creek, the Shadelands Business Park and John Muir Medical Center are important employment centers. Neighborhood shopping centers are located along major arterials and close to residential neighborhoods. Outside of these retail and employment clusters, most of the land area of the city is dedicated to low-density single-family residential neighborhoods. Figure B-1 shows the General Plan land use map.

76 APPENDIX B: EXISTING CONDITIONS MEMORANDA Appendix B: Additional Existing Conditions Analysis

Figure B-1 Existing Land Uses

77 APPENDIX B: EXISTING CONDITIONS MEMORANDA Appendix C: Crosswalk Guidelines

APPENDIX C: CROSSWALK GUIDELINES

1. OVERVIEW These guidelines are consistent with Section 3B.18 of the 2014 MUTCD, which at this time is pending official adoption by California. These guidelines are Crosswalks exist at all non-alley2 intersections that not meant to be rigid standards, but rather to meet at approximately right angles, whether marked provide additional guidance subject to engineering or unmarked, except where pedestrian crossing is judgment on a case-by-case basis. specifically prohibited. Marked crosswalks serve to alert road users to expect crossing pedestrians and The following legal definitions and right-of-way to direct pedestrians to desirable crossing locations. control excerpts are from the California Vehicle Code (CVC). At mid-block locations, crosswalks only exist where marked. At these non-intersection locations, it is the CVC Section 275. Crosswalk is either: crosswalk markings that legally establish the crosswalk. a) That portion of a roadway included within the prolongation or connection of The following guidelines cover where and how to the boundary lines of sidewalks at mark crosswalks, including the following topics: intersection where the intersecting roadways meet at approximately right  Marking crosswalks at controlled angles, except the prolongation of such intersection locations lines from an alley across a street.

 Marking crosswalks at uncontrolled b) Any portion of a roadway distinctly intersection locations indicated for pedestrian crossing by lines or other markings on the surface.  Marking crosswalks at mid-block locations Notwithstanding the foregoing  Marking crosswalks within school areas provisions of his section, there shall not be a crosswalk where local authorities  Crosswalk closures have placed signs indicating no crossing.

 Crosswalk marking patterns CVC Section 21950. Right-of-Way at Crosswalks:  Additional crosswalk safety treatments a) The driver of a vehicle shall yield the right-of-way to a pedestrian crossing the roadway within any marked

2 Per the California Vehicle Code Section 110, alleys are generally minor streets that are 25 feet or narrower in width.

78 APPENDIX C: CROSSWALK GUIDELINES Appendix C: Crosswalk Guidelines

crosswalk or within any unmarked  Roadway width. crosswalk at an intersection, except as  Day and night visibility by both pedestrians otherwise provided in this chapter. and road users. b) The provisions of this section shall not  Channelization is desirable to clarify relieve a pedestrian from the duty of pedestrian routes for sighted or sight using due care for his or her safety. No impaired pedestrians. pedestrian shall suddenly leave a curb or other place of safety and walk or run  Discouragement of pedestrian use of into the path of a vehicle which is so undesirable routes. close as to constitute an immediate hazard. No pedestrian shall  Consistency with markings at adjacent unnecessarily stop or delay traffic while intersections or within the same intersection.” in a marked or unmarked crosswalk. The decision making processes for marking 2. WHERE TO MARK crosswalks is different depending on whether the location is controlled or uncontrolled. Much of the CROSSWALKS AND USE following guidance on where to mark crosswalks is dedicated to uncontrolled locations. ADDITIONAL TREATMENTS MARKING CROSSWALKS AT The CA MUTCD provides the following guidance on CONTROLLED INTERSECTION where to mark crosswalks (Section 3B.18): LOCATIONS “In general, crosswalks should not be marked at Intersection approaches controlled by STOP signs intersections unless they are intended to channelize can be recommended for marked crosswalks if any pedestrians. Emphasis is placed on the use of marked of the following conditions apply: crosswalks as a channelization device.  The crosswalk is located in a school area; OR, The following factors may be considered in determining whether a marked crosswalk should be  Elderly or disabled pedestrian volumes of 20 used: or more are expected during the peak hour of pedestrian demand; OR,  Vehicular approach speeds from both  Pedestrian volumes of 60 or more are directions. expected during the peak hour of pedestrian  Vehicular turning movements. demand and vehicular daily volumes of

 Pedestrian volumes.

79 APPENDIX C: CROSSWALK GUIDELINES Appendix C: Crosswalk Guidelines

6,000 or more are expected to cross over the  The location has street lighting adjacent to crosswalk3; OR, the crosswalk; AND,

 Safety or efficiency reasons dictate directing  Safety considerations arising from roadway pedestrians to a particular leg of the configuration, vehicle volumes or vehicle intersection; OR, speeds do not preclude marking a crosswalk (see Roadway Configuration, Mother Vehicle  STOP sign approaches are on a Minor Volume and Speed section below). Arterial or Major Arterial. Demand MARKING CROSSWALKS AT At uncontrolled intersection approaches, crosswalks UNCONTROLLED should be considered for marking only if there is INTERSECTION LOCATIONS sufficient demand according to the following criteria:

At uncontrolled intersection approaches, crosswalks  The crosswalk is located in a school area; OR, should only be marked if the following conditions  Pedestrian volumes of 15 or more per hour apply: are expected during multiple hours throughout the day; OR,  There is sufficient demand (see Demand section below); AND,  Pedestrian volumes of 20 or more are expected during the peak hour of pedestrian  The location is more than 300 feet from a demand; AND, controlled crossing location4; AND,  Pedestrians have fewer than five gaps in  Adequate stopping sight distance exists traffic per five-minute period.5 between approaching motorists and pedestrians starting to cross the street at the crosswalk; AND,

3 Many of the guidelines reviewed from other 4 This guideline is used by several other municipalities recommend marking crosswalks either municipalities including Sacramento, Stockton, at all approaches controlled by STOP signs or when Boulder, Virginia DOT and more. pedestrian volumes of 20 or more are expected 5 This guideline is used by several other during the peak hour of pedestrian demand. municipalities including Palo Alto, Boulder, However, Walnut Creek has many STOP sign Sacramento, Stockton, San Leandro, Virginia DOT controlled intersections with relatively low traffic and more. volumes that would make these thresholds impractical.

80 APPENDIX C: CROSSWALK GUIDELINES Appendix C: Crosswalk Guidelines

MARKING CROSSWALKS AT speeds do not preclude establishing a crosswalk (see Roadway Configuration, MID-BLOCK LOCATIONS Motor Vehicle Volume and Speed section below.) Mid-block crosswalks only exist if marked and must be established by a City Traffic Engineer. Because Demand pedestrian crossings may not be expected by Mid-block crosswalks should be considered only if motorists at mid-block locations, additional there is a sufficient demand according to the measures such as signage and parking restrictions following criteria: are recommended. Bulbouts are another desirable feature to improve visibility for both pedestrians and  Pedestrian volumes of 40 or more are motorists but typically require special funding expected during the peak hour of pedestrian sources due to their relatively high cost. Curb ramps demand; OR, are required. On higher volume and speed streets a  Significant pedestrian trip generators (such traffic signal may be required. as school, park, or commercial building) are on both sides of the street between Mid-block crosswalks should only be established if controlled intersections.7 the following conditions apply: ROADWAY CONFIGURATION,  There is sufficient demand (see Demand section below): AND, MOTOR VEHICLE VOLUME

 The location is more than 300 feet from a AND SPEED controlled crossing location6; AND, The table provided in the Appendix is from the  Adequate stopping sight distance exists Federal Highway Administration study Safety Effects between approaching motorists and of Marked vs. Unmarked Crosswalks at Uncontrolled pedestrians starting to cross the street at the Locations and can be used as a reference when proposed crosswalk; AND, deciding whether to mark a crosswalk at an  The location has adequate street lighting to uncontrolled location. For different roadway illuminate the proposed crosswalk; AND, configurations, the table identifies ranges of vehicle  Safety considerations arising from roadway speeds and volumes where crosswalks can be configuration, vehicle volumes or vehicle marked without additional treatments (C), where

6 This guideline is used by several other 7 These demand guidelines are used by several other municipalities including Sacramento, Stockton, municipalities including San Leandro, Palo Alto, Boulder, Virginia DOT and more. Boulder, Sacramento, Stockton, Virginia DOT and more.

81 APPENDIX C: CROSSWALK GUIDELINES Appendix C: Crosswalk Guidelines

additional treatments should be considered along at an uncontrolled location, and what, if any, with crosswalk markings (P), and where crosswalks additional treatments should be considered. The should not be marked without additional treatments flowchart and accompanying tables do not apply (N). to crosswalks within school areas. (see School area crosswalks section). Below is a flowchart offering further assistance with the decision of whether or not to mark a crosswalk

82 APPENDIX C: CROSSWALK GUIDELINES Appendix C: Crosswalk Guidelines

Figure C-1 Crosswalk Marking Flowchart for Uncontrolled Locations (Not Applied within School Areas)

83 APPENDIX C: CROSSWALK GUIDELINES Appendix C: Crosswalk Guidelines

TABLE C-1: CATEGORY A: TWO LANE STREETS (MEETING REQUIREMENTS OF FIGURE C-1 FLOWCHART)

POSTED SPEED TRAFFIC VOLUME (ADT) 30MPH OR LESS 35MPH 40MPH OR MORE Marked X-walk plus additional Consider Level 1 Up to 12,000 vehicles per day Consider Level 11 device Level 1 device and consider Level device 2 device Marked X-walk plus additional Marked X-walk Level 1 and/or Level 2 devices. 12,000 vehicles or more per Consider Level 1 device) and additional Evaluate the location for a traffic day Level 1 device signal (Level 3 device) using CA MUTCD warrants

1. See page 84 for information on the different levels of treatments.

TABLE C-2: CATEGORY B: THREE LANE STREETS (MEETING REQUIREMENTS OF FIGURE C-1 FLOWCHART)

POSTED SPEED TRAFFIC VOLUME (ADT) 30MPH OR LESS 35MPH 40MPH OR MORE 9,000 vehicles or fewer per Marked X-walk plus Consider Level 11 device Consider Level 1 device day additional Level 1 device and consider Level 2 Marked X-walk plus 9,000-12,000 vehicles per day Consider Level 1 device device additional Level 1 device 12,000-15,000 vehicles per and consider Level 2 day device Marked x-walk plus additional Level 1 and/or Marked X-walk plus Marked X-walk plus Level 2 devices. Evaluate additional Level 1 device additional Level 1 and consider Level 2 devices. the location for a traffic 15,000 vehicles or more per and consider Level 2 Evaluate the location for a signal (Level 3 device) day device traffic signal (Level 3 using CA MUTCD device) using CA MUTCD warrants warrants

2. See page 84 for information on the different levels of treatments.

84 APPENDIX C: CROSSWALK GUIDELINES Appendix C: Crosswalk Guidelines

TABLE C-3: CATEGORY C: FOUR OR MORE LANES WITH A RAISED MEDIAN (MEETING REQUIREMENTS OF FIGURE C-1 FLOWCHART)

POSTED SPEED TRAFFIC VOLUME (ADT) 30MPH OR LESS 35MPH 40MPH OR MORE 9,000 vehicles or fewer per Consider Level 1 device day Consider Level 11 device 9,000-12,000 vehicles per day Marked X-walk plus Marked X-walk plus additional Level 1 device Marked X-walk plus 12,000-15,000 vehicles per additional Level 1 device and consider Level 2 additional Level 1 and/or day and consider Level 2 device Level 2 devices. Evaluate device the location for a traffic Marked X-walk plus Marked X-walk plus signal (Level 3 device) additional Level 1 device additional Level 1 and using CA MUTCD and consider Level 2 consider Level 2 devices. warrants 15,000 vehicles or more per devices. Evaluate the Evaluate the location for a day location for a traffic signal traffic signal (Level 3 (Level 3 device) using CA device) using CA MUTCD MUTCD warrants warrants

1. See page 84 for information on the different levels of treatments.

TABLE C-4: CATEGORY D: FOUR OR MORE LANES WITHOUT A RAISED MEDIAN (MEETING REQUIREMENTS OF FIGURE C-1 FLOW CHART)

POSTED SPEED TRAFFIC VOLUME (ADT) 30MPH OR LESS 35MPH 40MPH OR MORE 9,000 vehicles or fewer per Marked X-walk plus Consider Level 11 device day additional Level 1 and/or Level 2 devices. Evaluate Marked X-walk and the location for a traffic Marked X-walk and additional Level 1 device 9,000-12,000 vehicles per day signal (Level 3 device) additional Level 1 device using CA MUTCD warrants 12,000 vehicles or more per Evaluate the location for a pedestrian signal. IF the location does not meet the day warrant, install marked x-walk plus additional Level 1 and 2 devices

1. See page 84 for information on the different levels of treatments.

85 APPENDIX C: CROSSWALK GUIDELINES Appendix C: Crosswalk Guidelines

ADDITIONAL TREATMENTS LEVEL TWO (HIGHER COST TRAFFIC FOR CROSSWALKS AT CONTROL DEVICES AND STREET CHANGES) UNCONTROLLED LOCATIONS  Flashing beacons used alone or in conjunction with overhead signs as A partial list of additional treatments to be approved for general use by the CA MUTCD; considered for crosswalks at uncontrolled locations is provided below. Specific circumstances will call for  Curb extensions or bulbouts; flexibility in application, and a combination of  Road diets or other traffic lane changes to treatments may be appropriate. reduce number of approach lanes or allow the installation of pedestrian refuge islands LEVEL ONE (LOWER COST TRAFFIC or medians; CONTROL DEVICES)  Traffic calming or other appropriate  Signage, including the “Yield Here to engineering measures to reduce roadway Pedestrians”, “Yield to Pedestrians in speeds; crosswalk” metal and pop-up signs, and “Pedestrian Warning”, as discussed in the CA  Pedestrian Hybrid Beacons (HAWK) as MUTCD; approved for general use by the CA MUTCD; and,  Advance Stop and Yield Lines (see discussion on page 13)  Rectangular Rapid Flash Beacon following guidelines set forth in the FHWA’s interim  Raised pedestrian refuge islands; approval for optional use.  PED XING pavement markings installed on LEVEL THREE (TRAFFIC SIGNALIZATION) the approaches to the crosswalk;  Traffic signals should be used where other  Parking prohibitions or red zones at the treatments are infeasible or ineffective and crosswalk; and, current CA MUTCD traffic signal warrants are met.  Speed limit signs or changes in conformance with an engineering study and CVC regulations.

86 APPENDIX C: CROSSWALK GUIDELINES Appendix C: Crosswalk Guidelines

REMOVING CROSSWALK must be considered in these decisions. Closing a crosswalk requires a public hearing at the MARKINGS Transportation Commission.

These guidelines should not be used to justify removal of existing crosswalk markings. In most 3. HOW TO MARK circumstances additional measures should be considered prior to removal of crosswalk markings. CROSSWALKS In exceptional cases crosswalk markings can be recommended for deletion while leaving a crosswalk All marked crosswalks other than designated school open, such as when and engineering evaluation area crosswalks shall be white. All crosswalks should indicates that other measures have not been be marked using thermoplastic treated with effective and there are significant safety advantages retroreflective glass beads upon installation. The to not marking the crosswalk. Removing a marked width of a crosswalk should generally conform to crosswalk requires a public hearing under the sidewalk width, but can be wider in locations with Pedestrian Safety Act of 2000 (AB 2522). Consult high pedestrian demand or narrow sidewalks. The CVC Section 21950.5 for more details about the 30- minimum recommended crosswalk width is 10 feet. day minimum public notification requirements. CROSSWALK MARKING CROSSWALK CLOSURES PATTERNS

Closures of existing crosswalks should be avoided, To follow per latest CA MUTCD Section 3B.18. and existing closed crosswalks should be evaluated for opening, which may necessitate additional safety SCHOOL AREA CROSSWALKS measures such as traffic signal timing or signage changes. Crosswalks marked in locations directly adjoining Kindergarten through 12th grade schools in In exceptional cases, closing a crosswalk or keeping California are considered school area crosswalks and a crosswalk closed may be justified even if a must be marked in yellow. When one crosswalk is crosswalk meets the guidelines outlined elsewhere in marked in yellow, all crosswalks at the same these guidelines. Where crosswalk closures are intersection must be marked in yellow. CVC 21368 required, only one leg of an intersection should be regulates which crosswalk locations not directly closed. Closing a crosswalk with signs and barriers adjoining schools can be considered school area may be justified by such factors as heavy turn crosswalks to be marked in yellow. Yellow school volumes, poor sight distance, or very low pedestrian area crosswalks at uncontrolled approaches must be demand. The extent of inconvenience for pedestrians accompanied by SLOW SCHOOL XING pavement

87 APPENDIX C: CROSSWALK GUIDELINES Appendix C: Crosswalk Guidelines

markings in each approaching lane and appropriate crosswalks shall be used in conjunction with the R1-5 signage. Refer to Chapter 7 of the CA MUTCD and series or “Yield Here to Pedestrians” sign and located CVC Section 21368 for additional guidance. 20 to 50 feet in advance of the crosswalk adjacent to the advance yield line (preferably 25 feet). Where ADVANCE STOP AND YIELD R1-5 series signs are added, any existing R1-6 signs LINES should be removed and no new R1-6 signs added. White lane lines between the advance yield lines and Advance stop and yield lines can be a tool for the crosswalk should be removed or not repainted. improving pedestrian safety on streets with multiple Parking should be prohibited in the area between threat scenarios.8 Advance yield lines are not the advance yield line and the crosswalk. See the CA typically used for single lane approaches unless MUTCD Sections 2B.08 – 2B.11 and 3B.16 for a justified by unique conditions. Guidelines for discussion of yield lines and associated signage. advance stop and yield lines can be found under section 3B.16 of the CA MUTCD. DECORATIVE CROSSWALK

Advance stop lines are solid white lines typically 1 PAVING feet wide, extending across all approach lanes to Decorative paving treatments, including colored indicate where vehicles must stop in compliance with and/or textured concrete, asphalt or pavers, street a crosswalk, stop sign or traffic signal (per the print, Duratherm, or other similar treatments should requirements of CVC Section 377). White lane lines not be considered a safety or traffic control measure. between an advance stop line and a crosswalk Decorative crosswalk treatments are not a substitute should be removed or not repainted. Advance stop for, and should not detract from, transverse or lines may be placed in advance of a stop- or traffic continental crosswalk markings. Furthermore, signal-controlled marked crosswalk location to decorative treatments between transverse crosswalk mitigate poor crosswalk visibility, poor driver markings are not a substitute for continental compliance, and non-standard geometrics. markings, which should be used for any new or upgraded marked crosswalks. Advance yield lines consist of a single row of white triangles, extending across all approach lanes to For both continental and transverse crosswalks, the indicate where vehicles must yield in advance of an decorative markings must contrast with the visibility uncontrolled marked crosswalk location. Advance of the crosswalk markings and must be devoid of yield lines used at uncontrolled multi-lane retro-reflective properties. The FHWA Memorandum

8 A multiple threat scenario exists when one vehicle through. The pedestrian often will not be able to see stops for a pedestrian in a marked crosswalk, but a the approaching vehicle in time to avoid being hit, vehicle in the neighboring lane continues to proceed and likewise the motorist can’t see the pedestrian.

88 APPENDIX C: CROSSWALK GUIDELINES Appendix C: Crosswalk Guidelines

“MUTCD-Official Ruling 3(09)-24(I) –Application of arrangements, etc., or can otherwise attempt to Colored Pavement” dated August 15, 2013 provides communicate with any roadway user.” the following clarification on acceptable decorative treatment at marked crosswalks: When used, decorative crosswalk paving treatments should consist of durable, skid resistant materials “Examples of acceptable treatments include brick that do not cause discomfort to those who use lattice patterns, paving bricks, paving stones, setts, wheelchairs and other assistive mobility devices. cobbles, or other resources designed to simulate such When decorative crosswalk treatments supplement paving. Acceptable colors for these materials would be continental crosswalks, the underlying pavement red, rust, brown, burgundy, clay, tan or similar earth material should be asphalt or another similar tone equivalents. All elements of pattern and color for material that thermoplastic crosswalk marking these treatments are to be uniform, consistent, adhere well to. All decorative crosswalk markings will repetitive, and expected so as not to be a source of be reviewed on a case-by-case basis. See also distraction. No element of the aesthetic interior Chapter 3G of the California MUTCD for further treatment is to be random or unsystematic. No guidance on the use of colored paving materials at element of the aesthetic interior treatment can crosswalks. implement pictographs, symbols, multiple color

REFERENCES

SFMTA Crosswalk Guidelines, May 29, 2014.

State of California, Department of Transportation, Division of Traffic Operations; 2010; California Manual on Uniform Traffic Control Devices. CADOT. http://www.dot.ca.gov/hq/traffops/signtech/mutcdsupp/ca_mutcd2010.htm

US Department of Transportation, Federal Highway Administration. 2009. 2009 Manual on Uniform Control Devices, FHWA http://mutcd.fhwa.dot.gov/kno_2009.htm

Ron Van Houton, 2000. Advance Yield Markings Reduce Vehicle/Pedestrian Conflicts at Multilane Crosswalks with an Uncontrolled Approach. Mount Saint Vincent University, Center for Education and Research in Safety, Halifax. http://www.cers- safety.com/images/advanceyieldmarkings.pdf

Charles Zegeer, J. Richard Stewart et al. 2005; Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Locations; FHWA. http://www.fhwa.dot.gov/publications/research/safety/04100/index.cfm

Pedestrian Facilities Users Guide — Providing Safety and Mobility (Appendix C, Recommended Guidelines for Crosswalk Installation), FHWA 2002 http://katana.hsrc.unc.edu/cms/downloads/PedFacility_UserGuide2002.pdf

89 APPENDIX C: CROSSWALK GUIDELINES Appendix C: Crosswalk Guidelines

City of Boulder Transportation Division, 2006. Pedestrian Crossing Treatment Installation Guidelines. Prepared by Fox Higgins Transportation Group. http://www.bouldercolorado.gov/files/Transportation/Projects/Pedestrian%20Crossing%20Treat ment/pctig_jan2006_final.pdf

City of Sacramento, Public Works Department, Traffic Engineering Division. 2003. Pedestrian Safety Guidelines. Prepared by Fehr and Peers. http://www.cityofsacramento.org/transportation/dot_media/engineer_media/pdf/PedSafety.pdf

City of San Leandro, 2004. Bicycle and Pedestrian Master Plan. Prepared by Fehr and Peers. http://www.sanleandro.org/civica/filebank/blobdload.asp?BlobID=3635

City of Stockton, Public Works Department, Engineering Division. 2003. Pedestrian Safety and Crosswalk Guidelines. Prepared by Fehr and Peers. http://www.stocktongov.com/publicworks/publications/pedguidelines.pdf

Virginia Department of Transportation, Traffic Engineering Division, 2005. Guidelines for the Installation of Marked Crosswalks. http://www.virginiadot.org/business/resources/ Marked_20Crosswalks_20Final_20Guidelines_2012-14-05.pdf

City of Palo Alto, 2000. Warrants for Marked Crosswalk at Uncontrolled Intersections and Mid- block Crosswalk Guidelines. http://www.cityofpaloalto.org/depts/pln/transportation/traffic_operations/default.asp

San Francisco Municipal Transportation Agency, 2008. SFMTA High Visibility Crosswalk TETAP Study. Prepared by Fehr & Peers. http://www.westernite.org/annualmeetings/ sanfran10/Papers/Session%207_Papers/ITE%20Paper_7C-Feldman_Manzi.pdf TCRP Report 112/NCHRP Report 562, 2006. Improving Pedestrian Safety at Unsignalized Crossings.

90 APPENDIX C: CROSSWALK GUIDELINES Appendix C: Crosswalk Guidelines

91 APPENDIX C: CROSSWALK GUIDELINES Appendix D: Walking Audit Findings

APPENDIX D: WALKING AUDIT FINDINGS

Five locations among those with the highest 4. Cedro Lane between Wiget Lane and Oak prioritization scores (as defined in Chapter 6 Road (typical of a school/residential area) Implementation Plan) were the subject of walk 5. Walnut Boulevard between Walker Avenue audits during the preparation of this Plan. The walk and Walnut Heights Elementary School audit locations, and the illustrative issues, (typical of a school zone and residential opportunities, and potential solutions are presented area) in the next section. The documentation of these Each walking audit route represents one or more of efforts represents Step 1 of the Implementation the different pedestrian zones throughout the City. Cycle defined in Chapter 6. This list of priority This section summarizes the primary issues observed locations is not exhaustive and represents five high during the walking audits and indicates which priority locations in the City. The needs of these pedestrian typology zones they typify. Chapter 4, areas must be balanced with other high priority includes a broad discussion of overarching issues areas, including the Walnut Creek and Pleasant and opportunities observed throughout the walking Hill/Contra Costa Centre BART Stations. Additional audits as well as potential solution. areas known to require further study include Sierra,

Way, San Miguel Avenue, and Broadway. The City Figures D-1 through D-5 document potential also participates in multi-jurisdictional efforts that improvements along each of the walking audits to may be required for improvements such as address the issues presented in the table above. improvements in the Buena Vista Avenue area, These potential solutions were derived in Parkmead neighborhood, and the Treat Boulevard / consultation with City staff and based on field I-680 Overcrossing study area. observations along the routes and are detailed in the following sections. In April 2014, walking audits were conducted along five routes: #1 Parkside Drive between Buena Vista

1. Parkside Drive between Hillside Court and Avenue and Civic Drive/Oak Road – Civic Drive (typical of an urban core area Transit and Core Area Areas near transit) Parkside Drive is a residential two-lane roadway west 2. North Main Street between Parkside Drive and Treat Boulevard (typical of a commercial of I-680 that widens to become a four-lane roadway corridor and a parks/trail area) with multiple turn pockets near North Main Street and Lawrence Way. Parkside Drive provides regional 3. Civic Drive between Broadway and Parkside access to I-680. It also provides part of a “last-mile” Drive (typical of an urban core area, parks/trails area, and a school zone) east-west route for all modes to the Walnut Creek

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BART Station and provides a connection to Buena parking lane for installation of two-way Vista Elementary School and Walnut Creek separated bikeway on the east side on N Intermediate School. Adjacent land uses are a mix of Main Street. commercial and office space, multi-family residential  Parkside/Jones Road: Stripe crosswalk on and single-family residential. south side of Parkside with median and pedestrian activated RRFB Key issues include lack of sidewalk and bikeways  Parkside/Civic Drive: Install curb extension along Parkside in addition to limited crossings and on the intersection’s north-west corner, add high vehicles speeds. parking to the north side of Parkside Drive between Broadway and Civic to provide a The following opportunity areas were suggested: buffer between the road and sidewalk.

 Parkside Drive/Hillside Avenue: #2 North Main Street between Parkside Opportunities to add crosswalks, provide bicycle facilities, and narrow intersection Drive and Geary Road/Treat Boulevard- through bulb-outs. Commercial Corridor and Parks/Trails  Parkside Drive between Hillside and San Areas Juan Avenues: Close sidewalk gap on south side of roadway near Hillside, stripe uphill North Main Street is a four-lane arterial plus center bicycle lanes through parking removal, and turn lane with parking along both sides of the consider neighborhood traffic circles at Buna roadway. North Main Street provides a continuous Vista and San Juan Avenues. north-south connection serving many  Parkside Drive/I-680 Underpass: Install neighborhoods of Walnut Creek. It provides access pedestrian-scale lighting and public art to to I-680 at San Luis Road, Penniman Way, and Treat brighten the space and make more pleasant. Boulevard. North Main Street provides “last-mile”

 Parkside Drive/Riviera Avenue: Narrow access to both the Walnut Creek and Pleasant Hill intersection through bulb-outs, stripe a BART Stations. Trail connections are present to the ladder crosswalk with possible pedestrian- Contra Costa Canal Trail. Adjacent land uses are a activated beacon, such as either a mix of retail, commercial and office space rectangular rapid flashing beacon (RRFB) or pedestrian hybrid beacon (PHB). Key issues include wide street crossings, and lack of sidewalks, crosswalks, and bikeways in some  Parkside/N Main Street: Install gateway treatment on the median of N Main Street, locations which create an uncomfortable walking straighten south crosswalk on N Main Street, environment. Identified projects in this area should upgrade curb ramps, create loading zone in coordinate with the Treat Boulevard Feasibility Study front of hotel and consider removal of that the County is leading.

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Two additional opportunity areas were suggested: Key Issues identified in this area include narrow sidewalks, lack of transit stop amenities, and  North Main Street at Contra Costa Canal infrequent trail connections. Trail: Install median with gateway treatments and trail wayfinding signage on a Two opportunity areas were suggested: new median above the Contra Costa Canal Trail to highlight the presence of the Trail  Civic Drive/Arroyo Way: Potential for that crossing beneath North Main Street. installation of a bike boulevard street that Provide bicycle and pedestrian wayfinding to connects the BART station to the area access the Trail. around the north side of Target and the future installation of a signal to support  Uncontrolled Crosswalks along North pedestrian crossings. Main Street: Enhance crosswalks with ladder striping, flashing beacons (either RRFB or  Civic Park Parking Lot/Iron Horse Trail PHB), and curb extensions. Include median Access: Enhance connection to bridge that refuges wherever space allows or where left- provides access to the Iron Horse Trial, turn pockets are not provided. Consider reconfigure parking lot and make it more uncontrolled crosswalks at Third Avenue, legible to address pedestrian safety, Lesnick Lane, and SOS Drive. connectivity, and wayfinding.

#3 Civic Drive between North Main Street  Walnut Creek Intermediate/Iron Horse Trail Connection along Civic Drive: Widen and Parkside Drive – Core Area, sidewalks, install bus shelters and additional Parks/Trails, and School Zone Areas improvements to the transit waiting area, create a new ramped connection to the Iron Civic Drive is a four lane roadway plus turn lanes. Horse Trail, and extend the drop-off area by Civic Drive runs through the Core Area of Walnut removing red curb. Creek, which has high pedestrian demand, as well as commercial and multi-family residential areas. Civic #4 Cedro Lane between Widget Lane and Drive provides multiple access points to the Iron Oak Road – School/Residential Area Horse Trail, pedestrian and bicycle access to Walnut Creek Intermediate School, and multi-modal access Cedro Lane is a two-lane residential street running between two important connectors: Wiget Lane and to Civic Park. Civic Drive is an important north-south route from multi-family residential areas north of Oak Grove Road. It is primarily a residential street Ygnacio Valley Round to Walnut Creek Intermediate and carries multi-modal traffic to both Foothill School, downtown, Walnut Creek BART, and the Middle School and Walnut Acres Elementary School. Pedestrian Retail District. Walnut Acres primarily takes access off of Wiget Lane, which is also included in the study area.

94 APPENDIX D: WALK AUDIT FINDINGS Appendix D: Walk Audit Findings

Key Issues include lack of pedestrian and bicycle #5 Walnut Boulevard between Walker facilities, poor sightlines, the posted speed limit, Avenue and Walnut Heights Elementary prevailing speeds, and school zone markings and School – School/Residential Area signage. Walnut Boulevard is a two-lane roadway with limited Two areas of opportunity were identified: pavement width and no pedestrian facilities on either side of the roadway.  Wiget Lane and Cedro Lane Corridor: Install corridor wide traffic calming such as Key issues identified include lack of pedestrian raised crosswalks, speed tables, and speed facilities, limited visibility with horizontal and vertical feedback signs, crossing enhancements curves, and high vehicle speeds. adjacent to the schools, high-visibility school zone markings, striping and signage, and The following opportunities were identified corridor improvement of sidewalks. wide:  Cedro Lane/Oak Grove Road: Consider converting intersection to a single lane  Walnut Boulevard Corridor: Complete roundabout and reduce number of travel sidewalk connection between marked lanes on Oak Grove Road. crossings and intersections, stripe a road edgeline along wide sections of the corridor, . Key Routes to School: Stripe edgelines or and tighten up key intersections. stamped, possibly colorized asphalt with edgelines to define walkway and bikeway areas on roadways in residential

neighborhoods with a more “rural”

character.

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Figure D-1 Parkside Drive – Transit and Core Area Access (Walk Audit #1)

96 APPENDIX D: WALK AUDIT FINDINGS Appendix D: Walk Audit Findings

Figure D-2 North Main Street – Commercial and Employment Centers, Trail Access (Walk Audit #2)

97 APPENDIX D: WALK AUDIT FINDINGS Appendix D: Walk Audit Findings

Figure D-3 Civic Drive – Core Area, Parks, Trail, and School Access (Walk Audit #3)

98 APPENDIX D: WALK AUDIT FINDINGS Appendix D: Walk Audit Findings

Figure D-4 Cedro Lane – School Zone in Residential Neighborhood (Walk Audit #4)

99 APPENDIX D: WALK AUDIT FINDINGS Appendix D: Walk Audit Findings

Figure D-5 Walnut Boulevard – School Zone and Commute Corridor in Rural Context (Walk Audit #5)

100 APPENDIX D: WALK AUDIT FINDINGS