HomeMy WebLinkAboutReso 07-23 Adopting the Bicycle and Pedestrian Plan and Finding the Plan Exempt from the California Environmental Quality ActRESOLUTION NO. 07 — 23
A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF DUBLIN
ADOPTING THE BICYCLE AND PEDESTRIAN PLAN AND FINDING THE PLAN EXEMPT
FROM THE CALIFORNIA ENVIRONMENTAL QUALITY ACT
WHEREAS, on July 17, 2007, the City Council adopted the Bikeways Master Plan (2007
Bikeways Master Plan) and associated amendments to the Dublin General Plan and various
Specific Plans for consistency with the Bikeways Master Plan; and
WHEREAS, on October 7, 2014, the City Council adopted the Bicycle and Pedestrian
Master Plan (2014 Plan) that combined the update to the 2007 Bikeways Master Plan and the
City's first Pedestrian Plan into a comprehensive document that provides policies, network plans,
prioritized project lists, support programs and best practice design guidelines for bicycling and
walking in Dublin; and
WHEREAS, on October 7, 2014, the City Council also adopted amendments to the Dublin
General Plan, Eastern Dublin Specific Plan, Dublin Historic Village Area Specific Plan, Downtown
Dublin Specific Plan, and Dublin Zoning Ordinance to ensure that the text and maps remain
consistent with the 2014 Bicycle and Pedestrian Master Plan update; and
WHEREAS, Policy 1-3 of the 2014 Bicycle and Pedestrian Master Plan recommends an
update every five years to reflect best practices in bicycle and pedestrian policy and design,
changing community interests and needs, and remain eligible for Bicycle Transportation Account
(BTA) funding; and
WHEREAS, this Bicycle and Pedestrian Plan updates and replaces the City's 2014 Plan
by building upon the 2014 Plan's goals and recommendations and by using new guidance
documents. The update resulted in infrastructure, program, and policy recommendations that
support walking and biking in Dublin; and
WHEREAS, it was determined that no further amendments to the Dublin General Plan and
Specific Plans are required at this time; and
WHEREAS, the update to the 2014 Plan has been renamed the Bicycle and Pedestrian
Plan (Plan); and
WHEREAS, in accordance with the California Environmental Quality Act (CEQA) certain
projects require review for environmental impacts and, when applicable, environmental
documents to be prepared; and
WHEREAS, pursuant to the requirements of CEQA, the Plan was examined to determine
if the environmental review is required. The analysis concluded that the Plan is exempt from
CEQA review as follows (Exhibit A - CEQA Exemption Eligibility Memorandum, dated October
2022):
Reso. No. 07-23, Item 6.1, Adopted 01/10/2023 Page 1 of 3
• The Plan qualifies for the statutory exemption pursuant to Public Resource Code
Section 21080.20 Bicycle Transportation Plans because it consists of bicycle and
pedestrian transportation improvements for the urbanized City of Dublin.
• Some of the implementation measures and projects identified in the Plan are also
statutorily exempt under Public Resources Codes section 21080.25.
• In addition, the Plan and some implementation projects under the Plan qualify for the
following categorical exemptions and none of the exceptions under CEQA Guidelines
15300.2 apply: CEQA Guidelines Section 15301 Existing Facilities, CEQA Guidelines
Section 15303 New Construction or Conversion of Small Structures, and CEQA
Guidelines Section 15304, Minor Alterations to Land; and
WHEREAS, following a noticed public hearing on November 8, 2022, the City of Dublin
Planning Commission adopted Resolution No. 22-15 recommending that the City Council find that
the Plan is exempt from CEQA and that the City Council adopt the Bicycle and Pedestrian Plan,
attached here to as Exhibit B; and
WHEREAS, the City Council held a properly noticed public hearing on the Plan and CEQA
exemptions, on January 10, 2023, at which time all interested parties had the opportunity to be
heard; and
WHEREAS, the City Council did hear and consider the Plan and CEQA exemptions and
related comments and responses, all said reports, recommendations and testimony at the
hearing; and
WHEREAS, the location and custodian of the documents or other material which constitute
the record of proceedings for the Plan is the City of Dublin Public Works Department, 100 Civic
Plaza, Dublin, CA 94568.
NOW, THEREFORE, BE IT RESOLVED that the foregoing recitals are true and correct
and made a part of this Resolution.
BE IT FURTHER RESOLVED that on the basis of the findings above and the record as a
whole (including Exhibit A - the CEQA Exemption Eligibility Memo), the City Council of the City
of Dublin does hereby find that the project is exempt from CEQA and directs Staff to file the Notice
of Exemption with the Office of Planning and Research, Alameda County Clerk.
BE IT FURTHER RESOLVED that the City Council of the City of Dublin does hereby adopt
the Bicycle and Pedestrian Plan (Exhibit B).
Reso. No. 07-23, Item 6.1, Adopted 01/10/2023 Page 2 of 3
PASSED, APPROVED, AND ADOPTED this 10th day of January 2023 by the following
vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
ATTEST:
City Clerk
Councilmembers Hu, Josey, McCorriston, Qaadri and Mayor Hernandez
DocuSigned by'
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Reso. No. 07-23, Item 6.1, Adopted 01/10/2023 Page 3 of 3
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Exhibit A
Exhibit A
Dublin Bicycle and Pedestrian Plan
City Project No. ST0517
CEQA Exemption Eligibility Memorandum
prepared by
City of Dublin
100 Civic Plaza
Dublin, California 94568
Contact: Sai Midididdi, Associate Civil Engineer (Traffic)
prepared with the assistance of
Rincon Consultants, Inc.
449 15th Street, Suite 303
Oakland, California 94612
October 2022
RINCON CONSULTANTS, INC.
Environmental Scientists I Planners I Engineers
rinconconsultants.com
Table of Contents
Table of Contents
1. Introduction 1
2. Plan Location and Description 1
3. Senate Bill 288 1
4. Statutory Exemption Consistency Analysis 2
5. Additional Exemption Eligibility 3
6. Conclusion 4
7. References 4
CEQA Exemption Eligibility Memorandum
1. Introduction
Rincon Consultants, Inc. prepared this Exemption Eligibility Memorandum for the City of Dublin's
Citywide Bicycle and Pedestrian Plan Update (Plan). The purpose of this memorandum is to assess
whether the Plan meets the provisions of Public Resources Code (PRC) Section 21080.20, which
provides a Statutory Exemption from the California Environmental Quality Act (CEQA). This
exemption recognizes that CEQA does not apply to a bicycle transportation plan for an urbanized
area that includes restriping of streets and highways, bicycle parking and storage, signal timing to
improve street and highway intersection operations, and related signage for bicycles, pedestrians,
and vehicles. This memorandum also identifies other statutory and categorical exemptions that are
applicable to specific projects recommended within the Citywide Bicycle and Pedestrian Plan
Update, including PRC Section 21080.25; CEQA Guidelines Section 15301, Existing Facilities; CEQA
Guidelines Section 15303, New Construction or Conversion of Small Structures; and CEQA
Guidelines Section 15304, Minor Alterations to Land. This memorandum accompanies the Notice of
Exemption in determining the Plan qualifies for an exemption from CEQA.
2. Plan Location and Description
The Citywide Bicycle and Pedestrian Plan Update would be implemented in the City of Dublin.
Dublin is 14.59 square miles in area, located in Alameda County along 1-580, approximately 350
miles north of Los Angeles and 35 miles east of San Francisco. The City of Dublin is generally
bounded by the City of San Ramon to the north, Castro Valley to the west, the City of Pleasanton to
the south, and the City of Livermore to the east.
The Plan would update the City of Dublin's 2014 Citywide Bicycle and Pedestrian Master Plan and
would reflect current conditions and changes in community demographics, the physical
environment, and public policy. The Plan would reflect a comprehensive citywide effort to guide,
prioritize, and implement a network of quality bicycle and pedestrian facilities to improve mobility,
connectivity, public health, physical activity, and recreational opportunities. The Plan would also
assess existing system conditions, analyze community needs, and evaluate demographic data.
3. Senate Bill 288
Senate Bill (SB) 288, signed into law at the end of the 2020 legislative session, facilitates projects
that broaden California's development of sustainable transportation facilities through streamlining
of CEQA review requirements. Specifically, SB 288 amends PRC Section 21080.20, which exempts
bicycle transportation plans (including those with pedestrian improvements) for urbanized areas, to
extend exemption eligibility through the end of 2029. SB 288 also repeals the requirement for lead
agencies to conduct traffic and safety impact assessments. Lead agencies must file a notice of
exemption when pursuing the exemption for one of these project types.
SB 288 also added CEQA exemptions under PRC Section 21080.25 for the following project types:
pedestrian and bicycle facilities, transit prioritization, conversion of roadways to bus -only lanes,
expansion of bus or light rail service, charging stations for zero -emission transit buses, or projects
that reduce minimum parking requirements. This exemption expires at the end of 2022 but may be
replaced by SB 922, which would extend CEQA exemptions under PRC Section 21080.25 until the
end of 2029. SB 922 was enrolled in August 2022 but has not yet been signed into law. PRC Section
1
Exemption Eligibility Memorandum
Citywide Bicycle and Pedestrian Master Plan Update
21080.25 specifically details exemptions for new pedestrian and bicycle facilities including, but not
limited to, bicycle parking, bicycle sharing facilities, and bikeways, as long as certain conditions are
met. Therefore, individual projects recommended within the Plan would be further eligible for
statutory exemption from CEQA at the project level under PRC Section 21080.25, should SB 922 be
signed into law.
4. Statutory Exemption Consistency Analysis
The Plan qualifies for the SB 288 exemption under PRC Section 21080.20 as a bicycle and pedestrian
transportation plan for an urbanized area. A bicycle transportation plan exempt from CEQA must be
in conformance with the requirements of SB 288, as articulated in PRC Section 21080.20. The
following analysis assesses how the Plan meets each of the SB 288 stipulations.
(1) The plan is located in an urbanized area.
The term "urbanized area," as defined by the general CEQA classification in PRC Section 21071, is an
incorporated City that either has a population of at least 100,000 persons or has a population of less
than 100,000 persons if the population of that city and not more than two contiguous incorporated
cities combined equals at least 100,000 persons. The City of Dublin is an incorporated city with a
population of 72,932 in 2022 (California Department of Finance 2022). The City of Pleasanton is also
an incorporated city, is contiguous with the City of Dublin, and has a population of 77,609 in 2022.
The City of Dublin and the City of Pleasanton are two contiguous incorporated cities with a
combined population of approximately 150,541 in 2022. Therefore, the Plan meets this
requirement.
(2) The plan consists of restriping of streets and highways, bicycle parking and storage, signal timing
to improve street and highway intersection operations, and related signage for bicycles,
pedestrians, and vehicles.
The Plan contains approximately 125 recommended projects that primarily focus on the restriping
of streets and highways; signage for bicycles, pedestrians, and vehicles; and signal timing to improve
intersection operations. Therefore, the Plan meets this requirement.
(3) The lead agency shall hold one noticed public hearing in the area affected by the bicycle
transportation plan to hear and respond to public comments prior to determining that a project
is exempt. The notice must be published in a newspaper of general circulation in the area
affected by the proposed project.
The Draft Plan, the Plan's Design Guidelines, and the Staff Report were made available to the public
through the City of Dublin website when the Draft Plan was taken to the Dublin City Council as an
informational item on August 16, 2022. Furthermore, the Draft Plan was sent via email on
September 8, 2022, to parties who signed up for notification through the Dublin Outreach website
(dublinbikeped.org) and the City's Notifyme system. The Draft Plan was posted on the City of
Dublin's social media channels (NextDoor, Facebook, Instagram, and Twitter) on September 12,
2022. The Draft Plan was also presented to Parks and Community Services Commission on
September 19, 2022. In addition, the Plan will be considered at a noticed public hearing by both the
Planning Commission and the Dublin City Council, where members of the public will have an
opportunity to comment. Therefore, the Plan meets this requirement.
5. Additional Exemption Eligibility
Some trail and trail connection projects recommended in the Plan may not fall within the project
types described under PRC Section 21080.20. However, most of these projects are located within
existing paved areas and rights -of -way, would be built out with other proposed development
projects requiring independent environmental review, and/or would be undertaken by a different
lead agency., Many of these projects would be eligible for a categorical exemption at the project
level, as described below. In addition, two projects (bicycle and pedestrian bridge over the Alamo
Canal at Civic Plaza and bicycle and pedestrian connection to Alamo Canal and Iron Horse Trail at
Sierra Court Cul-de-sac (T-8 and C-3)) recommended in the Plan identify specific projects for future
study. These projects are unfunded, are not included in the City's current Capital Improvement
Program (CIP) and would require independent environmental review after future study and project
design, prior to implementation. Furthermore, Project C-2 (Iron Horse Trail Dublin Boulevard
Overcrossing Project) is not listed in the exemption criteria but was previously approved following
CEQA review (State Clearinghouse No. 2012062009) and is currently under construction.
CEQA Guidelines Section 15301 Existing Facilities
CEQA Guidelines Section 15301 details Class 1 exemptions that consist of the operation, repair,
maintenance, permitting, leasing, licensing, or minor alteration of existing public or private
structures, facilities, mechanical equipment, or topographical features. These projects must involve
negligible or no expansion of existing or former use. Examples of projects eligible for a Class 1
exemption under subsection (c) include, but are not limited to, existing highways and streets,
sidewalks, gutters, bicycle and pedestrian trails, and other similar alterations that do not create
additional automobile lanes. The addition of trails and trail connections to existing roadways, trails,
and paths would be eligible for exemption under CEQA Section 15301(c), as such projects would
constitute negligible expansion of existing use and would not create additional automobile lanes.
CEQA Guidelines Section 15303 New Construction or Conversion of Small
Structures
CEQA Guidelines Section 15303 details Class 3 exemptions for projects that consist of construction
and location of limited numbers of new, small facilities or structures; installation of small new
equipment and facilities in small structures; and the conversion of existing small structures from one
use to another where only minor modifications are made in the exterior of the structure. Examples
of projects eligible for a Class 3 exemption under subsection (d) include, but are not limited to,
water main, sewage, electrical, gas, and other utility extensions, including street improvements, of a
reasonable length to serve such construction. The addition of some trail connections would be
eligible for exemption under CEQA Section 15301(d), as they would consist of the construction of a
limited number of new small street improvements.
CEQA Guidelines Section 15304 Minor Alterations to Land
CEQA Guidelines Section 15304 details Class 4 exemptions that consist of minor public or private
alterations in the condition of land, water, and/or vegetation which do not involve removal of
healthy, mature, scenic trees except for forestry or agricultural purposes. Examples of projects
eligible for a Class 4 exemption under subsection (h) include, but are not limited to, the creation of
bicycle lanes on existing rights -of -way. Many of the trail projects recommended in the Plan would
3
Exemption Eligibility Memorandum
Citywide Bicycle and Pedestrian Master Plan Update
take place within existing rights -of -way and would therefore be eligible for exemption under CEQA
Section 15304(h).
6. Conclusion
Based on the analysis documented in this memorandum, the proposed Citywide Bicycle and
Pedestrian Plan Update would meet the requirements for an exemption from CEQA. Therefore, it is
concluded that the Plan is statutorily exempt from CEQA pursuant to PRC Section 21080.20.
Recommended projects within the Plan that do not fall strictly within the project types described
under PRC Section 21080.20 include feasibility studies, a project previously approved following
CEQA review, projects that would be statutorily exempt from CEQA pursuant to PRC Section
21080.25, and projects that would be categorically exempt from CEQA pursuant to CEQA Guidelines
Section 15301, Existing Facilities, CEQA Guidelines Section 15303, New Construction or Conversion
of Small Structures, and CEQA Guidelines Section 15304, Minor Alterations to Land. Such projects
would be subject to independent environmental review prior to implementation.
7. References
California Department of Finance (DOF). 2022. "Population Estimates for Cities, Counties, and the
State - January 1, 2021 and 2022"
https://dof.ca.gov/forecasting/demographics/estimates/estimates-e4-2010-2020/
(accessed September 2022).
California Legislative Information. 2020. SB-288 California Environmental Quality Act: exemptions:
transportation -related projects. Published September 30, 2020.
https://Ieginfo.Iegislature.ca.gov/faces/billNavClient.xhtml?bill id=201920200SB288
(accessed September 2022).
CITY OF DUBLIN
Melissa Hernandez (Mayor)
Jean Josey (Vice Mayor)
Shawn Kumagai (Councilmember)
Sherry Hu (Councilmember)
Michael McCorriston (Councilmember)
Pratyush Bhatia, Transportation
and Operations Manager
Sai Midididdi, Project Manager and
Associate Civil (Traffic) Engineer
Laurie Sucgang, Assistant
Public Works Director
Andrew Russell, Public Works Director
Bridget Amaya, Parks & Community
Services Assistant Director
Hazel Wetherford, Economic
Development Director
John Stefanski, Assistant to the City Manager
Michael P. Cass, Principal Planner
Kristie Wheeler, Assistant Community
Development Director
E
CONSULTANT TEAM
Kittelson & Associates —Amanda
Leahy, AICP; Laurence Lewis, AICP;
Camilla Dartnell; Mike Alston, RSP
Winter Consulting —Corinne Winter
TECHNICAL ADVISORY
COMMITTEE
Chris Stevens, Dublin Unified School District
Kevin Monaghan, Dublin Police Services
Bonnie S. Terra, Alameda
County Fire Department
Lisa Bobadilla, Transportation Division
Manager at City of San Ramon
Cedric Novenario, Senior Traffic
Engineer at City of Pleasanton
Julie Chiu, Associate Civil Engineer
at City of Livermore
Andy Ross, Assistant Planner
at City of Livermore
Christopher Marks, Associate
Transportation Planner at Alameda CTC
Sergio Ruiz, Branch Chief for Active
Transportation at Caltrans
Jake Freedman, East Alameda County
Liaison at Caltrans District 4
Mariana Parreiras, Project Manager at BART
Cyrus Sheik, Senior Transit Planner at
Livermore/Amador Valley Transit Authority
Chloe Trifilio, CivicSparks Fellow
ALAMEDA CTC BICYCLE
AND PEDESTRIAN
ADVISORY COMMITTEE
Matt Turner (Chair), Castro Valley
Kristi Marleau (Vice Chair), Dublin
David Fishbaugh, Fremont
Feliz G. Hill, San Leandro
Jeremy Johansen, San Leandro
Howard Matis, Berkeley
Dave Murtha, Hayward
Chiamaka Ogwuegbu, Oakland
Nick Pilch, Albany
Ben Schweng, Alameda
2 City of Dublin
DRAFT
TABLE F NTENT
Acknowledgments 2
Executive Summary 4
1. Introduction 17
2. Community & Stakeholder Engagement 35
3. Walking & Biking in Dublin Today 44
4. Recommended Bicycle &
Pedestrian Networks 77
5. Recommended Programs,
Policies, and Practices 95
6. Implementation Strategy 106
Glossary 122
Appendix
DRAFT
Bicycle and Pedestrian Plan 3
XEUTIVE SUMMARY
THE NEED FOR A BICYCLE
AND PEDESTRIAN PLAN
In Dublin, residents and visitors walk and bike for
transportation and recreation. People walking and biking
are vulnerable road users, and the City needs a connected
network of quality infrastructure and amenities to support
safe travel by these sustainable modes. Walking and biking
for transportation improves health and well-being and
provides numerous environmental and economic benefits.
The City of Dublin's Bicycle and Pedestrian Plan
(Plan) is a critical planning, policy, and implementation
document that supports City efforts to improve
safety and attractiveness of biking and walking as a
means of transportation and recreation. This Plan
builds on, updates, and replaces the 2014 Dublin
Bicycle and Pedestrian Plan (2014 Plan) and makes
recommendations for infrastructure, programs, and
policies that support walking and biking in Dublin.
VISION
STATEMENT
The City of Dublin is a vibrant
place where walking and biking are
safe, comfortable, and convenient
ways to travel. In Dublin, walking
and biking connects individuals,
inclusive of all ages and abilities,
to local and regional destinations.
4 City of Dublin
DRAFT
AT,
Enhance Safety
Prioritize safety
in design and
implementation
of walking and
biking facilities.
•
Increase Walking
and Biking
Support biking
and walking as
attractive modes of
transportation.
i
Aim
Improve
Connectivity
Develop a bicycle and
pedestrian network
that provides well-
connected facilities
for users of all ages
and abilities.
Enhance
Accessibility
Utilize principles
of universal design
to make biking and
walking a viable
transportation
option for all,
including people
with disabilities.
Prioritize
Investments
Maintain sufficient
funding to provide
for existing and future
bicycle and pedestrian
needs, including
supporting programs
and operation and
aintenance. Leverage
biking and walking
projects to promote
economic activity and
social equity outcomes
among people of all
ages and abilities.
DRAFT
Bicycle and Pedestrian Plan 5
PR CESS
Project
Initiation
FALL 2020
Network Recommendations
& Implementation Plan
LATE 2021
Baseline Inventory
& Needs Analysis
EARLY 2022
?lo
Draft Plan
Public Participation via In Person Events and Workshops
ORGANIZATION
The Plan document is organized
in the following chapters:
1. INTRODUCTION —
Outlines the project's
background, vision, planning
process, timeline, and goals.
2. COMMUNITY
& STAKEHOLDER
ENGAGEMENT —
Summarizes the approach
to, and findings from,
community and stakeholder
engagement activities.
3. WALKING & BIKING
IN DUBLIN TODAY —
Maps and analyzes physical
and socioeconomic conditions
applicable to improving walking
and biking in Dublin. Evaluates
bicycle level of traffic stress,
collision history, high injury
streets, and other barriers
to walking and biking.
4. RECOMMENDED
BICYCLE & PEDESTRIAN
NETWORK —Summarizes the
approach to developing network
recommendations and presents
the recommended citywide
bicycle and pedestrian network.
Final Plan &
Environmental Review
SUMMER 2022
5. RECOMMENDED
PROGRAMS, POLICIES, &
PRACTICES —Summarizes
the approach to developing non -
infrastructure recommendations
and presents the program and
policy recommendations.
6. IMPLEMENTATION
STRATEGY —Summarizes the
prioritization framework and
presents a tiered list of projects
for implementation that considers
resource availability and
funding opportunities. Presents
cost estimates and identifies
potential funding sources for
these recommendations.
WINTER
2022
7. LOOKING AHEAD —
Recaps key findings from prior
chapters and discusses next
steps for Plan implementation.
8. TECHNICAL
APPENDIX —Includes
bicycle and pedestrian
facility design guidelines
and provides memorandums
documenting technical analysis
and engagement activities.
6 City of Dublin
DRAFT
•
COMMUNITY &
STAKEHOLDER
ENGAGEMENT
At the outset of the planning
process, a community
engagement plan was created
to outline activities, methods,
and tools that would be used
for public and stakeholder
engagement. Due to the outbreak
of the coronavirus pandemic
and subsequent stay-at-home
orders, the community and
stakeholder engagement effort
included digital outreach.
In -person events were held
when it was safe to do so.
For more, see
Chapter 2.
Project
Start
Go
Online
Workshop &
FAQ Live
SEP 2, 2020
Stakeholder
Meetings
APR —MAY 2021
ittb
BPAC #1
SEP 17, 2020
•
Alamo Creek
Trailhead
it Pop -Up
MAY 27, 2021
Farmers'
Market Pop -Up
MAY 25, 2021 • OD'
BPAC #2
MAY 25, 2021
id t
ST PATRICK'S
DAY POP-UP
MAR 12, 2022
•
(.;' 0
BPAC #4
FEB 24, 2022
BPAC #3
OCT 21, 2021
CC Aproval
Project
End
PC
Nov 8 2022
tts)
BPAC #5
JUL 21, 2022
2020 2021 1— 2022
Q1 I Q2 I Q3 I Q4 I Q1 I Q2 I Q3 I Q4 I Q1 I Q2 I Q3 I Q4
PROJECT WEBSITE
101 1.1
TAC #1 TAC #2
MAR 4, 2020 SEP 15, 2020
IAA
TAC #3
JUN 3, 2021
BPAC - Bicycle & Pedestrian Advisory Committee
TAC - Technical Advisory Committee
CC - City Council
PC - Planning Commission
Parks - Parks Commission
Public
Survey
MAY - SEP 2021
IAA
TAC #4
MAR 15, 2022
Parks
Sept. 19, 2022
CC
August 16, 2022
DRAFT
Bicycle and Pedestrian Plan 7
WALKING & BIKING IN DUBLIN TODAY
DUBLIN DEMOGRAPHIC SNAPSHOT
O 0 Dublin
Population
cr I 9
Dublin Population by Age
8%
15-24
35%
25-44
*rounded
Source: US Census American Community Survey 5 year Estimates (2015-2019)
4%
BLACK/
AFRICAN
AMERICAN
<1% Hispanic
or Latino/a/x
2+ RACES
1.1 % Hispanic
or Latino/a/x
39%
WHITE
6.5% Hispanic
or Latino/a/x
Dublin Population by
Race/Ethnicity
111
1%
FILIPINO
5% -
VIETNAMESE -
5% -
KOREAN
1%
• OTHER
• ORIGINS
•
2%
OTHER
1.6% Hispanic
or Latino/a/x
<1%
AMERICAN
INDIAN AND
ALASKA NATIVE
<1% Hispanic
or Latino/a/x
49% •
•
ASIAN .
<1% Hispanic or •
Latino/a/' x
28%
CHINESE
(EXCEPT •
TAIWANESE) •
•
48%
ASIAN-INDIAN
•
•
•
•
•
•
•
8 City of Dublin
DRAFT
Commute Snapshot
0"41 e"*1
DRIVE ALONE
115%
TAKE PUBLIC TRANSIT,
CAR SHARE (E.G.,
GETAROUND, TURO),
TRANSPORTATION
NETWORK COMPANY
(E.G., LYFT, UBER),
ORATAXI
CARPOOL
2%
EITHER WALK
OR BIKE
2015-2019 American Community Survey data
MORE THAN
9
DUBLINERS
COMMUTE OUTSIDE
THE CITY FOR WORK
3%
OF HOUSEHOLDS
IN DUBLIN DO NOT
OWN A VEHICLE
Others worked from home or took other modes to work
DRAFT
Bicycle and Pedestrian Plan 9
PROGRAM AND
POLICY NEEDS
• Additional resources,
including staff dedicated
to active transportation.
• Updated design guidance
and standards to incorporate
the innovations and changes
since the 2014 Plan.
• Enhanced coordination
across departments.
• Clearer processes and
stronger policies related
to pedestrian and bicycle
project maintenance, design
review, and implementation.
SAFETY AND
COMFORT
COLLISION ANALYSIS
FINDINGS
• 68 bicycle -involved collisions
over the 6-year period; 3 fatal
and severe injury collisions.
• 81 pedestrian -involved
collisions over the 6-year
period; 12 fatal and
severe injury collisions.
• People 15-24 years old
are overrepresented in
pedestrian and bicycle
collisions. They represent
25% and 18% of pedestrians
and bicyclists involved in
collisions, but make up just
8% of the city's population
• 62% of the pedestrian
collisions occurred on just
8.4 miles of roadway that
comprise the pedestrian high
injury network (see Figure 25)
• 62% of the bicycle collisions
occurred on just 6.7 miles
of roadway that comprise
the bicycle high injury
network (see Figure 26).
BICYCLE LEVEL OF
STRESS ANALYSIS
• Low -stress on -street
facilities are typically local
residential streets without
dedicated bicycle facilities.
• Arterial streets, such as
Dublin Boulevard, are
typically higher -stress due
to high vehicular speeds,
high traffic volumes, or
multiple travel lanes.
• Sidepaths can be high stress
or low stress, depending on
path width, shoulder width,
and presence of wayfinding.
• Only 37 percent of collectors
and 7 percent of arterials in
Dublin are low stress. Many
businesses and services are
located on or near collectors,
and these desintations can
only be accessed with some
travel along or across the
collectors or arterials.
For more, see
Chapter 3.
Figure 1. Miles of Bikeway Stress by Functional Classification
LOW STRESS
STREETS
HIGH
STRESS
STREETS
11
0 30
Arterial Streets
Collector Streets
Residential Streets
60 90 120 150
Miles
*Miles do not include paths.
10 City of Dublin
DRAFT
WALKING AND BIKING ACCESS
SCHOOLS
Cottonwood Creek School, Dougherty Elementary,
and Kolb Elementary exhibit the highest
estimated walk access with around 36 percent
of students living within a 10-minute walk.
Access points on high -stress streets create a barrier and
reduce the likelihood of students to bike to school.
• Dublin High, • Murray Elementary,
and
• Frederiksen
Elementary, • Wells Middle School.
BART
Approximately 11 percent of Dublin residents are
within a 15-minute walk of either the Dublin/
Pleasanton or West Dublin BART stations.
Less than one percent of "interested and concerned"
bicyclists have a low -stress bicycle route to BART.
JOB CENTERS
Access to job centers is limited by the distance
between employment and residential uses.
Job centers are located on high -stress
streets, which currently limit safe and
comfortable bicycle access to these sites.
PARKS
Almost 62 percent of residents live within
a 15-minute walk of a park.
Table 18. Pedestrian Typology
Age
Typology
Walking
Characteristics
Under 14
Youth
Limited by multilane crossings
14 to
55
Teenage and
Working Age
Adults
Strong and capable, but still limited by sidewalk
gaps, unsi:naIized crossings at major roads, and
absence o= midblock crossings
Over 55
Aging
The limits experienced by young adults and
adults and further limited by the absence of curb
ramps or long multilane crossings
Figure 2. Bicyclist Typology
Low Stress
Tolerance
27.6%
58.1%
ENTHUSED AND
CONFIDENT
10.1%
High Stress
Tolerance
SHARE OF ADULT (18+) POPULATION WITHIN CITY OF DUBLIN
Nearly 42 percent of residents have a low -stress bicycle route to a park.
For more, see Chapter 3.
4.3%
DRAFT
Bicycle and Pedestrian Plan 11
NETWORK
RECOMMENDATIONS
BICYCLE FACILITIES
The recommended new facilities
include the following:
Shared Lane
(Class I): 12.8 miles
Standard or Buffered
Bicycle Lane
(Class II): 19.9 miles
With Shared Lane
(Class III): 12.4 miles
Separated Bicycle Lane
(Class IV): 10.4 miles
For more,
see Chapter 4.
PEDESTRIAN
FACILITIES
The recommended pedestrian
and bicycle networks were
developed in tandem using a
complete street approach. A
suite of pedestrian treatments
is recommended along project
corridors so that when concept
designs are developed, bicycle
and pedestrian improvements
can be planned, designed, and
implemented at the same time.
Pedestrian improvements include:
• consistent sidewalk
• buffers with street trees
and green stormwater
infrastructure
• high -visibility crosswalks
• accessible curb ramps
• curb extensions
• reduced corner radii
• signal improvements
SPOT IMPROVEMENTS
Intersections and mid -block
locations in the city with
relatively high collision frequency
and severity relative to the rest of
the network have been prioritized
for safety enhancements.
The recommendations for
this Plan include 16 freeway
modernization improvements,
33 intersection improvements,
and 5 crossing improvements.
For more,
see Chapter 4.
12 City of Dublin
DRAFT
PROGRAM AND POLICY RECOMMENDATIONS
•
Y
AK Y
Coordination and
Collaboration
Data Collection
Design
4
Emerging
Technologies
Funding and
Implementation
Operations and
Maintenance
Promotion and
Encouragement
Supporting
Infrastructure and
Amenities
For more,
see Chapter 5
DRAFT
Bicycle and Pedestrian Plan 13
IMPLEMENTATION STkpii i U
_o
°
° PRIORITIZATION
° FACTORS
Table 1. Prioritization Factors and Variables
FACTOR
VARIABLE
Safety
High -Injury Corridors
Social Equity Youth and Senior Population
Connectivity
Demand Analysis
Proximity to Schools
Quality of
Service
Bicycle Level of
Traffic Stress
Sidewalk Gaps
Major
Barriers
Freeway Crossings
Consistency
with Past
Planning
Previously Identified
Projects
Ci
ESTIMATES
TIER I
Near -Term Project Cost
$21,085,000 -
$27,589,000
TIER II AND TIER III
Long Term Investment Cost
$82,250,000-
$186,580,000
For more, see
Chapter 6.
PRIMARY
FUNDING SOURCES
Active transportation projects in Dublin have typically
been funded through a combination of ballot measure
monies (e.g., Alameda County Measure B, BB, and
Measure RR), the City General Fund, the Road
Maintenance and Rehabilitation Account, developer -
funded projects, and transportation impact fees,
with some funding from state, regional, and federal
grants. The Bipartisan Infrastructure Law (BIL)
or Infrastructure Investment and Jobs Act (IIJA),
signed into law in November 2021, established more
than two dozen competitive grant programs for
infrastructure initiatives. These discretionary grants
and other funding sources are described in Chapter 6.
FUNDING IDENTIFIED IN
CAPITAL IMPROVEMENT
PROGRAM (2022-2027)
$1,879,684
for citywide bicycle and pedestrian projects.
$12,147,565
for street resurfacing.
14 City of Dublin
DRAFT
Figure 3. Recommended Projects and Existing Facilities
Locations with identified proposed segment projects may also
include pedestrian improvements such as consistent sidewalks,
buffers with street trees and/or green stormwater infrastructure,
high -visibility crosswalks, accessible curb ramps, curb
extensions, reduced corner radii, and signal improvements.
Refer to Table 6 for detailed project descriptions.
Proposed Point Project
• Spot Improvement
Parks Reserve Forces
Training Area
STH ST
]IH ST
n Biddle
ark
Duel
sceraTT
BROOEP
Proposed Segment Project
Shared Lane (Class III)
Bike Lane (Class IIA)
Buffered Bike Lane (Class IIB)
Complete Streets Study: Separated
Facility (Class I or Class IV)
Complete Streets Study: Consider
Improvements to Existing Sidepaths
Class I Path Project
Existing Facility
Shared Lane (Class III)
Bike Lane (Class IIA)
Buffered Bike Lane (Class IIB)
Existing Class IA Shared Use Path
Existing Class IB Sidepath
I I
151
Schools
BART Stations
Parks
DRAFT
Bicycle and Pedestrian Plan 15
1. INTR i DU
This chapter introduces the
project, including its background
and need, and sets the stage
for the analysis, findings, and
recommendations detailed
in subsequent chapters.
ABOUT THE PLAN
The City of Dublin's Bicycle
and Pedestrian Plan is a
critical planning, policy, and
implementation document
that supports the City's
efforts to improve the safety
and attractiveness of biking
and walking as a means of
transportation and recreation.
This Plan updates and replaces
the City's 2014 Plan by
building upon the 2014 Plan's
goals and recommendations
and by using new guidance
documents. The update
will result in infrastructure
and program and policy
recommendations that support
walking and biking in Dublin.
TI i'N
THE 2014
BICYCLE AND
PEDESTRIAN
MASTER PLAN
The 2014 Bicycle and Pedestrian
Plan, and the following six
goals included in the 2014
Plan, provides a baseline
for the updated Plan.
2014 GOALS
Goal 1: Support bicycling and
walking as practical, healthy,
and convenient alternatives to
automobile use in Dublin.
Goal 2: Implement a well-
connected active transportation
system to attract users of
all ages and abilities.
Goal 3: Incorporate the needs
and concerns of bicyclists and
pedestrians in all transportation
and development projects.
5. PROPOSED BICYCLE & PEDESTRIAN NETWORKS
DU
CITY OF DUBLIN
BICYCLE AND PEDESTRIAN
MASTER PLAN
Duel
Adopted by the vCounui on October],
Goal 4: Support infrastructure
investments with targeted
bicycle and pedestrian education,
encouragement, enforcement,
and evaluation programs.
Goal 5: Maximize multi -
modal connections in the
transportation network.
Goal 6: Improve bicycle and
pedestrian safety citywide.
NEW GUIDANCE
Since the 2014 Plan was
adopted, bicycle and pedestrian
planning and design guidance
and standards have evolved to
include innovative treatments
and guidance from local and
national agencies. Best -practice
documents should be considered
when implementing any bicycle
and pedestrian facility. The
latest versions of best -practice
design guides developed by
outside sources should be
DRAFT
Bicycle and Pedestrian Plan 17
consulted regularly to ensure
information is up to date.
Relevant guidance includes:
• California Manual on
Uniform Traffic Control
Devices (2018)
• Federal Highway
Administration (FHWA)
Bikeway Selection
Guide (2019)
• FHWA Achieving
Multimodal Networks:
Applying Design
Flexibility and Reducing
Conflicts (2016)
• AC Transit Multimodal
Corridor Design
Guidelines (2019)
• National Association of City
Transportation Officials
(NACTO) Urban Bikeway
Design Guide (2014)
• NACTO Transit Street
Design Guide (2016)
• NACTO Urban Street
Stormwater Guide (2016)
Relevant documents and
additional guidance is
presented in the Design
Guide (appendix D).
PROGRESS SINCE
THE 2014 PLAN
Since the 2014 Plan's adoption,
the City and developers have
built 10.8 miles of the 2014
proposal of 35.3 miles of
bikeways. They have built
seven of the 25 recommended
pedestrian projects, and two
more are in progress. The
infrastructure inventory is
presented in Figure 4. This
Plan update reevaluates
recommendations and carries
forward relevant projects
from the 2014 Plan.
RELATIONSHIP TO
OTHER PLANS
Federal, state, and local agencies
develop policies and publish
plans to guide investment and
set transportation priorities.
Understanding how these plans
and policies relate and fit together
helps ensure recommendations
are consistent with and build
on prior planning efforts. This
section describes relevant plans
and policies. Table 2 presents
what aspects of the most relevant
existing policy and planning
documents were used to guide
this Plan's policies and projects.
FEDERAL POLICIES
USDOT Policy Statement
on Bicycle and Pedestrian
Accommodation Regulations
and Recommendations.
In 2010, the United States
Department of Transportation
(USDOT) issued a policy
directive in support of walking
and bicycling. The policy
encouraged transportation
agencies to go beyond minimum
standards and fully -integrate
active transportation into
projects. As part of the statement,
the USDOT encouraged
agencies to adopt similar policy
statements in support of walking
and bicycling considerations.
Americans with Disabilities
Act —The Americans with
Disabilities Act (ADA) Title III
is legislation enacted in 1990 that
provides thorough civil liberties
protections to individuals with
disabilities with regards to
employment, state and local
government services, and access
to public accommodations,
transportation, and
telecommunications. Title III of
the Act requires places of public
accommodation to be accessible
and usable to all people,
including people with disabilities.
18 City of Dublin
DRAFT
Figure 4. Infrastructure Inventory
s INFRASTRUCTURE INVENTORY
DUBLIN
CALIFORNIA The 2014 Dublin Bicycle and Pedestrian Plan produced a suite of infrastructure recommendations, including the following:
WALKING NETWORK PROJECT TYPES
A recommended walking network consisting
of five main improvement types:
AmINTERSECTION
CROSSING
TREATMENTS
ij SIGNAL
MODIFICATIONS
4 SIDEWALK REMOVE
A IMPROVEMENTS J. f BARRIERS
ADA
V IMPROVEMENTS
Signalized Tassajara Creek trail crossing at Central Parkway.
The 2014 Plan recommended Tassajara Creek crossing
locations at Dublin Boulevard which have not yet been built.
III
k4%
•
24 pedestrian
infrastructure
projects
BIKEWAY NETWORK PROJECT TYPES
A recommended bikeway network with
the following intended focus:
CONNECTIONS TO KEY ACTIVITY CENTERS
COMFORT AND LOW LEVEL OF STRESS
CONNECTIONS TO REGIONAL TRAIL SYSTEM
CONNECTIONS TO ADJACENT CITIES
Class IIA bike lane along Tassajara Road,
which was proposed in the 2014 Plan.
83 bikeway
infrastructure
projects, totaling
35.3 miles
DRAFT
Bicycle and Pedestrian Plan 19
PROGRESS:
Pedestrian projects proposed and built, by project type
PEDESTRIAN IMPROVEMENT TYPE
PROPOSED
BUILT
IN PROGRESS
+ Intersection crossing treatments
12
2
0
71 Sidewalk improvements
2
0
1
L- ADA improvements
6
1 0
Signal modifications
4
1 0
T"f Remove Barriers
3
3 1
Wayfinding signage
1
0 0
Total
28
7 2
Some projects included multiple types and are double or triple counted into all relevant categories.
Bicycle facilities proposed and built, by mileage
Built To be Built by City
To be Built by Developer
10
8
6
4
2
0
9.2
4.8
4.0
3.3
0.8 0.8
Class IIIA
Class IIA
Class IIB
Proposed mixed facilities are listed by their highest proposed class (e.g., Class IIAIIIIA is listed as Class IIA)
2.7
5.4
Class I
2.4
To be Built
by City
To be Built
by Developer
20 City of Dublin
DRAFT
Figure 5. 2014 Plan Proposed Bikeway Facilities
Proposed Bikeways, Built
Class I
Class IIA
Class IIB
Proposed Bikeways, Not Built
▪ • Class
▪ • Class IIA
▪ • Class IIB
▪ • ClasslllA
0
J)
I Mile 0
Pedestrian Intersection/Crossing Project
• Not Built
• Built
Pedestrian Corridor Projects
Not Built
In Progress
Built
�nArIaN4
DUBLIN BL
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.� ♦ ■'-‘,,•
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• S L •,y,, ■�ERB.�VI DUBLIN: ■ • • •�,
0 0 9Ni �� = civic Plozg +♦ . RLc.r crl�� i ■ ■ Oar I: w� . r •-�'•`.lyr•
• a
DRAFT
Bicycle and Pedestrian Plan 21
Table 2. Relevant Plans and Policies
Plan
Bicycle Pedestrian
Policies Policies
TATE AND REGIONAL PLANS AND POLICIES
Relevance to Current Plan
Facility/
Network Maps
Project
Design Recommendations Program
Guidelines or Concept Recommendations
Designs
California Green Building Code
Caltrans Toward an Active California (2017)
Caltrans District 4 Bike Plan (2018)
Caltrans District 4 Pedestrian Plan (2020)
•
•
Alameda Countywide Active Transportation
Plan (2019)
•
Metropolitan Transportation Commission
(MTC) Plan Bay Area 2050 (2021)
•
MTC Active Transportation Plan (in
progress, anticipated 2022)
•
East Bay Regional Parks District Master
Plan (2013)
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
LOCAL CITY PLANS AND POLICIES
Local Roadway Safety Plan (in progress,
anticipated 2022)
•
Americans with Disabilities Act Transition
Plan (in progress, anticipated 2022)
•
•
22 City of Dublin
DRAFT
Relevance to Current Plan
Plan Project
Bicycle Pedestrian Facility/ Design Recommendations Program
Policies Policies Network Maps Guidelines or Concept Recommendations
Designs
'LOCAL CITY PLANS AND POLICIES CONTINUED
Mk
Streetscape Master Plan (2009)
•
Complete Streets Policy (City Council
Resolution 199-12) (2012)
•
•
Dublin Boulevard Bikeway Corridor and
Connectivity Studies (2013)
•
•
Pedestrian Safety Assessment (2014)
•
Bicycle and Pedestrian Plan (2014)
•
•
•
•
•
•
General Plan Land
Use & Circulation
(2014)
Circulation & Scenic
Highways Element
•
•
Schools, Public Lands, &
Utilities Element
•
•
Parks and Recreation Master Plan (2022)
•
Iron Horse Regional Trail Feasibility Study
(2017)
.
Traffic Safety Study Update (2018)
'
Climate Action Plan 2030 and Beyond (2020)
•
•
Downtown Streetscape Master Plan (2020)
•
DRAFT
Bicycle and Pedestrian Plan 23
Plan
Bicycle
Policies
Pedestrian
Policies
Relevance to
Facility/
Network Maps
Current Plan
Design
Guidelines
Project
Recommendations
or Concept
Designs
Program
Recommendations
Green Stormwater Infrastructure Plan (2019)
•
•
Specific Plans
Dublin Crossing (2013)
•
•
•
Downtown (2014)
•
•
Dublin Village Historic
Area (2014)
•
Eastern Dublin (2016)
•
•
•
EDERAL PLANS AND POLICIES
USDOT Policy Statement on Bicycle and
Pedestrian Accomodation Regulations and
Recommendations
•
•
•
Americans with Disabilities Act
•
•
•
24 City of Dublin
DRAFT
STATE AND REGIONAL
PLANS AND POLICIES
Complete Streets Act of
2008: California's Complete
Streets Act of 2008 (Assembly
bill 1358) requires all cities to
modify the circulation element
of their general plan to "plan
for a balanced, multimodal
transportation network that
meets the needs of all users"
when a substantive revision of
the circulation element occurs.
The law went into effect on
January 1, 2011. The law also
directs the Governor's Office of
Planning and Research to amend
its guidelines for the development
of circulation elements to
aid cities and counties in
meeting the requirements of
the Complete Streets Act.
Senate Bill 375/Assembly
Bill 32: California Assembly
Bill 32 requires greenhouse gas
emissions to be reduced by 28
percent by the year 2020 and
by 50 percent by the year 2050.
Senate Bill 375 provides the
implementation mechanisms for
Assembly Bill 32. Senate Bill 375
requires metropolitan planning
organizations and regional
planning agencies to plan for
these reductions by developing
sustainable community strategies
(SCS), which will be a regional
guide for housing, land uses,
and transportation and will
incorporate the Regional
Transportation Plan (RTP). A
key component of SCS is the
reduction of automobile trips and
vehicle miles traveled. Planning
for increases in walking,
bicycling, and transit use as
viable alternatives to automobile
travel are important components
of these SCS/RTP plans.
California Green Building
Standards Code: According
to Chapter 7.94 of the City
of Dublin's Municipal Code,
bicycle parking and support
facilities in both residential and
non-residential development
shall conform to the California
Green Building Standards Code
(CALGreen). The CALGreen
Code includes both mandatory
and voluntary measures. For
non-residential buildings, it is
Plan Oversight
VI TOWARD
CALIFORNIApP
mandatory that both short-term
and long-term bicycle parking is
provided and secure. Generally,
the number of long-term bicycle
parking spaces must be at least 5
percent of the number of vehicle
parking spaces. Schools have
additional requirements so both
students and staff have access
to sufficient bicycle parking.
Caltrans Toward an Active
California (2017): Toward an
Active California is Caltrans's
first statewide policy and plan to
support bicyclists and pedestrians
through objectives, strategies,
37p w 38
2.54w
2"
m,a,E1,4 r,°—
.Cernamia 'ours safer.
22„ ®7"y40
4,25 %
ES T10%
and actions. Toward an Active
California introduces 4 new
objectives, 15 strategies, and 60
actions that are specific to active
transportation and serve as the
basis for Plan implementation.
Caltrans District 4 Bike Plan
(2018): This plan evaluates
bicycle needs on and across the
State transportation network
and identifies priority bicycle
projects. Projects are prioritized
as top tier, mid tier, and low
tier. The following projects are
recommended for Dublin:
DRAFT
Bicycle and Pedestrian Plan 25
• Top Tier Project: Santa Rita
Road and I-580 interchange
reconstruction (ramps
only); Class IIB facility
• Mid Tier Project:
Tassajara Creek and I-580
new separated crossing;
Alcosta Boulevard and
I-680 minor interchange
improvements (signage and
striping); Class II facility
• Low Tier Project: Demarcus
Boulevard and I-580 new
separated crossing
Caltrans District 4 Pedestrian
Plan (2020): This plan identifies
and prioritizes pedestrian needs
along and across the State
Highway System to inform future
investments. The plan's main
output is a prioritized list and
map of location -based pedestrian
needs and a toolkit with
strategies to address those needs.
Alameda Countywide Active
Transportation Plan (2019):
The 2019 Countywide Active
Transportation Plan (CATP)
updates and combines the
Countywide Bicycle Plan and the
Countywide Pedestrian Plan. The
CATP analyzes low -stress bike
networks, identifies a countywide
high injury pedestrian and bicycle
network, evaluates major barriers
to the bicycle and pedestrian
network, and establishes a
framework for prioritizing
projects of countywide
significance to inform
decision -making about active
transportation funding at the
Alameda County Transportation
Commission. At the local level,
the CATP provides resources
to member agencies to help
advance projects that provide
complete, safe, and connected
networks for biking and walking,
including better connections to
the regional transit network.
Connectivity analysis presented
in the CATP indicate that
the east planning area, which
includes the City of Dublin,
generally has poor low -stress
connectivity in the rural and
outlying suburban areas and in
the business park portions of
Dublin and Pleasanton. Based
on the high -injury network
analysis completed in the
CATP, the combined bicycle
and pedestrian high -injury
network miles represent less
than one percent of the total
countywide high -injury network.
In the east planning area, Dublin
Boulevard from Arnold Road
to Hacienda Drive and Village
Parkway from Davona Drive
to Tamarack Drive have the
highest bicycle collision severity
scores. Dublin Boulevard was
identified as the street with the
most miles on the pedestrian
high -injury network.
The 2020 Countywide
Transportation Plan (2020):
The 2020 Countywide
Transportation Plan (2020
CTP) was adopted along
with the Community -Based
Transportation Plan and the
New Mobility Roadmap. The
2020 CTP covers transportation
projects, policies, and programs
out to the year 2050 for Alameda
County. The Community -
Based Transportation Plan is
an assessment of transportation
needs in the county's low-
income communities and
communities of color with
a focus on input collected
via community engagement
activities. The New Mobility
Roadmap provides a foundation
for agency policy, advocacy, and
funding decisions to advance
new mobility technologies and
services for the Alameda CTC
and partner agencies, as well
as the private sector. The 2020
CTP 10-year priority project
list includes the following
projects in the City of Dublin:
Iron Horse Trail Crossing at
Dublin Boulevard, Downtown
Dublin Streetscape Plan
Implementation, West Dublin/
Pleasanton BART Station Active
Access Improvements, Safe
Routes to School Improvements,
Interchange modernizations at
I-580/I-680, I-580/Fallon/El
Charro, and I-580/Hacienda,
widening of Dougherty
Road, Dublin Boulevard,
and Tassajara Road and the
extension of Dublin Boulevard
26 City of Dublin
DRAFT
MESSAGE FROM THE DISTRICT 4 DIRECTOR
an
I
North Canyons Parkway. To
complement these projects,
the 10-Year Priority Projects
and Programs, the 2020 CTP
includes a series of Strategies
that reflect guiding principles,
industry best practices,
and a gaps analysis of areas
that aren't fully covered by
projects: safe system approach,
complete corridors approach,
partnerships to address
regional and megaregional
issues, transit accessibility
and transportation demand
management, and new mobility
and an automated, low -
emission and shared future.
MTC Plan Bay Area
2050 (2021): This plan
from the Metropolitan
Transportation Commission
(MTC) is the region's long-
range strategic plan. It is
focused on the interrelated
elements of housing, the
economy, transportation,
and the environment.
MTC Active Transportation
Plan (in progress,
anticipated 2022): This
forthcoming plan will guide
investments in infrastructure
and the development and
implementation of regional
policy. The plan supports the
Plan Bay Area 2050 strategy
to build a complete streets
network and helps to meet
goals to improve safety,
equity, health, resilience,
and climate change.
East Bay Regional Parks
District Master Plan (2013):
This policy document guides
future development of
parks, trails, and services.
LOCAL CITY PLANS
AND POLICIES
Streetscape Master Plan
(2009): This master plan
maximizes opportunities to
craft an urban image unique
to Dublin and opportunities
to maintain existing amenities
like street trees. Among
other goals, the plan aims to
coordinate improvements and
responsibilities for Dublin's
streets and to strengthening
Dublin Boulevard's streetscape.
In the context of active
transportation, this plan
is a valuable resource for
identifying and implementing
street improvements that
contribute to Dublin's image.
Complete Streets Policy
(City Council Resolution
No. 199-12) (2012): The
City of Dublin's Complete
Streets Policy identifies
complete streets planning
as a critical contributor to:
• Increase walking, biking,
and taking transit
• Reduce vehicle
miles traveled
• Meet greenhouse gas
reduction goals
Together, these targets aim
to benefit public health.
The policy emphasizes
community engagement,
sensitivity to land use and
context, and coordination
with nearby jurisdictions to
connect infrastructure across
city boundaries. The policy
names several improvements
DRAFT
Bicycle and Pedestrian Plan 27
that should be considered to
benefit all users of the street,
including sidewalks, shared use
paths, bike lanes and routes,
and accessible curb ramps.
Dublin Boulevard Bikeway
Corridor and Connectivity
Studies (2013): Completed in
2013, these two studies evaluated
options for improving bicycling
conditions on Dublin Boulevard,
particularly in Downtown
Dublin. A traffic analysis
determined that removing a
vehicle travel lane on Dublin
Boulevard would delay transit
service and worsen traffic during
peak periods. Community
members and local business
owners expressed concern that
this change would be a barrier
to visiting Downtown Dublin
by car. Ultimately, a shared -use
path running alongside Dublin
Boulevard and connecting to the
Alamo Canal Trail became the
long-term vision for bicycling
in Dublin. In the interim, the
City added sharrows (a Class III
Entrance to Iron Horse Trail
facility) to Dublin Boulevard
between Dublin Court and
Tassajara Road and permitted
riding on sidewalks to make
bicycling a more comfortable
experience for all skill levels.
Pedestrian Safety Assessment
(2014): The University of
California, Berkeley Institute
of Transportation Studies
Technology Transfer Program
prepared this assessment for
the City of Dublin in 2014. The
assessment authors compared
different types of collisions that
occurred in Dublin with other
cities in California and found
that Dublin has a relatively high
number of collisions involving
pedestrians —particularly
young and old pedestrians —
and collisions involving high
vehicle speeds. Opportunities to
improve walking conditions in
Dublin include traffic calming
programs, transportation
demand management policies
and programs, and coordination
with health agencies. This
assessment also included
specific areas of Dublin where
improvements could benefit
pedestrian conditions. The
updated bicycle and pedestrian
plan reviewed these key areas.
Dublin Bicycle and Pedestrian
Plan (2014): Adopted in 2014,
Dublin's 2014 Plan established
key goals and policies to
maintain and improve biking
and walking infrastructure.
The plan's goals and policies
support its vision for Dublin
The 2014 Plan inventoried
the bicycle and pedestrian
network and documented
potential improvements to
specific facilities. The plan
organized infrastructure projects
at key locations into four
tiers by priority and intended
to actualize the proposed
biking and walking network.
Programming opportunities
to attract biking and walking
trips are also identified in the
2014 Plan. In addition to listing
potential funding sources for
28 City of Dublin
DRAFT
project implementation, the
2014 Plan includes bicycle and
pedestrian design guidelines
that apply national resources
and best practices to project
implementation in Dublin.
General Plan Circulation &
Scenic Highways Element
and Schools, Public Lands,
& Utilities Element (2014):
The General Plan's Land Use
& Circulation elements focus
on meeting the mobility needs
of all roadway users by any
mode and aligns with two key
documents: the City of Dublin's
Complete Streets Policy and the
Tri-Valley Transportation Plan
(a regional plan). The element
promotes the use of local and
regional trails and emphasize
improving experiences walking
and taking transit. The elements
prioritize two areas for active
transportation investments: the
Eastern Extended Planning
Area and Downtown Dublin.
The elements' guiding policies
that are the most relevant
to the Plan include:
• 5.3.1.A.3—Encourage
improvements in the
Enhanced Pedestrian
Areas to improve the
walkability of these areas.
• 5.5.1.A.1—Provide safe,
continuous, comfortable,
and convenient bikeways
throughout the city.
• 5.5.1.A.2—Improve
and maintain bikeways
and pedestrian facilities
and support facilities
in conformance with
the recommendations
in the Dublin Bicycle
and Pedestrian Plan.
• 5.5.1.A.3—Enhance the
multimodal circulation
network to better
accommodate alternative
transportation choices
including BART, bus,
bicycle, and pedestrian
transportation.
• 5.5.1.A.4—Provide
comfortable, safe, and
convenient walking
routes throughout the
city and, in particular, to
key destinations such as
Downtown Dublin, BART
stations, schools, parks,
and commercial centers.
Parks and Recreation Master
Plan (2022): The Parks and
Recreation Master Plan (PRMP)
establishes goals, standards,
guiding policies, and an action
plan to guide the City of Dublin
in the acquisition, development,
and management (operations
and maintenance) of Dublin's
park and recreation facilities
through the ultimate build -out of
the City in accordance with the
General Plan. This PRMP update
addresses the program and
facility needs of the anticipated
future population growth. The
development standards for new
parks and facilities are intended
to provide for quality parks,
trails, sports fields and recreation
and cultural facilities needed
at build -out in a manner that is
fiscally sustainable to operate
and maintain. Relevant goals
and objectives include exploring
improving/adding bike paths and
walking trails, and continuing to
maintain and improve existing
facilities, parks, trails, and
open spaces. The standards
and criteria for the City's
parks and recreation facilities
include requirements for bicycle
parking, paving, and width.
Iron Horse Regional Trail
Feasibility Study (2017): Based
on a multimodal assessment and
community outreach processes,
this Feasibility Study arrives at
several key preferred alternatives
for the Iron Horse Regional Trail
and its crossings on Dougherty
Road, Dublin Boulevard, and
the West Dublin/Pleasanton
BART Station. A multi -use trail
separating people walking and
biking was preferred; a bicycle/
pedestrian bridge was preferred
for crossing Dublin Boulevard,
DRAFT
Bicycle and Pedestrian Plan 29
while an at -grade crossing was
preferred for Dougherty Road.
Improvements near the BART
station are intended to both
enhance access to transit and
improve experiences for trail
users passing through the station
area. Improvements to the Iron
Horse Regional Trail contribute
to this Plan by making use of the
Trail easier and more convenient.
Traffic Safety Study Update
(2018): Collisions were studied
in the 2018 Traffic Safety Study
Update (Safety Study) to evaluate
safety performance on specific
street sections and intersections.
Overall, collisions had increased
at the time of the Safety Study,
likely as a result of population
increases and people living and
driving in Dublin, particularly
East Dublin. Recommendations
in the Update include continuous
bicycle lanes at Central Parkway
and Tassajara Road. The
collision analysis included
in this Plan supplements the
findings and recommendations
of the Safety Study.
Climate Action Plan 2030 and
Beyond (2020): The Climate
Action Plan 2030 and Beyond,
establishes the City's vision for
reducing greenhouse gas (GHG)
emissions by 2045. The CAP
names transportation as the
largest source of emissions in
Dublin and lays a plan for Dublin
to become carbon neutral by
2045. Zero -emission vehicles
and mode shift to biking,
walking, and transit trips are
key strategies to reduce Dublin's
GHG emissions and meet
citywide targets. The CAP sets
measures to develop plans and
programs around transportation
demand management, transit -
oriented development, parking
management, and electric
vehicle infrastructure planning
to support mode shift and
electrification of Dublin's vehicle
fleet. A shift to alternative,
active, shared, and electric
mobility will provide safer routes
between home, transit stops,
and other community amenities,
reduce GHG emissions, reduce
traffic congestion, improve
public health outcomes, and
have economic benefits.
City of Dublin Streetscape
Master Plan (2020): The
Downtown Streetscape Master
Plan provides direction for
public and private investment,
specifically in regard to the
development of the public
realm and Downtown's identity.
One of the plan's key goals is
to develop pedestrian -oriented
environments on Commercial
Throughways and on Downtown
Local Streets. On these roadways
as well as on Crosstown
Boulevards and Parkways,
the plan also emphasizes
providing safe and comfortable
facilities and crossings for
people walking and biking.
Recommended improvements
within the Downtown area
are prioritized into four tiers
that can be matched to project
scale, budget, funding source,
and other opportunities. Tier 1
and Tier 2 street and pedestrian
enhancements are illustrated
on Figures 24, 25, and 27 and
include restriping/road diet
evaluation, sidewalk widening,
intersection and mid -block
crossing treatments, as well as art
and wayfinding opportunities.
Notable guidelines include
widening sidewalks to provide a
minimum 12-foot sidewalk with
minimum five- to six-foot clear
throughway zone for walking.
30 City of Dublin
DRAFT
Specific Plans
Four areas of Dublin have
specific plans that outline
guiding principles, policies,
and design guidance related
to active transportation:
Dublin Crossing, Downtown,
the Dublin Village Historic
Area, and Eastern Dublin.
Dublin Crossing (2013):
This Specific Plan focuses on
improving east -west connectivity
in the Dublin Crossing,
particularly between transit
stops, destinations, and trails. A
relevant guiding principle in this
Specific Plan is to make it easier
and more convenient for people
to access and use the Iron Horse
Regional Trail, the West Dublin/
Pleasanton BART Station, and
retail destinations without a car.
Downtown Specific Plan (2014):
Guiding principles, pertinent to
biking and walking in Downtown,
aim to create pedestrian -friendly
streets, enhance multimodal travel
options, and cultivate pedestrian
connections to retail destinations.
Transit -oriented development
and lighting should be scaled to
people walking in Downtown.
Pedestrian connectivity
between buildings, parking, and
sidewalks should be maintained
throughout Downtown, and
pedestrian amenities like street
furniture are encouraged.
Dublin Village Historic Area
(2014): Placemaking, creating a
positive experience for people
walking, and attracting people
to this area are key goals of
this Specific Plan. Creating
positive experiences for people
walking includes providing more
crosswalks and median refuges,
calming vehicle traffic, adding
pedestrian amenities or a plaza,
and implementing pedestrian -
scale lighting and wayfinding.
Eastern Dublin (2016): A
key goal in the Eastern Dublin
Specific Plan is to reduce reliance
on single -occupancy vehicles by
planning the area's land uses to
naturally promote walking, biking,
taking transit, and ridesharing.
Notably, development with a
higher intensity is encouraged
near transit corridors in Eastern
Dublin. Relevant policies in
this Specific Plan include:
• Providing sidewalks
in the Town Center
and Village Center
• Requiring development to
balance pedestrian, bicycle,
and automobile circulation
• Creating a north -south
trail along Tassajara Creek
and other streams
• Establishing a bike network
that meets both travel needs
and recreational opportunities
• Providing bicycle parking
at key destinations
Green Stormwater
Infrastructure Plan (2019):
The purpose of the City's Green
Stormwater Infrastructure Plan
(GSI) is to describe how the
City will meet requirements
specified in the Municipal
Regional Stormwater National
Pollutant Discharge Elimination
System Permit (MRP), Order
No. R2-2015- 0049, NPDES
Permit No. CAS612008 issued
on November 19, 2015. This GSI
Plan demonstrates how the City is
meeting MRP requirements and
intends to use GSI to enhance
the urban environment.
Local Roadway Safety Plan
(anticipated 2022). The
Local Roadway Safety Plan
(LRSP) provides a framework
to identify, analyze, and
prioritize roadway safety
improvements on local roads.
Americans with Disabilities Act
Transition Plan (anticipated
2022). The ADA Transition Plan
is a formal document outlining
the City's compliance with ADA.
DRAFT
Bicycle and Pedestrian Plan 31
VISION, GOALS,
& PERFORMANCE
MEASURES
To set a clear path forward, City
staff and the Technical Advisory
Committee (TAC) members outlined
the City's purpose, vision, and goals
for this Plan.
PROJECT VISION
This Plan sets forth the following vision:
VISION STATEMENT
The City of Dublin is a vibrant
place where walking and biking are
safe, comfortable, and convenient
ways to travel. In Dublin, walking
and biking connects individuals,
inclusive of all ages and abilities, to
local and regional destinations.
GOALS
This Plan establishes the following five overarching goals related to the vision that guide
recommendations:
1
Enhance Safety
Prioritize safety in design and implementation
of walking and biking facilities.
Increase Walking and Biking
Support biking and walking as attractive
modes of transportation.
Improve Connectivity
Develop a bicycle and pedestrian network that provides
well-connected facilities for users of all ages and abilities.
Enhance Accessibility
Utilize principles of universal design to make
biking and walking a viable transportation option
for all, including people with disabilities.
flati
Prioritize Investments
Maintain sufficient funding to provide for existing
and future bicycle and pedestrian needs, including
program support, operation, and maintenance. Leverage
biking and walking projects to promote economic
activity and social equity in the community.
32 City of Dublin
DRAFT
PERFORMANCE MEASURES
Setting performance measures helps track progress toward goals and document the results of investments in
biking, walking, and rolling. The following performance measures and desired trends have been established to
track progress towards achieving the goals of this Plan:
Goal
Performance Measure (Desired Trend)*
Enhance Safety
• Decrease vehicle travel speed measured at specific locations
• Decrease number of pedestrian and bicycle collisions
• Reduce severity of pedestrian and bicycle collisions
• Increase users' perception of safety
• Decrease average crossing distances
4001 Increase Walking
and Biking
• Increase walk/bike/roll to school mode share
• Increase walk/bike/roll to work mode share
• Increase walk/bike/roll to transit mode share
• Increase walk/bike/roll to recreational facilities
Improve
Connectivity
• Reduce bicycle level of traffic stress
• Decrease number and length of sidewalk gaps
• Increase number of crossing opportunities
• Increase length of sidewalks that exceed minimum width requirements
• Increase the number of secure bike parking spaces
Enhance
O Accessibility
• Increase the number of traffic signals with audible cues
• Increase the number of intersections with directional curb ramps and detectable warning surfaces
• Decrease number and length of sidewalk gaps
• Increase length of sidewalks that exceed minimum width requirements
• Decrease length of sidewalks that are broken or in disrepair
1111
O Prioritize
Investments
• Maintain and increase sustainable funding mechanisms and a dedicated funding source to build a
complete streets network
• Maintain a maintenance plan for bicycle and pedestrian facilities
• Increase funding for bicycle and pedestrian projects as a percentage of total transportation
infrastructure spending
*not in order of importance
DRAFT
Bicycle and Pedestrian Plan 33
. UNITY & STAKEHOLDER
ENGAGEMENT
Inclusive and meaningful
community and stakeholder
engagement is necessary to create
a Bicycle and Pedestrian Plan
that is community-suported and
implementable. A community
and stakeholder engagement plan
was developed at the outset of
the planning process to outline
the activities, methods, and tools
that would be used to engage
the Dublin residents and key
stakeholders. The community
and stakeholder engagement
plan established a framework
and identified opportunities
and specific milestones for
sharing information, soliciting
feedback, and collaborating
with agency stakeholders and
Dublin community members.
ENGAGEMENT
AND COVID-19
Due to the outbreak of
Coronavirus disease (COVID-19)
and the resulting stay-at-home
order initiated on March 17, 2020
in Alameda County that affected
the ability to conduct in -person
engagement, a hybrid approach
was used. Primarily digital
outreach methods were used
with in -person engagement when
possible to safely and effectively
reach a broad audience.
ENGAGEMENT ACTIVITIES
To better understand Dublin's walking and bicycling issues
and opportunities, stakeholders and community members
were engaged through the following methods:
The engagement timeline is shown in Figure 5, and
specific activities are described in this section.
• Project web site
• Interactive map
• Public survey
• Public workshop
• Pop-up events
• Stakeholder meetings
• Technical Advisory
Committee meetings
• Bicycle and Pedestrian
Advisory Committee
meetings
Photos from pop-up events at the St Patrick's Day Festival and Alamo Creek Trailhead
DRAFT
Bicycle and Pedestrian Plan 35
•
Figure 6. Public Engagement Timeline
Project
Start
Go
Online
Workshop &
FAQ Live
SEP 2, 2020
Stakeholder
Meetings
APR —MAY 2021
•
BPAC #1
SEP 17, 2020
PROJECT WEBSITE
Farmers'
Market Pop -Up
MAY 25, 2021 • OD'
BPAC #2
MAY 25, 2021
Alamo Creek
Trailhead
Pop -Up
MAY 27, 2021
chi /fp cos
r.A‘ r.A‘ r.A‘
TAC #1 TAC #2 TAC #3
MAR 4, 2020 SEP 15, 2020 JUN 3, 2021
BPAC - Bicycle & Pedestrian Advisory Committee
TAC - Technical Advisory Committee
CC - City Council
PC - Planning Commission
Parks - Parks Commission
Public
Survey
MAY - SEP 2021
ST PATRICK'S
DAY POP-UP
MAR 12, 2022
• R
BPAC #4
FEB 24, 2022
•
itt
BPAC #3
OCT 21, 2021
CC Aproval
Project
End
PC
Nov 8 2022
itts,
BPAC #5
JUL 21, 2022
IAA
TAC #4
MAR 15, 2022
Parks
Sept. 19, 2022
CC
August 16, 2022
36 City of Dublin
DRAFT
COMMUNITY FEEDBACK AND FINDINGS
Community feedback and findings are presented in this section.
Select quotes from community members are presented throughout the
Plan document. Supporting materials are included in appendix A.
PROJECT WEBSITE AND INTERACTIVE MAP
An interactive website was created to share key project milestones and
provide information about the Plan development and events. Since going
live in March 2020, the project website has received approximately 1,500
visits (with 2.7 actions per visit), 3,700 page views, and 123 data downloads.
The website also included an interactive online map on which
the public could identify desired improvements, gaps, and key
destinations in the existing bicycle and pedestrian network.
The online map received a total of 208 comments.
Map feedback was classified into four categories: barriers, ideas, praise,
and questions (Figure 7). Nearly half of responses indicated a barrier
to walking or biking, and another third offered an idea to improve
walking and biking conditions. The remaining responses were either
praise for actions the City has taken to create a safe and connected
active transportation network and promote sustainable transportation
options or questions about the Plan or planning process. Responses
were analyzed to identify central themes for each of the four categories.
BARRIERS
Themes for each of the response categories were
Aa. generated from the subject matter of received
comments to summarize the most common kinds of
community input. The top five themes in the barriers
category are shown in Figure 8 and listed in ranked order below.
Figure 7. Web Map Comments by Category
7%
QUESTION
47% 13%
BARRIER PRAISE
Figure 8. Barrier Themes in Comments
17%
BIKE CONNECTIONS
14%
MAINTENANCE
12%
SIGNALS
PEDESTRIAN SAFETY
■
■
PEDESTRIAN CROSSING
D%
RIIIVING
' <1%
D WALK DESIGN
I
BIKE RACKS
35%
BIKE SAFETY
33%
IDEA
DRAFT
Bicycle and Pedestrian Plan 37
Bike Safety. Comments
that discussed bike safety
largely focused on a need
for greater separation
between bikes and vehicles,
traffic calming, lack of bike lanes, and
concerns about biking near on- and
off -ramps.
17%
Bike Connections.
Comments that discussed
bike connections largely
focused on consistent
connections to paths, across
over and under passes, and main bike
routes.
14%
Maintenance. Comments
that discussed maintenance
largely focused on poor
road conditions, debris in the road, and
broken sidewalk.
12%
8%
Signals. Comments that
discussed signals largely
focused on issues with
signal bike detection at
intersections.
Pedestrian Safety.
Comments that discussed
pedestrian safety largely
focused on dangerous
crossings.
♦ I ♦ IDEAS
-t
Community members also
offered ideas. The top four
themes of these ideas are shown in
Figure 9 and are listed in ranked order:
MOST COMMON BARRIER LOCATIONS MENTIONED
In addition to the most common themes, there were also common locations identified
by community comments. The top five locations for comments noted as barriers were:
1
DUBLIN
BOULEVARD
2
TASSAJARA
ROAD
FALLON AMADOR VALLEY
ROAD BOULEVARD
DOUGHERTY
ROAD
u1
Bike Lanes. Comments that
discussed bike lanes largely focused
on a need for greater connections
between important destinations and
along major roads and trails.
Pedestrian Connections. Comments
that discussed pedestrian connections
largely focused on improving specific
sidewalk connections and creating
walking paths.
Figure 9. Idea Themes in Comments
26% BIKE SAFETY
24% CIKE
NECTIONS
12% SIGNALS
1ow BIKE
L/0 CONNECTIONS
poi PEDESTRIAN
AMENITIES
6 SIDEWALK
0 DESIGN
14% DRIVING
TRAFFIC
47 CALMING
.4� BIKE
0 AMENITIES
38 City of Dublin
DRAFT
Signals.
Comments which
discussed signals
largely focused on
safer intersections
through changes to signals timing.
12%
12%
Bike Connections
Comments that
discussed bike
connections largely
focused on
connecting bike trails and lanes to
key destinations and each other.
22
Other
The remaining in
the ideas category
covered pedestrian
amenities, sidewalk
design, driving, traffic calming,
and bike amenities.
PRAISE
Respondents praised
several key features
of Dublin's existing walking and
biking network as well as the
City's ongoing efforts to improve
it. The top three themes in the
praise category are shown and
listed in rank order in Figure 10.
General.
Comments that
were general were
focused on
appreciation for
the City's efforts to improve bike
and pedestrian facilities.
Bike Lanes.
Comments that
discussed bike
lanes were focused
on effective plastic
barriers, separated bike paths,
and green paint.
Signals.
Comments that
18% discussed signals
were focused on
flashing lights at
intersections and well -placed
crossing buttons.
12%
Other
The remaining
comments in the
praise category
covered existing
amenities and
connections.
UESTIONS
• Three key question themes
emerged from the online
map responses; they are listed
below and illustrated in Figure 11.
Planning
Process.
Questions about
the planning
process had to do
with the reach of the survey, how
funding is being used efficiently,
and how the City plans to finish
certain projects.
Connections.
Comments which
discussed bike and
walk connections
asked about
projects at specific locations,
including whether they were
planned or if they can be added
to the City's efforts.
Micromobility.
Questions about
micromobility
focused on legal
operating
requirements, including whether
electric scooters are allowed on
bike paths about whether electric
scooters are allowed on bike paths.
Figure 10. Praise Themes
in Comments
35% GENERAL
35% BIKE LANES
■ 18% SIGNALS
I9% CONNECTIONS
AMENITIES
9%
Figure 11. Question
Themes in Comments
56% PROCESS G
CONNECTIONS
MICROMOBILITY
DRAFT
Bicycle and Pedestrian Plan 39
PUBLIC SURVEY
A public survey was used to
collect information from the
public about their personal
transportation preferences,
travel habits, and issues and
opportunities related to walking
and biking in Dublin. The public
survey was distributed in Summer
2020 and was promoted on social
media and posted to the website.
A fact sheet with the survey link
and QR code was provided at
the Alamo Creek Trailhead and
Farmers' Market pop-up events.
Approximately 200 responses
were received to the 17-question
survey, which covered travel
behavior and mode preference;
travel to school; challenges and
barriers to moving around Dublin;
and priorities for investments
related to walking and biking.
2
RESPONSES
were received to the
17-question survey
SURVEY RESULTS
General Travel Behavior
and Mode Preferences
When asked about modes taken
to work and school prior to the
COVID-19 pandemic, 33 percent
of respondents said they drove
alone, 17 percent used a bike or
scooter, and 17 percent walked.
These numbers stayed relatively
constant when respondents were
asked about the same behaviors
during COVID. The top reason
(22 percent) respondents gave
when asked why driving to work
was the best option was that
driving alone was the quickest
and most convenient option.
Around 10 percent of respondents
indicated safety, irregular work
schedules, and the need to make
additional stops as reasons they
chose to drive alone to work.
Of respondents who use a
combination of travel modes,
there were a similar number of
respondents across modes.
Travel to School
Approximately 38 percent of
respondents had school -age
children. Of those respondents,
approximately 40 percent
indicated that they used a
personal vehicle for school
drop-off/pick-up. Another 26
percent walked to school while
14 percent biked. Respondents
indicated the top three factors
discouraging walking or biking to
school were safety concerns (35
percent), distance or travel time
(18 percent), and lack of sidewalks
or curb ramps (13 percent).
Barriers to Walking
and Biking
When asked about barriers to
walking and biking, respondents
indicated that safety was a primary
consideration, followed by vehicle
speed. Responses were mixed on
the topics of street lighting and
maintenance, with a fairly even
split of people indicating it was
either not important, somewhat
important, or very important.
Most respondents were less
concerned with distance to their
destinations or available shade.
Investment Priorities
When asked what types of
improvements would encourage
walking or biking, 22 percent of
respondents indicated better/more
sidewalks and trails, 14 percent
indicated better/more bicycle
facilities, 11 percent indicated
slower vehicles and more traffic
calming, and 10 percent indicated
better maintenance of existing
facilities. When asked where the
City should prioritize walking
and biking improvements, the
top three responses (about 20
percent each) were high collision
locations; routes connecting
people to schools, libraries, parks,
and other key destinations; and,
along and across busy streets.
PUBLIC WORKSHOP
On September 2, 2020 a digital
workshop was held via Zoom
to inform the public about
the Plan and gather broad
community feedback. Forty-
two people attended the hour-
long Zoom workshop, which
included a presentation and a
question -and -answer period.
This workshop aimed to establish
a community understanding
of the planning process and to
obtain feedback on the project's
vision and goals. The workshop
also included a poll, which asked
40 City of Dublin
DRAFT
Figure 12. Poll Responses to Classification of
Bicyclist Types by Frequency of Bicycle Use
Daily or nearly
daily, 5
A few times per
week, 4
A few times
per year, 3
A few times a month, 2
■ Enthused and confident
■ No way, no how
participants questions about their
experiences on public streets,
their comfort with various
modes of micromobility, and
their demographic information.
The workshop also included a
poll asking participants about
their experiences walking, biking,
and using micromobility on
public streets, whether they feel
comfortable using these modes in
Dublin, and whether they would
want to see bike and scooter share
programs in Dublin. The poll
received 30 responses. Participants
of the poll were also asked how
they classify themselves in terms
A few times per week, 4
A few times per
year, 2
A few
times
a
non...
1
A few times per week, 4
A few times per year, 1
■ Interested but concerned
■ Strong and fearless
of confidence using a bike in
Dublin, as well as how often they
ride a bike. Of the responses, the
most common confidence level
was Enthused and Confident
(47 percent), followed by
Interested but Concerned (27
percent), Strong and Fearless
(23 percent), and No Way, No
How (3 percent) (see Figure 12).
POP UP EVENTS
Feedback was gathered at three
in -person events to understand
where people walk and bike and
what issues, concerns, ideas, and
priorities they have related to
walking and biking in Dublin.
Project Overview —
Why a BPMP Update?
2012
Complete
Streets
Policy
2014
Bicycle and
Pedestrian
Master
Plan
Dublin
General
Plan and
Various
Specific
Plans
FARMERS'
MARKET-25 MAY, 2021
Feedback was gathered on
existing conditions and needs.
Approximately 40 people
provided input, and participants
were rewarded with Carrot
Cash and giveaways.
ALAMO CREEK
TRAILHEAD-27
MAY, 2021
Dublin partnered with Bike
East Bay in an effort to hear
from trail users at the Alamo
Creek Trailhead as part of
Bicycle and
Pedestrian
Master
Plan
Update
National Bike Month Activities.
Feedback was gathered in real
time and flyers with the public
survey link were handed out.
ST. PATRICK'S DAY
FESTIVAL-12
MARCH, 2022
Feedback was gathered on the
draft network recommendations
and additional comments on
program and policy priorities
for walking and biking in
Dublin. The St. Patrick's Day
Festival in Dublin is one of
the biggest local community
events of the year. This two -
DRAFT
Bicycle and Pedestrian Plan 41
day celebration brings out
thousands of engaged residents
and visitors per day, making it an
important opportunity for the
City of Dublin to communicate
its plans and receive feedback.
The celebration had an added
importance this year as this
would be the first in -person
public event of this scale in
Dublin since 2019, making
for an excited and engaged
audience. Approximately
136 community members
provided feedback on possible
infrastructure improvements
for pedestrians and bicyclists in
Dublin, and this pop-up resulted
in 231 unique data points.
BICYCLE AND
PEDESTRIAN ADVISORY
COMMITTEE MEETINGS
The Alameda County
Transportation Commission
(Alameda CTC) Bicycle and
Pedestrian Advisory Committee
(BPAC) involves interested
community members in Alameda
CTC's policy, planning, and
implementation efforts related
to bicycling and walking. The
Alameda CTC BPAC includes
representatives from cities in
Alamo Creek Pop Up Event
Alameda County, including
Castro Valley, Dublin, Fremont,
San Leandro, Berkeley, Hayward,
Oakland, Albany, and Alameda
and serves as Dublin's advisory
body as Dublin does not
currently have a local BPAC.
The Dublin Bicycle and
Pedestrian Plan Update was
brought to the Alameda CTC
BPAC five times during the
project. The group provided
feedback on key items throughout
the planning process, including
the technical analysis approach
and findings and program, policy,
and project recommendations.
Comments were addressed
and incorporated into the Plan
document. Meeting summaries
and supporting materials are
included in appendix A.
TECHNICAL ADVISORY
COMMITTEE MEETINGS
A Technical Advisory Committee
(TAC) was formed to provide
key guidance on the Plan. The
TAC included staff from City
departments, including Planning,
Economic Development, and
Parks & Community Service and
other agency representatives from
Dublin Unified School District,
Dublin Police Services, Alameda
County Fire Department,
San Ramon, Pleasanton,
Livermore, Alameda CTC,
Caltrans, BART, and LAVTA.
The team hosted five TAC
meetings over the course of
the project. The Plan process,
community engagement, existing
conditions and needs analysis,
prioritization framework,
and program, policy, and
project recommendations were
discussed during these meetings.
Comments were addressed
and incorporated into the Plan
document. Meeting summaries
and supporting materials are
included in appendix B.
42 City of Dublin
DRAFT
1
This chapter provides an
overview of walking and biking
in Dublin and presents results
of the existing conditions and
needs assessment, which includes
relevant demographic data,
existing walking and biking
infrastructure, high injury bicycle
and pedestrian network, and
bicycle level of traffic stress
analysis. This inventory and
analysis of existing citywide
conditions sets the stage for
identifying strategic pedestrian
and bicycle investments and
informs the prioritization process
and network recommendations
presented in chapter 4.
0
llf
O Dublin
Population:
111 61,240
Source: US Census American Community
Survey Five -Year Estimates (2015-2019)
G , BIKING
DAY
LIVING AND
WORKING IN
DUBLIN
This section discusses
demographics and transportation
data including race/ethnicity, age,
gender, mode share, and worker
inflow and outflow patterns.
The purpose of this information
is to provide background and
context describing people living
and working in Dublin as it
relates to walking and biking.
The data presented is obtained
from the California Communities
Environmental Health Screening
Tool (CalEnviroScreen),
Longitudinal Employer -
Household Data (LEHD)
from 2017, and the American
Community Survey five-
year estimates (2015-2019)
from the US Census.
RACE & ETHNICITY
The most common racial
background of Dublin residents
is Asian alone (49 percent)
and White alone (39 percent).
Approximately 6 percent of
Dublin residents identify as
being two or more races, and
4 percent of residents identify
as Black/African American
alone. Approximately 10% of
Dublin residents identify as
hispanic or latino/a/x. Dublin's
population by race & ethnicity
is illustrated in Figure 13.
GENDER
Dublin has an almost 50/50
split of people self reporting
as females vs males. Note
that American Community
Survey data is not available
for gender identity for the
years covered by this Plan.
AGE
The most common ages of
Dublin residents are 25-44 (40
percent) and 45-64 (24 percent).
Combined, ages 25-64 make up
64 percent of the population.
The Dublin population younger
than 15 accounts for 24 percent
of the total population, while
the population over 65 makes up
9 percent. Figure 13 illustrates
Dublin's population by age.
ZERO -VEHICLE
HOUSEHOLDS
When compared with the
surrounding Alameda County,
Dublin has a lower proportion
of households without vehicles.
Overall in Alameda County,
10 percent of households do
not have a vehicle; in Dublin,
3 percent of households
do not have a vehicle.
44 City of Dublin
DRAFT
Figure 13. Dublin Population by Race & Ethnicity
4%
BLACK/
AFRICAN
AMERICAN
<1% Hispanic
or Latino/a/x
6%
2+ RACES
1.1 % Hispanic
or Latino/a/x
39%
WHITE
6.5% Hispanic
or Latino/a/x
7e
FILIPINO
5% —
VIETNAMESE
5% —
KOREAN
7%
• OTHER
• ORIGINS
•
2%
OTHER
1.6% Hispanic
or Latino/a/x
<1%
AMERICAN
INDIAN AND
ALASKA NATIVE
<1% Hispanic
or Latino/a/x
49% •
ASIAN
<1% Hispanic or
Latino/a/x
28%
CHINESE
(EXCEPT
TAIWANESE)
48%
ASIAN-INDIAN
* 10.1 % of Dublin's population identify as hispanic or latino/a/x
Figure 14. Dublin Rounded Population by Age
8%
15-24
35%
25-44
16%
5-14
El— 7%
UNDER 5
9%
65+
24%
45-65
Figure 15. Dublin Population by Gender
5 i /5
OF RESIDENTS
FEMALE AND MALE
1
*gender identity data is not available
DRAFT
Bicycle and Pedestrian Plan 45
Figure 16. Workers by Residence and Job Location
PEOPLE
LIVING &
PEOPLE WORKING WORKING PEOPLE LIVING
IN DUBLIN IN DUBLIN IN DUBLIN
16,042 1,484 23,161
Source: Longitudinal Employer -Household Dynamic (LEHD), 2017.
WORKERS
Based on the most recent LEHD
data available (2017), the net
inflow and outflow of Dublin
workers is the following:
• 16,042 people live elsewhere
and commute into Dublin
• 23,161 people live in Dublin
and commute elsewhere
• 1,484 people live and
work in Dublin
Only about 6 percent of
workers living in Dublin
also work in Dublin.
COMMUTE
MODE SHARE
Working Dublin residents use
various modes to travel to work
(see Figure 17). The commute
data shown below provides a
basic understanding of how
people travel to and from work.
However, because the data comes
from the US Census —which
only provides journey -to -work
data for the primary mode of
Figure 17. Commute Mode
67 / DROVE ALONE
PUBLIC TRANSIT (INCLUDING
15 TRANSPORTATION NETWORK COMPANY
(UBER, LYFT) AND TAXI)
Ip CAR/TRUCK/VAN -
9 CARPOOLED
I7 WORKED AT HOME
1 WALKED
1 BICYCLE AND
MOTORCYCLE
Source: US Census American Community Survey Five -Year Estimates (2015-2019).
transportation —information
on other trips, such as walking
or biking to connect to public
transit, are not represented.
Approximately 76 percent of
Dublin residents commute
to work by car, either alone
(67 percent) or in a carpool (9
percent). Public transportation is
the second most popular way to
commute at 15 percent. Walking
represents approximately 1
percent of commute modes.
Biking and riding a motorcycle
each represent less than
1 percent of all commute
modes. Additionally, about 7
percent of working Dublin
residents worked from home.
COMMUTING &
COVID-19
The COVID-19 pandemic has
drastically transformed the
commuting and transportation
landscape as restrictions on non-
essential travel forced everyone
into unplanned lifestyle changes.
As we look to the future, it
is unclear how COVID-19
will change commuting and
teleworking patterns. Findings
46 City of Dublin
DRAFT
from current research indicate
that teleworking will increase
relative to pre-COVID-19
conditions and people will be
more likely to walk/bike/drive
and less likely to take transit'
BART STATION ACCESS
There are two BART stations
in Dublin: the West Dublin/
Pleasanton BART Station and
the West Dublin BART Station.
Based on the ridership data
presented in BART's Station
Profile Survey (2015), there
were approximately 8,000 daily
station entries at the West
Dublin/Pleasanton BART
Station and 3,700 daily station
entries at the West Dublin
BART Station. As shown in
Figure 18, 9 percent of riders
walk and 5 percent of riders
bicycle to the West Dublin/
Pleasanton BART Station; 11
percent of riders walk and 4
percent of riders bicycle to the
West Dublin BART Station. A
total of 68 shared -use electronic
lockers operated by BikeLink are
provided at the West Dublin/
Pleasanton BART Station, and
56 lockers are provided at the
Figure 18. Mode Split for BART Station Access in Dublin
Drop off/Taxi/Other
Drive alone/carpool
Motorcycle/motorized scooter
Transit
Bicycle
Walk
■ West Dublin Dublin/Pleasanton
West Dublin BART Station.
With almost 15 percent
of residents using public
transportation to get to work,
there is an opportunity to
encourage more people to walk
and bike to BART. This can
be accomplished by focusing
on convenient, safe first -mile
and last -mile connections
to these stations and secure
end -of -trip facilities.
24%
30%
0%
1%
100
4%
4%
5%
9%
11%
51%
60%
PEDESTRIAN
AND BICYCLIST
TYPOLOGIES
People have varying abilities
and tendencies to walk or bike
and different sensitivities to
the presence and quality of
transportation infrastructure
based on age, gender, physical
mobility, and other factors.
A person's income level,
race, and availability of
parking can help explain their
tendency to walk or bike.
Source: BART Station Profile Survey (2015)
1 https.//www.kittelson.com/ideas/will-covid-l9-permanently-alter-teleworking-and-commuting-patterns-heres-what-1000-commuters-told-us/)
DRAFT
Bicycle and Pedestrian Plan 47
Pedestrian and bicyclist
typologies were developed
to understand the ability and
propensity of people living
within Dublin to walk or bike.
These typologies are used to
estimate the population of each
walker and bicyclist type within
the city's census block groups
and more accurately estimate
the potential for bicycle and
pedestrian investments because
they account for neighborhood
populations rather than uniform
citywide demographics.
Table 3. Pedestrian Typology
PEDESTRIAN
TYPOLOGY
The walking typology presented
in Table 3 was determined based
on travel behavior research and
experience working on walking
infrastructure. As shown in Table
3, the typology assigns walking
characteristics based on age
(under 14, 14-55, and over 55).
For many people with disabilities
and people over 55, the absence
of curb ramps and presence of
multi -lane crossings can be
barriers to walking.
Age
Typology
Walking
Characteristics
Under
14
Youth
Limited by multilane
crossings
14 to
55
Teenage and
Working
Age Adults
Strong and capable,
but still limited
by sidewalk gaps,
unsignalizec crossings
at major roads, and
absence of midblock
crossings
Over 55
Aging
The limits
experienced by young
adults and adults anc
further limited by the
absence of curb ramps
or long multilane
crossings
BICYCLIST TYPOLOGY
The bicyclist typology, or "four
types" categorization, was
developed in Portland, Oregon in
2005 as an organizing principle for
understanding people's relationship
to bicycling for transportation as
well as their concerns and needs
related to bicycling.2 Based on
this research, bicyclists can be
placed into one of four groups
based on their relationship
to bicycle transportation:
Figure 19. Bicyclist Typology
NO WAY,
NO HOW
27.6%
Low Stress
Tolerance
No Way, No How, or
Non -Bicyclists. People
unwilling or unable to bicycle
even if high -quality bicycle
infrastructure is in place.
Interested but Concerned.
People willing to bicycle
if high -quality bicycle
infrastructure is in place.
People in this type tend to
prefer off-street, separated
bicycle facilities or quiet
residential streets; they may
not bike at all if facilities
do not meet their needs for
perceived safety and comfort.
58.1%
10.1%
SHARE OF ADULT (18+) POPULATION WITHIN CITY OF DUBLIN
2 Roger Geller, "Four Types of Cyclists," Portland Office of Transportation (2005), https://www.portlandoregon.gov/transportation/44597?a=237507.
High Stress
Tolerance
4.3%
48 City of Dublin
DRAFT
Table 4. Bike Group Typology— City of Dublin Population Share of Bicyclist Type by Age
Bicyclist Type
Under 5
6-18
Share of Age Group
18-34 35-54
55+
Dublin adult (18+)
Strong and Fearless
0%
0%
11%
2%
0%
4.1%
Enthused and Confident
0%
0%
7%
12%
7%
10.3%
Interested but Concerned
0%
100%
61%
59%
46%
58.1%
No Way, No How
100%
0%
21%
27%
47%
27.6%
Total
100%
100%
100%
100%
100%
Enthused and Confident. People
willing to bicycle if some bicycle -specific
infrastructure is in place. People in this
type generally prefer separated facilities
and are also comfortable riding in bicycle
lanes or on paved shoulders, if necessary.
Strong and Fearless, or Highly
Confident. People who are willing
to bicycle alongside vehicle traffic
and on roads without bike lanes.
One end of the spectrum includes people
who are comfortable riding with vehicle
traffic, such as adult regular bike commuters.
These highly confident bicyclists are willing
to ride on roads with little or no bicycle
infrastructure. The other end of the spectrum
Source: Table developed by Kittelson & Associates, Inc. from data presented by Dill and McNeil
includes people who are not comfortable
riding with or adjacent to traffic. This group
often includes children, older adults, and
adults who ride infrequently. Typically, these
riders prefer off-street bicycle facilities or
biking on low -speed, low -volume streets. If
bicycle facilities do not meet their comfort
preferences, they may not to bike at all. The
middle of the spectrum includes bicyclists
who prefer separated facilities but are willing
to ride with or adjacent to traffic when
vehicle volumes and speeds are low enough
and separated facilities are not provided.
Table 4 shows the population share for
each typology and age group. These
population shares were extrapolated
to the City of Dublin population to
estimate the proportion of adults within
the typologies illustrated in Figure 19.
EXISTING WALKING AND
BIKING NETWORKS
This section defines the features, conditions,
and types of walking and biking facilities in
Dublin (Figure 20). It includes and explains
maps of existing on -street bikeways, off-street
paths, sidewalks, crossings, and supportive
amenities and infrastructure —like walking -
and biking -oriented wayfinding, bike parking,
drinking fountains, and sidewalk benches.
DRAFT
Bicycle and Pedestrian Plan 49
Figure 20. Existing Bicycle Network Map
Dougherty Hills
Open Space
1 � I
Parks Reserve Forces
Training Area
Ail, Si
GTN ST
BRODER [It
GLEASON DR
Fallon
Sports
Park
Existing Facility
Shared Lana (Class III)
Bike Lane (Class IIA)
Buffered Bike Lane (Class IIB)
Existing Class IA Shared Use Path
Existing Class IB Sidepath
f L_l
Public Schools
BART Stations
Parks
50 City of Dublin
DRAFT
TYPES OF BIKEWAYS
Dublin's existing bikeway system consists of a network of
bicycle paths, lanes, and routes. There are four types of
bikeways as defined by chapter 1000 of the Caltrans Highway
Design Manual (2017). In addition, the Alameda County
Transportation Commission (CTC) has adopted a set of sub-
classifications for each Caltrans classification. These sub-
classifications were designed to correspond with the previously
existing system and to incorporate emerging facility typologies.
Dublin Boulevard east of Tassajara Road. Person riding a bike
on a Class II facility separated from right -turning traffic.
MULTI USE PATHS
(CLASS I)
Multi use paths provide a
separate facility designed for
the exclusive use of bicycles,
pedestrians, and other non -
motorized uses with minimal
vehicle crossflows. Generally,
bicycle paths serve corridors not
served by streets or are parallel
to roadways where right of way
is available. These paths provide
bicyclists both recreational and
commute routes with minimal
conflicts with other road users.
Class IA Paths —Multiuse
paths along a separate
alignment. In Dublin, this
bikeway class exists on the
Iron Horse Trail and the
Martin Canyon Creek Trail.
Class IB Sidepaths—
Sidepaths that double as
sidewalks along the side of a
roadway. Examples include
segments along the north side
of Dublin Boulevard and the
west side of San Ramon Road.
Diagram of typical Class
IB path configuration
Alamo Creek Trail, Dublin,
CA. Source: City of Dublin
Class IB Path on San Ramon
Road, Dublin, CA. Source:
Kittelson & Associates, Inc
DRAFT
Bicycle and Pedestrian Plan 51
BICYCLE LANES (CLASS II)
Bicycle lanes are on -street bikeways that provide a dedicated
space for the exclusive or semi -exclusive bicycle use. Through -
travel by motor vehicles or pedestrians is prohibited; vehicle
parking and pedestrian- and motorist-crossflows are permitted.
Class IIA—A conventional one-way striped bicycle lane.
Class IIB—Upgraded bicycle lane with a striped buffer or
green conflict markings. In Dublin, this bikeway class exists on
Dublin Boulevard from Silvergate Drive to San Ramon Road
and on Tassajara Road from Rutherford Drive to Fallon Road.
Diagram of typical Class IIB bike lane configuration
Class IIB Facility on Amador Valley Boulevard, Dublin, CA. Source: City of Dublin.
BICYCLE ROUTES (CLASS III)
Bicycle routes do not provide a dedicated
space for bicycles, but instead, bikes share the
lane with motorists and signs or pavement
markings indicate the bike route.
Class IIIA—Signage-only routes.
Diagram of typical Class
Class IIIB Wide curb III bike lane configuration
lane or shoulder that may include signage.
Class IIIC—Route with standard shared lane markings ("sharrows")
that can be used to alert drivers of the shared roadway environment
with bicyclists. This class of bikeway exists on Davona Drive.
Class III Facility in Portland, OR. Source: Kittelson & Associates, Inc.
52 City of Dublin
DRAFT
SEPARATED BICYCLE LANES (CLASS IV)
Separated bicycle lanes are bicycle lanes that provide vertical
separation from motorists on roadways. The separation may include
grade separation, flexible posts, planters, on -street parking, or other
physical barriers. These bikeways provide a greater sense of comfort
and security in comparison to standard Class II bike lanes. Class
IV facilities are especially relevant for high-speed or high -volume
roadways. Separated bike lanes can provide one-way or two-way travel.
Class IV Facility, San Diego, CA Source: Kittelson and Associates, Inc.
SUPPORTING INFRASTRUCTURE
In addition to the on- and off-street facilities, supporting infrastructure
is essential to promote walking and biking as viable modes of
transportation. Critical elements include end -of -trip facilities, such
as bicycle parking, showers, and lockers. Other critical infrastructure
elements include wayfinding, drinking fountains, seating, and shade.
BICYCLE PARKING
Secure short-term and long-term bicycle parking that can
accommodate a wide range of bicycles including children's bicycles,
electric bicycles, and cargo bicycles, for example, are necessary to
support biking. Access to secure bicycle parking is one of the top
factors determining whether someone chooses to ride a bike or not.
Bike parking should be added to new developments as well as key
destinations like BART
New development provides key opportunities to ensure Dublin
adequately provides both short- and long-term bicycle parking.
Bike Parking at Dublin Library Source: City of Dublin
DRAFT
Bicycle and Pedestrian Plan 53
Currently, Dublin follows parking
requirements n Section 5.106.4 of the
California Green Building Code. This
code states that short-term parking must
be provided for five percent of new visitor
motorized vehicle parking spaces being
added, with a minimum of one two -bike
capacity rack. The bicycle parking must be
anchored within 200 feet of the visitors'
entrance. Long-term bike parking must be
provided for new buildings with tenant spaces
with 10 or more tenant -occupants, also at a
5 percent of vehicle parking space rate with
a minimum of one bicycle parking facility.
Short-term bicycle parking refers to
traditional bike racks, which may be
located on public or private property.
Bike racks serve people who need to park
their bikes for relatively short durations
of about two hours or less. Because short-
term bicycle parking does not provide
additional security, locked bicycles and
their accessories may be exposed to theft
or vandalism. However, short-term bike
racks are more numerous and conveniently
located near destinations. To deter theft or
vandalism, short-term parking should be
within eyesight of a building or destination
or located in well -traveled pedestrian areas.
Dublin has short-term bicycle parking in
the Downtown area as well as at many
local parks and community centers.
Long-term bicycle parking is the most
secure form of parking and and is necessary
for most workplaces, residences, transit
stations, park and ride lots, and other
locations where individuals park their bikes
for more than a few hours or overnight.
Because long-term bike parking requires
more space than short-term racks, facilities
may be located farther away from the
ultimate destination. Long-term parking
is also often more expensive due to added
security and space requirements. Long-
term parking can consist of bike lockers,
enclosed bike cages, bike rooms, and bike
stations, each of which is discussed in
the following bullets. Long term parking
should also support charging for e-bikes.
Bike lockers are fully enclosed and
generally weather -resistant spaces
where a single bicycle can be parked
and secured by key or electronic lock.
Shared -use electronic lockers operated
by BikeLink are provided at the West
Dublin/Pleasanton BART Station (68
lockers) and West Dublin BART Station
(56 lockers). The BikeLink system allows
users to pay by the hour for use of the
lockers through a membership card.
Enclosed bike cages are multiple bike
racks contained by a fence. The enclosure
entrance is secured with a lock or key
code, but within the cage, bicycles are
exposed and secured to racks with
personal locks. Cages can be outdoors
(ideally with a roof for weather resistance)
or located in building parking garages
or utility rooms. Because contents are
visible through the cage and bikes inside
are accessible, the security of a bike
cage depends on good management of
access keys or codes. Bike cages are most
appropriate for closed environments
such as businesses, office buildings, or
multi -family developments with access
limited to owners, tenants, or employees.
• Bike rooms are bicycle racks located
within an interior locked room or a
locked enclosure. Because they house
bikes behind solid walls, bike rooms
are more secure than bike cages, where
bikes remain visible from the outside.
As with bike cages, bike room security
depends on access key and code
management. Bike rooms are most
appropriate where access is limited
to owners, tenants, or employees.
• Bike stations are full -service bike
parking facilities that offer controlled
access and other supporting services
like attended parking, repairs, and retail
space. Bike stations can offer services
such as free valet parking, 24-hour
54 City of Dublin
DRAFT
BikeLink lockers at the West Dublin/Pleasanton BART
Station. Source: Kittelson * Associates. Inc.
Maintenance station on a trail.
Source: Kittelson & Associates, Inc.
Wayfinding signage for West Dublin/
Pleasanton BART Station. Source:
Kittelson & Associates, Inc.
access -controlled parking,
sales of bike accessories,
bike rentals, and classes.
Other Infrastructure
and Amenities
Skateboard and Scooter
Lockers should be provided
at key destinations with high
levels of skateboard and scooter
activity like schools, transit
stations, parks, and trailheads.
Showers, Lockers, and
Changing Rooms are important
end -of -trip amenities that
encourage bicycle commuting.
Some places of employment in
Dublin may provide showers,
lockers, and changing rooms.
However, the City does not
inventory such facilities. The
Shannon Community Center,
Dublin Civic Center, and the
high school and middle schools
all provide showers and lockers.
Maintenance Stations for
bicycles should be provided
throughout the city at key
destinations with high levels of
bicycle activity like trailheads,
employment centers, transit
stations, parks, and schools.
Maintenance stations may include
a repair stand with tools, such
as screwdrivers, flat wrenches,
pressure gauges, tire pumps,
and other equipment, to allow
people biking the opportunity
to make on -the -go repairs.
Wayfinding helps a high -quality
bicycling and pedestrian network
be easily navigable. Bicycle and
pedestrian wayfinding helps
residents, tourists, and visitors
find key destinations. Modern,
cohesive, multimodal sign plans
and designs distinguish walking
and bicycling routes, highlight
specific destinations, and
facilitate connections to and from
public transit stops. Wayfinding
can also define connections
with popular hiking trails and
regional trails. There is a need
for a comprehensive wayfinding
signage program in Dublin.
Lighting improves safety and
visibility for pedestrians and
bicyclists. Some routes that are
convenient during the day are
unusable in the dark, limiting
their utility and effectiveness.
DRAFT
Bicycle and Pedestrian Plan 55
Illuminating trails and
sidewalks reduces the
possibility of user collisions
with objects or each other
and makes deformities or
unevenness in the surface
more visible which can also
prevent falls and crashes. For
example, pedestrian -scale
lighting improvements on
Dublin Boulevard under the
I-680 overpass are needed to
improve visibility of people
walking along the corridor.
Pedestrian amenities
are a critical part of
pedestrian -focused design,
which prioritizes safety,
comfort, and quality of
service. Amenities like
planters, benches, drinking
fountains, restrooms, and
sidewalk trees all enhance
a walking environment.
Shared mobility allows
for flexible transportation
options and provides
bicycles and scooters to
community members who
would otherwise lack access
to these modes. Dublin
does not currently offer
shared mobility options.
KEY WALKING
AND BIKING
DESTINATIONS
The choice and ability to
walk and bike to essential
destinations greatly benefits
community members through
increased activity and
improved health. Walking
and biking also benefits
the broader community
by reducing in greenhouse
gas emissions and vehicle
congestion. People have
varying abilities and
tendencies to walk or bike
based on infrastructure
presence and quality. Land -
use patterns that determine
the distance between origins
and destinations as well as the
density, diversity, and intensity
of uses also shape people's
walking and biking habits.
Key walking and biking
destinations were mapped.
Specific points of interest
were selected for consistency
with the Plan's goals to
increase walking and biking
mode share to school,
transit, trailheads and
parks, and work. These
activity centers are shown
in Figure 21 and include:
• Schools: All public K-12
schools within Dublin
Unified School District
• BART: West Dublin/
Pleasanton station and
Dublin/Pleasanton station
• Job Centers: Seven
job centers that include
Dublin's largest employers
and concentrations
of employment
• Parks: Neighborhood
and community
parks in Dublin
Person with an e-scooter waiting to cross at
Dougherty Road and Amador Valley Road.
Source: Kittelson & Associates. Inc.
56 City of Dublin
DRAFT
Figure 21. Land Use, Key Destinations, and Existing Facilities Map
Alameda
County
San Ramon
WEST DUBLIN/
PLEASANTON
We,sM,Odi!
Contra
Costa
County
Parks Reserve Forces
Training Area
BRODER e/
GLEASON DR
GTH ST
1661
DUBLIN/
PLEASANTON
Pleasanton
DRn'sI DE DR
Dublin Crossing
goal. CANYON ND
Livermore
0 I Mile 0
Shared Lane (Class III)
Downtown Dublin Bike Lane (Class IIA)
Employment Centers Buffered Bike Lane (Class IIB)
. Parks Existing Class IA Shared Use Path
Public Schools - Existing Class IB Sidepath
BART Stations
DRAFT
Bicycle and Pedestrian Plan 57
EXISTING
PROGRAMS
As shown in Table 5, the City,
the school district, the Police
Services, Alameda CTC, and
nonprofit organizations provide
numerous programs that
support walking and biking in
Dublin. These programs play
an important role in promoting
active transportation and
fostering safe walking and
biking in the city. The City of
Dublin recognizes the critical
role that programs and policies
play in complementing physical
infrastructure to promote walking
and biking and will continue to
support and broaden the reach
of these existing programs.
Table 5. Existing Bicycle and Pedestrian Programs
Program
Description
Managing
Department /
Organization
Offering Services
Bicycle and
Pedestrian
Counts
Bicycle and pedestrian counts are included
in the City's turning movement counts. Bike
counters collect data on the Iron Horse and
Alamo Canal trails. Bicycle and pedestrian
count data is also provided in environmental
documents and traffic studies.
Traffic and
Planning
Safe Routes to
SRTS establishes routes which maximize
safety for travel to and from schools as well
as educates school administrators, parents,
Dublin Unified
School District
(DUSD) with
support from
Alameda CTC;
several City
departments,
including Police,
Planning, and
Traffic
School (SRTS)
and children about vehicle, bike, and
pedestrian safety.
Bicycle Rodeo
Dublin Police Services has a Bicycle Safety
Program, which is offered to elementary
schools in Dublin. The program supports
safe bicycle riding and challenges students'
riding abilities in a safe and controlled
environment. Dublin Police Services
promotes bicycling by educating students
Police
and Safety
Program
about riding safely and properly.
Adult School
Crossing guards help children safely cross
the street at key locations on the way to
school. Crossing guards set an example of
how to safely cross the street, and they may
help parents feel more comfortable allowing
their children to walk or bike to school.
Police and Traffic
Crossing Guards
58 City of Dublin
DRAFT
Program
Description
Managing
Department /
Organization
Offering Services
National Bike
Sponsored by the City, National Bike Month
activities encourage people to bike during
the month of May. Promoted events include
cycling workshops, classes, and giveaways.
The City also sponsors Bike to Work (or
Wherever) Day, which provides energizer
stations and self -guided rides, and Bike to
Market Day, which rewards bicyclists with
"carrot cash" to use at the Dublin Farmers'
Market.
Traffic and
Environmental
Programs
Month Activities
Walk and Roll to
During October, Walk and Roll to School
Week encourages the Dublin community
to walk, bike, skate, and ride scooters to
school. Dublin schools celebrate walking
and bicycling with promotional assemblies,
walking school buses and bike trains,
DUSD, Traffic
School Week
giveaways, and prizes. Dublin's participation
is partially funded by Measure B/BB.
Bicycle and
Pedestrian
Projects
Workshops
The City hosts biannual bicycle and
pedestrian workshops to share information
about new bicycle and pedestrian projects
and solicit feedback on current and future
pedestrian and bicycle infrastructure.
Traffic
Traffic Safety
The City's Traffic Safety Committee —
comprised of representatives from Dublin
Police Services' traffic unit, Public Works'
transportation staff, and City maintenance
staff —meets monthly to discuss public
comments on potential traffic safety issues
and to recommend appropriate actions.
Common inquiries include requests for
traffic calming devices to reduce vehicle
speeds, stop sign installations, and new signs
and pavement markings.
Police, Traffic,
Maintenance
Committee
Program
Description
Managing
Department /
Organization
Offering Services
Community
Rides and Bike
Clubs
Community rides help build both
community and physical skills among new
and continuing riders. They provide a
guided pathway for new bicyclists to gain
confidence riding and navigating the city
on a bike. Regular rides foster community
among riders, especially for youth looking
for physical and creative outlets outside
of school. During school, nonprofit
organizations also lead bike clubs at middle
and high schools, where staff provide bikes
and safety gear and take students on group
adventure rides. Community rides can be
offered to the entire community or geared
to women, queer -identifying, or other less -
likely -to -ride demographics that are better
served by a safe space that celebrates and
empowers rider identity.
Cycles of Change,
Bay Area Outreach
and Recreation
Program, Bike East
Bay
Bike Education
Classes
One or more sessions, bike education classes
teach riders bike safety, bike mechanics,
theft prevention, and other useful skills.
Youth Bike Rodeos, Bike Mechanics Classes,
Adult Bike Safety Classes, and Family
Biking Workshops are a few examples of the
variety of different bicycle classes offered by
nonprofit organizations.
Cycles of Change,
Bike East Bay
DRAFT
Bicycle and Pedestrian Plan 59
BARRIERS
TO WALKING
AND BIKING
Barriers to a safe and
comfortable walking and
biking network in Dublin
take many forms, including
• High -stress streets with
multiple vehicle travel
lanes, high vehicle volumes,
high vehicle speeds, and
lack of separation between
vehicles and other modes.
• Conflicts between bicyclists
and turning or merging
vehicles at intersections
and interchanges.
• Linear barriers such as the
two major state highway
system facilities (Interstate
680 and Interstate 580) that
have limited and poorly -
designed crossings for
people walking and biking.
• Long crossing distances
and limited street
connectivity (e.g., cul-de-
sacs and long block lengths)
for people walking.
• Lack of east -west
connectivity that limits route
options for people walking
and biking and forces travel
along high -stress arterials
like Dublin Boulevard and
Amador Valley Boulevard.
"This stretch is scary for bicycling
when the lane disappears with lots
of traffic." community member
"A person in a wheel chair or
a parent with a stroller can't
safety navigate the sidewalk."
community member
Incomplete or broken
sidewalks, inadequate
sidewalk widths, missing or
outdated curb ramp designs,
and a limited number of
accessible pedestrian signals.
These conditions discourage
walking and biking and
can increase stress and
discomfort for those who
choose to walk and roll.
This discussion of barriers has
two key parts: first, a discussion
of safety barriers based on
bicyclist and pedestrian collision
statistics and citywide high -
injury networks; and second,
a discussion of pedestrian and
bicycle connectivity based on
the bicycle level of traffic stress
(LTS) analysis and pedestrian
crossing opportunities analysis.
VEHICLE SPEED
& SAFETY
As vehicle speeds increase,
the risk of serious injury or
fatality also increase. Increased
speeds also reduce the driver's
visual field and peripheral
vision. Managing and reducing
vehicle speeds is imperative
to achieving safer streets.
60 City of Dublin
DRAFT
Figure 22. Influence of Vehicle Speed on Driver's
Cone of Vision & Pedestrian Survival Rates
Higher speeds affect a driver's ability to perceive,
focus on, and react to things in their line of vision.
15 mph 20 mph
Higher speeds
decrease the
chance that a
pedestrian will
survive a crash.
Souce: Tefft, 2013
75% of
pedestrians will
SURVIVE a crash
at 32 mph.
30 mph
40 mph
f* If
50 % of
pedestrians will
SURVIVE a crash
at 42 mph.
pedestrians will
SURVIVE a crash
at 50 mph.
Based on the Local Road Safety Analysis, which evaluates all collisions
on local roads within the City of Dublin between 2016 and 2020:
•
Pedestrian collisions
account for 28 percent
of all fatal and serious
injury collisions in
the City —that is more
than 10 percent higher
than the state average.
A disproportionate
share of fatal and
serious injury —
including pedestrian
collisions —occur
in dusk/dawn or
dark conditions.
COLLISION ANALYSIS
Pedestrian and bicyclist
collision data from 2014 to
2019 from local police reports
and the Statewide Integrated
Traffic Records System capture
safety trends citywide. This
section describes the location,
severity, circumstances, and
timing of collisions involving
people walking and biking.
Findings from this analysis
will help determine streets to
prioritize to make it safer for
people walking and biking.
• • COLLISION TRENDS
Available variables in the
25% of collision data helped identify
citywide trends. Pedestrian
and bicycle collisions were
analyzed separately based on
the following characteristics:
• Lighting conditions
• Location characteristics
(specifically intersection
versus segment collisions)
• Primary collision factors
cited by reporting officers
• Age and perceived gender of
people walking and biking
involved in collisions
The small size of each
dataset-68 bicycle collisions
and 81 pedestrian collisions
over six years —limits the
ability to find statistically valid
trends. However, even with
these limitations, the analysis
revealed several patterns that
reflect conditions in Dublin.
LOCATION
Table 6 and Table 7 present
pedestrian and bicycle collisions
based on location and severity.
Intersection collisions are those
reported to have occurred
within a 250-foot intersection
influence area —all others are
considered segment collisions.
A majority of both pedestrian
and bicycle collisions happened
at intersections, where there
are more conflicts with motor
vehicle traffic than at other
locations along roadways.
DRAFT
Bicycle and Pedestrian Plan 61
Table 6. Pedestrian Collisions by Location and Severity
Fatal and
Location Severe Injury
Collisions
Other Total Reported Share of Total
Collisions
Collisions Reported
Intersection
11
63
74
91%
Segment
1
6
7
9%
Total
Reported
12
69
81
100%
Table 7. Bicycle Collisions by Location and Severity
Fatal and
Location Severe Injury
Collisions
Other Total Reported Share of Total
Collisions Collisions Reported
Intersection
Segment
2
1
50
15
52
16
76%
24%
Total
Reported
3
65
68
100%
Figure 23. Pedestrian and Bicycle Collisions by Lighting Conditions
70
60
50
m
g 4Q
LL
G 30
o 20
u
10
0
7E3
Daylight
14t 13%
a% 4t
Dark - Street Lights Dusk- Dawn
• Pedestrian
Collisions
• Bicycle Collisions
1,
Dark- No Street Dark- Street Lights
Lights Not Functioning
Lighting Conditions
NOTE: totals may not sum to 100% due to rounding
Source: 2014-2019 Statewide Integrated Traffic Record Systems collision database.
Lighting
Lighting conditions are an
important factor for pedestrian
and bicyclist visibility and
personal security by enabling
people to see each other. Figure
23 presents pedestrian and
bicycle collisions by lighting
conditions. The majority of
bicycle and pedestrian collisions
occurred in daylight conditions.
All reported fatal and severe -
injury bicycle collisions occurred
in daylight conditions. When
collisions occurred in dark
conditions, they happened
primarily under streetlights.
Primary Collision Factors
Primary collision factors
(PCFs) are provided in the
data and aggregated based on
the section of the California
Vehicle Code that the reporting
officer records. For bicycle
collisions, the PCFs were
• Automobile right of way
violation (26 percent of
collisions), which indicates
one of several California
Vehicle Violation codes
regarding a failure to yield
right-of-way to oncoming
traffic. This action may come
from either the bicyclist
or motorist involved.
• Improper turning (16
percent of collisions),
which indicates a motorist
committed a hazardous
violation while turning.
• Other hazardous movement
(12 percent of collisions),
an aggregated violation
category that indicates a
hazardous movement on the
part of either the bicyclist
or motorist involved.
The PCFs cited most frequently
for pedestrian collisions were
• Pedestrian right of way
violation (27 percent
of collisions), which
indicates a driver violated a
pedestrian's right of way.
• Other improper driving
(20 percent of collisions)
represents an aggregation
of motorist violations.
• Automobile right of way
violation (14 percent of
collisions), which indicates
62 City of Dublin
DRAFT
one of several California
Vehicle Violation codes
regarding a failure to yield
right of way to oncoming
traffic. This action may come
from either the pedestrian
or motorist involved.
• Pedestrian violation (6
percent of collisions), which
indicates a pedestrian violated
laws regarding right of way.
Age of Parties Involved
Figure 24 compares the ages
of people walking or biking
involved in collisions to Dublin's
population. Age data was
only available for 76 percent
of pedestrians and for 63
percent of bicyclists involved
in collisions. This comparison
reveals that people aged 15-24
are overrepresented in bicycle
and pedestrian collisions.
Although they make up just
eight percent of the city's
population, people in this age
group represent 25 percent
and 18 percent of pedestrians
and bicyclists involved in
collisions. Similarly, people aged
45-64 are underrepresented
among pedestrian and bicyclist
collisions (at 12 percent each),
despite making up 25 percent
of Dublin's population.
Gender of Parties Involved
Additionally, gender was
recorded by the reporting officer
for 78 percent of bicyclists
involved in collisions and for
59 percent of pedestrians.
Available data reveals that men
represented approximately 60
percent of pedestrians involved
in collisions and 83 percent of
bicyclists involved in collisions.
HIGH -INJURY
NETWORK
An analysis of the citywide
roadway network was conducted
to identify a set of bicycle
and pedestrian high -injury
streets, together called a high -
injury network (HIN). This
HIN constitutes the worst -
performing segment locations
based on collision severity and
frequency of collisions involving
people walking and biking.
Figure 24. Age of Parties Involved in Collisions
0
c
0
N
40%
35%
30%
- 25%
Q 20%
15%
10%
5%
0%
18%
8%
Under5
29%
16`.
5-14 years old
35%
25%
8%
9%
4% I
■
15-24 years old 25-44 years old 45-64 years old 65+years old
• Pedestrians Involved • Bicyclists Involved • Dublin Population Share
(63% age reported) (76% age reported)
NOTE: totals may not sum to 100% due to rounding
Source: 2014-2019 Statewide Integrated Traffic Record Systems collision database.
"Every time I cross here, I almost
get hit by a car trying to enter the
freeway." community member
DRAFT
Bicycle and Pedestrian Plan 63
Figure 25. Pedestrian High -Injury Network Map
Alameda
County
DUBLIN BL
San RarL._
Dougherty
Open Space
o - Training Area
P-i o ND�OUN
BRI GHTON
Y 9�9 STHsi m 2O�
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bon Biddle LT'
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DUBLIN BL
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County
QP SPDcs ore
62 percent of pedestrian collisions occurred
on 4 percent of Dublin's roads (8.4 miles)
71 percent of the pedestrian high injury streets
has four or more vehicle through lanes
Parks Reserve Forces
Pleasanton
Livermore
Mile 0
Pedestrian High Injury Network
64 City of Dublin
DRAFT
Figure 26. Bicycle High -Injury Network Map
San Ramon
Alameda
County
Dougherty Hills
Open Space
Civic Plaza
Contra
Costa
County
QP SNocs ore
4°1
Parks Reserve Forces
Training Area
RrR„
]rH Si
sc
o HORIZON PW o
0
'ion Biddle c a
Park
DUBLIN BL
sCABIE,TRrWI
Pleasanton
GLEASON OR
pfg
Emerald
Glen Park
CENTIBB L P W
ryO4THSLDE DR
0
Livermore
Mile 0
62 percent of bicycle collisions occurred on
3.5 percent of Dublin's roads (6.7 miles)
88 percent of the bicycle high injury streets
has four or more vehicle through lanes
Bicycle High Injury Network
DRAFT
Bicycle and Pedestrian Plan 65
Table 8. High Injury Streets
Roadway
Extents
Pedestrian High Injury Streets
Amador Valley Boulevard
I-680 to Burton St.
Arnold Road
I-580 to Dublin Blvd.
Bent Tree Drive
Fallon Rd to Sugar Hill Terr.
Burton Street
Amador Valley Blvd. to Tamarack Dr.
Dublin Boulevard
Hansen Dr. to Grafton St.
Hacienda Drive
I-580 to Dublin Blvd.
Regional Street
Southern extents to Amador Valley Blvd.
Tamarack Drive
Canterbury Ln. to Brighton Dr.
Tassajara Road
Dublin Blvd. to Gleason Dr.
Village Parkway
Dublin Blvd. to Davona Dr.
Amador Valley Boulevard
Total
Bicycle
Mileage: 8.4 miles
High Injury Street
San Ramon Rd. to Penn Dr.
Dublin Boulevard
Silvergate Dr. to Myrtle Dr.
Village Parkway
Dublin Blvd. to City Limits (N)
Total Mileage: 6.7 miles
66 percent of bicycle collisions
and 66
percent of pedestrian collisions occur
on just 10 percent of streets in the City.
High Injury Streets
Table 8 provides the extents of
each high injury street along with
the total mileage (measured as
centerline miles).
HIGH INJURY
NETWORK
CHARACTERISTICS
• 62 percent of pedestrian
collisions occurred on
4 percent (8.4 miles)
of Dublin's roads.
• 62 percent of the city's
bicycle collisions occurred
on 3.5 percent (6.7 miles)
of Dublin's roads.
Dublin's pedestrian and bicycle
HINs overlap for many of their
segments. About 10 miles or
just over 5 percent of Dublin's
roadways appear in either the
bicycle HIN, pedestrian HIN, or
both. This means that 66 percent
of Dublin's bicycle collisions
and 66 percent of its pedestrian
collisions occur on just 10
percent of streets in the city.
Key Characteristics of
the Pedestrian HIN
• Approximately 40 percent
of the pedestrian HIN has
a speed limit of 35 miles
per hour. Additionally, 32
percent of the HIN mileage
consists of roads with speed
limits of 40 or 45 miles per
hour. The remainder of the
HIN has speed limits of
25 or 30 miles per hour.
• Approximately 55 percent
of the pedestrian HIN
consists of roads classified
as arterial roads; the
remaining roads are collector
or residential streets.
• Approximately 47 percent
of the HIN has five or six
vehicular through lanes.
Another 24 percent of the
network has four vehicular
through lanes. The remainder
of the HIN consists of roads
with two or three lanes.
66 City of Dublin
DRAFT
Key Characteristics of
the Bicycle HIN
• Approximately 78 percent
of the bicycle HIN mileage
consists of roads with speed
limits of 35 or 45 miles per
hour. The remainder of
the HIN has a speed limit
of 30 miles per hour.
• The bicycle HIN is nearly
evenly divided between
arterial and collector
roadways, with 54 and 46
percent, respectively.
• Approximately 88 percent of
the HIN has four or more
vehicular through lanes.
BICYCLE LEVEL OF
TRAFFIC STRESS
LTS METHODOLOGY
People on bikes are vulnerable
street users. The presence of
any one of several factors can
make people feel unsafe or
uncomfortable. Bicycle level of
traffic stress (LTS) measures the
stress imposed on bicyclists by a
road segment or crossing.' The
LTS methodology was used to
classify Dublin's intersections
and on -street roadway and path
segments as one of four levels
of traffic stress. Classifications
range from LTS 1 to LTS 4, with
1 being the most comfortable/
least stressful and 4 being least
comfortable/most stressful.
ON -STREET ROADWAY
SEGMENT LTS
METHODOLOGY
The on -street roadway segment
LTS methodology provides
criteria for three bicycle facility
types: bike lanes alongside a
parking lane, bike lanes not
alongside a parking lane, and
mixed traffic (i.e., no bike lanes
present). On -street roadway
segment LTS analysis considers
several factors that affect bicyclist
comfort, including the number
of vehicle travel lanes, vehicle
Figure 27. Roadway Characteristics Used to Calculate Bicycle LTS
NUMBER
OF LANES
PRESENCE
& WIDTH OF
BIKE LANES
- 0 0
. trik311
SPEED OF
TRAFFIC
1-01-"?".
PRESENCE
& WIDTH OF
PARKING +
BIKE LANES
volume, vehicle speed, presence
and width of bike lanes, presence
and width of parking lanes, and
presence and type of separation
between the bike lane and vehicle
travel lanes (see Figure 27).
Path LTS Methodology
The path LTS methodology
was created to account for the
various design factors that affect
quality of service and bicyclists'
NUMBER OF
VEHCILES
PRESENCE &
PHYSICAL BARRIER
BETWEEN BIKE
LANES & VEHICULAR
TRAFFIC
stress on the Class IA paths and
Class IB sidepaths in Dublin.
The analysis considers segment
characteristics, including path
width, shoulder width and
separation, and wayfinding.
The analysis also considers
intersection/crossing elements,
such as traffic control, crossing
distance, geometric elements,
pavement markings, and signage.
3 This report uses an on -street LTS methodology developed by the Mineta Transportation Institute (MTI) and documented in the Low -Stress Bicycling and
Network Connectivity report published in 2012. This methodology was further refined by Dr. Peter Furth of Northeastern University in 2017. See Mekuria,
Mazza C., "Low -Stress Bicycling and Network Connectivity" (2012), All Mineta Transportation Institute Publications., Book 4. http://scholarworks.sjsu.
edu/mti_a11/4 and http://www.northeastern.edu/peter.furth/criteria-for-level-of-traffic-stress/, specifically "Version 2.0," published in June 2017.
DRAFT
Bicycle and Pedestrian Plan 67
Crossing LTS Methodology
A crossing LTS analysis was
conducted for street and path
intersections located along
high -stress facilities (segments
that scored LTS 3 or LTS
4) since it is likely that the
characteristics of a high -stress
segment can affect the bicyclist
experience when crossing
from a low -stress street. The
crossing methodology analyzes
intersections and crossings
for the following situations:
• Intersection approaches
for pocket bike lanes
(bike lanes that are to
the left of a dedicated
right -turn vehicle lane)
• Intersection approaches
for mixed traffic in the
presence of right -turn lanes
• Intersection crossings for
unsignalized crossings
without a median refuge
• Intersection crossings for
unsignalized crossings
with a median refuge
These situations do not describe
all crossing circumstances.
For example, in Dublin,
many Class I facilities cross at
signalized intersections. These
situations are covered in the
path LTS methodology.
LTS RESULTS
The LTS analysis was conducted
using a spatial database with
inputs obtained through a
combination of field review,
Google Earth aerial review,
and City input. Assumptions
were applied to fill data
gaps where necessary.
The on -street and path LTS
results, presented together on
Figure 28, illustrate citywide
bicycle level of traffic stress and
network connectivity. To simplify
the level of detail shown, the
directionality of the on -street
LTS has been suppressed. Each
on -street segment is displaying
its highest (i.e., worst) LTS
value. Refer to appendix C
for the full set of LTS maps,
including directional LTS.
• On -Street Level of Traffic
Stress. Low -stress streets
in Dublin are typically local
residential roads without
dedicated bicycle facilities
where vehicle speeds and
volumes are low. Higher
stress streets are often arterial
roads like Dublin Boulevard,
which are less comfortable
for bicyclists, due to the
relatively higher vehicular
speeds, higher traffic
volumes, and the number of
vehicle travel lanes. These
higher stress streets present
barriers to low -stress travel
where they intersect with
low -stress facilities and create
islands isolated by high -stress
segments and crossings.
• Path LTS. Class IA multiuse
paths most frequently score
an LTS 2 given their width,
shoulder, and wayfinding
presence. Class IB side paths
frequently score an LTS 3
with no wayfinding present
along their segments. Path
crossings vary, but they
rarely exceed LTS 3 except at
intersection crossings with
high speeds, high volumes,
and no crossing markings
or signage. Although path
LTS values were assessed
for every path crossing
location, only crossings
with scores lower than their
connecting path segments
are mapped in the results.
In other words, the mapped
crossings are those which
degrade the neighboring
segment path LTS.
• Low Stress Islands. Figure
29 presents Dublin's network
of low -stress facilities and
highlights where gaps
and islands exist. Fallon
Road, Tassajara Road, San
Ramon Road, and Dublin
Boulevard are prime
examples of low -stress gaps
in the on -street network.
In Dublin, most streets are
residential streets. Nearly all of
those streets (98 percent) are low
stress because of their low speeds
and volumes. With generally
higher speeds and volumes,
68 City of Dublin
DRAFT
Figure 28. On Street and Path LTS Combined Map
Alameda
County
Pleasanton
Contra
Costa
County
0
Mile 0
Path LTS Scores
On -Street LTS Shared Use Path (Class IA) Sidepaths (Class iB) Path Crossings
LTS1 LTS1
LTS 2 LTS 2
LTS 3 LTS 3
LTS 4 LTS 4
LTS 1 • LTS 1
LTS 2 • LTS 2
LTS 3 • LTS 3
LTS 4 • LTS 4
DRAFT
Bicycle and Pedestrian Plan 69
Figure 29. Low Stress Islands Map
Pleasanton
Contra
Costa
County
On -Street LTS
1
2
Shared Use
LLIER CANYON RO
Livermore
1 Mile 0
Class IB
Path (Class IA) Sidepath
LTS 1
LTS 1
LTS 2 LTS 2
70 City of Dublin
DRAFT
collector and arterial roadways
are higher stress for bicyclists
unless they have appropriate
facilities. Only 37 percent of
collectors and 7 percent of
arterials in Dublin are low stress
(see Figure 30). Many businesses
and services are located on
or near collectors, and these
desintations can only be accessed
with some travel along or across
the collectors or arterials.
The goal of planning and
designing a low -stress bicycle
facility network is to enable
people of all ages and abilities
to feel safe and comfortable
riding bicycles throughout the
city. These LTS findings are
useful for determining and
locating appropriate low -stress
bicycle facilities in the city.
Dublin's extensive network
of low -speed and low -volume
local neighborhood streets
already create a backbone for
a low -stress biking network;
however, these streets are isolated
pockets throughout the city and
remain separated by high -stress
Figure 30. Miles of Bikeway Stress by Functional Classification
LOW STRESS
STREETS
HIGH STRESS
STREETS
11
0 30
Ar
Cc
Re
terial Streets
llector Streets
sidential Streets
60 90 120 150
Miles
*Miles does not include paths.
arterial and collector streets.
By enhancing low -stress streets
and adding separated bicycle
facilities on targeted segments
of higher -speed and higher -
volume collectors and arterials,
Dublin can support a more
connected, low -stress bicycle
network that better serves key
destinations throughout the city.
PEDESTRIAN
CONNECTIVITY
Sidewalk gaps and lack of safe
crossing opportunities can create
barriers to walking by requiring
people to go out of their way
to avoid the gap or by forcing
people to walk in the street and
increase their exposure to vehicle
traffic. The current barriers to
walking are mapped in Figure 31.
"You can't use the sidewalk
without tripping on a jagged
piece of concrete."
community member
DRAFT
Bicycle and Pedestrian Plan 71
Figure 31. Pedestrian Crossing Barriers Map
San Ramon
Alamedalk
County
DUBLIN BL
•
•
Dougherty Hills T
Open Space 1\\
•
Contra
Costa
County
Parks Reserve Forces
Training Area
8TH ST
/TM ST
BRODER BL
QO� • `�/ ® �GLEASONpB 1•
P0AP• I \\\0 6TH ST —/' •
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'eMH/A
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Sports •=_. i
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COLLIER CANYON RD
Livermore
1 Mile 0
A Major street barrier - signal with no major street Roadways/Paths
crossings
- Major Street (crossing barriers exist along street)
® Major street barrier -- all -way stop, no marked
crossings Paths
• Major street barrier - side -street stop control Other streets - full crossing accessibility assumed at
Not a barrier - full accessibility nodes
- Sidewalk gap on major road •
Not a barrier- RRFB
72 City of Dublin
DRAFT
WALKING AND
BIKING ACCESS
The ability of people to walk or
bike to key walking and biking
destinations was analyzed to
estimate existing access to key
destinations. This analysis was
used to identify barriers in the
existing network and highlight
locations where investments
would have the greatest potential
to close gaps in the network and
increase access and mode share.
The share of the Dublin
population that could be
expected to walk or bike to each
activity center was estimated
based on pedestrian and bicyclist
typology, distance to the
destination, and the quality of
available infrastructure. These
estimates of walk and bike access
were determined by four inputs:
• Demographic data: Dublin
residents were grouped
into walking and biking
typology groups based on
age. Groups exhibit different
propensities to walk or bike
and respond differently to
supportive infrastructure.
• Network distance to
destination: The analysis
assumed that people used
the shortest available route
to get to the destinations
• Barriers and impediments:
For walking, uncontrolled
crossings of major roads
were identified as blocking
or impeding an available
walking route. For biking,
a high LTS score (3 or
4) blocks or impedes
available routes. Barriers
block access and require a
different route; impediments
increase the perceived travel
distance, which decreases
the likelihood of walking
or biking. Populations
experience barriers and
impediments differently.
For example, uncontrolled
crossings of major roads
can create inaccessible
routes for young children
and older adults, but are
merely inconvenient for
teenagers and adults who
are more likely to be able
to cross. Pedestrian and
bicyclist typologies were
used to capture such
differences in experiences.
• Mode share data: Kittelson
used data from the National
Household Travel Survey
(NHTS), BART station
profile surveys, the American
Community Survey (ACS),
and Safe Routes to School
(SRTS) mode share surveys
to estimate the percentage of
people walking and biking
and the relationship between
mode share and destination
distance. The percentage of
the population estimated to
walk or bike varies based on
the perceived distance to the
destination. For example,
more people walk for a half -
mile trip than a one -mile trip.
The analysis was conducted
using a four -step process
illustrated in Figure 32.
WALKING AND
BIKING DEMAND
ANALYSIS PROCESS
The methodology analyzes
existing walking and biking
access to key destinations using
historical travel pattern and
count data, demographic data,
and infrastructure data. This
analysis did not consider other
factors that influence mode
choice decisions like access or
ability to ride a bicycle, income
and wealth, disability, and trip
chaining characteristics. This
analysis indicates the magnitude
of existing and potential
latent demand for walking
and biking based on a set of
informed assumptions about
the known relationship between
infrastructure and mode choice.
Existing demand is summarized
in this section, and the detailed
methodology and outcomes
are presented in appendix D.
DRAFT
Bicycle and Pedestrian Plan 73
Figure 32. Walking and Biking Demand Analysis Process
01 DEMOGRAPHIC ANALYSIS
Categorize
population
into walking
and biking
typologies
at Census
• block level
02 POPULATION ASSIGNMENT TO BUILDINGS
: Assign and
: apportion
: population
: by typology
: to residential
= buildings
WALK ACCESS
03 NETWORK ANALYSIS
•. Calculate
:network
•. distance to •
:points of
:interest and
:percieved
•. distance
:based on
:infrastructure
•. factors and
04 AGGREGATE RESULTS
Using a
distance/
mode split lookup
table, estimate
the mode share to
points of interest.
Calibrate based on
:walking and ; existing mode split
:biking typology : and travel data
• Schools: Cottonwood Creek School, Dougherty Elementary,
and Kolb Elementary exhibit the highest estimated walk shares
with around 36 percent of students living within walking
distance. Other elementary schools similarly exhibit high
estimated walk shares, due in part to the localized nature of their
student population compared to middle and high schools.
• Transit: Approximately 11 percent of Dublin residents are
within a 15-minute walk of either the Dublin/Pleasanton
or West Dublin BART stations. Over 40 percent of Dublin
residents live more than two miles from either BART station.
• Job Centers: The walk share estimates range from 4 to
9 percent for each job center. The limited walkability
of these sites is largely the result of the distance
between the employment and residential uses.
• Parks and Open Space: Access for each resident was determined
by the nearest City park. The analysis measured perceived
distance to any park for each resident rather than to a specific
park. Almost 25 percent of Dublin residents live within one -
eighth of a mile from a park, and 62 percent of residents live
within a one -mile perceived walking distance of a park.
Figure 33. Walk Access
Walk Access
for Adults
to BART
Access Distance
-
-
0- 1/4 miles
1/4 - 1/2 miles
1/2 - 1 mile
1 - 1-1/2 miles
1-1/2 - 2 miles
2+ Miles
Youth Walk Access to
Cottonwood Creek School
y�Y
•
Pea.o,ton
Walk Access to BART for
Youth, Older Adults, and
People with Disabilities
Parks
* BART Access
- Sidewalk gap on major road
- Major Streets (Crossing Barriers Present)
Aamon
Note: Full side graphics are
included in the appendix.
74 City of Dublin
DRAFT
Access Distance
0 - 1/4 miles
1/4 - 1/2 miles
BIKE ACCESS
• Schools: Access points to
Dublin High, Frederiksen
Elementary, Murray
Elementary, and Wells
Middle School are provided
on high -stress streets
(streets with LTS scores of
3 or 4). High -stress streets
create an access barrier and
reduce the propensity of
students to bike to school.
Amador Elementary and
Kolb Elementary exhibit
the highest estimated bike
share with 14 percent
of students having low -
stress bicycle access.
Figure 34. Bike Access to BART
Bike access to BART for (left to right)
"interested but concerned", "enthused and
confident" and "strong and fearless" riders.
Illustrates the barriers to access for the
"interested and concerned" group, Dublin's
largest population of bicyclists. Note: Full
size graphics are included in the appendix.
BART access points
-
1/2 - 1 mile
1 - 1-1/2 miles
1-1/2 - 2 miles
2+ miles
• Transit: Based on the
bicyclist typology and
available infrastructure,
approximately 12 percent
of Dublin residents have
a bike route matching
their stress tolerance and
can access one of the two
BART stations within an
approximately 15-minute
ride at a 10-mile per hour
pace. Less than one percent
of interested and concerned
bicyclists have a low -stress
bicycle route to BART.
Bike access to BART for
"interested but concerned"
• Job Centers: The share of
population with an available
and acceptable bicycle route
varies from 18 percent to
37 percent; the resulting
bike mode share estimates
range between 1 and 3
percent for each job center.
Limitations to bicycle access
at these sites is primarily the
result of being located on
major arterials, which are
typically high -stress streets.
Bike access to BART for
"enthused and confident"
• Parks and Open Space:
Access for each resident
was determined by the
nearest City park. The
analysis measured perceived
distance to any park for each
resident rather than to a
specific park. In Dublin, 42
percent of Dublin residents
have an acceptable bicycle
route to a park. Nearly 40
percent have no available
low -stress route, and the
remaining residents would
not choose to bike if a low -
stress route were available.
Bike access to BART for
"strong and fearless"
DRAFT
Bicycle and Pedestrian Plan 75
4. RECOMMENDED BICYCLE
& PEDESTRIAN NETWORKS
This chapter presents the recommended
citywide bicycle and pedestrian networks.
These networks represent the City's vision
for walking and biking infrastructure in
Dublin, with new and improved facilities
to create safe and comfortable connections
to key destinations for users of all ages
and abilities. Public feedback and findings
from the existing conditions assessment,
high -injury network, bicycle level of traffic
stress, pedestrian connectivity, and demand
analysis contributed to developing the
recommended network shown in Figure 35.
NETWORK DEVELOPMENT
The network was developed in three phases:
• Phase 1: Network Framework
• Phase 2: Network Evaluation
• Phase 3: Network Refinement
The following sections describe the
process and outputs of each phase.
PHASE 1: NETWORK
FRAMEWORK
The active transportation network
framework includes a variety of sources of
data and information including community
feedback, related plans and projects,
existing conditions and needs analysis,
and evaluation of destinations and barriers
documented in the preceding chapters.
PHASE 2: NETWORK
EVALUATION
The Plan's vision includes creating a safe and
comfortable walking and biking network
that can be enjoyed by all. Ultimately,
the goal of the low -stress network is to
enable a wider cross section of the city's
population to feel comfortable and safe
while making trips by bike and on foot.
With the vision of an all ages and abilities
active transportation system in mind, criteria
from the Federal Highway Administration's
Bikeway Selection Guide were used to select
initial low -stress facility recommendations
for all streets in Dublin. These initial
recommendations will help the largest
segment of the population to feel comfortable
while walking and biking (see Figure 35).
Speed and volume roadway operational
characteristics were used to determine the
appropriate low -stress bicycle facility type.
The identified facility types should be
considered a minimum. In cases where
more space is available, the City will
increase the level of separation between
people driving and people biking.
"Bike lanes and
separate pedestrian
path are great"
community member
IllBicycle and Pedestrian Plan
Figure 35. Recommended Projects and Existing Facilities
Parks Reserve Forces
Training Area
RTH ST
7TH ST
bTH ST
HORIZON P
PRODEP
•
• . .. ryo�ry'/STDE DR b
II Mile 0
Locations with identified proposed segment projects may also
include pedestrian improvements such as consistent sidewalks,
buffers with street trees and/or green stormwater infrastructure,
high -visibility crosswalks, accessible curb ramps, curb
extensions, reduced corner radii, and signal improvements.
Refer to Table 6 for detailed project descriptions.
Proposed Point Project
• Spot Improvement
Proposed Segment Project
Shared Lane (Class III)
Bike Lane (Class IIA)
Buffered Bike Lane (Class IIB)
Complete Streets Study: Separated
Facility (Class I or Class IV)
Complete Streets Study: Consider
Improvements to Existing Sidepaths
Class I Path Projer•
Existing Facility
Shared Lane (Class III)
t t Bike Lane (Class IIA)
Buffered Bike Lane (Class IIB)
Existing Class IA Shared Use Path
Existing Class IB Sidepath
kid
Schools
BART Stations
Parks
ity of D
DRAFT
Figure 36. Preferred Bikeway Type
10k
9k
8k
7k
6k
5k
4k
3k
2k
1k
0
Notes
Shared Lane
or Bike
Boulevard
15 20 25 30 35 40 45 50 55
SPEED MILES PER HOUR
1 Chart assumes operating speeds are similar to posted speeds. If they differ, use operating speed rather than posted speed.
2 Advisory bike lanes may be an option where traffic volume is <3K ADT.
3 See page 32 for a discussion of alternatives if the preferred bikeway type is not feasible.
Source: US Department of Transportation Federal Highway Administration,
Bikeway Selection Guide, FHWA-SA-19-077, February 2019, https://
safety.fhwa.dot.gov/ped bike/tools_solve/docs/fhwasa18077.pdf.
"Would love to see separated bike
lanes with street trees and widened
sidewalks."
community member
PHASE 3: NETWORK
REFINEMENT
Once the low -stress facility
was determined, a high-
level feasibility assessment of
each corridor was conducted
to evaluate the potential
implications of installing the
low -stress facility. For example,
assessments considered whether
vehicle parking or vehicle travel
lanes would need to be removed
to install a low -stress facility. For
locations where implementation
of the all ages and abilities low -
stress facility would be more
challenging, potential parallel
routes were sought to provide
similar quality of access as the
constrained corridor. Constrained
or challenging corridors were
identified and recommended
for further evaluation as part
of a complete streets study.
The resulting project list was
refined to address feedback
from City staff, TAC, BPAC,
and community members.
Bicycle and Pedestrian Plan 79
NETWORK RECOMMENDATIONS
COMPLETE STREET APPROACH
A Complete Street approach was taken during the development
of infrastructure recommendations. Bicycle-, and pedestrian -
supportive investments are included in each corridor and
crossing project and transit -supportive elements will be
further considered along transit corridors as part of design
development. The following list illustrates the range of treatments
that may be applied to corridor and crossing projects:
• Advance yield markings
• Curb extensions
• Median refuges or crossing islands
• Centerline hardening4
• Intersection daylightings
• Narrow vehicle travel lanes
• Traffic control modifications (e.g., stop sign, signal)
• Signal timing and phasing modifications
(e.g., restrict right turn on red)
4 Centerline Hardening. A left -turn traffic -calming treatment that
features a vertical element, such as a bollard, rubber curb, or concrete
curb installed along the centerline at intersection departures to force
drivers to approach the turn at a steeper angle and slower speed.
5 Intersection Daylighting. A strategy to increase visibility
at intersections by prohibiting parking (e.g., installing red
painted curb) at least 20 feet in advance of a crossing.
• Sidewalk widening
• Added or upgraded bike facility
The project recommendations are presented as a
package, with concurrent improvements to support
all three active and sustainable travel modes.
CORRIDOR PROJECTS
Corridor projects were identified on high -stress roadways
that represented barriers to walking and biking.
Recommended corridor projects are summarized in Table 9 and
presented by location in Table 10.
Table 9. Project Type by Length
Project Type Miles
Shared Lane (Class III)
Bike Lane (Class IIA)
Buffered Bike Lane (Class IIB)
Complete Streets Study: Separated Facility (Class I or Class
IV)
Complete Streets Study: Consider Improvements to Existing
Sidepaths (Class IB)
Path (Class IA)
Speed Reduction Evaluation
Total
12.4
3.1
17.0
10.4
4.9
7.9
1.3
56.8*
* Corridor projects are not double counted in this total if they represent
multiple project types, like speed reduction and buffered bike lanes.
City of Dublin
DRAFT
Table 10. Recommend Projects by Location
Project ID
Project Location From
Project Description
•
SEGMENT PROJECTS
S-1
Various locations for Class III facilities/neighborhood bikeways:
Tamarack Drive, Davona Drive, St. Patrick Way, Lucania Street,
Brighton Drive, Grafton Street, Antone Way, South Bridgepointe
Lane, and Brannigan Street
Study opportunities and create designs for traffic calming, striping, and signs to create
Class III bikeways
S-2
S-3
S-4
S-5
Gleason Drive
Hacienda Drive
Dublin Boulevard
Arnold Road
Arnold Road
Brannigan Street
Restripe to add buffer to the Class II facilities; if possible, provide wide buffer (greater
than 3') for potential to add vertical separation to convert to Class IV in the future; as a
future project phase, provide a separated facility (Class I or Class IV)
Southern City
Limits
Scarlett Drive
Dublin Boulevard
Gleason Drive
Restripe to add buffer to the Class II facilities; if possible, provide wide buffer (greater
than 3') for potential to add vertical separation to convert to Class IV in the future; as a
future project phase, provide a separated facility (Class I or Class IV)
Tassajara Road
Altamirano Ave
Restripe to add buffer to the Class II facilities; if possible, provide wide buffer (greater
than 3') for potential to add vertical separation to convert to Class IV in the future; as a
future project phase, provide a separated facility (Class I or Class IV)
Restripe to add buffer to the Class II facilities; if possible, provide wide buffer (greater
than 3') for potential to add vertical separation to convert to Class IV in the future and
evaluate opportunities to lower speed limit; if speeds are not lowered, as a future phase
provide a separated facility (Class I or Class IV)
S-6
S-7
S-8
S-9
S-10
Grafton Street
Tassajara Road,
Dougherty Road, an
Hacienda Drive
Kohnen Way
Southern City
Limits
Tassajara Road
Village Parkway
North Dublin
Ranch Drive
Amador Valley
Boulevard
Antone Way
Convert to a Class IIB bikeway through restriping
Dublin Boulveard
Convert to a Class IIB bikeway by restriping travel lanes on Tassajara, Dougherty, and
Hacienda at the I-580 overcrossings
Rutherford Drive
Northern City
Limits
Restripe to add buffer to the Class II facilities; if possible, provide wide buffer (greater
than 3') for potential to add vertical separation to convert to Class IV in the future; as a
future project phase, provide a separated facility (Class I or Class IV)
Conduct a complete streets study to determine whether Class I or Class IV facilities
are most appropriate and feasible for this location and implement the chosen separated
bicycle treatment
Various locations for Class III facilities/neighborhood bikeways:
Tamarack Drive, Davona Drive, St. Patrick Way, Lucania Street,
Brighton Drive, Antone Way, South Bridgepointe Lane, and
Brannigan Street
Implement the traffic calming, striping, and signs plans and designs created in project
S-1 to create Class III bikeways
S-11
Village Parkway
S-12
Tassajara Road
Dublin Boulevard
Amador Valley
Boulevard
Palisades Drive
North Dublin
Ranch Drive
Restripe to add buffer to the Class II facilities and evaluate opportunities to lower speed
limit or provide a Class IV or Class I facility
Evaluate opportunities to reduce speed limit along this corridor
Bicycle and Pedestrian Plan 81
Project ID Project Location
Project Descriptio
S-13
Dougherty Road
Dublin Boulevard
Southern city limits
Conduct a complete streets study to determine whether Class I or Class IV facilities
are most appropriate and feasible for this location and implement the chosen separated
bicycle treatment
S-14
Amador Valley
Boulevard
Stagecoach Road
Dougherty Road
Conduct a complete streets study to determine whether Class I or Class IV facilities
are most appropriate and feasible for this location and implement the chosen separated
bicycle treatment
S-15
Tassajara Road
Gleason Drive
Southern City
Limits
Upgrade pedestrian facility to improve comfort, especially across the I-580 overcrossing,
conduct a complete streets study to determine whether Class I or Class IV facilities
are most appropriate for this location, and implement the chosen separated bicycle
treatment. This project is anticipated to be implemented after the lower cost solution in
S-7.
S-16
S-17
Dublin Boulevard
Inspiration Drive
San Ramon Road
Conduct a complete streets study to determine whether Class I or Class IV facilities
are most appropriate and feasible for this location and implement the chosen separated
bicycle treatment
Dublin Boulevard
Inspiration Drive
Western extent
Conduct a complete streets study to determine whether Class I or Class IV facilities
are most appropriate and feasible for this location and implement the chosen separated
bicycle treatment
S-18
Fallon Road
Fallon Road
Gleason Drive
Southern city limits
Tassajara Road
Upgrade pedestrian facility to improve comfort, especially across the I-580 overcrossing,
conduct a complete streets study to determine whether Class I or Class IV facilities
are most appropriate for this location, and implement the chosen separated bicycle
treatment.
S-19
Gleason Drive
Make improvements to adjacent sidepaths to provide two-way bicycle and pedestrian
connectivity by evaluating needs for and implementing wayfinding, signing, and striping
improvements, intersection improvements, and crossings, as needed.
S-20
Dublin Boulevard
Tassajara Road
Eastern city limits
Add buffered bike lanes along the Dublin Boulevard Extension
S-21
Tassajara Road
Palidsades Drive
Northern City
Limits
Work with Contra Costa County to design and implement Class IIB facilities
S-22
S-23
S-24
Dublin Boulevard
San Ramon Road
Dougherty Road
As recommended in the 2014 plan, upgrade to separated Class I facilities providing
sufficient space to reduce conflicts between people walking and biking; evaluate
opportunities to improve walkability by reducing obstructions; enhance median and
lighting along Dublin Boulevard under I-680; improve sidewalk connection across
commercial driveway and at bus stop (east of Regional Street); add pedestrian -scale
lighting under I-680 Overpass. Install barrier in median underneath overcrossing to
prohibit pedestrian crossings.
Dublin Boulevard
Dougherty Road
Scarlett Drive
Conduct a complete streets study to determine whether Class I or Class IV facilities
are most appropriate and feasible for this location and implement the chosen separated
bicycle treatment
Dublin Boulevard
Tassajara Road
Fallon Road
Conduct a complete streets study to determine whether Class I or Class IV facilities
are most appropriate and feasible for this location and implement the chosen separated
bicycle treatment
82 City of Dublin
DRAFT
Project ID Project Locatio
Project Descriptio
S-25
S-26
Central Parkway
Tassajara Road
Fallon Road
Upgrade to a Class IIB Bicycle lane and evaluate opportunities to lower the speed limit
or provide Class IV or Class I facility
Various locations: N Dublin Ranch Drive, S Dublin Ranch Drive,
Hansen Drive, Starward Drive, San Sabana Road, Southwick
Drive, Hibernia Drive, Donohue Drive, Keegan Street, Peppertree
Road, Madden Way, Kohnen Way, York Drive, Maple Drive,
Inspiration Drive, and Vomac Road
Study opportunities, create designs, and implement traffic calming and signs to create
Class III Bikeways along the identified roadways
S-27
Lockhart Street
Central Parkway
Dublin Boulevard
Add a Class IIA Bicycle Lane where no bike lane currently exists
S-28
John Monego Court
Dublin Boulevard
Southern extent
Add a Class IIA Bicycle Lane where no bike lane currently exists
S-29
Sierra Lane
Sierra Court
Dougherty Road
Add a Class IIA Bicycle Lane where no bike lane currently exists
S-30
York Drive
Amador Valley
Boulevard
Poplar Way
Add a Class IIA Bicycle Lane where no bike lane currently exists
S-31
Hibernia Drive
Dublin Boulevard
Summer Glen
Drive
Add a Class IIA Bicycle Lane where no bike lane currently exists
S-32
Shannon Avenue
Vomac Road
Peppertree Road
Add a Class IIA Bicycle Lane where no bike lane currently exists
S-33
Glynnis Rose Drive
Central Parkway
Dublin Boulevard
Add a Class IIA Bicycle Lane where no bike lane currently exists
S-34
Central Parkway
500' west of Croak
Road
Croak Road
Extend bike lanes and sidepaths along Central Parkway to Croak Road
S-35
Croak Road/Volterra
Drive
Volterra Court
Dublin Boulevard
If Croak Road is improved south of S Terracina Drive, add low stress bicycle
facilities based on anticipated speeds, volumes, and FHWA Bikeway Selection Guide
recommendations
S-36
Central Parkway
Iron Horse Parkway
Tassajara Road
Restripe to add buffer to the Class II facilities and evaluate opportunities to lower speed
limit or provide Class IV or Class I facility
S-37
Gleason Drive
Fallon Road
Brannigan Road
Upgrade to a Class IIB Bicycle lane and evaluate opportunities to lower the speed limit
or provide Class IV or Class I facility
S-38
Amador Plaza Road
Southern Extent
Amador Valley
Boulevard
Upgrade to a Class IIB Bicycle lane and evaluate opportunities to lower the speed limit
or provide Class IV or Class I facility
S-39
Silvergate Drive
San Ramon Road
Peppertree Road
Upgrade to a Class IIB Bicycle lane and evaluate opportunities to lower the speed limit
or provide Class IV or Class I facility
S-40
Arnold Road
Dublin Boulevard
Southern city limits
Conduct a complete streets study to determine whether Class I or Class IV facilities
are most appropriate and feasible for this location and implement the chosen separated
bicycle treatment
S-41
Dougherty Road
Scarlett Drive
Central Parkway
Northern City
Limits
Improve wayfinding and signage for parallel path on east side; restripe to upgrade Class
IIA facilities to Class IIB facilities
S-42
Lockhart Street
Gleason Drive
Add a Class IIB bike lane where no bike lane currently exists or improve adjacent
sidepaths to provide two-way bicycle and pedestrian connectivity by evaluating needs
for and implementing wayfinding, signing, and striping improvements, intersection
improvements, and crossings, as needed.
Bicycle and Pedestrian Plan 83
S-43
Stagecoach Road
Amador Valley
Boulevard
Northern City
Limits
Add a Class IIB Bicycle Lane where no bike lane currently exists
S-44
Sierra Ct
Dublin Boulevard
Northern extent
Add a Class IIB Bicycle Lane where no bike lane currently exists
S-45
Amador Valley
Boulevard
Village Parkway
Stagecoach Road
Upgrade from Class IIA to Class IIB Bicycle Lane
S-46
Bent Tree Drive
Fallon Road
East Sugar Hill
Terrace
Restripe to a Class IIB Bicycle Lane where no bike lane currently exists
S-47
Hacienda Drive
Gleason Road
Dublin Boulevard
As a follow up to S-3, evaluate opportunities to lower the speed limit or provide Class IV
or Class I facility
S-48
Dougherty Road
Dublin Boulevard
Scarlett Drive
Conduct a complete streets study to determine whether Class I or Class IV facilities
are most appropriate and feasible for this location and implement the chosen separated
bicycle treatment
S-49
S-50
Hacienda Drive
San Ramon Road
Dublin Boulevard
Dublin Boulevard
Southern city limits
Upgrade pedestrian facility to improve comfort, especially across the I-580 overcrossing,
conduct a complete streets study to determine whether Class I or Class IV facilities are
most appropriate and feasible for this location, and implement the chosen separated
bicycle treatment. This project is anticipated to be implemented after the lower cost
solution in S-7.
Southern city limits
Upgrade pedestrian facility to improve comfort, especially across the I-580 overcrossing,
and conduct a complete streets study to determine whether Class I or Class IV facilities
are most appropriate and feasible for this location and implement the chosen separated
bicycle treatment
S-51
Dublin Boulevard
Scarlett Drive
Tassajara Road
Make improvements to adjacent sidepaths to provide two-way bicycle and pedestrian
connectivity by evaluating needs for and implementing wayfinding, signing, and striping
improvements, intersection improvements, and crossings, as needed.
S-52
Clark Ave/Village
Parkway
Dublin Boulevard
Dublin Boulevard
Upgrade from Class IIB to Class IV Bicycle Lane
S-53
Martinelli Way and
Iron Horse Parkway
BART Station on
Iron Horse Parkway
Hacienda Drive
Add Class I facilities on both sides of the road on Martinelli Way and support the Class I
facilities by adding signage, wayfinding, and crossing improvements at the intersections;
connect to the BART Station by providing continuous Class I or Class IIA facilities
along Iron Horse Parkway.
S-54
Golden Gate Drive
Dublin Boulevard
Amador Valley
Boulevard
Add bike lanes with the implementation of the Golden Gate extension project
TRAIL
PROJECTS
T 1
Iron Horse Regional
Trail
Implement Phase I and II of the Iron Horse Nature Park Master Plan to create park
space and trail access and connectivity improvements
T-2
Downtown Dublin
Regional Street
Amador Plaza Road
Add trail connection from Regional Street to Amador Plaza Road
T-3
East of Tassajara
approximately 500 ft
Dublin Boulevard
Central Parkway
With development, add Class I connection between Dublin Boulevard and Central
Parkway, just east of Tassajara Road
T-4
Dublin Creek Trail
Amador Plaza Road
San Ramon Road
Add trail connection along Dublin Creek along the Zone 7 channel, to connect at San
Ramon Road
T-5
San Ramon Bike Path
Shannon
San Ramon Bike
Path
Create connection to Shannon Community Center from the San Ramon Bike Path
Community Center
T-6
Alamo Canal Trail
Dublin High
School and Village
Parkway
Alamo Canal
Trail between
Cedar Lane and
Ebensburg Lane
Add Class I facility along east side of Village to connect to the Alamo Canal Trail
T-7
Dublin Boulevard
Amador Plaza Road
Village Parkway
As recommended in the 2014 plan, widen existing sidewalk and add signing and striping
treatments to create a shared use path on the south side of Dublin Boulevard.
T 8
Alamo Canal Trail/
Civic Plaza
Village Parkway/
Clark Avenue
Alamo Canal Trail
Add a bicycle and pedestrian bridge over the canal to create Class I connection between
Village Parkway/Clark Avenue at Alamo Canal Trail at the Dublin Public Safety
Complex Site
T
Dublin Boulevard
Extension
Fallon Road
Collier Canyon Park
(Livermore)
Create Class I connection along the future Dublin Boulevard Extension corridor from
Fallon Road to Collier Canyon Parkway (Livermore)
T-10
Brannigan Street
Central Parkway
Emerald Glen
Park/Tassajara
Road
Gleason Boulevard
Through development, add Class I facility on the west side of Brannigan St. from Central
Parkway to Gleason Boulevard
T-11
T-12
Central Parkway
Brannigan Street
Add Class I connection and street crossing enhancements on the north side of Central
Parkway from Emerald Glen Park/Tassajara Road to Brannigan Street
Dublin High School
Iron Horse Trail
Village Parkway
Add Class I connection along the south side of the school grounds and Dublin Swin
Center from Iron Horse Trail to Village Parkway
T-13
Tassajara Creek
Dublin Boulevard
Pleasanton
Study options for gap closure to provide a bicycle and pedestrian overcrossing and
shared use path from Tassajara Creek at Dublin Boulevard south over I-580 into
Pleasanton
T-14
Nielson Elementary
School
Amarillo Road
Mape Memorial
Park Path
Add Class I connection along the southern edge of Nielson Elementary to connect
Amarillo Road with the existing path along Mape Memorial Park to san Ramon Road
T-15
Altamirano Street
Dublin BART
station
Martinelli Wa y
Add Class I connection along Altamirano Street between the Dublin BART station and
Martinelli Way
T-16
Croak Road
Dublin Boulevard
Positano Parkway
Add Class I connections along Croak Road from Dublin Boulevard to Positano Parkway
T-17
Positano Parkway
Croak Road
La Strada Drive
Add or improve trails along Positano Parkway to connect to the trail on Croak Road
T-18
Tassajara Creek Trail
Tassajara Road
Trailhead
Wallis Ranch
development trails
Add Class I connection between the existing Tassajara Creek trailhead on Tassajara Road
and trails in the Wallis Ranch development
Bicycle and Pedestrian Plan 85
POINT PROJECTS
Crossing projects were identified at locations that represented
major barriers to walking and biking, including freeway crossings,
high -stress trail crossings, high -stress intersections, and locations
that experienced a high frequency or severity of collisions.
The recommended crossing projects are
presented in Table 11 and includes:
• Interchange projects to modernize and improve multimodal
access and traffic safety, lessening the barriers to walking and
biking that are posed by the I-580 and I-680 freeways.
• Crossing projects to improve connections to and along
existing Class I paths and trails or to provide mid -
block connections across existing roadways.
• Intersection projects to improve safety for people
walking and biking by modifying intersection signal
timing, geometry, signing, or striping.
Table 11 outlines the recommended crossing projects by location.
Table 11. Recommended Crossing Projects by Location
Project rolec oca io rolect Description
ID
1
FREEWAY CROSSING PROJECTS
FC-1
San Ramon Road at
southbound I-580
westbound ramp entrance
FC-2
San Ramon Road at
northbound I-580
westbound ramp entrance
FC-3
San Ramon Road at I-580
westbound ramp terminal
Redesign interchange ramp terminal to
provide safe crossings
Redesign interchange ramp terminal to
provide safe crossings
Redesign interchange ramp terminal to
provide safe crossings
FC-4
St. Patrick Way at I-580 ramp
terminal and entrance
Redesign interchange ramp terminal to
provide safe crossings
Project
ID
Project Location
Project Descriptiori
FC-5
FC-6
Dougherty Road at I-580
westbound ramp entrance
Redesign interchange ramp terminal to
provide safe crossings
Dougherty Road at I-580
westbound ramp terminal
Redesign interchange ramp terminal to
provide safe crossings
FC 7
Dougherty Road at I-580
eastbound ramp entrance
Redesign interchange ramp terminal to
provide safe crossings
FC-8
Hacienda Drive at I-580
westbound ramp terminal
Redesign interchange ramp terminal to
provide safe crossings
FC-9
Hacienda Drive at I-580
eastbound ramp entrance
Redesign interchange ramp terminal to
provide safe crossings
FC-10
Hacienda Drive at I-580
westbound ramp entrance
Redesign interchange ramp terminal to
provide safe crossings
FC 11
Tassajara Road at I-580
westbound ramp entrance
Redesign interchange ramp terminal to
provide safe crossings
FC 12
Tassajara Road at I-580
westbound ramp terminal
Redesign interchange ramp terminal to
provide safe crossings
FC-13
Tassajara Road at I-580
eastbound ramp entrance
Redesign interchange ramp terminal to
provide safe crossings
FC-14
Fallon Road at I-580
westbound ramp terminal
and entrance
Redesign interchange ramp terminal to
provide safe crossings
FC-15
Fallon Road at I-580
eastbound ramp entrance
Redesign interchange ramp terminal to
provide safe crossings
FC 16
Village Parkway at I-680 NB
ramp entrance
Redesign interchange ramp terminal to
provide safe crossings
PEDESTRIAN CROSSING PROJECTS
C-1
C-2
C-3
Regional Street between
Dublin Boulevard and
Amador Valley Boulevard
Provide mid -block crossing (RRFB or
other actuated treatment)
Dublin Boulevard and Iron Provide pedestrian and bicycle
Horse Trail overcrossing to connect to Don Biddle
Community Park
Sierra Court cul-de-sac Add connection from Sierra Court to the
Alamo Canal/Iron Horse Trail network
Project
ID
Project Location
roject Description
C-4
Tassajara Creek Trail and
Dublin Boulevard
Study the feasibility of improving the
crossing of Tassajara Creek Trail at Dublin
Boulevard by providing better connections
to the existing crossing at John Monego
Court. Provide wayfinding and signs to
direct people biking and walking between
the trail and the intersection.
C-5
Tassajara Creek Trail and
Tassajara Road
Improve connections to nearby crossings
or add crossing at Tassajara Road and
Tassajara Creek Trail (south of Rutherford
Drive) to provide access to the trailhead;
improve general access to and connectivity
from the trail to Tassajara Road and local
destinations
■
INTERSECTIO ' ROJECTS
I-1
Central Parkway/Aspen
Street
Provide crossing improvements (RRFB
or other actuated treatment) to provide
more visibility of people walking/biking,
especially to school
I-2
Grafton Street/Antone Way
Provide crossing improvements (RRFB
or other actuated treatment) to provide
more visibility of people walking/biking,
especially to school
I-3
Amador Valley Boulevard/
Burton Street
Provide crossing improvements (RRFB
or other actuated treatment) to provide
more visibility of people walking/biking,
especially to school
I-4
Village Parkway/Amador
Valley Boulevard
As recommended in the 2014 plan,
improve safety for people walking and
biking by implementing strategies like
protected intersection treatments, signing,
bike lane skip striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
Remove slip lanes; reduce curb radii on all
corners; install curb extensions on the SE
and SW corners; install directional curb
ramps.
Project Project Location
ID
Project Descriptiori
I-5
Village Parkway/Tamarack
Drive
Improve safety for people walking and
biking by implementing strategies like
protected intersection treatments, signing,
bike lane skip striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
I-6
Village Parkway/Brighton
Drive
Improve safety for people walking and
biking by implementing strategies like
protected intersection treatments, signing,
bike lane skip striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
1-7
Dublin Boulevard/Hibernia
Drive
Improve safety for people walking and
biking by implementing strategies like
protected intersection treatments, signing,
bike lane skip striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
1-8
Dublin Boulevard/Arnold
Road
Improve safety for people walking and
biking by implementing strategies like
protected intersection treatments, signing,
bike lane skip striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
1-9
Dublin Boulevard/Hacienda
Drive
Improve safety for people walking and
biking by implementing strategies like
protected intersection treatments, signing,
bike lane skip striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
Bicycle and Pedestrian Plan 87
Project
ID
Project Locatio roject Description
As recommended in the 2014 plan,
I-10
Dublin Boulevard/Village
Parkway
improve safety tor people walking and
biking by implementing strategies like
protected intersection treatments, signing,
bike lane skip striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
Reduce width of SB right -turn lane and
reduce turning radii; remove NB right -turn
slip lane and reduce curb radii; reduce curb
radii on NE and SE corners; straighten
crosswalks.
I-11
Grafton Street/Madden
Way/Kohnen Way
Provide higher visibility crossing
treatments, especially to support access to
the school
I-12
Antone Way/Bridgepointe
Lane
Provide higher visibility crossing
treatments, especially to support access to
the school
I-13
S Dublin Ranch Drive/
Woodshire Lane
Provide higher visibility crossing
treatments, especially to support access to
the school
I-14
Tassajara Road and Palisades
Drive
Add Class I signage, striping, and signal
changes to create visibility of people
walking and biking across the existing
Tassajara Road and Palisades Drive
signalized crossing
I-15
I-16
Martin Canyon Creek Trail
at Silvergate Drive
Gleason Drive/Grafton
Street
Provide Class I facilities on the west side
of Silvergate Drive and make intersection
changes at Hansen Drive and Bay Laurel
Street to provide comfortable connectivity
to the existing stop controlled intersection
at Hansen Drive
Improve safety for people walking and
biking by implementing strategies like
protected intersection treatments, signing,
bike lane skip striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
Project Project Location
ID
Project Descriptiori
1-17protecte
Gleason Drive/Brannigan
street
Improve safety for people walking and
biking by implementing strategies like
bike lane intersection
striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
1-18protecte
Central Parkway/Brannigan
street
Improve safety for people walking and
biking by implementing strategies like
bike lane intersection
striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
I-19
Dublin Boulevard/
Brannigan street
Improve safety for people walking and
biking by implementing strategies like
protected intersection treatments, signing,
bike lane skip striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
I-20
Central Parkway/Hibernia
Drive
Improve safety for people walking and
biking by implementing strategies like
protected intersection treatments, signing,
bike lane skip striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
I-21
Central Parkway/Hacienda
Drive
Improve safety for people walking and
biking by implementing strategies like
protected intersection treatments, signing,
bike lane skip striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
I 22
Dublin Boulevard/Regional
Street
Improve safety for people walking and
biking by implementing strategies like
bike lane intersection
striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
88 City of Dublin
Project
ID
Project Locatio roject Descriptio
1-23
Tassajara Road/Gleason
Drive
Improve safety for people walking and
biking by implementing strategies like
protected intersection treatments, signing,
bike lane skip striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
I-24
Fallon Road /Central
Parkway
Improve safety for people walking and
biking by implementing strategies like
protected intersection treatments, signing,
bike lane skip striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
I-25
Dublin Boulevard/Golden
Gate Drive
Improve safety for people walking and
biking by implementing strategies like
protected intersection treatments, signing,
bike lane skip striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
I-26
Fallon Road /Dublin
Boulevard
Improve safety for people walking and
biking by implementing strategies like
protected intersection treatments, signing,
bike lane skip striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
1-27
Dublin Boulevard/San
Ramon Road
As recommended in the 2014 plan, reduce
curb radii on all corners; install directional
curb ramps at all corners
Subject to further analysis, remove
NB overlap phase; install pedestrian
countdown signals and audible warning
signs
Stripe crosswalk on south leg subject to
further analysis
Project
ID
Project Location
Project Descriptio
1-28
San Ramon Road/Amador
Valley Boulevard
Consider adding leading pedestrian
intervals for all approaches; Consider
removing slip lanes on NW and NE
corners and add curb extensions on SW,
NW, and NE corners pending additional
engineering analysis; Consider striping
crosswalk on south leg pending additional
engineering analysis
1-29
Regional Street/Amador
Valley Boulevard
Consider modifying signal to include
leading pedestrian interval on EB and WB
approaches; Consider protected left -turn
phasing for NB and SB traffic.
I-30
Amador Valley Boulevard/
Amador Plaza
Dublin Boulevard/Amador
Plaza Road
Mark crosswalk on east leg of intersection;
Widen median and add median tips as
feasible to provide 6' pedestrian refuge;
Reduce curb radii
Improve safety for people walking and
I-31
biking by implementing strategies like
protected intersection treatments, signing,
bike lane skip striping through the
intersection, bike boxes, leading pedestrian
intervals, or by separating bicyclists and
pedestrians from turning movements.
Reduce curb radii on all corners and install
directional curb ramps.
St. Patrick Way/Golden Gate
I-32 Drive
Install wayfinding signage to West Dublin
I BART; install bulb -outs at all corners;
construct directional curb ramps
I-33 Amador Valley Boulevard/
Donohue Drive
As recommended in the 2014 plan, reduce
curb radii on all corners; widen medians
and add median tips; install directional
curb ramps on all corners
Bicycle and Pedestrian Plan 89
OTHER RECOMMENDATIONS
In addition to this Plan's specific recommendations for projects, there
are a number of steps that the City can undertake to improve walking
and biking in Dublin. The City should implement the program and
policy recommendations and the best practices described in the
engineering and design guide. Additionally, the City can continue
to implement projects from other previous or parallel planning
efforts, including those shown in Figure 37 and listed below:
• Dublin Downtown Streetscape Plan
• BART Station Access Projects
• Iron Horse Regional Trail Projects
• Dublin Safe Routes to School Projects
• Local Road Safety Plan Projects
INCREASED ACCESS TO DESTINATIONS
With implementation of the network recommendations, low -
stress biking and comfortable walking and rolling access to key
destinations would increase. Existing biking access to BART was
compared to biking access with the implementation of the project
recommendations. Bicycle access to BART with the existing
network and implementation of network recommendations is
summarized in Table 12 and shown in Figures 38 and 39.
As demonstrated by this analysis, network recommendations
would increase potential bicycle access to BART by almost
600 percent, providing 71 percent of Dublin residents with a
travel route along streets that match their stress tolerance.
Table 12. BART Access by Bicyclist Type
Bicyclist Type
Share of Bicyclist Type with Suitable
Access to BART
Existing
Network
Recommended
Network
No Way, No How
0%
0%
Interested but Concerned
0%
8%
Enthused and Confident
36%
51%
Strong and Fearless
52%
52%
Total Across all Biker Types
6%
12%
Share of population with bicycle routes
available that are suitable to their Traffic
Stress tolerance
12%
71%
0 City of Dublin
Figure 37. Recommended Projects from Other Plans Map
San Ramon
Alameda
County
♦♦Dougherty Hills
'•-- ♦pen Space
Contra
Costa
County
Parks Reserve Forces
Training Area
GLEASON OR
♦o
♦
♦ 0 1 1
o
♦ w 1 1
__ ♦� i 1 CF NI
on Biddle E, J
L 1
k y�
Aril: N f
Civic Plaza •, �..,. 1
71,SIOE DR
WFallon
Sports
Park
♦ _1
Pleasanton
Iron Horse Regional Trail Project Locations
1 BART Station Access Project Locations
I 1
Livermore
11 Mile 0
Public Schools
BART Stations
Class IA Multi -use Path
Downtown Dublin Plan Project Locations Class IA Multi -use Path -
Under Construction
District 4 Freeway Ramp Crossing Project Locations Class IB Sidepath
Safe Routes To School Project Locations Class IB Sidepath -
Under Construction
Bicycle and Pedestrian Plan 91
Figure 38. Existing Bike Access to BART Network
Alameda
County
Contra
Costa
County
Parks '=rve Forces
Tr: i ing Area
Pleasanton
Level of Traffic Scores
On -Street LTS Class IA Segment Class IB Segment
LTS 1 — LTS 1 • • LTS 1
LTS 2 — LTS 2 LTS 2
LTS 3 LTS 3 LTS 3
LTS 4 LTS 4 LTS 4
Livermore
Mile 0
Bart access points
Access Distance
-
-
-
-
0- 1/4miles
1/4 - 1/2 miles
1/2 - 1 mile
1 - 1-1/2 miles
1-1/2 - 2 miles
2+ miles
92 City of Dublin
Figure 39. Recommended Bike Access to BART Network
Alameda
County
'leasanton
Dublin residents with a bicycle route
along streets that match their level of
traffic stress tolerance would increase
from 12 percent to 71 percent.
Contra
Costa
County
Level of Traffic Stress Scores
On -Street LTS Class IA Segment Class IB Segment
LTS 1 — LTS 1 LTS 1
LTS 2 LTS 2 LTS 2
LTS 3 — LTS 3 LTS 3
LTS 4 — LTS 4 LTS 4
Livermore
Mile 0
Bart access points
Access Distance
- 0- 1/4 miles
- 1/4-1/2 miles
- 1/2-1 mile
- 1 - 1-1/2 miles
- 1-1/2-2 miles
2+ miles
Bicycle and Pedestrian Plan 93
5. RECOMMENDED PROGRAMS,
POLICIES, AND PRACTICES
This chapter presents the Plan's recommended
programs, policies, and practices. It provides
recommended strategies and actions to support
walking and biking in the city. It also discusses
recommended policies that the City should
implement as well as best practices that the
City can undertake in developing programs
to encourage active transportation in the city.
The recommendations are organized into
the following categories, which consist of
focused topic areas and recommendations:
This chapter also references the Engineering
and Design Guide, which was developed as part
of this project, as a resource for recommended
practices. The guide is included in Appendix D.
Coordination and
Collaboration
IMI
Funding and
Implementation
cecNi
Data Collection
Oa
Operations and
Maintenance
L4C
Design
Promotion and
Encouragement
sa
Emerging
Technologies
Supporting
Infrastructure and
Amenities
DRAFT
Bicycle and Pedestrian Plan 95
A walk- and bike -friendly Dublin requires investing
in infrastructure as well as ongoing programs that
encourage and support more people to choose sustainable
transportation options. To advance the vision and mission
of this Plan, the City of Dublin must envision new policy
and program initiatives and expand existing ones.
The following program and policy recommendations
are based on feedback from stakeholder interviews
as well as guidance from the technical advisory
committee, the bicycle and pedestrian advisory
committee, a public survey, and online and in -
person public engagement. Recommendations are
organized into eight topic areas, each of which are
supported by specific strategies and actions.
• A strategy is a high-level approach to reach an
outcome that works toward larger goals.
• An action is a specific step that advances the strategy.
These strategies and their actions will guide the
work of the City's bicycle and pedestrian programs
and activities and complement the infrastructure
recommendations presented in the previous section.
Many factors contribute to the success of a specific
action, or strategy —including partner agency
support, funding opportunities, and alignment with
technological advancement and industry change.
Dublin, CA Source: City of Dublin
96 City of Dublin
DRAFT
ja
COORDINATION AND
A:A; COLLABORATION
Establish effective coordination
processes and partnerships
to advance bicycle and
pedestrian projects.
The City cannot reach its goals without the
support of other key agencies: those who own,
operate, and manage streets and trails, those
who provide transit service within the city,
and the agencies who fund plans, projects, and
programs that advance transportation goals and
objectives. The Alameda County Transportation
Commission, Metropolitan Transportation
Commission, Caltrans, East Bay Regional Parks
District (EBRPD), Bay Area Rapid Transit
(BART), Livermore Amador Valley Transit
Authority (LAVTA), Alameda County Flood
Control District (ACFCD), United States
Army Parks Reserve Forces Training Area
(Camp Parks), Dublin Unified School District
(DUSD), and adjacent jurisdictions all play
critical roles in how streets and trails function.
Because the reach of this Plan covers all city
streets and trails regardless of ownership, the
jurisdictional roles and responsibilities of agency
partners at both the project and system -wide
planning level are important and invaluable.
STRATEGIES AND ACTIONS
Establish protocols and procedures
for coordination of bicycle and
pedestrian projects with external
agency stakeholders. Utilize existing
regional channels, such as the Tri-
Valley Transportation Council, to
coordinate bicycle and pedestrian
improvement projects that abut or
intersect jurisdictional boundaries.
Coordinate with the East Bay Regional
Park District (EBRPD) to provide
park access opportunities with local
trails and bike paths and promote green
transportation access and compliant
accessibility from public transit stops
to the regional parks and trails. This is
consistent with Public Access 5 and Public
Access 7 in the EBRPD Master Plan.
Designate a City staff member and
work with DUSD to designate a district
staff person who is responsible for
coordinating issues related to school
connectivity and Safe Routes to School.
Develop templates for access easements
and private property paths and coordinate
with developers to advance completion of
bicycle and pedestrian connections through
and along private property. While the Plan
includes specific recommendations for
Class I multi -use paths, there is a larger
need to highlight the opportunities that
new development provides to create active
transportation and greenway connections.
Future developments should identify how
trails can be implemented to complete
connections with existing neighborhoods
and across barriers. The City should
consider how easements can be developed
for the use of paths on private property as
part of the development review process.
Future development sites, especially along
Dublin Boulevard, should be evaluated to
include or contribute to paths that provide
better linkages along and across the street.
Partner with advocacy groups and
community -based organizations to
increase awareness of and build support
for pedestrian and bicycle projects.
Advocacy groups and community -based
organizations are trusted partners that can
highlight and elevate community voices.
These alliances promote stronger, more
meaningful collaborations that can be
crucial to advancing active transportation
projects and improving project outcomes.
Work with Dublin Police Services to
develop priorities and strategies to
promote traffic safety (e.g., focused
enforcement), particularly on high -
injury streets and near schools.
DRAFT
Bicycle and Pedestrian Plan 97
cecld DATA
COLLECTION
Routinely collect trip and
facility information to track
trends, evaluate projects,
and prioritize investments.
Data is crucial to make an evidence -
based case for active transportation.
Surveys, counts, and infrastructure
data provide essential information
about the built environment and user
habits and experiences. This data can
then help explain how projects affect
neighborhoods and work toward
achieving City and agency goals. By
collecting location -specific data related
to transportation behaviors, project
design elements can be analyzed for
their effectiveness and take advantage
of opportunities to refine a project's
design. Data can also help communicate a
project's effects to the public and decision
makers as well as track trends over time.
STRATEGIES AND ACTIONS
Develop a data collection plan and
standard operating procedures for
collection of speed survey data, especially
along high -injury segments and other priority
locations, such as streets near schools.
Develop a data collection plan and
standard operating procedures for
collection of bicycle and pedestrian counts,
especially at activity centers and other priority
locations, such as streets near schools.
Develop and maintain a spatial
database and inventory of pedestrian
and bicycle facilities and amenities,
including pedestrian -oriented lighting, curb
ramps, crosswalks, traffic control devices,
bicycle parking, maintenance stations, and
multimodal count and vehicle speed data.
Complement the City's bi-annual
bicycle and pedestrian workshops with a
written summary documenting progress
implementing pedestrian and bicycle
projects in the City. Post the written
summary online, through social media
channels, and provide a subscription option
to facilitate distribution of information
to interested community members.
Ensure that transportation impact
analysis (TIA) conducted for new
development adheres to the City's
Current TIA Guidelines, addresses
safety and comfort of people walking
and biking, and includes the collection
of bicycle and pedestrian counts. The
safety analysis should be data -driven and
generally follow best practices outlined in
the FHWA's Incorporating Data -Driven
Safety Analysis in Traffic Impact Analysis:
A How To Guide. https://safety.fhwa.dot.
gov/rsdp/downloads/fhwasa19026.pdf.
98 City of Dublin
DRAFT
• DESIGN
Go beyond minimum
design standards to
incorporate safe walking
and biking facilities into
transportation projects.
Upcoming capital projects should
be influenced by the Design Guide,
which references the priority networks
defined in this Plan, namely the
pedestrian priority network and the all
ages and abilities network (for biking
and micromobility). Design decisions
are often most difficult where these
two priority networks overlap with
major arterials, particularly when the
public right of way is constrained.
While challenging, these corridors,
provide the greatest opportunity
to make bold changes that will
advance mode shift goals, reduce
greenhouse gas emissions, and decrease
vehicles miles travelled (VMT).
STRATEGIES AND ACTIONS
Adhere to recommendations in the Design
Guide as part of the Plan. Additionally,
the City should incorporate best practice
design guidance coinciding with Plan
updates (at a minimum) and make updates as
needed to reflect changes in transportation
options, local, State, and national best
practices, and new information as a result
of research and evaluation of available
data. Require new infrastructure projects
to adhere to the Design Guide established
by this Plan by implementing a design
review process that ensures compliance,
including for construction work zones. This
recommendation is consistent with Climate
Action Plan 2030 Measure SM-7: Develop
a Built Environment that Prioritizes Active
Mobility and supporting actions that improve
the pedestrian experience and create a built
environment that prioritizes active mobility.
Develop design standards for the
incorporation and use of pedestrian -scale
lighting on new and reconstructed public
streets, private streets, and within private
development projects. Lighting can enhance
the built environment and increase safety
and security of people walking and biking.
Pedestrian -oriented facility and intersection
lighting helps motorists to see people walking
and biking and avoid collisions. Pedestrian
walkways, crosswalks, transit stops, both sides
of wide streets, and streets in commercial
areas should be well lit with uniform
lighting levels to eliminate dark spots.
Establish a list of approved traffic
calming strategies and devices to be
routinely considered with restriping and
other roadway improvement projects.
Continue to include bicycle and pedestrian
considerations during review of new
development. Follow best practices for
site access and driveway design. example:
consolidate or eliminate existing curb cuts and
minimize new curb cuts; improve driveway
sightlines; and, require parking ramps to
include mirrors and messaging to prioritize
people walking and biking. Rather than
alerting people walking and biking that a car
is approaching, messaging should alert drivers
that a pedestrian or bicyclist is approaching.
Coordinate pedestrian and bicycle design
with the City's Climate Action Plan and
Green Stormwater Infrastructure Plan.
DRAFT
Bicycle and Pedestrian Plan 99
0 EMERGING
TECHNOLOGIES
AND INNOVATIONS
Leverage emerging
transportation technologies
to support travel by
sustainable modes.
Today's rapidly advancing technology
simultaneously provides opportunities
for transformational change and
introduces new challenges. Adapting
to such change requires anticipating
and keeping pace with technology and
being responsive to community needs.
The greatest challenge is to safely,
efficiently, and equitably transition
to a transportation future in which
everyone benefits from transformational
transportation technologies, including
ride -hailing, car -sharing, micromobility
options, mobile fare payment apps,
multimodal trip planning apps,
real-time travel information apps,
e-commerce apps, and grocery or meal
delivery services, just to name a few.
STRATEGIES AND ACTIONS
Develop flexible policies to support
development of emerging technologies
and alternative modes of transportation,
including shared autonomous vehicles,
connected vehicles, and micromobility-share
services. Policy topics to consider include
general provisions, operations, equipment
and safety, parking and street design,
equity, communications and community
engagement, data, and metrics. Consistent
with Strategy 3—Sustainable Mobility and
Land Use in the Climate Action Plan 2030,
the City will work with micromobility
and last -mile transportation providers to
allow the use of scooters and bike share
programs in specific Dublin locations.
Monitor and evaluate the impact of
emerging transportation technologies,
such as bikeshare and scooter share, as
well as prominent trends including e-bikes,
on walking and biking in Dublin.
Formulate partnerships to advance
implementation of innovative,
ambitious, and scalable pilots, such as
micromobility services and mobility hubs.
Leverage, manage, monitor, and design
for new and emerging technologies
that increase visibility and comfort of
pedestrians and bicyclists. For example,
assess digital wayfinding tools that provide
real time information, explore emerging
technology such as adaptive lighting, and
test new technologies related to pedestrian
and bicycle detection and data collection.
Build a culture of continuous
improvement in knowledge, education,
and communications around technologies
that advance transportation options. Support
and create opportunities for staff training
and capacity building through payment of
professional memberships and participation
in conferences, webinars, and trainings.
Develop policy for use of e-bikes and
personal mobility devices on multi-
use paths and trails, and conduct public
safety, education, and outreach campaigns
to raise awareness of path etiquette.
100 City of Dublin
DRAFT
FUNDING AND
Ma IMPLEMENTATION
Increase investment
in walking and biking
infrastructure and
supporting programs.
Identify and allocate
resources to implement
Plan recommendations.
Walkable and bikeable communities
have considerable economic
benefits. In addition to capital
gains, investment in placemaking
and active transportation yield
intangible, societal benefits. However,
investments in active transportation
infrastructure and supporting
programs consistently fall short of
other transportation investments,
and there is a demonstrated need to
increase the funding and resources
allocated to walking and biking.
STRATEGIES AND ACTIONS
Incorporate proposed bicycle and
pedestrian projects identified in this
Plan into the development review processes.
Develop clear direction for City staff and the
development community for implementing
bicycle and pedestrian projects.
Continue to apply for local, state,
and federal grants to support
active transportation network
improvements and programming.
Leverage potential grant and
alternative funding strategies. Utilize
dedicated funding for bicycle and
pedestrian infrastructure projects.
Add priority bicycle and pedestrian
projects identified in this Plan to the
Capital Improvement Program.
Develop strategies for rapid network
implementation and interim, or quick -
build, design treatments. Utilize a
quick -build approach, focusing on signing,
striping, and markings and lower cost
infrastructure modifications to implement
near -term treatments that improve safety
outcomes for people walking and biking.
Broaden public involvement efforts
and seek to engage the community
and solicit feedback on an ongoing
basis. The City strongly encourages public
comment, input, and involvement in a
wide range of transportation issues. To
increase opportunities for community
engagement, the City should continue
to provide multiple opportunities and
various forums for feedback, provide
regular/routine communication with the
community, and proactively involve the
public in the decision -making process.
DRAFT
Bicycle and Pedestrian Plan 101
00 OPERATIONS
AND MAINTENANCE
Prioritize operations and
maintenance of walking
and biking infrastructure to
make walking and biking
safe and attractive options.
When people decide to walk and bike,
the condition of sidewalks, crosswalks,
signals, bike lanes, bikeways, and
trails are key factors. Inadequately
maintained sidewalks and bicycle
facilities create hazardous conditions
and disrupt network connectivity.
Facility quality also influences travel
choice and behavior. Implementation of
pedestrian- and bicycle -friendly signal
timing operations and maintaining good
sidewalk, street, and trail conditions
are critical components of an accessible
bicycle and pedestrian network.
STRATEGIES AND ACTIONS
Utilize flexibility created through the
passage of Assembly Bill 43 to set safe
speed limits in key areas within the
city. The City should implement changes
authorized in AB 43 and utilize guidance
outlined in City Limits from the National
Association of City Transportation Officials
(NACTO) to reduce default speed limits
(1) on streets designated as safety corridors
or high injury corridors (streets that have
the highest number of serious injuries and
fatalities); (2) in designated slow zones; and
(3) on other designated corridors using
a safe speed study. Under the provision
that went into effect in January 2022, the
City should move to lower speed limits
by 5 miles per hour (from 25 mph to 20
mph or from 30 mph to 25 mph) in key
business activity districts, streets where
at least half of the property uses are
dining or retail. Under the provision that
goes into effect in June 2024, the City
should reduce speeds by 5 mph on streets
designated as safety corridors according
to a definition that will be established by
Caltrans's roadway standards manual.
Develop policy and guidance for
modifications to traffic signal operations,
including implementing leading pedestrian
intervals, providing automatic recall,
installing accessible pedestrian signals,
implementing no right turn on red, and
implementing protected -only left -turn phases.
Establish, update, and implement
maintenance policies and standards
for bicycle and pedestrian facilities on
City right of way. Review the existing
Class I Facility Maintenance Plan (2015),
and develop a standard maintenance plan
for bicycle facilities of all types in the city
that accounts for factors such as signing
and striping maintenance and sweeping
protocols. Continue to collaborate with
East Bay Regional Parks District to
coordinate maintenance efforts for off-
street facilities in the city. When deciding
which facilities to maintain first, prioritize
facilities with the highest ridership and those
that provide access to schools, business
districts, major employers, major transit
centers, and other important destinations.
102 City of Dublin
DRAFT
•C PROMOTION AND
ENCOURAGEMENT
Encourage and promote
increased use of sustainable
travel modes, especially
walking and biking.
Active travel, including walking and
biking, benefits physical and mental
health as well as the environment. To
promote active travel, the City must
provide convenient, safe, and connected
walking and biking infrastructure. But
implementing programs and campaigns
that provide targeted information or
incentives can also motivate people to
walk or bike. The recommendations focus
on non -infrastructure or programmatic
elements that emphasize active travel
as a convenient and healthy option.
STRATEGIES AND ACTIONS
Continue to create a digital and
printed citywide pedestrian and
bike network and amenities map.
Coordinate with local organizations to
create programs and events that support
active transportation and enhance the
built environment. Sample topics include
open streets, slow streets, temporary
street closures, and pavement to parks,
parklets, and plazas. This recommendation
is consistent with the Downtown Dublin
Streetscape Plan Guideline 3.2.6 Parklets
and Guideline 3.2.7 Street Closures.
Continue to partner with Alameda
CTC and DUSD to deliver Safe Routes
to School assessments and programs.
Encourage all Dublin schools to participate.
Consider steps to becoming a Bicycle
Friendly Community through the
League of American Bicyclists. The
program provides a roadmap to improving
conditions for bicycling and guidance
to help make a community's vision for a
better, bikeable community a reality. A
Bicycle Friendly Community welcomes
bicyclists by providing safe accommodations
for bicycling and encouraging people to
bike for transportation and recreation.
Encourage businesses to be recognized
as Bicycle Friendly Businesses through the
League of American Bicyclists. The program
recognizes employers for their efforts to
encourage a more welcoming atmosphere
for bicycling employees, customers, and the
community. Interested business can apply
here: https://www.bikeleague.org/business.
Develop and implement a citywide
transportation demand management
(TDM) program to support additional
transportation options, incentives to choose
sustainable modes, and supplemental
infrastructure improvements identified
in this Plan. The TDM program should
include guidance for staff on requirements
for new development, including bicycle
parking and policy strategies (such
as density bonus for vehicle parking
reductions) and vehicle parking strategies
(such as shared and priced parking).
This recommendation is consistent with
(1) Measure 3: Develop a Transportation
Demand Management Plan in Strategy 3:
Sustainable Mobility and Land Use Measure
and (2) Measure ML-2: Reduce Municipal
Employee Commute GHG Emissions; and
(3) the Climate Action Plan 2030. The TDM
Plan will identify strategies to help facilitate
the move from single -occupancy vehicles
to less carbon intensive transportation
modes, like walking and biking.
DRAFT
Bicycle and Pedestrian Plan 103
SUPPORTING
INFRASTRUCTURE
AND AMENITIES
Provide supportive
infrastructure and amenities
to make walking and biking
convenient and comfortable.
On any given street, careful and thoughtful
design of the built environment affects
accessibility, legibility, a sense of place,
and security. The features that give a
street character are often found in the
frontage or amenity zones; key elements
include supporting infrastructure like
lighting, wayfinding, bicycle parking,
benches, green stormwater infrastructure,
transit stops, and mobility hubs.
STRATEGIES AND ACTIONS
Require short-term and long-term
parking that accommodates various
types of bicycles, skateboards, and
scooters. Install new short- and long-term
parking to meet the recommendations
and requirements outlined in the Design
Guide. For example, provide electric outlet
near long-term parking to accommodate
electric bicycles and provide bicycle
parking spaces that allow for a footprint
of 3 feet by 10 feet in a horizontal rack.
Consider adding or improving
bicycle parking and providing other
bicycle amenities, such as lighting,
maintenance stations, shaded benches,
and drinking fountains in City parks, at
trailheads, community centers, transit
stops, BART stations, Park and Ride
lots, and in other high travel areas.
Develop a bicycle and pedestrian
wayfinding plan and install wayfinding
throughout the city. The plan should refer
to and coordinate with recommendations
identified in the Public Art Program and
Downtown Dublin Streetscape Master
Plan. This recommendation is consistent
with the Downtown Dublin Streetscape
Plan Guideline 4.2.2 Wayfinding.
104 City of Dublin
DRAFT
6. IMPLEMENTATION
STRATEGY
This Plan's infrastructure and
programmatic recommendations
provide strategies and actions
to help Dublin become a
more walkable and bikeable
city. Implementation of these
recommendations will occur over
time, depending on available
resources and funding sources.
This chapter provides an
overview and outcomes of the
prioritization process, estimated
project costs, and a matrix of
applicable funding sources to
advance implementation.
PRIORITIZATION
PROCESS
The project recommendations
include a total of 56.8 miles
across 54 segment projects; 18
trail projects; 16 freeway crossing
projects; 5 pedestrian crossing
projects; and 33 intersection
projects. Prioritizing these
projects is essential to optimize
use of staff time and resources.
The National Cooperative
Highway Research Program
(NCHRP) Report 803:
ActiveTrans Priority Tool
(APT) prioritization process
was used to identify priority
locations for pedestrian and
bicycle projects that improve
conditions for people walking,
biking, and rolling in Dublin.
The prioritization process and
outcomes are summarized in this
section and additional discussion
is provided in appendix F.
The APT methodology uses
a standard set of terms and
definitions to describe the
different steps in the process.
The following definitions
apply within the APT:
• Factors are categories used
to express community or
agency values considered in
the prioritization process and
contain groups of variables
with similar characteristics.
• Weights are the numbers
used to indicate the relative
importance of different
factors based on community
or agency values.
• Variables are characteristics
of roadways, households,
neighborhood areas, and
other features that can be
6 Peter A. Lagerwey, et al. Pedestrian and Bicycle Transportation Along Existing Roads ActiveTrans Priority Tool Guidebook,
NCHRP Report 803, Project No. 07-17 (2015), http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_803.pdf.
measured, organized under
each factor. The terms
variables and evaluation criteria
may be used interchangeably.
• Scaling is the process
of making two variables
comparable to one another
(e.g., number of collisions
versus population density).
The prioritization factors and
evaluation criteria (or variables)
shown in Table 13 align with
the Plan's goals, and they were
developed in collaboration
with the City, the Technical
Advisory Committee and the
Bicycle and Pedestrian Advisory
Committee. Variables were given
equal weight in the analysis.
106 City of Dublin
DRAFT
Table 13. Prioritization Factors and Variables
FACTOR
VARIABLE
NOTES
PEDESTRIAN
BICYCLE
Safet y
High -injury
corridors
Prioritize locations identified along the bicycle and pedestrian high-
injury networks. This variable aligns with the goal enhance safety.
•
IX
•
CAD
Social Equity
Youth
and senior
population
Prioritizes locations with high scores indicating where investment
would promote positive outcomes for vulnerable road users (youth
and senior populations). This variable aligns with the goals improve
connectivity and enhance accessibility.
•
X
6AD
Connectivity
Demand
analysis
Prioritize locations with high potential for walking and biking to
unlock latent demand. This variable aligns with the goal improve
connectivity.
•
x
'.:
Proximity to
schools
Prioritize locations within one mile of schools to provide increased
opportunities to bike and walk to school. This variable aligns with the
goal improve connectivity.
•
IXEgt
p:
Quality of Service
Bicycle level of
traffic stress
Prioritize locations based on the presence of existing high -stress riding
facilities. This variable aligns with the goal increase walking and biking.
IS
et
Sidewalk gaps
Prioritize locations with sidewalk gaps that may create barriers for
people walking. This variable aligns with the goal improve connectivity.
•
X
Major Barriers
Freeway
crossings
Prioritize improving safety and quality of service for ramp terminal
intersection and freeway crossings. This variable aligns with the goal
improve connectivity.
•
/X
IS
C k
et
Consistency with Past
Planning
Previously
identified projects
Prioritize locations of pedestrian and bicycle projects that were identified
in the previous plan. This variable aligns with the goal prioritise investments.
•
IX
DRAFT
Bicycle and Pedestrian Plan 107
IMPLEMENTATION
PLAN
After applying the evaluation
criteria and conducting the
prioritization analysis, three tiers
of recommendations emerged.
The infrastructure projects
were divided into three tiers,
representing the following:
• Tier I: High priority projects
with likely funding or
implementation sources
• Tier II: High priority
projects with no identified
funding source
• Tier III: Lower priority
investments that support
a full low -stress walking,
biking, and rolling
network across the City
TIER I PROJECTS
Nine segment projects, one trail
projects, two crossing project,
and three intersection projects
were identified as Tier I projects.
The Tier I projects include a
complete streets study, striping
and signage for high -stress streets
scheduled for repaving over
the next three years, four new
actuated crossings near schools,
and a bicycle and pedestrian
overcrossing bridge. Tier I
projects, those most likely to be
implemented in the next several
years, are shown in Figure 40.
TIER II PROJECTS
Ten segment projects, one
crossing project, and seven
intersection projects were
identified as Tier II projects. Tier
II projects were identified using
the same prioritization criteria
and framework as Tier I projects,
with input from City staff and
through public engagement.
Tier II projects are high priority
projects that may require
additional feasibility analysis
and concept design development
prior to implementation. The list
of Tier II projects is presented in
Table 15 and the comprehensive
prioritized list of projects is
presented in Appendix C.
TIER III PROJECTS
Tier III projects include the
remaining recommendations
that increase the safety and
comfort of people walking,
biking, and rolling in the city.
While Tier III projects are not
listed in the implementation
plan projects in Table 15, they
can be found in the full list of
projects provided in Table 6 in
the Recommended Bicycle and
Pedestrian Networks section.
108 City of Dublin
DRAFT
CITYWIDE
POLICIES AND
PROGRAMS
A total of 41 strategies and
actions were recommended in one
of eight policy and program topic
areas. These recommendations
will guide the City's bicycle
and pedestrian programs and
activities and complement the
infrastructure recommendations.
COST ESTIMATES
The total cost of all the
projects identified in this Plan
is between $103 and $214
million (see Table 14). This
cost includes adding bicycle
facilities, upgrading bicycle
facilities, updating or adding
pedestrian crossings, updating
pedestrian facilities, adding street
trees, redesigning interchange
ramps, and adding signage.
Table 14 shows the estimated
cost for all projects, including
planning -level costs and soft costs
for engineering, design support,
and contingency. Although the
cost estimates vary most based
on bicycle facility type and how
that facility will be implemented,
pedestrian and transit costs are
equally important and included
on a per -mile basis in each cost
as well. Costs for the individual
corridors can be found in the full
project list in appendix G. Cost
estimates' high ends consider a
need to move the curb, therefore
upgrading all pedestrian facilities
(sidewalks, street trees, ADA
ramps, etc.) while the low costs
can be implemented through
restriping the roadway. If all
segment projects were able to be
implemented through roadway
reorganization, restriping, or
minor additional treatments,
it would cost approximately
$103 million to implement the
Plan. If reconstructing the curb
to implement each segment
project, the Plan is expected
to cost about $214 million.
Planning -level cost estimates
vary depending on project
context, which includes type
of facility, existing conditions,
right of way acquisition, and
desired functional and aesthetic
improvements like landscaping
or hardscaping. Project costs
were adjusted to include variable
costs for engineering, design
support, and contingency.
Cost estimates were calculated
using a combination of inputs
from the City and the Federal
Highway Administration
(FHWA) Pedestrian and Bicycle
Safety Guide. Moving forward,
the City will need to develop
detailed estimates during the
preliminary engineering stage to
calculate more accurate project
costs. These more -detailed
estimates are important due to
the varying costs of obtaining
right of way, construction,
drainage, and grading. Right of
way should also be considered
in preliminary engineering, as
the listed cost estimates do not
include right of way costs. Many
projects can be implemented
without purchasing additional
right of way by reallocating space
within the existing right of way.
Cost estimates for support
programs are not provided, as
the costs to implement these
programs can vary greatly.
Prior to implementing support
programs, the City should outline
the necessary element of each
program and establish a cost.
For example, to understand
what an open streets or slow
streets program would need, the
City could consider questions
such as how often streets would
need to close and how much
those closures would cost.
DRAFT
Bicycle and Pedestrian Plan 109
Table 14. Total Project Costs
PROJECT TYPE
MILES
LOW COST
HIGH COST
Shared Lane (Class III)
12.4 miles
$1,698,000
$1,698,000
Bike Lane (Class IIA)
3.1 miles
$4,177,000
$17,757,000
Buffered Bike Lane (Class IIB)
17.0 miles
$3,239,000
$39,421,000
Complete Streets Study: Separated Facility (Class I
or Class IV)
10.4 miles
$13,440,000
$52,048,000
Complete Streets Study: Consider Improvements to
Existing Sidepath (Class IB)
4.9 miles
$5,460,000
$8,307,000
Shared Use Path/Paved Trail (Class IA)
7.9 miles
$40,428,776
$40,550,480
Speed Reduction Evaluation (exclusively)
1.3 miles
$139,000
$2,753,000
Freeway Crossing Projects
16
$17,840,000
$17,840,000
Pedestrian Crossing Projects
5
$9,520,000
$9,520,000
Intersection Projects
33
$7,393,000
$24,274,000
Total
$ 103,335,000
$ 214,168,000
110 City of Dublin
DRAFT
Table 15. Implementation Plan List: Tier I and Tier II Projects
PROJECT
ID
TIER
PROJECT DESCRIPTION
PROJECT LOCATION
TO FROM
LOW COST*
HIGH COST**
S-1
Tier I
Study opportunities and create designs for traffic calming,
striping, and signs to create Class III bikeways
Various locations for Class III facilities/neighborhood bikeways:
Tamarack Drive, Davona Drive, St. Patrick Way, Lucania Street, Brighton
Drive, Grafton Street, Antone Way, South Bridgepointe Lane, and
Brannigan Street
$25,000
$239,000
$25,000
$176,000
S-2
Tier I
Restripe to add buffer to the Class II facilities; if possible,
provide wide buffer (greater than 3') for potential to add vertical
separation to convert to Class IV in the future; as a future
project phase, provide a separated facility (Class I or Class IV)
Gleason Drive
Arnold
Road
Brannigan
Street
S-3
Tier I
Restripe to add buffer to the Class II facilities; if possible,
provide wide buffer (greater than 3') for potential to add vertical
separation to convert to Class IV in the future; as a future
project phase, provide a separated facility (Class I or Class IV)
Hacienda Drive
Southern
City Limits
Gleason
Drive
$106,000
$176,000
S-4
Tier I
Restripe to add buffer to the Class II facilities; if possible,
provide wide buffer (greater than 3') for potential to add vertical
separation to convert to Class IV in the future; as a future
project phase, provide a separated facility (Class I or Class IV)
Dublin Boulevard
Scarlett
Drive
Tassajara
Road
$229,000
$176,000
S-5
Tier I
Restripe to add buffer to the Class II facilities; if possible,
provide wide buffer (greater than 3') for potential to add vertical
separation to convert to Class IV in the future and evaluate
opportunities to lower speed limit; if speeds are not lowered, as
a future phase provide a separated facility (Class I or Class IV)
Arnold Road
Dublin
Boulevard
Altamirano
Ave
$53,000
$176,000
S-6
Tier I
Convert to a Class IIB bikeway through restriping
Grafton Street
Kohnen
` Y
Antone Way
$42,000
$176,000
S-7
Tier I
Convert to a Class IIB bikeway by restriping travel lanes on
Tassajara, Dougherty, and Hacienda at the I-580 overcrossings
Tassajara Road, Dougherty Road, and
Hacienda Drive
Southern
City Limits
Dublin
Boulveard
$150,000
$176,000
S-8
Tier I
Restripe to add buffer to the Class II facilities; if possible,
provide wide buffer (greater than 3') for potential to add vertical
separation to convert to Class IV in the future; as a future
project phase, provide a separated facility (Class I or Class IV)
Tassajara Road
North
Dublin
Ranch
Drive
Rutherford
Drive
$138,000
$5,334,000
S-9
Tier I
Conduct a complete streets study to determine whether Class I
or Class IV facilities are most appropriate and feasible for this
location and implement the chosen separated bicycle treatment
Village Parkway
Amador
Valley
Boulevard
Northern
City Limits
$945,000
$5,601,000
S-10
Tier II
Implement the traffic calming, striping, and signs plans and
designs created in project S-1 to create Class III bikeways
Various locations for Class III facilities/neighborhood bikeways:
Tamarack Drive, Davona Drive, St. Patrick Way, Lucania Street, Brighton
Drive, Antone Way, South Bridgepointe Lane, and Brannigan Street
$691,000
$135,000
S-11
Tier II
Restripe to add buffer to the Class II facilities and evaluate
opportunities to lower speed limit or provide a Class IV or Class
I facility
Village Parkway
Dublin
Boulevard
Amador
Valley
Boulevard
$91,000
$5,334,000
* Restriping ** Full Reconstruction
DRAFT
Bicycle and Pedestrian Plan 111
PROJECT
ID
TIER
PROJECT DESCRIPTION
PROJECT LOCATION
TO
FROM
LOW COST*
HIGH COST**
S-12
Tier II
Evaluate opportunities to reduce speed limit along this corridor
Tassajara Road
Palisades
Drive
North
Dublin
Ranch Drive
$18,000
$25,000
S-13
Tier II
Conduct a complete streets study to determine whether Class I
or Class IV facilities are most appropriate and feasible for this
location and implement the chosen separated bicycle treatment
Dougherty Road
Dublin
Boulevard
Southern
city limits
$274,000
$5,601,000
S-14
Tier II
Conduct a complete streets study to determine whether Class I
or Class IV facilities are most appropriate and feasible for this
location and implement the chosen separated bicycle treatment
Amador Valley Boulevard
Stagecoach
Road
Dougherty
Road
$331,000
$5,601,000
S-15
Tier II
Upgrade pedestrian facility to improve comfort, especially
across the I-580 overcrossing, conduct a complete streets
study to determine whether Class I or Class IV facilities are
most appropriate for this location, and implement the chosen
separated bicycle treatment. This project is anticipated to be
implemented after the lower cost solution in S-7.
Tassajara Road
Gleason
Drive
Southern
City Limits
$505,000
$5,601,000
S-16
Tier II
Conduct a complete streets study to determine whether Class I
or Class IV facilities are most appropriate and feasible for this
location and implement the chosen separated bicycle treatment
Dublin Boulevard
Dublin Boulevard
Fallon Road
Inspiration
Drive
San Ramon
Road
$1,212,000
$1,653,000
$1,322,000
$5,601,000
$5,601,000
$5,601,000
S-17
S-18
Tier II
Conduct a complete streets study to determine whether Class I
or Class IV facilities are most appropriate and feasible for this
location and implement the chosen separated bicycle treatment
Inspiration
Drive
Western
extent
Tier II
Upgrade pedestrian facility to improve comfort, especially
across the I-580 overcrossing, conduct a complete streets
study to determine whether Class I or Class IV facilities are
most appropriate for this location, and implement the chosen
separated bicycle treatment.
Gleason
Drive
Southern
city limits
S-19
Tier II
Make improvements to adjacent sidepaths to provide two-way
bicycle and pedestrian connectivity by evaluating needs for and
implementing wayfinding, signing, and striping improvements,
intersection improvements, and crossings, as needed.
Fallon Road
Gleason
Drive
Tassajara
Road
$238,000
$999,000
S-20
Tier II
Add buffered bike lanes along the Dublin Boulevard Extension
Dublin Boulevard
Tassajara
Road
Eastern city
limits
$259,000
$5,466,000
S-21
S-22
Tier II
Tier II
Work with Contra Costa County to design and implement Class
IIB facilities
As recommended in the 2014 plan, upgrade to separated Class I
facilities providing sufficient space to reduce conflicts between
people walking and biking; evaluate opportunities to improve
walkability by reducing obstructions; enhance median and
lighting along Dublin Boulevard under I-680; improve sidewalk
connection across commercial driveway and at bus stop (east
of Regional Street); add pedestrian -scale lighting under I-680
Overpass. Install barrier in median underneath overcrossing to
prohibit pedestrian crossings.
Tassajara Road
Palidsades
Drive
Northern
City Limits
$80,000
$4,956,000
$5,466,000
$3,304,000
Dublin Boulevard
San Ramon
Road
Dougherty
Road
estripmg econstruction
112 City of Dublin
DRAFT
PROJECT
ID
TIER
PROJECT DESCRIPTION
PROJECT LOCATION
TO
FROM
LOW COST*
HIGH COST**
S-23
Tier II
Conduct a complete streets study to determine whether Class I
or Class IV facilities are most appropriate and feasible for this
location and implement the chosen separated bicycle treatment
Dublin Boulevard
Dougherty
Road
Scarlett
Drive
$497,000
$4,375,000
S-24
Tier II
Conduct a complete streets study to determine whether Class I
or Class IV facilities are most appropriate and feasible for this
location and implement the chosen separated bicycle treatment
Dublin Boulevard
Tassajara
Road
Fallon Road
$1,322,000
$5,740,000
S-25
T-1
Tier II
Upgrade to a Class IIB Bicycle lane and evaluate opportunities
to lower the speed limit or provide Class IV or Class I facility
Central Parkway
Tassajara
Road
Fallon Road
$227,000
$4,558,000
Tier I
Implement Phase I and II of the Iron Horse Nature Park Master
Plan to create park space and trail access and connectivity
improvements
Iron Horse Regional Trail
0
0
$11,560,000
$11,560,000
T-2
Tier II
Add trail connection from Regional Street to Amador Plaza
Road
Downtown Dublin
Regional
Street
Amador
Plaza Road
$765,000
$765,000
T-3
Tier II
With development, add Class I connection between Dublin
Boulevard and Central Parkway, just east of Tassajara Road
East of Tassajara approximately 500 ft
Dublin
Boulevard
Central
Parkway
$621,000
$320,000
$621,000
$320,000
C-1
Tier I
Provide mid -block crossing (RRFB or other actuated treatment)
Regional Street between Dublin Boulevard
and Amador Valley Boulevard
C-2
Tier I
Provide pedestrian and bicycle overcrossing to connect to Don
Biddle Community Park
Dublin Boulevard and Iron Horse Trail
$6,318,000
$2,132,000
$6,318,000
$2,132,000
C-3
Tier II
Add connection from Sierra Court to the Alamo Canal/Iron
Horse Trail network
Sierra Court cul-de-sac
I-1
Tier I
Provide crossing improvements (RRFB or other actuated
treatment) to provide more visibility of people walking/biking,
especially to school
Central Parkway/Aspen Street
$320,000.00
$320,000
I-2
Tier I
Provide crossing improvements (RRFB or other actuated
treatment) to provide more visibility of people walking/biking,
especially to school
Grafton Street/Antone Way
$320,000.00
$320,000
I-3
Tier I
Provide crossing improvements (RRFB or other actuated
treatment) to provide more visibility of people walking/biking,
especially to school
Amador Valley Boulevard/Burton Street
$320,000.00
$320,000
I-4
Tier II
As recommended in the 2014 plan, improve safety for people
walking and biking by implementing strategies like protected
intersection treatments, signing, bike lane skip striping through
the intersection, bike boxes, leading pedestrian intervals, or by
separating bicyclists and pedestrians from turning movements.
Remove slip lanes; reduce curb radii on all corners; install curb
extensions on the SE and SW corners; install directional curb
ramps.
Village Parkway/Amador Valley Boulevard
$123,000.00
$972,000
* Restriping ** Full Reconstruction
DRAFT
Bicycle and Pedestrian Plan 113
PROJECT TIER
ID
PROJECT DESCRIPTION
PROJECT LOCATION TO FROM LOW COST* HIGH COST**
I-5
Tier II
Improve safety for people walking and biking by implementing
strategies like protected intersection treatments, signing, bike
lane skip striping through the intersection, bike boxes, leading
pedestrian intervals, or by separating bicyclists and pedestrians
from turning movements.
Village Parkway/Tamarack Drive
I-6
Improve safety for people walking and biking by implementing
strategies like protected intersection treatments, signing, bike
Tier II lane skip striping through the intersection, bike boxes, leading Village Parkway/Brighton Drive
pedestrian intervals, or by separating bicyclists and pedestrians
from turning movements.
I-7
Tier II
Improve safety for people walking and biking by implementing
strategies like protected intersection treatments, signing, bike
lane skip striping through the intersection, bike boxes, leading
pedestrian intervals, or by separating bicyclists and pedestrians
from turning movements.
$123,000.00
$972,000
$123,000.00
$972,000
Dublin Boulevard/Hibernia Drive
I-8
Tier II
Improve safety for people walking and biking by implementing
strategies like protected intersection treatments, signing, bike
lane skip striping through the intersection, bike boxes, leading
pedestrian intervals, or by separating bicyclists and pedestrians
from turning movements.
Dublin Boulevard/Arnold Road
I-9
Improve safety for people walking and biking by implementing
strategies like protected intersection treatments, signing, bike
Tier II lane skip striping through the intersection, bike boxes, leading
pedestrian intervals, or by separating bicyclists and pedestrians
from turning movements.
Dublin Boulevard/Hacienda Drive
$123,000.00
$972,000
$123,000.00
$972,000
$123,000.00
$972,000
I-10
Tier II
As recommended in the 2014 plan, improve safety for people
walking and biking by implementing strategies like protected
intersection treatments, signing, bike lane skip striping through
the intersection, bike boxes, leading pedestrian intervals, or by
separating bicyclists and pedestrians from turning movements.
Reduce width of SB right -turn lane and reduce turning radii;
remove NB right -turn slip lane and reduce curb radii; reduce
curb radii on NE and SE corners; straighten crosswalks.
Dublin Boulevard/Village Parkway
J
$123,000.00
$972,000
Total Tier I $21,085,000 $27,589,000
Total Tier II and Tier III $82,250,000 $186,580,000
Total (all tiers) $103,335,000 $ 214,169,00
* Restriping ** Full Reconstruction
114 City of Dublin
DRAFT
Figure 40. Tier I Projects Map
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Proposed Segment Project
Shared Lane (Class III)
Bike Lane (Class IIA)
• • • Buffered Bike Lane (Class IIB)
• Complete Streets Study: Separated
Facility (Class I or Class IV)
• • • Complete Streets Study: Consider
Improvements to Existing Sidepaths
Class I Path Project
Existing Class IA Shared Use Path
Existing Class IB Sidepath
I I
Packs
Public Schools
BART Stations
LIE R Cl
DRAFT
Bicycle and Pedestrian Plan 115
FUNDING SOURCES
Active transportation projects in Dublin have typically been funded
through a combination of ballot measure monies (e.g., Alameda County
Measure B and BB), the City General Fund, developer -funded projects,
and State, regional, and federal grants. There are many funding sources
and programs available at the federal, state, regional, countywide, and
local levels for pedestrian and bicycle projects. The Federal Highway
Administration (FHWA) alone identifies almost 20 different sources across
United States Department of Transportation (USDOT) funding programs
that can be used to support active transportation improvements such as
bike racks for transit vehicles and new sidewalks and separated bike lanes.
On November 15, 2021, President Joe Biden signed into law the Bipartisan
Infrastructure Law (BIL), also called the Infrastructure Investment and
Jobs Act (IIJA). The law authorizes $1.2 trillion for federal investments in
transportation, broadband access, clean water, and electric grid renewal.
The USDOT will distribute funds over five years through more than two
dozen targeted competitive grant programs for initiatives like better roads
and bridges, investments in public transit, and resilient infrastructure.
This program and other relevant funds are summarized in Table 16 along
with current funding levels, applicable project type, and limitations.
Table 16. Funding Sources
FUND NAME PROJECT ELIGIBILITY & FUNDING LEVELS
LIMITATIONS
LOCAL
General Fund
Capital improvements without other
Approximately $700,000
funding sources regularly available.
was allocated to projects
Relevant projects receiving funding
that included bicycle and
through the General Fund as
pedestrian enhancements
identified in the 2022-2027 Capital
in 2021-2022 and a total of
Improvement Program (CIP) include
$342,000 has been allocated
Citywide Bicycle and Pedestrian
Improvements, Downtown Dublin
over the 2022-2027 period,
per the CIP.
Street Grid Network, and San Ramon
Trail Lighting.
Impact Fees
Capital improvements, including
Impact fees contributed
& Developer
streetscape enhancements, that
$2,400,000 in 2021-2022
Mitigation
would improve conditions for people
and are anticipated to
walking and biking.
fund almost $1,000,000
Current impact fees include Eastern
of pedestrian and bicycle -
Dublin Transportation Impact Fee,
Western Dublin Transportation
related projects 2022-2027.
The St Patrick Way
Impact Fee, Dublin Crossing
Extension is a developer -
Transportation Fee, Tri-Valley
funded project (about
Transportation Development Fee, and
$3,750,000) that includes
Dublin Crossing Fund.
pedestrian and bicycle
facilities.
116 City of Dublin
DRAFT
FUND NAME
PROJECT ELIGIBILITY &
LIMITATIONS
FUNDING LEVELS
COUNTYWIDE AND REGIONAL
Measure B and
Bicycle and Pedestrian Program:
MEASURE B: $1,400,000
Measure BB
Capital project, programs, and plans
allocated in 2021-2022
that directly address bicycle and
& $300,000 allocated in
pedestrian access, convenience,
safety, and usage. Cannot be used
2022-2027 to Annual
Street Repaving, Citywide
for repaving an entire roadway or for
Bicycle and Pedestrian
programs that exclusively serve city
Improvements and the
staff.
Iron Horse Trail Bridge
Local Streets and Roads Program:
at Dublin Boulevard.
Capital projects, programs,
maintenance, or operations that
MEASURE BB: $6.5
million of Measure BB
directly improve local streets and
funds was allocated to
roads and local transportation.
bicycle and pedestrian
Cannot be used for programs that
exclusively serve city staff.
projects in 2021-22,
including $5.2 million
from Measure BB Grants.
Approximately $4.7 million
has been allocated in 2022-
27.
Measure RR
Projects are required to make the
$1,500,000 allocated to Iron
BART system safer, more reliable, and
Horse Bridge at Dublin
to reduce traffic.
Boulevard in 2021-22 and
no funding is allocated
to bicycle or pedestrian
projects in 2022-27.
FUND NAME
One Bay Area
Grant (OBAG)
PROJECT ELIGIBILITY &
LIMITATIONS
FUNDING LEVELS
$916 million in OBAG 2
regionwide
$750 million in OBAG 3 for
projects from 2023-26 with
additional funds anticipated
through the 2021 Bipartisan
Infrastructure Law.'
Local street and road maintenance,
streetscape enhancements, bicycle and
pedestrian improvements, Safe Routes
to School projects, and transportation
planning.
Most projects must be in a priority
development area (PDA) or have a
connection to one.
Transportation
Development
Act (TDA)
Article 39
Design and construction of walkways,
bike paths, bike lanes, and safety
education programs.
Project must be in an adopted plan.
All projects must be reviewed by
Bicycle and Pedestrian Advisory
Committee (BPAC).
$3 million annually every
2-3 years regionwide
I
STATEWIDE
Statewide Gas
Tax Revenue
Construction, engineering, and
maintenance.
Ineligible expenses include decorative
lighting, transit facilities, park
features, and new utilities.
$2 million allocated in
2021-22 and $3.7 million
allocated in 2022-27.
Road
Maintenance
and
Rehabilitation
Account
(RMRA)
Road maintenance and rehabilitation,
safety improvements, railroad grade
separations, traffic control devices,
and complete streets components.
If it has a pavement condition index
(PCI) of 80 or more, a city may
spend its RMRA funds on other
transportation priorities. Dublin has a
PCI greater than 8010
1.8 million in 2021-22 and
$5.6 million in 2022-27 for
Annual Street Resurfacing
and Iron Horse Bridge at
Dublin Boulevard
7 https://mtc.ca.gov/funding/federal-funding/federal-highway-administration-grants/one-bay-area-grant-obag-2
8 https://mtc.ca.gov/funding/federal-funding/federal-highway-administration-grants/one-bay-area-grant-obag-3
9 https://mtc.ca.gov/our-work/fund-invest/investment-strategies-commitments/transit-2lst-century/funding-sales-tax-and-0.
10 https://www.dublin.ca.gov/1955/Pavement-Management-Program
DRAFT
Bicycle and Pedestrian Plan 117
FUND NAME
Active
Transportation
Program
(ATP)11
PROJECT ELIGIBILITY &
LIMITATIONS
FUNDING LEVELS
$1.65 billion for Cycle 6
(2023) up from $223 million
in Cycle 5.
The State budget bill added
$1 billion in June 2022 after
applications were submitted.
Biannual program
Infrastructure projects and plans,
including bicycle and pedestrian
projects, active transportation plans,
quick build projects, and Safe Routes
to School Plans, as well as education
and encouragement activities.
Funding cannot be used for funded
projects or for cost increases. Scoring
criteria favors projects located
in or benefiting equity priority
(disadvantaged) communities.
Sustainable
Communities
Multimodal transportation and land
use planning projects that further the
region's Sustainable Communities
Strategy.
Requires 11.47 percent local match.
$29.5 million, split between
statewide and regional
competitive funds
Strategic
Partnerships
Planning efforts that identify and
address statewide, interregional, and
regional transportation deficiencies
on the state highway system in
partnership with Caltrans.
Requires 20 percent local match.
Would require Dublin to apply
as sub -applicant to Metropolitan
Transportation Commission (MTC).
$4.5 million, $3 million
of which is dedicated to
projects related to transit
State Highway
Operation and
Protection
Program
(SHOPP)'2
Repair and preservation, emergency
repairs, safety improvements,
and some highway operational
improvements. Elements include
pavement, bridges, culverts, and
transportation management systems.
Projects must be on the California
State Highway System.
$18 billion statewide for 4
years
Portfolio updated every 2
years
FUND NAME
State
Transportation
Improvement
Program
(STIP)
PROJECT ELIGIBILITY &
LIMITATIONS
FUNDING LEVELS
$71 million for Alameda
County13
Updated every 2 years
Any transportation project eligible
for State Highway Account or federal
funds.
Projects need to be nominated
in Regional TIP, but MTC may
nominate fund categories.
El FEDERAL
Active
Transportation
Infrastructure
Investment
Program
Projects that connect active
transportation infrastructure.
$1 billion nationally
Highway
Safety
Improvement
Program
(HSIP)
Focuses on infrastructure treatments
with known crash reduction factors,
such as countermeasures at locations
with documented collision and safety
issues.
$263 million allocated
statewide for 2022
Rebuilding
American
Infrastructure
with
Sustainability
and Equity
(RAISE)
Major infrastructure projects,
especially with road, bridge, transit, or
intermodal components.
Minimum grant size of $5 million. It
is possible to propose a program (or
network) of projects that address the
same transportation challenge.
$2.275 billion nationally
Safe Streets &
Roads for All
(SS4A)
Comprehensive safety action plan
development and implementation.
$6 billion nationally
PROTECT
Resilience
Grants
Transportation resilience planning
and project implementation.
$1.4 billion nationally
Reconnecting
Communities
Removing or retrofitting highways to
restore community connectivity.
$1 billion nationally
11 https://catc.ca.gov/programs/active-transportation-program
12 http.//www.dot.ca.gov/hq/transprog/SHOPP/2018 shopp/2018-shopp-adopted-by-ctc.pdf
13 https://catc.ca.gov/-/media/ctc-media/documents/programs/stip/2022-stip/2022-adopted-stip-32522.pdf
118 City of Dublin
DRAFT
FUND NAME PROJECT ELIGIBILITY &
LIMITATIONS
FUNDING LEVELS
$1 billion nationally
SMART Demonstrating projects utilizing
Grants innovative technology to improve
transportation efficiency and safety.
National
Infrastructure
Project
Assistance
grants
program
(Mega)
Highway or bridge project, including
grade separation or elimination
project. Supports large, complex
projects that are difficult to fund
through other means and that are
likely to generate national or regional
economic, mobility, or safety benefits.
Minimum grant size of $100 million.
It is possible to propose a program, or
network, of projects that address same
transportation challenge.
$5 billion nationally
(2022-2026)
Nationally
Significant
Multimodal
Freight and
Highways
Projects grants
program
(INFRA)
Multimodal freight and highway
projects of national or regional
significance to improve the safety,
efficiency, and reliability of the
movement of freight and people in
and across rural and urban areas.
Minimum project size of $100
million. A network of projects can
be proposed that address same
transportation problem.
$7.25 billion nationally (FY
2022-2026)
Healthy Streets
Program
Projects that reduce the urban heat
island and improve air quality.
$500 million
Bridge
Investment
Program
Bridge replacement, rehab,
preservation, and protection.
$15.8 billion
Congestion
Management
& Air Quality
(CMAQ)
Transportation projects or programs
that contribute to attainment of
national air quality standards.
Must reduce air pollution and be
included in the regional transportation
plan.
Estimated $2.54 billion
nationally in 2022,
$506 million of which
apportioned to California
14 https.//www.fhwa.dot.gov/fastact/factsheets/stbgfs.cfm.
FUND NAME
PROJECT ELIGIBILITY &
LIMITATIONS
FUNDING LEVELS
Surface
Transportation
Block Grant
(STBG)
Improve conditions and performance
on any federal -aid highway, bridge,
or tunnel projects on a public road;
includes pedestrian and bicycle
infrastructure.
In general, funds aren't used on local
roads, but there are many exceptions
to this 14
$13.835 billion estimated
nationally in 2022;
$1.2 billion of which is
apportioned to California
Divided into population -
based and statewide funds.
DRAFT
Bicycle and Pedestrian Plan 119
PERFORMANCE
MEASURES
Setting performance measures
helps track progress toward goals
and document the results of
investments in biking, walking, and
rolling. Performance measures and
monitoring also helps to identify
opportunities for improvement.
Table 17 presents the performance
measures and desired trends that have
been established to track progress
toward achieving this Plan's goals.
Table 17. Goals and Performance Measures
GOAL
PE
���DND
Enhance Safety
• Decrease vehicle travel speed measured at specific locations
• Decrease number of pedestrian and bicycle collisions
• Reduce severity of pedestrian and bicycle collisions
• Increase users' perception of safety
• Decrease average crossing distances
41°1
Increase Walking and
Biking
• Increase walk/bike/roll to school mode share
• Increase walk/bike/roll to work mode share
• Increase walk/bike/roll to transit mode share
• Increase walk/bike/roll to recreational facilities
IIII
Improve Connectivity
• Reduce bicycle level of traffic stress
• Decrease number and length of sidewalk gaps
• Increase number of crossing opportunities
• Increase length of sidewalks that exceed minimum width requirements
• Increase the number of secure bike parking spaces
Eil
Enhance Accessibility
• Increase the number of traffic signals with audible cues
• Increase the number of intersections with directional curb ramps and detectable warning
surfaces
• Decrease number and length of sidewalk gaps
• Increase length of sidewalks that exceed minimum width requirements
• Decrease length of sidewalks that are broken or in disrepair
lib a
Prioritize Investments
• Maintain and increase sustainable funding mechanisms and a dedicated funding source
to build a complete streets network
• Maintain a maintenance plan for bicycle and pedestrian facilities
• Increase funding for bicycle and pedestrian projects as a percentage of total
transportation infrastructure spending
120 City of Dublin
DRAFT
LOOKING AHEAD
Walking and biking allow residents and visitors of Dublin to travel throughout the city in a way that promotes a
sustainable, healthy, and vibrant community. This Plan helps foster a safe and connected multimodal transportation
network and establishes Dublin's vision and comprehensive approach to improving walking, biking, and rolling.
The ultimate goal is a universally -accessible, safe, convenient, and integrated system that promotes active and
sustainable transportation as a convenient alternative to motor vehicles. The Plan's performance measures
allow for the ongoing tracking of progress towards implementation of the following goals:
Enhance Safety
Increase Walking
and Biking
Improve
Connectivity
Enhance
Accessibility
The Plan provides for both near -term and long-term infrastructure investments to achieve the Plan's vision and
goals as well as policy and programmatic recommendations that encourage and support walking, biking, and rolling.
Together, these components create a comprehensive approach that will guide, prioritize, and implement a network
of quality bicycle and pedestrian facilities to improve mobility, connectivity, and public health in Dublin.
Prioritize
Investments
DRAFT
Bicycle and Pedestrian Plan 121
L ARY
2014 PLAN. The 2014
Dublin Bicycle and Pedestrian
Master Plan, which is being
replaced by this plan.
ACTIVE
TRANSPORTATION. Active
transportation includes personal
mobility devices of all kinds:
bicycles, wheelchairs, scooters,
rollerblades, skateboards,
hoverboards, e-bikes, e-scooters,
motorized wheelchairs, and
more. Emerging technology
and the availability of personal
mobility devices complicate
the definitions of bicycle and
pedestrian. This Plan recognizes
the high degree of overlapping
policy, programmatic, and
infrastructure needs among
active modes and considers
these a part of the bicycling
and walking ecosystem. Where
necessary, the Plan distinguishes
electric mobility such as e-bikes
and e-scooters to meet their
unique requirements and needs.
ARTERIALS: Major roads
that connect urbanized
areas, cities, and industrial
centers and generally have
fewer direct access points.
BICYCLE. A bicycle (or bike)
is a human -powered or motor -
powered, pedal -driven vehicle
with two wheels attached
to a frame. Bicycles can be
categorized in different ways,
including by function, number
of riders, general construction,
gearing, or means of propulsion.
The more common types include
utility or commuter, mountain,
road or racing, touring, hybrid,
cruiser, BMX, and electric. Less
common types include tandem,
low -riders, tall bikes, fixed gear,
folding, cargo, and recumbents.
Unicycles, tricycles, and
quadracycles are often referred
to as bicycles though they are
not strictly bicycles as they have
fewer or more than two wheels.
BICYCLE LEVEL OF
TRAFFIC STRESS. Bicycle
level of traffic stress (LTS)
is an analysis approach that
quantifies the amount of comfort
and level of stress that people
feel when they bike on certain
streets based on interactions
with other travel modes,
traffic control, and roadway
characteristics. The methodology
was developed in 2012 by the
Mineta Transportation Institute
and San Jose State University.
BICYCLIST TYPOLOGY.
Bicyclist typology was developed
in 2005 in Portland, Oregon
to help understand how people
used bicycles for transportation
and what biking concerns and
needs they had.15 Based on
this research, bicyclists tend to
fall into one of four groups:
(1) Strong and Fearless —
willing to bicycle with limited or
no bicycle -specific infrastructure.
(2) Enthused and Confident —
willing to bicycle if some bicycle -
specific infrastructure is in place.
(3) Interested but Concerned —
willing to bicycle if high -quality
bicycle infrastructure is in place
(4) No Way No How —
unwilling to bicycle even
if high -quality bicycle
infrastructure is in place
COLLECTORS: Major
and minor streets and roads
that connect local streets
with arterials. Collectors are
generally shorter and have
lower speeds than arterials.
COMPLETE STREET.
Complete Streets is an approach
to planning, designing, building,
operating, and maintaining
streets that enables safe access
for all people who need to use
15 Roger Geller, "Four Types of Cyclists," Portland Office of Transportation (2005), https://www.portlandoregon.gov/transportation/44597?a=237507.
122 City of Dublin
DRAFT
them, including pedestrians,
bicyclists, motorists and transit
riders of all ages and abilities.
https:/smartgrowthamerica.org/
what -are -complete -streets/
COMPLETE STREET
STUDY. A Complete Street
Study is recommended on
constrained corridors with
multiple competing priorities
where Class I or Class IV
facilities were identified as the
suitable facility to provide an
all ages and abilities network.
The Complete Street Study may
include data collection, analysis,
concept design development,
and engagement and would be
intended to evaluate conditions
for people walking, biking,
taking transit, and driving
along the corridor and assist
decision -makers and the
public in selecting a preferred
alternative for implementation.
CURBSIDE
MANAGEMENT. An
overarching management
program and/or plan to guide
allocation and regulation of
the curbside for optimized
mobility and safety for people
using the curb space. Curb
uses and users include: bicycle
infrastructure, pedestrians and
crossing infrastructure, vehicle
storage, freight and passenger
loading, parklets, food trucks and
mobile vendors, among others.
ELECTRIC BICYCLE. An
electric bicycle has fully operable
pedals and an electric motor of
less than 750 watts. According to
Section 312.5 of the California
Vehicle Code, there are three
classifications of electric bicycles:
(1) A Class 1 electric bicycle,
or low -speed pedal -assisted
electric bicycle, has a motor
that assists only when the
rider is pedaling. That motor
ceases to provide assistance
when the bicycle reaches the
speed of 20 miles per hour.
(2) A Class 2 electric bicycle,
or low -speed throttle -assisted
electric bicycle, has a motor
that can be used to propel the
bicycle exclusively. The motor
is not capable of assisting
when the bicycle reaches the
speed of 20 miles per hour.
(3) A Class 3 electric bicycle,
or speed pedal -assisted electric
bicycle, has a motor that assists
only when the rider is pedaling.
The motor stops assisting
when the bicycle reaches the
speed of 28 miles per hour.
This class of electric bicycles is
equipped with a speedometer.
END -OF -TRIP FACILITIES.
Designated places —like secure
bicycle parking, locker facilities,
and changing rooms —that
encourage bicyclists, joggers, and
walkers to use sustainable modes
to travel instead of driving.
HIGH INJURY NETWORK.
The collection of worst -
performing street segments based
on severity and frequency of
pedestrian and bicycle collisions.
MICROMOBILITY. Any
small, low -speed, human or
electric -powered transportation
device, including bicycles,
scooters, electric -assist
bicycles (e-bikes), electric
scooters (e-scooters), and
other small, lightweight,
wheeled conveyances.
PEDESTRIAN. People who
travel by walking or jogging
and people who use a mobility
assistive device like walkers,
canes, crutches, wheelchairs,
or mobility scooters.
PERSONAL MOBILITY
DEVICE. Various mechanical
means of transportation
including seated and standing
traditional and electric
scooters, skateboards,
powered wheelchairs,
bicycles, and Segways.
ROLLING. Rolling as
a way to get around can
mean many things, like
bicycling, using a wheelchair,
scooting, skateboarding,
among other methods.
SHY DISTANCE. Shy distance
refers to the space left between
vehicles or pedestrians and
bicyclists as they pass each
other. The amount of shy
distance required for safety
tends to increase with speed.
DRAFT
Bicycle and Pedestrian Plan 123
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