HomeMy WebLinkAbout031020-03.2
STUDY STUDY SESSION MEMORANDUM 3.2
TO: Mayor and Town Council March 10, 2020
SUBJECT: Review and Comment on Contra Costa County’s Draft Iron Horse Active
Transportation Corridor Study
BACKGROUND
The Iron Horse Trail (“IHT”) is one of the longest, contiguous multi-use trails in the San
Francisco Bay Area and is a treasured community asset within the San Ramon Valley.
The IHT corridor right-of-way is owned by Contra Costa County (“County”) and trail
facility is operated by East Bay Regional Parks District (“EBRPD”). It serves as a major
regional connector that provides a 32-mile biking and walking corridor that traverses
through Contra Costa and Alameda Counties. The majority of the IHT (22 miles) lies
within Contra Costa County and is the focus of the Iron Horse Active Transportation
Corridor Study (“Study”).
Within the County, the IHT corridor runs north to south through the communities of
Concord, Pleasant Hill, Walnut Creek, Alamo, Danville, and San Ramon, passing through
commercial, residential, and rural areas along the way. The IHT lies within 1.5 miles, or
a comfortable walking distance, of over 340,000 residents (151,000 commuters) and three
miles, or a comfortable bicycling distance, of 425,000 residents (200,000 commuters).
The corridor is in close proximity to both the Pleasant Hill and Dublin/Pleasanton BART
stations. In the San Ramon Valley, the IHT is immediately adjacent to the Sycamore
Valley Park & Ride lot and San Ramon Transit Center. Further, it connects workers to
employment areas such as Downtown Danville, Bishop Ranch in San Ramon and the
Contra Costa Centre Transit Village in Walnut Creek, and provides recreational users
with an active transportation option that is separated from motor vehicles.
DISCUSSION
In 2019, Contra Costa County (“County”) embarked on a Study to explore opportunities
and constraints for further developing active transportation features and modes of travel
along the IHT Corridor in recognition that it has the potential to serve a broader range of
users and modes than it does in its current configuration today.
The Study includes analysis of existing conditions, a needs and safety analysis, a vision
statement including identification of potential future uses, project implementation and
treatment guidelines, potential projects within jurisdictional areas and a cost analysis of
potential projects.
Reviw and Comment on
Iron Horse Corridor Active
Transporation Study 2 March 10, 2020
Specifically, the Study identifies that the existing IHT corridor offers a number of
opportunities for additional amenities and improvements such as widening the exisiting
paved trail and/or separating user groups and modes of travel to enhance user comfort;
providing guidelines for improving intersections and crossings to enhance safety;
improving access points to the IHT; identifying potential amentity enhancements such as
landscaping, shade structures, benches and lighting; and creating or improving
connections to existing and planned trail and bicycle networks.
In conjunction with a consultant, County staff sought input from stakeholders along the
corridor including staff from the cities of Concord, Pleasant Hill, San Ramon, and Walnut
Creek; Town of Danville; EBRPD; Contra Costa Transportation Authority; BART;
advocacy organizations; and conducted extensive public outreach.
County staff is currently in the process of soliciting feedback on the Draft Study with
comments due by March 13, 2020. At its meeting of March 2, 2020, the Southwest Area
Transportation Committee received a presentation from County staff on the Study and is
provided as additional background (Attachment A). Town staff is prepared to submit a
comment letter on the Study in conjunction with any comments and direction provided
by the Town Council.
RECOMMENDATION
Review and comment on the Draft Iron Horse Corridor Active Transportation Study
(Attachment B).
Prepared by:
Andrew Dillard
Transportation Manager
Reviewed by:
Tai Williams
Assistant Town Manager
Reviw and Comment on
Iron Horse Corridor Active
Transporation Study 3 March 10, 2020
Attachments: A – Contra Costa County Staff Presentation
(as presented to SWAT at its meeting of 3/2/20)
B – Draft Iron Horse Active Transportation Corridor Study
(available for download at
https://www.contracosta.ca.gov/6886/Iron-Horse-Corridor-
Active-Transportatio)
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IRON HORSE
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IRON HORSE TRAIL
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IRON HORSE
TRAIL DESIGN
SEGMENTS
CONTRA COSTA COUNTY
IRON HORSE TRAIL
Trail Segments
by Type
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Residential, Passive, Landscape, Park
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Commercial, Destination,
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80
Map 15 Alamo
10
11
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Murwood Elementary School
Hemme Station ParkRancho RomeroElementary School
Rudgear Rd
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Arterial
Collector
Local
Undercrossing
Regional Trail
KEY MAP
Trail Corridor
PROJECT TYPE IMPROVEMENTS
Intersections
Access
CONCORD
ALAMO
WALNUTCREEK
SANRAMON
PLEASANTHILL
DANVILLE
Separated by User
Separated by Speed
Separated by
Experience
School/Open
Space/Trail
Residential/Street
Business/
Commercial/Retail
Trail Connection
On Street BikewayConnection
Existing Trail
BART Connection
Park and Ride
Connection
Connections
81
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8 Segment 8: Danville/I-680 to Stone Valley
Project type Description
Trail Corridor • Separate users by speed with a 22' paved trail with marked shoulders.
Intersections • Improve five local crossings at Hilgrade Ave, Cervato Dr, Ramona Way, Litina Ave, and Ridgewood Rd.
• Improve one collector intersection at Livorna Rd.
Access • Add two commercial access points adjacent to Stone Valley commercial areas.
• Enhance Alamo/IHT Trailhead at Stone Valley Rd.
• Enhance planting.
9 Segment 9: Stone Valley to South Ave
Project type Description
Trail Corridor • Separate users by speed with a 20' paved trail with marked shoulders.
Intersections • Improve two collector intersections at Stone Valley Rd and Las Trampas Rd.
Access • Enhance three existing commercial access points.
Connection • Connect trail to Class II at Stone Valley Rd.
10 Segment 10: South Ave through Wayne
Project type Description
Trail Corridor • Separate users by speed with a 20' paved trail with marked shoulders.
Intersections • Improve three local crossings at Hemme Ave, Camille Ave, and Wayne Ave.
Access • Enhance existing residential/street access at South Ave, existing open space access at Hemme
Station Park, and existing school access at Hemme Ave for Rancho Romero Elementary School.
ALAMO PROJECTS
Alamo includes three segments of the lowest
user demand in the study corridor. This is due
to lower density of origins and destinations as
well as limited low stress on-street bikeway
connections. The local activity in Alamo is
expected to be largely recreational, however,
utilitarian users will pass through Alamo.
Improving local intersections so that trail
users would have priority would improve
trail convenience. Segment 8 has a large
right-of-way with open space. There are
opportunities for trail-oriented development
and stronger connections to commercial
activity in Segment 9. In Segment 10,
access could be improved to Rancho
Romero School and Hemme Station Park.
82
11
13
14
12
Del Amigo High School
San Ramon Valley High School
Baldwin Elementary School
Greenbrook ElementarySchool
Hemme Station ParkRancho RomeroElementary School
Danville Park and Ride
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DANVILLE
Map 16 Danville
Arterial
Collector
Local
Undercrossing
Regional Trail
KEY MAP
Trail Corridor
PROJECT TYPE IMPROVEMENTS
Intersections
Access
CONCORD
ALAMO
WALNUTCREEK
SANRAMON
PLEASANTHILL
DANVILLE
Separated by User
Separated by Speed
Separated by
Experience
School/Open
Space/Trail
Residential/Street
Business/
Commercial/Retail
Trail Connection
On Street BikewayConnection
Existing Trail
BART Connection
Park and Ride
Connection
Connections
DANVILLE PROJECTS
Danville’s adjacent Main Street district
provides a unique destination along the study
area. Segment 11 is a wide shaded corridor
connecting residents with Del Amigo High
School and downtown Danville. Segment 12
connects to downtown Danville and
has opportunities for trail-oriented
development, improving connections
and wayfinding to connect Main Street
activities and the trail. Segment 13 is a
83
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11 Segment 11: Wayne through Love Lane
Project type Description
Trail Corridor • Separated by experience: 14ft rolling path with 6 ft pedestrian path.
• Opportunities for green stormwater infrastructure.
Intersections • Improve two local crossings at Hartford Rd and Love Ln.
• Improve collector road intersection at Del Amigo Rd.
Access • Add two school access points for San Ramon Valley High School and Del Amigo High School.
• Incorporate micromobility at major intersections or destination sites.
12 Segment 12: Love Lane through San Ramon Valley
Project type Description
Trail Corridor • Separated by user (urban): 14ft rolling path with 6 ft pedestrian path.
Intersections • Improve arterial intersection at San Ramon Valley Blvd.
• Improve trail alignment and intersection at Linda Mesa Ave and W. Prospect Ave.
Access • Add five new commercial access points.
• Incorporate micromobility at major intersections or destination sites.
Connections • Enhance connection to adjacent Danville Class II bikeway
13 Segment 13: San Ramon Valley through Fostoria
Project type Description
Trail Corridor • Separated by experience: 14ft rolling path with 6 ft pedestrian path.
• Improve creek overpass to accommodate higher demand
»Alt 1: Add additional bridge or retrofit existing (Alt 1 used in cost estimate).
»Alt 2: Create mixing zones, slowing users prior to pinch point.
• I-680 Undercrossing improvements: improve lighting, clearances and engage with potential open space such as skate parks or murals.
• Opportunities for green stormwater infrastructure.
Intersections • Improve local crossing at Fostoria Way.
• Improve three collector road
intersections at Paraiso Dr, El Capitan Dr, and Greenbrook Dr.
• Sycamore Valley Rd
»Alt 1: Improve trail alignment and arterial intersection at Sycamore Valley
Rd (Alt 1 used in cost estimate).
»Alt2: Add overcrossing at Sycamore Valley Rd.
Access • Add one new residential access point and one commercial access point.
• Enhance five residential access points and two school access points at John
F. Baldwin Elementary School and Greenbrook Elementary School.
• Enhance access at Danville Park and Ride.
• Incorporate micromobility at major intersections or destination sites.
large unconstrained corridor with opportunities for
linear park amenities. Improvements to collector and
arterial intersection crossings would improve trail
convenience. Access to destinations such as schools
and Danville Park and Ride could also be improved.
84
Map 17 San Ramon
14
15
CaliforniaSchool
Montevideo Elementary School
Greenbrook ElementarySchool
Planned bike/ped overcrossingby City
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SANRAMON
Planned bike/ped overcrossingby City
Arterial
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Local
Undercrossing
Regional Trail
KEY MAP
Trail Corridor
PROJECT TYPE IMPROVEMENTS
Intersections
Access
CONCORD
ALAMO
WALNUTCREEK
SANRAMON
PLEASANTHILL
DANVILLE
Separated by User
Separated by Speed
Separated by
Experience
School/Open
Space/Trail
Residential/Street
Business/
Commercial/Retail
Trail Connection
On Street BikewayConnection
Existing Trail
BART Connection
Park and Ride
Connection
Connections
85
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15 Segment 15: Montevideo through Alcosta
Project type Description
Trail Corridor • Separate users by speed with a 20' paved trail with marked shoulders.
• Shade trees.
• Opportunities for green stormwater infrastructure.
Intersections • Improve two collector intersections at Pine Valley Rd and Alcosta Blvd.
• Improve trail crossing at San Ramon Cross Valley Trail. Proposed bicycle trail roundabout.
Access • Enhance one school access point at California School and one residential access point.
• Add one school access point at California School, one open space access point, and one residential access point.
• Incorporate micromobility such as bike share or dockless options at major intersections or destination sites.
14 Segment 14: Fostoria to Montevideo
Project type Description
Trail Corridor • Separate users by type. 14' rolling path and 6' walking path
• Separate users by speed and experience. Provide a 16’-20’ path for fast user types
and 8-12’ for slow user types with 4’ green infrastructure or amenity zone.
• Opportunity for new linear park. Implement community based programs
including outdoor classrooms, student gardens, or community gardens.
Intersections • Improve two collector intersections at Montevideo Dr and Executive Pkwy.
• Improve arterial intersection at Norris Canyon Rd.
Access • Provide two new gateway access points to adjacent business parks, 13 new minor business park access points, one new residential access point, and one new open space access point.
• Enhance up to seven existing business park access points, four existing residential access points, two existing open space, and two existing school access points at Montevideo Elementary School.
• Incorporate micromobility such as bike share or dockless options at major intersections or destination sites.
SAN RAMON PROJECTS
San Ramon includes two segments with high
expected user demand. San Ramon has the
highest projected employment growth in
the study area. Segment 14 connects to the
employment and commercial area around Bishop
Ranch and has a high need and great potential for
improving access, connectivity, and intersection
improvements. Segment 15 runs through and
connects directly to neighborhoods, and shows
high connectivity and intersection improvement
needs. Opportunities include improving the
connection to San Ramon Cross Valley Trail, and
adding shade for a comfortable riding experience
with additional access points to California High
School and Montevideo Elementary School.
Both segments have wide available ROW.
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www.cccounty.us/IHCStudy 11
DRAFT | JANUARY 2020
Active
Transportation
Corridor Study
CONTRA COSTA COUNTY
ATTACHMENT B
2
Acknowledgments
Technical Advisory Committee
CONTRA COSTA COUNTY
Study Lead
Jamar Stamps
Mary Halle
Carl Roner
John Cunningham
Jerry Fahy
Oksana Lapenok
CONTRA COSTA TRANSPORTATION
AUTHORITY (CCTA)
Brad Beck
James Hinkamp
Tim Haile
Corinne Dutra-Roberts, 511 Contra Costa
EAST BAY REGIONAL PARKS
DISTRICT (EBRPD)
Eric Stormer
Sean Dougan
BAY AREA RAPID TRANSIT (BART)
Kamala Parks
LOCAL JURISDICTIONS
Lisa Bobadilla, City of San Ramon
Winnie Chung, City of Concord
Andrew Dillard, Town of Danville
Eric Hu, City of Pleasant Hill
Andrew Smith, City of Walnut Creek
Consultant Team
Alta Planning + Design
Advanced Mobility Group
Funding for the Iron Horse Trail Active
Transportation Study was provided by the Contra
Costa County Livable Communities Grant
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Contents
01 Why Improve
the Iron Horse Trail? 5
STUDY PURPOSE
VISIONAND GOALS
BICYCLE SUPERHIGHWAY
COMMUNITY ENGAGEMENT
02 What are the
Corridor Needs? 13
USER DEMAND
ACCESS NEEDS
CONNECTIONS
INTERSECTIONS
CONSTRAINTS/BARRIERS
COMMUNITY-IDENTIFIED NEEDS
03 What Does the Future
of the Iron Horse Trail
Look Like? 33
USERS & DEMAND
TRAIL CORRIDOR
INTERSECTIONS
ACCESS & AMENITIES
04 How to Achieve
the Vision? 67
PRIORITIZATION FRAMEWORK
BENEFITS OF IMPROVEMENTS
PROPOSED IMPROVEMENTS
CONCORD PROJECTS
PLEASANT HILL/CONTRA COSTA
CENTRE PROJECTS
WALNUT CREEK PROJECTS
ALAMO PROJECTS
DANVILLE PROJECTS
SAN RAMON PROJECTS
PROJECT RANKING
05 How to Implement the
Proposed Projects? 91
COST ESTIMATING
EXISTING O&M
MANAGEMENT STRUCTURES
OPERATIONS AND MAINTENANCE
(O+M)
O+M AND CAPITAL
IMPROVEMENT FUNDING
OPPORTUNITIES
NEXT STEPS
Appendices
EXISTING CONDITIONS
CORRIDOR ANALYSIS
SHARED AUTONOMOUS
VEHICLE EVALUATION
BRANDING DESIGN BRIEF
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San Francisco
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Santa
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County
Alameda
County
San Mateo
County
Benicia
RioVista
Palo Alto SanJose
SanBruno
Pacifica
San Francisco
San
Mateo
Vallejo
SunnyvaleMountain
View
SantaClara
Hayward
LivermorePleasanton
Brentwood
Fairfield
Oakland
Orinda
Pinole
Richmond
Lafayette
Alameda
Berkeley
Dublin
Newark
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Leandro
Union City
Fremont
AntiochConcordMartinez
Pittsburg
San Ramon
Walnut
Creek
Oakley
0 3 6
MILES
Map 1 Iron
Horse
Trail
Context
Legend
Iron Horse Regional Trail
Contra Costa
CountyStudy Area
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The Iron Horse Trail Active
Transportation Corridor Study
presents an opportunity to re-imagine
the existing trail into an active
transportation corridor for the future.
The Iron Horse Regional Trail serves as a
major regional connector, providing a 32-mile
biking and walking corridor for the people
of Contra Costa and Alameda counties. The
majority of the trail—22 miles—lies within
Contra Costa County, which is the focus of
this Study. Improving the Iron Horse Trail can
provide health, economic, environmental,
and transportation benefits to the region.
The Iron Horse Trail corridor has the potential
to serve a much greater number of people
than it does today. Encouraging a shift from
people making personal vehicle trips to more
active transportation trips could result in lower
traffic congestion, lower greenhouse gas
emissions, improved air quality, and higher levels
of physical activity, improving the health and
wellbeing of the region’s residents. Increased
use of the trail for commuting and utilitarian
purposes could also increase the number of
transit users in the area, which could further
reduce the number of vehicles on the road.
Additionally, because modes such as walking
and biking provide some of the lowest-
cost forms of transportation, improving
the trail could have positive economic,
transportation, and equity benefits for the
communities surrounding the corridor.
01 Why Improve the Iron Horse Trail?
The Trail Today
Established in 1986, the trail follows the
Southern Pacific Railroad right-of-way that
was abandoned in 1978.1 In Contra Costa
County, the trail runs north to south through
the communities of Concord, Pleasant
Hill, Walnut Creek, Alamo, Danville, and
San Ramon, passing through commercial,
residential, and rural areas along the way.
The Iron Horse Trail corridor lies within 1.5
miles, or a comfortable walking distance, of
over 340,000 residents (151,000 commuters)
and 3 miles, or a comfortable bicycling distance,
of 425,000 residents (200,000 commuters).
The corridor is only a few blocks from both
the Pleasant Hill and Dublin/Pleasanton
BART stations. The trail connects workers to
dense employment areas like Bishop Ranch
in San Ramon and Contra Costa Centre
Transit Village in Walnut Creek, and provides
recreational users with an active transportation
route that is separated from vehicles.
The Iron Horse Trail is one of the largest and
oldest multi-use trails in the San Francisco
Bay Area, and is a treasured community asset.
Because it is so well-used, the trail often runs
into capacity issues as it exists today.
1 State grants from the 1980s that facilitated the
acquisition of the corridor obligated the County to 1)
implement some form of mass transit and 2) set aside
exclusive right-of-way for vehicle operations. On Oc-
tober 12, 2019, the Governor approved Assembly Bill
1025, relieving the County of these obligations. With
this new law in effect, the County has more flexibility
in planning improvements in the corridor.
6
The existing Iron Horse Trail is a 10-foot-
wide shared-use trail, requiring bicyclists and
pedestrians to share the same space. During
peak times, this narrow configuration can
lead to uncomfortable conditions in which
conflicts arise between users traveling at
different speeds. For some users, a lack of
low-stress on-street connections prohibit them
from using the trail for commuting or other
utilitarian trip purposes. The Iron Horse Trail
Active Transportation Corridor Study seeks to
improve these conditions to make the trail safe
and convenient for all users and trip types.
STUDY PURPOSE
Given the high monetary and environmental costs
associated with building more auto-oriented
infrastructure, the corridor offers a chance to
build a sustainable alternative that can provide
an efficient route for bicyclists, pedestrians,
and people using shared mobility devices,
improving connectivity across the region.
The scope of the Study includes the entire
length (approximately 22 miles) of the Iron
Horse Trail within Contra Costa County (State
Route 4 to County Line). While the Iron Horse
Regional Trail begins in Concord near Highway
4, it should be distinguished from the Iron
Horse Corridor (approximately 18.5 miles)
that begins in Concord at Mayette Avenue.
The Study provides an overview of existing
corridor conditions and corridor needs to
frame the context of the Iron Horse Trail today
(Chapter 2). These analyses are tied together with
community and stakeholder feedback and design
tools to develop a new vision for the corridor—
one that better accommodates pedestrians
and bicyclists of all ages and abilities, as well
as users of other emerging mobility options
such as e-bikes and e-scooters (Chapter 3). The
Study also envisions a corridor that would not
preclude the use of shared autonomous vehicles
(SAVs) in the future. Chapter 3 also provides
initial recommendations for a SAV pilot project.
The existing trail corridor offers a number of
opportunities for improvements. These include
widening the trail and separating users to
enhance user comfort, improving intersections
and crossings, improving access points and
adding amenities such as landscape, shade,
and benches, and creating connections to
the existing and planned trail and bicycle
networks. Recommended projects along
the project corridor incorporate a number of
these different improvements (Chapter 4).
Evaluating projects through a prioritization
process helps to define which projects will
have a greater impact in meeting the project
vision. Chapter 4 also presents a goal-based
evaluation process and project ranking.
Chapter 5 presents planning-leve cost
estimates for the proposed improvements,
operations and maintenance considerations
for the trail, and potential funding sources
for capital improvements, operations, and
maintenance. In addition, it examines the
trail's existing governance structure and
highlights strategies that could be used to
enhance its current capacity to opperate and
maintain the vision set forth in this Study.
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The Iron Horse Trail today
Goals
The goals of the Iron Horse Trail Active
Transportation Corridor Study include:
Safety Enhances trail condition
and improves traffic and intersection safety
Mobility Provides connections to transit, trails and on-street facilities; accommodates user demand
and enhances user comfort
Access & Equity Provides access to jobs, destinations, parks and open space, and health services; presents
opportunities for new access points
User
Experience Improves trail conditions and amenities; presents opportunities for stormwater filtration, ecology, new amenities, and placemaking
Project
Synergy Aligns with planned projects and existing land uses and allows for future expansion of new technologies
The goals were developed through
a community engagement process,
collaboration with the Technical Advisory
Committee (TAC), and through an analysis
of existing conditions, existing and planned
projects, and regional priorities.
These goals drive the focus of the Study to
ensure that the recommended priority projects
are consistent with the existing context of
the trail as well as the vision presented by the
community during the engagement process.
Vision Statement
The Study envisions a trail that can
serve as an active transportation spine
that supports the region’s mobility
goals and continues to provide a
treasured recreational resource for
users of all ages and abilities.
VISION AND GOALS
8
BICYCLE SUPERHIGHWAY
The future Iron Horse Trail could
serve as a bicycle superhighway.
A bicycle superhighway can provide an efficient
route for long-distance bicycle travel, making
bicycling a comfortable option for commuting
and other utilitarian purposes. Bicycle
superhighways are typically characterized by
long-distance routes separated from vehicles
with well-maintained pavement, wide lanes,
separated users, and enhanced or grade-
separated crossings. Two important elements
include lighting and wayfinding signage, while
additional amenities can include bicycle repair
shops and high-capacity bicycle parking. Bicycle
superhighways offer an opportunity to highlight
bicycling as a key mode by centering businesses,
services, and amenities around them, prioritizing
them over adjacent roadways and making
them desirable destinations in themselves.
The Iron Horse Trail has the potential to
become a bicycle superhighway if consistent
and cohesive improvements are made. Design
considerations seek to enhance the experience
for existing users of the Iron Horse Trail
while creating an efficient, dependable, and
convenient alternative to using an automobile
to get to work, school and run errands. Multi-
jurisdictional coordination and collaboration
would be required to establish consistent
conditions along the trail that allow for and
encourage its continuous, long-distance use.
Case Studies
REGIONAL
San Tomas Aquino Creek Trail in Santa Clara
County serves as a regional example of a
bicycle superhighway. The trail connects
residential communities to employment
and commercial centers via a continuous
path with few at-grade crossings.
INTERNATIONAL
The Radschnellweg Ruhr (Bike Freeway) (RS1) is
currently being constructed in Germany, the first
stretch of which has already been completed.
The route will eventually span 62 miles and
connect 10 cities in northwest Germany. RS1 is
characterized by a wide path, separated from
pedestrians, with lighting, passing lanes, and
overpasses and underpasses at intersections.
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A separated path with a fast lane can provide
a comfortable experience for numerous user
groups. One can imagine a woman who is
commuting to BART to make her way into the
city and is dependent upon the new lighting
because she will be commuting back home
after the sun sets. A parent on an e-bike
commuting from Concord to San Ramon
who is able to drop their child off at daycare
located along the route. Teens in groups
heading to school and a morning group ride
from a local bicycle club. With a dedicated
lane for faster users, the trail could support
e-scooters or other shared micromobility
devices. The trail improvements will provide
a facility for neighborhood families of
all ages and abilities traveling by bike.
A side-path conjures the spirit of the existing
Iron Horse trail. Here friends stroll and engage
with amenities and seating areas. Even on a hot
summer day the cool respite of new trees gives
a grandparent and their grandchild in a stroller
a moment to rest. Pedestrians would require
their own lane to comfortably use the trail, while
equestrians would require their own unpaved
path in the right-of-way adjacent to the trail.
10
COMMUNITY ENGAGEMENT
The Iron Horse Trail community engagement
process helped shape the vision of the Study and
identified needed improvements along the trail.
The community engagement process utilized
a variety of outreach methods to gather
community input on the Iron Horse Trail’s
existing challenges and potential future
improvements. These outreach methods
included sharing project information via a
project website, conducting stakeholder
interviews, holding pop-up events along and
near the trail, hosting an interactive webmap
tool that enabled community members to leave
site-specific comments and ‘like’ other users’
ideas, and conducting a survey for business
owners, employees, students, and residents.
In-Person Engagement
Two rounds of engagement occurred.
In the Spring of 2019, the project team
hosted three outreach events to introduce
the community to the project corridor as
well as promote the online survey and
interactive webmap. The events included:
• A food truck event outside the
Pleasant Hill/Contra Costa Centre
BART station, March 29, 2019
• Fair Oaks Elementary Bike to School
Day in Pleasant Hill in partnership
with Contra Costa 511 Safe Routes to
School Program, April 30, 2019
• San Ramon Bike to Work Day at
Bishop Ranch, May 9, 2019
Following the initial rounds of in-person
engagement, three additional pop-up events were
held along the Iron Horse Trail in Summer 2019:
• San Ramon Central Park, July 27, 2019
• Contra Costa Centre (Intersection of the Iron
Horse Trail and the Canal Trail), July 28, 2019
• East Bay Regional Park District (EBRPD)
Trail Etiquette event, August 7, 2019
Feedback from 260 people was gathered during
these three events. Community members were
asked questions such as: How can we improve
the trail in your neighborhood? What do you want
to see addressed at intersections? Which trail
type do you prefer and why? Overall, a majority
of the feedback received involved the desire for:
• Adding amenities such as lighting,
shade, and bike stations
• Increasing the number of access points
• Prioritizing users and user
separation on the trail
Above: On-trail pop-up engagement
event in San Ramon.
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Online Engagement
An interactive webmap was available from
mid-January to mid-August 2019. Community
members were invited to identify locations
of destinations accessible from the Iron
Horse Trail, barriers preventing access or
providing a high quality user experience, and
routes to access the trail. They were also
given the opportunity to suggest locations
for trail improvements. People could then
like/vote on previously posted comments.
The webmap collected 407 comments and 769
likes/votes. The majority of the comments were
clustered in the northern half of the corridor.
The comments were summarized by
theme and translated into draft project
goals. Of the comments received:
• 30% were related to Mobility
°Improve network and connectivity to
regional trails, BART, and other transit
°Create priority ROW for trail users;
consider overpasses at high volume
corridors; facilitate direct connections
and shorter wait times
• 29% were related to Safety
°Address intersection safety with improved
signals, increased visibility, and slower traffic
°Improve personal safety at access points;
improve lighting; reduce user conflicts
• 23% were related to Access/Equity
°Improve connectivity to regional
downtown cores, commercial hubs,
schools, and open spaces
• 18% were related to User Experience
°Improve shade, amenities, and
overall user experience
°Prioritize maintenance and wayfinding
Certain locations along the corridor were
repeatedly highlighted as needing specific
improvements. These included Monument
Boulevard (increased connectivity and overall
improved intersection safety), Bollinger Canyon
Road (intersection improvements), Danville
Boulevard (wayfinding and intersection
improvements), and Walnut Creek, Pleasant
Hill, Concord (a desire to connect with
BART). Repeated comments were noted
and summarized by segment to highlight
which trail segments were considered to
be the most in need of improvement.
The results of the community engagement
process were one of several factors used to
identify important potential improvements
along the trail and understand key
community priorities that the Study can
address through its recommendations.
30% MOBILITY
18% USER EXPERIENCE
29% SAFETY
23% ACCESS/EQUITY
COMMUNITYFEEDBACK
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In order for the Iron Horse Trail to
meet the new vision, it is important
to understand the current and
future needs of the corridor.
A data driven corridor analysis documented how
the trail connects to the regional networks and
adjacent land uses, as well as how it currently
serves surrounding communities. In addition,
an existing conditions assessment detailed
the corridor’s various physical conditions,
intersections, access points, and amenities.
The data gathered as part of the corridor and
existing conditions analyses were combined
with the feedback received from the community
to identify specific corridor needs.
In order to summarize and communicate
the needs of the 22 mile Iron Horse Trail
study corridor, the trail was divided into 15
segments based on jurisdiction, adjacent land
context, and physical conditions, as shown
in Map 2. There are two types of segments,
each of which have different needs.
02 What are the Corridor Needs?
Activity Centers are categorized as Main
Streets, activity hubs, and commercial
development, and contain destinations
that users are likely to travel to.
Parks & Housing segments are passive,
residential, or park-like, and are the areas
that users are more likely to travel through.
Each jurisdiction the trail passes through has
2-3 segments, ranging from 0.5 to 3.0 miles.
Analysis Factors
To compare and assess the needs of trail
segments throughout the corridor, the
segments were evaluated based on a number
of factors. These factors included:
• User Demand
• Access Needs
• Connections
• Intersections
• Constraints/Barriers
• Community-Identified Needs
Each factor includes an overall scale from
low to high, and each segment was ranked
based on these criteria. The following pages
describe each factor in greater detail and
a summary comparison of all segments is
shown at the end of the chapter in Table 6.
See Appendix A and B for more information on
Existing Conditions and Corridor Analysis.
14
2
3
5
6
8
10
11
13
12
15
14
4
7
9
1
Ã242Ã4
Ã24
¥680
¥680
CONCORD
DANVILLE
PLEASANTHILL
SANRAMON
WALNUTCREEK
ALAMO
0 1 2
MILES
BART Station
Park & Ride
Segment Extents
Map produced Septemberl 2019.
IRON HORSE
TRAIL DESIGN
SEGMENTS
CONTRA COSTA COUNTY
IRON HORSE TRAIL
Trail Segments
by Type
Parks & Housing Segments: Residential, Passive,
Landscape, Park
Activity Centers:
Main Street,Commercial,
Destination,
Development, Transit 2
3
5
6
8
10
11
13
12
15
14
4
7
9
1
Ã242Ã4
Ã24
¥680
¥680
CONCORD
DANVILLE
PLEASANTHILL
SANRAMON
WALNUTCREEK
ALAMO
0 1 2
MILES
BART Station
Park & Ride
Segment Extents
Map produced Septemberl 2019.
IRON HORSE
TRAIL DESIGN
SEGMENTS
CONTRA COSTA COUNTY
IRON HORSE TRAIL
Trail Segments by Type
Parks & Housing Segments:
Residential, Passive, Landscape, Park
Activity Centers: Main Street,
Commercial,
Destination,Development,
Transit
2
3
5
6
8
10
11
13
12
15
14
4
7
9
1
Ã242Ã4
Ã24
¥680
¥680
CONCORD
DANVILLE
PLEASANTHILL
SANRAMON
WALNUTCREEK
ALAMO
0 1 2
MILES
BART Station
Park & Ride
Segment Extents
Map produced Septemberl 2019.
IRON HORSE
TRAIL DESIGN
SEGMENTS
CONTRA COSTA COUNTY
IRON HORSE TRAIL
Trail Segments
by Type
Parks & Housing Segments: Residential, Passive,
Landscape, Park
Activity Centers:
Main Street,Commercial,
Destination,
Development, Transit
Map 2 Trail Design
Segments
15
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USER DEMAND
People Who Live Here
There are over 425,000 residents and 200,000
commuters within three miles of the Iron Horse
Trail in Contra Costa County. Most walk and bike
trips to work are concentrated near employment
centers in the northern end of the corridor near
Walnut Creek, Pleasant Hill, and Concord, with an
additional concentration in the south near San
Ramon. Currently, however, over 70 percent of
commuters near the corridor drive alone to work.
This may be due, in part, to the relative wealth
of the communities along the Iron Horse Trail.
People who live near the trail tend to have
access to multiple vehicles, with only 2% of all
commuters without access to a car, and 80%
of commuters with access to two or more
vehicles. Many of these motor-vehicle commute
trips are relatively short, with 39% taking less
than 20 minutes. The largest concentrations
of households with zero-vehicles and of
relatively lower median household incomes
are in the same census tracts with lower
average drive alone to work mode share.
Population and employment growth are expected
along the trail near BART stations and at the
Concord Naval Weapons Station redevelopment
site, meaning that an improved active
transportation corridor will be critical for providing
an efficient and sustainable transportation
network for commuters in the area.
Potential User Demand
Trip demand along the Iron Horse Trail was
calculated using data generated by the
Metropolitan Transportation Commission’s (MTC)
travel demand model. Using pairs of origins and
destinations, total daily trips between “traffic
analysis zones” (TAZs) were simulated along the
street network. Trips that utilized the Iron Horse
Trail with a perceived distance of less than 5
miles were then aggregated to produce potential
daily trip estimates that could be made by bicycle.
Bicycle and pedestrian mode shares were
then determined by using mode share data
from the MTC travel demand model as well as
guidance from the FHWA Shared-Use Level
of Service Calculator (SUPLOS). The typical
utilitarian bicycle mode share among TAZs
within the study area (1.3%) was applied to the
total number of trips within bikeable distance
to determine a more representative number
of biking trips that would be likely to use the
trail. A 40% utilitarian pedestrian mode share
(the typical pedestrian mode share used by the
FHWA SUPLOS tool) was applied to estimate
pedestrian trips. Finally, a conservative recreational
mode split (60%) was applied to account for
recreational bike and pedestrian trips likely to
use the trail. This percentage was determined
following a review of recreational use on similar
trail examples throughout the United States.
The results of the demand analysis show a range
of potential demand between the segments
of the trail (see Table 6). Results are shown on
a scale of increasing demand. Segments that
have particularly high demand (such as those
in Pleasant Hill and San Ramon) would benefit
from a wider trail than the existing 10-foot
shared-use path to comfortably accommodate
potential demand. Additionally, these high-
demand areas may also benefit from separate
lanes for people walking and bicycling in
order to minimize conflicts between users.
Segments with lower demand (such as those
in Alamo) may benefit from improvements
such as increased access points, network
connections, and intersection improvements.
16
ACCESS NEEDS
Access from the Trail
The corridor was evaluated for its accessibility
via low stress routes to different destinations
such as transit, schools, parks, and commercial
or shopping areas. Low stress routes were
identified as Level of Traffic Stress (LTS) 2
or below, which is comfortable to a beginner
adult bicycle rider. Low stress access was
identified to select destinations including:
• Transit: the Pleasant Hill and Dublin/
Pleasanton BART stations directly connect
to the trail and other BART stations could be
connected in the future. Several bus transit
routes also have stops that may provide
connections to the Iron Horse Trail.
• Schools: 17 schools are immediately adjacent
to the trail and many others are served by the
trail. The Iron Horse Trail provides connectivity
for 24 public schools that have catchment
areas that overlap the trail in a significant way.
• Parks: Eight parks are within 1,000 feet
of the trail and an additional 9 parks
are within a 1/2 mile of the trail.
• Employment centers: areas like Bishop
Ranch in San Ramon (600 companies and
growing) and Contra Costa Centre Transit
Village in Walnut Creek (over 6,000 employees)
are well served by the trail as are many
smaller employment areas in the region.
• Commercial areas: the trail crosses through
downtown San Ramon, Danville, and
unincorporated Alamo. The Contra Costa Canal
Trail provides a connection to downtown Pleasant
Hill and connections could be made to downtown
Concord and Walnut Creek. Several shopping
centers lie directly adjacent to or within a short
distance of the trail, providing access to services,
retail business, and other similar opportunities.
Access to the Trail
Sixty formal access points connect the trail
to residential neighborhoods, retail centers,
downtowns, and parks. In addition to these
formal access points, numerous informal
access points such as private access points
to individual homes exist along the corridor.
Amenities at Access Points
Amenities along the existing trail are scarce.
Small staging areas with and without parking are
sporadic along the corridor. Shade structures
with seating are found adjacent to the trail within
San Ramon, and there is enhanced greenway
and linear park space north of the Pleasant Hill
BART station. The San Ramon Transit Center and
Hemme Park have restrooms and water open to
the public and are directly adjacent to the trail, and
there are seven restrooms at public park facilities
less than a quarter mile from the trail (three in San
Ramon, two in Danville and two in Walnut Creek).
Ã242
Ã780
Ã238
Ã185
Ã24
Ã4
¥880
¥580
¥680
¥680
DANVILLE
CONCORD
MARTINEZ
PLEASANTHILL
SAN RAMON
WALNUT CREEK
ALAMO
0 1 2MILES
Iron Horse Trail
BART Station
Class I Shared-Use Path
Map produced February 2019.Sources: U.S. Census, Esri,Contra Costa County, OSM.
PARK
ACCESSIBILITY
CONTRA COSTA COUNTY IRON HORSE TRAIL
Accessibility to Nearest Park Along Low Stress Network
Park
0 -1 Mile
1 - 2
2 - 3
3 - 4
4 - 5 Miles
Ã242
Ã780
Ã238
Ã185
Ã24
Ã4
¥880
¥580
¥680
¥680
DANVILLE
CONCORD
MARTINEZ
PLEASANTHILL
SAN RAMON
WALNUTCREEK
ALAMO
0 1 2MILES
Iron Horse Trail
BART Station
Class I Shared-Use Path
Map produced February 2019.Sources: U.S. Census, Esri,Contra Costa County, OSM.
SHOPPING
ACCESSIBILITY
CONTRA COSTA COUNTYIRON HORSE TRAIL
Accessibility to NearestShopping Center AlongLow Stress Network
Shopping Center
0 -1 Mile
1 -2
2 - 3
3 - 4
4 - 5 Miles
Ã242
Ã780
Ã238
Ã185
Ã24
Ã4
¥880
¥580
¥680
¥680
DANVILLE
CONCORD
MARTINEZ
PLEASANTHILL
SAN RAMON
WALNUT CREEK
ALAMO
0 1 2MILES
Iron Horse Trail
BART Station
Class I Shared-Use Path
Map produced February 2019.Sources: U.S. Census, Esri,Contra Costa County, OSM.
TRANSIT
ACCESSIBILITY
CONTRA COSTA COUNTYIRON HORSE TRAIL
Accessibility to NearestSchool Along Low StressNetwork
Transit
0 - 1 Mile
1 - 2
2 - 3
3 - 4
4 - 5 Miles
Ã242
Ã780
Ã238
Ã185
Ã24
Ã4
¥880
¥580
¥680
¥680
DANVILLE
CONCORD
MARTINEZ
PLEASANTHILL
SAN RAMON
WALNUT CREEK
ALAMO
0 1 2MILES
Iron Horse Trail
BART Station
Class I Shared-Use Path
Map produced February 2019.Sources: U.S. Census, Esri,Contra Costa County, OSM.
OFFICE
ACCESSIBILITY
CONTRA COSTA COUNTYIRON HORSE TRAIL
Accessibility to NearestOffice Along Low StressNetwork
Office
0 -1 Mile
1 - 2
2 - 3
3 - 4
4 - 5 Miles
Ã242
Ã780
Ã238
Ã185
Ã24
Ã4
¥880
¥580
¥680
¥680
DANVILLE
CONCORD
MARTINEZ
PLEASANTHILL
SAN RAMON
WALNUT CREEK
ALAMO
0 1 2
MILES
Iron Horse Trail
BART Station
Class I Shared-Use Path
Map produced February 2019.Sources: U.S. Census, Esri,Contra Costa County, OSM.
TRANSIT
ACCESSIBILITY
CONTRA COSTA COUNTY
IRON HORSE TRAIL
Accessibility to Nearest
School Along Low Stress
Network
Transit
0 - 1 Mile
1 - 2
2 - 3
3 - 4
4 - 5 Miles
Ã242
Ã780
Ã238
Ã185
Ã24
Ã4
¥880
¥580
¥680
¥680
DANVILLE
CONCORD
MARTINEZ
PLEASANTHILL
SAN RAMON
WALNUT CREEK
ALAMO
0 1 2MILES
Iron Horse Trail
BART Station
Class I Shared-Use Path
Map produced February 2019.Sources: U.S. Census, Esri,Contra Costa County, OSM.
TRANSIT
ACCESSIBILITY
CONTRA COSTA COUNTYIRON HORSE TRAIL
Accessibility to NearestSchool Along Low StressNetwork
Transit
0 - 1 Mile
1 - 2
2 - 3
3 - 4
4 - 5 Miles
Map 3 Park Accessibility
Map 5 Shopping Accessibility
Map 4 Transit Accessibility
Map 6 Office Accessibility
Network Distance to Nearest Point of Interest
18
DESTINATION TYPES
Each segment has a variety of destination
types and quantities. Identifying opportunities
to enhance or add connections to education,
employment, and recreation centers will build on
the existing importance of the Iron Horse Trail's
role in connecting the region. Understanding
where and what types of destinations are along
the trail, as well as where existing access points
are located, will impact where and what types
of new access points might be appropriate.
• Lower need: Segments with comparably
low-density housing and few other
destination types may have less need for
frequent access points and amenities.
• Medium need: Segments with moderate
density housing and other destination
types may have some need for frequent
access points and amenities.
• Higher need: Segments with high density
housing, commercial, employment, educational
and recreational destinations may have higher
need for frequent access points and amenities.
CONNECTIONS
Reviewing the region’s active transportation
network reveals the importance and potential
that the Iron Horse Trail holds in enhancing
regional connectivity. There are a number of
existing and planned regional connections
along the existing trail (see Table 1 and Map 7).
Segments were evaluated based on their existing
regional and local bikeway connections, as
well as their potential to connect to planned
bikeways. Segments with a greater number
of existing and planned regional connections
may have a higher priority for connectivity
improvements. Segments with lower numbers
of existing or planned bikeways are considered
to have a higher need for improvement.
Existing and Planned
Regional Connections
Segments with few or no existing or planned
regional connections are categorized as
having lower needs, while segments with
a substantial number of connections are
categorized as having higher needs.
• Lower needs: Few or no existing or
planned regional connections
• Medium needs: Some existing or
planned regional connections
• Higher needs: Several existing or
planned regional connections
Existing Bikeways
Segments’ existing bikeways were evaluated
by frequency of existing bikeway per half
mile. Since the segments have different
lengths, a ratio was used to compare
segments. Segments with fewer numbers of
existing bikeways may be considered to have
higher need for network improvements.
• Lower need: > 1.5 existing
bikeways per half mile
• Medium need: > 0.5 and < 1.5
existing bikeways per half mile
• Higher need: < 0.5 existing
bikeways per half mile
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Table 1 Existing and Planned Regional Connections
Segment Connections
1 Future trail extension to connect to Bay Trail to the north; Future trail connection to the Delta
de Anza Regional Trail; Willow Pass Rd and Concord Ave future Class II improvements to
connect to Downtown Concord; Concord BART and future Class I along State Route 242
2 Monument Corridor Trail (City of Concord); Walnut Creek Trail (Planned)
3 Bancroft Rd Class II, Walnut Creek Trail (Planned)
4 Pleasant Hill BART, Treat Ave Class II (Proposed)
5 Contra Costa Canal Trail
6 None
7 Ygnacio Valley Rd Class III (approved/signed sidewalk use) west to BART and east to Class III sidepath; Ygnacio Canal Trail to Contra Costa Canal Trail and
Mt Diablo State Park; Lincoln Ave connection to Downtown/Main Street; Newell
Ave to Mt Diablo/Olympic Blvd connection to Lafayette-Moraga Trail
8 Tice Valley Class I (Proposed) to Olympic Blvd connection to Lafayette-Moraga Trail, Danville Blvd Class II
9 Stone Valley Rd Class II, Danville Blvd Class II
10 Danville Blvd Class II
11 Danville Blvd Class II to El Cerro Blvd/Diablo Rd to Mt Diablo State Park
12 Danville Blvd/San Ramon Valley Blvd Class II
13 Sycamore Valley Class II to Camino Tassajara Class II/Class I
14 Bollinger Canyon Rd Class III/Class II (approved/signed sidewalk use), Alcosta Blvd Class III, Crow Canyon Road Class III/Class II; Norris Canyon Class II; City Center San Ramon (Transit); San Ramon Transit Center
15 Montevideo Dr Class III, San Ramon Cross Valley Trail Class I; Pine Valley Rd Class III; Alcosta Blvd Class III; Dublin/Pleasanton BART
Planned Bikeways
Segments’ planned bikeways were evaluated
by frequency of planned bikeway per half mile.
Since the segments have different lengths,
a ratio was used to compare segments.
Segments with fewer numbers of planned
bikeways may be considered to have a
higher need for network improvements.
• Lower need: > 1.5 planned
bikeways per half mile
• Medium need: > 0.5 and < 1.5
planned bikeways per half mile
• Higher need: < 0.5 planned
bikeways per half mile
20
INTERSECTIONS
Trail Convenience
There are 45 roadway crossings along the
length of the Iron Horse Trail corridor in Contra
Costa County. These include arterial, collector
controlled, collector uncontrolled, local, and
grade separated crossings. Map 7 shows the
locations of these crossings along the trail.
Segments of the trail with more frequent
or challenging intersections are considered
to be less convenient for users and may
have a higher need for improvement.
A point system was developed to rate different
intersection types to determine the level of
need of each segment. Arterial road crossings
require trail users to stop at a signalized
intersection, causing delay, and have a lower
degree of comfort. Therefore, arterial crossings
were assigned the highest number of points
(5). Collector road crossings were assigned
3 points. Local road crossings require users
to make a stop but are generally comfortable,
therefore they were assigned a lower value (1).
Some crossings require users to divert off of the
trail. Those cases were assigned an additional
1 point. Finally, grade separated crossings do
not result in inconvenient use of the trail so they
were assigned 0 points. Points were summed
along each segment and used to rank segments
by level of convenience, as described below:
Most Convenient (≤ 5 points)
Convenient: (6-10 points)
Least Convenient: (>10 points)
Table 2 Trail Convenience
Se
g
m
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#
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(3
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(1
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#
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Tr
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1 1 2
2 1 1 1
3 1 1 1
4 1 1
5 1
6 1
7 3 1 1
8 2 4 1
9 2
10 1 3
11 1 2
12 1 2 1
13 1 3 1
14 3 1
15 1 2
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ADD BIKEWAYS TO INTERSECTION MAP
Existing Bikeways
Class I
Shared-Use Path
Class II
Bicycle Lane
Class III
Bicycle Route
Proposed Bikeways
Class I Shared-Use Path
Class II
Bicycle Lane
Class III
Bicycle Route
Class IIIB
Bicycle Boulevard
Existing Crossing Type
Arterial Crossing
Collector Crossing
Local Crossing
Separated Crossing
Iron Horse Trail
BART Station
Park and Ride
TRAIL
INTERSECTIONS
CONTRA COSTA COUNTY
IRON HORSE TRAIL
Existing Bikeways
Class I
Shared-Use Path
Class II Bicycle Lane
Class III Bicycle Route
Proposed Bikeways
Class I
Shared-Use Path
Class II
Bicycle Lane
Class III
Bicycle Route
Class IIIB
Bicycle Boulevard
Existing Crossing Type
Arterial Crossing
Collector Crossing
Local Crossing
Separated Crossing
Iron Horse Trail
BART Station
Park and Ride
TRAIL
INTERSECTIONS
CONTRA COSTA COUNTY
IRON HORSE TRAIL
Map 7 Trail Intersections
22
Table 3 Collisions
City Miles from Trail Total
0.25 0.5 1 2
Concord 35 27 108 87 257
Pleasant Hill 13 2 4 8 27
Walnut Creek 5 50 40 23 118
Danville 30 10 27 14 81
San Ramon 44 4 12 15 75
Unincorporated
County 76 67 36 24 203
Total 203 160 227 171 761
Table 4 Bicycle or Pedestrian Involved
Crossing Injuries
Location Injuries
Treat Blvd & Jones Rd 11
Monument Blvd & Mohr Dr 9
South Broadway & Newell Ave 4
Hemme Ave 3
Sycamore Valley Rd & Camino Ramon 3
Willow Pass Rd 3
Ygnacio Valley Rd 3
Total 36
Intersection Safety
In the five most recent years with data available
(2013-2017), there were 203 bicycle and
pedestrian collisions on local streets within
a quarter mile of the trail and 761 within 2
miles. There were 14 bicycle and pedestrian
fatalities within 2 miles of the trail. Table 3
identifies the number of bicycle and pedestrian
collisions by city and distance from the trail
for the five cities and unincorporated areas.
Identifying the need for safer crossings and
access routes to the Iron Horse Trail is a key
goal of this project. There were 43 injuries of
bicyclists or pedestrians within 100 feet of
the trail. Locations with 3 or more bicycle or
pedestrian injuries are shown in Table 4.
For the needs analysis, intersection
safety was ranked based on the reported
bicycle or pedestrian involved crossing
injuries on the following scale:
• Lower need: Less than 3 crossing injuries
• Medium need: 3 to 4 crossing injuries
• Higher need: 5 or more crossing injuries
23
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CONSTRAINTS/BARRIERS
Right-of-Way (ROW) Width
The ROW width that the Iron Horse Trail travels
through varies throughout the corridor from
nearly 300 feet in its widest area near Hookston
in Pleasant Hill to less than 20 feet in its most
constrained areas through the Broadway
corridor in Walnut Creek. Throughout the
majority of the trail the ROW width allows for
room for future trail improvements. However,
pinch points caused by narrow rights-of-way
pose challenges to trail design continuity. A
variation of cross sections are required to
address the changes along the trail. ROW widths
are broken down into four basic categories:
• Constrained: <25’
• Narrow: 25’-50’
• Wide: 50’-100’
• Very wide: >100’
These categories highlight whether segments
have opportunities for certain trail improvements
or are constrained due to lack of available space.
Physical Constraints
In addition to available ROW, certain elements
along the trail present a barrier to comfortable,
safe user travel, or possible impacts to future trail
improvements. Examples of physical constraints
include existing infrastructure, nearby water
features, difficult intersections, and challenging
landscape features. Different from constraints
posed by narrow ROW, physical constraints
can be solved through unique design solutions.
Higher level constraints may require a higher
level of capital investment and coordination.
Physical constraints are summarized
into three basic categories:
• Major: includes significant physical
constraints such as existing infrastructure
adjacent to the trail, narrow bridges,
or challenging landscape features
• Minor: includes some physical constraints
such as frequent intersections
• Unconstrained: does not include
any physical constraints
For example, Segment 13/Danville is one that
can be summarized as minimally constrained.
This segment is characterized by wide ROW
width, no physical obstructions, and direct
approaches to roadway crossings. Segment 7/
Walnut Creek, however, has many challenging
constraints including the narrow ROW along
the South Broadway corridor, the alignment
jog at Newell Avenue, and the infrastructure
surrounding the channelized Walnut Creek.
24
PHYSICAL CONSTRAINT
topographic
water
structures
channelized creek
mt. diablo blvd to ygnacio valley
trail on berm
walnut creek north of monument blvd
former rail bed
w linda mesa to danville blvd
adjacent topography
hillgrade to danville blvd
.35 miles
3.6 miles
.8 miles
7.8 miles
VERY WIDE
A portion of the corridor faces few constraints, with 50 to 100 feet of generally flat right of way available. Relevant sections of this type are found near Walnut Creek and Alamo.
WIDE: RAISED RAIL BED
Portions of the trail run along a raised rail bed with moderate drainage ditches along portions of the corridor. These conditions are found in most of San Ramon and Danville.
WIDE: TRAIL ON CREEK BANK
Another common trail condition is when the trail follows the top of bank along a naturalized creek. This
is primarily found in the northern section of the trail near Concord where the trail parallels Walnut Creek.
NARROW: ADJACENT COMMERCIAL
For 2.3 miles in parts of Danville and San Ramon, commercial businesses are directly adjacent
to the trail. In Downtown Danville, the trail
narrows to approximately 30 feet in width.
CONSTRAINED:
LIMITED RIGHT-OF-WAY
For just under a mile in south Walnut Creek, South Broadway and the adjacent soundwall narrow the trail corridor width to approximately 20 feet.
CONSTRAINED: CHANNELIZED CREEK
The trail corridor is approximately 25 feet
wide adjacent to the channelized creek between Newell Avenue and Ygnacio Valley Road in Walnut Creek (0.7 miles).
NARROW: ADJACENT TOPOGRAPHY
While most of the trail is in generally flat topography,
a small portion (0.8) miles in Danville is adjacent to topography that may limit any additional trail width.
LANDSCAPE OPPOTUNITY parks
connections
green infrastructure
green infrastructure oppotunity
ridgewood to hillgrade
trail through park
contra costa center to mayhew way
2 mile
.86 miles
PHYSICAL CONSTRAINT
topographic
water
structures
channelized creek
mt. diablo blvd to ygnacio valley
trail on berm
walnut creek north of monument blvd
former rail bed
w linda mesa to danville blvd
adjacent topography
hillgrade to danville blvd
.35 miles
3.6 miles
.8 miles
7.8 miles
PHYSICAL CONSTRAINT
topographic
water
structures
channelized creek
mt. diablo blvd to ygnacio valley
trail on berm
walnut creek north of monument blvd
former rail bed
w linda mesa to danville blvd
adjacent topography
hillgrade to danville blvd
.35 miles
3.6 miles
.8 miles
7.8 miles
WIDTH CONSTRAINT limited right of way
.35 miles
.5 miles
1.8 miles
1 mile
commercial adjacency
danville/alamo
commercial adjacency
bishop ranch
limited right of way
south broadway corridor
channelized creek
newell to mt. diablo blvd
WIDTH CONSTRAINT limited right of way
.35 miles
.5 miles
1.8 miles
1 mile
commercial adjacency
danville/alamo
commercial adjacency
bishop ranch
limited right of way
south broadway corridor
channelized creek
newell to mt. diablo blvd
PHYSICAL CONSTRAINT
topographic
water
structures
channelized creek
mt. diablo blvd to ygnacio valley
trail on berm
walnut creek north of monument blvd
former rail bed
w linda mesa to danville blvd
adjacent topography
hillgrade to danville blvd
.35 miles
3.6 miles
.8 miles
7.8 miles
Map 8 Corridor
Conditions
Ã242
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Shell RidgeOpen Space
LimeRidge OpenSpace
DiabloFoothillsRegional Park Mount DiabloState Park
CONCORD
PLEASANT HILL
SAN RAMON
WALNUT CREEK
DANVILLE
012
MILES
Map produced January 2018.Sources: U.S. Census, Esri,Contra Costa County.
CORRIDOR
CONDITIONS
CONTRA COSTA COUNTY
IRON HORSE TRAIL
Iron Horse Trail
BART Station
Park
Very Wide
Wide: Trail on Creek
Bank
Wide: Rasied Rail Bed
Narrow: Adjacent
Topography
Narrow: Adjacent
Commercial
Constrained: Limited
Right of Way
Constrained:
Channelized Creek
Corridor Conditions
Ã242
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¥680
Shell RidgeOpen Space
LimeRidge OpenSpace
DiabloFoothillsRegional Park Mount DiabloState Park
CONCORD
PLEASANT HILL
SAN RAMON
WALNUT CREEK
DANVILLE
012
MILES
Map produced January 2018.Sources: U.S. Census, Esri,Contra Costa County.
CORRIDOR
CONDITIONS
CONTRA COSTA COUNTY
IRON HORSE TRAIL
Iron Horse Trail
BART Station
Park
Very Wide
Wide: Trail on Creek Bank
Wide: Rasied Rail Bed
Narrow: Adjacent Topography
Narrow: Adjacent
Commercial
Constrained: Limited Right of Way
Constrained: Channelized Creek
Corridor Conditions
26
Utilities
There are a number of utilities that are
located within and adjacent to the Iron
Horse Trail corridor. These include both
overhead power lines as well as underground
utilities. Primary utility easements along
the corridor are highlighted below.
• A 10 to 36-foot Contra Costa County
Sanitary District easement traverses
the majority of the corridor.
• A 10-foot gas pipeline easement,
granted to SFPP/Kinder-Morgan, runs
along the majority of the corridor.
• Intermittent PG&E easements for underground
vault access or overhead power lines
are present throughout the corridor.
• Sporadic storm drain easements
perpendicular to the trail and East Bay
Municipal Utilities District water lines
are present within the corridor.
Map 9 shows example locations of the types and
sizes of utilities that exist within the Iron Horse
Trail corridor ROW. Available survey provides
boundary information for the utilities south of
Monument Boulevard, but does not provide
information regarding depth. Confirmation of the
depth of existing utilities requires further study.
Recommendations outlined in this Study are
considered feasible based on the current
understanding of the location of utilities within
the corridor. Potential shallow utility conflicts
could be mitigated by trail improvements
built on fill to minimize excavation.
Map 9 Utilities
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680
Shell RidgeOpen Space
LimeRidge OpenSpace
DiabloFoothillsRegional Park Mount DiabloState Park
CONCORD
DANVILLE
PLEASANT
HILL
SANRAMON
WALNUTCREEK
ALAMO
100' ROW10' SPPL ESMT: 10" HPPL
32' CCCSD ESMT
14' Drainage ESMT CCCFCWCD
15' PG&E ESMT
100' ROW
34' CCCSD ESMT
14' Drainage ESMT CCCFCWCD
10' SPPL ESMT: 10" HPPL
5' PG&E ESMT
Overhead BART Tracks
ROW VARIES
10' SPPL ESMT: 10" HPPL
FLOOD CONTROL CHANNEL
CCCSD ESMT: EXISTING PATH
50' ROW
1' POLE ESMT
24" WATER LINE: EBMUD
12' SAN. SEWER ESMT CCCSD
12' SAN. SEWER ESMT CCCSD
10' SPPL ESMT: 10" HPPL
50' ROW
24" WATER LINE: EBMUD
66" WATER LINE: EBMUD
13‘ SAN. SEWER ESMT CCCSD
10' SPPL ESMT: 10" HPPL
100' ROW
CCCSD SAN. SEWER ESMT
10' SPPL ESMT - 10" HPPL
CCCSD SAN. SEWER ESMT
100' ROW
10' SPPL ESMT: 10" HPPL
10' CCCSD SAN. SEWER ESMT
100' ROW
10' SPPL ESMT: 10" HPPL
100' ROW
10' SPPL ESMT: 10" HPPL
15' PG&E UNDERGROUND ESMT
100' ROW
10' SPPL ESMT: 10" HPPL
CL PT&T ESMT
PERPENDICULAR 10' STORM
DRAIN ESMTS
0 1 2
MILES
UTILITIES
CONTRA COSTA COUNTY
IRON HORSE TRAIL
Iron Horse Trail
BART Station
Park
Notes: Only utilities
within the ROW are listed
on this map
The utilities are listed
from east side of ROW to
west side of ROW line
Ã242
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680
Shell RidgeOpen Space
LimeRidge Open
Space
DiabloFoothills
Regional Park Mount DiabloState Park
CONCORD
DANVILLE
PLEASANTHILL
SANRAMON
WALNUTCREEK
ALAMO
100' ROW10' SPPL ESMT: 10" HPPL
32' CCCSD ESMT
14' Drainage ESMT CCCFCWCD
15' PG&E ESMT
100' ROW
34' CCCSD ESMT
14' Drainage ESMT CCCFCWCD
10' SPPL ESMT: 10" HPPL
5' PG&E ESMT
Overhead BART Tracks
ROW VARIES
10' SPPL ESMT: 10" HPPL
FLOOD CONTROL CHANNEL
CCCSD ESMT: EXISTING PATH
50' ROW
1' POLE ESMT
24" WATER LINE: EBMUD
12' SAN. SEWER ESMT CCCSD
12' SAN. SEWER ESMT CCCSD
10' SPPL ESMT: 10" HPPL
50' ROW
24" WATER LINE: EBMUD
66" WATER LINE: EBMUD
13‘ SAN. SEWER ESMT CCCSD
10' SPPL ESMT: 10" HPPL
100' ROW
CCCSD SAN. SEWER ESMT
10' SPPL ESMT - 10" HPPL
CCCSD SAN. SEWER ESMT
100' ROW
10' SPPL ESMT: 10" HPPL
10' CCCSD SAN. SEWER ESMT
100' ROW
10' SPPL ESMT: 10" HPPL
100' ROW
10' SPPL ESMT: 10" HPPL
15' PG&E UNDERGROUND ESMT
100' ROW
10' SPPL ESMT: 10" HPPL
CL PT&T ESMT
PERPENDICULAR 10' STORM
DRAIN ESMTS
0 1 2
MILES
UTILITIES
CONTRA COSTA COUNTY
IRON HORSE TRAIL
Iron Horse Trail
BART Station
Park
Notes: Only utilities
within the ROW are listed
on this map
The utilities are listed
from east side of ROW to
west side of ROW line
28
WHAT DOES THE COMMUNITY WANT?
Community-Identified Needs
Community feedback was received throughout
the majority of the corridor. In order to identify
the areas along the corridor that the community
felt most strongly needed improvements,
comments were summarized by number
of comments/likes, type, and location and
organized by segment. The segments were
then ranked based on the following criteria:
Less Concerned: had comments
spread throughout the area, without
a particular theme or trend.
Somewhat Concerned: had similar trends
of comments with lower repetition.
Most Concerned: had a high frequency and
repetition of comments noting where there
are deficiencies along the trail, such as noting
unsafe or difficult intersections to navigate.
While community-identified needs were
summarized based on both in-person
and online engagement results, Map 10
highlights the comments received through the
interactive webmap described in Chapter 1.
Some themes that emerged include:
PROVIDE USER SEPARATION
ALONG THE TRAIL
"This area provides a huge safety concern
especially for the many school age
children that use these access routes to go
to and from numerous schools in the area"
INCREASE THE NUMBER
OF ACCESS POINTS
"There is no easy access from the large
park and ride and the trail. This limits
people from driving part way and
then using the trail either walking
or biking to their destination"
PRIORITIZE TRAIL USERS
AT ROAD CROSSINGS
"[Traffic] lights definitely favor cars;
long, long wait times at some times of
the day for lights to allow pedestrians/
cyclists to cross. Tempts people to cross
against the lights rather than wait"
"There needs to be a foot bridge
over Monument Blvd. Not only is
this intersection dangerous, but it
also impedes the flow of traffic"
ADD AMENITIES SUCH AS LIGHTING,
SHADE, AND BIKE STATIONS
"This section of the trail is a very
long and dark corridor confined by a
concrete wall fence along the canal. Add
lighting to deter people from loitering
and show trail users what they are
walking into. Murals along the block
wall and the back of Safeway could
help activate this sad looking area"
"Need better wayfinding signs that
are easy to read at a distance
or while riding a bike"
IMPROVE BICYCLE AND WALKING
CONNECTIONS TO THE TRAIL
"I have two young children and we
need a safer route to get to the
trails for the bike rides we often
take to enjoy the local parks and
restaurants located near the trail"
29
I
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C R O W C A N YO N ROA D
N O R T H M A I N S T R E E T
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G R E E N V A L L E Y
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M
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PINEHOLLOWROAD
BOYD ROAD
BLACKHAW K D R I VE
S
O
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B
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ROAD
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D
0 1 2
MILES
!!BART Station
Park & Ride
Iron Horse Trail
Map produced Septemberl 2019.
PUBLIC INPUT
WEB MAP
RESULTS
CONTRA COSTA COUNTY
IRON HORSE TRAIL
Identified Destinations
and Barriers
1 - 5
6 - 10
11 - 25
Identified Routes and Trail
Improvement Suggestions
1 Comment
2 - 4 Comments
5 - 9 Comments
!!
!!
!!
!!
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STONEVALLEYROAD
RUDGEARROAD
D
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C R O W C A N YON RO A D
N O R T H M A I N S T R E E T
W I L L O W P A S S R O A D
W
ALNUTAVENUE
SANMIGUEL
D
R
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V
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CONCORD BOULEVARD
DIABLOROAD
T
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VALLEYBOU L E VARD
M O N U M E N T B O U L E V A R D
C
O
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T
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T
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B
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CLAYTON ROAD
S
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S T A T I O N ROAD
T R E A T BO U L E V A R D
M I N E R T R O A D
CIVIC D R I V E
OLIVERAROAD
M
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B
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YGN AC I O V A L L E Y R O A D
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P
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D
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D E N K I N G E R R O A D
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S A L V I O S T R E E T
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COWELL ROAD
BOYD ROAD
BLACKH A W K D RIVE
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S
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N
OWAY
PINEHOLLOWROAD
B
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LI
N
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D
BLACKHAWKROAD
S
O
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B
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W
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T
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B
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L
E
V
A
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D
0 1 2
MILES
!!BART Station
Park & Ride
Iron Horse Trail
Map produced Septemberl 2019.
PUBLIC INPUT
WEB MAP
RESULTS
CONTRA COSTA COUNTY
IRON HORSE TRAIL
1 - 5
6 - 10
11 - 25
1 Comment
2 - 4 Comments
5 - 9 Comments
Input on Destinations,
Barriers, Routes, and Trail Improvements
Map 10 Public Input Web
Map Results
30
TRANSITHIGHWAYCIVICSCHOOLSPARKCREEKRESIDENTIALCOMMERCIALMAIN STREET
Land Use
LEGEND
Table 6 Needs Summary
BUSINESS PARK INDUSTRIAL
DESCRIPTION USER DEMAND ACCESS NEEDS CONNECTIONS INTERSECTIONS CONSTRAINTS / BARRIERS COMMUNITY FEEDBACK
#Segment Start/End Length (Miles)Land Use Estimated Daily Trip Demand
Trip Destination Regional Connections Existing Bikeways Planned Bikeways Trail Convenience Intersection Safety ROW Width Physical Constraints Public Perception
1 Concord From Marsh Dr to Willow Pass Rd 2.50 Very wide Major
2 Concord Willow Pass Rd through Monument Blvd 1.50 Very wide Major
3 Pleasant Hill/CCC From Monument Blvd to Las Juntas Way 1.80 Very wide Major
4 Pleasant Hill/CCC Las Juntas Way through Jones Rd 0.40 Wide Minor
5 Pleasant Hill/CCC From Jones Rd through Walden Rd 0.50 Very wide Un-
constrained
6 Walnut Creek From Walden Rd to Ygnacio Valley Rd 0.75 Very wide Minor
7 Walnut Creek Ygnacio Valley Rd through Danville Blvd 1.50
Constrained Major
8 Alamo From Danville Blvd to Stone Valley Rd 2.40 Wide Minor
9 Alamo Stone Valley Rd to South Ave 0.50 Narrow Minor
10 Alamo South Ave through Wayne Ave 1.00 Narrow Minor
11 Danville Wayne Ave through Love Lane 1.00 Narrow Minor
12 Danville From Love Lane through San Ramon Valley Blvd 0.70 Constrained Major
13 Danville From San Ramon Valley Blvd through Fostoria Way 3.00 Very wide Minor
14 San Ramon From Fostoria Way to Montevideo Dr 2.40 Wide Minor
15 San Ramon Montevideo Dr through Alcosta 1.90 Very wide Minor
31
I
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N
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d
s
?
INCREASING NEED
Need Demand
INCREASING DEMAND
DESCRIPTIONUSER DEMAND ACCESS NEEDS CONNECTIONS INTERSECTIONS CONSTRAINTS / BARRIERS COMMUNITY FEEDBACK
#SegmentStart/EndLength (Miles)Land UseEstimated Daily Trip Demand
Trip Destination Regional Connections Existing Bikeways Planned Bikeways Trail Convenience Intersection Safety ROW Width Physical Constraints Public Perception
1ConcordFrom Marsh Dr to Willow Pass Rd2.50 Very wide Major
2ConcordWillow Pass Rd through Monument Blvd1.50 Very wide Major
3Pleasant Hill/CCCFrom Monument Blvd to Las Juntas Way 1.80 Very wide Major
4Pleasant Hill/CCCLas Juntas Way through Jones Rd0.40 Wide Minor
5Pleasant Hill/CCCFrom Jones Rd through Walden Rd0.50 Very wide Un-
constrained
6Walnut CreekFrom Walden Rd to Ygnacio Valley Rd0.75 Very wide Minor
7Walnut CreekYgnacio Valley Rd through Danville Blvd1.50
Constrained Major
8AlamoFrom Danville Blvd to Stone Valley Rd2.40 Wide Minor
9AlamoStone Valley Rd to South Ave0.50 Narrow Minor
10AlamoSouth Ave through Wayne Ave1.00 Narrow Minor
11DanvilleWayne Ave through Love Lane1.00 Narrow Minor
12DanvilleFrom Love Lane through San Ramon Valley Blvd0.70 Constrained Major
13DanvilleFrom San Ramon Valley Blvd through Fostoria Way3.00 Very wide Minor
14San RamonFrom Fostoria Way to Montevideo Dr2.40 Wide Minor
15San RamonMontevideo Dr through Alcosta1.90 Very wide Minor
33
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O
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There are a number of design tools that
can be used to improve the physical
characteristics of the trail which
increase user safety and comfort while
also improving connectivity and access.
These proposed design tools take into
consideration ways in which the quality of the trail
experience can be enhanced for existing users,
as well as the way in which new users, especially
those using some of the new micromobility
modes, might interface with the trail.
To address the user comfort, connectivity,
and access needs described in the previous
chapter, potential trail improvements were
categorized into three main types:
• Trail corridor improvements,
• Intersection improvements, and
• Access enhancements.
All three main types of trail improvements
are impacted and informed by trail
users and demand. These factors are
described on the following pages.
03 What Does the Future of the Iron Horse Trail Look Like?
There are a variety of ways to implement each
type of improvement, and the appropriate
design tools depend on the context of the
segment, intersection, or access point in
question. Examples of potential interventions
are included in the following pages, which
highlight best practices and design precedents
utilized for other successful trails.
Implementing some of the design tools
outlined in this chapter will help ensure the trail
is designed so that it can accommodate all
potential user groups—from those who use the
trail today to future modes that may not yet exist.
34
Users & Demand
Current Trail Users
The current Iron Horse Trail is designed for
users of all ages and abilities. Existing trail users
include people walking, people running, people
rolling (riding skateboards, rollerblading, and
rollerskating), and people bicycling. Additional
existing user groups of the trail include people
using electric bicycles, people riding horses,
and people with disabilities. These users
and their needs are outlined in Table 7.
PEOPLE USING ELECTRIC BICYCLES
Electric bicycles, commonly referred to as
e-bikes, are a relatively new, but increasingly
important mode of sustainable transportation.
E-bikes benefit people who are interested
in bicycling but may be limited because of
physical fitness, age, disability, or because
their trips are too far or the terrain too difficult
to be completed by a regular bicycle. E-bikes
resemble regular bicycles, but incorporate an
electric motor to assist users while pedaling.
E-bikes enable users to make trips that are
22% longer than trips using regular bicycles.
As of March 3, 2019, Class 1 e-bikes with a
speed limit of 20 mph that must be pedaled
to operate, and Class 2 e-bikes with a speed
limit of 20 mph that can be operated by using
a throttle are allowed on select trails managed
by the East Bay Regional Parks District
(EBRPD), including the Iron Horse Trail.
PEOPLE RIDING HORSES
Equestrians travel along the corridor,
typically along the land adjacent to the
paved trail. Equestrians are required to clean
up after their horses on paved trails.
PEOPLE WITH DISABILITIES
The term “people with disabilities” includes
individuals with physical or cognitive impairment,
as well as those with hearing or visual limitations.
According to the Centers for Disease Control and
Prevention (CDC), in 2016, one out of every four
Americans had a disability that limits their mobility.
Additionally, nearly everyone will experience a
disability at some point in their life, whether through
injury, aging, or other circumstances. Trails that
are physically separated from motor vehicle traffic,
such as the Iron Horse Trail, provide a safe and
comfortable place for people with disabilities to enjoy.
Potential Trail Users
PEOPLE USING MICROMOBILITY DEVICES
Micromobility devices such as e-scooters and
dockless bikes and e-bikes can offer an efficient
commute mode for trail users, and are popular
rental options in areas with dense employment
or residential centers. Micromobility devices can
also be used for the first-last mile trip to and from
transit stations. Maximum speeds typically range
from 15-20 mph and maximum travel distances
typically range from 15-40 miles. Implementing
shared mobility options for the Iron Horse Trail will
be most effective if they are also implemented in
adjacent communities. Creating a regional e-bike/e-
scooter share system will ensure that micromobility
devices can provide a seamless connection
between the trail and surrounding communities.
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User Type Speed of Travel Path Needs
WALKERS 1 to 3 mph • Need wider areas for traveling in groups or walking dogs.
• Comfortable on sidewalks and paths that are grade separated from vehicles and fast active users.
RUNNERS 5 to 9 mph • Prefer off-street paths with consistent lighting.
• Fast runners may prefer to share space with cyclists during periods of high pedestrian traffic.
WHEELCHAIR USERS 1 to 3 mph (non-motorized)
3-5 mph (motorized)
• Comfortable on sidewalks and paths that are grade separated from vehicles and fast cyclists.
EQUESTRIANS 3 to 8 mph (trot)• Prefer a soft surface tread separated from people riding bicycles.
• Comfortable along open space areas
along the Iron Horse Trail Corridor.
CASUAL AND NEW CYCLISTS 6 to 12 mph • Prefer riding on off-street facilities.
• Compared to experienced cyclists, casual cyclists are more likely to utilize rest areas.
EXPERIENCED CYCLISTS 12 to 25 mph • Very experienced cyclists may choose to use roadways over paths.
• Most prefer fewer crossings, separated paths,
and room to pass slower cyclists.
E-BIKE USERS 16 to 20 mph • Class I and II allowed on IHT. Electric Tricycles; Electric Cargo Bikes; and Pedal-less E-bikes
• Most prefer fewer crossings, separated paths,
and room to pass slower cyclists.
• Opportunities for shared mobility docking
stations with charging stations.
E-SCOOTER
USERS
Up to 20 mph • Stand-up and seated versions, e-skateboards,
hoverboards, balance board
• Access to on-street corrals, racks in the furnishing
zones, shared mobility parking zones
Table 7 Trail users, abilities,
and needs
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ANTICIPATING CHANGES IN
TRANSPORTATION TECHNOLOGY
AND SERVICES
Technology is quickly changing the way people
travel. Mobile devices are making it easier to
check transit status in real-time, call a ride
sharing service, or access a bike share system.
They will also create opportunities to integrate
modes, making it easier to use more than one
mode to complete a trip. Additionally, shared
autonomous vehicles (SAVs) vehicles may soon
be a regular part of travel options for individuals
and transit services. New technologies could
be used to expand travel options and reduce
vehicle trips in the surrounding communities
by utilizing the Iron Horse Trail Corridor.
Trail Configuration Based
on User Demand
In order to properly plan for and serve different
trail users, it is important to first understand
potential user demand and expected use of
the trail. Understanding potential user demand
can guide design decisions about trail width
and the potential separation of users on the
trail. For example, segments of the trail that
have particularly high user demand may
require a wider, user separated facility than
segments with lower demand in order to
provide a high level of service and comfort
for trail users of all ages and abilities.
Measuring the Level of Service (LOS) of a trail
can be done by using the Federal Highway
Administration’s Shared-Use Path Level of
Service (SUPLOS) Calculator, which analyzes
the interplay between trail width and user
demand. The tool enables planners and
designers to understand the current level
of service of a trail given its current use, as
well as its ability to serve users in the future
if user demand were to increase. With the
SUPLOS model, if the expected user demand
of a trail is to increase, the trail width must
increase in order to provide the same level of service
for trail users. Separating users on the trail will always
provide a higher level of service, and is considered to be an
appropriate design option for areas with high demand.
The FHWA SUPLOS Calculator is scored on a scale of
A-F, with A being considered "Excellent" and F "Failing".
An "A" score indicates that the trail provides a high quality
user experience, has optimum conditions for individual
bicyclists, and retains enough space to accommodate
more users of all modes. An "F" score signals that the
trail provides a poor user experience for trail users
and has frequent and significant user conflicts.
A second tool that can be used to understand trail width, user
demand, and user comfort is the Level of Comfort (LOC) tool.
This tool utilizes LOS as a weighted factor, but includes other
additional factors that impact user comfort such as solar
index, slopes, vehicle stress, context & views, and perceived
crime risk. While the results of the tool still show that a wider
trail will provide a higher level of service and comfort for trail
users, it provides a way to improve user comfort in the event
that existing corridor conditions or cost limits preclude the
trail from being as wide as it should be to achieve high LOS.
Both the LOS and LOC tools can be used to develop different
trail widths and configurations that serve different users.
Figure 1 shows how trail width and configurations transition
when expected demand and the presence of different user
groups with more variable speeds change. For example,
as a trail starts to see higher volumes of users, a wider trail
with separated paths for people rolling and people walking
is necessary to maintain an optimal LOS score. Figure 1 also
shows howtrail design needs change with the introduction
of Neighborhood Electric Vehicles (NEV), which is not
currently a projected user type of the Iron Horse Trail.
The existing Iron Horse Trail is a 10-foot-wide shared-
use trail. Widening the trail and separating users based
on speed, user type, or experience will allow the trail
to accommodate a greater number of users, as well
as users who are traveling at higher speeds such
as those on electric bikes and electric scooters.
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Figure 1 Path Configurations
38
ACCOMMODATE NEW TECHNOLOGIES
The Iron Horse Trail corridor has the potential to
become a corridor for other emerging mobility
modes such as SAVs. This new mode, though
not yet commercial, could provide an alternative
to worsening congestion patterns in the areas
surrounding the Iron Horse Trail by providing a
new dedicated motorized route along the corridor.
Shared Autonomous
Vehicles (SAVs) Needs
There are a number of considerations and
steps involved in introducing this technology-
forward option to the Iron Horse Trail corridor:
1. Establish a goal for the program.
Would it be used to connect employees and
employment centers to BART stations? Children
to schools? Seniors or people with disabilities
to key destinations and services? Having a clear
goal for the SAV pilot program will help determine
the appropriate route, find and allocate resources,
and measure challenges and successes.
2. Understand the policy, technical,
infrastructure, and operational
requirements of running a SAV program.
°Policy: Federal and state regulations
and requirements for SAV programs are
constantly changing. It is important to
coordinate with the National Highway
Traffic Safety Administration (NHTSA), the
California Public Utility Commission (CPUC),
the California Department of Motor Vehicles
(DMV), and the California Air Resources
Board (CARB) to ensure the pilot program
is adhering to all current requirements.
°Technical requirements include the SAV
itself (vehicle, hardware, and software);
parking, covered storage, and charging
station; fleet automation platform and apps;
Mobility on Demand (MOD) application; and
a Computational Aided Dispatch (CAD)/
Automated Vehicle Location (AVL) systems.
°Infrastructure requirements include
trail widening, installation of fiber,
intersection/signal improvements,
striping and signage, and Dedicated
Short Range Communication (DSRC).
°Operational considerations include the
testing of the program, agency coordination,
staff needs, and stakeholder partnerships.
Regional Examples
Two SAV pilot programs in the Contra Costa
region have been tested to date. The first of these
programs was a two-year study (2017-2019)
by the Contra Costa Transportation Authority
(CCTA) of low-speed, electric and autonomous
EZ10 shuttles manufactured by EasyMile. The
CCTA’s SAV Program operated two generations
of the EZ10 shuttles, and Phase 1 of the study
piloted the SAVs at the GoMentum Station,
an Autonomous Vehicle Proving Grounds in
Concord. Phase 2 of the study operated the
vehicles at the Bishop Ranch Business Park in
San Ramon. CCTA continues to test at Bishop
Ranch. CCTA was also recently awarded federal
grant funds to implement an Automated Driving
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Ã242Ã4
Ã24
¥680
¥680
CONCORD
DANVILLE
PLEASANTHILL
SANRAMON
WALNUTCREEK
ALAMO
0 1 2MILES
BART Station
Park & Ride
San Ramon Valley Blvd
Ygnacio Valley Rd
Monument Blvd
Alcosta Blvd
To Dublin/Pleaston BARTMap produced Septemberl 2019.
IRON HORSE
TRAIL
CONTRA COSTA COUNTYIRON HORSE TRAIL
Potential Early Action SAV Corridor
Potential SAV Corridor
Map 11 Potential SAV
Corridor
System Demonstration Program (ADS) in
Rossmoor, Martinez, and along the I-680 corridor.
The second pilot program will be deployed
by the Livermore Amador Valley Transit
Agency (LAVTA) to study the viability of SAVs
as a first and last mile solution to connect
local residents to the Dublin/Pleasanton
Bay Area Rapid Transit (BART) station.
Considerations for the
Iron Horse Trail
SAVs could serve as a way to provide first/last
mile connections to fixed-route transit, improve
mobility options for people along the corridor,
and reduce vehicle miles traveled (VMT) and
greenhouse gas (GHG) emissions. However,
because it is such a new technology, there are
current limitations that must be considered.
First, it is important to consider how integrating
SAVs would change the existing culture
and identity of the corridor. Community
outreach is recommended to help identify
community goals and concerns.
Second, to date, SAVs have not been tested
in a naturalized environment such as the Iron
Horse Trail, and could face challenges when
first implemented along the corridor. Objects in
their path, including other modes, are seen as a
perceived obstacle and require the SAV to stop,
which would increase travel time and reduce
efficiency. As the technology stands today, SAVs
would require a dedicated lane to travel in.
Map 11 shows the segments along the Iron
Horse Corridor that could be candidates for
a pilot program. These segments connect to
BART as well as employment hubs. They also
have available ROW for a dedicated SAV path.
Improvements to intersections would be required.
See Appendix C for more information on SAVs.
40
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SEPARATED BY USER
Creating space for people rolling and people walking can be
accomplished through signs, paint, and surface material. These treatments will help inform users of the best place to travel.
Applicable to: • Physically constrained sections
• Activity Centers / Adjacent to Commercial
SEPARATED BY SPEED
The goal of this design option is to create space for people traveling
at different speeds. User conflict can be reduced by providing space for safe passing (center) and relaxed travel (edges).
Applicable to: • Areas with minimally constrained rights-of-way
• Parks & Housing Segments
SEPARATED BY EXPERIENCE
Parallel paths provide different user experiences creating a fast
and active path and a complementary passive and leisurely path.
Applicable to: • Areas with demands for multiple user types and minimally constrained rights-of-way
• Activity Centers + Parks & Housing Segments
by user
by experience
by speed
14’6’-8’
14’6’varies
20’
by user
by experience
by speed
14’6’-8’
14’6’varies
20’
by user
by experience
by speed
14’6’-8’
14’6’varies
20’
Trail Corridor
NEEDS & OPPORTUNITIES:
Trail corridor improvements greatly enhance
safety, mobility, user experience, and project
synergy. Wider trails with separated spaces for
different user groups can make the trail feel
safer and more efficient. User separated trails
can accommodate increased demand and
emerging technologies such as e-bikes and
e-scooters, and support this Study’s vision of
creating a mobility spine for the region. Elements
such as trail approaches to intersections,
material changes, striping, and consistent
lighting improve safety and user experience.
DESIGN TOOLS:
• Trail Cross-Sections
• Trail Approaches
• Cantilevered Trail
• Transitions and Mixing Zones
• Green Infrastructure and Shade Trees
• Lighting
Trail Cross-Sections
Separating users along the Iron Horse Trail
could be implemented by using a range of
design interventions. The trail could be separated
by user, speed, or experience, enabling users
of all ages and abilities to comfortably travel
along the trail with minimal user conflicts.
Design interventions that could be used to
develop user separated facilities include
signage, painting and striping, and surface
material that can help inform users of the best
area to travel for their speed or experience.
Widening the path can also serve a similar
purpose, providing more space for fast user
groups to pass slower or recreational users.
41
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IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY
TRAIL CONFIGURATIONS
Foot Traffic SignageMaterial Separation Wheeled Users
Travel Planting/Shade
Active TravelPassive EnjoymentGathering Space Park Space
TravelPassing/ Fast Travel Markings
BY USER - Create space for people rolling and people walking
BY SPEED - Create space for people traveling at different speeds
BY EXPERIENCE - Create space for different user experiences
Separated By User
Separated By Speed
Separated By Experience
Reduce user conflict by providing space for safe passing (center) and relaxed travel (edges)
Parallel paths provide different user experiences with fast and active path and complimentary passive and leisurely paths
Separate wheeled and foot travel to accommodate different types of movement.Which trail type do you prefer and why?
Signs, paint, and surface material will help inform users on the best place to travel
IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY
TRAIL CONFIGURATIONS
Foot Traffic SignageMaterial Separation Wheeled Users
Travel Planting/Shade
Active TravelPassive EnjoymentGathering Space Park Space
TravelPassing/ Fast Travel Markings
BY USER - Create space for people rolling and people walking
BY SPEED - Create space for people traveling at different speeds
BY EXPERIENCE - Create space for different user experiences
Separated By User
Separated By Speed
Separated By Experience
Reduce user conflict by providing space for safe passing (center) and relaxed travel (edges)
Parallel paths provide different user experiences with fast and active path and complimentary passive and leisurely paths
Separate wheeled and foot travel to accommodate different types of movement.
Which trail type do you prefer and why?
Signs, paint, and surface material will help inform users on the best place to travel
IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY
TRAIL CONFIGURATIONS Foot Traffic SignageMaterial Separation Wheeled Users
Travel Planting/Shade
Active TravelPassive EnjoymentGathering Space Park Space
TravelPassing/ Fast Travel Markings
BY USER - Create space for people rolling and people walking
BY SPEED - Create space for people traveling at different speeds
BY EXPERIENCE - Create space for different user experiences
Separated By User
Separated By Speed
Separated By Experience
Reduce user conflict by providing space for safe passing (center) and relaxed travel (edges)
Parallel paths provide different user experiences with fast and active path and complimentary passive and leisurely paths
Separate wheeled and foot travel to accommodate different types of movement.Which trail type do you prefer and why? Signs, paint, and surface material will help inform users on the best place to travel
42
Trail Approaches
The Iron Horse Trail intersects with roads, access
points and other trails. As the trail approaches
these areas design tools such as mixing zones,
optical speed bars, a change in pavement
materials, and lighting can warn trail users to
slow down and expect a crossing. The figures
on the following page provide examples of these
treatments. Design tools at road intersections are
described in the next section of this chapter.
TRAIL APPROACH AT ROAD CROSSING
Bollards are physical barriers designed to
restrict motor vehicle access to a multi-use
trail. Unfortunately, physical barriers are
often ineffective at preventing access, and
create obstacles to legitimate trail users.
Alternative design strategies use signage,
landscaping and curb cut design to reduce
the likelihood of motor vehicle access.
Typical Application
• Bollards or other barriers should not be
used unless there is a documented history of
unauthorized intrusion by motor vehicles.
• If unauthorized use persists, assess
whether the problems posed by unauthorized
access exceed the risks and issues
posed by bollards and other barriers.
Design Features
• At intersections, split the path tread into two
sections separated by low landscaping.
• Vertical curb cuts should be used to
discourage motor vehicle access.
• Low landscaping preserves visibility
and emergency access.
• “No Motor Vehicles” signage (MUTCD R5-
3) may be used to reinforce access rules.
TRAIL APPROACH AT ACCESS POINT
To improve visibility of access points along the
Iron Horse Trail, design treatments could include
mixing zones, optical speed bars and lighting.
TRAIL CROSSINGS / TRAIL
ROUNDABOUTS
Special considerations should also be applied
when the Iron Horse Trail intersects another
trail. Mixing zone treatments could also be
applied to the intersecting trail to warn both
path users of the upcoming intersection. Bicycle
roundabouts can also be applied at these
crossings to minimize potential conflicts.
Bicycle roundabouts at trail intersections are
used to counter safety concerns of mixing
high-speed bicyclists with high volumes
of pedestrians. Where space allows, a trail
roundabout can minimize potential conflicts.
Trail roundabout designs are based on
conventional roundabout intersections, scaled
to bicycle operating dimensions and speeds.
On separated use trails, user separation
should be maintained and pedestrians should
have crosswalks and sidewalk connections,
similar to with a full-size roundabout.
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Contrasting specialty paving Bollards with integrated lighting
Optical speed barsBollard alternative: planter and landscapingVerticalcurbs
Arterial or collector road
Contrasting specialty paving Bollards with integrated lightingClear sitelines and low landscaping
Adjacent neighborhood
Optical speed barsGathering and amenity opportunities
Contrasting specialty paving Bollards with integrated lighting
Optical speed bars
Similiar treatments applied to intersecting trail
Trail approach at road crossing
Trail approach at access point
Trail approach at trail crossing
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Constrained Areas /
Cantilevered Trail
In some locations, the Iron Horse Trail runs
parallel to creek channels and the width is
physically constrained by the built environment.
In these areas, a cantilevered trail can be
considered to meet the project vision and goals.
A cantilevered trail uses a structure that hangs
over the top of the channel wall and is supported
at the top-of-bank. It would have an anchored
base at top-of-bank with a path superstructure
that hangs over the edge of the river channel. It
would be unsupported over the channel. This is a
valuable approach where there is available space
at top-of-bank, but less than the width needed
for the desired trail width to meet future demand.
The benefit of a cantilever is that it keeps the
trail above the high water surface elevation,
minimizing impacts to the flood control capacity
and allowing the trail to be open year-round.
Transitions and Mixing Zones
Throughout the corridor there are locations that
demand special attention and consideration.
These include locations at the convergence
of paths, where the trail transitions to a
narrow bridge or at undercrossings, and
at road crossings. In these locations,
additional design features may be needed
to create a safe and continuous trail.
MIXING ZONES
At the convergence of two or more paths, it
is important to provide the user with advance
warning of the changing conditions and
guidance on how to move through the mixing
zone. Mixing zones are locations where users
will be required to interact cautiously through
the space. The transition between the trail and
the mixing zone where the advance warning
is located may be between 50-100 feet long.
The design of mixing zones should clearly
communicate yield priority, user positioning,
and safe speeds. Interactions between users
should be clearly managed with crosswalks, yield
markings, and materials to indicate the degree
of yielding or mixing expected of trail users.
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OPTICAL SPEED BARS
Optical speed bars are pavement markings used
to increase user awareness of an upcoming
change to the physical environment and
caution the user to decrease their speed. The
speed bars are a series of white or colored
rectangular pavement markings, 2 feet wide,
placed inside both edges of the trail travel area.
The markings are progressively spaced more
closely together to visually narrow the lane and
increase awareness of an upcoming change.
MATERIALS
Path materials may be used to indicate a change
in operating conditions. Crossing areas, mixing
zones, and tactile paving have all been used
for this purpose. Thermoplastic rumble strips
may be used in advance of transition areas or
crosswalks. A change in paving materials, such
as transitioning from asphalt to brick, can also
warn users of an upcoming change. The use
of different or contrasting materials can also
differentiate use, such as constructing a soft
surface pedestrian path and an asphalt bike path.
Pavement markings may include bicycle lane
markings, high-visibility crosswalks, and colored
concrete crosswalks. Other options include inlays
or paving surface changes to signal critical areas.
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Green Stormwater Infrastructure
and Shade Trees
Green infrastructure treats and slows runoff from
impervious surface areas such as roadways,
sidewalks, and buildings. Sustainable stormwater
strategies may include bioretention swales, rain
gardens, tree box filters, and pervious pavements
(pervious concrete, asphalt and pavers).
Bioswales are natural landscape elements that
manage water runoff from a paved surface,
reducing the risks of erosion or flooding of
local streams and creeks, which can threaten
natural habitats. Plants in the swale trap
pollutants and silt from entering a river system.
Trees can be used to provide shade, manage
runoff, reduce greenhouse gases, aid in carbon
sequestration, and increase urban habitat.
Lighting
Trail lighting that is properly designed can
improve visibility and natural surveillance,
increase trail access and use, provide a
sense of safety and security, and extend
operating hours during shorter days. In
addition, properly lit trails reduce bicycle and
pedestrian collisions during night time hours.
Lighting along the Iron Horse Trail should
be analyzed per segment context with full
consideration for safety needs, wildlife
habitat, trail function, cost benefit, and
maintenance commitments. Street lighting
can improve visibility of roadways at
crossings and trails. Lighting may also be
necessary for day-time use in underpasses.
Lighting can either be wired or solar. Wired
lighting is recommended in areas except for
those where utility connection is infeasible or
when alternative energy sources are desired.
LIGHTING GUIDELINES
• Lighting should be at pedestrian scale. Placement,
spacing, and other finish specifications depend
on the fixture and optical needs/conditions.
• Lighting fixture types include bollard lights,
pole mounted lights and integrated lighting
(i.e. within architectural or wayfinding
elements, planting beds, handrails, etc.)
• Lighting should minimize energy usage, operating
costs, light trespass, light pollution and glare.
• Consider timers, sensors, and remote-
control technology which can enhance the
sense of security and conserve energy.
• Illuminate only the intended targeted areas
and use cut-off fixtures that aim lights down
instead of above or behind the fixture, which
causes light pollution and trespass.
• Lighting should avoid trees and be
placed outside of canopy edge.
• Consider Crime Prevention Through Environmental
Design (CPTED) principles whenever lighting is
introduced, such as color rendering, areas of
concealment, and abstracted illumination.
• Use energy efficient lamps that comply with
environmental guidelines, and that provide
supreme color rendering, such as white lights.
• Solar powered lighting should be considered
only where utility connection is not feasible
or when alternative energy sources are
desired. Daylight hours should be analyzed per
season prior to specifying solar lighting.
• Avoid light fixtures at eye level that could
cause glare and impair visibility.
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SOLAR VS. CONVENTIONAL
LIGHTING FIXTURES
BENEFITS OF
SOLAR LIGHTING
+No electrical grid connection cost
+Avoid trenching costs
+Reduce site disruption and restoration
+Faster installation
+No power outages
+Sustainable light
CONSTRAINTS OF
SOLAR LIGHTING
-Higher upfront investment
-Solar battery lifespan, need periodic replacement
-Indirect or variable sunlight conditions
-Limited aesthetic
BENEFITS OF
CONVENTIONAL LIGHTING
+Higher level of dependability for safety lighting
+Market availability/competitiveness; lower fixture cost
+Wider range of fixture styles and finishes
+Flexibility in color temperature
+Lower maintenance cost
CONSTRAINTS OF
CONVENTIONAL LIGHTING
-Trenching requirement
-Availability of power source
-Operating cost
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Intersections
NEEDS & OPPORTUNITIES:
Intersections that provide consistency, prioritize
trail users, feature simple approaches with
clear sight-lines, and encourage traffic calming
can greatly improve both safety and mobility.
Community members noted long wait times at
signalized crossings and frequent stop signs
along the Iron Horse Trail. Many suggested that
trail intersections at roadways could benefit
from design features that warn trail users of
roadway traffic, and roadway traffic of trail users.
Existing constrained and offset intersections
make it challenging for bidirectional travel for all
trail users, especially during heavy-use hours.
DESIGN TOOLS:
• Continuity of Crossings
• At-Grade Crossing Improvements
by Road Classification
• Grade Separated Crossings
Continuity of Crossings
While the design of each intersection will vary
based upon the particular context and right-of-
way configuration, specific design treatments
should optimize visibility, improve sight lines, and
enhance user experience. The following items
are recommended to improve the continuity of
crossings along the Iron Horse Trail corridor:
1. Optical speedbars and standardized
mixing zone design at each road
crossing approach (see pages 42-43)
2. Improve sight lines and remove bollards
at intersections, which may require
realigning trail to provide a direct
approach to the road crossing
3. Enhanced lighting and high
visibility crosswalks
At-Grade Crossing Improvements
Individual jurisdictions along the corridor will
prescribe the locally appropriate at-grade
crossing treatments to increase awareness
and visibility, reduce exposure and crossing
distance, and calm traffic. The following
examples are effective tools to improve at-
grade crossings along the Iron Horse Trail.
REORIENT STOP SIGNS
Changing the priority of which mode stops when
the trail crosses a local, low-volume road could
improve convenience and comfort for trail users.
This treatment could be appropriate where trail
user volumes exceed traffic volumes. Traffic
calming features such as raised crossings,
curb extensions, or chicanes should be used in
conjunction when reorienting stop signs that
require vehicles to stop and trail users to yield to
ensure clear sight lines and slow traffic speeds.
CROSSWALK WITH FLASHING BEACONS
Flashing beacons like Rectangular Rapid Flashing
Beacons (RRFBs) and High-Intensity Activated
Crosswalk (HAWK) beacons improve the visibility
of marked crosswalks. Flashing lights and
signage alert drivers of the upcoming crosswalk
and provide greater visibility for pedestrians.
PASSIVE DETECTION AND SIGNAL
ACTIVATION
Passive detection along the trail can help
to shorten wait times for trail users when
they approach a signalized crossing.
Accessible push buttons offer trail users
the opportunity to activate a signal to stop
traffic thereby facilitating a safer crossing.
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HIGH VISIBILITY MARKINGS
High visibility pavement markings improve
driver awareness of crosswalk areas and the
presence of trail users, making crossings safer.
PEDESTRIAN REFUGE ISLAND
Pedestrian refuge islands reduce the
crossing distance of crosswalks by
providing a dedicated space for pedestrians
in the center of the roadway.
CURB EXTENSION
Curb extensions can be implemented at
intersections to make crossings safer. Curb
extensions visually and physically narrow
the street, and can give trail users a better
chance to see and be seen before crossing.
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LOCAL INTERSECTIONS
Intersections between the trail and local streets can include design improvements that enhance
the comfort and safety for all users
Potential improvements include:
• Reorient stop signs
• Flashing beacons
• Raised crossing
• Median dividers
• Chicanes
• High visibility crosswalk
• Enhanced lighting
• Remove barriers and bollards
COLLECTOR INTERSECTIONS
The intersection of a collector street with the trail offers the opportunity for an enhanced collection of indicators that assist users in safely navigating through the intersection
Potential improvements include:
• Crosswalk beacon
• Flashing beacon
• Trail signal detection (passive and active)
• Pedestrian median island
• Curb extension
• High visibility crosswalk
• Enhanced lighting
• Remove barriers and bollards
ARTERIAL INTERSECTIONS
An intersection between an arterial street and the trail can benefit from an expanded number of design interventions to ensure that vehicles and trail users alike understand
how to safely proceed through the intersection
Potential improvements include:
• Grade separated crossing
• Crosswalk beacon
• Flashing beacon
• Trail signal detection (passive and active)
• Pedestrian median island
• Curb extension
• High visibility crosswalk
• Enhanced lighting
• Remove barriers and bollards
EXAMPLE APPLICATIONS BASED
ON ROAD CLASSIFICATION
The road classification system—local, collector
and arterial roadways—offers a convenient
format for organizing potential improvements
that take into consideration the differing roadway
widths, travel speeds and vehicular travel
utilization that often distinguishes the various
road types. The table to the right provides a
menu of potential design interventions.
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IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY
SightlinesUninterrupted Travel for Trail Users Raised Crossing Median Divider Traffic Calming Stop for Roadway Users
Flashing Beacons
Remove trail bollards for clear path
Direct path approach
LOCAL - Trail users have priority at crossing
What do you want addressed at intersections?
Add colored dots below your priorities!
INTERSECTIONSCreating a higher priority and continuous movement for the Iron Horse Trail.
Lower Vehicle Speeds Smoother Ride Experience. Less stop and go.Lighting / Wayfinding
Direct path approach
Pedestrian IslandSignal Activation
Network and Sidewalk connections
Network and Sidewalk connections
Lighting
Lighting
Curb ExtensionCrosswalk Beacon Flashing Beacon
Coordinated Signal
Auto Priority
Pedestrian Island Curb ExtensionHighVis Markings
COLLECTOR - Trail and road users share priority at crossing
ARTERIAL - Road users have priority at crossing
IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY
SightlinesUninterrupted Travel for Trail Users Raised Crossing Median Divider Traffic Calming Stop for Roadway Users
Flashing Beacons
Remove trail bollards for clear path
Direct path approach
LOCAL - Trail users have priority at crossing
What do you want addressed at intersections?
Add colored dots below your priorities!
INTERSECTIONS
Creating a higher priority and continuous movement for the Iron Horse Trail.
Lower Vehicle Speeds Smoother Ride Experience. Less stop and go.Lighting / Wayfinding
Direct path approach
Pedestrian IslandSignal Activation
Network and Sidewalk connections
Network and Sidewalk connections
Lighting
Lighting
Curb ExtensionCrosswalk Beacon Flashing Beacon
Coordinated Signal
Auto Priority
Pedestrian Island Curb ExtensionHighVis Markings
COLLECTOR - Trail and road users share priority at crossing
ARTERIAL - Road users have priority at crossing
IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY
SightlinesUninterrupted Travel for Trail Users Raised Crossing Median Divider Traffic Calming Stop for Roadway Users
Flashing Beacons
Remove trail bollards for clear path
Direct path approach
LOCAL - Trail users have priority at crossing
What do you want addressed at intersections?
Add colored dots below your priorities!
INTERSECTIONS
Creating a higher priority and continuous movement for the Iron Horse Trail.
Lower Vehicle Speeds Smoother Ride Experience. Less stop and go.Lighting / Wayfinding
Direct path approach
Pedestrian IslandSignal Activation
Network and Sidewalk connections
Network and Sidewalk connections
Lighting
Lighting
Curb ExtensionCrosswalk Beacon Flashing Beacon
Coordinated Signal
Auto Priority
Pedestrian Island Curb ExtensionHighVis Markings
COLLECTOR - Trail and road users share priority at crossing
ARTERIAL - Road users have priority at crossing
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Grade Separated Crossings
Grade separated crossings that disconnect the
trail from the roadway provide trail users with an
enhanced safety and convenience experience.
BRIDGES
Bicycle/pedestrian bridges allow for trail
continuity or access areas separated by barriers
such as high volume roads and adjacent creeks.
Overcrossings at road intersections along the
Iron Horse Trail could improve existing crossings
where the trail alignment requires users to cross
multiple intersection legs, ADT exceeds 25,000
vehicles, and where 85th percentile speeds
exceed 45 miles per hour. In addition, bridges
could also provide new access to the trail for
communities who are currently separated
by a creek or other physical constraint.
Overcrossings require a minimum of 17
feet of vertical clearance over a roadway
and typically fall under the Americans with
Disabilities Act (ADA), which strictly limits
ramp slopes to 5% (1:20) with landings at 400
foot intervals, or 8.33% (1:12) with landings
every 30 feet. Average slope, elevation change,
and wind level all impact user comfort while
ascending a ramp. The average slope of a
ramp impacts user comfort significantly
more than ramp length. Therefore, providing
slopes that are lower than 5% will provide a
better user experience for all ages and abilities
along the core route of the Iron Horse Trail.
Bridges offer an opportunity to create
a focal point which enhances the trail
experience and supports community
identity. Modular design and innovative
materials such as lightweight composites
should be considered for overcrossings.
UNDERCROSSINGS
Undercrossings along the Iron Horse Trail
provide grade-separated crossings from
roads and freeways. Some undercrossings
could be improved to provide additional
vertical clearance (minimum 8 feet, preferred
12 feet) and width for future trail use.
Undercrossings should meet the
following design objectives:
• User feels invited to pass through.
Undercrossing should maximize available
natural light and supplement with artificial
lighting that is integrated into the overall
design. Undercrossing should be well-
maintained; clear of trash and other debris.
• Undercrossing must avoid hiding places,
and discourage lingering and loitering.
Implementing sound or other sensory elements
to reduce user anxieties should be considered.
• User is protected from harm. Railing
should be integrated into design and should
be transparent to maximize visibility.
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ACCESS IN RESIDENTIAL AREAS
Residential access areas present small-scale opportunities to serve the surrounding neighborhood.
Potential improvements include:
• Increasing the number of neighborhood access points
• Removing both visual and physical
barriers to existing access points
• Accommodating different
user types & speeds
• Providing amenities such as: wayfinding, lighting, and seating
ACCESS AT OPEN SPACE AREAS
Opportunities for new or improved access are located in areas with minimally constrained rights-of-way or adjacent to parks.
Potential improvements include:
• New passive uses such as: art, community gardens, and seating
• New active recreational opportunities such as: fitness equipment, mountain bike pump track, bocce, etc.
• Upgrades to existing park landscape
• Provide amenities such as: restrooms, water, and shade
ACCESS AT COMMERCIAL AREAS
Commercial areas are great opportunities to activate trail access areas.
Potential improvements include:
• Flex space for temporary programming such as: food trucks,
farmers markets, and concerts
• Reorient existing businesses &
services to the trail (restaurants, bike shops, cafes)
• Support future trail oriented development
• Provide amenities such as: secure bike parking, tables & chairs, and bike share
Access & Amenities
NEEDS & OPPORTUNITIES:
Access improvements increase connections to
trails, existing and planned bikeways, and local
and regional destinations. New and improved
access points better integrate the Iron Horse Trail
into the regional bike and pedestrian network,
and provide direct access to key destinations
such as schools and transit. Amenities such
as art, seating, wayfinding, and linear parks
make the trail more desirable and accessible
to a broader range of users. Programming,
trail-oriented development, and mobility hubs
help to activate the trail and improve synergy
with new technologies and land uses.
DESIGN TOOLS:
• New & Improved Access Points by Context
• Amenities
• Linear Parks
• Programming
• Trail Oriented Development
• Mobility Hubs
• Wayfinding & Branding
New and Improved
Access Points by Context
Access improvements can make the trail more
inviting to users by improving connections to the
existing network and providing amenities. These
improvements may vary depending on land use
context. For example, amenities appropriate
for an access point in a commercial area may
differ from those recommended for a residential
street. However, the design tools available to
make improvements are consistent throughout.
Design tools that may be used to improve
trail access points include amenities
such as new wayfinding signage, seating,
lighting, shade, landscaping, and public art. Some
or all of these tools can be combined to create
gathering spaces for community members, as
well as spaces for events or other activities.
Additionally, design interventions can include removing
existing barriers at existing or potential new access
points, with the aim of increasing the number and
quality of access points available to trail users.
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IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY
Residential
Commercial
Increase number of neighborhood access points
Remove barriers, visual and physical
Accommodate different user types & speeds
Amenities: Wayfinding, Lighting, Seating
ACCESS
RESIDENTIAL
OPEN SPACE
COMMERCIAL
Passive: Art, Community Gardens, Seating
Active: Fitness, MTB Pump Track, Bocce
Upgrades to existing park landscape
Amenities: Restrooms, Water, Shade
Flex space for temporary programing(Food trucks, Farmers Markets, Concerts)
Reorient existing businesses & services to the trail (Restaurants, Bike Shops, Cafe)
Support future trail oriented development
Amenities: Secure Bike Parking, Tables & Chairs, Bike Share
Wayfinding
Public Art
Trail Facing Gathering SpaceActivity Hub Pop-up Events Bike Parking
Interpretive SignageTrail and Park Connections
Multiple User Experiences Demonstration Gardens
Ornamental PlantingVisual Access Green InfrastructurePermeable Screening
Lighting Neighborhood Access
Informal Seating
How can we improve the trail in your neighborhood? Add colored dots below your priorities!
Open Space Gathering Space
IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY
Residential
Commercial
Increase number of neighborhood access points
Remove barriers, visual and physical
Accommodate different user types & speeds
Amenities: Wayfinding, Lighting, Seating
ACCESS
RESIDENTIAL
OPEN SPACE
COMMERCIAL
Passive: Art, Community Gardens, Seating
Active: Fitness, MTB Pump Track, Bocce
Upgrades to existing park landscape
Amenities: Restrooms, Water, Shade
Flex space for temporary programing(Food trucks, Farmers Markets, Concerts)
Reorient existing businesses & services to the trail (Restaurants, Bike Shops, Cafe)
Support future trail oriented development
Amenities: Secure Bike Parking, Tables & Chairs, Bike Share
Wayfinding
Public Art
Trail Facing Gathering SpaceActivity Hub Pop-up Events Bike Parking
Interpretive SignageTrail and Park Connections
Multiple User Experiences Demonstration Gardens
Ornamental PlantingVisual Access Green InfrastructurePermeable Screening
Lighting Neighborhood Access
Informal Seating
How can we improve the trail in your neighborhood? Add colored dots below your priorities!
Open Space Gathering Space
IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY
Residential
Commercial
Increase number of neighborhood access points
Remove barriers, visual and physical
Accommodate different user types & speeds
Amenities: Wayfinding, Lighting, Seating
ACCESS
RESIDENTIAL
OPEN SPACE
COMMERCIAL
Passive: Art, Community Gardens, Seating
Active: Fitness, MTB Pump Track, Bocce
Upgrades to existing park landscape
Amenities: Restrooms, Water, Shade
Flex space for temporary programing(Food trucks, Farmers Markets, Concerts)
Reorient existing businesses & services to the trail (Restaurants, Bike Shops, Cafe)
Support future trail oriented development
Amenities: Secure Bike Parking, Tables & Chairs, Bike Share
Wayfinding
Public Art
Trail Facing Gathering SpaceActivity Hub Pop-up Events Bike Parking
Interpretive SignageTrail and Park Connections
Multiple User Experiences Demonstration Gardens
Ornamental PlantingVisual Access Green InfrastructurePermeable Screening
Lighting Neighborhood Access
Informal Seating
How can we improve the trail in your neighborhood? Add colored dots below your priorities!
Open Space Gathering Space
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Amenities
PUBLIC ART
Public art installations and murals contribute
to and enhance a community’s identity and
character, creating a strong “sense of place”
branding. Public art provides visual cues that
the facility is “owned” and cared for by the
community. Art installations also can encourage
play, function as interpretive aids, or serve as
a trail’s primary attraction. Long-term public
art installations such as public pianos or other
features can also attract users to the trail.
From a CPTED perspective, the use of public
art in the landscape is an effective ‘target
hardening’ strategy. Public art has the potential
to deter graffiti vandalism, define path edges,
improve the appearance of the community,
and discourage unwanted behaviors.
INTERPRETIVE ELEMENTS
Interpretive elements can enrich the trail with
a “sense of place” and enrich the experience
of the trail for locals and visitors to the area.
Historical and ecological inspiration is abundant,
and a creative educational approach that is
tied into site amenities and placemaking will
highlight the beauty, ecology, and rich history
of the area. Potential themes for exploration
include; history of Southern Pacific Railroad,
native wildlife and plant communities, and
health benefits of active transportation.
LANDSCAPE AT ACCESS POINTS
Landscape design can be used at access points
to highlight gateways to the communities and
neighborhoods along the Iron Horse Trail, and
to create a sense of place. Based on the scale
and context of the access point, the landscape
design should be grounded in native and drought-
tolerate plants and may range from minimal
accent and buffer plantings to larger plantings
with sizable canopy trees. The landscape
may be used to provide shade, provide green
infrastructure, provide local habitat, reduce urban
heat island effect, and enhance aesthetics.
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SITE FURNISHINGS
Site furniture helps to ensure comfort along the
trail, providing places for people to pause and
rest, and for activity and shared experiences.
Seating
Public seating contributes to the user
experience by making walkways and open
space an enjoyable place to rest, congregate, or
contemplate. Seating opportunities along the
trail provide a short relief and also promote an
added enjoyment of the scenic environment.
Tables and chairs could be provided at access
points adjacent to commercial activities.
Drinking Fountains
Drinking fountains along the trail enable a
greater diversity of users to utilize the trail for
longer durations without risking dehydration.
Fountains should be spaced at regular intervals
that correspond with key gateways and
landmarks. Locating fountains with multiple
heights will help accommodate a range of user
ages and physical abilities, as well as pets.
Trash and Recycling
Providing places to dispose of trash and
recycling may help to encourage stewardship
both of the trail and the open space corridor.
Bicycle Tools and Parking
Clearly delineated and secure places to lock
bicycles should be placed at access points
that provide connections to community
destinations. Bicycle fix-it stations typically
provide tools for minor repairs.
Electric Charging Stations
Charging stations for privately owned e-scooters
and e-bikes can provide micromobility users
with an additional amenity along the trail.
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Linear Parks
Passive Parks
Parks and open space can provide opportunities
for passive uses such as contemplation and
reflection, passive enjoyment of the natural
environment, and community gathering.
Amenities such as seating, shade, art, and
community gardens can help make the spaces
more attractive for residents and visitors.
Active Parks
Active parks can provide new recreational
opportunities for trail users, promoting physical
activity for users of all ages and abilities.
Amenities could include stationary fitness
equipment, playground equipment, a mountain
bike pump track, or a bocce ball court, among
other possibilities. Programming such as yoga
or dance classes can help activate the spaces.
Programming
A range of programming activities could
be implemented at access points to serve
the community and attract residents and
visitors to the trail. These include active
programming such as yoga, dance, or other
fitness classes; children’s programming such
as organized playtime events and storytelling;
and educational programming such as
outdoor classrooms and community gardens.
Additionally, access points could host bicycle
education workshops for community members
to improve comfort and safety on the trail.
Trail-Oriented Development
Trail-oriented development presents an
opportunity for economic development and
growth along the corridor. With the trail serving
as an active mobility spine for the region,
adjacent land uses could be designated for
new housing and commercial centers that
would not drastically increase the number
of car trips in the area. Revenue generated
by the new development could be invested
back into the community or used for trail
enhancements, operations, and maintenance.
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Mobility Hubs
Mobility hubs are a collection of transportation-
oriented elements that make it easier to access
the shared and active mobility network. The
key elements can be mixed and matched to
create a mobility hub that is customized for
each access point. Mobility hubs are places
where different modes, such as walking,
bicycling, transit, and shared mobility services
such as bike share, scooter share, car share,
and TNCs, come together to provide a
suite of transportation options for people.
Additionally, the potential to introduce shared
autonomous vehicles (SAVs) in the future is
also being considered at mobility hubs.
Some access points may provide an appropriate
location for mobility hubs as places where
the Iron Horse Trail provides a connection to
community needs. Providing additional mobility
services at strategic access points will increase
the connectivity and mobility options of trail
users, who may combine transit, active modes,
and shared mobility options found at the
mobility hubs to create seamless transportation
connections throughout the region.
Mobility hubs support first–last mile solutions
by providing multimodal transportation services
and activities around transit stations to maximize
connectivity and access for transit riders.
Along the Iron Horse Trail, there are strategic
locations where mobility hubs would provide
important connections to the surrounding
network and destinations. By providing a robust
set of transportation options at mobility hubs,
the unique and complex mobility needs of trail
users can be met, increasing the connectivity
of the system and the destinations that can be
reached by non single occupancy vehicles.
Amenities that may be found at a mobility
hub include, but are not limited to:
• Adequate bus stop and layover zones
• Transit shelters with real-
time arrival information
• Bicycle share stations
• Scooter-share or other micromobility options
• SAV transit stops
• Car share facilities
• Taxi or ride hailing waiting/call areas
• Wi-fi service
• Bicycle storage & repair facilities
• Retail
• Open space
By providing a robust array of options at
mobility hubs, a variety of different needs can
be accommodated, greatly increasing the
number of destinations reachable by transit.
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Wayfinding
for Active Mobility
Well-crafted wayfinding systems foster
a sense of place and encourage people
walking and bicycling to go that extra
mile and explore new areas.
Places that are arranged intuitively so
that we can see obvious destinations
from a distance, determine pathways, and
recognize areas of different character are
more legible. The “legibility” of a place
describes how easy it is to understand.
Legible wayfinding systems
enable individuals to:
• Easily and successfully find their destination
• Understand where they are with
respect to other key locations
• Orient themselves in an appropriate direction
with little misunderstanding or stress
• Discover new places and services
• Feel safe (enhance the sense of safety)
The following six core principles aim to guide
the placement and design of a wayfinding
system in order to create a clear wayfinding
experience and achieve a more navigable trail.
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1. CONNECT PLACES
Effective wayfinding information should
enable local residents as well as visitors to
travel between destinations and discover
new destinations and services. Wayfinding
should help improve local economic well-
being by encouraging people to utilize services
along the Iron Horse Trail. Wayfinding should
enhance connections within the region and
to neighboring communities and expand
the active transportation network.
2. PROMOTE ACTIVE TRAVEL
Wayfinding should encourage increased walking
and rolling by revealing a clear and attractive
system that is easy to understand and navigate.
The presence of wayfinding signs should
validate walking and rolling as transportation
options, as well as reduce fear amongst those
interested in making more trips by walking or
rolling. Wayfinding should expand the awareness
and use of active transportation facilities.
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3. MAINTAIN MOTION
Walking and rolling require physical effort,
and frequent stopping and starting to
check directions may lead to frustration
and discouragement. Consistent, clear,
and visible wayfinding elements allow
people walking and rolling to navigate while
maintaining their state of motion. To help
users maintain motion, wayfinding information
also needs to be presented so that it can be
quickly read and easily comprehended.
5. KEEP INFORMATION SIMPLE
For a wayfinding network to be effective,
information needs to be presented clearly and
logically. It is important to provide information
in manageable amounts. Too much information
can be difficult to understand; too little and
decision-making becomes difficult.
The placement of signs and the information
provided at each placement are also critical.
Information should be provided in advance of
where major changes in direction occur and
confirmed when the maneuver is complete.
4. BE PREDICTABLE
Effective wayfinding systems are predictable.
When information is predictable, patterns
emerge, and users of the network will be able
to rely on the system to provide information
when they expect it. Predictability also helps
users to understand new situations quickly,
whether it be navigating a new intersection or
traveling to a destination for the first time.
Predictability should relate to all aspects of
wayfinding placement and design (i.e., sign
materials, dimensions, colors, forms, and
placement). Similarly, maps should employ
consistent symbology, fonts, colors, and
style. The system should be designed in
accordance with local, state, and federal
guidelines, ensuring that it can be funded
through state and federal sources.
6. MAKE IT ACCESSIBLE
Wayfinding signage should be accessible
and be designed to be comprehensible by a
wide range of users, including people of all
ages and ability levels. As wayfinding systems
often relate to accessible routes or pedestrian
circulation, it is important to consider technical
guidance from the Americans with Disabilities
Act (ADA) to implement wayfinding signs
and other elements that do not impede travel
or create unsafe situations for pedestrians,
bicyclists, and/or those with disabilities.
Wayfinding
Elements
The goal of a wayfinding system is to
simplify navigation in urban environments.
This section describes the spectrum of
elements that may be used in the Iron
Horse Trail Wayfinding Signage Plan.
ACCESS ELEMENTS
Gateway Monument
Define the entry into a distinct neighborhood,
or mark trailheads, access points, and
landmarks. Opportunity for community-
directed placemaking and integrated artwork.
Information Kiosk
Provide system map and navigational
information; most effective when placed in
plazas, rest areas, or other locations where users
may congregate, rest, or enter a trail or path.
Secondary Access Signage
Mark entry to trails or paths at locations where
limited user traffic may not necessitate as
much information as information kiosks.
Access Elements Fundamental Elements Enhanced Elements Interpretive Elements
Route Nameand/or Logo Street/Trail Name
Destination 1
Destination 3
Destination 2
TO Destination TO Destination
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Destination
Destination
Destination
Destination
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PAVEMENT MARKING
Reinforce path branding, supplement confirmation and turn signs, and designate lanes for different modes, speeds or uses.
Access Elements Fundamental Elements Enhanced Elements Interpretive Elements
Route Nameand/or Logo Street/Trail Name
Destination 1
Destination 3
Destination 2
TO Destination TO Destination
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Destination
Destination
Destination
Destination
1.0
MILE
PAVEMENT MARKING
Reinforce path branding, supplement confirmation and turn signs, and designate lanes for different modes, speeds or uses.
ACCESS ELEMENTS FUNDAMENTAL ELEMENTS
Gateway
Monument
Information
Kiosk
Secondary
Access
Decision Confirmation Turn
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Access ElementsFundamental Elements Enhanced Elements Interpretive Elements
Route Nameand/or Logo Street/Trail Name
Destination 1
Destination 3
Destination 2
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Destination
Destination
Destination
Destination
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MILE
PAVEMENT MARKING
Reinforce path branding, supplement confirmation and turn signs, and designate lanes for different modes, speeds or uses.
ENHANCED ELEMENTS
Pavement
Marking
Mile
Marker
Street/Trail
Intersection
Fingerboard
FUNDAMENTAL
NAVIGATIONAL ELEMENTS
Decision
Clarify route options where two or more routes
converge, or at complex intersections.
Confirmation
Placed after a turn or intersection to reassure
path users that they are on the correct route.
Turn
Placed before a turn or intersection to help
users stay on the designated path.
ENHANCED
NAVIGATIONAL ELEMENTS
Pavement Marking
Reinforce route direction, bicyclist positioning,
intermodal cooperation, and/or system branding.
Mile Marker
Reinforce system branding and orient
users along off-street trails or paths.
Street/Trail Intersection
Orient off-street trail users at street crossings
and inform vehicular traffic of trail crossing.
Fingerboard
Clarify route options where two or more routes
converge, or at complex intersections.
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Branding
In addition to physical design consistency of
the trail, establishing unique and consistent trail
branding can draw attention, attract new users,
build familiarity and inspiration, and maximize
the trail’s potential for supporting economic
development. Branding can provide a consistent
voice to the project, with a visual identity
that is distinct, harmonious, and memorable,
reflecting the unique character of the region.
A branding exercise looks at what colors,
typefaces, visual elements, forms, materials, and
design features can help to define the Iron Horse
Trail helping to create a connected and user-
friendly experience for visitors and residents.
Branding and visual identity components
may include: logos, color palette, typography,
iconography, and wayfinding system signage.
A unified brand and visual identity
system for the Iron Horse Trail will:
• Create a sense of place
• Provide a memorable, clear,
and distinctive voice
• Build recognition and visibility
for the Iron Horse Trail
• Provide consistency for familiarity
• Increase accessibility
• Prioritize clarity and legibility to help
visitors and residents navigate
• Coordinate with existing landscape
features and materials
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Proposed Logo Concepts
Drawing from the history and geographical
components of the Iron Horse Trail, a
variety of inspired branding concepts were
generated and presented to the project's
Tecnical Advisory Committee (TAC).
The text-based branding options pay
homage to the shape of the railroad
tracks and pull geometric elements
from traditional railroad stakes.
By contrast, the bridge branding options
give a nod to some of the iconic and historic
bridges found along the Iron Horse Trail.
See Appendix D, Iron Horse Trail Design Brief,
for a summary of the TACs three preferred
logo concepts for future consideration.
IRON HORSE
REGIONAL TRAIL
IRON HORSE
REGIONAL TRAIL
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04 How to Achieve the Vision?
The proposed projects identify
improvements to help the Iron Horse Trail
achieve this Study's vision of becoming an
active transportation spine that supports
the region’s mobility goals and continues
to provide a treasured recreational
resource for users of all ages and abilities.
The recommendations in this chapter
were developed by pairing the corridor and
community needs outlined in Chapter 2
with the potential design tools described in
Chapter 3 to identify improvements for
• Trail corridors;
• Intersections; and
• Access points.
In addition, projects that would create
connections to existing or planned bikeways
beyond the project corridor were also identified.
When there are limited capital improvement
funds, a prioritization process is a useful planning
tool to help understand which projects will
have a greater impact in meeting the project
vision. In addition, a prioritization process brings
transparency and rationality to the decision-
making process. It allows the public to see how
projects were ranked and why. Finally, it allows
the public to influence which types of projects
are prioritized to meet community needs.
This chapter describes the prioritization
framework used to prioritize projects and
presents three scenarios to help understand the
impacts particular projects can have on future
ridership. It then summarizes the recommended
projects by jurisdiction and project segment,
and highlights the top ranked projects based
on the outcomes of the prioritization process.
PRIORITIZATION
FRAMEWORK
Overview
A goal-based evaluation process was used to
prioritize the proposed projects. The project
goals were developed through collaboration
with the project’s Technical Advisory Committee
(TAC) and through community input. Criteria
were identified for each of the five project
goals as well as for the needs identified by
the community. Proposed projects were then
measured against the evaluation criteria
to determine how well they respond to the
project goals and community needs.
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The evaluation criteria were used to evaluate
the performance of each project type per
segment. The ratings for each trail segment
do not result in a total “score” that indicates
the “most important” projects, but rather
they provide qualitative guidance to inform a
discussion of trade-offs by the project’s TAC,
local jurisdictions, community members, and
elected officials. The ratings were used to
create an overall ranking of all the projects.
Evaluation Criteria
Table 8 shows the project goals, relative
weight, related evaluation criteria, and
the types of projects prioritized by each
criterion. In addition to the five project goals,
projects desired by the community were
also included in the evaluation process.
Each project was scored against the criteria
on a score of 0 through 2, with 2 indicating the
project directly met the criterion, 1 indicating
the project indirectly met the criterion and 0
indicating the project did not meet the criterion.
The goals were weighted based on two factors.
One factor was related to the project's TAC. The
TAC ranked the project goals based on how
well the goals aligned with their jurisdiction's
goals. The second factor was related to
the results of an evaluation of 'Benefits of
Improvements' described in the following pages.
The goals and weighting are as follows:
• Community Desired Projects: Projects
identified by the community through the
public engagement effort were included in
the evaluation process with a weight of (1).
• Safety: Enhances trail condition and traffic
and intersection safety. In the TAC's overall
goal rankings, Safety was given the highest
ranking. Therefore, it was given the highest
weight (2.5) in the evaluation process.
• Mobility: Provides connections to transit,
trails and on-street facilities; accommodates
user demand and enhances user comfort. The
mobility goal was also highly ranked by the
TAC. In addition, the 'Benefits of Improvements'
evaluation showed that providing strong
connections to the trail would have a positive
impact on trail demand. Therefore, the
Mobility goal was given the second highest
weight (2) to prioritize projects that connect
to transit, trails, and existing and planned
bikeways in areas of higher trail demand.
• Access & Equity: Provides access
to jobs, destinations, parks and open
space, and health services; presents
opportunities for new access points. This
goal was also given a weight of (1).
• User Experience: Improves trail conditions
and amenities; presents opportunities for
stormwater filtration, ecology, new amenities,
and placemaking. This goal prioritizes
projects that bring extra amenities to the
trail and was given a weight of (0.5).
• Project Synergy: Aligns with planned
projects and existing land uses and allows
for future expansion of new technologies.
This goal was the lowest ranking goal by
the TAC and was given a weight of (0.5).
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Table 8 Evaluation Criteria
Goal Weight Criteria Prioritizes Projects That:
Community
Desired
Project
1 Community Identified Need Were identified by the community during the community engagement events
Safety 2.5 Traffic Safety Provide grade-separated crossings
Intersection Improvement Improve the quality of at-grade crossings
Trail User Separation Improve separation of slow and faster user groups
Mobility 2 Connections to High Quality Transit Provide connections to BART
Connections to Park & Ride Provide connections to Park and Ride facility
Connections to Trail Provide connections to existing or planned trails
Connections to Existing On-Street Bikeways Provide connections to existing on-street bikeways
Connections to Planned On-Street Bikeway Provide connections to planned on-street bikeways
Trail Corridor Demand Improve trail corridor to meet potential demand
Access &
Equity 1 Access to Jobs Provide access to high employment centers
Access to Destinations Provide access to high employment centers and key destinations
Access to Schools Provide access to schools
Access to Parks & Open Space Provide access to parks and open spaces
Enhanced Connectivity Provide new access points
User Experience 0.5 Area of Opportunity and Amenities Provide opportunities for expanded public space, gathering areas, enhanced recreation, and for new or improved amenities
Stormwater & Urban Ecology Provide opportunities for green infrastructure
Project Synergy 0.5 Aligns with Key Land Uses Synergy with planned projects and opportunities for future trail oriented development
70
BENEFITS OF IMPROVEMENTS
In addition to the evaluation process described
in the previous pages which prioritized projects
that would best meet the Study vision, the
proposed improvements were also evaluated
for how they would impact future use of the
trail. This evaluation modeled three proposed
improvements (intersections, access,
E-Bikes) and measured how they would
impact future demand as well as perception
of trip and travel time along the trail.
The expected increase in users based
on different types of improvements was
considered when weighting the goals
during the evaluation process. Each
type of improvement relates directly to a
specific goal. Intersections relate strongly
to Safety and Mobility, access relates
to Access & Equity and Mobility, and
capacity for e-bikes relates to Mobility.
Safety and Mobility were the two highest
weighted goals in the evaluation process,
and both prioritize projects that would most
directly increase future use of the trail.
The proposed improvements outlined
in the following pages all contribute to
one or more of these scenarios. While
recommendations are listed by segment and
ranked based on the prioritization process,
these scenarios illustrate the importance of
implementing improvements consistently
across the corridor, as their coordinated
implementation would result in the greatest
overall increase in users for the trail.
Improved Intersections
Make the Trail Feel Shorter
This study evaluated how trail priority at all
intersections would impact trail users and
total bikeable trips. If arterial crossings were
separated from the street, collector crossings
had signals to decrease trail user waiting
times, and local crossings required vehicles
to stop, the trail would feel 14% shorter in
length than existing conditions. Though the
results did not indicate a large increase in the
number of bikeable trips (only 1%), trail priority
would enhance user experience and could
encourage more bicyclists to use the trail.
IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY
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BAIL E Y ROA D
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P L E A S A N T
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I MHOFFDRIVE
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ULEVARD
0 1 2MILES
Existing Crossing Type
Arterial Crossing
Collector Crossing
Local Crossing
Separated Crossing
Iron Horse Trail
BART Station
Park and Ride
Map produced July 2019.Sources: U.S. Census, Esri,Contra Costa County.
TRAILINTERSECTIONSCONTRA COSTA COUNTYIRON HORSE TRAILWHAT IF...? The trail always had priority!
Improving all intersections to minimize stop and go - whether its separating the trail vertically from traffic or requiring vehicles to yield to bikers - will improve the flow of the trail. This would result in 27 miles of uninterrupted travel.
Arterial Crossings
Separate trail from the street (bridge or tunnel)
Install traffic signals or similar improvement to minimize waiting for trail users
Require people in vehicles to stop at trail crossings
Collector Crossings
Local Crossings
13
15
14
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CONCORD
PLEASANT HILL
SAN RAMON
WALNUT CREEK
DANVILLE
0 1 2MILES
Arterial Crossing
Collector Crossing
Local Crossing
Separated Crossing
Iron Horse Trail
BART Station
Map produced July 2019.Sources: U.S. Census, Esri,Contra Costa County.
TRAIL
INTERSECTIONS
CONTRA COSTA COUNTY
IRON HORSE TRAIL
14 %
Prioritizing trail crossings could make the trail feel
shorter
“I can maintain a comfortable pace with less stopping and starting”
Would this improve your
experience on
the trail?
Would you bike
more?
Which crossings
do you want to
see improved?
71
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Expanded Access to the Trail
Makes Trips More Bikeable
This study modeled better trail connections.
Currently, few comfortable on-street bike
facilities connect users to the trail. With the
addition of comfortable low-stress bikeways
leading to the trail at regular intervals,
23% more trips would be bikeable.
E-Bikes Allow Users to Take
Longer Trips
This study considered how the presence of
e-bikes would impact trail usage. With an
increase of electric bikes and scooters, trail
user speeds would increase and allow for
longer and faster trips. E-bikes would allow
users to make trips that are 22% longer and
would make 27% of trips more bikeable.
IRON HORSE TRAIL ACTIVE TRANSPORTATION CORRIDOR STUDY
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WALNUT CREEK
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D
A
NVILLEBOULEVARD
C R O WCANYONROAD
N O R T H M A I N S T R E E T
WI L L O W P A S S R O A D
WALNUTAVENUE
SANMIGUEL
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BOULEVARD
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R E L I E Z S T A TION ROAD
T RE A T B O U LE V A R D
MI N E R T R O A D
OLIVERAROAD
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P L E A S A N T
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K I R K E R P ASSROAD
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ULEVARD
0 1 2MILES
Trail Access
Iron Horse Trail
Potential Comfortable TrailConnection
Canal Trail
Class I Shared-Use Path
BART Station
Park and Ride
Map produced July 2019.Sources: U.S. Census, Esri,Contra Costa County.
BETTER TRAILCONNECTIONSCONTRA COSTA COUNTYIRON HORSE TRAIL
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SAN RAMON
WALNUT CREEK
DANVILLE
0 1 2MILES
Trail Intersection
Iron Horse Trail
Comfortable Trail Connection
BART Station
Map produced July 2019.Sources: U.S. Census, Esri,Contra Costa County.
BETTER TRAIL
CONNECTIONS
CONTRA COSTA COUNTYIRON HORSE TRAIL
Would high
quality connections
encourage you
to bike to the
trail more?
If so, which are important to
you?
WHAT IF...? The trail connected everywhere!
Having biking and walking networks that are protected and separated from traffic will encourage more people to get to and from the trail as well as other destinations. This allows the corridor to be the active transportation spine for the region.
Today:
Few comfortable on-street bike facilities connect to the trail
Increasing path width and user separation
Envisioned:
Comfortable connections at regular intervals
23 %
More trips are bikeable
“I can bike from home to work to the park and beyond!”
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DANVILLE
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MARTINEZ
PLEASANTHILL
SAN RAMON
WALNUT CREEK
ALAMO
0 1 2
MILES
Iron Horse Trail
BART Station
Map produced July 2019.Sources: U.S. Census, Esri,Contra Costa County, OSM.
E-BIKE TRAILACCESSIBILITYCONTRA COSTA COUNTYIRON HORSE TRAIL
Areas Accessible by BikeAnd E-Bike
IHT Access Point
Comfortable Bike Trip
Comfortable E-Bike Trip
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DANVILLE
CONCORD
MARTINEZ
PLEASANTHILL
SAN RAMON
WALNUT CREEK
ALAMO
0 1 2
MILES
Iron Horse Trail
BART Station
Map produced July 2019.Sources: U.S. Census, Esri,Contra Costa County, OSM.
E-BIKE TRAILACCESSIBILITY
CONTRA COSTA COUNTYIRON HORSE TRAIL
Trail Access on Bike
IHT Access Point
Bike Access (0 - 3 Miles toTrail)
E-Bike Access (3 - 10 Miles toTrail)
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DANVILLE
CONCORD
MARTINEZ
PLEASANTHILL
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WALNUT CREEK
ALAMO
0 1 2
MILES
Iron Horse Trail
BART Station
Map produced July 2019.Sources: U.S. Census, Esri,Contra Costa County, OSM.
E-BIKE TRAILACCESSIBILITYCONTRA COSTA COUNTYIRON HORSE TRAIL
Areas Accessible by BikeAnd E-Bike
IHT Access Point
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DANVILLE
CONCORD
MARTINEZ
PLEASANTHILL
SAN RAMON
WALNUT CREEK
ALAMO
0 1 2
MILES
Iron Horse Trail
BART Station
Map produced July 2019.Sources: U.S. Census, Esri,Contra Costa County, OSM.
E-BIKE TRAILACCESSIBILITY
CONTRA COSTA COUNTYIRON HORSE TRAIL
Trail Access on Bike
IHT Access Point
Bike Access (0 - 3 Miles toTrail)
E-Bike Access (3 - 10 Miles toTrail)
WHAT IF...? It was electric?
With an increase of electric bikes, scooters, and similiar devices in the market, typical speeds of users will increase on the trail. With lower trip times, the trail will allow users to access more opportunities for commuting, errands, and the list goes on!
“I can run errands car-free—no sweat!”
People on e-bikes travel about faster than people on traditional bikes
Greater speeds mean that people will likely travel further
20%
Less experienced riders More experienced riders
e-bike
traditional bike
27 %
More trips are bikeable
People on e-bikes make trips that are22 %
longer Would e-bikes
or other device change the way
you travel?
Would you
commute or
make any trips
differently?
72
PROPOSED IMPROVEMENTS
The following section provides
recommendations for projects that
help meet the project vision.
Meeting this vision will require multi-jurisdictional
coordination and consistent implementation of
the proposed projects across the Iron Horse Trail
corridor. However, priority projects are identified
that could provide the greatest benefit to the
communities that live there today, and could
bring the greatest immediate enhancement
to the existing corridor. The overall ranking of
projects is provided at the end of this chapter.
How to Use this Section
Figure 2 highlights how the
recommendations are presented.
Proposed projects are organized by
jurisdiction and segment number. (See
Map 2 for an overview of all 15 segments).
Recommendations are organized into
four following project types. The tables
on the following pages provide detailed
recommendations for each segment. Some
recommendations apply to the entire corridor
and are not specifically called out in the tables.
#Segment #: Example
Project type Description
Trail Corridor • Lorem ipsum
• Lorem ipsum
Intersections • Lorem ipsum
• Lorem ipsum
Access • Lorem ipsum
• Lorem ipsum
Connections • Lorem ipsum
• Lorem ipsum
Figure 2 Example Projects by
Segment Table
Trail corridor projects provide
recommendations for trail configurations and
widths that respond to physical conditions,
adjacent land uses, and future user demand.
Lighting and wayfinding improvements
are recommended for the entire trail.
Lighting improvements are recommended
for all corridor projects in order for the trail to
serve as a dependable transportation facility.
Wayfinding along streets and corridors is
recommended to help people get to the trail.
In addition, wayfinding improvements along
the trail are also recommended to allow users
to access directional information while in
motion and help users navigate along the trail.
• Intersection improvement projects aim
to improve the safety and convenience
of the trail at intersections.
Improving sight lines at crossings and
replacing bollards and/or fences with
alternative design solutions are recommended
across the Iron Horse Trail corridor.
73
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• Access projects identify locations for
potential new access points as well as
provide recommendations to enhance
existing access points. They also all include
programming opportunities and community
amenities such as community gardens,
creek or water restoration, or linear parks.
Access along commercial or downtown
areas is recommended at 300'-500’
intervals to allow permeability, and
increase perceived safety and vibrancy.
Access improvements incorporate
seating, shade, and amenities.
ADA parking at regular intervals (approximately
every 5 miles) is also recommended
along the entire corridor to improve
access for people with disabilities.
• Connection projects identify locations
to improve connectivity to existing
and planned bikeways and trails.
Stars identify the three top-ranked projects
per jurisdiction, based on the goal-based
evaluation model. A list of the overall project
rankings is provided at the end of this chapter.
NOTES
Some intersections in these segments
may be within one jurisdiction but operated
and maintained by another. Proposed
improvements in these segments will
require multi-jurisdictional coordination.
All proposed projects considered adopted
studies, previous plans, and other current
projects. Notable current projects are noted on
Maps 12-17 as being completed by others.
74
2
1
Iron Horse Trail Open Space
Marsh DriveTrailhead
Len Hester Park
Fair Oaks Elementary School
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Hookston Rd
Lisa Ln
Mayhew Way
CONCORD
PLEASANT
HILL
Map 12 Concord
Arterial
Collector
Local
Undercrossing
Regional Trail
KEY MAP
Trail Corridor
PROJECT TYPE IMPROVEMENTS
Intersections
Access
CONCORD
ALAMO
WALNUTCREEK
SANRAMON
PLEASANTHILL
DANVILLE
Separated by User
Separated by Speed
Separated by
Experience
School/Open
Space/Trail
Residential/Street
Business/
Commercial/Retail
Trail Connection
On Street BikewayConnection
Existing Trail
BART Connection
Park and Ride
Connection
Connections
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CONCORD PROJECTS
Concord consists of two segments. Segment
1 travels through a large commercial center,
while Segment 2 is adjacent to parks and
housing. Both segments have medium expected
user demand and ample available ROW. Both
segments have a high need to improve access.
1 Segment 1: Marsh through Willow Pass
Project type Description
Trail Corridor
• North of Concord Avenue
»Separated by experience (open space): 14ft rolling path with adjacent
6 ft pedestrian path (optional soft surface along creek).
»Improve trail connection to existing bicycle/pedestrian bridge.
• South of Concord Avenue
»Separated by user (urban): 14ft rolling path with 6 ft pedestrian path.
• Retrofit two undercrossings at Concord Ave and Diamond Blvd.
• Provide shade trees.
• Opportunities for green stormwater infrastructure.
Intersections • Improve two collector intersections at Marsh Drive and Willow Way/Meridian Park.
• Improve trail crossing at Delta de Anza Regional Trail.
Access • Add eight commercial access points and two office/business park access points.
• Enhance existing access at Iron Horse Trail Open Space and at Marsh Drive Trailhead.
Connections • Close four mile gap to regional Bay Trail.
• Improve trail connection to planned Class II at Concord Ave.
2 Segment 2: Willow Pass through Monument
Project type Description
Trail Corridor • Separated by experience (open space): 14ft rolling path with adjacent 6 ft pedestrian path (optional soft surface along creek).
• Retrofit undercrossing at Willow Pass Rd.
• Provide shade trees.
• Opportunities for green stormwater infrastructure.
Intersections • Improve crossing at Monument Boulevard
»Alt 1: Realign trail with new overcrossing with street access to Monument Corridor Trail, and future Walnut Creek Trail. (Alt 1 used in cost estimate)
»Alt 2: Improve arterial at-grade crossing by realigning trail
with possible existing bridge improvements
Access • New bicycle/pedestrian bridge(s) to connect the residential neighborhoods east of Walnut Creek to the trail
Connections • Connect trail to planned Class II at Willow Pass Rd.
Segment 1 could improve access to existing
commercial areas and Segment 2 could provide
better access to people who live on the east
side of Walnut Creek and improve the multi-
legged trail crossing at Monument Boulevard.
76
2
3
5
6
4
7
Len Hester Park
Fair Oaks Elementary School
WaldenPark
Walnut Creek Intermediate School
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Las Juntas Way
Jones Rd
Walden Rd
Pas
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Treat Blvd
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Westcliffe Pl
PLEASANTHILL
CCC
Map 13 Pleasant
Hill/CCC
Arterial
Collector
Local
Undercrossing
Regional Trail
KEY MAP
Trail Corridor
PROJECT TYPE IMPROVEMENTS
Intersections
Access
CONCORD
ALAMO
WALNUTCREEK
SANRAMON
PLEASANTHILL
DANVILLE
Separated by User
Separated by Speed
Separated by
Experience
School/Open
Space/Trail
Residential/Street
Business/
Commercial/Retail
Trail Connection
On Street BikewayConnection
Existing Trail
BART Connection
Park and Ride
Connection
Connections
Pleasant Hill/Contra Costa Centre includes
three segments that connect through the
highest density of zero vehicle households
in the study area and have high expected
demand overall. Segment 3 could benefit
from enhancements to access points
around schools. The trail connects to the
Pleasant Hill/Contra Costa Centre BART
station in Segment 4 and serves as a critical
regional connection to transit. Segment
4 has elements of successful trail design
including the Treat Boulevard overcrossing
and the separated use trails through CCC
Transit Village Park. Additional improvements
can be seen in trail configuration to reduce
user conflicts and improve connections
PLEASANT HILL/CONTRA COSTA CENTRE PROJECTS
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4 Segment 4: Las Juntas through Jones
Project type Description
Trail Corridor • Separated by experience (urban): 16ft rolling path with 6-10 ft pedestrian path.
Intersections • Improve two collector intersections at Las Juntas Way and Jones Rd.
Access • Add one commercial access point.
• Improve one residential access point at Honey Trail.
• Incorporate micromobility such as bike share or dockless
options at major intersections or destination sites.
Connections • Improve trail connection to planned Class II at Treat Blvd.
• Improve direct connection to BART.
5 Segment 5: Jones through Walden
Project type Description
Trail Corridor • Separated by experience (open space): 14 ft rolling path with adjacent 6 ft pedestrian path.
Intersections • Improve trail crossing at Contra Costa Canal Trail. Proposed bicycle roundabout.
• Improve one local crossing at Walden Rd.
Access • Enhance one open space access point at Walden Park.
• Incorporate micromobility such as bike share or dockless
options at major intersections or destination sites.
3 Segment 3: Monument to Las Juntas
Project type Description
Trail Corridor • Separated by experience (open space): 14ft rolling path with adjacent 6 ft pedestrian path.
Intersections • Improve collector intersection at Hookston Rd.
• Improve three local crossings at Lisa Ln, Mayhew Way, and Coggins Rd.
Access • Add school access point at Fair Oaks Elementary School, open space access point at Len Hester Park, and enhance one residential access point.
• Opportunities for community based programs including outdoor classrooms or student gardens.
• Incorporate micromobility such as bike share or dockless options at major intersections or destination sites.
Connections • Improve connection to Class II on Bancraft Rd at Hookston Rd.
to BART. Segment 5 connects to the Contra
Costa Canal Trail, an important regional
connection, and could improve access to
adjacent open space at Walden Park.
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Walnut Creek Intermediate School
CivicPark
Los LomasHigh School
Murwood Elementary School
Rudgear Rd
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CCCMap 14 Walnut
Creek
Arterial
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Regional Trail
KEY MAP
Trail Corridor
PROJECT TYPE IMPROVEMENTS
Intersections
Access
CONCORD
ALAMO
WALNUTCREEK
SANRAMON
PLEASANTHILL
DANVILLE
Separated
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Separated by Speed
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School/Open
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BART Connection
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Connections
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7 Segment 7: Ygnacio Valley through Danville/I-680
Project type Description
Trail Corridor • Trail improvements from Ygnacio Valley Blvd to Newell Ave
»Alt 1: Realign trail and separate users by expanding the trail to 12-16 ft and add
6 ft pedestrian path on east side of canal (Alt 1 used in cost estimate).
»Alt 2: Separate users by providing a Class IV on-street adjacent route for cyclists.
»Alt 3: Widen trail to 12-16 ft cantilevering over channelized canal.
• Trail improvements from Newell Ave to Danville Blvd/Rudgear Rd
»Alt 1: Remove soundwall and widen trail to 12-16 ft with buffer/amenity zone (Alt 1 used in cost estimate).
»Alt 2: Realign trail on east side of S Broadway Rd and widen trail to 12-16 ft with buffer/amenity zone.
Intersections • Improve two arterial intersections at Newell Ave and Danville Blvd.
Access • Enhance one residential access point, one open space access point at Civic Park, one commercial access point, and two school access points
at Los Lomas High School and Murwood Elementary School.
Connections • Improve Park and Ride connections at Newell and S Broadway/I-680 intersection.
6 Segment 6: Walden to Ygnacio Valley
Project type Description
Trail Corridor • Separate users by experience: 14 ft rolling path and 6'-8' walking path.
Intersections • Improve one local crossing at Westcliffe Pl.
Access • Enhance one residential access point, one school access point at Walnut Creek Intermediate School, and one street access point.
• Incorporate micromobility such as bike share or dockless
options at major intersections or destination sites.
WALNUT CREEK PROJECTS
Walnut Creek includes the census tract with the
potential for the highest population growth along
the trail within the study area. There is a need to
improve access along all three segments and
potential for adding mobility hubs to provide
first/last mile connections to the Walnut Creek
BART station. Segment 7 shows the highest
need for improvements to access, connectivity,
and trail convenience. The community also
identified a high number of needs along this
segment. This segment also has the least
available right-of-way. The Study explores trail
realignment alternatives in Segment 7 that
address public perception of safety, improve
intersection crossings, and enhance connectivity
to downtown Walnut Creek and BART.
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Map 15 Alamo
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Del Amigo High School
Murwood Elementary School
Hemme Station ParkRancho RomeroElementary School
Rudgear Rd
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Arterial
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Regional Trail
KEY MAP
Trail Corridor
PROJECT TYPE IMPROVEMENTS
Intersections
Access
CONCORD
ALAMO
WALNUTCREEK
SANRAMON
PLEASANTHILL
DANVILLE
Separated by User
Separated by Speed
Separated by
Experience
School/Open
Space/Trail
Residential/Street
Business/
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On Street BikewayConnection
Existing Trail
BART Connection
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Connection
Connections
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8 Segment 8: Danville/I-680 to Stone Valley
Project type Description
Trail Corridor • Separate users by speed with a 22' paved trail with marked shoulders.
Intersections • Improve five local crossings at Hilgrade Ave, Cervato Dr, Ramona Way, Litina Ave, and Ridgewood Rd.
• Improve one collector intersection at Livorna Rd.
Access • Add two commercial access points adjacent to Stone Valley commercial areas.
• Enhance Alamo/IHT Trailhead at Stone Valley Rd.
• Enhance planting.
9 Segment 9: Stone Valley to South Ave
Project type Description
Trail Corridor • Separate users by speed with a 20' paved trail with marked shoulders.
Intersections • Improve two collector intersections at Stone Valley Rd and Las Trampas Rd.
Access • Enhance three existing commercial access points.
Connection • Connect trail to Class II at Stone Valley Rd.
10 Segment 10: South Ave through Wayne
Project type Description
Trail Corridor • Separate users by speed with a 20' paved trail with marked shoulders.
Intersections • Improve three local crossings at Hemme Ave, Camille Ave, and Wayne Ave.
Access • Enhance existing residential/street access at South Ave, existing open space access at Hemme
Station Park, and existing school access at Hemme Ave for Rancho Romero Elementary School.
ALAMO PROJECTS
Alamo includes three segments of the lowest
user demand in the study corridor. This is due
to lower density of origins and destinations as
well as limited low stress on-street bikeway
connections. The local activity in Alamo is
expected to be largely recreational, however,
utilitarian users will pass through Alamo.
Improving local intersections so that trail
users would have priority would improve
trail convenience. Segment 8 has a large
right-of-way with open space. There are
opportunities for trail-oriented development
and stronger connections to commercial
activity in Segment 9. In Segment 10,
access could be improved to Rancho
Romero School and Hemme Station Park.
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Del Amigo High School
San Ramon Valley High School
Baldwin Elementary School
Greenbrook ElementarySchool
Hemme Station ParkRancho RomeroElementary School
Danville Park and Ride
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Map 16 Danville
Arterial
Collector
Local
Undercrossing
Regional Trail
KEY MAP
Trail Corridor
PROJECT TYPE IMPROVEMENTS
Intersections
Access
CONCORD
ALAMO
WALNUTCREEK
SANRAMON
PLEASANTHILL
DANVILLE
Separated by User
Separated by Speed
Separated by
Experience
School/Open
Space/Trail
Residential/Street
Business/
Commercial/Retail
Trail Connection
On Street BikewayConnection
Existing Trail
BART Connection
Park and Ride
Connection
Connections
DANVILLE PROJECTS
Danville’s adjacent Main Street district
provides a unique destination along the study
area. Segment 11 is a wide shaded corridor
connecting residents with Del Amigo High
School and downtown Danville. Segment 12
connects to downtown Danville and
has opportunities for trail-oriented
development, improving connections
and wayfinding to connect Main Street
activities and the trail. Segment 13 is a
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11 Segment 11: Wayne through Love Lane
Project type Description
Trail Corridor • Separated by experience: 14ft rolling path with 6 ft pedestrian path.
• Opportunities for green stormwater infrastructure.
Intersections • Improve two local crossings at Hartford Rd and Love Ln.
• Improve collector road intersection at Del Amigo Rd.
Access • Add two school access points for San Ramon Valley High School and Del Amigo High School.
• Incorporate micromobility at major intersections or destination sites.
12 Segment 12: Love Lane through San Ramon Valley
Project type Description
Trail Corridor • Separated by user (urban): 14ft rolling path with 6 ft pedestrian path.
Intersections • Improve arterial intersection at San Ramon Valley Blvd.
• Improve trail alignment and intersection at Linda Mesa Ave and W. Prospect Ave.
Access • Add five new commercial access points.
• Incorporate micromobility at major intersections or destination sites.
Connections • Enhance connection to adjacent Danville Class II bikeway
13 Segment 13: San Ramon Valley through Fostoria
Project type Description
Trail Corridor • Separated by experience: 14ft rolling path with 6 ft pedestrian path.
• Improve creek overpass to accommodate higher demand
»Alt 1: Add additional bridge or retrofit existing (Alt 1 used in cost estimate).
»Alt 2: Create mixing zones, slowing users prior to pinch point.
• I-680 Undercrossing improvements: improve lighting, clearances and engage with potential open space such as skate parks or murals.
• Opportunities for green stormwater infrastructure.
Intersections • Improve local crossing at Fostoria Way.
• Improve three collector road
intersections at Paraiso Dr, El Capitan Dr, and Greenbrook Dr.
• Sycamore Valley Rd
»Alt 1: Improve trail alignment and arterial intersection at Sycamore Valley
Rd (Alt 1 used in cost estimate).
»Alt2: Add overcrossing at Sycamore Valley Rd.
Access • Add one new residential access point and one commercial access point.
• Enhance five residential access points and two school access points at John
F. Baldwin Elementary School and Greenbrook Elementary School.
• Enhance access at Danville Park and Ride.
• Incorporate micromobility at major intersections or destination sites.
large unconstrained corridor with opportunities for
linear park amenities. Improvements to collector and
arterial intersection crossings would improve trail
convenience. Access to destinations such as schools
and Danville Park and Ride could also be improved.
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Map 17 San Ramon
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CaliforniaSchool
Montevideo Elementary School
Greenbrook ElementarySchool
Planned bike/ped overcrossingby City
Fostori
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KEY MAP
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PROJECT TYPE IMPROVEMENTS
Intersections
Access
CONCORD
ALAMO
WALNUTCREEK
SANRAMON
PLEASANTHILL
DANVILLE
Separated by User
Separated by Speed
Separated by
Experience
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Residential/Street
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15 Segment 15: Montevideo through Alcosta
Project type Description
Trail Corridor • Separate users by speed with a 20' paved trail with marked shoulders.
• Shade trees.
• Opportunities for green stormwater infrastructure.
Intersections • Improve two collector intersections at Pine Valley Rd and Alcosta Blvd.
• Improve trail crossing at San Ramon Cross Valley Trail. Proposed bicycle trail roundabout.
Access • Enhance one school access point at California School and one residential access point.
• Add one school access point at California School, one open space access point, and one residential access point.
• Incorporate micromobility such as bike share or dockless options at major intersections or destination sites.
14 Segment 14: Fostoria to Montevideo
Project type Description
Trail Corridor • Separate users by type. 14' rolling path and 6' walking path
• Separate users by speed and experience. Provide a 16’-20’ path for fast user types
and 8-12’ for slow user types with 4’ green infrastructure or amenity zone.
• Opportunity for new linear park. Implement community based programs
including outdoor classrooms, student gardens, or community gardens.
Intersections • Improve two collector intersections at Montevideo Dr and Executive Pkwy.
• Improve arterial intersection at Norris Canyon Rd.
Access • Provide two new gateway access points to adjacent business parks, 13 new minor business park access points, one new residential access point, and one new open space access point.
• Enhance up to seven existing business park access points, four existing residential access points, two existing open space, and two existing school access points at Montevideo Elementary School.
• Incorporate micromobility such as bike share or dockless options at major intersections or destination sites.
SAN RAMON PROJECTS
San Ramon includes two segments with high
expected user demand. San Ramon has the
highest projected employment growth in
the study area. Segment 14 connects to the
employment and commercial area around Bishop
Ranch and has a high need and great potential for
improving access, connectivity, and intersection
improvements. Segment 15 runs through and
connects directly to neighborhoods, and shows
high connectivity and intersection improvement
needs. Opportunities include improving the
connection to San Ramon Cross Valley Trail, and
adding shade for a comfortable riding experience
with additional access points to California High
School and Montevideo Elementary School.
Both segments have wide available ROW.
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Table 9 Top Overall Projects
Rank City Segment Improvement Type
1 Pleasant Hill 4 Trail Corridor
2 Walnut Creek 7 Trail Corridor
3 Pleasant Hill 4 Connection
4 Concord 1 Trail Corridor
5 San Ramon 14 Access
6 Danville 13 Intersection
7 Concord 2 Intersection
8 Danville 13 Trail Corridor
9 Pleasant Hill 4 Intersection
10 Pleasant Hill 3 Trail Corridor
11 San Ramon 14 Trail Corridor
12 Walnut Creek 7 Access
13 San Ramon 14 Intersection
14 Walnut Creek 6 Trail Corridor
15 Alamo 9 Connection
PROJECT RANKING
The results of the prioritization process provide
a ranking of projects based on the goal-based
evaluation model. Table 9 shows the overall
ranking of projects along the corridor.
While all of the proposed projects described in
the previous pages are important for ensuring
a consistent and cohesive long-term vision
for the Iron Horse Trail, identifying priority
projects can help target improvements that can
provide the greatest immediate benefit to the
corridor and its surrounding communities.
The top-tier projects align with areas of greater
expected demand such as Pleasant Hill,
Walnut Creek, and San Ramon. Trail corridor
improvements in these areas will help ensure
the trail is wide enough to accommodate
anticipated user demand. Implementing
these specific trail corridor improvements
will also benefit the corridor as a whole, as
widening the trail to improve user comfort and
efficiency in all locations will help enable the
trail to function as a bicycle superhighway.
The communities with higher expected demand
also have higher levels of destinations adjacent
to the trail, and will benefit from improvements
that enhance safe and convenient access
to the trail. In all communities, intersection,
access, and connection improvements
will help connect trail users to the various
points of interest along the trail.
The trail improvements have been organized
into segments and improvement types to
help jurisdictions build projects that align
with various funding sources. Projects should
be grouped together to maximize resources
and provide the most comprehensive
enhancements to different sections of the trail.
Continued on next spread
A long-term implementation plan for
all of the proposed improvements will
require multi-jurisdictional coordination
and collaboration. Cost estimates for the
proposed projects as well as implementation
strategies and funding opportunities
are outlined in the next chapter.
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Map 18 Trip Demand +
Activity Centers Ã242Ã4
Ã24
¥680
¥680
CONCORD
DANVILLE
PLEASANTHILL
SANRAMON
WALNUTCREEK
CCC
ALAMO
0 1 2
MILES
BART Station
Park & Ride
Map produced Septemberl 2019.
IRON HORSE
TRAIL
CONTRA COSTA COUNTY
IRON HORSE TRAIL
Increasing Demand
Oce
School
Hospital
Shopping
Library, Museum
Park
Segment Extents
Parks & Housing Segments:
Residential, Passive,
Landscape, Park
Activity Centers:
Main Street,Commercial,
Destination,
Development,
Transit
2
3
5
6
8
10
11
13
12
15
14
4
7
9
1
#
#
Existing Destinations
Demand
Segments
Ã242Ã4
Ã24
¥680
¥680
CONCORD
DANVILLE
PLEASANTHILL
SANRAMON
WALNUTCREEK
CCC
ALAMO
0 1 2
MILES
BART Station
Park & Ride
Map produced Septemberl 2019.
IRON HORSE
TRAIL
CONTRA COSTA COUNTY
IRON HORSE TRAIL
Increasing Demand
Oce
School
Hospital
Shopping
Library, Museum
Park
Segment Extents
Parks & Housing Segments:
Residential, Passive, Landscape, Park
Activity Centers: Main Street,
Commercial, Destination,
Development, Transit
2
3
5
6
8
10
11
13
12
15
14
4
7
9
1
#
#
Existing Destinations
Demand
Segments
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Rank City Segment Improvement Type
16 Pleasant Hill 5 Trail Corridor
17 Walnut Creek 7 Intersection
18 Concord 1 Connection
19 Pleasant Hill 4 Access
20 Danville 12 Intersection
21 Danville 12 Connection
22 Danville 12 Trail Corridor
23 Alamo 9 Trail Corridor
24 Danville 13 Access
25 Alamo 8 Intersection
26 Pleasant Hill 5 Intersection
27 Concord 1 Intersection
28 Concord 2 Access
29 San Ramon 15 Intersection
30 Alamo 9 Intersection
31 Alamo 9 Access
32 Walnut Creek 7 Connection
33 Alamo 8 Trail Corridor
34 Danville 12 Access
Table 9 Top Overall Projects continued
Rank City Segment Improvement Type
35 San Ramon 15 Trail Corridor
36 Pleasant Hill 3 Intersection
37 Pleasant Hill 3 Access
38 Concord 1 Access
39 Concord 2 Trail Corridor
40 Walnut Creek 6 Access
41 Concord 2 Connection
42 Walnut Creek 6 Intersection
43 Danville 11 Trail Corridor
44 Pleasant Hill 3 Connection
45 San Ramon 15 Access
46 Pleasant Hill 5 Access
47 Alamo 10 Trail Corridor
48 Alamo 10 Access
49 Alamo 8 Access
50 Danville 11 Intersection
51 Danville 11 Access
52 Alamo 10 Intersection
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05 How to Implement the Proposed Projects?
To implement the recommended improvements
for the Iron Horse Trail, the projects will first need
to proceed into detailed design, engineering,
potential environmental review, and construction.
Each of these project phases will have costs
associated with their implementation. Once
implemented, the improvements will require a
long-term operations and maintenance plan
to ensure the Iron Horse Trail remains a safe
and comfortable experience for trail users.
This chapter presents planning-level
cost estimates for the proposed
improvements, operations and
maintenance considerations for the
trail, and potential funding sources for
capital improvements, operations, and
maintenance. In addition, it examines
the trail's existing governance structure
and highlights strategies that could be
used to enhance its current capacity.
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COST ESTIMATING
Planning-level cost estimates were developed
for the projects. Each project (Chapter 4)
is defined by a unique set of typical design
elements (Chapter 3). Each design element has
a typical linear foot cost (trail configuration and
trail amenities) or per unit cost (intersection
and access point types) associated with it. The
unique combination of design elements and
associated unit costs are summed for each
project to produce a planning-level cost estimate.
Unit costs were developed by calculating the
hard costs and soft costs for each design
element. Hard costs include material, equipment,
and labor. Soft costs include consultant
Item Unit Unit Cost (w/ soft costs and contingency)
Assumptions
Trail Corridor
20' Asphalt Trail MI $1,370,000 20'-wide asphalt trail, base materials, and shoulders
14' Asphalt Trail MI $960,000 14'-wide asphalt trail, base materials, and shoulders
6' Asphalt Trail MI $680,000 6'-wide asphalt trail, base materials, and shoulders
6' Cantilever Pedestrian Trail MI $12,550,000 6'-wide pedestrian trail, cantilever structure and footings, and railings
Undercrossings & Bridges
Undercrossing Retrofit EA $320,000 Regrading of 200 LF of existing trail, incised trail at undercrossing (does not include cost of trail surface)
Channel Crossing EA $650,000 14'-wide trail, 75'-long culvert structure (average dimension)
Channel Crossing Retrofit EA $180,000 6'-widening of an existing short channel crossing
contracts, project administration, and
construction management. Both hard and
soft costs are informed by typical costs
for the region and similar project types.
Table 10 provides a description of the
typical unit costs for the Iron Horse
Trail Active Transportation Study,
and the various features associated
with each design element.
Table 10 Unit Costs continues on next page
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Item Unit Unit Cost (w/ soft costs and contingency)
Assumptions
Trail Amenities
Wayfinding MI $20,000 Typical cost for wayfinding design and implementation along trail and at access points including gateway signs and mapboard kiosks.
Lighting MI $890,000 Pedestrian-scale post lights, 30' O.C. spacing
Shade Trees MI $150,000 100' O.C. average spacing, assumed to have closer spacing near amenity areas
Green Infrastructure LF $300 10'-wide bioswale or rain garden
Linear Park LF $400 30'-wide linear park, includes clearing and grubbing,
seating, landscaping, hydration station, shade
structures, and flexible lawn space
Native Plantings LF $100 10'-wide planting strip, no irrigation
Intersections
Overcrossing EA $21,000,000 16'-wide overcrossing, 80ft-long roadway span, 400'-
long ramps from each direction, and railings
Local Intersection EA $60,000 Clearing and grubbing to open up sightlines, trail approach improvement to replace bollard with raised median and planting, pavement widening, and ADA ramps
Collector Intersection EA $60,000 Clearing and grubbing to open up sightlines, trail approach improvement to replace bollard with raised median and planting, pavement widening, and ADA ramps
Arterial Intersection EA $70,000 Clearing and grubbing to open up sightlines, trail approach
improvement to replace bollard with raised median and planting, significant pavement widening, and ADA ramps
Connection from Trail to On-Street Bikeway / Street Access
EA $20,000 Specialty striping, curb cut, ADA ramp, ADA parking, and signage
Trail Crossing Improvements EA $51,000 Benches, asphalt pavement, roundabout, landscape, irrigation, and decorative fence
Access Points
New Residential/Open Space Access EA $24,000 Clearing and grubbing, boulder seating, asphalt paving, landscape, irrigation, and decorative fence
New Commercial/Business Park Access EA $115,000 Clearing and grubbing, benches, plaza paving, landscape, irrigation, and bike racks
New Access to
Adjacent Parking Lot
EA $3,500 Clearing and grubbing, asphalt paving, and signage
New School Access EA $90,000 Clearing and grubbing, benches, plaza paving, landscape, irrigation, school garden, and decorative fence and gate
Existing Access Improvements EA $18,000 Clearing and grubbing, benches, asphalt widening, landscape, irrigation, and decorative fence
Access Channel Crossing EA $2,160,000 12'-wide concrete trail, 250'-long bridge structure (average dimension), and railings
Table 10 Unit Costs continued
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Project Costs
Overall project costs are shown for
improvements required to achieve this
Study's vision and provide a comfortable
user experience. An estimated $80 million
would be required to provide for the identified
trail corridor improvements, trail amenities
such as lighting, wayfinding, shade trees, and
landscaping, intersection improvements, and
access enhancements. The average per mile
cost is approximately $2.5 million, excluding
segment 2 which has a per mile cost of
$18 million because it includes a new grade
separated crossing at Monument Boulevard.
Approximately $30 million of opportunities for
green infrastructure and new and enhanced
linear parks along the study area were also
identified. These improvements could greatly
enhance user experience, recreation, water
quality, and ecology, but are not critical for
achieving the Study vision.These additional
costs are provided as a footnote to Table 11.
Project costs are shown in Table 11 by segment
and summed by jurisdiction, and the top-ranked
projects per jurisdiction are starred for reference.
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Concord
Segment 1 2
Extents Mash through Willow Pass Willow Pass through Monument
Length (mi)2.5 1.5
Per Mile Cost $2,753,200 $18,175,900
Total Cost $6,883,000 $27,263,800
Hard Costs $4,779,900 $18,933,200
Trail Corridor $2,034,490 $1,153,200
Undercrossings & Bridges $442,772 $221,400
Trail Amenities $1,816,932 $1,029,800
Intersections $129,400 $12,000
Intersection overcrossing $0 $15,000,000
Access Points $356,280 $1,516,800
Soft Costs $955,975 $3,786,600
Contingency $1,147,170 $4,544,000
Cost Per Jurisdiction $34,146,800
*Opportunities for $7.1 million of green infrastructure improvements
Pleasant Hill/CCC
Segment 3 4 5
Extents Monument to Las Juntas Las Juntas through Jones Jones through Walden
Length (mi)1.8 0.4 0.5
Per Mile Cost $2,343,200 $2,607,500 $2,474,800
Total Cost $4,217,700 $1,043,000 $1,237,400
Hard Costs $2,928,900 $724,300 $859,300
Trail Corridor $1,507,300 $304,800 $436,600
Undercrossings
& Bridges
$0 $0 $0
Trail Amenities $1,152,900 $233,100 $333,900
Intersections $176,000 $94,000 $76,400
Intersection
overcrossing
$0 $0 $0
Access Points $92,700 $92,400 $12,400
Soft Costs $585,800 $144,900 $171,900
Contingency $703,000 $173,800 $206,200
Cost Per Jurisdiction $6,498,100
*Opportunities for $3.9 million of linear park improvements
Table 11 Planning-Level Cost Estimates by Jurisdiction continues on next page
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Walnut Creek
Segment 6 7
Extents Walden to Ygnacio Valley Ygnacio Valley through Danville/I-680
Length (mi)0.75 1.5
Per Mile Cost $2,132,000 $3,026,700
Total Cost $1,599,000 $4,540,100
Hard Costs $1,110,400 $3,152,900
Trail Corridor $584,800 $1,123,400
Undercrossings & Bridges $0 $900,000
Trail Amenities $447,300 $951,300
Intersections $41,000 $116,000
Intersection overcrossing $0 $0
Access Points $37,300 $62,200
Soft Costs $222,100 $630,600
Contingency $266,500 $756,700
Cost Per Jurisdiction $6,139,100
*Opportunities for $1.6 million of green infrastructure improvements
Table 11 Planning-Level Cost Estimates by Jurisdiction continued
Alamo
Segment 8 9 10
Extents Danville/I-680 to Stone Valley Stone Valley to South Ave South Ave through Wayne
Length (mi)2.5 0.5 1.0
Per Mile Cost $2,914,800 $2,380,800 $2,415,600
Total Cost $6,995,400 $1,190,400 $2,415,600
Hard Costs $4,857,800 $826,700 $1,677,500
Trail Corridor $2,223,900 $418,200 $912,400
Undercrossings
& Bridges
$0 $0 $0
Trail Amenities $2,215,500 $277,200 $604,800
Intersections $246,000 $94,000 $123,000
Intersection
overcrossing
$0 $0 $0
Access Points $172,400 $37,300 $37,300
Soft Costs $971,600 $165,300 $335,500
Contingency $1,165,900 $198,400 $402,600
Cost Per Jurisdiction $10,601,400
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San Ramon
Segment 14 15
Extents Fostoria to Montevideo Montevideo through Alcosta
Length (mi)2.4 1.9
Per Mile Cost $2,301,000 $2,391,300
Total Cost $5,522,400 $4,543,500
Hard Costs $3,835,000 $3,155,300
Trail Corridor $1,927,400 $1,540,300
Undercrossings & Bridges $0 $0
Trail Amenities $1,474,200 $1,375,600
Intersections $128,000 $117,400
Intersection overcrossing $0 $0
Access Points $305,400 $122,000
Soft Costs $767,000 $631,000
Contingency $920,400 $757,300
Cost Per Jurisdiction $10,065,900
*Opportunities for $8.5 million of green infrastructure and linear park improvements
Table 11 Planning-Level Cost Estimates by Jurisdiction continued
Danville
Segment 11 12 13
Extents Wayne through Love Lane Love Lane through
San Ramon Valley
San Ramon Valley
through Fostoria
Length (mi)1.0 0.7 3.0
Per Mile Cost $2,411,400 $2,823,000 $2,561,800
Total Cost $2,411,400 $1,976,100 $7,685,300
Hard Costs $1,674,600 $1,372,300 $5,337,000
Trail Corridor $807,200 $560,100 $2,413,400
Undercrossings
& Bridges
$0 $0 $671,400
Trail Amenities $617,400 $428,400 $1,845,900
Intersections $123,000 $140,000 $210,000
Intersection
overcrossing
$0 $0 $0
Access Points $127,000 $243,800 $196,300
Soft Costs $334,900 $274,500 $1,067,400
Contingency $401,900 $329,400 $1,280,900
Cost Per Jurisdiction $12,072,800
*Opportunities for $10 million of green infrastructure and linear park improvements
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OPERATIONS AND MAINTENANCE (O+M)
To realize the vision set forth in this
Study, the Iron Horse Trail will require a
new approach to governance—one that
provides a new funding stream for trail
operations and maintenance (O+M).
Existing O+M
The existing Iron Horse Trail corridor is owned
by Contra Costa and Alameda Counties
and is maintained by several agencies,
including the East Bay Regional Park District
(EBRPD), the two counties, and some of
the other jurisdictions along the corridor.
The formal agreement between Contra Costa
County and EBRPD is a license agreement,
which outlines the specific areas and tasks that
each entity is responsible for maintaining.
EBRPD is responsible for maintaining the
paved 10-foot wide trail and five feet of the
corridor on either side of the trail, as well as
specific driveway sections, access points,
and other areas along the corridor. EBRPD
manages weed abatement within 5 feet of
the trail and maintains the pavement, gravel
shoulders, gates, signs, fences, and bollards,
among other tasks. The County’s Public Works
Department is responsible for maintaining
the remaining areas of the corridor, except
those managed by other local jurisdictions.
EBRPD’s maintenance funds come from a mix
of sources, including Measure WW, Measure
J, and revenue generated from Community
Facilities Districts (CFDs). The County’s
maintenance funds come from easements and
licenses from private entities and utilities.
An Iron Horse Corridor Management Program
Advisory Committee was authorized in
1997 to assist Contra Costa County in
developing a management program for
the Iron Horse Corridor. The Committee
typically meets four times per year to review
the trail’s financial resources and discuss
current projects along the corridor.
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COST ESTIMATE BENCHMARKING
EBRPD estimates its maintenance costs for
paved trails to be approximately $25,000/
mile/year. In addition to EBRPD maintenance
costs, Contra Costa County typically spends
an average of $115,000 annually on the Iron
Horse Trail corridor for tree trimming, mowing,
and spraying. The maintenance costs (per mile
per year) of other comparable trails are shown
in Table 13. The improvements outlined in this
Study will increase these costs significantly,
closer to that of the American River Parkway,
and will require a new strategy for O+M.
Management Structures
There are several different structures that are
typically used for trails and can be considered
for the Iron Horse Trail. Table 14 identifies
some common management structures used
by trails across the United States, and lists the
pros and cons associated with each type.
Table 13 O+M Cost Estimate Benchmarking
Cost/ mile/year Length (mi)Facility
$10,600 2 Mill Valley to Corte Madera Trail Northern California
$24,000 12 East Bay Greenway Northern California
$29,390 <1 Central Marin Ferry Connector
$7.9 mil 1.45 High Line New York City
$1.13 mil 15 San Antonio River Walk San Antonio, Texas
$256,500 23 American River Parkway
Sacramento, CA
$285,700 3.5 Katy Trail Dallas, TX
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Table 14 Trail Management Structures
Management Structure Pros/Cons
A single governmental organization directly oversees management of path O+M.
+Management structure used for paths managed by a single agency.
-Not conducive to multi-jurisdictional coordination.
A non-profit organization establishes an independent group to coordinate the various
jurisdictions and run O+M.
+Able to draw funding from a larger pool of sources, including
private funding
+More flexibility with program development, advocacy, and communications
-No authority of an elected body or landowner
-No dedicated funding source without assistance from local, state, or federal funding mechanisms
A cooperative agreement may
divide the responsibilities for O+M among multiple agencies.
+Allows for agencies to manage the trail within their jurisdiction, while a non-profit group or authority oversees the project vision through planning, programming, and fundraising
-Potential for inconsistent management throughout corridor
A Joint Powers Authority (JPA),
typically guided by a governing board, is a legal entity that allows two or more public agencies to jointly exercise common powers.
+Allows for one entity to oversee a trail over multiple jurisdictions
+Can pursue donations and grants by establishing a nonprofit
-Cost considerations for establishing and running a new entity (admin, overhead, etc.)
In a commission, governmental
and non-governmental entities are part of a governing board.
+Governmental and non-governmental entities are part of governing board
+Stable funding source from membership fees
+Can pursue donations and grants by establishing a nonprofit
-Membership fees are relative to population and trail length, which may result in unequal distribution across the corridor
A Special District is a public agency created to provide one or more specific services to a community.
+Creates a designated funding stream
+Provides local accountability as board members are elected by the districts’ voters
-Funding requires voter approval
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A NEW MANAGEMENT APPROACH
The existing management structure for
the Iron Horse Trail has been successful in
managing the trail as it exists today, which
involves a narrow paved path and limited
amenities. However, a new strategy will be
needed to ensure there are adequate funds
available to implement and maintain the
proposed projects outlined in Chapter 4.
One consideration would be to formalize
the existing management structure, in
which different entities are responsible for
maintaining different sections of the trail,
by creating a Joint Powers Authority (JPA).
The JPA would be a new separate legal
entity with a shared vision and responsibility
for managing and maintaining the trail.
The creation of a JPA could formalize the
existing partnership between Contra Costa
County, EBRPD, and other entities along the
trail, enabling them to more effectively share
resources and coordinate O+M tasks. It would
also offer an opportunity to bring additional
partners into the governance strategy for
the trail. Each member agency of the JPA
could allocate a portion of their funding to
support the administrative and operating
expenses of the new entity. Potential partners
include Contra Costa and Alameda Counties,
EBRPD, the Contra Costa Transportation
Authority (CCTA), and the cities and other local
jurisdictions along the corridor (see Table 15).
Additional funding resources for O+M could
come through state and federal funding
sources as well as private sources. Local
bond measures may also provide a potential
future funding source for the trail. While bond
measures such as Measure WW have been
successful in funding parks and recreation
projects in Contra Costa County in the past,
they can be challenging to implement because
they must have a majority approval to get on
the ballot, and once there, typically require a
two-thirds approval vote by county voters.
Because the trail is transitioning from a
recreational resource to an active mobility
corridor focused on transportation, new
transportation-related funding may become
available. Additionally, trail-oriented development
could provide funding opportunities through
new taxes, fees, and revenue generated
through programming and other events.
Finally, a nonprofit group such as a "Friends
of the Iron Horse Trail" could be established to
help provide funding for O+M through private
donations. These could include foundation,
corporate, and individual donations. This
nonprofit could help develop the vision of
the trail through programming and events,
coordinate volunteers for maintenance and
restoration tasks, and increase revenue through
fundraising activities. The nonprofit organization
could also pursue state and federal grants.
Table 15 Iron Horse Trail O+M Structure
Existing Partners
Contra Costa County
Alameda County
East Bay Regional Park District (EBRPD)
Potential Additional Partners
Contra Costa Transportation Authority (CCTA)
Local Jurisdictions: Concord, Pleasant Hill, Walnut Creek, Alamo, Danville, San Ramon, Dublin, Pleasanton
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Table 16 O+M Tasks and Cost Estimates
for the Iron Horse Trail
Task Type Suggested Frequency National Averages
Path sweeping and
debris removal
Weekly;
after rain
events
$1,200-
$2,500
Concrete repair (periodic removals)As needed $5,000-$10,000
Re-mark pavement symbols and striping 1-3 years, as needed $250-$1,500
Sign repair/replacement 1-3 years $200-$800
Gates and fencing repair As needed $500-$1,500
Clearing of drainage culverts After storm events $400-$800
Structures maintenance (cyclic)Bi-annually $500-$2,000
Structures maintenance (periodic renewals)
Bi-annually $1,000-$3,500
Lighting maintenance As needed $1,000-$3,000
Site furnishings As needed $800-$2,000
Graffiti removal Immediately $800-$1,500
Restroom maintenance Daily $500-$1,000
Landscaping Weekly $5,000-$8,000
Enforcement and safety Daily Two FTE
Operations and
Maintenance (O+M)
Maintenance activities for the trail may be
routine or remedial, and will vary depending
on the trail configuration, amenities, and
specific context of different locations along
the trail. Areas that have higher demand, such
as those near San Ramon or Walnut Creek,
may require higher levels of maintenance than
those areas that have lower demand. Table 16
provides examples of typical O+M tasks for
trails along with their suggested frequencies.
ROUTINE
Routine maintenance refers to the day-to-
day regimen of litter pick-up, trash and debris
removal, weed and dust control, path sweeping,
vegetation trimming, and other regularly
scheduled activities. Some routine maintenance
may be conducted on a seasonal basis.
REMEDIAL
Remedial maintenance refers to repairing,
replacing, or restoring major components that
have been destroyed, damaged, or significantly
deteriorated from normal usage and old age.
Some items (“minor repairs”) may occur on
a five to ten-year cycle, such as repainting
or replacing signage. Major reconstruction
items will occur over a longer period or after
an event such as a flood. Examples of major
reconstruction include repaving a path surface
or replacing railings and other site elements.
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O+M COST CONSIDERATIONS FOR THE
IRON HORSE TRAIL
By implementing the projects outlined earlier
in this Study, the O+M costs for the corridor
are expected to rise. Enhanced lighting and
amenities would likely result in an additional
need for routine maintenance along the corridor.
Additionally, enhanced or new access points
may require new security measures, which are
not included in the trail's current O+M costs.
Specialty paving at mixing zones, signage
and pavement markings, and the presence
of a wider trail would also require additional
maintenance. A full-time trail coordinator could
help ensure that all O+M needs are addressed in
a timely manner, which would increase the trail's
existing administrative and personnel costs.
O+M AND CAPITAL IMPROVEMENT FUNDING OPPORTUNITIES
There are several potential funding sources
that can be considered for the Iron Horse
Regional Trail capital improvements and O+M
costs. These potential sources are outlined
in the following pages. Local and private
funding sources can potentially be used for
both routine and remedial maintenance, while
grant programs are mainly relevant for major
capital improvement costs. Grant programs
typically cannot be used for maintenance.
LOCAL GOVERNMENT
FUNDING/TAXES/FEES
Local and regional funding opportunities
may take several forms, from government
budget allocation to local fees and taxes.
Specific opportunities may include:
Allocation in Government Budget
General Fund
Local Bond Measures
• Measure J: Contra Costa County's Measure
J program provides funding for pedestrian,
bicycle, and trail facilities as well as local
street maintenance and improvements.
• Measure WW: Measure WW provides funding
to expand regional parks and trails in Contra
Costa County, as well as to preserve local
open space and recreation areas.
Utility Lease Revenue
Enhanced Infrastructure Financing Districts (EIFDs)
• EIFDs were approved by the California Legislature
in 2015 to allow communities to establish specific
districts in which they can collect local property
tax revenues to fund local infrastructure projects.
REGIONAL SOURCES
Bay Area Air Quality Management District
(BAAQMD) Grant Programs
• BAAQMD funds support bicycle facility and
other greenhouse gas reduction projects.
One Bay Area Grants
• Grant program administered by the Metropolitan
Transportation Commission that provides federal
funds for regional transportation priorities. Eligible
projects include local street and road maintenance,
streetscape enhancements, and bicycle and
pedestrian improvements, among others.
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STATE SOURCES
State-administered programs include:
Active Transportation Program (ATP)
• The program consolidates previous existing
state and federal transportation programs,
including the Transportation Alternatives
Program (TAP) and Safe Routes to School
(SRTS) Program into a single program for
improving active transportation facilities
in the state of California. Eligible projects
include improvements to existing bikeways
and walkways which improve mobility,
access, or safety for non-motorized users.
Recreational Trails and Greenways Grant Program
• The California Natural Resources Agency
provides funding for non-motorized
infrastructure development and improvement
projects that promote access to parks,
waterways, and outdoor recreational pursuits.
Parks and Water Bond Act of 2018 (Proposition 68)
• The Per Capita Program, Statewide Park
Program (SPP), and Recreational Infrastructure
Revenue Enhancement (RIRE) Program
provide funding for projects that create or
improve parks and recreation infrastructure.
FEDERAL SOURCES
Grants are one potential source of funding,
typically available on a one time per cycle basis.
Specific federal grant programs may include:
Recreational Trails Program (RTP)
• Annual federal funding program for
recreational trails and trails-related projects.
Eligible applicants include cities, counties,
public agencies, and nonprofit organizations.
The program is administered by the California
Department of Parks and Recreation.
Highway Safety Improvement Program (HSIP)
• HSIP is a data-driven program aimed at
reducing traffic fatalities and injuries on all
public roads. Eligible projects include crossing
treatments, traffic calming projects, and other
bicycle and pedestrian safety improvements.
Rivers, Trails, and Conservation Assistance Program (RTCA)
• A National Park Service program that
supports community-led natural resource
conservation and outdoor recreation projects.
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PRIVATE FUNDING
Private funding may come in the form of
trail-oriented development, advertising
opportunities, individual donations,
crowdfunding, fundraising programming
and events, and corporate sponsorships.
Private Donations
• A nonprofit could solicit individual and
corporate private donations for the trail
through various fundraising activities.
Trail-Oriented Development
• Revenue generated by new development
along the trail could be used for trail
enhancements, operations, and maintenance.
Events and Programming
• The trail may present opportunities for
programming and events at some of its
access points. Revenue generated from
ticket sales, or fees collected from vendors
such as pop-up stores and food trucks,
can potentially be used for trail O+M.
Advertising Revenue
• Advertising opportunities may include
advertisements placed on informational
and wayfinding kiosks, benches and shade
structures, and charging stations for e-bicycles,
scooters, or other personal mobility devices.
Revenue generated from these advertisements
could provide funding for trail O+M.
IN-KIND
Adopt-a-Trail
• Corporate Adopt-a-Trail programs could
potentially provide the trail with resources
for needed maintenance work, such as
keeping it free of litter and other debris. Local
businesses can adopt a section of the trail,
providing them with a sense of ownership and
the opportunity to prominently display their
names. Although this is not a comprehensive
solution to trail maintenance, it serves
as a way to enhance central operations
and provide committed partners with a
way to give back to their communities.
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Table 17 Funding Sources
Source Design & Engineering ROW Acquisition/Construction O+M
Local & Regional Sources
General Fund/Local
Government Allocation
Local Bond Measures
Utility Lease Revenue
EIFDs
One Bay Area Grants
BAAQMD Grants
State Sources
Active Transportation Program (ATP)
Recreational Trails and Greenways Grant Program
Proposition 68
Federal Sources
Recreational Trails Program
Highway Safety Improvement
Program (HSIP)
Rivers, Trails, and Conservation Assistance Program (RTCA)
Private Funding
Private Donations
Trail-Oriented Development
Advertising Revenue
In-Kind
Adopt-a-Trail
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NEXT STEPS
This Study envisions a long-term improvement
strategy for the Iron Horse Trail corridor.
Although most of the proposed improvement
projects will take time to implement, there are
some near term steps that can be taken to move
the vision for the Iron Horse Trail forward.
The most important near term step is to seek
capital improvement funds for priority projects.
The priority projects identified in this Study
can be selected for early implementation in a
number of ways. They can either be bundled
as part of a larger regional effort that sets forth
improvements for the entire corridor, or they
can be included in targeted efforts that prioritize
specific segments or intersections of the corridor.
Additionally, the existing governance structure
for the Iron Horse Trail should be evaluated to
determine if it will be able to adequately manage
the enhanced corridor or if the trail would benefit
from a new strategy. This Study identifies
typical governance structures and funding
mechanisms to consider, which can be used to
help identify an appropriate structure for the trail.
Finally, targeted efforts can be made to promote
new mobility options within the corridor. An
e-scooter pilot program could be implemented
to introduce the devices to the corridor
before any major policy changes are made.
An additional SAV study could be conducted
to develop goals for a pilot program, further
evaluate corridor conditions and needs, and
determine next steps for implementation.
Long term actions for the corridor include
implementing the proposed projects,
developing regional policy recommendations
regarding micromobility devices, and
establishing a SAV pilot program.