Agenda packet — Concord City Council, August 23, 2022 (part 2 of 3)

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Letter of Recommendation 1
Letter of Recommendation 2
Certification or Other
LEED Green Associate
TERMS OF ACCEPTANCE and SIGNATURE
Question applies to multiple boards
I, applicant for a City of Concord Board, Commission or Committee, warrant the truthfulness of the information provided in this application. I certify under penalty of perjury that I am a resident of the City of Concord and meet the eligibility requirements.

Please Agree with the Following Statement
I understand that checking this box constitutes a legal signature confirming that I acknowledge and agree to the above Terms and Acceptance.

I Agree *
Electronic Signature - Please type your First and Last Name Rebekah McMenamin
Rebekah Mcmenamin

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Submit Date: May 24, 2022
First Name Last Name
Email Address
Street Address Suite or Apt
City State Postal Code
Primary Phone Alternate Phone
Employer Job Title Occupation
City of Concord
Profile

HOME ADDRESS
Number of years at above address:
4705 Springwood Way
Number of years in Concord:
40 Number of years in the county:

CA
Number of years at employer:

Employer Address
Which Boards would you like to apply for?
Bicycle and Pedestrian Advisory Committee: Submitted
Richard Lueck
Retired Retired
25 years Newspapers
manager, 33 years Real
Broker/Owner
Richard Lueck

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Question applies to multiple boards
Would you be available for evening meetings?
Yes No
Please identify the type of position you are applying for None Selected
Grade in school for 2019-2021 school year.

Would you like to be contacted about future Board, Committee, or Commission recruitments?
Yes No
Interests and Experience
Question applies to multiple boards
Please state your reason for applying, including qualifications for this position:

To improve Bike safety
Question applies to multiple boards
Considering your experience and activities in business, labor, professional, social, or other organizations, indicate the experience, technical training, and/or skills which qualify you for an appointment on each desired board or commission:

My Corporate experience included responsibility of sales/distribution supervising up to 750 employees and a budget 40 million expenses and 40 million revenue in my department. Real Estate Broker Owner, 30 to 50 agents. Past BOD Salvation Army Community Services, Rotary 28 years Question applies to Bicycle and Pedestrian Advisory Committee Please describe your interest and experience in cycling and other alternative modes of transportation.

In terms of cycling I have been riding the streets of Concord for over a decade 2-3 times a week Education and Training
Richard Lueck

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Upload a Resume
Letter of Recommendation 1
Letter of Recommendation 2
High School
4 years
College
2 years+
Technicial/Vocational Training
In charge of CARES Concord Armature Radio Service
Certification or Other
Armature Radio license Trish Beirne, Edi Birsan, for reference - I don't have a current resume - Haven't needed one since 1977
TERMS OF ACCEPTANCE and SIGNATURE
Question applies to multiple boards
I, applicant for a City of Concord Board, Commission or Committee, warrant the truthfulness of the information provided in this application. I certify under penalty of perjury that I am a resident of the City of Concord and meet the eligibility requirements.

Please Agree with the Following Statement
I understand that checking this box constitutes a legal signature confirming that I acknowledge and agree to the above Terms and Acceptance.

I Agree *
Electronic Signature - Please type your First and Last Name Richard Lueck
Richard Lueck

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Submit Date: Jun 10, 2022
First Name Last Name
Email Address
Street Address Suite or Apt
City State Postal Code
Primary Phone Alternate Phone
Employer Job Title Occupation
City of Concord
Profile

HOME ADDRESS
Number of years at above address:
#30
Number of years in Concord:
10 Number of years in the county:
10 Number of years at employer:

Employer Address
Which Boards would you like to apply for?
Bicycle and Pedestrian Advisory Committee: Submitted
Victor Benedict Tiglao
Johnson for Fairfield Campaign Consultant Campaign Consultant Victor Benedict Tiglao

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N/A
Would you like to be contacted about future Board, Committee, or Commission recruitments?
Yes No
Interests and Experience
Question applies to multiple boards
Please state your reason for applying, including qualifications for this position:

I’m applying for the Bicycle and Pedestrian Advisory Committee to help my city grow into a prosperous, equitable, and clean place I know it can be. By advocating for improved bicycle and pedestrian safety, Concord can maximize its quality of life. As a resident of Concord since I was a freshman in high school, I’ve watched it change. And often, I was a beneficiary of such changes. Whether it was a simple painting of bright green bike lanes or a new stop sign by a previously unprotected pedestrian crosswalk on my street, I greatly benefitted from such safety features instituted by our city government. It’s through these beliefs, lived experience, and practical background that I believe I’m qualified to sit on this committee and continue the work of bettering Concord.

Question applies to multiple boards
Considering your experience and activities in business, labor, professional, social, or other organizations, indicate the experience, technical training, and/or skills which qualify you for an appointment on each desired board or commission:
an undergraduate at UC Berkeley, I studied Urban and Regional Transportation. There, I studied various street designs as well as proposals to the Berkeley City Council. Additionally, working for State Senator Scott Wiener exposed me to state transportation policy. As his legislative intern, I helped write a letter to then Secretary of Transportation Elaine Chao to ask for a continued funding for San Francisco’s Market Street improvements. Lastly, I was previously appointed to the Concord City Council’s Blue Ribbon Committee from 2018 to 2019. During my term, I advised our city leaders about the future of education, and together we created a plan to build an institution of higher education at the Concord Naval Weapons Station in the next 30 years. My academic and government background in transportation policy and urban planning have prepared me to fully participate and meaningfully contribute to the Bicycle and Pedestrian Advisory Committee.

Victor Benedict Tiglao

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Upload a Resume
Letter of Recommendation 1
Letter of Recommendation 2
Question applies to Bicycle and Pedestrian Advisory Committee Please describe your interest and experience in cycling and other alternative modes of transportation.

Early on, my high school years were shaped by public transportation and walkability. My sisters and I would take a 20-minute walk to our bus route to College Park High School, and back again. Though I was grateful there was a rather simple way for us to get to school, I also became aware of the improvements needed to secure our streets for pedestrians. Continuing on a student at UC Berkeley, I often rode bikes to class. The existing infrastructure of bicycle rentals, public racks, and protected bike lanes were inviting to a new cyclist like me. Returning home after college and comparing such differing infrastructures became a turning point for me to begin advocating for changes. My interest in alternative modes of transportation was born out of necessity, and now, it’s become my mission to implement a multimodal system of transportation for a more equitable society and a better planet.

Education and Training
High School
College Park High School, Pleasant Hill, CA — Class of 2016 College
Diablo Valley College — Class of 2019 UC Berkeley — Class of 2021 Technicial/Vocational Training
Certification or Other
TERMS OF ACCEPTANCE and SIGNATURE
Victor Benedict Tiglao

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Question applies to multiple boards
I, applicant for a City of Concord Board, Commission or Committee, warrant the truthfulness of the information provided in this application. I certify under penalty of perjury that I am a resident of the City of Concord and meet the eligibility requirements.

Please Agree with the Following Statement
I understand that checking this box constitutes a legal signature confirming that I acknowledge and agree to the above Terms and Acceptance.

I Agree *
Electronic Signature - Please type your First and Last Name Victor Benedict Tiglao
Victor Benedict Tiglao

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Staff Report
Date: August 23, 2022
To: City Council
From: Valerie J. Barone, City Manager
Reviewed by: William Tarbox, Director of Public Works
Prepared by: Abhishek Parikh, Deputy Public Works Director-Transportation [email protected]
(925) 671-3129
Subject: Considering approval of a Task Order for Professional Services under the approved Master Services Agreement with Advanced Mobility Group (AMG) associated with Engineering Staff Augmentation Services for the Transportation Division for a task order amount not to exceed $125,000 through June 30, 2023 and authorizing the City Manager to execute the Agreement in a form acceptable to the City Attorney.

CEQA: Not a project under Public Resources Code Section 21065 and CEQA Guidelines Section 15378.

Report in Brief
Staff is recommending approval of a task order with the Advanced Mobility Group (AMG), under their existing Master Service Agreement (MSA), to provide staff augmentation services for the Transportation Division until June 30, 2023, for a contract amount not to exceed $125,000. AMG will perform the following transportation engineering tasks, as assigned by the City, as part of this task order:
 Engineering staff augmentation support
 Engineering services for citizen requests
 CIP project review
 Traffic operations support
 Traffic safety review

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City Council Agenda Report
Agenda Item No. 6.i
August 23, 2022
 Advanced technology implementation support
 Transportation grant application support services.

Recommended Action
Approve a Task Order for Professional Services under the approved Master Services Agreement with Advanced Mobility Group (AMG) associated with Engineering Staff Augmentation Services for the Transportation Division for a task order amount of not to exceed $125,000, through June 30, 2023; and authorizing the City Manager to execute the Agreement in a form acceptable to the City Attorney.

Background
In January 2021, City Council approved a Master Services Agreement (MSA) with the Advanced Mobility Group (AMG) for up to $250,000 a year, through September 30, 2023, for work directly related to the provision of transportation engineering and planning services. Work is assigned under the MSA through Task Orders. Task Orders over $75,000 require Council approval.

ANALYSIS
For the past four years, the City’s Transportation Division has been actively relying on AMG to provide transportation engineering services in a timely manner, and to meet the day-to-day transportation service needs. AMG has assisted the transportation staff in preparing multiple successful grant applications. Additionally, AMG staff has been assisting the city staff with the following tasks:
 Reviewing residents’ request and preparing technical analysis as directed.  Review Traffic Control Plans for City’s Capital Improvement Projects as well as utility construction projects
 Review design plans for City projects, including complete streets and bike lane projects.
 Field inspection of signing and striping and traffic signals for construction projects.
 Peer review of traffic impact studies, signal timings, and traffic operations studies
 Field review of sight distance and signal performance.  Provide design review of fiber optic plans.
 Review and update signal timings for intersections and update timing through City’s ATMS software
 Prepare grant applications including IDEA, HSIP, RAISE, PASS, OBAG, and other grants for the City.

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City Council Agenda Report
Agenda Item No. 6.i
August 23, 2022
 Conduct capacity analysis along congested corridors
 Prepare technology report and documents.
 Prepare Request for Proposal and conduct technical review of proposal submitted by vendors.
 Provide technical and program management support for IDEA grant and coordinating with MTC and CCTA
 Prepare the City’s Connected City Master Plan
 Develop and review the fiber optic master plan for the City In order to continue providing these services and manage heavy workloads within the Transportation Division, staff recommends AMG continue to provide day-to-day transportation engineering services to the City.

Financial Impact
The project will be funded through the Transportation Division’s operating budget ($125,000).

Public Contact
The City Council Agenda was posted.

Attachment

1. Task Order #5 with Advanced Mobility Group with Exhibit A, Scope of Work/Rates for Engineering Staff Augmentation Services Page 3 of 10

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28 TASK ORDER
TASK ORDER NO: 5
PROJECT NAME: Transportation On Call Support Services
RELATED TO MASTER AGREEMENT WITH: AMG, MA #5827
This Task Order is made and entered into this 23rd day of August 2022, the City of Concord, hereinafter referred to as CITY, and AMG hereinafter referred to as CONSULTANT.

Whereas, the parties hereto entered into a Master Agreement dated March 2, 2021, for a not-to-exceed total amount of $250,000 per fiscal year from the effective date of March 2, 2021 through September 30, 2023, to provide professional services as needed; and Whereas, CITY desires CONSULTANT to perform certain tasks as hereinafter described for:
 Engineering staff augmentation support
 Engineering Services for Citizen Request
 CIP project review
 Fiber Optics engineering support and design review
 Advanced Technology implementation support
 Transportation Grant Monitoring and Application Support Services.

Now, therefore, in consideration of the mutual promises, covenants, and conditions set forth herein, the parties agree as follows:

SECTION 1 - SCOPE OF SERVICES
CONSULTANT will provide Professional Traffic Engineering/Planning Services per Exhibit A, a proposal from CONSULTANT dated July 18, 2022, attached hereto and made a part hereof.

SECTION 2 – STAFFING AND ORGANIZATION
CONSULTANT will provide staff technically appropriate for this project.

SECTION 3 - COMPENSATION
CONSULTANT shall be compensated on a time-and-materials basis for basic services not to exceed $125,000 as rendered under Section 1 of this Agreement. Compensation shall be in accordance with the terms and conditions indicated therein.

CONSULTANT may submit monthly statements for basic and additional services rendered. It Attachment 1

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28 is intended that payments to CONSULTANT will be made by CITY within thirty (30) days of receipt of invoice.

SECTION 4 – TASK ORDER SUMMARY
In Witness whereof, the parties have executed this Task Order No. 5 the day and year written above.

AMG CITY OF CONCORD
By: ____________________________________ By: ____________________________________ Name: Joy Bhattacharya
Title: Vice President
Email:
[email protected]
Name: Valerie J. Barone
Title: City Manager
APPROVED AS TO FORM:
____________________________
ATTEST:
_______________________________________
City Attorney City Clerk
FINANCE DIRECTOR'S CERTIFICATION:

Concord, California
Date: _______________________, 2022

I HEREBY CERTIFY THAT ADEQUATE FUNDS EXIST OR WILL BE RECEIVED DURING THE CURRENT FISCAL YEAR 2021/22 TO PAY ANTICIPATED EXPENSES TO BE INCURRED PURSUANT TO THIS CONTRACT TO THE SUM OF UP TO $125,000.

ACCOUNT CODE: 5310-100-63800-500 ($125,000)
__________________________________

FINANCE DIRECTOR'S SIGNATURE
Task Order
No.

Date
Approved
Purchase
Order
No.
$ Amount
Fiscal Year
2021-22
$ Amount
Fiscal Year
2022-23
Account Code
1 9/24/2021 TBD $29,800 4029500C999-74500
4022576213-74500
2 12/2/2021 18806 $75,000 5310-100-63800-500
3 12/2/2021 18806 $75,000 5310-100-63800-500
4 06/13/2022 19160 $50,000 5310-100-63800-500
5 TBD TBD TBD $125,000 5310-100-63800-500
Grand total, all task orders including this task
order #5
$229,800 $125,000
Master Agreement dated 3/2/2021, term
through 9/30/2023
$250,000
per fiscal year
$250,000
per fiscal year

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28 EXHIBIT A

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Advanced Mobility Group | 3003 Oak Road, Suite 100, Walnut Creek, Ca. 94597 | www.amobility.com
Redefining Mobility.

July 18, 2022
Attention: Abhishek Parikh, PE
Transportation Manager
City of Concord
Dear Mr. Parikh,
Subject: Engineering Staff Augmentation Services
This letter details the professional services that Advanced Mobility Group (AMG) will provide in timely and efficient manner to assist the City of Concord with staff augmentation and traffic engineering project delivery. We have put together a strong project management and project delivery team with Joy Bhattacharya as the Project Manager and the point of contact for the City of Concord. We will evolve as tasks and projects are assigned, so that each is staffed appropriately and is aligned for success.

AMG staff have provided on-call professional services on contracts throughout northern California, with 100+ task orders for city, county, state, and federal agencies. Our team has managed a variety of project types, overseen multiple projects simultaneously, and worked within parallel schedules to deliver successful results on time and within budget. This level of experience managing on-call contracts will ensure that there is no learning curve concerning the management of tasks, scheduling, budgets, and most importantly, the provision of capable staff resources.

AMG staff have experience not only within the Bay Area, but with all project types that the City of Concord is currently working on or will be managing as part of CCTA’s future funding program. Our extensive experience in traffic engineering, public outreach, bicycle planning and design, transit planning, Transportation Demand Management (TDM), travel demand modeling, traffic analysis/ simulation modeling, traffic calming, traffic impact studies, strategizing solutions, and project planning and design make us a well-suited partner, committed to extending this service to your community.

Exhibit A

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SCOPE OF SERVICES
The Engineering Services will include but not limited to:

TCP and Fiber Design Review
 AMG staff has completed multiple Traffic Control Plans (TCP) and have reviewed them on City’s behalf. AMG staff will continue reviewing TCPs submitted prior to any project requiring lane closures.
 AMG staff would assist the city in reviewing the fiber optic design plans. The review would include reviewing the design principles, reviewing the fiber optic schematic diagrams, specifications, and cost estimates.
 AMG staff would ensure that the fiber plans and TCPs are prepared in accordance to the City’s requirements and meet all City standards.

Signal Timing/ATMS.now & Traffic Operations
 AMG staff will assist with developing signal timing plans and update for the City, including the signal operations updates for the City, which operates on ATMS.now.

AMG staff are conversant with ATMS.now and currently assisting City of Dublin in regular operations of their system.
 AMG staff will act as the liaison between Western Pacific Signals and the City to resolve any issues with the signal timing system. AMG staff has implemented ATMS.now timings and adaptive systems for multiple cities and have good working relationship with Trafficware.
 Prepare and/or review traffic signal timing plans as needed.  Assist City staff to implement slight modifications to signal timing citywide to adjust to the changes in traffic patterns.

Advanced Technology Implementation Support
 City of Concord is planning on implementing advanced technologies that would benefit the residents, which include parking guidance system, video analytics system, etc.

AMG staff would work closely with City staff to assist in the deployment of advanced technologies for the City.
 AMG will prepare the functional requirements for the advanced technology projects and prepare the Request for Proposals (RFP) for the implementation of the projects.  AMG will assist in systems integration of the advantaged technology system and work closely with the selected vendor to implement that project.  AMG has the capability across the entire spectrum of technology development, acquisition, and long-term support.

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Safey Design and Study Review
 AMG staff have completed multiple complete streets and safety improvement projects, including completing the studies and preparing the design plans for Complete Street implementation and neighborhood traffic management plans.  AMG staff have performed and can assist in preparing and reviewing a thorough and comprehensive study of practical solutions to improve neighborhood livability by reducing traffic volumes, speeds, and cut-through traffic through residential neighborhood, implement road-diet strategies to improve quality of life and enhance safety along study corridors.
 AMG staff will assist in reviewing safety design plans, including traffic signal upgrade projects, which includes the upgrade of signal equipment and implementing Leading Pedestrian Intervals (LPI) at selected signalized intersections.  Review pedestrian/bicycle plans prepared for the City to ensure that plans meet the City standards.

Traffic Impact Study Review
 Oversee traffic impacts studies conducted for the City of Concord to establish consistency with City’s Traffic Impact Study guidelines and City’s latest General Plan update.
 Prepare and/or review Traffic Impact Studies.
 Review private development applications and coordinate with other departments or agencies to ensure the proposed designs of private development projects are compatible and consistent with City standards and regulations and State and Federal laws.
 Interact with private developers, engineers, other departments and public agencies and private utility companies on matters related to development processing.

BUDGET
AMG will bill on a time and material basis for a not to exceed budget of $125,000. The cost breakdown based on the estimated effort is included in Table 1.

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Table 1 – Project Budget
Staff Time and CostStaff Bill Rate Hours Cost
Joy Bhattacharya $240 70 $16,800
Chris Higbee $130 200 $26,000
Shruti Shrivastava $130 80 $10,400
Vasavi Pannala $185 128 $23,600
Kasra Behbahani $165 74 $12,200
Ryan S $100 200 $20,000
Rose Clement $100 160 $16,000
Total 1,823 $125,000
AMG is excited to continue supporting the City of Concord transportation division to deliver project in a timely and efficient way.

Please feel free to contact me if you have any questions or need further clarification.

Regards,
Joy Bhattacharya, PE, PTOE
Vice President, Advanced Mobility Group
415-688-0024
[email protected]

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Staff Report
Date: August 23, 2022
To: City Council
From: Valerie J. Barone, City Manager
Reviewed by: Kevin Marstall, PE, Director of Community Development Bruce Davis, PE, Interim City Engineer
Bernard Enrile, PE, CIP Manager
Prepared by: Aldrich Bautista, PE, Associate Civil Engineer [email protected]
(925) 671-3028
Subject: Considering adoption of a Resolution approving a right of way easement for the property at 3603 Willow Pass Road for the Willow Pass Repaving and Willow Pass Safe Route to Transit Improvement project, Project No. 2449; authorizing the City Manager to accept the easement and execute any documents necessary or desirable to effect the easement acquisitions, subject to approval of the City Attorne; and authorizing payment of the agreed compensation to the property owners in the amount of $6,500. (Measure V, Measure J, and OBAG grant funds)
NEPA/CEQA: Exclusion pursuant to NEPA Guidelines Section 23 CFR 771.117(c)(3) and exempt pursuant to CEQA Guidelines Sections 15301, 15302, 15304, and/or 15061(b)(3).

Report in Brief
The Willow Pass Repaving Safe Route to Transit (SR2T) Improvement project (Project No. 2449) is the combination of three separate capital projects: the Willow Pass Repaving Project, the Willow Pass Safe Route to Transit Project; and pedestrian improvements at Ashdale Drive. The Willow Pass Repaving project will rehabilitate existing deteriorated asphalt pavement between Galindo Street and San Vincente Drive.

The Willow Pass Safe Route to Transit project will address several sidewalk gap closures and driveway modifications to achieve Americans with Disability Act (ADA)

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City Council Agenda Report
Agenda Item No. 6.j
August 23, 2022
compliance. The project will also include pedestrian improvements on Ashdale Drive, which includes installation of Rectangular Rapid Flashing Beacons (RRFB) and a Class IV cycle track from Parkside Drive to Landana Drive
The work requires obtaining a right of way easement outside the City’s right-of-way (ROW) to provide pedestrian and utility access. Staff used its designer’s ROW consultant, Associate Right of Way Services, Inc. to execute this process for a 130 square foot easement at the Northeast corner of the property located at 3603 Willow Pass Road. The City Manager is required to accept the signed easements, following City Council adoption of the appropriate Resolution.

Recommended Action
Adopt a Resolution approving a right of way easement for the property at 3603 Willow Pass Road for the Willow Pass Repaving and Willow Pass Safe Route to Transit Improvement project, Project No. 2449; and authorize the City Manager to accept the property, execute any documents necessary or desirable to effect the property acquisition, subject to approval of the City Attorney; and authorizing payment of the agreed compensation to the property owners in the amount of $6,5000.

Background
At its May 8, 2018 meeting, the City Council adopted Resolution 17- 49 to approve the Willow Pass Repaving and Willow Pass Safe Route to Transit Improvement project (Project No. 2449). The resolution allowed for the receipt of approximately $4.38 million in federal OBAG 2 funds and $1.0 Million in regional Measure J funds for the Repaving portion of the project; and $0.88 Million in regional Measure J funds for the Safe Route to Transit portion of the project. The scope for each portion of the project is described below.

The original project scope is a combination of three projects as follows:
 The Willow Pass Repaving Project will rehabilitate the pavement and repair damaged sidewalk, curb and gutter between Galindo Street and San Vincente Drive (approximately 1.8 miles). Additionally, it will replace existing non-ADA compliant accessible curb ramps to meet current ADA standards. Moreover, numerous driveways will be reconstructed to meet ADA standards and a pedestrian signal beacon and associated crosswalk will be relocated from its current location; approximately 50 feet to the north, to San Vicente Drive to provide improved access for pedestrians.
 The Willow Pass Safe Route to Transit (SR2T) Improvement Project consists of pedestrian improvements to Willow Pass Road including several sidewalk gap closures from St. Phillip Court to Clayton Way, as well as between Granada Drive and San Vicente Drive. Additionally, several driveway reconstructions to achieve ADA compliance and improve pedestrian safety are included.

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City Council Agenda Report
Agenda Item No. 6.j
August 23, 2022
 The Transportation Division procured an additional $150,000 of SR2T funds to include pedestrian improvements at Ashdale Drive. The project includes the installation of Rectangular Rapid Flashing Beacons (RRFB) on Willow Pass Road. A bid alternative will be considered to extend the paving work from San Vincente Drive to Ashdale Drive, should project funding be adequate. With the inclusion of this project, the total project length is 2.0 miles These three projects were combined due to their proximity to achieve economy of scale in design work and construction (Attachment 1).

On October 23, 2018, City Council approved a Professional Services Agreement with Harris and Associates, Inc. (Harris) to provide design and related services for the original project. The original project included: The Willow Pass Repaving Project, from Galindo Street to Landana Drive, and the Willow Pass SR2T Project, with pedestrian improvements consisting of sidewalk gap closures, driveway reconstructions, and improved pedestrian safety. Design for the project began in November 2018.

A Field Review meeting with the California Department of Transportation (Caltrans) was held on June 21, 2019, to discuss design considerations. Caltrans provided guidance on required documentation for environmental and right of way review.

An Open House was held at the Concord Civic Center on June 26, 2019. Notice was sent to community members who lived within 300 feet of the project and the meeting was posted online. Only one member of the public attended the meeting and shared their comment regarding drainage fronting their property. Their comment has been incorporated in the design. One email was received in support of separated bicycle facilities along Willow Pass Road.

The preliminary design was also presented to the Bicycle and Pedestrian Advisory Committee (BPAC) on July 10, 2019, to review and to provide input regarding the design of the proposed bicycle and pedestrian improvements and for conformity with the City’s Bicycle, Pedestrian and Safe Routes to Transit Plan, adopted in September 2016.

BPAC was supportive of the project and found the project conformed to the 2016 Plan.

Concurrently during the project design, the City’s Transportation Division initiated a Complete Streets Feasibility Study on Willow Pass Road from Market Street to Landana Drive. Public workshops and various stakeholder meetings were held and was also presented to BPAC on July 10, 2019. BPAC commented that elements of the complete streets study may be incorporated to Project No. 2449.

On January 14, 2020, the City Council considered and adopted the Complete Streets Feasibility Study for Willow Pass Road, which recommended a Class IV cycle track from Parkside Drive to Landana Drive. A Class IV cycle track is a separated bikeway

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City Council Agenda Report
Agenda Item No. 6.j
August 23, 2022
designed for the exclusive use of bicycles, and includes a separation required between the bikeway and adjacent vehicular traffic.

To add cycle track and complete the design, City Council on February 23, 2021 approved of an amendment to Professional Services Agreement with the designer. The amendment included surveying, utility location, and right of way acquisition work.

To fund construction of the cycle track and related improvement City Council on June 8, 2021, added $3,300,000 of Measure V to the project via the Two-Year CIP Mid-Cycle Update.

On September 8, 2021, a virtual public meeting was held to present the updated project scope of work and construction impacts to residents in the project area. A dozen members of the public attended the meeting. The public was supportive of the project and made various suggestions. Staff has incorporate some of the suggestions in consideration of grant funding restrictions and site limitations to the extent possible.

Public suggestion that were outside of the project limitations were advanced to Transportation for future grant considerations.

The revised design was presented to the Bicycle and Pedestrian Advisory Committee (BPAC) on September 8, 2021, to review and to provide input regarding inclusion of cycle track, the design of the proposed bicycle and pedestrian improvements and for conformity with the City’s Bicycle, Pedestrian and Safe Routes to Transit Plan. BPAC was supportive of the project, made suggestions, and found the project conformed to the 2016 Plan. Their recommendations are to be included in the final design.

Analysis
In order to complete this project a small additional right-of-way easement is required.

Staff used Harris’ ROW sub-consultant, Associate Right of Way Services, Inc. of Pleasant Hill (“ARWS”), to perform valuation for the property in question. The total compensation would be $6,500 to Lidia Solomon for a 130 square foot right of way easement on 3603 Willow Pass Road (APN 114-192-017). (See the star on the map of Attachment 1)
ARWS has concluded negotiations with the owner and obtained her signatures on all relevant documents. The proposed Resolution (Attachment 2) authorizes the City Manager to execute the easement on behalf of the City. The owner-executed documents are comprised of the Right of Way and Utility Easement Agreement, see Attachment 3.

This will be followed by advertising for construction bids and award of construction contracts for the project. The project is anticipated to be bid in fall 2022 and begin construction in spring of 2023.

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City Council Agenda Report
Agenda Item No. 6.j
August 23, 2022
Financial Impact
The project budget consists of Measure V, Measure J, and OBAG grant funds. Based on the estimated amount of the offer, sufficient funds exist in the current budget to fully fund the easement acquisition cost.

Environmental Determination
Caltrans issued a National Environmental Policy Act (NEPA) Categorical Exclusion determination on August 13, 2021 in accordance with NEPA Guidelines Section 23 CFR 771.117(c)(3) as the project would modernize the roadway by rehabilitation and reconstruction.

The project is categorically exempt from the requirement for preparation of an environmental document as provided for in CEQA Guidelines Sections 15301 – Existing Facilities, 15302 – Replacement and Reconstruction, and 15304 Minor Alteration to Land because, among other things, it involves minor alterations to existing streets, and construction and location of limited numbers of new small facilities or structures, all as further detailed in this staff report and attachments hereto.

In addition, the project is categorically exempt from the requirement for preparation of an environmental document pursuant to CEQA 15061(b)(3) – Common Sense Exemption, in that the proposal has no potential for causing significant environmental effect.

Public Contact
The City Council Agenda was posted.

Attachments

1. Vicinity Map

2. Resolution Approving Right-of-Way Easement

3. Right-of-Way Agreement for 3603 Willow Pass Road

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Attachment 1
Location Map

Willow Pass Repaving Safe Route to Transit Improvement project Project No. 2449
Right of Way Easement
Acquisition at 3603
Willow Pass Road

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Res. No. 22-54 1

BEFORE THE CITY COUNCIL OF THE CITY OF CONCORD

COUNTY OF CONTRA COSTA, STATE OF CALIFORNIA

A RESOLUTION APPROVING A RIGHT OF WAY
EASEMENT FOR THE PROPERTY AT 3603

WILLOW PASS ROAD FOR THE WILLOW PASS

REPAVING AND WILLOW PASS SAFE ROUTE

TO TRANSIT IMPROVEMENT PROJECT,
PROJECT NO. 2449, AUTHORIZING THE CITY

MANAGER TO ACCEPT THE EASEMENTS AND

EXECUTE ANY DOCUMENTS NECESSARY OR

DESIRABLE TO EFFECT THE EASEMENT

ACQUISITION, SUBJECT TO APPROVAL OF
THE CITY ATTORNEY; AND AUTHORIZE

PAYMENT OF THE AGREED COMPENSATION

TO THE PROPERTY OWNERS IN THE AMOUNT
OF $6,500
Resolution No. 22-54
/
WHEREAS, there has been presented to the City Council of the City of Concord at its regular meeting of August 23, 2022; an easement for property located at 3603 Willow Pass Road; and WHEREAS, on August 23, 2022, the Council, after consideration thereof, moved to approve the recommendation of staff and adopt Resolution No. 22-54.

NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF CONCORD DOES RESOLVE AS FOLLOWS:

Section 1. The City Council hereby approves the right of way easement for the property at 3603 Willow Pass Road for the Willow Pass Repaving and Willow Pass Safe Route to Transit Improvement project, Project No. 2449.

Section 2. The City Manager is authorized to accept the right of way easement for Lidia Solomon, located at 3603 Willow Pass Road, attached hereto as Exhibit 1 execute any documents necessary or desirable to effect the easement acquisition, subject to approval of the City Attorney.

Section 3. The City Council authorizes payment of the agreed compensation to the property owners in the amount of $6,500.

Section 4. This resolution shall become effective immediately upon its passage and adoption. //
//

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Res. No. 22-54 2
//
//
PASSED AND ADOPTED by the City Council of the City of Concord on August 23, 2022, by the following vote:

AYES: Councilmembers - E. Birsan, L. Hoffmeister, T. McGallian, C. Obringer, D. Aliano NOES: Councilmembers - None
ABSTAIN: Councilmembers - None
ABSENT: Councilmembers - None
I HEREBY CERTIFY that the foregoing Resolution No. 22-54 was duly and regularly adopted at a regular meeting of the City Council of the City of Concord on August 23, 2022.

Joelle Fockler, MMC
City Clerk
APPROVED AS TO FORM:

Susanne Meyer Brown
City Attorney
Attachment: Exhibit 1 – Right of Way Easement Agreement

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SF #4832-0906-7339 v1
APN: 147-192-017 (portion of)
Project: Willow Pass Safe Route to Transit
Improvement, Project No. 2449

RECORDIN

G REQUESTED BY
AND WHEN RECORDED MAIL TO:

Joelle F
ockler
The City of Concord
City Clerk
1950 Parkside Drive, MS-03
Concord, CA 94519
Docume
ntary Transfer Tax: $NONE
Exempt from Recording Fees
Pursuant to Government Code Sections 6103
and 27383
(Space Above This Line for Recorder’s Use Only)

RIGHT OF WAY EASEMENT AGREEMENT
This RIGHT OF WAY EASEMENT AGREEMENT (the “Easement Agreement”) is entered into this ______ day of _________, 2022, by and between LIDIA SOLOMON, SUCCESSOR TRUSTEE OF THE SOLOMON FAMILY TRUST dated July 5, 2012 (“Grantor”) and the CITY OF CONCORD, a political subdivision of California (“Grantee” or “City
”). Grantor and Grantee may each be referred to as a “Party” and collectively as the “Parties
.”

RECITALS
A. Grantor is the sole owner of that certain real property in the City of Concord, Cont
ra Costa County, State of California, described in Schedule I attached hereto (the “Gr antor Property”).

B. Grantor is willing to grant to Grantee and Grantee is willing to ac cept a permanent non-e
xclusive easement over those certain portions of the Gr ant or Property more particularly described in the legal description and depicted on the drawing attached hereto as Exhibit A and Exhibit B, respectively (the “Easement Area”), for the purpose of sidewalk rea lignment and si
dewalk use on the terms and conditions as provided herein.

NOW, THEREFORE, for valuable consideration, the receipt and sufficiency of which is hereby acknowledged, Grantor and Grantee hereby agree as follows:

1. Grant of Easement. Grantor hereby grants to Grantee and its successor and assigns a pe
rmanent non-exc lusive easement (“Easement”), on, over, across, under, and along the Attachment 3

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SF #4832-0906-7339 v1
Easement Area, together with all necessary and convenient means of ingress and egress, for use as a sidewalk easement. Grantee, or its designee shall have the right, but not the obligation, within the Easement Area, to layout, mark, develop, construct, pave and maintain a sidewalk; to make minor topographical changes to the Easement Area for the necessity and convenience of locating the sidewalk within the Easement Area; and to manage vegetation through selective planting, pruning, or removal of trees and shrubs or exotic and nuisance plant species, in order to maintain the sidewalk.

2. Term of Easement Agreement. This Easement Agreement shall remain in full force and effect in perpetuity, unless terminated or modified by the Parties.

3. Grantor Restrictions. U nless otherwise permitted by Grantee, no buildings or other structures shall be erected within the Easement Area. No activity shall be undertaken or allowed nor shall any right of passage be permitted across the Easement Area that will interfere in any manner with the use of the Easement Area as a sidewalk, including but not limited to commercial and industrial activities; dumping of trash, garbage, compost, landscape pruning or other unsightly or Hazardous Materials within the Easement Area; unauthorized planting of plants or plant material or the planting of vegetable or other such gardens or landscape within the Easement Area; filling, excavating, mining or drilling, of any kind, nor any change in the topography of the land in any manner within the Easement Area. .

4. Hazardous Materials. For purposes of this Section 4, the following terms shall have the
meanings hereinafter set forth:

4.1 “Hazardous Materials” shall include all solid, liquid or gaseous materials defined or regulated currently or in the future as hazardous materials or wastes under any federal statute or regulation or any state or local law, regulation or ordinance and shall further include all other substances defined or regulated currently or in the future as pollutants or contaminants, including without limitation asbestos or asbestos-containing materials, polychlorinated biphenyls, petroleum or petroleum products or byproducts, flammable explosives, radioactive materials, paint containing more than one-half percent (0.5%) lead by dryweight, infectious substances or raw materials which include hazardous constituents, or as hazardous, toxic, harmful, ignitable, reactive, corrosive, infectious, or radioactive substances under any federal statute or regulation or any state or local law, regulation or ordinance, all as amended from time to time.

4.2 “Hazardous Materials Activities” shall mean the use, generation, storage escape, disposal or release of Hazardous Materials on, under or about, or the transportation of Hazardous Materials to or from, the Easement Area.

4.3 Prohibition on Hazardous Materials Activities. G
rantor shall not cause or permit
any Hazardous Materials Activities to be conducted on, under or about the Easement Area.

Additionally, Grantor shall not cause or permit any Hazardous Materials to be released or disposed of on, under or about the Easement Area in violation of applicable law. In the event that Grantor becomes aware of a release or discharge of any Hazardous Material on, under or about the Easement Area, Grantor shall immediately notify Grantee.

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SF #4832-0906-7339 v1

4.4 Underground Storage Tanks. To the best of Grantor’s knowledge, there are no underground storage tanks, as defined in 42 U.S.C. §6991(10) (“Underground Storage Tanks”), in, on, under or about the Grantor’s Property.

4.5 Indemnity. Gra ntor shall indemnify, defend, protect and hold Grantee and its employees, officers, directors, members, successors and assigns (collectively, the “Indemnities”) harmless for, from and against any and all damages, liabilities, losses, actions, claims, costs and expenses (including without limitation reasonable attorneys’ fees), judgments, proceedings and causes of action, arising out of or in any way connected with the use of the Easement Area by Grantor, or any of its contractors, employees, agents, representatives or invitees, including without limitation the costs to repair any damage to the Easement Area caused by the Grantor, or any of its contractors, employees, agents, representatives or invitees, and the costs of any required repair, cleanup, detoxification or removal of any Hazardous Materials and/or any Underground Storage Tanks, except to the extent such damage or loss arises from the negligent or willful act or omission of any of the Indemnities, or any of their contractors, agents, employees, representatives or invitees.

5. Enforcement of Agreement. The Parties shall have the r ight to legally enforce this
Easement Agreement and the covenants, conditions and restrictions set forth herein, by whatever action or actions are legally available, including, without limitation, enjoining any violation or threatened violation hereof.

6. Amendments. This Easement A greement may not be modified, amended or terminated except by execution and recording of a written instrument signed by both the Grantee and Grantor.

7. Recordation and Binding on Successors. This Easement A greement shall be recorded in
the Recorder’s Office in the County of Contra Costa. All of the terms, covenants, conditions, and obligations set forth in this Easement Agreement shall inure to the benefit of and bind the Grantee and Grantor, and their respective personal representatives, heirs, successors, transferees and assigns, and shall continue as a servitude running in perpetuity with the Grantor’s Property.

8. Severability. I f any provision or specific application of this Easement Agreement is found to be invalid by a court of competent jurisdiction, the remaining provisions or specific applications of this Easement Agreement shall remain valid and binding.

9. Governing Law. Thi
s Easement Agreement shall be governed by and construed under the laws of the State of California, without reference to its choice of laws principles.

10. Exhibits and Recitals. Al l exhibits and recitals referenced herein are incorporated into this Easement Agreement as though set forth in full.

11. Entire Agreement. This Easement Agreement contains the entire agreement between the Parties relating to the rights and the obligations herein. [Signatures on next page]

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SF #4832-0906-7339 v1
IN WITNESS WHEREOF, the Parties have executed this Easement Agreement as of the day and year first written above.

GRANTOR:

LIDIA SOLOMON, SUCCESSOR

TRUSTEE OF THE SOLOMON FAMILY
TRUST DATED JULY 5, 2012
By:

Lidia Solomon, Successor Trustee
[Signature
must be notarized]
GRANTEE:

THE CITY OF CONCORD, a political
subdivision of California
By:

Valerie J. Barone
City Manager
[Signature must be notarized]
ATTEST:

City Clerk
APPROVED AS TO FORM:

City Attorney

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SF #4832-0906-7339 v1

ACKNOWLEDGMENTS
A notary public or other officer completing this certificate verifies only the identity of the individual who signed the document to which this certificate is attached, and not the truthfulness, accuracy, or validity of that document. )
)
, Not ary Public, personally

STATE OF CALIFORNIA

COUNTY OF
On ____________ __, 2022 before me,
appeared , who proved to me on the basis of satisfactory evidence to be the person(s) whose name(s) is/are subscribed to the within instrument and acknowledged to me that he/she/they executed the same in his/her/their authorized capacity(ies), and that by his/her/their signature(s) on the instrument the person(s), or the entity upon behalf of which the person(s) acted, executed the instrument.

I certify under PENALTY OF PERJURY under the l aws of the State of California that the foregoing paragraph is true and correct.

WITNESS my hand and official seal.

Signature: (seal)
******************************
A notary public or other officer completing this certificate verifies only the identity of the individual who signed the document to which this certificate is attached, and not the truthfulness, accuracy, or validity of that document. )
)
, Not ary Public, personally

STATE OF CALIFORNIA

I certify under PENALTY OF PERJURY under the laws of the State of California tha t the foregoing paragraph is true and correct.

WITNESS my hand and official seal.

Signature: (seal)
******************************

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SF #4832-0906-7339 v1
A notary public or other officer completing this certificate verifies only the identity of the individual who signed the document to which this certificate is attached, and not the truthfulness, accuracy, or validity of that document. )
)
, Not ary Public, personally

STATE OF CALIFORNIA

I certify under PENALTY OF PERJURY under the laws of the State of California tha t the foregoing paragraph is true and correct.

WITNESS my hand and official seal.

Signature: (seal)

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SF #4832-0906-7339 v1

CERTIFICATE OF ACCEP TANCE
This is to certify that the interests in real property conveyed by this Sidewalk Easement Agreement, dated _____________, 2022, from LIDIA SOLOMON as SUCCESSOR TRUSTEE OF THE SOLOMON FAMILY TRUST dated July 5, 2012, as Grantor, to THE CITY OF CONCORD, a political subdivision of California, as Grantee, pursuant to authority conferred by Resolution no. ________ of the City Council adopted on
, and The City of Concord, as grantee, consents
to
recordation of said easement.

Dated: ______________, 2022 By: _________________________ Valer
ie J. Barone, City Manager
[signature must be notarized]

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SF #4832-0906-7339 v1

ACKNOWLEDGMENT
A notary public or other officer completing this certificate verifies only the identity of the individual who signed the document to which this certificate is attached, and not the truthfulness, accuracy, or validity of that document. )
)
, Not ary Public, personally

STATE OF CALIFORNIA

I certify under PENALTY OF PERJURY under the laws of the State of California tha t the foregoing paragraph is true and correct.

WITNESS my hand and official seal.

Signature: (seal)

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SF #4832-0906-7339 v1

SCHEDULE I
LEGAL

DESCRIPTION OF GRANTOR PROPERTY
The land referred is described as follows:

Real
Property in the City of Concord, County of Contra Costa, State of California, described as follows:

PARC
EL ONE:

LO
T 26, AS DESIGNATED ON THE MAP ENTITLED "MONTE GARDENS" WHICH MAP WAS FILED IN THE

OFFICE OF THE RECORDER OF THE COUNTY OF CONTRA COSTA, STATE OF CALIFORNIA, ON FEBRUARY 2, 1949, IN BOOK 36 OF MAPS AT PAGE 46.

PARC
EL TWO:

POR
TION OF LOT 25 AS SHOWN ON THE MAP OF MONTE GARDENS, FILED FEBRUARY 2, 1949, IN BOOK 36 OF MAPS, PAGE 46, CONTRA COSTA COUNTY, DESCRIBED AS FOLLOWS:

BEGI
NNING ON THE NORTHWEST LINE OF SAID LOT 25 ABOVE, REFERRED TO (36 M 46) DISTANT THEREON SOUTH 43° WEST 50 FEET FROM THE MOST NORTHWEST AND NORTHEAST LINES OF SAID LOT 25 NORTH 43° EAST 50 FEET AND SOUTH 47° EAST 60 FEET TO THE MOST EASTERLY CORNER OF SAID LOT 25, THENCE NORTHWESTERLY IN A DIRECT LINE TO THE POINT OF BEGINNING.

PRO
PERTY ADDRESS: 3606 WILLOW PASS ROAD, CONCORD CA 94519
APN:
114-192-017-1

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Staff Report
Date: August 23, 2022
To: City Council
From: Valerie J. Barone, City Manager
Reviewed by: William Tarbox, Director of Public Works
Abhishek Parikh, Deputy Director Public Works - Transportation Prepared by: Winnie Chung, Transportation Program Manager [email protected]
(925) 671-3483
Subject: Considering adoption of a Resolution adopting the City of Concord Local Roadway Safety Plan.

CEQA: Not a project/exempt under Public Resources Code
Section 21065, CEQA Guidelines Sections 15060(c)(2),
15061(b)(3), 15262, 15352, and/or 15378
Report in Brief
A Local Roadway Safety Plan (LRSP) proactively evaluates collision history citywide to identify trends and hotspots to be addressed, as well as countermeasures that can be implemented to prioritize safety and reduce the amount of traffic-related deaths and serious injuries on City streets.

This is the first comprehensive safety plan for the City, and provides a blueprint for a safe and more accessible community. Included in the Plan is a Vision Statement toward eliminating traffic deaths and severe injuries by 2033. Adoption of this LRSP will affirm the Vision Statement and goals, which will qualify the City for upcoming safety infrastructure funding.

Recommended Action
Adopt a Resolution (Attachment 1) adopting the City of Concord Local Roadway Safety Plan.

7.a7.a7.a7.a

Page 1 of 152 ends

City Council Agenda Report
Agenda Item No. 7.a
August 23, 2022
Background
In December 2019, the City received a Local Road Safety Plan (LRSP) grant in the amount of $72,000 from the California Department of Transportation (Caltrans), augmented by a local match of $8,000. On February 10, 2020, the City of Concord entered into a Program Supplement Agreement with Caltrans to complete a study and LRSP document. On October 26, 2021, City Council accepted the grant funding and approved the local match for a total project budget of $80,000. Concurrently, the City Council approved a task order with Fehr & Peers to assist with the preparation of the Plan.

Stakeholders were identified to ensure the LRSP included the perspective of various departments and organizations. The stakeholder group included representatives from Concord Police, County Connection, and Mt. Diablo Unified School District, as well as staff from the Public Works Transportation Division. The group met in February to review initial findings from collision analysis, and again in April to review the collision profiles and associated countermeasures. Throughout the process, staff met regularly with Fehr & Peers consultants to steer the direction of Plan development.

The draft Plan was presented to the Bicycle and Pedestrian Advisory Committee (BPAC) at a special meeting on August 10, 2022, and comments received were incorporated into the Final Plan (Attachment 2).

Adoption of the LRSP qualifies the City for future grant funding opportunities such as the Cycle 11 Highway Safety Improvement Program (HSIP), and the new Safe Streets for All (SS4A) federal grant, both due in September 2022.

Analysis
A Local Roadway Safety Plan (LRSP) provides a framework to systematically identify and analyze safety problems and recommend safety improvements. At the forefront is a vision statement and safety goals for Concord that highlights the City’s commitment to improve safety for all roadway users:

Vision Statement
Roadway safety impacts the health and comfort of all those who live and travel in the City of Concord, and it is imperative to make the transportation system safer and more equitable for users of all transportation modes.

The City of Concord is committed to eliminating traffic deaths and severe injuries by 2033. As part of this commitment, the City will prioritize safety when trade-off decisions are necessary between competing demands and visions for the roadway network. The City’s adopted General Plan incorporates this goal as well.

Adoption of this document also commits the City of Concord to forming a standing cross-departmental staff Local Roadway Safety Working Group that will meet regularly

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City Council Agenda Report
Agenda Item No. 7.a
August 23, 2022
to implement this Local Roadway Safety Plan, monitor progress towards the City’s goal of eliminating traffic deaths and severe injuries, and communicate outcomes to the public and Council annually.

Safety Goals incorporated into the LRSP
 Equity: Prioritize/promote projects in historically under-invested communities, following data-driven approaches.
 Eliminating Collisions: Eliminate fatal and serious injury collisions, as pedestrian and bicyclists tend to sustain more serious injuries in crashes, focus on eliminating these collisions.
 Crossings: Enhance pedestrian and bicycle crossings, especially near commercial areas, schools, and other high pedestrian activity areas.  Nighttime Visibility: Improve the visibility of roadway users traveling at night, especially for people walking.
 Safe Speeds and Safer Streets: Encourage safe driving practices through roadway design, outreach, and enhanced enforcement.
 Post-Crash Care: Improve post-crash care through increased multi-jurisdictional collaboration, appropriate emergency vehicle access, and support for victims and their family members.

Collision Analysis
Fehr & Peers conducted a safety analysis, investigating Concord collision records from 2015-2019 (before the onset of the COVID-19 pandemic) to describe historic collision trends and identify high-risk locations on the City’s road network.

Within the 5-year period from 2015 to 2019, there were 2,145 injury collisions, of which 165 involved a fatality or severe injury. People walking or biking are particularly vulnerable, with pedestrian and bicycle collisions making up 46% of severe injury or fatal collisions.

The collision data was also sorted by collision type and primary collision factor.

Collisions are generally characterized as one of the following types:
 Broadside
 Rear End

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City Council Agenda Report
Agenda Item No. 7.a
August 23, 2022
 Vehicle/Pedestrian
 Head-On
 Sideswipe
 Hit Object
 Overturned
The most common collision types within the study period among all collisions were Broadsides and Rear Ends. Vehicle/Pedestrian collisions and Broadsides were the most common collision types resulting in severe injury or death.

The data was also sorted by Primary Collision Factor (PCF), which is the one element or driving action that best describes the main cause of the collision. Unsafe Speed was the most common PCF, at 28%.

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City Council Agenda Report
Agenda Item No. 7.a
August 23, 2022
Collision Profiles
Based on analysis of historical collision data, contextual and locational data, and stakeholder feedback, nine (9) collision profiles were identified as emphasis profiles.

These profiles are described in greater detail in Chapter 3 of the LRSP. Combined, they describe 68% of all injury crashes during the study period and 75% of all severe or fatal crashes in Concord:

1. Downtown area – collisions involving speeding and intersection right-of-way violations (12%)

2. Hill passes – Kirker Pass Road, Willow Pass Road, Bailey Road, Treat Boulevard, Ygnacio Valley Road (8%)

3. Driving under the influence - Citywide (8%)

4. Intersections with side-street stop control intersections – collisions involving speeding, vehicle right-of-way violation, or improper turning (16%)

5. Red Light Violations – collisions where vehicles failed to obey a red signal and stop at the line (15%)

6. Excessive speed – along major arterials, especially with arterial traffic in the evenings (26%)

7. Pedestrian collisions near activity centers – commercial centers along major arterials (36%)

8. Pedestrian collisions occurring in the dark – citywide (46%)

9. Wrong-way bicycle riding – collisions centered around large arterials and roadways with one-way operations (24%)
Countermeasures
The Plan provides a toolbox of potential engineering countermeasures, arranged by level of implementation effort/cost, for each profile, which can be selected based on context, level of funding, and community preferences. Engineering countermeasures are physical improvements that can be made to Concord’s roadways to make them safer by design. In addition to engineering countermeasures, non-engineering strategies in areas such as education, enforcement, and outreach are included in the Plan to cover the five elements of a Safe System: Safe Roads, Safe Road Users, Safe Speeds, Post- Crash Care, and Safe Vehicles, described in Chapter 4.

Plan Implementation
The City has and continues to implement many aspects of the improvements identified in this LRSP. Existing actions will continue, along with some new actions, as follows:

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City Council Agenda Report
Agenda Item No. 7.a
August 23, 2022

1. Continue to incorporate safety projects into existing and future CIP projects. For new projects the LRSP will be a guide.

2. Continue to incorporate review of site specific safety concerns in the vicinity of new development projects. For new projects the LRSP will be a guide.

3. Use the LRSP to evaluate high injury locations and prioritize projects for targeted grant funding.

4. Establish a City-staff Local Roadway Safety Working Group (LRSWG) to monitor progress and provide updates to the public and City Council on an annual basis Financial Impact
Development of the LRSP was funded through a grant from the California Department of Transportation (Caltrans), augmented by a local match of $8,000 in the form of staff time (General Fund). Implementation of the LRSP will be achieved through the City’s investment in roadways in conjunction with CIP projects and as grant funds are received.

Environmental Determination
Not a project/exempt under Public Resources Code Section 21065, CEQA Guidelines Sections 15060(c)(2), 15061(b)(3), 15262, 15352, and/or 15378.

Public Contact
The City Council Agenda was posted.

Attachment

1. Resolution adopting the City of Concord Local Roadway Safety Plan with Exhibit A, City of Concord Local Roadway Safety Plan

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Res. No.22-xx 1

BEFORE THE CITY COUNCIL OF THE CITY OF CONCORD

COUNTY OF CONTRA COSTA, STATE OF CALIFORNIA
A Resolution Adopting the City of Concord Local
Roadway Safety Plan
Resolution No. 22-##
/
WHEREAS, the City of Concord is committed to prioritizing safety and eliminating transportation-related deaths and serious injuries on City streets; and WHEREAS, the Transportation Element of the Concord 2030 General Plan, amended in 2015, provides guidance and specific actions to ensure that people and goods can safely and efficiently move within Concord and connect to the regional transportation system; and WHEREAS, the Bicycle, Pedestrian & Safe Routes to Transit Plan (“BPSRT”), adopted in 2016, establishes a vision for improving the walking and bicycling environment; and WHEREAS, the BPSRT places safety as its highest priority; and WHEREAS, on October 26, 2021, City Council accepted grant funding to prepare a Local Roadway Safety Plan (“LRSP”); and
WHEREAS, development of the LRSP included input from safety stakeholder group including representatives from Concord Police, County Connection, Mt. Diablo Unified School District, and Public Works Transportation staff; and
WHEREAS, the draft LRSP was presented to the Bicycle and Pedestrian Advisory Committee (“BPAC”) at a special meeting on August 10, 2022; and
WHEREAS, BPAC and public comments received were incorporated into the final LRSP; and
WHEREAS, a Safe System approach recognizes that people will make mistakes and roadway systems should be designed to protect them through redundancies and shared responsibilities; and WHEREAS, the LRSP provides a framework to systematically identify and analyze safety problems and recommend safety improvements following the Safe System approach; and WHEREAS, the LRSP affirms the City’s commitment to improve safety for all roadway users; and
Attachment 1

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Res. No.22-xx 2
WHEREAS, the City Council, at its meeting on August 23, 2022, received a presentation from staff and Fehr & Peers Associates on the LRSP; and WHEREAS, after consideration of City staff report, presentation by Fehr & Peers Associates, and public comments, the City Council declared its intent to adopt the LRSP.

NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF CONCORD DOES RESOLVE AS FOLLOWS:

Section 1. Adoption of Resolution 22-xx and the actions contemplated therein are not considered a “project” because they have no potential for causing a physical change to the environment as contemplated under CEQA (Public Resources Code Section 21065 and Section 15378 of the CEQA guidelines). No unusual circumstances are present.

Section 2. Adopts the City of Concord Local Roadway Safety Plan, a copy of which is on file in the Office of the City Clerk, 1950 Parkside Drive, Concord, California, and is incorporated herein by reference.

Section 3. This resolution shall become effective immediately upon its passage and adoption.

PASSED AND ADOPTED by the City Council of the City of Concord on August 23, 2022, by the following vote:

AYES: Councilmembers -
NOES: Councilmembers -
ABSTAIN: Councilmembers -
ABSENT: Councilmembers -
I HEREBY CERTIFY that the foregoing Resolution No. 22-## was duly and regularly adopted at a regular meeting of the City Council of the City of Concord on August 23, 2022.

Joelle Fockler, MMC
City Clerk
APPROVED AS TO FORM:

Susanne Meyer Brown
City Attorney

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Draft - August 2022
Local Roadway
Safety Plan
Exhibit A

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Statement of Protection of Data from Discovery and Admissions SECTION 148 OF TITLE 23, UNITED STATES CODE
REPORTS DISCOVERY AND ADMISSION INTO EVIDENCE OF CERTAIN REPORTS, SURVEYS, AND INFORMATION — Notwithstanding any other provision of law, reports, surveys, schedules, lists, or data compiled or collected for any purpose relating to this section, shall not be subject to discovery or admitted into evidence in a Federal or State court proceeding or considered for other purposes in any action for damages arising from any occurrence at the location identified or addressed in the reports, surveys, schedules, lists, or other data.

This study applies a systemic safety approach that identifies certain features on particular roadways that are correlated with specific collision types and frequencies. This broad approach is necessitated by the inherent nature of covering an entire agency’s facilities in one study and the limited scope/budget available to prepare LRSPs. Limited time is available to perform field observations throughout the study area to contextualize the data, and therefore, it is beyond the scope of work to perform in-depth “hot spot” evaluations at all locations.

Acknowledgements
City of Concord
Abhishek Parikh
Transportation Division
Winnie Chung
Transportation Division
Virendra Patel
Transportation Division
Stakeholders
Melody Reebs
County Connection
Melanie Koslow
Mt. Diablo Unified School District
Sgt. Murtazah Ghaznawi
Concord Police Department
Shaun Parsley
Concord Police Department
Fehr & Peers Team
Ryan McClain
Terence Zhao
Nicholette Tolmie
Valerie Tan
2

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25 Chapter 3:

Collision Profiles
of Emphasis
47 63
Chapter 4:

Proven
Countermeasures
Chapter 5:

Evaluation and
Implementation
Strategies
7 17
Chapter 1:

Introduction,
Background, and
Existing Efforts
Chapter 2:

Summary and
Analysis of
Safety Data
4 A Traffic
Safety Vision
for Concord
75 Chapter 6:

Collision Hotspots
and Focus Corridors
79 Appendix:

Countermeasures
Toolbox
Table of Contents
3 Concord Local Roadway Safety Plan

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A Traffic Safety Vision for Concord
The City of Concord’s Local
Roadway Safety Plan (LRSP) Vision
Statement highlights the central
importance of improving health,
safety and equitable access to
multimodal transportation facilities for
all roadway users. Complementary
Together, the vision statement
and goals establish a concise
yet comprehensive focus for
investments in infrastructure,
education, emergency services, and
enforcement.
goals for the LRSP, developed
through stakeholder outreach and
data analysis, represent specific
facets of the transportation system
set alongside higher-level holistic
objectives for communitywide
health and safety improvements.

Roadway safety impacts the health and comfort of all those who live and travel in the City of Concord, and it is imperative to make the transportation system safer and more equitable for users of all transportation modes.

The City of Concord is committed to eliminate traffic deaths and severe injuries by 2033. As part of this commitment, the City will prioritize safety when trade-off decisions are necessary between competing demands and visions for the roadway network.

The City of Concord will form a standing Local Roadway Safety Working Group that will meet regularly to implement this Local Roadway Safety Plan, monitor progress towards the City’s goal of eliminating traffic deaths and severe injuries, and communicate outcomes to the public regularly.

Vision Statement

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Concord Local Roadway Safety Plan
Safety Goals
Equity
Commit to equity in all aspects
of Vision Zero, including data
analysis that acknowledges and
addresses reporting biases, project
prioritization efforts that promote
projects in historically under-invested
communities rather than providing
unequal opportunities to those with
the historically “loudest” voices or
most resources for civic participation,
and enforcement strategies that
follow data-driven approaches.

Eliminating Collisions
Eliminate fatal and serious injury
collisions, particularly those involving
people walking and biking.

Crossings
Enhance roadway crossings,
especially near commercial areas,
schools, and other high pedestrian
activity areas, to promote and
support safe travel for people
walking and biking.

Nighttime Visibility
Improve the visibility of roadway
users traveling at night, especially for
people walking.

Safe Speeds and Safer Streets
Encourage safe driving practices
(such as driving at lower speeds,
obeying signal controls at
intersections, and avoiding driving
under the influence) through
roadway design, outreach, and
enhanced enforcement, including
considerations of automated
enforcement methods.

Post-Crash Care
Improve post-crash care through
increased multi-jurisdictional
collaboration, appropriate
emergency vehicle access, and
support for victims and their family
members.
5

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Introduction,
Background, and
Existing Efforts
Chapter 1
Each day, people are killed and
seriously injured on our roads.

Collisions can irreversibly change
the course of human lives, touching
victims, their families and loved ones.

The City of Concord is committed
to prioritizing safety and eliminating
transportation-related deaths and
serious injuries on City streets.

This Local Road Safety Plan (LRSP)
proactively evaluates hot spots
throughout the City to identify the
proven countermeasures that can be
implemented through the current and
future Capital Improvement Plan (CIP).

Through collective action on the part
of all roadway system stakeholders,
from system operators and vehicle
manufacturers, to law enforcement
and everyday users, we can move
to a Safe Systems approach that
anticipates human mistakes with
the goal of eliminating fatal and
serious injuries for all road users.

A Safe System acknowledges
the vulnerability of the human
body – in terms of the amount of
kinetic energy transfer a body can
withstand – when designing and
operating a transportation network
to minimize serious consequences
of collisions. According to the
World Health Organization, the
goal of a Safe System is to ensure
that if collisions occur, they “do not
result in serious human injury.”
1 The Safe System approach to road
safety started internationally as part
of the Vision Zero proclamation that
no one should be killed or seriously
injured on the road system.
2 1 World Health Organization (2011).

Decade of Action for Road Safety 2011-
2020. Retrieved from https://www.who.int/
roadsafety/decade_of_action/plan/plan_
en.pdf, 9
2 Johansson, R. (2009). Vision Zero -
Implementing a Policy for Traffic Safety.

Safety Science, 47, 826-831
7

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It is founded on the principle that
people make mistakes, and that the
road system should be adapted to
anticipate and accommodate human
mistakes and human physiological
and psychological limitations.
3 Countries that have adopted the Safe
System approach have had significant
success reducing highway fatalities,
with reductions between 50 and
70%.
4 The Safe System approach
addresses the five elements of a
safe transportation system – Safe
Road Users, Safe Vehicles, Safe
Speeds, Safe Roads, and Post-
Crash Care – in an integrated
manner, through a wide range of
interventions, as shown in Figure 1.

The Institute of Transportation
Engineers (ITE) and the Road to
Zero Coalition’s Safe Systems
Explanation and Framework
articulate that to anticipate human
mistakes, a Safe System seeks to:
• Separate users in a physical
space, such as sidewalks and
dedicated bicycle facilities
• Separate users in time using
such measures as pedestrian
scrambles and dedicated turn
phases at signalized intersections.
• Alert users to potential hazards
• Accommodate human injury
tolerance through interventions
that reduce speed or impact force
Figure 1
The Safe
System
Approach
3 Belin, M.-Å., Tillgren, P., & Vedung, E. (2012). Vision Zero - A Road Safety Policy Innovation.

International Journal of Injury Control and Safety Promotion, 19, 171-179. 4 World Resources Institute (2018). Sustainable and Safe: A Vision and Guidance for Zero Road Deaths. Retrieved from https://www.wri.org/publication/sustainable-and-safe-vision-and-guidance- zero-road-deaths.

Source:

Fehr & Peers
for FHWA
8

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Concord Local Roadway Safety Plan
ITE Safe System Framework:

Focus on Safe Speeds
The ITE Safe System framework
provides important context for
the focus on safe speeds within
a Safe System approach. For
vulnerable users speed is a
determining factor in survivability.

A human’s chance of surviving
being struck by a vehicle
increases from 20% at 40 miles
per hour, to 60% at 30 miles per
hour, to 90% at 20 miles per hour.

Reducing speed in the presence
of vulnerable users is a key Safe
System strategy. Approaches
include:
• Physical roadway designs
(width, horizontal alignment) to
limit free flow speeds,
• Traffic calming treatments that
induce slower speeds,
• Traffic signal timing that
minimizes high speed flow,
• Traditional or automated
enforcement that discourages
speeding.

Creating a Safe System means
shifting a major share of the
responsibility from road users to
those who design the road transport
system. Individual road users are
responsible for abiding by all laws
and regulations, and do so by
exhibiting due care and proper
behavior on the transportation
system. However, while road
users are responsible for their
own behavior, this is a shared
responsibility with those who
design, operate, and maintain the
transportation network: including
the automotive industry, law
enforcement, elected officials, and
government bodies.
5 In a Safe
System, roadway system designers
and operators take on the highest
level of ethical responsibility.

The recommendations in this
report have been organized to
follow the Safe System approach
elements and to reflect the shared
responsibility of system planners,
designers, and users in support
of Concord's safety goals.
5 World Health Organization (2011).

Decade of Action for Road Safety 2011-
2020. Retrieved from https://www.who.int/
roadsafety/decade_of_action/plan/plan_
en.pdf, 9
9

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A Local Road Safety Plan (LRSP)
is a means for providing Concord
with an opportunity to address
unique roadway safety needs
while contributing to the success
of the California Strategic Highway
Safety Plan and statewide safety
goals. The process of preparing
an LRSP creates a framework to
systematically identify and analyze
safety problems and recommend
safety improvements. Preparing an
LRSP facilitates the development
of local agency partnerships and
collaboration, resulting in a prioritized
list of improvements and actions that
can demonstrate a defined need
and contribute to the statewide
plan. The LRSP offers a proactive
approach to addressing safety
needs and demonstrates Concord’s
responsiveness to safety challenges.

What is an LRSP?
This Plan will assist the City when
it applies for safety infrastructure
funding sources. For example, the
Cycle 11 Highway Safety Improvement
Program (HSIP) funding cycle in 2022
requires a comprehensive safety
action plan, such as an LRSP, for an
agency to be eligible to apply for
funding.

In addition, this Plan also meets
the required characteristics of a
comprehensive safety Action Plan
set forth by the Safe Streets for All
(SS4A) grant, a new Federal grant
program established by the Bipartisan
Infrastructure Law centered around
the Department of Transportation's
National Roadway Safety Strategy
and its goal of zero deaths and
serious injuries on America's
roadways. This enables Concord
to apply for Implementation Grants
offered by the program, which can
help to fund the delivery of this Plan.

The City of Concord is the largest
city in Contra Costa County, home
to approximately 130,000 people.

Of those, 47% identify as white, 29%
as Hispanic or Latino, 13% as Asian,
3% as Black or African American, 1%
as Pacific Islanders, and 7% as two
or more races. Approximately 36%
of residents speak a language other
than English at home,
The citywide median household
income is $92,706, lower than
the regional average of $110,837.

Several census tracts within Concord
are identified as Equity Priority
Communities by the Metropolitan
Transportation Commission (MTC).

Concord also contains several
census tracts designated SB 535
Disadvantaged Communities
based on the State of California’s
CalEnviroScreen dataset, which
measures health, economic and
environmental factors. Furthermore,
one of Concord’s census tracts is also
in the lowest quartile for healthcare
access according to the California
Healthy Places Index.

About Concord
10

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Concord Local Roadway Safety Plan
The City has a number of pre-existing
plans and efforts that advance
roadway safety in Concord, which this
LRSP will complement and augment.

Concord General Plan (2007)
The Transportation Element of the
General Plan, amended in 2015, is
intended to provide guidance and
specific actions to ensure that people
and goods can safely and efficiently
move within Concord and connect to
the regional transportation system.

The Element defines several general
trade-offs within the transportation
system that prioritize bicyclists and
pedestrians:
• Pedestrian facilities prioritized
above dedicated bicycle facilities
• Bicycle and pedestrian facilities
prioritized above street trees
• Bicycle and pedestrian facilities
over street parking except on
residential streets
• Travel lanes over street parking,
except on Downtown streets
Existing Efforts
Downtown Corridors Plan (2016)
The Plan focuses on revitalizing and
enhancing Concord's downtown,
where pedestrian, bicycle, and
traffic safety is an important issue.

Downtown Concord contains many
high-volume streets with 30-35 mph
speed limits, such as Galindo Street,
Clayton Road, Concord Boulevard,
Willow Pass Road, and Port Chicago
Highway, which result in an elevated
risk of collisions and injuries.

Iron Horse Trail Active
Transportation Study (2020)
This study seeks to improve the 32-
mile long Iron Horse Trail corridor,
encouraging a shift from people
making personal vehicle trips to more
active transportation trips. The study
proposes recommendations for the
segments passing through Concord:
• Improve trail connections,
including additional pedestrian
bridges across Walnut Creek
• Retrofitting undercrossings at
Concord Avenue, Diamond
Boulevard, and Willow Pass Road
• Improve connections to collector
bike facilities and intersections
Monument Corridor
Community-Based
Transportation Plan (2019)
This plan is intended to address
mobility and accessibility issues for
the Monument Corridor in the City
of Concord. Several mobility goals
were identified, including roadway
safety. The community concerns
regarding safety focus on the use of
bicycles and walking: users of active
transportation are disproportionately
affected by collisions in the study
area. Based on public feedback,
the plan recommends the following
actions, among others, to upgrade
transportation safety:
• Safe Routes to School
Improvements: Improve walkways,
bicycle school bus, low-stress
bikeways, transit youth passes,
and mobility education
Infrastructure Improvements:

Enhanced crossings at specific
distances and traffic signal
coordination, closure of sidewalk
gaps and consolidation of commercial
driveways, separated bikeways,
“bike kitchens”, wayfinding signage,
volunteer driver programs
11

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Bicycle, Pedestrian & Safe
Routes to Transit Plan (2016)
The purpose of the Plan is to
establish a 20-year vision for
improving the walking and bicycling
environment. To achieve the goal
of a safe and efficient multi-modal
transportation system, the City
recognizes new streets will need to
be developed and existing streets
selectively retrofitted by means
of road diets, lane narrowing,
traffic calming, or other safety
improvements. The Plan places safety
as its highest priority, developing
project recommendations and seeks
to address known safety challenges
based on available collision data.

Where there is existing safe space,
the Plan recommends immediate
bicycle and pedestrian improvements.
• Seek to prioritize travel safety
for all modes of transportation,
design active transportation
projects that are accessible and
comfortable for people of all ages
and abilities, identify and develop
a complete and convenient active
transportation network, and
increase awareness and support
of walking and bicycling through
education, encouragement, and
evaluation programs.
• Annually review most recent
available collision data, including
causes, to implement ongoing
improvements throughout the
transportation network
• Identify viable funding for an
enforcement campaign targeting
violations associated with severe
and fatal injuries, high injury
areas and corridors, schools and
housing for senior people with
disabilities
• Prioritize suggested roadway
improvements at intersections and
corridors with significant numbers
of injuries and fatalities
• Identify viable funding for an
education campaign focusing on
road safety for all users and the
City’s objective to reduce traffic
fatalities
• Utilize designs that emphasize
safety and comfort for the most
vulnerable road users
• Identify and develop a
complete and convenient active
transportation network
12

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Concord Local Roadway Safety Plan
Citywide Climate Action Plan
(2013)
This Climate Action Plan serves
as a community document that
measures and monitors the trend of
locally-generated greenhouse gas
emissions. The strategies included
in this plan work in several ways,
including Transportation Systems
and Land Use strategies that make
incremental, long-term improvements
to increase the variety of viable
transportation options within
Concord and to make motor vehicle
infrastructure more energy-efficient.

Some of these strategies include:
• Develop a pedestrian master
plan consistent with the Citywide
Complete Streets Standards to
minimize barriers to pedestrian
access and maximize pedestrian
interconnectivity
• Work with the Police Department
to prioritize traffic enforcement
efforts in strategic locations to
protect the safety and rights of
cyclists and pedestrians. Develop
and implement a training program
to inform drivers of the need to
respect cyclists and pedestrians.
• Implement pedestrian and
bicycle-friendly traffic calming
measures. Require such measures
as a condition of development
approvals where appropriate,
including measures to slow traffic
and encourage walking and
bicycling. Typical features could
include curb bulb-outs, additional
street trees, raised crosswalks,
roundabouts, smaller corner radii,
pavement treatments, and lane
narrowing
• Develop a bicycle master plan
to make it more convenient and
safe to ride bicycles throughout
the City. Identify and address
barriers and dangers to people
riding bicycles throughout the City,
and maximize connectivity to key
destinations like transit stations,
schools, medical services, and
grocery stores. Leverage the off-
road trails network and increase
connections to the on-street
network. A bicycle master plan
could be developed as part of an
update to the existing Concord
Trails Master Plan.
• Create a comprehensive Safe
Routes to Schools program within
Concord using the "five 'E's" to
frame a comprehensive approach:
engineering, enforcement,
encouragement, education,
evaluation.
• Implement the Complete Streets
project prioritizing the safety and
comfort of active transportation
users, among others.
13

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Relevant stakeholders were identified
to ensure the LRSP included the
perspective of various departments
and organizations. The stakeholder
group included representatives
from Concord Police, County
Connection, and Mt. Diablo Unified
School District, as well as staff from
the City of Concord's Transportation
Division. The group met in February
to review initial findings from collision
analysis, and again in April to review
the collision profiles and associated
countermeasures. Following these
stakeholder meetings, a draft version
of this Plan was also presented to
the City of Concord's Bicycle and
Pedestrian Advisory Committee
(BPAC) in August.

The invaluable information and input
received from stakeholders and at
these meetings through the course
of the development of this Plan have
been incorporated accordingly.

Safety Partners
This group of stakeholders will also
constitute the City of Concord's Local
Roadway Safety Working Group,
which shall continue to have regular,
standing meetings beyond this Plan's
development process.

The Working Group will also be in
charge of this Plan's implementation,
and will be responsible for monitoring
safety outcomes in Concord in
the coming years to evaluate the
effectiveness of the Plan. The
composition of the Working Group
will ensure that inter- and intra-
governmental cooperation and
collaboration continues to occur as
this Plan is implemented.
14

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Concord Local Roadway Safety Plan
15

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Summary and
Analysis of
Safety Data
Chapter 2
Collision records on local roadways
from 2015-2019 were investigated
to describe historic collision trends
and identify high-risk locations.

This information acts as a primary
resource for the Concord LRSP,
providing the underlying data to
support key analyses.

The data-driven process included:
• Examination of Collision Trends
Review of collision statistics
to evaluate when, where, and
why collisions occur and who is
involved.
• Development of Collision
Profiles of Emphasis
Combination of collision factors
to identify 9 prevalent collision
types.
• Development of a
Countermeasure Toolbox
Identification of effective,
nationally proven
countermeasures applicable to
different collision profiles
• Identification of Priority
Project Locations
Identification of priority project
locations based on collision
density and community
verification
The following section will present
results and findings from the
first stage of the data analysis to
identify patterns and trends.

Chapter 2 of Caltrans’ Local Roadway
Safety Manual (LRSM) instructs safety
practitioners to “consider a wide
range of data sources to get an
overall picture of the safety needs.”
Collision data and contextual data
were collected and analyzed as part
of this LRSP, as well as anecdotal
input from City staff and community
stakeholders.
17

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This analysis utilizes data on injury
collisions from 2015 through 2019
available through the Transportation
Injury Mapping System (TIMS) as
of April 2021. TIMS reports injury
collisions from the Statewide
Integrated Traffic Records System
(SWITRS), but excludes collisions that
cause property damage only (PDO)
and no injuries.

The table below provides a summary
of the number of collisions by mode
and severity within the 5-year dataset.

From 2015 to 2019, there were 2,145
injury collisions in total, of which 165
were KSI collisions, which denote
those collisions where someone was
killed or severely injured.

Collision Summary Total KSI
Total 2,145 165
Bicycle 161 17
Pedestrian 210 59
Vehicles Only 1,774 89
Figures 2 and 3 shows the temporal
trends of collisions in Concord. As
shown, year over year, the number
of overall collisions in Concord has
remained steadily high with small
fluctuations. The number of KSI
collisions per year, however, has
increased dramatically over the study
period: there were 25 KSI collisions
in Concord in 2015, but 42 in 2019,
just five years later. This increase also
coincided with a 5% increase in traffic.

On average, 42 collisions per year
translates to one KSI every nine days.

Collisions by
Y ear and by Mode
Modal Data

PRELIMINARY

COLLISION FINDINGS
50 100
150
200
250
300
350
400
450
500
2015 2016 2017 2018 2019
Collisions
5 10
15 20
25 30
35 40
45 2015 2016 2017 2018 2019
Collisions
All Collisions KSI Collisions
40%
10%
50%
Fatal Collisions
Vehicle Bike Ped
Figure 2
Collisions by Y ear
Figure 3
KSI Collisions by Y ear
Note on Data Source
While collision databases like
TIMS remain the best source of
collision data, they have been
found to have certain reporting
biases, including:
• Collisions involving people
walking, on bicycles, or on
motorcycles are less likely to
be reported than collisions
with people driving
• Property damage only
collisions are less likely to be
reported compared to more
severe collisions
• Y ounger victims are less likely
to report collisions
• Alcohol-involved collisions
may be underreported
Race, income, immigration status,
and English proficiency may also
impact reporting, but there is
limited research on these factors.
18

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Concord Local Roadway Safety Plan
Comparison with Peer Cities
The California Office of Traffic Safety (OTS)
publishes statewide data that ranks cities'
safety outcomes with those of their peers
of similar population sizes (100,000 to
250,000). The chart to the right shows
Concord's rankings in the 2019 OTS data
among the 59 cities with similarly-sized
populations (a ranking of 1 out of 59 is
worst). Concord ranked 32nd on total
fatalities and injuries, and 15th on OTS's
composite safety score. The City also
ranked poorly on several other indicators,
including speed-related collisions,
pedestrian collisions, and alcohol-involved
collisions for people aged 21-34.

People walking or biking are
particularly vulnerable in the
event of a collision, as they
lack the protection afforded to
them by being inside a motor
vehicle. As a result, collisions
involving people walking or
biking are more likely to result
in injury and fatality. As shown
in Figure 4, in Concord, people
walking and biking are involved
in 18% of all injury collisions, but
46% of KSI collisions. People
walking are especially over-
represented in KSI collisions,
as they are involved in only
10% of all injury collisions, but
36% of KSI collisions.

Figure 4
Collision Mode Share by Severity
54%
36%
KSI Collisions
Vehicle Bike Ped
Modal Data

PRELIMINARY

COLLISION FINDINGS
83%
8%
10%
All Collisions
Vehicle Bike Ped
40%
10%
50%
Fatal Collisions
Vehicle Bike Ped
10%
54%
36%
KSI Collisions
Vehicle Bike Ped
Modal Data

PRELIMINARY

COLLISION FINDINGS
83%
8%
10%
All Collisions
Vehicle Bike Ped
40%
10%
50%
Fatal Collisions
Vehicle Bike Ped
10%
54%
36%
KSI Collisions
Vehicle Bike Ped
Modal Data

PRELIMINARY

COLLISION FINDINGS
83%
8%
10%
All Collisions
Vehicle Bike Ped
40%
10%
50%
Fatal Collisions
Vehicle Bike Ped
10%All
Collisions
KSI
Collisions
Fatal
Collisions
Vehicle-Only Collisions Bicycle Collisions Pedestrian Collisions Category Rank
Total Fatalities and Injuries 32/59
Bicyclists 24/59
Pedestrians 14/59
Alcohol-Involved 23/59
Alcohol-Involved, ages 21-34 10/59
Speed Related 11/59
Nighttime (9pm-3am) 28/59
Hit-and-Run 20/59
Composite Score 15/59
19

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Figure 5 illustrates the share of
collisions in the study period that fall
into each collision type. As shown, the
most common collision types across all
collisions in Concord are Broadsides,
at 36%, Rear Ends, at 29%, and
Vehicle/Pedestrian, Sideswipe, and
Head-On collisions, at 8% each.

Collisions by
Collision Type
However, the percentage
breakdowns are very different for
KSI collisions. Vehicle/Pedestrian
collisions and Broadside collisions are
most common, each making up 28%
of all collisions, followed by Head-
On collisions at 16%. This further
illustrates the disproportionate impact
in severity that collision type and
mode can play. For example, while
they do not make up a large share of
collisions overall, Vehicle/Pedestrian
collisions are one of the leading
collision types when it comes to KSI
collisions.

Type

PRELIMINARY

COLLISION FINDINGS
36%
29%
8% 8% 8%
5%
1%
6%
28%
6%
28%
16%
4%
10%
2% 4%
0%
5%
10%
15%
20%
25%
30%
35%
40%
Broadside Rear End Vehicle/
Pedestrian
Head-On Sideswipe Hit Object Overturned Not Stated/
Other
Collisions
Figure 5
Share of Collisions by Type
All Collisions KSI Collisions
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Concord Local Roadway Safety Plan
Figure 6 illustrates the share of
collisions in the study period that
are classified under each Primary
Collision Factor (PCF). PCFs are
the one element or driving action
which, in the investigating officer's
opinion, best describes the primary
or main cause of a collision. It is
important to note that PCFs do not
include contextual information about
the design aspects of the collision
Collisions by Primary
Collision Factor (PCF)
location that could have been
primary or secondary contributors
to a collision. In Concord, the most
common PCFs are Unsafe Speed,
at 28%, followed by Vehicle Right
of Way Violation, at 16%, and Traffic
Signals and Signs, at 14%. For KSI
collisions, the most common PCFs are
Pedestrian Violation, at 22%, followed
by Driving or Bicycling Under the
Influence, at 16%, and Traffic Signals
and Signs, at 10%.

Figure 6
Share of Collisions by PCF
All Collisions KSI Collisions
Note on Pedestrian PCFs
The Pedestrian Violation PCF
indicates that the pedestrian
violated a rule of the road, such as
crossing outside of a crosswalk,
as opposed to the Pedestrian
Right of Way Violation PCF where
the driver of a vehicle violates
the pedestrian’s right of way. The
Pedestrian Violation category
may be overrepresented due to
a lack of clear information related
to collision circumstances, and
the increased likelihood that the
pedestrian party may be unable to
provide their side of the incident
at the time of the collision.

PCF

PRELIMINARY

COLLISION FINDINGS
28%
16% 14%
12%
7%
5% 4% 3%
12%
9% 9% 10% 8%
16%
9%
22%
4%
12%
0%
5%
10%
15%
20%
25%
30%
Unsafe
Speed
Vehicle Right
of Way
Violation
Traffic
Signals and
Signs
Improper
Turning
DUI Pedestrian
Right of Way
Violation
Pedestrian
Violation
Wrong Side
of Road
Other
Collisions
21

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Figure 7 illustrates the share of
collisions of various types in the
study period that involved at least
one party driving under the influence
(DUI). Drugs or alcohol increase the
likelihood that a collision will be more
severe, and as shown, the number of
DUI collisions are overrepresented
amongst KSI collisions. While just 8%
Driving Under
the Influence
of all injury collisions involve drugs or
alcohol, 26% of KSI collisions do.

Furthermore, as with KSI collisions
in general, DUI collisions
disproportionately affect pedestrians.

For example, 29% of KSI pedestrian-
involved collisions involve drugs or
alcohol.

These percentages reflect the portion
of collisions involving one or more
parties determined to be under the
influence of drugs or alcohol. Driving
under the influence may not always
be listed as the primary collision
factor even if a driver is found to be
under the influence.

DUI

PRELIMINARY

COLLISION FINDINGS
8%
2%
12%
26%
6%
29%
0%
5%
10%
15%
20%
25%
30%
35%
40%
All Collisions Bicycle-Involved
Collisions
Pedestrian-Involved
Collisions
KSI Collisions Bicycle-Involved
KSI Collisions
Pedestrian-Involved
KSI Collisions
Collisions
Figure 7
Share of DUI Collisions by Mode and Severity
DUI Collisions All Other Collisions
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Concord Local Roadway Safety Plan
Figure 8 illustrates the share of
collisions in the study period that
occur at night. As shown, collisions
tend to be more severe at night.

KSIs constitute a disproportionate
number of collisions at night due to a
variety of factors, including reduced
visibility, and over half of the KSIs
from the study period occur at night.

Collisions by
Lighting Conditions
lighting can vary widely. Streetlights
can be insufficiently bright, or placed
too widely apart, and the quality of
lighting may be especially poor for
people walking or in the sidewalk,
as streetlights are often designed
primarily with vehicles in travel lanes
in mind.

Collisions that occur during nighttime
also disproportionately affect people
walking, with almost half of pedestrian
injury collisions and almost two-thirds
of pedestrian KSI collisions occurring
at night. While most nighttime
collisions occured where streetlights
were present, the quality of the
Lighting

PRELIMINARY

COLLISION FINDINGS
29% 26%
45% 52% 41%
64%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
All Collisions Bicycle-Involved
Collisions
Pedestrian-Involved
Collisions
KSI Collisions Bicycle-Involved
KSI Collisions
Pedestrian-Involved
KSI Collisions
Collisions
Figure 8
Share of Nighttime Collisions by Mode and Severity
Daytime Collisions Nighttime Collisions
23

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Collision Profiles
of Emphasis
Chapter 3
Nine collision profiles were identified
through a systemic analysis of collision
in the City of Concord. These profiles
were identified through historical
collision data, contextual data, and
stakeholder feedback. Combined, they
account for 68% of injury collisions and
75% of KSI collisions in Concord during
the study period.

The nine profiles are as follows:

1. Downtown area collisions
involving speeding and
intersection right-of-way violations

2. Hill passes (Kirker Pass Road,
Willow Pass Road, Bailey Road,
Treat Boulevard, and Y gnacio
Valley Road)

3. Driving Under the Influence

4. Intersections with side-street stop
control

5. Red Light Violation

6. Speeding Vehicles and excessive
speed along major arterials,
especially pertaining to arterial
traffic in the evenings

7. Pedestrian collisions along
arterials near activity centers

8. Pedestrian collisions occurring in
the dark

9. Wrong-way riding, focusing on
large arterials and roadways with
one-way operations
The following pages contain
cutsheets that present each profile
along with the following information:
• Description and associated
information about each profile
• Number of collisions associated,
including number of KSI collisions
among those
• A map of collision locations
• Engineering countermeasures
that can potentially address
these collisions, arranged by
level of implementation effort for
consideration in generating short-,
medium-, and long-term plans
25

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Downtown Area Collisions
involving speeding and intersection right-of-way violations Profile 1
266 collisions / 17 KSIs
12% of all collisions
10% of all KSIs
10 bike collisions / 2 KSIs
6% of all bike collisions
12% of all bike KSIs
38 ped collisions / 11 KSIs
18% of all ped collisions
19% of all ped KSIs
Concord's Downtown is
characterized by, on the one
hand, vibrant and high-density
developments, but on the other,
multi-lane one-way streets
designed to carry large volumes
of traffic at high speeds
resulting in a high number of
KSI collisions across all modes.

This profile highlights collisions
caused by vehicles speeding
or ignoring intersection right-of-
way controls or regulations. The
goal is to make vehicular traffic
flow more compatible to what is
appropriate for dense, walkable
downtown environment.

Potential Engineering Countermeasures
Bike Box
High-Visibility
Crosswalk
Delineators,
Reflectors,
and/or Object
Markers
Retroreflective
Tape on
Signals
Extend
Green Time
For Bikes
Leading
Pedestrian
Interval
Upgrade
Signs with
Fluorescent
Sheeting
Rectangular
Rapid Flashing
Beacon
Low
Cost
Upgrade
Signal Head
Extend
Y ellow and
All Red Time
Prohibit
Left Turn
Yield T o
Pedestrians
Sign
Medium
Cost Refuge Island Raised
Crosswalk
Directional
Median
Openings to
Restrict Lefts
Pedestrian
Countdown
Timer
Road Diet
Red Light
Camera
Bike Lane
Intersection
Lighting
Advanced
Dilemma Zone
Detection
Median
Barrier
Speed
Sensitive Rest
in Red Signal
Curb
Extensions
High
Cost Segment
Lighting
Signal Inter-
connectivity &
Coordination/
Green Wave
Pedestrian
Hybrid
Beacon
Separated
Bikeway
Signal
Roundabout
Close Slip
Lane
26

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·242
Key
KSI
collisions
other injury
collisions
Downtown
area
Clayton Rd
Concord Blvd
Willow Pass Rd
Salvio St
Pacheco StBonifacio St
Market St
Galindo St
Clayton Rd
Clayton Rd
Concord Ave
East St
Port Chicago Hwy
Salvio St
Willow Pass Rd
Mt. Diablo St
Oakland Ave
San Jose Ave
Santa Clara Ave
San Carlos Ave
Sutter St
Almond Ave
Broadway St
Ellis St
Laguna St
Prospect St
Mt. Diablo St
Laguna St
Oak St
Park St
3rd St2nd St
Sinclair Ave
27 Concord Local Roadway Safety Plan

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Collisions Near Hill Passes
Kirker Pass Rd, Willow Pass Rd, Bailey Rd, Treat Blvd, and Ygnacio Valley Rd Profile 2
188 collisions / 23 KSIs
8% of all collisions
14% of all KSIs
2 bike collisions / 0 KSIs
1% of all bike collisions
4 ped collisions / 3 KSIs
2% of all ped collisions
5% of all ped KSIs
There are several stretches of roadway
within the City of Concord where the
roadway characteristic shifts rapidly
between rural hilly thoroughfare with high
speeds and little cross traffic to the more
typical arterial through dense suburban
development. These interface areas are
of particular concern when it comes to
speeding, as vehicles travelling at high
speeds need to decellerate rapidly in
the face of conflicting movements from
vehicles, bikes, and pedestrians. The aim of
countermeasures would be to slow vehicle
traffic to ensure safety at these interface
areas.

Potential Engineering Countermeasures
Low
Cost High-Visibility
Crosswalk
Extend
Green Time
For Bikes
Rumble Strips
Retroreflective
Tape on
Signals
Upgrade
Signs with
Fluorescent
Sheeting
Signs and
Markings at
Uncontrolled
Ped Crossings
Extend
Y ellow and
All Red Time
Leading
Pedestrian
Interval
Curve
Advance
Warning Sign
Yield T o
Pedestrians
Sign
Delineators,
Reflectors,
and/or Object
Markers
Medium
Cost Bike Lane
Advanced
Dilemma Zone
Detection
Flashing
Beacon as
Advance
Warning
Speed
Sensitive Rest
in Red Signal
Refuge Island
High
Cost RoundaboutSignal Separated
Bikeway
Protected
Left Turns
Segment
Lighting
Signal Inter-
connectivity &
Coordination/
Green Wave
28

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·4
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Concord Blvd
Clayton Rd
Cowell Rd
Treat Blvd
Oak Grove Rd
Monument Blvd
Y gnacio Valley Rd
Bailey Rd
West St
Olivera Rd Port Chicago Hwy
Willow Pass Rd
Concord Ave
Diamond Blvd
Ayers Rd
Kirker Pass Rd
Key
KSI
collisions
other injury
collisions
29 Concord Local Roadway Safety Plan

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Driving Under the Influence
Citywide
Profile 3
168 collisions / 43 KSIs
8% of all collisions
26% of all KSIs
4 bike collisions / 1 KSI
3% of all bike collisions
6% of all bike KSIs
25 ped collisions / 17 KSIs
11% of all ped collisions
29% of all ped KSIs
Driving Under the Influence (DUI) collisions
remain a serious concern citywide. Non-
engineering interventions will be needed as
the primary means to address challenges
associated with this collision profile, but they
may be supplemented with the engineering
countermeasures listed, which can make
roadway designs more forgiving in general.

Potential Engineering Countermeasures
Low
Cost
Medium
Cost
High
Cost
High-Visibility
Crosswalk
Extend
Green Time
For Bikes
Rumble Strips
Remove
Obstructions
For Sightlines
Extend
Y ellow and
All Red Time
Leading
Pedestrian
Interval
Road DietSupplemental
Signal Heads
Pedestrian
Scramble
Yield T o
Pedestrians
Sign
Retroreflective
Tape on
Signals
Roundabout
30

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Side-Street Stop Control Intersections
collisions involving speeding, vehicle right-of-way violation, or improper turning Profile 4
352 collisions / 16 KSIs
16% of all collisions
10% of all KSIs
17 bike collisions / 4 KSIs
11% of all bike collisions
24% of all bike KSIs
3 ped collisions / 1 KSI
1% of all ped collisions
2% of all ped KSIs
This profile highlights collisions at
intersections of large arterials with minor
streets with side-street stop-control. There
are a variety of risk factors involving these
intersections, including low visibility both
from and of the side streets (especially
of bicyclists), confusion over right-of-
way, and high speeds along the major
street. To alleviate these risk factors, the
countermeasures aim to improve visibility,
reduce speeding, and add additional
controls where necessary, especially in
conjunction with pedestrian improvements.

Potential Engineering Countermeasures
Low
Cost High-Visibility
Crosswalk
All-Way Stop
Control
Rumble Strips
Retroreflective
Tape on
Signals
Upgrade
Signs with
Fluorescent
Sheeting
Pedestrian
Scramble
Upgrade
Intersection
Pavement
Markings
Leading
Pedestrian
Interval
LED-
Enhanced
Sign
Yield T o
Pedestrians
Sign
Delineators,
Reflectors,
and/or Object
Markers
Medium
Cost Bike LaneRefuge Island
High
Cost RoundaboutSignal
Raised
Crosswalk
Directional
Median
Openings to
Restrict Lefts
Pedestrian
Hybrid
Beacon
32

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·4
%&680
Concord Blvd
Clayton Rd
Cowell Rd
Treat Blvd
Oak Grove Rd
Monument Blvd
Y gnacio Valley Rd
Bailey Rd
West St
Olivera Rd Port Chicago Hwy
Willow Pass Rd
Concord Ave
Diamond Blvd
Ayers Rd
Kirker Pass Rd
STOP
STOP
STOP
STOP
Key
KSI
collisions
other injury
collisions
33 Concord Local Roadway Safety Plan

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Red Light Violations
collisions where vehicles failed to obey a red signal and stop at the line* Profile 5
317 collisions / 15 KSIs
15% of all collisions
9% of all KSIs
13 bike collisions / 2 KSIs
8% of all bike collisions
12% of all bike KSIs
8 ped collisions / 1 KSI
4% of all ped collisions
2% of all ped KSIs
Red light violations occur in Concord
citywide, and pose a serious challenge to
roadway safety and the efficacy of safety
features. Non-engineering interventions,
such as targeted enforcement and
automated enforcement, will be needed as
the primary means to address challenges
associated with this collision profile, but they
may be supplemented with the engineering
countermeasures listed, which are general
ways to enhance safety at signalized
intersection.

Potential Engineering Countermeasures
Low
Cost
Medium
Cost Red Light
Camera
Advanced
Dilemma Zone
Detection
Signal Inter-
connectivity &
Coordination/
Green Wave
Speed
Sensitive Rest
in Red Signal
High-Visibility
Crosswalk
Delineators,
Reflectors,
and/or Object
Markers
Upgrade
Signal Head
High
Cost
* This profile does not include most pedestrian
collisions involving vehicles violating
pedestrian right of way, which is classified
under a separate violation category. For
more information, see page 21.
34

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Collisions Involving Excessive Speed
along major arterials, especially with arterial traffic in the evenings Profile 6
459 vehicle-only collisions / 16 KSIs
26% of all vehicle-only collisions
7% of all vehicle-only KSIs
This profile focuses on collisions resulting
from excessive speeds along major arterials.

Vehicular speeds are particularly high
during the evening commute periods, when
Concord’s arterials serve both local traffic
as well as cut-through commute traffic. As
part of the analysis for this profile, observed
speed data from WeJo was also used
to identify hotspots where travel speeds
frequently exceed posted speed limits. The
results from that analysis are shown on the
next pages.

The aim of countermeasures is to slow
traffic in areas with pervasive speeding, as
well as to calm traffic in areas where speed
limits need to be lowered in light of the
surrounding land use context, especially in
conjunction with new AB 43 allowances.

Potential Engineering Countermeasures
Low
Cost High-Visibility
Crosswalk
Extend
Green Time
For Bikes
Rumble Strips
Retroreflective
Tape on
Signals
Upgrade
Signs with
Fluorescent
Sheeting
Extend
Y ellow and
All Red Time
Leading
Pedestrian
Interval
Yield T o
Pedestrians
Sign
Medium
Cost Bike Lane
Advanced
Dilemma Zone
Detection
Flashing
Beacon as
Advance
Warning
Speed
Sensitive Rest
in Red Signal
Refuge Island
Remove
Obstructions
For Sightlines
Pedestrian
Hybrid
Beacon
Raised
Crosswalk
High
Cost RoundaboutSignal Separated
Bikeway
Pedestrian
Hybrid
Beacon
Protected
Left Turns
Signal Inter-
connectivity &
Coordination/
Green Wave
* This profile does not include most pedestrian
collisions involving vehicles violating
pedestrian right of way, which is classified
under a separate violation category. For
more information, see page 21.

Close Slip
Lane
36

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Page 45 of 152 ends

·242
·4
%&680
Concord Blvd
Clayton Rd
Cowell Rd
Treat Blvd
Oak Grove Rd
Monument Blvd
Y gnacio Valley Rd
Bailey Rd
West St
Olivera Rd Port Chicago Hwy
Willow Pass Rd
Concord Ave
Diamond Blvd
Ayers Rd
Kirker Pass Rd
Key
median speeds
up to 5MPH over
posted speed limit
median speeds more
than 5MPH over
posted speed limit
Observed
Speeds Data
Overall Median Speeds
Source:

Wejo, March 2022
As shown, many
roadways in Concord -
especially large arterials
in the east of the City -
have prevailing speeds
that are significantly
higher than posted
speed limits, which are
often already high.
38

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·4
%&680
Concord Blvd
Clayton Rd
Cowell Rd
Treat Blvd
Oak Grove Rd
Monument Blvd
Y gnacio Valley Rd
Bailey Rd
West St
Olivera Rd Port Chicago Hwy
Willow Pass Rd
Concord Ave
Diamond Blvd
Ayers Rd
Kirker Pass Rd
Key
median speeds
up to 5MPH over
posted speed limit
median speeds more
than 5MPH over
posted speed limit
Observed
Speeds Data
Evening Peak Hour
Median Speeds
Source:

Wejo, March 2022
As shown, instances
of observed speeds
exceeding posted
limits is even more
pronounced during the
evening peak hours,
as Concord's roadway
network experiences
even higher stress due
to increased traffic
volumes, especially
high-speed cut-through
traffic.
39 Concord Local Roadway Safety Plan

Page 47 of 152 ends

Pedestrian Collisions at Activity Centers
commercial centers along major arterials
Profile 7
75 ped collisions / 37 KSIs
36% of all ped collisions
36% of all ped KSIs
There are large clusters of
pedestrian collisions around
shopping centers in Concord.

These are almost universally
shopping plazas with street-
fronting parking lots along wide
arterials. A common issue is
that pedestrian desire lines are
often not served by existing
crossings, as the actual store
buildings are often set back
a ways from the pedestrian
crossings located at the
nearest major intersection, and
these large intersections also
tend to feature design features
unfriendly to pedestrians, such
as slip lanes, long crossing
distances, and missing
crosswalk legs. The aim of
countermeasures is to create
roadway environments more
friendly for people walking and
better match facilities to serve
the needs and desire lines of
pedestrians.

Potential Engineering Countermeasures
Bike Box
High-Visibility
Crosswalk
Delineators,
Reflectors,
and/or Object
Markers
Retroreflective
Tape on
Signals
Extend
Green Time
For Bikes
Leading
Pedestrian
Interval
Upgrade
Signs with
Fluorescent
Sheeting
Advance
Stop Bar
Low
Cost
Upgrade
Signal Head
Extend
Y ellow and
All Red Time
Extend
Pedestrian
Crossing Time
Yield T o
Pedestrians
Sign
Medium
Cost Refuge Island Raised
Crosswalk
Directional
Median
Openings to
Restrict Lefts
Pedestrian
Countdown
Timer
Road Diet
Pedestrian
Scramble
Bike Lane
Intersection
Lighting
Advanced
Dilemma Zone
Detection
Flashing
Beacon as
Advance
Warning
Speed
Sensitive Rest
in Red Signal
Curb
ExtensionsHigh
Cost
Pedestrian
Hybrid
Beacon
Separated
Bikeway
Roundabout
LED-
Enhanced
Sign
Upgrade
Intersection
Pavement
Markings
Median
Barrier
Refuge Island Supplemental
Signal Heads
Close Slip
Lane
Remove
Crossing
Prohibition
40

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Page 49 of 152 ends

Pedestrian Collisions in the Dark
Citywide
Profile 8
96 ped collisions / 39 KSIs
46% of all ped collisions
66% of all ped KSIs
While most collisions during
evening hours occur in areas
with streetlights, the quality
of the lighting can vary
widely. Street lighting is often
designed primarily to illuminate
the roadway for vehicles, and
the luminosity and spacing
of lighting may be too sparse
to make pedestrians fully
visible. More than two-thirds
of the collisions that meet this
profile, including 72% of the
KSIs, are farther than 50 feet
from a streetlight pole. The
aim of countermeasures is to
increase lighting and general
visibility of pedestrians on
sidewalks and at crossings,
especially in areas with high
pedestrian activity.

Potential Engineering Countermeasures
Bike Box
High-Visibility
Crosswalk
Delineators,
Reflectors,
and/or Object
Markers
Retroreflective
Tape on
Signals
Extend
Green Time
For Bikes
Leading
Pedestrian
Interval
Remove
Obstructions
For Sightlines
Advance
Stop Bar
Low
Cost
Upgrade
Signal Head
Curve
Advance
Warning Sign
Extend
Pedestrian
Crossing Time
Yield T o
Pedestrians
Sign
Medium
Cost Refuge Island Raised
Crosswalk
Raised
Median
Pedestrian
Countdown
Timer
Road Diet
Rectangular
Rapid Flashing
Beacon
Bike Lane
Intersection
Lighting
Advanced
Dilemma Zone
Detection
Improved
Pavement
Friction
Speed
Sensitive Rest
in Red Signal
Curb
ExtensionsHigh
Cost Separated
Bikeway Roundabout
LED-
Enhanced
Sign
Upgrade
Intersection
Pavement
Markings
Median
Barrier
Supplemental
Signal Heads
Upgrade
Signs with
Fluorescent
Sheeting
Flashing
Beacon as
Advance
Warning
Signal Close Slip
Lane
42

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Page 51 of 152 ends

Wrong-Way Bicycle Riding
collisions centered around large arterials and roadways with one-way operations Profile 9
39 bike collisions / 2 KSIs
24% of all bike collisions
12% of all bike KSIs
This profile encompasses collisions
where bicyclists are travelling opposing
the direction of traffic, either travelling on
the wrong side of the street or travelling
against the direction of traffic on a one-way
street. This creates dangerous conflicts with
vehicular traffic, especially turning traffic that
might not be expecting the bicyclist. This is
often caused by a lack of high-quality bike
infrastructure, resulting in bicyclists simply
using the shortest path available absent
better options, as well as by the lack of
ways for bicyclists to safely cross the street.

In response, the aim should be to create
more high-quality bikeways, provide for
more safe crossings that match bicyclists’
desire lines, and reconsider one-way
operations along roadways when they are
detrimental to safety.

Potential Engineering Countermeasures
Low
Cost Bike Box
Extend
Green Time
For Bikes
Upgrade
Intersection
Pavement
Markings
Delineators,
Reflectors,
and/or Object
Markers
High-Visibility
Crosswalk
Medium
Cost Bike LaneWiden/Pave
Shoulder
Protected
Left Turns
High
Cost Separated
Bikeway
44

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·4
%&680
Concord Blvd
Clayton Rd
Cowell Rd
Treat Blvd
Oak Grove Rd
Monument Blvd
Y gnacio Valley Rd
Bailey Rd
West St
Olivera Rd Port Chicago Hwy
Willow Pass Rd
Concord Ave
Diamond Blvd
Ayers Rd
Kirker Pass Rd
STOP
STOP
Key
KSI
collisions
other injury
collisions
45 Concord Local Roadway Safety Plan

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Page 54 of 152 ends

Proven
Countermeasures
Chapter 4
To address the safety concerns
present within Concord, this Plan
pairs data-driven collision analyses
with proven countermeasures.

Countermeasures can be
engineering-based physical
improvements, many of which have
low-cost or quick-build versions, but
they can also be non-engineering
strategies in areas such as education,
enforcement, and outreach.

The safety strategies in this chapter
cover the five elements of a Safe
System: Safe Roads, Safe Road
Users, Safe Speeds, Post-Crash
Care, and Safe Vehicles. Of these
categories, Safe Roads consists of
engineering countermeasures, while
the remaining categories consist of
non-engineering countermeasures.

The engineering countermeasures
include a Crash reduction factor
(CRF), if applicable, to indicate their
relative effectiveness. In contrast
to the infrastructure-focused
engineering countermeasures, non-
engineering countermeasures do not
have an associated CRF. However,
the National Highway Traffic Safety
Administration (NHTSA) published
the 9th edition of Countermeasures
That Work: A Highway Safety
Countermeasure Guide for State
Highway Safety Offices in 2017, and
this document serves as a guide for
practitioners in selecting effective,
Safe Road Users
Post-Crash Care
Safe Speeds
Safe Roads
Safe V ehicles
47

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evidence-based countermeasures
for traffic safety problems such as
alcohol and drug impaired driving,
speeding and speed management,
and pedestrian and bicycle safety.

Non-engineering countermeasures
are given effectiveness ratings based
on these guidelines, if applicable
and data is available; Figure 9 shows
the scale for these ratings. However,
it is important to note that the
effectiveness of any countermeasure
varies immensely depending on its
implementation, broad reach to all
communities, and satisfactory funding.

The effectiveness data likely shows
This category encompasses the
engineering countermeasures
presented in this Plan: physical,
infrastructure-based improvements
that can be made to Concord's
roadways to make them safer by
design. In the previous chapter,
each of the collision profiles were
paired with a set of engineering
countermeasures that can
potentially be used to address the
underlying safety issues. The details
pertaining to each engineering
countermeasure, including the name,
description, cost, availability of
low-cost or quick-build alternatives,
and Crash reduction factor (CRF)
if applicable, can be found in the
Countermeasure T oolbox located in
Appendix A.

Safe Roads
the maximum effect that can be
achieved through comprehensive
implementation.

California is in the process of
adopting the Safe System approach
and a focus on equity as part of its
Strategic Highway Safety Plan. This
plan’s focus on the Safe System
approach helps to provide alignment
with current LRSP guidelines, but
also sets the City of Concord up for
success in recognition of emerging
safety best practices.

Figure 9
Effectiveness of Non-Engineering Countermeasures
Demonstrated to be effective by several
high-quality evaluations with consistent results
Demonstrated to be effective in certain situations
Likely to be effective based on balance of evidence
from high-quality evaluations or other sources
Effectiveness still undetermined as different methods of implementing this countermeasure produce different results Limited or no high-quality evaluation evidence
48

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Concord Local Roadway Safety Plan
Education and Public
Awareness Campaigns –
Targeted at Specific Behaviors
The City can expand upon any
existing social media and portable
and City Hall message boards
to establish an ongoing public
education media campaign focused
on safe and responsible driving,
discouraging drinking and driving,
along with encouraging increased
awareness of pedestrians and
bicyclists. An example of this
campaign is collaboration with
local radio stations to disseminate
safety messages. Concord can also
coordinate with Contra Costa County
Public Health & Social Services or
partner with school districts to host
OTS Safety Programs or Campaigns
at schools, libraries, parks or
other high-volume pedestrian and
bicycle areas that focus on raising
awareness about traffic rules, rights,
and responsibilities for all users.

The OTS Go Safety California
campaign has free resources
for local agencies to use in
implementing public awareness
campaigns.

Safe Road Users
Context
Citywide
Best Practice Resources
San Francisco Municipal
Transportation Agency (SFMTA)
conducted its “Be Nice, Look Twice”
pedestrian safety campaign and
"Safety - It's Y our Turn" campaign
through social media, billboards, and
bus posters in multiple languages.

Effectiveness
(Mass media campaign on DUIs)
Source: SFMTA
Source: SFMTA
49

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Partner with Local Businesses
and Organizations on
Hot Spot Corridors
Local partners serve as community
liaisons between the City and
the public. Conducting targeted
education with community partners
and public institutions (such as local
businesses, libraries, churches, and
cultural organizations) along the
hot spot corridors strengthens the
engagement process by building trust
and drawing on an established base
of stakeholders. Educational materials
can include pamphlets, stickers,
window displays, or resources for
liquor-serving establishments to
ensure patrons do not drive while
under the influence (e.g., safe ride
home number, local taxi number, etc.)
Context
Hot Spot Corridors
Best Practice Resources
USDOT Traffic Safety Marketing
provides images and GIFs
discouraging DUI that can be
displayed or posted on restaurants
and nightlife establishments’ social
media accounts.

Safe Road Users
Effectiveness
(Pedestrian Safety Zones)
(Communications and Outreach
Supporting Enforcement)
Source: USDOT
Improve Infrastructure
Connectivity for
Vulnerable Users
Concord can apply for grant funding
that supports safe and connected
infrastructure for all roadway users.

This includes addressing gap
closures in bicycle facilities and
sidewalks and prioritizing low stress
connections to key destinations.

Contra Costa Transportation
Authority (CCTA)'s 2018 Countywide
Bicycle and Pedestrian Plan (CBPP)
as well its extension Vision Zero
Framework and forthcoming
Pedestrian Needs Assessment can
serve as a guide with previously
identified projects.

Context
Citywide
Best Practice Resources
CCTA's Vision Zero Framework
and forthcoming Pedestrian Needs
Assessment provides project
recommendations for all jurisdictions
within Contra Costa.
50

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Concord Local Roadway Safety Plan
High Visibility Enforcement
High-visibility enforcement is
a multifaceted approach to
enforcement that garners public
attention to traffic safety laws
through highly visible patrols, such
as checkpoints, saturation patrols,
or message boards. OTS provides
three grant funding sources to
supplement CHP in their high-
visibility enforcement goals. The goal
for Get Education and Ride Safe III
(GEARS III) is to reduce the number
of motorcycle-involved KSI collisions.

The goal of the Safer Highways
Statewide grant is to reduce the
number of alcohol-involved KSI
collisions. Lastly, the Regulate
Aggressive Driving and Reduce
Speed V (RADARS V) grant is aimed
at reducing the number of victims
killed or injured due to speed,
improper turning, driving on the
wrong side of the road, or reckless
driving-related collisions.

The goal of high-visibility
enforcement is to promote voluntary
compliance with traffic laws and,
according to NHTSA research,
it is one of the most effective
enforcement strategies for safety
outcomes.
6 Context
Citywide
Effectiveness
(Publicized Sobriety Checkpoints)
(High-Visibility Saturation Patrols)
Expand Safe Routes to School
Expansion of school area traffic safety
measures provides an opportunity to
conduct further outreach on projects
proposed in this LRSP, expand the
toolkit to additional school areas, and
pair engineering and non-engineering
countermeasures citywide. These
efforts would be funded through the
Safe Routes to School grant awarded
to the City in partnership with school
districts.

Context
Schools citywide
Best Practice Resources
The Safe Routes Partnership's Safety-
based Prioritization of Schools for
Safe Routes to School Infrastructure
Projects is a resource for identifying
priority Safe Routes to School projects
based on safety considerations.

Effectiveness
(Safe Routes to School)
6 Richard, C. M., Magee, K., Bacon-Abdelmoteleb, P., & Brown, J. L. (2018). Countermeasures That Work: A Highway Safety Countermeasure Guide For State Highway Safety Offices, 9th Edition. National Highway Traffic Safety Administration. Retrieved from: https://www.nhtsa.gov/sites/nhtsa.gov/files/ documents/812478_countermeasures-that-work-a-highway-safety-countermeasures-guide-.pdf. 51

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Pair Education with Key Engineering
& Enforcement Countermeasures
Educational materials can be used to teach people how
to use new and unfamiliar safety countermeasures,
such as pedestrian hybrid beacons (PHB), roundabouts,
or protected bikeways. Example materials include
informational signs or demonstration videos, presented
in multiple languages such as English, Mandarin,
Cantonese, and Spanish.

Best Practice Resources
The City of Berkeley's “How to Use a Pedestrian Hybrid
Beacon” informational flyer was paired with the installation of a new PHB and includes both driver and pedestrian
instruction for properly using the new countermeasure.

The San Francisco Municipal Transportation Agency
posted signs with a brief explanation next to a newly
installed protected bike lane in multiple languages as
part of their Vision Zero SF initiative. This approach
was also applied to educate people about pedestrian
scrambles and bus bulb outs.

The Los Angeles Department of Transportation (LADOT)
used temporary pop-up installations to introduce safety improvements in specific neighborhoods. Hay bales and
planters were used to test the roundabout design and
educate drivers on how to use the countermeasure. In
addition to introducing safety improvements, pop-up
installations can bring out emergency vehicles to ensure the vehicles can navigate around roundabouts or curb
extensions.

Safe Road Users
Source: Fehr & Peers for the City of Berkeley
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Safe Ride Home Programs
Partnerships between the Police
Department, CHP, TNC Operators
(e.g., Lyft, Uber), and local businesses
can be facilitated to offer promotional
codes for free or discounted rides
home from establishments or events
to reduce the potential for DUI,
drowsy driving, or distracted driving.

This program may be focused on
particular holidays or event days or
applied more broadly to weekend
nights.

Context
Citywide
Best Practice Resources
The Portland Bureau of Transportation
(PBOT) Safe Ride Home Program
was formed in partnership with
the Portland Police Bureau, TriMet,
Old Town Hospitality Group, and
Portland cab companies Radio Cab,
Broadway Cab, New Rose City Cab
and United Independent Cab, as well
as transportation network companies
Lyft and Uber to provide promo
codes for discounted rides. The
program is funded by a 50-cent fee
charged for every taxi and TNC ride
in Portland.

Effectiveness
(Alternative transportation)
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Speed Limit Modification
California Assembly Bill (AB) 43 was
passed in 2021 to provide a means
to lower speed limits on additional
corridors. Cities will have increasing
flexibility moving forward to consider
context as they set speed limits.

AB 43 features the following five
major components, focused on giving
local jurisdictions more flexibility
in setting speed limits, especially
regarding vulnerable road users:
• Engineering & Traffic Survey
(E&TS) an option to extend
enforceable time period
• Post E&TS an agency can elect
to retain current or immediately
prior speed limit
• Speed Limit Reduction
reduction of additional 5 mph
based on several factors,
including designation of local
"Safety Corridors"
• Prima Facie Speed Limits
options for 15 and 25 mph in
certain zones
• Business Activity Districts
option for 20 or 25 mph
Context
Citywide
Safe Speeds
Best Practice Resources
In supporting their commitment
to Vision Zero, the City of Seattle
completed their work of lowering
speed limits to 25 mph on most
major streets (totaling around 415
miles of arterial streets) and installed
nearly 2,500 new speed limit
signs. With funding from the voter-
approved Levy to Move Seattle, the
City created a policy of 25 mph on
arterial streets with a speed limit of
20 mph on smaller streets and near
schools when children are present.

They already conducted a case
study in five Seattle neighborhoods.

The data showed that lowering
speed limits and increasing sign
density – without any marketing
campaigns, additional enforcement,
re-timed signals, or engineering
changes to the roadway – resulted
in a 20-40% drop in the number of
collisions in the study locations.

The National Association of City
Transportation Officials (NACTO) has
produced City Limits: Setting Safe
Speed Limits on Urban Streets, a set
of guidelines providing a detailed,
context-sensitive method of setting
speed limits in urban environments.

Source: Bruce Englehardt via
Wikimedia Commons
Source: NACTO
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Safe Speeds Education
This measure creates a safety
education campaign targeting safe
speeds. This can include yard signs,
wall boards/posters in prime injury-
corridor neighborhoods, ads on bus
exteriors, radio ads, changeable
message signs, etc. To maximize
effectiveness, this should be an
ongoing program for cities. The OTS
Go Safety California campaign has
free resources for local agencies
to use in implementing public
awareness campaigns.

Context
Citywide
Best Practice Resources
Jurisdictions such as the Minnesota
Department of Transportation
have also started to partner with
technology companies to provide
alerts to on-vehicle computer
systems and phones when drivers
pass through designated corridors
that have been targeted for speed
enforcement and education
programs. These programs use
geofencing technology and send
push alerts urging drivers to travel at
reasonable speeds.

Effectiveness
(Communications and
Outreach on Speeding)
Automated Enforcement
Automated enforcement methods,
such as red-light cameras or
speed safety cameras, equitably
target the specific drivers who
are behaving dangerously. Red
light cameras (RLC) detect motor
vehicles that pass over sensors in
the pavement after a traffic signal
has turned red. According to a
National Cooperative Highway
Research Program study conducted
over five states, a downwards trend
in red light running collisions and
violations because of RLCs was
reported. City staff, including staff
from the Police Department, should
engage in in-depth discussions
before implementation to ensure
that there is agreement over the
goals and aims of an automated
red-light enforcement program,
to conduct outreach to the public
to communicate the goals of the
program and build trust, and ensure
that producing safety outcomes is
prioritized over other aims, such as
revenue generation.

Speed safety cameras (SSCs)
use speed measurement devices
to detect speeding and capture
photographic or video evidence of
vehicles that are violating a set speed
threshold. SSCs can be deployed as
fixed unit (single, stationary camera
targeting one location), point-to-point
(Multiple cameras capturing average
speed over a certain distance) or
mobile units (portable camera).

Safety cameras are not currently
allowed in California. City staff can
monitor potential changes to state
legislation for future use of this critical
tool, should it become available.

Context
Citywide
Best Practice Resources
FHWA's resource on Speed Safety
Cameras (FHWA-SA-21-070) contains
guidance and suggestions for
consideration for local agencies
wishing to implement automated
speed enforcement, and documents
the efficacy of SSCs. It is available
at https://safety.fhwa.dot.gov/
provencountermeasures/speed-
safety-cameras.cfm.

Effectiveness
(Automated Enforcement)
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Post-Crash Care
Rapid Response Safety
Communication Protocol &
Multi-Disciplinary Team
City Public Works and Police
Department staff work closely to
address safety challenges at key
collision locations. Concord can employ,
or continue to employ, an internal,
multi-department communication
strategy in response to severe and fatal
collisions. The protocol will outline a
path forward for Public Works staff to be
a part of the immediate on-the ground-
response to an investigation of severe
and fatal collisions, ensuring a multi-
disciplinary response team focused
both on the behavioral and engineering
elements of a collision. This multi-
disciplinary team also supports timely
data sharing among City departments,
ensures data accuracy, and develops
near-term interventions.

Context
Citywide
Best Practice Resources
The San Francisco Vision Zero Traffic
Fatality Protocol is an efficient and
standardized procedure for reporting,
investigating, and collecting data on
traffic fatalities, with coordination across
multiple city agencies.
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Victim and Family Support
Post-collision care includes providing
resources to both the victim, their
friends, and their families. To ensure
a collision survivor receives the
care needed to recover and restore
body and mind to an active life
within society, they require medical
rehabilitation with specialists
that can range from orthopedics,
neurosurgery, physical and
occupational therapy, and prosthetics
to psychology and neuropsychology.

Severe and fatal collisions not only
affect the victim involved, but their
family and friends as well. Across the
nation, in Canada, and locally in the
San Francisco Bay Area, there are
chapters of Families for Safe Streets.

This group advocates at the state
capitol in Sacramento and works
with lawmakers and non-profits like
Mothers Against Drunk Driving to
share their stories and testify before
legislative committees. Supporting
victims’ families comes in many
forms. For example, World Day of
Remembrance for Road Traffic Victims
is an annual event held on the third
Sunday in November in remembrance
of those who have died or have been
affected by motor vehicle collisions,
and to draw attention to the goal of
Vision Zero.

Context
Citywide
Best Practice Resources
The World Health Organization (WHO)
produced a booklet entitled Post-
Collision Response: Supporting Those
Affected by Road Traffic Collisions
that describes the consequences of
collisions that may not only include
physical injuries resulting in disability,
but also psychological trauma.

WHO recognizes that an effective
post-collision response requires
the integration of injury care, mental
health services, legal support and
legislation, and data on collisions and
injuries.

Source: WHO
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Safe V ehicles
Connected and
Automated Vehicle (CAV)
Readiness Planning
Having strategies prepared to
meet and address the oncoming
challenges posed by connected and
automated vehicle (CAV) technology
is crucial in advancing road safety.

Fully automated vehicles have the
potential to modify travel behavior
and improve safety outcomes given
that CAVs are ultimately intended
to operate lawfully and eliminate
or reduce human error. However,
the need to integrate CAVs into the
transportation system in the short
term where there will be a mix of
automated and non-automated
vehicles also poses challenges.

Some strategies for preparation
include educating the public on
current and future safety features
and limitations, continuing to
upgrade signal equipment, installing
EV charging citywide, installing
Intelligent Transportation Systems
(ITS) to enable vehicle safety
features, identifying the ability for
future fleet purchases to include CAV
technology, having policies around
curbside management, having
policies around truck routes to keep
them off main arterials if feasible,
and maintaining roadway surfaces,
striping and signage.

Context
Citywide
Best Practice Resources
CAV technology remains a new and
evolving topic. The NHTSA maintains
a resource page entitled "Automated
Vehicles for Safety" that summarizes
the latest information and collects
the latest resources on the subject,
located at https://www.nhtsa.gov/
technology-innovation/automated-
vehicles-safety.
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Concord Local Roadway Safety Plan
Community engagement is not a
one-size-fits-all model. By developing
culturally relevant engagement
strategies, all participants are invited
into conversations about safety.

Culturally relevant engagement
strategies can help education and
programming around traffic safety
reach a larger audience and be more
impactful.

Culturally relevant community
engagement may include
dissemination of materials and
presentation of information in multiple
languages, including English, Spanish,
and/or others. Hosting safety-related
engagement events at local parks
or businesses may provide better
accessibility and comfort for residents
to receive information and provide
feedback. Additionally, the creation of
a Street Safety Ambassador Program
can also help to build awareness
within specific communities around
roadway safety issues. Culturally
relevant community engagement
could be considered during the
implementation of all roadway safety
projects.

Equitable and Culturally-Relevant
Community Engagement
A best practices example can be
found in the Los Angeles Department
of Transportation (LADOT) Vision
Zero Division, which launched
the Dignity-Infused Community
Engagement (DICE) strategy in
2019. The effort centers community
members in the Vision Zero planning
process from the beginning and
weaves all perspectives and lived
experiences into the technical
planning process. The DICE approach
includes collaboration with local
community-based organizations
(CBOs); the provision of childcare,
transportation, interpretation, and
food at all engagement events; and
the development of unique, culturally
relevant engagement approaches
that weave in community identity
and markers. Beyond promoting
the initiative, the dignity-infused
planning process is an expansive
approach to community engagement
that seeks to heal and atone for the
negative impacts of systems and
practices within Los Angeles as well
as the broader field of transportation
planning.
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When it comes time to make tradeoff
decisions between vehicle roadway
operations, parking, and safety,
having policies in place guiding
decision makers on prioritizing
vulnerable users can streamline
processes and provide consistency.

Data inventory and management
also play a role in the city’s overall
non-infrastructure framework for
safety. Using advanced technology
to determine collision risks allows
cities to be proactive and systemic
when identifying projects for funding
and implementation.

Set Safety Policy that Outlines
Tradeoff Decision Making and
Prioritizes Vulnerable Users
The City of Concord has commited
to eliminating fatal and severe
injury collisions as part of this LRSP,
and the formation of a standing
Working Group to implement this
Plan and deliver on this goal. T o
ensure oversight and accountability
throughout this process, there is
a need for continued leadership.

Policies and Data
This includes strategies such as
identifying a champion to advocate
for the LRSPs project development
and implementation.

To prioritize achieving zero deaths
and severe injuries through projects
and policies, the City Council motion,
directive, or ordinance that binds
the City to this goal should also
include an acknowledgement of the
need for trade-offs on the roadway
system, and a binding commitment
to prioritize safety when those trade-
offs arise.

Construction
Accessibility Policy
Having a policy in place for
accessibility to be maintained during
construction and road maintenance
projects is crucial for maintaining
safety on City roads. These policies,
including bicycle and pedestrian
safety, can be included in a
memorandum or report put out by a
local jurisdiction.

Collision Risk Indicators
Surrogate safety measures, such as
“near-miss” collisions, hard braking
data, speed data, community-
reported hazards, and high stress
facilities provide an understanding
of the safety landscape and enable
proactive interventions. Near misses
have historically been difficult to
study in practical safety applications
due to an overall lack of reported
information. In the absence of
sufficient collision data, near miss
data is an important indicator for
guiding collision prevention. There
are several technologies that are
closing the gap and providing
key safety insights regarding near
misses, including:
• Video data
Video machine learning is an
effective means of classifying
collisions and collecting near
miss data.
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Concord Local Roadway Safety Plan
• Public crowdsourcing
Online web crowdsourcing
platforms, such as UC Berkeley’s
SafeTREC Street Story tool
(available in English and Spanish),
allow anyone to anecdotally
report incidents of near misses.

It is located at https://safetrec.
berkeley.edu/tools/street-story-
platform-community-engagement.

These data points are publicly
available for analysis and contain
important contextual information
based on geographic location
(e.g., road conditions, street
lighting, and travel mode). Using
a platform like Street Story in
future projects also advances
community education and
engagement around road safety
by providing an outlet and way
for people to connect around
each other’s stories. Social
pinpoint is another platform that
allows for online and geolocated
public input on safety needs and
perceptions.

Contextual Data Inventory
Up-to-date data on transportation
infrastructure, including roadway
characteristics, intersection
characteristics, and signs,
are valuable for planning and
implementing future improvements.

With an updated inventory, cities can
identify project synergies, such as
including a safety countermeasure
with a repaving project. Finally,
enhanced contextual data supports
systemic safety analysis for future
safety plans and evaluations.

Collision Reporting
Collision reporting practices, such
as complete data collection and
documentation of road user behavior
and infrastructure, and sharing data
across agencies or organizations
(e.g., law enforcement, health
officials, transportation officials,
and hospitals) can lead to a greater
understanding of the holistic
safety landscape, and thus lead to
improved investments in safety.
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Evaluation and
Implementation
Strategies
Chapter 5
This chapter describes the processes
that can be used by the City to
ensure successful implementation
of this Plan, evaluate its success
and quantify its progress, and also
identifies funding sources for safety
improvements.

In terms of implementation, this
chapter contains recommendations
related to facilitating buy-in and
support, and project delivery
methods. The evaluation section
contains recommendations relating
to how and when to update this plan,
establishing metrics and benchmarks,
and public communications. All of
these considerations are especially
important given the City of Concord's
commitment to eliminating fatalities
and severe injuries on its roadway
network through the implementation
of this Plan and ongoing, regular
progress monitoring and reporting
throughout the process.

Finally, this chapter identifies
opportunities to fund the
implementation of this Plan and
delivery of safety improvements.

While preparing the City of Concord
to submit successful Highway
Safety Improvement Program (HSIP)
applications is a key goal of this Plan,
safety projects can be funded through
a wide range of additional sources at
the regional, state, and federal levels.

HSIP funds are largely awarded
based on a benefit/cost analysis
using a set of Caltrans-approved
countermeasures with documented
crash reduction factors and historic
collision data. While many safety
projects will perform well in the HSIP
process, others may be successfully
funded through other sources that
consider additional factors, such as
the Active Transportation Program
(ATP). The sources in this chapter
may be used to fund a broad scope
of projects targeting air quality and
sustainability, affordable housing, and
transportation. Successful projects
often entail creative solutions that
address impact areas beyond
transportation safety alone.
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Implementation of the LRSP is a vital
step in the process in which the
identified strategies and projects are
executed. To successfully implement
programs and projects, partnerships,
trust, funding, and coordination
need to be proactively managed.

Successful implementation of this
Plan and especially meeting the City's
goal of eliminating fatal and severe
injury collisions requires sustained
and coordinated support from key
stakeholders, elected officials, and
City staff.

Oversight, Accountability,
Coordination, and Partnership
To ensure effective delivery of safety
projects and programs, the City
of Concord will establish a Local
Roadway Safety Working Group,
as discussed earlier in this report.

Having the leadership of this group
will be a crucial part of maintaining
buy-in and support for the LRSP from
not only officials, but the community
as well. Some duties of the working
group could include conducting
briefings and presentations at board
and agency meetings, collecting
and sharing information on a regular
basis, and updating a public-facing
webpage on the City of Concord
website to inform LRSP goal progress,
such as the number of projects
funded or implemented and the
number of collisions over time for
comparison purposes.

Having continued communication
and transparency with stakeholders
and community members can allow
for greater trust and support of the
LRSP’s goals. Some other potential
strategies include communication
across diverse channels beyond the
web (e.g. local news, mailers, and
social media), actively soliciting and
addressing community concerns,
regularly publishing or updating
more extensive factsheets on
plan progress, and regular public
meetings using effective community
engagement techniques.

Much like the stakeholder input
received throughout the creation
of this Plan, coordination and
partnership amongst diverse
stakeholders will be essential
for effective delivery of the LRSP
throughout its lifetime. Some
strategies that the Working Group
should implement include regularly
informing leaders and community
groups and stakeholders on progress
and key milestones, consulting
partner agencies early on in the
implementation process to gather
suggestions and feedback, and
ongoing monitoring and coordination
of opportunities for partnership via
project bundling (e.g. integrating LRSP
projects with pavement resurfacing
and maintenance).

Implementation
Considerations
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Concord Local Roadway Safety Plan
Policy Support
Projects following the Safe System
approach may often require tradeoffs
to be made between on-street
parking, vehicle level of service,
and pedestrian and bicycle safety
and accessibility, when funding and/
or right of way are limited. The City
Council’s Policy and Resolution in
support of this Plan establishes that
safety considerations should be
prioritized in all projects citywide.

However, the spirit of this overriding
consideration must also be enshrined
into the day-to-day operations
and decision-making of the City of
Concord. Thus, as a follow-on to this
Plan, the City will review its policies,
plans, guidelines, and standards,
such as its Construction Details
and Land Use Impact Assessment
processes, and update them as
necessary to ensure that they
align with the overarching goal of
prioritizing safety, and that they
support a safe system practice. Other
complementary policies to this Plan
may include a citywide crosswalk
policy and transition plan and a speed
management policy and program,
which will also be explored as part
of this process. Implementation
of these revised policies, plans,
guidelines, and standards will be
a crucial accompaniment to the
implementation strategies within this
Plan.

Institutionalization
In addition to pursuing funding for
the priority and systemic projects
identified in this LRSP via upcoming
grant opportunities, the City should
consider reactive and project safety
project opportunities through:
• Rolling safety projects into existing
Capital Improvement Projects,
such as repaving efforts, to take
advantage of cost efficiencies
as well as accelerate project
implementation and delivery.
• Development Impact Review and
Mitigation: new guidance from
the Institute of Transportation
Engineers presents opportunities
for bringing the Safe System
approach into the development
review process
7 7 ITE (2022). Essential Components of
Incorporating Safety in Transportation Impact
Analysis. Retrieved from https://www.ite.
org/pub/?id=94372DF6-BAB5-AE00-E6D5-
471ED4F338CE.
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Concord Local Roadway Safety Plan
The City of Concord has committed
to eliminating traffic deaths and
severe injuries, and to form a
standing Working Group to monitor
progress towards this goal and
communicate outcomes to the public.

This section identifies possible
opportunities to evaluate progress
towards this goal, inform future
decision-making, and will allow the
City to understand how it is doing
with regards to meeting its safety
goals. It will also provide the basis for
determining future efforts to select
priority areas, countermeasures, and
locations to reduce collisions (and
the harm resulting from them). The
following section presents some
recommendations to this effect.

Update the Plan Regularly
For example, scheduling an update
at the halfway mark of the 10-year
goal could assist with organizing
and directing evaluation efforts.

As conditions within the City could
change, it will be necessary to update
the LRSP in the future.

Identify Metrics and Measure
Performance in Priority Areas
To understand progress and safety
conditions, several metrics should be
used in LRSP evaluation. Examples of
measuring goal performance include:
• Monitoring collisions, specific to
the goals outlined in this plan
• Monitoring the number of safety
infrastructure improvements
installed
Additional regular measurement of
goal progress in priority areas can
be performed every year (e.g. safety
scorecard). Safety scorecards that are
released annually can be a powerful
tool for measuring effectiveness,
highlighting areas that need further
attention and resources, and
identifying tasks and deadlines for
responsible stakeholder parties.

Continued Engagement
Efforts around evaluation should
include expanding partnership
from diverse sources (e.g. officials,
agencies, community advocacy
groups). Input from identified partners
and future partners, along with
collected target metrics, could be
used to adapt the plan based on
community feedback and expert
insight as projects and programs are
rolled out.

Conducting pre- and post- surveys
with community members can
measure how their actions and
views have shifted after engagement
around traffic safety. Local partners
can be tasked with disseminating the
pre- and post-surveys to residents.

Surveys should evaluate whether
respondents express a shift in
behavior after having participated
in traffic safety programming. The
metrics for evaluation can also be
developed with local partners to
ensure accessibility for the public.

Evaluation
Considerations
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The sources in this chapter may
be used to fund a broad scope of
projects targeting air quality and
sustainability, affordable housing, and
transportation. Successful projects
often entail creative solutions that
address impact areas beyond
transportation safety alone, but that
can include, and often benefit from,
the countermeasures identified in this
report.

Local, regional, state and federal
funding opportunities relevant to
LRSP projects are listed on the
following pages. Where possible,
details about upcoming funding
application cycles are provided,
however, many of these are in flux
due to impacts from the ongoing
Covid-19 pandemic. We recommend
that the City periodically review this
list and check for updates regarding
funding availability until funding
cycles stabilize.

Local and Regional Sources
Contra Costa County
Measure J Funding
Administered through CCTA, Measure
J provides funding for countywide
and local transportation projects in
Contra Costa County.

Frequency:

Apportioned annually by CCTA
One Bay Area Grant (OBAG) 3
OBAG is funding from the Federal
Highway Administration, but is
distributed by MTC in the Bay Area.

This grant provides funding for
projects and programs that improve
safety, spur economic development,
and help the Bay Area meet climate
change and air quality improvement
goals.

Frequency: Varies
Next funding opportunity:

OBAG application deadline for
Contra Costa County has passed.

The countywide project list will be
submitted to MTC in September 2022
Developer Fees
California law allows local
governments to establish and
charge a fee on residential and
non-residential developments to
fund public facilities and to service
population growth. Public facility fees
can be charged to new development
based on density and traffic impacts,
and can go to a variety of public
facilities, one being local roadways.

Frequency: Project-by-project basis
Lifeline Transportation Program
The Metropolitan Transportation
Commission (MTC) has created the
Lifeline Transportation Program to
evaluate state and federal funds
to provide grants for mobility and
accessibility needs in low-income
communities across the Bay Area.

New guidelines are established
for each cycle and the projects
must address transportation gaps
or barriers identified in community-
based transportation plans or other
local planning efforts in low-income
neighborhoods.

Frequency: Biennial funding cycle
Funding
Considerations
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Program for Arterial System
Synchronization (PASS)
PASS delivers financial and technical
assistance to cities and counties
to enhance signal coordination
across jurisdictions. This includes
engineering help for local
governments seeking to re-time
signals, adjustments to existing traffic-
responsive timing systems, “flush”
plans for managing traffic incidents,
and more.

Frequency: Annual funding cycle
Transportation Development Act
Article 3 (TDA3) Funding
Administered through the
Metropolitan Transportation
Committee (MTC), TDA3 provides
funding annually for bicycle and
pedestrian projects. Each county
coordinates a consolidated annual
request for projects to be funded
in the county. Some counties
competitively select projects, while
other counties distribute the funds to
jurisdictions based on population.

Frequency: Annual funding cycle
State Sources
Active Transportation Program (ATP)
ATP is a statewide competitive grant
application process with the goal
of encouraging increased use of
active modes of transportation. The
ATP consolidates existing federal
and state transportation programs,
including the Transportation
Alternatives Program (TAP), Bicycle
Transportation Account (BTA), and
State Safe Routes to School (SRTS),
into a single program with a focus
to make California a national leader
in active transportation. The ATP is
administered by the Division of Local
Assistance, Office of State Programs.

Frequency: Biennial funding cycle
Next funding opportunity: Cycle
6 applications were due June 15,
2022. This cycle includes funding/
programming for fiscal years
2023/2024, 2024/2025, 2025/2026,
and 2026/2027. Cycle 6 will also
receive a funding augmentation has
been granted from the General Fund
for this year.

Cycle 7 applications have yet to be
announced but are anticipated in
2024.

California Natural Resources Agency
Environmental Enhancement and
Mitigation (EEM) Program
This program supports projects
that “contribute to mitigation
of the environmental effects of
transportation facilities.” According
to the program guidelines, projects
that fall under the following
category can apply: “Mitigation
Projects Beyond the Scope of
the Lead Agency responsible for
assessing the environmental impact
of the proposed transportation
improvement.”
Frequency: Annual funding cycle
Next funding opportunity:

The 2022 EEM Program application
deadline has passed for 2022.

The California Natural Resources
Agency has not announced when the
application will open for 2023.
69

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California Natural Resources
Agency Urban Greening Program
This program supports projects that
“use natural systems or systems that
mimic natural systems to achieve
multiple benefits.” Eligible projects
include “Non-motorized urban trails
that provide safe routes for travel
between residences, workplaces,
commercial centers, and schools.”
Frequency: Biennial funding cycle
Next funding opportunity:

Application deadline has passed
for 2022. Next funding cycle is
anticipated in 2024.

California Office of Traffic
Safety (OTS) Grant Program
OTS administers traffic safety grants
in the following areas: Alcohol
Impaired Driving, Distracted Driving,
Drug-Impaired Driving, Emergency
Medical Services, Motorcycle Safety,
Occupant Protection, Pedestrian and
Bicycle Safety, Police Traffic Services,
Public Relations, Advertising, and
Roadway Safety and Traffic Records.

This funding is primarily geared to
enforcement and outreach efforts.

Frequency: Annual funding cycle
Next funding opportunity:

FY 2024 application materials
and workshops will be announced
December 2022; grant applications
are due January 31, 2023.

California Strategic Growth Council
(SGC) Transformative Climate
Communities (TCC) Program
The Transformative Climate
Communities (TCC) Program
empowers the communities most
impacted by pollution to choose their
own goals, strategies, and projects
to reduce greenhouse gas emissions
and local air pollution.

Frequency: Annual funding cycle
Next funding opportunity:

Application deadline has passed for
2022. FY 2023/2024 NOFA Release
for the next cycle is anticipated for
March 2023.

Caltrans Strategic
Partnerships Grants
These grants, a subset of Caltrans’
Sustainable Transportation Planning
Grant Program, fund multi-modal
planning studies, with a focus on
transit, of regional, interregional,
and statewide significance. Studies
are conducted in partnership with
Caltrans and must assist in achieving
the Caltrans Mission and Grant
Program Objectives.

Frequency: Annual funding cycle
Next funding opportunity:

FY 2023/2024 application period yet
to be announced.

Clean California Grants
The Clean California Local Grant
Program (CCLGP), operated by
Caltrans, was created by AB 149 in
2021 to beautify and clean up local
streets and roads, tribal lands, parks,
pathways, transit centers, and other
public spaces. The program will
allocate $296 million in state funds,
in grants not to exceed $5 million, to
local and regional public agencies
that install beautification measures
and art in public spaces and
remove litter and debris to enhance
communities and improve spaces for
walking and recreation. The goals
of the CCLGP are to: reduce the
amount of waste and debris within
public rights-of-way, pathways, parks,
transit centers, and other public
spaces; enhance, rehabilitate, restore,
or install measures to beautify and
improve public spaces and mitigate
the urban heat island effect; enhance
public health, cultural connection,
and community placemaking by
improving public spaces for walking
and recreation; and advance equity
for underserved communities.

Frequency: three-year cycle
Next funding opportunity:

Cycle 2 timeline has yet to be
announced, but anticipated for winter
2024.
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Concord Local Roadway Safety Plan
Highway Safety Improvement
Program (HSIP)
California’s Local HSIP focuses on
infrastructure projects with nationally
recognized crash reduction factors
(CRFs). Local HSIP projects must
be identified based on collision
experience, collision potential, collision
rate, or other data-supported means.

There are opportunities to include
systemic safety projects as well.

Frequency: Funding cycle varies
between annual and biennial
Next funding opportunity:

HSIP Cycle 11 applications are due
September 12, 2022.

SB 1 Local Partnership Program (LPP)
The purpose of this program is
to provide local and regional
transportation agencies that
have passed sales tax measures,
developer fees, or other imposed
transportation fees with a continuous
appropriation of $200 million annually
from the Road Maintenance and
Rehabilitation Account to fund road
maintenance and rehabilitation,
sound walls, and active transportation
projects. There is also a competitive
grant portion of this project.

Frequency: Biennial funding cycle
Next funding opportunity:

Call for Projects will open August
17-18, 2022, and the application
deadline is November 29, 2022.

SB 1 Local Streets and
Roads Program (LSRP)
SB 1 dedicated approximately $1.5
billion per year in new formula
revenues apportioned by the State
Controller to cities and counties
for basic road maintenance,
rehabilitation, and critical safety
projects on the local streets and
roads system.

Frequency: Annual funding cycle
Next Funding Opportunity:

LSRP application deadline for 2022
has passed. Project Lists are due on
July 1 of each year
SB 1 State Transportation
Improvement Program (STIP)
The State Transportation
Improvement Program (STIP) is
the biennial five-year plan for
future allocations of certain state
transportation funds for state
highway improvements, intercity rail,
and regional highway and transit
improvements.

Frequency: Biennial funding cycle
Next funding opportunity:
2024 cycle funding estimate and
program details likely to be released
Summer 2023.

SB 1 Solutions for Congested
Corridors Program (SCCP)
The Solutions for Congested
Corridors Program funds projects
designed to reduce congestion in
highly traveled and highly congested
corridors. This statewide, competitive
program makes $250 million available
annually for projects that implement
specific transportation performance
improvements and are part of a
comprehensive corridor plan by
providing more transportation choices
while preserving the character of local
communities and creating opportunities
for neighborhood enhancement.

Frequency: Biennial funding cycle
Next funding opportunity:

Call for Projects will open August 17-
18, 2022, and the project nomination
deadline is December 2, 2022.

SGC Affordable Housing and
Sustainable Communities
(AHSC) Program
The Affordable Housing and
Sustainable Communities (AHSC)
Program makes it easier for
Californians to drive less by
making sure housing, jobs, and
key destinations are accessible by
walking, biking, and transit.

Frequency: Annual funding cycle
Next funding opportunity:

Round 7 applications due February
2023.
71

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Federal Sources
Community Development
Block Grant (CDBG) Program
The Community Development Block
Grant (CDBG) program is a flexible
program that provides communities
with resources to address a
wide range of unique community
development needs. Communities
often use CDBG funds to construct
and repair streets and sidewalks.

Frequency: Annual funding cycle
Next funding opportunity:

Housing and Community
Development program application
cycle yet to be announced; likely
January-February 2023.

Rebuilding American Infrastructure
with Sustainability and Equity
(RAISE) Discretionary Grant Program
This program supports projects that
are “road or bridge projects eligible
under title 23, United States Code;”
and “intermodal projects.” Previously
the BUILD grant, this program
replaces the TIGER program.

Frequency: Annual funding cycle
Next funding opportunity:

FY 2023 applications due Spring 2023
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Concord Local Roadway Safety Plan
Strengthening Mobility
and Revolutionizing
Transportation (SMART)
Grants Program
The SMART program was established
by the Bipartisan Infrastructure Law
(BIL) for public sector agencies to
conduct demonstration projects
focused on advanced smart
community technologies and systems
to improve transportation efficiency
and safety.

Frequency: Unknown
Next funding opportunity:

The Notice of Funding Opportunity
(NOFO) will open in September 2022
Reconnecting Communities
Pilot Program
This program was established under
the BIL to support planning grants
and capital construction grants,
as well as technical assistance, to
restore community connectivity
through removal, retrofit, mitigation, or
replacement of eligible transportation
infrastructure facilities to underserved
communities.

Frequency: Unknown
Next funding opportunity:

FY 2022 applications due
October 13, 2022
Congestion Mitigation
and Air Quality (CMAQ)
Improvement Program
The FAST Act continued the CMAQ
program to provide a flexible
funding source to State and local
governments for transportation
projects and programs to help meet
the requirements of the Clean Air
Act. Funding is available to reduce
congestion and improve air quality for
areas that do not meet the National
Ambient Air Quality Standards
for ozone, carbon monoxide, or
particulate matter (nonattainment
areas) and for former nonattainment
areas that are now in compliance
(maintenance areas).

Frequency: Annual funding cycle
Next funding opportunity:

Funding apportioned via metropolitan
planning organizations (MPOs) based
on a formula.

Safe Streest for All (SS4A)
Grant Program
The Safe Streets for All (SS4A) grant
program is a new Federal grant
program established by the Bipartisan
Infrastructure Law centered around
the Department of Transportation's
National Roadway Safety Strategy and
its goal of zero deaths and serious
injuries on America's roadways. It will
provide $5 billion in grant funding
over the next 5 years to develop
and implement Vision Zero safety
plans. Current legislation emphasizes
funding of planning efforts, but the
focus on implementation funding is
expected to increase over the next
few years.

Frequency: Annual funding cycle
Next funding opportunity:
2022 applications are due
September 15, 2022
73

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Collision
Hotspots and
Focus Corridors
Chapter 6
The following chapter identifies
collision hotspot locations and
corridors in Concord.

Collisions were summarized based
on location to rank intersections
based on the number of collisions.

The table on the following page
presents the list of 25 highest-ranking
intersections. The collision profiles
associated with the location, if any,
are also shown.

Several roadway corridors contain
multiple locations featured on the
top 25 list, as well as additional
high-ranking locations that did not
make the list. These corridors include
Monument Boulevard, Clayton Road,
WIllow Pass Road, Concord Avenue,
Y gnacio Valley Road / Kirker Pass
Road, Port Chicago Highway, and
Oak Grove Road. These corridors are
also home to many of the contextual
risk factors identified collision
profiles of emphasis. Additionally,
these corridors are all part of the
Countywide high-injury networks
created by CCTA as part of its
Countywide Vision Zero effort.

As a result, these high-collision
corridors can be a specific focal
point for priority implementation
efforts in line with the recommended
strategies from this Plan, including
the recommended engineering
countermeasures from the collision
profiles of emphasis as well as non-
engineering countermeasures. These
efforts should present interventions
that address entire stretches of these
corridors in a comprehensive way,
rather than piecemeal improvements
at single locations.

Over the next three years, the City
plans to apply for additional grant
funding to implement projects
along these corridors in line with
the recommended strategies
from this Plan, and prepare any
additional Complete Streets corridor
studies necessary as part of these
applications.
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The table on the facing page
presents the list of locations in
Concord with the highest number of
collisions associated. The locations
are shown with the total number of
injury collisions that have occurred
during the study period, as well as the
number of KSI collisions. The collision
profiles associated with the location, if
any, are also shown.

Top Collision
Hotspot Locations
76

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Concord Local Roadway Safety Plan
Top Collision Hotspot Locations Total
Collisions
KSI
Collisions
Profiles
Represented
Concord Avenue and Market Street/SR 242 on-ramp 31 3 3, 5, 6, 8, 9 Willow Pass Road, Pine Street, and Market Street 29 - 3, 5, 6, 7, 8, 9 Clayton Road and Galindo Street 29 1 1, 3, 5, 6, 7, 8, 9 Concord Boulevard and East Street 21 1 1, 3, 5, 6, 7, 8, 9 Clayton Road and Thornwood Drive 20 3 3, 5, 6, 7, 8, 9
Clayton Road and Treat Boulevard 20 - 3, 5, 6, 7, 8, 9
Oak Grove Road and Treat Boulevard 20 2 3, 5, 6, 7, 8, 9 Concord Boulevard and Galindo Street 20 1 1, 3, 5, 6, 7, 8, 9 Port Chicago Highway and Bonifacio Street 20 - 1, 3, 5, 6, 7, 8, 9 Willow Pass Road and Fry Way 19 3 3, 5, 6, 7, 8, 9
Clayton Road and Y gnacio Valley Road/Kirker Pass Road 19 - 3, 5, 6, 7, 8, 9 Monument Boulevard and Meadow Lane/Oak Grove Road 18 - 3, 5, 6, 7, 8, 9 Port Chicago Highway and Salvio Street 18 1 1, 3, 5, 6, 7, 8, 9 Monument Boulevard and Detroit Avenue 17 1 3, 5, 6, 7, 8, 9 Port Chicago Highway and Willow Pass Road 17 3 1, 3, 5, 6, 7, 8, 9 Willow Pass Road and Galindo Street 17 2 1, 3, 5, 6, 7, 8, 9 Monument Boulevard and Virginia Lane 16 - 3, 5, 6, 7, 8, 9 Clayton Road and Detroit Avenue 16 2 3, 5, 6, 7, 8, 9
Concord Avenue and Salvio Street 16 1 1, 3, 5, 6, 7, 8, 9 Monument Boulevard and Victory Lane 15 2 3, 5, 6, 7, 8, 9 Diamond Boulevard and Willow Way 15 1 3, 5, 6, 8, 9
Concord Avenue and Commerce Avenue 14 - 3, 5, 6, 8, 9
Monument Boulevard and Mohr Lane 13 1 3, 5, 6, 7, 8, 9
Willow Pass Road and East Street 13 - 1, 3, 5, 6, 7, 8, 9 Monument Boulevard and Eureka Lane 12 3 3, 4, 6, 8, 9
77

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Page 86 of 152 ends

Appendix
Engineering
Countermeasures
Toolbox
79

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What Y ou'll See
In This Toolbox
80 Other Reference Information
FHWA Manual for Selecting Safety Improvements
on High Risk Rural Roads
A roadway must have an appropriate level of pavement
friction to ensure that drivers are able to keep their
vehicles safely in the lane. Poor pavement conditions,
especially wet pavement, have been identified as one
of the major contributing factors in roadway departure
crashes. When a pavement surface is wet, the level
of pavement friction is reduced, and this may lead to
skidding or hydroplaning. Pavement friction is critical for changing vehicle direction and ensuring the vehicle remains in its lane. Traditional friction courses or high friction surface treatments should be considered for
curves with numerous wet weather crashes or severe
curves with higher operating speeds.

Cost
$$

LRSM ID R21

INTERSECTIONS & ROADWAYS
Improved Pavement
Friction
Other Reference Information
FHWA Manual for Selecting Safety Improvements
on High Risk Rural Roads
A roadway must have an appropriate level of pavement
friction to ensure that drivers are able to keep their
vehicles safely in the lane. Poor pavement conditions,
especially wet pavement, have been identified as one
of the major contributing factors in roadway departure
crashes. When a pavement surface is wet, the level
of pavement friction is reduced, and this may lead to
skidding or hydroplaning. Pavement friction is critical for changing vehicle direction and ensuring the vehicle remains in its lane. Traditional friction courses or high friction surface treatments should be considered for
curves with numerous wet weather crashes or severe
curves with higher operating speeds.

Cost
$$

LRSM ID R21

INTERSECTIONS & ROADWAYS
Improved Pavement
Friction
Countermeasure Icon
Countermeasure Title
Countermeasure
Description
Countermeasure cost and
the availability of low cost/
quick build alternatives
Countermeasure code in
LRSM (if applicable)
Additional reference
information (if applicable)

Page 88 of 152 ends

Local Roadway Safety Manual
Many of these countermeasures are
recommended for the 9 collision
profiles of emphasis included in this
report. Most of the countermeasures
are included in the 2020 Caltrans
Local Roadway Safety Manual
(LRSM) and can be advantageous
for use in Caltrans Highway Safety
Improvement Program (HSIP) grant
funding applications. There are many
effective safety countermeasures
beyond those listed in the LRSM, and
several are included in this toolbox.
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82 A rectangular rapid flashing beacon (RRFB) is a
pedestrian-activated flashing light with additional signage to alert motorists of a pedestrian crossing. An RRFB
improves safety by increasing the visibility of marked
crosswalks and provides motorists a cue to slow down
and yield to pedestrians.

Cost
$

LRSM ID NS22PB

PEDESTRIAN FACILITIES
Rectangular Rapid
Flashing Beacon
A designated area at the head of a traffic lane at a
signalized intersection that provides bicyclists with a safe and visible way to get ahead of queuing traffic during the red signal phase.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID S20PB

BIKEWAYS
Bike Box
Prolongs the green phase when bicyclists are present
to provide additional time for bicyclists to clear the
intersection. Can occur automatically in the signal phasing or when prompted with bicycle detection. Topography
should be considered in clearance time.

Cost
$

LRSM ID S03

BIKEWAYS
Extend Green
Time For Bikes

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Concord Local Roadway Safety Plan
83 A rectangular rapid flashing beacon (RRFB) is a
pedestrian-activated flashing light with additional signage to alert motorists of a pedestrian crossing. An RRFB
improves safety by increasing the visibility of marked
crosswalks and provides motorists a cue to slow down
and yield to pedestrians.

Cost
$

LRSM ID NS22PB

PEDESTRIAN FACILITIES
Rectangular Rapid
Flashing Beacon
Prolongs the green phase when bicyclists are present
to provide additional time for bicyclists to clear the
intersection. Can occur automatically in the signal phasing or when prompted with bicycle detection. Topography
should be considered in clearance time.

Cost
$

LRSM ID S03

BIKEWAYS
Extend Green
Time For Bikes
Other Reference Information
FHWA Manual for Selecting Safety Improvements
on High Risk Rural Roads
Rumble strips create noise and vibration inside the
vehicle that alert a driver as they cross the center or edge line. Often this alert is strong enough to get the attention of a distracted or drowsy driver, who can quickly make a corrective steering action to return to the roadway safely.

Rumble strips also alert drivers to the lane limits when conditions such as rain, fog, snow, or dust reduce driver visibility.

Cost
$

LRSM ID R30/R31

INTERSECTIONS & ROADWAYS
Rumble Strips

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84 An all-way stop-controlled intersection requires all vehicles to stop before crossing the intersection. An
all-way stop controlled intersection improves safety
by removing the need for motorists, bicyclists, and
pedestrians on a side-street stop-controlled intersection to cross free-flowing lanes of traffic, which reduces the risk of collision. An “ALL WAY” sign should be placed
under the octagonal stop sign at all-way stop-controlled intersections as required by the California Manual on
Uniform Traffic Control Devices (MUTCD).

Cost
$

LRSM ID NS02

INTERSECTIONS & ROADWAYS
All-Way Stop Control
Delineators, reflectors and/or object markers are
intended to warn drivers of an approaching curve or fixed object that cannot easily be removed. They are generally less costly than Chevron Signs as they don’t require posts to place along the roadside, avoiding an additional object with which an errant vehicle can crash into.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID R27
OTHER
Delineators, Reflectors,
and/or Object Markers
Other Reference Information
FHWA Manual for Selecting Safety Improvements
on High Risk Rural Roads
Remove objects that may prevent drivers and pedestrians from having a clear sightline. May include installing
red curb at intersection approaches to remove parked
vehicles (also called “daylighting”), trimming or removing landscaping, or removing or relocating large signs.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID NS11
OTHER
Remove Obstructions
For Sightlines

Page 92 of 152 ends

Concord Local Roadway Safety Plan
85 An all-way stop-controlled intersection requires all vehicles to stop before crossing the intersection. An
all-way stop controlled intersection improves safety
by removing the need for motorists, bicyclists, and
pedestrians on a side-street stop-controlled intersection to cross free-flowing lanes of traffic, which reduces the risk of collision. An “ALL WAY” sign should be placed
under the octagonal stop sign at all-way stop-controlled intersections as required by the California Manual on
Uniform Traffic Control Devices (MUTCD).

Cost
$

LRSM ID NS02

INTERSECTIONS & ROADWAYS
All-Way Stop Control
Other Reference Information
FHWA Manual for Selecting Safety Improvements
on High Risk Rural Roads
Remove objects that may prevent drivers and pedestrians from having a clear sightline. May include installing
red curb at intersection approaches to remove parked
vehicles (also called “daylighting”), trimming or removing landscaping, or removing or relocating large signs.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID NS11
OTHER
Remove Obstructions
For Sightlines
A pedestrian crossing at an intersection or on a segment provides a formalized location for people to cross the
street, reducing the risk of people crossing outside
crosswalks where drivers are not expecting them.

Crosswalk striping, signs, and other enhanced safety
features alert drivers that there may be a pedestrian
crossing.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID R35PB

PEDESTRIAN FACILITIES
Install/Upgrade
Pedestrian Crossing at
Uncontrolled Locations
(Signs and Markings Only)

Page 93 of 152 ends

86 A high-visibility crosswalk has a striped pattern with ladder markings made of high-visibility material, such
as thermoplastic tape, instead of paint. A high-visibility crosswalk improves safety by increasing the visibility of marked crosswalks and provides motorists a cue to slow
down and yield to pedestrians.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID S18/NS20

PEDESTRIAN FACILITIES
High-Visibility Crosswalk
Other Reference Information
Pedestrian Phase Recall: Evaluation of Pedestrian-
Related Roadway Measures, Pedestrian and Bicycle
Information Center, 2014. http://www.pedbikeinfo.org/
cms/downloads/PedestrianLitReview_April2014.pdf
At intersection locations that have a high volume of
turning vehicle and have high pedestrian vs. vehicle
crashes, a leading pedestrian interval gives pedestrians the opportunity to enter an intersection 3 - 7 seconds
before vehicles are given a green indication. With
this head start, pedestrians can better establish their presence in the crosswalk before vehicles have priority to turn left or right.

Cost
$

LRSM ID S21PB

PEDESTRIAN FACILITIES
Leading Pedestrian
Interval and
Pedestrian Recall
Removes existing crossing prohibitions and provides
marked crosswalk and other safety enhancements for
pedestrians to cross the street.

Cost
$
Low Cost / Quick Build alternative available

PEDESTRIAN FACILITIES
Remove Crossing
Prohibition

Page 94 of 152 ends

Concord Local Roadway Safety Plan
87 A high-visibility crosswalk has a striped pattern with ladder markings made of high-visibility material, such
as thermoplastic tape, instead of paint. A high-visibility crosswalk improves safety by increasing the visibility of marked crosswalks and provides motorists a cue to slow
down and yield to pedestrians.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID S18/NS20

PEDESTRIAN FACILITIES
High-Visibility Crosswalk
Removes existing crossing prohibitions and provides
marked crosswalk and other safety enhancements for
pedestrians to cross the street.

Cost
$
Low Cost / Quick Build alternative available

PEDESTRIAN FACILITIES
Remove Crossing
Prohibition
Retroreflective borders enhance the visibility of traffic signals for aging and color vision impaired drivers
enabling them to understand which signal indication is
illuminated. Retroreflective borders may also alert drivers to signalized intersections during periods of power
outages when the signals would otherwise be dark, and
non–reflective signal heads and backplates would not be visible.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID S02

SIGNALS
Retroreflective
Tape on Signals

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88 Increases time for pedestrian walk phases, especially to accommodate vulnerable populations, such as children
and the elderly.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID S03

SIGNALS
Extend Pedestrian
Crossing Time
Extending yellow and all red time increases the time
allotted for the yellow and red lights during a signal
phase. Extending yellow and all red time improves
safety by allowing drivers and bicyclists to safely cross through a signalized intersection before conflicting traffic movements are permitted to enter the intersection.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID S03

SIGNALS
Extend Yellow and
All Red Time
Prohibitions of left turns at locations where a turning vehicle may confict with pedestrians in the crosswalk
or where opposing traffc volume is high. Reduces
pedestrian interaction with vehicles when crossing.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID S15/NS16

SIGNALS
Prohibit Left Turn

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Concord Local Roadway Safety Plan
89 Increases time for pedestrian walk phases, especially to accommodate vulnerable populations, such as children
and the elderly.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID S03

SIGNALS
Extend Pedestrian
Crossing Time
Prohibitions of left turns at locations where a turning vehicle may confict with pedestrians in the crosswalk
or where opposing traffc volume is high. Reduces
pedestrian interaction with vehicles when crossing.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID S15/NS16

SIGNALS
Prohibit Left Turn
Upgrading Signal Heads replaces existing 8-inch signal
heads with 12-inch signal heads to comply with the
California MUTCD’s 2014 guidelines. Upgrading signal
heads improves safety by providing better visibility of intersection signals and by aiding drivers’ advanced
perception of upcoming intersections.

Cost
$

LRSM ID S02

SIGNALS
Upgrade Signal Head

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90 An advanced stop bar is a horizontal stripe painted
ahead of the crosswalk at stop signs and signals to
indicate where drivers should stop. An advanced stop
bar improves safety by reducing instances of vehicles
encroaching on the crosswalk. Creating a wider stop bar or setting the stop bar further back may be appropriate for locations with known crosswalk encroachment issues.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID S20PB

SIGNING & STRIPING
Advance Stop Bar
Other Reference Information
FHWA Manual for Selecting Safety Improvements
on High Risk Rural Roads
A curve advance warning sign notifies drivers of an
approaching curve and may include an advisory speed
limit as drivers navigate around the curve. This warning sign is ideally combined with other infrastructure that alerts drivers of the curve, such as chevron signs,
delineators, and flashing beacons. A curve advance
warning sign improves safety by giving drivers additional time to slow down for the curve.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID R24

SIGNING & STRIPING
Curve Advance
Warning Sign
An LED-Enhanced Sign has LED lights embedded in the
sign to outline the sign itself or the words and symbols on the sign. The LEDs may be set to flash or operate in a steady mode. An LED-enhanced sign improves safety by
improving the visibility of signs at locations with visibility limitations or with a documented history of drivers failing to see or obey the sign (e.g. at STOP signs).

Cost
$
Low Cost / Quick Build alternative available
LRSM ID NS08

SIGNING & STRIPING
LED-Enhanced Sign

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Concord Local Roadway Safety Plan
91 An advanced stop bar is a horizontal stripe painted
ahead of the crosswalk at stop signs and signals to
indicate where drivers should stop. An advanced stop
bar improves safety by reducing instances of vehicles
encroaching on the crosswalk. Creating a wider stop bar or setting the stop bar further back may be appropriate for locations with known crosswalk encroachment issues.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID S20PB

SIGNING & STRIPING
Advance Stop Bar
An LED-Enhanced Sign has LED lights embedded in the
sign to outline the sign itself or the words and symbols on the sign. The LEDs may be set to flash or operate in a steady mode. An LED-enhanced sign improves safety by
improving the visibility of signs at locations with visibility limitations or with a documented history of drivers failing to see or obey the sign (e.g. at STOP signs).

Cost
$
Low Cost / Quick Build alternative available
LRSM ID NS08

SIGNING & STRIPING
LED-Enhanced Sign
Upgrading intersection pavement marking can include
“Stop Ahead” markings and the addition of centerlines
and stop bars. Upgrading intersection pavement
markings can improve safety by increasing the visibility of intersections for drivers approaching and at the
intersection.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID NS07

SIGNING & STRIPING
Upgrade Intersection
Pavement Markings

Page 99 of 152 ends

92 Other Reference Information
FHWA Manual for Selecting Safety Improvements
on High Risk Rural Roads
Upgrading signs with fluorescent sheeting replaces
existing signs with new signs that can clearly display
warnings by reflecting headlamp light back to vehicles.

Upgrading signs with fluorescent sheeting improves
safety by increasing visibility of signs to drivers at night.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID R22

SIGNING & STRIPING
Upgrade Signs with
Fluorescent Sheeting
“Yield Here to Pedestrians” signs alert drivers about the presence of pedestrians. These signs are required with
advance yield lines. Other sign types can be placed on
the centerline in the roadway.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID NS06

SIGNING & STRIPING
Yield To Pedestrians Sign
A bike lane provides dedicated street space, typically
adjacent to outer vehicle travel lanes, with designated lane markings, pavement legends, and signage. Bike
lanes improve safety by reducing conflicts between
bicycles and vehicles on the road and by creating a road- narrowing effect with buffers or vertical barriers, which may reduce vehicle speeds.

Cost
$$
Low Cost / Quick Build alternative available
LRSM ID R32PB

BIKEWAYS
Bike Lane

Page 100 of 152 ends

Concord Local Roadway Safety Plan
93 Other Reference Information
FHWA Manual for Selecting Safety Improvements
on High Risk Rural Roads
Upgrading signs with fluorescent sheeting replaces
existing signs with new signs that can clearly display
warnings by reflecting headlamp light back to vehicles.

Upgrading signs with fluorescent sheeting improves
safety by increasing visibility of signs to drivers at night.

Cost
$
Low Cost / Quick Build alternative available
LRSM ID R22

SIGNING & STRIPING
Upgrade Signs with
Fluorescent Sheeting
A bike lane provides dedicated street space, typically
adjacent to outer vehicle travel lanes, with designated lane markings, pavement legends, and signage. Bike
lanes improve safety by reducing conflicts between
bicycles and vehicles on the road and by creating a road- narrowing effect with buffers or vertical barriers, which may reduce vehicle speeds.

Cost
$$
Low Cost / Quick Build alternative available
LRSM ID R32PB

BIKEWAYS
Bike Lane
A directional median opening restricts specific turning movements, such as allowing a left-turn from a major
street but not from a minor street. A directional median opening to restrict left turn improves safety by reducing the number of conflict points.

Cost
$$
Low Cost / Quick Build alternative available
LRSM ID S14

INTERSECTIONS & ROADWAYS
Directional Median
Openings to Restrict
Left Turns

Page 101 of 152 ends

94 Other Reference Information
FHWA Manual for Selecting Safety Improvements
on High Risk Rural Roads
A roadway must have an appropriate level of pavement
friction to ensure that drivers are able to keep their
vehicles safely in the lane. Poor pavement conditions,
especially wet pavement, have been identified as one
of the major contributing factors in roadway departure
crashes. When a pavement surface is wet, the level
of pavement friction is reduced, and this may lead to
skidding or hydroplaning. Pavement friction is critical for changing vehicle direction and ensuring the vehicle remains in its lane. Traditional friction courses or high friction surface treatments should be considered for
curves with numerous wet weather crashes or severe
curves with higher operating speeds.

Cost
$$

LRSM ID R21

INTERSECTIONS & ROADWAYS
Improved Pavement
Friction
A Raised Crosswalk is a pedestrian crosswalk that
is typically elevated 3-6 inches above the road or at
sidewalk level. A Raised Crosswalk improves safety by
increasing crosswalk and pedestrian visibility and slowing down motorists.

Cost
$$

LRSM ID R36PB

INTERSECTIONS & ROADWAYS
Raised Crosswalk
Curbed sections in the center of the roadway that are
physically separated from vehicular traffc. Raised medians can also help control access to and from side streets and driveways, reducing confict points.

Cost
$$
Low Cost / Quick Build alternative available
LRSM ID S12/NS14/R08

INTERSECTIONS & ROADWAYS
Raised Median

Page 102 of 152 ends

Concord Local Roadway Safety Plan
95 Other Reference Information
FHWA Manual for Selecting Safety Improvements
on High Risk Rural Roads
A roadway must have an appropriate level of pavement
friction to ensure that drivers are able to keep their
vehicles safely in the lane. Poor pavement conditions,
especially wet pavement, have been identified as one
of the major contributing factors in roadway departure
crashes. When a pavement surface is wet, the level
of pavement friction is reduced, and this may lead to
skidding or hydroplaning. Pavement friction is critical for changing vehicle direction and ensuring the vehicle remains in its lane. Traditional friction courses or high friction surface treatments should be considered for
curves with numerous wet weather crashes or severe
curves with higher operating speeds.

Cost
$$

LRSM ID R21

INTERSECTIONS & ROADWAYS
Improved Pavement
Friction
Curbed sections in the center of the roadway that are
physically separated from vehicular traffc. Raised medians can also help control access to and from side streets and driveways, reducing confict points.

Cost
$$
Low Cost / Quick Build alternative available
LRSM ID S12/NS14/R08

INTERSECTIONS & ROADWAYS
Raised Median
A Raised Median, or Refuge Island, is a raised barrier in the center of the roadway that can restrict certain turning movements and provide a place for pedestrians to wait
if they are unable to finish crossing the intersection. A Raised Median improves safety by reducing the number
of potential conflict points with designated zones for
vehicles to turn, and a pedestrian refuge island improves safety by reducing the exposure time for pedestrians
crossing the intersection. Pedestrian refuge areas
constructed from paint and plastic may be implemented
as part of a low-cost/quick build project.

Cost
$$
Low Cost / Quick Build alternative available
LRSM ID NS19PB

INTERSECTIONS & ROADWAYS
Refuge Island

Page 103 of 152 ends

96 A Road Diet reduces roadway space dedicated to
vehicle travel lanes to create room for bicycle facilities, wider sidewalks, or center turn lanes. A Road Diet
improves safety by reducing vehicle speeds and creating designated space for all road users.

Cost
$$
Low Cost / Quick Build alternative available
LRSM ID R14

INTERSECTIONS & ROADWAYS
Road Diet
Other Reference Information
FHWA Manual for Selecting Safety Improvements
on High Risk Rural Roads
Widened and paved shoulders, which may also include
flattening the slopes along the sides of the roadway,
create a separated space for bicyclists and also
provide motor vehicle safety benefits, such as space
for inoperable vehicles to pull out of the travel lane. The addition of a paved shoulder to an existing road can
help to reduce run-off-road crashes. Benefits can be
realized for high risk rural roads without paved shoulders, regardless of existing lane pavement width. Adding
paved shoulders within horizontal curve sections may
help agencies maximize benefits of the treatment while
minimizing costs as opposed to adding paved shoulders
to an entire corridor.

Cost
$$

LRSM ID R15

INTERSECTIONS & ROADWAYS
Widen/Pave Shoulder
Other Reference Information
Pedestrian-Level Lighting: FHWA Pedestrian Safety Guide and Countermeasure Selection System. http://www.pedbikesafe. org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=8
Lighting is added at an intersection. Adding intersection and/or pedestrian-scale lighting at intersections
improves safety by increasing visibility of all road users.

This countermeasure is most effective at reducing or
preventing collisions at intersections at night.

Cost
$$

LRSM ID NS01
OTHER
Intersection Lighting

Page 104 of 152 ends

Concord Local Roadway Safety Plan
97 A Road Diet reduces roadway space dedicated to
vehicle travel lanes to create room for bicycle facilities, wider sidewalks, or center turn lanes. A Road Diet
improves safety by reducing vehicle speeds and creating designated space for all road users.

Cost
$$
Low Cost / Quick Build alternative available
LRSM ID R14

INTERSECTIONS & ROADWAYS
Road Diet
Other Reference Information
Pedestrian-Level Lighting: FHWA Pedestrian Safety Guide and Countermeasure Selection System. http://www.pedbikesafe. org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=8
Lighting is added at an intersection. Adding intersection and/or pedestrian-scale lighting at intersections
improves safety by increasing visibility of all road users.

This countermeasure is most effective at reducing or
preventing collisions at intersections at night.

Cost
$$

LRSM ID NS01
OTHER
Intersection Lighting
A red light camera enforces traffic signal compliance
by capturing the image of a vehicle that has entered an intersection in spite of the traffic signal indicating red. The automatic photographic evidence is used by authorities
to enforce traffic laws and issue traffic violation tickets.

Cost
$$

OTHER
Red Light Camera

Page 105 of 152 ends

98 Other Reference Information
(1) Application of Pedestrian Crossing Treatments for Streets and Highways, NCHRP, 2016. https://www.nap.edu/catalog/24634/ application-of-pedestrian-crossing-treatments-for-streets-and- highways (2) Development of Crash Modifcation Factors for Uncontrolled Pedestrian Crossing Treatments, NCHRP, 2017. https:// www.nap.edu/catalog/24627/development-of-crash-modifcation- factors-for-uncontrolled-pedestrian-crossing-treatments (3) Evaluation of Pedestrian-Related Roadway Measures, Pedestrian and Bicycle Information Center, 2014. http://www.pedbikeinfo. org/cms/downloads/PedestrianLitReview_April2014.pdf
A curb extension is a traffic calming measure which
widens the sidewalk for a short distance to enhance the pedestrian crossing. This reduces the crossing distance and allowing pedestrians and drivers to see each other
when parked vehicles would otherwise block visibility.

Paint and plastic curb extensions are a low-cost/quick
build option.

Cost
$$
Low Cost / Quick Build alternative available
LRSM ID NS21PB

PEDESTRIAN FACILITIES
Curb Extensions
Displays “countdown” of seconds remaining on the
pedestrian signal. Countdown indications improve safety for all road users, and are required for all newly installed traffic signals where pedestrian signals are installed.

Cost
$$

LRSM ID S17PB

PEDESTRIAN FACILITIES
Pedestrian
Countdown Timer
Additional signal heads allow drivers to anticipate signal changes farther away from intersections. Supplemental
traffic signals may be placed on the near side of an
intersection, far-left, far-right, or very high.

Cost
$$

LRSM ID S02

SIGNALS
Supplemental
Signal Heads

Page 106 of 152 ends

Concord Local Roadway Safety Plan
99 Other Reference Information
(1) Application of Pedestrian Crossing Treatments for Streets and Highways, NCHRP, 2016. https://www.nap.edu/catalog/24634/ application-of-pedestrian-crossing-treatments-for-streets-and- highways (2) Development of Crash Modifcation Factors for Uncontrolled Pedestrian Crossing Treatments, NCHRP, 2017. https:// www.nap.edu/catalog/24627/development-of-crash-modifcation- factors-for-uncontrolled-pedestrian-crossing-treatments (3) Evaluation of Pedestrian-Related Roadway Measures, Pedestrian and Bicycle Information Center, 2014. http://www.pedbikeinfo. org/cms/downloads/PedestrianLitReview_April2014.pdf
A curb extension is a traffic calming measure which
widens the sidewalk for a short distance to enhance the pedestrian crossing. This reduces the crossing distance and allowing pedestrians and drivers to see each other
when parked vehicles would otherwise block visibility.

Paint and plastic curb extensions are a low-cost/quick
build option.

Cost
$$
Low Cost / Quick Build alternative available
LRSM ID NS21PB

PEDESTRIAN FACILITIES
Curb Extensions
Additional signal heads allow drivers to anticipate signal changes farther away from intersections. Supplemental
traffic signals may be placed on the near side of an
intersection, far-left, far-right, or very high.

Cost
$$

LRSM ID S02

SIGNALS
Supplemental
Signal Heads
Other Reference Information
FHWA Manual for Selecting Safety Improvements
on High Risk Rural Roads
The Advanced Dilemma-Zone Detection system adjusts
the start time of the yellow-signal phase (i.e. earlier or later) based on observed vehicle locations and speeds.

The Advanced Dilemma-Zone Detection system improves
safety by minimizing the number of drivers that are faced with the dilemma of determining if they should stop at the intersection or drive through the intersection based on their speed and distance from the intersection.

Cost
$$

LRSM ID S04

SIGNALS
Advanced Dilemma
Zone Detection

Page 107 of 152 ends

100
A protected left turn can be implemented at signalized
intersections (with existing left turn pockets) that currently have a permissive left-turn or no left-turn protection that have a high frequency of angle crashes involving left
turning, opposing through vehicles, and non-motorized
road users. Left turns are widely recognized as the
highest-risk movements at signalized intersections.

Providing protected left-turn phases for signalized
intersections significantly improves the safety for left- turn maneuvers by removing the need for the drivers to
navigate through gaps in oncoming/opposing through
vehicles.

Cost
$$

LRSM ID S06/S07

SIGNALS
Protected Left Turns
At certain hours (eg. late night) a signal remains red for all approaches or certain approaches until a vehicle arrives at the intersection. If the vehicle is going faster than the desired speed, the signal will not turn green until after vehicle stops. If the vehicle is going the desired speed the signal will change to green before the vehicle arrives.

This signal timing provides operational beneft to drivers traveling at the desired speed limit. Can be paired with variable speed warning signs.

Cost
$$

LRSM ID R26

SIGNALS
Speed Sensitive
Rest in Red Signal
Other Reference Information
FHWA Manual for Selecting Safety Improvements
on High Risk Rural Roads
A flashing beacon as Advanced Warning is a blinking
light with signage to notify motorists of an upcoming
intersection or crosswalk. A flashing beacon improves
safety by providing motorists more time to be aware of
and slow down for an intersection or yield to pedestrians crossing a crosswalk.

Cost
$$

LRSM ID S10

SIGNING & STRIPING
Flashing Beacon as
Advance Warning

Page 108 of 152 ends

Concord Local Roadway Safety Plan
101
A protected left turn can be implemented at signalized
intersections (with existing left turn pockets) that currently have a permissive left-turn or no left-turn protection that have a high frequency of angle crashes involving left
turning, opposing through vehicles, and non-motorized
road users. Left turns are widely recognized as the
highest-risk movements at signalized intersections.

Cost
$$

LRSM ID S06/S07

SIGNALS
Protected Left Turns
Other Reference Information
FHWA Manual for Selecting Safety Improvements
on High Risk Rural Roads
A flashing beacon as Advanced Warning is a blinking
light with signage to notify motorists of an upcoming
intersection or crosswalk. A flashing beacon improves
safety by providing motorists more time to be aware of
and slow down for an intersection or yield to pedestrians crossing a crosswalk.

Cost
$$

LRSM ID S10

SIGNING & STRIPING
Flashing Beacon as
Advance Warning
A form of pedestrian “WALK” phase at a signalized
intersection in which all vehicular traffic is required to stop, allowing pedestrians to safely cross through the
intersection in any direction, including diagonally.

Cost
$$

LRSM ID S03

SIGNALS
Pedestrian Scramble

Page 109 of 152 ends

102
Other Reference Information
FHWA Manual for Selecting Safety Improvements
on High Risk Rural Roads
Barrier in the center of the roadway that physically
separates opposing vehicular traffic. Median barriers can also help control access to and from side streets and
driveways, reducing conflict points.

Cost
$$
Low Cost / Quick Build alternative available
LRSM ID R03

INTERSECTIONS & ROADWAYS
Median Barrier
Providing roadway lighting improves safety during
nighttime conditions by increasing driver awareness,
increasing sight distance, and improving visibility of
pedestrians and bicyclists.

Cost
$$$

LRSM ID R01
OTHER
Segment Lighting
Certain timing, phasing, and control strategies can
produce multiple safety benefits. Sometimes capacity
improvements come along with the safety improvements
and other times adverse effects on delay or capacity
occur. The emphasis of improving signal coordination for this countermeasure is to provide an opportunity for slow speed signal coordination. Coordinating signals to allow for bicyclist progression, also known as a ‘green wave,’ gives bicyclists and pedestrians more time to safely cross through the ‘green wave’ intersections.

Cost
$$$

LRSM ID S03

SIGNALS
Signal Interconnectivity
and Coordination
/ Green Wave

Page 110 of 152 ends

Concord Local Roadway Safety Plan
103
Other Reference Information
FHWA Manual for Selecting Safety Improvements
on High Risk Rural Roads
Barrier in the center of the roadway that physically
separates opposing vehicular traffic. Median barriers can also help control access to and from side streets and
driveways, reducing conflict points.

Cost
$$
Low Cost / Quick Build alternative available
LRSM ID R03

INTERSECTIONS & ROADWAYS
Median Barrier
Certain timing, phasing, and control strategies can
produce multiple safety benefits. Sometimes capacity
improvements come along with the safety improvements
and other times adverse effects on delay or capacity
occur. The emphasis of improving signal coordination for this countermeasure is to provide an opportunity for slow speed signal coordination. Coordinating signals to allow for bicyclist progression, also known as a ‘green wave,’ gives bicyclists and pedestrians more time to safely cross through the ‘green wave’ intersections.

Cost
$$$

LRSM ID S03

SIGNALS
Signal Interconnectivity
and Coordination
/ Green Wave
A separated bikeway provides dedicated street space,
typically adjacent to outer vehicle travel lanes, with
physical separation from vehicle traffic, designated lane markings, pavement legends, and signage. Physical
separation may consist of plastic posts, parked vehicles, or a curb. Separated bikeways improve safety by
reducing conflicts between bicycles and vehicles on the road and by creating a road-narrowing effect with buffers or vertical barriers, which may reduce vehicle speeds. A raised barrier of plastic posts and painted pavement is a low-cost/quick build option.

Cost
$$$
Low Cost / Quick Build alternative available
LRSM ID R33PB

BIKEWAYS
Separated Bikeway

Page 111 of 152 ends

104
Other Reference Information
FHWA Pedestrian Safety Guide and Countermeasure
Selection System. http://www.pedbikesafe.org/PEDSAFE/
countermeasures_detail.cfm?CM_NUM=24
Modifies the corner of an intersection to remove the
sweeping right turn lane for vehicles. Results in shorter crossings for pedestrians, reduced speed for turning
vehicles, better sight lines, and space for landscaping and other amenities.

Cost
$$$

INTERSECTIONS & ROADWAYS
Close Slip Lane
A roundabout is a type of circular intersection in which road traffic is permitted to flow in one direction around a central island, and priority is typically given to traffic already in the junction. The types of conflicts that occur at roundabouts are different from those occurring at
conventional intersections; namely, conflicts from crossing and left-turn movements are not present in a roundabout.

The geometry of a roundabout forces drivers to reduce
speeds as they proceed through the intersection; the
range of vehicle speeds is also narrowed, reducing the
severity of crashes when they do occur. Pedestrians
only have to cross one direction of traffic at a time at roundabouts, thus reducing the potential for vehicle/
pedestrian conflicts.

Cost
$$$
Low Cost / Quick Build alternative available
LRSM ID S16/NS04

INTERSECTIONS & ROADWAYS
Roundabout
Other Reference Information
Currently the CMF Clearinghouse has only one reference for ped/ vehicle collisions which indicates an increase in crash likelihood.

However, a majority of references for all crash types show a decrease in collisions. See additional reference: FHWA Manual for Selecting Safety Improvements on High Risk Rural Roads Traffic signals at intersections control the flow of traffic.

Traffic signals have the potential to reduce the most
severe type crashes but will likely cause an increase in rear-end collisions. A reduction in overall injury severity is likely the largest benefit of traffic signal installation.

Cost
$$$

LRSM ID NS03

INTERSECTIONS & ROADWAYS
Signal

Page 112 of 152 ends

Concord Local Roadway Safety Plan
105
Other Reference Information
FHWA Pedestrian Safety Guide and Countermeasure
Selection System. http://www.pedbikesafe.org/PEDSAFE/
countermeasures_detail.cfm?CM_NUM=24
Modifies the corner of an intersection to remove the
sweeping right turn lane for vehicles. Results in shorter crossings for pedestrians, reduced speed for turning
vehicles, better sight lines, and space for landscaping and other amenities.

Cost
$$$

INTERSECTIONS & ROADWAYS
Close Slip Lane
Other Reference Information
Currently the CMF Clearinghouse has only one reference for ped/ vehicle collisions which indicates an increase in crash likelihood.

Cost
$$$

LRSM ID NS03

INTERSECTIONS & ROADWAYS
Signal
A pedestrian-hybrid beacon (PHB) is used at unsignalized intersections or mid-block crosswalks to notify oncoming motorists to stop with a series of red and yellow lights.

Unlike a traffic signal, the PHB rests in dark until a
pedestrian activates it via pushbutton or other form of detection.

Cost
$$$

LRSM ID NS23PB

PEDESTRIAN FACILITIES
Pedestrian Hybrid Beacon

Page 113 of 152 ends

Page 114 of 152 ends

City Council Meeting
August 23, 2022
City of Concord
Local
Roadway
Safety Plan

Page 115 of 152 ends

WELCOME
Introductions

CITY OF CONCORD

PROJECT TEAM
Ryan McClain Principal-In-Charge
Terence Zhao Project Manager

FEHR & PEERS

PROJECT TEAM
Winnie Chung City of Concord
Virendra Patel City of Concord
Abhishek Parikh City of Concord
2

Page 116 of 152 ends

Why Do an LRSP?
3 • Develop syste mic approach and
establish goals
• Identify existing patterns and develop
a
tool box of countermeasures
• Facilitate internal/external
p
artnerships and collaboration
• Establish agency best practices from
a
policy and implementation
standpoint
• Adopting an LRSP – R equirement for
agencies to apply for State and
Federal funding.

Page 117 of 152 ends

Presentation Outline
4 Systemic approach to outline key
collision contexts of concern

COLLISION PROFILES
Collision numbers, mode
breakdowns, and recent trends

COLLISION DA TA
Proven engineering and non-engineering
interventions that can make streets safer

COUNTERMEA SURES
How this plan will be used moving forward
to advance roadway safety in Concord

NEXT STEPS

Page 118 of 152 ends

Collision Data
by the
Numbers

Page 119 of 152 ends

About the
Collision Data

COLLISION DATA

BY THE NUMBERS
• The collision data covers the
y
ears of 2015-2019.
• 2020 data was also examined
s
eparately and not included in the
totals because low pandemic
traffic volumes would skew data.
6

Page 120 of 152 ends

About the
Collision Data

COLLISION DATA

BY THE NUMBERS
• Only collisions resulting in injuries were included
• Fatal
• Severe injuries
• Other visible injuries
• Complaints of pain
• Property Damage Only (PDO) collisions, such as fender- bender
s were not included
7

Page 121 of 152 ends

About the
Collision Data

COLLISION DATA

BY THE NUMBERS
• KSI collisions are collisions that
c
ause someone to be killed or
severely injured
• Severe injuries can include:
• Loss of consciousness
• Broken bones
• Severe burns
• Distorted limbs
8

Page 122 of 152 ends

Overview
50 100
150
200
250
300
350
400
450
500
2015 2016 2017 2018 2019
Collisions
5 10
15 20
25 30
35 40
45 2015 2016 2017 2018 2019
Collisions
Injury Collisions KSI Collisions

COLLISION DATA

BY THE NUMBERS
9

Page 123 of 152 ends

Overview

COLLISION DATA

BY THE NUMBERS
10 0
50 100
150
200
250
300
350
400
450
500
2015 2016 2017 2018 2019

Page 124 of 152 ends

Modal Data
83%
8%
10%
Injury Collisions
Vehicle Bike Ped
54%
11%
36%
KSI Collisions
Vehicle Bike Ped
40%
10%
50%
Fatal Collisions
Vehicle Bike Ped

COLLISION DATA

BY THE NUMBERS
11

Page 125 of 152 ends

Hotspot
Locations
1 2
3 4
5 6
7 1. Monument Blvd west of
W
alters Way

2. Clayton Rd and Gateway Blvd
w
est of downtown

3. Concord Ave interchange with
SR-
242

4. Clayton Rd between Treat Blvd
and
Bailey Rd, and between
Ayers Rd and Kirker Pass Rd

5. Willow Pass just west of the
N
aval Weapon Station

6. Intersection of Treat Blvd and
O
ak Grove Rd

7. Downtown Concord

COLLISION DATA

BY THE NUMBERS
12

Page 126 of 152 ends

Top
Collision
Locations

COLLISION DATA

BY THE NUMBERS
13

Page 127 of 152 ends

Collision
Profiles

Page 128 of 152 ends

Profile #1
Downtown Area
• Downtown collisions
due
to speeding,
turning, and intersection
control violations
• Responsive to recent
s
pate of tragedies in the
area
• Area has heavy traffic
v
olumes in all modes

COLLISION

PROFILES
15

Page 129 of 152 ends

Profile #1
Downtown Area
• Area is center of
C
oncord and has
heavy traffic volumes
in all modes

COLLISION

PROFILES
16

Page 130 of 152 ends

Profile #2
Hill Passes
• Highway-li ke
speeds along hill
passes transitioning
quickly to busier
contexts
• High risk in quick
d
ecelerations/
braking

COLLISION

PROFILES
17

Page 131 of 152 ends

Profile #3
DUIs
• Primary response
w
ill be non-
engineering
countermeasures
• Supplement with
g
eneral measures
that make roadway
design more
forgiving

COLLISION

PROFILES
18

Page 132 of 152 ends

Profile #4
Side-Street Stop
• Collisions at
i
ntersections on large
arterials with side-
street stop control
• Risk factors include
l
ow visibility from/of
side streets,
confusion over right-
of-way and high
speeds along arterials

COLLISION

PROFILES
19

Page 133 of 152 ends

COLLISION

PROFILES
Profile #5
Red-Light
Running
• Primary response
w
ill be non-
engineering
countermeasures
• Can supplement
w
ith general safety
enhancements at
signalized
intersections
20

Page 134 of 152 ends

Profile #6
Speeding
• Analyzed observed
av
erage speeds data
to explore areas
needing targeted
enforcement
• AB43 will allow
l
owering speed limits
in key areas in the
future pending State
policy updates

COLLISION

PROFILES
21

Page 135 of 152 ends

COLLISION

PROFILES
22

Page 136 of 152 ends

Profile #7
Pedestrians at
Activity Centers
• Shopping plazas
al
ong arterials
• High vehicle
s
peeds, auto-centric
design, and long
distances between
crosswalks and
desire lines not
being served

COLLISION

PROFILES
23

Page 137 of 152 ends

Profile #8
Pedestrians
in the Dark
• Goal is to increase
l
ighting and visibility
of pedestrians on
sidewalks and
crossing
• Current streetlights
of
ten not dense or
bright enough

COLLISION

PROFILES
24

Page 138 of 152 ends

Profile #9
Wrong-Way
Bike Riding

COLLISION

PROFILES
• Goal is to create more
hi
gh-quality bikeways,
provide for more safe
crossings at desire lines
25

Page 139 of 152 ends

Engineering and
Non-Engineering
Countermeasures

Page 140 of 152 ends

Low-Cost Engineering
Countermeasures

ENGINEERING AND NON- ENGINEERING

COUNTERMEASURES
Rectangular
rapid flashing
beacon
Extend
yellow and
all red time
Upgrade signs
with fluorescent
sheeting
Leading Pedestrian
Interval and
Pedestrian Recall
Bike box
Prohibit left
tur n
Delineators,
Reflectors,
and/or Object
Markers
Yield to
pedestrians
sign
Retroreflective
tape on
signals
Extend green
time for bikes
High-
visibility
crosswalk
Upgrade
signal
head
Rumble
Str ips
Curve
Advance
Warning Sign
Extend
pedestrian
crossing time
Install/Upgrade
Pedestrian Crossing at
Uncontrolled Locations
(Signs & Markings Only)
Remove
Obstructions
for Sightlines
LED-
Enhanced
Sign
Upgrade
Intersection
Markings
All-way
stop
control
Advance
stop bar
27

Page 141 of 152 ends

Low-Cost Engineering Countermeasures

ENGINEERING AND NON- ENGINEERING

COUNTERMEASURES
28 Oak Grove and Treat Blvd Broadway and Harrison Street

Page 142 of 152 ends

Medium-Cost Engineering
Countermeasures
Bike lane
Road diet
Curb
extensions
Raised
crosswalk
Pedestrian
countdown
timer
Directional
median
openings to
r estr ict left tur ns
Median
barrier
Speed
Sensitive Rest
in Red Signal
Advanced
dilemma zone
detection
Red Light
Camera
Flashing
beacon
advanced
warning
Refuge
Island
Pedestrian
Scramble
Supplemental
Signal Heads
Protected
Left Turns
Raised
median
Intersection
Lighting
Improved
Pavement
Friction
Widen/Pave
Shoulder

ENGINEERING AND NON- ENGINEERING

COUNTERMEASURES
29

Page 143 of 152 ends

Medium-Cost Engineering Countermeasures

ENGINEERING AND NON- ENGINEERING

COUNTERMEASURES
30Iron Horse Trail Crossing Treatment N. Larwin/S. Larwin Buffered Bike Lanes

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High-Cost Engineering
Countermeasures
New signal
Pedestrian
hybrid
beacon
Separated
bikeway
Signal
interconnectivity/
green wave
Roundabout
Segment
Lighting

ENGINEERING AND NON- ENGINEERING

COUNTERMEASURES
31

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High-Cost Engineering Countermeasures

ENGINEERING AND NON- ENGINEERING

COUNTERMEASURES
32 Farm Bureau Road
Complete Streets Project

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Non-Engineering
Countermeasures

ENGINEERING AND NON- ENGINEERING

COUNTERMEASURES
Education – for vulnerable groups and for roadway changes Enforcement – targeted, high-visibility, automatic cameras Policy Changes – i.e. speed limit modification
Partner with Local Businesses and Stakeholders
“Routine Maintenance” – Keep roadways clear of debris,
improve crash data collection, pilot demonstration safety projects, use CIP projects to implement safety improvements 33

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Project Next Steps

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• Local Road Safety Plan
O
ne consolidated report that
can act as a roadmap and
implementation guide for
City staff to guide the rollout
of safety improvements in
Concord
Final
LRSP

PROJEC T

NEXT ST EPS
35

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• An LRSP is required to
c
ontinue to receive
Highway Safety
Improvement Program
(HSIP) grant funding.
• Additional state and
f
ederal grant opportunities
require an LRSP
Grant
Funding

PROJEC T

NEXT ST EPS
HSIP Funding for Concord
Cycle 9 $ 2,460,800
Traffic signal infrastructure upgrade – Phase 1
Cycle 10 Application 1 $ 2,360,000
Traffic signal infrastructure upgrade – Phase 2
Cycle 10 Application 2 $ 1,254,800
Protected left-turn phases and signal upgrade
Cycle 10 Application 3 $ 250,000
Traffic safety enhancements near schools
Total Since 2018: $ 6,325,600
36

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Infrastructure Implementation

PROJEC T

NEXT ST EPS
37 • CIP Projects
• Development Projects
• Grant Funding Opportunities
• Project Initiation
• Additional Resources

Page 151 of 152 ends

Thank You!

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Staff Report
Date: August 23, 2022
To: City Council
From: Valerie J. Barone, City Manager
Reviewed by: Kevin Marstall, Director of Community Development Brenda Kain, Housing Manager
Prepared by: Leng Power, Community Services Manager
[email protected]
(925) 603-5838
Subject: Considering a work plan/project approach for the development of the City of Concord Homeless Strategic Plan and providing feedback to staff.

CEQA: Not a project/exempt per CEQA Guidelines Sections 15060(c), 15061(b), 15378, and/or Public Resources Code Section 21065.

Report in Brief
The Council identified the development of a Homeless Strategic Plan as a Tier 1 Priority for this fiscal year during its April 2, 2022, Priority Setting Workshop. Assistance from an outside consultant with experience developing similar plans is necessary to accomplish this task. In order to issue a Request for Proposals (RFP) for consulting support, staff needs to define at a high level the anticipated work program/project approach. The workplan will be refined once a consultant is selected and Council will be able to review the more specific workplan when the consulting contract is brought before Council for approval at a later date. After this review, staff anticipates issuing an RFP in October and returning to Council with the selected partner and a contract in early 2023.

Recommended Action
Review the draft work plan/project approach for the development of the City of Concord Homeless Strategic Plan and provide feedback to staff.

7.b7.b7.b

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City Council Agenda Report
Agenda Item No. 7.b
August 23, 2022
Background
At its June 1, 2021 meeting, the City Council tasked the Council Committee on Housing and Economic Development (HED) (Chair Birsan, Member McGallian) with developing a process and approach to define appropriate next steps towards addressing concerns and priorities related to unsheltered Concord residents. The HED Committee met on July 28, 2021, and developed the following recommendations for consideration by the full Council:

1. Add a position to the City’s Housing Division to support the on-going demands within the Division and to also support the City’s efforts to coordinate unsheltered services within the community, address unsheltered needs and impacts, and identify funding opportunities to achieve Council goals around unsheltered needs and impacts;

2. Position the City to explore partnerships with the business community if they identify land or facilities that could be used, in partnership with service providers, to provide camping, parking, or other types of safe shelter for currently unsheltered individuals, beginning with families; and

3. Explore whether additional County, State, or Federal dollars are available for the City to access and that could then be directed to non-profits, the County, or any other organizations that are actively engaged in providing services and shelter to the City’s unsheltered population (specific interest in support to the homeless center in Concord, relocation assistance, and hotel vouchers).

The Council subsequently directed staff to implement the HED Committee recommendations on August 10, 2021, including the creation of a position charged with assisting with housing program workloads and supporting the City’s efforts around unsheltered needs and impacts.

On November 2, 2021, in support of the HED’s recommendations, the Council approved the addition of a Community Services Manager to the Housing Division.

On March 8, 2022, at its mid-cycle Budget Update for Fiscal Year 2021-22 and 2022-23 General Fund Operating Budget, the Council identified and set aside $2.4 million of one-time funds for use in addressing Concord’s homeless challenges, with allocations to occur at a later date.

On April 2, 2022, the Council identified the need to develop and adopt a Homeless Strategic Plan as a Tier 1 Priority for the City, to occur in Fiscal Year 2022-23. At the workshop, staff indicated Council would review a proposed work program in the Fall of 2022.

In mid-June 2022, after completing a recruitment process, the City hired Leng Power to fill the new Community Services Manager position.

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City Council Agenda Report
Agenda Item No. 7.b
August 23, 2022
Analysis
Draft Project Approach: Through a Request for Proposal (RFP) process, a consulting team will be brought on board to support staff in working with the community, an oversight body, and the Council to develop a Homeless Strategic Plan. Once a consultant is identified, a refined work program along with the professional services contract will be brought before council for review and approval. Below is an outline of the anticipated approach for this policy development effort.

Council is specifically being asked to define for staff the oversight method for the development of the Homeless Strategic Plan. This is discussed in more detail later in this report and is necessary information for issuing the RFP.

Following is the anticipated project approach for developing the Homeless Strategic Plan:

1. Background Report: Consultant to prepare a report on the City of Concord’s existing situation in regard to its unsheltered population. It is anticipated the report would include the following, at a minimum:
a. Demographic information on the City’s unsheltered population; b. Description of available resources within Concord and the County to support the unsheltered and address impacts created from residents living without shelter;
c. Description of Federal and State laws and policy that influence/constrain/or mandate Concord’s response to its unsheltered population;
d. Description of County, State and Federal funding and a description of the responsibilities the County, State and Feds retain around responding to the unsheltered population;
e. Description of past and current Concord efforts to assist its unsheltered population and minimize impacts from the unsheltered within the Community.

2. Vision & Goals: Once the background report is complete, staff and consultant will work with the project oversight committee, through a public process, to develop draft vision & goals for the Homeless Strategic Plan.
a. Council will review the background report and will be asked to endorse the vision and goals. This is a necessary step to assure that future work developing the details of the Plan are consistent with Council adopted vision and goals.

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City Council Agenda Report
Agenda Item No. 7.b
August 23, 2022

3. Homeless Strategic Plan: Working with the oversight committee and through a public process, develop proposed implementation actions to achieve the Council- endorsed vision and goals. Combine the Vision, Goals, Background Report, and Implementation Actions into a draft Homeless Strategic Plan a. Through a public process, review the draft Homeless Strategic Plan with the Council and request adoption of the Plan.

The Plan would then be used to guide future City work programs and budget development.

Oversight Method: The Council is being asked to determine how the oversight of the Homeless Strategic Plan should occur. There are a number of options the Council may consider, including those listed below. Regardless of the oversight method selected, all final decisions shall be made by the Council. The oversight body’s role would be to work with staff and the consultant to guide the process, ensure public outreach, and propose a draft plan for Council consideration. Below are three options:
a) Use of a standing Council Committee: There are three Council standing committees which could reasonably be relied on to guide the staff and consultant, while facilitating the public process, for the development of the Homeless Strategic Plan. These Committees include the Policy Development & Internal Operations (PD&IO) Committee, the Housing & Economic Development (HED) Committee, or the Recreation, Cultural Affairs & Community Services (R,CA&CS) Committee. The use of a Council standing committee to guide a complex policy development has been used in the past in Concord and is currently being used for development of the City’s Housing Element.

Staff has identified the following advantages to such an approach: The Committees already exist making their use simple, and Councilmembers, which form the Committees, are directly elected by voting residents and therefore directly accountable to the community.
b) Use of an Appointed Committee/Commission: The Council could create a one- time, special project committee or commission. The Council has used this approach in the past, including in the development of the Campus Vision for the Concord Naval Weapons Station (CNWS), the Downtown Specific Plan, and development of the Federal Re-Use Plan for the CNWS.

Staff has identified the following advantage to such an approach: It can incorporate a cross section of interested parties and experts into project oversight.

Were the Council to desire to use a new, one-time, special purpose Committee/Commission (Committee), staff would return to the Council at a future date with more detail on this topic for review and direction, including:

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City Council Agenda Report
Agenda Item No. 7.b
August 23, 2022
 Committee name,
 Size of the Committee,
 Charter: What is the Council tasking the Committee to accomplish?  “Kinds” of Committee members: i.e., resident representatives, business representatives, unsheltered service providers, advocates, expert county staff, Council representatives, individual(s) with lived experience, City staff, etc.,
 Appointment process.
c) Council Oversight: The Council could directly serve as the oversight body. This is not an approach traditionally employed by the Council, as this approach requires additional special meetings of the Council to occur, which can be very difficult to coordinate, and it removes the benefits of having a “drafting” body participate prior to the involvement of the “decision making” body.

Public Engagement: For a Homeless Strategic Plan to be useful in setting the City’s priorities on responding to Concord’s unsheltered population both in terms of services provided and minimizing negative impacts within the community, the public must be engaged. A detailed public engagement plan will be developed in partnership with the consulting team selected and will be shared with Council and the community as the professional service agreement (PSA), which will include a work program. The PSA will be brought before Council as part of the selected consultants contract for review and approval at a future meeting.

Staff anticipates that the future public engagement plan will incorporate, at a minimum, community meetings, focus groups, expert interviews, public Oversight Committee meetings, possible use of a Technical Advisory Committee (to include County H3 staff, City staff from the Housing Division, City Manager’s office staff, and City Attorney’s office staff), and public Council review and decision-making meetings.

Timeline: While the timeline will be refined in the project work program, which will be incorporated into the professional services contract for the consultant hired to assist the City with the development of this plan, the anticipated timeline is as follows:

By end of December 2022: City Council review of a professional services agreement, with detailed work program, to
assist the Staff in working with the oversight
committee, community and the Council in the
preparation of a Homeless Strategic Plan.

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City Council Agenda Report
Agenda Item No. 7.b
August 23, 2022
Early January 2023: If the Council directs the use of a one-time, special purpose oversight
committee/commission: return to the Council
with more information on the creation and
makeup of the Committee and work to have all
members appointed by early January 2023
January – September 2023: Homeless Strategic Plan development and adoption.

As staff is not yet working with a consultant on
this process, this is an anticipated timeline. It
will be refined once a consultant is on board
and incorporated into the detailed work
program Council will review as part of the
consultant’s professional services agreement.

Cost: The cost to the City for development of a Homeless Strategic Plan is not yet known. Staff can share the costs for two communities that have developed similar plans over the last five years:
 City of Richmond, 2021 Homelessness Strategic Plan, $100,000  City of Alameda, 2020 Homelessness Strategic Plan, $70,000 Staff will have more information on cost when it returns with a professional services contract for Council approval. The Council has set aside $2.4 million of one-time funding to support the Council’s goals on addressing the community’s homeless challenges. It is anticipated the cost for the development of this plan will be paid for from this Council set-aside.

Financial Impact
There are no fiscal impacts as a result of the recommended actions in this report; however, the estimated cost of using a professional consulting firm to develop a strategic plan is estimated to be $70k to $120k. Council will be asked to award a specific dollar amount for this work at a future date once a consultant is selected.

Environmental Determination
Pursuant to the California Environmental Quality Act of 1970, Public Resources Code Section 21000, et seq., as amended and implementing State CEQA Guidelines, Title 14, Chapter 3 of the California Code of Regulations (collectively, “CEQA”) acceptance and appropriation of this funding does not constitute a “project” within the meaning of Public Resources Code Section 21065, 14 Cal Code Regs. Section 15060(c) or 15378, because it has no potential for resulting in either a direct physical change in the environment, or a reasonably foreseeable indirect physical change in the environment.

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City Council Agenda Report
Agenda Item No. 7.b
August 23, 2022
Even if the adoption of this Ordinance did constitute a project under CEQA, it falls within the “common sense” exemption set for in 14 Cal. Code Regs. Section 15061(b)(3), excluding projects where “it can be seen with certainty that there is no possibility that the activity in question may have a significant effect on the environment...” Therefore, the proposed Municipal Code amendments do not warrant further environmental review.

Public Contact
Notice of this meeting has been posted. Notice was sent by e-mail to the Housing Division interested parties list and community partners on August 16, 2022.

Page 7 of 19 ends

From: Anne Shafizadeh <[email protected]>
Sent: Tuesday, August 16, 2022 12:39 PM
To: Power, Leng <[email protected]>
Subject: Re: Homeless Strategic Plan- August 23, 2022

please do not 'draft' rental owners into becoming providers of welfare and social programming. mopst opf us are small owners of SFR with little room for welfare burdens it is not fair. Rental owners run their business as a business not welfare extension. I depend on this income for my own housing, medical expenses, food, fuel, and the other necessities of being a senior. do not deprive me of my income and benefits by either taking my income or making me an arm of your welfare programming. Let tiger lzws of this state govern without yo0ur imposing additional burdens upon us. you have no right to deprive me of my income and making me dependent on family and friends when i have planned for our senior years only to have you appropriate them with bureaucratic burdens, additions fees and taxes, and having us become bearers of your welfare largess. Please cease. this state has enough over- reach that you do not need to contribute to it.

On Tue, Aug 16, 2022 at 10:40 AM Power, Leng <[email protected]> wrote:

Good morning, everyone. At the regularly scheduled meeting on Tuesday, August 23, 2022, at 6:30 PM, Concord City Council will consider staff recommendations regarding a draft work plan/project approach for the development of the City of Concord Homeless Strategic Plan. The meeting agenda and staff report will be posted on the City’s agenda webpage at least 72 hours in advance.

Please feel free to contact me if you have any questions.

Leng

Leng Power
Community Services Manager
City of Concord | Website: www.cityofconcord.org

(925) 603-5838| [email protected]
1950 Parkside Drive, Concord, CA 94519
Benched Correspondence
Agenda Item No. 7.b
August 23, 2022

Page 8 of 19 ends

-----Original Message-----
From: Joan Essex <[email protected]>
Sent: Tuesday, August 23, 2022 1:15 PM
To: City Clerk <[email protected]>
Subject: Unhoused people of Concord

I am writing to express deep concern for the unhoused in our city. For several years my husband and I have assisted Jack Fleihmann providing nourishing meals to the unhoused.Though this is a significant service, so much more needs to be done. The city hopefully in combination with concerned citizens can and should provide safe, legal areas for the unhoused.Sweeps are an unsatisfactory solution.

Dismantling the few belongings a person has seems cruel and unnecessary. Can’t our community work together to provide a humane solution?

Joan and Duane Essex
Concord, Ca. 94518

Sent from my iPad

Page 9 of 19 ends

From: Yvonne Mennel <[email protected]>
Sent: Tuesday, August 23, 2022 11:11 AM
To: City Clerk <[email protected]>
Subject: unhoused

Attention Concord City Council:

* Unsheltered people

* Police sweep

* Where to?

* Still homeless

* Now what?

Thank you,

Yvonne Mennel, Concord, CA 94519

Page 10 of 19 ends

-----Original Message-----
From: Donna Walton <[email protected]>
Sent: Tuesday, August 23, 2022 8:03 AM
To: City Clerk <[email protected]>
Cc: Donna & Jack Walton <[email protected]>
Subject: The Unhoused on our streets

It has been nearly two years that our family has been working with the unhoused in our city. My husband started cooking meals once a week which were delivered by Jack Fleihmann, then got four other parishioners of our church to cook also. He wrote a grant to purchase tents, grocery cards, and other supplies at Christmas time. We started delivering the meals occasionally, and lately have been doing that once a week. We now feed approximately 60 people. Yesterday, a woman that we know with mental health issues, was found sleeping right outside our church office. We discussed all of the possibilities for her—but since she has a comfort dog and mental health issues, we came up empty. We have been following the city’s efforts to do something about this problem. Businesses, citizens who use our parks, ordinary people, all want something to be done that helps these people, but does not punish them. We have seen two police sweeps, but all that does is disrupt their lives and force them to move elsewhere. After the most recent police sweep, we are seeing even more unhoused.

And at the end of two years, I don’t see one additional safe, legal place for these people to go. Yes, we have the shelter, but our numbers are much greater than the spaces in the shelter. And where do we have where a couple can go, or a person with a dog?

Please let us all work toward a solution that will actually provide a safe, legal spot for the unhoused where they can sleep, keep their belongings, and take care of their daily needs.

Thank you, Donna Walton, Concord CA 94521

Page 11 of 19 ends

Work Plan for City of
Concord Homeless
Strategic Plan

LENG POWER, COMMUNITY SERVICES MANAGER
AUGUST 23, 2022
1

Page 12 of 19 ends

Background
•$2.4 million set aside to address challenges related to h
omelessness (3/8/22)
•Homeless Strategic Plan is a Tier 1 priority for fiscal year 2022
-23. (4/2/22)
2

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Elements of the Strategic Plan
•Background Report
•Vision
•Goals and Implementation Actions
3 Community engagement throughout the process

Page 14 of 19 ends

Oversight Method
Council to determine oversight structure to guide Homeless Strategic Plan development
4 Standing Committee
Housing and Economic
Development
OR
Recreation, Cultural
Affairs and Community
Services
Appointed Commission
•Council create a one-time
special project committee
•If, this method selected, staff
to return by November with
proposed membership
makeup and selection process
for Council review
Council Oversight
Council serves as the
oversight body for
development of the
Homeless Strategic Plan

Page 15 of 19 ends

Tentative Timeline
5 Fall 2022
• If council decides
on one-time special
purpose
committee, staff
will return with
framework to have
members
appointed and in
place by January
2023
Jan.–Sep. 2023
• Consultant,
oversight
committee, and
staff prepare
Homeless Strategic
Plan for adoption
by Council.

Jan. 2023
• Council approve
professional
services
agreement with a
detailed work
plan

Page 16 of 19 ends

Estimated Cost
•Staff estimates a cost range between $70k and $120K
• $100,000 - 2021 City of Richmond Homeless Strategic Plan • $70,000 - 2020 C ity of Alameda Homeless Strategic Plan •To be paid from the $2.4M set aside funding.
6

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Council Action
•Define the oversight method for the development of the H
omeless Strategic Plan so that staff can include as part of the scope of work for consultation services.
7

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Questions?
8

Page 19 of 19 ends

CEQA: Not a project/exempt under Public Resources Code
Section 21065, CEQA Guidelines Sections 15060(c)(2),
15061(b)(3),15262, 15352, and/or 15378.

Report in Brief
The City of Concord, jointly with the City of Clayton, conducted a Complete Streets Feasibility Study on a 2.2 mile corridor of Pine Hollow Road/Alberta Way between Clayton Valley Charter High School and Mount Diablo Elementary School. The study identified, evaluated, and recommended a comprehensive package of multimodal and operational strategies to enhance bicycle and pedestrian safety, residential and school access, access to transit, and trail connectivity for all users.

The preferred concepts shown in Attachment 1 are being presented for City Council consideration and approval for future design phase and for pursuing funding opportunities. The proposed improvements include a comprehensive package of complete street elements that reflect best practices in enhancing the safety of all users along this corridor. Improvements are particularly focused on creating safe and comfortable multi-modal access for the 4,200 students who attend the five schools within the study area. The key aspects of these improvements are:

7.c7.c7.c

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City Council Agenda Report
Agenda Item No. 7.c
August 23, 2022
 Pedestrian infrastructure: continuous sidewalk all along the corridor; new and improved crosswalks with lighting
 Bike infrastructure: two-way cycle track between Ygnacio Valley Road and Indiana Drive; one-way cycle track between Pennsylvania Boulevard and Atchinson Stage Road; sharrows within the City of Clayton and Alberta Way segments
 Improved safety: signage to guide truck traffic and improvements for safer truck turns; traffic calming measures such as medians, narrow lanes, and speed feedback signs
Recommended Action
Approve preferred concepts from Complete Streets Feasibility Study on Pine Hollow Road/Alberta Way (from Clayton Valley Charter High School to Mount Diablo Elementary School).

Background
The City of Concord was awarded a Caltrans Sustainable Transportation Planning Grant to conduct a Complete Streets Feasibility Study (“Study”) in the 2.2-mile segment of Pine Hollow Road/Alberta Way from Clayton Valley Charter High School to Mount Diablo Elementary School. The City Council accepted the grant on September 8, 2020.

As this segment extends beyond the City boundary, the Study was completed in close partnership with the City of Clayton. This corridor was identified for a feasibility study by the City’s Bicycle, Pedestrian and Safe Routes to Transit Plan adopted in 2016.

The study corridor provides direct access to five schools, encompassing nearly the full education spectrum and a total annual enrollment of over 4,200 students. Pine Hollow Road also provides access to two quarries belonging to Martin Marietta (formerly operated by Hanson Aggregates) and CEMEX. Both are located south of Pine Hollow Road within unincorporated Contra Costa County and use designated truck routes along Pine Hollow Road and Mitchell Canyon Road (within City of Clayton) to access Ygnacio Valley Road and Clayton Road for heavy truck traffic. Truck traffic is prohibited by local ordinance between 10:00 PM and 7:00 AM daily and the truck route is only designated to the west of Kaiser Quarry Road on Pine Hollow Road.

The study corridor lacks continuous or standard sidewalks or bike lanes and faces challenges associated with high traffic speeds, heavy truck traffic, and multiple locations with several collisions in recent years. The corridor experiences elevated truck traffic associated with the presence of the quarries and elevated auto traffic as it is used as a cut-through for traffic bypassing congestion on nearby arterials. The combination of sub- standard or disconnected transportation facilities with elevated levels of auto/truck traffic and speeds results in an undesirable environment for pedestrian and bicycle activity.

This in turn causes increased reliance on auto access to the schools, resulting in congestion around schools during school start/dismissal periods. The project is needed

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City Council Agenda Report
Agenda Item No. 7.c
August 23, 2022
to enhance safety and connectivity for school children and other residents to allow for an increase in walking and biking in the area and an improved quality of life.

On March 9, 2021, the City Council approved a Task Order with Kimley-Horn to perform the feasibility study. Over the span of 15 months, the study combined broad-based community input and technical transportation analysis to develop a set of proposed improvements that incorporate Complete Streets elements. A robust engagement process implemented in three rounds of activities resulted in over 2,000 interactions with the project team and a demonstration pop-up event in front of Pine Hollow Middle School. The engagement activities involving students, parents, key stakeholders, and other community residents, netted hundreds of feedback points that were used to develop and then refine project recommendations.

Analysis
The study team performed an assessment of existing corridor conditions, held discussions with key stakeholders, and conducted robust community engagement efforts to solicit public input throughout the course of the study. A variety of outreach activities, leveraging both technology and in-person engagement, were conducted to allow for participation and feedback from a broad cross-section of the community. The outreach process found a strong and widespread desire among residents for complete streets improvements along Pine Hollow Road/Alberta Way. Then, the study team created a cohesive and comprehensive set of multi-modal improvements that represent best practices for safe streets, consistent with the approaches recommended by the National Association of City Transportation Officials (NACTO). The final concept received strong support from the community and stakeholders, particularly related to the enhanced safety and walkability benefits.

Public Outreach
Robust community engagement was an integral component of the study. Project efforts were coordinated through an advisory group, comprised of key stakeholders along the study corridor, including City staff, schools, the transit operator, and bicycle advocates.

The study team held three rounds of public outreach efforts to engage with nearby residents and other corridor users. Community outreach and engagement efforts spanned both virtual and in-person events, including a pop-up demonstration event on April 27, 2022, to connect with a diverse set of corridor users and residents.

The first round of outreach occurred between June and August 2021. The City of Concord formed an advisory group, who conducted a walk audit of the study corridor to identify existing challenges and opportunities for improvement. The study team also conducted stakeholder interviews to hear from other key stakeholders for the corridor. A project webpage was created on the City of Concord website and was continuously updated throughout the project. An online community survey was initiated in July 2021, composed of an interactive map asking participants to place comments where they would like to see mode-specific improvements, and a questionnaire providing more

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City Council Agenda Report
Agenda Item No. 7.c
August 23, 2022
detailed feedback. The survey received a total of 4,053 site visits from 1,398 unique users, an overwhelming response considering the size of the study corridor. Survey findings were utilized to pinpoint areas in need of improvement, determine the types of improvements that best met community needs, and better understand opportunities to enhance community safety and quality of life through Complete Streets improvements.

The second round of outreach occurred between November and December 2021. The goal of this round was to receive feedback on an initial set of improvement alternatives, including identifying preferences amongst alternative options. The study team hosted three pop-up events at Highlands Elementary School, Mt Diablo Elementary School, and Pine Hollow Middle School. In addition, a virtual community workshop was held on November 15th to provide more detailed information on the preliminary improvements being considered for the study corridor, address community questions, and receive community input on the alternatives. Another interactive online survey was administered, composed of a feedback board where participants could provide input directly on top of the preliminary improvement design alternatives to give feedback and up-vote or down-vote comments left by others. The feedback board had 87 comments and 167 comment engagements, while the questionnaire received 83 responses.

The third round of outreach occurred between April and May 2022. A one-day pop-up demonstration was held on April 27 in conjunction with Pine Hollow Middle School to demonstrate a subset of the recommended improvements on the corridor. Temporary elements were installed, including a two-way cycle track between Pennsylvania Boulevard and Indiana Drive and a new crosswalk across Pine Hollow Road at Pennsylvania Boulevard. On May 4th, a virtual community workshop was held to provide information on the study process, share the draft recommended package of improvements for the entire corridor, and discuss next steps for the study. Participants were encouraged to provide feedback via an online survey, which received 60 total responses.

Over the course of these activities, the community consistently placed high priority on corridor safety and pedestrian connectivity. Several specific corridor needs were identified by the community, including enhanced lighting at crosswalks and safer crossings. Throughout the process, community input was used to direct the study, from the identification of needs to the development of concepts, and finally the selection of a preferred solution to advance to future phases.

Conceptual Designs
Improvements were developed based on the existing conditions assessment and feedback on community needs and priorities gained through community engagement performed as part of this project. Elements that informed the improvements included:
collision history; roadway geometry constraints; pedestrian, cyclist, truck and auto circulation patterns; auto level of service; field-level inventory of infrastructure needs

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City Council Agenda Report
Agenda Item No. 7.c
August 23, 2022
and deficiencies; walk audit with the Advisory Group; and the community hot-spot mapping.

The study team developed a set of preliminary improvements that were further refined through iterations of public engagement and feedback from the community, corridor users, key stakeholders, and Advisory Group members.

Pine Hollow Road will be reconfigured to a typical three lane section (where it currently exceeds that width) to provide sufficient space for these improvements. Traffic analysis indicates that these improvements are not expected to measurably increase congestion.

No changes are required to the lane geometry at the Ygnacio Valley Road intersection.

No additional right-of-way or private property impacts are required anywhere along the corridor and no significant changes to residential access or significant reductions in parking are proposed.

The total project cost, including project development phases and construction, is $25.1 million. A total project cost of $9.8 Million has been identified for initial grant funding pursuits that reflect implementation of the highest corridor priorities and most important network connections.

Pedestrian Infrastructure Improvements
Pedestrian improvements are focused on improved pedestrian safety and connectivity, filling gaps, and improving accessibility. Specific improvements proposed include:
 Closing all pedestrian infrastructureure gaps by building new or improved sidewalks.
o Approximately 4,500 linear feet of new sidewalk
o Introducing buffers that separate the sidewalk from auto traffic for improved safety and comfort
 Providing additional and safer pedestrian crossings with the use of bulbouts, warning beacons, median refuges, raised treatments, and improved lighting o Six new crossings of Pine Hollow Road/Alberta Way, including features such as Rapid Rectangular Flashing Beacons (RRFBs), raised crosswalks, pedestrian lighting, and median refuges to allow for two- staged crossings
o Eight improved existing crossings of Pine Hollow Road/Alberta Way, including improved striping to enhance visibility, RRFBs, raised intersections, pedestrian lighting, and median refuges to allow for two- staged crossings

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City Council Agenda Report
Agenda Item No. 7.c
August 23, 2022
Bicycle Infrastructure Improvements
The recommended improvements include development of a continuous bicycle facility within the study corridor. For most of the corridor, this would consist of a protected Class IV separate bikeway “cycle track”, defined by the California Highway Design Manual as “a separated facility on one or both sides of the roadway that is protected from motor traffic with a vertical feature (grade separation, flexible posts or on-street parking).” Protected bicycle lanes in this corridor would be designed for use by all ages and abilities.

Three configurations of bicycle facilities are proposed for different segments of the corridor to optimize user safety based on adjacent land uses and the connecting roadway network. The configurations are as follows:
 Approximately 3,500 linear feet of one-way Class IV cycle track between Pennsylvania Boulevard and Atchinson Stage Road.
 Approximately 5,700 linear feet two-way Class IV cycle track between Ygnacio Valley Road and Indiana Drive.
 Sharrows on remaining sections where sufficient width for a cycle track is not available, specifically within the City of Clayton and on Alberta Way. A shared use path is being considered for the latter segment between Academy Road and Ygnacio Valley Road.

The one-way and two-way sections of the protected cycle track overlap between Pennsylvania Boulevard and Indiana Drive. This is to accommodate students cycling to and from Highlands Elementary School and Pine Hollow Middle School, avoiding requiring them to cross Pine Hollow Road one block before they access the school.

Buses, Trucks, and Traffic Calming
To reduce auto speeds and create space for improved bicycle and pedestrian facilities, the following improvements are proposed:
 Road diet on the multi-lane segment of Pine Hollow Road to create a consistent two- or three-lane configuration on all of Pine Hollow Road within the study area.  Additional traffic calming improvements such as bulbouts, medians, speed feedback signage, raised crosswalks, and tightened curb radii.  Additional signage and striping treatments on Ygnacio Valley Road, Pine Hollow Road, and at the quarry access points to reduce conflicts between truck traffic and other corridor users.
 Consolidate two bus stops near Pine Hollow Middle School with a bus pull-out to not impact the flow of traffic when stopping.

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City Council Agenda Report
Agenda Item No. 7.c
August 23, 2022
Financial Impact
Funding for this study was provided through a Caltrans STP grant in the amount of $190,959, with local Measure Q matching funds in the amount of $22,940.

Environmental Determination
Pursuant to the California Environmental Quality Act of 1970, Public Resources Code §21000, et seq., as amended and implementing State CEQA Guidelines, Title 14, Chapter 3 of the California Code of Regulations (collectively, “CEQA”), the proposed presentation does not constitute a “project” within the meaning of Public Resources Code Section 21065, and CEQA Guidelines Sections 15061(b)(3) and 15378 because there is no potential that it will result in a direct or reasonably foreseeable indirect physical change in the environment and because it has no potential for either a direct physical change to the environment, or a reasonably foreseeable indirect physical change in the environment. In addition, this activity is statutorily exempt under CEQA Guidelines Section 15262 because the study involves only feasibility and planning for possible future actions which are not funded. In addition, the activity is not a project under CEQA Guidelines 15352, 15060(c)(2) and 15378, because the City is not approving or committing to a definite course of action in regard to a project.

Public Contact
The City Council Agenda was posted.

Attachment

1. Recommended Improvement Concepts

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RECOMMENDED IMPROVEMENTS

CONCEPT DESIGN
SHEET OF 8
APRIL 2022
LEGEND

SKYLER CT

VALMAR DR

CLAYTON VALLEY

HIGH SCHOOL

DRIVEWAY

ALBERTA WAY

MATCHLINE

SEE SHEET
2 1

KEY MAP

NOT TO SCALE

CLOVIS CT

ACADEMY RD

YGNACIO VALLEY

CHRISTIAN SCHOOL

DRIVEWAY

ALBERTA WAY

CLAYTON VALLEY

HIGH SCHOOL

DRIVEWAY

YGNACIO

VALLEY RD

PINEHOLLOWRD

CLAYTON VALLEY

CHARTER
HIGH
SCHOOL

YGNACIO VALLEY

CHRISTIAN SCHOOL
Attachment 1

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RECOMMENDED IMPROVEMENTS

CONCEPT DESIGN
SHEET OF 8
APRIL 2022
LEGEND

CAMPUS DR

PINE HOLLOW RD

CALIFORNIA STATE

UNIVERSITY EAST BAY

CONCORD CAMPUS

MATCHLINESEE SHEET
1 MATCHLINE
SEE SHEET 3
2 KEY MAP

NOT TO SCALE

PINE HOLLOW RD

NEW HAMPSHIRE DR

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RECOMMENDED IMPROVEMENTS

CONCEPT DESIGN
SHEET OF 8
APRIL 2022
LEGEND

PINE HOLLOW RD

DISCOVERY WAY

MATCHLINE

SEE SHEET
4 MATCHLINE

SEE SHEET
2 3

NOT TO SCALE

PINE HOLLOW RD

ROLLING WOODS
WAY

KEY MAP

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RECOMMENDED IMPROVEMENTS

CONCEPT DESIGN
SHEET OF 8
APRIL 2022
LEGEND

PINE HOLLOW RD

MISSOURI DR

MATCHLINE
SEE SHEET 5

MATCHLINE
SEE SHEET 3
4 KEY MAP

NOT TO SCALE

PINE HOLLOW RD

CAM SOLANO

MARDON CT
KAISER

QUARRY RD

HIGHLANDS

ELEMENTARY
SCHOOL

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RECOMMENDED IMPROVEMENTS

CONCEPT DESIGN
SHEET OF 8
APRIL 2022
LEGEND

KRONA LN

PINE HOLLOW RD

PENNSYLVANIA BLVD

PINE HOLLOW

MIDDLE SCHOOL

DRIVEWAY

MATCHLINE
SEE SHEET 6

MATCHLINE
SEE SHEET 4
5 KEY MAP

NOT TO SCALE

HIGHLANDSELEMENTARY
SCHOOL

PINE HOLLOW RD

PINE HOLLOW

MIDDLE SCHOOL

DRIVEWAY
COUNTY

CONNECTION

BUS STOP

PINE HOLLOW

MIDDLE SCHOOL

DRIVEWAY

INDIANA DR

PINE HOLLOW

MIDDLE SCHOOL

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RECOMMENDED IMPROVEMENTS

CONCEPT DESIGN
SHEET OF 8
APRIL 2022
LEGEND
PINE
HOLLOW
RD

REDLANDS WAY

QUIET CIR

FAWNDA LN

MATCHLINE
SEE SHEET 7

MATCHLINE
SEE SHEET 5

CITY OF CONCORD

CITY OF CLAYTON
6 KEY MAP

NOT TO SCALE

PINE HOLLOW RD

EL CAMINO DR

PINE SHADOW LN

CLASSIC WAY

GIBSON LN

PARDI LN

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RECOMMENDED IMPROVEMENTS

CONCEPT DESIGN
SHEET OF 8
APRIL 2022
LEGEND

PINE HOLLOW RD

ATCHINSON STAGE RD
7 KEY MAP

NOT TO SCALE

PINE HOLLOW RD

MATCHLINE
SEE SHEET 6

MATCHLINE
SEE SHEET 8

PANADERO WAY

CITY OF CONCORD

CITY OF CLAYTON

MITCHELL CANYON RD

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RECOMMENDED IMPROVEMENTS

CONCEPT DESIGN
SHEET OF 8
APRIL 2022
LEGEND

MT ZION DRTIFFIN DR

PINE HOLLOW RD

PINE HOLLOW CT

MT DIABLO

ELEMENTARY
SCHOOL

MATCHLINE
SEE SHEET 7
8 KEY MAP

NOT TO SCALE

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Pine Hollow Road| Complete Streets Feasibility Study
Pine Hollow Road
Complete Streets Feasibility Study
City Council Meeting | August 23, 2022

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Pine Hollow Road| Complete Streets Feasibility Study
Presentation Outline
• Project Overview
 Study purpose, area, and timeline
 Feedback from Community Outreach
• Improvement Concept
 BPAC unanimously approved the Feasibility Study Improvement Concepts recommendations on June 20,2022
• Next Steps
• Q&A
A
ction Requested – Seeking approval for the Feasibility Study Improvement Concepts recommendations
2

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Pine Hollow Road| Complete Streets Feasibility Study
Project Overview

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Pine Hollow Road| Complete Streets Feasibility Study
Study Corridor and Context
• 2.2 mile corridor between Alberta
W
ay/Pine Hollow Road in Concord
and Mt. Diablo Elementary in
Clayton
• Project identified in the city’s 2016
B
icycle, Pedestrian and Safe Routes
to Transit Plan
• Funded by Caltrans Sustainable
T
ransportation Planning Grant
 Prime Consultant - Kimley-Horn
• A joint project between the cities
of
Concord and Clayton
4

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Pine Hollow Road| Complete Streets Feasibility Study
Study Process
5 APRIL – AUGUST 2021
Background review and
data collection
SEPT. 2021 –JANUARY 2022
Develop and evaluate
improvement options
FEBRUARY – JUNE 2022
Prepare and refine concept
design
JULY – SEPTEMBER 2022
Prepare feasibility study and
present to Council
JUNE/JULY 2021
Advisory Group
Meeting, Walk Audit,
and Stakeholder
Interviews
JULY 2021
Community
Online Survey
NOVEMBER 2021
Community and Pop-
Up Workshops,
Community Online
Survey
Study Timeline
APRIL 2022
Pop-Up
Demonstration
Workshop
MAY 2022
Community
Workshop
• Consulted with Advisory Group throughout project
o Advisory Group Members: Schools, Bike Concord, County Connection, Cities o Special coordination with Quarries and Bike East Bay
• Robust three rounds of community outreach
o Three online surveys, three in-person pop-up and two community workshops, demo

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Pine Hollow Road| Complete Streets Feasibility Study
6 Study Area
• 2.2 miles
• 5 s
chools, 4,200+ students
• Sidewalk gaps and
substandard paths
• No bike facilities
• Cut-through and truck traffic
Upcoming Repavement Project

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Pine Hollow Road| Complete Streets Feasibility Study
Improvement Objectives
• Reduced auto speeds and improved traffic safety
• Continuous, safer, and more comfortable pedestrian facilities • Connected bicycle facilities throughout corridor
7 Missing sidewalk gaps Poorly Lit Crossings Lack of bicycle facilities

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Pine Hollow Road| Complete Streets Feasibility Study
Corridor Needs (Summer 2021 Survey)
237 TOTAL PARTICIPANTS | 210 map comments, 1,060 votes, and 138 survey responses Survey was available from July 1 –July 23, 2021 in Spanish and English 8 Ideas and
Suggestions
19%
Auto Traffic
Concerns
42%
Pedestrian
Concerns
30%
Bicycle
Concerns
9%
Heat Map of Identified Existing Hotspots Hotspot Type

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Pine Hollow Road| Complete Streets Feasibility Study
Community Priorities (Summer 2021 Survey)
9 0% 10% 20% 30% 40% 50% 60% 70%
Improvements for people with disabilities
Improved aesthetics (e.g. street trees)
Improved or new bikeways
Wider or new sidewalks
Reduced traffic speeds
Improved pedestrian safety (e.g. crosswalks)
Improved traffic circulation/less congestion
1st Priority 2nd Priority 3rd Priority Page 24 of 39
Pine Hollow Road| Complete Streets Feasibility Study
Round 2 Outreach Activities (Fall 2021)
• Pop-up workshops at Highlands
Elementary School, Mt. Diablo Elementary
School, and Pine Hollow Middle School
• Virtual community workshop
• Online public feedback survey
10

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Pine Hollow Road| Complete Streets Feasibility Study
Community Feedback on Improvements (Fall 2021)
77% of respondents would be encouraged
to ride a bike on the corridor if some type
of bikeway improvements were available.

Yes
78%
No
22%
78% of respondents would be encouraged
to walk more along Pine Hollow Road if
new or improved sidewalks were
constructed.
59% of respondents with children who
currently do not walk or bike to school would
be encouraged to let their child walk/ride on
the corridor if proposed improvements existed.

Bikeway
Option A;
31%
Bikeway
Option B;
33%
Neither
option;
23%
Both
Bikeway
Options;
13%

ENCOURAGES
BIKING

ENCOURAGES

WALKING
Yes, I would consider
having my child walk or
bike to school more often
59%
Walking or biking to
school would still not be
an option for my child.
41%

WALKING
& BIKING

TO SCHOOL
11

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Pine Hollow Road| Complete Streets Feasibility Study
12 One Day Pop-Up Demonstration (Spring 2022)
• Held on Wednesday, April 27th in coordination
with Street Smarts Diablo and Pine Hollow Middle
School’s Walk & Roll to School Day
o Event supported by schools, PTA, Bike Concord/Bike
East Bay
• Temporary, one-day installations to demonstrate
improvements
o Protected, two-way bike lanes on the south side of Pine Hollow Road
o Crosswalk at the Pennsylvania Blvd intersection
• Feedback: Very positive reception from students
o Challenges with auto traffic at school pick-up

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Pine Hollow Road| Complete Streets Feasibility Study
Streetscape Concept Design

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Pine Hollow Road| Complete Streets Feasibility Study
Pedestrian Infrastructure Improvements (Crossings)
Source: Texas A&M Transportation Institute
14 • New Crosswalks
• High-Visibility Crosswalk Markings
• Raised Crosswalks
• New Beacons/Signage
• Median Refuges
• Pedestrian Lighting
• ADA Upgrades
Legend:

New Crossing
Improved Crossing

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Concord City CouncilAugust 23, 2022

Concord City Council
August 23, 2022