Livermore City Council
December 11, 2023

CITY COUNCIL
AGENDA
MONDAY, DECEMBER 11, 2023
REGULAR MEETING – 7:00 PM

MEETING PARTICIPATION INFORMATION CAN BE FOUND AT THE END OF THE AGENDA
IN PERSON INFORMATION:

CIVIC CENTER MEETING HALL

CITY COUNCIL CHAMBERS
1016 S. LIVERMORE AVENUE

ZOOM IS CURRENTLY SUSPENDED UNTIL FURTHER NOTICE
CITY OF LIVERMORE YOUTUBE CHANNEL:
https://www.youtube.com/c/CityofLivermoreCalifornia
TV29:

Comcast TV Channel 29
tv29live.org
John P Marchand, Mayor
Robert W Carling, Vice Mayor
Ben Barrientos, Council Member
Evan Branning, Council Member
Brittni Kiick, Council Member
Livermore City Council Agenda December 11, 2023
1 1. CLOSED SESSION - NONE.

2. CALL TO ORDER

3. PROCLAMATIONS AND PRESENTATIONS

3.1 Livermore Valley Arts annual update presented by Chris Carter, Executive Director, Livermore Valley Arts.

Recommendation:

Staff recommends the City Council receive the Livermore Valley Arts annual update presentation.

Staff Report

3.2 Community Asset Management Program (CAMP) Outreach Committee Final update presented by Uyiosa Oviawe, Senior Management Analyst.

Recommendation:

Staff recommends City Council receive the final update on the Community Asset Management Program (CAMP) Outreach Committee.

Staff Report

4. OPEN FORUM
In conformance with the Brown Act, no City Council action can occur on items presented during Open Forum.

To provide public comment in person, please submit a speaker card. When your name is called, walk to the lectern to address City Council.

Comments are limited to a maximum of 3 minutes per person, per item. The Mayor may reduce the amount of time based on the number of persons wishing to speak.

Comments are limited to one comment per person per item regardless of format or time submitted (this includes email and e-comment submissions prior to the meeting as well as live comments during the meeting).

Open Forum will conclude after 30 minutes; however, if there are additional speakers, Open Forum will reconvene before the meeting adjourns.

5. CONSENT CALENDAR
Consent Calendar items are considered routine and are acted upon by the City Council with a

ROLL CALL
Council Member Ben Barrientos
Council Member Evan Branning
Council Member Robert W. Carling
Vice Mayor Brittni Kiick
Mayor John Marchand

PLEDGE OF ALLEGIANCE
Livermore City Council Agenda December 11, 2023
2 single action. Members of the audience wishing to provide public input must submit a speaker card found at the entrance of the Council Chambers. A speaker is limited to a single comment with a maximum of three minutes for the entire Consent Calendar. If Consent Calendar items are pulled for discussion by the City Council, a speaker will be allowed one comment on the items pulled for discussion and a separate comment for the remaining Consent Calendar. The one comment limit applies regardless of format or time submitted (this includes email and ecomment submissions prior to the meeting as well as live comments during the meeting).

5.1 Approval of draft minutes - November 13, 2023 and November 27, 2023 Regular Meetings.

Recommendation:

Staff recommends the City Council approve the draft minutes.

Staff Report
Attachments:

1. DRAFT 2023-11-13

2. DRAFT 2023-11-27

5.2 Adoption of an ordinance amending the Livermore Municipal Code Chapter 5.90 Short-Term Rentals, Section 5.90.050 Locations, to allow accessory dwelling units with building permits issued prior to January 1, 2020, to be used as short-term rentals.

Recommendation:

Staff recommends the City Council adopt an ordinance amending Chapter 5.90 Short-Term Rentals, Section 5.90.050 of the Livermore Municipal Code, allowing accessory dwelling units with building permits issued prior to January 1, 2020, to be used as short-term rentals.

Staff Report
Attachments:

1. Ordinance

5.3 Resolution approving a supplemental appropriation of $390,000 from Traffic Impact Fees to Fiscal Year 2023-24 and authorizing the City Manager to execute a first amendment to the agreement with Quincy Engineering increasing the not-to-exceed contract amount from $694,000 to $1,074,000 and extending the term of the agreement to June 30, 2026, for additional right-of-way close out services associated with Isabel Avenue/I-580 Interchange Project 1992-38.

Recommendation:

Staff recommends the City Council adopt a resolution:

1. Approving a supplemental appropriation of $390,000 from Traffic Impact Fees to the Fiscal Year 2023-24 budget for the Isabel Avenue/I-580 Interchange Project 1992-38; and

2. Authorizing the City Manager to execute a first amendment to the agreement with Quincy Engineering for Isabel Avenue/I-580 Interchange Project 1992-38, accepting the name change of Quincy Engineering to Consor North America, Inc., increasing the notto-exceed agreement amount by $380,000 from $694,000 to $1,074,000, and extending Livermore City Council Agenda December 11, 2023
3 the term of the agreement to June 30, 2026.

Staff Report
Attachments:

1. Resolution

2. Exhibit A - First Amendment to Engineering Services Agreement

5.4 Resolution authorizing a third amendment to the Exclusive Negotiating Rights Agreement between the City of Livermore and Livermore Petroleum LLC.

Recommendation:

Staff recommends the City Council adopt a resolution authorizing the City Manager to execute a third amendment to the Exclusive Negotiating Rights Agreement between the City of Livermore and Livermore Petroleum LLC extending the term twelve months.

Staff Report
Attachments:

1. Resolution

2. Exhibit A - Third Amendment

5.5 Resolution of Intention to form Community Facilities District 2023-2 (Arroyo Vista Maintenance and Services) located on the east and west side of the Arroyo Seco Channel along Las Positas Road pursuant to the Mello-Roos Community Facilities Act of 1982.

Recommendation:

Staff recommends the City Council take the following actions:

1. Accept the petition from the property owner requesting initiation of formation of City of Livermore Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) (the "CFD") located on the east and west side of the Arroyo Seco Channel along Las Positas Road to finance certain ongoing maintenance services, and waiving the otherwise-applicable election time periods; and

2. Adopt a resolution of intention to form the CFD and call for a public hearing on January 22, 2024, to consider formation of the CFD.

Staff Report
Attachments:

1. CFD 2023-2 (Arroyo Vista Maintenance and Services)-Boundary Map

2. Landowner Petition

3. Resolution

4. Exhibit A - Description of Services

5. Exhibit B - Rate and Method of Apportionment for Special Tax

5.6 Resolution recommending the Livermore Local Roadway Safety Plan is exempt from the provisions of the California Environmental Quality Act and approving the Livermore Local Roadway Safety Plan.

Recommendation:

Staff recommends the City Council adopt a resolution:

Livermore City Council Agenda December 11, 2023
4 Recommend the Livermore Local Roadway Safety Plan is exempt from the provisions of the California Environmental Quality Act;
Approving the Livermore Local Roadway Safety Plan; and
Authorizing the City Manager to take whatever actions are necessary and appropriate to carry out the purpose and intent of this resolution.

Staff Report
Attachments:

1. High Injury Network

2. Project List

3. Resolution

4. Exhibit A - Local Roadway Safety Plan

5.7 Resolution authorizing the acceptance for permanent maintenance, release of security bonds, and execution of a Notice of Completion for the Trevarno Road Sanitary Sewer and Water Improvements Project 2019-60, located along Trevarno Road at First Street.

Recommendation:

Staff recommends the City Council adopt a resolution authorizing the acceptance for permanent maintenance and release of the security bonds for the Trevarno Road Sanitary Sewer and Water Improvements Project 2019-60, located along Trevarno Road at First Street, and authorizing the City Manager to sign the Notice of Completion.

Staff Report
Attachments:

1. Location Map

2. Resolution

3. Exhibit A - Notice of Completion

5.8 Resolution amending the City of Livermore Salary Plan dated January 2024 to reflect adjustments to the Unclassified and Hourly Salary Schedule to implement increased minimum wage in accordance with California Code of Regulations, Title 2, Section 570.5 and adding 1.0 FTE Public Works Supervisor to the Budgeted Personnel Allocations.

Recommendation:

Staff recommends the City Council adopt a resolution amending the City of Livermore Salary Plan dated January 2024 to reflect increased minimum wage adjustments to the Unclassified and Hourly Salary Schedule and adding 1.0 FTE Public Works Supervisor to the Budgeted Personnel Allocations.

Staff Report
Attachments:

1. Resolution

2. Exhibit A - January 2024 Salary Plan

5.9 Resolution making findings regarding the continuing need for unexpended balances of Development Impact Fees as of June 30, 2023, and accepting the Annual Report of Development Fee and Connection Fee Revenues and Expenditures for Fiscal Year 2022-23.

Livermore City Council Agenda December 11, 2023
5 Recommendation:

Staff recommends the City Council adopt a resolution making findings regarding the continuing need for unexpended balances of Development Impact Fees as of June 30, 2023 and accepting the Annual Report of Development Fee and Connection Fee Revenues and Expenditures for Fiscal Year 2022-23.

Staff Report
Attachments:

1. Resolution

2. Exhibit A - Annual Report

5.10 Resolution accepting annual special tax and bond accountability reports for Fiscal Year 2022- 23 Community Facilities District No. 99-1 (Tri-Valley Technology Park), 2009-1 (El Charro), 2012-1 (El Charro Maintenance), 2015-1 (Brisa Maintenance), 2016-1 (Sage Maintenance), 2016-2 (Shea Properties), 2018-1 (Auburn Grove), and 2021-1 (Maintenance and Public Services).

Recommendation:

Staff recommends the City Council adopt a resolution accepting annual special tax and bond accountability reports for Fiscal Year 2022-23 Community Facilities District No. 99-1 (TriValley Technology Park), 2009-1 (El Charro), 2012-1 (El Charro Maintenance), 2015-1 (Brisa Maintenance), 2016-1 (Sage Maintenance), 2016-2 (Shea Properties), 2018-1 (Auburn Grove), and 2021-1 (Maintenance and Public Services).

Staff Report
Attachments:

1. Resolution

2. Exhibit A - STBAR CFD 99-1 Tri-Valley

3. Exhibit B - STBAR 2009-1 El Charro

4. Exhibit C - STBAR CFD 2012-1 El Charro

5. Exhibit D - STBAR CFD 2015-1 Brisa

6. Exhibit E - STBAR CFD 2016-1 Sage

7. Exhibit F - STBAR CFD 2016-2 Shea Properties

8. Exhibit G - STBAR CFD 2018-1 Auburn Grove

9. Exhibit H - STBAR CFD 2021-1 Maintenance and Public Services

5.11 Resolution of continued local emergency in response to impacts from a series of severe storm events earlier this year.

Recommendation:

Staff recommends the City Council adopt a resolution of continued local emergency in response to impacts from a series of severe storm events earlier this year.

Staff Report
Attachments:

1. Resolution
Livermore City Council Agenda December 11, 2023
6 6. PUBLIC HEARINGS - NONE.

Comments are limited to one comment per person per item regardless of format or time submitted (this includes email and e-comment submissions prior to the meeting as well as live comments during the meeting).

7. MATTERS FOR CONSIDERATION
Comments are limited to one comment per person per item regardless of format or time submitted (this includes email and e-comment submissions prior to the meeting as well as live comments during the meeting).

7.1 Resolution amending the Livermore Airport Minimum Standards for Commercial Aeronautical Activities to require the provision of Unleaded Aviation Fuel by the Fixed Base Operator (FBO).

Recommendation:

Staff recommends the City Council adopt the resolution amending the Airport Minimum Standards for Commercial Aeronautical Activities, to require the provision of unleaded aviation fuel by the Fixed Base Operator (FBO) within twenty-four months. In the event the Fixed Base Operator cannot comply within twenty-four months, the City may grant extensions as appropriate.

Staff Report
Attachments:

1. Resolution

2. Exhibit A - LVK Minimum Standards Update Unleaded Fuel

7.2 Discussion and direction regarding the City Council Subcommittee for Advisory Body Review's recommendation regarding changes to City advisory bodies.

Recommendation:

Staff and the City Council Subcommittee recommend the City Council review the Subcommittee's recommendations regarding changes to City advisory bodies, and direct staff to bring back ordinances amending the Livermore Municipal Code and the Development Code at a future City Council meeting.

Staff Report
Attachments:

1. Redlined Airport Commission Rules of Procedure

2. Redlined Beautification Committee Rules of Procedure

3. Redlined Commission for the Arts Rules of Procedure

4. Redlined Historic Preservation Commission Rules of Procedure

5. Redlined Human Services Commission Rules of Procedure

6. Redlined Livermore Area Youth Advisory Commission Rules of Procedure

7. Redlined Library Board of Trustees Rules of Procedure

8. Redlined Livermore Housing Authority Rules of Procedure

9. Redlined Planning Commission Rules of Procedure

7.3 Appointment of Vice Mayor for the period of 2023-2024.

Livermore City Council Agenda December 11, 2023
7 Recommendation:

Staff recommends the City Council appoint a Vice Mayor for the period of 2023-2024.

Staff Report

7.4 Council Members Appointments to Intergovernmental Agencies.

Recommendation:

Staff recommends the Mayor appoint Council Members to Intergovernmental Agencies, with the City Council's approval.

Staff Report
Attachments:

1. Current Intergovernmental Agencies Appointments

7.5 Appointment of Council Members to the City Council Subcommittee on Advisory Bodies for the period of January 1 - June 30, 2024.

Recommendation:

Staff recommends the Mayor appoint two Council Members to serve on the City Council Subcommittee on Advisory Bodies for the period of January 1 - June 30, 2024, with the City Council's approval.

Staff Report

8. COUNCIL COMMITTEE REPORTS AND MATTERS INITIATED BY CITY

MANAGER, CITY ATTORNEY, AND COUNCIL MEMBERS

9. ADJOURNMENT
To a Regular City Council meeting on Monday, January 8, 2024 at 7:00 pm, Civic Center Meeting Hall, City Council Chambers, 1016 S. Livermore Avenue.

10. SUPPLEMENTAL MATERIALS

10.1 Supplemental materials.

Staff Report
Attachments:

1. Supplemental Materials

10.2 Supplemental materials received at the meeting.

Staff Report
Attachments:

1. Items Received at the Meeting

11. HOW TO PARTICIPATE IN YOUR CITY COUNCIL MEETING
You can participate in the meeting in a number of ways:

Livermore City Council Agenda December 11, 2023
8 Open Forum is an opportunity for the public to speak regarding items not listed on the agenda. Speakers are limited to a maximum of 3 minutes per person. To address the City Council in person, you must submit a speaker card to the City Clerk prior to the start of that item. Please note that the City Council is prohibited by State law from taking action on any items that are not listed on the agenda. However, if your item requires action, the City Council may place it on a future agenda or direct staff to work with you and/or report to the City Council on the issue.

Public Hearings - The topic of the hearing is typically summarized by staff, followed by a presentation by the applicant, and questions from the City Council. The Mayor will then open the hearing to the public and offer an opportunity for public comments. Speakers are limited to a maximum of 3 minutes per person. To address the City Council in person, you must submit a speaker card to the City Clerk prior to the start of the presentation of the item.

Other Agenda Items are also open for public input including Consent Calendar or Matters for Consideration items. These comments are also subject to the 3-minute limit.

Special Meetings, Workshops - The public will have the opportunity to address the City Council regarding the item that is the subject of the special meeting or workshop. Public comments are limited to a maximum of 3 minutes per person.

Platforms to Participate in Meetings:

Submission of Comments Prior to the Meeting:

Email Comments may be submitted by the public to the City Clerk’s Office ([email protected]). Items received no later than 12:00 pm on the day of the meeting will be provided to the City Council and available on the City website prior to the meeting. These items will NOT be read into the record.
eComments may be submitted by the public using the eComment link here. Comments may be up to 1000 characters in length and will be accepted up until 4:00 pm the day of the meeting. These items will NOT be read into the record and are viewable by the City Council and the public upon submittal.

Submission of Comments During the Meeting:

Speakers are limited to a maximum of 3 minutes per person. To submit a comment you must complete a speaker card for each item. Speaker cards are available in the Civic Center Meeting Hall lobby. Indicate on the card the item number you wish to comment on and submit the card directly to the City Clerk prior to the start of the item. Please note that the City Council is prohibited by State law from taking action on any items that are not listed on the agenda.

However, if your item requires action, the City Council may place it on a future agenda or direct staff to work with you and/or report to the City Council on the issue.

The City will be using YouTube and TV29 as two tools to provide the public access to view City Council meetings. No public comment will be accepted via YouTube.

Livermore City Council Agenda December 11, 2023
9 TV29: tv29live.org Comcast Cable 29
YouTube: http://youtube.com/c/CityofLivermoreCalifornia If you would like to deliver written materials to the City Council as part of your public comment, please provide 10 copies to the City Clerk with your speaker card.

The City Council Agenda and Agenda Reports are prepared by City staff and are available for public review on Tuesday evening, six days prior to the City Council meeting in the Civic Center Library, 1188 South Livermore Avenue, Livermore, and at the City Clerk’s Office, 1052 South Livermore Avenue, Livermore. The Agenda is also available on the City’s website, http://LivermoreCA.gov/agenda.

Under Government Code §54957.5, any supplemental material distributed to the members of the City Council after the posting of this agenda will be available for public review in the City Clerk’s Office, 1052 South Livermore Avenue, Livermore, and included in the agenda packet available on the City’s web site at http://LivermoreCA.gov/agenda.

PURSUANT TO TITLE II OF THE AMERICANS WITH DISABILITIES ACT (CODIFIED AT 42 UNITED STATES CODE SECTION 12101 AND 28 CODE OF FEDERAL REGULATIONS PART 35), AND SECTION 504 OF THE REHABILITATION ACT OF 1973, THE CITY OF

LIVERMORE DOES NOT DISCRIMINATE ON THE BASIS OF RACE, COLOR, RELIGION,

NATIONAL ORIGIN, ANCESTRY, SEX, DISABILITY, AGE OR SEXUAL ORIENTATION IN THE PROVISION OF ANY SERVICES, PROGRAMS, OR ACTIVITIES. TO ARRANGE AN

ACCOMMODATION IN ORDER TO PARTICIPATE IN THIS PUBLIC MEETING, PLEASE CONTACT THE ADA COORDINATOR AT [email protected] OR CALL (925) 960-4170 (VOICE) OR (925) 960- 4104 (TDD) AT LEAST THREE (3) BUSINESS DAYS IN ADVANCE OF THE MEETING.

Livermore City Council Agenda December 11, 2023
10 CITY COUNCIL STAFF REPORT ITEM NO. 3.1
DATE: December 11, 2023
TO: Honorable Mayor and City Council
FROM: Brandon Cardwell, Innovation and Economic Development Director SUBJECT: Livermore Valley Arts annual update presented by Chris Carter, Executive Director, Livermore Valley Arts.

RECOMMENDED ACTION
Staff recommends the City Council receive the Livermore Valley Arts annual update presentation.

SUMMARY

DISCUSSION

ATTACHMENTS
Prepared by: Brandon Cardwell
Innovation and Economic
Development Director
Approved by:
____________________________________
Marianna Marysheva
City Manager
Fiscal Review by:
____________________________________
Tina Olson
Administrative Services Director
11 CITY COUNCIL STAFF REPORT ITEM NO. 3.2
DATE: December 11, 2023
TO: Honorable Mayor and City Council
FROM: Judy Erlandson, Acting Public Works Director
SUBJECT: Community Asset Management Program (CAMP) Outreach Committee Final update presented by Uyiosa Oviawe, Senior Management Analyst.

RECOMMENDED ACTION
Staff recommends City Council receive the final update on the Community Asset Management Program (CAMP) Outreach Committee.

SUMMARY

DISCUSSION

ATTACHMENTS
Prepared by: Uyiosa Oviawe
Senior Management Analyst
Approved by:
____________________________________
Marianna Marysheva
City Manager
Fiscal Review by:
____________________________________
Tina Olson
Administrative Services Director
12 CITY COUNCIL STAFF REPORT ITEM NO. 5.1
DATE: December 11, 2023
TO: Honorable Mayor and City Council
FROM: Marianna Marysheva, City Manager
SUBJECT: Approval of draft minutes - November 13, 2023 and November 27, 2023 Regular Meetings.

RECOMMENDED ACTION
Staff recommends the City Council approve the draft minutes.

SUMMARY

DISCUSSION

ATTACHMENTS

1. DRAFT 2023-11-13

2. DRAFT 2023-11-27
Prepared by: Marie Weber
Deputy City Manager/City Clerk
Approved by:
____________________________________
Marianna Marysheva
City Manager
Fiscal Review by:
____________________________________
Tina Olson
Administrative Services Director
13 NOVEMBER 13, 2023 Minutes CM/75/1

MINUTES

CITY COUNCIL
NOVEMBER 13, 2023
________________________________________________________________

CLOSED SESSION
CALL TO ORDER – The Closed Session of the City Council was called to order by Mayor John Marchand at 6:30 pm, held in person at 1016 S. Livermore Avenue and streamed over YouTube (listen and view only).

ROLL CALL – Present: Mayor John Marchand, Vice Mayor Brittni Kiick, and Council Members, Ben Barrientos, Evan Branning and Robert W. Carling.

OPPORTUNITY FOR THE PUBLIC TO ADDRESS THE CITY COUNCIL
REGARDING CLOSED SESSION ITEMS.

Mayor Marchand opened the public comment period.

There were no speakers, and the hearing was closed.

1. ADJOURN TO CLOSED SESSION

1.1 Conference with Real Property Negotiator. To meet with Brandon Cardwell and Benedict Stuth, the City’s negotiators pursuant to Government Code section 54956.8, regarding the airport restaurant lease agreement approved on April 9, 2018, for a portion of the property located at 680 Terminal Circle, Livermore, California. The City negotiators may negotiate with Harmail Chatha on behalf of SAAB13, LLC. The instructions will concern the terms and conditions of the agreement and whether any changes should be made to the lease.

1.2 Conference with Legal Counsel - Anticipated Litigation. To meet with legal counsel pursuant to Government Code section 54956.9(d)(4) to decide whether to initiate litigation based on existing facts and circumstances. (One case) ________________________________________________________________

REGULAR MEETING

2. CALL TO ORDER – The meeting of the City Council was called to order by Mayor John Marchand at 7:00 pm, held in person at 1016 S. Livermore Avenue and streamed over YouTube (listen and view only).

ROLL CALL – Present: Mayor John Marchand, Vice Mayor Brittni Kiick and Council Members Ben Barrientos, Evan Branning and Robert W. Carling.

ATTACHMENT 1
14 CM/75/2 Minutes NOVEMBER 13, 2023

PLEDGE OF ALLEGIANCE

REPORT OF ACTION TAKEN IN CLOSED SESSION

City Attorney Jason Alcala said there was no reportable action.

Mayor Marchand requested a moment of silence in honor of Council Member Branning’s father who recently passed away.

3. PROCLAMATIONS AND PRESENTATIONS – NONE

4. OPEN FORUM
Mayor Marchand opened the public comment period.

Greg Scott, provided a comment.

David McGuigan, provided a comment.

Shirley Lewandowski, provided a comment.

Carol Silva, provided a comment
Donna Cabanne, provided a comment.

Jean King, provided a comment.

There were no more more speakers and the public comment period was closed.

5. CONSENT CALENDAR
Mayor Marchand opened the public comment period.

Item 5.14 and 5.15 Greg Scott provided a comment.

Item 5.1 Karl Wente provided a comment.

There were no more speakers and the public comment period was closed.

ON THE MOTION OF VICE MAYOR KIICK, SECONDED BY COUNCIL MEMBER CARLING AND CARRIED ON A 5-0 VOTE, THE CITY COUNCIL APPROVED THE CONSENT CALENDAR.

5.1 Approval of revised minutes. After completing an internal audit of meeting minutes, corrections to the following minutes are needed - July 24, 2023 Regular Meeting, September 11, 2023 Regular Meeting, and September 25, 2023 Regular Meeting.

5.2 Adopt Ordinance 2150, adding Chapter 8.21 Summary Abatement of ATTACHMENT 1
15 NOVEMBER 13, 2023 Minutes CM/75/3
Graffiti to the Livermore Municipal Code.

5.3 Adopt Omnibus Ordinance 2151, making modifications to the Livermore Municipal Code and the Livermore Development Code.

5.4 Resolution 2023-194 adding 2024 Storm Damage Citywide Emergency & Protective Measures Project 2024-27 to the 2023-2028 Capital Improvement Plan, authorizing supplemental appropriations of General Fund Capital Reserves to 2024 Storm Damage Citywide Emergency & Protective Measure Project 2024-27, in the amount of $300,000 to Fiscal Year 2023-24 and $200,000 to Fiscal Year 2024-25, and executing agreements with Cazadoro Engineering, ETIC Engineering, Hanford Applied Restoration, and Triangle Properties, Inc. to provide on-call services to assist with the Livermore Stream Maintenance Program and emergency storm damage repairs through December 31, 2025, in amounts not-toexceed $600,000 each.

5.5 Resolution 2023-195 authorizing a supplemental appropriation of General Fund Capital Reserves in the amount of $99,000 to the Fiscal Year 2023-24 budget for the Decorative Wall Replacement - Citywide Project 2006-54 for the removal of the deteriorating wood fence on Holmes Street between Vancouver Way and Paris Way.

5.6 Resolution 2023-196 approving Final Tract Map 8613 and authorizing execution of a Subdivision Improvement Agreement for the Shea Portola Townhomes project at the northeast corner of Portola Avenue and Collier Canyon Road.

5.7 Resolution 2023-197 summarily vacating public right-of-way for Arroyo Vista Tract 8689 within a portion of Parcel C of Grant Deed 94-176895, located at the intersection of Las Positas Road and Bennett Drive, retaining the rights of existing public utility easement within the portion of Parcel C, and authorizing execution of a Quitclaim Deed.

5.8 Resolution 2023-198 authorizing issuance of a purchase order with Beam Global in the amount of
$173,709 for two solar-powered electric vehicle chargers to be installed at City Hall and the Police Department.

5.9 Resolution 2023-199 authorizing execution of a purchase order with Golden State Fire Apparatus Inc. for one new Pierce Manufacturing Enforcer Type 1 Fire Engine in the amount of $1,302,155 with a financial contingency in an amount not-to-exceed ten percent (10%).

5.10 Resolution 2023-200 authorizing issuance of a purchase order to Golden State Fire Apparatus, Inc. for one 2024 BME Fire Truck, LLC Targhee Model 34 Type 3 fire engine in the amount of
$551,261 and authorizing a financial contingency in an amount not-to-exceed ten percent (10%).

ATTACHMENT 1
16 CM/75/4 Minutes NOVEMBER 13, 2023

5.11 Resolution 2023-201 authorizing execution of an agreement with Hinderliter, de Llamas and Associates, Inc., for sales, use, and transaction tax management and audit services.

5.12 Resolution 2023-202 authorizing the execution of a Second Amendment to the agreement with Tracy Business Services, Inc. DBA Express Employment Professionals for temporary labor services to increase the total compensation by $200,000 for a total not-to-exceed amount of $495,000, to extend the term of the agreement for a one-year period, and to increase insurance limit requirements.

5.13 Resolution 2023-203 authorizing a first amendment to an agreement with Kaizen InfoSource, LLC for records management consulting increasing the not-toexceed amount to $212,000 and extending the term to December 31, 2024.

5.14 Resolution 2023-204 authorizing the acceptance and appropriation of the County of Alameda Homeless Housing, Assistance and Prevention (HHAP) Program Rounds 3 and 4 grant funds in the amount of $439,426 and authorizing a supplemental appropriation in the amount of $245,237 in unexpended HHAP Rounds 1 and 2 grant funds.

5.15 Resolution 2023-205 approving submission of application for funding and the execution of a grant agreement and subrecipient agreements for the 2023-24 funding year of the State Emergency Solutions Grant (ESG) Program, Homelessness Prevention Activity Notice of Funding Availability (NOFA).

5.16 Resolution 2023-206 authorizing the display of the Prisoner of War / Missing in Action (POW-MIA) flag for the week of November 14-19, 2023.

6. PUBLIC HEARINGS – NONE

7. MATTERS FOR CONSIDERATION

7.1 Update on the citywide poll results and preliminary priorities for negotiations with Dublin regarding open space and scenic corridor preservation in Doolan Canyon.

Recommendation: Staff recommended the City Council receive an update on the citywide poll results and preliminary priorities for negotiations with Dublin regarding open space and scenic corridor preservation in Doolan Canyon.

Senior Planner Ashley Vera presented the staff report.

Mayor Marchand opened the public comment period.

Carol Silva, provided a comment.

Donna Cabanne, provided a comment.

Jean King, provided a comment.

ATTACHMENT 1
17 NOVEMBER 13, 2023 Minutes CM/75/5
Shirley Lewandowski, provided a comment.

Karl Wente, provided a comment.

There were no more speakers, and the public comment period was closed.

COUNCIL RECEIVED THE PRESENTATION AND CONFIRMED STAFFS
PRELIMINARY PRIORITIES AS DIRECTION.

8. COUNCIL COMMITTEE REPORTS AND MATTERS INITIATED BY CITY

MANAGER, CITY ATTORNEY, STAFF AND COUNCIL MEMBERS

THE MAYOR AND CITY COUNCIL MEMBERS PROVIDED A SUMMARY OF

RECENTLY ATTENDED EVENTS AND MEETINGS IN ADDITION TO THE INFORMATION PROVIDED IN THE SUPPLEMENTAL PACKET. COUNCIL

MEMBERS WHO DID NOT PROVIDE A SUMMARY IN THE SUPPLEMENTAL PACKET ARE INCLUDED BELOW.

Civic Appreciation Dinner, Council Member Barrientos noted his attendance.

Bikes and Brew Bike Ride, Council Member Carling noted his attendance on November 4, 2023.

Harmony in Healing Benefit Concert and Fundraiser at the Bankhead Theater, Council Member Carling noted his attendance on November 4, 2023.

Livermore Valley Performing Arts Center Cultural Events (Celebration Series) at the Bankhead Theater, Vice Mayor Kiick voiced her support.

Diwali Festival of Lights, in front of the Bankhead Theater, Mayor Marchand noted his attendance on November 5, 2023.

Livermore Police Department and City of Livermore 2nd Annual Trunk or Treat, Mayor Marchand noted his attendance on October 25, 2023.

Veteran’s Day Event, Mayor Marchand noted his attendance on November 15, 2023.

9. ADJOURNMENT – at 8:11 pm in memory of Judge Hugh Walker to Special City Council meeting on Monday, November 20, 2023 and a Regular City Council meeting on Monday, November 27, 2023 at 7:00 pm, Civic Center Meeting Hall, City Council Chambers, 1016 S. Livermore Avenue.

APPROVED:

JOHN P. MARCHAND, MAYOR
ATTACHMENT 1
18 CM/75/6 Minutes NOVEMBER 13, 2023
ATTEST: ______________

MARIE WEBER, DEPUTY CITY MANAGER/CITY CLERK
ATTACHMENT 1
19 NOVEMBER 27, 2023 Minutes CM/75/1

MINUTES

CITY COUNCIL
NOVEMBER 27, 2023
________________________________________________________________

CLOSED SESSION
CALL TO ORDER – The Closed Session of the City Council was called to order by Mayor John Marchand at 6:30 pm, held in person at 1016 S. Livermore Avenue and YouTube.

ROLL CALL – Present: Mayor John Marchand, Vice Mayor Brittni Kiick, and Council Members, Ben Barrientos, Evan Branning and Robert W. Carling.

OPPORTUNITY FOR THE PUBLIC TO ADDRESS THE CITY COUNCIL
REGARDING CLOSED SESSION ITEMS.

Mayor Marchand opened the public comment period.

There were no speakers, and the hearing was closed.

1. ADJOURN TO CLOSED SESSION

1.1 Conference with Real Property Negotiator. To meet with Steve Stewart Planning Manager and Andy Ross Economic Development Manager, the City’s negotiators pursuant to Government Code section 54956.8, regarding the purchase, sale, exchange, or lease of real property at Assessor’s Parcel No. 99B-5680-4 and 99B-5680–20. The City negotiators may negotiate with Daniel Buffington, Realtor, on behalf of the Brooks Beverly J Trust & House, Doris E.

The instructions will concern price and terms of payment.

1.2 Conference with Real Property Negotiator. To meet with Steve Stewart Planning Manager and Andy Ross Economic Development Manager, the City’s negotiators pursuant to Government Code section 54956.8, regarding the purchase, sale, exchange, or lease of real property at Assessor’s Parcel No. 99B-5685-12. The City negotiators may negotiate with Daniel Buffington, Realtor, on behalf of Mike Fuller Motorsports Inc. The instructions will concern price and terms of payment.

1.3 Conference with Real Property Negotiator. To meet with Steve Stewart Planning Manager and Andy Ross Economic Development Manager, the City’s negotiators pursuant to Government Code section 54956.8, regarding the purchase, sale, exchange, or lease of real property at Assessor’s Parcel No. 905- 3-12. The City negotiators may negotiate with Sara Rieck and Michael Reeves, on behalf of the East Bay Regional Park District.

ATTACHMENT 2
20 CM/75/2 Minutes NOVEMBER 27, 2023

1.4 Conference with Real Property Negotiator. To meet with Steve Stewart Planning Manager and Andy Ross Economic Development Manager, the City’s negotiators pursuant to Government Code section 54956.8, regarding the purchase, sale, exchange, or lease of real property at Assessor’s Parcel No. 902- 9-3-2 and 902-9-3-1. The City negotiators may negotiate with Richard Kulka, owner on behalf of Hartford Hills Estates Ltd. The instructions will concern price and terms of payment.
________________________________________________________________

REGULAR MEETING

2. CALL TO ORDER – The meeting of the City Council was called to order by Mayor John Marchand at 7:00 pm, held in person at 1016 S. Livermore Avenue and YouTube.

ROLL CALL – Present: Mayor John Marchand, Vice Mayor Brittni Kiick and Council Members Ben Barrientos, Evan Branning and Robert W. Carling.

PLEDGE OF ALLEGIANCE

REPORT OF ACTION TAKEN IN CLOSED SESSION

City Attorney Jason Alcala said there was no reportable action.

Mayor Marchand re-ordered the agenda and moved Open Forum to after Item 8.

3. PROCLAMATIONS AND PRESENTATIONS

3.1 Beautification Committee annual update presented by Vice Chair, Mark Goralka.

Mark Goralka, Beautification Committee Vice Chair presented the annual update.

3.2 Presentation of the 2023 Beautification Awards.

Mark Goralka, Beautification Committee Vice Chair presented the 2023 Beautification Awards.

3.3 Livermore Valley Wine Heritage District annual update presented by Brandi Lombardi, Executive Director, Livermore Valley Winegrowers Association
Brandi Lombardi, Executive Director, Livermore Valley Winegrowers Association presented the Livermore Valley Wine Heritage District annual update.

4. OPEN FORUM
ATTACHMENT 2
21 NOVEMBER 27, 2023 Minutes CM/75/3
OPEN FORUM WAS MOVED BY THE MAYOR TO BE HEARD AFTER ITEM 8

5. CONSENT CALENDAR
Mayor Marchand opened the public comment period.

There were no speakers, and the public comment period was closed.

ON THE MOTION OF VICE MAYOR KIICK, SECONDED BY COUNCIL
MEMBER BRANNING AND CARRIED ON A 5-0 VOTE, THE CITY COUNCIL APPROVED THE CONSENT CALENDAR.

5.1 Approval of draft minutes - October 9, 2023 and October 23, 2023 Regular Meetings.

5.2 Resolution 2023-207 authorizing the execution of an agreement with Milliken Services, LLC to replace carpet throughout the Civic Center Library, in an amount not-to-exceed $430,163.

5.3 Resolution 2023-208 approving the application and authorizing the execution of a Project and Program Grant Agreement with Livermore Art Association for the Spring Arts Program, consistent with the City's Public Art Policy in an amount not-to-exceed $5,800.

5.4 Resolution 2023-209 authorizing execution of a first amendment to the agreement with Cannon Corporation for programming support during construction of the City of Livermore Water Reclamation Plant Primary and Secondary Treatment Improvements Project No. 2019-31, increasing the not-toexceed contract amount from $112,900 to $231,026.

5.5 Resolution 2023-210 authorizing the City Manager to execute a second amendment to the agreement with Raney Planning and Management, Inc. to provide on-call environmental review services, increasing the compensation by $100,000 for a total not-to-exceed contract amount of
$300,000 and extending the term to September 27, 2025.

5.6 Resolution 2023-211 accepting the Livermore Valley Wine Heritage District 2021-2022 Annual Report and the Livermore Valley Wine Heritage District 2022-2023 Annual Report.

5.7 Resolution 2023-212 accepting public improvements constructed pursuant to the Subdivision Improvement Agreement for Tract Map 8173 located at 2855 Old First Street for the construction of 17 single family residential homes by Concentric Development Group, Inc. for permanent maintenance and authorizing release of security.

6. PUBLIC HEARINGS

6.1 Hearing to consider amending the Livermore Municipal Code ATTACHMENT 2
22 CM/75/4 Minutes NOVEMBER 27, 2023
Chapter 5.90 Short-Term Rentals, Section 5.90.050 Locations, to allow accessory dwelling units with building permits issued prior to January 1, 2020, to be used as short-term rentals.

Recommendation: Staff recommended that the City Council do the following:

1. Adopt a resolution finding the project is exempt from the California Environmental Quality Act; and

2. Introduce an ordinance and waive the first reading, amending Chapter

5.90 Short- Term Rentals, Section 5.90.050 of the Livermore Municipal Code, allowing accessory dwelling units with building permits issued prior to January 1, 2020, to be used as short- term rentals.

Principal Planner, Steve Riley, presented the staff report.

Mayor Marchand opened the public hearing.

There were no speakers, and the hearing was closed.

ON THE MOTION OF COUNCIL MEMBER BARRIENTOS, SECONDED BY VICE MAYOR KIICK AND CARRIED ON A 5-0 VOTE, THE CITY COUNCIL

ADOPTED THE FOLLOWING RESOLUTIONS AND INTRODUCED THE
FOLLOWING ORDINANCES:

Resolution 2023-213 Finding the project is exempt from the California Environmental Quality Act.

Ordinance introduced amending Chapter 5.90 Short- Term Rentals, Section

5.90.050 of the Livermore Municipal Code, allowing accessory dwelling units with building permits issued prior to January 1, 2020, to be used as short- term rentals.

7. MATTERS FOR CONSIDERATION

7.1 Resolution accepting the Altamont Landfill Open Space Committee's recommendation to expend funds for a grant to allow the California Rangeland Trust in the amount of $145,810 for the purchase of a 120-acre conservation easement on a portion of the of the 160-acre Diranne Ranch (DC Ranch) located in Eastern Alameda County.

Recommendation: Staff recommended the City Council adopt a resolution accepting the Altamont Landfill Open Space Committee's proposed expenditure of $145,810 of Altamont Open Space Funds for the purpose of funding the grant request of the California Rangeland Trust to purchase and manage a 120-acre conservation easement on the 160-acre Diranne Ranch (DC Ranch) located in Eastern Alameda County and finding the request is consistent with the Altamont Landfill Settlement Agreement.

Assistant Planner, Jennifer Ackerman presented the staff report.

ATTACHMENT 2
23 NOVEMBER 27, 2023 Minutes CM/75/5
Mayor Marchand opened the public comment period.

There were no speakers, and the public comment period was closed.

ON THE MOTION OF COUNCIL MEMBER CARLING, SECONDED BY VICE MAYOR KIICK AND CARRIED ON A 5-0 VOTE, THE CITY COUNCIL

ADOPTED THE FOLLOWING RESOLUTIONS AND INTRODUCED THE
FOLLOWING ORDINANCES:

Resolution 2023-214 accepting the Altamont Landfill Open Space Committee's proposed expenditure of $145,810 of Altamont Open Space Funds for the purpose of funding the grant request of the California Rangeland Trust to purchase and manage a 120-acre conservation easement on the 160-acre Diranne Ranch (DC Ranch) located in Eastern Alameda County and finding the request is consistent with the Altamont Landfill Settlement Agreement.…

8. COUNCIL COMMITTEE REPORTS AND MATTERS INITIATED BY CITY

MANAGER, CITY ATTORNEY, STAFF AND COUNCIL MEMBERS

THE MAYOR AND CITY COUNCIL MEMBERS PROVIDED A SUMMARY OF

RECENTLY ATTENDED EVENTS AND MEETINGS IN ADDITION TO THE INFORMATION PROVIDED IN THE SUPPLEMENTAL PACKET. COUNCIL

MEMBERS WHO DID NOT PROVIDE A SUMMARY IN THE SUPPLEMENTAL PACKET ARE INCLUDED BELOW.

Deacon Daves Casa Del Pomba House of the Dove Christmas Extravaganza, Friday, December 1, 2023, at 6:30 pm, Mayor Marchand noted the upcoming event.

Holiday Lights and Sound Parade, Saturday, December 2, 2023, at 6:00 pm, Mayor Marchand noted the upcoming event.

4. OPEN FORUM
Mayor Marchand opened the public comment period.

Nancy Kremer, provided a comment.

David McGuigan, provided a comment.

Saundra Lormond, provided a comment.

Karen Jefferson, provided a comment.

There were no more speakers, and the public comment period was closed.

9. ADJOURNMENT – at 7:58 pm to a Regular City Council meeting on Monday, December 11, 2023 at 7:00 pm, Civic Center Meeting Hall, City Council Chambers, 1016 S. Livermore Avenue.

ATTACHMENT 2
24 CM/75/6 Minutes NOVEMBER 27, 2023
APPROVED:

JOHN P. MARCHAND, MAYOR
ATTEST: ______________

MARIE WEBER, DEPUTY CITY MANAGER/CITY CLERK
ATTACHMENT 2
25 CITY COUNCIL STAFF REPORT ITEM NO. 5.2
DATE: December 11, 2023
TO: Honorable Mayor and City Council
FROM: Paul Spence, Community Development Director
SUBJECT: Adoption of an ordinance amending the Livermore Municipal Code Chapter 5.90 ShortTerm Rentals, Section 5.90.050 Locations, to allow accessory dwelling units with building permits issued prior to January 1, 2020, to be used as short-term rentals.

RECOMMENDED ACTION
Staff recommends the City Council adopt an ordinance amending Chapter 5.90 Short-Term Rentals, Section 5.90.050 of the Livermore Municipal Code, allowing accessory dwelling units with building permits issued prior to January 1, 2020, to be used as short-term rentals.

SUMMARY

DISCUSSION

ATTACHMENTS

1. Ordinance
Prepared by: Steve Riley
Principal Planner
Approved by:
____________________________________
Marianna Marysheva
City Manager
Fiscal Review by:
____________________________________
Tina Olson
Administrative Services Director
26 ORDINANCE NO. ______

IN THE CITY COUNCIL OF THE CITY OF LIVERMORE, CALIFORNIA AN ORDINANCE AMENDING LIVERMORE MUNICIPAL CODE CHAPTER 5.90, SECTION 5.90.050 (SHORT-TERM RENTALS)

NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF LIVERMORE DOES ORDAIN AS FOLLOWS:

Section 1. Public Hearing. Prior to taking action on the Project, and at a properly noticed public hearing, the City Council of the City of Livermore reviewed the written and oral staff reports, conducted a public hearing on the Project and took testimony, and received into the record all pertinent documents related to the Project (collectively, the “Record of Evidence”). The City Council’s determination is based on the Record of Evidence, which is incorporated into this Ordinance by reference.

Section 2. Environmental. The City Council has adopted Resolution No. ______ finding that Municipal Code Amendment 23-001 is exempt from the California Environmental Quality Act.

Section 3. Ordinance. Section 5.90.050 of Chapter 5.90 Short-Term Rentals of the Livermore Municipal Code is hereby amended as follows:

5.90.050 Locations.

A. Short-term rentals are permitted only in the following:

1. legal conforming and legal nonconforming permanent dwelling units within residential districts, and

2. accessory dwelling units for which a building permit was issued prior to January 1, 2020, and a certificate of occupancy was subsequently issued.

B. No person shall operate or allow short-term rental of property in any location not approved for use as a permanent dwelling unit, including but not limited to any vehicle, trailer, tent, storage shed, or garage.

C. No person shall operate a short-term rental in an accessory dwelling unit that obtained a building permit on or after January 1, 2020.

D. Hosts shall be limited to one short-term rental permit at any one time in the City.

E. A residential dwelling that is a short-term rental may not be rented by more than one renter at a time.

F. No more than one short-term rental may be operated at a single location. 27 ORDINANCE NO. ______
Section 4. Consistency. The ordinance is consistent with the Livermore General Plan, any applicable specific plan, and the Livermore Municipal Code.

Section 5. Publication and Effective Date. This ordinance or a comprehensive summary thereof shall be published once in a newspaper of general circulation of the City of Livermore within 15 days after its adoption and shall take effect and be in force 30 days from and after its adoption.

Section 6. Filing. The Planning Manager is directed to file a Notice of Exemption with the Alameda County Clerk.

Section 7. Documents. The documents that constitute the record of proceedings upon which this decision is based can be found in the City Clerk’s Office, 1052 S. Livermore Avenue, Livermore, California.

Section 8. Severability. If any part of this ordinance is declared unconstitutional or invalid by a court, such unconstitutionality or invalidity shall not affect any remaining parts.

The foregoing ordinance was introduced at the meeting of the City Council of the City of Livermore held on November 27, 2023, by the following vote:

AYES: COUNCIL MEMBERS:

NOES: COUNCIL MEMBERS:

ABSENT: COUNCIL MEMBERS:

ABSTAIN: COUNCIL MEMBERS:

The ordinance was adopted at the regular meeting of the City Council held on ___________, by the following vote:

AYES: COUNCIL MEMBERS:

NOES: COUNCIL MEMBERS:

ABSENT: COUNCIL MEMBERS:

ABSTAIN: COUNCIL MEMBERS:
________________________________

MAYOR, CITY OF LIVERMORE

ATTEST: APPROVED AS TO FORM:
/s/ Kimberly D. Cilley
Marie Weber Kimberly D. Cilley
Deputy City Manager/City Clerk Senior Assistant City Attorney 28 CITY COUNCIL STAFF REPORT ITEM NO. 5.3
DATE: December 11, 2023
TO: Honorable Mayor and City Council
FROM: Paul Spence, Community Development Director
SUBJECT: Resolution approving a supplemental appropriation of $390,000 from Traffic Impact Fees to Fiscal Year 2023-24 and authorizing the City Manager to execute a first amendment to the agreement with Quincy Engineering increasing the not-to-exceed contract amount from $694,000 to $1,074,000 and extending the term of the agreement to June 30, 2026, for additional right-of-way close out services associated with Isabel Avenue/I-580 Interchange Project 1992-38.

RECOMMENDED ACTION
Staff recommends the City Council adopt a resolution:

1. Approving a supplemental appropriation of $390,000 from Traffic Impact Fees to the Fiscal Year 2023-24 budget for the Isabel Avenue/I-580 Interchange Project 1992-38; and

2. Authorizing the City Manager to execute a first amendment to the agreement with Quincy Engineering for Isabel Avenue/I-580 Interchange Project 1992-38, accepting the name change of Quincy Engineering to Consor North America, Inc., increasing the not-to-exceed agreement amount by $380,000 from $694,000 to $1,074,000, and extending the term of the agreement to June 30, 2026.

SUMMARY
The City of Livermore (City) hired Quincy Engineering on November 30, 2020, to provide roadway rightof-way engineering related to the Isabel Avenue/I-580 Interchange Project 1992-38. A first amendment to the agreement is required to cover remaining right-of-way closeout services which includes record maps, title reports, appraisals, and right-of-way acquisitions. Additional work also includes establishing easements for relocated utilities and access rights, and to clear various types of utility easements and encumbrances in 18 right-of-way parcels that will be transferred from the City to the State. Staff requests a $390,000 supplemental appropriation from Traffic Impact Fees in FY 2023-24 to cover both the cost of this first amendment and other non-consultant right-of-way closeout costs.

The first amendment also accepts the change of the consultant's name from Quincy Engineering to 29 Consor North America, Inc., and it extends the term of the agreement to June 30, 2026. The first amendment services will complete the remaining right-of-way work for the State Route 84 (Isabel Avenue) corridor, the new junction connection to the I-580 interchange, the Portola Avenue/I-580 overcrossing, and the Airway Boulevard/I-580 interchange that served as the temporary State Route 84 connection.

DISCUSSION
The City hired Quincy Engineering (Consultant) on November 30, 2020, to coordinate with Caltrans rightof-way functional unit staff, conduct state highway and city streets right-of-way surveys, and prepare various types of required right-of-way documents, maps and legal descriptions for right-of-way parcels and utility easements relocated by the Isabel Avenue/I-580 Interchange Project 1992-38. Work also included identifying the remaining right-of-way parcels that will complete the final operational right-of-way for the Isabel Avenue (SR 84) corridor improvements from Jack London Boulevard to I-580, the new interchange connection at I-580 and Isabel Avenue, the Portola Avenue overcrossing at I-580, and the Airway Boulevard//I-580 interchange improvements.

City staff has been working with the Consultant and the Caltrans Right of Way functional unit staff to prepare all the right-of-way closeout documents based on state requirements. Three individual Records of Survey were recorded in 2023 for the Isabel Avenue (SR 84)/I-580 interchange and Portola Avenue/I580 overcrossing bridge structure, the SR 84 corridor improvements, and the Airway Boulevard/I-580 interchange. The extensive record right-of-way maps that identify the right of way parcels, utility easements, and access rights are 60% prepared and will be finalized once remaining utility easements and right-of-way parcels are acquired.

The City currently holds 13 right-of-way parcels acquired for the Isabel Avenue interchange and SR 84 corridor and five right-of-way parcels for the Airway Boulevard/I-580 interchange improvements. The City is currently working with Chicago Title Company to prepare new title reports, title insurance, and escrow services for the transfer of 18 parcels that the City plans to convey to the State before the middle of 2024. The Consultant has identified about 83 easement and access right parcels inside and outside the highway right-of-way and has prepared 30% of the corresponding legal descriptions and plats. Most of the easements are for electric, gas, water, sewer, and telecommunications lines that were relocated by the roadway project to utility corridors outside of the right-of-way limits and along both sides of the SR 84 and I-580 ultimate right-of-way. The plats and legal descriptions for easements for utilities that cross the State right-of-way still need to be prepared. The City has been coordinating with PG&E land rights staff to grant PG&E utility easements for relocating and undergrounding electric overhead lines that were in conflict with the highway interchange and corridor improvements. The City has already granted PG&E most of the easements for their facilities relocated by SR 84 and the Airway Boulevard interchanges and is currently working to grant PG&E the remaining easement rights on Water Reclamation Plant and Airport land to accommodate a relocated joint trench, occupied by PG&E, AT&T and Comcast, from Jack London Boulevard to I-580 along SR 84.

The Portola Avenue/I-580 overcrossing is part of the Portola Avenue extension and connection to the Isabel Avenue /I-580 interchange improvements and requires additional roadway bridge abutment and utility corridor right-of-way from the adjacent property, to north of Portola Avenue, owned by DR Livermore, LLC (formerly Lin). The City’s right-of-way agent is working with the property owner’s coordinator to finalize the arrangement of parcels that are needed for the Portola Avenue overcrossing bridge structure. The City anticipates a friendly right-of-way acquisition of the DR Livermore, LLC 30 property that will complete the right-of-way needed for the new freeway overcrossing facility. As the final step, the City will grant Sprint with an easement for a relocated fiber optic line outside the State right-ofway along Portola Avenue.

Staff requests approval of the First Amendment to the Engineering Services Agreement with Quincy Engineering which will accept their name change to Consor North America, Inc., increase the not-toexceed amount of the original agreement by $380,000 from $694,000 to $1,074,000, and extend the term by one year, from June 30, 2025, to June 30, 2026. This amendment will cover additional right-of way engineering services and property acquisition to finalize the right-of-way maps, plat and legal descriptions for transfer parcels, and relocated easements. Additional work also covers clearing transfer parcel encumbrances and conveying the remaining 18 right-of-way parcels to the State to complete the highway right-of-way for the SR 84 corridor, Isabel Avenue (SR 84)/I-580 junction, and the Airway Boulevard /I-580 interchange facilities.

FISCAL AND ADMINISTRATIVE IMPACTS
The Isabel Avenue/I-580 Interchange Project 1992-38 is funded in the 2023-2028 Capital Improvement Program. A supplemental appropriation from Traffic Impact Fees (Fund 306) in the amount of $390,000 in FY 2023-24, as shown in table below, is required to finalize the right-of-way documents, transfer the highway parcels to the State, and closeout the right-of-way phase of the project. There are sufficient funds in Fund 306 to cover this increased expense.

Existing and Proposed Budget Isabel Ave./I-580 Interchange Project 1992-38 Fund No. Fund Name FY 2023-24 (Existing) FY 2023-24 (Proposed) 306 Traffic Impact Fee $180,000 $570,000
Total $180,000 $570,000

COMMUNITY PILLAR
1: A Safe Community that Thrives
GOAL
10: Work to maintain a safe and efficient local transportation network and address safety concerns

ATTACHMENTS

1. Resolution

2. Exhibit A - First Amendment to Engineering Services Agreement Prepared by: Roberto Escobar
Associate Civil Engineer
31 Approved by:
____________________________________
Marianna Marysheva
City Manager
Fiscal Review by:
____________________________________
Tina Olson
Administrative Services Director
32 RESOLUTION NO. ________

IN THE CITY COUNCIL OF THE CITY OF LIVERMORE, CALIFORNIA

A RESOLUTION APPROVING A SUPPLEMENTAL APPROPRIATION OF
$390,000 FROM TRAFFIC IMPACT FEES (FUND 306) TO FISCAL YEAR 2023-24 AND AUTHORIZING THE CITY MANAGER TO EXECUTE A

FIRST AMENDMENT WITH QUINCY ENGINEERING INCREASING THE
NOT-TO-EXCEED AMOUNT FROM $694,000 TO $1,074,000 FOR

ADDITIONAL RIGHT-OF-WAY CLOSE OUT SERVICES, AND
EXTENDING THE TERM OF THE AGREEMENT TO JUNE 30, 2026
(ISABEL AVENUE/I-580 INTERCHANGE PROJECT 1992-38
The City of Livermore (“City”) hired Quincy Engineering on November 30, 2020, to provide roadway right-of-way engineering related to the Isabel Avenue/I-580 Interchange Project 1992-38. A first amendment to the agreement is required to cover remaining rightof-way closeout services which includes record maps, title reports, appraisals, and rightof-way acquisitions. Additional work also includes establishing easements for relocated utilities and access rights, and to clear various types of utility easements and encumbrances in 18 right-of-way parcels that will be transferred from the City to the State. City staff requests a $390,000 supplemental appropriation from Traffic Impact Fees (Fund 306) in FY 2023-24 to cover the cost of this first amendment. The first amendment also accepts the change of the consultant's name from Quincy Engineering to Consor North America, Inc., and extends the term of the agreement to June 30, 2026.

The first amendment services will complete the remaining right-of-way for the State Route 84 (Isabel Avenue) corridor, the new junction connection to the I-580 interchange, the Portola Avenue/I-580 overcrossing, and the Airway Boulevard/I-580 interchange that served as the temporary SR 84 connection.

NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Livermore that it hereby:

1. Approves a supplemental appropriation of $390,000 from Traffic Impact Fees (Fund 306) to the Fiscal Year 2023-24 budget for the Isabel Avenue/I-580 Interchange Project 1992-38; and

2. Authorizes the City Manager to execute a first amendment to the engineering services agreement with Quincy Engineering for Isabel Avenue/I-580 Interchange Project 1992-38 accepting the change of name of Quincy Engineering to Consor North America, Inc., increasing the not-to-exceed agreement amount by $380,000 from $694,000 to $1,074,000, and extending the term of the agreement to June 30, 2026.

On motion of Council Member ______________________, seconded by Council Member ______________________, the foregoing resolution was passed and adopted on December 11, 2023, by the following vote:
33 RESOLUTION NO. ________
AYES: COUNCIL MEMBERS:

NOES: COUNCIL MEMBERS:

ABSENT: COUNCIL MEMBERS:

ABSTAIN: COUNCIL MEMBERS:

ATTEST: APPROVED AS TO FORM:
_____________________________ /s/ Tara Mazzanti
Marie Weber Tara Mazzanti
Deputy City Manager/City Clerk Assistant City Attorney
Exhibit A – First Amendment to Engineering Services Agreement 34 Amendment – Engineering Design Services 1 | Page
Rev. 05/2010

FIRST AMENDMENT TO

ENGINEERING SERVICES AGREEMENT
THIS FIRST AMENDMENT, is made and entered into this ____ day of ________, 2023, by and between the City of Livermore, a municipal corporation (“City”), and Consor North America, Inc., an Oregon corporation authorized to do business in California (Consultant).

RECITALS
On November 30, 2020, City and Consultant entered into an agreement for Consultant to provide engineering design services in the amount of $694,000 and perform roadway right of way engineering related to the Isabel Avenue (SR 84)/I-580, CIP 199238 interchange improvements to City (“Original Agreement”). Section 21 of the Original Agreement requires that any modifications to it must be in writing and signed by the parties.

City and Consultant desire to amend the Original Agreement to reflect the true and correct legal name of the Consultant, increase compensation by $380,000 for additional right of way engineering services, and extend the term by one year to June 30, 2026. This is the first amendment to the Original Agreement.

AGREEMENT
NOW, THEREFORE, City and Consultant hereby agree that the aforementioned recitals are true and correct and further agree as follows:

1. The Original Agreement is amended as follows:

A. The Original Agreement is amended by substituting the name of Quincy Engineering to Consor North America, Inc. everywhere it appears in the Original Agreement.

B. Section 22 of the Original Agreement is amended to read as follows:

Notice. Notices under this Agreement must be delivered to the addresses below by deposit in the United States mail or by overnight delivery service, with postage prepaid and delivery confirmation:

TO CITY: Attention: City Engineer
City of Livermore
1052 South Livermore Avenue
Livermore, California 94550
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EXHIBIT A Page 1 of 22
35 Amendment – Engineering Services 2 | Page
Rev. 08/2020
TO CONSULTANT: Attention:

Consor North America, Inc.
11017 Cobblerock Drive, Suite 100
Rancho Cordova, CA 95670
C. Section 3, "Description of Services" of the Original Agreement is amended to read as follows:

Description of Services. Consultant shall provide right of way engineering services as more particularly set forth in “Exhibit A” to the Original Agreement, and “Exhibit A-1” to the First Amendment which shall be known collectively as (“the Services”).

D. Section 6, "Compensation and Payment" of the Original Agreement is amended to read as follows:

Compensation and Payment.
(a) The total compensation payable by City to Consultant for the Services SHALL NOT EXCEED the sum of $1,074,000 (“not-to-exceed amount”).

1. The compensation payable by City to Consultant for the Services required by Exhibit A to the Original Agreement SHALL NOT EXCEED the sum of $694,000.

2. The compensation payable by City to Consultant for the Services required by Exhibit A-1 to the Original Agreement SHALL NOT EXCEED the sum of $380,000.

E. Section 7, “Term” of the Original Agreement is amended to read as follows:

Term. The term of this Agreement commences on the Effective Date and terminates upon the depletion of funds or June 30, 2026, whichever occurs first.

2. This amendment accomplishes a change of name and all rights and obligations of the City and Consultant under the Original Agreement are unaffected by this change. This Amendment does not relieve the parties of the terms and conditions of the Original Agreement as written and in effect at the time the Services were rendered.

3. City shall compensate Consultant for the Services rendered at the hourly rates or task amounts set forth in Exhibit A to the Original Agreement and Exhibit A-1 to the First Amendment up to the not-to-exceed amount. Except as provided in the body of this Agreement, the hourly rates or task amounts are intended to be Consultant’s only compensation for the Services and is inclusive of all costs of labor, licensing, !



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EXHIBIT A Page 2 of 22
36 Amendment – Engineering Services 3 | Page
Rev. 08/2020
permitting, travel expenses, overhead and administrative costs, and any-and-all other costs, expenses, and charges incurred by Consultant, its agents, and employees to provide the Services.
(a) City shall pay Consultant no later than 30 days after City receives a written invoice from Consultant and verifies the Services were performed for the payment requested.

4. These amendments are prospective and only apply to the Services rendered by Consultant after the execution of this Amendment. Unless otherwise stated herein, this Amendment does not relieve the parties of the terms and conditions of the Original Agreement as written and in effect at the time the Services were rendered.

5. Except as amended above, the Original Agreement remains in full force and effect. [SIGNATURES ON FOLLOWING PAGE]
!



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EXHIBIT A Page 3 of 22
37 Amendment – Engineering Services  | Pa g e
Rev. 08/2020
In concurrence and witness whereof, and in recognition of the mutual consideration provided therefore, the parties have executed this Agreement effective on the date first written above.

CONSULTANT: Dated:
____________________________ ___________________________ By: Jason Jurrens
Title: District Manager, California Transportation
CITY OF LIVERMORE: Dated:
____________________________ ____________________________ Marianna Marysheva
City Manager
APPROVED AS TO FORM:
___________________________
Assistant/City Attorney
APPROVED AS TO INSURANCE:

Risk Manager/Analyst
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EXHIBIT A Page 4 of 22
38 September 14, 2023
Roberto Escobar, PE
City of Livermore
1052 South Livermore Avenue
Livermore, Ca 94550
RE: Right-of-Way Closeout for Isabel Avenue (SR-84)/I-580 Interchange Improvements, CIP No. 199238 & Airway Blvd/I-580 Interchange Improvements, CIP No. 199554 Request for Amendment No. 1, Consor Engineering Services Agreement No. 20-584 Dear Mr. Escobar,
The Consor team has continued in good faith ongoing survey and right-of-way support efforts to progress all scope of work items for Right-of-Way Closeout work on the above mentioned projects. To date, all the Record of Surveys (5 in total) have been completed and recorded. Consor delivered documents for the Portola Ave Mitigation area. Consor has provided significant coordination, several iterations of the plat/legal descriptions and follow-up support for the Lin property. As discussed, additional survey and project management efforts to coordinate with City of Livermore Staff, and Caltrans District Staff to finalize the remaining documents are necessary for the close out of the two projects:

Isabel Avenue (SR-84)/I-580 Interchange Improvements, CIP No. 199238 x Isabel Ave/I-580, Airway Blvd to Portola Ave (Record Map R-10216.00) x SR-84, Isabel Ave Corridor (Record Map R-10217.00)
Airway Blvd/I-580 Interchange Improvements, CIP No. 199554 x Airway Blvd/I-580 Interchange (Record Map R-10628.0)
In addition to the finalizing of the three record maps, various types of transfer documents remain including the following:
x General Transfer Documents
x Section 83
x State CCUAs for relocated utilities
x State JUAs for relocated utilities
x Quitclaim
x Grant Deeds
x Transfer Parcels Encumbrance Vacations
x PUE and Utility Easements
x Ingress/Egress Maintenance Easement
x Storm Drainage Easement
x State Wall Maintenance Easement
x Vehicular/Pedestrian Access Easement
x PG&E exclusive easement
x AT&T easement
x Sprint line non-exclusive easement
We have provided an attached Amendment Scope of Services Summary that describes the exact breakdown and split between the various transfer documents. Consor has prepared the following Amendment request to include:
x Completion of the 8 remaining easement and access control parcels for Airway Blvd Exhibit A-1
!



"













EXHIBIT A Page 5 of 22
39 www.consoreng.com Page 2 of 2
x Completion of the 23 remaining easement and access control parcels for Isabel Ave/I-580, Airway Blvd to Portola Ave
x Completion of the 54 remaining easement and access control parcels for SR-84, Isabel Ave Corridor x Review of 18 Title Reports (including 3 recorded Section 83 parcels) to verify and assist in clearing encumbrances and support the City's remaining Transfer Parcels. We understand the City is currently coordinating with Chicago Title Company for new title reports for 15 transfer parcels. x Consor to coordinate with AR/WS to facilitate the update and completion of the appraisals for the Lin property acquisition.
x Recurring weekly status meetings (virtual MS Teams) between City staff and Consor. x Recurring monthly coordination meetings (virtual MS Teams) between City staff, Consor, and Caltrans staff.

Task Hours Subtask Cost
Isabel Ave/I-580, Airway Blvd to Portola Ave
(Record Map R-10216.00) 390 $ 102,861
SR-84, Isabel Ave Corridor
(Record Map R-10217.00) 398 $ 88,477
Airway Blvd/I-580 Interchange
(Record Map R-10628.0) 248 $ 57,575
Project Review
(Review of 18 Title Reports / Invoicing) 156 $ 32,179
Subtotal $ 281,092
Optional Task for Additional Scope of Work
(for unforeseeable needs from new title reports) TBD $ 98,908 Grand Total of Amendment Request $ 380,000
The amount for this amendment request is $ 380,000. Upon approval of this amendment, the new total not-toexceed for this contract would be $ 1,074,000.

If you would like to discuss this in further detail, please call me directly. We highly value our working relationship with the City and look forward to assisting in the completion and full closeout of all parcel transfers. I can be reached by calling my cell number (916) 761.5278 if you would like to contact me.

Sincerely,
Consor North America, Inc.

Mike Sanchez, PE
Project Manager
Attach: Amendment No. 1 - Scope of Services Summary
Amendment No. 1 - Hours/Cost Breakdown
Amendment No. 1 - Schedule
Cc: J. Jurrens, PE, District Manager, California Transportation, Consor !



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EXHIBIT A Page 6 of 22
40 EXHIBIT A-1

SCOPE OF WORK
FOR CONSOR NORTH AMERICA, INC. SERVICES AGREEMENT NO. 20-284 For

ADDITIONAL RIGHT-OF-WAY ENGINEERING SERVICES
FOR CLOSEOUT OF ISABEL AVENUE (SR-84)/I-580 INTERCHANGE IMPROVEMENTS, CIP NO. 199238 (CT EA 17300) & AIRWAY BLVD/I-580 INTERCHANGE IMPROVEMENTS, CIP NO. 199554 (CT EA 11606) Page | 1
Consor recommends the following order of prioriƟes:

1. Isabel Avenue (SR-84)/I-580 Interchange Improvements, CIP No. 199238 a. Isabel Ave/I-580, Airway Blvd to Portola Ave
b. SR-84, Isabel Ave

2. Airway Blvd/I-580 Interchange Improvements, CIP No. 199554 As specific transfer documents are prepared, Consor will submit them in bundles (between 5 to 8) for City review and comment. Consor will execute a 3-step submiƩal/review process as follows:

1. Prepare DraŌ for City review / RequesƟng the City provide comments within 3 weeks of receipt of the DraŌ

2. Prepare Final DraŌ with responses to City comments on of the DraŌ / RequesƟng City provide comments within 2 weeks of receipt of the Final DraŌ

3. Consor to address all final comments and prepare Final documents There are some individual transfers that require separate coordinaƟon with either a specific uƟlity company (AT&T, PG&E, Sprint) or a separate agency (such as Alameda County). Consor intends to coordinate those in partnership with the City and as parallel processes as much as possible during the City review periods.

The City can reasonably expect the uƟlity involvements to require a 3 to 4 month process in total. Caltrans reviews/approvals can reasonably require a total of 6 to 8 month total processing.

FINAL LIST OF ITEMS TO PREPARE FOR CLOSE-OUT AND GETTING DOCUMENTS COMPLETED WITH CITY & CALTRANS.

Isabel Ave/I-580, Airway Blvd to Portola Ave, Isabel Ave (SR-84)/I-580 Interchange Improvements, CIP No. 199238

1.) Transfer Document no. 62689, not started. (0% COMPLETE)

2.) Quitclaim of an area along North R-O-W, 58625-1. (30% COMPLETE)

3.) Quitclaim of an area along North R-O-W, 58626-1/62689-1. (30% COMPLETE)

4.) QUITCLAIM 15’ WATER LINE ESMT PER DOC. NO. 99-353867. (0% COMPLETE)

5.) Quitclaim of PG&E ESMT., RE: 4367 IM: 112, 58647-1. (0% COMPLETE)

6.) QUITCLAIM – PORTION OF EAST CONSTITUTION DRIVE – 58647-7. (0% COMPLETE)

7.) PARTIAL QUITCLAIM of 25’ PLE area along North R-O-W, 58627-1/62689-2. (0% COMPLETE)

8.) PARTIAL QUITCLAIM OF 15’ PUE & SWE ESMT. per 268 PM 85, 58627-1/62689-2. (0% COMPLETE)

9.) 15’ STORM DRAINAGE ESMT., per Doc. No. 98-411265. (0% COMPLETE)

10.) PARTIAL QUITCLAIM 15’ PUE & SWE ESMT. per 268 PM 85. (0% COMPLETE)

11.) PARTIAL QUITCLAIM of 25’ PLE area along EAST END OF CONSTITUTION DRIVE. (0% COMPLETE)

12.) QUITCLAIM OF PLE PER PM# 7341-PARCEL 5? (0% COMPLETE)

13.) PARTIAL QUITCLAIM OF 19’ PG&E ESMT. Per 8711 O.R. 277. (0% COMPLETE)

14.) PARTIAL QUITCLAIM OF 21’ PG&E ESMT. Per 8711 O.R. 277. (0% COMPLETE)

15.) VACATION OF 55’ AND 40’ UTILITY ESMT, Per 8719 O.R. 159. (0% COMPLETE) !



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EXHIBIT A Page 7 of 22
41 EXHIBIT A-1

SCOPE OF WORK
FOR CONSOR NORTH AMERICA, INC. SERVICES AGREEMENT NO. 20-284 For

ADDITIONAL RIGHT-OF-WAY ENGINEERING SERVICES
FOR CLOSEOUT OF ISABEL AVENUE (SR-84)/I-580 INTERCHANGE IMPROVEMENTS, CIP NO. 199238 (CT EA 17300) & AIRWAY BLVD/I-580 INTERCHANGE IMPROVEMENTS, CIP NO. 199554 (CT EA 11606) Page | 2

16.) JUA – 62689-G; (60% COMPLETE)

17.) CCUA-AT&T ESMT., 62689-C; (60% COMPLETE)

18.) CCUA-PG&E ESMT., 62689-D; (60% COMPLETE)

19.) Proposed PG&E PUE. (0% COMPLETE)

20.) VACATION OF STATE OF CALIFORNIA DRAINAGE EASEMENT PER 2216 O.R. 730. (0% COMPLETE)

21.) JUA – JOINT TRENCH – 62689-B; (60% COMPLETE)

22.) QUITCLAIM OF SPRINT ESMT-10’ WIDENORTH R-O-W I-580, WEST OF PORTOLA? (0% COMPLETE)

23.) LIN PROPERTY UPDATED PARCELS AND ESMTS – CITY LEGAL TEAM (50% COMPLETE)

24.) RECORD RIGHT OF WAY MAPPING. (Record Map R-10216.00) (50% COMPLETE) SR-84, Isabel Ave Corridor, Isabel Ave (SR-84)/I-580 Interchange Improvements, CIP No. 199238

1.) SEE #9 – BELOW – SECTION 83 - No. 58648-1, needs Legal DescripƟon and Closures. (0% COMPLETE)

2.) Transfer Document No. 58636-1/62689-5, GRANT DEED. (0% COMPLETE)

3.) PARTIAL QUITCLAIM OF 19’ PG&E ESMT. PER 8711 O.R. 277

4.) CCUA - 62689-X-JOINT TRENCH. Plat Complete, no Legal DescripƟon or Closure. (30% COMPLETE)

5.) SECTION 83 – 58290-3, LEGAL DESCRIPTION. (0% COMPLETE)

6.) JUA - 62689-U-JOINT TRENCH. Plat Complete, no Legal DescripƟon or Closure. (30% COMPLETE)

7.) SECTION 83 – 60251-1, LEGAL DESCRIPTION. (0% COMPLETE)

8.) JUA - 62689-P, Plat Complete, no Legal DescripƟon or Closure. (30% COMPLETE)

9.) SECTION 83 – 58648-1, LEGAL DESCRIPTION. (0% COMPLETE)

10.) QUITCLAIM OF 32’ PG&E ESMT. PER DOC. NO. 81-081067. (0% COMPLETE)

11.) JUA - 62689-V-SEWER. Plat Complete, no Legal DescripƟon or Closure. (30% COMPLETE)

12.) JUA - 62689-W-JOINT TRENCH. Plat Complete, no Legal DescripƟon or Closure. (30% COMPLETE)

13.) JUA - 62689-Y-SEWER. Plat Complete, no Legal DescripƟon or Closure. (30% COMPLETE)

14.) JUA - 62689-R-SEWER, Plat Complete, no Legal DescripƟon or Closure. (30% COMPLETE)

15.) JUA - 62689-U-JOINT TRENCH, Plat Complete, no Legal DescripƟon or Closure. (30% COMPLETE)

16.) QUITCLAIM OF 30’ PG&E ESMT. PER DOC. NO. 2003-692873. (0% COMPLETE)

17.) PREPARED PUE AT WATER TREATMENT PLANT – PLAT, LEGAL SENT TO CITY. (25% COMPLETE)

18.) QUITCLAIM/RELOCATION OF PORTION OF PG&E ESMT? NOW A PORTION OF NEW ESMT-# 17.

19.) PARTIAL QUITCLAIM OF ROAD DEDICATION PER 80-202518? (0% COMPLETE)

20.) JUA - 62689-P. Plat Complete, no Legal DescripƟon or Closure. (30% COMPLETE)

21.) JUA - 62689-T-SEWER. Plat Complete, no Legal DescripƟon or Closure. (30% COMPLETE)

22.) CCUA - 62689-S-GAS/SEWER. Plat Complete, no Legal DescripƟon or Closure. (30% COMPLETE)

23.) QUITCLAIM OF 40’ ESMT FOR ROAD AND OTHER PURPOSES – PER 8926 O.R. 89. (0% COMPLETE)

24.) QUITCLAIM OF 10’ PG&E ESMT PER 80-196983. (0% COMPLETE)

25.) JUA - 62689-Q-SEWER. Plat Complete, no Legal DescripƟon or Closure. (30% COMPLETE)

26.) GRANT OF BIOSWALE MAINTENANCE ESMT. – DOCUMENT ON LIVERMORE AIRPORT. (0% COMPLETE)

27.) GRANT OF PUE / SWE – 58650-1. (0% COMPLETE)

28.) * JUA – 62689-N – JOINT TRENCH. Plat Complete, no Legal DescripƟon or Closure. (30% COMPLETE)

29.) CCUA - 62689-F - JOINT TRENCH. Plat Complete, no Legal DescripƟon or Closure. (30% COMPLETE)

30.) QUITCLAIM OF 10’ PUE PER 165 PM 59. (0% COMPLETE)

31.) PREPARED PUE AT EAST SIDE SR-84 – PLAT, LEGAL AND CLOSURE SENT TO CITY. (25% COMPLETE) !



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EXHIBIT A Page 8 of 22
42 EXHIBIT A-1

SCOPE OF WORK
FOR CONSOR NORTH AMERICA, INC. SERVICES AGREEMENT NO. 20-284 For

ADDITIONAL RIGHT-OF-WAY ENGINEERING SERVICES
FOR CLOSEOUT OF ISABEL AVENUE (SR-84)/I-580 INTERCHANGE IMPROVEMENTS, CIP NO. 199238 (CT EA 17300) & AIRWAY BLVD/I-580 INTERCHANGE IMPROVEMENTS, CIP NO. 199554 (CT EA 11606) Page | 3

32.) PREPARED PUE AT AIRPORT PARCEL – PLAT, LEGAL AND CLOSURE SENT TO CITY. (25% COMPLETE)

33.) PROPOSED ESMT. FOR PG&E – 10’ WIDE? (0% COMPLETE)

34.) 58636-3/62690-1; INGRESS-EGRESS WALL MAINTENANCE ESMT. (0% COMPLETE)

35.) JUA - 62689-L – JOINT TRENCH. (30% COMPLETE)

36.) JUA - 62689-J – WATER. (30% COMPLETE)

37.) 58636-2 – PUE, SLOPE AND LANDSCAPE ESMT. (0% COMPLETE)

38.) 58636-5/62690-3 INGRESS-EGRESS MAINTENANCE ACCESS. (0% COMPLETE)

39.) 58649-2/62689-11 INGRESS-EGRESS MAINTENANCE ESMT. (0% COMPLETE)

40.) 58636-1/62689-5 CITY OF LIVERMORE, LEGAL CHECKED. (40% COMPLETE)

41.) JUA - 62689-M – ZONE 7 - WATER. (30% COMPLETE)

42.) PARTIAL QUITCLAIM – 33’ PUE PER DOC. NO. 2006-383815. (0% COMPLETE)

43.) * CCUA - 62689-N – CITY WATER. Plat Complete, no Legal DescripƟon or Closure. (30% COMPLETE)

44.) GRANT DEED – PG&E ESMT. (0% COMPLETE)

45.) JUA - 62689-O – JOINT TRENCH. (30% COMPLETE)

46.) PARTIAL QUITCLAIM OF 21’ PG&E ESMT. PER 8711 O.R. 293. (0% COMPLETE)

47.) JUA – 62689-E – CITY OF LIVERMORE – PUE. (30% COMPLETE)

48.) GRANT DEED, PUE – KITTY HAWK – SENT TO CITY – (50% COMPLETE)

49.) GRANT DEED, WATER TURNOUT ESMT. (0% COMPLETE)

50.) GRANT DEED, ACCESS ESMT. (0% COMPLETE)

51.) QUITCLAIM 40‘ - UTILITY ESMT PER 8719 O.R. 159. (0% COMPLETE)

52.) QUITCLAIM OF 40’ ESMT FOR ROAD AND OTHER PURPOSES – PER 8557 O.R. 409. (0% COMPLETE)

53.) JUA – 62689-H – SEWER; PLAT COMPLETE. (30% COMPLETE)

54.) JUA – 62689-K – SEWER; PLAT COMPLETE. (30% COMPLETE)

55.) RECORD RIGHT OF WAY MAPPING. (Record Map R-10217.00) (50% COMPLETE) * – there are Two (2) “N’s” The JUA for Electric, confirm if these were made “Z” (to be verified with City and Caltrans) Airway Blvd/I-580 Interchange Improvements, CIP No. 199554

1.) AT&T VacaƟon of Public UƟlity Easement – Documents have been prepared and have been sent to AT&T for recordaƟon – Recorded on April 13, 2023 – DOC. NO. 2023042118 (COMPLETE)

2.) 25 foot wide Vehicular and Pedestrian Access Easement – plat and Legal DescripƟon sent to City, May, 2022. (40% COMPLETE)

3.) PUE and LE, VacaƟon by City of Livermore along ConsƟtuƟon Drive, VacaƟon submiƩed to City, July, 2022. (40%

COMPLETE)

4.) Slope and Drainage VacaƟon by the County of Alameda, Accepted by County Surveyor, signed and sent to County on March 27, 2023 (90% COMPLETE)

5.) 04/24/2023 - DraŌ of Transfer Document – 57924 – Legal DescripƟon; Prepared, awaiƟng other documents, to finalize. (30% COMPLETE)

6.) Wall Maintenance Easement, Ingress-Egress Easement – North Side of KiƩy Hawk Road; Plats prepared and sent to City, May, 2022. (40% COMPLETE)

7.) Wall Maintenance Easement, Ingress-Egress Easement – West Side of Airway Blvd.; Plats prepared and sent to City, May, 2022. (40% COMPLETE)
!



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EXHIBIT A Page 9 of 22
43 EXHIBIT A-1

SCOPE OF WORK
FOR CONSOR NORTH AMERICA, INC. SERVICES AGREEMENT NO. 20-284 For

ADDITIONAL RIGHT-OF-WAY ENGINEERING SERVICES
FOR CLOSEOUT OF ISABEL AVENUE (SR-84)/I-580 INTERCHANGE IMPROVEMENTS, CIP NO. 199238 (CT EA 17300) & AIRWAY BLVD/I-580 INTERCHANGE IMPROVEMENTS, CIP NO. 199554 (CT EA 11606) Page | 4

8.) J.U.A.-57924-4 - AT&T- porƟon of KiƩy Hawk. (50% COMPLETE)

9.) Sprint Line Easement - East side of Portola Ave north of I-580; prepare plat and legal descripƟon. City to grant, late 2023 (0% COMPLETE)

10.)RECORD RIGHT OF WAY MAPPING (Record Map R-10628.0). (66% COMPLETE) !



"













EXHIBIT A Page 10 of 22
44 COMPENSATION SUMMARY
Amendment No. 1 - Consor Agreement No. 20-584 Hours/Cost Breakdown Project Number: CIP 199238 / 199554
Task No.

TASKS
Professional EngineerPrincipal EngineerSurvey Project ManagerSenior Survey Project ManagerProject Accountant Consor Total Hours
Consor Total Labor Dollars
Consor Labor
Consor Profit
Consor NLF Budget
NLF + Escalation
Task Cost
Task Hours
AR/WS (Appraisal
Services)
Subconsultant Subtotal
NLF + Escalation + Sub
Task Cost (With Sub)
ILK MAS ADD SHI AdAs Direct Labor
Labor+OH
Multiplier Fee Multiplier
Actual Labor
Multiplier
No. Initial Hourly Rate $53.07 $83.73 $53.14 $85.68 $40.00 $0.00 Key Personnel No No No No No No
Prevailing Wage No No No No No No

2.9408 10% 3.2349
Isabel Ave/I-580, Airway Blvd to
Portola Ave 0 $0 $0 $0.00 $0 $0 $0 $0

1.0 Quitclaims for Multiple Areas (12) 48 16 64 $3,922 $11,533 $1,153.26 $12,686 $13,161 $ 88,361 390 $0 $13,161 $102,861

1.1 Finalize Lin Property Documents 24 24 48 $3,332 $9,798 $979.78 $10,778 $11,182 $14,500 $14,500 $25,682

1.2 Finalize JUA/CCUA Packages (4) 24 12 36 $2,304 $6,774 $677.42 $7,452 $7,731 $0 $7,731

1.3 Draft/Finalize Transfer Parcel Descriptions 40 16 56 $3,496 $10,282 $1,028.24 $11,311 $11,735 $0 $11,735

1.4 PG&E Easement 16 8 24 $1,536 $4,516 $451.61 $4,968 $5,154 $0 $5,154

1.5 Section 83 - Descriptions / Closures 24 12 36 $2,304 $6,774 $677.42 $7,452 $7,731 $0 $7,731

1.6 Finalize Record Right of Way Mapping 40 20 60 $3,839 $11,290 $1,129.03 $12,419 $12,885 $0 $12,885

1.7 Coordination with City of Livermore (inlcuding
virtual weekly status meetings) 20 20 40 $3,388 $9,964 $996.40 $10,960 $11,371 $0 $11,371

1.8 Coordination with Caltrans 10 16 26 $2,208 $6,494 $649.38 $7,143 $7,411 $0 $7,411 0 $0 $0 $0.00 $0 $0 $0 $0
SR-84, Isabel Ave Corridor 0 $0 $0 $0.00 $0 $0 $0 $0

2.0 Draft/Finalize Transfer Parcel Descriptions 24 12 36 $2,304 $6,774 $677.42 $7,452 $7,731 $ 88,477 398 $0 $7,731 $88,477

2.1 Quitclaims for Multiple Areas (12) 40 16 56 $3,496 $10,282 $1,028.24 $11,311 $11,735 $0 $11,735

2.2 Finalize JUA/CCUA Packages (22) 60 24 84 $5,245 $15,424 $1,542.37 $16,966 $17,602 $0 $17,602

2.3 Section 83 - Descriptions / Closures (4) 24 8 32 $1,961 $5,766 $576.63 $6,343 $6,581 $0 $6,581

2.4 Grants of Easement - Plat/Legal Description (15) 48 16 64 $3,922 $11,533 $1,153.26 $12,686 $13,161 $0 $13,161

2.5 Finalize Record Right of Way Mapping 40 20 60 $3,839 $11,290 $1,129.03 $12,419 $12,885 $0 $12,885

2.6 Coordination with City of Livermore (inlcuding
virtual weekly status meetings) 20 20 40 $3,388 $9,964 $996.40 $10,960 $11,371 $0 $11,371

2.7 Coordination with Caltrans 10 16 26 $2,208 $6,494 $649.38 $7,143 $7,411 $0 $7,411 Airway Blvd/I-580 Interchange $0 $0

3.0 Finalize Easements - Constitution Drive 20 12 32 $2,091 $6,149 $614.91 $6,764 $7,018 $ 57,575 248 $0 $7,018 $57,575

3.1 Offsite Easement Vacations 20 10 30 $1,920 $5,645 $564.52 $6,210 $6,442 $0 $6,442

3.2 Draft/Finalize Transfer Parcel Descriptions 32 16 48 $3,071 $9,032 $903.23 $9,935 $10,308 $0 $10,308

3.3 Finalize City Easement Documents 20 10 30 $1,920 $5,645 $564.52 $6,210 $6,442 $0 $6,442

3.4 Finalize JUA Package 8 2 10 $596 $1,754 $175.41 $1,930 $2,002 $0 $2,002

3.5 Finalize Record Right of Way Mapping 24 8 32 $1,961 $5,766 $576.63 $6,343 $6,581 $0 $6,581

3.6 Coordination with City of Livermore (inlcuding
virtual weekly status meetings) 20 20 40 $3,388 $9,964 $996.40 $10,960 $11,371 $0 $11,371

3.7 Coordination with Caltrans 10 16 26 $2,208 $6,494 $649.38 $7,143 $7,411 $0 $7,411 0 $0 $0 $0.00 $0 $0 $0 $0
0 $0 $0 $0.00 $0 $0 $0 $0
Project Review Items 0 $0 $0 $0.00 $0 $0 $0 $0

4.0 Review of 18 Preliminary Title Reports ** 48 48 96 $6,663 $19,596 $1,959.56 $21,555 $22,363 $ 32,179 156 $0 $22,363 $32,179

4.1 INVOICING 12 48 60 $2,925 $8,601 $860.11 $9,461 $9,816 $0 $9,816 0 $0 $0 $0.00 $0 $0 $0 $0
0 $0 $0 $0.00 $0 $0 $0 $0
Subtotal - Hours 0 102 624 418 48 0 1192 $79,434.06 $233,599.68 $23,359.97 $256,959.65 $266,592 $ 266,592 1192 0 Anticipated Salary Increases $2,977.64 $8,756.63 $875.66 $9,632.29 Other Direct Costs $0.00 0
Total Cost $0 $8,540 $33,159 $35,814 $1,920 $0 $79,434 $82,412 $242,356 $24,236 $266,592 $14,500 $14,500 $281,092 Project Name: Consor / Amend No.1 - ROW Services
!



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EXHIBIT A Page 11 of 22
45 Consor - Rates are effective January 1, 2023 through December 31, 2024 Labor by Classification
Principal Engineer $80 - $135 $84 - $142
Senior Engineer $55 - $125 $58 - $131
Professional Engineer $45 - $100 $48 - $105
Associate Engineer $45 - $90 $48 - $95
Engineering Designer $35 - $95 $37 - $100
Senior CAD Designer $39 - $75 $41 - $79
* CAD Technician* $30 - $65 $32 - $68
* Student Intern* $18 - $31 $19 - $33
$0
Senior Project Manager $65 - $125 $69 - $131
Project Manager $55 - $115 $58 - $121
* Project Manager Assistant* $30 - $60 $32 - $63
* Project Accountant $20 - $60 $21 - $63
Surveying - Office Classifications
Survey Project Manager $45 - $75 $48 - $79
Senior Survey Project Manager $65 - $95 $69 - $100
-
Surveying - Field Classifications -
* Party Chief* $45 - $75 $48 - $79
* Chainman/Rodman* $35 - $65 $37 - $68
Overhead Rate 194.08%
Other Direct Costs
Office Computer & Software Included in Overhead
Office Phone/Cell/Fax Included in Overhead
Reproduction
In office Included in Overhead
Vendor Cost
Delivery Cost
Mileage Current Federal Rate ($0.625/mi.)
Other Travel Cost
Subconsultants Cost
Short Term Per Diem up to $180 per day
Long Term Per Diem up to $120 per day
Prevailing Wage** loaded with overhead and fee
Miscellaneous Cost
Fee
Labor + Overhead 10%
Other Direct Costs 0%
Notes:
*Overtime rates apply to these classifications and will typically be charged at 1.5 times the hourly rate. **Prevailing Wage may apply for Construction Inspection and Surveying Services.

Labor Costs to be invoiced based on actual hourly rate plus overhead plus fee.

Other Direct Costs to be invoiced at actual cost plus fee.

The Client and Quincy agree that the Indirect Cost Rate shall remain unchanged for a multi-year contract All rates subject to an annual escalation of up to 5% per year Hourly Rate (2023) Hourly Rate (2024)
Consor / Amend No.1 - ROW Services
!



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EXHIBIT A Page 12 of 22
46 Local Assistance Procedures Manual EXHIBIT 10-H1
Cost Proposal
Note: Mark-ups are Not Allowed
Project:

Consultant
Project No. Date 9/11/2023

DIRECT LABOR
Classification/Title Initials Actual
Hourly Rate Range Total
Principal Engineer MLR $ 114.40 $80 - $135 $ -
Principal Engineer GRY $ 91.73 $80 - $135 $ -
Senior Engineer AKM $ 76.36 $55 - $125 $ -
Professional Engineer KDW $ 55.70 $45 - $100 $ -
Professional Engineer JBW $ 55.70 $45 - $100 $ -
Professional Engineer ILK $ 53.07 $45 - $100 $ -
Principal Engineer MAS $ 83.73 $80 - $135 $ 8,540.46
Survey Project Manager ADD $ 53.14 $45 - $75 $ 33,159.36 Senior Survey Project
Manager SHI $ 85.68 $65 - $95 $ 35,814.24
Project Accountant AdAs $ 40.00 $20 - $60 $ 1,920.00
0 $ - $- $ -
0 $ - $- $ -
0 $ - $ - $ -
Subtotal: $ 79,434.06

LABOR COSTS
a) Subtotal Direct Labor Costs $ 79,434.06
b) Anticipated Salary Increases (see page 2 for calculation) $ 2,977.64 c) Total Direct Labor Costs [(a) + (b)] $ 82,411.70

INDIRECT COSTS
e) Total Fringe Benefits [(c) x (d)] $ 35,453.51
g) Overhead [(c) x (f)] $ 124,491.11
i) Gen & Admin [(c) x (h)] $ -
j) Total Indirect Costs [(e) + (g) + (i)] $ 159,944.62
FIXED FEE k) TOTAL FIXED FEE [(c) + (j)] x fixed fee 10.00%] $ 24,235.63 Williams, Kevin
48 0
0 Exhibit 10-H1 Cost Proposal Page 1 of 3
Cost-Plus-Fixed Fee or lump sum or Firm Fixed Price contracts (Design, Engineering and Environmental Studies)
CIP 199238 / 199554
Consor North America, Inc.

Contract No. 20-584
Amend No.1 - ROW Closeout
Name
Reno, Mark
Hours
0 Sanchez, Michael
Dabu, Alfonso
Irish, Seth
624
418
0 0
0 Wilson, Jared
Kotsyubuk, Igor
0 0
102
Project Accountant
Young, Gregory
Mitchell, Andrew
d) Fringe Benefits (Rate: 43.02%):
f) Overhead (Rate: 151.06%):
h) General and Administrative (Rate: 0.00%):
0 1192
Prime Consultant Subconsultant 2nd Tier Subconsultant
!



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EXHIBIT A Page 13 of 22
47 Local Assistance Procedures Manual EXHIBIT 10-H1
Cost Proposal
l) CONSULTANT’S OTHER DIRECT COSTS (ODC) – ITEMIZE (Add additional pages if necessary) Unit Unit Cost Total
Miles $ 0.655 $ -
Day $ - $ -
EA $ - $ -
EA $ - $ -
$ -
EA $ -
EA $ -
EA $ -
EA $ -
EA $ -
EA $ -
$ -
$ -
m) SUBCONSULTANTS’ COSTS (Add additional pages if necessary) AR/WS (Appraisal Services) $ 14,500.00
0 $ -
m) TOTAL SUBCONSULTANTS’ COSTS $ 14,500.00
n) Total Other Direct Costs INCLUDING SUBCONSULTANTS [(l)+(m)] $ 14,500.00 TOTAL COST [(c) + (j) + (k) + (n)] $ 281,091.94
NOTES:
l) TOTAL OTHER DIRECT COSTS
Description of Item
Mileage Costs
Per Diem/Hotel
Equipment Rental and Supplies
Permit Fees
Vendor Reproduction
Vellum
81/2 X 11 Reproduction
11 X 17 Reproduction
Mounting Boards for Presentations
Newsletters (Translation and printing)
Title Report
Miscellaneous
Quantity

1. Key personnel must be marked with an asterisk (*) and employees that are subject to prevailing wage requirements must be marked with two asterisks (**). All costs must comply with the Federal cost principles. Subconsultants will provide their own cost proposals.

2. The cost proposal format shall not be amended. Indirect cost rates shall be updated on an annual basis in accordance with the consultant’s annual accounting period and established by a cognizant agency or accepted by Caltrans.

3. Anticipated salary increases calculation (page 2) must accompany. !



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EXHIBIT A Page 14 of 22
48 Local Assistance Procedures Manual EXHIBIT 10-H1
Cost Proposal
Total Hours per Cost
Proposal
Avg Hourly
Rate 5 Year Contract Duration
1192 = $66.64 Year 1 Avg Hourly Rate
Avg Hourly Rate Proposed Escalation
Year 1 $66.64 + 5% = $69.97 Year 2 Avg Hourly Rate
Year 2 $69.97 + 5% = $73.47 Year 3 Avg Hourly Rate
Year 3 $73.47 + 5% = $77.14 Year 4 Avg Hourly Rate
Year 4 $77.14 + 5% = $81.00 Year 5 Avg Hourly Rate
Estimated % Completed
Each Year
Total Hours per Cost
Proposal
Total Hours
per Year
Year 1 25.00% * 1192 = 298 Estimated Hours Year 1
Year 2 75.00% * 1192 = 894 Estimated Hours Year 2
Year 3 0.00% * 1192 = 0 Estimated Hours Year 3
Year 4 0.00% * 1192 = 0 Estimated Hours Year 4
Year 5 0.00% * 1192 = 0 Estimated Hours Year 5
Total Total = 1192
Avg Hourly Rate Estimated hours
(calculated above) (calculated above)
Year 1 $66.64 * 298 = $19,858.52 Estimated Hours Year 1 Year 2 $69.97 * 894 = $62,553.18 Estimated Hours Year 2 Year 3 $73.47 * 0 = $0.00 Estimated Hours Year 3
Year 4 $77.14 * 0 = $0.00 Estimated Hours Year 4
Year 5 $81.00 * 0 = $0.00 Estimated Hours Year 5
Total Direct Labor Cost with Escalation = $82,411.70
Direct Labor Subtotal before Escalation = $ 79,434.06
Estimated total of Direct Labor Salary Transfer to Page 1 Increase = $2,977.64
NOTES:

2. An estimation that is based on direct labor multiplied by salary increase % multiplied by the # of years is not acceptable. (i.e. $250,000 x 2% x 5 yrs = $25,000 is not an acceptable methodology)

3. This assumes that one year will be worked at the rate on the cost proposal before salary increases are granted.

4. Calculations for anticipated salary escalation must be provided.

Exhibit 10-H1 Cost Proposal Page 2 of 3
Cost-Plus-Fixed Fee or Lump Sum or Firm Fixed Price Contracts (Calculations for Anticipated Salary Increases)

4. Calculate Total Costs including Escalation (Multiply Average Hourly Rate by the number of hours)

3. Calculate estimated hours per year (Multiply estimate % each year by total hours)

2. Calculate hourly rate for all years (Increase the Average Hourly Rate for a year by proposed escalation %) Direct Labor Subtotal per
Cost Proposal
$ 79,434.06

1. Calculate Average Hourly Rate for 1st year of the contract (Direct Labor Subtotal divided by total hours)

1. This is not the only way to estimate salary increases. Other methods will be accepted if they clearly indicate the % increase, the # of years of the contract, and a breakdown of the labor to be performed each year.

Cost per
Year
!



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EXHIBIT A Page 15 of 22
49 Local Assistance Procedures Manual EXHIBIT 10-H1
Cost Proposal
Certification of Direct Costs:

1. Generally Accepted Accounting Principles (GAAP)

2. Terms and conditions of the contract

3. Title 23 United States Code Section 112 - Letting of Contracts

4. 48 Code of Federal Regulations Part 31 - Contract Cost Principles and Procedures

5. 23 Code of Federal Regulations Part 172 - Procurement, Management, and Administration of Engineering and Design Related Service

6. 48 Code of Federal Regulations Part 9904 - Cost Accounting Standards Board (when applicable) Prime Consultant or Subconsultant Certifying:

Name: Title *:

Signature : Date of Certification (mm/dd/yyyy): 6/1/2023 Email: [email protected]
Address: 11017 Cobblerock Drive Suite 100 Rancho Cordova, CA 95670 List services the consultant is providing under the proposed contract:
*An individual executive or financial officer of the consultant’s or subconsultant’s organization at a level no lower than a Vice President or a Chief Financial Officer, or equivalent, who has authority to represent the financial information utilized to establish the cost proposal for the contract.

Finalize three record maps, transfer documents associated with:

Isabel Avenue (SR-84)/I-580 Interchange Improvements, CIP No. 199238 •Isabel Ave/I-580, Airway Blvd to Portola Ave (Record Map R-10216.00) •SR-84, Isabel Ave Corridor (Record Map R-10217.00)
Airway Blvd/I-580 Interchange Improvements, CIP No. 199554 •Airway Blvd/I-580 Interchange (Record Map R-10628.0)
Regional Manager
916.368.9181
Jason Jurrens, P.E.

Exhibit 10-H1 Cost Proposal Page 3 of 3
I, the undersigned, certify to the best of my knowledge and belief that all direct costs identified on the cost proposal(s) in this contract are actual, reasonable, allowable, and allocable to the contract in accordance with the contract terms and the following requirements:

All costs must be applied consistently and fairly to all contracts. All documentation of compliance must be retained in the project files and be in compliance with applicable federal and state requirements. Costs that are noncompliant with the federal and state requirements are not eligible for reimbursement.

Local governments are responsible for applying only cognizant agency approved or Caltrans accepted Indirect Cost Rate(s).

Phone Number:
,
!



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EXHIBIT A Page 16 of 22
50 1234 123451234 123451234 123451234 1234 12345123451234 1234 1 A. 10/01/23 09/15/24B. 10/01/23 09/15/24
C. 10/01/23 09/15/24
2 A. 10/01/23 09/15/24B. 10/01/23 09/15/24
C. 10/01/23 09/15/24
3 A. 10/01/23 08/15/24B. 10/01/23 08/15/24
C. 10/01/23 08/15/24
4 A. 10/01/23 09/15/24B. 10/01/23 09/15/24
C. 10/01/23 09/15/24
AIRWAY BLVD / I-580 INTERCHANGEISABEL AVE / I-580, AIRWAY BLVD TO PORTOLA AVE

MARCH APRIL MAY
A. Amendment for Professional Services for Right-of-Way Engineering for Various City Projects - Consor

FEBRUARY PLAN DURATION NOVEMBER
AIRWAY BLVD / I-580 INTERCHANGE

OCTOBER
Right of Way Closeout for CIP No. 199238 & CIP No. 199554

HOLIDAY

AUGUST SEPTEMBER JULY
Select a period to highlight at right. A legend describing the charting follows. PLAN DURATION INVOICING AGENCY REVIEWS

PLAN ACTIVITY

NTP / PROJECT FILE REVIEWS
Prepare Remaining Transfer Documents, Condemnation Updates, Clear Encumbrances SR-84, ISABEL AVE CORRIDOR

START DATE
ISABEL AVE / I-580, AIRWAY BLVD TO PORTOLA AVE
JUNE
SR-84, ISABEL AVE CORRIDORAIRWAY BLVD / I-580 INTERCHANGEISABEL AVE / I-580, AIRWAY BLVD TO PORTOLA AVESR-84, ISABEL AVE CORRIDORAIRWAY BLVD / I-580 INTERCHANGE

DECEMBER JANUARY
Project Management/Project Initiation
ISABEL AVE / I-580, AIRWAY BLVD TO PORTOLA AVESR-84, ISABEL AVE CORRIDOR Project CoordinationRecord Maps and Boundary Map
!



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EXHIBIT A Page 17 of 22
51 CONSOR ENGINEERING | CITY OF LIVERMORE’S PORTOLA AVENUE EXTENSION PROJECT | 1

SCOPE OF WORK

SCOPE OF WO RK
Associated Right of Way Services, Inc. (AR/WS) will provide right of way services to Consor Engineering (Client) for the City of Livermore’s (City) Portola Avenue Extension Project.

The subject property is identified as:

APN OWNER ADD RES S
903-9-6-10 DR LIVERMORE 1, LLC, A DELAWARE LIMITED

LIABILITY COMPANY
NORTHEAST OF PORTOLA AVE AND I-580
ASSUMPTIONS:
o Assumes the proposed acquisitions are in the approximate locations as provided by to AR/WS by the Client in deeds, legal descriptions and exhibits on June 15, 2023. o The primary acquisition/negotiations scope of work is for limited negotiation/acquisition services. Our budget covers approximately 24 hours to assist City with the owner negotiations.

PR OJ ECT MA NA GEM ENT – GENER AL CON SU LT AT I ON
x Establish work process with Client and schedule, manage and coordinate all real estate functions. x On-going consultation, meetings and recurring project management duties. x Coordinate with Client, City, subcontractors (independent review appraiser), appraiser, property acquisition agent and legal counsel.
x Assistance with analyzing various courses of action. Work with Client and City to resolve problems and recommend solutions.
x Contract management, budget monitoring and control, and project reporting. x Implementation and compliance with applicable state and federal laws and regulations. x Maintaining accurate records. Monitor work plan and work flow.

AP PR A IS AL
x Appraisal to be delivered to Client and City staff as directed. x Appraisal to be prepared in accordance with California Eminent Domain Law, California Government Code Section 7260 et seq., Uniform Standards of Professional Appraisal Practice requirements, except as jurisdictionally exempt, 49 CFR Part 24, and the Caltrans Right of Way Manual. x Appraisal to be prepared in an Appraisal Report format in accordance with Uniform Standards of Professional Appraisal Practice, Standard Rule 2-2.
x The appraisal report will be completed within approximately 12 weeks upon receipt of Client’s written authorization to proceed.
x Appraisal is for the “Fair Market Value” of the property as per California Code of Civil Procedure, Section 1263.320.
x In accordance with the California Code of Civil Procedure Section 1263.330, the market value of the property acquired will not include consideration of any increase or decrease in the value of the property that is attributable to any of the following:
o The project for which the property is taken;
o The eminent domain proceeding in which the property is taken; !



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EXHIBIT A Page 18 of 22
52 CONSOR ENGINEERING | CITY OF LIVERMORE’S PORTOLA AVENUE EXTENSION PROJECT | 2

SCOPE OF WORK
o Any preliminary actions of the acquiring authority relating to the taking of the property. x The appraiser will work directly with the Review Appraiser. x If revisions are made to the property or assignment requirements during the appraisal process or upon completion of the report, appraisal time to address these revisions will be billed on an hourly basis in accordance with the AR/WS Fee Schedule. (Optional Service)

DELIVERABLES
9 Draft Notice of Decision to Appraise for approval.
9 Appraisal Report.

CLIENT/CITY OBLIGATIONS
x Final legal descriptions and plat maps.
x Current title report, if available.

AP PR A IS AL REVIE W
Appraisal review will be required and AR/WS proposes to subcontract with a qualified independent review appraiser for these services.
x Upon receiving appraisal report, an office review of the reports using the various standards prescribed by the Federal and State Uniform Acts, Federal Highway Administration, Caltrans appraisal procedures, Uniform Standards of Professional Appraisal Practice (USPAP) and the California Eminent Domain codes will be completed.
x Review appraiser will provide comments to the appraiser for discussion and will communicate with the appraiser to clarify potential issues and resolve problems. x Upon satisfactory completion of the appraisal reports, an appraisal review report will be prepared.

DELIVERABLES
9 Appraisal Review Report.

LI M I TED NEG OT I AT IONS / ACQU IS IT IO NS
x AR/WS to prepare acquisition documents. Said documents include, but are not limited to: offer letter, summary statement pertaining to the acquisition of real property or an interest therein, purchase agreement, deed, and public acquisition brochure. Per Section 102 of the California Streets and Highways code a copy of the appraisal report will be provided to the property owner. AR/WS will initiate and maintain individual acquisition files. All acquisition documents to receive City’s written approval as to form prior to use in the field.
x AR/WS to assist City with negotiations with owners, which includes providing the owner with the written offer and negotiating to acquire partial acquisitions identified by the Client. We are assuming there will be negotiations with up to 1 property owner and no lessees. x All discussions for the acquisition of property or an interest therein will be directed to result in the payment of just compensation.
x If settlement with owners is reached pursuant to the City approved appraisal or City approved administrative settlement, AR/WS will prepare a Memorandum of Settlement for transmittal to City, reviewing the issues.

This memorandum will require City written approval before implementation of any settlement agreement. x AR/WS will make every reasonable effort to acquire property on behalf of the City expeditiously through agreement with its owner and to avoid litigation. This may necessitate greater levels of effort in the !



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EXHIBIT A Page 19 of 22
53 CONSOR ENGINEERING | CITY OF LIVERMORE’S PORTOLA AVENUE EXTENSION PROJECT | 3

SCOPE OF WORK
negotiations phase and, where appropriate, should continue after eminent domain has been initiated. City will provide ongoing feedback to AR/WS as to authorization for settlements. x AR/WS will establish a process of coordinating escrow closings and reviewing escrow instructions. Where there are escrow closings, preparation of escrow instructions will be completed by title company. Approval of conditions of title and escrow instructions, including but not limited to, “subject to” title exceptions, will be done by City.
x If agreement with owner cannot be reached, AR/WS will advise City that negotiations have reached an impasse. The City will consider scheduling of an action in eminent domain including the required public necessity hearing. AR/WS will provide condemnation support as needed and requested, budget allowing.

DELIVERABLES
9 Draft Acquisition Documents for approval.
9 Memorandum of Settlement and Signed Agreement (upon settlement). 9 Notice that negotiations have reached an impasse (if needed).

CLIENT/CITY OBLIGATIONS
x Written approval of all acquisition documents in a timely manner. x Direction as to administrative settlements, negotiating authority and condition of title acceptance. x Providing any formats to be used by AR/WS on City’s behalf. x Selection of title company.
x Review and approval of title company prepared escrow instructions. !



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EXHIBIT A Page 20 of 22
54 CONSOR ENGINEERING | CITY OF LIVERMORE’S PORTOLA AVENUE EXTENSION PROJECT | 4 BUDGET

BUDGET ESTIMA TE

TASKS BUDGE T

1. Project Management
(Time Charged)
$3,400

2. Appraisal Services
(Lump Sum)
$5,000

3. Appraisal Review Services
(Subcontractor)
$2,000

4. Limited Negotiation/Acquisition Services
(Time Charged)
$4,100
Total $14,500

BUDGET NOTES
A budget of $14,500 is requested. Appraisal services and Appraisal Review Services are billed lump sum. All other services are billed on an hourly basis in conformance with the AR/WS Fee Schedule. Estimated costs are based on preliminary information. Variables not known on the date of this estimate or additional project information may impact scope and fees.

Estimated appraisal delivery timeframe quote is as of August 23, 2023, if notification of selection is provided within 2 weeks from the date of the quote.
!



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EXHIBIT A Page 21 of 22
55 CONSOR ENGINEERING | CITY OF LIVERMORE’S PORTOLA AVENUE EXTENSION PROJECT | 5

ASSUMPTIONS AND LIMITATIONS

1. AR/WS estimated budget assumes timely assignment by Client of all appraisals, acquisition parcels and relocation cases.

Deferring or “piece meal” assignments adds to level of effort and costs.

2. Client to provide written appraisal approval. Client to sign Offers of Just Compensation as reflected in the Appraisal Summary Statement(s). Client letterhead to be used for offers and significant correspondence, including Notices of Decision to Appraise and acquisition and relocation notices. Initiation of acquisition work assumes that Client has secured any required environmental certification as well as any federal or state approvals to begin right of way services.

3. All services to be provided pursuant to the Uniform Relocation Assistance and Real Property Acquisition Policies Act and applicable state and federal laws, related guidelines and regulations.

4. Client to provide adequate appraisal maps, plat maps, construction plans, mitigation measures, preliminary title reports, legal descriptions and deed sheets (for easements).

5. Unless noted otherwise, pre-acquisition activities for soliciting Permits to Enter for soils/testing/contract work, Rights of Entry, Agreements for Possession and Use are not included.

6. Except for appraisals, which are typically charged lump sum; this is a “time charged” contract in accordance with the AR/WS Fee Schedule. Material changes to the contracted Scope of Work after services begin will add to the original budget/contract amount. Material changes, for which AR/WS is not responsible, include, but are not limited to, addition of new parcels, schedule changes, new and revised legislation, regulations, statutes or ordinances by any public entity or legislature, extended negotiations, multiple vestings, title complications, relocation complications, hard to house households, unrecorded claims, extended site searches, eminent domain actions, design changes, revised or updated appraisals. This Agreement is not a guarantee of property rights requested or displacements completed for a fixed budget amount. Unless otherwise agreed, preparation for or attendance at depositions, relocation appeals, expert witness testimony or court appearances are not included in the budget.

7. Budget to be reviewed periodically. AR/WS may reapportion budget allocations among categories. Team composition may be adjusted by AR/WS.

8. Escrow costs and title reports shall be paid by Client. Escrow instructions to be prepared by Title Company with AR/WS coordination. Client to determine acceptable condition of title and what, if any, title exceptions to take “subject to”.

AR/WS to assist and consult as requested.

9. Upon written notice from Client, AR/WS will suspend, delay, or interrupt all or a part of its services. In such event, AR/WS will resume services upon written notice from Client. An extension of time and added costs will be mutually agreed upon within a reasonable time following re-initiation of all or any part of services.

10. Client will give prompt notice to AR/WS whenever Client observes or becomes aware of any development that affects the scope or timing of AR/WS’ services, or any defect in the work of AR/WS.

11. Unless otherwise noted, preparation of Caltrans Right of Way Certification documents is not included in the Scope of Services.

12. AR/WS understands that construction and design plans are subject to some change. AR/WS will accommodate changes in the property requirements, including number or parcels, acquisitions and relocations. Changes in proposed acquisitions after appraisals have begun or negotiations/relocations have commenced will add time and expense to assignments. The parties acknowledge that such revisions may add to costs.

13. AR/WS reviews and adjusts billing rates and fees from time to time, generally as of January 1st of each year, but no more than once annually. Any rate adjustments will be reflected in the AR/WS monthly invoice.

14. Except for Client’s obligations to pay for services rendered, no liability will attach to either AR/WS or Client from delay in performance or non-performance caused by circumstances or events beyond the reasonable control of the party affected, including, but not limited to, acts of God, fire, flood, explosion, war, request or intervention of a governmental authority, court order, labor relations, accidents, unanticipated delays or inability to obtain materials, equipment, fuel or transportation.

15. Once AR/WS has completed an appraisal, the fee for that appraisal is due and payable upon Client’s receipt of invoice.

If any formal or informal appraisal review requires additional appraisal services after AR/WS has completed an appraisal, these additional appraisal services will be billed on a time-charged basis in accordance with the AR/WS Fee Schedule.

16. AR/WS submits invoices on a monthly basis. If AR/WS is a sub-consultant to a prime consultant, that prime consultant agrees to bill its Client within thirty (30) calendar days of receipt of the AR/WS monthly invoice. !



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EXHIBIT A Page 22 of 22
56 CITY COUNCIL STAFF REPORT ITEM NO. 5.4
DATE: December 11, 2023
TO: Honorable Mayor and City Council
FROM: Brandon Cardwell, Innovation and Economic Development Director SUBJECT: Resolution authorizing a third amendment to the Exclusive Negotiating Rights Agreement between the City of Livermore and Livermore Petroleum LLC.

RECOMMENDED ACTION
Staff recommends the City Council adopt a resolution authorizing the City Manager to execute a third amendment to the Exclusive Negotiating Rights Agreement between the City of Livermore and Livermore Petroleum LLC extending the term twelve months.

SUMMARY
The Montecito Development Company, LLC approached staff in 2018 to develop the Airport’s 1.2-acre parcel at Kitty Hawk Road and Airway Blvd with a full-service gas station and mini-mart on the parcel.

The Airport Commission unanimously approved the concept on June 11, 2018, and the City entered into an Exclusive Negotiating Rights Agreement (ENRA) with Montecito in January of 2019. In March 2021, the City Council approved a First Amendment to the ENRA. In September 2021, the City Council approved a Second Amendment to the ENRA to assign the ENRA to Livermore Petroleum LLC and extend the agreement 18 months. Lease negotiations have been impacted by changes in airport management staff and the need to complete development review of the project entitlements. Livermore Petroleum is now requesting a 12-month extension of the ENRA, with an option for the City Manager to extend for an additional 12 months, to finish the lease negotiations and process the development application to receive entitlements.

DISCUSSION
In June 2018, The Montecito Development Company, LLC contacted City staff regarding development of the 1.2-acre parcel of land APN 904-11-3 located at Kitty Hawk Road and Airway Blvd. At that time, Montecito Development Company, LLC also placed a cash deposit on the property and informed the City of their desire to develop the site into a gas station, convenience store, fast food restaurant, car wash or other approved use. The City Airport Commission unanimously approved the concept on June 11, 2018, and the City entered into an Exclusive Negotiating Rights Agreement (ENRA) with Montecito in January of 2019.
57 In March 2021, the City Council approved a First Amendment to the ENRA. In September 2021, the City Council approved a Second Amendment to the ENRA, extending the agreement by 18 months and assigning the ENRA to Livermore Petroleum LLC, a joint venture between Montecito Development Company, LLC and Premium Petroleum Group LLC. That extension has expired due to ongoing lease negotiations, changes in airport management staff, and the need to complete development review of the project entitlements. Livermore Petroleum LLC has now requested a 12-month extension of the ENRA, with an option for the City Manager to extend for an additional 12 months, to finish lease negotiations and process the development application to receive entitlements.

Throughout the term of the ENRA, the City has the option to terminate the agreement should the developer fail to negotiate in good faith. The agreement will terminate upon completion of an executed land lease with the City and entitlements on the property.

FISCAL AND ADMINISTRATIVE IMPACTS
There are no anticipated fiscal impacts resulting from execution of a Third Amendment to the Exclusive Negotiating Agreement between the City of Livermore and Livermore Petroleum LLC. However, once a ground lease is executed the Airport Enterprise Fund will benefit from additional revenue likely in excess of $36,000, and the general fund will benefit from additional sales tax.

COMMUNITY PILLAR
5: City That Works
GOAL
14: Develop, operate, and maintain the City's infrastructure.

ATTACHMENTS

1. Resolution

2. Exhibit A - Third Amendment
Prepared by: Brandon Cardwell
Innovation and Economic
Development Director
Approved by:
____________________________________
Marianna Marysheva
City Manager
Fiscal Review by:
____________________________________
Tina Olson
Administrative Services Director
58 RESOLUTION NO. ________

IN THE CITY COUNCIL OF THE CITY OF LIVERMORE, CALIFORNIA

A RESOLUTION AUTHORIZING EXECUTION OF A THIRD AMENDMENT TO THE

EXCLUSIVE NEGOTIATING RIGHTS AGREEMENT WITH LIVERMORE PETROLEUM LLC

TO EXTEND THE AGREEMENT FOR A PERIOD OF TWELVE MONTHS
(APN 904-0011-003-00)
In January of 2019, the City of Livermore (“City”) signed an Exclusive Negotiating Rights Agreement with Montecito Development Company, LLC for the development of the 1.2-acre parcel of City land located at Kitty Hawk Road and Airway Blvd (APN 904-11-3). In March of 2021, the City of Livermore signed the First Amendment to the Agreement.

In September of 2021, the City of Livermore approved the assignment of Montecito Development Company, LLC’s rights in the Agreement to the newly formed joint venture between Montecito Development Company, LLC and Premium Petroleum Group, called Livermore Petroleum LLC. The City also signed the Second Amendment to the Agreement at that time.

A Third Amendment to the Agreement will allow Livermore Petroleum LLC time to secure the appropriate City development approvals and lease for project development, after unforeseen delays.

NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Livermore that it hereby authorizes the City Manager to sign, on behalf of the City of Livermore, the Third Amendment to the Exclusive Negotiating Rights Agreement with Livermore Petroleum LLC, attached hereto as Exhibit A, extending the Agreement for a period of 12 months, and authorizing the City Manager to approve an additional 12-month extension provided the Developer has made good faith efforts towards entitlement of the property.

On motion of Council Member ______________________, seconded by Council Member ______________________, the foregoing resolution was passed and adopted on December 11, 2023, by the following vote:

AYES: COUNCIL MEMBERS:

NOES: COUNCIL MEMBERS:

ABSENT: COUNCIL MEMBERS:

ABSTAIN: COUNCIL MEMBERS:

ATTEST: APPROVED AS TO FORM:
____________________________ /s/ Katherine Mirassou
Marie Weber Katherine Mirassou
Deputy City Manager/City Clerk Deputy City Attorney
Exhibit A – Third Amendment to Exclusive Negotiating Rights Agreement 59 THIRD AMENDMENT TO EXCLUSIVE NEGOTIATING RIGHTS AGREEMENT

BETWEEN THE CITY OF LIVERMORE AND LIVERMORE PETROLEUM LLC --------------------------------------------------
This Exclusive Negotiating Rights Agreement ("Agreement'') is entered into as of this _____ day of __________, 20___ ('Effective Date'') by and between the City of Livermore, a municipal corporation (“City''), and Livermore Petroleum LLC ("Developer'') on the basis of the following facts:

RECITALS
A. City is the owner of real property ("Property") located at Kitty Hawk Road and Airway Blvd (APN 904-11-3) comprised of approximately 1.2 acres, as depicted in Exhibit A.

B. Developer desires to develop Property as a gas station, convenience store, fast food restaurant, car wash or other approved uses.

C. To facilitate development of the Property, City is willing to enter into this Agreement to allow Developer sufficient time to engage in good faith efforts with the goal of entitling the Property with necessary discretionary and ministerial permits and approvals towards developing the Property under the structure of a long-term ground lease.

D. Developer acknowledges and agrees that this Agreement in itself does not grant the Developer the right to develop the project.

NOW, THEREFORE, in consideration of the mutual covenants and promises contained herein and for other valuable consideration, the receipt and sufficiency of which is acknowledged, the parties mutually agree as follows:

1. City grants Developer the exclusive right to negotiate with City for a ground lease agreement to develop the Property for the term of this Agreement, as set forth in Section 2 below. During the term of this Agreement, City and Developer shall negotiate in good faith and City shall not negotiate with any entity, other than Developer, regarding development of the Property, or solicit or entertain bids or proposals to do so.

2. The term of this Agreement shall be for 12 months from the Effective Date.

The Agreement may be extended, in writing by mutual consent of the parties, for one additional 12-month period, provided Developer has made good faith efforts towards entitlement of the property as agreed to by the City Manager. Nothing herein shall obligate either party to agree to such extension.

The City may terminate this Agreement as provided in Section 8 if the Developer fails to negotiate in good faith.

3. This Agreement shall not obligate the City to lease, nor obligate Developer to lease and develop, the Property. By execution of this Agreement, the City is not DocuSign Envelope ID: 404CA804-17CA-4571-A201-7460DA376754

EXHIBIT A
60 committing itself to or agreeing to undertake the leasing of land or any acts or activities requiring the subsequent independent exercise of discretion by the City or any agency or department thereof. Execution of this Agreement by City is merely an agreement to conduct a period of exclusive negotiations in accordance with the terms hereof, reserving for subsequent City Council action the final discretion of ultimate leasing and development approvals for the Property, and all proceedings and decisions in connection therewith. Developer acknowledges that this Agreement provides no assurances of approvals.

4. Developer agrees to pay City all applicable development application fees and to reimburse the City for staff time at the City adopted hourly rates if deemed necessary and at the sole discretion of the City. If during the term of this Agreement, City requires the assistance of outside consultants, City will provide Developer with an estimate of costs prior to engaging any third-party consultants for Developer's review and approval.

Developer's refusal to approve the costs may be cause for City to terminate this Agreement. Notwithstanding the language in this Section of the Agreement, Developer may engage their own professional consultants in order to prepare the required technical reports and studies necessary for the any City department and City Council to review and approve any ground lease and development application for the project at the Property. City reserves the right to approve in advance any professional consultant to be engaged by Developer. City approvals shall not be unreasonably withheld.

5. It is expressly understood and agreed by the parties that no liens or other encumbrance shall be filed against the Property with respect to this Agreement or any dispute or act arising from it.

6. All notices required or authorized by this Agreement shall be in writing and shall be delivered in person or by deposit in the United States mail, postage prepaid.

Any mailed notice, demand, request, consent, approval or communication that either party desires to give the other party shall be addressed to the other party at the address set forth below. Either party may change its address by notifying the other party of the change of address. Any notice sent by mail in the manner prescribed by this paragraph shall be deemed to have been received on the date noted on the return receipt or five days following the date of deposit, whichever is earlier.

CITY DEVELOPER
Airport Manager Livermore Petroleum Co. LLC
Livermore Municipal Airport Attn: Edgar Rizkallah
680 Terminal Circle 2605 Camino Tassajara #1582
Livermore CA 94551 Danville CA 94526
Diamondpetroleum1@yahoo
com

7. Both Parties agree to treat all confidential information disclosed by the other Party, either directly or indirectly, in writing, orally, electronically or by inspection of tangible objects (including without limitation documents, business plans, financial projections, Intellectual property), as strictly private and confidential, and take all steps DocuSign Envelope ID: 404CA804-17CA-4571-A201-7460DA376754

EXHIBIT A
61 necessary to preserve such confidentiality, subject to any legal requirements of disclosure. City will work with Developer to maintain the confidentiality of proprietary information subject to the requirements imposed on the City by the Public Records Act (Government Code Section 6250 et seq.). Developer expressly acknowledges that the City is subject to the California Public Records Act (“Act”), which only allows certain records to be withheld from production. If Developer believes any documents or information it provides the City is privileged, Developer shall identify it and the corresponding exemption or privilege that justifies exempting the document or information from disclosure under the Act. In the event a third party requests the City produce the designated document or information pursuant to the Act, as soon as practical (but not later than five (5) calendar days) after receipt of such request, City shall notify Developer and advise whether the City believes that there is a reasonable possibility that the materials may not be exempt from disclosure. Also, within ten (10) calendar days of a third party's request, the Developer shall either (i) authorize the City to release the documents or information sought; or (ii) if the Developer reasonably believes that the documents or information are exempt from disclosure, it shall immediately seek a protective order and advise the City not to release the materials until a court of competent jurisdiction decides the issue. The Developer agrees to defend and indemnify the City, its elected officials, officers, agents, employees, and designated volunteers for any and all claims, demands, costs, damages, or liability, including reasonable attorney's fees, that arise out of, or pertain to, or relate to any documents or information withheld by the City based upon the Developer's designation or request. Developer's obligation to defend and indemnify the City shall survive any termination of this Agreement.

Developer acknowledges that City may share information provided by Developer of a financial and potential proprietary nature with third party consultants who have been contractually engaged to advise City concerning matters related to this Agreement and to City Council members as part of the negotiation and decision making process. If any litigation is filed seeking to make public any information Developer submitted to City in confidence, Developer shall have ten (10) days to either consent to disclosure and release of the purportedly confidential information or to agree to reimburse City for all costs and expenses incurred by City in defending such litigation, including all costs and attorney's fees awarded to the plaintiff in any such litigation.

8. Failure by the Developer to negotiate in good faith shall constitute an event of default hereunder. The City shall give written notice of a default to the Developer, specifying the nature of the default and required action to cure the default. If a default remains uncured ten (10) days after receipt of such notice, the City's sole remedy shall be to terminate this Agreement and neither party shall have any further right, remedy, or obligation under this Agreement.

Except as expressly provided herein, neither party shall have any liability to the other for damages or otherwise for any default, nor shall either party have any other claims with respect to performance under this Agreement. Each party specifically waives and releases any such rights or claims they may otherwise have at law or in equity.

DocuSign Envelope ID: 404CA804-17CA-4571-A201-7460DA376754

EXHIBIT A
62 9. The interpretation, validity, and enforcement of this Agreement shall be governed and interpreted in accordance with the laws of the State of California. Any suit, claim, or legal proceeding of any kind related to this Agreement shall be flied and heard in a court of competent jurisdiction in the County of Alameda.

10. This Agreement constitutes the entire agreement of the parties regarding the subject matters of this Agreement. This Agreement may not be modified orally or in any manner other than by an agreement in writing signed by both parties.

11. This Agreement, and any portion thereof, shall not be assigned or transferred, nor shall any of Developer's duties be delegated without the written consent of City. Any attempt to assign or delegate this Agreement without the written consent of the City shall be void and of no force or effect. A consent by City to one assignment shall not be deemed to be a consent to any subsequent assignment.

12. This Agreement is made and entered into solely for the benefit of City and Developer and no other person shall have any right of action under or by reason of this Agreement.

13. This Agreement may be executed in counterparts, each of which shall be deemed an original but all of which together shall constitute one and the same agreement.

IN WITNESS WHEREOF, this Agreement was executed by the parties hereto as of the date first above written.

CITY OF LIVERMORE:
_______________________
Marianna Marysheva,
City Manager
DEVELOPER:
____________________
Edgar Rizkallah, President and CEO
Livermore Petroleum Co. LLC
APPROVED AS TO FORM:
________________________
Deputy/Assistant/City Attorney
DocuSign Envelope ID: 404CA804-17CA-4571-A201-7460DA376754

EXHIBIT A
63 CITY COUNCIL STAFF REPORT ITEM NO. 5.5
DATE: December 11, 2023
TO: Honorable Mayor and City Council
FROM: Paul Spence, Community Development Director
SUBJECT: Resolution of Intention to form Community Facilities District 2023-2 (Arroyo Vista Maintenance and Services) located on the east and west side of the Arroyo Seco Channel along Las Positas Road pursuant to the Mello-Roos Community Facilities Act of 1982.

RECOMMENDED ACTION
Staff recommends the City Council take the following actions:

1. Accept the petition from the property owner requesting initiation of formation of City of Livermore Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) (the "CFD") located on the east and west side of the Arroyo Seco Channel along Las Positas Road to finance certain ongoing maintenance services, and waiving the otherwise-applicable election time periods; and

2. Adopt a resolution of intention to form the CFD and call for a public hearing on January 22, 2024, to consider formation of the CFD.

SUMMARY
To meet the conditions of approval for Tentative Tract 8379, located on the east and west side of the Arroyo Seco Channel along Las Positas Road, the property owner, TH Arroyo Vista LLC has submitted a signed petition and consents to the formation of Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) (the "CFD").

Under the Mello-Roos Act of 1982, a Resolution of Intention must be adopted establishing the hearing date for district formation. The Resolution of Intention describes the operation and maintenance services proposed to be included in the CFD and describes the rate and method of apportionment of the special tax rate to be levied (the "Rate and Method") in the CFD. The resolution also establishes the public hearing date, which must be held between 30 and 60 days after the date of the resolution. The public hearing allows for public protest of the formation of the district and allows the Council to count ballots from the landowner election. If the election is successful and the Council chooses, they may adopt a Resolution of Formation to form the district. An ordinance must then be adopted levying the special tax in 64 perpetuity in the CFD. The ordinance authorizes the City Manager to levy the special taxes each year based upon the Rate and Method.

With the formation of the CFD, the residential units within Tentative Tract 8379 will provide their pro-rata share of maintenance funds for the Arroyo Vista Neighborhood Plan infrastructure and amenities. The maximum annual operation and maintenance costs for the Arroyo Vista Maintenance and Services public amenities in the CFD is estimated at $183,279 in 2023 dollars to be spread over 435 residential units in Tract 8379 and Tract 8689 (both included in Vesting Tentative Tract Map 8379). This estimate establishes the Max Cap of the annual assessment for the CFD and will be adjusted annually on July 1, based upon the prior calendar year's change in the Consumer Price Index - All Urban Consumers (San Francisco-Oakland-San Jose, CA) plus one percent (CPI +1%).

DISCUSSION
Development projects with new public amenities such as trails, landscaping, and other public infrastructure are required, through conditions of approval, to provide for the long-term maintenance of the new infrastructure.

The Arroyo Vista residential development Tract 8379 and Tract 8689, located on the east and west side of the Arroyo Seco Channel along Las Positas Road, was conditioned to form a maintenance district to finance the maintenance and operation of the new Arroyo Seco Trail (between Las Positas Road and Arroyo Vista) and the public landscaping along Las Positas Road. In addition, the CFD will also have a contingency item that would collect funding for the future long-term repair and replacement costs of the pedestrian bridge that connects the two phases of the project over the Arroyo Seco Channel upon completion of construction of the bridge. The owners of the project have elected to form Community Facilities District 2023-2 (Arroyo Vista Maintenance and Services) pursuant to the Mello-Roos Act. The boundary of CFD 2023-2 is shown in Attachment 1.

Cost for administration of the CFD maintenance items, as well as Alameda County's collection of the special taxes, will also be funded by the CFD and are further defined in the description of services attached to the Resolution of Intention.

PROCEDURE - INTENT TO FORM
The City of Livermore (City)'s consultant, NBS, has prepared the proposed boundary map and the Rate and Method for the CFD. The law firm of Jones Hall has prepared the legal documents associated with the CFD formation. Staff has reviewed the proposed Boundary Map, Rate and Method and legal documents, pursuant to which the City will levy special taxes in the CFD to pay the services described above.

Staff recommends the City Council use the following process to form the CFD:

December 11, 2023 - The City Council receives the executed petition from the landowner/developer in the proposed CFD; petition asks the City Council to establish the CFD and waives the time requirements and certain procedures otherwise applicable to the special tax election.

December 11, 2023 - The City Council adopts the Resolution of Intention to establish the CFD. The Resolution of Intention will set the date, time, and place of the public hearing, direct the City Clerk to 65 record the boundary map for the CFD and direct the City Engineer to prepare a report (Community Facilities District Report) that describes the services that will be required to adequately meet the needs of the CFD and estimates the fair and reasonable cost of the services and incidental expenses related to the services, and all other related costs.

Following adoption of the Resolution of Intention, the Community Facilities District Report will be available for public review at City Hall and on the City’s website. A Public Hearing Notice will be published in a local newspaper a minimum of 7 days prior to the City Council public hearing on January 22, 2024.

January 22, 2024 - The City Council holds a public hearing and adopts a Resolution of Formation, which forms the CFD.

The City Clerk conducts an election of the qualified landowner electors in the CFD (mailed ballots will be mailed to the landowner electors approximately 2 weeks before the election and will be received by the City Clerk prior to the public hearing). Each landowner elector will have one vote for each acre or portion of an acre of land that they own within the CFD. If two-thirds of the votes cast at the election are in favor of levying the special tax, then the election will be successful.

Following the election, the City Council will adopt a resolution declaring the results of the election and directing recordation of a notice of special tax lien, and it will undertake the first reading of an ordinance levying special taxes in the CFD.

February 12, 2024 – The City Council adopts an ordinance levying the special tax in perpetuity in the CFD.

August 10, 2024 – Deadline to file the special tax with Alameda County for FY 2024-25.

FISCAL AND ADMINISTRATIVE IMPACTS
The City will administer the CFD on an annual basis and will budget for, and manage, the necessary maintenance, operation, and administration. All related expenditures will be paid by the CFD. The estimated annual cost for maintaining all the items in the Description of Services for the CFD is approximately $183,279.

The FY 2024-25 Special Tax Requirement Maximum Cap is estimated at $183,279, an average of $443 per residential unit. The maximum cap will escalate on July 1, 2024, and annually each July 1 thereafter, based upon the prior calendar year’s change in the Consumer Price Index (CPI)– All Urban Consumers (San Francisco-Oakland- San Jose, CA) plus one percent (CPI + 1%).

COMMUNITY PILLAR
1: A Safe Community That Thrives
GOAL
Goal 9: Facilitate new development consistent with the City's General Plan

ATTACHMENTS
66 1. CFD 2023-2 (Arroyo Vista Maintenance and Services)-Boundary Map

2. Landowner Petition

3. Resolution

4. Exhibit A - Description of Services

5. Exhibit B - Rate and Method of Apportionment for Special Tax Prepared by: Farnoush Levers
Senior Civil Engineer
Approved by:
____________________________________
Marianna Marysheva
City Manager
Fiscal Review by:
____________________________________
Tina Olson
Administrative Services Director
67 ATTACHMENT 1

68 ATTACHMENT 2 Page 1 of 8
69 ATTACHMENT 2 Page 2 of 8
70 ATTACHMENT 2 Page 3 of 8
71 ATTACHMENT 2 Page 4 of 8
72 ATTACHMENT 2 Page 5 of 8
73 ATTACHMENT 2 Page 6 of 8
74 ATTACHMENT 2 Page 7 of 8
75 ATTACHMENT 2 Page 8 of 8
76 IN THE CITY COUNCIL OF THE CITY OF LIVERMORE, CALIFORNIA

A RESOLUTION OF INTENTION TO ESTABLISH A

COMMUNITY FACILITIES DISTRICT
Under the Mello-Roos Community Facilities Act of 1982, Chapter 2.5 of Part 1 of Division 2 of Title 5, commencing at Section 53311, of the California Government Code (the “Act”), this Council is authorized to establish a community facilities district and to act as its legislative body.

The Livermore City Council, having received petitions from the owner(s) of not less than 10% of the area of land proposed to be included in the proposed community facilities district, now desires to proceed with the establishment of such community facilities district to finance costs of certain services required to meet the demands of development of lands in the City of Livermore.

NOW, THEREFORE, BE IT RESOLVED by the City Council (the “Council”) of the City of Livermore (the “City”) that:

1. Authority. This Council proposes to conduct proceedings to establish a community facilities district pursuant to the Act.

2. Name of CFD. The name proposed for the community facilities district is "City of Livermore Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services)" (the “CFD”).

3. Boundaries Described. The proposed boundaries of the CFD are as shown on the map on file with the City Clerk, which is hereby preliminarily approved and to which reference is hereby made for further particulars. The City Clerk is hereby directed to record, or cause to be recorded, the map of the boundaries of the CFD in the office of the County Recorder within 15 days of the date of adoption of this Resolution.

4. Services. The type of services proposed to be financed by the CFD pursuant to the Act shall consist of those listed in Exhibit A, attached hereto, and hereby incorporated herein (the “Services”). The Council hereby determines that the Services are necessary to meet increased demands for such services placed upon local agencies as the result of development occurring within the area of the CFD. The Services are in addition to those provided in the territory of the CFD as of the date hereof and will not supplant services already available within the territory of the CFD as of the date hereof.

5. Special Tax. Except to the extent that funds are otherwise available to the CFD to pay for the Services, one or more special taxes (the “Special Tax”) sufficient to pay the costs thereof, secured by recordation of a continuing lien against all non-exempt real property in the CFD, will be levied annually within the CFD, and collected in the same manner as ordinary ad valorem property taxes, or in such other manner as this Council or its designee shall determine, including direct billing of the affected property owners. The proposed rate and method of 77 apportionment of the Special Tax (the “Rate and Method”) among the parcels of real property within the CFD in sufficient detail to allow each landowner within the proposed CFD to estimate the maximum amount such owner will have to pay, are described in Exhibit B, attached hereto, and hereby incorporated herein. This Council hereby finds that the provisions of Section 53313.6, 53313.7 and 53313.9 of the Act (relating to adjustments to ad valorem property taxes and schools financed by a community facilities district) are inapplicable to the proposed CFD.

6. Exempt Property. Except as may otherwise be provided by law or by the Rate and Method, all lands owned by any public entity, including the United States, the State of California, the County or the City, or any departments or political subdivisions thereof, shall be omitted from the levy of the Special Tax to be made to cover the costs and expenses of the Services and the CFD. In addition, properties in the CFD shall be exempt from the Special Tax to the extent required by the Act. If any portion of the property within the CFD becomes for any reason exempt, wholly or in part, from the levy of the Special Tax, this Council will, on behalf of the CFD, increase the levy to the extent necessary upon the remaining property within the CFD that is not exempt in order to yield the annual expenses of the CFD, if any, subject to the provisions of the rate and method of apportionment of the Special Tax.

7. Election. The levy of the Special Tax in the CFD shall be subject to the approval of the qualified electors of the CFD at a special election. The proposed voting procedure shall be by a mailed or hand-delivered ballot among the landowners in the proposed CFD, with each owner having one vote for each acre or portion of an acre such owner owns in the CFD, not exempt from the Special Tax.

8. CFD Report. The City Engineer (or deputy or designee thereof) is hereby directed to study the proposed Services and to make, or cause to be made, and file with the City Clerk, a report in writing (the “CFD Report”), which shall be a part of the record of the public hearing hereinafter specified and which shall present the following:
(a) A description of the Services that will be required to adequately meet the needs of the CFD.
(b) An estimate of the fair and reasonable cost of the Services and incidental expenses in connection therewith, and all other related costs.

9. Public Hearing. This Council hereby appoints and fixes January 22, 2024, at 7:00 p.m. or as soon as possible thereafter, in the City Council Chambers, 1016 S. Livermore Avenue, Livermore, California, as the time and place when and where this Council, as legislative body for the CFD, will conduct a public hearing on the establishment of the CFD and consider and finally determine whether the public interest, convenience and necessity require the formation of the CFD and the levy of the Special Tax.

10. Notice of Hearing. The City Clerk is hereby directed to cause notice of the public hearing to be given by publication one time in a newspaper published in the area of the CFD. The publication shall be completed at least 7 days before the date of the public hearing specified above.
78 The notice of the public hearing shall be substantially in the form specified in Section 53322 of the Act, with the form summarizing the provisions hereof hereby specifically approved.

11. Appointment of Legal Counsel; Special Tax Consultant. The City Council hereby appoints (i) Jones Hall, A Professional Law Corporation, as legal counsel to the City in connection with formation of the CFD and (ii) NBS as special tax consultant to the City in connection with formation of the CFD. The Director of Administrative Services is hereby authorized to execute a retainer agreement with NBS and the City Attorney is hereby authorized to execute a legal services agreement with Jones Hall, each in substantially the form and substance of the agreement on file with the City Clerk.

12. Effective Date. This resolution shall take effect upon its adoption.

On motion of Council Member ____________, seconded by Council Member _______________, the foregoing resolution was passed and adopted on December 11, 2023, by the following vote:

AYES: COUNCIL MEMBERS:

NOES: COUNCIL MEMBERS:

ABSENT: COUNCIL MEMBERS:

ABSTAIN: COUNCIL MEMBERS:

ATTEST:

Marie Weber
Deputy City Manager/City Clerk
APPROVED AS TO FORM:
/s/ Tara Mazzanti ____
Tara Mazzanti
Assistant City Attorney
Exhibit A – Description of Services
Exhibit B - Rate and Method of Apportionment for Special Tax 79 Exhibit A

EXHIBIT A

CITY OF LIVERMORE
Community Facilities District No. 2023-2
(Arroyo Vista Maintenance and Services)

DESCRIPTION OF SERVICES
Special Taxes collected in the CFD will fund, in whole or in part, the services listed below. Services may be performed inside the CFD and outside the CFD if the City has concluded that such services would benefit properties in the CFD.

A. SERVICES TO BE FINANCED BY THE ANNUAL SERVICES SPECIAL TAX:

1. Trail Improvement Services
Trail Improvement Services include the maintenance, operation and repair and replacement of the Arroyo Seco Trail between Las Positas Road and Arroyo Vista Road.

Trail Improvement Services also include trash pickup, weed control, and flood and storm protection services. The costs of Trail Improvement Services include any associated electricity, water, and other utility costs. Trail Improvements include, but are not limited to, maintenance, operation, repair and replacement of storm drain system (including pipe, catch basins and manholes), permeable swale, rip rap, pavement restoration and rehabilitation, sidewalks, curbs and gutters, driveways to adjacent roadways, bollards, gates, signage and monuments.

2. Landscape Improvements along Las Positas Road (Tract 8379) Services Landscape Improvements along Las Positas Road (Tract 8379) Services include maintenance, operation and repair and replacement of the public landscaping and storm drain improvements that wrap around Tract 8379 along Las Positas Road. Landscape Improvements along Las Positas Road (Tract 8379) Services include, but are not limited to, landscaping and irrigation, maintenance, operation and repair and replacement of sidewalks, curb and gutter, fencing and public storm drain system (including pipe, catch basins and manholes). Landscape Improvements along Las Positas Road (Tract 8379) Services also include trash pickup and weed control. The costs of Landscape Improvements along Las Positas Road (Tract 8379) Services include any associated electricity, water and other utility costs.

3. Landscape Improvements along Las Positas Road (Tract 8689) Services Landscape Improvements along Las Positas Road (Tract 8689) Services include maintenance, operation and repair and replacement of the public landscaping and storm drain improvements along the southern entrance to Tract 8689 along Las Positas Road.

Landscape Improvements along Las Positas Road (Tract 8689) Services include, but are not limited to, landscaping and irrigation, maintenance, operation and repair and replacement of sidewalks, curb and gutter, fencing and public storm drain system (including pipe, catch basins and manholes). Neighborhood Park Landscape Improvement Services also include cleaning and removal of graffiti, trash pickup and weed control. The costs of Neighborhood Park Landscape Improvement Services include any EXHIBIT A Page 1 of 4
80 Exhibit A

associated electricity, water and other utility costs. The costs of removing graffiti include the acquisition, use and removal of cleaning chemicals and or paint used as part of the required graffiti removal process.

B. SERVICES TO BE FINANCED BY THE ANNUAL CONTINGENT BRIDGE REPAIR/REPLACEMENT SERVICES SPECIAL TAX:

The Annual Contingent Bridge Repair/Replacement Services Special Tax will pay for the following services:

1. Annual Contingent Bridge Repair/Replacement Services The Annual Contingent Bridge Repair/Replacement Services include all costs associated with the maintenance, repair and replacement of the private pedestrian bridge across the Arroyo Seco between Tract 8379 and Tract 8689, including the bridge itself, adjacent elevators, any structural components attached to the bridge, any infrastructure required to access the bridge, and any other infrastructure or improvements related to the bridge (collectively, the “Bridge Improvements”). Annual Contingent Bridge Repair/Replacement Services include, but are not limited to, preventative maintenance activities, demolition, reconstruction costs (including design, administrative and construction costs), and any required environmental studying, monitoring and reporting activities, in all cases related to the Bridge Improvements. The costs included in this paragraph are intended to constitute capital expenditures that increase the assets’ useful life.

Annual Contingent Bridge Repair/Replacement Special Taxes will be set aside in a reserve to fund replacement from time to time of the Bridge Improvements at the end of their useful lives.

The Bridge Improvements are being constructed on property owned by Alameda County Flood Control and Water Conservation District, Zone 7 (“Zone 7”). The Annual Contingent Bridge Repair/Replacement Services are necessary to operate and maintain the Bridge Improvements in accordance with the aerial easement granted to the City by Zone 7.

The City will ensure that, as long as the City is financing the Annual Contingent Bridge Repair/Replacement Services, the public will have access to the Bridge Improvements.

C. SERVICES TO BE FINANCED BY THE ANNUAL CONTINGENT BRIDGE OPERATION/MAINTENANCE SERVICES SPECIAL TAX:

The Annual Contingent Bridge Operation/Maintenance Services Special Tax will pay for the following services:

1. Annual Contingent Bridge Operation/Maintenance Services Annual Contingent Bridge Operation/Maintenance Services include routine maintenance and operation of the Bridge Improvements. Annual Contingent Bridge Operation/Maintenance Services include, but are not limited to, trimming of vegetation and debris removal, repair to bridge deck, bridge rails, stairways, lighting, signage, painting, EXHIBIT A Page 2 of 4
81 Exhibit A

elevator maintenance and inspection, graffiti removal and trash pickup. The costs of Annual Contingent Bridge Operation/Maintenance Services include any associated electricity, water and other utility costs. The services include acquisition, use and disposal of hydraulic fluid required to lift the elevators and any required cleaning chemicals and petroleum-based lubricants for keeping the elevator equipment and motors clean and operational, and any graffiti removal cleaning chemicals and or paint used as part of the required graffiti removal process. The costs included in this paragraph are routine expenses incurred to ensure the functional and safe working condition of the assets.

The Bridge Improvements are being constructed on property owned by Zone 7. The Annual Contingent Bridge Operation/Maintenance Services are necessary to operate and maintain the Bridge Improvements in accordance with the aerial easement granted to the City by Zone 7.

The City will ensure that, as long as the City is financing the Annual Contingent Bridge Operation/Maintenance Services, the public will have access to the Bridge Improvements.

D. MISCELLANEOUS ITEMS RELATED TO THE SERVICES TO BE FINANCED BY THE

ANNUAL SERVICES SPECIAL TAX, THE ANNUAL CONTINGENT BRIDGE

REPAIR/REPLACEMENT SERVICES SPECIAL TAX AND THE ANNUAL CONTINGENT

BRIDGE OPERATION/MAINTENANCE SERVICES SPECIAL TAX

1. Flood and Storm Protection Services.

Flood and Storm Protection Services include the operation and maintenance of storm drainage systems.

2. Definitions
a. “Services” has the meaning given that term in the Mello-Roos Community Facilities Act of 1982, as amended (the “Act”).
b. “Maintenance” has the meaning given that term in the Act, and includes, but is not limited to, servicing, repair and removal.

3. Special Taxes may be used to fund operating reserves and capital reserves.

The Annual Services Special Tax, the Annual Contingent Bridge Repair/Replacement Services Special Tax and the Annual Contingent Bridge Operation/Maintenance Services Special Tax may be used to fund operating reserves and capital reserves. The Annual Services Special Tax, the Annual Contingent Bridge Repair/Replacement Services Special Tax and the Annual Contingent Bridge Operation/Maintenance Services Special Tax may be used to fund “costs” and “incidental expenses” related to the eligible services as those terms are defined in the Act.

4. Curing Delinquencies. The Annual Services Special Tax, the Annual Contingent Bridge Repair/Replacement Services Special Tax and the Annual Contingent Bridge EXHIBIT A Page 3 of 4
82 Exhibit A

Operation/Maintenance Services Special Tax may be levied to cure actual or estimated delinquencies in such special taxes for the current or previous fiscal years.

5. Performance of Services. The services financed by the Annual Services Special Tax, the Annual Contingent Bridge Repair/Replacement Services Special Tax and the Annual Contingent Bridge Operation/Maintenance Services Special Tax may be performed by the City, or the City may engage a third party (including any owner of property in the CFD or a property owners’ association) by contract to perform the services.

6. Maintenance and Operation of Other Property.

Maintenance and operation of any real property or other tangible property with an estimated useful life of five or more years that is owned by the City or by another local agency pursuant to an agreement entered into under Section 53316.2.

7. Additional Services; No Supplanting.

The services shall be in addition to those provided in the territory of the CFD before the CFD was created, and the additional services shall not supplant services already available within that territory when the CFD was created.

8. Administrative Expenses
The CFD will also finance the expenses incurred by the CFD in administering the CFD, including, but not limited to, the levy and collection of the Annual Services Special Tax, the Annual Contingent Bridge Repair/Replacement Services Special Tax and the Annual Contingent Bridge Operation/Maintenance Services Special Tax, the fees and expenses of its legal counsel, costs related to annexing property into the CFD, charges levied by the County of Alameda in connection with the levy and collection of the Annual Services Special Tax, the Annual Contingent Bridge Repair/Replacement Services Special Tax and the Annual Contingent Bridge Operation/Maintenance Services Special Tax, costs related to property owner inquiries regarding the Annual Services Special Tax, the Annual Contingent Bridge Repair/Replacement Services Special Tax and the Annual Contingent Bridge Operation/Maintenance Services Special Tax, costs associated with appeals or requests for interpretation associated with the Annual Services Special Tax, the Annual Contingent Bridge Repair/Replacement Services Special Tax and the Annual Contingent Bridge Operation/Maintenance Services Special Tax and the Rate and Method, costs associated with foreclosure and collection of delinquent Annual Services Special Tax, the Annual Contingent Bridge Repair/Replacement Services Special Tax and the Annual Contingent Bridge Operation/Maintenance Services Special Tax and all other costs and expenses of the City and County in any way related to the establishment or administration of the CFD.

EXHIBIT A Page 4 of 4
83 City of Livermore
Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) Page 1

RATE AND METHOD OF APPORTIONMENT

FOR CITY OF LIVERMORE
COMMUNITY FACILITIES DISTRICT NO. 2023-2
(ARROYO VISTA MAINTENANCE AND SERVICES)
The Special Tax, as hereinafter defined, shall be levied and collected in City of Livermore Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) (“CFD No. 2023-2”) each Fiscal Year commencing in Fiscal Year 2024-25, in an amount determined by the application of the procedures below.

All Taxable Property, as hereinafter defined, unless exempted by law or by the provisions hereof, shall be taxed for the purposes, to the extent and in the manner herein provided.

A. DEFINITIONS
The terms hereinafter set forth have the following meaning:
“Accessory Dwelling Unit” or “ADU” means all Assessor’s Parcels of Residential Property for which a building permit(s) has been issued for an “Accessory Dwelling Unit” as defined in California Government Code Section 65852.2(j)(1), as may be amended from time to time, which is accessory to a primary Unit. The ADU may be located on the same Assessor’s Parcel as the primary Unit that is the primary Unit or on a separate Assessor’s Parcel. For purposes of clarification, where an ADU and primary Unit are on the same Assessor’s Parcel, the ADU located on such Assessor’s Parcel is considered a separate Unit from the primary Unit on such Assessor’s Parcel for purposes of the Special Tax. Should an Assessor’s Parcel contain only an ADU, such Assessor’s Parcel will be taxed as an ADU Unit only.
“Acre or Acreage” means the land area of an Assessor’s Parcel as shown on an Assessor’s Parcel Map or in the Assessor’s Data for each Assessor’s Parcel. In the event the Assessor’s Parcel Map or Assessor’s Data shows no Acreage, the Acreage for any Assessor’s Parcel shall be determined by the CFD Administrator based upon the applicable final map, parcel map, condominium plan, or other recorded County parcel map. If the preceding maps are not available, the Acreage of an Assessor’s Parcel may be determined utilizing GIS.
“Act” means the Mello-Roos Community Facilities Act of 1982, as amended, being Chapter 2.5, Division 2 of Title 5 of the Government Code of the State. “Administrative Expenses” means the actual or reasonably estimated costs directly related to the administration of CFD No. 2023-2 including, but not limited to, the following: the costs of computing the Annual Special Tax Requirement and of preparing the Special Tax collection schedules; the costs of collecting the Special Tax, including any charges levied by the County Auditor’s Office, Tax Collector’s Office or Treasurer’s Office; the costs of the City or designee in complying with the disclosure requirements of the California Government Code (including the Act), including public inquiries regarding the Special Tax; the costs of the City or designee related to an appeal of the Special Tax; and the costs of commencing and pursuing to completion any action arising from any delinquent Special Tax in CFD No. 2023-2. Administrative Expenses shall also include amounts estimated or advanced by the City or CFD No. 2023-2 for any other administrative purposes, including, but not limited to, attorney’s fees.

EXHIBIT B Page 1 of 15
84 City of Livermore
Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) Page 2 “Annual Contingent Bridge Operation/Maintenance Services” means those items listed in “Exhibit A” to the Resolution of Formation that are described as being financed by the Annual Contingent Bridge Operation/Maintenance Services Special Tax.
“Annual Contingent Bridge Operation/Maintenance Services Costs” means the respective amounts determined by the CFD Administrator required to finance the Annual Contingent Bridge Operation/Maintenance Services for the applicable yearly period. “Annual Contingent Bridge Operation/Maintenance Services Special Tax” means the amount levied in each Fiscal Year on each Assessor’s Parcel of Taxable Property to fund the Annual Contingent Bridge Operation/Maintenance Services Special Tax Requirement. “Annual Contingent Bridge Operation/Maintenance Services Special Tax Requirement” means that amount with respect to CFD No. 2023-2 determined by the City Council or designee as required in any Fiscal Year to pay: (1) the Administrative Expenses, (2) the Annual Contingent Bridge Operation/Maintenance Services Costs, including any amount required to establish or replenish any reserve or replacement fund, and (3) any reasonably anticipated delinquent Special Tax based on the delinquency rate for any Special Tax levied in the previous Fiscal Year. “Annual Contingent Bridge Repair/Replacement Services” means those items listed in “Exhibit A” to the Resolution of Formation that are described as being financed by the Annual Contingent Bridge Repair/Replacement Services Special Tax.
“Annual Contingent Bridge Repair/Replacement Services Costs” means the respective amounts determined by the CFD Administrator required to finance the Annual Contingent Bridge Repair/Replacement Services for the applicable yearly period. “Annual Contingent Bridge Repair/Replacement Services Special Tax” means the amount levied in each Fiscal Year on each Assessor’s Parcel of Taxable Property to fund the Annual Contingent Bridge Repair/Replacement Services Special Tax Requirement.
“Annual Contingent Bridge Repair/Replacement Services Special Tax Requirement” means that amount with respect to CFD No. 2023-2 determined by the City Council or designee as required in any Fiscal Year to pay: (1) the Administrative Expenses, (2) the Annual Contingent Bridge Repair/Replacement Services Costs, including any amount required to establish or replenish any reserve or replacement fund, and (3) any reasonably anticipated delinquent Special Tax based on the delinquency rate for any Special Tax levied in the previous Fiscal Year. “Annual Services” means those items listed in “Exhibit A” to the Resolution of Formation that are described as being financed by the Annual Services Special Tax. “Annual Services Costs” means the respective amounts determined by the CFD Administrator required to finance the Annual Services authorized to be funded by CFD No. 2023-2 for the applicable yearly period.
“Annual Services Special Tax” means the amount levied in each Fiscal Year on each Assessor’s Parcel of Taxable Property to fund the Annual Services Special Tax Requirement.

EXHIBIT B Page 2 of 15
85 City of Livermore
Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) Page 3 “Annual Services Special Tax Requirement” means that amount with respect to CFD No. 2023-2 determined by the City Council or designee as required in any Fiscal Year to pay: (1) the Administrative Expenses, (2) the Annual Services Costs, including any amount required to establish or replenish any reserve or replacement fund, and (3) any reasonably anticipated delinquent Special Tax based on the delinquency rate for any Special Tax levied in the previous Fiscal Year. “Assessor’s Data” means Assessor’s Parcel Number, Units, Building Square Feet, Acreage, or other information contained in the records of the County Assessor for each Assessor’s Parcel. “Assessor’s Parcel” or “Parcel” means a lot or parcel shown in an Assessor’s Parcel Map and/or Assessor’s Data with an assigned Assessor’s Parcel Number. “Assessor’s Parcel Map” means an official map of the Assessor of the County designating parcels by Assessor’s Parcel Number.
“Assessor’s Parcel Number” means, with respect to an Assessor’s Parcel, that number assigned to such Assessor’s Parcel by the County Assessor for purposes of identification. “Bedroom” means a habitable room intended to be used as sleeping quarters, but does not include a bathroom, living room, dining room, or kitchen.
“Building Square Feet” or “BSF” means all of the square footage within the perimeter of a structure, not including any carport, walkway, garage, overhang, patio, enclosed patio, or similar area. The determination of Building Square Feet shall be made by reference to the Assessor’s Data.

If the Assessor’s Data does not show Building Square Feet, building permit(s) issued for such structure, or other records of the City shall be used, as determined by the CFD Administrator. “CFD Administrator” means an official of the City, or designee thereof, responsible for determining the Annual Special Tax Requirement and providing for the levy and collection of the Special Taxes. “CFD No. 2023-2” means the City of Livermore Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services).
“City” means the City of Livermore.
“City Council” means the City Council of the City, acting as the legislative body of CFD No. 2023-2. “County” means the County of Alameda.
“County Assessor” means the County Assessor of the County. “Developed Property” means, in any Fiscal Year, all Taxable Property in CFD No. 2023-2 for which a building permit for new construction was issued by the City on or before June 30 of the preceding Fiscal Year.
“Exempt Property” means all Assessors’ Parcels within the boundary of CFD No. 2023-2 which are exempt from the Special Tax pursuant to Section E.
“Final Map Property” means, in any Fiscal Year, all Taxable Property in CFD No. 2023-2 for which a Final Subdivision Map was approved by the City Council on or before June 30 of the preceding Fiscal Year.

EXHIBIT B Page 3 of 15
86 City of Livermore
Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) Page 4 "Final Subdivision Map" means a subdivision of property created by recordation of a final subdivision map, parcel map or lot line adjustment, approved by the City pursuant to the Subdivision Map Act (California Government Code Section 66410 et seq.) or recordation of a condominium plan pursuant to California Civil Code 4120, that creates individual lots for which residential building permits may be issued without further subdivision of such property. “Fiscal Year” means the period starting July 1 and ending on the following June 30. “GIS” means a geographic information system.
“Initiative #1935” means initiative constitutional amendment 1935 which is eligible for the November 5, 2024, general election ballot and will be certified as qualified unless withdrawn by the proponent prior to June 27, 2024.
“Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax” means the maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax authorized to fund the Annual Contingent Bridge Operation/Maintenance Services Special Tax Requirement in any Fiscal Year that may apply to Taxable Property as described in Section C, Table 2. “Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax” means the maximum Annual Contingent Bridge Repair/Replacement Services Special Tax authorized to fund the Annual Contingent Bridge Repair/Replacement Services Special Tax Requirement in any Fiscal Year that may apply to Taxable Property as described in Section C, Table 3. “Maximum Annual Services Special Tax” means the maximum Annual Services Special Tax authorized to fund the Annual Services Special Tax Requirement in any Fiscal Year that may apply to Taxable Property as described in Section C, Table 1. “Open Space Property” means property within the boundaries of CFD No. 2023-2 which (i) has been designated with specific boundaries and Acreage on a final subdivision map as open space, (ii) is classified by the County Assessor as open space, (iii) has been irrevocably offered for dedication as open space to the federal government, the State, the County, the City, or any other public agency, or (iv) is encumbered by an easement or other restriction required by the City limiting the use of such property to open space.
“Property Owner’s Association” means any property owner’s association. As used in this definition, a Property Owner’s Association includes any home-owner’s association, condominium owner’s association, master or sub-association or non-residential owner’s association. “Property Owner’s Association Property” means any property within the boundaries of CFD No. 2023-2 which is (a) owned by a Property Owner’s Association or (b) designated with specific boundaries and acreage on a final subdivision map as property owner association property. “Proportionately” means for Taxable Property that the ratio of the Annual Services Special Tax levy to the Maximum Annual Services Special Tax is equal for all Assessors’ Parcels of Taxable Property levied within each property land use classification within CFD No. 2023-2, and means for Taxable Property that the ratio of the Annual Contingent Bridge Operation/Maintenance Services Special Tax levy to the Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax is EXHIBIT B Page 4 of 15
87 City of Livermore
Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) Page 5 equal for all Assessors’ Parcels of Taxable Property levied within each property land use classification within CFD No. 2023-2, and means for Taxable Property that the ratio of the Annual Contingent Bridge Repair/Replacement Services Special Tax levy to the Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax is equal for all Assessors’ Parcels of Taxable Property levied within each property land use classification within CFD No. 2023-2. “Public Property” means any property within the boundaries of CFD No. 2023-2 which (i) is owned by a public agency, (ii) has been irrevocably offered for dedication to a public agency, or (iii) is designated with specific boundaries and Acreage on a final subdivision map as property which will be owned by a public agency. For purposes of this definition, a public agency includes the federal government, the State, the County, the City, school districts, or any other public agency. “Residential Lot” means an individual residential lot within a recorded Final Subdivision Map on which a Building Permit is permitted to be issued for construction of one or more Units. “Resolution of Formation” means the resolution adopted by the City Council establishing CFD No. 2023-2.
“Single Family Residential Duet Property” means all Assessor’s Parcels of Developed Property for which a building permit has been issued for purposes of constructing one Unit containing two Bedrooms, according to Assessor’s Data or as otherwise known by the CFD Administrator. “Single Family Residential Property” means all Assessor’s Parcels of Developed Property for which a building permit has been issued for purposes of constructing one Unit containing three or four Bedrooms, according to Assessor’s Data or as otherwise known by the CFD Administrator. “Special Tax” means, collectively, the Annual Contingent Bridge Repair/Replacement Services Special Tax, Annual Contingent Bridge Operation/Maintenance Services Special Tax and the Annual Services Special Tax.
“State” means the State of California.
“Taxable Property” means all of the Assessor’s Parcels within the boundaries of CFD No. 2023-2 that are not exempt from the Special Tax pursuant to law or Section E below. “Undeveloped Property” means all of the Assessor’s Parcels within the boundaries of CFD No. 2023- 2 that are not classified as Developed Property, Final Map Property, Open Space Property, Property Owner’s Association Property, or Public Property.
“Unit” means an individual residential dwelling unit. The number of Units assigned to each Assessor’s Parcel may be determined by (i) referencing Assessor’s Data, (ii) site surveys and physical unit counts, and/or (iii) other research by the CFD Administrator. “Welfare Exempt Property” means, in any Fiscal Year, all Parcels within the boundaries of CFD No. 2023-2 that (a) have been granted a welfare exemption by the County under subdivision (g) of Section 214 of the Revenue and Taxation Code indicated in the Assessor’s Data finalized as of January 1 of the previous Fiscal Year, and (b) are exempt from the Special Tax pursuant to Section 53340(c) of the Act.

EXHIBIT B Page 5 of 15
88 City of Livermore
Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) Page 6 B. DETERMINATION OF TAXABLE PARCELS
Each Fiscal Year, the CFD Administrator shall determine the valid Assessor’s Parcel Numbers for all Taxable Property within CFD No. 2023-2. If any Assessor’s Parcel Numbers are no longer valid, the CFD Administrator shall determine the new Assessor’s Parcel Number or Numbers in effect for the then-current Fiscal Year. To the extent a Parcel or Parcels of Taxable Property are subdivided, consolidated, or otherwise reconfigured, the Maximum Annual Services Special Tax, Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax, and Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax shall be assigned to the new Assessor’s Parcels Numbers pursuant to Section C. The CFD Administrator shall also determine: (i) which Parcels are Taxable Property; (ii) the number of Units, Acres, and/or Building Square Footage each Parcel contains; (iii) the property type, i.e., Single Family Residential Property, Single Family Residential Duet Property, etc.; and (iv) the Annual Services Special Tax Requirement, the Annual Contingent Bridge Operation/Maintenance Services Special Tax Requirement, and the Annual Contingent Bridge Repair/Replacement Services Special Tax Requirement for the Fiscal Year.

C. MAXIMUM ANNUAL SPECIAL TAX RATES

1. Maximum Annual Services Special Taxes
The Maximum Annual Services Special Tax for each Assessor’s Parcel of Taxable Property shall be assigned according to Table 1 below:

TABLE 1

MAXIMUM ANNUAL SERVICES SPECIAL TAX RATES
FISCAL YEAR 2023/24*
*On July 1 of each Fiscal Year, commencing on July 1, 2024, the Maximum Annual Services Special Tax rates shall be increased by the February annual percentage change in the Consumer Price Index for all Urban Consumers (“CPI-U”) for the San Francisco-Oakland-Hayward, CA, plus one percent (1.0%). If the percentage change in the CPI-U is negative, the Maximum Annual Services Special Tax rates shall not be decreased. In the event the index described above ceases to be published, it shall be replaced by another reasonably comparable index, as determined by the City.

2. Maximum Annual Contingent Bridge Operation/Maintenance Services Special Taxes The Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax for each Assessor’s Parcel of Taxable Property shall be assigned according to Table 2 below:

Land Use Category
Maximum Annual
Services Special
Tax Rate Per
Single Family Residential Property $292.24 Unit
Single Family Residential Duet Property 233.79 Unit
Final Map Property 277.73 Residential Lot
Undeveloped Property 4,143.94 Acre
EXHIBIT B Page 6 of 15
89 City of Livermore
Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) Page 7 TABLE 2

MAXIMUM ANNUAL CONTINGENT BRIDGE OPERATION/MAINTENANCE SERVICES SPECIAL

TAX RATES
FISCAL YEAR 2023/24*
*On July 1 of each Fiscal Year, commencing on July 1, 2024, the Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax rates shall be increased by the February annual percentage change in the Consumer Price Index for all Urban Consumers (“CPI-U”) for the San Francisco-Oakland-Hayward, CA, plus one percent (1.0%). If the percentage change in the CPIU is negative, the Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax rates shall not be decreased. In the event the index described above ceases to be published, it shall be replaced by another reasonably comparable index, as determined by the City.

3. Maximum Annual Contingent Bridge Repair/Replacement Services Special Taxes The Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax for each Assessor’s Parcel of Taxable Property shall be assigned according to Table 3 below:

TABLE 3

MAXIMUM ANNUAL CONTINGENT BRIDGE REPAIR/REPLACEMENT SERVICES SPECIAL TAX RATES
FISCAL YEAR 2023/24*
*On July 1 of each Fiscal Year, commencing on July 1, 2024, the Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax rates shall be increased by the February annual percentage change in the Consumer Price Index for all Urban Consumers (“CPI-U”) for the San Francisco-Oakland-Hayward, CA, plus one percent (1.0%). If the percentage change in the CPI-U is negative, the Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax rates shall not be decreased. In the event the index described above ceases to be published, it shall be replaced by another reasonably comparable index, as determined by the City.

Land Use Category
Maximum Annual
Contingent Bridge
Operation/Maintenance
Services Special Tax Rate Per
Single Family Residential Property $24.98 Unit
Single Family Residential Duet Property 19.99 Unit
Final Map Property 23.74 Residential Lot
Undeveloped Property 354.24 Acre
Land Use Category
Maximum Annual
Contingent Bridge
Repair/Replacement
Special Tax Rate Per
Single Family Residential Property $151.10 Unit
Single Family Residential Duet Property 120.88 Unit
Final Map Property 143.60 Residential Lot
Undeveloped Property 2,142.64 Acre
EXHIBIT B Page 7 of 15
90 City of Livermore
Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) Page 8

4. Accessory Dwelling Units
The Maximum Annual Services Special Tax, the Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax, and the Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax for an Accessory Dwelling Unit shall be calculated as a percentage of the Maximum Annual Services Special Tax, the Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax, and the Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax for the primary Unit the ADU is accessory to, based on Building Square Footage. For example, if a primary Unit of Single Family Residential Property with 2,000 BSF has an ADU of 800 BSF, the Maximum Annual Services Special Tax, the Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax, and the Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax for the ADU shall be calculated by the following steps:

1. 800 BSF / 2,000 BSF = 0.40 or 40%

2. $292.24 Maximum Annual Services Special Tax per Unit x 40% = $116.90 Maximum Annual Services Special Tax for such ADU

3. $24.98 Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax per Unit x 40% = $9.99 Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax for such ADU

4. $151.10 Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax per Unit x 40% = $60.44 Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax for such ADU

5. Assignment of Assessor’s Parcel(s) to Property Land Use Category When an Assessor’s Parcel changes from being classified as Undeveloped Property or Final Map Property to another land use category and is considered Developed Property, that assignment shall not change due to future changes in land use.

6. Assignment of Maximum Annual Services Special Tax to Newly Created Assessor’s Parcel(s) When an Assessor’s Parcel changes or subdivides, the Maximum Annual Services Special Tax shall be assigned to each newly created Assessor’s Parcel so that there is no net loss in the Maximum Annual Services Special Tax revenue to be generated as a result of changes in the planned development.

When an Assessor’s Parcel changes or subdivides, and there are changes to the overall planned development within CFD No. 2023-2, the process for assigning the Maximum Annual Services Special Tax to each newly created Assessor’s Parcel is as follows:

Step 1: Sum the expected Maximum Annual Services Special Tax assigned to each Assessor’s Parcel that is being changed or subdivided.

Step 2: Identify the newly created Assessor’s Parcel(s) of Taxable Property created by the change or subdivision and assign the Maximum Annual Services Special Tax to each newly EXHIBIT B Page 8 of 15
91 City of Livermore
Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) Page 9 created Assessor’s Parcel of Taxable Property according to the then-current Maximum Annual Services Special Tax Rates for each Land Use Category. Sum the Maximum Annual Services Special Tax assigned to each newly created Assessor’s Parcel of Taxable Property.

Step 3: Divide the total expected Maximum Annual Services Special Tax in Step 1 by the total Maximum Annual Services Special Tax assigned in Step 2 to arrive at a fraction.

Step 4: Apportion the total Maximum Annual Services Special Tax from Step 1 to each newly created Assessor’s Parcel of Taxable Property by multiplying each newly created Assessor’s Parcel fraction, determined in Step 3, by the then-current Maximum Annual Services Special Tax Rates for each Land Use Category.

Step 5: The Maximum Annual Services Special Tax assigned to each newly created Assessor’s Parcel of Taxable Property shall be the greater of the Maximum Annual Services Special Tax assigned in Step 2 or the Maximum Annual Services Special Tax calculated in Step 4.

When an Assessor’s Parcel changes or subdivides, and there are no changes to the planned development within CFD No. 2023-2, the Maximum Annual Services Special Tax shall be assigned according to Table 1.

The planned development is provided in the table below:

Land Use Category
Planned
Development
Single Family Residential Property 327 Units
Single Family Residential Duet Property 108 Units
Final Map Property 435 Residential Lots
Once created, if a newly created Assessor’s Parcel(s) of Taxable Property further changes or subdivides, the above steps shall be repeated to determine the Maximum Annual Services Special Tax for the additional newly created Assessor’s Parcel(s) of Taxable Property created from the change or subdivision.

7. Assignment of Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax to Newly Created Assessor’s Parcel(s)
When an Assessor’s Parcel changes or subdivides, the Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax shall be assigned to each newly created Assessor’s Parcel so that there is no net loss in the Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax revenue to be generated as a result of changes in the planned development.

When an Assessor’s Parcel changes or subdivides, and there are changes to the overall planned development within CFD No. 2023-2, the process for assigning the Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax to each newly created Assessor’s Parcel is as follows:

EXHIBIT B Page 9 of 15
92 City of Livermore
Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) Page 10 Step 1: Sum the expected Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax assigned to each Assessor’s Parcel that is being changed or subdivided.

Step 2: Identify the newly created Assessor’s Parcel(s) of Taxable Property created by the change or subdivision and assign the Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax to each newly created Assessor’s Parcel of Taxable Property according to the then-current Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax Rates for each Land Use Category. Sum the Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax assigned to each newly created Assessor’s Parcel of Taxable Property.

Step 3: Divide the total expected Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax in Step 1 by the total Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax assigned in Step 2 to arrive at a fraction.

Step 4: Apportion the total Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax from Step 1 to each newly created Assessor’s Parcel of Taxable Property by multiplying each newly created Assessor’s Parcel fraction, determined in Step 3, by the thencurrent Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax Rates for each Land Use Category.

Step 5: The Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax assigned to each newly created Assessor’s Parcel of Taxable Property shall be the greater of the Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax assigned in Step 2 or the Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax calculated in Step 4.

When an Assessor’s Parcel changes or subdivides, and there are no changes to the planned development within CFD No. 2023-2, the Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax shall be assigned according to Table 2.

The planned development is provided in the table below:

Land Use Category
Planned
Development
Single Family Residential Property 327 Units
Single Family Residential Duet Property 108 Units
Final Map Property 435 Residential Lots
Once created, if a newly created Assessor’s Parcel(s) of Taxable Property further changes or subdivides, the above steps shall be repeated to determine the Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax for the additional newly created Assessor’s Parcel(s) of Taxable Property created from the change or subdivision.

EXHIBIT B Page 10 of 15
93 City of Livermore
Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) Page 11

8. Assignment of Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax to Newly Created Assessor’s Parcel(s)
When an Assessor’s Parcel changes or subdivides, the Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax shall be assigned to each newly created Assessor’s Parcel so that there is no net loss in the Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax revenue to be generated as a result of changes in the planned development.

When an Assessor’s Parcel changes or subdivides, and there are changes to the overall planned development within CFD No. 2023-2, the process for assigning the Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax to each newly created Assessor’s Parcel is as follows:

Step 1: Sum the expected Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax assigned to each Assessor’s Parcel that is being changed or subdivided.

Step 2: Identify the newly created Assessor’s Parcel(s) of Taxable Property created by the change or subdivision and assign the Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax to each newly created Assessor’s Parcel of Taxable Property according to the then-current Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax Rates for each Land Use Category. Sum the Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax assigned to each newly created Assessor’s Parcel of Taxable Property.

Step 3: Divide the total expected Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax in Step 1 by the total Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax assigned in Step 2 to arrive at a fraction.

Step 4: Apportion the total Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax from Step 1 to each newly created Assessor’s Parcel of Taxable Property by multiplying each newly created Assessor’s Parcel fraction, determined in Step 3, by the thencurrent Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax Rates for each Land Use Category.

Step 5: The Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax assigned to each newly created Assessor’s Parcel of Taxable Property shall be the greater of the Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax assigned in Step 2 or the Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax calculated in Step 4.

When an Assessor’s Parcel changes or subdivides, and there are no changes to the planned development within CFD No. 2023-2, the Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax shall be assigned according to Table 3.

The planned development is provided in the table below:

EXHIBIT B Page 11 of 15
94 City of Livermore
Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) Page 12 Land Use Category
Planned
Development
Single Family Residential Property 327 Units
Single Family Residential Duet Property 108 Units
Final Map Property 435 Residential Lots
Once created, if a newly created Assessor’s Parcel(s) of Taxable Property further changes or subdivides, the above steps shall be repeated to determine the Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax for the additional newly created Assessor’s Parcel(s) of Taxable Property created from the change or subdivision.

D. METHOD OF APPORTIONMENT OF THE SPECIAL TAX
All Taxable Property shall be subject to the Special Tax defined as follows. The Special Tax shall be levied each Fiscal Year by the CFD Administrator.

1. The Annual Services Special Tax Requirement shall be apportioned to each Parcel within CFD No. 2023-2 by the method shown below.

First: Determine the Annual Services Special Tax Requirement.

Second: Levy the Annual Services Special Tax on each Parcel of Developed Property, Proportionately, up to the applicable Maximum Annual Services Special Tax for Developed Property.

Third: If additional monies are needed to satisfy the Annual Services Special Tax Requirement after the second step has been completed, the Annual Services Special Tax shall be levied on each Assessor’s Parcel of Final Map Property, Proportionately, up to the applicable Maximum Annual Services Special Tax for Final Map Property.

Fourth: If additional monies are needed to satisfy the Annual Services Special Tax Requirement after the third step has been completed, the Annual Services Special Tax shall be levied on each Assessor’s Parcel of Undeveloped Property, Proportionately, up to the applicable Maximum Annual Services Special Tax for Undeveloped Property.

2. The Annual Contingent Bridge Operation/Maintenance Services Special Tax Requirement shall be apportioned to each Parcel within CFD No. 2023-2 in accordance with this Section D.2. The City will only levy the Annual Contingent Bridge Operation/Maintenance Services Special Tax to finance the Annual Contingent Bridge Operation/Maintenance Services Costs in the event (a) the City has determined that the Bridge Improvements (as defined in “Exhibit A” to the Resolution of Formation) have been constructed and completed and (b) the City determines in its discretion that the property owner(s) of Taxable Property failed to provide the Annual Contingent Bridge Operation/Maintenance Services to reasonable City standards, or the property owner(s) of Taxable Property requested the City to provide the Annual Contingent Bridge Operation/Maintenance Services by submitting a written request to the City’s Public Works and Engineering Department and the City Manager has accepted this request. In the EXHIBIT B Page 12 of 15
95 City of Livermore
Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) Page 13 event of a request by the property owner(s) of Taxable Property for the City to provide the Annual Contingent Bridge Operation/Maintenance Services (which the City is under no obligation to accept), such request must be received from the property owner(s) of Taxable Property by May 1 of any Fiscal Year; if the City approves the request to provide the Annual Contingent Bridge Operation/Maintenance Services, the Maximum Contingent Services Special Tax shall be levied beginning in the immediately succeeding Fiscal Year. In the event the property owner(s) fail to provide the Annual Contingent Bridge Operation/Maintenance Services to reasonable City standards, the City will notify the property owner(s) of such failure.

Should the deficiency not be corrected within ninety (90) days of the City providing notice, the City will assume responsibility for providing the Annual Contingent Bridge Operation/Maintenance Services on the date specified by the City and may levy the Annual Contingent Bridge Operation/Maintenance Services Special Tax beginning in the immediately succeeding Fiscal Year. The Annual Contingent Bridge Operation/Maintenance Services Special Tax Requirement shall be apportioned to each Parcel within CFD No. 2023-2 by the method shown below.

First: Determine the Annual Contingent Bridge Operation/Maintenance Services Special Tax Requirement.

Second: Levy the Annual Contingent Bridge Operation/Maintenance Services Special Tax on each Parcel of Developed Property, Proportionately, up to the applicable Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax for Developed Property.

Third: If additional monies are needed to satisfy the Annual Contingent Bridge Operation/Maintenance Services Special Tax Requirement after the second step has been completed, the Annual Contingent Bridge Operation/Maintenance Services Special Tax shall be levied on each Assessor’s Parcel of Final Map Property, Proportionately, up to the applicable Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax for Final Map Property.

Fourth: If additional monies are needed to satisfy the Annual Contingent Bridge Operation/Maintenance Services Special Tax Requirement after the third step has been completed, the Annual Contingent Bridge Operation/Maintenance Services Special Tax shall be levied on each Assessor’s Parcel of Undeveloped Property, Proportionately, up to the applicable Maximum Annual Contingent Bridge Operation/Maintenance Services Special Tax for Undeveloped Property.

3. The Annual Contingent Bridge Repair/Replacement Services Special Tax Requirement shall be apportioned to each Parcel within CFD No. 2023-2 in accordance with this Section D.3. The City will only levy the Annual Contingent Bridge Repair/Replacement Services Special Tax to finance the Annual Contingent Bridge Repair/Replacement Services Costs in the event the City has determined that the Bridge Improvements (as defined in “Exhibit A” to the Resolution of Formation) have been constructed and completed. The Maximum Contingent Bridge Repair/Replacement Services Special Tax shall be levied beginning in the Fiscal Year immediately succeeding completion of construction of the Bridge Improvements. The Annual Contingent EXHIBIT B Page 13 of 15
96 City of Livermore
Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) Page 14 Bridge Repair/Replacement Services Special Tax Requirement shall be apportioned to each Parcel within CFD No. 2023-2 by the method shown below.

First: Determine the Annual Contingent Bridge Repair/Replacement Services Special Tax Requirement.

Second: Levy the Annual Contingent Bridge Repair/Replacement Services Special Tax on each Parcel of Developed Property, Proportionately, up to the applicable Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax for Developed Property.

Third: If additional monies are needed to satisfy the Annual Contingent Bridge Repair/Replacement Services Special Tax Requirement after the second step has been completed, the Annual Contingent Bridge Repair/Replacement Services Special Tax shall be levied on each Assessor’s Parcel of Final Map Property, Proportionately, up to the applicable Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax for Final Map Property.

Fourth: If additional monies are needed to satisfy the Annual Contingent Bridge Repair/Replacement Services Special Tax Requirement after the third step has been completed, the Annual Contingent Bridge Repair/Replacement Services Special Tax shall be levied on each Assessor’s Parcel of Undeveloped Property, Proportionately, up to the applicable Maximum Annual Contingent Bridge Repair/Replacement Services Special Tax for Undeveloped Property.

Under no circumstances will the Special Taxes on any Assessor’s Parcel of Developed Property be increased by more than 10% as a consequence of delinquency or default by the owner of any other Assessor’s Parcel within CFD No. 2023-2.

E. EXEMPTIONS
Notwithstanding any other provision of this Rate and Method of Apportionment of Special Tax, no Special Tax shall be levied on Open Space Property, Property Owner’s Association Property, Undeveloped Property, Assessor’s Parcels with public or utility easements making impractical their utilization for any use other than the purposes set forth in the easement, or Public Property, except as otherwise provided in Sections 53317.3, 53317.5 and 533401 of the Act.

No Special Tax shall be levied on any Assessor’s Parcel in any Fiscal Year in which such Assessor’s Parcel is classified as Welfare Exempt Property.

F. APPEAL OF SPECIAL TAX LEVY
Any property owner may file a written appeal of the Special Tax with the CFD Administrator claiming that the amount or application of the Special Tax is not correct. The appeal must be filed not later than one calendar year after having paid the Special Tax that is disputed, and the appellant must be current in all payments of the Special Tax. In addition, during the term of the appeal process, all Special Tax levied must be paid on or before the payment date established when the levy was made.

EXHIBIT B Page 14 of 15
97 City of Livermore
Community Facilities District No. 2023-2 (Arroyo Vista Maintenance and Services) Page 15 The appeal must specify the reasons why the appellant claims the Special Tax is in error. The CFD Administrator shall review the appeal, meet with the appellant if the CFD Administrator deems necessary, and advise the appellant of its determination.

If the property owner disagrees with the CFD Administrator’s decision relative to the appeal, the owner may then file a written appeal with the City Council whose subsequent decision shall be final and binding on all interested parties. If the decision of the CFD Administrator or subsequent decision by the City Council requires the Special Tax to be modified or changed in favor of the property owner, then an adjustment shall be made to credit the Special Tax in future years.

This procedure shall be exclusive and its exhaustion by any property owner shall be a condition precedent to filing any legal action by such owner.

G. INTERPRETATIONS OF RATE AND METHOD OF APPORTIONMENT
The City reserves the right to make administrative and technical changes to this document that do not materially affect the rate and method of apportioning the Special Tax. In addition, the interpretation and application of any section of this document shall be at the City’s discretion.

Interpretations may be made by the City Council by ordinance or resolution for purposes of clarifying any vagueness or ambiguity in this Rate and Method of Apportionment of Special Tax.

H. MANNER AND DURATION OF SPECIAL TAX
The Special Tax shall be collected in the same manner and at the same time as ordinary ad valorem property taxes, provided that the City may directly bill the Special Tax, may collect the Special Tax at a different time or in a different manner if needed to meet the financial obligations of CFD No. 2023- 2, and may collect delinquent Special Taxes through available methods.

The Special Tax shall be levied commencing in Fiscal Year 2024-25 to the extent necessary to satisfy the Annual Special Tax Requirement and shall be levied each Fiscal Year thereafter for as long as required to satisfy the Annual Special Tax Requirement. However, should Initiative #1935 be included as an initiative measure at election and subsequently be approved by voters, the duration of the Special Tax is 500 years.

I. PREPAYMENT OF SPECIAL TAX
The Special Tax may not be prepaid.

J. REPEAL OF SPECIAL TAX
If the levy of the Special Tax is repealed by initiative or any other action participated in by the owners of Assessor’s Parcels in CFD No. 2023-2, the City shall cease to levy the Special Tax and shall cease to be obligated to provide the authorized services for which the Special Tax was levied. The obligations to provide the authorized services previously funded by the repealed Special Tax shall become the joint obligations of the property owners of Assessor’s Parcels within CFD No. 2023-2.

EXHIBIT B Page 15 of 15
98 CITY COUNCIL STAFF REPORT ITEM NO. 5.6
DATE: December 11, 2023
TO: Honorable Mayor and City Council
FROM: Paul Spence, Community Development Director
SUBJECT: Resolution recommending the Livermore Local Roadway Safety Plan is exempt from the provisions of the California Environmental Quality Act and approving the Livermore Local Roadway Safety Plan.

RECOMMENDED ACTION
Staff recommends the City Council adopt a resolution:

Recommend the Livermore Local Roadway Safety Plan is exempt from the provisions of the California Environmental Quality Act;
Approving the Livermore Local Roadway Safety Plan; and
Authorizing the City Manager to take whatever actions are necessary and appropriate to carry out the purpose and intent of this resolution.

SUMMARY
The City of Livermore (City) is a recipient of Highway Safety Improvement Program (HSIP) grant funding and the One Bay Area Grant (OBAG), both of which require the City to complete a Local Roadway Safety Plan by December 31, 2023.

The Livermore Local Roadway Safety Plan (Plan) is funded through a grant provided by the California Department of Transportation (Caltrans). The goal of the Plan is to reduce collisions and enhance safety on City roads. It is a comprehensive plan that creates a framework to systematically identify and analyze traffic safety related issues at high-risk locations and recommend safety enhancements.

Adopting the Livermore Local Roadway Safety Plan will allow staff to seek future funding opportunities for the recommended safety improvements. Staff expects to administratively update the Plan every five years.

DISCUSSION
The development of the Livermore Local Roadway Safety Plan is funded by Caltrans to help local agencies take a more proactive approach to identifying safety improvement projects. Plan development 99 began in early 2023 and the project team made up of City staff and consultants collected historical collision data, conducted extensive community outreach, and identified, analyzed and prioritized roadway and intersection safety improvement elements that are suitable for future Highway Safety Improvement Program and other safety-related grant opportunities.

The analysis of 5-year (2015-2019) pre-pandemic historical collision data identified high-injury roadway segments and intersections in Livermore. Pre-pandemic data was used to better represent the typical traffic patterns on Livermore roads. These high-injury networks are illustrated in Attachment 1.

Community and stakeholder input was vital to the development of the Plan. To engage the community and stakeholders, staff conducted several virtual meetings this year and reached out to bicycle advocates for feedback. In addition to virtual meetings and attending Back to School Night events at Livermore middle and high schools, staff distributed pamphlets at farmers markets, the 2023 Downtown Street Fest, and to downtown businesses. Project flyers were also posted in downtown kiosks, in the local newspaper, and on social media platforms. In addition to the comments received through virtual meetings, nearly 150 comments were received through the project website.

A total of eight (8) types of safety projects, as listed below, were developed for high-risk intersections and corridors. Safety improvement measures and project locations for each safety project were identified based on data analysis, staff, stakeholder and community input. The locations recommended for each type of project are included in Attachment 2.

Project 1 - Improve safety at signalized intersections: Improve signal timing (coordination, phases, red, yellow, or operation).

Project 2 - Improve pedestrian safety at signalized intersection: Install flashing beacons as advance warning, install advance stop bars before crosswalks (bicycle box), and modify signal phasing to implement a Leading Pedestrian Interval (LPI).

Project 3 - Improve safety at non-signalized intersections: Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs, install flashing beacons as advance warning, install rectangular rapid flashing beacons (RRFB).

Project 4 - Citywide signal upgrades: Improve signal hardware including lenses, back-plates with retroreflective borders, mounting, size of signal, and number of signals.

Project 5 - Citywide streetlight inventory: Add intersection lighting (signalized intersection), add intersection lighting (non-signalized intersection), add street lighting (roadway segment).

Project 6 - Citywide sign inventory: Install/upgrade signs with new fluorescent sheeting (regulatory or warning).

Project 7 - Improve safety on corridors: Install dynamic/variable speed warning signs.

Project 8 - Improve pedestrian and bicycle safety on corridors: Install/upgraded pedestrian crossings (with enhanced safety features), install rectangular rapid flashing beacons (RRFB), and install separated bike lanes.

CALIFORNIA ENVIRONMENTAL QUALITY ACT
The proposed action is exempt from the requirements of the California Environmental Quality Act (CEQA) in accordance with CEQA Guidelines Sections 15378 and 15061(b)(3) because approval of the City's Local Roadway Safety Plan does not meet CEQA's definition of a "project" since it does not have the potential for resulting in either a direct physical change in the environment or a reasonably foreseeable indirect physical change in the environment. Likewise, the project does not have the potential for causing a significant effect on the environmental. The Local Roadway Safety Plan is exempt 100
under Guidelines Section 15262, since it is a planning study for possible future actions which have not been approved, adopted, or funded and does not require the preparation of an EIR or negative declaration. Any future project that results from the Local Roadway Safety Plan will have its own analysis for compliance with CEQA.

FISCAL AND ADMINISTRATIVE IMPACTS
The Local Roadway Safety Plan is funded in the Operation Budget, with $84,000 of Caltrans’ Local Roadway Safety Plan funds and $9,500 of Measure B Local Street and Road funds (Fund 678) as a local match. The proposed safety improvements in the Livermore Local Roadway Safety Plan will be implemented as part of the City’s Capital Improvement Program.

COMMUNITY PILLAR
1: A Safe Community that Thrives

GOAL CATEGORY
10: Work to maintain a safe and efficient local transportation network and address safety concerns

ATTACHMENTS

1. High Injury Network

2. Project List

3. Resolution

4. Exhibit A - Local Roadway Safety Plan
Prepared by: Joanna Liu
Senior Transportation Engineer
Approved by:
____________________________________
Marianna Marysheva
City Manager
Fiscal Review by:
____________________________________
Tina Olson
Administrative Services Director
101
51 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Figure 35 Citywide High Injury Network (HIN)
11 102
70 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n A. SAFETY PROJECTS – SIGNALIZED INTERSECTIONS
Table 12 List of Viable Safety Projects for Signalized Intersections Notes: CM – countermeasure. The B/C ratio is the dollar amount of benefits divided by the cost of the countermeasure.

The improvement cost includes traffic control, mobilization, contingency, preliminary engineering, construction engineering, and the cost of the improvements.

Location CM1 CM2 CM3 Cost per
Location
Total B/C
Ratio
Project 1 – Improve safety at Signalized Intersection: Improve signal timing (coordination,- phases, red, yellow, or operation)
First St and Southfront Rd S03 $17,700
$106,200 38.56
E Stanley Blvd & Murrieta Blvd S03 $17,700
Railroad Ave & S P St S03 $17,700
First St & Maple St S03 $17,700
Northfront Road & North Vasco
Road
S03 $17,700
Portola Ave & N L St S03 $17,700
Project 2 – Improve pedestrian safety at Signalized Intersection: Install flashing beacons as an advance warning (S.I), Install advance stop bar before the crosswalk, Modify signal phasing to implement a Leading Pedestrian Interval (LPI)
First St and Southfront Rd S20PB S21PB $6,300
$413,200 54.91
E Stanley Blvd & Murrieta Blvd S10 S20PB S21PB $154,100 Railroad Ave & S P St S10 S20PB S21PB $153,500
First St & Maple St S20PB S21PB $5,800
Northfront Road & North Vasco
Road
S10 $73,500
Portola Ave & N L St S20PB S21PB $6,300
Fenton St & E Stanley Blvd S20PB S21PB $6,800
East Ave & Charlotte Way S20PB S21PB $6,900
ATTACHMENT 2
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71 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

B. SAFETY PROJECTS – NON-SIGNALIZED INTERSECTIONS
Table 13 List of Viable Safety Projects for Non-Signalized Intersections Notes: CM – countermeasure. The B/C ratio is the dollar amount of benefits divided by the cost of the countermeasure.

The improvement cost includes traffic control, mobilization, contingency, preliminary engineering, construction engineering, and the cost of the improvements.

Location CM1 CM2 CM3 Cost per
Location
Total B/C
Ratio
Project 3 – Improve safety at Non-Signalized Intersections: Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs, Install flashing beacons as an advance warning (NS.I.), Install Rectangular Rapid Flashing Beacon (RRFB) First St & Portola Ave Slip Ramp NS06 NS09 NS22PB $155,300 $452,400 50.78
Jensen St & East Ave NS06 NS22PB $63,400
First St & Scott St NS06 NS22PB $213,500
First St & Bellmawr Dr Addressed in Project 7
Las Flores Rd & Bluebell Dr RRFB installed and needs to be monitored
Maple St and 5th Street NS06 $8,900
Charlotte Way & Marcella St NS06 $5,900
Charlotte Way & Arlene Way NS06 $5,400
ATTACHMENT 2
104
72 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n C. SAFETY PROJECTS – CITYWIDE SYSTEMIC PROJECTS
Table 14 List of Viable Citywide Safety Projects
Project 6 will include costs for “Install signs "Bicycle WRONG WAY Sign and RIDE WITH TRAFFIC" and Las Positas Rd: N Livermore Ave to Greenville Rd (City Limit- East): Additional warning signs (Signal ahead) – only for eastbound approaching Big5 Plaza intersection.

Notes: CM – countermeasure. The B/C ratio is the dollar amount of benefits divided by the cost of the countermeasure.

The improvement cost includes traffic control, mobilization, contingency, preliminary engineering, construction engineering, and the cost of the improvements.

Location CM1 CM2 CM3 Cost per
Location
Total B/C
Ratio
Project 4 – Citywide Signal Upgrade: Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number.

Citywide Signal Upgrade S02 $45,600 $5,113,900 8.73
Project 5 – Citywide Street Light Inventory: Add intersection lighting (signalized intersection), Add intersection lighting (non-signalized intersection), Add segment lighting (roadway segments)
Citywide Street Light Inventory S01 NS01 R01 $9,919,900 20.23 Project 6 – Citywide Sign Inventory: Install/Upgrade signs with new fluorescent sheeting (regulatory or warning)
Citywide Sign Inventory R22 $7,150,500 12.24
ATTACHMENT 2
105
73 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

D. SAFETY PROJECTS – CORRIDORS
Table 15 List of Viable Corridor Safety Projects
Location CM1 CM2 CM3 Cost per
Location
Total B/C
Ratio
Project 7: Improve safety on Corridors: Install dynamic/variable speed warning signs First St: E Stanley Blvd to I-580/
John P Miller Memorial Hwy
-Segment near First St & Holmes St
-Segment near First St & S
Livermore Ave
-Segment near First St& Maple St
-Segment near First St & Inman St
-Segment near First St & Scott St
-Segment between Las Positas Rd
and Mines Road
R26 $212,400
$1,248,600 56.85
Murrieta Blvd: Holmes St to
Portola Avenue
-Segment near Murrieta Blvd &
Fenton St
-Segment near Murrieta Blvd & E
Stanley Blvd
-Segment near Murrieta Blvd &
Arroyo Bike Trial
-Segment near Murrieta Blvd &
Chippewa Way
R26 $185,900
Concannon Blvd: Isabel Avenue to
S Livermore Avenue
-Segment near Concannon Blvd &
Normandy Cir
-Segment near Concannon Blvd &
San Vicente Dr
-Segment near Concannon Blvd &
Wente St
R26 $106,200
Las Positas Rd: N Livermore Ave to
Greenville Rd
-Segment near Las Positas Road &
Las Colinas Road
-Segment near Las Positas Road &
Big 5 Sporting Goods
R26 $106,200
ATTACHMENT 2
106
74 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Note: Speed Warning Signs between Las Positas Blvd & First St and Mines Road & First St in Southbound and Northbound should be installed in the median.

N Livermore Avenue: 400’ N) to
Railroad Avenue
-Segment near N Livermore Ave &
Portola Avenue
R26 $53,100
S Vasco Rd: I-580 to Tesla Rd
-Segment near N Vasco Rd &
Northfront Rd
-Segment near S Vasco Rd & Brisa
St
-Segment near S Vasco Rd &
Patterson Pass Rd
R26 $79,700
W Jack London Blvd: Wolf House
Dr to 1900 W’ from Discovery Dr
-Segment near Flight Level Aviation
Training
-Segment near W Jack London Blvd
& Wolf House Dr
-Segment near Livermore Outlet
R26 $132,800
Portola Avenue: First St to
Murrieta Blvd
-Segment near Portola Ave & N L
St
-Segment near Portola Ave & First
St
R26 $106,200
E Stanley Blvd: Railroad Avenue to
Murdell Lane
-Segment near Stanley Blvd & N
Murrieta Blvd
-Segment near Stanley Blvd & N
Murrieta Blvd
-Segment near Stanley Blvd &
Railroad Ave
R26 $106,500
Patterson Pass Rd: Greenville Rd
to N Mines Rd
-Segment near Patterson Pass Rd
& Carol Common
-Segment near Patterson Pass Rd
& Joyce St
-Segment near Patterson Pass Rd
& Shelley St
-Segment near CSA Transportation
San Francisco
R26 $159,600
ATTACHMENT 2
107
75 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

Note: Locations with “*” are requested by the City
 CM – countermeasure. The B/C ratio is the dollar amount of benefits divided by the cost of the countermeasure.  Specific locations on each roadway segment and countermeasures are derived from the community comments received through the survey portal.
 The improvement cost includes traffic control, mobilization, contingency, preliminary engineering, construction engineering, and the cost of the improvements.

Project 8: Improve pedestrian and bicycle safety on corridors: Install Separated Bike Lanes, Install/upgrade pedestrian crossing (with enhanced safety features), Install Rectangular Rapid Flashing Beacon (RRFB)
First St: E Stanley Blvd to I580/John P Miller Memorial Hwy R33PB $1,041,200 $5,382,300 12.22
Murrieta Blvd: Jack London Blvd
to Portola Avenue
R33PB $1,208,300
Portola Avenue: First St to
Murrieta Blvd
- Portola Ave & Livermore Ave
-*Portola Ave & Paseo Laguna Seco
-*Portola Ave & Portola Meadows
Rd
-*Portola Ave & Royal Rd
-*Portola Ave & Yorkshire Dr
-*Portola Ave & Lee Ave
-*Portola Ave & Edinburgh Dr
R35PB $371,700
E Stanley Blvd: Railroad Avenue to
Murdell Lane
R33PB $500,600
Concannon Blvd: Isabel Avenue to
S Livermore Avenue
-*Concannon Blvd & San Vicente
Dr
R33PB R35PB R37PB $1,130,300
S Vasco Rd: I-580 to Tesla Rd (City
Limit-South)
R33PB $776,800
Maple St: First St to East Avenue
- Maple St and Third St (Monitor
existing RRFB)
- Maple St and Sixth St
R35PB $350,500
ATTACHMENT 2
108
76 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n The locations mentioned below show the improvements for the signalized intersections requested by the city for the “Install/upgrade pedestrian crossing (with enhanced safety features)”. However, these proposed enhancements are not currently identified within the LRSM in Appendix E. To address the safety of pedestrians in the city, alternative funding resources need to be facilitated to implement these enhancements.

The improvements at each location include upgrading existing crosswalks to high visibility, installing curb extensions, medians, and pedestrian crossing islands, upgrading curb ramps at locations where curb extensions are proposed, installing advance “yield” marking, flashing beacons, and other/or other safety features.

Table 16 Other Safety Elements for Signalized Intersections Note: Locations with “*”are requested by the City
The improvement cost includes traffic control, mobilization, contingency, preliminary engineering, construction engineering, and the cost of the improvements.

Location Cost per Location Total
Murrieta Blvd: Holmes St to Portola Avenue
-*Murrieta Blvd & Portola Ave
-*Murrieta Blvd & Jack London Blvd
-*Murrieta Blvd & Olivina Ave
-*Murrieta Blvd & Holmes St
$745,200
$1,824,100
Concannon Blvd: Isabel Avenue (City Limit- West) to S
Livermore Avenue (City Limit- East)
-*Concannon Blvd & El Padro Dr
$114,200
N Livermore Avenue: 400’ N (City Limit) to Railroad Avenue -*Livermore Ave & Portola Ave
-*Livermore Ave & Junction Ave
-*Livermore Ave & Cromwell Wy
$456,700
S Vasco Rd: Dalton Ave (City Limit-North) to I-580
-*Vasco Rd & Garaventa Ranch Rd
-*Vasco Rd & Scenic Ave
-*Vasco Rd & Crestmont Ave
$184,100
E Stanley Blvd: Railroad Avenue to Murdell Lane
-Stanley Blvd & Murrieta Blvd
-E Stanley Blvd & Fenton St
$323,900
ATTACHMENT 2
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77 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

Table 17 Additional List of Locations Identified by the Community No. Additional Locations Traffic Safety Concerns Safety Projects 1 First St & N Mines Road Pedestrian Safety Can be included in Project 8 2 First St & McLeod Street Pedestrian Safety Can be included in Project 8 3 S Livermore Avenue & Second
Street
Pedestrian Safety Can be included in Project 8
4 S Livermore Avenue &
College Avenue
Speeding Can be included in Project 7
5 S Livermore Avenue & 7th
Street
Limited Visibility to pedestrian Can be included in Project 6/8 6 Scenic Avenue & Central
Avenue
Traffic Sign Violation Addressed in Project 6
7 Wall Street & Sonoma Avenue School Safety/ Pedestrian Safety Can be included in Project 8 8 Wall Street & Judith Way Intersection Safety/ School Safety Can be included in Project 8 9 South Vasco Road & Preston
Avenue
Intersection Safety Can be included in Project 3
(NS)
10 East Stanley Boulevard & El
Caminito
Curve Unsafe Can be included in Project 7
11 First Street & Springtown
Boulevard
Bicycle Safety Can be included in Project 8
12 Maple Street & Second Street Pedestrian Safety/Traffic Sign Violation
Can be included in Project 8
13 East Vineyard Avenue &
Vallecitos Avenue
Intersection Safety/ Pavement
Condition
Addressed in Project 6,
Pavement condition should
be addressed thru CIP
Project
14 Wagoner Drive & Mocho
Street
School Safety Addressed in Project 6
15 Garaventa Ranch Rd & N
Vasco Rd
Speeding/Traffic Sign Violation Can be included in Project 7 16 First St & Las Positas Rd Speeding/Traffic Sign Violation Can be included in Project 7 17 Spruce St & N P St Pavement Conditions Pavement condition should be addressed thru CIP Project
18 Garaventa Ranch Rd &
Maralisa Lane
Curve Unsafe/School Safety Addressed in Project 6
19 Portola Avenue & Highland St Speeding/Pedestrian Safety Can be included in Project 7/8 20 Portola Avenue & Lee Ave School Safety/ Pedestrian Safety Can be included in Project 8 ATTACHMENT 2
110
78 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Table 18 List of Countermeasures
Countermeasure Name
S01 Add segment lighting (S.I)
S02 Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number
S03 Improve signal timing (coordination, phases, red, yellow, or operation) S10 Install flashing beacons as an advance warning (S.I) S20PB Install advance stop bar before crosswalk (Bicycle Box) S21PB Modify signal phasing to implement a Leading Pedestrian Interval (LPI) NS01 Add segment lighting (NS.I)
NS06 Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs
NS09 Install flashing beacons as advance warning (NS.I) NS22PB Install Rectangular Rapid Flashing Beacon (RRFB) R01 Add segment lighting
R22 Install/Upgrade signs with new fluorescent sheeting (regulatory or warning) R26 Install dynamic/variable speed warning signs
R33PB Install Separated Bike Lanes
R35PB Install/upgrade pedestrian crossing (with enhanced features) R37PB Install Rectangular Rapid Flashing Beacon (RRFB)
Note: S refers to improvements at signalized locations, NS refers to improvements at non-signalized locations, and R refers to improvements at roadway segments.

DESIGN ELEMENTS
Figures below illustrate each safety project mentioned in Table 12-16 above, with their detailed description, costs, and collision history in the subsequent layout cut sheets.

ATTACHMENT 2
111
RESOLUTION NO. ________

IN THE CITY COUNCIL OF THE CITY OF LIVERMORE, CALIFORNIA

A RESOLUTION RECOMMENDING THE LIVERMORE LOCAL ROADWAY SAFETY PLAN IS

EXEMPT FROM THE PROVISIONS OF THE CALIFORNIA ENVIRONMENTAL QUALITY ACT

AND APPROVING THE LIVERMORE LOCAL ROADWAY SAFETY PLAN
The City of Livermore (“City”) is a recipient of the Highway Safety Improvement Program (HSIP) grant funding and the One Bay Area Grant (OBAG), both of which require the City to complete a Local Roadway Safety Plan by December 31, 2023.

The Livermore Local Roadway Safety Plan is a comprehensive plan that creates a framework to systematically identify and analyze traffic safety related issues and recommend projects and countermeasures. It aims to reduce collisions through a prioritized list of improvements that can enhance safety on Livermore roadways. It is also a living document, which needs to be routinely reviewed and updated by City staff and the safety partners to reflect evolving collision trends and community needs and priorities. Staff expects to administratively update the Livermore Local Roadway Safety Plan every 5 years.

NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Livermore that:

1. The City Council recommend the Livermore Local Roadway Safety Plan is exempt from the provisions of the California Environmental Quality Act.

2. The City Council approves the Livermore Local Roadway Safety Plan, a copy of which is attached as Exhibit A, and is incorporated by this reference.

3. The City Manager is hereby authorized to take whatever actions are necessary and appropriate to carry out the purpose and intent of this Resolution.

On motion of Council Member _________________________, seconded by Council Member ________________________, the foregoing resolution was passed and adopted on December 11, 2023, by the following vote:

AYES: COUNCIL MEMBERS:

NOES: COUNCIL MEMBERS:

ABSENT: COUNCIL MEMBERS:

ABSTAIN: COUNCIL MEMBERS:

ATTEST: APPROVED AS TO FORM:
_________________________ /s/ Tara Mazzanti___________
Marie Weber Tara Mazzanti
Deputy City Manager/City Clerk Assistant City Attorney
Exhibit A – Livermore Local Roadway Safety Plan
112
Prepared for:

City of Livermore
Approved by City Council
December 11, 2023

LIVERMORE

ROADWAY

SAFETY PLAN

EXHIBIT A
113

EXECUTIVE SUMMARY
The City of Livermore’s Local Roadway Safety Plan (LRSP) is a comprehensive plan that creates a framework to systematically identify and analyze traffic safety-related issues and recommend projects and countermeasures.

It aims to reduce collisions through a prioritized list of improvements that can enhance safety on local roadways.

Livermore’s LRSP takes a proactive approach to addressing safety needs. It is viewed as a guidance document that can be a source of information and ideas. It is also a living document, one that is routinely reviewed and updated by City staff and their safety partners to reflect evolving collision trends and community needs and priorities. With the LRSP as a guide, the City will be able to apply for grant funds, such as the Federal Highway Administration’s (FHWA) Highway Safety Improvement Program (HSIP), Safe Streets for All (SS4A), One Bay Area Grant (OBAG), etc. This document summarizes the analysis of collisions that occurred in Livermore, identifies high-injury network, and recommends countermeasures at these high-risk locations.

The development of Livermore’s LRSP seeks to create a safe, connected, and efficient citywide active transportation network that also provides safe access to schools. It includes descriptions of policies, infrastructure projects, and supporting programs while identifying funding sources and implementation strategies for projects that enhance bicycling and walking in Livermore.

This LRSP is funded through a grant provided by the California Department of Transportation (Caltrans). This plan was initiated by Caltrans to help local agencies take a more proactive approach to identifying safety improvement projects by completing a systemwide, multi-year data-driven analysis of collisions. The intent of this plan is to assist local agencies in performing a collision analysis, identifying safety issues on their roadway networks, and developing a list of systemic low-cost countermeasures that can be used to prepare future HSIP and other safety program grants.

EXECUTIVE SUMMARY

EXHIBIT A
114
2 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

GOALS OF THE LRSP
 Goal 1: Identify and analyze road safety issues from a systemic perspective and recommend improvements
 Goal 2: Improve pedestrian and bicyclist safety through the application of proven effective countermeasures
 Goal 3: Coordinate the actions of key stakeholders to implement road safety improvements and emergency response in the City of Livermore
 Goal 4: Continually seek funding for safety improvements  Goal 5: Ensure that all safety improvements are made in a fair and equitable manner for all residents of the City of Livermore

PROCESS
The systemic approach in preparing the LRSP involves the following steps:
 Develop plan goals and objectives
 Analyze collision data
 Engage stakeholders/safety partners
 Determine focus areas and identify crash reduction strategies  Prioritize countermeasures/projects
 Prepare the LRSP

COLLISION DATA
Collision data was obtained for a five-year period from 2015 to 2019 from the City of Livermore Crossroads Software’s Traffic Collision Database. Factors such as collision severity, type of collision, primary collision factor, lighting, weather, and time were analyzed. Following this, a detailed analysis was conducted for killed and severe injury (KSI) collisions that have occurred on the city’s roadways, including analyzing intersection and roadway segment collisions separately.

COLLISION TRENDS
Key findings on patterns and trends:
 A total of 1,142 injury collisions occurred between 2015 and 2019.  16 collisions resulted in fatality, 52 collisions resulted in severe injuries, 386 resulted in a visible injury, and 688 resulted in a complaint of pain injury.  The year 2017 had highest number of injury collisions with 268 collisions, and 2015 had the lowest number of injury collisions with 192 collisions.
 The highest number of injury collisions occurred within 250 feet of an intersection (82%).  Broadside and Rear-End collisions, each accounted for 32% and 27% of total injury collisions respectively.

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 Unsafe speed accounted for 26% of all injury collisions, followed by automobile right-of-way violation (21%) and pedestrian violation (19%).
 Most of the KSI collisions occurred between 5:00 p.m. and 6:00 p.m. (11%).  Motor vehicle involved with other motor vehicles contributed to 61% of injury collisions followed by motor vehicle involved with a fixed object (11%), motor vehicle involved with a pedestrian (10%), and bicycle (9%).
 There were a total of 209 bicycle and pedestrian injury collisions within the study period, of which 109 were pedestrian and 100 bicycle collisions.

HIGH RISK LOCATIONS
The collision rate analysis was performed on all City streets. The high risk locations were ranked to show the top 11 high-collision intersections and top 10 high-collision roadway segments.

Key findings of identifying high-risk intersections are as follows:
 There were a total of 940 injury collisions that occurred at the intersection  A total of 14 collisions led to KSI
 The intersection of Patterson Pass Road & Greenville Road and First Street & Southfront Road had the highest number of injury collisions, whereas intersection of First Street and Portola Avenue slip ramp had the highest number of KSI Collisions.

Key findings of identifying high-risk roadway segment are as follows:
 There were a total of 202 injury collisions that occurred on roadway segments  A total of 27 collisions led to KSI
 First Street and Murrieta Boulevard corridors have the highest number of KSI collisions.

EMPHASIS AREAS
Emphasis areas are focus areas for the LRSP that are identified through the comprehensive collision analysis of the identified high injury locations within the City of Livermore. The five emphasis areas identified for the City of Livermore are:
 Address Broadside Collisions & Automobile Right of Way Violations  Improve Rear End Collisions & Unsafe Speeds
 Reduce Nighttime Collisions
o Collisions occurring in low or no natural lighting conditions  Address Pedestrian Safety Collisions
o Vehicle-pedestrian collisions (Vehicle-pedestrian collisions are any crash involving both a motor vehicle and a pedestrian)
o Pedestrian right-of-way violations (These collisions involve instances where pedestrians fail to follow traffic rules, such as jaywalking or ignoring signals, leading to collisions with vehicles)

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 Improve Intersection Safety
o Collisions within 250 feet of intersections

VIABLE SAFETY PROJECTS
A set of eight safety projects were created for the high-risk intersections and roadway segments.  Project 1: Improve safety at signalized intersections: Improve signal timing (coordination, phases, red, yellow, or operation)
 Project 2: Improve pedestrian safety at signalized intersections: Install flashing beacons as advance warning (S.I), Install an advance stop bar before crosswalk (Bicycle Box), Modify signal phasing to implement a Leading Pedestrian Interval (LPI)
 Project 3: Improve safety at non-signalized Intersections: Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs, Install flashing beacons as an advance warning (NS.I.), and Install Rectangular Rapid Flashing Beacon (RRFB)  Project 4: Citywide signal upgrade: Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number
 Project 5: Citywide street light inventory: Add intersection lighting (signalized intersection), Add intersection lighting (non-signalized intersection), Add segment lighting (roadway segment)  Project 6: Citywide sign inventory: Install/Upgrade signs with new fluorescent sheeting (regulatory or warning)
 Project 7: Improve safety on corridors: Install dynamic/variable speed warning signs  Project 8: Improve pedestrian and bicycle safety on corridors: Install/upgrade pedestrian crossing (with enhanced safety features), Install Rectangular Rapid Flashing Beacon (RRFB), Install separated bike lanes

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REPORT ORGANIZATION
Chapter 1 summarizes the project background and study area for the LRSP.

Chapter 2 summarizes the involvement of safety partners, which is critical to the success of the LRSP.

For the City of Livermore, this included City Staff from the Community and Economic Development Department, Engineering Division and Planning Division, Livermore Public Works Streets, Livermore Public Works Sanitation, Livermore Police Department, Livermore-Pleasanton Fire Department, Livermore Valley Joint Unified School District, Bike East Bay, Livermore Area Recreation and Park District, Caltrans, and Livermore residents. This chapter introduces the safety partners and summarizes the involvement of the stakeholders in the LRSP process.

Chapter 3 summarizes City and regional planning documents and projects that are relevant to the LRSP. It ensures that the recommendations of the LRSP are in line with existing goals, objectives, policies, or projects.

Chapter 4 summarizes the data analysis approach and presents preliminary as well as detailed collision analysis and findings in the study area. This analysis of collisions is performed by facility type (intersection and roadway segment). Collision data was obtained and analyzed for a five-year period from 2015 to 2019 from CROSSROADS. This time period was chosen because 2020 data were provisional at the time of the analysis. It should be noted that in many situations, the safety measures implemented post-collision may result in eliminating or reducing future collisions. For post-2020 collisions, future reviews and updates of the LRSP will be required to capture those collisions. *CROSSROADS: Crossroads Software's Traffic Collision Database is a powerful yet simple, solid yet flexible program for data input and management, queries and reports, and data analysis for traffic collisions, citations, and Driving Under Influence (DUI). Used by cities and counties throughout California. The Traffic Collision Database provides data input and management for collisions, citations, and DUIs; queries and reports, including historical, high incidence, and monthly, as well as collision reports by day and hour and other parameters; graphs and charts for such categories as the highest degree of injury, collision type, weather and lighting conditions, and much more.

Chapter 5 summarizes emphasis areas that a focus of the LRSP. They are identified through three broad methodologies: analysis of data that identifies where various collisions have occurred within the City of Livermore, analysis of actual or potential collision locations relative to context, and evaluation of social and behavioral factors that are attributable to increased risk of collisions.

Chapter 6 summarizes engineering countermeasures that were selected for each of the high-risk locations and for the emphasis areas. These were based on approved countermeasures from the Caltrans Local Roadway Safety Manual (LRSM) used in HSIP-grant calls for projects. The intention is to provide the City of Livermore with the potential countermeasures for each location that can be implemented either in future HSIP calls for projects or using other funding sources, such as the Capital

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Chapter 7 a set of eight safety projects were created for high-risk intersections and roadway segments, using HSIP approved countermeasures. Through the collision analysis process, locations were identified as projects of interest including six signalized intersections, four non-signalized intersections, and 10 roadway segments. These locations were selected taking into account community feedback on areas of concern in collaboration with City staff and were chosen to represent different situations or conditions that can be observed on the roadways seen throughout the City of Livermore. To aid in the preparation of HSIP grant applications, each project is accompanied by a cost estimate and benefit/cost ratio. This chapter also includes additional funding sources that can be used to finance safety projects around the City. The funding list includes regional, state, and federal funding programs, along with a description of the program’s purpose.

Chapter 8 summarizes evaluation and implementation strategies. The LRSP is a guidance document that is recommended to be updated every two to five years in coordination with the safety partners.

The LRSP document provides engineering, education, enforcement, and emergency medical servicerelated countermeasures that can be implemented throughout the City to reduce traffic collisions.

After implementing countermeasures, the performance measures for each emphasis area should be evaluated annually. The most important measure of success of the LRSP should be reducing collisions throughout the City. If the number of injury collisions does not decrease over time, then the emphasis areas and countermeasures should be re-evaluated.

In addition to the quantitative and geographic data analyzed as part of this project, outreach to stakeholders and the public was also performed to collect and understand local safety issues from a qualitative perspective.

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Ruta Jariwala
(Principal / Project Manager)
Carlo Sendaydiego
(Senior Project Manager)
Himangi Mutha
(Transportation Planner)

ACKNOWLEDGEMENTS
The City of Livermore (City) developed a plan to evaluate transportation safety for motorists, bicyclists, and pedestrians within the city. Input was sought from several groups consisting of City Staff from Community and Economic Development Department, Engineering Division and Planning Division, Livermore Public Works Streets, Livermore Public Works Sanitation, Livermore Police Department, Livermore-Pleasanton Fire Department, Livermore Valley Joint Unified School District, Bike East Bay, Livermore Area Recreation and Park District, Caltrans, and Livermore residents. Community engagement and stakeholder outreach were held with opportunities to provide online feedback to solicit input from the community at large. City Council members and representatives also provided feedback through this process. A consulting team led by TJKM Transportation Consultants assisted City staff in preparing the plan.

Note: Throughout this plan, reference to the “City” refers to Livermore government.

City of Livermore Staff Consultant Team
Joanna X. J. Liu
(Senior Transportation Engineer)
Mallika Ramachandran
(Assistant City Engineer)
Kristina Mai
(Associate Civil Engineer)
Juan Tenorio
(Junior Engineer)
Gabriel Sendaydiego
(Junior Engineer)

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GLOSSARY
8 E’s – Abbreviation for Engineering, Education, Encouragement, Enforcement, Emergency Medical Services, Equity, Engagement, Evaluation: A traffic engineering approach for improving safety on the roadways.

ACS – Abbreviation for American Community Survey: A U.S. Census survey that helps local officials, community leaders, and businesses understand the changes taking place in their communities.

ADT – Abbreviation for average daily traffic: Refers to vehicle traffic volumes.

BCR – Abbreviation for benefit-cost ratio: Indicator used to quantify project benefits in relation to project costs.

LRSP – Abbreviation for Local Road Safety Plan. A document that provides a framework for identifying, analyzing, and prioritizing roadway safety improvements on local roads.

CRF – Abbreviation for crash reduction factor: The percentage of expected effect of a countermeasure or safety project to decrease collisions.

Collision Severity – Defined as the intensity of collisions typically in the following categories: killed and severe injury (KSI), other visible injury and complaint of pain (other), and property damage only (PDO).

CROSSROADS (Collision Database System) – This tool provides a platform for data input and management. It allows the user to develop collision reports and collision diagrams as well as GIS maps of crash data. Users can run queries and generate reports based on data analysis of traffic collisions, citations, and driving under the influence (DUIs). Standard and customizable data entry forms are used with drop-down menus when possible, and the tool includes a street name verification process.

EMS – Abbreviation for emergency medical services.

EPDO – Abbreviation for equivalent property damage only.

FHWA – Abbreviation for Federal Highway Administration: The federal agency responsible managing the nation’s highway system, including bridges and tunnels.

HSIP – Abbreviation for Highway Safety Improvement Program: A roadway safety funding program managed by Caltrans, California State Department of Transportation.

HAWK – Pedestrian Hybrid Beacon/Pedestrian Signal (HAWK) KSI – Abbreviation for killed and severe injury collisions.

LRSM – Abbreviation for Local Roadway Safety Manual: A Manual for California’s Local Road Owners.

Primary Violation Factor/Primary Collision Factor – Defined as contributing causes of collisions.

RRFB - Abbreviation for Rectangular Rapid Flashing Beacon

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9 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Executive Summary...................................................................................................................................................................1 Acknowledgements ..................................................................................................................................................................4 Glossary.........................................................................................................................................................................................5

1. Project Background........................................................................................................................................................... 14 What is an LRSP? ............................................................................................................................................................ 14 Study Area......................................................................................................................................................................... 14

2. Safety Projects..................................................................................................................................................................... 17 Safety Goals ...................................................................................................................................................................... 20

3. Existing Planning Efforts ................................................................................................................................................. 20

4. Collision Data and Analysis............................................................................................................................................ 25 Data Collection................................................................................................................................................................ 25 Collision History.............................................................................................................................................................. 25 Collision Classification.................................................................................................................................................. 27 Killed and Severe Injury (KSI) Collisions................................................................................................................. 34 Geographic Collision Analysis ................................................................................................................................... 39 Pedestrian and Bicycle Collisions ............................................................................................................................. 45 Collision Severity Weight............................................................................................................................................. 48 High Injury Network...................................................................................................................................................... 50 Intersection Ranking ..................................................................................................................................................... 52 Corridor Ranking ............................................................................................................................................................ 53

5. Emphasis Areas................................................................................................................................................................... 54 The Eight E’s of Traffic Safety..................................................................................................................................... 54 Factors Considered in the Determination of Emphasis Areas....................................................................... 55 Emphasis Area 1 – Address Broadside Collisions & Automobile Right of Way Violations................ 56 Emphasis Area 2 – Improve Rear End Collisions & Unsafe Speed Violations......................................... 57 Emphasis Area 3 – Reduce NightTime Collisions............................................................................................... 58 Emphasis Area 4 – Address Pedestrian Safety .................................................................................................... 59 Emphasis Area 5 – Improve Intersection Safety ................................................................................................. 60 Table of Contents

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6. Countermeasure Selection............................................................................................................................................. 61 Identification of Countermeasures .......................................................................................................................... 61 Countermeasure Toolbox............................................................................................................................................ 62 What You’ll see In this Toolbox................................................................................................................................. 62 Countermeasures ToolBox Criteria.......................................................................................................................... 67

7. Viable Safety Projects....................................................................................................................................................... 68 List of Safety Projects.................................................................................................................................................... 69 Design Elements ............................................................................................................................................................. 78 HSIP Grant Program...................................................................................................................................................... 79

8. Implementation and Evaluation................................................................................................................................... 80 Implementation............................................................................................................................................................... 80 Monitoring and Evaluation......................................................................................................................................... 83 LRSP Update..................................................................................................................................................................... 83

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11 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Figure 1 Study Area City of Livermore ........................................................................................................................... 15 Figure 2 Zoom Meeting from Stakeholder Meeting #1.......................................................................................... 17 Figure 3 Livermore Local Roadway Safety Plan: Project Website........................................................................ 18 Figure 4 Interactive Map Comment Responses.......................................................................................................... 18 Figure 5 Public Comments on Traffic Safety by Location....................................................................................... 19 Figure 6 Citywide Collisions Locations........................................................................................................................... 26 Figure 7 Collisions by Severity........................................................................................................................................... 27 Figure 8 Five Year Collision Trend.................................................................................................................................... 28 Figure 9 Citywide Collisions by Year............................................................................................................................... 29 Figure 10 Intersection vs Roadway Collisions - All Collisions and KSI............................................................... 29 Figure 11 Citywide Collision Type.................................................................................................................................... 30 Figure 12 Citywide Collision Causes................................................................................................................................ 31 Figure 13 Motor Vehicle Involved With......................................................................................................................... 32 Figure 14 Modes for All Collisions vs. KSI Collisions ................................................................................................ 32 Figure 15 Lighting Conditions........................................................................................................................................... 33 Figure 16 Time of Day .......................................................................................................................................................... 33 Figure 17 Citywide Collisions Outcome......................................................................................................................... 34 Figure 18 Citywide KSI Collisions Outcome ................................................................................................................. 34 Figure 19 Citywide Killed and Severe Injury Collisions ............................................................................................ 35 Figure 20 KSI Collisions: Collision Type ......................................................................................................................... 36 Figure 21 KSI Collisions: Violation Category Type..................................................................................................... 36 Figure 22 KSI Collisions: Motor Vehicle Involved with............................................................................................. 37 Figure 23 KSI Collisions: Lighting..................................................................................................................................... 37 Figure 24 KSI Collisions: Time of Day ............................................................................................................................. 38 Figure 25 KSI Collisions by Collision Type and Movement Preceding Collisions of Party at Fault......... 38 Figure 26 Citywide Rear End Collisions.......................................................................................................................... 40 Figure 27 Citywide Broadside Collisions ....................................................................................................................... 41 Figure 28 Citywide Nighttime Collisions ....................................................................................................................... 42 Figures

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12 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Figure 29 Citywide Unsafe Speed Collisions................................................................................................................ 43 Figure 30 Citywide Pedestrian Collisions ...................................................................................................................... 44 Figure 31 Pedestrian and Bicycle Collisions................................................................................................................. 45 Figure 32 Citywide Pedestrian Collisions ...................................................................................................................... 46 Figure 33 Citywide Bicycle Collisions.............................................................................................................................. 47 Figure 34 Citywide Equivalent Property Damage Only............................................................................................ 49 Figure 35 Citywide High Injury Network (HIN) ........................................................................................................... 51 Table 1 Livermore Commute to Work Data................................................................................................................. 16 Table 2 Overview of Plans and Polices........................................................................................................................... 22 Table 3 Collisions by Severity ............................................................................................................................................ 28 Table 4 EPDO Score used in HSIP Cycle 12.................................................................................................................. 48 Table 5 High Collision Intersections................................................................................................................................ 52 Table 6 High Injury Corridors ............................................................................................................................................ 53 Table 7 Emphasis Area 1 Strategies ................................................................................................................................ 56 Table 8 Emphasis Area 2 Strategies ................................................................................................................................ 57 Table 9 Emphasis Area 3 Strategies ................................................................................................................................ 58 Table 10 Emphasis Area 4 Strategies.............................................................................................................................. 59 Table 11 Emphasis Area 5 Strategies.............................................................................................................................. 60 Table 12 List of Viable Safety Projects for Signalized Intersections ................................................................... 70 Table 13 List of Viable Safety Projects for Non- Signalized Intersections........................................................ 71 Table 14 List of Viable Citywide Safety Projects......................................................................................................... 72 Table 15 List of Viable Corridor Safety Projects ......................................................................................................... 73 Table 16 Other Safety Elements........................................................................................................................................ 75 Table 17 Additional List of Locations Identified by the Community .................................................................. 77 Table 18 List of Countermeasures ................................................................................................................................... 78 Table 19 Summary of Application Categories for HSIP Cycle 11......................................................................... 79 Table 20 List of Potential Funding Sources .................................................................................................................. 81 Tables

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Appendix
A: Public Comments with Map Input Data
B: Summary of Planning Documents
C: Consolidated High Injury Collision Database
D: Countermeasure Toolbox
E: LRSM Excerpt
F: HSIP Analyzers

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1. Project Background
WHAT IS AN LRSP?
The Local Roadway Safety Plan (LRSP) is a localized data-driven traffic safety plan that provides opportunities to address unique roadway safety needs and reduce the number of collisions. The LRSP creates a framework to systematically identify and analyze traffic safety-related issues, and recommend safety projects and countermeasures. It facilitates the development of local agency partnerships and collaboration, resulting in the development of a prioritized list of improvements that can qualify for HSIP funding. The LRSP is a proactive approach to addressing safety needs and is viewed as a living document that can be constantly reviewed and revised to reflect evolving trends, and community needs and priorities.

STUDY AREA
The City of Livermore is located in Alameda County, California. Livermore is the one of most populous cities in the Tri-Valley, giving its name to the Livermore Valley. It is located on the eastern edge of California's San Francisco Bay Area. The City covers a total area of 26.45 square miles. Interstate 580 passes the outskirts of the City of Livermore before it heads east through the Altamont Pass to the Central Valley and Interstate 580. The City’s estimated population is 86,803 (2021 ACS Five-Year Estimates). Interstate 680 lies on the west, and Highway 84 heads southwest from Interstate 580. These nearest cities include Pleasanton towards the west and Dublin to the northwest, Spring Town to the north, and unincorporated areas of Alameda County to the south and southeast. The study area is mapped in Figure 1.
1 PROJECT BACKGROUND

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15 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Figure 1 Study Area: City of Livermore

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16 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n In the 2020 American Community Survey (ACS) five-year estimates by the U.S. Census, it was found that 73.8% of Livermore commuters prefer driving alone to work, with 58.5% using this mode of transportation across the County, while the State overall registers a higher rate at 78%. The second most common method of commuting to work in Livermore is carpooling at 8.92%. Table 1 shows various modes of transportation used by Livermore residents to commute to work.

Table 1 Livermore Commute to Work Data
Commute to Work Livermore Alameda County California
Drive Alone 73.8% 58.5% 78%
Carpool 8.92% 9.5% 11%
Public Transportation 3.89% 14.3% 5%
Walked 1.31% 3.3% 3%
Bicycled 0.8% 1.6% 0.8
Work from Home 10.1% 11% 3.8%
Other 0.71% 1.05% 3%
Source: Data from the Census Bureau ACS 5-year Estimate 2020 | https://datausa.io/profile/geo/livermore-ca

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2. Safety Projects
Safety partners are vital to the development and implementation of an LRSP. For the City of Livermore, these include City Staff from the Community and Economic Development Department, Engineering Division and Planning Division, Livermore Public Works Streets, Livermore Public Works Sanitation, Livermore Police Department, Livermore-Pleasanton Fire Department, Livermore Valley Joint Unified School District, Bike East Bay, Livermore Area Recreation and Park District, Caltrans, and Livermore residents. These stakeholders attended two virtual stakeholder outreach events, which were held on March 29th, 2023, and October 3rd, 2023, and community outreach on August 22nd, 2023 to review project goals and, findings, and to solicit feedback from the group.

Figure 2 illustrates the landing page design of the PowerPoint presentation for the virtual Stakeholder Outreach.

Figure 2 Zoom Meeting from Stakeholder Meeting #1
This stakeholder outreach was supplemented by a project website and with an interactive platform.

The interactive map was used to solicit feedback from Livermore residents and stakeholders outside the confines of traditional meetings. Figure 3 presents the landing page of the project website. 2 SAFETY PARTNERS

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18 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Figure 3 Livermore Local Roadway Safety Plan: Project Website In total, 146 comments were received through the project website of Livermore. The most comments offered concerned First Street, South Livermore Avenue, East Avenue, and Portola Avenue. The most common concerns expressed were speeding, intersection safety, pedestrian safety, bicycle safety, and school safety. The results of the interactive map are shown below in Figure 4, and summarized in Figure 5.

Figure 4 Interactive Map Comment Responses
10 12
31 9
38 46
0 10
20 30
40 50
Bicycle Pedestrian Motor Vehicle
Corridors Intersection

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Figure 5 Public Comments on Traffic Safety by Location
*This survey was conducted from 06/01/2023 to 09/01/2023.

Note: Corridors with less than two comments are not listed in this summary. The category was chosen based on the primary issue listed in the comment. Each comment was assigned to the major road if at an intersection.

Appendix A includes all public comments from the Map Input Tool. 0 2
4 6
8 10
12 14
16 18
East
Avenue
First St Portola AveS Livermore
Ave
Wall Street Garventa
Ranch Rd
Murrieta
Blvd
Scenic
Drive
Vasco Road Concannon
Blvd
Bicycle Safety Intersection Safety Lighting & Visibility Pedestrian Safety Speeding Curve Unsafe School Safety

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Commit to equity in all aspects of Safe System, including data analysis that acknowledges and addresses reporting biases, project prioritization efforts that promote projects in historically underinvested communities rather than providing unequal opportunities to those with the historically “loudest” voices or most resources for civic participation, and implementation strategies that follow data-driven approaches.

Ongoing Monitoring
Ongoing monitoring of outcomes, including collision trends and project delivery, through the empaneling of a standing Working Group and ongoing collaboration between City departments, other local and regional agencies, and other stakeholders.

Safe Streets
Enhance safety for all roadway users through both roadway design and engineering improvements as well as non-engineering countermeasures such as outreach, education and enforcement. To support safe travel for people walking and biking, who are especially vulnerable in crashes, special focus should be paid near commercial areas, schools, recreational facilities, areas that are poorly lit at nighttime, and other areas where people walking and biking are present in high numbers or are vulnerable.

Reducing Injury Collisions
Reducing injury collisions on the city roads.

SAFETY GOALS

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3. Existing Planning Efforts
This chapter provides a review of previous and ongoing planning efforts that are relevant to enhancing transportation safety in Livermore. Livermore aims to achieve a multimodal roadway system that responds to the evolving transportation landscape and addresses safer mobility for all. The purpose of this chapter is to ensure the LRSP vision, goals, and 8 E's strategies (Engineering, Education, Encouragement, Enforcement, Emergency Medical Services (EMS), Equity, Engagement, and Evaluation) are aligned with prior planning efforts, planned transportation projects, and noninfrastructure programs for the City.

Table 2 outlines key resources for improving street safety through transportation plans, design guidelines, and area plans. Many of these documents establish goals or visions for the safe movement of people throughout Livermore, including enhancing the safety of active modes for people of all ages and abilities to help achieve transportation mode shares and environmental targets.

The following sections include brief descriptions of these documents and how they inform the development of the LRSP. A detailed list of relevant policies and projects is listed in Appendix B. 3 EXISTING PLANNING EFFORTS

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22 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Table 2 Overview of Plans and Policies
Document/Program Description E’s Addressed
City of Livermore General
Plan (Circulation Element)
(2004) Amend. 2014
(The General Plan Update
process is anticipated to be
completed by Summer 2024)
The City of Livermore General Plan was adopted in 2004 and the circulation element was last amended in 2014. The purpose of the circulation element is to identify the anticipated circulation needs, indicate the location and extent of the existing and proposed circulation network, and provide policies and priorities for circulation system improvements. The general plan would balance the need to provide efficient ways to travel from one place to another and also serve goals to revitalize the Downtown and limit non-local cut-through traffic on city streets. Major streets are typically four- to six-lane divided facilities.

The Vision statement of the on-going Livermore General Plan Update: “In 2045, Livermore will be a community with a big heart where families and individuals flourish, and people with diverse experiences and perspectives work together for the common good. Insightful land-use policies and wise resource management will ensure services and infrastructure for a high quality of life and enable Livermore to be safe and welcoming for all.”
Enforcement and
Engineering
Livermore Bicycle,
Pedestrian and Trials Active
Transportation Plan (ATP)
(2018)
The Active Transportation Plan (ATP), adopted in 2018, carries the vision of a vibrant community where people can comfortably walk, bicycle, and access trails for transportation and recreation.

This includes a strategy to realize a safer, more comfortable active transportation environment with a thriving walking and bicycling culture. The Plan identifies challenges and recommends
implementation strategies to improve walking, biking, and trails in Livermore. The plan analyzes existing conditions, incorporates community objectives, implements current ones, and polices, and recommends network improvements and programs that address limitations and challenges to active transportation. The plan proposes enhancements that will be implemented to the existing network to close gaps and increase safety, comfort, and connectivity.

Engineering and
Education
Livermore Bicycle,
Pedestrian and Trails Active
Transportation Plan (ATP)
(2018) | Design Guidelines
This documentation presents design guidelines and best
practices recommended for the City of Livermore to use for pedestrian, bicycle, and equestrian facilities, to be used in conjunction with the City’s Standards Details and Standards Specifications. This document follows the design standards and guidelines of national best practice documents, as well as California-specific guidance. Furthermore, the document provides design guidelines on crossing and bicycle facilities design at intersections. The improvements identified in this plan will guide the safety improvements and connectivity strategies to be recommended in the City's Local Roadway Safety Plan.

Engineering and
Education
Neighborhood Traffic
Calming Program (NTCP)
2020
The program intends to utilize traffic calming devices to address neighborhood traffic issues. The program mainly focuses on local and collector streets. Some of the tools listed as part of the program include median, entry island, chokers, curb extensions, chicanes, and speed bumps. The programs highlight the need for neighborhood participation and consensus-building exercises.

NTCP 2020 would protectively improve livability and quality of life within residential neighborhoods by reducing cut-through traffic, Engineering

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Document/Program Description E’s Addressed
accident, and speed locations. The goal of NTCP 2020 is to implement measures approved by the neighborhood that would improve the safety and quality of life of the residents, pedestrians, bicyclists, and motorists. The plan through policies and standards has addressed key objectives that reflect proposed improvements and pedestrian/bike management to operate and manage site pedestrian/bike requirements. The Plan also prioritizes implementation goals and objectives that will guide in
development of the City’s Local Road Safety Plan.

Alameda Safe Routes to
School Program (2019)
The program promotes safe and healthy transportation choices as being fun and easy options for parents and children
throughout Alameda County. The Alameda County SR2S program seeks to distribute Safe Routes to School programming equitably around the County. The program seeks to increase the number of students who use active (walking and biking) or shared
(carpooling, school bus, and transit) travel modes to get to and from school. The plan also addresses the Bicycle Safety Education program and encourages bicycle riding among the residents. The Alameda County Safe Routes to School (SR2S) programs aim to encourage students and their families to move away from singlefamily car trips and towards healthier, more sustainable modes of walking, biking, carpooling, and transit. Looking at student and parent barriers to walking and biking,
environmental/infrastructure issues that make walking and biking easy or difficult, and education, support, and incentives to encourage walking, communities have increased the number of students that walk and bike to school. The program establishes objectives that can serve as a guide for the Local Road Safety Plan as it works to create safe school environments.

Education
Alameda Countywide Active
Transportation Plan (2019)
The Alameda Countywide Active Transportation Plan
(Countywide ATP) provides a vision, goals, and priorities to improve walking and biking throughout the 15 diverse
jurisdictions in Alameda County. The Countywide ATP was developed to establish countywide priorities that further local agencies’ efforts. The plan also addresses community concerns about pedestrian quality and safety, better access to transit, affordable transit fares, safe biking and walking, and pavement quality. The plan also includes strategies to improve safety on high-injury networks, work on speed limit setting and safer multimodal travel, and also make sure of enhancing safety at AtGrade Rail Crossings. The plan further provided resources and recommendations that could be used by local jurisdictions. This plan will help guide the safety improvements and strategies to be recommended in the City’s Local Roadway Safety Plan to ensure consistency.

Engineering,
Education
Alameda Countywide
Multimodal Arterial Plan
(2016)
The Alameda Countywide Multimodal Arterial Plan intends to address the needs and mobility for all modes using complete streets concepts. Alameda County has a network of efficient, safe, and equitable accessible arterials that facilitate multimodal movement and travel, and help create a strong economy, healthy environment, and vibrant communities while maintaining local contexts. The Plan provides a roadmap for a future with superior Engineering, Equity

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24 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Document/Program Description E’s Addressed
mobility for all modes of continuous and connected networks for each mode that better supports adjacent land uses. The Plan will have a network of efficient, safe, and equitably accessible arterials that facilitate the multimodal movement. The Plan focuses on the strengths of active transportation and strategies for safer routes to school to be recommended in the City’s Local Roadway Safety Plan.

LAVTA Short Range Transit
Plan (SRTP) | FY 2016-2025
(2016)
The purpose of this SRTP is to provide an understanding of Livermore Amador Valley Transit Authority (LAVTA)’s existing conditions, discuss standards achieved, evaluate performance metrics, provide recommendations, and plan for operational sustainability over the next 10 years. LAVTA recently updated the bus system routes after the adoption of this plan. The plan provides equal access to a variety of safe, affordable, and reliable public transportation choices, increasing mobility and improving the quality of life of those who live and work in the Tri-Valley area.

The Plan focuses on multi-use, increases multi-modal
connectivity, and better transit facilities and infrastructure to be recommended in the City’s Local Roadway Safety Plan.

Equity
Isabel Neighborhood
Specific Plan (2022)
The Isabel Neighborhood Specific Plan established a new regulatory framework for guiding private and public
development within the Isabel Neighborhood over the next 20 years. The Plan’s regulatory framework replaces the existing land use designations of the General Plan as well as the zoning regulations of the Livermore Development Code. The Plan will guide future development of the area surrounding the Isabel Valley Link Station in the I-580 median at Isabel Avenue. The Plan is a “Specific Plan”, which has been an effective tool used by the City of Livermore to meet community goals for and guide the transformation of several specific areas within the city. In the Isabel Neighborhood area, the abundance of vacant land near the proposed Valley Link station is a major opportunity for shaping a new neighborhood for the city centered on a major transit hub.

Equity

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25 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

4. Collision Data and Analysis
A primary component of the LRSP is the identification of locations with elevated risk of collisions either through their collision histories or their similarities to other locations that have more active collision patterns. A summary of the data utilized and key findings is included in this chapter.

The LRSP focuses on systemically identifying and analyzing traffic safety issues and recommends appropriate safety improvements. The chapter starts with a comprehensive analysis of collisions of all severity types in Livermore and compares this with the KSI (killed and severe injury) collisions. Factors such as collision severity, type of collision, primary collision factor, lighting, weather, and time were analyzed. Following this, a more detailed analysis was conducted for KSI collisions that have occurred on the city’s roadways, including analyzing intersection and roadway segment collisions separately.

DATA COLLECTION
Collision data helps to understand different factors that might be leading to collisions and influencing collision patterns in a given area. For this analysis, five years of jurisdiction-wide collision data (2015 to 2019) was retrieved from CROSSROADS. Collisions that occurred along SR 84 are not part of this analysis since SR 84 is relinquished by the City. The collision data was analyzed and plotted in ArcMap to identify high-risk intersections and roadway segments. Each collision was assigned to the nearest intersection within 250 feet, or the nearest roadway segment if no intersection was within range. A raw count of crashes was calculated for each intersection and roadway segment, and intersection collisions were separated by signalized and non-signalized locations.

COLLISION HISTORY
The time periods have been classified into five discrete one-year periods for this analysis:
 Year 1 – January 1, 2015 to December 31, 2015
 Year 2 – January 1, 2016 to December 31, 2016
 Year 3 – January 1, 2017 to December 31, 2017
 Year 4 – January 1, 2018 to December 31, 2018
 Year 5 – January 1, 2019 to December 31, 2019
Figure 6 illustrates all the injury collisions that have occurred in the City of Livermore from January 1st, 2015 to December 31st, 2019.
4 COLLISION DATA AND ANALYSIS

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26 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Figure 6 Citywide Collision Locations

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27 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n 1%
5%
34%
60%
0%
10%
20%
30%
40%
50%
60%
70%
Fatal Severe Injury Visible Injury Complaint of Pain

COLLISION CLASSIFICATION
The total number of collisions reported in five years (2015-2019) was 4,520. Among all collisions reported in the City of Livermore, 1,363 injury collisions and 3,157 collisions were PDOs (Property Damaged Only). Among 1,363 injury collisions 221 were found to be on Isabel Ave (SR84).

There were a total of 1,142 injury collisions reported on the City of Livermore roads from 2015 to 2019.

Out of these, 688 collisions (60%) led to complaint of pain injury and 386 collisions (34%) led to a visible injury. There were 68 KSI collisions, of which 52 collisions (5%) led to a severe injury and 16 collisions (1%) resulted in a fatality. Figure 7 illustrates the classification of all collisions based on severity.

The analysis first includes a comparative evaluation between all injury collisions and KSI collisions, based on various factors including (but not limited to): collision trend, primary collision factor, collision type, facility type, motor vehicle involved with, weather, lighting, and time of the day. Following this, a comprehensive analysis is conducted for only KSI collisions. KSI collisions cause the most damage to those affected and to infrastructure. Aside from the human toll exacted against the crash victims, emotional impacts are endured by family and friends, by witnesses, and by first responders. There are also financial burdens endured by victims and their families as well as by the community and society as a whole. The LRSP process thus focuses on these collision locations to proactively identify countersafety issues leading to these KSI collisions.

The reported collisions categorized by facility type and collision severity are presented in Table 3.

Figure 7 Collisions by Severity (2015 -2019)

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28 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n 192
220
268
238
224
11 9
14 17 17
0 50
100
150
200
250
300
350
2015 2016 2017 2018 2020
Total KSI
Table 3 Collisions by Severity
Collision Severity Roadway Segment Intersection Total
Fatal 5 11 16
Severe Injury 8 44 52
Visible Injury 74 312 386
Complaint of Pain 115 573 688
Total 202 940 1,142
Note: The injury collisions in the table above do not include the 221 collisions on Isabel Avenue.

YEARLY TREND
The number of reported injury collisions of all severities increased between 2015 and 2017, whereas the injury collisions decreased from 2017 to 2019. The year with the highest number of injury collisions was 2017 (268 collisions), while the year with the lowest number of injury collisions was 2015 (192 collisions). The yearly total for all years is 68 KSI collisions occurred in the City of Livermore during the study period, is overall consistent from 2015 to 2019. The least number of KSI collisions occurred in 2016 (9 collisions), while the most occurred in both 2018 and 2019 (17 collisions each). Figure 8 illustrates the five-year collision trend for all injury collisions and KSI collisions.

Figure 8 Five-Year Collision Trend
Collision types describe how a crash is reported by law enforcement based on the parties who were involved and generally describe how contact was made between the involved parties. This classification by facility type is illustrated in Figure 9.

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29 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

0 50
100
150
200
250
300
350
2015 2016 2017 2018 2019
Number of Collisions
Year
Vehicle - Pedestrian
Sideswipe
Rear-End
Overturned
Other
Not Stated
Hit Object
Head-On
Broadside
ROADWAY SEGMENT VS. INTERSECTION
When evaluating the locations of injury collisions, most collisions occurred at intersections and not along roadway segments. In the City of Livermore, 82% of all injury collisions (940 collisions) occurred at intersections whereas 18% (202 collisions) occurred on roadway segments. This classification by fatality type is presented in Figure 10 below.

Roadway
Segment
18%
Intersection
82%
Figure 9 Citywide Injury Collisions by year
Figure 10 Intersection vs Roadway Collisions - All Collisions and KSI

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30 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Vehicle-Pedestrian collisions are any crash
involving both a motor vehicle and a
pedestrian.

An Overturned collision is any type of crash
that results in at least one vehicle rotating 90
degrees or more side to-side or end-to-end.

A Head-on collision is between two vehicles
where the primary point of contact was the
front of both vehicles.

Hit Object collisions are between a vehicle
and non-vehicular object in or near the
roadway
Sideswipe collisions are between vehicles, typically
traveling the same direction, where the primary
point of contact was the side of the vehicles.

A Rear-end collision is between two vehicles
traveling in the same direction where the front of
one vehicle contacts the rear of another.

Broadside collisions are between vehicles on
conflicting paths where the front of one vehicle
contacts the side of another.

Unknown/Other collisions describe any reported
collision that was not consistent with one of the
primary collision types above or where collision
type was not coded into the collision database.

COLLISION TYPE
Among all injury collisions, the most commonly occurring collision type was broadside type collisions (32%) and rear-end type collisions (27%). The collision types for KSI collisions follow a different pattern, where the most commonly occurring collision type was vehicle/pedestrian collisions (34%), hit object collisions (25%), and broadside (18%). Figure 11 illustrates the collision type for all injury collisions as well as KSI collisions.

Figure 11 Citywide Collision Type
6% 6%
27%
32%
11%
2%
9%
7%
4% 3% 4%
18%
25%
3%
34%
9%
0%
5%
10%
15%
20%
25%
30%
35%
40%
Head-OnSideswipeRear EndBroadsideHit ObjectOverturnedVehicle/PedestrianOther Total F+SI KSI

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31 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

PRIMARY COLLISION FACTOR
Among all injury collisions, the most common violation category was observed to be unsafe speed (26%) and automobile right of way (21%). The most common primary violation categories for KSI collisions were unsafe speed (21%), pedestrian violation (19%), driving under influence (9%), and improper turning and traffic signals and signs (7%). Figure 12 illustrates the violation category for all injury collisions and KSI collisions.

Figure 12 Citywide Collision Causes
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
50%
DUIUnsafe SpeedWrong Side of RoadImproper PassingImproper TurningAutomobile Right of WayPedestrian ViolationTraffic Signals and SignsFollowing Too CloselyUnsafe Lane ChangeUnsafe Starting or BackingPedestrian Right of WayOther Hazardous ViolationOther Improper DrivingOther Than DriverUnknown Total KSI F+SI
Auto Right-of-Way (R/W) Violation refers to a
driver infringing upon the right-of-way of
another party in violation.

Improper Turning identifies a collision where a
party made a left or right turn in violation.

Unsafe Speed refers to a collision where a party
is identified to be traveling at a speed exceeding
that deemed reasonable or prudent for
conditions.

Traffic Signals and Signs describes a party
disobeying a traffic control device such as a
traffic signal or roadside sign.

Driving Under Influence identifies a collision where a
driver is found to have been operating a vehicle while
impaired by a substance – typically alcohol.

Unsafe Lane Change describes a collision where a
party moves between two lanes or deviates course in a
hazardous manner and/or without signaling
appropriately.

Following Too Closely refers to a driver of a motor
vehicle driving behind another vehicle at distance that is too short to be reasonable or prudent for conditions.

Pedestrian Violation refers to a collision where a
pedestrian is identified to be at fault or causing
violations.

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32 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n 3%
10%
61%
1% 5%
0%
9%
11%
1% 0%
6%
35%
25%
0% 0% 1% 4%
24%
4%
0%
0%
10%
20%
30%
40%
50%
60%
70%
Non-CollisionPedestrianOther Motor VehicleMotor Vehicle on Other Roadway
Parked Motor VehicleTrainBicycleFixed ObjectOther ObjectOther Total F+SI
1%
68%
1%
14%
3% 0% 1% 0% 3%
9%
0% 0%
59%
1%
18%
1% 0% 1% 0%
6%
12%
1%
0%
10%
20%
30%
40%
50%
60%
70%
80%
Not statedPassenger Car/Station
Wagon
Motorcycle/ScooterPickup or Panel TruckTruck or Truck TractorSchool BusOther BusEmergency VehicleBicycleOther VehiclePedestrian Total F+SI

MOTOR VEHICLE INVOLVED WITH
Figure 13 Motor Vehicle Involved with
MODES
Figure 14 Modes for All Injury Collisions vs. KSI Collisions KSI
KSI

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33 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

70%
30%
Day Time
Collisions
Nighttime
Collisions
L i v e r m o r e R o a d w a y S a f e t y P l a n
Injury
Collisions
56%
44%
KSI
Collisions
Figure 15 Lighting Conditions (2015-2019) LIGHTING
Among all injury collisions, 70% of collisions
occurred in daylight, while 30% of collisions
occurred during hours of darkness. For KSI
collisions, a higher percentage of crashes occurred
in daytime conditions, with 56% of collisions having
occurred in daylight and 44% of collisions occurring
at night on streets with street lights. Figure 15
illustrates the lighting condition for all collisions.

Factors that may contribute to the quality of
streetlights include lights being insufficiently bright, placed too widely apart, or poor quality of lighting
for people walking on the sidewalk, as streetlights
are often designed primarily for vehicles in travel
lanes.

TIME OF THE DAY
Among all injury collisions, the hour with the most
number of collisions was between 5:00 p.m. to 6:00
p.m. (9%), while the hour with the fewest number of
collisions was between 3:00 a.m. to 4:00 a.m. for all
KSI collisions, of the most collisions occurred
between 5:00 p.m. to 6:00 p.m. (11%). Figure 16
illustrates the percentage of collisions occurring by
the time of day.

Figure 16 Time of Day
68%
32%
Ped/Bike
Collisions
0%
2%
4%
6%
8%
10%
12%
14%
12:00 AM1:00 AM2:00 AM3:00 AM4:00 AM5:00 AM6:00 AM7:00 AM8:00 AM9:00 AM10:00 AM11:00 AM12:00 PM1:00 PM2:00 PM3:00 PM4:00 PM5:00 PM6:00 PM7:00 PM8:00 PM9:00 PM10:00 PM11:00 PM12:00 AM Total KSI F+SI

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34 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n 5 8
74 115
11 44
312
573
0 100
200
300
400
500
600
700
Fatal Severe Injury Other Visible Injury Complaint of Pain Corridor Intersection
2 9
2 7
5 9
1 16
6 11
0 2
4 6
8 10
12 14
16 18
Fatal Severe Injury
2015
2016
2017
2018
2019

KILLED AND SEVERE INJURY (KSI) COLLISIONS
This section describes a detailed collision analysis performed for KSI collisions occurring at roadway segments and intersections in the City of Livermore. Of the total 68 KSI collisions that occurred during the study period, 13 collisions (19%) occurred on roadway segments and 55 collisions (81%) occurred at intersections. This distribution is illustrated in Figure 17. Whereas, Figure 18 illustrates the total of killed and severe injury collisions per year. Figure 19 maps the KSI collisions that occurred in the City of Livermore during the study period.

Figure 17 Citywide Collisions Outcome
Figure 18 Citywide KSI Collisions Outcome

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35 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Figure 19 Citywide Killed and Severe Injury Collisions

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36 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n 0% 0%
8% 8%
54%
8%
23%
0% 0%
5% 4% 4%
20% 18%
2%
36%
11%
0%
0%
10%
20%
30%
40%
50%
60%
Head-OnSideswipeRear EndBroadsideHit ObjectOverturnedVehicle/PedestrianOtherBlank Roadway Intersection
0%
8%
23%
0% 0% 0% 0%
15%
8%
0%
23%
0% 0%
15%
7% 8%
9%
20%
2%
5%
2% 2%
5%
4%
5%
18%
9%
5%
0%
5%
0%
5%
10%
15%
20%
25%
UnknownDUIUnsafe SpeedFollowing Too CloselyWrong Side of RoadImproper PassingUnsafe Lane ChangeImproper TurningAutomobile Right of WayPedestrian Right of WayPedestrian ViolationTraffic Signals and SignsOther Hazardous ViolationOther Than DriverOther Improper Driving Roadway Intersection
32 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

COLLISION TYPE AND LOCATION TYPE
Figure 20 KSI Collisions: Collision Type

VIOLATION CATEGORY AND LOCATION TYPE
Figure 21 KSI Collisions: Violation Category Type

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37 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

8%
23%
15%
0% 0%
46%
8%
5%
38%
27%
2%
5%
18%
4%
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
50%
Non-Collision Pedestrian Other Motor
Vehicle
Train Bicycle Fixed Object Other Object
Roadway Intersection
31%
0%
69%
0%
55%
5%
38%
2%
0%
10%
20%
30%
40%
50%
60%
70%
80%
Daylight Dusk - Dawn Dark - Street Lights Dark - No Street Lights Roadway Intersection
33 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

MOTOR VEHICLE INVOLVED WITH AND LOCATION TYPE
Figure 22 KSI Collisions: Motor Vehicle Involved With

LIGHTING AND LOCATION TYPE
Figure 23 KSI Collisions: Lighting

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38 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n 0%
10%
20%
30%
40%
50%
60%
Proceeding
Straight
Ran Off Road Making Left Turn Changing Lanes Entering Traffic Other Head- On Sideswipe Rear End Broadside Hit Object
Overturned Vehicle/ Pedestrian Other Not Stated
34 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n 1 1 1 1 1
0 1
0 2
3 2
0 2 2
6 5 5
4 7
3 10
9 2
0 0
2 4
6 8
10 12
2-4 am4-6 am6-8 am8-10 am10 am - 12 pm12 - 2 pm2-4 pm4-6 pm6-8 pm8-10 pm10 pm - 12 am12-2 am Roadway Intersection

TIME OF DAY AND LOCATION TYPE
Figure 24 KSI Collisions: Time of Day
COLLISION TYPE VS. MOVEMENT PRECEDING COLLISION OF PARTY AT FAULT Figure 25 KSI Collisions by Collision Type and Movement Preceding Collisions of Party at Fault

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GEOGRAPHIC COLLISION ANALYSIS
The above collision analysis was used to identify five main collision factors that highlight the top trends among collisions in the City of Livermore. These five collision factors were identified to be rear-end collisions, broadside collisions, nighttime collisions, unsafe speed violations, and pedestrian collisions.

REAR END TYPE COLLISIONS
Rear-End collisions represented 27% of all injury collisions and 4% of KSI collisions. Figure 26 shows the distribution of rear-end collisions throughout the City of Livermore between 2015 and 2019. East Stanley Boulevard and North Vasco Road have a higher concentration of rear-end collisions, compared to other Livermore roads.

BROADSIDE TYPE COLLISIONS
Broadside collisions caused 32% of all injury collisions and 18% when considering only KSI collisions.

It was the most common collision type among KSI collisions. Figure 27 shows the distribution of broadside collisions throughout the City of Livermore. Maple Street, Third Street, and Fourth Street have a higher concentration of broadside collisions, compared to other Livermore roads.

NIGHTTIME TYPE COLLISIONS
Collisions occurring at night represented 30% of all injury collisions, but rose significantly to 44% when considering KSI collisions, indicating that lighting may be a factor in those collisions. Figure 28 shows the distribution of nighttime collisions throughout the City of Livermore. First Street and Livermore Avenue have a higher concentration of nighttime collisions, compared to other roads in the City of Livermore.

UNSAFE SPEED VIOLATIONS
Unsafe speed violations resulted in 26% of all injury collisions, and 21% of KSI collisions in Livermore, the highest of any violation type among all injury collisions. Figure 29 shows the distribution of unsafe speed collisions throughout the City of Livermore. East Stanley Avenue, First Street, and Livermore Avenue have a higher concentration of unsafe speed collisions, compared to other Livermore roads.

PEDESTRIAN TYPE COLLISIONS
Vehicle/pedestrian collisions accounted for 34% of all injury collisions compared to 10% of KSI collisions. Figure 30 shows the distribution of pedestrian collisions throughout the City of Livermore.

East Stanley Avenue, First Street, and Las Positas Road have a higher concentration of pedestrian collisions, compared to other Livermore roads.

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40 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Figure 26 Citywide Rear End Collisions

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41 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

Figure 27 Citywide Broadside Collisions

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42 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Figure 28 Citywide Night time Collisions

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43 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

Figure 29 Citywide Unsafe Speed Collisions

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44 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Figure 30 Citywide Pedestrian Collisions

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45 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n 82%
18%
Other Collisions
Pedestrian/Bicycle
Collisions
3%
10%
47%
40%
Fatal
Severe Injury
Visible Injury
Complaint of
Pain
L i v e r m o r e R o a d w a y S a f e t y P l a n
Figure 31 Pedestrian and Bicycle Collisions

PEDESTRIAN AND BICYCLE COLLISIONS
Out of 1,142 injury collisions, 209 collisions (18%)
involved pedestrian and bicycle collisions. There
were 27 (13%) KSI (killed and severe injury)
collisions, of which 20 collisions (74%) led to a
severe injury and seven collisions (26%) led to a
fatality. Figure 31 illustrates the classification of
pedestrian and bicycle collisions based on severity
on city roads.

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.

Figure 32 and Figure 33 illustrate all the pedestrian and bicycle collisions that have occurred in the City from January 1st, 2015 to December 31st, 2019.

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46 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Figure 32 Citywide Pedestrian Collisions

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47 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

Figure 33 Citywide Bicycle Collisions

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48 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

COLLISION SEVERITY WEIGHT
The Equivalent Property Damage Only (EPDO) method was used to identify the high-severity collision network. The EPDO method accounts for both the severity and frequency of collisions by converting each collision to an equivalent number of property damage-only (PDO) collisions. The EPDO method assigns a crash cost and score to each collision according to the severity of the crash weighted by the comprehensive crash cost. These EPDO scores are calculated using a simplified version of the comprehensive crash costs per HSIP Cycle 12 application. The weights used in the analysis are shown below in Table 4.

Table 4 EPDO Score used in HSIP Cycle 12
Collision Severity EPDO Score
Fatal and Severe Injury Combined 165*
Visible Injury 11
Possible Injury 6
PDO 1
*This is the score used in HSIP Cycle 12 for collisions on roadway segments, to simplify the analysis this study uses the same score for all KSI collisions regardless of location.

EPDO is used because it provides a methodology for the project team to understand the locations in Livermore that are experiencing the most severe crashes. Because of the high score given to fatal and severe injury crashes, locations that have these types of crashes are more likely to receive a higher EPDO score than other locations that may have more collisions, but fewer killed or severe injury collisions.

Locations that have the highest EPDO scores are selected for inclusion in the high collision network, shown in the next section. Identified intersections are scored based on collisions occurring at or within 250 feet of the intersection, while roadway segment locations are identified based on collisions that occur along the segment, except directly at an intersection (0 feet from the intersection per CROSSROADS data). Identifying the locations with the most severe crashes allows the team to focus on recommended solutions and countermeasures at these locations.

The EPDO scores for all injury collisions can then be aggregated in a variety of ways to identify collision patterns, such as location hot spots. The weighted collisions for the City of Livermore were geolocated onto Livermore’s road network. GIS is then used to calculate the EPDO score for each roadway segment and intersection citywide, which is then ranked according to its score.

Figure 34 shows the location and geographic concentration of collisions by their EPDO score.

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49 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Figure 34 Citywide Equivalent Property Damage Only

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HIGH INJURY NETWORK
Following the detailed collision analysis, the next step was to identify the high-injury roadway segments and intersections in Livermore. The methodology for scoring the high-injury locations is the same method as used in the severity weight section. Figure 35 shows the top 10 high-collision roadway segments and top 11 high-collision intersections.

For the high collision network analysis, intersections include injury collisions that occurred within 250 feet of it and roadways include all collisions that occurred along the roadway in addition to collisions that occurred directly at an intersection. The weights used in the analysis are shown in Table 4.

Figure 35 illustrates high injury network for intersections and corridors.

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Figure 35 Citywide High Injury Network (HIN)

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INTERSECTION RANKING
A total of 11 intersections were identified as high-risk intersections based on high collision severity weight.

There were a total of 106 collisions and 14 KSI collisions that occurred at these intersections. The intersection of Patterson Pass Road & Greenville Road and First Street & Southfront Road had the highest number of injury collisions, whereas the intersection of First Street and Portola Avenue slip ramp had the highest number of KSI collisions.

Table 5 lists the collision rate of the top 11 identified high-risk intersections along with their severity weight and the number of KSI collisions.

Table 5 High Collision Intersections
ID Intersection Total Injury
Collisions
KSI Collisions Severity
Weight
1 First St & Portola Ave Slip Ramp (Non-Signalized) 7 3 534 2 Patterson Pass Rd & Greenville Rd (Signalized)* 27 2 530 3 First St and Southfront Rd (Signalized) 12 1 241
4 E Stanley Blvd & Murrieta Blvd (Signalized) 10 1 239
5 Railroad Ave & S P St (Signalized) 9 1 228
6 Jensen St & East Ave (Non-Signalized) 8 1 227
7 First St & Maple St (Signalized) 7 1 187
8 Northfront Road & North Vasco Road (Signalized) 9 1 282 9 First St & Scott St (Non-Signalized) 7 1 211
10 First St & Bellmawr Dr (Non-Signalized) 6 1 215
11 Portola Ave & N L St (Signalized) 5 1 205
*Note: Signal installed on Patterson Pass Rd & Greenville Rd in the year 2020.

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CORRIDOR RANKING
A total of 10 corridors were identified as high-collision corridors. There was a total of 274 injury collisions and 27 KSI collisions on these corridors. The First Street and Murrieta Boulevard corridors have the highest number of KSI collisions and all injury collisions.

Table 6 lists the collision rate of the top 10 identified high-collision corridors along with the number of KSI collisions, total collisions, corridor length, and severity weight.

Table 6 High Injury Corridors
ID Corridors Total KSI
Collisions
Length
(miles)
Severity
Weight
A First St: E Stanley Blvd to I-580/John P Miller
Memorial Hwy (Intersection)
74 7 3.5 1,518
B Murrieta Blvd: Holmes St to Portola Avenue 25 5 2.3 995 C Concannon Blvd: Isabel Avenue to S Livermore
Avenue
19 3 3.5 626
D Las Positas Rd: N Livermore Ave to Greenville Rd 31 2 5.4 544 E N Livermore Avenue: 400’ N (City Limit) to
Railroad Avenue
27 2 1.4 510
F S Vasco Rd: I-580 to Tesla Rd 18 2 3.1 456
G W Jack London Blvd: Wolf House Dr to 1900 W’
from Discovery Dr
19 2 1.3 447
H Portola Avenue: First St to Murrieta Blvd 13 2 2.0 426 I E Stanley Blvd: Railroad Avenue to Murdell Lane 38 1 1.2 422 J Patterson Pass Rd: Greenville Rd to N Mines Rd 10 2 2.6 398

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5. Emphasis Areas
Emphasis areas are focus areas for the LRSP that are identified through the comprehensive collision analysis of the identified high-injury locations within the City of Livermore. Emphasis areas help in identifying appropriate safety strategies and countermeasures with the greatest potential to reduce collisions occurring at these highinjury locations. They can include but not be limited to specific collision types, human behaviors, facility types, and specific locations or corridors.

This section summarizes the top five (5) emphasis areas identified for Livermore. These emphasis areas were derived from the consolidated high-injury collision database (Appendix C) where top injury factors were identified by combing the data manually. The high-injury collision database contains only collisions occurring at the high-injury intersections or along high injury corridors. Along with findings from the data analysis, stakeholder input was to refine the emphasis areas specific to Livermore.

Based on the systemic safety analysis that helped identify high-injury intersections and roadway segments, the top risk factors and emphasis areas determined for traffic safety in the City of Livermore are as follows:
 Address Broadside Collisions & Automobile Right of Way Violations  Improve Rear End Collisions & Unsafe Speed
 Reduce Nighttime Collisions
o Collisions occurring in low or no natural lighting conditions  Address Pedestrian Safety Collisions
o Vehicle-pedestrian collisions (Vehicle-pedestrian collisions are any crash involving both a motor vehicle and a pedestrian)
o Pedestrian right-of-way violations (These collisions involve instances where pedestrians fail to follow traffic rules, such as jaywalking or ignoring signals, leading to accidents with vehicles) o Pedestrian violations (These collisions refer to a collision where a pedestrian is identified to be at fault or causing violations)
 Improve Intersection Safety
o Collisions within 250 feet of intersections
THE EIGHT E’S OF TRAFFIC SAFETY
The LRSP utilizes a comprehensive approach to safety incorporating the “8 E’s of traffic safety”: Engineering, Education, Encouragement, Enforcement, Equity, Emergency Medical Services (EMS), Engagement, and Evaluation. This approach recognizes that not all locations can be addressed solely by infrastructure improvements. Incorporating the 8 E’s of traffic safety is often required to ensure the successful implementation of significant safety improvements and reduce the severity and frequency of collisions throughout a jurisdiction.

Some of the common violation types that may require a comprehensive approach are speeding, failure to yield to pedestrians, red light running, aggressive driving, and failure to wear safety belts, distracted driving and driving while impaired. When locations are identified as having these types of violations, coordination with the 5 EMPHASIS AREAS

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appropriate law enforcement agencies is needed to arrange visible targeted enforcement to reduce the potential for future driving violations and related crashes and injuries.

To improve safety, education efforts can be used to supplement enforcement and improve the efficiency of each strategy. Education can also be employed in the short term to address high crash locations until the recommended infrastructure project can be implemented. Engineering refers to the design and maintenance of roads, intersections, and other infrastructure elements to maximize safety. Similarly, Emergency Medical Services entails strategies around supporting organizations that provide rapid response and care when responding to collisions causing injury, by stabilizing victims and transporting them to facilities.

Equity refers to examining the impact collisions have on disadvantaged communities and allocating resources to address them. Enforcement involves the implementation and monitoring of traffic laws by law enforcement agencies. Encouragement focuses on promoting positive behavior and safe practices among road users.

Evaluation involves assessing the effectiveness of various safety measures. This ongoing process helps identify areas for improvement and informs future decisions regarding traffic safety initiatives. Engagement in traffic safety refers to the active involvement and participation of stakeholders, communities, and organizations and practices that contribute to enhancing road safety.

FACTORS CONSIDERED IN THE DETERMINATION OF EMPHASIS AREAS This section presents collision data analysis of collision type, collision factors, facility type, roadway geometries, and party-involved data, analyzed for the various emphasized areas. Emphasis areas were determined by factors that led to the highest amount of injury collisions, with a specific emphasis on KSI injury collisions. Livermore experienced a total of 338 injury collisions at high-injury network locations during the 2015-2019 study period, including 35 KSI collisions. The data presented below in each emphasis area is based on these collisions.

Emphasis areas were further refined by stakeholder and community input.

Each emphasis area is accompanied by comprehensive programs, policies, and countermeasures to reduce collisions on City roads in that specific emphasis area. It will provide the basis by which the countermeasure toolbox is developed for each identified high-injury location.

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VIOLATIONS
83 (24%) out of 338 of the high-injury network collisions were broadside collisions, including five KSI collisions. 43 collisions (51%) out of 83 broadside collisions were caused by an automobile right-of-way violation. 16 collisions (19%) of broadside collisions were caused by traffic signal and sign violation. 67 collisions (80%) of broadside collisions occurred at the intersections. The following collision data is based on only broadside injury collisions on the high injury network of Livermore, followed by E’s strategies to address them. These strategies are summarized in Table 7 below:

Table 7 Emphasis Area 1 Strategies
Objective:

Reduce the number of fatal and severe injuries in broadside collisions and automobile right-of-way violations.

Strategy Performance Measure Agencies/
Organizations
Education
Conduct public information and education campaigns for intersection safety laws regarding traffic lights, stop signs, and turning left or right.

Number of education
campaigns or residents
reached.

City/Police
Department
Enforcement
Targeted enforcement at high-injury locations where violations that lead to broadside collisions are more common, such as automobile right of way and traffic signal/stop sign violations.

Decrease in the number
of citations and/or
warnings issued over
time due to increased
driver compliance.

Police Department
Engineering
 S01/NS01/R01, Add intersection or segment lighting
 S02, Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number
 S03, Improve signal timing
 S08, Convert signal to mast arm (from pedestal-mounted)  S09, Install raised pavement markers and striping
 S16/NS04/NS05, Convert intersection to roundabout
 NS02, Convert to all-way STOP control (from 2-way or Yield control)
 NS03, Install signals
 NS06, Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs
 NS07, Upgrade intersection pavement markings (NS.I.)
 NS08, Install flashing beacons at stop-controlled intersections  NS09/S10, Install flashing beacons as advance warning  NS11, Improve sight distance to an intersection (Clear Sight Triangles)
 NS13, add splitter-islands on the minor road approaches  S12/NS14, install raised median on approaches
A number of locations
improved to mitigate
broadside collisions.

City
EMS
S05, Install emergency vehicle pre-emption systems
Improve resource deployment for emergency responses to collision sites. Ensure emergency routes are clear and well-defined EMS vehicle response
time.

City/Fire Department
& EMS Response
Teams

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EMPHASIS AREA 2 – IMPROVE REAR END COLLISIONS & UNSAFE SPEED VIOLATIONS 129 (38%) out of 338 collisions on the high injury network were rear-end collisions, including three (2.3%) KSI collisions. 105 collisions (81%) out of 129 rear-end collisions were caused by unsafe speed, which contributed to majority of rear-end collisions. The following collision data is based on only rear-end collisions on the high injury network of Livermore, followed by E’s strategies selected to address rear-end collisions. These strategies are summarized in Table 8 below:

Table 8 Emphasis Area 2 Strategies
Objective:

Reduce the number of fatal and severe injury rear-end collisions.

Strategy Performance
Measure
Agencies/
Organizations
Education
Conduct public information and education campaigns for safety laws regarding unsafe speed and its dangers.

Number of
education
campaigns or
residents reached.

City/Police Department
Enforcement
Targeted enforcement at high-injury locations where unsafe speed violations are more common.

Deploy a radar trailer at locations where instances of unsafe speed are more prevalent
Decrease in the
number of
citations and/or
warnings issued
over time due to
increased driver
compliance.

Police Department
Engineering
 S01/NS01/R01, Add intersection or segment lighting
 S02, Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number
 S03, Improve signal timing
 S04, Provide Advanced Dilemma-Zone Detection for high-speed approaches
 S06/NS18, Install left turn lane
 S09, Install raised pavement markers and striping (Through Intersection)  S11/NS12/R21, Improve pavement friction (High Friction Surface Treatment)
 S16/NS04/NS05, Convert intersection to roundabout
 NS06, Install/upgrade larger or additional intersection signs  NS07, Upgrade intersection pavement markings (NS.I.)
 R14, Road Diet
 R22, Install/Upgrade signs with new fluorescent sheeting  R26, Install dynamic/variable speed warning signs
 R28, Install edge lines and centerlines
 Decrease the width of travel lanes & traffic calming strategies where appropriate
 Simplify turn configurations and decrease the curb radius of intersections.

The Number of
locations
improved.

City
EMS
S05, Install emergency vehicle pre-emption systems
Improve resource deployment for emergency responses to collision sites.

Ensure emergency routes are clear and well-defined
EMS vehicle
response time.

City/Fire Department &
EMS Response Teams

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88 (26%) out of 338 high-injury network collisions occurred at night or in low light (dawn/dusk) conditions, including 16 KSI collisions (18%). 70 collisions (79%) out of 88 nighttime collisions occurred in the dark with street lights. 53 collisions (60%) of nighttime collisions occurred due to a motor vehicle colliding into a motor vehicle and 14 collisions (16%) of nighttime collisions involved driving under the influence. The following collision data is based on only nighttime injury collisions on the high injury network of the City of Livermore, followed by E’s strategies selected to address nighttime collisions. These strategies are summarized in Table 9 below:

Table 9 Emphasis Area 3 Strategies
Objective:

Reduce the number of fatal and severe injury collisions that occur at night or dawn/dusk.

Strategy Performance
Measure
Agencies/
Organizations
Education
Develop an awareness program to inform motorists of safe nighttime driving habits and the dangers of drunk driving, as well as high-injury collision locations and the most common violations/collision types occurring at night.

Number of
education
campaigns or
residents reached.

City/Police Department
Enforcement
Targeted enforcement at high-injury intersections and roadway locations where nighttime collisions are more common.

Establish Driving Under Influence checkpoints at night where appropriate.

Decrease in the
number of citations
and/or warnings
issued over time due
to increased driver
compliance.

Police Department
Engineering
 S01, Add intersection lighting (Signalized Intersection S.I.)  S02, Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number
 S10, Install flashing beacons as advance warning (S.I.)  NS01, Add intersection lighting (NS.I)
 NS06, Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs
 NS07, Upgrade intersection pavement markings (NS.I.)
 NS08, Install Flashing Beacons at Stop-Controlled Intersections  NS09, Install flashing beacons as an advance warning (NS.I.)  NS22PB, Install Rectangular Rapid Flashing Beacon (RRFB)  R01, Add Segment Lighting
 R02, Remove or relocate fixed objects outside of the Clear Recovery Zone
 R22, Install/Upgrade signs with new fluorescent sheeting (regulatory or warning)
 R27, Install delineators, reflectors, and/or object markers  R28, Install edge lines and centerlines
 R31, Install edge-line rumble strips/stripes
Number of locations
improved.

City
EMS
S05, Install emergency vehicle pre-emption systems
Improve resource deployment for emergency responses to collision sites.

Ensure emergency routes are clear and well-defined
EMS vehicle
response time.

City/Fire Department &
EMS Response Teams

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EMPHASIS AREA 4 – ADDRESS PEDESTRIAN SAFETY
34 (10%) out of 338 collisions on the high injury network involved pedestrians, out of which 13 collisions (38%) were KSI collisions. The majority of the pedestrian collisions (including four out of 13 KSI collisions) occurred along First Street. 15 collisions (44%) that involved pedestrians occurred during night time and 13 collisions (38%) that involved pedestrians were caused due to pedestrian violation. The following collision data is based on only pedestrian collisions on the high injury network of Livermore, followed by E’s strategies to address them.

These strategies are summarized in Table 10 below:

Table 10 Emphasis Area 4 Strategies
Objective:

Reduce the number of fatal and severe injury collisions involving pedestrians.

Strategy Performance
Measure
Agencies/
Organizations
Education
Conduct pedestrian safety campaigns and outreach to raise awareness of pedestrian safety needs through media outlets, social media, and public events. Partner with Safe Routes to School to conduct bicycle and pedestrian safety programs in Livermore’s schools.

Number of education
campaigns or
residents reached.

City/School District/
Police Department
Enforcement
Targeted enforcement at high-injury locations especially near schools, trails, and other areas where pedestrians are more present.

Continue to place a high priority on the enforcement of motorist and pedestrian violations that most frequently cause injuries and fatalities among pedestrians.

Decrease in the
number of citations
and/or warnings
issued over time due
to increased driver
compliance.

Police Department
Engineering
 S01/NS01/R01, Add intersection or segment lighting
 S13PB/R10PB, Install pedestrian median fencing on approaches  S17PB, Install pedestrian countdown signal heads
 S18PB, Install pedestrian crossing (S.I.)
 S19PB, Pedestrian Scramble
 S20PB, Install advance stop bar before crosswalk (Bicycle Box)  S21PB, Modify signal phasing to implement a Leading Pedestrian Interval
 NS11, Improve sight distance to the intersection
 NS19PB, Install raised medians (refuge islands)
 NS21PB/R35PB, Install/upgrade pedestrian crossing (with enhanced safety features)
 NS22PB, Install Rectangular Rapid Flashing Beacon (RRFB)  NS23PB, Install pedestrian signal (including Pedestrian Hybrid Beacon (HAWK))
 R34PB, Install sidewalk/pathway (to avoid walking along roadway)  R36PB, Install raised pedestrian crossing
 R37PB, Install Rectangular Rapid Flashing Beacons (RRFB)  High-visibility ladder crosswalks
 Mid-block curb extension & intersection bulb-outs
 In-road yield sign for a pedestrian crossing at a crosswalk Number of locations
improved.

City
EMS
S05, Install emergency vehicle pre-emption systems
Improve resource deployment for emergency responses to collision sites.

Ensure emergency routes are clear and well-defined, particularly in areas and times of high pedestrian activity.

EMS vehicle response
time.

City/Fire Department &
EMS Response Teams

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Intersection collisions made up the vast majority of collisions occurring on the Livermore high injury network during the study period, a total of 250 collisions (73%) out of 338 collisions occurred at an intersection. Also, 29 collisions (11.6%) of those 250 collisions at an intersection resulted into fatal or severe injury. 89 collisions (35%) occurred at the intersection due to unsafe speed violations. The following collision data is based on only intersection collisions on the high injury network in the City of Livermore, followed by E’s strategies selected to address intersection collisions. These strategies are summarized in Table 11 below:

Table 11 Emphasis Area 5 Strategies
Objective:

Reduce the number of fatal and severe injury collisions on Intersections.

Strategy Performance
Measure
Agencies/
Organizations
Education
Conduct public information and education campaigns for intersection safety laws regarding traffic signals, stop signs, and turning left or right.

Number of education
campaigns or
residents reached.

City/Police Department
Enforcement
Targeted enforcement at high-injury intersections to monitor right-of-way violations, speed limit laws, and other violations that occur at intersections Decrease in the
number of citations
and/or warnings
issued over time due
to increased driver
compliance.

Police Department
Engineering
 S02, Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number
 S03, Improve signal timing
 S09, Install raised pavement markers
 NS06, Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs
 NS07, Upgrade intersection pavement markings
 NS08, Install Flashing Beacons at Stop-Controlled Intersections  NS09, Install flashing beacons as an advance warning (Non-Signalized Intersection) (NS.I.)
 NS10, Install transverse rumble strips on approaches
 NS11, Improve sight distance to an intersection (Clear Sight Triangles)  NS13, Install splitter-islands on the minor road approaches  NS14, Install raised median on approaches
 NS19PB, Install raised medians (refuge islands)
Number of locations
improved.

City
EMS
S05, Install emergency vehicle pre-emption systems
Improve resource deployment for emergency responses to collision sites.

Ensure emergency routes are clear and well-defined
EMS vehicle response
time.

Fire Department & EMS
Response Teams

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6. Countermeasure Selection

IDENTIFICATION OF COUNTERMEASURES
Following the identification of high-risk locations and emphasis areas was the identification of appropriate safety countermeasures. The Caltrans LRSM provides 82 countermeasures, of which 21 are eligible in the current HSIP call for signalized intersections, 23 for un-signalized intersections, and 38 for roadway segments. The LRSM guides where to apply the countermeasures including the crash types each countermeasure would address, and a Crash Reduction Factor (CRF) for each countermeasure. The Federal Highway Administration (FHWA) CMF Clearinghouse and published research papers were reviewed by the project team to gain additional insight into CRFs and the effectiveness of specific countermeasures.

The project team reviewed the high-injury locations (intersections and roadway segments) using aerial photography, Google Maps Street View software, and in-person site visits. Crash characteristics of all injury collisions occurring on the High Injury Network were considered. After combining the physical and collision characteristics, the project team developed a table of preliminary countermeasures that address each of the five identified Emphasis Areas. Below are countermeasures for each high-risk location that were most commonly recommended among all Emphasis Areas. By doing this, the project team was able to identify countermeasures with the greatest opportunity for funding and systemic implementation. 6 COUNTERMEASURE SECTION

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COUNTERMEASURE TOOLBOX
Engineering countermeasures were selected for each of the high-risk locations and the emphasis areas. These were based on approved countermeasures from the Caltrans LRSM used in HSIP grant calls for projects. The intention is to give the City potential countermeasures for each location that can be funded and implemented either in future HSIP calls for projects or using other funding sources, such as the City’s Capital Improvement Program. Non-engineering countermeasures were also selected using the 8 E’s strategies, and are included in the emphasis areas. The countermeasure toolbox in Appendix D details the draft countermeasures for each high-risk location and emphasis area, separated by intersections and roadway segments. While some of these countermeasures might not be ideal for some safety projects, they are included to give the City a toolbox for implementing future safety improvements through other means, such as the Capital Improvement Program (CIP).

The countermeasures listed below are recommended countermeasures for high-injury intersections and corridors. This list below provides a description of each countermeasure along with the CRF, federal funding eligibility, and opportunity for systemic implementation. An excerpt of the LRSM, detailing each available HSIP countermeasure referenced in the recommendations tables, is included as Appendix E.

WHAT YOU’LL SEE IN THIS TOOLBOX
Safety Research Sources
Application of Pedestrian Crossing Treatments for Streets and Highways, NCHRP, 2016.

California Local Roadway Safety Manual, Caltrans, FHWA & SafeTrec, 2020.

Development of Crash Modification Factors for Uncontrolled Pedestrian Crossing Treatments, NCHRP, 2017.

Evaluation of Bicycle-Related Roadway Measures, Pedestrian and Bicycle Information Center, 2014.

Evaluation of Pedestrian-Related Roadway Measures, Pedestrian and Bicycle Information Center, 2014.

COUNTERMEASURE LRSM CODE: S03
Leading Pedestrian Interval
CRF 60%
CRASH
TYPE
Gives people walking a head start, making them more visible to drivers turning right or left. The “WALK” signal comes on a few seconds before the cars get their green light. May be used in combination with No Right Turn on Red restrictions.

Countermeasures
in the LRSM
CRF 60%
CRASH
TYPE
Countermeasure
title
Countermeasure
icon
Countermeasure
description
Countermeasure
title
Crash reduction
factor or efficacy
Crash reduction factor
Mode (s) this
countermeasure affects

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COUNTERMEASURE LRSM CODE: S20PB
Advance stop bar before crosswalk
CRF 15%
CRASH
TYPE
Signalized Intersections with a marked crossing,
where significant bicycle and/or pedestrian
volumes are known to occur.

A. COUNTERMEASURES FOR SIGNALIZED INTERSECTIONS

Providing lighting at the intersection itself, or both at the intersection and on its approaches improves the safety of an intersection during nighttime conditions.

COUNTERMEASURE LRSM CODE: S03
Improve Signal Timing
Includes adding phases, lengthening clearance
intervals, eliminating or restricting higher-risk
movements, and coordinating signals at multiple
locations.

CRF 15%
CRASH
TYPE
COUNTERMEASURE LRSM CODE: S01
Intersection Lighting
CRF 40%
CRASH
TYPE
COUNTERMEASURE LRSM CODE: S10
Flashing Beacons as advance warning
CRF 30%
CRASH
TYPE
Increases driver awareness of an approaching
signalized intersection and increases the driver's
time to react.

Raised medians next to left turn lanes at intersections offer a cost-effective means for reducing crashes and
improving operations at higher-volume intersections
COUNTERMEASURE LRSM CODE: S12
Raised Median on Approach
CRF 25%
CRASH
TYPE
COUNTERMEASURE LRSM CODE: S21PB
Leading Pedestrian Interval (LPI)
CRF 60%
CRASH
TYPE
The addition of LPI allows pedestrians to enter an
intersection 3-7 seconds before vehicles are given a
green indication; only minor signal timing alteration
is required.

COUNTERMEASURE LRSM CODE: S09
Raised Pavement Marking & Striping
CRF 10%
CRASH
TYPE
Adding clear pavement markings can guide
motorists through complex intersections and
approach and traverse through complex
intersections.

COUNTERMEASURE LRSM CODE: S02
Improve Signal Hardware
CRF 15%
CRASH
TYPE
Includes New LED lighting, signal back plates, retroreflective tape outlining the back plates, or visors to increase signal visibility, larger signal heads, relocation of the signal heads, or additional signal heads.

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COUNTERMEASURE LRSM CODE: NS01
Intersection Lighting
Intersection lighting improves the ability of drivers to see pedestrians and cyclists, thus decreasing accidents involving them during nighttime. Additionally, it
enhances driver awareness and response time.

CRF 40%
CRASH
TYPE
COUNTERMEASURE LRSM CODE: NS06
Large or Additional Stop Signs
New stop signs at uncontrolled intersections with
patterns of rear-end, right-angle, or turning
collisions related to lack of driver awareness of
the presence of the intersection.

CRF 15%
CRASH
TYPE
COUNTERMEASURE LRSM CODE: NS07
Intersection Pavement Marking
CRF 25%
CRASH
TYPE
The visibility of intersections and, thus, the ability of approaching drivers to perceive them can be enhanced by installing appropriate pavement delineation in advance of and at intersections will provide approaching motorists with additional information at these locations.

COUNTERMEASURE LRSM CODE: NS09
Flashing Beacons as Advance warning
CRF 30%
CRASH
TYPE
Intersections with patterns of crashes could be related to s lack of a driver's awareness of approaching
intersections or controls at a downstream intersection.

COUNTERMEASURE LRSM CODE: NS10
Transverse Rumble Strips
CRF 20%
CRASH
TYPE
Transverse rumble strips are installed in the travel lane to provide an auditory and tactile sensation for each
motorist approaching the intersection.

COUNTERMEASURE LRSM CODE: NS08
Flashing Beacons at Stop-Controlled
Intersection
CRF 25%
CRASH
TYPE
Flashing beacons can reinforce driver awareness of the NonSignalized intersection control and can help mitigate patterns of right-angle crashes related to stop sign violations COUNTERMEASURE LRSM CODE: NS21PB
Pedestrian Crossing at Uncontrolled
Location
CRF 35%
CRASH
TYPE
Intersections where pedestrians are known to be
crossing intersections that involve significant
vehicular traffic.

COUNTERMEASURE LRSM CODE: NS12PB
Pavement Friction (High Friction Surface
Treatment)
CRF 55%
CRASH
TYPE
This treatment is intended to target locations where
skidding and failure to stop is determined to be a problem in wet or dry conditions and the target vehicle is unable to stop due to insufficient skid resistance.

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C. COUNTERMEASURES FOR ROADWAYS

COUNTERMEASURE LRSM CODE: NS22PB
Rectangular Rapid Flashing Beacon (RRFB)
CRF 35%
CRASH
TYPE
These include pedestrian-activated flashing lights and
additional signage that enhance the visibility of marked crosswalks and alert motorists to pedestrian crossings.

COUNTERMEASURE LRSM CODE: R01
Segment Lighting
Street lighting helps make other road users or
hazards more visible to motorists at night,
improving driver perception and reaction time and
reducing the risk of collision.

CRF 35%
CRASH
TYPE
COUNTERMEASURE LRSM CODE: R22
Signs with New Fluorescent Sheeting
Intended to get the driver’s attention and give
them a visual warning by using fluorescent yellow
sheeting (or other retroreflective material).

CRF 15%
CRASH
TYPE
COUNTERMEASURE LRSM CODE: R24
Curve Warning Signs
CRF 25%
CRASH
TYPE
Addresses problem curves, and serves as a warning
of an unexpected or sharp curve. It provides
advanced information and gives drivers a visual
warning that their added attention is needed.

COUNTERMEASURE LRSM CODE: R26
Dynamic Speed Warning Signs
CRF 30%
CRASH
TYPE
A roadway treatment that uses radar to alert drivers to their actual speed relative to the posted speed limit, encouraging drivers who exceed the speed limit to slow down.

COUNTERMEASURE LRSM CODE: R28
Edge-line and Centerline
CRF 25%
CRASH
TYPE
Installing edge lines and centerlines where none exists or making significant upgrades to existing lines.

COUNTERMEASURE LRSM CODE: R27
Reflectors and Object Markers
CRF 15%
CRASH
TYPE
Delineators, reflectors, and/or object markers are
intended to warn drivers of an approaching curve or
fixed object that cannot easily be removed.

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66 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n COUNTERMEASURE LRSM CODE: R35PB
Pedestrian Crossing
CRF 35%
CRASH
TYPE
These include pedestrian-activated flashing lights and
additional signage that enhance the visibility of marked crosswalks and alert motorists to pedestrian crossings.

COUNTERMEASURE LRSM CODE: R37PB
Rectangular Rapid Flashing Beacon (RRFB)
CRF 35%
CRASH
TYPE
Pedestrian-activated flashing lights and additional
signage enhance the visibility of marked crosswalks
and alert motorists to pedestrian crossings.

COUNTERMEASURE LRSM CODE: R36PB
Raised Pedestrian Crossing
CRF 35%
CRASH
TYPE
The crosswalk is elevated to match the sidewalk to make pedestrians more visible to approaching vehicles. Typically located at midblock crossings, they encourage motorists to yield to pedestrians and reduce vehicle speed.

COUNTERMEASURE LRSM CODE: R31
Edge-line Rumble Strips
CRF 15%
CRASH
TYPE
Rumble strips provide an auditory indication and tactile rumble when driven on, alerting drivers that they are
drifting out of their travel lane, and giving them time to recover before they depart the roadway or cross the center line.

COUNTERMEASURE LRSM CODE: R33
Install Separated Bike Lanes
CRF 45%
CRASH
TYPE
Separated bikeways are most appropriate on streets
with high volumes of bike traffic and/or high bikevehicle collisions, presumably in an urban or suburban area.

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COUNTERMEASURES TOOLBOX CRITERIA
As shown in Appendix D, some additional countermeasures that are not included in the 2022 California Local Roadway Safety Manual (LRSM) were provided as part of the Countermeasure Toolbox for several reasons:
 The countermeasures complement or enhance the efficacy of those which are included in the LRSM.  The countermeasures are emerging tools that are gaining traction throughout California and/or the United States, and may not yet have a history of academic research or efficacy studies, but are likely to be included in future iterations of the LRSM or other safety guidance documents.  Though the HSIP funding source is based on countermeasure documentation in the LRSM, other funding sources may be more applicable for certain projects or contexts and allow for the inclusion of other countermeasure types.

The availability of research rating for these countermeasures is listed as one of the following in the toolbox:
 Low – No or limited research on safety benefits is available or safety benefits are modest  Medium – Research on efficacy is available, but safety benefits are modest  High – A large body of research is available and safety benefits are well-documented

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7. Viable Safety Projects
This chapter summarizes the process of selecting safety projects as part of the analysis for Livermore’s LRSP.

The next step after the identification of high-injury locations, emphasis areas, and applicable countermeasures was to identify systemic and location-specific safety improvements for high-risk networks.

The most applicable and appropriate countermeasures as identified have been grouped to form projects that can help make high-risk locations safer. The countermeasures were grouped into safety projects for high-risk intersections and corridors. A total of eight (8) safety projects were developed for both intersections and corridors. Countermeasures and project locations for each safety project were identified based on the technical team’s assessment of viability which consisted of extensive analysis, observations, City staff input, and stakeholder/community input.

Table 12 lists the viable safety projects for high-risk intersections and roadway segments. 7 VIABLE SAFETY PROJECTS

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LIST OF SAFETY PROJECTS
 Project 1: Improve safety at signalized intersections: Improve signal timing (coordination, phases, red, yellow, or operation)
 Project 2: Improve pedestrian safety at signalized intersections: Install flashing beacons as advance warning (S.I), Install an advance stop bar before crosswalk (Bicycle Box), Modify signal phasing to implement a Leading Pedestrian Interval (LPI)
 Project 3: Improve safety at non-signalized Intersections: Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs, Install flashing beacons as an advance warning (NS.I.), and Install Rectangular Rapid Flashing Beacon (RRFB)
 Project 4: Citywide signal upgrade: Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number.
 Project 5: Citywide street light inventory: Add intersection lighting (signalized intersection), Add intersection lighting (non-signalized intersection), Add segment lighting (roadway segment)  Project 6: Citywide sign inventory: Install/Upgrade signs with new fluorescent sheeting (regulatory or warning)
 Project 7: Improve safety on corridors: Install dynamic/variable speed warning signs  Project 8: Improve pedestrian and bicycle safety on corridors: Install/upgrade pedestrian crossing (with enhanced safety features), Install Rectangular Rapid Flashing Beacon (RRFB), Install separated bike lanes.

Table 12- Table 15 identified safety projects, with a preliminary cost estimate for each location and the resulting B/C Ratio of the project. Table 16 lists the viable safety projects requested by the City. Table 17 shows the lists of locations that were identified by the community and applicable safety projects that they can be included in.

Appendix F lists the detailed methodology to calculate the Benefit/Cost (B/C) Ratio, as well as the complete cost, benefit, and B/C Ratio calculation.

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70 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n A. SAFETY PROJECTS – SIGNALIZED INTERSECTIONS
Table 12 List of Viable Safety Projects for Signalized Intersections Notes: CM – countermeasure. The B/C ratio is the dollar amount of benefits divided by the cost of the countermeasure.

The improvement cost includes traffic control, mobilization, contingency, preliminary engineering, construction engineering, and the cost of the improvements.

Location CM1 CM2 CM3 Cost per
Location
Total B/C
Ratio
Project 1 – Improve safety at Signalized Intersection: Improve signal timing (coordination,- phases, red, yellow, or operation)
First St and Southfront Rd S03 $17,700
$106,200 38.56
E Stanley Blvd & Murrieta Blvd S03 $17,700
Railroad Ave & S P St S03 $17,700
First St & Maple St S03 $17,700
Northfront Road & North Vasco
Road
S03 $17,700
Portola Ave & N L St S03 $17,700
Project 2 – Improve pedestrian safety at Signalized Intersection: Install flashing beacons as an advance warning (S.I), Install advance stop bar before the crosswalk, Modify signal phasing to implement a Leading Pedestrian Interval (LPI)
First St and Southfront Rd S20PB S21PB $6,300
$413,200 54.91
E Stanley Blvd & Murrieta Blvd S10 S20PB S21PB $154,100 Railroad Ave & S P St S10 S20PB S21PB $153,500
First St & Maple St S20PB S21PB $5,800
Northfront Road & North Vasco
Road
S10 $73,500
Portola Ave & N L St S20PB S21PB $6,300
Fenton St & E Stanley Blvd S20PB S21PB $6,800
East Ave & Charlotte Way S20PB S21PB $6,900

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B. SAFETY PROJECTS – NON-SIGNALIZED INTERSECTIONS
Table 13 List of Viable Safety Projects for Non-Signalized Intersections Notes: CM – countermeasure. The B/C ratio is the dollar amount of benefits divided by the cost of the countermeasure.

The improvement cost includes traffic control, mobilization, contingency, preliminary engineering, construction engineering, and the cost of the improvements.

Location CM1 CM2 CM3 Cost per
Location
Total B/C
Ratio
Project 3 – Improve safety at Non-Signalized Intersections: Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs, Install flashing beacons as an advance warning (NS.I.), Install Rectangular Rapid Flashing Beacon (RRFB) First St & Portola Ave Slip Ramp NS06 NS09 NS22PB $155,300 $452,400 50.78
Jensen St & East Ave NS06 NS22PB $63,400
First St & Scott St NS06 NS22PB $213,500
First St & Bellmawr Dr Addressed in Project 7
Las Flores Rd & Bluebell Dr RRFB installed and needs to be monitored
Maple St and 5th Street NS06 $8,900
Charlotte Way & Marcella St NS06 $5,900
Charlotte Way & Arlene Way NS06 $5,400

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72 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n C. SAFETY PROJECTS – CITYWIDE SYSTEMIC PROJECTS
Table 14 List of Viable Citywide Safety Projects
Project 6 will include costs for “Install signs "Bicycle WRONG WAY Sign and RIDE WITH TRAFFIC" and Las Positas Rd: N Livermore Ave to Greenville Rd (City Limit- East): Additional warning signs (Signal ahead) – only for eastbound approaching Big5 Plaza intersection.

Notes: CM – countermeasure. The B/C ratio is the dollar amount of benefits divided by the cost of the countermeasure.

The improvement cost includes traffic control, mobilization, contingency, preliminary engineering, construction engineering, and the cost of the improvements.

Location CM1 CM2 CM3 Cost per
Location
Total B/C
Ratio
Project 4 – Citywide Signal Upgrade: Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number.

Citywide Signal Upgrade S02 $45,600 $5,113,900 8.73
Project 5 – Citywide Street Light Inventory: Add intersection lighting (signalized intersection), Add intersection lighting (non-signalized intersection), Add segment lighting (roadway segments)
Citywide Street Light Inventory S01 NS01 R01 $9,919,900 20.23 Project 6 – Citywide Sign Inventory: Install/Upgrade signs with new fluorescent sheeting (regulatory or warning)
Citywide Sign Inventory R22 $7,150,500 12.24

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D. SAFETY PROJECTS – CORRIDORS
Table 15 List of Viable Corridor Safety Projects
Location CM1 CM2 CM3 Cost per
Location
Total B/C
Ratio
Project 7: Improve safety on Corridors: Install dynamic/variable speed warning signs First St: E Stanley Blvd to I-580/
John P Miller Memorial Hwy
-Segment near First St & Holmes St
-Segment near First St & S
Livermore Ave
-Segment near First St& Maple St
-Segment near First St & Inman St
-Segment near First St & Scott St
-Segment between Las Positas Rd
and Mines Road
R26 $212,400
$1,248,600 56.85
Murrieta Blvd: Holmes St to
Portola Avenue
-Segment near Murrieta Blvd &
Fenton St
-Segment near Murrieta Blvd & E
Stanley Blvd
-Segment near Murrieta Blvd &
Arroyo Bike Trial
-Segment near Murrieta Blvd &
Chippewa Way
R26 $185,900
Concannon Blvd: Isabel Avenue to
S Livermore Avenue
-Segment near Concannon Blvd &
Normandy Cir
-Segment near Concannon Blvd &
San Vicente Dr
-Segment near Concannon Blvd &
Wente St
R26 $106,200
Las Positas Rd: N Livermore Ave to
Greenville Rd
-Segment near Las Positas Road &
Las Colinas Road
-Segment near Las Positas Road &
Big 5 Sporting Goods
R26 $106,200

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74 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Note: Speed Warning Signs between Las Positas Blvd & First St and Mines Road & First St in Southbound and Northbound should be installed in the median.

N Livermore Avenue: 400’ N) to
Railroad Avenue
-Segment near N Livermore Ave &
Portola Avenue
R26 $53,100
S Vasco Rd: I-580 to Tesla Rd
-Segment near N Vasco Rd &
Northfront Rd
-Segment near S Vasco Rd & Brisa
St
-Segment near S Vasco Rd &
Patterson Pass Rd
R26 $79,700
W Jack London Blvd: Wolf House
Dr to 1900 W’ from Discovery Dr
-Segment near Flight Level Aviation
Training
-Segment near W Jack London Blvd
& Wolf House Dr
-Segment near Livermore Outlet
R26 $132,800
Portola Avenue: First St to
Murrieta Blvd
-Segment near Portola Ave & N L
St
-Segment near Portola Ave & First
St
R26 $106,200
E Stanley Blvd: Railroad Avenue to
Murdell Lane
-Segment near Stanley Blvd & N
Murrieta Blvd
-Segment near Stanley Blvd & N
Murrieta Blvd
-Segment near Stanley Blvd &
Railroad Ave
R26 $106,500
Patterson Pass Rd: Greenville Rd
to N Mines Rd
-Segment near Patterson Pass Rd
& Carol Common
-Segment near Patterson Pass Rd
& Joyce St
-Segment near Patterson Pass Rd
& Shelley St
-Segment near CSA Transportation
San Francisco
R26 $159,600

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Note: Locations with “*” are requested by the City
 CM – countermeasure. The B/C ratio is the dollar amount of benefits divided by the cost of the countermeasure.  Specific locations on each roadway segment and countermeasures are derived from the community comments received through the survey portal.
 The improvement cost includes traffic control, mobilization, contingency, preliminary engineering, construction engineering, and the cost of the improvements.

Project 8: Improve pedestrian and bicycle safety on corridors: Install Separated Bike Lanes, Install/upgrade pedestrian crossing (with enhanced safety features), Install Rectangular Rapid Flashing Beacon (RRFB)
First St: E Stanley Blvd to I580/John P Miller Memorial Hwy R33PB $1,041,200 $5,382,300 12.22
Murrieta Blvd: Jack London Blvd
to Portola Avenue
R33PB $1,208,300
Portola Avenue: First St to
Murrieta Blvd
- Portola Ave & Livermore Ave
-*Portola Ave & Paseo Laguna Seco
-*Portola Ave & Portola Meadows
Rd
-*Portola Ave & Royal Rd
-*Portola Ave & Yorkshire Dr
-*Portola Ave & Lee Ave
-*Portola Ave & Edinburgh Dr
R35PB $371,700
E Stanley Blvd: Railroad Avenue to
Murdell Lane
R33PB $500,600
Concannon Blvd: Isabel Avenue to
S Livermore Avenue
-*Concannon Blvd & San Vicente
Dr
R33PB R35PB R37PB $1,130,300
S Vasco Rd: I-580 to Tesla Rd (City
Limit-South)
R33PB $776,800
Maple St: First St to East Avenue
- Maple St and Third St (Monitor
existing RRFB)
- Maple St and Sixth St
R35PB $350,500

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76 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n The locations mentioned below show the improvements for the signalized intersections requested by the city for the “Install/upgrade pedestrian crossing (with enhanced safety features)”. However, these proposed enhancements are not currently identified within the LRSM in Appendix E. To address the safety of pedestrians in the city, alternative funding resources need to be facilitated to implement these enhancements.

The improvements at each location include upgrading existing crosswalks to high visibility, installing curb extensions, medians, and pedestrian crossing islands, upgrading curb ramps at locations where curb extensions are proposed, installing advance “yield” marking, flashing beacons, and other/or other safety features.

Table 16 Other Safety Elements for Signalized Intersections Note: Locations with “*”are requested by the City
The improvement cost includes traffic control, mobilization, contingency, preliminary engineering, construction engineering, and the cost of the improvements.

Location Cost per Location Total
Murrieta Blvd: Holmes St to Portola Avenue
-*Murrieta Blvd & Portola Ave
-*Murrieta Blvd & Jack London Blvd
-*Murrieta Blvd & Olivina Ave
-*Murrieta Blvd & Holmes St
$745,200
$1,824,100
Concannon Blvd: Isabel Avenue (City Limit- West) to S
Livermore Avenue (City Limit- East)
-*Concannon Blvd & El Padro Dr
$114,200
N Livermore Avenue: 400’ N (City Limit) to Railroad Avenue -*Livermore Ave & Portola Ave
-*Livermore Ave & Junction Ave
-*Livermore Ave & Cromwell Wy
$456,700
S Vasco Rd: Dalton Ave (City Limit-North) to I-580
-*Vasco Rd & Garaventa Ranch Rd
-*Vasco Rd & Scenic Ave
-*Vasco Rd & Crestmont Ave
$184,100
E Stanley Blvd: Railroad Avenue to Murdell Lane
-Stanley Blvd & Murrieta Blvd
-E Stanley Blvd & Fenton St
$323,900

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Table 17 Additional List of Locations Identified by the Community No. Additional Locations Traffic Safety Concerns Safety Projects 1 First St & N Mines Road Pedestrian Safety Can be included in Project 8 2 First St & McLeod Street Pedestrian Safety Can be included in Project 8 3 S Livermore Avenue & Second
Street
Pedestrian Safety Can be included in Project 8
4 S Livermore Avenue &
College Avenue
Speeding Can be included in Project 7
5 S Livermore Avenue & 7th
Street
Limited Visibility to pedestrian Can be included in Project 6/8 6 Scenic Avenue & Central
Avenue
Traffic Sign Violation Addressed in Project 6
7 Wall Street & Sonoma Avenue School Safety/ Pedestrian Safety Can be included in Project 8 8 Wall Street & Judith Way Intersection Safety/ School Safety Can be included in Project 8 9 South Vasco Road & Preston
Avenue
Intersection Safety Can be included in Project 3
(NS)
10 East Stanley Boulevard & El
Caminito
Curve Unsafe Can be included in Project 7
11 First Street & Springtown
Boulevard
Bicycle Safety Can be included in Project 8
12 Maple Street & Second Street Pedestrian Safety/Traffic Sign Violation
Can be included in Project 8
13 East Vineyard Avenue &
Vallecitos Avenue
Intersection Safety/ Pavement
Condition
Addressed in Project 6,
Pavement condition should
be addressed thru CIP
Project
14 Wagoner Drive & Mocho
Street
School Safety Addressed in Project 6
15 Garaventa Ranch Rd & N
Vasco Rd
Speeding/Traffic Sign Violation Can be included in Project 7 16 First St & Las Positas Rd Speeding/Traffic Sign Violation Can be included in Project 7 17 Spruce St & N P St Pavement Conditions Pavement condition should be addressed thru CIP Project
18 Garaventa Ranch Rd &
Maralisa Lane
Curve Unsafe/School Safety Addressed in Project 6
19 Portola Avenue & Highland St Speeding/Pedestrian Safety Can be included in Project 7/8 20 Portola Avenue & Lee Ave School Safety/ Pedestrian Safety Can be included in Project 8

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78 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n Table 18 List of Countermeasures
Countermeasure Name
S01 Add segment lighting (S.I)
S02 Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number
S03 Improve signal timing (coordination, phases, red, yellow, or operation) S10 Install flashing beacons as an advance warning (S.I) S20PB Install advance stop bar before crosswalk (Bicycle Box) S21PB Modify signal phasing to implement a Leading Pedestrian Interval (LPI) NS01 Add segment lighting (NS.I)
NS06 Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs
NS09 Install flashing beacons as advance warning (NS.I) NS22PB Install Rectangular Rapid Flashing Beacon (RRFB) R01 Add segment lighting
R22 Install/Upgrade signs with new fluorescent sheeting (regulatory or warning) R26 Install dynamic/variable speed warning signs
R33PB Install Separated Bike Lanes
R35PB Install/upgrade pedestrian crossing (with enhanced features) R37PB Install Rectangular Rapid Flashing Beacon (RRFB)
Note: S refers to improvements at signalized locations, NS refers to improvements at non-signalized locations, and R refers to improvements at roadway segments.

DESIGN ELEMENTS
Figures below illustrate each safety project mentioned in Table 12-16 above, with their detailed description, costs, and collision history in the subsequent layout cut sheets.

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Other Visible Injury
DUI 5 7
10 3

UNSAFE SPEED

TRAFFIC SIGN

VIOLATION

PEDESTRIAN ROW
Complaint of
Pain
Severe Injury
13 2
10 35
29 5
Collision History
Notable Collision Types

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Other Visible
Injury
Fatal
DUI
14 14
5 11

UNSAFE SPEED SIGN

VIOLATION

PEDESTRIAN ROW
Complaint of
Pain
Severe
Injury
14 9
10 25
20 9
1 Collision History
Notable Collision Types

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TJKM 4305 Hacienda Drive, Suite 550 Pleasanton, CA 94588 Project 3: Improve Safety at Non-Signalized Intersections [email protected]

FIRST ST

PORTOLA AVE
First Street and Portola Avenue
N
Countermeasures:

NS06 - Install/Upgrade Warning/Regulatory Signs at intersection.

NS09 - Install Flashing Beacon as advance warning sign.

NS22PB - Install RRFB for Pedestrian Safety
Project Description:

Install or Upgrade Warning and Regulatory signs at each non-signalized approach and intersection
Install Flashing beacon as an advance warning sign to alert drivers for upcoming pedestrian crossing
Install RRFB to enhance the visibility of crosswalk and alert motorists to pedestrian crossing to enhance pedestrian safety. Install RRFB for
Pedestrian
Crossing
Install
Warning /
Regulatory
Signs at
intersection.

Project intersections:

First Street and Portola Avenue
First Street and Scott Street
Jensen Street and East Avenue
Maple Street and 5th Street
Charlotte Way and Marcella Street
Charlotte Way and Arlene Way
Install
Flashing
Beacon as
Advance
Warning Sign
Estimated Project Cost:

Install/Upgrade Signs
Flashing Beacon System
RRFB System and Civil Upgrade
General Items
Contingency
Total Construction Cost
Preliminary Engineering
Construction Engineering
Total Project Cost
$46,375
$15,000
$194,000
$38,306
$29,368
$323,100
$80,800
$48,500
$452,400

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Other Visible Injury

AUTOMOBILE RIGHT-OF-WAY

IMPROPER TURNING
217 201
103 82

UNSAFE SPEED

TRAFFIC SIGN

VIOLATION
Complaint of
Pain
Fatal Severe Injury
312
91 95
691
537
7 21
Collision History
Notable Collision Types

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Other Visible
Complaint of Injury
Pain
Severe Injury
Fatal
128
14 49
241
240
30 15
Collision History

EXHIBIT A
196
Other Visible
Complaint of Injury
Pain
Severe Injury
Fatal
386
99 110
693
688
52 16
Collision History
Notable Collision Types

AUTOMOBILE RIGHT-OF-WAY

IMPROPER TURNING
294
239
121 105

UNSAFE SPEED

TRAFFIC SIGN

VIOLATION

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Project 7: Improve Safety on Corridors
Countermeasures:

Install
Dynamic/
Variable
Speed Sign
R26 - Install Dynamic/Variable Speed Feedback & Warning Sign.

Project Description:

D�
namic or Variable speed signs will be installed to keep the drivers aware of their speed limit on that segment of the road
Murrieta Boulevard (Holmes Street to Partola Avenue)
Project Segments:

First Street: E Stanley Boulevard - 1-58
Murrieta Boulevard: Holmes Street - Portola Avenue
Concannon Boulevard: Isabel Avenue - S Livermore Avenue Las Positas Road: N Livermore Avenue - Greenville Road
N Livermore Avenue: N (City Limit) - Rail Road Avenue
S Vasco Road: 1-580 - Tesla Road
W Jack London Boulevard: Wolf House Drive- Discovery Drive Portola Avenue: First Street - Murrieta Boulevard
E Stanley Boulevard: Railroad Avenue - Murdell Lane
Patterson Pass Road: Greenville Road - N Mines Road
Estimated Project Cost:

Install
Dynamic/
Variable
Speed Sign
Install Dynamic/Variable Warning Sign
Genera I Items
$705,000
$105,750
Contingency $81,075
Total Construction Cost
Preliminary Engineering
Construction Engineering
Total Project Cost
$1,248,600
$891,900
$222,900
$133,800

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Project 8: Improve Pedestrians & Bicycle Safety on Corridors Countermeasures:

R33PB - Install Class-IV Bike Lane for Bicyclist Safety.

R35PB - Install High Visibility Crosswalk for Pedestrian Safety.

R37PB- Install RRFB (Rectangular Rapid Flashing Beacon) for Pedestrian Safety.

Project Description:

Provide separated class IV bike lane along the road to enhance bicyclist safety.Install or upgrade High visibility crosswalks to warn drivers of the potential for pedestrians crossing the road.Install RRFB to enhance the visibility to conflicts for drivers and reduce crashes
Project Locations:

First Street: E Stanley Boulevard to 1-580
Murrieta Boulevard: Holmes St to Portola Avenue
N Livermore Avenue: 400' N to Railroad Avenue
Portola Avenue: First Street to Murrieta Boulevard
E Stanley Boulevard: Railroad Avenue to Murdell Lane
Concannon Boulevard: Isabel Avenue to S Livermore Avenue Vasco Road: 1-580 to Tesla Road
Maple Street: First Street to East Avenue
Estimated Project Cost:

Install Separated Bike Lane
Install Crosswalk Improvements
Install RRFB System
General Items
Contingency
Total Construction Cost
Preliminary Engineering
Construction Engineering
Total Project Cost
$2,569,077
$446,000
$24,000
$455,862
$349,500
$3,844,500
$961,100
$576,700
$5,382,300
Collision History
25 Complaint of
Pain
3 Notable Collision Types
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IMPROPER TURNING 8
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PEDESTRIAN VIOLATION
I
-
TRAFFIC SIGN 5

VIOLATION
43 33
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8 suite550
w-...-......
[email protected]

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HSIP GRANT PROGRAM
The HSIP program in California funds local highway safety improvement projects. The HSIP grant program primarily relies upon BCR analysis to evaluate and rank project selections, and this analysis is based upon the most recently available 3-5 years of historical crash data as entered into the Caltrans HSIP Analyzer worksheet.

As a result, HSIP applications require sufficient crash history at a project location to justify the proposed safety improvements. A systemic approach to developing HSIP applications would allow the City to group together multiple locations that similar characteristics and require similar countermeasures, aggregating the benefits and costs for those locations. Combining one location that has experienced many collisions with another contextually similar location which has experienced fewer collisions may make it possible for both to be improved through the HSIP program if the resulting aggregate BCR is sufficient for selection. Table 19 presents the summary of the application categories.

Table 19 Summary of Application Categories for HSIP Cycle 11

Application Category Description Max Number of
Applications per
Agency
Max Amount per
Agency
Benefit Cost Ratio (BCR) Benefit Cost Ratio (BCR) No Limit $10 million Funding Set-Asides (SA)
Guardrail Upgrades 1 $1 million
Bike Safety Improvements
Pedestrian Crossing
Enhancements
1 $250,000
Installing Edgelines 1 $250,000
Tribes 1 $250,000
Source: Highway Safety Improvement Program (HSIP) Cycle 12 Application Instructions Note:*: A minimum BCR of 3.5 is required for a BCR application to be submitted There is no limit to the number of applications an agency may submit under the BCR category. However, the maximum HSIP funds that one agency may be awarded under the BCR category is $10 million.

There are 3 different categories of locations: Signalized Intersections (SI), Non-Signalized Intersections (NS), and Roadway segments (R). Normally a BCR application only includes locations of one of the above 3 categories (S, NS, or R). Multiple categories may be selected if the application proposes corridor safety improvements or uses a systemic approach, or if the applicant chooses to bundle multiple locations in the same vicinity together.

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8. Implementation and Evaluation
This chapter describes the steps the city may take to evaluate the success of this plan and the steps needed to update the plan in the future. The LRSP is a guidance document and requires periodic updates to assess its efficacy and re-evaluate potential solutions. It is recommended to update the plan every two to five years in coordination with the identified safety partners. This document was developed based on community needs, stakeholder input, and collision analysis conducted to identify priority emphasis areas throughout the city. The implementation of strategies under each emphasis area would aim to reduce KSI collisions in the coming years.

IMPLEMENTATION
The LRSP is a guidance document that is recommended to be updated every two to five years in coordination with the safety partners. The LRSP document provides engineering, education, enforcement, and emergency medical service-related countermeasures that can be implemented throughout the city to reduce KSI collisions.

It is recommended that the City of Livermore implement the selected projects in high-collision locations in coordination with other projects proposed for the city’s infrastructure development in their future Capital Improvement Plan (CIP). After implementing countermeasures, the performance measures for each emphasis area should be evaluated annually. The most important measure of success of the LRSP should be reducing injury collisions throughout the city. If the number of injury collisions does not decrease over time, then the emphasis areas and countermeasures should be re-evaluated.

Funding is a critical component of implementing any safety project. While the HSIP program is a common source of funding for safety projects, there are numerous other funding sources that could be pursued for such projects (See Table 20).
8 IMPLEMENTATION AND EVALUATION

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Table 20 List of Potential Funding Sources
Funding Source Funding
Agency
Amount
Available
Next Call
for
Projects
Applicable
E’s
Notes
Active
Transportation
Program
Caltrans,
California
Transportation
Commission,
MTC
~$450
million per
cycle
(every two
years)
2024 Engineering,
Education
Can be used for most
active
transportationrelated safety
projects as well as
education programs?
Funding is available
through Caltrans or
MTC
Highway Safety
Improvement
Program
Caltrans Varies 2024 Engineering The most common
grant source for
safety projects
One Bay Area
Grant (OBAG)
Cycle 4
MTC
(Combines
various federal
funds)
TBD County &
Local
Program:

TBD
Engineering Distributes federal
funding to cities and
counties in the MTC
region
Office of Traffic
Safety Grants
California
Office of
Traffic Safety
Varies by
grant
Closes
January
31st
annually
Education,
Enforcement,
Emergency
Response
10 grants available to
address various
components of traffic
safety
Affordable
Housing and
Sustainable
Communities
Program
Strategic
Growth
Council and
Dept. of
Housing and
Community
Development
~$10-15
million per
award
TBD; most
recent in
2023
Engineering,
Education
Must be connected
to affordable
housing projects;
typically focuses on
bike/pedestrian
infrastructure/
programs
Urban Greening California
Natural
Resources
Agency
$28.5
million
TBD; most
recent in
2022
Engineering Focused on
bike/pedestrian
infrastructure and
greening public
spaces
Local Street and
Road Maintenance
and Rehabilitation
CTC
(distributed to
local agencies)
$1.5 billion
statewide
N/A;
distributed
by formula
Engineering Typically pays for
road maintenance
type projects
RAISE Grant USDOT ~$1.5
billion
2023 Engineering Typically used for
larger infrastructure
projects

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Transportation
Equity Project
California Air
Resources
Board
~$19.5
million
TBD; most
recent call
in 2023
Engineering,
Education
Target projects that
will increase
transportation equity
in disadvantaged
communities
Transformative
Climate
Communities
Strategic
Growth
Council
~$105
million
TBD; most
recent call
in 2022
Engineering Funds communityled projects that
achieve major
reductions in
greenhouse gas
emissions in
disadvantaged
communities
Safe Streets and
Roads for All
(SS4A)
USDOT $200k -
$50
million
2023 Engineering Two types of SS4A
grants are available:

Action Plan Grants
and Implementation
Grants
Clean California
Local Grant
Program
Caltrans $100 – 5
million per
award
2023 Engineering Funding for local
communities to
beautify and improve
local streets and
roads, tribal lands,
parks, pathways, and
transit centers

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MONITORING AND EVALUATION
For the success of the LRSP, it is crucial to monitor and evaluate the 8 E’s strategies continuously. Monitoring and evaluation help provide accountability, ensure the effectiveness of the countermeasures for each emphasis area, and help make decisions on the need for new strategies. The process would help the City make informed decisions regarding the implementation plan’s progress and accordingly, update the goals and objectives of the plan.

After implementing countermeasures, the strategies should be evaluated annually as per their performance measures. The evaluation should be recorded in a before-after study to validate the effectiveness of each countermeasure as per the following observations:
 Number of injury collisions
 Number of police citations
 Number of public comments and concerns
Evaluation should be conducted during similar time periods and durations each year. The most important measure of success of the LRSP should be a reduction in injury collisions throughout the City. If the number of injury collisions doesn’t decrease initially, then the countermeasures should be evaluated as per the other observations, as mentioned above. The effectiveness of the countermeasures should be compared to the goals for each emphasis area.

LRSP UPDATE
The LRSP is a guidance document and is recommended to be updated every two to five years after adoption.

After monitoring performance measures focused on the status and progress of the 8 E’s strategies in each emphasis area, the next LRSP update can be tailored to resolve any continuing safety problems. An annual stakeholder meeting with the safety partners is also recommended to discuss the progress for each emphasis area and oversee the implementation plan. The document should then be updated as per the latest collision data, emerging trends, and the 8 E’s strategies’ progress and implementation.

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# Point X Point X Intersection Primary Street Secondary Street Public Reported Concerns Mode Pertinent Issues 1 37.694571 ‐121.747026 Y First Street N Mines Road I dont feel safe crossing this huge intersection Pedestrian Intersection Safety 2 37.683164 ‐121.765992 Y Maple Street Second Street
People zoom through the stop signs and don’t yield to
pedestrians Pedestrian Traffic Sign Violation
2 37.683164 ‐121.765992 Y Maple Street Second Street
People zoom through the stop signs and don’t yield topedestrians Pedestrian Pedestrian Safety 3 37.681537 ‐121.767622 Y S Livermore Avenue Second Street People don’t yield to pedestrians Pedestrian Pedestrian Safety 4 37.681242 ‐121.767165 Y S Livermore Avenue Second Street People don’t yield to pedestrians Pedestrian Pedestrian Safety 5 37.682891 ‐121.767464 Y First Street McLeod Street People don’t yield to pedestrians Pedestrian Pedestrian Safety 6 37.674604 ‐121.756808 Y S Livermore Avenue College Avenue The speeding traffic making left onto college from soLivermore. Motor vehicle Speeding 7 37.680089 ‐121.748394 Y East Avenue Hillcrest Avenue Motor vehicle 8 37.644808 ‐121.789416 Y Vallecitos Road E Vineyard Avenue Right turn from Valicitos south to Vineyard west is a too tight and hard to see upon approach. I have seen many
turning vehicles miss judge this turn and swing into the opposite direction left turn lane risking collision. I have alsoseen a VA medical buss ride up in the curb on the inside of this left turn almost pitching it onto its left side in the opposite direction of traffic. Fortunately the driver was able to brake hard enough to not tip over as the buss’ right rear wheel road up on the curb. This corner is poorly designed and I fear that they city is opening itself up to large liability if a fatality accident occurs. If the design intent was to force a tight radius turn to slow traffic, the city needs to consider the risks when a driver miss judges the turn. Motor vehicle Intersection Safety 8 37.644808 ‐121.789416 Y Vallecitos Road E Vineyard Avenue Right turn from Valicitos south to Vineyard west is a too tight and hard to see upon approach. I have seen many
turning vehicles miss judge this turn and swing into the opposite direction left turn lane risking collision. I have alsoseen a VA medical buss ride up in the curb on the inside of this left turn almost pitching it onto its left side in the opposite direction of traffic. Fortunately the driver was able to brake hard enough to not tip over as the buss’ right rearwheel road up on the curb. This corner is poorly designed and I fear that they city is opening itself up to large liability if a fatality accident occurs. If the design intent was to force a tight radius turn to slow traffic, the city needs to considerthe risks when a driver miss judges the turn. Motor vehicle Pavement Conditions 9 37.67973 ‐121.731655 Y East Avenue Mitra Street

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10 37.679888 ‐121.748507 Y East Avenue Hillcrest Avenue Please get rid of the terrible traffic obstacles. They maketurning right off of East Avenue MUCH more difficult anddangerous. Motor vehicle Curve Unsafe 10 37.679888 ‐121.748507 Y East Avenue Hillcrest Avenue Please get rid of the terrible traffic obstacles. They maketurning right off of East Avenue MUCH more difficult and dangerous. Motor vehicle Visibility
11 37.678223 ‐121.762446 Y S Livermore Avenue 7th Street If you're on 7th St. and trying to cross Livermore Ave. to continue on 7th, it's a blind corner. It's very hard to seetraffic approaching, because there are usually cars parkedat the curb on Livermore Ave. Motor vehicle Visibility 12 37.673961 ‐121.758536 Y College Avenue Riesling Circle College Ave. traffic is too fast. Motor vehicle Speeding 13 37.691649 ‐121.75123 Y First Street Portola Avenue First Street traffic is way too fast. Motor vehicle Speeding 14 37.672975 ‐121.785633 Y Wagoner Drive Mocho Street
Drivers making a u‐turn at the end of Mocho at the L‐bend while students are crossing the street. Mostly occurs at drop off time. Pedestrian Intersection Safety
14 37.672975 ‐121.785633 Y Wagoner Drive Mocho Street
Drivers making a u‐turn at the end of Mocho at the L‐bend while students are crossing the street. Mostly occurs atdrop off time. Bicycle School Safety 16 37.677076 ‐121.793404 Y Ruth Way Nadine Street
High speed and exacerbated by the long stop light heading east. People will go 70 plus miles an hour from El Caminito to make the Wall St. light on a green. Motor vehicle Speeding 18 37.680009 ‐121.751589 Y East Avenue Estates Street It's like driving an obstacle course with all those pylons. Motor vehicle Speeding 19 37.673175 ‐121.789998 Y Wall Street Sonoma Avenue
The crosswalk at Wall and Sonoma needs a signal similar to the one on Wall immediately in front of GHS. My childrenfrequently see cars go through the crosswalk instead ofyielding to pedestrians while groups of students are crossing the street. They were almost hit twice this week.

It's just a matter of time until there is an awful accident there. Pedestrian School Safety
19 37.673175 ‐121.789998 Y Wall Street Sonoma Avenue
The crosswalk at Wall and Sonoma needs a signal similar tothe one on Wall immediately in front of GHS. My childrenfrequently see cars go through the crosswalk instead ofyielding to pedestrians while groups of students are crossing the street. They were almost hit twice this week.

It's just a matter of time until there is an awful accident there. Pedestrian Pedestrian Safety
20 37.67685 ‐121.790744 Y Wall Street Judith Way
Similar to the intersection of Wall and Sonoma, this
crosswalk needs a signal. It is difficult to see students stepout into the street on their way to school because of the way that traffic backs up on Wall St. Pedestrian Intersection Safety 20 37.67685 ‐121.790744 Y Wall Street Judith Way
Similar to the intersection of Wall and Sonoma, this
crosswalk needs a signal. It is difficult to see students step out into the street on their way to school because of theway that traffic backs up on Wall St. Pedestrian School Safety

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21 37.679985 ‐121.761201 Y East Avenue Maple Street
Intersection of Maple and East Ave is unsafe for bicycle traffic. with the new modifications. If a car swings wide, especially in making the turn from Maple onto East Ave.,there is no space for a cyclist to get out of the way. The ballards functionally eliminated the bike lane. Bicycle Intersection Safety 21 37.679985 ‐121.761201 Y East Avenue Maple Street
Intersection of Maple and East Ave is unsafe for bicycle traffic. with the new modifications. If a car swings wide, especially in making the turn from Maple onto East Ave.,there is no space for a cyclist to get out of the way. Theballards functionally eliminated the bike lane. Bicycle Bicycle Safety 23 37.680061 ‐121.751739 Y East Avenue Estates Street
Speeding cars going 45. Watched 2 going at least 50. Closeto high school and middle school. Motor vehicle School Safety 23 37.680061 ‐121.751739 Y East Avenue Estates Street
Speeding cars going 45. Watched 2 going at least 50. Closeto high school and middle school. Motor vehicle Speeding 25 37.706315 ‐121.722739 Y S Vasco Road Preston Avenue
Dangerous intersection, disregard for no through traffic restriction on Preston Motor vehicle Intersection Safety 26 37.717161 ‐121.727338 Y Scenic Avenue Central Avenue routine disregard for stop sign, especially NB Central to EB Scenic Motor vehicle Traffic Sign Violation
27 37.725547 ‐121.727094 Y Pasatiempo Street Skylinks Way unsafe u‐turns during school drop‐off/pick‐up Motor vehicle School Safety 27 37.725547 ‐121.727094 Y Pasatiempo Street Skylinks Way unsafe u‐turns during school drop‐off/pick‐up Motor vehicle Curve Unsafe 28 37.694287 ‐121.747084 Y First Street N Mines Road unsafe lane changes at right‐turn lane (EB First to SB Mines) Motor vehicle Curve Unsafe 29 37.688086 ‐121.757977 Y First Street Scott Street unsafe pedestrian crossing Pedestrian Intersection Safety 29 37.688086 ‐121.757977 Y First Street Scott Street unsafe pedestrian crossing Pedestrian Pedestrian Safety 31 37.677061 ‐121.795391 Y E Stanley Boulevard El Caminito high speed right turns can be slowed by bulb outs or paint & plastic Motor vehicle Curve Unsafe
33 37.673807 ‐121.791159 Y Lorren Way Echo Street Curb Ramps not provided. Motor vehicle Pavement Conditions 34 37.676073 ‐121.778713 Y Fourth Street College Avenue high‐speed turn movement at crosswalk Pedestrian Pedestrian Safety 34 37.676073 ‐121.778713 Y Fourth Street College Avenue high‐speed turn movement at crosswalk Pedestrian Intersection Safety 36 37.68915 ‐121.791056 Y Murrieta Boulevard E Jack London Boulevard Traffic issue: Red Light running/ Issues with bicycling Bicycle Traffic Sign Violation 37 37.67988 ‐121.730951 Y East Avenue Mitra Street
It is hard to see pedestrians while driving with the foliage around, a lighted crosswalk would be beneficial here. Motor vehicle Pedestrian Safety 38 37.683605 ‐121.725141 Y Charlotte Way Kathy Way
I pass this stop sign multiple times a day, and a lot of people run it. At this point it is probably intentional but maybe the flashing red stop signs? Motor vehicle Traffic Sign Violation 39 37.685519 ‐121.727015 Y Charlotte Way Katrina St
I pass this stop sign multiple times a day, and a lot of people run it. At this point it is probably intentional but maybe the flashing red stop signs? Also during school drop off and pickup, vehicles will park in areas of this crossing making it hard to see pedestrians in the road. Not sure if bollards ofsome sort blocking people from pulling up at certain parts would be beneficial. Motor vehicle School Safety
40 37.69112 ‐121.753782 Y Portola Avenue Highland St
People flying down first coming to Portola and not beingable to see them trying to get out of this street. Pedestrian Speeding

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40 37.69112 ‐121.753782 Y Portola Avenue Highland St
People flying down first coming to Portola and not beingable to see them trying to get out of this street. Pedestrian Pedestrain Safety 41 37.691135 ‐121.762719 Y Portola Avenue Lee Ave
Visibility for pedestrians. I don't know how many times Ihave seen people nearly hit, or vehicles not care that someone is wanting to cross the street here. It seems like a very active crosswalk during school as well. Pedestrian School Safety 41 37.691135 ‐121.762719 Y Portola Avenue Lee Ave
Visibility for pedestrians. I don't know how many times Ihave seen people nearly hit, or vehicles not care that someone is wanting to cross the street here. It seems like avery active crosswalk during school as well. Pedestrian Pedestrain Safety 42 37.680957 121.768459 Y Second St S J St Install Stop‐Sign Motor vehicle Sign Upgrade 42 37.680957 121.768459 Y Second St S J St Install Stop‐Sign Motor vehicle Intersection Safety 43 37.722673 ‐121.720036 Y
Garaventa Ranch
Rd Maralisa Lane
Blind corner for School crosswalk. Cars park on bothGaraventa corners, and Maralisa lane corners, and kids almost get hit, going to and from school. Plus, because ofcars blocking the corners, cars leaving maralisa lane, turningleft on garaventa, cannot see because of cars parked to close to crosswalk and cars parked to close to maralisa lanestreet. 510.759.1905 Motor vehicle Curve Unsafe 43 37.722673 ‐121.720036 Y
Garaventa Ranch
Rd Maralisa Lane
Blind corner for School crosswalk. Cars park on bothGaraventa corners, and Maralisa lane corners, and kids almost get hit, going to and from school. Plus, because of cars blocking the corners, cars leaving maralisa lane, turningleft on garaventa, cannot see because of cars parked to close to crosswalk and cars parked to close to maralisa lanestreet. 510.759.1905 Motor vehicle Curve Unsafe 43 37.722673 ‐121.720036 Y
Garaventa Ranch
Rd Maralisa Lane
Blind corner for School crosswalk. Cars park on both
Garaventa corners, and Maralisa lane corners, and kids
almost get hit, going to and from school. Plus, because ofcars blocking the corners, cars leaving maralisa lane, turningleft on garaventa, cannot see because of cars parked to close to crosswalk and cars parked to close to maralisa lanestreet. 510.759.1905 Motor vehicle School Safety 43 37.722673 ‐121.720036 Y
Garaventa Ranch
Rd Maralisa Lane
Blind corner for School crosswalk. Cars park on bothGaraventa corners, and Maralisa lane corners, and kids almost get hit, going to and from school. Plus, because ofcars blocking the corners, cars leaving maralisa lane, turning left on garaventa, cannot see because of cars parked to close to crosswalk and cars parked to close to maralisa lanestreet. 510.759.1905 Motor vehicle Intersection Safety

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44 37.711513 ‐121.727445 Y Central Ave Wisteria Way
I live on the corner of Wisteria and Central. This is a blind corner. When cars are parked along Central, at this corner and down Central, it causes the cars at the stop sign atWisteria and Central to have to roll into the intersection to see if it is clear to pull onto Central. I hear horns blow all the time on Central due to cars having to roll partially into the intersection to check if it is clear to pull out when cars are parked blocking their view. When there are no cars parked on the Wisteria side of Central it is easy to see down the street and much safer. This is one of several reasons why it would be much safer for the Wisteria side of Central to be ano parking zone. Thank you for your attention to this safety issue. Motor vehicle Intersection Safety
45 37.711675 ‐121.72744 N Central Ave
When cars are allowed to park on Central Avenue across
from Fountainhead Montessori School of Livermore it isvery unsafe. Parents and toddlers walk across what has nowbecome a very busy street which is also adjacent to a blindcorner. When they pop out from between cars to cross the street to go to the daycare it is very hard to see them. Also the blind corner causes even more concern because people trying to see past the parked cars and then accelerating topull onto Central are definitely not looking for pedestrianscrossing the street. It is not safe for these families to be walking across this busy street. It is unsafe for cars to be allowed to park on the Wisteria side of Central for manyreasons including blocking driver's views to safely pull outat the blind corner and causing pedestrians to unsafelycross this street. There is plenty of parking on the daycareside of Central. The Wisteria side should be a no parkingzone. Thank you for your attention to this safety issue. Pedestrian Pedestrian Safety

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45 37.711675 ‐121.72744 N Central Ave
When cars are allowed to park on Central Avenue across
from Fountainhead Montessori School of Livermore it isvery unsafe. Parents and toddlers walk across what has nowbecome a very busy street which is also adjacent to a blindcorner. When they pop out from between cars to cross the street to go to the daycare it is very hard to see them. Also the blind corner causes even more concern because people trying to see past the parked cars and then accelerating topull onto Central are definitely not looking for pedestrians crossing the street. It is not safe for these families to bewalking across this busy street. It is unsafe for cars to be allowed to park on the Wisteria side of Central for many reasons including blocking driver's views to safely pull out at the blind corner and causing pedestrians to unsafely cross this street. There is plenty of parking on the daycare side of Central. The Wisteria side should be a no parkingzone. Thank you for your attention to this safety issue. Pedestrian School Safety 46 37.691125 121.773064 YN Livermore Ave Portola Avenue I cross this intersection everyday could you please do
something for pedestrian safety Pedestrian Pedestrian Safety 47 37.691279 121.774443 N Portola Avenue Motor vehicle Speeding 48 37.691248 ‐121.759224 N Portola Avenue
Vehicles turning onto Portola (35 mph until the school zone where it is 25mph) coming off of First Street (40mph) are often traveling 45mph or more by the time they reach the school zone and crosswalk on Portola at Enos wherechildren are crossing. The soon to be flashing beacons andnew crosswalk will hopefully help immensely withpedestrian safety, but unless LPD traffic enforcement is present, vehicles are barreling into a school zone andcrosswalk at high speeds and often racing without anystoplights or intersections from First Street to North L Street. Motor vehicle Speeding
48 37.691248 ‐121.759224 N Portola Avenue
Vehicles turning onto Portola (35 mph until the school zone where it is 25mph) coming off of First Street (40mph) are often traveling 45mph or more by the time they reach the school zone and crosswalk on Portola at Enos wherechildren are crossing. The soon to be flashing beacons and new crosswalk will hopefully help immensely withpedestrian safety, but unless LPD traffic enforcement is present, vehicles are barreling into a school zone andcrosswalk at high speeds and often racing without anystoplights or intersections from First Street to North L Street. Pedestrian Pedestrian Safety

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49 37.690896 ‐121.75992 Y Portola Avenue Michell St
This is a blind corner. Cars now take portola and turn ontoMichell Street and then take the immediate left onto Scott Street to get to downtown (in order to save time and
bypass the pistols/first street light). Since old first Street was blocked off because of the new three level houses onfirst Street this is a new Cutthrough to downtown. At the very least speed bumps need be installed to reduce speed. Ilive in this neighborhood with my children and there are many other families that go to the local schools that have almost been hit by cars as we walk to school and in the neighborhood . Motor vehicle Curve Unsafe
49 37.690896 ‐121.75992 Y Portola Avenue Michell St
This is a blind corner. Cars now take portola and turn ontoMichell Street and then take the immediate left onto Scott Street to get to downtown (in order to save time and
bypass the pistols/first street light). Since old first Street was blocked off because of the new three level houses on first Street this is a new Cutthrough to downtown. At the very least speed bumps need be installed to reduce speed. I live in this neighborhood with my children and there aremany other families that go to the local schools that havealmost been hit by cars as we walk to school and in theneighborhood . Motor vehicle Speeding 50 37.688146 ‐121.758051 Y First St Scott Street
The crosswalk from Scott Street across first Street is a leathal area of concern. People have died crossing thisintersection. You have to cross four lanes of heavy traffic toget across the street to the sidewalk to walk downtown.

Cars coming over the overpass towards the highway don’t stop for pedestrians. This needs to have a crosswalk
stoplight so children can cross from the neighborhood and get to Livermore High School safely. This is a deadly area of concern. Motor vehicle Speeding
50 37.688146 ‐121.758051 Y First St Scott Street
The crosswalk from Scott Street across first Street is aleathal area of concern. People have died crossing thisintersection. You have to cross four lanes of heavy traffic to get across the street to the sidewalk to walk downtown.

Cars coming over the overpass towards the highway don’t stop for pedestrians. This needs to have a crosswalkstoplight so children can cross from the neighborhood and get to Livermore High School safely. This is a deadly area ofconcern. Pedestrian Pedestrian Safety 51 37.690452 ‐121.778911 Y Spruce St Sunset Dr
No sidewalk ramp. Have to walk to the nearest driveway,then backtrack in the street. Pedestrian Pavement Conditions 52 37.690295 ‐121.778827 Y Spruce St Sunset Dr
No sidewalk ramp. Have to walk to the nearest driveway, then backtrack in the street. Pedestrian Pavement Conditions

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53 37.689705 ‐121.780798 Y Spruce St N P St
No sidewalk ramp. Have to walk to the nearest driveway,then backtrack in the street. Pedestrian Pavement Conditions 54 37.689868 ‐121.780853 Y Spruce St N P St
No sidewalk ramp. Have to walk to the nearest driveway,then backtrack in the street. Pedestrian Pavement Conditions 55 37.690622 ‐121.775761 Y Pine St N L St
This crosswalk is dangerous. We walk to school going this way and have had more near death experiences than I can count. Pedestrian Pedestrian Safety
56 37.676214 ‐121.804034 Y Stanley Blvd Ramp towards Isabel Ave Motor vehicle Interection Safety 57 37.669515 ‐121.768125 Y Arroyo Rd
Cartier Dr/Rivers Bend
Cir
Unsafe for pedestrians when crossing the street. Many cars do not stop and wait for pedestrians to cross. Pedestrian Pedestrian Safety 57 37.669515 ‐121.768125 Y Arroyo Rd
Cartier Dr/Rivers Bend
Cir
Unsafe for pedestrians when crossing the street. Many carsdo not stop and wait for pedestrians to cross. Motor vehicle Traffic Sign Violation 58 37.665986 ‐121.771198 Y Vancouver Way Jaffa Rd Many cars do not stop for pedestrians crossing the street Pedestrian Pedestrian Safety59 37.666544 ‐121.776434 Y Vancouver Way Darwin Ave Many cars do not stop for pedestrians in crosswalk Motor vehicle Speeding 60 37.715856 ‐121.723481 N Baltustol Ct
Commuters cutting through to Antioch and Brentwood,ignore crosswalks on Scenic and Garaventa Ranch. Speedingthrough the neighborhoods where children are crossing after school and extracurricular activities Pedestrian School Safety 60 37.715856 ‐121.723481 N Baltustol Ct
Commuters cutting through to Antioch and Brentwood,
ignore crosswalks on Scenic and Garaventa Ranch. Speedingthrough the neighborhoods where children are crossing after school and extracurricular activities Motor vehicle Speeding 61 37.722406 ‐121.724076 Y
Garaventa Ranch
Rd N Vasco Rd
Speeding. Red light runners. Distracted drivers. Manyunaccompanied kids needing to cross Vasco to/from middle school and it is extremely unsafe. Motor vehicle Speeding 61 37.722406 ‐121.724076 Y
Garaventa Ranch
Rd N Vasco Rd
Speeding. Red light runners. Distracted drivers. Manyunaccompanied kids needing to cross Vasco to/from middle school and it is extremely unsafe. Motor vehicle Traffic Sign Violation 61 37.722406 ‐121.724076 Y
Garaventa Ranch
Rd N Vasco Rd
Speeding. Red light runners. Distracted drivers. Manyunaccompanied kids needing to cross Vasco to/from middle school and it is extremely unsafe. Pedestrian School Safety 62 37.727102 ‐121.725818 N Dalton Ave Motor vehicle School Safety 63 37.669636 ‐121.782028 Y Elaine Ave El Dorado Dr
Unsafe crosswalk, cars speeding. When large cars areparked by the crosswalk and students enter the crosswalk, cross traffic can not see them in time. Students almost getting hit. Pedestrian School Safety
63 37.669636 ‐121.782028 Y Elaine Ave El Dorado Dr
Unsafe crosswalk, cars speeding. When large cars areparked by the crosswalk and students enter the crosswalk, cross traffic can not see them in time. Students almost getting hit. Motor vehicle Speeding

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64 37.708892 ‐121.723895 YS Vasco Rd Interstate 580
There are bike lanes on either side of the overpass, but theoverpass itself is extremely dangerous for bikers. There is no safe lane to position oneself ‐ cars getting off the highway have a short length in which to merge onto Vasco,and often aren’t looking for bicycles. Bicycle Bicycle Safety 65 37.661915 ‐121.792445 YEl Padro Dr Fontonett Ave
There is no crosswalk right by a school. I’ve seen several near misses. Pedestrian School Safety
66 37.68146 ‐121.767455 YS Livermore Ave Second St
This area around the post office needs a Sensored trafficlight. Very dangerous driving, walking and biking on thesecorners near here. Pedestrian Pedestrian Safety 66 37.68146 ‐121.767455 YS Livermore Ave Second St
This area around the post office needs a Sensored trafficlight. Very dangerous driving, walking and biking on thesecorners near here. Bicycle Bicycle Safety 67 37.680052 ‐121.751703 Y East Avenue Estates Street
There should be no parking along the road at all on estates side of East Ave. When we drive out on East Ave from
Estates St (our street) we can’t see on coming traffic to theleft because of cars parked along the road there. With theBallards it’s safer, but we have to edge our cars out into the road a bit much to see if there are cars coming. Then if apedestrian wants to walk across ‐ with a car in the walkway because the car needs to see around the parked cars. Motor vehicle Intersection Safety 67 37.680052 ‐121.751703 Y East Avenue Estates Street
There should be no parking along the road at all on estates side of East Ave. When we drive out on East Ave from
Estates St (our street) we can’t see on coming traffic to theleft because of cars parked along the road there. With theBallards it’s safer, but we have to edge our cars out into the road a bit much to see if there are cars coming. Then if apedestrian wants to walk across ‐ with a car in the walkway because the car needs to see around the parked cars. Pedestrian Pedestrian Safety 68 37.681584 ‐121.790912 NN Murrieta Blvd
I have lived in the apartments here for the last 8 years. I have lost track of the amount of huge vehicle accidents resulting in injuries and property damage. Motor vehicle Intersection Safety 69 37.70521 ‐121.740468 N Springtown Blvd Bluebell Dr
People don't stop on a red light while turning from First St onto Bluebell Dr. Pedestrians often get stuck in the
crosswalk waiting for the red‐light offender to clear thecrosswalk. I’ve counted an average of 5 out of 9 cars don’tmake an legal stop at this intersection before making the turn on a red light Motor vehicle Traffic Sign Violation 70 37.685703 ‐121.769355 Y Chestnut St N I St
Vehichles are so fast here because its a 35mph zone! Itshould be a 25 speed limit since its super near the junctionschool. Crosswalks need to be present too. Motor vehicle Speeding

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70 37.685703 ‐121.769355 Y Chestnut St N I St
Vehichles are so fast here because its a 35mph zone! Itshould be a 25 speed limit since its super near the junction school. Crosswalks need to be present too. Pedestrian Pedestrian Safety 71 37.679856 ‐121.721018 Y East Ave Research Dr No pedestrian signal Pedestrian Pedestrian Safety 72 37.674934 ‐121.718914 YS Vasco Rd Bargmann Ln No crosswalk for blocks Pedestrian Pedestrian Safety 73 37.692151 ‐121.790592 Y Murrieta Blvd Chippewa Way
No marked crosswalks, no bike lanes, high traffic speeds, and bad visibility due to curve. Left turn still possible despite signs. Bicycle Bicycle Safety
73 37.692151 ‐121.790592 Y Murrieta Blvd Chippewa Way
No marked crosswalks, no bike lanes, high traffic speeds, and bad visibility due to curve. Left turn still possible despite signs. Bicycle Visibility
74 37.674297 ‐121.7801 Y Holmes St Arryo Bike Trial
Undercrossing not usable, but no traffic calming around the stop light with high speeds. Wonder how many blow the
red light. Motor vehicle Traffic Sign Violation
75 37.688224 ‐121.783303 Y Pine St Rincon Ave This yield is weird and there's no crosswalk. Roundabout? Pedestrian Pedestrian Safety 76 37.688061 ‐121.757808 N First St
High travel speeds, no protected median, very thin bikelane in the "door zone", many people in and out of their cars, impaired people at the casino, on the walking path to LHS Bicycle Bicycle Safety
77 37.679844 ‐121.726343 Y East Ave Charlotte Way This intersection has a lot of collisions Motor vehicle Intersection Safety 78 37.675906 ‐121.785282 N Murrieta Blvd
Lots of collisions here (including the fatal one), and lots of near misses due to bad visibility turning left out of theshopping center. Should just close this entrance and haveeveryone use the next one down, or perhaps right turn inright turn out only. Motor vehicle Visibility 78 37.675906 ‐121.785282 N Murrieta Blvd
Lots of collisions here (including the fatal one), and lots of near misses due to bad visibility turning left out of the shopping center. Should just close this entrance and have everyone use the next one down, or perhaps right turn inright turn out only. Motor vehicle Curve Unsafe 79 37.698389 ‐121.742864 Y First St Las Positas Rd
Might be the biggest not‐Caltrans intersection in town. Lots of activity, people focused on getting to the freeway andthe street makes it feel like they already are on one. Yellowand red light running. Very long crosswalks, lots of walking destinations. Motor vehicle Traffic Sign Violation
79 37.698389 ‐121.742864 Y First St Las Positas Rd
Might be the biggest not‐Caltrans intersection in town. Lotsof activity, people focused on getting to the freeway andthe street makes it feel like they already are on one. Yellowand red light running. Very long crosswalks, lots of walking destinations. Motor vehicle Speeding
80 37.690965 ‐121.759901 Y Portola Avenue Michell St
Difficult intersection to see from the side street, and trafficon Portola very fast. Motor vehicle Speeding 80 37.690965 ‐121.759901 Y Portola Avenue Michell St
Difficult intersection to see from the side street, and trafficon Portola very fast. Motor vehicle Visibility

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81 37.660868 ‐121.805336 Y Isabel Avenue Concannon Blvd Another one of those two‐way bike traffic on the path that drivers might not think about and only look one direction. Bicycle Bicycle Safety 82 37.661538 ‐121.76822 N Arroya Rd
Bike lane dies on approach to intersection way too early, vehicles still moving very fast Bicycle Bicycle Safety
83 37.708948 ‐121.723755 NS Vasco Rd I mean, obviously84 37.722673 ‐121.719193 Y Garaventa Ranch
Rd Hawk St
85 37.714642 ‐121.724234 YN Vasco Rd Forget Me Not No cross walk for the pedestrians Pedestrian Pedestrian Safety 86 37.669646 ‐121.780364 Y Holmes St Elaine Ave
School traffic to Joe Michell and the amount of vehiclestraveling on Holmes makes it extremely difficult for cars toturn from Elaine back into Holmes Motor vehicle Curve Unsafe

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85 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

APPENDIX B: SUMMARY OF PLANNING DOCUMENTS

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1 Appendix A: Relevant Policies and Projects
Document Highlights

CITY OF LIVERMORE GENERAL
PLAN (2004) AMEND. (2020)

GOALS AND POLICIES
Goal: CIR-1 Provide safe, efficient, comfortable, and convenient mobility for all users.

Objective:
 CIR-1.1 Plan for Complete Streets that support all transportation systems throughout the City.
 CIR-1.2 Implement Complete Streets that are context sensitive to local conditions and needs.
 CIR-1.3 Make Complete Streets practices a routine part of everyday operations.

Goal: CIR-2 Promote multi-modal transportation.

Objective:
 CIR-2.1 Provide viable alternatives to single-occupant vehicle travel.
 CIR-2.2 Encourage vehicle trip reduction.
 CIR-2.3 Provide a bicycle, pedestrian, and trails network.  CIR-2.4 Provide a pedestrian network that encourages walking for transportation and recreation.

Goal: CIR-3 Identify and develop a circulation system consistent with the Land Use Element.

Objective:
 CIR-3.1 Plan, manage, and develop the local circulation system to support the Land Use Element.
 CIR-3.2 Minimize adverse impacts of regional cut-through traffic.  CIR-3.3 Minimize local cut-through traffic in residential neighborhoods.

Goal: CIR-4 Provide a local roadway system for the safe, efficient, and convenient movement of vehicular traffic.

Objective:
 CIR-4.1 the City shall provide adequate road linkages throughout Livermore.

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2 Goal: CIR-5 Maintain relatively free-flowing traffic, except where the City has identified intersections or areas of the City that are exempt from the Citywide standard.

Objective:
 CIR-5.1 Maintain adequate levels of service for all areas of the City.

Goal: CIR-6 Protect neighborhood quality and community character through circulation planning.

Objective:
 CIR-6.1 Use circulation improvements to enhance Livermore’s community character and maintain the quality of life in residential neighborhoods.
 CIR-6.2 Plan and maintain the circulation system to prevent or minimize environmental impacts.

Goal: CIR-7 Develop a Downtown circulation system that is pedestrian-oriented and supports Downtown as a destination.

Objective:
 CIR-7.1 Design and maintain a safe and interconnected pedestrian oriented Downtown circulation system.

Goal: CIR-10 Provide adequate safe and convenient short-and longterm vehicle and bicycle parking for all land uses in the City.

Objective:
 CIR-10.1 Minimize spillover vehicle parking impacts by ensuring adequate parking enforcement and requiring sufficient parking for new development.
 CIR-10.2 Limit excess off-street parking development.  CIR-10.3 Strive to expand bicycle parking facilities throughout the City.

Goal: CIR-11 Support goods movement within the City.

Objective:
 CIR-11.2 Minimize adverse impacts to residents or businesses from rail and truck traffic.
 CIR-11.1 Provide adequate roadway and rail systems to accommodate the safe and efficient movement of goods.

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3 LIVERMORE BICYCLE,

PEDESTRIAN, AND TRAILS

ACTIVE TRANSPORTATION PLAN,
(2018)

GOALS AND POLICIES
Goal: Safe and Comprehensive Network: Provide a safe, efficient, and connected bicycle, pedestrian, and trail network that accommodate all users and abilities.

Objective:
 Develop and implement projects and improvements to address bicycle and pedestrian safety.
 Connect neighborhoods, schools, work places, transit facilities, and other destinations with on-street facilities and/or separated trails.
 Build cross town connections for the bicycle, pedestrian, and trail network
 Improve the pedestrian and bicycle network to and through Downtown Livermore to increase access, safety, and mobility  Establish safe crossings of barriers including high-volume roadways, freeway interchanges, railroads, arroyos, and other barriers
 Coordinate with other agencies, adjacent jurisdictions, and regional partners to plan and implement projects that improve Livermore’s network and connections to the region.

Goal: Design for all users: Build a well-designed and comfortable bicycle, pedestrian, and trial network with support services and facilities to serve users of all ages and abilities.

Objective:
 Incorporate best practices for the design of pedestrian facilities, bikeways, and trails that emphasize user safety and comfort.  Incorporate sustainable and environmentally sensitive design for all facilities and amenities.
 Provide support facilities on public properties as appropriate, such as bicycle parking, rest areas, water fountains, and other facilities.
 Require private development to provide appropriate support facilities, such as shower/locker facilities and bicycle parking  Connect new development and public spaces to the active transportation network.
 Consider maintenance needs in the design of all new facilities.

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4 Goal: Engage & Grow The Active Transportation Community: Increase bicycling and walking for transportation and recreation with education, awareness, and enforcement.

Objective:
 Educate the public on the benefits of bicycling and walking, the available bicycle and trail facilities, and their rights and responsibilities.
 Provide up-to-date information about the bicycle and trail network, bicycle parking, and program resources.
 Develop and implement strategies to encourage bicycling and walking to and through community events, including bicycle and pedestrian support facilities.
 Support and participate in Federal, State, Regional, and Local programs, such as countywide Safe Routes to School efforts.  Coordinate with other agencies to promote, encourage, and implement active transportation programs.
 3.6 Continue and expand bicycle, pedestrian, and traffic enforcement programs to encourage proper use of facilities, increase safety, and improve the user experience.

Goal: Maintain The Active Transportation Network: Maintain roadways, sidewalks, and multi-use trails to provide safe and comfortable active transportation conditions for all users and abilities.

Objective:
 Develop and provide a maintenance program for pedestrian facilities, bikeways, and trails to provide continued safe and comfortable use of the network.
 Provide new facilities only where sufficient maintenance funding can be identified.
 Work with Federal, State, and Regional agencies to expand maintenance funding opportunities.

The sections that follow serve as an inventory of pedestrian, bicycle, and trail design treatments and provide guidelines for their development. These treatments and design guidelines are important because they are the tools for creating a safe and accessible community.

NATIONAL GUIDANCE:

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5 LIVERMORE BICYCLE,

PEDESTRIAN, AND TRAILS
ACTIVE TRANSPORTATION PLANDESIGN GUIDELINES (2018)
 American Association of State Highway and Transportation Officials (AASHTO) Guide for the Development of Bicycle Facilities (2013), updated in June 2012 provides guidance on dimensions, use, and layout of specific bicycle facilities.
 The National Association of City Transportation Officials’ (NACTO) Urban Bikeway Design Guide (2012) is the newest publication of nationally recognized bikeway design standards, and offers guidance on the current state of the practice designs.
 The AASHTO A Policy on Geometric Design of Highways and Streets (2011) commonly referred to as the “Green Book,” contains the current design research and practices for highway and street geometric design.
 The National Association of City Transportation Officials’ (NACTO) Designing for All Ages and Abilities (2017) offers guidance on combining traffic calming tools and roadway design to create high-comfort bicycle facilities.

The following national guidelines provide information on complying with the Americans with Disability Act (ADA) and designing for users of all abilities:
 United States Access Board. Accessibility Guidelines for Buildings and Facilities. 2002
 United States Access Board. Proposed Accessibility Guidelines for Pedestrian Facilities in the Public-Right-of-Way. 2013
 USDOJ. ADA Standards for Accessible Design. 2010.

NEIGHBORHOOD TRAFFIC
CALMING PROGRAM (2020)
GOALS AND OBJECTIVES:

The goal of the Neighborhood Traffic Calming Program is to implement measures identified by a consensus of the neighborhood to affect driver behavior in such a way that improves safety and the quality of life for residents, pedestrians, bicyclists and motorists. This goal is to be balanced with the City’s goal to provide quick emergency response times for emergency vehicles including fire trucks, police and ambulances.
 Reduce vehicle speeds on residential streets.
 Discourage cut-through traffic.
 Promote conditions that encourage bicycle and pedestrian travel.  Create attractive streetscapes in neighborhoods.

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6  Provide clear guidelines of the process to evaluate traffic calming measures.
 Encourage citizen involvement in all phases of neighborhood traffic calming activities.
 Make efficient use of City resources by prioritizing traffic calming requests.

CIRCULATION ELEMENT:
 Emphasize in local circulation planning the need to minimize adverse environmental impacts and protect neighborhood
quality. (Circulation System Goal #6)
 Provide a street system which minimizes traffic on local, minor (non-collector) streets in order to create and preserve a high quality residential environment. (Roadway Improvement Policy #10)
 Incorporate roadway improvement design measures which divert through traffic from, and minimize local traffic on, local residential streets in order to protect the quality and livability of Livermore neighborhoods. (Roadway Improvement Program #11 –
Neighborhood Protection)
The Circulation Element defines the City’s existing and future roadway system, including the classification of each roadway. The Circulation Element will be referenced in order to determine the classification of the roadways. In general, the Circulation Element defines local and collector streets as follows:
 Local Street: Local streets are low-speed, low-capacity minor streets that provide for circulation within neighborhoods, with direct access to abutting land uses. Street design standards and layouts are typically used to discourage through traffic movements, avoid high travel speeds and volumes, and minimize neighborhood noise and safety impacts. Curbside parking is usually permitted. Local streets are typically two-lane facilities.  Collector: Collector streets are relatively low-speed, medium capacity streets which collect and distribute local traffic moving between local and major streets. Collector routes provide for circulation between neighborhoods, and divert through traffic from local streets. Direct access to abutting properties (driveway

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7 spacing) shall be stringently limited. Prohibitions on curbside parking may vary with road widths and traffic conditions. Collector streets are typically two- to four-lane facilities.

The circulation element currently does not differentiate between collector streets that may be primarily residential in nature to collector streets that may serve commercial and industrial areas.

CITY OF LIVERMORE FIVE-YEAR
CAPITAL IMPROVEMENT PLAN|
(2023-2028)
The capital improvement plan (CIP) Budget is differentiated from the operating budget in that it involves property acquisition, design and construction of public infrastructure such as storm water and sewer system, trials, roadways and transportation infrastructure, parks, plazas and open space. Public buildings, and other city infrastructure constructed with private land development projects.

A number of considerations are applied when identifying the projects of the current CIP Budget, including:
 Consistency with the General Plan
 Consistency with City Council adopted master plans
 Consistency with other formal long-range plans adopted by Council
 Recommendations of the Council and Commissions
 Input from residents and business owners
 State, Federal, or other legal mandates
 Potential impact to the operating budget
 Benefit to the community
 The need to mitigate health or safety issues

ALAMEDA COUNTY SAFE ROUTES
TO SCHOOL (2016)
GOALS:

EVALUATION:

1. Refine established processes for data collection; improve response rate for tracking student mode share.

2. Work with team partners to clarify data to be tracked and collecting and collating data on a monthly basis.

ENCOURAGEMENT:
 International Walk & Roll to School Day
 Increase the number of participating school
 Collect day-of-mode split tallies.
 Golden Sneaker Contest:

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8  Increase the number of participating schools.
 Increase the number of middle schools and high schools participation
BIKE TO SCHOOL DAY:
 Increase the number of participating schools.
 Increase the number of middle and high school participating.

BIKE MOBILE:
 Meet visit goal for SR2S schools (40)
 Meet visit goal for non-SR2S events (20)
 Geographically equitable distribution of Bike Mobile visits ENGINEERING:

School Site Assessments:
 Provide school site assessments
 Geographically equitable distribution site assessments.

GOALS:
 Accessible, affordable and equitable
 Safe, Healthy and Sustainable
 High quality and modern infrastructure
 Economic vitality
Strategies are grouped into six strategy categories:
 Advance equity: Equity is a cross-cutting concern across all strategies. Implementation of the 2020 CTP will consider the historical impacts of transportation investments and seek to proactively address needs of disadvantaged communities. Strategies and actions that address the mobility and access needs of low-income communities and communities of color were identified through community engagement in the CBTP, as described in Chapter 2. Strategies that advance equity are indicated with this equity icon on the following pages.
 Safe Systems Approach:

These strategies support improving the safety of streets and facilities for all transportation users. Safety is an overarching priority that needs to permeate throughout the countywide transportation network and

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9 ALAMEDA COUNTYWIDE ACTIVE
TRANSPORTATION PLAN (2019)
be a priority in all project planning, design, and implementation activities.
 Complete Corridors Approach
These strategies support planning, design, and implementation of multimodal travel corridors centered on major arterials. Multimodal corridor planning involves a systematic approach to developing transportation improvements, rather than addressing each project, street, or mode in a silo. It requires robust partnerships and often requires balancing competing needs and considering a set of parallel facilities together to create strong multimodal travel options.  Partnership to address Regional and Megaregional Issues These strategies support partnerships and coordination on issues that require regional or megaregional action. Some transportation issues are complex and involve more decision-makers than just Alameda CTC and its local partners. Examples include climate resiliency and adaptation, addressing the jobs/housing imbalance, or regional rail planning. In these cases, Alameda CTC must partner and coordinate to take effective action.
 Transit Accessibility and Transportation Demand Management (TDM)
These strategies support reducing drive-alone trips by incentivizing use of other modes and making transit easy and affordable to use.

Improving public transit options and implementing transportation demand management (TDM) strategies can help reduce congestion and improve mobility options.
 New Mobility and an Automated, Low- Emission and Shared Future
These strategies support the transition to low-emission and automated vehicles, including low-emission technologies for goods movement and encouragement of vehicle-sharing to reduce congestion and environmental impacts. The mobility landscape is rapidly evolving, with innovations in the form of vehicle technologies, new mobility options, and integrated travel platforms. This strategy supports progress toward safe, equitable, and widely beneficial innovation in the transportation sector.

Countywide Multimodal Arterial Plan
Vision:

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10 ALAMEDA COUNTY

MULTIMODAL ARTERIAL PLAN
(2016)
Alameda County will have a network of efficient, safe and equitably accessible arterials that facilitate the multimodal movement of people and goods, and help create a strong economy, healthy environment and vibrant communities, while maintaining local contexts.

GOALS AND OBJECTIVES:

The vision and goals of the Alameda Countywide Multimodal Arterial Plan guide the MAP framework of assessing arterials’ multimodal performance and identifying needs and appropriate improvements to address those needs. Along with the Countywide Transit Plan, Goods Movement Plan, Community Based Transportation Plans and the Bicycle and Pedestrian Plans, the Arterial Plan is a key input to the Countywide Transportation Plan.
 Multimodal: Based on local context and modal priorities, the arterial network will provide high-quality, well maintained and reliable facilities.
 Accessible and Equitable: The arterial network will provide access for people of all ages, abilities, incomes and geographies.  Connected across the County and Region: Using typologies that support local land use, the arterial network will provide connections for all modes within the county and across the County’s and Region’s network of streets, highways, and transit, bicycle and pedestrian routes.
 Efficient Use of Resources: Investment in the arterial network will make efficient and effective use of resources.
 Safe, Healthy and Vibrant: The arterial network will be designed, built and managed to reduce the incidence and severity of collisions, promote public health and help create vibrant local communities.

RECOMMENDATION ACTIONS:

T5: Alternative routes have limited additional capacity to accommodate re-routed commuter traffic (e.g., buses or carpools) or goods movement. If significant roadways or nodes are disrupted, rerouting would result in heavy congestion that could overwhelm the region’s roadways and interstates as well as non-motorized transportation corridors (bike and pedestrian).

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11  T5.1: Conduct a "hot spot" analysis to identify key routes and nodes critical to traffic flow, assess their vulnerability and risk, and develop actions to improve their resilience to sea level rise and storm events.
 T5.2: Identify and invest in non-motorized transportation corridors (bike and pedestrian) that will provide alternatives if significant roadways and interstates are disrupted.
 T5.3: Increase the capacity to accommodate re-routed traffic on alternative routes, or build new routes, in areas not at risk from sea level rise and storm events.
 T5.4: Develop currently underused, unused, or new pedestrian rights of-way as non-motorized emergency evacuation alternative routes.
 T5.5: Prioritize funding to improve alternative ground transportation routes, enhance or develop public transportation, bike and pedestrian options, and replace or retrofit vulnerable critical lifeline infrastructure.

T6: The temporary disruption or permanent loss of public transportation assets due to sea level rise and storm events, and the lack of sufficient alternatives, could leave residents in some communities unable to travel on a day to-day basis, compounding evacuation challenges during an emergency.
 T6.1: Identify public transportation assets at-risk of flooding that serve transit-dependent populations.
 T6.2: Proactively protect public transportation assets that serve transit-dependent populations, or prioritize development of alternative transit options to serve these populations.  T6.3: Include strategies that ensure the safe evacuation of transitdependent populations in emergency response plans, e.g., designate evacuation routes and bus assignments, and
coordinate with local school bus fleets, transportation service providers, and wheelchair accessible vehicles to expand the pool of available vehicles for evacuation.

T8: Certain communities or facilities are linked by only one or two access-ways (e.g., road, rail, or transit) and could become isolated during disasters. For example, the majority of access roads to the Port

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12 of Oakland's seaport and Oakland International Airport are vulnerable, and if they flood they could isolate these regionally significant facilities.  T8.1: Identify specific communities and facilities served by limited or sole access-ways that are vulnerable to sea level rise and storm events.
 T8.2: Proactively protect public transportation assets that serve transit-dependent populations, or prioritize development of alternative transit options to serve these populations.  T8.3: Develop and adopt plans for future relocation of people, uses, and services that are at risk of becoming isolated where sole or limited access-ways cannot be improved or protected, and where no other alternative means of access is feasible.

T12. Many high-cost and critical elements of transportation infrastructure are highly vulnerable to flooding because they are located at or below grade (tubes, tunnels, ventilation), in low-lying areas (airport runways, storage and maintenance facilities), or on top of levees (rail alignments).
 Manage storm water at or near critical facilities and transportation elements by prioritizing regular maintenance, investing in drainage improvements (under or cross drains, backflow or flex valves, perimeter walls or pile/column foundations), and using low impact development (LID) techniques.
 Prepare for recovery from flooding by stockpiling materials, establishing turnkey agreements for equipment rental, and prepositioning emergency power generation capacity, portable pumps, and debris removal equipment.
 Identify locations that are not at risk of flooding to temporarily store mobile equipment, rolling stock, or other assets (may require agreements or permission from private property owners), and develop clear procedures for how and when to use these sites when flooding is predicted.
 Install manual, remote control, or automatic temporary barriers or waterproof closures to protector below-grade critical elements such as roadways, tube and tunnel openings, ventilation grates, switchgears, maintenance facilities, and asset storage areas.  Construct permanent structures to protect at- or below-grade critical elements such as roadways, tube and tunnel openings,

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13 ventilation grates, switchgears, maintenance facilities, and asset storage areas.
 Raise the elevation of at- or below-grade critical elements such as entrances, mechanical or electrical equipment, and ventilation grates.
 Develop or improve design standards to require protection of new infrastructure and capital improvement investments from sea level rise, storm events, and elevated groundwater levels.

LAVTA SHORT RANGE TRANSIT
PLAN (FY 2016-2025) 2016
GOAL: REGIONAL LEADERSHIP:
 Advocate for local, regional, state, and federal policies that support Wheels’ goals.
 Support Staff involvement in leadership roles representing the agency at regional, state, and federal forums.
 Promote transit priority and improvements initiatives with city and county governments.
 Develop regional initiatives, for example the Clipper Card, that support riders mobility through more seamless passenger use, in coordination with MTC and nearby CATS operators, in response to what has emerged as regional policy in the Transit
Sustainability Project.

GOAL: ORGANIZATIONAL EFFECTIVENESS:
 Promote system wide continuous quality improvement initiatives  Continue to expand the partnership with contract staff to strengthen teamwork and morale and enhance the quality of service
 Establish performance based metrics with action plans for improvement; monitor, improve, and periodically report on ontime performance and productivity  Strengthen human resources through staff development and a focus on employee quality of life and strengthen technical resources throughout the organization
 Enhance and improve organizational structures, processes and procedures to increase system effectiveness
 Develop policies that hold Board and Staff accountable, providing clear direction through sound policy making decisions
Goal: Financial Management:

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14  Develop budget in accordance with the Strategic Plan, integrating fiscal review processes into all decisions
 Explore and develop revenue generating opportunities
 Maintain fiscally responsible long range capital and operating plans
GOALS OF STANDARDS:
 Reflect and support community goals and strategies for transit, program objectives and service policies. Goals and strategies serve as guidance for the transit agency to best serve riders in the community, whereas standards provide a formal, quantifiable structure for how the service should perform and be
implemented.
 Provide a clear rationale for service increases, expansion, and reductions. Service standards help management justify critical decisions affecting service delivery.
 Provide benchmark measures that should strike a balance between setting realistic goals and aspiring for a level of service that will ensure a quality of service for riders. Ensure compliance with all applicable federal, California, and local regulatory requirements.

Provide criteria for the design and operation of safe and effective transit service.

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HIGH INJURY NETWORK (HIN) PEDSTRIAN AND BICYCLE COLLISIONS

INTERSECTION RANKING
10 intersections were identified as pedestrian and bicycle high collision intersections. There were a total of 28 collisions and 9 KSI collisions that occurred at these intersections. The intersection of Fenton St & E Stanley Blvd and E Stanley Blvd & Murrieta Blvd had the highest number of KSI collisions with three and six.

Collisions that occurred on the SR-84 are not part of high injury collisions. Collisions that are recorded on SR-84 from the year 2015-2019 are part of Isabel Avenue from the intersections of Isabel Avenue & Vallecitos Road and Isabel Avenue & Portola Avenue. (*Data source: Collision data 2015-2019 retrieved from CROSSROADS)
Table A lists the collision rate of the top 10 identified high-risk intersections along with their severity weight and the number of KSI collisions.

Table A High Collision Intersections
ID Intersection Total Injury
Collisions
KSI Collisions Severity
Weight
1 Fenton St & E Stanley Blvd (Signalized) 3 2 336
2 E Stanley Blvd & Murrieta Blvd (Signalized) 6 1 205
3 First St & Maple St (Signalized) 4 1 193
4 Railroad Ave & S P St (Signalized) 3 1 182
5 First St & Scott St (Non-Signalized) 2 0 176
6 First St & Portola Avenue (Signalized) 2 0 176
7 East Ave & Charlottle Way (Signalized) 2 1 176
8 Las Flores Rd & Bluebell Dr (Non- Signalized) 2 1 171 9 Maple St and 5th Street (Non- Signalized) 2 1 171
10 Portola and N L St (Signalized) 2 1 171

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CORRIDOR RANKING
10 corridors were identified as high collision corridors. There was a total 54 injury collisions and 15 KSI collisions on these corridors. The First Street and Murrieta Boulevard corridors have the highest number of KSI collisions with 10 and five.

Collisions that occurred on the SR-84 are not part of high injury network. Collisions that are recorded on SR-84 from the year 2015-2019 are part of Isabel Avenue from the intersections of Isabel Avenue & Vallecitos Road and Isabel Avenue & Portola Avenue. (*Data source: Collision data 2015-2019 retrieved from CROSSROADS)
Table B lists the collision rate of the top 10 identified high-collision corridors along with the number of KSI collisions, total collisions, corridor length, and severity weight.

Table B High Injury Corridors
ID Corridors Total KSI Collisions Severity Weight
A First St: E Stanley Blvd to I-580/John P Miller
Memorial Hwy (Intersection)
10 2 403
B Murrieta Blvd: Holmes St to Portola Avenue 5 2 353
C Charlotte Way: N Mines Rd to S Vasco Rd 3 2 341
D Maple St: First St to East Avenue 3 2 341
E Portola Avenue: First St to Murrieta Blvd 3 2 341
F Railroad Avenue: E Stanley Blvd o First St 6 1 220
G East Ave: S Livermore Avenue to Greenville Rd 7 1 216 H E Stanley Blvd: Rail Road Avenue to Murdell
Lane
8 1 212
I N Livermore Avenue: 400’ N (City Limit) to
Railroad Avenue
5 1 204
J Las Positas Rd: N Livermore Ave to Greenville
Rd (City Limit- East)
4 1 188

EXHIBIT A
234

EXHIBIT A
235
FID FID_1 OFFICER_IDAccident_Njuris CASE_ID COLLISION_COLLISION1Col_Time_1Col_Time_2Col_Time3 HOUR DAY_OF_WPRIMARY_RSECONDARDISTANCE DIRECTION TJKM_INTEX Y LATITUDE 22 193 16 1.32E+13 Livermore 16‐000624 29‐Jan‐16 1933 0.81 19.55 19 19 Friday FIRST ST SCOTT ST 0 Not Stated Y 6197659 2075432 37.6881223 514 58 1.37E+13 Livermore 17‐4367 15‐Jul‐17 1147 0.49 11.78333 11 11 Saturday FIRST ST SCOTT ST 0 Not Stated Y 6197659 2075432 37.68812 24 548 87 1.38E+13 Livermore 17‐5357 27‐Aug‐17 1623 0.68 16.38333 16 16 Sunday FIRST ST SCOTT ST 170 East Y 6197789 2075541 37.6884225 586 10 1.38E+13 Livermore 17‐6700 27‐Oct‐17 915 0.39 9.25 9 9 Friday FIRST ST SCOTT ST 206 North Y 6197819 2075560 37.6884826 645 40 1.39E+13 Livermore 18‐670 31‐Jan‐18 1358 0.58 13.96667 13 13 WednesdayFIRST ST SCOTT ST 174 North Y 6197792 2075543 37.68843 27 828 16 1.42E+13 Livermore 18‐7522 4‐Dec‐18 1919 0.8 19.31667 19 19 Tuesday FIRST ST SCOTT ST 225 East Y 6197835 2075570 37.688528 897 29 1.43E+13 Livermore 19‐2313 13‐Apr‐19 1904 0.79 19.06667 19 19 Saturday FIRST ST 0 Y 0 0 37.68867 332 210 CSS 4 1.32E+13 Livermore 16‐001341 4‐Mar‐16 918 0.39 9.3 9 9 Friday VASCO RD NORTHFRO 14 North Y 6207528 2084036 37.71199 333 252 64 1.33E+13 Livermore 16‐2962 ######## 450 0.2 4.833333 4 4 WednesdayVASCO RD NORTHFRO 44 South Y 6207526 2083978 37.71183334 499 16 1.37E+13 Livermore 17‐4032 28‐Jun‐17 1734 0.73 17.56667 17 17 WednesdayVASCO RD NORTHFRO 0 Not Stated Y 6207527 2084022 37.71195 335 614 52 1.39E+13 Livermore 17‐7611 5‐Dec‐17 2021 0.85 20.35 20 20 Tuesday VASCO RD NORTHFRO 30 North Y 6207529 2084052 37.71203 336 626 10 1.39E+13 Livermore 17‐8155 28‐Dec‐17 605 0.25 6.083333 6 6 Thursday VASCO RD NORTHFRO 0 Not Stated Y 6207527 2084022 37.71195 337 699 32 1.4E+13 Livermore 18‐2724 5‐May‐18 1938 0.82 19.63333 19 19 Saturday VASCO RD NORTHFRO 96 North Y 6207531 2084118 37.71221 338 758 900 1.41E+13 Livermore 18‐5060 16‐Aug‐18 1633 0.69 16.55 16 16 Thursday VASCO RD NORTHFRO 75 North Y 6207531 2084097 37.71215339 888 80 1.43E+13 Livermore 19‐1646 16‐Mar‐19 1021 0.43 10.35 10 10 Saturday VASCO RD NORTHFRO 0 Not Stated Y 6207527 2084022 37.71195 340 1004 40 1.45E+13 Livermore 19‐6185 8‐Oct‐19 1658 0.71 16.96667 16 16 Tuesday VASCO RD NORTHFRO 10 South Y 6207527 2084012 37.71192 381 147 16 1.31E+13 Livermore 15‐006741 4‐Nov‐15 1840 0.78 18.66667 18 18 WednesdaySTANLEY BLMURRIETA 101 East Y 6189160 2071929 37.67813 450 132 54 1.31E+13 Livermore 15‐006142 8‐Oct‐15 1737 0.73 17.61667 17 17 Thursday EAST AV JENSEN ST 75 East Y 6198534 2072481 37.68002 451 328 16 1.34E+13 Livermore 16‐5855 23‐Sep‐16 749 0.33 7.816667 7 7 Friday EAST AV JENSEN ST 0 Not Stated Y 6198459 2072482 37.68002 452 428 78 1.36E+13 Livermore 17‐1578 11‐Mar‐17 1411 0.59 14.18333 14 14 Saturday EAST AV JENSEN ST 80 East Y 6198539 2072480 37.68002 453 500 900 1.37E+13 Livermore 17‐4071 30‐Jun‐17 1912 0.8 19.2 19 19 Friday EAST AV JENSEN ST 0 Not Stated Y 6198459 2072482 37.68002 454 542 40 1.37E+13 Livermore 17‐5238 22‐Aug‐17 1528 0.64 15.46667 15 15 Tuesday EAST AV JENSEN ST 0 Not Stated Y 6198459 2072482 37.68002455 887 63 1.43E+13 Livermore 19‐1637 15‐Mar‐19 2113 0.88 21.21667 21 21 Friday EAST AV JENSEN ST 175 East Y 6198634 2072479 37.68001 456 961 79 1.45E+13 Livermore 19‐4768 4‐Aug‐19 2043 0.86 20.71667 20 20 Sunday EAST AV JENSEN ST 85 East Y 6198544 2072480 37.68002 457 1059 79 1.46E+13 Livermore 19‐7942 30‐Dec‐19 847 0.37 8.783333 8 8 Monday EAST AV JENSEN ST 216 East Y 6198675 2072478 37.68001 498 165 5 1.31E+13 Livermore 15‐007378 4‐Dec‐15 740 0.32 7.666667 7 7 Friday MURRIETA STANLEY BL 10 North Y 6189056 2071924 37.67812 499 385 CSS 8 1.35E+13 Livermore 16‐7858 20‐Dec‐16 748 0.33 7.8 7 7 Tuesday STANLEY BLMURRIETA 18 West Y 6189042 2071913 37.67809 500 425 16 1.36E+13 Livermore 17‐1499 8‐Mar‐17 1530 0.65 15.5 15 15 WednesdaySTANLEY BLMURRIETA 10 South Y 6189050 2071914 37.67809501 440 10 1.36E+13 Livermore 17‐2057 30‐Mar‐17 745 0.32 7.75 7 7 Thursday STANLEY BLMURRIETA 0 Not Stated Y 6189060 2071915 37.67809 502 567 40 1.38E+13 Livermore 17‐6013 25‐Sep‐17 1235 0.52 12.58333 12 12 Monday STANLEY BLMURRIETA 0 Not Stated Y 6189060 2071915 37.67809503 620 83 1.39E+13 Livermore 17‐7864 14‐Dec‐17 1437 0.61 14.61667 14 14 Thursday STANLEY BLMURRIETA 0 Not Stated Y 6189060 2071915 37.67809504 657 10 1.39E+13 Livermore 18‐1070 19‐Feb‐18 928 0.39 9.466667 9 9 Monday MURRIETA STANLEY BL 0 Not Stated Y 6189060 2071915 37.67809 505 829 47 1.42E+13 Livermore 18‐7535 5‐Dec‐18 1739 0.74 17.65 17 17 WednesdaySTANLEY BLMURRIETA 0 Not Stated Y 6189060 2071915 37.67809 506 890 10 1.43E+13 Livermore 19‐1778 22‐Mar‐19 529 0.23 5.483333 5 5 Friday STANLEY BLMURRIETA 0 Not Stated Y 6189060 2071915 37.67809507 1021 66 1.45E+13 Livermore 19‐6662 1‐Nov‐19 109 0.05 1.15 1 1 Friday MURRIETA STANLEY BL 20 South Y 6189066 2071896 37.67804 513 14 37 1.28E+13 Livermore 15‐000847 13‐Feb‐15 806 0.34 8.1 8 8 Friday PORTOLA AFIRST ST 32 North Y 6199730 2076785 37.69184 514 698 30 1.4E+13 Livermore 18‐2712 5‐May‐18 157 0.08 1.95 1 1 Saturday FIRST ST PORTOLA A 200 South Y 6199552 2076636 37.69143 515 701 16 1.4E+13 Livermore 18‐2778 8‐May‐18 1434 0.61 14.56667 14 14 Tuesday FIRST ST PORTOLA A 85 West Y 6199640 2076710 37.69163 516 794 47 1.42E+13 Livermore 18‐6151 3‐Oct‐18 1745 0.74 17.75 17 17 WednesdayFIRST ST PORTOLA A 248 West Y 6199515 2076606 37.69135 517 796 47 1.42E+13 Livermore 18‐6354 12‐Oct‐18 1807 0.75 18.11667 18 18 Friday FIRST ST PORTOLA A 0 Not Stated Y 6199705 2076765 37.69179 518 858 16 1.43E+13 Livermore 19‐316 16‐Jan‐19 1911 0.8 19.18333 19 19 WednesdayFIRST ST PORTOLA A 94 West Y 6199633 2076705 37.69162 519 908 16 1.44E+13 Livermore 19‐2850 9‐May‐19 1817 0.76 18.28333 18 18 Thursday FIRST ST PORTOLA A 159 West Y 6199583 2076663 37.6915 560 99 10 1.3E+13 Livermore 15‐005120 24‐Aug‐15 1538 0.65 15.63333 15 15 Monday FIRST ST BELLMAWR 0 Not Stated Y 6201808 2078637 37.69693 561 135 10 1.31E+13 Livermore 15‐006218 12‐Oct‐15 1011 0.42 10.18333 10 10 Monday FIRST ST DRIVEWAY 0 Not Stated Y 0 0 37.69669562 311 10 1.34E+13 Livermore 16‐5098 22‐Aug‐16 554 0.25 5.9 5 5 Monday FIRST ST BELLMAWR 127 South Y 6201737 2078532 37.69664 563 660 5 1.39E+13 Livermore 18‐1200 24‐Feb‐18 1438 0.61 14.63333 14 14 Saturday 4495 FIRST 0 Y 0 0 37.69666

EXHIBIT
A
236
564 900 54 1.44E+13 Livermore 19‐2547 24‐Apr‐19 1421 0.6 14.35 14 14 WednesdayFIRST ST 4495 FIRST 33 South Y 0 0 37.69644 565 936 16 1.44E+13 Livermore 19‐3878 26‐Jun‐19 1724 0.73 17.4 17 17 Wednesday4495 FIRST 0 Y 0 0 37.69696587 36 79 1.29E+13 Livermore 15‐002011 9‐Apr‐15 1724 0.73 17.4 17 17 Thursday MAPLE ST FIRST ST 15 North Y 6195126 2073859 37.68356 588 95 16 1.3E+13 Livermore 15‐004938 17‐Aug‐15 639 0.28 6.65 6 6 Monday RAILROAD AFIRST ST 70 North Y 6195084 2073893 37.68365 589 172 10 1.31E+13 Livermore 15‐007581 12‐Dec‐15 1523 0.64 15.38333 15 15 Saturday RAILROAD AMAPLE ST 0 Not Stated Y 6195138 2073849 37.68353 590 370 70 1.35E+13 Livermore 16‐7255 21‐Nov‐16 1729 0.73 17.48333 17 17 Monday FIRST ST RAILROAD A 0 Not Stated Y 6195138 2073849 37.68353 591 764 84 1.41E+13 Livermore 18‐5252 25‐Aug‐18 921 0.39 9.35 9 9 Saturday RAILROAD AFIRST ST 0 Not Stated Y 6195138 2073849 37.68353 592 795 40 1.42E+13 Livermore 18‐6262 9‐Oct‐18 803 0.34 8.05 8 8 Tuesday MAPLE ST FIRST ST 25 North Y 6195119 2073865 37.68358615 28 79 1.29E+13 Livermore 15‐001540 18‐Mar‐15 1715 0.72 17.25 17 17 WednesdayFIRST ST SOUTHFRO 40 South Y 6202365 2079583 37.69991 616 139 16 1.31E+13 Livermore 15‐006498 24‐Oct‐15 1902 0.79 19.03333 19 19 Saturday FIRST ST SOUTHFRO 0 Not Stated Y 6202385 2079617 37.70001 617 160 61 1.31E+13 Livermore 15‐007306 30‐Nov‐15 1749 0.74 17.81667 17 17 Monday FIRST ST SOUTHFRO 0 Not Stated Y 6202385 2079617 37.70001618 267 54 1.33E+13 Livermore 16‐3309 10‐Jun‐16 1621 0.68 16.35 16 16 Friday FIRST ST SOUTHFRO 0 Not Stated Y 6202385 2079617 37.70001619 378 70 1.35E+13 Livermore 16‐7632 9‐Dec‐16 1213 0.51 12.21667 12 12 Friday FIRST ST SOUTHFRO 0 Not Stated Y 6202385 2079617 37.70001620 444 16 1.36E+13 Livermore 17‐2203 5‐Apr‐17 1857 0.79 18.95 18 18 WednesdayFIRST ST SOUTHFRO 0 Not Stated Y 6202385 2079617 37.70001621 689 CSS 8 1.4E+13 Livermore 18‐2515 26‐Apr‐18 1300 0.54 13 13 13 Thursday FIRST ST SOUTHFRO 0 Not Stated Y 6202385 2079617 37.70001622 777 40 1.41E+13 Livermore 18‐5691 12‐Sep‐18 1354 0.58 13.9 13 13 WednesdayFIRST ST SOUTHFRO 0 Not Stated Y 6202385 2079617 37.70001623 871 52 1.43E+13 Livermore 19‐935 14‐Feb‐19 1613 0.68 16.21667 16 16 Thursday FIRST ST SOUTHFRO 50 North Y 6202410 2079660 37.70013 624 883 50 1.43E+13 Livermore 19‐1327 3‐Mar‐19 1553 0.66 15.88333 15 15 Sunday FIRST ST SOUTHFRO 0 Not Stated Y 6202385 2079617 37.70001 625 910 39 1.44E+13 Livermore 19‐2855 9‐May‐19 2152 0.91 21.86667 21 21 Thursday FIRST ST SOUTHFRO 23 North Y 6202396 2079637 37.70006 626 928 79 1.44E+13 Livermore 19‐3548 11‐Jun‐19 636 0.28 6.6 6 6 Tuesday FIRST ST SOUTHFRO 60 North Y 6202415 2079669 37.70015786 49 CSS 8 1.29E+13 Livermore 15‐002717 ######## 835 0.36 8.583333 8 8 Monday STANLEY BLMURRIETA 167 East Y 6189225 2071938 37.67816 787 622 900 1.39E+13 Livermore 17‐8062 22‐Dec‐17 1749 0.74 17.81667 17 17 Friday MURRIETA STANLEY BL 98 South Y 6189089 2071821 37.67784 939 591 79 1.38E+13 Livermore 17‐6869 3‐Nov‐17 1850 0.78 18.83333 18 18 Friday NORTHFROVASCO RD 50 East Y 6207577 2084017 37.71193 940 609 64 1.38E+13 Livermore 17‐7445 28‐Nov‐17 1450 0.62 14.83333 14 14 Tuesday NORTHFROVASCO RD 50 East Y 6207577 2084017 37.71193941 779 900 1.41E+13 Livermore 18‐5734 14‐Sep‐18 950 0.41 9.833333 9 9 Friday 805 N VASC 0 Y 0 0 37.71186942 966 87 1.45E+13 Livermore 19‐5074 16‐Aug‐19 1822 0.77 18.36667 18 18 Friday NORTHFROVASCO RD 125 East Y 6207651 2084010 37.71191974 44 16 1.29E+13 Livermore 15‐002470 30‐Apr‐15 1824 0.77 18.4 18 18 Thursday RAILROAD AP ST 19 West Y 6192132 2073000 37.68107 975 239 16 1.33E+13 Livermore 16‐2694 ######## 1913 0.8 19.21667 19 19 WednesdayRAILROAD AP ST 0 Not Stated Y 6192150 2073005 37.68109976 423 10 1.36E+13 Livermore 17‐1474 7‐Mar‐17 1238 0.53 12.63333 12 12 Tuesday RAILROAD AP ST 0 Not Stated Y 6192150 2073005 37.68109977 463 61 1.36E+13 Livermore 17‐2886 8‐May‐17 1641 0.7 16.68333 16 16 Monday P ST RAILROAD A 0 Not Stated Y 6192150 2073005 37.68109 978 466 40 1.36E+13 Livermore 17‐3059 ######## 1547 0.66 15.78333 15 15 Monday RAILROAD AP ST 0 Not Stated Y 6192150 2073005 37.68109 979 669 83 1.4E+13 Livermore 18‐1641 16‐Mar‐18 1515 0.64 15.25 15 15 Friday RAILROAD AP ST 114 West Y 6192041 2072971 37.68099 980 712 79 1.4E+13 Livermore 18‐3101 ######## 1734 0.73 17.56667 17 17 Tuesday RAILROAD AP ST 0 Not Stated Y 6192150 2073005 37.68109 981 743 61 1.41E+13 Livermore 18‐4295 17‐Jul‐18 538 0.23 5.633333 5 5 Tuesday RAILROAD AP ST 0 Not Stated Y 6192150 2073005 37.68109982 872 17 1.43E+13 Livermore 19‐1013 18‐Feb‐19 757 0.33 7.95 7 7 Monday RAILROAD AP ST 0 Not Stated Y 6192150 2073005 37.68109 1017 121 40 1.3E+13 Livermore 15‐005789 23‐Sep‐15 1724 0.73 17.4 17 17 WednesdayGREENVILL PATTERSON 0 Not Stated Y 6215367 2078043 37.69585 1018 233 87 1.33E+13 Livermore 16‐2320 23‐Apr‐16 1230 0.52 12.5 12 12 Saturday GREENVILL PATTERSON 0 Not Stated Y 6215367 2078043 37.695851019 333 54 1.34E+13 Livermore 16‐6051 29‐Sep‐16 1808 0.76 18.13333 18 18 Thursday GREENVILL PATTERSON 0 Not Stated Y 6215367 2078043 37.695851020 336 54 1.34E+13 Livermore 16‐6181 5‐Oct‐16 1755 0.75 17.91667 17 17 WednesdayPATTERSONGREENVILL 0 Not Stated Y 6215367 2078043 37.69585 1021 351 70 1.35E+13 Livermore 16‐6759 29‐Oct‐16 1518 0.64 15.3 15 15 Saturday PATTERSONGREENVILL 0 Not Stated Y 6215367 2078043 37.695851022 412 16 1.36E+13 Livermore 17‐943 9‐Feb‐17 1917 0.8 19.28333 19 19 Thursday PATTERSONGREENVILL 0 Not Stated Y 6215367 2078043 37.695851023 429 16 1.36E+13 Livermore 17‐1633 14‐Mar‐17 1205 0.5 12.08333 12 12 Tuesday PATTERSONGREENVILL 0 Not Stated Y 6215367 2078043 37.695851024 443 16 1.36E+13 Livermore 17‐2188 5‐Apr‐17 744 0.32 7.733333 7 7 WednesdayGREENVILL PATTERSON 0 Not Stated Y 6215367 2078043 37.69585 1025 498 40 1.37E+13 Livermore 17‐4017 27‐Jun‐17 1717 0.72 17.28333 17 17 Tuesday PATTERSONGREENVILL 0 Not Stated Y 6215367 2078043 37.69585 1026 509 72 1.37E+13 Livermore 17‐4260 10‐Jul‐17 723 0.31 7.383333 7 7 Monday GREENVILL PATTERSON 25 South Y 6215372 2078019 37.69578 1027 519 16 1.37E+13 Livermore 17‐4538 21‐Jul‐17 1351 0.58 13.85 13 13 Friday PATTERSONGREENVILL 0 Not Stated Y 6215367 2078043 37.69585 1028 544 13 1.38E+13 Livermore 17‐5294 25‐Aug‐17 605 0.25 6.083333 6 6 Friday GREENVILL PATTERSON 0 Not Stated Y 6215367 2078043 37.69585

EXHIBIT
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237
1029 658 900 1.39E+13 Livermore 18‐1099 20‐Feb‐18 1815 0.76 18.25 18 18 Tuesday PATTERSONGREENVILL 0 Not Stated Y 6215367 2078043 37.69585 1030 737 12 1.41E+13 Livermore 18‐4092 8‐Jul‐18 2002 0.83 20.03333 20 20 Sunday GREENVILL PATTERSON 0 Not Stated Y 6215367 2078043 37.69585 1031 738 32 1.41E+13 Livermore 18‐4094 8‐Jul‐18 2223 0.93 22.38333 22 22 Sunday GREENVILL PATTERSON 0 Not Stated Y 6215367 2078043 37.695851032 744 62 1.41E+13 Livermore 18‐4355 19‐Jul‐18 1736 0.73 17.6 17 17 Thursday PATTERSONGREENVILL 0 Not Stated Y 6215367 2078043 37.69585 1033 751 44 1.41E+13 Livermore 18‐4904 10‐Aug‐18 2051 0.87 20.85 20 20 Friday GREENVILL PATTERSON 0 Not Stated Y 6215367 2078043 37.69585 1034 775 16 1.41E+13 Livermore 18‐5636 10‐Sep‐18 1656 0.71 16.93333 16 16 Monday GREENVILL PATTERSON 0 Not Stated Y 6215367 2078043 37.695851035 793 40 1.42E+13 Livermore 18‐6131 2‐Oct‐18 1622 0.68 16.36667 16 16 Tuesday GREENVILL PATTERSON 0 Not Stated Y 6215367 2078043 37.695851036 798 16 1.42E+13 Livermore 18‐6407 15‐Oct‐18 1606 0.67 16.1 16 16 Monday PATTERSONGREENVILL 0 Not Stated Y 6215367 2078043 37.69585 1037 813 40 1.42E+13 Livermore 18‐6993 9‐Nov‐18 1652 0.7 16.86667 16 16 Friday GREENVILL PATTERSON 0 Not Stated Y 6215367 2078043 37.69585 1038 851 79 1.42E+13 Livermore 18‐7979 28‐Dec‐18 921 0.39 9.35 9 9 Friday GREENVILL PATTERSON 0 Not Stated Y 6215367 2078043 37.695851039 952 40 1.44E+13 Livermore 19‐4491 24‐Jul‐19 1807 0.75 18.11667 18 18 WednesdayPATTERSONGREENVILL 0 Not Stated Y 6215367 2078043 37.69585 1040 974 28 1.45E+13 Livermore 19‐5436 31‐Aug‐19 1322 0.56 13.36667 13 13 Saturday GREENVILL PATTERSON 0 Not Stated Y 6215367 2078043 37.69585 1041 979 54 1.45E+13 Livermore 19‐5598 8‐Sep‐19 1303 0.54 13.05 13 13 Sunday PATTERSONGREENVILL 0 Not Stated Y 6215367 2078043 37.69585 1042 1025 16 1.46E+13 Livermore 19‐6810 8‐Nov‐19 1807 0.75 18.11667 18 18 Friday PATTERSONGREENVILL 0 Not Stated Y 6215367 2078043 37.695851043 1053 79 1.46E+13 Livermore 19‐7675 17‐Dec‐19 602 0.25 6.033333 6 6 Tuesday GREENVILL PATTERSON 0 Not Stated Y 6215367 2078043 37.69585 1058 599 73 1.38E+13 Livermore 17‐7013 10‐Nov‐17 811 0.34 8.183333 8 8 Friday 1456 RAILR 0 Y 0 0 37.68078 1059 713 40 1.4E+13 Livermore 18‐3140 ######## 1512 0.63 15.2 15 15 Thursday RAILROAD AP ST 142 West Y 6192015 2072961 37.68097

EXHIBIT
A
238
LONGITUDECOLLISIO_1Severity_1 Severity_2 Severity_3 Severity_4 EPDO_ScorNUMBER_I NUMBER_KPARTY_AT_PCF_VIOL_CHIT_AND_RTYPE_OF_CMVIW PED_ACTIOPRIVATE_P PCF_VIOLA PCF_VIOL_SWEATHER ROAD_SURROAD_CON ‐121.758 Fatal 1 0 0 0 165 0 1 0 Unknown No Vehicle ‐ PePedestrian Crossing No FALSE 0 ‐121.758 Complaint o 00016101 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.757 Other Visib 0 0 1 0 11 1 0 1 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21804‐121.757 Complaint o 00016101 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21804 A‐121.757 Complaint o 00016201 Improper TNo Broadside Other MotoNo Pedestr FALSE 22102‐121.757 Other Visib 0 0 1 0 11 1 0 1 Pedestrian No Vehicle ‐ PePedestrian Crossing No FALSE 21954 A‐121.757 Complaint o 00016101 Unsafe SpeNo Rear‐End Other MotoNo Pedestr FALSE 22350‐121.724 Complaint o 00016101 Unsafe SpeNo Rear‐End Other MotoNo Pedestr FALSE 22350‐121.724 Complaint o 00016100 Unknown No Sideswipe Other MotoNo Pedestr FALSE 0‐121.724 Fatal 1 0 0 0 165 1 1 1 Wrong SideNo Broadside Other MotoNo Pedestr FALSE 21651 A‐121.724 Complaint o 00016301 Following TNo Rear‐End Other MotoNo Pedestr FALSE 21703‐121.724 Complaint o 00016101 Traffic Sign No Broadside Other MotoNo Pedestr FALSE 21453 A‐121.724 Complaint o 00016101 Driving UndFelony Rear‐End Other MotoNo Pedestr FALSE 23153 A‐121.724 Complaint o 00016201 Unsafe SpeNo Rear‐End Other MotoNo Pedestr FALSE 22350‐121.724 Complaint o 00016101 Traffic Sign No Broadside Other MotoNo Pedestr FALSE 21453 A‐121.724 Complaint o 00016101 Improper PNo Sideswipe Other MotoNo Pedestr FALSE 21755‐121.787 Complaint o 00016100 Other ThanNo Rear‐End Other MotoNo Pedestr FALSE 0‐121.755 Other Visib 0 0 1 0 11 1 0 1 Unsafe SpeNo Rear‐End Other MotoNo Pedestr FALSE 22350‐121.755 Complaint o 00016101 Unsafe SpeNo Rear‐End Other MotoNo Pedestr FALSE 22350‐121.755 Other Visib 0 0 1 0 11 3 0 1 Improper TNo Broadside Other MotoNo Pedestr FALSE 22103‐121.755 Other Visib 0 0 1 0 11 1 0 1 Auto R/W VNo OverturnedNon‐CollisioNo Pedestr FALSE 21802 A‐121.755 Complaint o 00016101 Auto R/W VNo Head‐On Other MotoNo Pedestr FALSE 21801 A‐121.755 Complaint o 00016101 Unsafe SpeNo Rear‐End Other MotoNo Pedestr FALSE 22350‐121.755 Fatal 1 0 0 0 165 0 1 1 Pedestrian No Vehicle ‐ PePedestrian Crossing No FALSE 21954 A‐121.754 Other Visib 0 0 1 0 11 2 0 1 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21804 A‐121.788 Complaint o 0 0 0 1 6 1 0 1 Ped R/W ViNo Vehicle ‐ PePedestrian Crossing In FALSE 21950 A ‐121.788 Complaint o 00016100 Unknown No Broadside Bicycle No Pedestr FALSE 0 ‐121.788 Complaint o 0 0 0 1 6 1 0 1 Ped R/W ViFelony Vehicle ‐ PePedestrian Crossing In FALSE 21950 A ‐121.788 Other Visib 0 0 1 0 11 1 0 1 Ped R/W ViNo Vehicle ‐ PePedestrian Crossing In FALSE 21950 A‐121.788 Complaint o 00016101 Traffic Sign No Broadside Other MotoNo Pedestr FALSE 21453 A ‐121.788 Other Visib 0 0 1 0 11 1 0 1 Unsafe StarNo Broadside Other MotoNo Pedestr FALSE 22106‐121.788 Other Visib 0 0 1 0 11 1 0 1 Ped R/W ViNo Vehicle ‐ PePedestrian Crossing In FALSE 21950 A ‐121.788 Severe Inju 0 1 0 0 165 1 0 1 Pedestrian No Vehicle ‐ PePedestrian Crossing In FALSE 21950 B‐121.788 Complaint o 00016201 Traffic Sign No Broadside Other MotoNo Pedestr FALSE 21453 A ‐121.788 Other Visib 0 0 1 0 11 1 0 1 Driving UndNo Hit Object Fixed ObjecNo Pedestr FALSE 23152 A‐121.751 Complaint o 00016101 Unsafe StarNo Rear‐End Other MotoNo Pedestr FALSE 22106‐121.751 Other Visib 0 0 1 0 11 1 0 1 Driving UndFelony Hit Object Fixed ObjecNo Pedestr FALSE 23152 A‐121.751 Severe Inju 0 1 0 0 165 1 0 1 Unsafe SpeNo Rear‐End Other MotoNo Pedestr FALSE 22350‐121.751 Other Visib 0 0 1 0 11 2 0 1 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21804 A‐121.751 Other Visib 0 0 1 0 11 1 0 1 Traffic Sign No Other Bicycle No Pedestr FALSE 21453 A‐121.751 Fatal 1 0 0 0 165 0 1 0 Unknown No Vehicle ‐ PePedestrian In Road FALSE 0 ‐121.751 Severe Inju 0 1 0 0 165 1 0 1 Improper PNo Sideswipe Other MotoNo Pedestr FALSE 21750 ‐121.744 Complaint o 00016201 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21804 A‐121.744 Complaint o 00016101 Unsafe SpeNo Rear‐End Other MotoNo Pedestr FALSE 22350‐121.744 Fatal 1 0 0 0 165 1 1 1 Unsafe SpeNo Head‐On Other MotoNo Pedestr FALSE 22350‐121.744 Complaint o 00016101 Other ImprNo Broadside Bicycle No Pedestr TRUE 0

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A
239
‐121.744 Other Visib 0 0 1 0 11 1 0 0 Unknown No Broadside Other MotoNo Pedestr FALSE 0 ‐121.744 Complaint o 00016101 Other ImprNo Vehicle ‐ PePedestrian Crossing No TRUE 0 ‐121.767 Other Visib 0 0 1 0 11 1 0 1 Wrong SideNo Broadside Bicycle No Pedestr FALSE 21650 1 ‐121.767 Other Visib 0 0 1 0 11 3 0 1 Driving UndNo Rear‐End Other MotoNo Pedestr FALSE 23153 A‐121.767 Complaint o 00016101 Traffic Sign No Vehicle ‐ PePedestrian Crossing In FALSE 22450 A ‐121.767 Other Visib 0 0 1 0 11 1 0 1 Improper PNo Vehicle ‐ PePedestrian Crossing In FALSE 21951 ‐121.767 Other Visib 0 0 1 0 11 2 0 1 Wrong SideNo Broadside Other MotoNo Pedestr FALSE 21651 A ‐121.767 Severe Inju 0 1 0 0 165 1 0 1 Pedestrian No Vehicle ‐ PePedestrian Crossing In FALSE 21950 B ‐121.742 Complaint o 00016101 Unsafe Spe Felony Rear‐End Other MotoNo Pedestr FALSE 22350 ‐121.742 Severe Inju 0 1 0 0 165 1 0 1 Pedestrian No Vehicle ‐ PePedestrian Crossing No FALSE 21453 D‐121.742 Complaint o 00016101 Unsafe SpeNo Rear‐End Other MotoNo Pedestr FALSE 22350‐121.742 Complaint o 00016100 Unknown Felony Vehicle ‐ PePedestrian Crossing No FALSE 0‐121.742 Other Visib 0 0 1 0 11 5 0 1 Other HazaNo Broadside Other MotoNo Pedestr FALSE 21461 A‐121.742 Complaint o 00016101 Traffic Sign MisdemeanBroadside Other MotoNo Pedestr FALSE 21453 A‐121.742 Complaint o 00016201 Traffic Sign No Sideswipe Other MotoNo Pedestr FALSE 21453 A‐121.742 Complaint o 00016101 Traffic Sign No Broadside Other MotoNo Pedestr FALSE 21453 A‐121.742 Complaint o 00016101 Following TNo Rear‐End Other MotoNo Pedestr FALSE 21703‐121.742 Other Visib 0 0 1 0 11 3 0 1 Traffic Sign No Broadside Other MotoNo Pedestr FALSE 21453 A‐121.742 Complaint o 00016101 Unsafe SpeNo Rear‐End Other MotoNo Pedestr FALSE 22350‐121.742 Complaint o 00016101 Unsafe SpeNo Rear‐End Other MotoNo Pedestr FALSE 22350‐121.787 Other Visib 0 0 1 0 11 1 0 1 Pedestrian No Vehicle ‐ PePedestrian Crossing No FALSE 21955‐121.788 Other Visib 0 0 1 0 11 4 0 1 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21804 A‐121.724 Complaint o 00016101 Unsafe SpeNo Rear‐End Other MotoNo Pedestr FALSE 22350‐121.724 Complaint o 00016101 Driving UndNo Rear‐End Other MotoNo Pedestr FALSE 23152 A‐121.724 Complaint o 00016101 Other ImprNo Broadside Other MotoNo Pedestr TRUE 0 ‐121.724 Other Visib 0 0 1 0 11 1 0 1 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21804 A ‐121.777 Severe Inju 0 1 0 0 165 1 0 1 Pedestrian No Vehicle ‐ PePedestrian Crossing In FALSE 21456 B ‐121.777 Complaint o 00016101 Unsafe SpeNo Rear‐End Other MotoNo Pedestr FALSE 22350 ‐121.777 Complaint o 00016101 Other HazaNo Broadside Bicycle No Pedestr FALSE 21202 A‐121.777 Complaint o 00016101 Unsafe Lan No Sideswipe Other MotoNo Pedestr FALSE 21658 A‐121.777 Other Visib 0 0 1 0 11 1 0 1 Ped R/W ViNo Vehicle ‐ PePedestrian Crossing In FALSE 21950 A ‐121.777 Other Visib 0 0 1 0 11 1 0 1 Unsafe SpeNo Rear‐End Other MotoNo Pedestr FALSE 22350 ‐121.777 Complaint o 00016201 Traffic Sign No Broadside Other MotoNo Pedestr FALSE 21453 A‐121.777 Other Visib 0 0 1 0 11 1 0 1 Traffic Sign No Broadside Other MotoNo Pedestr FALSE 21453 A‐121.777 Complaint o 00016101 Traffic Sign No Broadside Other MotoNo Pedestr FALSE 21453 A‐121.697 Complaint o 00016101 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 B‐121.697 Other Visib 0 0 1 0 11 2 0 1 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Complaint o 00016101 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Complaint o 00016101 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Complaint o 00016401 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21800 A‐121.697 Complaint o 00016301 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Complaint o 00016101 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Severe Inju 0 1 0 0 165 1 0 1 Traffic Sign No Broadside Other MotoNo Pedestr FALSE 22450 A‐121.697 Complaint o 00016201 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Other Visib 0 0 1 0 11 1 0 1 Auto R/W VNo Sideswipe Other MotoNo Pedestr FALSE 21802 A‐121.697 Complaint o 00016101 Auto R/W VNo Head‐On Other MotoNo Pedestr FALSE 21802 A‐121.697 Other Visib 0 0 1 0 11 1 0 1 Auto R/W VFelony Broadside Other MotoNo Pedestr FALSE 21804 A

EXHIBIT
A
240
‐121.697 Severe Inju 0 1 0 0 165 4 0 1 Traffic Sign No Broadside Other MotoNo Pedestr FALSE 22450 A ‐121.697 Complaint o 00016501 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Other Visib 0 0 1 0 11 4 0 1 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Complaint o 00016101 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Other Visib 0 0 1 0 11 2 0 1 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Complaint o 00016401 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Complaint o 00016101 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Complaint o 00016101 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Complaint o 00016101 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Other Visib 0 0 1 0 11 3 0 1 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Other Visib 0 0 1 0 11 2 0 1 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Other Visib 0 0 1 0 11 1 0 1 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Other Visib 0 0 1 0 11 1 0 1 Traffic Sign Felony Broadside Other MotoNo Pedestr FALSE 22450 A‐121.697 Other Visib 0 0 1 0 11 4 0 1 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.697 Complaint o 00016201 Auto R/W VNo Broadside Other MotoNo Pedestr FALSE 21802 A‐121.778 Other Visib 0 0 1 0 11 1 0 1 Other ImprNo Vehicle ‐ PePedestrian Not In Road TRUE 0 ‐121.777 Other Visib 0 0 1 0 11 1 0 1 Auto R/W VNo Vehicle ‐ PePedestrian Not In Road FALSE 21804 A

EXHIBIT
A
241
LIGHTING CONTROL_ CHP_ROADPARTY_NU PARTY_TYPPARTY_AGEPARTY_SEXRace_1 DIR_OF_TRMOVE_PREFID_2 FID_1_1 FID_LivermFULLNAME Count_ Sum_Accid Sum_COLLISum_Col_TSum_Col__Sum_Col__Sum_HOUR Dark ‐ Stree FALSE 1 Driver 55 West Proceeding 170 170 4 1st St 7 9.69E+13 10799 4.54 109.3167 106 106 Daylight FALSE 1 Driver 75 East Entering Tr 170 170 4 1st St 7 9.69E+13 10799 4.54 109.3167 106 106Daylight FALSE 1 Driver 56 North Entering Tr 170 170 4 1st St 7 9.69E+13 10799 4.54 109.3167 106 106Daylight FALSE 1 Driver 69 North Entering Tr 170 170 4 1st St 7 9.69E+13 10799 4.54 109.3167 106 106Daylight FALSE 1 Driver 60 West Making U T 170 170 4 1st St 7 9.69E+13 10799 4.54 109.3167 106 106Dark ‐ Stree FALSE 1 Pedestrian 60 South 170 170 4 1st St 7 9.69E+13 10799 4.54 109.3167 106 106 Daylight FALSE 1 Driver 62 North Proceeding 170 170 4 1st St 7 9.69E+13 10799 4.54 109.3167 106 106 Daylight FALSE 1 Driver 36 South Proceeding 3254 3254 1090 Northfront 9 1.25E+14 11978 5.07 121.6333 117 117 Dark ‐ Stree FALSE 1 Driver 26 West Making Rig 3254 3254 1090 Northfront 9 1.25E+14 11978 5.07 121.6333 117 117 Daylight FALSE 1 Driver 30 North Passing Oth 3254 3254 1090 Northfront 9 1.25E+14 11978 5.07 121.6333 117 117 Dark ‐ Stree FALSE 1 Driver 33 South Proceeding 3254 3254 1090 Northfront 9 1.25E+14 11978 5.07 121.6333 117 117Dark ‐ Stree FALSE 1 Driver 27 South Proceeding 3254 3254 1090 Northfront 9 1.25E+14 11978 5.07 121.6333 117 117Daylight FALSE 1 Driver 21 South Proceeding 3254 3254 1090 Northfront 9 1.25E+14 11978 5.07 121.6333 117 117Daylight FALSE 1 Driver 39 North Proceeding 3254 3254 1090 Northfront 9 1.25E+14 11978 5.07 121.6333 117 117Daylight FALSE 1 Driver 33 South Proceeding 3254 3254 1090 Northfront 9 1.25E+14 11978 5.07 121.6333 117 117Daylight FALSE 1 Driver 37 North Making Lef 3254 3254 1090 Northfront 9 1.25E+14 11978 5.07 121.6333 117 117Dark ‐ Stree FALSE 1 Driver 69 West Proceeding 3802 3802 4 1st St 1 1.31E+13 1840 0.78 18.66667 18 18 Daylight FALSE 1 Driver 23 West Proceeding 4177 4177 487 East Ave 8 1.11E+14 12340 5.2 125 121 121Daylight FALSE 1 Driver 18 East Proceeding 4177 4177 487 East Ave 8 1.11E+14 12340 5.2 125 121 121Daylight FALSE 1 Driver 48 East Making U T 4177 4177 487 East Ave 8 1.11E+14 12340 5.2 125 121 121Daylight FALSE 1 Driver 25 South Making Lef 4177 4177 487 East Ave 8 1.11E+14 12340 5.2 125 121 121Daylight FALSE 1 Driver 16 East Making Lef 4177 4177 487 East Ave 8 1.11E+14 12340 5.2 125 121 121Dark ‐ Stree FALSE 1 Driver 17 East Proceeding 4177 4177 487 East Ave 8 1.11E+14 12340 5.2 125 121 121Dark ‐ Stree FALSE 1 Pedestrian 26 North 4177 4177 487 East Ave 8 1.11E+14 12340 5.2 125 121 121 Daylight FALSE 1 Driver 39 North Entering Tr 4177 4177 487 East Ave 8 1.11E+14 12340 5.2 125 121 121 Daylight FALSE 1 Driver 59 West Making Rig 4518 4518 4 1st St 10 1.38E+14 9740 4.16 99.66667 94 94Daylight FALSE 1 Driver 17 South Making Rig 4518 4518 4 1st St 10 1.38E+14 9740 4.16 99.66667 94 94Daylight FALSE 1 Driver 0 West Proceeding 4518 4518 4 1st St 10 1.38E+14 9740 4.16 99.66667 94 94Daylight FALSE 1 Driver 46 East Making Rig 4518 4518 4 1st St 10 1.38E+14 9740 4.16 99.66667 94 94 Daylight FALSE 1 Driver 46 South Proceeding 4518 4518 4 1st St 10 1.38E+14 9740 4.16 99.66667 94 94 Daylight FALSE 1 Driver 85 East Making Rig 4518 4518 4 1st St 10 1.38E+14 9740 4.16 99.66667 94 94 Daylight FALSE 1 Driver 37 South Making Rig 4518 4518 4 1st St 10 1.38E+14 9740 4.16 99.66667 94 94Dark ‐ Stree FALSE 1 Pedestrian 57 South 4518 4518 4 1st St 10 1.38E+14 9740 4.16 99.66667 94 94 Dark ‐ Stree FALSE 1 Driver 45 East Proceeding 4518 4518 4 1st St 10 1.38E+14 9740 4.16 99.66667 94 94 Dark ‐ Stree FALSE 1 Driver 24 North Proceeding 4518 4518 4 1st St 10 1.38E+14 9740 4.16 99.66667 94 94Daylight FALSE 1 Driver 33 South Stopped In 4563 4563 0 7 9.78E+13 9677 4.08 97.95 95 95Dark ‐ Stree FALSE 1 Driver 42 South Proceeding 4563 4563 0 7 9.78E+13 9677 4.08 97.95 95 95Daylight FALSE 1 Driver 55 East Proceeding 4563 4563 0 7 9.78E+13 9677 4.08 97.95 95 95Daylight FALSE 1 Driver 22 North Entering Tr 4563 4563 0 7 9.78E+13 9677 4.08 97.95 95 95Daylight FALSE 1 Bicyclist 17 South Proceeding 4563 4563 0 7 9.78E+13 9677 4.08 97.95 95 95Dark ‐ Stree FALSE 1 Driver 43 West Proceeding 4563 4563 0 7 9.78E+13 9677 4.08 97.95 95 95Daylight FALSE 1 Driver 52 North Passing Oth 4563 4563 0 7 9.78E+13 9677 4.08 97.95 95 95Daylight FALSE 1 Driver 21 North Entering Tr 5049 5049 4 1st St 6 8.22E+13 7686 3.26 78.1 75 75Daylight FALSE 1 Driver 47 North Proceeding 5049 5049 4 1st St 6 8.22E+13 7686 3.26 78.1 75 75Dark ‐ Stree FALSE 1 Driver 48 North Proceeding 5049 5049 4 1st St 6 8.22E+13 7686 3.26 78.1 75 75Daylight FALSE 1 Bicyclist 18 North Proceeding 5049 5049 4 1st St 6 8.22E+13 7686 3.26 78.1 75 75

EXHIBIT
A
242
Daylight FALSE 1 Driver 18 East Making Lef 5049 5049 4 1st St 6 8.22E+13 7686 3.26 78.1 75 75 Daylight FALSE 1 Driver 63 West Proceeding 5049 5049 4 1st St 6 8.22E+13 7686 3.26 78.1 75 75Daylight FALSE 1 Bicyclist 16 East Proceeding 5060 5060 4 1st St 6 8.08E+13 7339 3.11 74.31667 72 72Daylight FALSE 1 Driver 19 South Proceeding 5060 5060 4 1st St 6 8.08E+13 7339 3.11 74.31667 72 72Daylight FALSE 1 Driver 17 West Proceeding 5060 5060 4 1st St 6 8.08E+13 7339 3.11 74.31667 72 72Dark ‐ Stree FALSE 1 Driver 16 West Making Rig 5060 5060 4 1st St 6 8.08E+13 7339 3.11 74.31667 72 72 Daylight FALSE 1 Driver 60 East Proceeding 5060 5060 4 1st St 6 8.08E+13 7339 3.11 74.31667 72 72 Daylight FALSE 1 Pedestrian 59 West 5060 5060 4 1st St 6 8.08E+13 7339 3.11 74.31667 72 72Daylight FALSE 1 Driver 19 North Proceeding 5085 5085 4 1st St 12 1.65E+14 18665 7.88 189.0833 183 183Dark ‐ No S FALSE 1 Pedestrian 29 West Proceeding 5085 5085 4 1st St 12 1.65E+14 18665 7.88 189.0833 183 183Dark ‐ Stree FALSE 1 Driver 33 North Proceeding 5085 5085 4 1st St 12 1.65E+14 18665 7.88 189.0833 183 183Daylight FALSE 1 Driver 0 West Proceeding 5085 5085 4 1st St 12 1.65E+14 18665 7.88 189.0833 183 183Daylight FALSE 1 Driver 19 North Making Lef 5085 5085 4 1st St 12 1.65E+14 18665 7.88 189.0833 183 183Dusk ‐ Daw FALSE 1 Driver 0 North Proceeding 5085 5085 4 1st St 12 1.65E+14 18665 7.88 189.0833 183 183Daylight FALSE 1 Driver 73 West Proceeding 5085 5085 4 1st St 12 1.65E+14 18665 7.88 189.0833 183 183Daylight FALSE 1 Driver 16 North 5085 5085 4 1st St 12 1.65E+14 18665 7.88 189.0833 183 183 Dusk ‐ Daw FALSE 1 Driver 51 North Slowing/Sto 5085 5085 4 1st St 12 1.65E+14 18665 7.88 189.0833 183 183 Daylight FALSE 1 Driver 53 East Proceeding 5085 5085 4 1st St 12 1.65E+14 18665 7.88 189.0833 183 183Dark ‐ Stree FALSE 1 Driver 31 North Proceeding 5085 5085 4 1st St 12 1.65E+14 18665 7.88 189.0833 183 183Daylight FALSE 1 Driver 51 North Proceeding 5085 5085 4 1st St 12 1.65E+14 18665 7.88 189.0833 183 183Daylight FALSE 1 Pedestrian 65 North Other 5782 5782 482 E Stanley B 1 1.29E+13 835 0.36 8.583333 8 8 Dark ‐ Stree FALSE 1 Driver 65 East Entering Tr 5783 5783 482 E Stanley B 1 1.39E+13 1749 0.74 17.81667 17 17 Dark ‐ Stree FALSE 1 Driver 28 West Slowing/Sto 6475 6475 1065 N Vasco Rd 4 5.63E+13 6072 2.58 61.86667 59 59 Daylight FALSE 1 Driver 25 West Proceeding 6475 6475 1065 N Vasco Rd 4 5.63E+13 6072 2.58 61.86667 59 59Daylight FALSE 1 Driver 24 South Backing 6475 6475 1065 N Vasco Rd 4 5.63E+13 6072 2.58 61.86667 59 59Daylight FALSE 1 Driver 43 North Entering Tr 6475 6475 1065 N Vasco Rd 4 5.63E+13 6072 2.58 61.86667 59 59Daylight FALSE 1 Pedestrian 28 North Proceeding 6605 6605 1224 Railroad Av 9 1.23E+14 12707 5.39 129.1167 124 124Daylight FALSE 1 Driver 18 East Proceeding 6605 6605 1224 Railroad Av 9 1.23E+14 12707 5.39 129.1167 124 124Daylight FALSE 1 Bicyclist 40 East Proceeding 6605 6605 1224 Railroad Av 9 1.23E+14 12707 5.39 129.1167 124 124Daylight FALSE 1 Driver 30 North Changing La 6605 6605 1224 Railroad Av 9 1.23E+14 12707 5.39 129.1167 124 124Daylight FALSE 1 Driver 79 West Proceeding 6605 6605 1224 Railroad Av 9 1.23E+14 12707 5.39 129.1167 124 124Daylight FALSE 1 Driver 16 East Proceeding 6605 6605 1224 Railroad Av 9 1.23E+14 12707 5.39 129.1167 124 124Daylight FALSE 1 Driver 36 West Proceeding 6605 6605 1224 Railroad Av 9 1.23E+14 12707 5.39 129.1167 124 124Daylight FALSE 1 Driver 42 South Proceeding 6605 6605 1224 Railroad Av 9 1.23E+14 12707 5.39 129.1167 124 124Daylight FALSE 1 Driver 58 East Proceeding 6605 6605 1224 Railroad Av 9 1.23E+14 12707 5.39 129.1167 124 124Daylight FALSE 1 Driver 25 East Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398 Daylight FALSE 1 Driver 34 West Making Lef 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 27 West Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 23 West Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 22 West Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Dark ‐ Stree FALSE 1 Driver 19 East Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 85 East Entering Tr 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 47 West Entering Tr 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 21 West Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 22 South Making Lef 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 67 East Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 0 North Entering Tr 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398

EXHIBIT
A
243
Dark ‐ Stree FALSE 1 Driver 30 East Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398 Daylight FALSE 1 Driver 19 West Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Dark ‐ Stree FALSE 1 Driver 26 West Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 22 East Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Dark ‐ Stree FALSE 1 Driver 19 East Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 50 East Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 47 East Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 32 East Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Dusk ‐ Daw FALSE 1 Driver 20 East Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 22 East Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 25 East Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 63 West Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 60 West Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Dark ‐ Stree FALSE 1 Driver 48 East Entering Tr 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Dark ‐ Stree FALSE 1 Driver 40 West Proceeding 6750 6750 358 Co Rd 2063 27 3.76E+14 40422 17 408.3667 398 398Daylight FALSE 1 Driver 72 West Making Lef 6805 6805 1063 N P St 2 2.79E+13 2323 0.97 23.38333 23 23 Daylight FALSE 1 Driver 41 West Making Rig 6805 6805 1063 N P St 2 2.79E+13 2323 0.97 23.38333 23 23

EXHIBIT
A
244
Sum_DISTASum_X Sum_Y Sum_LATIT Sum_LONGSum_Sever Sum_Seve_Sum_Seve_Sum_Seve_Sum_EPDOSum_NUM Sum_NUM Sum_PARTYSum_PCF_VSum_PART_Sum_PART_HIN_ID Distance_1 775 37186554 12453079 263.8188 ‐852.302 1 0 2 4 211 7 1 6 131816 7 437 9 0.00024 775 37186554 12453079 263.8188 ‐852.302 1 0 2 4 211 7 1 6 131816 7 437 9 0.00024 775 37186554 12453079 263.8188 ‐852.302 1 0 2 4 211 7 1 6 131816 7 437 9 0.000776 775 37186554 12453079 263.8188 ‐852.302 1 0 2 4 211 7 1 6 131816 7 437 9 0.000893 775 37186554 12453079 263.8188 ‐852.302 1 0 2 4 211 7 1 6 131816 7 437 9 0.000789 775 37186554 12453079 263.8188 ‐852.302 1 0 2 4 211 7 1 6 131816 7 437 9 0.000955 775 37186554 12453079 263.8188 ‐852.302 1 0 2 4 211 7 1 6 131816 7 437 9 0.001442 269 55867753 18756359 339.408 ‐1095.52 1 0 0 8 213 12 1 8 175868 9 282 8 8.26E‐06269 55867753 18756359 339.408 ‐1095.52 1 0 0 8 213 12 1 8 175868 9 282 8 0.000151 269 55867753 18756359 339.408 ‐1095.52 1 0 0 8 213 12 1 8 175868 9 282 8 3.02E‐05269 55867753 18756359 339.408 ‐1095.52 1 0 0 8 213 12 1 8 175868 9 282 8 5.22E‐05269 55867753 18756359 339.408 ‐1095.52 1 0 0 8 213 12 1 8 175868 9 282 8 3.02E‐05269 55867753 18756359 339.408 ‐1095.52 1 0 0 8 213 12 1 8 175868 9 282 8 0.000234 269 55867753 18756359 339.408 ‐1095.52 1 0 0 8 213 12 1 8 175868 9 282 8 0.000176 269 55867753 18756359 339.408 ‐1095.52 1 0 0 8 213 12 1 8 175868 9 282 8 3.02E‐05269 55867753 18756359 339.408 ‐1095.52 1 0 0 8 213 12 1 8 175868 9 282 8 5.77E‐05101 6189160 2071929 37.67813 ‐121.787 0 0 0 1 6 1 0 0 0 1 69 4 0.000185 631 49588303 16579844 301.4402 ‐974.039 1 0 4 3 227 10 1 8 176514 8 212 6 0.000281 631 49588303 16579844 301.4402 ‐974.039 1 0 4 3 227 10 1 8 176514 8 212 6 4.21E‐05631 49588303 16579844 301.4402 ‐974.039 1 0 4 3 227 10 1 8 176514 8 212 6 0.000298 631 49588303 16579844 301.4402 ‐974.039 1 0 4 3 227 10 1 8 176514 8 212 6 4.21E‐05631 49588303 16579844 301.4402 ‐974.039 1 0 4 3 227 10 1 8 176514 8 212 6 4.21E‐05631 49588303 16579844 301.4402 ‐974.039 1 0 4 3 227 10 1 8 176514 8 212 6 0.000625 631 49588303 16579844 301.4402 ‐974.039 1 0 4 3 227 10 1 8 176514 8 212 6 0.000315 631 49588303 16579844 301.4402 ‐974.039 1 0 4 3 227 10 1 8 176514 8 212 6 0.000767 58 61890574 20719137 376.7809 ‐1217.88 0 1 4 5 239 11 0 9 197914 10 416 4 4.93E‐05 58 61890574 20719137 376.7809 ‐1217.88 0 1 4 5 239 11 0 9 197914 10 416 4 9.13E‐05 58 61890574 20719137 376.7809 ‐1217.88 0 1 4 5 239 11 0 9 197914 10 416 4 6.36E‐05 58 61890574 20719137 376.7809 ‐1217.88 0 1 4 5 239 11 0 9 197914 10 416 4 2.92E‐05 58 61890574 20719137 376.7809 ‐1217.88 0 1 4 5 239 11 0 9 197914 10 416 4 2.92E‐05 58 61890574 20719137 376.7809 ‐1217.88 0 1 4 5 239 11 0 9 197914 10 416 4 2.92E‐05 58 61890574 20719137 376.7809 ‐1217.88 0 1 4 5 239 11 0 9 197914 10 416 4 2.92E‐05 58 61890574 20719137 376.7809 ‐1217.88 0 1 4 5 239 11 0 9 197914 10 416 4 2.92E‐05 58 61890574 20719137 376.7809 ‐1217.88 0145 239 11 0 9 197914 10 416 4 2.92E‐05 58 61890574 20719137 376.7809 ‐1217.88 0 1 4 5 239 11 0 9 197914 10 416 4 5.44E‐05 818 43397358 14536870 263.8412 ‐852.258 1 2 3 1 534 7 1 6 132615 7 264 1 0.000326 818 43397358 14536870 263.8412 ‐852.258 1 2 3 1 534 7 1 6 132615 7 264 1 0.000483 818 43397358 14536870 263.8412 ‐852.258 1 2 3 1 534 7 1 6 132615 7 264 1 0.000184 818 43397358 14536870 263.8412 ‐852.258 1 2 3 1 534 7 1 6 132615 7 264 1 0.000629 818 43397358 14536870 263.8412 ‐852.258 1 2 3 1 534 7 1 6 132615 7 264 1 0.000242 818 43397358 14536870 263.8412 ‐852.258 1 2 3 1 534 7 1 6 132615 7 264 1 0.000199 818 43397358 14536870 263.8412 ‐852.258 1 2 3 1 534 7 1 6 132615 7 264 1 0.000362 160 12403545 4157169 226.1803 ‐730.463 1 0 1 4 200 7 1 5 66504 6 215 10 0.00029 160 12403545 4157169 226.1803 ‐730.463 1 0 1 4 200 7 1 5 66504 6 215 10 0.000254 160 12403545 4157169 226.1803 ‐730.463 1 0 1 4 200 7 1 5 66504 6 215 10 0.00025 160 12403545 4157169 226.1803 ‐730.463 1 0 1 4 200 7 1 5 66504 6 215 10 0.000294

EXHIBIT
A
245
160 12403545 4157169 226.1803 ‐730.463 1 0 1 4 200 7 1 5 66504 6 215 10 0.000566 160 12403545 4157169 226.1803 ‐730.463 1 0 1 4 200 7 1 5 66504 6 215 10 0.000139 110 37170743 12443164 226.1014 ‐730.601 0 1 4 1 215 9 0 6 132805 6 187 7 0.000113 110 37170743 12443164 226.1014 ‐730.601 0 1 4 1 215 9 0 6 132805 6 187 7 0.000274 110 37170743 12443164 226.1014 ‐730.601 0 1 4 1 215 9 0 6 132805 6 187 7 8.09E‐05110 37170743 12443164 226.1014 ‐730.601 0 1 4 1 215 9 0 6 132805 6 187 7 8.09E‐05110 37170743 12443164 226.1014 ‐730.601 0 1 4 1 215 9 0 6 132805 6 187 7 8.09E‐05110 37170743 12443164 226.1014 ‐730.601 0 1 4 1 215 9 0 6 132805 6 187 7 0.00014 173 74428666 24955485 452.4003 ‐1460.9 0 1 2 9 241 19 0 11 239829 12 375 3 0.000211 173 74428666 24955485 452.4003 ‐1460.9 0 1 2 9 241 19 0 11 239829 12 375 3 0.000294 173 74428666 24955485 452.4003 ‐1460.9 0 1 2 9 241 19 0 11 239829 12 375 3 0.000294 173 74428666 24955485 452.4003 ‐1460.9 0 1 2 9 241 19 0 11 239829 12 375 3 0.000294 173 74428666 24955485 452.4003 ‐1460.9 0 1 2 9 241 19 0 11 239829 12 375 3 0.000294 173 74428666 24955485 452.4003 ‐1460.9 0 1 2 9 241 19 0 11 239829 12 375 3 0.000294 173 74428666 24955485 452.4003 ‐1460.9 0 1 2 9 241 19 0 11 239829 12 375 3 0.000294 173 74428666 24955485 452.4003 ‐1460.9 0 1 2 9 241 19 0 11 239829 12 375 3 0.000294 173 74428666 24955485 452.4003 ‐1460.9 0 1 2 9 241 19 0 11 239829 12 375 3 0.000422 173 74428666 24955485 452.4003 ‐1460.9 0 1 2 9 241 19 0 11 239829 12 375 3 0.000294 173 74428666 24955485 452.4003 ‐1460.9 0 1 2 9 241 19 0 11 239829 12 375 3 0.000351 173 74428666 24955485 452.4003 ‐1460.9 0129 241 19 0 11 239829 12 375 3 0.000449 167 6189225 2071938 37.67816 ‐121.787 0 0 1 0 11 1 0 1 21955 1 65 4 0.000398 98 6189089 2071821 37.67784 ‐121.788 0 0 1 0 11 4 0 1 21804 1 65 4 0.000161 225 18622805 6252044 150.8476 ‐486.897 0 0 1 3 29 4 0 4 67306 4 120 8 3.08E‐05 225 18622805 6252044 150.8476 ‐486.897 0 0 1 3 29 4 0 4 67306 4 120 8 3.08E‐05225 18622805 6252044 150.8476 ‐486.897 0 0 1 3 29 4 0 4 67306 4 120 8 7.5E‐05 225 18622805 6252044 150.8476 ‐486.897 0 0 1 3 29 4 0 4 67306 4 120 8 0.000286 133 55729223 18657006 339.1297 ‐1095.99 0 1 3 5 228 10 0 9 195325 9 347 5 6.09E‐05133 55729223 18657006 339.1297 ‐1095.99 0 1 3 5 228 10 0 9 195325 9 347 5 3.88E‐06133 55729223 18657006 339.1297 ‐1095.99 0 1 3 5 228 10 0 9 195325 9 347 5 3.88E‐06133 55729223 18657006 339.1297 ‐1095.99 0 1 3 5 228 10 0 9 195325 9 347 5 3.88E‐06133 55729223 18657006 339.1297 ‐1095.99 0 1 3 5 228 10 0 9 195325 9 347 5 3.88E‐06133 55729223 18657006 339.1297 ‐1095.99 0 1 3 5 228 10 0 9 195325 9 347 5 0.000383 133 55729223 18657006 339.1297 ‐1095.99 0 1 3 5 228 10 0 9 195325 9 347 5 3.88E‐06133 55729223 18657006 339.1297 ‐1095.99 0 1 3 5 228 10 0 9 195325 9 347 5 3.88E‐06133 55729223 18657006 339.1297 ‐1095.99 0 1 3 5 228 10 0 9 195325 9 347 5 3.88E‐06 25 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.000163 25 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016625 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.000163

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25 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.000163 25 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.00016325 1.68E+08 56107137 1017.788 ‐3285.81 0 2 10 15 530 55 0 27 590598 27 915 2 0.000163 142 6192015 2072961 75.36175 ‐243.556 0 0 2 0 22 2 0 2 21804 2 113 5 0.001489 142 6192015 2072961 75.36175 ‐243.556 0 0 2 0 22 2 0 2 21804 2 113 5 0.000476

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87 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n

APPENDIX D: COUNTERMEASURE TOOLBOX

EXHIBIT A
248
High‐risk Intersections  Control
CM1 CM2 CM3 CM4 CM5 CM6 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 1 First St & Slip Ramp at Portola Ave Non‐ Signalized
NS09
Improvements have been proposed:

Signages, Pavement upgrade,
Striping, Pedestrian crosswalk,
pedestrain crossing signages, NS01 NS07 NS09 NS07 NS09 NS12 NS06 NS09 NS09 NS21PB NS22PB NS01 2 Patterson Pass Rd & Greenville Rd Signalized Signal was built after 2020, since this location was improvised we will continously monitor this location
3 First St and Southfront Rd Signalized
S03 S20PB
Additional warning signs on the
segment for traffic coming from the
freeway, city‐wide sign inventory,pavement marking and striping andClass IV Bike lane installed S03 S09 S03 S09 S20PB S20PB S01 4 E Stanley Blvd & Murrieta Blvd Signalized
S03 S10 S20PB S21PB
No signages for signal ahead or
pedestrian crossing warning signs,need to improve striping, ATP‐Buffered Bicyle lane, proposed high visibility crosswalk S03 S09 S09 S10 S03 S20PB S20PB S01 5 Railroad Ave & S P St Signalized
S03 S10 S20PB S21PB
Additional signages on approach,
Improve striping, warning signs, bikelane ? S03 S09 S03 S09 S20PB S20PB S01 6 Jensen St & East Ave Non‐Signalized
NS06 NS09 NS22PB Pedestrian enhanced safety features NS01 NS06 NS09 NS06 NS07 NS09 NS06 NS07 NS09 NS01 7 First St & Maple St Signalized S03 S10 S20PB S12 S21PB Pedestrian Crossing warning signs, advance stop bar S03 S10 S12 S018 Northfront Road & North Vasco Road Signalized S03 S10 S21PB Advance warning signs, improvestriping (re‐striping) S03 S09 S09 S03 S01 9 First St & Scott St Non‐Signalized
NS06 NS23PB
Need continous side walk, need
enhanced safety features forpedestrian, ATP‐Proposed crossing NS01 NS06 NS08 NS06 NS09 NS10 NS08 NS12 NS22PB NS22PB NS01 10 First St & Bellmawr Dr Non‐Signalized NS06 NS10
Need segment improvements tomitigate speeding NS06 NS09 NS10 NS01 11 Potola Ave & N L St Non‐Signalized S03 S10 S20PB S21PB S03 S10 S03 S20PB S21PB NS01 Code Countermeasure Name  Systemic Approach Oppurtunity HSIP/Non‐HSIP Code
S01 Add intersection lighting Medium
S02 Improve signal hardware: lenses, back‐plates with retroreflective borders, mounting, size, and number Very HighS03 Improve signal timing (coordination, phases, red, yellow, or operation) Very HighS05 Install emergency vehicle pre‐emption systems HighS06 Install left‐turn lane and add turn phase (signal has no left‐turn lane or phase before) Low
S07 Provide protected left turn phase (left turn lane already exists) HighS08 Convert signal to mast arm (from pedestal‐mounted) MediumS09 Install raised pavement markers and striping (Through Intersection) Very HighS10 Install flashing beacons as advance warning (S.I.) MediumS11 Improve pavement friction (High Friction Surface Treatments) MediumS12 Install raised median on approaches (S.I.) Medium S13PB Install pedestrian median fencing on approaches Low S14 Create directional median openings to allow (and restrict) left‐turns and U‐turns (S.I.) MediumS15 Reduced Left‐Turn Conflict Intersections (S.I.) MediumS16 Convert intersection to roundabout (from signal) Low S17PB Install pedestrian countdown signal heads Very HighS18PB Install pedestrian crossing (S.I.) HighS19PB Pedestrian Scramble HighS20PB Install advance stop bar before crosswalk (Bicycle Box) Very HighS21PB Modify signal phasing to implement a Leading Pedestrian Interval (LPI) Very High Code Countermeasure Name  Systemic Approach Oppurtunity NS01 Add intersection lighting (NS.I.) MediumNS02 Convert to all‐way STOP control (from 2‐way or Yield control) HighNS03 Install Signals LowNS04 Convert intersection to roundabout (from all way stop) LowNS05 Convert intersection to roundabout (from 2‐way stop or Yield control) Low NS05mr Convert intersection to mini‐roundabout Medium
NS06
Install/upgrade larger or additional stop signs or other intersection warning/regulatorysigns
Very High
NS07 Upgrade intersection pavement markings (NS.I.) Very HighNS08 Install Flashing Beacons at Stop‐Controlled Intersections HighNS09 Install flashing beacons as advance warning (NS.I.) HighNS10 Install transverse rumble strips on approaches HighNS11 Improve sight distance to intersection (Clear Sight Triangles) HighNS12 Improve pavement friction (High Friction Surface Treatments) MediumNS13 Install splitter‐islands on the minor road approaches MediumNS14 Install raised median on approaches (NS.I.) MediumNS15 Create directional median openings to allow (and restrict) left‐turns and u‐turns (NS.I.) MediumNS16 Reduced Left‐Turn Conflict Intersections (NS.I.) MediumNS17 Install right‐turn lane (NS.I.) LowNS18 Install left‐turn lane (where no left‐turn lane exists) Low NS19PB Install raised medians (refuge islands) MediumNS20PB Install pedestrian crossing at uncontrolled locations (signs and markings only) HighNS21PB Install/upgrade pedestrian crossing at uncontrolled locations (with enhanced safety features) MediumNS22PB Install Rectangular Rapid Flashing Beacon (RRFB) MediumNS23PB Install Pedestrian Signal (including Pedestrian Hybrid Beacon (HAWK)) Low EA ‐ 6 Address Nighttime  Collisions  ID Intersection Consolidated CMs (HSIP‐Eligible ‐ Refer to LRSM* 2020) Additional CM (non‐HSIP)** EA ‐ 1 Improve Safety at  Intersections Monitor collisions on this intersection
EA ‐ 6 Address Pedestrian  Safety EA ‐ 5 Address Bicycle Safety EA ‐ 4  Address Improper Turning  Violations EA ‐ 3 Improve Rear End  Collisions and Unsafe Speed  EA ‐ 2 Address Broadside  Collisions & Automobile Right  of Way Violations

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List of Collisions‐ Intersections
1 First St & 360’ N of Portola Ave Non‐ Signalized 71 2 3 1XX X X 1 1 1 11 12 Patterson Pass Rd & Greenville Rd Signalized 27 0 2 10 15 X X 25 1 13 First St and Southfront Rd Signalized 12 0 1 110 X X X 74 24 E Stanley Blvd & Murrieta Blvd Signalized 10 0 1 4 5XX X X X 15 6 25 Railroad Ave & S P St Signalized 90 1 44 X X X X 2 4 36 Jensen St & East Ave Non‐Signalized 81 0 43 X X X 3 2 1 1 17 First St & Maple St Signalized 70 1 33 X X 3 38 Northfront Road & North Vasco Road Signalized 91 0 1 7XX X X X 74 29 First St & Scott St Non‐Signalized 71 0 3 3XX X X X 4 12 10 First St & Bellmawr Dr Non‐Signalized 61 0 05 X X X 5 111 Potola Ave & N L St Signalized 5 0 1 22 X XX X 2 21 Broadside Vehicle/P ed DUI Unsafe Speed Improper Turning Ped R/W Rear End Sideswipe Automobile R/W Traffic Sign Violation ID Intersection Severe Injury Visible Injury Complain of Pain Control Total  Fatal  Hit object Overturning Head‐on

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High‐risk Roadway Segments
CM1 CM2 CM3 CM4 CM5 CM6 CM7 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 CM1 CM2 CM3 A First St: E Stanley Blvd to I‐580/John P Miller Memorial Hwy (Intersection) R22 R26 R28 R33 R35PB R37PB
speed warning signs, Variable speed
limit, Crosswalk visibility
enhancements, Install signs "BicycleWRONG WAY Sign and RIDE WITH TRAFFIC" R22 R26 R27 R28 R35 R37 R01
B Murrieta Blvd: Holmes St to Portola Avenue R22 R26 R28 R33 R35PB Enhanced pedestrian safety feautres, R22 R26 R27 R24 R28 R33 R35 R36 R01C Concannon Blvd: Isabel Avenue (City Limit‐ West) to S Livermore Avenue (City Limit‐ East) R22 R26 R28 ATP‐Buffered Bike Lane R22 R26 R28 R01 D Las Positas Rd: N Livermore Ave to Greenville Rd (City Limit‐ East) R22 R26 Install signs "Bicycle WRONG WAY Sign
and RIDE WITH TRAFFIC" R22 R26 R01 R24 R33 R35 R37 R01
EN Livermore Avenue: 400’ N (City Limit) to Railroad Avenue R22 R26 R35PB R22 R26 R28 R35 R01
FS Vasco Rd: I‐580 (City Limit‐North) to Tesla Rd (City Limit‐South) R22 R26 R33 R35PB Need Segment Lighting, buffered bike lane, improved striping R22 R26 R01 R28 R33 R01 GW Jack London Blvd: Wolf House Dr to 1900 W’ from Discovery Dr R22 R26 R24
Need segment lighting, ATP‐ Buffered
Bike Lane, improved striping R22 R26 R01 R33 R01
H Portola Avenue: First St to Murrieta Blvd
R22 R26 R35PB
Segment lighting, Install signs "Bicycle
WRONG WAY Sign and RIDE WITH
TRAFFIC" R22 R26 R35 R37 R01
IE Stanley Blvd: Rail Road Avenue to Murdell Lane
R22 R26 R33 R35PB
Segment lighting, Install signs "Bicycle
WRONG WAY Sign and RIDE WITH
TRAFFIC", improved striping R22 R26 R01 R01
J Patterson Pass Rd: Greenville Rd to N Mines Rd R22 R26 R22 R26 R01 Code Countermeasure Name
Systemic
Approach
Oppurtunity
R01 Add Segment Lighting Medium
R02 Remove or relocate fixed objects outside of Clear Recovery Zone High R03 Install Median Barrier Medium
R04 Install Guardrail HighR05 Install impact attenuators HighR06 Flatten side slopes MediumR07 Flatten side slopes and remove guardrail Medium R08 Install raised median MediumR09 Install median (flush) Medium R10PB Install pedestrian median fencing Low
R11 Install acceleration/ deceleration lanes LowR12 Widen lane (initially less than 10 ft) Medium R13 Add two‐way left‐turn lane (without reducing travel lanes) MediumR14 Road Diet (Reduce travel lanes from 4 to 3 and add a two way left‐ turn and bike lanes) Medium
R15 Widen shoulder MediumR16 Curve Shoulder widening (Outside Only) Medium R17 Improve horizontal alignment (flatten curves) LowR18 Flatten crest vertical curve Low R19 Improve curve superelevation MediumR20 Convert from two‐way to one‐way traffic Medium R21 Improve pavement friction (High Friction Surface Treatments) HighR22 Install/Upgrade signs with new fluorescent sheeting (regulatory or warning) Very High R23 Install chevron signs on horizontal curves Very High R24 Install curve advance warning signs Very High
R25 Install curve advance warning signs (flashing beacon) High R26 Install dynamic/variable speed warning signs HighR27 Install delineators, reflectors and/or object markers Very High R28 Install edge‐lines and centerlines Very High
R29 Install no‐passing line Very High
R30 Install centerline rumble strips/stripes High
R31 Install edgeline rumble strips/stripes High
R32PB Install bike lanes High
R33PB Install Separated Bike Lanes High
R34PB Install sidewalk/pathway (to avoid walking along roadway) Medium R35PB Install/upgrade pedestrian crossing (with enhanced safety features) MediumR36PB Install raised pedestrian crossing MediumR37PB Install Rectangular Rapid Flashing Beacon (RRFB) Medium R38 Install Animal Fencing Medium
ID Roadway Segment
Consolidated CMs
(HSIP‐Eligible ‐ Refer to LRSM* 2020)(Based on Collisions) Additional CM (non‐HSIP)**
EA ‐ 1 Improve Intersection
Safety EA ‐ 6 Address Pedestrian Safety EA ‐ 6 Address Nighttime Collisions EA ‐ 2 Address Broadside
Collisions & Automobile Right
of Way Violations
EA ‐ 3 Improve Rear End
Collisions and Unsafe Speed
EA ‐ 4  Address Improper
Turning Collisions EA ‐ 5 Address Bicycle Safety

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List of Collisions ‐Segments
A
First St: E Stanley Blvd to I‐580/John P Miller Memorial Hwy (Intersection) 74 4 3 25 42 X X X X 34 16 7 8 3 2
B Murrieta Blvd: Holmes St to Portola Avenue 25 1 4 11 9 X X X X X 4 5 4 10 1 C
Concannon Blvd: Isabel Avenue (City Limit‐ West) to S Livermore Avenue (City Limit‐ East) 19 1 2 6 11 X X X 4 2 1 3 1
D Las Positas Rd: N Livermore Ave to Greenville Rd (City Limit‐ East) 31 1 1 9 20 X X X X X X 16 5 2 2 1 1 3 EN Livermore Avenue: 400’ N (City Limit) to Railroad Avenue 27 0 2 6 18 X X X 16 2 1 4 1 1 FS Vasco Rd: I‐580 (City Limit‐North) to Tesla Rd (City Limit‐South) 18 1 1 5 11 X X X 8 4 4 1 GW Jack London Blvd: Wolf House Dr to 1900 W’ from Discovery Dr 19 2 5 12 X X X 7 2 2 321H Portola Avenue: First St to Murrieta Blvd 13 265X X X X 7 4 1 222 IE Stanley Blvd: Rail Road Avenue to Murdell Lane 38 1 9 28 X X X X 16 7 2 5 2 1 1 J Patterson Pass Rd: Greenville Rd to N Mines Rd 10 1 135X X 2 11 611 Automobile
R/W ID Roadway Segment DUI Severe Injury Visible Injury Complain of Pain Total  Fatal  Traffic Sign Voilation Broadside Sideswipe Vehicle/P ed Rear End Hit object Head‐on Overturni ng Unsafe Speed Improper Turning Ped R/W

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Non‐ Engineering Strategies
Strategy Performance Measure Organizations to be involved Conduct public information and education campaign for intersection safety laws, unsafe speeds, distracted driving, and driving under the influence. Number of education campaigns City/Police Department Conduct pedestrian safety campaigns and outreach to raise their awareness of pedestrian safety needs through media outlets and social media. Number of education campaigns City/Police Department Conduct bicycle safety campaigns and outreach to raise their awareness of bicycle safety needs through media outlets and social media. Number of education campaigns City/ School District/ Police DepartmentImplement tactical urbanism/public art projects that can enhance safety and educate the public on using various facilities.

Number of locations enhanced and
number of people reached. City
Targeted enforcement at high‐risk locations. Number of tickets issued. Police DepartmentIncrease the number of personnel who have completed Advanced Roadside impaired Driving Enforcement (ARIDE) training
Number of personnel who havecompleted Advanced Roadsideimpaired Driving Enforcement (ARIDE) training Police Department
S05, Install emergency vehicle pre‐emption systems EMS vehicle response time. City Increase the number of EMS/fire controll personnel taking Traffic Incident Managmenet Training
number of EMS/fire controll
personnel taking Traffic IncidentManagmenet Traising Police Department/Fire Department Enforcement
Emergency Medical Services (EMS)
Education

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CM Toolbox for Intersections
Sr. No. Code Countermeasure Name CM Description CRF Federal Funding Systemic Approach Opportunity HSIP/Non‐HSIP
Code
1 S01 Add intersection lighting Provision of lighting at intersection. 40% 90% Medium 2 S02 Improve signal hardware: lenses, back‐plates with retroreflective borders, mounting, size, and number
Includes New LED lighting, signal back plates, retro‐reflective tape outlining the back plates, or visors to increase signal visibility, larger signal heads, relocation of the signal heads, or additional signal heads. 15% 90% Very High
3 S03 Improve signal timing (coordination, phases, red, yellow, or operation) Includes adding phases, lengthening clearance intervals, eliminating or restricting higher‐risk movements, and coordinating signals at multiple locations. 15% 50% Very High 5 S05 Install emergency vehicle pre‐emption systems
Corridors that have a history of crashes involving emergency response vehicles. The target of this strategy is signalized intersections where normal traffic operations impede emergency vehicles and where traffic conditions create a potential for conflicts between emergency and nonemergency vehicles. These conflicts could lead to almost any type of crash, due to the potential for erratic maneuvers of vehicles moving out of the paths of emergency vehicles 70% 90% High 6 S06
Install left‐turn lane and add turn phase (signal has no left‐turn lane orphase before) Intersections that do not currently have a left turn lane or a related left‐turn phase that are experiencing a large number of crashes. Many intersection safety problems can be traced to difficulties in accommodating left‐turning vehicles, in particular where there is currently no accommodation for left turning traffic. A key strategy for minimizing collisions related to left‐ turning vehicles (angle, rear‐end, sideswipe) is to provide exclusive left‐turn lanes and the appropriate signal phasing, particularly on high‐volume and high‐speed major‐road approaches. 55% 90% Low 7 S07 Provide protected left turn phase (left turn lane already exists) Left turns are widely recognized as the highest‐risk movements at signalized intersections.

Providing Protected left‐turn phases for signalized intersections with existing left turn pockets significantly improve the safety for left‐turn maneuvers by removing the need for the drivers tonavigate through gaps in oncoming/opposing through vehicles 30% 90% High 8 S08 Convert signal to mast arm (from pedestal‐mounted) Providing better visibility of intersection signs and signals aids the drivers’ advance perception of the upcoming intersection. Visibility and clarity of the signal should be improved without creating additional confusion or distraction for drivers. 30% 90% Medium 9 S09 Install raised pavement markers and striping (Through Intersection) Adding clear pavement markings can guide motorists through complex intersections. When drivers approach and traverse through complex intersections, drivers may be required to perform unusual or unexpected maneuvers 10% 90% Very High
10 S10 Install flashing beacons as advance warning (S.I.) Increased driver awareness of an approaching signalized intersection and an increase in the driver's time to react. 30% 90% Medium
11 S11 Improve pavement friction (High Friction Surface Treatments) Improving the skid resistance at locations with high frequencies of wet road crashes and/or failure to stop crashes 55% 90% Medium 12 S12 Install raised median on approaches (S.I.)
Raised medians next to left turn lanes at intersections offer a cost effective means for reducing crashes and improving operations at higher volume intersections 25% 90% Medium 13 S13PB Install pedestrian median fencing on approaches Signalized Intersections with high pedestrian‐generators nearby (e.g. transit stops) may experience a high volumes of pedestrians J‐walking across the travel lanes at mid‐block locations instead of walking to the intersection and waiting to cross during the walk‐phase. 30% 90% Low 14 S14
Create directional median openings to allow (and restrict) left‐turns and U‐ turns (S.I.)
Crashes related to turning maneuvers include angle, rear‐end, pedestrian, and sideswipe (involvingopposing left turns) type crashes. If any of these crash types are an issue at an intersection,restriction or elimination of the turning maneuver may be the best way to improve the safety of the intersection 50% 90% Medium
15 S15 Reduced Left‐Turn Conflict Intersections (S.I.)
Reduced left‐turn conflict intersections are geometric designs that alter how left‐turn movements occur in order to simplify decisions and minimize the potential for related crashes. Two highly effective designs that rely on U‐turns to complete certain left‐turn movements are known as the restricted crossing U‐turn (RCUT) and the median U‐turn (MUT). 50% 90% Medium Signalized

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16 S16 Convert intersection to roundabout (from signal) Signalized intersections that have a significant crash problem and the only alternative is to change the nature of the intersection itself. Roundabouts can also be very effective at intersections with complex geometry and intersections with frequent left‐turn movements. Varies 90% Low 17 S17PB Install pedestrian countdown signal heads Signals that have signalized pedestrian crossing with walk/don't walk indicators and where there have been pedestrian vs. vehicle crashes. 25% 90% Very High 18 S18PB Install pedestrian crossing (S.I.)
Signalized Intersections with no marked crossing and pedestrian signal heads, where pedestrians are known to be crossing intersections that involve significant turning movements. They areespecially important at intersections with (1) multiphase traffic signals, such as left‐turn arrows and split phases, (2) school crossings, and (3) double‐right or double‐left turns. At signalizedintersections, pedestrian crossings are often safer when the left turns have protected phases thatdo not overlap the pedestrian walk phase. 25% 90% High 19 S19PB Pedestrian Scramble
Pedestrian Scramble is a form of pedestrian "WALK" phase at a signalized intersection in which all vehicular traffic is required to stop, allowing pedestrians/bicyclists to safely cross through the intersection in any direction, including diagonally. Pedestrian Scramble may be considered at signalized intersections with very high pedestrian/bicycle volumes, e.g. in an urban business district. 40% 90% High
20 S20PB Install advance stop bar before crosswalk (Bicycle Box) Signalized Intersections with a marked crossing, where significant bicycle and/or pedestrians volumes are known to occur. 15% 90% Very High 21 S21PB Modify signal phasing to implement a Leading Pedestrian Interval (LPI) Addition of LPI gives pedestrians the opportunity to enter an intersection 3‐7 seconds before vehicles are given a green indication; only minor signal timing alteration is required. 60% 90% Very High Sr. No. Code Countermeasure Name CM Description CRF Federal Funding Systemic Approach Opportunity 1 NS01 Add intersection lighting (NS.I.) Provision of lighting at intersection. 40% 90% Medium 2 NS02 Convert to all‐way STOP control (from 2‐way or Yield control) Unsignalized intersection locations that have a crash history and have no controls on the major roadway approaches. However, all‐way stop control is suitable only at intersections with moderate,and relatively balanced volume levels on the intersection approaches. Under otherconditions, the use of all‐way stop control may create unnecessary delays and aggressive driver behavior. 50% 90% High
3 NS03 Install Signals Installation of traffic signals 25% 90% Low 4 NS04 Convert intersection to roundabout (from all way stop) Intersections that have a high frequency of right‐angle and left‐turn type crashes. Whether such intersections have existing crash patterns or not, a roundabout provides an alternative to signalization. The primary target locations for roundabouts should be moderate‐volume unsignalized intersections. Varies 90% Low
5 NS05 Convert intersection to roundabout (from 2‐way stop or Yield control) Intersections that have a high frequency of right‐angle and left‐turn type crashes. Whether such intersections have existing crash patterns or not, a roundabout provides an alternative to signalization. The primary target locations for roundabouts should be moderate‐volume unsignalized intersections. Varies 90% Low
6 NS05mr Convert intersection to mini‐roundabout
Mini‐roundabouts are characterized by a small diameter (45‐90 ft) and traversable islands (central island and splitter islands). 30% 90% High
7 NS06
Install/upgrade larger or additional stop signs or other intersection warning/regulatorysigns
Additional regulatory and warning signs at or prior to intersections will help enhance the ability ofapproaching drivers to percieve them 15% 90% Very High
8 NS07 Upgrade intersection pavement markings (NS.I.) Typical improvements include "Stop Ahead" markings and the addition of centerlines and stop bars 25% 90% Very High 9 NS08 Install Flashing Beacons at Stop‐Controlled Intersections Flashing beacons can reinforce driver awareness of the Non‐Signalized intersection control and can help mitigate patterns of right‐angle crashes related to stop sign violations. Post‐mountedadvanced flashing beacons or overhead flashing beacons can be used at stop‐controlled intersections to supplement and call driver attention to stop signs. 15% 90% High
10 NS09 Install flashing beacons as advance warning (NS.I.) Installation of advance flashing beacoms to call drivers attention to intersection control signs 30% 90% High 11 NS10 Install transverse rumble strips on approaches
Transverse rumble strips are installed in the travel lane for the purposes of providing an auditory and tactile sensation for each motorist approaching the intersection. 20% 90% High
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12 NS11 Improve sight distance to intersection (Clear Sight Triangles) Unsignalized intersections with restricted sight distance and patterns of crashes related to lack of sight distance where sight distance can be improved by clearing roadside obstructions without major reconstruction of the roadway. 20% 90% High
13 NS12 Improve pavement friction (High Friction Surface Treatments) Non‐signalized Intersections noted as having crashes on wet pavements or under dry conditions when the pavement friction available is significantly less than needed for the actual roadwayapproach speeds. This treatment is intended to target locations where skidding and failure to stop is determined to be a problem in wet or dry conditions and the target vehicle is unable to stop due to insufficient skid resistance.
55% 90% Medium
14 NS13 Install splitter‐islands on the minor road approaches The installation of a splitter island allows for the addition of a stop sign in the median to make the intersection more conspicuous. 40% 90% Medium
15 NS14 Install raised median on approaches (NS.I.)
Effective access management is key to improving safety at, and adjacent to, intersections. Thenumber of intersection access points coupled with the speed differential between vehiclestraveling along the roadway often contributes to crashes. Any access points within 250 feet upstream and downstream of an intersection are generally undesirable. 25% 90% Medium
16 NS15
Create directional median openings to allow (and restrict) left‐turns and u‐ turns (NS.I.)
Crashes related to turning maneuvers include angle, rear‐end, pedestrian, and sideswipe (involving opposing left turns) type crashes. If any of these crash types are an issue at an intersection,restriction or elimination of the turning maneuver may be the best way to improve the safety of the intersection. 50% 90% Medium
17 NS16 Reduced Left‐Turn Conflict Intersections (NS.I.) Reduced left‐turn conflict intersections are geometric designs that alter how left‐turn movements occur in order to simplify decisions and minimize the potential for related crashes. 50% 90% Medium
18 NS17 Install right‐turn lane (NS.I.)
Many collisions at unsignalized intersections are related to right‐turn maneuvers. A key strategy for minimizing such collisions is to provide exclusive right‐turn lanes, particularly on high‐volume and high‐speed major‐road approaches. When considering new right‐turn lanes, potential impacts to non‐motorized users should be considered and mitigated as appropriate. 20% 90% Low
19 NS18 Install left‐turn lane (where no left‐turn lane exists) Many collisions at unsignalized intersections are related to left‐turn maneuvers. A key strategy for minimizing such collisions is to provide exclusive left‐turn lanes, particularly on high‐volume andhigh‐speed major‐road approaches. When considering new left‐turn lanes, potential impacts to non motorized users should be considered and mitigated as appropriate. 35% 90% Low
20 NS19PB Install raised medians (refuge islands)
Intersections that have a long pedestrian crossing distance, a higher number of pedestrians, or a crash history. Raised medians decrease the level of exposure for pedestrians and allow pedestrians to concentrate on (or cross) only one direction of traffic at a time. 45% 90% Medium
21 NS20PB
Install pedestrian crossing at uncontrolled locations (signs and markings only)
Non‐signalized intersections without a marked crossing, where pedestrians are known to becrossing intersections that involve significant vehicular traffic. They are especially important at school crossings and intersections with right and/or left turns pockets. See Zegeer study (Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Locations) for additional guidance regarding when to install a marked crosswalk.
25% 90% High
22 NS21PB Install/upgrade pedestrian crossing at uncontrolled locations (with enhanced safety features) Non‐signalized intersections where pedestrians are known to be crossing intersections that involvesignificant vehicular traffic. They are especially important at school crossings and intersections with turn pockets.flashing beacons, curb extensions, advanced "stop" or "yield" markings, and other safety features should be added to complement the standard crossing elements. 35% 90% Medium
23 NS22PB Install Rectangular Rapid Flashing Beacon (RRFB) Rectangular Rapid Flashing Beacon (RRFB) includes pedestrian‐activated flashing lights andadditional signage that enhance the visibility of marked crosswalks and alert motorists to pedestrian crossings. It uses an irregular flash pattern that is similar to emergency flashers on police vehicles. RRFBs are installed at unsignalized intersections and mid‐block pedestrian crossings. 35% 90% Medium
24 NS23PB Install Pedestrian Signal (including Pedestrian Hybrid Beacon (HAWK)) Intersections noted as having a history of pedestrian vs. vehicle crashes and in areas where the likelihood of the pedestrian presence is high. Corridors should also be assessed to determine if there are adequate safe opportunities for non‐motorists to cross and if a pedestrian signal, or a Pedestrian Hybrid Beacon (PHB) (also called High‐Intensity Activated crossWalK beacon (HAWK)) are needed to provide an active warning to motorists when a pedestrian is in the crosswalk. 55% 90% Low

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CM
ToolboxforRoadwaySegments
Sr. No. Code Countermeasure Name CM Description CRF Federal Funding Systemic Approach Opportunity 1 R01 Add Segment Lighting Provision of lighting along roadways. 35% 90% Medium 2 R02 Remove or relocate fixed objects outside of Clear Recovery Zone Known locations or roadway segments prone to collisions with fixed objects such as utility poles, drainage structures, trees, and other fixed objects, such as the outside of a curve, end of lane drops, and in traffic islands. A clear recovery zone should be developed on every roadway, as space is available. In situations where public right‐of‐way is limited, steps should be taken to request assistance from property owners, as appropriate. 35% 90% High 3 R03 Install Median Barrier
Areas where crash history indicates drivers are unintentionally crossing the median and the cross‐overs are resulting in high severity crashes. The installation of median barriers can increase thenumber of PDO and non‐severe injuries. The net result in safety from this countermeasure is connected more to reducing the severity of crashes not the number of crashes. 25% 90% Medium 4 R04 Install Guardrail
Guardrail is installed to reduce the severity of lane departure crashes. However, guardrail can reduce crash severity only for those conditions where striking the guardrail is less severe than going down an embankment or striking a fixed object. Guardrail should only be installed where it is clear that crash severity will be reduced, or there is a history of run‐off‐the‐road crashes at a given location that have resulted in severe crashes. 25% 90% High 5 R05 Install impact attenuators Impact attenuators are typically used to shield rigid roadside objects such as concrete barrier ends, steel guardrail ends and bridge pillars from oncoming automobiles. Attenuators should only be installed where it is impractical for the objects to be removed. 25% 90% High 6 R06 Flatten side slopes
Roadways experiencing frequent lane departure crashes that result in roll‐over type crashes as a result of the roadway slope being so severe as to not accommodate a reasonable degree of driver correction. When there is a need to reduce the severity of lane departure crashes without installing a barrier system that could result in increased numbers of crashes. 30% 90% Medium 7 R07 Flatten side slopes and remove guardrail
Locations where high number of crashes originate as a lane departure and result in collision with guardrail or a fixed object located on the side slope shielded by guardrail. The guardrail may or may not meet current standards. Even though guardrails are generally installed to reduce the severity ofdeparture crashes, they still can result in severe crashes in some locations. 40% 90% Medium 8 R08 Install raised median
Areas experiencing head‐on collisions that may be affected by both the number of vehicles thatcross the centerline and by the speed of oncoming vehicles. Installing a raised median is a more restrictive approach in that it represents a more rigid barrier between opposing traffic. 25% 90% Medium 9 R09 Install median (flush)
Areas experiencing head‐on collisions that may be affected by both the number of vehicles that cross the centerline and by the speed of oncoming vehicles. Roadways with oversized lanes offer anopportunity to restripe the roadway to reduce the lanes to standard widths and use the extra widthfor the median. 15% 90% Medium 10 R10PB Install pedestrian median fencing
Roadway segments with high pedestrian‐generators and pedestrian‐destinations nearby (e.g.transit stops) may experience a high volume of pedestrians J‐walking across the travel lanes at mid‐ block locations instead of walking to the nearest intersection or designated mid‐block crossing.

When this safety issue cannot be mitigated with shoulder, sidewalk and/or crossing treatments, then installing a continuous pedestrian barrier in the median may be a viable solution. 35% 90% Low 11 R11 Install acceleration/ deceleration lanes
Areas proven to have crashes that are the result of drivers not being able to turn onto a high speed roadway to accelerate until the desired roadway speed is reached and areas that do not providethe opportunity to safety decelerate to negotiate a turning movement. 25% 90% Low 12 R12 Widen lane (initially less than 10 ft)
Horizontal curves or tangents and low speed or high speed roadways identified as having lanedeparture crashes, sideswipe or head‐on crashes that can be attributed to an existing pavement width less than 10 feet. 25% 90% Medium

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13 R13 Add two‐way left‐turn lane (without reducing travel lanes) Roadways having a high frequency of drivers being rear‐ended while attempting to make a left turnacross oncoming traffic. Also can be effective for drivers crossing the centerline of an undivided multilane roadway inadvertently. 30% 90% Medium
14 R14
Road Diet (Reduce travel lanes from 4 to 3 and add a two way left‐turn and bike lanes)
Areas noted as having a higher frequency of head‐on, left‐turn, and rear‐end crashes with traffic volumes that can be handled by only 2 free flowing lanes. Using this strategy in locations with traffic volumes that are too high could result in diversion of traffic to routes less safe than the original four‐lane design. 30% 90% Medium
15 R15 Widen shoulder Roadways that have a frequent incidence of vehicles leaving the travel lane resulting in an unsuccessful attempt to reenter the roadway. The probability of a safe recovery is increased if an errant vehicle is provided with an increased paved area in which to initiate such a recovery. 30% 90% Medium 16 R16 Curve Shoulder widening (Outside Only) Roadway curves noted as having frequent lane departure crashes due to inadequate or no shoulders, resulting in an unsuccessful attempt to reenter the roadway. 45% 90% Medium 17 R17 Improve horizontal alignment (flatten curves)
Roadways with horizontal curves that have experienced lane departure crashes as a result of aroadway segment having compound curves or a severe radius. This strategy should generally be considered only when less expensive strategies involving clearing of specific sight obstructions or modifying traffic control devices have been tried and have failed to ameliorate the crash patterns. 50% 90% Low 18 R18 Flatten crest vertical curve
The target for this strategy is usually unsignalized intersections with restricted sight distance due to vertical geometry and with patterns of crashes related to that lack of sight distance that cannot be ameliorated by less expensive methods. This strategy should generally be considered only when less expensive strategies involving clearing of specific sight obstructions or modifying traffic control devices have been tried and have failed to ameliorate the crash patterns. 25% 90% Low 19 R19 Improve curve superelevation
Roadways noted as having frequent lane departure crashes and inadequate or no superelevation.

Safety can be enhanced when the superelevation is improved or restored along curves where theactual superelevation is less than the optimal. 45% 90% Medium 20 R20 Convert from two‐way to one‐way traffic
One‐way streets can offer improved signal timing and accommodate odd‐spaced signals. One‐way streets can simplify crossings for pedestrians, who must look for traffic in only one direction. While studies have shown that conversion of two‐way streets to one‐way generally reduces pedestriancrashes and the number of conflict points, one‐way streets tend to have higher speeds which creates new problems. 35% 90% Medium
21 R21 Improve pavement friction (High Friction Surface Treatments) Improving the skid resistance at locations with high frequencies of wet road crashes and/or failure to stop crashes 55% 90% High 22 R22 Install/Upgrade signs with new fluorescent sheeting (regulatory or warning) Additional or new signage can address crashes caused by lack of driver awareness or complaince of roadway signing. 15% 90% Very High 23 R23 Install chevron signs on horizontal curves Roadways that have an unacceptable level of crashes on relatively sharp curves during periods of light and darkness. 90% 24 R24 Install curve advance warning signs
Addition of advance curve warning signs; may also include horizontal alignment and/or advisory speed warning signs 25% 90% Very High
25 R25 Install curve advance warning signs (flashing beacon) Roadways that have an unacceptable level of crashes on relatively sharp curves. Flashing beacons in conjunction with warning signs should only be used on horizontal curves that have an established severe crash history to help maintain their effectiveness. 90% 26 R26 Install dynamic/variable speed warning signs Includes the addition of dynamic speed warning signs (also known as Radar Speed Feedback Signs) 30% 90% High 27 R27 Install delineators, reflectors and/or object markers Installation of delineators, reflectors and/or object markers are intended to warn drivers of an approaching curve or fixed object that cannot easily be removed. 15% 90% Very High 28 R28 Install edge‐lines and centerlines
Any road with a history of run‐off‐road right, head‐on, opposite‐direction‐sideswipe, or run‐off‐road‐left crashes is a candidate for this treatment ‐install where the existing lane delineation is not sufficient to assist the motorist in understanding the existing limits of the roadway. Depending onthe width of the roadway, various combinations of edge line and/or center line pavement markingsmay be the most appropriate. 25% 90% Very High 29 R29 Install no‐passing line Roadways that have a high percentage of head‐on crashes suggesting that many head‐on crashes may relate to failed passing maneuvers. No‐passing lines should be installed where drivers "passing sight distance" is not available due to horizontal or vertical obstructions. 45% 90% Very High 30 R30 Install centerline rumble strips/stripes
Center Line rumble strips/stripes can be used on virtually any roadway – especially those with a history of head‐on crashes. 20% 90% High

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31 R31 Install edgeline rumble strips/stripes
Shoulder and edge line milled rumble strips/stripes should be used on roads with a history of roadway departure crashes. 15% 90% High
32 R32PB Install bike lanes Roadway segments noted as having crashes between bicycles and vehicles or crashes that may be preventable with a buffer/shoulder. 35% 90% High33 R33PB Install Separated Bike Lanes Separated bikeways are most appropriate on streets with high volumes of bike traffic and/or high bike‐vehicle collisions, presumably in an urban or suburban area. Separation types range from simple, painted buffers and flexible delineators, to more substantial separation measures including raised curbs, grade separation, bollards, planters, and parking lanes. 45% 90% High 34 R34PB Install sidewalk/pathway (to avoid walking along roadway) Areas noted as not having adequate or no sidewalks and a history of walking along roadway pedestrian crashes. In rural areas asphalt curbs and/or separated walkways may be appropriate. 80% 90% Medium 35 R35PB Install/upgrade pedestrian crossing (with enhanced safety features) Roadway segments with no controlled crossing for a significant distance in high‐use midblock crossing areas and/or multilane roads locations. flashing beacons, curb extensions, medians andpedestrian crossing islands and/or other safety features should be added to complement thestandard crossing elements. 35% 90% Medium 36 R36PB Install raised pedestrian crossing
On lower‐speed roadways, where pedestrians are known to be crossing roadways that involve significant vehicular traffic. 35% 90% Medium
37 R37PB Install Rectangular Rapid Flashing Beacon (RRFB) Rectangular Rapid Flashing Beacon (RRFB) includes pedestrian‐activated flashing lights andadditional signage that enhance the visibility of marked crosswalks and alert motorists to pedestrian crossings. It uses an irregular flash pattern that is similar to emergency flashers on police vehicles. RRFBs are installed at unsignalized intersections and mid‐block pedestrian crossings 35% 90% Medium
38 R38 Install Animal Fencing At locations with high percent of vehicular/animal crashes (reactive) or where there is a known high percent of animals crossing due to migratory patterns (proactive). 80% 90% Medium

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88 | P a g e L i v e r m o r e R o a d w a y S a f e t y P l a n APPENDIX E: LOCAL ROADWAY SAFETY MANUAL (LRSM) EXCERPT

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3/30/2018 Local Roadway Safety - (Version 1.4)
Version 1.6
April 2022

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Document History
Version 1.0: 4/20/2012
The California Department of Transportation - Division of Local Assistance developed the first version of the Local Roadway Safety Manual (Version 1.0) in 2012 to support the Cycle 5 HSIP call-for-projects.

Version 1.1: 4/26/2013
Based on feedback and lessons learned from Cycle 5, Caltrans updated Appendix B: “Table of Countermeasures and Crash Reduction Factors” to better clarify text in “Where to use”, “Why it works”, and “General Qualities” for several of the countermeasures included in the original manual.

No other changes were made to the Local Roadway Safety Manual as part of Version 1.1 Version 1.2: 03/10/2015
Based on feedback and lessons learned from Cycle 6, Caltrans made minor updates to the text of the document as needed for achieving consistency with overall Caltrans local HSIP guidance documents. The following sections were updated: 1.2, 4.2, 5.1, 6.2, and Appendix B, E, F & G.

Version 1.3: 04/29/2016
Caltrans made updates to the text of the document as needed in the following sections: 4.2, 5.1 and Appendix B.

Version 1.4: 06/08/2018
3/30/18 - Caltrans made updates to the crash costs in Appendix D, some of the website links in Appendix G, and some other texts of the document.
6/8/18 - Countermeasure S22 (“Modify signal phasing to implement a Leading Pedestrian Interval (LPI)”) is added.

Version 1.5: April 2020
Caltrans added a few more countermeasures (e.g. Pedestrian Scramble, Install Separated Bike Lanes, Reduced Left-Turn Conflict Intersections, and Curve Shoulder widening), renumbered the countermeasures and updated the crash costs in Appendix D.

Version 1.6: April 2022
For Cycle 11 Call-for-projects, Countermeasure S04 (Provide Advanced Dilemma Zone Detection for high-speed approaches) was deleted and Countermeasure NS05mr (Convert intersection to mini-roundabout) added. The HSIP Funding Eligibility was changed to 90% except for S03, of which the HSIP Funding Eligibility stays at 50%. The crash costs in Appendix D were updated.

Future Updates:

In the future, Caltrans anticipates that additional changes will be needed to keep the Local Roadway Safety Manual consistent with future Calls-for-Projects’ Guidelines and Application Instructions. In addition, new local HSIP programs, improvements to California data on local roadways, data analysis tools, and the latest safety research and methodologies may give rise to the need to make more significant changes to this manual. 4/8/2022 Local Roadway Safety Manual (Version 1.6) P a g e | i

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Table of Contents
Foreword....................................................................................................................................................... 1

1. Introduction and Purpose...................................................................................................................... 2

1.1 California Local Roadway Safety Challenges and Opportunities .................................................. 3

1.2 Safe System Approach .................................................................................................................. 3

1.3 The State’s Role in Local Roadway Safety..................................................................................... 4

1.4 The Local Roadway Crash Problem...............................................................................................5

1.5 Reactive vs. Proactive Safety Issue Identification......................................................................... 6

1.6 Implementation Approaches ........................................................................................................ 7

1.7 Our “Safety Challenge” for Local Agencies.................................................................................10

1.8 Summary of information in this Document................................................................................11

2. Identifying Safety Issues......................................................................................................................15

2.1 State and Local Crash Databases ................................................................................................16

2.2 Transportation Injury Mapping System (TIMS)...........................................................................18

2.3 Law Enforcement Crash Reports.................................................................................................19

2.4 Observational Information..........................................................................................................19

2.5 Public Notifications .....................................................................................................................20

2.6 Roadway Data and Devices.........................................................................................................20

2.7 Exposure Data .............................................................................................................................21

2.8 Field Assessments and Road Safety Audits.................................................................................22

3. Safety Data Analysis ............................................................................................................................23

3.1 Quantitative Analysis ..................................................................................................................23

3.2 Qualitative Analysis.....................................................................................................................25

4. Countermeasure Selection ..................................................................................................................28

4.1 Selecting Countermeasures and Crash Modification Factors / Crash Reduction Factors ..........29

4.2 List of Countermeasures .............................................................................................................30

5. Calculating the B/C Ratio and Comparing Projects .............................................................................36

5.1 Estimate the Benefit of Implementing Proposed Improvements...............................................36

5.2 Estimate the Cost of Implementing Proposed Improvements ...................................................38

5.3 Calculate the B/C Ratio ...............................................................................................................38

5.4 Compare B/C Ratios and Consider the Need to Reevaluate Project Elements ..........................39

6. Identifying Funding and Construct Improvements..............................................................................40

6.1 Existing Funding for Low-cost Countermeasures........................................................................40

6.2 HSIP and Other Funding Sources ................................................................................................40

6.3 Project Development and Construction Considerations ............................................................41

7. Evaluation of Improvements...............................................................................................................42 Appendix A: HSIP Call-for-Projects Process ................................................................................................43 Appendix B: Detailed Tables of Countermeasures .....................................................................................44 B.1 Intersection Countermeasures – Signalized ...............................................................................47 S01, Add intersection lighting (Signalized Intersection => S.I.) ............................................................................................. 47 S02, Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number .................. 47 S03, Improve signal timing (coordination, phases, red, yellow, or operation) ..................................................................... 48 S05, Install emergency vehicle pre-emption systems....................................................................................................... 49 4/8/2022 Local Roadway Safety Manual (Version 1.6) P a g e | ii

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50 55
60 65
70 75
S06, Install left-turn lane and add turn phase (signal has no left-turn lane or phase before) ....................................... 49 S07, Provide protected left turn phase (left turn lane already exists).............................................................................

S16, Convert intersection to roundabout (from signal)....................................................................................................

S08, Convert signal to mast arm (from pedestal-mounted).................................................................................................. 50 S09, Install raised pavement markers and striping (Through Intersection) .......................................................................... 51 S10, Install flashing beacons as advance warning (S.I.).................................................................................................... 51 S11, Improve pavement friction (High Friction Surface Treatments) ............................................................................. 52 S12, Install raised median on approaches (S.I.) ................................................................................................................ 52 S13PB, Install pedestrian median fencing on approaches................................................................................................ 53 S14, Create directional median openings to allow (and restrict) left-turns and U-turns (S.I.) ...................................... 53 S15, Reduced Left-Turn Conflict Intersections (S.I.)......................................................................................................... 54 S17PB, Install pedestrian countdown signal heads .......................................................................................................... 55 S18PB, Install pedestrian crossing (S.I.)................................................................................................................................. 56 S19PB, Pedestrian Scramble............................................................................................................................................... 56 S20PB, Install advance stop bar before crosswalk (Bicycle Box)..................................................................................... 57 S21PB, Modify signal phasing to implement a Leading Pedestrian Interval (LPI) ......................................................... 57 B.2 Intersection Countermeasures – Non-signalized........................................................................58 NS05, Convert intersection to roundabout (from 2-way stop or Yield control) .............................................................

NS14, Install raised median on approaches (NS.I.) ...........................................................................................................

NS23PB, Install Pedestrian Signal (including Pedestrian Hybrid Beacon (HAWK)) ......................................................

NS01, Add intersection lighting (NS.I.) .............................................................................................................................. 58 NS02, Convert to all-way STOP control (from 2-way or Yield control) ........................................................................... 58 NS03, Install signals ............................................................................................................................................................ 59 NS04, Convert intersection to roundabout (from all way stop)....................................................................................... 59 NS05mr, Convert intersection to mini-roundabout.......................................................................................................... 60 NS06, Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs...................... 61 NS08, Install Flashing Beacons at Stop-Controlled Intersections .................................................................................... 62 NS09, Install flashing beacons as advance warning (NS.I.) .............................................................................................. 62 NS10, Install transverse rumble strips on approaches..................................................................................................... 63 NS11, Improve sight distance to intersection (Clear Sight Triangles)............................................................................. 63 NS12, Improve pavement friction (High Friction Surface Treatments) .......................................................................... 64 NS13, Install splitter-islands on the minor road approaches........................................................................................... 64 NS15, Create directional median openings to allow (and restrict) left-turns and u-turns (NS.I.) ................................. 65 NS16, Reduced Left-Turn Conflict Intersections (NS.I.) ................................................................................................... 66 NS17, Install right-turn lane (NS.I.).................................................................................................................................... 67 NS18, Install left-turn lane (where no left-turn lane exists) ............................................................................................ 67 NS19PB, Install raised medians (refuge islands) .............................................................................................................. 68 NS20PB, Install pedestrian crossing at uncontrolled locations (signs and markings only)........................................... 68 NS21PB, Install/upgrade pedestrian crossing at uncontrolled locations (with enhanced safety features) ................. 69 NS22PB, Install Rectangular Rapid Flashing Beacon (RRFB)........................................................................................... 69 B.3 Roadway Countermeasures........................................................................................................71 R01, Add Segment Lighting................................................................................................................................................. 71 R02, Remove or relocate fixed objects outside of Clear Recovery Zone.......................................................................... 71 R03, Install Median Barrier................................................................................................................................................. 72 R04, Install Guardrail .......................................................................................................................................................... 72 R05, Install impact attenuators .......................................................................................................................................... 73 R06, Flatten side slopes ...................................................................................................................................................... 73 R07, Flatten side slopes and remove guardrail ................................................................................................................. 74 R08, Install raised median .................................................................................................................................................. 74 R09, Install median (flush) .................................................................................................................................................

R10PB, Install pedestrian median fencing......................................................................................................................... 75 4/8/2022 Local Roadway Safety Manual (Version 1.6) P a g e | iii

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R11, Install acceleration/ deceleration lanes .................................................................................................................... 76 R12, Widen lane (initially less than 10 ft) ......................................................................................................................... 76 R13, Add two-way left-turn lane ........................................................................................................................................ 77 R14, Road Diet (Reduce travel lanes and add a two way left-turn and bike lanes) ........................................................ 77 R15, Widen shoulder........................................................................................................................................................... 78 R16, Curve Shoulder widening (Outside Only) ................................................................................................................. 78 R17, Improve horizontal alignment (flatten curves) ........................................................................................................ 79 R18, Flatten crest vertical curve......................................................................................................................................... 80 R19, Improve curve superelevation................................................................................................................................... 80 R20, Convert from two-way to one-way traffic................................................................................................................. 81 R21, Improve pavement friction (High Friction Surface Treatments) ............................................................................ 81 R22, Install/Upgrade signs with new fluorescent sheeting (regulatory or warning) .................................................... 82 R23, Install chevron signs on horizontal curves ............................................................................................................... 83 R24, Install curve advance warning signs.......................................................................................................................... 83 R25, Install curve advance warning signs (flashing beacon) ........................................................................................... 84 R26, Install dynamic/variable speed warning signs......................................................................................................... 84 R27, Install delineators, reflectors and/or object markers .............................................................................................. 85 R28, Install edge-lines and centerlines .............................................................................................................................. 86 R29, Install no-passing line................................................................................................................................................. 87 R30, Install centerline rumble strips/stripes .................................................................................................................... 87 R31, Install edgeline rumble strips/stripes....................................................................................................................... 88 R32PB, Install bike lanes..................................................................................................................................................... 88 R33PB, Install Separated Bike Lanes ................................................................................................................................. 89 R34PB, Install sidewalk/pathway (to avoid walking along roadway) ............................................................................ 89 R35PB, Install/upgrade pedestrian crossing (with enhanced safety features) .............................................................. 90 R36PB, Install raised pedestrian crossing ......................................................................................................................... 91 R37PB, Install Rectangular Rapid Flashing Beacon (RRFB)............................................................................................. 91 R38, Install Animal Fencing ................................................................................................................................................ 92 Appendix C: Summary of “Recommended Actions”...................................................................................93 Appendix D: Benefit Cost Ratio (BCR) Calculations.....................................................................................97 Appendix E: Examples of Crash Data Collection and Analysis Techniques using TIMS ..............................98 Appendix F: List of Abbreviations ...............................................................................................................99 Appendix G: References............................................................................................................................100 4/8/2022 Local Roadway Safety Manual (Version 1.6) P a g e | iv

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B.1 Intersection Countermeasures – Signalized
S01, Add intersection lighting (Signalized Intersection => S.I.) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% "night" crashes 40% 20 years
Notes: This CM only applies to "night" crashes (all types) occurring within limits of the proposed roadway lighting 'engineered' area.

General information
Where to use:

Signalized intersections that have a disproportionate number of night-time crashes and do not currently provide lighting at the intersection or at its approaches. Crash data should be studied to ensure that safety at the intersection could be improved by providing lighting (this strategy would be supported by a significant number of crashes that occur at night).

Why it works:

Providing lighting at the intersection itself, or both at the intersection and on its approaches, improves the safety of an intersection during nighttime conditions by (1) making drivers more aware of the surroundings at an intersection, which improves drivers' perception-reaction times, (2) enhancing drivers' available sight distances, and (3) improving the visibility of non-motorists. Intersection lighting is of particular benefit to non-motorized users. Lighting not only helps them navigate the intersection, but also helps drivers see them better.

General Qualities (Time, Cost and Effectiveness):

A lighting project can usually be completed relatively quickly, but generally requires at least 1 year to implement because the lighting system must be designed and the provision of electrical power must be arranged. The provision of lighting involves both a fixed cost for lighting installation and an ongoing maintenance and power cost which results in a moderate to high cost.

Some locations can result in high B/C ratios, but due to higher costs, these projects often result in medium to low B/C ratios.

FHWA CMF Clearinghouse: Crash Types Addressed: Night, All CRF: 20-74% S02, Improve signal hardware: lenses, back-plates with retroreflective borders, mounting, size, and number
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 15% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the upgraded signals. This CM does not apply to improvements like "battery backup systems", which do not provide better intersection/signal visibility or help drivers negotiate the intersection (unless applying past crashes that occurred when the signal lost power). If new signal mast arms are part of the proposed project, CM "S2" should not be used and the signal improvements would be included under CM "S7".

General information
Where to use:

Signalized intersections with a high frequency of right-angle and rear-end crashes occurring because drivers are unable to see traffic signals sufficiently in advance to safely negotiate the intersection being approached. Signal intersection improvements include new LED lighting, signal back plates, retro-reflective tape outlining the back plates, or visors to increase signal visibility, larger signal heads, relocation of the signal heads, or additional signal heads.

Why it works:

Providing better visibility of intersection signals aids the drivers’ advance perception of the upcoming intersection. Visibility and clarity of the signal should be improved without creating additional confusion for drivers.

General Qualities (Time, Cost and Effectiveness):

Installation costs and time should be minimal as these type strategies are classified as low cost and implementation does not typically require the approval process normally associated with more complex projects. When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in low to moderate cost projects that are more appropriate to seek state or federal funding.

FHWA CMF Clearinghouse: Crash Types Addressed: Rear-End, Angle CRF: 0-46% 4/8/2022 Local Roadway Safety P a g e | 47

EXHIBIT A
266

S03, Improve signal timing (coordination, phases, red, yellow, or operation) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 50% All 15% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new signal timing. For projects coordination signals along a corridor, the crashes related to side-street movements should not be applied. This CM does not apply to projects that only 'study' the signal network and do not make physical timing changes, including corridor operational studies and improvements to Traffic Operation Centers (TOCs).

In Caltrans calls for projects, this CM has a HSIP reimbursement ratio of 50%, considering that it will improve the signal operation rather than merely the safety.

General information
Where to use:

Locations that have a crash history at multiple signalized intersections. Signalization improvements may include adding phases, lengthening clearance intervals, eliminating or restricting higher-risk movements, and coordinating signals at multiple locations.

Understanding the corridor or roadway's crash history can provide insight into the most appropriate strategy for improving safety.

Why it works:

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. Corridor improvements often have the highest benefit but may take longer to implement. Projects focused on capacity improvements (without a separate focus on signal timing safety needs) may not result in a reduction in future crashes.

General Qualities (Time, Cost and Effectiveness):

In general, these low-cost improvements to multiple signalized intersections can be implemented in a short time. Typically these low cost improvements are funded through local funding by local maintenance crews. However, some projects requiring new interconnect infrastructure can have moderate to high costs making them more appropriate to seek state or federal funding.

The expected effectiveness of this CM must be assessed for each individual project.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 0 - 41% S04, Provide Advanced Dilemma-Zone Detection for high speed approaches For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 40% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new detection and signal timing.

General information
Where to use:

More rural/remote areas that have a high frequency of right-angle and rear-end crashes. The Advanced Dilemma-Zone Detection system enhances safety at signalized intersections by modifying traffic control signal timing to reduce the number of drivers that may have difficulty deciding whether to stop or proceed during a yellow phase. This may reduce rear-end crashes associated with unsafe stopping and angle crashes due to illegally continuing into the intersection during the red phase.

Why it works:

Clearance times provide safe, orderly transitions in ROW assignment between conflicting streams of traffic. An Advanced Dilemma-Zone Detection system has several benefits relative to traditional multiple detector systems, which have upstream detection for vehicles in the dilemma zone but do not take the speed or size of individual vehicles into account. These benefits include: Reducing the frequency of red-light violations; Reducing the frequency of crashes associated with the traffic signal phase change (for example, rear-end and angle crashes); Reducing delay and stop frequency on the major road and a reduction in overall intersection delay.

General Qualities (Time, Cost and Effectiveness):

Installation costs should be low and the time to implement short. Additional modifications to the traffic signal controller may also necessary. In general, This CM can be very effective and can be considered on a systematic approach. Video detection equipment is now available for this purpose, making installation and maintenance more efficient.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 39% 4/8/2022 Local Roadway Safety P a g e | 48

EXHIBIT A
267

S05, Install emergency vehicle pre-emption systems
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Emergency Vehicle - only 70% 10 years
Notes: This CM only applies to "E.V." crashes occurring on the approaches / influence area of the new pre-emption system.

General information
Where to use:

Corridors that have a history of crashes involving emergency response vehicles. The target of this strategy is signalized intersections where normal traffic operations impede emergency vehicles and where traffic conditions create a potential for conflicts between emergency and nonemergency vehicles. These conflicts could lead to almost any type of crash, due to the potential for erratic maneuvers of vehicles moving out of the paths of emergency vehicles Why it works:

Providing emergency vehicle preemption capability at a signal or along a corridor can be a highly effective strategy in two ways; any type of crash could occur as emergency vehicles try to navigate through intersections and as other vehicles try to maneuver out of the path of the emergency vehicles. In addition, a signal preemption system can decrease emergency vehicle response times therefore decreasing the time in receiving emergency medical attention, which is critical in the outcome of any crash.

When data is not available for past crashes with emergency vehicles, an agency may consider combining the E.V. pre-emption improvements into a comprehensive project that also makes significant signal hardware and/or signal timing improvements.

General Qualities (Time, Cost and Effectiveness):

Costs for installation of a signal preemption system will vary from medium to high, based upon the number of signalized intersections at which preemption will be installed and the number of emergency vehicles to be outfitted with the technology.

The number of detectors, a requirement for new signal controllers, and the intricacy of the preemption system could increase costs. This CM is considered systemic as it is usually implemented on a corridor-basis.

FHWA CMF Clearinghouse: Crash Types Addressed: Emergency Vehicle - only CRF: 70% S06, Install left-turn lane and add turn phase (signal has no left-turn lane or phase before) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 55% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new left turn lanes. This CM does NOT apply to converting a single-left into double-left turn.

General information
Where to use:

Intersections that do not currently have a left turn lane or a related left-turn phase that are experiencing a large number of crashes. Many intersection safety problems can be traced to difficulties in accommodating left-turning vehicles, in particular where there is currently no accommodation for left turning traffic. A key strategy for minimizing collisions related to left-turning vehicles (angle, rear-end, sideswipe) is to provide exclusive left-turn lanes and the appropriate signal phasing, particularly on high-volume and high-speed major-road approaches. Agencies need to document their consideration of the MUTCD, Section 4D.19 guidelines; the section on implementing protected left-turn phases.

Why it works:

Left-turn lanes allow separation of left-turn and through-traffic streams, thus reducing the potential for rear-end collisions. Leftturn phasing also provides a safer opportunity for drivers to make a left-turn. The combination of left-turn storage and a left turn signal has the potential to reduce many collisions between left-turning vehicles and through vehicles and/or non-motorized road users.

General Qualities (Time, Cost and Effectiveness):

Implementation time may vary from months to years. At some locations, left-turn lanes can be quickly installed simply by restriping the roadway. At other locations, widening of the roadway, acquisition of additional right-of-way, and extensive environmental processes may be needed. Such projects require a substantial time for development and construction. Costs are highly variable and range from very low to high. Installing a protected left turn lane and phase where none exists results in a high Crash Reduction Factor and is often highly effective.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 17 - 58 % 4/8/2022 Local Roadway Safety P a g e | 49

EXHIBIT A
268

S07, Provide protected left turn phase (left turn lane already exists) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new left turn phases. This CM does NOT apply to converting a single-left into double-left turn (unless the single left is unprotected and the proposed double left will be protected).

General information
Where to use:

Signalized intersections (with existing left turns 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. A properly timed protected left-turn phase can also help reduce rear-end and sideswipe crashes between left-turning vehicles and the through vehicles as well as vehicles behind them. Protected left-turn phases are warranted based on such factors as turning volumes, delay, visibility, opposing vehicle speed, distance to travel through the intersection, presence of non-motorized road users, and safety experience of the intersections. Agencies need to document their consideration of the MUTCD, Section 4D.19 guidelines; the section on implementing protected left-turn phases.

Why it works:

Left turns are widely recognized as the highest-risk movements at signalized intersections. Providing Protected left-turn phases (i.e., the provision for a specific phase for a turning movement) for signalized intersections with existing left turn pockets significantly improve the safety for left-turn maneuvers by removing the need for the drivers to navigate through gaps in oncoming/opposing through vehicles. Where left turn pockets are not protected, the pedestrian and bicyclist crossing phase often conflicts with these left turn maneuvers. Drivers focused on navigating the gaps of oncoming cars may not anticipate and/or perceive the non-motorized road users.

General Qualities (Time, Cost and Effectiveness):

If the existing traffic signal only requires a minor modification to allow for a protected left-turn phase, then the cost would also be low. The time to implement this countermeasure is short because there is no actual construction that has to take place. Inhouse signal maintainers can perform this operation once the proper signal phasing is determined so the cost is low. In addition, the countermeasure is tried and proven to be effective. Has the potential of being applied on a systemic/systematic approach.

FHWA CMF Clearinghouse: Crash Types Addressed: Rear-End, Sideswipe, Broadside CRF: 16 - 99% S08, Convert signal to mast arm (from pedestal-mounted) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the converted signal heads that are relocated from median and/or outside shoulder pedestals to signal heads on master arms over the travel-lanes. Projects using CM "S7" should not also apply "S2" in the B/C calc.

General information
Where to use:

Intersections currently controlled by pedestal mounted traffic signals (in medians and/or on outside shoulder) that have a high frequency of right-angle and rear-end crashes occurring because drivers are unable to see traffic signals in advance to safely negotiate the intersection. Intersections that have pedestal-mounted signals may have poor visibility and can result in vehicles not being able to stop in time for a signal change. Care should be taken to place the new signal heads (with back plates) as close to directly over the center of the travel lanes as possible.

Why it works:

Providing better visibility of intersection signs and signals aids the drivers’ advance perception of the upcoming intersection.

Visibility and clarity of the signal should be improved without creating additional confusion or distraction for drivers.

General Qualities (Time, Cost and Effectiveness):

Dependent on the scope of the project. Costs are generally moderate for this type of project. There is usually no right-of-way costs, minimal roadway reconstruction costs, and a shorter project development timeline. At the same time, new mast arms can be expensive. Some locations can result in high B/C ratios, but due to moderate costs, some locations may result in medium to low B/C ratios.

FHWA CMF Clearinghouse: Crash Types Addressed: Rear-End, Angle CRF: 12 - 74% 4/8/2022 Local Roadway Safety P a g e | 50

EXHIBIT A
269

S09, Install raised pavement markers and striping (Through Intersection) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 10% 10 years
Notes: This CM only applies to crashes occurring in the intersection and influence areas of the new pavement markers and/or markings.

General information
Where to use:

Intersections where the lane designations are not clearly visible to approaching motorists and/or intersections noted as being complex and experiencing crashes that could be attributed to a driver’s unsuccessful attempt to navigate the intersection.

Driver confusion can exist in regard to choosing the proper turn path or where through-lanes do not line up. This is especially relevant at intersections where the overall pavement area of the intersection is large, and multiple turning lanes are involved or other unfamiliar elements are presented to the driver.

Why it works:

Adding clear pavement markings can guide motorists through complex intersections. When drivers approach and traverse through complex intersections, drivers may be required to perform unusual or unexpected maneuvers. Providing more effective guidance through an intersection will minimize the likelihood of a vehicle leaving its appropriate lane and encroaching upon an adjacent lane.

General Qualities (Time, Cost and Effectiveness):

Costs of implementing this strategy will vary based on the scope and number of applications. Applying raised pavement markers is relatively low cost but can be variable and determined largely by the material used for pavement markings (paint, thermoplastic, epoxy, RPMs etc.). When using this type delineators, an issue of concern is the cost-to-service-life of the material. (Note: When HSIP safety funding is used for these installations in high-wear-locations, the local agency is expected to maintain the improvement for a minimum of 10 years.) When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.

FHWA CMF Clearinghouse: Crash Types Addressed: Wet, Night, All CRF: 10 - 33% S10, Install flashing beacons as advance warning (S.I.) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 30% 10 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new flashing beacons.

General information
Where to use:

At signalized intersections with crashes that are a result of drivers being unaware of the intersection or are unable to see the traffic control device in time to comply.

Why it works:

Increased driver awareness of an approaching signalized intersection and an increase in the driver's time to react. Driver awareness of both downstream intersections and traffic control devices is critical to intersection safety. Crashes often occur when the driver is unable to perceive an intersection, signal head or the back of a stopped queue in time to react. Advance flashing beacons can be used to supplement and call driver attention to intersection control signs. Most advance warning flashing beacons can be powered by solar, thus reducing the issues relating to power source.

General Qualities (Time, Cost and Effectiveness):

Before choosing this CM, the agency needs to confirm the ability to provide power to the site (solar may be an option). Flashing beacons can be constructed with minimal design, environmental and right-of-way issues and have relatively low costs. This combined with a relatively high CRF, can result in high B/Cs for locations with a history of crashes and lead to a high effectiveness.

FHWA CMF Clearinghouse: Crash Types Addressed: Rear End, Angle CRF: 36 - 62% 4/8/2022 Local Roadway Safety P a g e | 51

EXHIBIT A
270

S11, Improve pavement friction (High Friction Surface Treatments) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 55% 10 years
Notes: This CM only applies to crashes occurring within the limits of the improved friction overlay. This CM is not intended to apply to standard chip-seal or open-graded maintenance projects for long segments of corridors or structure repaving projects intended to fix failed pavement.

General information
Where to use:

Nationally, this countermeasure is referred to as "High Friction Surface Treatments" or HFST. Signalized Intersections noted as having crashes on wet pavements or under dry conditions when the pavement friction available is significantly less than needed for the actual roadway approach speeds. This treatment is intended to target locations where skidding and failure to stop is determined to be a problem in wet or dry conditions and the target vehicle is unable to stop due to insufficient skid resistance.

Why it works:

Improving the skid resistance at locations with high frequencies of wet-road crashes and/or failure to stop crashes can result in reductions of 50 percent for wet-road crashes and 20 percent for total crashes. Applying HFST can double friction numbers, e.g. low 40s to high 80s. This CM represents a special focus area for both FHWA and Caltrans, which means there are extra resources available for agencies interested in more details on High Friction Surface Treatment projects.

General Qualities (Time, Cost and Effectiveness):

This strategy can be relatively inexpensive and implemented in a short timeframe. The installation would be done by either agency personnel or contractors and can be done by hand or machine. In general, This CM can be very effective and can be considered on a systematic approach.

FHWA CMF Clearinghouse: Crash Types Addressed: Wet, Night, ALL CRF: 10 - 62 % S12, Install raised median on approaches (S.I.)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 25% 20 years
Notes: This CM only applies to crashes occurring on the approaches / influence area of the new raised median. All new raised medians funded with HSIP funding should not include the removal of the existing roadway structural section and should be doweled into the existing roadway surface. This requirement is being implemented to maximize the safety-effectiveness of the limited HSIP funding and to minimize project impacts.

Landscaping, if included in the project, is considered non-participating.

General information
Where to use:

Intersections noted as having turning movement crashes near the intersection as a result of insufficient access control.

Application of this CM should be based on current crash data and a clearly defined need to restrict or accommodate the movement.

Why it works:

Raised medians next to left-turn lanes at intersections offer a cost-effective means for reducing crashes and improving operations at higher volume intersections. The raised medians prohibit left turns into and out of driveways that may be located too close to the functional area of the intersection.

General Qualities (Time, Cost and Effectiveness):

Raised medians at intersections may be most effective in retrofit situations where high volumes of turning vehicles have degraded operations and safety, and where more extensive CMs would be too expensive because of limited right-of-way and the constraints of the built environment. The result is This CM can be very effective and can be considered on a systematic approach. Raised medians can often be installed directly over the existing pavement. When agencies opt to install landscaping in conjunction with new raised medians, the portion of the cost for landscaping and other non-safety related items that exceeds 10% of the project total cost is not federally participated and must be funded by the applicant.

FHWA CMF Clearinghouse: Crash Types Addressed: Angle CRF: 21 -55 % 4/8/2022 Local Roadway Safety P a g e | 52

EXHIBIT A
271

S13PB, Install pedestrian median fencing on approaches
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 35% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring on the approaches/influence area of the new pedestrian median fencing.

General information
Where to use:

Signalized Intersections with high pedestrian-generators nearby (e.g. transit stops) may experience a high volumes of pedestrians J-walking across the travel lanes at mid-block locations instead of walking to the intersection and waiting to cross during the walk-phase. When this safety issue cannot be mitigated with signal timing and shoulder/sidewalk treatments, then installing a continuous pedestrian barrier in the median may be a viable solution.

Why it works:

Adding pedestrian median fencing has the opportunity to enhance pedestrian safety at locations noted as being problematic involving pedestrians running/darting across the roadway outside the intersection crossings. Pedestrian median fencing can significantly reduce this safety issue by creating a positive barrier, forcing pedestrians to the designated pedestrian crossing.

General Qualities (Time, Cost and Effectiveness):

Costs associated with this strategy will vary widely depending on the type and placement of the median fencing. Impacts to transit and other land uses may need to be considered and controversy can delay the implementation. In general, this CM can be effective as a spot-location approach.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 25- 40% S14, Create directional median openings to allow (and restrict) left-turns and U-turns (S.I.) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 50% 20 years
Notes: This CM only applies to crashes occurring in the intersection / influence area of the new directional openings.

General information
Where to use:

Crashes related to turning maneuvers include angle, rear-end, pedestrian, and sideswipe (involving opposing left turns) type crashes. If any of these crash types are an issue at an intersection, restriction or elimination of the turning maneuver may be the best way to improve the safety of the intersection.

Why it works:

Restricting turning movement into and out of an intersection can help reduce conflicts between through and turning traffic. The number of access points, coupled with the speed differential between vehicles traveling along the roadway, contributes to crashes. Affecting turning movements by either allowing them or restricting them, based on the application, can ensure safe movement of traffic.

General Qualities (Time, Cost and Effectiveness):

Turn prohibitions that are implemented by closing a median opening can be implemented quickly. The cost of this strategy will depend on the treatment. Impacts to businesses and other land uses must be considered and controversy can delay the implementation. In general, This CM can be very effective and can be considered on a systematic approach.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 51% 4/8/2022 Local Roadway Safety P a g e | 53

EXHIBIT A
272

S15, Reduced Left-Turn Conflict Intersections (S.I.)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 50% 20 years
Notes: This CM only applies to crashes occurring in the intersection / influence area of the new Reduced Left-Turn Conflict.

General information
Where to use and Why it works:

Reduced left-turn conflict intersections are geometric designs that alter how left-turn movements occur in order to simplify decisions and minimize the potential for related crashes. Two highly effective designs that rely on U-turns to complete certain left-turn movements are known as the restricted crossing U-turn (RCUT) and the median U-turn (MUT).

Restricted Crossing U-turn (RCUT):

The RCUT intersection modifies the direct left-turn and through movements from cross-street approaches. Minor road traffic makes a right turn followed by a U-turn at a designated location (either signalized or unsignalized) to continue in the desired direction.

The RCUT is suitable for a variety of circumstances, including along rural, high-speed, four-lane, divided highways or signalized routes. It also can be used as an alternative to signalization or constructing an interchange. RCUTs work well when consistently used along a corridor, but also can be used effectively at individual intersections.

Median U-turn (MUT)
The MUT intersection modifies direct left turns from the major approaches. Vehicles proceed through the main intersection, make a U-turn a short distance downstream, followed by a right turn at the main intersection. The U-turns can also be used for modifying the cross-street left turns.

The MUT is an excellent choice for heavily traveled intersections with moderate left-turn volumes. When implemented at multiple intersections along a corridor, the efficient two-phase signal operation of the MUT can reduce delay, improve travel times, and create more crossing opportunities for pedestrians and bicyclists.

General Qualities (Time, Cost and Effectiveness):

Implementing this strategy may take from months to years, depending on whether additional R/W is required. Such projects require a substantial time for development and construction. Costs are highly variable and range from very low to high. The expected effectiveness of this CM must be assessed for each individual location.

FHWA CMF Clearinghouse: Crash Types Addressed: Angle/Left-turn/RearEnd/All CRF: 34.8-100% 4/8/2022 Local Roadway Safety P a g e | 54

EXHIBIT A
273

S16, Convert intersection to roundabout (from signal)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All Varies 20 years
Notes: This CM only applies to crashes occurring in influence area of the new roundabout. This CM is not intended for mini-roundabouts.

The benefit of this CM is calculated using Caltrans procedure. The CRF is dependent on the ADT, project location (Rural/Urban) and the roundabout type (1 lane or 2 lanes). The benefit comes from both the reduction in the number and the severity of the crashes.

General information
Where to use:

Signalized intersections that have a significant crash problem and the only alternative is to change the nature of the intersection itself. Roundabouts can also be very effective at intersections with complex geometry and intersections with frequent left-turn movements.

Why it works:

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. This helps keep the range of vehicle speed narrow, which helps reduce the severity of crashes when they do occur. Pedestrians only have to cross one direction of traffic at a time at roundabouts, thus reducing their potential for conflicts.

General Qualities (Time, Cost and Effectiveness):

Provision of a roundabout requires substantial project development. The need to acquire right-of-way is likely and will vary from site to site and depends upon the geometric design. These activities may require up to 4 years or longer to implement. Costs are variable, but construction of a roundabout to replace an existing signalized intersection are relatively high. The result is this CM may have reduced relative-effectiveness compared to other CMs.

FHWA CMF Clearinghouse: Crash Types Addressed: All CRF: 35 - 67% S17PB, Install pedestrian countdown signal heads
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 25% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersection/crossing with the new countdown heads.

General information
Where to use:

Signals that have signalized pedestrian crossing with walk/don't walk indicators and where there have been pedestrian vs. vehicle crashes.

Why it works:

A pedestrian countdown signal contains a timer display and counts down the number of seconds left to finish crossing the street. Countdown signals can reassure pedestrians who are in the crosswalk when the flashing "DON’T WALK" interval appears that they still have time to finish crossing. Countdown signals begin counting down either when the "WALK" or when the flashing "DON’T WALK" interval appears and stop at the beginning of the steady "DON’T WALK" interval. These signals also have been shown to encourage more pedestrians to use the pushbutton rather than jaywalk.

General Qualities (Time, Cost and Effectiveness):

Costs and time of installation will vary based on the number of intersections included in this strategy and if it requires new signal controllers capable of accommodating the enhancement. When considered at a single location, these low cost improvements are usually funded through local funding by local crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 25% 4/8/2022 Local Roadway Safety P a g e | 55

EXHIBIT A
274

S18PB, Install pedestrian crossing (S.I.)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 25% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersection/crossing with the new crossing. This CM is not intended to be used for high-cost aesthetic enhancements to intersection crosswalks (i.e. stamped concrete or stamped asphalt).

General information
Where to use:

Signalized Intersections with no marked crossing and pedestrian signal heads, where pedestrians are known to be crossing intersections that involve significant turning movements. They are especially important at intersections with (1) multiphase traffic signals, such as left-turn arrows and split phases, (2) school crossings, and (3) double-right or double-left turns. At signalized intersections, pedestrian crossings are often safer when the left turns have protected phases that do not overlap the pedestrian walk phase.

Why it works:

Adding pedestrian crossings has the opportunity to enhance pedestrian safety at locations noted as being problematic. Nearly one-third of all pedestrian-related crashes occur at or within 50 feet of an intersection. Of these, 30 percent may involve a turning vehicle. Another 22 percent of pedestrian crashes involve a pedestrian either running across the intersection or darting out in front of a vehicle whose view was blocked just prior to the impact. Finally, 16 percent of these intersection-related crashes occur because of a driver violation (e.g., failure to yield right-of-way). When agencies opt to install aesthetic enhancement to intersection crosswalks like stamped concrete/asphalt, the project design and construction costs can significantly increase. For HSIP applications, these costs must be accounted for in the B/C calculation, but these costs (over standard crosswalk markings) must be tracked separately and are not federally reimbursable and will increase the agency's local-funding share for the project costs.

General Qualities (Time, Cost and Effectiveness):

Costs associated with this strategy will vary widely, depending if curb ramps and sidewalk modifications are required with the crossing. When considered at a single location, these low cost improvements may be funded through local funding by local crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate to high cost projects that are appropriate to seek state or federal funding.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 25% S19PB, Pedestrian Scramble
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 40% 20 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersection with the new pedestrian crossing.

General information
Where to use:

Pedestrian Scramble is a form of pedestrian "WALK" phase at a signalized intersection in which all vehicular traffic is required to stop, allowing pedestrians/bicyclists to safely cross through the intersection in any direction, including diagonally. Pedestrian Scramble may be considered at signalized intersections with very high pedestrian/bicycle volumes, e.g. in an urban business district.

Why it works:

Pedestrian Scramble has been shown to reduce injury risk and increase bicycle ridership due to its perceived safety and comfort.

General Qualities (Time, Cost and Effectiveness):

Not involving any additional R/W, Pedestrian Scramble should not require a long development process and should be implemented reasonably soon. A systemic approach may be used in implementing this CM, resulting in cost efficiency with low to moderate cost.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: -10% to 51% 4/8/2022 Local Roadway Safety P a g e | 56

EXHIBIT A
275

S20PB, Install advance stop bar before crosswalk (Bicycle Box) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 15% 10 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersection-crossing with the new advanced stop bars.

General information
Where to use:

Signalized Intersections with a marked crossing, where significant bicycle and/or pedestrians volumes are known to occur.

Why it works:

Adding advance stop bar before the striped crosswalk has the opportunity to enhance both pedestrian and bicycle safety.

Stopping cars well before the crosswalk provides a buffer between the vehicles and the crossing pedestrians. It also allows for a dedicated space for cyclists, making them more visible to drivers (This dedicated space is often referred to as a bike-box.) General Qualities (Time, Cost and Effectiveness):

Costs and time of installation will vary based on the number of intersections included in this strategy and if it requires new signal controllers capable of accommodating the enhancement. When considered at a single location, these low cost improvements are usually funded through local funding by local crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 35% S21PB, Modify signal phasing to implement a Leading Pedestrian Interval (LPI) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Pedestrian and Bicycle 60% 10 years
Notes: This CM only applies to "Ped & Bike" crashes occurring in the intersections with signalized pedestrian crossing with the newly implemented Leading Pedestrian Interval (LPI).

General information
Where to use:

Intersections with signalized pedestrian crossing that have high turning vehicles volumes and have had pedestrian vs. vehicle crashes.

Why it works:

A leading pedestrian interval (LPI) 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. LPIs provide (1) increased visibility of crossing pedestrians; (2) reduced conflicts between pedestrians and vehicles; (3) Increased likelihood of motorists yielding to pedestrians; and (4) enhanced safety for pedestrians who may be slower to start into the intersection.

General Qualities (Time, Cost and Effectiveness):

Costs for implementing LPIs are very low, since only minor signal timing alteration is required. This makes it an easy and inexpensive countermeasure that can be incorporated into pedestrian safety action plans or policies and can become routine agency practice. When considered at a single location, the LPI is usually local-funded. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.

FHWA CMF Clearinghouse: Crash Types Addressed: Pedestrian, Bicycle CRF: 59% 4/8/2022 Local Roadway Safety P a g e | 57

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B.2 Intersection Countermeasures – Non-signalized
NS01, Add intersection lighting (NS.I.)
For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% Night 40% 20 years
Notes: This CM only applies to "night" crashes (all types) occurring within limits of the proposed roadway lighting 'engineered' area.

General information
Where to use:

Non-signalized intersections that have a disproportionate number of night-time crashes and do not currently provide lighting at the intersection or at its approaches. Crash data should be studied to ensure that safety at the intersection could be improved by providing lighting (this strategy would be supported by a significant number of crashes that occur at night).

Why it works:

Providing lighting at the intersection itself, or both at the intersection and on its approaches, improves the safety of an intersection during nighttime conditions by (1) making drivers more aware of the surroundings at an intersection, which improves drivers' perception-reaction times, (2) enhancing drivers' available sight distances, and (3) improving the visibility of non-motorists. Intersection lighting is of particular benefit to non-motorized users as lighting not only helps them navigate the intersection, but also helps drivers see them better.

General Qualities (Time, Cost and Effectiveness):

A lighting project can usually be completed relatively quickly, but generally requires at least 1 year to implement because the lighting system must be designed and the provision of electrical power must be arranged. The provision of lighting involves both a fixed cost for lighting installation and an ongoing maintenance and power cost. For rural intersections, studies have shown the installation of streetlights reduced nighttime crashes at unlit intersections and can be more effective in reducing nighttime crashes than either rumble strips or overhead flashing beacons. Some locations can result in high B/C ratios, but due to higher costs, these projects often result in medium to low B/C ratios.

FHWA CMF Clearinghouse: Crash Types Addressed: Night, All CRF: 25- 50% NS02, Convert to all-way STOP control (from 2-way or Yield control) For HSIP Cycle 11 Call-for-projects
Funding Eligibility Crash Types Addressed CRF Expected Life 90% All 50% 10 years
Notes: This CM only applies to crashes occurring in the intersection and/or influence area of the new control. CA-MUTCD warrant must be met.

General information
Where to use:

Unsignalized intersection locations that have a crash history and have no controls on the major roadway approaches. However, all-way stop control is suitable only at intersections with moderate and relatively balanced volume levels on the intersection approaches. Under other conditions, the use of all-way stop control may create unnecessary delays and aggressive driver behavior. MUTCD warrants should always be followed.

Why it works:

All-way stop control can reduce right-angle and turning collisions at unsignalized intersections by providing more orderly movement at an intersection, reducing through and turning speeds, and minimizing the safety effect of any sight distance restrictions that may be present. Advance public notification of the change is critical in assuring compliance and reducing crashes.

General Qualities (Time, Cost and Effectiveness):

The costs involved in converting to all-way stop control are relatively low. All-way stop control can normally be implemented at multiple intersections with just a change in signing on intersection approaches, and typically are very quick to implement. When considered at a single location, these low cost improvements are usually funded through local funding by local maintenance crews. However, This CM can be effectively and efficiently implemented using a systematic approach with numerous locations, resulting in moderate cost projects that are more appropriate to seek state or federal funding.