Pinole City Council
April 21, 2026

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5  Policy CE.4.4: Transportation funding should prioritize transit and active transportation modes.
 Policy CE.4.5: Take an inventory of Pinole’s sidewalk conditions to help with future repair and enhancement prioritization.  Policy CE.5.4: Parking policies should support alternative modes of transportation.
o Action CE.5.4.1: Developments that include significant support for alternative modes are allowed a reduction in on-site parking minimums.
 Policy CE.6.3: Attempt to reduce peak period employee trips by 30%.
o Action CE.6.3.7: Find and fix gaps in the pedestrian
network.
 Policy CE.7.1: Improve the City’s bikeway network using Class I, II, and III bicycle facilities.
o Action CE.7.1.1: Set street design and bikeway standards to accommodate all modes and users of all ages and
abilities.
o Action CE.7.1.2: Create and update a bicycle network
map for Pinole and display it on the City website.
o Action CE.7.1.3: Construct dedicated bicycle paths that safely connect to public transportation and other active transportation modes.
 Policy CE.7.2: Standardize how new development and
redevelopment support bicycling.
o Action CE.7.2.1: Set active transportation facility
engineering standards.
o Action CE.7.2.2: Require bicycle parking in new private development.
o Action CE.7.2.3: Provide public bicycle parking.
o Action CE.7.2.4: Require projects to include bike facilities.  Policy CE.7.3: Create a network of multi-use paths to provide safe travel for bicyclists and pedestrians.
o Action CE.7.3.1: Install bike racks on multi-use paths, where appropriate.
o Action CE.7.3.2: Pursue active transportation funds.
o Action CE.7.3.3: Adopt progressive bike parking
standards.
o Action CE.7.3.4: Design trails, streets, and intersections to reduce conflict and increase separation between motor
vehicles and active transportation users.
 Policy CE.7.4: Prioritize regular bicycle safety education for City residents and the public.
o Action CE.7.4.1: the City should assist in developing and distributing bicycle safety programs.
 Policy CE.8.1: Developers must provide safe, accessible, and useful pedestrian walkways.
o Action CE.8.1.1: All intersections with regular pedestrian activity should be signalized with curb ramps, bulbouts, high-contrast crosswalks, pedestrian actuation, and other safety features.
o Action CE.8.1.2: Separate pedestrians from vehicles
through landscaping or other physical barriers on highcapacity arterials.  Policy CE.8.2: Encourage residents to increase usage of pedestrian network facilities.
 Policy CE.8.3: School access should be designed with safety in mind.
o Action CE.8.3.1: The City should work with the school district to promote pedestrian safety.

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6 o Action CE.8.3.2: All intersections near schools should have signals, curb ramps, high visibility crosswalks,
pedestrian actuation, and other safety measures.
o Action CE.8.3.3: Support the Safe Routes to Schools
program.

GROWTH MANAGEMENT ELEMENT
The Growth Management Element sets policies to guide growth in Pinole and establishes how the City collaborates on transportation and land use planning regionally. It encourages future growth along main travel corridors as well as areas easily served by transit. Relevant policy priorities include:
• Policy GM.3.2: Set service standards for alternative transportation modes, rather than just cars.
• Policy GM.3.3: Support transportation facilities and services without harming existing neighborhoods by discouraging through-traffic from residential areas, locating accessible transit within a half mile of key destinations, encouraging easy access to BART for commuters, providing regular citywide shuttles, encouraging hiking and biking trails, and maintaining existing transit services.
• Policy GM.3.6: Prioritize trips within Pinole as opposed to trips that cut through Pinole.
• Policy GM.3.7: Provide a transportation system that is accessible to all, including those with mobility impairments.
• Policy GM.3.8: Provide a transit system that is a safe, convenient, and viable alternative to driving.

LAND USE AND ECONOMIC DEVELOPMENT ELEMENT
The Land Use and Economic Development Element uses goals, policies, and actions to create a framework for Pinole to continue to grow with a healthy mix of land uses while keeping its strong sense of community identity and supporting its historic roots and culture. This element’s land use designations guide future growth and demands on the City’s transportation and mobility system. Relevant policy priorities include:
• Policy LU.4.2: Maintain the residential character of the City’s neighborhoods through well designed residential projects. One way to mitigate higher density developments, provide bike and pedestrian paths and facilities connecting to existing or future facilities. • Policy LU.6.3: Create waterfront parks, pedestrian paths, and recreation areas that are safe, accessible, and beautiful for all to enjoy.
• Policy LU.7.4: Encourage the creation of affordable housing by approving mixed-use projects. When mixed commercial/residential projects are built they should include parking strategies that discourage vehicle trips and encourage bicycle, pedestrian, and transit trips.

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7 Figure 2: 2010 General Plan - Bikeway Map
Source: City of Pinole General Plan (2010)

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8 Figure 3: 2010 General Plan – Land Use Map
Source: City of Pinole General Plan (2010)

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9 NATURAL RESOURCES AND OPEN SPACE ELEMENT
The Natural Resources and Open Space Element seeks to protect open space, particularly public open space, in Pinole for recreation and other purposes through its goals, policies, and actions. The contents of this element work together to protect the City’s open space and to make it accessible to residents and visitors via trails, bikeways, parks, and other facilities. Relevant policy priorities include:  Policy OS.4.1: Create a comprehensive trail network in Pinole (in collaboration with other relevant entities and efforts); create an Open Space Plan in Pinole. o Action OS.4.1.1: City should make a map of existing trails, incorporating public and stakeholder input.
 Policy OS.5.1: Encourage community engagement in open space stewardship. o Action OS.5.1.1: The City should identify and encourage installation of Interpretive Signage Plan.

COMMUNITY SERVICES AND FACILITIES ELEMENT
The Community Services and Facilities Element addresses how new development will impact City-provided services and facilities, including civic/community; police; fire; parks, trails, open space, and recreational facilities; community health; education; water; wastewater; stormwater; solid waste/recycling; streets; and energy and communication. Relevant policy priorities include:  Policy CS.1.3: City facilities should be accessible to all. o Action CS.1.3.3: All public buildings and facilities must comply with accessibility standards and be accessible to those with mobility impairments.
 Policy CS.2.6: City will fund the repair, maintenance, and expansion of facilities in response to community need.

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10 o Action CS.2.6.4: City will create an ongoing maintenance fund – focusing on preventative actions – for all public facilities.
 Policy CS.3.3: Grow a multi-use trail system.
o Action CS.3.3.1: Create a trail system map for the City and share it with residents and visitors.
o Action CS.3.3.2: Create a plan to close the Bay Trail gap along Pinole’s shoreline and then implement the plan.
o Action CS.3.3.3: Stay involved with the SF Bay Area
Water Trail project.
o Action CS.3.3.4: Implement Pinole Creek Greenway
Master Plan-recommended improvements.
o Action CS.3.3.5: Collaborate with East Bay Regional
Parks District (EBRPD) to extend trails to through Pinole, connecting the shoreline with the ridgelines.
o Action CS.3.3.6: Identify funding for land acquisition to grow Pinole’s trail network.
o Action CS.3.3.7: Development proposals should include public access rights and trail improvements, whenever
possible.
 Policy CS.10.2: Update the existing roadway network to improve access for pedestrians, bicyclists, and transit while maintaining safe mobility for motorists.
o Action CS.10.2.1: Maintain the pavement management
program.
o Action CS.10.2.2: City to create a citywide sidewalk
inventory; needed improvements are added to the Capital Improvement Program.
o Action CS.10.2.3: City should construct new sidewalks as directed by the sidewalk inventory and the Transportation and Pedestrian Safety (TAPS) Advisory Committee.

SUSTAINABILITY ELEMENT
The Sustainability Element articulates existing City sustainable land use programs and policies and describes new goals, policies, objectives, and programs to promote a sustainable future for Pinole. Relevant policy priorities include:
 Policy SE.3.3: Mitigate climate change by reducing heat island effect.
o Action SE.3.3.1: City should encourage the use of lightcolored paving materials and the planting of trees and vegetation to reduce urban heating.
o Action SE.3.3.2: Utilize parkway strips to plant street trees for shade.
o Action SE.3.3.4: Use drought-tolerant landscaping instead of hardscaping around transportation infrastructure and parking areas whenever possible.
o Action SE.3.3.5: Use permeable pavement options
whenever possible.
 Policy SE.3.4: Reduce Greenhouse gas emissions by reducing vehicle miles traveled.
o Action SE.3.4.7: Encourage improvements in the
transportation network that allow for shifts from single occupancy vehicles to alternative modes, including active transportation, transit, and rideshare.
 Policy SE.7.4: Reduce VMT and traffic congestion by requiring that new development encourage the use of transit and active transportation travel modes.
o Actions SE.7.4.1: Create a transportation demand
management (TDM) program for the City that includes
bike parking, shower facilities for employees, etc.
 Policy SE.8.1: Push transit, carpooling, telework/work from home, bicycling, and walking as alternatives to driving alone.

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11 o Action SE.8.1.1: Promote alternatives to single occupancy vehicles in campaigns and programs.
o Action SE.8.1.2: Seek funding that improves the ability to walk to key destinations and transit.
o Action SE.8.1.3: Create preferred route maps for
alternative transportation options.
o Action SE.8.1.7: Include sidewalk on both sides of the street, where possible.
o Action SE.8.1.8: Provide pedestrian amenities at transit stops, like shelter, seating, and lighting.
 Policy SE.8.7: Improve the active transportation network to meet the needs of people walking and bicycling.
o Action SE.8.7.2: Determine feasibility of a bicycle library or “free bicycle” program for active travel within Pinole. o Action SE.8.7.3: Require new development (commercial, residential, mixed-use) to provide secure bike parking. o Action SE.8.7.5: Set and use complete street standards for roadway design that make streets safe and accessible for all modes and for users of all ages and abilities.
o Action SE.8.7.6: Seek bike and ped grant funding at all levels of governance.
 Policy SE.8.8: Engage the public regarding transportation issues, projects, and processes.

The City is currently in the process of updating the General Plan’s Health & Safety Element alongside its Housing Element update. It is also developing a new Environmental Justice Element. Both the Health & Safety Element update and new Environmental Justice Element are anticipated to be complete in June 2024.

Pinole Creek Watershed Vision Plan
(2004): The Pinole Creek Watershed
Vision Plan is a community-led planning
document meant to imagine an improved
future state for the Pinole Creek
Watershed during the Pinole Creek flood
control channel redesign project. This plan
was a collaborative effort between public,
private, and non-profit organizations to
provide a local design alternative with
broad community support. A relevant goal
of the vision plan is to improve recreation
opportunities along the creek by upgrading
the existing creek trail, providing a usable trail crossing of I-80, enhancing trail crossings of other major roadways to support safety, improving creek access, and adding connections to housing.

Pinole Climate Action and Adaptation
Plan (CAAP): The City is currently in the
process of developing a CAAP, which will
act as a framework and guide for reducing
greenhouse gas emissions in Pinole as well
as boost local resiliency efforts in response
to the effects of climate change. While
planning efforts are ongoing, the CAAP’s
website indicates relevant mitigation
methods may include the use of active
transportation, like bicycling.

Parks Master Plan: The City is currently
developing a Parks Master Plan, anticipated to
be complete in early 2024. Its objective is to
guide parks and recreation development in
Pinole both now and in the future.

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12 City of Pinole Neighborhood Traffic
Calming Policy (2008): The City’s
Neighborhood Traffic Calming Policy seeks
to use education, enforcement, and
engineering to lessen the impact of motor
vehicle traffic on residential streets while
improving overall community livability. The
policy outlines each step in the traffic
calming request process, from initial
complaint to installation and follow up. It
also includes all of the necessary forms
required for requestors to notify and
engage their neighbors about any trafficrelated concerns and/or requested mitigations. Relevant traffic calming tools available through the policy include:
 higher visibility crosswalks
 entrance treatments
 speed humps
 curb extensions/chokers/bulb-outs
 traffic circles and roundabouts
 one-way streets
 median barriers
 semi-diverters or half closures
 diagonal diverters
 cul-de-sacs or street closures
 traffic calming signs
City of Pinole Three Corridors
Specific Plan (2010) updated (2020):

The Three Corridors Specific Plan
establishes new land use
designations, design standards, and
transit opportunities along the City’s
three main transportation corridors
shown on Figure 4: San Pablo
Avenue, Pinole Valley Road, and
Appian Way.

Future development is encouraged
with the goal of reducing trips by
single occupancy vehicles. Each of
the three corridors are designated as Priority Development Areas, incorporating objectives like supporting transit, pedestrian, and bicycle travel. Circulation opportunities and constraints for each of the three corridors are shown on Figures 5 through 7.

Relevant policy priorities include:
 Provide a mobility network that is safe and efficient to move people and goods.
 All future improvements to streets and intersections must prioritize pedestrian and traffic safety.
 Use traffic calming tools to make the Specific Plan Area more pedestrian-friendly, particularly in designated pedestrian priority areas and developments along San Pablo Avenue.
 Ensure the mobility network is improved in the Specific Plan Areas to accommodate future traffic demands.
 Discourage cut-through and truck traffic, especially on streets not designed to accommodate them. The City will take action to discourage through traffic on local streets.
 San Pablo Avenue, Pinole Valley Road, and Appian Way should accommodate safe passage for pedestrians and bicyclists.

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13  All Intersections and crossings should be made accessible to all, particularly those with mobility impairments and individuals with no or low vision.
 Street and intersection improvements must conform with this specific plan.
 Other bicyclist enhancements recommended within the specific plan area include developing a bicycle wayfinding system, using bicycle loop detectors, and implementing colored bicycle lanes.

Pinole Economic Development Strategy
(2022): The Economic Development
Strategy (EDS) acts as a framework
guiding economic development policies
and programs for the next 5.5 years in
Pinole beginning January 1, 2023.

Relevant EDS strategies include leveraging
the economic development potential of
Pinole’s historic downtown, bay waterfront,
and creek areas through placemaking
initiatives, promotion of cultural or historic
resources, and targeted business and
development attraction.

Old Town Pinole Parking & Pedestrian
Safety Study (2020): This study seeks to
facilitate efficient parking, improve
pedestrian safety, increase connectivity
between parking and destinations, and
enhance the unique character and
pedestrian experience in Old Town Pinole.

Figure 8 shows the boundaries of Old
Town Pinole. Relevant study priorities
include:
 Improve wayfinding and signage for
drivers and pedestrians, particularly to and
from area parking facilities.
 Narrow lane widths and remove slip lanes to slow traffic and improve safety.
 Implement new pedestrian facilities to enhance safety, including curb extensions and high visibility crosswalks.  Close pedestrian network/sidewalk gaps.
 Install more street trees throughout Old Town Pinole.  Add placemaking elements, including pedestrian scale lighting.

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14 Figure 4: Three Corridors Specific Plan (Project Areas) Source: Three Corridors Specific Plan, City of Pinole (2010)

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15 Figure 5: Appian Way Circulation Opportunities & Constraints (Three Corridors Specific Plan) Source: Three Corridors Specific Plan, City of Pinole (2010)

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16 Figure 6: Pinole Valley Road Circulation Opportunities & Constraints (Three Corridors Specific Plan) Source: Three Corridors Specific Plan, City of Pinole (2010)

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17 Figure 7: San Pablo Avenue Circulation Opportunities & Constraints (Three Corridors Specific Plan) Source: Three Corridors Specific Plan, City of Pinole (2010)

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18 Figure 8: Old Town Pinole Boundaries
Source: Old Town Pinole Parking & Pedestrian Safety Study (2020)

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19 Capital Improvement Plan - FY 2022/23 –
2026/27 (2022): The Capital Improvement
Plan (CIP) is a multi-year planning
document used by the City to identify, plan
for, and fulfill physical infrastructure needs
over a rolling 5-year period, updated
yearly. The Streets & Roads category
includes projects most related to
improvements in the City’s mobility
network. The current CIP was adopted in
2022 and covers the 5-year period from
fiscal year 22/23 to fiscal year 26/27.

Relevant project priorities include:
 Arterial Rehabilitation
 Tennent Ave Rehabilitation
 Appian Way Complete Streets
 Brandt St. Improvements
 Pedestrian Improvements at Tennent Ave near RX
 Hazel Street Gap Closure (Sunnyview)
 Pinole Valley Road Improvements
 Safety Improvements at Appian Way & Marlesta Rd. (HAWK at Appian Way and Marlesta)
City of Pinole Operating and Capital
Budget Fiscal Year (FY) 2022/23: The
City’s Operating and Capital Budget is a
legally required planning document that
compares services desired by the
community with the approximate resources
available to provide those services. The
budget is the City’s financial and service
planning tool for the next fiscal year and
reflects what the City, through the
interpretation of its elected officials on the
City Council, values and chooses to fund.

Public participation is encouraged and valued throughout the budget making process.

Local Road Safety Plan (2023): Pinole’s
Local Road Safety Plan (LRSP) identifies
and analyzes traffic safety issues and
recommends countermeasures that improve
safety for all users. The LRSP includes a
prioritized list of projects intended to reduce
severe injuries and fatalities on Pinole’s
transportation network. The LRSP is a
required component of many grant
application programs, including the Federal
Highway Safety Improvement Program
(HSIP). Table 1 shows the LRSP project list.

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20 Table 1: 2023 LRSP - List of Viable Safety Projects
Project Location Cost Per Location Total Cost
Project #1: Signalized Intersections (Improve signal
hardware: lenses, back-plates with retroreflective borders, mounting, size, and number, improve signal timing
(coordination, phases, red, yellow, or operation), Provide protected left turn phase (left turn lane already exists) Appian Way and Fitzgerald Dr $13,790
$183,792
San Pablo Ave and Tennent Ave $8,610
Appian Way and Canyon Dr and Tara
Hills $53,410
Pinole Valley Road/ Tennent
Ave/Ellerhorst St $81,060
San Pablo Ave and Pinole Valley Rd $8,610
San Pablo Ave and Pinon Ave/Appian
Way $9,702
Pinole Valley Rd and Estates Ave $8,610
Project #2: Pedestrian Safety at Signalized Intersections (Install advance stop bar before crosswalk, install raised median on approaches (S.I.), Install raised pavement
markers and striping (Through Intersection)
Appian Way and Fitzgerald Dr $68,243
$514,548
San Pablo Ave and Tennent Ave $60,459
Appian Way and Canyon Dr and Tara
Hills
$62,734
Pinole Valley Rd/Tennent Ave/Ellerhorst
St
$95,312
Fitzgerald Dr and Best Buy Parking Lot $47,222
San Pablo Ave and Pinole Valley Rd $103,858
Pinole Valley Rd and Estates Ave $76,720

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21 Project Location Cost Per Location Total Cost
Project #3: Safety at Unsignalized Intersections (Add
intersection lighting (NS.I.), Install/upgrade larger or additional stop signs or other intersection warning/regulatory signs, Install Rectangular Rapid Flashing Beacon (RRFB) Walter Ave and San Pablo Ave $238,455
$879,830
Pinole Valley Rd and Simas Ave $144,725
Pinole Valley Rd and Wright Ave $241,815
Pinole Valley Rd and Rafaela St $4,865
Wright Ave and Carol St $6,195
Pinole Valley Rd and Savage Ave $235,515
Simas Ave and Moraga Dr $8,260
Project #4: Citywide Signal Upgrade Citywide Signalized Intersections - - Project #5: Citywide Street light Inventory Citywide Intersections and Street Segments - - Project #6: Roadway Segments (Add Segment Lighting,
Install/Upgrade signs with new fluorescent sheeting
(regulatory or warning), Install delineators, reflectors and/or object markers)
Pinole Valley Rd: San Pablo Ave to Collins Ave $1,198,179 $1,469,474
San Pablo Ave: Oak Ridge Rd to Pinole Valley Rd $17,981 San Pablo Ave: Golden Gate Park to Del Monte Dr $9,198
Tara Hills: Kilkenny Way to Appian Way $11,588
Walter Ave: North Terminus to San Pablo Ave $88,613
Fitzgerald Dr: Jovita Ln to Appian Way $44,050
Appian Way: San Pablo Ave to Michael Dr $77,344
Tennent Ave: San Pablo Ave to Pinole Valley Rd $22,523

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22 Project Location Cost Per Location Total Cost
Project #7: Roadway Segments (Install centerline rumble strips/stripes, install edge-lines and centerlines, Install Rectangular Rapid Flashing Beacon (RRFB)
Pinole Valley Rd: San Pablo Ave to Collins Ave $339,794 $914,375
San Pablo Ave: Oak Ridge Rd to Pinole Valley Rd $19,194 San Pablo Ave: Golden Gate Park to Del Monte Dr $6,591
Tara Hills: Kilkenny Way to Appian Way $22,764
Walter Ave: North Terminus to San Pablo Ave $3,511
Tennent Ave: San Pablo Ave to Pinole Valley Rd $522,522 Project #8: Roadway Segments (Road Diet/Reduce travel
lanes from 4 to 3 and add a two way left-turn and bike lanes), Install dynamic/variable speed warning signs, Install/upgrade pedestrian crossing (with enhanced safety features)
Pinole Valley Rd: San Pablo Ave to Collins Ave $236,845 $1,483,510
San Pablo Ave: Oak Ridge Rd to Pinole Valley Rd $360,675 Tara Hills: Kilkenny Way to Appian Way $211,750
Fitzgerald Dr: Jovita Ln to Appian Way $447,440
Appian Way: San Pablo Ave to Michael Dr $226,800
Project #9: Citywide Regulatory and Warning Sign Inventory Citywide Roadway Segments - - Project #10: Pedestrian Set-aside [Install Rectangular Rapid Flashing Beacon (RRFB)] Tennent Ave (at Plum St & Pear St) $248,300 $248,300 Source: City of Pinole Local Roadway Safety Plan (2023)

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23 Regional Plans
Contra Costa Countywide Bike and
Pedestrian Plan (2018): The Countywide
Bicycle and Pedestrian Plan (CBPP)
prepared by the Contra Costa
Transportation Authority (CCTA) was to
support and increase the rates of walking
and bicycling in Contra Costa County.

Figure 9 shows the CBPP’s existing and
proposed bikeway map for Pinole and the
surrounding area, organized by bicycle
facility type. Figure 10 shows the CBPP’s
map of existing and proposed low-stress
bikeways in Pinole and the surrounding area. Low-stress bicycle facilities are those rated LTS 1 or LTS 2 following a Level of Traffic Stress analysis.

Figure 11 shows a map of pedestrian priority areas, where pedestrian improvements are most needed, identified by the CBPP. Proposed projects are listed in Table 2.

Local Implementation Actions recommended by the CBPP encourage cities including Pinole to:
 Adopt bicycle and pedestrian plans in compliance with California’s Active Transportation Program (ATP).
 Implement priority projects identified in the CBPP.
 Accommodate pedestrians and bicyclists in all new and rebuilt transportation projects.
 Increase bicycle parking through the adoption of bicycle parking ordinances for public and private developments and provide/install bike racks at existing sites.
 Revise general and specific plans to better support walking and bicycling.
 Adopt guidelines and standards for new development and redevelopment to better serve bicycling and walking.
 Support 511 Contra Costa’s bicycle and pedestrian initiatives.

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24 Figure 9: 2018 Countywide Bike and Pedestrian Plan – Bikeway Map for Pinole & Vicinity Source: Contra Costa Countywide Bike and Pedestrian Plan (2018)

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25 Figure 10: 2018 Countywide Bike and Pedestrian Plan - Proposed Low-Stress Bikeway Network Source: Contra Costa Countywide Bike and Pedestrian Plan (2018)

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26 Figure 11: Contra Costa Countywide Bike and Pedestrian Plan – Pedestrian Priority Areas Source: Contra Costa Countywide Bike and Pedestrian Plan (2018)

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27 Table 2: 2018 Countywide Bicycle and Pedestrian Plan - Proposed Bicycle and Pedestrian Projects Project Name Jurisdiction Description Limits Total Project Cost
Funding
Amount Source of Funding
1655 — Appian Way
Complete Street
Improvements
Contra Costa
County
Close sidewalk gaps, sidewalk, curb ramps, bicycle lanes, and bulb outs.

Garden Road to City of
Pinole $2,500,000 $500,000 Local AOB funds
1663 — San Pablo
Avenue Complete Street
Project
Contra Costa
County Provide a class III bike route Tara Hills Drive to City of Pinole $1,200,000 [blank] [blank] 1806 — West County
Safe Routes to School
Expansion Project
Contra Costa
County
Expand the West Contra Costa SR2S program to add 2
additional elementary schools to each jurisdiction within West Contra Costa: Richmond, San Pablo, El Cerrito, Pinole, Hercules, and the unincorporated area.

Collins Elementary and
Shannon Elementary
(Pinole)
$801,800 (total
expansion, including
schools outside
Pinole)
$92,000
$709,800
Local
Cycle 2 Regional Safe
Routes to School
0599 — SF Bay Trail:

Pinole Shores to
Bayfront Park
East Bay Regional
Park District
Project would construct a section of the San Francisco Bay Trail in the City of Pinole between Pinole Shores and Bayfront Park, approximately 0.5 mile. The proposed project would extend an existing Class I nonmotorized, paved trail from a hillside bluff across from Hazel Lane in Pinole Shores east over the Union Pacific Railroad (UPRR) tracks to connect to an existing path in Bayfront Park. The alignment would travel between the UPRR and Burlington Northern Santa Fe Railroad (BNSF) tracks for approximately 1,500 feet, then sweep north and east on a 140- foot radius curve with an elevated structure of approximately 1,100-feet in length to cross over the UPRR tracks. The last segment of the trail would parallel the UPRR tracks, traversing wetlands and marsh lands of San Pablo Bay, to connect with the existing path in Bayfront Park. Construction of the proposed trail alignment would require earthwork, retaining walls, and installation of a grade-separated bridge over the railroad tracks.

Pinole Shores to
Bayfront Park $13,300,000
$600,000
$790,000
$500,000
$2,060,000

TIGER II
EBRPD AA Bond

WCCTAC STMP
EBRPD WW Bond
1324 — SF Bay Trail,
Pt. Pinole to Pt. Wilson
East Bay Regional
Park District
Extend the Bay Trail from the Pt. Pinole Regional Park to Pt.

Wilson in the San Pablo Bay Regional Park. EBRPD completed a feasibility and preliminary engineering study on SF Trail between Pt. Pinole Shoreline and Pt. Wilson adjacent to the Railroad tracks in 2005.

Pt. Pinole Regional
Shoreline to Pt. Wilson $6,000,000 [blank] [blank]
3081 — Bay Trail:

Pinole Point Properties
to Wilsons Point
East Bay Regional
Park District
Construct a new .75 mi. paved Class I trail from Pinole Point Business Park to Wilsons point along the San Pablo Bay
shoreline and UPRR. Trail section requires a 3,000' boardwalk & 1,000' of paved trail.

Pinole Point Properties
to Wilsons Point $10,000,000 [blank] [blank]

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28 Project Name Jurisdiction Description Limits Total Project Cost
Funding
Amount Source of Funding
3015 — High Intensity
Activated Crosswalk
Beacon
City of Pinole
Installation of a High-Intensity Activated Crosswalk Beacon (HAWK) at the intersection of Appian Way and Marlesta Road.

The HAWK will be modified to rest in green. Curb ramps need modification to meet current ADA standards.
at Marlesta Road $125,000 $120,000
$5,000
OBAG 2
City of Pinole
3021 — Shale Hill
Project City of Pinole
The proposed project will construct a retaining wall, sidewalk and a new curb gutter along northern edge of the San Pablo Avenue right of way in the vicinity of Alvarez Avenue. There is an existing sidewalk gap that will be eliminated with this project.

Alvarez Ave to Oak
Ridge Rd $1,034,800 [blank] [blank]
3093 — Appian Way
Complete Street City of Pinole Complete street features on Appian Way from Fitzgerald Dr. to City limit.

Fitzgerald Dr. to Pinole
City Limits $800,000 [blank] [blank]
3094 — Bay Trail
Railroad Avenue Gap City of Pinole Provide bike/ped connection for missing Bay Trail segment near Railroad Ave Railroad Avenue in
Pinole $200,000 [blank] [blank]
3095 — Downtown
Pinole Bike/Ped
Improvements
City of Pinole Close sidewalk gaps, add ADA ramps / pads provide bicycle facilities, etc.

Various streets in
downtown Pinole $1,000,000 [blank] [blank]
3096 — Pinole Creek
Path Rehabilitation City of Pinole Improve and rehabilitate Pinole Creek Bike path from PVHS to Old Town Pinole.

Pinole Valley High
School to Old Town
Pinole
$1,000,000 [blank] [blank]
3097 — Bicycle
Sharrows & Signage on
Pinole Valley Road
City of Pinole Add bicycle sharrows and signage along Pinole Valley Road [blank] $15,000 [blank] [blank] Source: Contra Costa Countywide Bike and Pedestrian Plan (2018)

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29 Contra Costa County Transportation
Authority (CCTA) Transportation
Expenditure Plan (2020): The CCTA
Transportation Expenditure Plan (TEP) acts
as the guide for transportation investments in
Contra Costa County for the next 35-year
period. The plan includes transportation
projects and programs in all stages, from
planning to delivery, with funding provided by
the County’s half-cent transportation sales tax
as well as leveraged grant funding at the state
and federal level. Policy priorities include:
 Transit Policy: Improve transit service and amenities, including first- and last-mile connections, to increase transit ridership.  Complete Streets Policy: Streets should be made safer and more efficient by making space for all roadway users (motorists, bicyclists, pedestrians, transit riders), providing more options and reducing the need for costly roadway widening.
 Road Traffic Safety: Funding recipients should use all tools available to plan and design for roadways and a mobility network that eliminate the risk of traffic-related severe injury and death.

Planned investments include:
 Enhance I-80, I-580, Transit, and BART Corridor: Improve Traffic Flow on Major Roads in West County
 Railroad grade separations
 New bicycle and pedestrian facilities
 Traffic calming measures and roundabouts
 Shoulders, sidewalks, curbs and gutters, and streetscapes  Bus transit facility enhancements, such as bus turnouts and passenger amenities
 Improving Transit and Transportation Countywide In All Our Communities
 Improve Walking and Biking on Streets and Trails
CCTA Countywide Comprehensive
Transportation Plan (2017): The CCTA
Countywide Comprehensive Transportation
Plan (CTP) is the Contra Costa Transportation
Authority’s long-term plan for transportation
investment, planning, and growth
management. It seeks to move people and
goods using all travel modes; manage growth,
support its communities, and protect the
environment; make it easier for people to take
transportation alternatives to single-occupant
vehicles; maintain the current mobility network; and use limited funding resources to maximize benefit. Policy priorities include:
 1.2 Collaborate cross-jurisdictionally to manage traffic congestion and increase multimodal trips.
 1.3 Close gaps in the bicycle and trail network and improve connectivity to this network.
 3.3 Require that local jurisdictions adopt “Complete Streets” policies, supporting transportation alternatives in new developments, priority development areas, and transit priority areas.
 3.4 Invest in trails, walkways, and pedestrian improvements, especially for transit-oriented developments.
 3.5 Encourage increased use of transit, bicycling, and walking.

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30  3.8 Develop and expand a connected, well-organized bikeway system.
 3.10 Support Safe Routes to Schools projects and programs Table 3: 2017 Countywide Comprehensive Transportation Plan - 10- Year and 20-Year Project List
Project Project Mode Cost (2017 $ in
Millions)
San Pablo Avenue Pedestrian Gap Closure
Complete bicycle/pedestrian connection on
San Pablo Avenue over Santa Fe Railroad
tracks by upgrading the existing bridge or
constructing new dedicated bicycle/pedestrian
bridge.

Sponsor: Pinole, 10-Year List
Bike/Ped $1.1
Multimodal Streetscape Improvements, San
Pablo Ave, Pinole Valley Rd., Appian Way
Construct multimodal improvements on San
Pablo Ave, Pinole Valley Rd, and Appian Way
in Pinole.

Sponsor: Pinole, 20-Year Project List
Bike/Ped $5.5
Source: CCTA Countywide Comprehensive Transportation Plan (2017) Contra Costa County Transportation
Analysis Guidelines (2020): The Contra
Costa County Transportation Analysis
Guidelines (TAG) assist project applicants and
staff in traffic analysis preparation work. The
guidelines create a set process and
methodology for how to evaluate the impacts
of transportation and land use projects on the
existing Contra Costa County transportation
network.

West County Action Plan (2017): The West
County Action Plan addresses the future
travel needs in West Contra Costa County
and along the I-80 corridor via regional
planning and growth management strategies.

In addition to Pinole, the West County
Planning Area, as defined in the Contra Costa
County General Plan, includes the
communities of El Cerrito, Richmond,
Hercules, and San Pablo, as well as
unincorporated Contra Costa County.

West Contra Costa High-Capacity Transit
Study (2017): The West Contra Costa HighCapacity Transit Study was created to determine the feasibility of various highcapacity transit options in West Contra Costa County, examining different methods for
expanding transit capacity and improving the
mobility network overall. This study acts as a framework for regional stakeholders and governance bodies to evaluate and prioritize transportation projects that are cohesive, cost-effective, and capable of being funded.

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31 Within the Study’s Goals and Objectives, Objective 1B seeks to improve access for all modes of transportation to existing and proposed transit hubs in order to increase transit ridership.

State
Caltrans District 4 Pedestrian Plan
for the Bay Area (2021): The Caltrans
District 4 Pedestrian Plan for the Bay
Area implements the vision of “Toward
an Active California,” identifying and
prioritizing locations with bicycle and
pedestrian needs in Caltrans District 4
with the plan goals of safety, mobility,
equity, and preservation.

Caltrans evaluated data about the State Highway System (SHS) from its own inventories, regional plans, local plans, and public engagement, determining where gaps and barriers to walking and bicycling exist along or across the SHS. Location-based needs within the study area are included below:

Table 4: District 4 Pedestrian Plan for the Bay Area - Location-Based Needs
Road Segment Extents Crossing or Corridor Mode
Appian Way Crossing of I-80 Crossing Bicycle and/or
Pedestrian
Fitzgerald Dr Crossing of I-80 Crossing Bicycle and/or
Pedestrian
Source: Caltrans District 4 Pedestrian Plan for the Bay Area Locations with needs on the SHS were evaluated and prioritized based on how they align with the goals of Toward an Active California. Scored segments were ranked and sorted into tiers, with Tier 1 representing the highest intensity of need. Prioritization of location-based needs within the study area are included in the following table:

Table 5: District 4 Pedestrian Plan for the Bay Area - Needs Prioritization
Road Segment Extents Gap Type Tier (intensity of
need)
Appian Way Crossing of I-80 Freeway Junction
Improvement Tier 2
Fitzgerald Dr Crossing of I-80 Freeway Junction
Improvement Tier 2
Source: Caltrans District 4 Pedestrian Plan for the Bay Area Toward an Active California (2017): Toward an
Active California is the State’s first bicycle and
pedestrian plan that provides policies and actions
for the California Department of Transportation
(Caltrans) and partner agencies to undertake to
improve comfort, connectivity, safety, and
feasibility of travel by walking and bicycling.

By 2040, people in California of all ages, abilities,
and incomes can safely, conveniently, and
comfortably walk and bicycle for their
transportation needs.

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32 Local Context
Land Use Pattern
The City of Pinole is in West Contra Costa County in the San Francisco Bay Area. It sits on the shores of San Pablo Bay, astride the Interstate 80 corridor – the main route connecting the San Francisco/Oakland metropolitan area with Sacramento, Lake Tahoe, and destinations east – and just south of the SR 4 interchange, connecting to the communities of central Contra Costa County and I-680. Located 17 miles northeast of the city of San Francisco, Pinole is approximately 4 square miles in geographic area. At 19,065 people, Pinole is the third least populous city in Contra Costa County. The city of Hercules is located to the north/northeast, the community of El Sobrante to the south/southeast, the city of Richmond to the southwest, and the communities of Tara Hills and Bayview-Montalvin and the San Pablo Bay to the north/northwest. Figure 1 provides a map showing Pinole’s location.

The original inhabitants of what is now Pinole were members of the Lisjan (Ohlone) nation and the area was referred to as Huchiun and Carquin territories. Pinole’s development as a part of California’s own origin story is reflected in the development pattern still seen today. As a land grant from the Mexican government and then spurred by both the development of the Southern Pacific Railroad and the establishment of the California Powder Works in nearby Hercules, Pinole grew into a hub for commerce, banking, and waterfront trade. Following World War II, Pinole and surrounding communities saw major residential growth, much of which replaced the industrial land uses that preceded it.

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33 The City’s urban area is characterized by single-family homes within subdivisions. Large retail centers are concentrated at intersections of major streets and along Interstate 80. Schools, parks, and other civic uses are located throughout the City, within walking distance for many residents.

Pinole’s historic downtown commercial district, located at the heart of the City, is walking distance from some residential neighborhoods, as well as Pinole Creek, Fernandez Park, and the bayfront.

Demographics
All demographic data reflects 2021 American Community Survey 5-year Estimates from the United States Census Bureau, unless otherwise indicated.

POPULATION
Pinole is home to roughly 19,065 residents. There are a total of 6,794 households, and on average, each household has 2.79 residents.

AGE
As shown in
Table 6, residents 19 years of age and under account for over 19 percent of the City of Pinole’s population. A majority of those 19 and under are unable to drive themselves in personal vehicles, suggesting a sizeable need for safe places to walk, scoot, bicycle, or take transit to their destinations.

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34 Table 6: Age of Pinole Residents
Age Group Percent
19 years and under 19.1%
20-44 33.9%
45-64 24.9%
65 and over 22.2%
Pedestrian bridge to Pinole Senior Center crossing Pinole Creek in Fernandez Park

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35 INCOME
Median household income in Pinole is $104,275, which is less than the Contra Costa County median of $111,080 but greater than the California median of $84,907.

ACCESS TO CARS
The California Healthy Places Index (HPI) ranks the City of Pinole within the

50.9 percentile for automobile access for cities and towns, somewhat less than the Contra Costa County percentile of 58.9 for counties. Using HPI’s latest data source (ACS 2015-19), just under 4.2 percent, or just over 800 Pinole residents, do not have access to a car and may rely on walking, bicycling, or taking transit for their daily transportation needs.

DISADVANTAGED COMMUNITIES
Disadvantaged communities refers to areas throughout California which suffer from a combination of economic, health, and environmental burdens.

Such burdens include poverty, high unemployment, air and water pollution, presence of hazardous wastes as well as high incidence of asthma and heart disease. The presence of disadvantaged communities, including those with lower socioeconomic status, communities of color, and communities faced with environmental or pollution burden, can be measured in several ways. Many ATP funding sources prioritize projects that serve disadvantaged communities.

There are several methods for determining whether an area meets the definition of a disadvantaged community including:
 Equity Priority Communities are census tracts identified by the Bay Area Metropolitan Transportation Commission (MTC) that have a significant concentration of underserved populations, such as households with low incomes and people of color. Figure 12 shows Equity Priority Communities in blue. As shown in Figure 12, there are sections of Pinole near Tara Hills Drive that are defined as Equity Priority Communities by MTC.
 The California EnviroScreen 4.0 tool from the State Office of Environmental Health Hazard Assessment can be used to identify areas that quality as disadvantaged communities based on exceeding the 75th percentile. Areas located north of San Pablo Avenue and southwest of Tara Hills Drive, are designated as disadvantaged communities using CalEnviroScreen, as illustrated in Figure 13.
 Areas with Median Household Income (MHI) less than 80% of the statewide median. No areas are designated as disadvantaged using MHI, as illustrated in Figure 14.

Figure 12: MTC Equity Priority Communities Map

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36 Figure 13: Disadvantaged Communities Map (CalEnviroScreen 4.0 Percentile)

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37 Figure 14: 2021 Median Household Income (MHI) Map

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38 Rates of Walking & Bicycling
Walking comprises roughly 10 percent of daily trips in Pinole, 15 percent of daily trips in Contra Costa County, and nearly 17 percent of daily trips statewide, as summarized in Table 7. Bicycling comprises 2.2 percent of daily trips in Pinole, 1.3 percent of daily trips in Conta Costa County, and roughly 1.5 percent of daily trips statewide. The relatively limited provision of bikeway facilities in most communities is a key factor behind the relatively low rate of bicycling. Higher rates of bicycling are common in communities that have invested in bikeway networks, particularly low-stress bikeway facilities.

Table 7: Modes of Transportation (Daily Trips)
State of
California
(2010-12)
Pinole (2023) Contra Costa
County (2023)
Drive alone 49.3% 64.6% 58.3%
Carpool/Van
pool

26.5% 19.8% 23.4%
Public
Transit

4.4% 0.4% 0.7%
Walk 16.6% 10.3% 14.7%
Bicycle 1.5% 2.2% 1.3%
Other 1.1% 2.7% 1.6%
Source: 2010-2012 California Household Travel Survey (2013) for State of California; Replica (2023) for Contra Costa County. Note: Year 2023 transit rate reflects reduced transit ridership following the COVID pandemic. Additional Note: “Other” modes include taxi/TNC, as well as company shuttles, paratransit, and scooters.

Journey to Work
Pinole is home to roughly 7,200 employed residents, most of whom commute to places of employment outside of Pinole. Over 72 percent of employed residents in Pinole drive alone to work, according to 2021 5-year estimates from the American Community Survey. Nearly 1 percent of Pinole workers walked to work, compared to 1.4 percent in Contra Costa County and 2.1 percent statewide. The City’s bicycling to work rates (as combined with taxicab, motorcycle, and other modes) are also lower when compared to county and state, with Pinole at 0.9 percent, Contra Costa County with 1.8 percent, and the state with 2.4 percent.

Table 8: Mode of Transportation to Work (Employed Residents) Pinole Contra Costa
County California
Drive alone 72.6% 63.6% 70.6%
Carpool 9.3% 10.1% 9.6%
Public transit 7.2% 8.9% 4.0%
Walk 0.8% 1.4% 2.1%
Taxicab, motorcycle, bicycle, other 0.9% 1.8% 2.4%
Work from home 9.3% 14.3% 11.3%
American Community Survey 2021 5-year Estimates
While long commutes may be unlikely candidates to shift to walking or bicycling, over 8 percent of workers in Pinole, or about 703 people, travel less than 10 minutes to work each day. An additional 15 percent, or about 1,335 people, travel between 10 and 20 minutes to work. If improved connections between residential neighborhoods and employers within and adjacent to Pinole are created, these short commutes represent opportunities to increase walking and bicycling trips.

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39 Street Network
Most of Pinole is organized into suburban residential, commercial, and more rural/open space/park tracts, connected by a 79-mile street network including roughly 20 miles of Arterial and Collector streets. Arterial streets are generally 4 lanes wide and typically intersect with other arterials at signalized intersections.

Within the tracts, collector streets provide access to residential neighborhoods characterized by cul-de-sac and loop streets in some neighborhoods; residential neighborhoods immediately adjacent to Downtown exhibit a grid-like pattern.

The Interstate 80 (I-80) freeway runs diagonally north-south through Pinole, providing regional connections but also creating barriers to internal circulation between Pinole neighborhoods, including disrupting the continuity of the Pinole Creek Trail, resulting in mobility challenges for people walking and bicycling.

Table 9: Existing Street Network Miles
Street Classification Existing Miles
Arterial Route of Regional Significance 5.47 mi
Arterial Streets 4.99 mi
Collector 10.40 mi
Local Streets 58.29 mi
TOTAL 79.15 mi
Source: GHD (based on GIS data containing street network) A person riding a bicycle on the sidewalk of San Pablo Avenue in Old Town Pinole

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40 Figure 15: Existing Street Network Map

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41 Figure 16: Existing Speed Limits Map

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42 Traffic Speeds
The current speed limits on major streets within Pinole are illustrated on Figure 16. Posted speed limits are often based on prevailing speeds (defined as the 85th percentile speed). Streets with wide travel lanes (greater than 11 feet), wide shoulders, and large curb radii tend to result in higher prevailing speeds as emphasized on Figure 17. Streets with wide travel lane widths therefore provide opportunities to reallocate space in a manner that better serves all modes of travel.

Existing Speed Feedback Sign and Bicycle Facilities on Appian Way

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43 Figure 17: Wide Travel Lanes & Higher Vehicle Speed
Source: National Association of City Transportation Officials (NACTO) Urban Street Guide

PAGE
44 Pedestrian Facilities
Sidewalks & Paths
Together with Class I shared use paths, sidewalks form the backbone of the pedestrian transportation network. Most streets in Pinole have sidewalks, but sidewalk gaps exist on portions of Pinole Valley Road (east of I-80) and on some segments of San Pablo Avenue. Sidewalks are provided in most residential and commercial areas, although some residential neighborhoods may lack sidewalk on both sides of the street. While most sidewalks, particularly along area arterials, are not overly wide, they are mostly free of obstructions from objects like light poles, overhead utilities, utility boxes, and outstanding repair needs. Where narrow sidewalks are present immediately adjacent to high-speed arterials, it can be challenging for pedestrians to comfortably navigate.

Crosswalks
Crosswalks are an extension of the sidewalk and provide guidance for pedestrians by defining a path of travel across the roadway at intersections.

Crosswalks are not required to be marked but marked crosswalks alert drivers to the crossing and increase yielding for pedestrians.

Marked crosswalks can use standard parallel lines or “ladder-style” high visibility markings that include bold perpendicular markings between crosswalk edge lines. In school zones, crosswalks are yellow.

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45 “Ladder-style” crosswalk at the intersection of Savage Avenue and Pinole Valley Road, adjacent to Pinole Valley Park.

Curb Ramps
Curb ramps are necessary for people using wheelchairs to access sidewalks and crosswalks as well as people pushing strollers or who may have difficulty stepping onto a raised curb. Under the Americans with Disabilities Act (ADA), curb ramps are required to be installed with all new or retrofitted sidewalks. At corners, two curb ramps should be provided that align with each crosswalk, whenever possible.

Pedestrian Activated Devices
Pedestrian signals, pedestrian hybrid beacons, and rectangular rapid flashing beacons are types of pedestrian-activated devices used to facilitate crossings at midblock or uncontrolled locations, typically locations without a traffic control device such as a stop sign or traffic signal.

PEDESTRIAN SIGNAL
Pedestrian signals control traffic at midblock crossing locations. The traffic signal rests on green for vehicles until a pedestrian pushes a button to cross the street. The signal changes to yellow and then red to stop traffic, and pedestrians are shown a “walk” signal.

PEDESTRIAN HYBRID BEACON
A PHB on San Pablo Avenue at Eureka Avenue in El Cerrito, CA.

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46 Pedestrian Hybrid Beacons (PHBs), also known as High Intensity Activated Crosswalk Beacons (HAWKs), are a type of pedestrian beacon that can bring cars to a stop with a red light when a pedestrian pushes a button.

Once initiated, PHBs will flash yellow, then turn solid yellow, then turn solid red. PHBs are recommended for roadways with four or more travel lanes.

RECTANGULAR RAPID FLASHING BEACON
RRFBs include bright amber rectangular lights that flash in an alternating pattern when a pedestrian pushes a button. The beacon is dark when not activated. RRFBs increase visibility of the crosswalk, and alert drivers when a pedestrian is crossing the street.

Barriers to Walking
Natural and human-made barriers may present challenges to people walking in Pinole. The presence of I-80, with high traffic volumes and speeds, increases stress for users attempting to cross this facility.

Input from community residents during preparation of this ATP indicate that speeding drivers (particularly near I-80 and on San Pablo Avenue) and drivers failing to yield at crosswalk are key concerns.

In addition, Caltrans District 4’s 2021 Active Transportation Plan conducted surveys where community members identified major bicycle and pedestrian 1 https://dot.ca.gov/-/media/dot-media/programs/transportation-planning/documents/active-transportation-complete-streets/district4-finalreport-a11y.pdf needs along state highways1. Appian Way and Fitzgerald Drive were identified as key crossings of I-80 where improvements for pedestrians and cyclists are needed.

Several rail lines bisect the city, including freight and passenger rail. Rail corridors can cause interruptions in safe and efficient active travel in specific locations, including lack of safe crossing facilities and long wait times due to freight train movement or switching, among other reasons. Other barriers to walking and bicycling may be context or site specific, including features like drainage facilities, large parking lots and inadequate lighting or sightlines along trails.

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47 Bikeway Network
This section describes existing bicycling conditions in Pinole and provides initial concepts for providing low-stress bikeways that are comfortable for people of all ages and abilities.

Type of Bikeways
Bikeway planning and design in California typically relies on guidelines and standards established in the Caltrans Highway Design Manual. There are four “classes” of bicycle facilities that provide varying levels of separation and comfort for bicyclists. These classes are described below.

CLASS I BIKEWAY (SHARED USE PATHS)
Class I shared use paths are paved trails
completely separate from the street. They allow
two-way travel by people walking and bicycling and
are considered the most comfortable facilities for
children and inexperienced bicyclists as there are
few potential conflicts with people driving.

Existing Class I shared use paths in Pinole consist of the San Francisco Bay Trail and the Pinole Creek pathway.

CLASS II BIKEWAY (BICYCLE LANES)
Class II bicycle lanes are striped preferential lanes
in the roadway for one-way bicycle travel. Some
bicycle lanes include a striped buffer on one or both
sides of the lane to increase separation from the
traffic lane or from parked cars, where people may
open doors into the bicycle lane.

Class II bicycle lanes are currently provided on most of Appian Way and on a small segment of Pinole Valley Road (eastbound only).

CLASS III BIKEWAY (BICYCLE ROUTES)
Class III bicycle routes are signed routes where
people bicycling share a travel lane or shoulder with
people driving. Because they are shared facilities,
bicycle routes are typically appropriate only on quiet, low-speed streets with relatively low traffic volumes.

Some bicycle routes include shared lane markings
or “sharrows” that recommend proper bicycle
positioning in the center of the travel lane and alert
drivers that bicyclists may be present. Others include more robust traffic calming features to promote safety and comfort for people bicycling and are known as “bicycle boulevards.”
Fitzgerald Drive and San Pablo Avenue are designated as Class III bicycle routes, as well as segments of Appian Way and Pinole Valley Road.

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48 CLASS IV BIKEWAY (SEPARATED BIKEWAYS)
Class IV separated bikeways are on-street bicycle
facilities that are physically separated from motor
vehicle traffic by a vertical element or barrier such as a curb, bollards, or vehicle parking aisle. They can
allow for one- or two-way travel on one or both sides
of the roadway.

There are currently no Class IV bikeways in
Pinole.

Existing Bikeway Network
Existing bikeways in Pinole, by class, are summarized in Table 10 and illustrated in Figure 18. Bikeways in California are divided into several classifications summarized below.

Table 10: Existing Bikeway Network Miles
Bikeway Class Existing Miles
Class I Shared Use Paths 3.93 mi
Class II Bicycle Lanes 1.47 mi
Class III Bicycle Routes 4.88 mi
Class IV Separated Bikeways None
TOTAL 10.28 mi
Source: GHD
The city has an existing bikeway network of just over 10 miles. It primarily consists of scenic multi-use paths along Pinole Creek and San Pablo Bay, serving as the active transportation spine within the community. Currently, only 1.5 miles of bicycle lanes are available on city streets. While gaps remain, this network provides the initial foundation for bicycling in Pinole.

THE SAN FRANCISCO BAY TRAIL
The San Francisco Bay Trail is a multi-use path in the San Francisco Bay Area that is open to walking, jogging, bicycling, and other non-motorized and active uses. Connecting all nine Bay Area counties and 47 cities when completed, the Bay Trail is planned to extend more than 500 miles, fully encircling both San Francisco and San Pablo bays. The Bay Trail currently offers more than 350 miles of scenic trails connecting neighborhoods, communities, parks, schools, open spaces, and transit to and through the region’s distinctive landscapes. Figure 19 illustrates the Pinole segment of the Bay Trail.

San Francisco Bay Trail, Pinole Segment

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49 Figure 18: Existing Bikeway Network Map

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50 Figure 19: San Francisco Bay Trail - Pinole Segment Map Source: Map 15 – Point Wilson to Carquinez Bridge, Metropolitan Transportation Commission (note: approximate Pinole city boundaries added to image for this report)

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51 Bicycle Level of Traffic Stress (LTS)
Analysis
This section provides information about the bicycle level of traffic stress (LTS) analysis and results for the bicycle network in Pinole. Bicycle LTS measures the perceived sense of danger associated with bicycling in or adjacent to vehicle traffic.

Studies have shown that traffic stress is one of the biggest deterrents to bicycling and walking. The less stressful the experience, and the lower the LTS score, the more likely it is to appeal to a broader segment of the population. A bicycle and pedestrian network will attract a large portion of the community if it is designed to reduce stress associated with potential motor vehicle conflicts and connects people to their destinations.

Streets are considered low stress for cyclists if they have few interactions with vehicle traffic (such as slow, low-traffic neighborhood streets) or if greater separation is provided between people walking or bicycling and vehicle traffic.

The Bicycle LTS scores are being used to develop project recommendations that would create a lower stress bikeway network for people of different ages, abilities, and comfort with bicycling in Pinole. Using the LTS scores presented here, the City can select facility recommendations to increase separation between bicyclists and vehicle traffic, especially on higher-speed, multi-lane arterials. LTS scores will be used as a metric to prioritize the composite list of recommendations.

Bicycle LTS assigns a score from 1 to 4 to street segments, intersection approaches, and intersection crossings based on roadway data, including:
 Posted speed limit
 Number of vehicle lanes
 Intersection control devices (stop signs, traffic signals)  Type of bikeway, if applicable
 Separation between bicycle facility and vehicles
 Configuration of right-turn lanes at intersections

TYPES OF BICYCLISTS
Research conducted by the Portland Bureau of Transportation (PBOT) indicates the majority of people in the United States would bicycle if dedicated bicycle facilities were provided. Based on their skill level and confidence, most people self-identify as one of the four “types of bicyclists” shown in the graphic below. Only a small percentage of Americans are willing to ride if no facilities are provided—the so-called “Strong and Fearless” bicyclists.

A score of LTS 1 indicates a street with low stress and high comfort for people bicycling. LTS 4 reflects a highly stressful experience. A lower-stress network means all bicyclists, regardless of age or ability, can comfortably ride to their destination.

To better meet the needs of the “Interested but Concerned” bicyclists, it is recommended that communities work to decrease stress and improve comfort on their bikeway network. LTS 1 and 2 streets are typically appealing to these bicyclists.

Most local streets, including the residential streets in Pinole neighborhoods, would score LTS 1. However, local streets do not provide access to major destinations, and most local streets in Pinole do not provide for continuous circulation to or from adjacent neighborhoods. Low-stress local streets typically provide access to high-stress arterial or collector streets, where most average adults would not feel comfortable riding a bicycle.

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52 Image created by GHD, using PBOT data

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53 Figure 20: Bicycle Level of Traffic Stress Map

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54 LTS RESULTS
Designing streets that calm traffic and are comfortable for people of all ages and abilities across all transportation modes creates lower stress ways for residents and visitors to safely travel where they need to go. Figure 20 shows segment Bicycle LTS scores for Pinole’s arterial and collector streets network, and for Pinole’s existing Class I shared use path segments. As shown:
 All the City’s arterial street segments scored LTS 3 or 4, indicating stressful conditions for cyclists, including LTS 4 on San Pablo Avenue and most of Appian Way.
 Most of the City’s collector street segments scored LTS 3, except for Simas Avenue and the portion of Tennent Avenue (west of San Pablo Avenue) that is designated as a collector street, both of which scored LTS 2. Collector streets that scored LTS 3 include Estates Avenue, Henry Avenue, Marlesta Road, Sarah Drive, Tara Hills Drive and Wright Avenue. These results indicate that most collector streets in Pinole are relatively high stress for most casual cyclists, given the traffic volumes and lack of bicycle lanes.  All the Class I path segments scored LTS 1, indicating low-stress travel for bicyclists. This pertains to the San Francisco Bay Trail and Pinole Creek trail.

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55 Bicycle Support Facilities
In addition to a network of bikeways, support facilities are also needed to attract and maintain dedicated bicyclists by considering their needs throughout their journey. People are less likely to ride their bicycles to destinations without secure bicycle parking. Other support facilities include showers or lockers at destinations, repair stations with basic tools, and wayfinding signs to help bicyclists navigate to routes and destinations.

BICYCLE PARKING
Secure bicycle parking is a critical part of a complete bicycle network.

Bicycle parking is typically divided into two categories serving different purposes: short-term convenient bicycle racks and longer-term highersecurity parking.

Short-term bicycle parking consists of bicycle racks placed in highly visible, convenient locations near the entrances to destinations. They serve bicyclists who need to park for a few hours or less, including visitors, customers, or other short-term users.

Long-term bicycle parking consists of bicycle lockers or secure parking areas like bicycle cages or bike rooms. They are intended for bicyclists who need to park for longer periods of time or overnight, including employees, students, transit riders, or residents in multifamily buildings.

The Pinole Municipal Code (17.48.120) requires bicycle parking to be provided for all new construction, additions of ten percent (10%) or more floor area to existing buildings, and changes in land use classification. It also requires bicycle parking for each enumerated use category, including multifamily residential; public, semipublic, and service; hospitals and clinic; schools, public or private; commercial and entertainment; and business and professional offices. Additional provisions for long-term bicycle parking are also included for mixed-use and high-density residential development.

SHOWER AND CHANGING FACILITIES
For bicycle commuters, having access to a place to shower, change, and securely store their belongings makes bicycling to work easier and more attractive.

The Pinole Municipal Code does not currently specify the provision of showers or changing facilities for bicycle commuters.

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56 TRANSIT INTEGRATION
Source: WestCAT
The Western Contra Costa Transit Authority (WestCAT) provides bus service within Pinole. Figure 21 provides a map of WestCAT routes. All WestCAT buses, including local fixed route, express, and Lynx (providing transit service from the Hercules Transit Center to San Francisco), are equipped with exterior bicycle racks at the front of the bus capable of accommodating 2 bicycles. Allowing bicycles onboard assists with regional connectivity and first- and last-mile connections that transit riders may need to make between their homes and destinations.

Source: AC Transit
Additional regional bus service is provided by AC Transit, with buses similarly equipped with exterior bicycle racks at the front of the bus. Bicycles are also allowed inside AC Transit buses between midnight and 5:30 am on weekdays and between midnight and 9:00 am on weekends and holidays if the exterior rack is full and space is available inside the bus. For AC Transit’s commuter coach buses, which lack exterior racks, bicycles must be loaded into cargo bays with assistance from the driver.

Source: BART
San Francisco Bay Area Rapid Transit (BART), with nearly equidistant nearby stations at El Cerrito Del Norte and Richmond, allows bicycles onboard trains, except that bicycles are never allowed on the first car of any train, the first three cars during commute hours (7:00 to 9:00 am and 4:30 to 6:30 pm), or on crowded cars. Bicycles are allowed on escalators; bicyclists must yield to other passengers and not block aisles or doors. El Cerrito Del Norte Station offers 44 secure, on-demand BikeLink lockers that can be accessed using the BikeLink app via smartphone. Richmond Station offers 32 additional BikeLink lockers.

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57 Figure 21: Existing WestCAT Bus Routes
Source: WestCAT

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58 Safety & Collision Data
Collision data involving people walking and bicycling in Pinole was queried from the California Highway Patrol’s Statewide Integrated Traffic Records System (SWITRS). Eight years of data were evaluated, between January 2015 and December 2022. A total of 1,404 collisions were reported within the City of Pinole during this period, 1,004 of which occurred on state highways or ramps and 400 of which occurred on local roadways (based on the state highway field in SWITRS). Of the collisions occurring along state highways or near ramp intersections, 12 were pedestrian-involved collisions and one was a bicycle-involved collision. Bicycle- and pedestrian-involved collisions occurring along state highways have been filtered out of the remaining analysis.

Overall collision severity of both bicycle and pedestrian collisions from 2015 to 2022 are mapped in Figure 22, with overall collision density mapped in Figure 23.

Bicycle-Related Collisions
Of the 400 collisions which occurred on local roadways during this period, nine (2.3 percent) were bicycle-involved collisions. Of these, four resulted in visible injury, two resulted in injury with complaint of pain, and three resulted in property damage only.

Reported bicycle collisions occurred entirely on only five local roadways:

Appian Way, Fitgerald Drive, San Pablo Avenue, Tennent Avenue, and 2 https://www.chp.ca.gov/InformationManagementDivisionSite/Documents/14-Glossary%202017%20(Crash)%20(Revised%20on%2010092019).pdf 3 https://www.nhtsa.gov/sites/nhtsa.gov/files/documents/ca_chp555_manual_2_2003_ch1-13.pdf Pinole Valley Road. Typically, roadways that lack comfortable facilities for bicycling, have greater than 2 travel lanes, and/or experience higher traffic speeds and volumes are more likely to experience bicycle collisions, especially as part of an incomplete active transportation network.

PRIMARY COLLISION FACTOR
The Primary Collision Factor (PCF) is the one element or driving action which, in the investigating officer’s opinion, best describes the primary or main cause of the collision or crash.2 The PCFs for the reported bicyclerelated collisions were improper turning, automobile right of way, and pedestrian right of way, and wrong side of road.

TYPES OF COLLISIONS
Of the nine bicycle-involved collisions, three were sideswipe (where one vehicle strikes the side of another with a glancing blow), two were broadside (where one vehicle strikes another vehicle at an angle greater than that of a sideswipe), two were categorized as bicycle collisions (where one vehicle strikes a bicycle), one was categorized as parked motor vehicle (where one vehicle strikes a parked motor vehicle), and one was not categorized.3

TIME OF DAY & LIGHTING
Four of the nine reported bicycle collisions occurred when lighting conditions were dark with streetlights illuminated, at 6:59 pm, 7:57 pm, 9:19 pm, and 11:45 pm respectively, with all four occurring on weekdays following the

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59 evening commute hours. One collision occurred when lighting conditions were categorized as dusk-dawn, at 5:30 am on a Saturday. The remaining four occurred in daylight in the afternoon and early evening, at 12:40 pm, 2:43 pm, 3:56 pm, and 5:07 pm respectively, with three of the four occurring on weekdays and one occurring on the weekend.

Pedestrian-Related Collisions
Of the 400 collisions which occurred on local roadways during this period, 13 (3.3 percent) were pedestrian-involved collisions. Of these, two were fatal, two resulted in severe injury, two resulted in visible injury, and seven resulted in injury with complaint of pain.

PRIMARY COLLISION FACTOR
The primary collision factors for the reported pedestrian-related collisions were pedestrian right of way (five collisions), pedestrian violation (three collisions), unsafe speed (one collision), traffic signals and signs (one collision), other improper driving (one collision), and unknown (two collisions). Reported pedestrian collisions occurred mostly (62 percent) at intersections, with a small number of intersections establishing pedestrian collision hot spots: San Pablo Avenue at Tennent Avenue, Tennent Avenue at Pear Street, Fitzgerald Drive near Appian Way, and Pinole Valley Road near I-80.

TYPES OF COLLISIONS
Of the 13 pedestrian-involved collisions, one was categorized as rear end (where two vehicles, traveling in the same direction, make direct contact), one was categorized as broadside (where one vehicle strikes another vehicle at an angle greater than that of a sideswipe), and the remaining 11 were categorized as vehicle/pedestrian (where a vehicle strikes a pedestrian).

TIME OF DAY & LIGHTING
Most of the reported pedestrian collisions occurred in daylight, and nearly all occurred with some sort of illumination.
 69 percent (nine collisions) occurred in the daylight.  31 percent (four collisions) occurred during darkness, but with the roadway illuminated by streetlights.
39 percent (five collisions) occurred in the morning, between 6 a.m. and noon. 39 percent (five collisions) occurred in the afternoon, between noon and 6 p.m. 23 percent (three collisions) occurred in the evening, between 6 p.m. and midnight.

Please Slow Down Sign on Pinole Valley Road

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60 Figure 22: Bicycle and Pedestrian Collisions by Severity 2015-2022

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61 Figure 23: Bicycle and Pedestrian Collisions Density 2015-2022

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62 Programs
Programs support walking and bicycling in a community by sharing information, promoting safety, and fostering a vibrant active transportation culture.

Communities with high rates of walking and bicycling often use a “Five E’s” approach, with education, encouragement, evaluation, and equity complementing engineering improvements.
 Education programs share information about safety, benefits of active transportation, and resources or facilities available in the community. They should address people bicycling, walking, and driving.
 Encouragement programs promote bicycling and walking as fun, convenient, and enjoyable modes of transportation and recreation.  Evaluation programs monitor success through counts, surveys, and data review to inform adjustments or modifications to programs, policies, and the built environment.
 Equity is a lens through which all programs and infrastructure projects should be viewed to ensure disadvantaged members of the community have access to and benefit from the City’s investments in active transportation.

The City and its partners have been carrying out the following programs in recent years to support bicycling and walking:
4 https://cchealth.org/injury-prevention/safe-routes.php Traffic & Pedestrian Safety Commission
The Traffic & Pedestrian Safety Commission (TAPS) is a specific undertaking by the Pinole City Council to address pedestrian safety concerns and transportation issues brought by residents and stakeholders.

Discussions include areas for improvement across the pedestrian and multimodal network, including planning and grant funding activities.

Safe Routes to Schools
Safe Routes to School (SRTS) programs offer education and encouragement activities intended to increase the number of children who walk or bicycle to school and reduce traffic congestion in school areas.

Contra Costa Health’s Injury Prevention and Physical Activity Promotion SRTS program works with cities and community-based organizations (CBOs) to encourage children to walk and bike to school as a form of regular exercise and community building.4 Contra Costa Health coordinates and implements SRTS activities at Crespi Junior High School in El Sobrante as well as Pinole Middle School including:

Walk to School Day is celebrated each October and Bike to School Day is celebrated each May. Both activities celebrate and encourage students who walk or bike to school.
 In-Class Presentations and Assemblies
 Leadership Development
 Walking School Buses can address parent concerns by organizing groups of students to walk to school together along a “bus route” with supervision from a parent or other volunteer.

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63  Bike Rodeos offer on-bike skills practice for students and are held either during school as part of an assembly or physical education, or after school.
 On-Campus Kiosks promote walking and bicycling.
 Bike Helmet Safety Education includes information on the importance of wearing a helmet as well as proper fit and adjusting straps.

Contra Costa Health Bike Rodeo, Source: Contra Costa Health 5 https://511contracosta.org/schools/pass2class-program/ 6 https://bikeeastbay.org/education
Pass2Class Free Bus Passes for Students
Regular commutes to and from school aboard transit often include first- and last-mile connections made by walking or rolling. Students in Pinole, as part of Contra Costa County, can receive free transit bus passes as part of the Pass2Class program at the beginning of each school year, reducing traffic congestion and air pollution and encouraging multimodal travel. The 2023 program offers free County Connection, Tri Delta Transit, WestCAT, or AC Transit bus passes for up to two (2) students per household for up to two months.5
Community Education & Encouragement
Several local entities contribute to educational and encouragement campaigns targeting Pinole residents, such as the City and Bike East Bay, the local bicycle advocacy organization.
 Bicycle Education Classes sponsored by Bike East Bay are free classroom, on-bike, and webinar-based classes on a variety of topics to help community members do more by bike. Class types include “Urban Cycling 101 for Adults and Teens” as well as workshops, family rides, and group rides.6
 Community events and rides sponsored by Bike East Bay include regular “Try an E-Bike” rides on the Richmond-San Rafael Bridge, Family Cycling Rodeos, and so much more. As a not-for-profit community organization, Bike East Bay seeks to promote healthy, sustainable communities by making bicycling safe, fun, and accessible.

Appendix B

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Stakeholder and
Public Engagement
Summary
The ATP and its recommendations were shaped through a robust stakeholder and public engagement process.

The public was engaged throughout the planning process in a variety of different ways, including:
− In-person engagement, including pop-ups and a workshop − Online engagement, including a project website, an interactive map, and online surveys
Stakeholders were engaged as well.

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Community Engagement Committee (CEC)
A Community Engagement Committee was convened to assist the City in reviewing the public participation plan for the ATP, branding the ATP, choosing dates/locations for workups and pop-up events, sharing information about the ATP and workshops with community members and stakeholders, as well as participating in other task related to engagement. The CEC met four times throughout the project to review and provide feedback on outreach, existing conditions findings, draft recommendations, and review draft Plan.

September 25, 2023
The first CEC meeting was held via web conference to introduce the project, review the public participation plan, decide on project branding (logo, name, and custom project website URL), and provide an overview of the project website.

November 8, 2023
The second CEC meeting was held via web conference to provide an update on community outreach and engagement as well as an overview of the Existing Conditions Report.

In-Person Engagement
Three in-person engagement events were held, including two pop-ups and one formal workshop.

Materials
The purpose of the initial in-person engagement was to introduce the project to the community, gather comments and concerns about the existing transportation network in Pinole, and assess the community’s priorities for the Plan. A variety of materials were developed for these events, including:
♦ Two Project Area Maps, used to facilitate location-based comments.

Attendees were prompted to write their comments on sticky notes and place them on the maps.
♦ An Information Board with project’s background, goals, and timeline. ♦ Pedestrian and Bicycle Facility Handouts that highlighted potential infrastructure options.
♦ A Getting Around Pinole Dot Exercise that asked 1) what prevents you from walking, bicycling, or rolling (e-bike, scooter, skateboard, etc.) in Pinole? and 2) what would you like to prioritize in Pinole.

Participants were encouraged to place dots indicated their response to each question.

Materials illustrating potential improvement concepts were developed for the final engagement events. Participants were asked which improvement concepts they preferred and indicated them with sticker dotes and sticky notes.

Pop-Up 1 – October 28th, 2023
The first public engagement event was a pop-up held outside the Peet’s Coffee on Pinole Valley Road from 9 am to 1 pm. The purpose of the event was to introduce the project to the community, gain feedback about community concerns and familiarize the public with potential active transportation design solutions.

About 25 people provided feedback at the workshop, and participants generally commented on pedestrian and bicycle safety and recreation access. Comments specifically addressed:
♦ Challenges cross Pinole Valley Road. Improved pedestrian crossing near library, San Pablo Avenue, and crossing highway interchange. ♦ Improved safety around shopping center, specifically for pedestrians walking along Pinole Valley Road.
♦ Interest in raised crosswalks and RRFBs.
♦ Improved sidewalks and crossing on San Pablo Avenue, specifically near the senior center and Tennant Avenue.
♦ Wayfinding and maps for bicyclists.

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♦ Maintenance and improvements on Bay Trail.
♦ Interest in protected bicycle lanes and green paint.
♦ Bicycle parking at major destinations.

Pop-Up 2 – November 4th, 2023
The second public engagement event was a pop-up held at the Farmers’ Market on the corner of Tennent and San Pablo Avenue from 9 am to 1 pm.

The purpose of the event was to introduce the project to the community, gain feedback about community concerns and familiarize the public with potential active transportation design solutions. Feedback was gathered from over 60 people during the event.

Attendees most often noted that speeding drivers, followed by difficulty crossing major streets and physical barriers, freeways, railroad crossings, prevents them from walking, bicycling, and rolling in Pinole.

When asked their priorities from improving transportation in Pinole, participants ranked safety for pedestrians and bicyclists, as most important, followed by supporting a culture of walking and bicycling and an increase accessibility and comfort.

Approximately half of the comments on the map of downtown Pinole were concerns of low bus frequency and the need for improved transportation/connection. Participants also commented on:
♦ High vehicle speeds, specifically on Simas Avenue, Estates Avenue, Henry Avenue, Tennent Avenue
♦ Pedestrian safety, specifically vehicles not yielding to pedestrians on Pinole Valley Road
♦ New and enhanced crossing locations, specifically at Adobe Road, Serita Court, and Creek Path and San Pablo Avenue
♦ Roadway improvements
♦ Accessibility throughout the network, specifically ramps on Pinole Valley Road
♦ Interest in a Road Diet on Tara Hills Road
Workshop 1 – July 11th, 2024
A workshop was held to provide an opportunity for the community to comment on the ATP. The event took place at the Pinole Senior Center on July 11th, 2024, from 6 to 8 pm. The workshop included draft concept plans along Pinole Valley Road, Tennent Avenue, Appian way, Fitzgerald Drive, and San Pablo Avenue. Additionally, a round table discussion was held to facilitate conversation about the recommendations.

Comments left on the boards included:
♦ Safety concerns regarding how bicyclists would turn from the two-way bikeways at intersections
♦ Concerns about removing parking on Tennent Avenue, specifically regarding the impacts to the church and school
♦ How the City will decide which side of the street will have parking, and which side will have bikeways on roadways where two-way bicycle facilities are recommended
♦ Support for slowing traffics speeds along Appian Way as drivers exit I80

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Project Website
A project website was developed to host project information and online engagement tools. The website included and interactive map for participants to leave location-specific comments and a public input survey, described below. A public comment form for general feedback was available to website visitors.

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Interactive Mapping Tool
An interactive mapping tool was posted on the project website to gather comments on specific locations throughout the community. Participants were prompted to place digital ‘pins’ on a map of the City of Pinole where they had location-specific comments or concerns using six different comment themes:
bicycling, kids/school, recreation, traffic safety, walking/pedestrian, and work/commute. Users could see comments left by other users, leave responses and vote on pins through a “like” or “dislike” feature. The maps below show the map tool and a heat map of comments, illustrating locations users commented on most.

Interactive Map and Instructions
Comment Heat Map
Responses
More than 500 comments were entered on the map by the community. Below is a summary of comments received, and a full table of all interactive map comments can be found in Appendix C.

Figure 1 Map Comment Themes
Eight themes emerged from feedback gathered by the interactive map tool, listed below. Figure X shows the percentage of comments that mentioned each them.

BICYCLE CONNECTIONS AND SEPARATION
♦ Concerns about bicycle safety throughout the transportation network ♦ Support for protected, separated bikeways, as well as green painted lanes and conflict markings
♦ Improve connectivity throughout Pinole, specifically to downtown ♦ Increasing safety for children and families traveling to school 18%
11%
9%
49%
16%
6%
2%
1%
0% 10% 20% 30% 40% 50% 60%
Bicycle Connections and Separation
Pedestrian Connections
Trails
Crossing and Intersections
Vehicle Speed and Traffic Safety
Kids and School
Commercial
Transit
Comment Themes

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PEDESTRIAN CONNECTIONS
♦ Close gaps in the sidewalks network
♦ Narrow sidewalks, overgrown foliage, and high vehicle speeds decrease walkability and ADA accessibility
♦ Improve the pedestrian network for students and seniors walking to their destinations

TRAILS AND RECREATION
♦ Maintenance along the Bay Trail
♦ Improve safe access to trails, and improve connectivity to key destinations throughout Pinole, like local schools, the library and downtown
♦ Ensure safety for pedestrians, bicyclists, and small motorized vehicles (scooters, electric bicycles, etc.) sharing the trail
♦ Support for existing trails and interest trail improvements, additional off-street paths, and linear parks

CROSSING AND INTERSECTIONS
♦ Improve ADA accessibility by installing compliant curb ramps throughout Pinole
♦ Issues with drivers yielding to pedestrians, specifically at uncontrolled intersections and slip lanes
♦ Increase safe crossing opportunities for all people, especially students and children, to prevent Jaywalking
♦ Support for additional crosswalks, RRFBs, and curb extensions

VEHICLE SPEEDS AND TRAFFIC SAFETY
♦ High vehicle speeds that pose a significant risk for pedestrians and bicyclist crossing the street
♦ Support for traffic calming measures like lane reconfigurations with bicycle lanes, speed bumps, and traffic circles
♦ An emphasis on calming speeds along Pinole Valley Road

KIDS AND SCHOOL
♦ Significant risk for children crossing the street, especially near schools ♦ Improve safety for children bicycling and walking to and from school and around Pinole
♦ Congestion and unsafe conditions at school drop-off and pick-up zones
♦ Improved safe crossing locations and network connections near schools

COMMERCIAL
♦ Improve pedestrian and bicycle connections to local businesses.

Enhanced active transportation facilities would attract people to downtown.
♦ Encourage people to walk or ride their bikes to run errands and go shopping

AMENITIES AND LANDSCAPING
♦ Bike racks needed at key locations throughout Pinole
♦ Improved lighting along paths and intersections to improve safety ♦ Wayfinding signage and online maps are needed to educate the public about the trail network
♦ Interest in landscaping and shade trees

MAINTENANCE
♦ Overgrown foliage hinders visibility for drivers and decreased accessibility along walkways
♦ Restriping on roadways is needed
♦ Maintenance along trails is needed

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TRANSIT
♦ Increase bus stop locations and bus frequency
♦ Improved dial-a-ride services for the elderly
Online Transportation Survey
An online transportation survey was available on the project website. The survey gathered information about participants’ travel patterns, barriers to active transportation, and prioritization of improvements to the transportation network. The survey gathered 102 responses from the public.

Demographics and Travel Patterns
A majority of survey respondents own property in Pinole, while others work, rent, own a business and/or go to school in the area.

According to the survey, trips most frequently taken included running errands, going to the grocery store or the farmers market (97%) followed by recreation (91%), medical trips (61%), work (31%) and school (30%).

Survey respondents most often said they drove once or multiple times a day (67%). A large portion of respondents reported walking – 47% walked once or more a day and 45% said they walked at least a few times per month. Fewer respondents reported riding a bicycle, or skateboard, and a majority of those who did rode a few times a month. Carpooling and taking public transit in pinole is less common -- more than half of respondents reported never carpooling (52%) and almost 75% reported never using public transportation. 0% 20% 40% 60% 80% 100%
Carpool or ride in someone else's car
Take public transit
Ride a bike, scooter, skateboard, etc.

Walk or use a wheelchair
Drive a car
Transportation Mode and Frequency
Multiple times per day Daily A few days per week
Weekly A few times per month Never

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Barriers to Walking and Bicycling
Pedestrians reported shorter trips between 1 and five miles to be most challenging. Bicyclists reported longer trips over five miles to be most challenging, but also reported being challenged by shorter trips. Many respondents said no length of bicycle trip was challenging.

Respondents reported a disconnected sidewalk or bike path network and poor quality of pedestrian or bike infrastructure posed the greatest challenges when walking and bicycling in Pinole.

Participants were asked if the children in their households walked, bicycled, or rolled to school. Respondents highlighted car speeds and reckless drivers, lacking bicycle facilities and safety as major concerns for children traveling in Pinole.

Comfort
Survey respondents were asked how comfortable they felt when using different modes of transportation.
♦ Most respondents who drove or carpooled said they felt very comfortable or moderately comfortable when driving.
♦ Respondents who walked or took public transportation mostly felt moderately or somewhat comfortable.
♦ Respondents who ride bicycles, scooters and skateboards in Pinole often reported did not feel comfortable riding in pinole or felt only somewhat comfortable.

Participants were asked what their number one concern was depending on mode of transportation:
♦ Drivers and people who carpooled said unsafe and/or speeding drivers were their number one concern.
♦ Pedestrians said their top concerns were unsafe and/or speeding drivers and a lack of comfortable sidewalks, including poor sidewalk surface, obstructed sidewalks, and sidewalks that are too narrow.
♦ Bicyclists said their main concern was a lack of comfortable bike lanes.
♦ Public transit users said their top concern was traffic.

Priorities
Survey respondents were asked to rank what types of improvements they prioritized most. Priorities were ranked most to least important:

1. Safety for all people

2. Improving facilities for walking or using a wheelchair

3. Improving facilities for biking and rolling

4. Quality of life (greenery, shade, roadside aesthetics)

5. Speed reduction/traffic calming

6. Lighting improvements

7. Transit improvements
When asked what the single biggest active transportation improvement they would like to see in Pinole to make it easier to walk, roll or ride a bicycle, participants highlighted bicycle lanes and routes most often, and mentioned sidewalks, crosswalks, traffic, and improvements along Pinole Valley Road and San Pablo Avenue.

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Online Concept Survey
An online concept survey was created to gather community input on the draft concept plans that were presented at the in-person workshop. The survey had 244 participants and 399 comments (see Exhibit 1).

Generally, respondents favored Class IV separated bikeways over other bikeways. Some respondents expressed concern about road diets and traffic congestion. Other respondents expressed support for road diets and traffic calming.

APPIAN WAY
Of the three concepts, respondents favored the Class IV separated bikeway with landscaped buffers (Future Concept B) (31% liked “a lot”). Respondents noted that landscaping would provide physical protection from vehicles, slow traffic more effectively, and provide attractive green space along Appian Way.

PINOLE VALLEY ROAD
Of the two concepts, respondents favored the Class IV separated bikeway (Future Concept B) (26% liked “a lot”), as they felt it was the safest option for bicyclists.

Respondents felt that a road diet for the Class II buffered bicycle lanes (Future Concept A) would increase congestion.

Respondents were concerned about the removal of parking for both concepts.

SAN PABLO AVENUE
Of the three concepts, respondents favored the Class IV separated bikeway (Future Concept B) (21% liked “a lot”), as they felt it was the safest option for bicyclists.

Respondents felt that the Class I shared-use path (Future Concept A) would lead to increased conflicts between pedestrians and bicyclists.

Respondents felt that a road diet for the Class II bicycle lanes (Future Concept C) would increase congestion.

TENNENT AVENUE
Of the four concepts, respondents favored the Class II buffered bicycle lanes (parking protected on one side) (Future Concept D) (27% liked “a lot”), as they felt it was the safest for bicyclists. However, many respondents were concerned about removing parking.

FITZGERALD AVENUE
For the one concept, respondents said that they liked the Class II buffered bicycle lanes “a lot” (20%) or “somewhat” (23%). However, respondents were concerned that this concept would not provide adequate protection for bicyclists.

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City Hall Concept Survey
The City displayed the draft concept plans at Pinole City Hall. Participants were instructed to place sticker dots on the concept they favored for each roadway.

Participants chose concepts that included physical barriers between vehicle traffic and bicyclists, as follows:
♦ On Tennent Avenue: Class II buffered bicycle lane (parking protected on one side) (Future Concept D), which received six votes ♦ On Pinole Valley Road: Class IV separated bikeway (Future Concept B), which received three votes
Participants also supported concepts that featured lane reconfigurations for San Pablo Avenue and Pinole Valley Road.

On San Pablo Avenue, participants were almost equally spilt between a Class II bicycle lane (Future Concept C) and a Class IV separated bikeway (Future Concept B), which received eight votes and nine votes, respectively.

Exhibit 1
1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

Appendix C

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Stakeholder & Public Comments
Table 1: Interactive Map Comments
Created on Type Comment
Up
Votes
Down
Votes
10/9/2023 Traffic Safety Comment Dangerous cross-walk. I and many others have been involved in vehicle vs. pedestrian accidents here. Drivers speed dangerously and do not obey traffic rules or signals. 5 0
10/9/2023 Traffic Safety Comment Drivers disregard rules of the road here, even during student crossing hours. This includes illegal lane changes, speeding, illegal u-turns, stopping in the intersection. With the additional construction, this is a very dangerous area. 4 0
10/14/2023 Walking/Pedestrian Comment What a wonderful thing if people could safely bike/walk from Pinole Valley Park to at least I-80, if not further, on a safe designated multi use path. Kids and families going to ellerhorst, kids and families going to high school, kids and families going to the library.

Biking/Walking to shopping and restaurants, getting exercise. The bike/walk from Pinole Valley to I-80 and downtown isn’t that long, and it’s pleasantly flat—it’s just unsafe along and in Pinole Valley Road.
6 0
10/16/2023 Walking/Pedestrian Comment I agree, I love how Lafayette, Walnut Creek and other neighborhoods are connected by a safe walking/biking trail. Would love to see that in Pinole 1 0
10/16/2023 Traffic Safety Comment People drive fast on Pinole Vally Rd. It would be good to slow traffic down from the school to the skate park and add flashing lights where pedestrians cross to the park 7 0
10/17/2023 Walking/Pedestrian Comment Dangerous four lane road with not enough physical and visual warning for crosswalk-- drivers constantly blowing through stop and this is right next to an elementary school.

Need real, physical, traffic calming measures and pedestrian refuge islands for length of road, at least on Pinole side, to provide pedestrian and cyclist safety. 3 0

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Created on Type Comment
Up
Votes
Down
Votes
10/17/2023 Traffic Safety Comment Dangerous four lane road with not enough physical and visual warning for crosswalk-- drivers constantly blowing through stop and this is right next to an elementary school.

Need real, physical, traffic calming measures and pedestrian refuge islands for length of road, at least on Pinole side, to provide pedestrian and cyclist safety. 7 0
10/18/2023 Traffic Safety Comment Totally agree, Tara Hills Road is very wide and cars feel comfortable speeding up despite school zone notices. Boulevard/Pedestrian Island, or narrowing down to one car lane could slow cars down.
2 0
10/18/2023 Bicycling Comment This thoroughfare can be an exceptional place to put bile infrastructure. 4 1 10/18/2023 Walking/Pedestrian Comment Kids should be able to safely walk to their local Elementary school, and i should be able to walk the dog without fearing for our life crossing the street. 6 0
10/18/2023 Bicycling Comment Unsafe to let kids bicycle on Wright Ave due to speeding drivers and distracted drivers. 7 0 10/18/2023 Walking/Pedestrian Comment There should be a safe and protected way for residents and especially teens to walk from the Simas and Wright neighborhood down to the school/shops/Library. This part of Pinole could be a very walkable community if it weren't for the dangerous driving on Pinole Valley Road and lack of pedestrian infrastructure.
8 0
10/18/2023 Work/Commute Comment The traffic becomes unbearable every afternoon after the high school students get out. If it were safer for students to walk to the high school, perhaps more would do so and the traffic wouldn't be so horrendous.
0 0
10/19/2023 Walking/Pedestrian Comment there will be a lot of negative comments here, but here is a positive one. This is one of my favorite spots in the city, no car sounds, nature.
5 0
10/19/2023 Walking/Pedestrian Comment It would make a lot of sense to put a bike path that contain also be used by mobility scooters from the senior housing to the senior center
5 0
10/19/2023 Bicycling Comment We should continue the bike lanes on Appian that are in el sobrante and continue them down Appian
4 0

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Created on Type Comment
Up
Votes
Down
Votes
10/19/2023 Traffic Safety Comment The lane width of Pinole Valley Rd. westbound between Helena Court and Shea Drive goes from 18’ down to 9’8” in a short distance (on a blind curve). The result is that bicyclists and cars suddenly find themselves converging on the same spot with no prior warning. There is not enough space for a car and a bicycle to occupy the same lane. This is an accident waiting to happen and a liability for the city that should be addressed 8 0
10/20/2023 Bicycling Comment This should be a biking thoroughfare. It connects the schools to the downtown area. 0 0 10/20/2023 Bicycling Comment This should be a bike way. It can go through the cul de sac and cross at the intersection into the shopping center and neighborhoods accross the street. 0 0
10/20/2023 Bicycling Comment This should be a bike corridor. It can cross to the apartement complex and shops accross the street.
0 0
10/20/2023 Bicycling Comment If you put a protected bike path from del monte to sunnyview, then you can create a lot more foot traffic for all the businesses on this stretch of san pablo and encourage retail. It also connects the paths to the protected bus stops that extend into the wider transit network.
3 0
10/20/2023 Bicycling Comment There needs to be a separate protected bike path on this avenue in both directions from the park accross the bridge to the intersection. The cars drive too fast on this stretch and it is a conflict point with bikes trying to go to the bay trail. 2 0
10/20/2023 Bicycling Comment This would empower middle school kids to be able to ride bikes to school and not have to walk or drive.
1 0
10/21/2023 Traffic Safety Comment Speeding along San Pablo Ave in this area is a constant issue. Particularly dangerous when turning right into narrow driveways, streets, and cars are so close behind you. 1 0
10/21/2023 Walking/Pedestrian Comment Sidewalks in this area are very narrow or nonexistent, while cars go at fast speeds very close to sidewalks. Improving walkability, widening sidewalks, would be a great asset for Pinole, especially along commercial corridors.
0 0

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Created on Type Comment
Up
Votes
Down
Votes
10/21/2023 Walking/Pedestrian Comment This part of the Bay trail is a lifesaver for Pinole residents! Some of us were able to keep our sanity during the pandemic because of this trail. Please, do whatever is necessary to repair the existing damage after the storms, and maintain this trail for all of us. 6 0
10/22/2023 Walking/Pedestrian Comment Add a flashing pedestrian light for families getting to an and from the soccer fields 4 0 10/22/2023 Walking/Pedestrian Comment Overgrown bush here makes it risky to cross the street safetly. 3 0 10/22/2023 Bicycling Comment Bike lane should be available across all of Pinole Valley Road and should be accessible on both sides or consistently on one side with traffic going in both directions. The lack of protected bike lanes makes it difficult, particularly for families and those that are not probikers. Easy commute to downtown should be feasible. 11 0
10/22/2023 Walking/Pedestrian Comment Overgrown bushes limits accessibility for strollers and wheelchairs. 2 0 10/22/2023 Bicycling Comment Why is this gate closed to the biking path? There should be a clear biking option from Ellerhorst to PVHS to Collins and to Downtown. There is a lot of bike potential for our small town if only the lanes were made available.
6 0
10/22/2023 Recreation Comment Let's get more locally owned and exciting businesses in our Downtown. There is such demand for evening activities and food options. Let's keep our tax-base here instead of driving to neighboring towns like El Cerrito for dinner options. 1 0
10/24/2023 Bicycling Comment Pinole Valley Road, and all other single lane "shared" bike/car routes, needs consistent traffic calming like speed humps each block in order to both reduce car speeds and counts, making the route more comfortable and safer for bike riders of all ages/abilities. A minimum, citywide design standard for these types of narrow shared bike routes would be great.
8 0
10/24/2023 Bicycling Comment Drivers get very impatient and tend to speed more around the freeway interchange.

Physically separated bike infrastructure and separate signal phases are needed here in order to reduce conflicts.
5 0
10/24/2023 Bicycling Comment A continuous Pinole Creek Trail with an over or under crossing of I-80 would provide excellent bike and walk access here for all ages and abilities. 7 0

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10/24/2023 Traffic Safety Comment "Slip turn" lanes like this one need to be eliminated citywide, narrowing and squaring up intersections to slow turning car traffic and reduce pedestrian crossing distances, improving safety significantly.
0 0
10/24/2023 Traffic Safety Comment Safer bicycle left turn accommodation and safer pedestrian crossings in and out of the park are needed here. This could be a good location for a HAWK beacon (hybrid crosswalk signal) installation, oriented for both bike and pedestrian crossings. 5 0
10/24/2023 Traffic Safety Comment Eliminate this free/fast right turn on ramp lane, and replace it with squared up, slower turn ideally with a signal control and protected bike lane crossing. 4 1
10/24/2023 Traffic Safety Comment Eliminate this free/fast right turn on ramp lane, and replace it with squared up, slower turn ideally with a signal control and protected bike lane crossing. The current configuration is hazardous for people biking or walking.
1 0
10/24/2023 Traffic Safety Comment Eliminate all double right turn lane configurations citywide, and especially at freeway onramp locations like this, as they encourage higher speeds with less yielding to vulnerable road users, and they make good bikeway design much harder. 1 0
10/24/2023 Bicycling Comment Needs a bicycle/pedestrian signaled crossing to extend safe pedestrian access to Pinole Vly Rd westbound.
6 0
10/24/2023 Bicycling Comment Needs road painted with green bicycle lanes that clearly demarcates a safe path for bicycles to pedal through the intersection/interchange. 5 0
10/25/2023 Bicycling Comment There should be a bike lane on the northwest side of Pinole Valley Road. This is the main route that students take getting from the valley to the high school. There is a bike lane on the other side of the road, but not on the northwest side. There are only one or two cars that Park along outside of the road. Parking should be eliminated, and a bike lane should be striped. This is a major student safety issue.
8 1
10/25/2023 Bicycling Comment There should be a safe biking route from the valley to downtown pinole. It is not safe for many of the students and adults who regularly ride this route. Islands in the road should be eliminated, and bike lanes established both directions. 8 0

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10/25/2023 Bicycling Comment This area should be made safe for students and adults biking from the valley to downtown.

Islands could be eliminated, and parking could be limited, so that bike Lanes could be striped.
7 1
10/25/2023 Kids/School Comment Kids cross here on their way to elementary school via Amber Schwartz park. It should have a crosswalk.
5 0
10/25/2023 Bicycling Comment This area is very narrow for bicyclist. The curb is also narrow and uneven. Slipping off the curb could be really dangerous for kids on bikes here. Lots of kids and families use this route to get to the Ellerhorst boys and girls club and to access Pinole valley Park 7 0
10/25/2023 Bicycling Comment All of Simas is a common bike route and could benefit from bike lanes or shadows. 4 0 10/25/2023 Bicycling Comment More bike racks are needed in the shopping center to encourage biking in the valley. 4 0 10/25/2023 Walking/Pedestrian Comment The path behind the high school is uneven and needs repair. 2 0 10/25/2023 Bicycling Comment This should be the bike route from the valley to Pinole Middle. Right now there is now safe way for kids to ride to school. Needs bike lanes along Sarah and protected lanes along Appian and across the freeway to Pinole Middle.
4 1
10/25/2023 Bicycling Comment This crossing needs to be made safe for bicycles. 6 0 10/26/2023 Bicycling Comment No! We don't need anymore bike lanes. 1 3 10/27/2023 Traffic Safety Comment When coming down PVR left turn lane on Estates and right turn into Trader Joe’s invade straight through lane. Maybe posts could be installed on left turn lane to help 0 0
10/29/2023 Walking/Pedestrian Comment I love this spot, I’m here daily to walk my dog. I do wish the bridge was reopened though, it would add much more variety to our walk.
0 0
10/29/2023 Walking/Pedestrian Comment Sadly, I have never had the opportunity to walk this way. I am new to Pinole and the trail collapsed shortly after I moved here. I am looking forward to adding this to my walking options.
0 0

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10/29/2023 Recreation Comment It would be great to have more options here and to make it more cycle friendly. I’d like to do much more via bike (e.g get groceries) but the roads are not too friendly, additional markings would help raise awareness.
1 0
10/29/2023 Bicycling Comment Please find a way to open up the path past the i80.

It would also be nice to be able to cross the creek here to be able to turn back but still have variety.
0 0
10/29/2023 Bicycling Comment Please add additional bike racks and bike lanes. This would encourage many to get on their bikes to do chores like small grocery shops. Obvious security cameras over the bike storage would be great too.
2 0
10/29/2023 Walking/Pedestrian Comment Paving this trail would be helpful to many less agile groups.

Also there are some people that hang around with their large dog off leash by the care centre, it can be a little intimidating.
0 2
10/29/2023 Work/Commute Comment Too many cars speed around here, using Tennent, Orleans, La Salle and Calais like a speed circuit. I’ve seen motorbikes doing wheelies, and high power cars racing. It is dangerous for pedestrians, cyclists and animals. Maybe speed bumps would help? 0 0
10/29/2023 Walking/Pedestrian Comment Please repair the trail. 3 0 10/29/2023 Bicycling Comment It would also be great to be able to access the shops that are the other side of the i80 from an extended trail.
1 0
10/30/2023 Walking/Pedestrian Comment When crossing the street from the bank side to the Tina’s side, cars turning left onto northbound SP Ave don’t always see pedestrians waiting to cross or in crosswalk because we are in blind spot of car cause by the left support for the windshield. 1 0
10/31/2023 Traffic Safety Comment Signage for railroad crossing should be farther back so people know to expect train tracks. 0 0 10/31/2023 Recreation Comment Maintenance is needed along bay trail. Trees block wayfinding signage. Baytrail is currently blocked by a landslide. Other routes are needed for people to get around, or the trail should be cleaned up so people can use it.
3 0

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10/31/2023 Recreation Comment Bay trail has not been repaired. That needs to be a priority. The trail is closed. 3 0 10/31/2023 Recreation Comment Bay trail is the best/only way to get to EB regional park, trail is still broken/washed out. 2 0 10/31/2023 Recreation Comment Pinole shores - no reception, trail is kind of bumpy, no lighting, no wayfinding. 1 0 10/31/2023 Kids/School Comment Issues with special education kids on buses. Pick up/drop off at Hercules. People drive/parkin in the bike lane.
0 0
10/31/2023 Walking/Pedestrian Comment pedestrian blink light on Quinan. 0 0 10/31/2023 Walking/Pedestrian Comment Usable crosswalks on San Pablo and Tennant. 0 0 10/31/2023 Walking/Pedestrian Comment Weeds/foliage taking over the sidewalks. Some missing sidewalks. 0 0 10/31/2023 Bicycling Comment Corridor here on Marlesta Ct. Good biking route. 1 0 10/31/2023 Bicycling Comment Sprouts, under freeways to Trader Joe's is dangerous -- bike lane would be helpful. 5 1 10/31/2023 Traffic Safety Comment Turning into shopping center -- dangerous for pedestrians and drivers. 0 0 10/31/2023 Bicycling Comment Pinole valley road -- I ride on the sidewalk during rush hour when traveling past the freeway entrances.
1 0
10/31/2023 Walking/Pedestrian Comment Challenging to run/walk around TJs parking lot. *Comment seconded by another participant.
0 0
10/31/2023 Bicycling Comment *Comment seconded by another participant. 0 0 10/31/2023 Recreation Comment Wildcat canyon is closed and needs to be repaired. 0 1 10/31/2023 Walking/Pedestrian Comment Pinole Valley Road -- Large intersections are challenging to cross. At the large intersections, cars don't look for pedestrians.
2 0
10/31/2023 Walking/Pedestrian Comment Crosswalk at 2801 pinole valley road -- lot of people cross here because the library crosswalk is too far away. Mid-block crosswalk, RRFB preferred. 1 0
10/31/2023 Bicycling Comment At Julia and Helena Courts, road narrows -- very dangerous for bikes. 4 1

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10/31/2023 Bicycling Comment Pinole Valley Road protected bikeway. * Comment seconded by another participant. 6 0 10/31/2023 Bicycling Comment Bike lockers needed at San Raefel/Richmond Bridge. 0 0 10/31/2023 Walking/Pedestrian Comment RRFBs are need at major midblock crossings, schools and any future crossings. 1 0 10/31/2023 Walking/Pedestrian Comment San Pablo crossings, narrow sidewalks, some crossings at senior center. Appian way looks neglected.
1 0
10/31/2023 Bicycling Comment Bike racks at major destinations. Pinole valley shopping center, downtown, parks. 5 0 10/31/2023 Bicycling Comment Attempt to cut u-lock at Fernandez park. 0 0 10/31/2023 Recreation Comment Update Fernandez park. 0 0 10/31/2023 Bicycling Comment A lot of bicyclists take Alhambra. 0 0 10/31/2023 Bicycling Comment More off street paths. 0 0 10/31/2023 Bicycling Comment Wayfinding to help cyclists navigate without GPS. Signs with directional arrows and at strategic intersections. *Cyclist was referencing AIDS lifecycle bike ride where temporary signage was in place along the 500-mile ride from SF to LA. Felt that signage was very effective, so much so that cyclists barely had to use GPS. 0 0
10/31/2023 Bicycling Comment Signage to help cyclists navigate without GPS. Signage with actual directional arrows and at strategic intersections. *Cyclists was referencing the AIDS life cycle ride from SF to LA where temporary signage was so good that cyclists barely had to use GPS. 0 0
10/31/2023 Bicycling Comment Wayfinding that helps bicyclists navigate without GPS. Signage with actual directional arrows and at strategic intersections.
0 0
10/31/2023 Bicycling Comment Would like to see more bicycle way finding, like showing specific bike routes/mileage to destinations.
0 0
10/31/2023 Bicycling Comment Maps of bike trails, online map of bike network. 0 0 10/31/2023 Bicycling Comment Parking protected bike lanes are the way to go -- safe for kids, people can still park. 5 0

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10/31/2023 Walking/Pedestrian Comment I mostly walk with family. I don't walk to school, I don't feel safe walking without my phone. *Youth comment.
0 0
10/31/2023 Traffic Safety Comment Want complete streets for San Pablo Ave through old town!! 2 0 10/31/2023 Walking/Pedestrian Comment Very dangerous for pedestrians on San Pablo Ave at Pinole Valley Roda and in front of EB coffee.
3 0
10/31/2023 Walking/Pedestrian Comment Elevated crosswalks are good -- they make vehicles slow for peds. Downtown along Tennant Street. Adding some kind of medians and trees would slow down cars and also look nice.
2 0
10/31/2023 Traffic Safety Comment Pinole valley road most dangerous under highway interchange. City hall, schools, amenities.
1 0
10/31/2023 Bicycling Comment Green painted bikes lanes on Pinole Valley Road in areas without bike lanes. Protected bike lanes would make riding with kids safer. I mostly bike for recreation -- I take my kids to Richmond area to bike, but I bike without my kids in Pinole. I don't feel safe biking on Pinole Valley Road with kids. There are some areas on PVR without bike lanes. 4 0
10/31/2023 Work/Commute Comment I sometimes ride the bus to school. Not a lot of transit stops near me, low bus frequency, stops need more shade.
0 0
10/31/2023 Walking/Pedestrian Comment I like to walk to Hercules to go on their trails. Sometimes there aren't sidewalks for me to walk on (in Hercules)
0 0
10/31/2023 Traffic Safety Comment Want updates on RR bridge. 1 0 10/31/2023 Bicycling Comment Recreational cyclists take up the roadway -- makes it hard for emergency vehicles who stop more slowly. Education needed for cyclists on the laws of the road/how to use new infrastructure, aimed at recreational cyclists.
0 5
10/31/2023 Bicycling Comment Class I paths that allow multiple people to walk + bike along side eachother. 0 0 11/1/2023 Traffic Safety Comment I'd prefer speed bumps, too, since people don't pay attention to signs but will suddenly pay attention if it's going to damage their car.
0 2

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11/1/2023 Bicycling Comment Dedicated bike infrastructure is not strictly needed past this point, as pretty much only recreational cyclists go any further out of town. However, shoulder improvements to give more space to cyclists would be good, as well as clearing brush that creeps out into the roadway.
4 0
11/1/2023 Bicycling Comment Especially westbound at this spot, where the de facto bike lane suddenly turns into street parking with no accommodation for cyclists.
2 0
11/2/2023 Bicycling Comment Sarah Dr. seems impractically steep for a children's bike lane. Plus, when I ride this road, there is very little car traffic. Absolutely agree on the Appian section, though! 0 0
11/2/2023 Bicycling Comment Not all of Tara Hills Dr. needs protected bike infrastructure, but the first couple blocks off Appian would be really helpful to help cyclists navigate the hill, the gas station, and the commercial buildings.
4 0
11/2/2023 Bicycling Comment I don't think paint would be needed to make this a bikeway. Just make it not so difficult to get through the gate at the top of the hill to get to Big O Tires. 0 0
11/2/2023 Walking/Pedestrian Comment These crosswalks need signals. I have seen too many people almost get hit, and morning/evening sun glare makes it difficult for drivers to even see pedestrians. With more development and housing coming to San Pablo Ave., the speed limit should no longer be in the 40s.
0 0
11/2/2023 Walking/Pedestrian Comment These crosswalks need signals. I have seen too many people almost get hit, and morning/evening sun glare makes it difficult for drivers to even see pedestrians. With more development and housing coming to San Pablo Ave., the speed limit should no longer be in the 40s.
1 0
11/2/2023 Walking/Pedestrian Comment These crosswalks need signals. I have seen too many people almost get hit, and morning/evening sun glare makes it difficult for drivers to even see pedestrians. With more development and housing coming to San Pablo Ave., the speed limit should no longer be in the 40s.
1 0

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11/2/2023 Walking/Pedestrian Comment These crosswalks need signals. I have seen too many people almost get hit, and morning/evening sun glare makes it difficult for drivers to even see pedestrians. With more development and housing coming to San Pablo Ave., the speed limit should no longer be in the 40s.
2 0
11/2/2023 Walking/Pedestrian Comment These crosswalks need signals. I have seen too many people almost get hit, and morning/evening sun glare makes it difficult for drivers to even see pedestrians. With more development and housing coming to San Pablo Ave., the speed limit should no longer be in the 40s.
2 0
11/2/2023 Walking/Pedestrian Comment These crosswalks need signals. I have seen too many people almost get hit, and morning/evening sun glare makes it difficult for drivers to even see pedestrians. With more development and housing coming to San Pablo Ave., the speed limit should no longer be in the 40s.
0 0
11/2/2023 Walking/Pedestrian Comment These crosswalks need signals. I have seen too many people almost get hit, and morning/evening sun glare makes it difficult for drivers to even see pedestrians. With more development and housing coming to San Pablo Ave., the speed limit should no longer be in the 40s.
0 0
11/2/2023 Bicycling Comment We need safe bike lanes at least as far down the road as the baseball field. 3 0 11/2/2023 Recreation Comment Bike path dead ends at the road without any way to safely cross the street to the Fernandez Park trail. Bad for pedestrians and especially bikes. 6 0
11/2/2023 Walking/Pedestrian Comment Unfortunately this is East Bay Regional Parks' property and they are going through a long drawn-out process with FEMA for the funding. It's embarrassing that this was the one safe bike path from West Pinole into Downtown and that Pinole hasn't built any bike infrastructure along its city streets.
1 0
11/2/2023 Traffic Safety Comment Daylighting these intersections and removing parking at the corners that hid pedestrians has been a huge improvement here. More physical infrastructure needs to be built to make the entire street slower and safer, but kudos for the improvements of the past year. 2 1

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11/2/2023 Bicycling Comment Use WHAT new infrastructure? Cyclists have nowhere to go, especially as the bridge narrows.
1 0
11/2/2023 Bicycling Comment Bike lanes need visibility and protection leading up to the highway interchange, continuing under the bridge, and getting through the commercial district past the high school. BOTH directions.
4 0
11/2/2023 Walking/Pedestrian Comment Entrances to this path need better signage and places they can lead to. 0 0 11/3/2023 Bicycling Comment How can we make this stretch safe for bikes (and pedestrians) when there are so many crazy lane changes for the cars? There's a long-term need to connect this safely to the Hilltop economic centers around Blume Dr. and whatever is built around Hilltop Mall. Any improvements to Fitzgerald should be made with this connectivity in mind. 1 0
11/3/2023 Bicycling Comment ESPECIALLY with the new housing coming in here, bike lanes are needed. Safe bike access to the restaurants would make a big difference for their business. 5 0
11/3/2023 Walking/Pedestrian Comment Please put a crosswalk and signs up where the Pinole Creek Trail crosses Henry Ave, so pedestrians can cross safely.
3 0
11/3/2023 Walking/Pedestrian Comment I like having the option of an unpaved trail on one side of the creek, and paved on the other.
1 0
11/3/2023 Walking/Pedestrian Comment There should be signs on Pinole Valley Road reminding turning cars to yield to pedestrians in the crosswalk.
3 0
11/3/2023 Bicycling Comment Open up access through gate to Hercules, which would allow safe low traffic road access to Safeway and other stores
3 0
11/3/2023 Bicycling Comment Yes, that would be great... but a tunnel under I-80? Not going to happen, and it would turn into a homeless camp
1 0
11/3/2023 Recreation Comment The City of Pinole has so much forest land here, but there's only one trail. Create a system of trails with some going to the top of the hill and some going across. Some could be bike only, some hike only. So much land, so much potential... 2 0

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11/3/2023 Bicycling Comment Yes, the "I-80 Bikeway"... I commute on this to Berkeley and El Sobrante has the worst sections. But it's not Pinole
0 0
11/3/2023 Bicycling Comment This bridge/trail is a crucial link for connecting Pinole Valley to Fitzgerald and the I-80 bike way. It's not maintained and needs repairs.
2 0
11/3/2023 Walking/Pedestrian Comment Yes, this trail is a great shortcut to downtown from Linda Heights. Some sort of bike trail along side the steps.
0 0
11/3/2023 Recreation Comment Great spot for a playground, with bay views and shade 1 0 11/3/2023 Walking/Pedestrian Comment Connect the east and west side trails so you can loop around instead of just going out and back.
1 0
11/5/2023 Traffic Safety Comment Cars routinely run this stop sign, sometimes ant high speed, and/or don’t yield to pedestrians in the crosswalk.
5 0
11/5/2023 Walking/Pedestrian Comment There are no curb cut outs on the cul de sacs on this side of Pinole Valley Road. This forces individuals to go around the entire cul de sac if they aren’t able to step down. 1 0
11/6/2023 Walking/Pedestrian Comment This repair should be a priority, It is far safer than the opposing stretch of San Pablo Avenue
0 0
11/6/2023 Bicycling Comment Yes, there is no safe (protected) way for kids to ride their bikes from the neighborhoods to school (Ellerhorst). Need safer protected bike lane on Pinole Valley Rd. 1 0
11/6/2023 Walking/Pedestrian Comment At night there are not enough street lights to illuminate the intersection of Wright and Pinole Valley Rd. It is very unsafe for pedestrians.
0 0
11/6/2023 Walking/Pedestrian Comment Need to connect pedestrian paths from one side of Tennent to the other via dedicated crosswalk and wayfinding signage.
1 0
11/6/2023 Recreation Comment Absolutely agree. There needs to be a dedicated crosswalk here. 2 0 11/6/2023 Walking/Pedestrian Comment It is a travesty that this has not been repaired yet. This is a main pedestrian thoroughfare. 0 0

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11/7/2023 Recreation Comment A road diet on PVR (one lane in each direction with a center turn lane) would result in traffic calming and a lower stress neighborhood for residents in the valley. 2 1
11/7/2023 Bicycling Comment Good point. Kids (and parents) should be able to safely walk and roll to school. A road 1 0 11/7/2023 Bicycling Comment Well said. Easy commute to downtown should be better than feasible. It should safe and enjoyable. How can we get there?
3 0
11/7/2023 Traffic Safety Comment Yes, let's calm the traffic on PVR! 0 0 11/7/2023 Bicycling Comment We all complain about the car traffic at PVHS during pick-up / drop off times. Why don't students bike to school? Because there are no bike lane and it's unsafe. Of course we need bike lanes if we want to reduce congestion.
2 1
11/7/2023 Bicycling Comment Yes! And probably quite a shock for the car driver to find themselves in a lane that goes from 16' wide to 9' wide in a short distance on a blind curve. God help the cyclist. 1 0
11/7/2023 Walking/Pedestrian Comment Yes. A road diet on PVR would make this so much easier to cross for peds. It would be great if were safe for students to walk to Pinole Valley High School. 1 0
11/7/2023 Work/Commute Comment Yes to that. Of course it should be safe for students to walk and roll to school. I'm sure they would prefer that to being part of the car traffic. Let's hear what they have to say. 0 0
11/7/2023 Bicycling Comment Yes. a protected bikeway on PVR would make make it so much safer for residents in the valley to bike downtown.
5 0
11/7/2023 Walking/Pedestrian Comment It sure does. Let's make a park! 0 0 11/7/2023 Bicycling Comment You should join Pinole's Transportation and Pedestrian Safety Committee. There's an opening!
0 0
11/7/2023 Walking/Pedestrian Comment So well said. Let's see some traffic calming in Pinole and enjoy a more liveable / low stress community.
1 0
11/7/2023 Bicycling Comment Let's make sure this makes it's way into Pinole's Active Transportation Plan. 1 0 11/7/2023 Bicycling Comment Me to. 0 0

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11/7/2023 Bicycling Comment Agreed. Hope Caltrans is amenable. 2 0 11/7/2023 Bicycling Comment Or make the path along the creek viable, ie, make it continuous. 2 0 11/7/2023 Work/Commute Comment Riding the bus to school. What a concept. Well done! If public transit was as convenient as cars the traffic on Pinole Valley could be reduced.
0 0
11/7/2023 Bicycling Comment Yes! Let's make it safe and intuitive and normal for us residents of Pinole to walk/roll to school and shopping.
2 0
11/7/2023 Traffic Safety Comment Agree on those dangerous slip turn lane. Maybe this intersection would be safer as a roundabout.
0 0
11/7/2023 Bicycling Comment So well said. I hope that the Active Transportation Consultants at GHD that Pinole has hired are paying attention to your comments.
1 0
11/7/2023 Traffic Safety Comment I have a dream! 0 0
11/7/2023 Bicycling Comment Let's go for a ride sometime and experience this together. 1 0 11/7/2023 Walking/Pedestrian Comment We love walking on this trail. 0 0 11/8/2023 Walking/Pedestrian Comment Poor Visibility for motorists. Dangerous crossing for pedestrians 1 0 11/8/2023 Walking/Pedestrian Comment ADA Access issues 1 0 11/8/2023 Traffic Safety Comment No right turn on red request 2 3 11/8/2023 Traffic Safety Comment Timing adjustments for pedestrians needed. 1 0 11/8/2023 Traffic Safety Comment speeding 1 0
11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0

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11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment trail needs to be redone 0 0 11/8/2023 Walking/Pedestrian Comment striping needed 0 0 11/8/2023 Walking/Pedestrian Comment striping needed 0 0 11/8/2023 Walking/Pedestrian Comment striping needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA walkway needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA walkway 0 0

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11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and cross walk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and stop sign 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and crosswalk needed and stop sign needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and crosswalk needed 0 0 11/8/2023 Bicycling Comment We need a dedicated bicycle lane on the northbound side of PVR. It's extremely dangerous for students, adult cyclists and pedestrians travelling on that side of the street. 4 1
11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and crosswalk needed 0 0 11/8/2023 Traffic Safety Comment stop markings needed 0 0 11/8/2023 Traffic Safety Comment stop markings needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and crosswalk needed 0 0

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11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and crosswalk needed and stop markings needed 0 0 11/8/2023 Traffic Safety Comment no right on red sign. visibility of oncoming vehicles lacking 3 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and crosswalk needed 0 0 11/8/2023 Bicycling Comment bike lanes in both directions 2 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramp needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0

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C-20
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11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment cross walk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0

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C-21
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11/8/2023 Traffic Safety Comment A 3 way Stop sign is needed here. Or perhaps 4 way to include the parking lot. Motorists routinely speed along PVR negatively impacting safe access to the park amenities and Ellerhorst. Also, the turn in front of (IFO) the Fire Station creates a visual block creating a safety issue with those speeding cars. A Stop sign at this intersection will have a positive impact of slowing the traffic IFO the park and Ellerhorst. 2 0
11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0

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C-22
Created on Type Comment
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11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment sidewalk needed 0 0 11/8/2023 Walking/Pedestrian Comment sidewalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and stop sign needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Traffic Safety Comment A sidewalk needs to be installed along the southbound lane between the ball fields and the skate park. Pedestrians, skaters, and cyclists need better protection than what is currently provided.
3 0
11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0

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C-23
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11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment sidewalk needed. peds are walking in road 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment sidewalk needed 0 0 11/8/2023 Walking/Pedestrian Comment sidewalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment sidewalk needed 0 0 11/8/2023 Walking/Pedestrian Comment sidewalk needed 0 0 11/8/2023 Walking/Pedestrian Comment sidewalk needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and redzone 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalk 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0

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C-24
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11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Traffic Safety Comment unable to see oncoming traffic trough the corner 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and crosswalks 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed and cross walk 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0

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C-25
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11/8/2023 Traffic Safety Comment PVR from Simas to Shea really needs to be one lane in each direction with a universal turn lane down the middle, with adequate bike lanes on both sides. This will solve many issues, speeding, racing to get to the stop at Simas, provides adequate room for a bike lane and parking, and safe turning for the residents along that section. It may possibly deter some of the commute traffic of motorists using PVR as a highway to and from 80. 3 1
11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0 11/8/2023 Walking/Pedestrian Comment ADA Ramps needed 0 0

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C-26
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11/8/2023 Kids/School Comment High schoolers are parking in the Library parking lot frequently filling it to capacity. This makes access to our already struggling library difficult. I see parents pushing strollers and walking with toddlers from the church parking lot to the library which seems unnecessary and dangerous for them. Some or all of the library parking spaces need to be dedicated strictly to the library and tennis courts.
3 0
11/8/2023 Traffic Safety Comment The large green utility box and overgrown vegetation on the 80 PVR exit reduces the visibility of oncoming traffic for motorists attempting to turn right (southbound) onto PVR from the W/B 80 exit.
1 0
11/8/2023 Traffic Safety Comment Overgrown vegetation blocks the view of oncoming traffic at the W/B 80 exit at PVR. 3 0 11/8/2023 Traffic Safety Comment Correction: It should be "from the E/B 80 exit." 0 0 11/9/2023 Work/Commute Comment The middle lane going straight from Appian to Pinon across San Pablo Ave often gets blocked by cars going left or right onto San Pablo during the evening commute. This is due to the lanes inefficiently laid out and is especially worse if an accident or other traffic incidents. Want to flag so it won't get worse due to the new senior homes building and other construction, even with the added stop light on Appian. 0 0
11/9/2023 Traffic Safety Comment An added stop sign or a few speed bumps along Hazel would be helpful to stop cars from speeding to the end of the street.
0 0
11/9/2023 Traffic Safety Comment This would back up the off-ramp, which is dangerous. I have been rear-ended on this offramp when forced to stop at the light. Turning cars MUST yield to pedestrians.0 1 11/9/2023 Kids/School Comment This should be a safe routes to school trail and maintained as such. There is a draft Creekside Park plan to help make that happen.
1 0
11/9/2023 Walking/Pedestrian Comment Pinole Creek Trail near the entrance has uneven pavement and is overgrown with ivy. 0 0 11/9/2023 Bicycling Comment Super dangerous for cyclists going both directions under the fwy. Need to take the whole lane as there is not enough room for both a car and a bike. 2 1
11/9/2023 Bicycling Comment Agree. Including green paint and protection would be helpful. 2 0

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C-27
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11/9/2023 Walking/Pedestrian Comment agree. Make the ped crossing light timed to go first before cars. Also, a "no turn on red" sign to protect peds in the crosswalk.
0 0
11/9/2023 Work/Commute Comment From Tennent to the RR bridge, do a road diet on SP Ave. One lane each direction with a turning lane in the middle, room for parking and possible bike lanes. Marin and Gilman Aves. in Berkeley did this, and it could make a big difference for a safe and livable community, OUR community.
0 0
11/9/2023 Kids/School Comment We need to get kids who live in the new apts here safely to school, PMS and the Mandarin School. This entire corridor should become a safe route to school. 3 0
11/9/2023 Bicycling Comment the bike land on Appian Way coming from El Sobrante stops here as it enters Pinole. It should continue all the way to PMS on the other side of the freeway. 2 0
11/9/2023 Kids/School Comment safe route to school needed from the new development. This needs to be a thoughtful consideration for kids and parents.
1 0
11/9/2023 Walking/Pedestrian Comment With hundreds of seniors moving onto San Pablo, the sidewalk needs to continue all the way into Old Town. In addition, there needs to be safe way for residents to cross San Pablo without taking their life in their hands.
1 0
11/10/2023 Walking/Pedestrian Comment Creekside is a perfect place for a linear park -- remove invasive plants, open up the understory and make it feel welcoming. It could be beautiful! 0 0
11/10/2023 Bicycling Comment A walking/biking overpass over the rail lines here would give access to trails without having to travel down a very dangerous section of San Pablo Ave. 1 0
11/13/2023 Bicycling Comment This is especially important as the use of electric bikes increases for daily errands. The lack of secure parking for bikes discourages the use of bikes as a mechanism for daily life. 1 0
11/18/2023 Bicycling Comment Especially if there are going to be apartments built on Fitzgerald, the sidewalk isn’t that good and there’s no room for a bike, say to Betty Reid soskin or Pinole middle 1 0
11/22/2023 Traffic Safety Comment Motorist not yielding to peds. @ Wright Ave and Pinole Valley Rd 2 0 11/22/2023 Traffic Safety Comment Cop trap. 0 0

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C-28
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11/22/2023 Traffic Safety Comment Speeding on Henry Ave. *Comment seconded by another participant.
0 0
11/22/2023 Traffic Safety Comment Dangerous bottleneck. 2 0 11/22/2023 Walking/Pedestrian Comment Need ramps for strollers near Pinole Valley Rd. 0 0 11/22/2023 Walking/Pedestrian Comment Lack of crosswalk when trying to access Adobe Rd. 0 0 11/22/2023 Walking/Pedestrian Comment Cars don't stop at the Sarita Ct. and Pinole Valley Rd crosswalk. 2 0 11/22/2023 Traffic Safety Comment Speeding from Hercules to Valley Ave. 1 0 11/22/2023 Traffic Safety Comment San Pablo Ave resurface from Pinole Shores to Pinole Valley Road. 0 0 11/22/2023 Work/Commute Comment Tara Hills Drive: look at road diet. 0 0 11/22/2023 Walking/Pedestrian Comment Path near Adobe Rd and dog park. 0 0 11/22/2023 Traffic Safety Comment Simas Ave Rt to Pinole Valley (towards west) motorists don't stop. 0 0 11/22/2023 Traffic Safety Comment Speeding on Estates Ave. 0 0 11/22/2023 Traffic Safety Comment Pinole Valley Rd at I-80 on-ramps: motorists make right turn without stopping for pedestrians.
1 0
11/22/2023 Traffic Safety Comment Cars run stop sign, speed, and don't yield to pedestrians every time I use the crosswalk. 1 0 11/22/2023 Recreation Comment Would like to see the city allow the Garden Club to plant more trees. City should do maintenance/care for trees.
1 0
11/22/2023 Walking/Pedestrian Comment Add crosswalk and flashing light. 0 0 11/22/2023 Walking/Pedestrian Comment Lots of pedestrians. Slow down cars for safety. 1 0 11/22/2023 Traffic Safety Comment Reduce speed (Tennent Ave). 0 0 11/22/2023 Work/Commute Comment Bus doesn't come often enough. 0 0

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C-29
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11/22/2023 Recreation Comment Need scooters. 0 0
11/22/2023 Work/Commute Comment JPX drops off at Sprouts but difficult to get home (near high school). 0 0 11/22/2023 Traffic Safety Comment Speeding 0 0
11/22/2023 Walking/Pedestrian Comment Pinole Shores parking lot camping issue. 0 0 11/22/2023 Traffic Safety Comment Speeding from Simas to Sta 74. 1 0 11/22/2023 Walking/Pedestrian Comment Need crosswalk by new building by Pinole Pet Hospital for residents that will live there. 0 0 11/22/2023 Recreation Comment Existing tunnel for fish passage. 1 0 11/22/2023 Walking/Pedestrian Comment Many people don't know about the trails. Outreach/education to let them know. 0 0 11/22/2023 Work/Commute Comment Better connections to neighboring cities. 0 0 11/22/2023 Work/Commute Comment Improved dial-a-ride service for the elderly, especially to get to the farmers market and surrounding communities.
0 0
11/26/2023 Traffic Safety Comment The lines on the street are faded and need repainting 2 0 11/26/2023 Traffic Safety Comment Lines on street need to repainting. Turn lane is nearly invisible 1 0 11/26/2023 Traffic Safety Comment Very dangerous deer crossing. I've seen deer get hit and cars slam on brakes to avoid deer. Needs more deer warning signs and maybe a flashing light. 0 0
11/26/2023 Traffic Safety Comment People run this stop sign and risk hitting kids going to school. Recommend kid crossing signs.
0 0
11/30/2023 Walking/Pedestrian Comment Please repair/upgrade the bridge between the Senior Center and Fernandez Park. It is unsafe to walk across due to the poor condition of many of the wood planks. 0 0
11/30/2023 Walking/Pedestrian Comment Please post and ENFORCE a ban on motorized vehicles - including e-bikes and escooters - on the Pinole Creek Trail. They are very dangerous for pedestrians, especially children.
0 0

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C-30
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11/30/2023 Bicycling Comment Bicyclists consistently fail to stop at this stop sign, putting themselves and others at risk.

This is true at many other intersections, as well. Educating bicyclists about the need to obey traffic laws and ticketing those who do not would be helpful. 0 0
12/7/2023 Walking/Pedestrian Comment At 3:30 pm on 12/7 a gold sedan with the last three digits of the license plate being 911 turned right from Pinole Valley Road onto San Pablo Ave and almost hit me as I was in the crosswalk with the Walk sign flashing.
0 0
12/7/2023 Walking/Pedestrian Comment when turning right to park for bank or Farmer's Market the last cone into Pear street is restrictive. Sticks out too far into street for safely turning car. The other cones OK to slow down.
0 0
12/7/2023 Walking/Pedestrian Comment This area needs a couple of trees and a couple of benches to sit and enjoy views. It's too barren.
and near bathrooms is good for people who can't walk too far. 0 0
12/8/2023 Recreation Comment The Bay Trail is a safe pathway along Pinole and extends all the way into Rodeo.

Motorized scooters and skateboards are a wonderful alternative mode of transportation.

They should be allowed on the trail.
3 0
12/9/2023 Traffic Safety Comment This median is a hazard. At night it is completely invisible. It should be removed or properly marked with reflectors. I looked back through the years on Google maps and discovered it used to have a reflective traffic post on it. Do better Pinole. 0 0
12/21/2023 Traffic Safety Comment Same sentiment as previous two comments regarding this dangerous intersection. 1 0 12/21/2023 Walking/Pedestrian Comment No street lights. No to low visibility for pedestrians and cars. 0 0 12/22/2023 Traffic Safety Comment Multiple street lights out on this street; it's super dark after dark; can we get these fixed? 0 0 12/22/2023 Traffic Safety Comment People come zooming down this hill at 35mph+ around this corner. Car accidents have happened. There are kids in this neighborhood. Could we get either speed bumps or at worst, some of the Botts dots rumble strips put in to try to encourage folks to SLOW DOWN!
0 0

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C-31
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12/22/2023 Traffic Safety Comment I hate to say it, but this intersection may be due for traffic light control. 0 0 12/22/2023 Bicycling Comment There needs to be a proper bike lane down PVR from at least Simas through the underpass and down to Tennent and beyond, really.
1 1
1/5/2024 Bicycling Comment Opening up this public utility easement to pedestrians/bikes would be inexpensive and significantly improve the connectivity between these two neighborhoods. It would also provide an alternative and safe route to from Pinion Ave to downtown Pinole/Bay trail without having to walk or bike on San Pablo Ave.

A slight reduction of pedestrians crossing San Pablo Ave may slightly improve traffic.

Total walking distance to downtown pinole is reduced.
0 0
1/5/2024 Bicycling Comment Opportunity to improve trail 0 0 1/17/2024 Recreation Comment By "calming traffic" you mean create a traffic jam. Albany did the same thing several years ago and most residents dislike it.
0 2
1/17/2024 Bicycling Comment PVR is a major thru-way and is already too narrow. Plus Cyclists are notorious for not follow the rules of the road. Too often the blow by stop signs, and traffic lights. 0 0
1/17/2024 Bicycling Comment PVR is a major thru-way for the southern part of the City, and is already too narrow, especially since the southern section is designated for development. Adding bike lanes will create more congestion along PVR.
0 0
1/17/2024 Traffic Safety Comment PVR is a major thru-way for the southern part of the City, and is already too narrow, especially since the southern section is designated for development. Adding bike lanes will create more congestion along PVR.
0 2
1/17/2024 Bicycling Comment PVR is a major thru-way for the southern part of the City, and is already too narrow, especially since the southern section is designated for development. Adding bike lanes will create more congestion along PVR.
0 0
1/17/2024 Traffic Safety Comment What do you want to do, condemn property and add a bike lane? 0 0

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C-32
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1/17/2024 Traffic Safety Comment What do you want to do, condemn propertu to add a bike lan 0 1 1/17/2024 Work/Commute Comment Students should stick to the sidewalks and use the crosswalks instead of jaywalking to cross the street.
0 0
1/17/2024 Bicycling Comment PVR is a major thru-way for the southern part of the City, and is already too narrow, especially since the southern section is designated for development. Adding bike lanes will create more congestion along PVR.
0 3
1/17/2024 Walking/Pedestrian Comment This isvan enforcement issue.

People should use the crosswalks and not jaywalk.
0 0
1/17/2024 Bicycling Comment This is an enforcement issue. People should use the crosswalks instead of jaywalking across a busy road.
0 0
1/17/2024 Bicycling Comment PVR is a major thru-way for the southern part of the City, and is already too narrow, especially since the southern section is designated for development. Adding bike lanes will create more congestion along PVR.
0 1
1/17/2024 Bicycling Comment It would help if cyclists didn't blast through red lights. 0 1 1/17/2024 Bicycling Comment PVR is a major thru-way for the southern part of the City, and is already too narrow, especially since the southern section is designated for development. Adding bike lanes will create more congestion along PVR.
0 1
1/17/2024 Bicycling Comment PVR is a major thru-way for the southern part of the City, and is already too narrow, especially since the southern section is designated for development. Adding bike lanes will create more congestion along PVR.
0 2
1/17/2024 Walking/Pedestrian Comment This crosswalk is extremely dangerous because the cars speed and the trees act as blinders for someone coming from SPA where they cannot see that someone is waiting to cross the street from the bridge side. There should be a buffer of some sort of lights or speed bumps on either side leading up to this crosswalk. I'm always afraid someone on wheels crossing the pedestrian bridge can't stop in time and could roll right into the street. 1 0

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C-33
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3/7/2024 Traffic Safety Comment Speed bumps to prevent speeders especially where the park and school is located. It is too dangerous to even cross the street. I live on this street and I can hear cars speeding through every night.
0 0
3/14/2024 Bicycling Comment A bike lane 0 0
3/14/2024 Walking/Pedestrian Comment Sidewalk Missing would be great if installed for better walkability. 0 0 3/14/2024 Walking/Pedestrian Comment Sidewalk Missing would be great if installed for better walkability. 0 0 3/14/2024 Walking/Pedestrian Comment Sidewalk Missing would be great if installed for better walkability. 0 0 3/14/2024 Walking/Pedestrian Comment Sidewalk Missing would be great if installed for better walkability. 0 0 3/14/2024 Walking/Pedestrian Comment Sidewalk Missing would be great if installed for better walkability. 0 0 3/14/2024 Walking/Pedestrian Comment Sidewalk Missing would be great if installed for better walkability. 0 0 3/14/2024 Walking/Pedestrian Comment Sidewalk Missing would be great if installed for better walkability. 0 0 3/14/2024 Walking/Pedestrian Comment Sidewalk Missing would be great if installed for better walkability. 0 0 3/14/2024 Walking/Pedestrian Comment Sidewalk Missing would be great if installed for better walkability. 0 0 3/14/2024 Traffic Safety Comment Stop signs 0 0
3/14/2024 Traffic Safety Comment stop sign 0 0
3/14/2024 Traffic Safety Comment stop sign 0 0
3/14/2024 Traffic Safety Comment stop sign request 0 0
3/14/2024 Traffic Safety Comment make into a threeway stop. visibility is low for oncoming vehicles. 0 0 3/14/2024 Traffic Safety Comment visibility of oncoming vehicles is difficult. ramps too far back creating poor visibility. 0 0 3/14/2024 Walking/Pedestrian Comment Sidewalk Missing would be great if installed for better walkability. 0 0 3/14/2024 Traffic Safety Comment poor sight visibility due to parked vehicles 0 0

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C-34
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3/14/2024 Traffic Safety Comment request for a dedicated left turn light to make turning safer 0 0 3/14/2024 Walking/Pedestrian Comment Sidewalk Missing would be great if installed for better walkability. 0 0 3/14/2024 Walking/Pedestrian Comment ADA Ramps needed 0 0 3/14/2024 Walking/Pedestrian Comment ADA Ramps needed 0 0 3/14/2024 Walking/Pedestrian Comment ADA Ramps needed 0 0 3/14/2024 Walking/Pedestrian Comment ADA Ramps needed 0 0 3/14/2024 Walking/Pedestrian Comment sidewalk needed 0 0 3/14/2024 Walking/Pedestrian Comment ADA Ramps needed 0 0 3/14/2024 Walking/Pedestrian Comment sidewalk missing 0 0 3/14/2024 Walking/Pedestrian Comment sidewalk missing 0 0 3/14/2024 Walking/Pedestrian Comment ADA Ramps needed 0 0 3/14/2024 Walking/Pedestrian Comment ADA Ramps needed 0 0 3/14/2024 Walking/Pedestrian Comment ADA Ramps needed 0 0 3/14/2024 Walking/Pedestrian Comment ADA Ramps needed 0 0 3/14/2024 Walking/Pedestrian Comment ADA Ramps needed 0 0 3/14/2024 Walking/Pedestrian Comment ADA Ramps needed 0 0 3/14/2024 Walking/Pedestrian Comment ADA Ramps needed 0 0 3/14/2024 Walking/Pedestrian Comment ADA Ramps needed 0 0 3/14/2024 Walking/Pedestrian Comment ADA Ramps needed 0 0 3/14/2024 Walking/Pedestrian Comment ADA Ramps needed 0 0

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C-35
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3/14/2024 Walking/Pedestrian Comment sidewalk missing 0 0 3/14/2024 Walking/Pedestrian Comment sidewalk 0 0
3/22/2024 Bicycling Comment Absolutely agree, protected ed bike lanes would greatly improve the safety, environment, and economy of this corridor.
0 0
3/24/2024 Traffic Safety Comment Car drivers not yielding to pedestrian , especially on the right turning lanes. 1 0 3/24/2024 Bicycling Comment Absolutely agree if Pinole Valley Road gets protected bike lane all the way to downtown it would be amazing for the environment with less car traffic. Also there's plenty of room for bike lanes especially along Pinole Valley Park. I mean there are 3 parking lots for cars so taking on street parking shouldn't be a problem.
2 0
3/25/2024 Walking/Pedestrian Comment It would be nice to make more of this connection between Pinole vista and hilltop green 2 0 4/4/2024 Bicycling Comment Dedicated & safe bike infrastructure on San Pablo Ave all the way through Pinole needs to be a top priority.

Except for the Bay Trail, San Pablo Ave is the only continuous, non-freeway corridor eastwest through Pinole, and as the ongoing year and a half-long closure of the Bay Trail due to a landslide has shown that one single route is not adequate. 1 0
4/4/2024 Bicycling Comment Continuous protected bike infrastructure is needed in each direction through this freeway interchange and past the on/off ramps.
1 0
4/4/2024 Bicycling Comment Continuous protected bike infrastructure is needed in each direction through this freeway interchange and past the on/off ramps.
2 0
4/4/2024 Bicycling Comment Continuous protected bike infrastructure is needed in each direction through this freeway interchange and past the on/off ramps.
2 0
4/4/2024 Bicycling Comment This trail needs to be repaired & widened for safer usage by bike riders and pedestrians. It also needs lighting for travel after dark. 2 0
4/4/2024 Bicycling Comment Continue the creek trail to and past I-80 for bike/walk access and connectivity. 0 0

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C-36
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4/4/2024 Bicycling Comment Repair and widen the creek trail to improve bike/walk access and safety. Also add lighting for improved use after dark.
1 0
4/4/2024 Bicycling Comment Repair and widen the creek trail to improve bike/walk access and safety. Also add lighting for improved use after dark.
1 0
4/4/2024 Bicycling Comment Neighborhood bike routes with consistent traffic calming standards like speed humps every block and traffic circles at intersections can help keep speeds low and improve safety & comfort for users.
1 0
4/4/2024 Bicycling Comment I know there is already a bridge replacement / widening in the works here, but please make sure it includes protected bike lanes and not just painted stripes. It would be frustrating to put so much work and money into the project to have it be already out of date upon completion.
0 0
4/4/2024 Bicycling Comment A more seamless connection between Pinole Valley Rd and the creek trail is needed here, serving bike traffic in both directions.
1 0
4/4/2024 Bicycling Comment Either widening or creating a separate jogging path here would be helpful. It's a popular trail which is great but not wide enough to handle all of the various uses it is currently getting.
1 0
4/4/2024 Bicycling Comment Install dedicated BikeLink e-lockers at this parking lot. People could then park here securely then visit destinations throughout the downtown area. 2 0
4/4/2024 Bicycling Comment Install BikeLink e-lockers at City Hall. These could be used by staff during the day, encouraging more people to try biking for their commute, and then by participants at city meetings in the evening. El Cerrito, Richmond, and other Contra Costa cities already have these at their city offices.
1 0
4/11/2024 Bicycling Comment A bike path here wrapping around the hill and connecting to the path behind the bowling alley.
1 0
4/11/2024 Bicycling Comment Need to connect this bike lane better to the one on the other side of the street 1 0

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4/11/2024 Bicycling Comment Posts in the ground here pose a hazard to bike access to this bridge. 0 0 4/25/2024 Traffic Safety Comment Unsafe conditions during school drop off hours. Congestion here is unavoidable and easing congestion just promotes more vehicle traffic. Since parents are not following traffic signs, outreach from school district, etc and enforcement cannot be 100% available, we need to make it safer for kids who need to get across the street safely. RRFBs, hardened safety devices, and speed tables/raised crosswalks, at a minimum, will help. 0 0
4/25/2024 Bicycling Comment Safe, separated bike lanes needed here with a road diet. There is plenty of room for improvement and alternative forms of transit to grocery stores and shops are necessary if Pinole is to continue to grow in population.
0 0
4/25/2024 Bicycling Comment Please consider a separated bikeway on San Pablo or equivalent parallel route. It is one of the rare streets in the area which is less hilly. Most shops on San Pablo have parking lots and more pedestrians and cyclists will only improve the attractiveness of commercial areas. Pinole is a lovely community near many destinations of interest and we would be better served with improving all modes of transit so that residents of Pinole and surrounding areas can safely walk or bike to shops.
0 0
4/25/2024 Traffic Safety Comment There seems to be something odd about traffic phasing at this intersection and I reported it previously. I hope it is now fixed. Does not seem to be enough time to cross Fitzgerald as a pedestrian from SE corner before SB right turning vehicles get the green arrow. I have gotten stuck here during ped countdownwith my kid in a stroller while vehicles got a green arrow. I checked the ped signal behind me and it was still in countdown mode. 0 0
4/25/2024 Traffic Safety Comment There have been many accidents due to speeding on this stretch of road - even resulting in cars hitting houses.
0 0
4/25/2024 Traffic Safety Comment Should make this a 3 way stop to slow down any speedsters - especially since it's only a block away from Ellerhorst Elementary.
0 0
4/25/2024 Bicycling Comment As do I. 0 0

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5/6/2024 Traffic Safety Comment It's even more pronounced on trash pickup day when refuse containers are stored in the traffic lane.
0 0
5/6/2024 Recreation Comment STILL washed out as of May 2024. 0 0 5/6/2024 Walking/Pedestrian Comment A pedestrian bulb-out, 'curb extension' would be useful here. When there are many cars parked at the curb, it can be very difficult for drivers to see if there are pedestrians waiting to cross the street, and for pedestrians to see if it is safe to cross. 0 0
5/6/2024 Bicycling Comment I wish Sarah Dr were viable, but it's so steep uphill that it's a challenge for even experienced adult cyclists. Downhill is even more concerning - fine for someone who knows what they're doing, but unsafe for someone inexperienced and/or with poorly maintained equipment.
0 0
5/6/2024 Traffic Safety Comment A pedestrian bulb-out here would improve safety. Drivers cannot see pedestrians crossing the street until they have begun their right turn.

This intersection also lacks accessible curb cuts.
0 0

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Table 2: Public Comments
# Date Comment
1 2024 Hello, we are emailing to provide feedback on the Pinole Draft Active Transport plan. We are residents who live near Ellerhorst Elementary and our family and would greatly benefit from a two-way bike path as described in the 'preferred future concept' for Pinole Valley Road (page 49). We need a safe way to bike to the grocery store and for our kids to bike to school. Pinole Valley road currently feels very intimidating to bike on and the community would benefit greatly by making Pinole Valley Road more biker friendly. 2 2024 After reviewing the plan, I think that parts of it will limit or cause additional traffic in already busy roads such as San Pablo Avenue at Tenant and Apian way. Removing the right turn lane will back it up even further. And also, the projected changes on tenant Avenue could remove parking for the homes that live along there, as well as limit activities and parking for the church. And even the city building that is nearby and the homes were there first, so it seems unfair to take away their parking opportunities.
3 10/06/24 Overall, it is a solid plan, highlighting that Pinole can be a highly bikeable city. The small geographic size makes biking a highly competitive transportation option to essential points of interest, such as businesses, schools, parks, public institutions, and other essential amenities. Also, I appreciate the General Plan mentioned, especially the focus on how Pinole’s Vision for the future will be more multimodal. It is the essential point of reference to look back on as the backbone of the plan and as a clear vision statement to let local stakeholders know the importance of bike infrastructure and overall making Pinole a more walkable city.

I have some feedback that can improve the plan to ensure Pinole has a well-thought-out and developed plan. This will ensure that biking in Pinole in the future is of high quality and comparable to other global cities that are top-tier in cycling, like Amsterdam.

Feedback:

1. More Pictures of the Types of Bike Lanes: More pictures would be great to further show the diversity of bike infrastructure, especially for class 4, as it is the most attractive class for cyclists of all levels. I recommend having more pictures of high-quality bike infrastructure in other Bay Area cities, especially in San Francisco, Oakland, Berkeley, Albany, El Cerrito, and Richmond. Other cities in the state, such as Davis and Santa Monica, are even better. And even more so, international examples like the top-tier Dutch bike infrastructure or even the narrow streets of Tokyo, Japan, as a point of reference for creating bicycle boulevards.

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# Date Comment

2. Missing Improvements/Details for Pedestrian and Bicycling Infrastructure:
- Creating a complete quality sidewalk between Simas Ave and Marinez Ct adjacent to the Skate Park should be mentioned. It's a 2 ½ ft walkway at street level with physical separation, but it's not great to walk on compared to the other side of the Pinole Valley. - The section in the plan showing the current types (lack of) cycling infrastructure needs to include the little trail behind the shopping center along PV that connects to Sarah CT and Pinole Valley High School along the sidewalk. It should also be labeled as a class 1 and is a vital route that helps build a better sense of connectivity, especially for pedestrians in the area. It can also help make Sarah Drive, as you guys identified, a fabulous Bike Boulevard.

3. Further, the importance of how public transit and cycling go well together: Transit was mentioned briefly in the general plan, and a little in the plan was about how this plan can help transit. There should be greater emphasis on how biking can integrate well with regional transit systems, as bikes can solve the last-mile issue that transit has problems with. With our patchwork system in the Bay Area, where transit runs at different frequencies, biking can help bandage the gaps in service. Also, it would be nice to mention transit routes that help connect people in our community to the rest of the Bay Area, such as JPX and the JR, which connect to BART at Del Norte El Cerrito. Another point is that though the Hercules Transit Hub project is currently a work in progress, it should be mentioned as a future top-tier destination for bicycling as it would host the future Amtrak service and even ferry service. As a bonus, it's in the Bayfront neighborhood in Hercules, incorporating new urbanist planning practices that Pinole should adopt. Still, I understand it goes beyond the Active transportation plan's scope. But still worth mentioning.

4. Don't be afraid to use international examples: Not asking for a complete copy and paste of, say, Copenhagen or Amsterdam in bike infrared, but learning from the best and adapting to local conditions can help provide helpful insight on how to make biking a reliable, safe, and fun form of transportation. Throwing in a little American motivational pride in competing with our international competitors in the world of active transportation can be a fun and motivating way to make Pinole and, by extension, our country a genuinely excellent nation.

Closing Thoughts:

So far, I have a solid plan with a good vision for the future of active transportation for Pinole, and I look forward to the improvements and revisions to ensure that the vision dreamed up becomes a reality. Also, I will keep stressing about looking at places that have created the infrastructure and global examples of high bike infrastructure. But best wishes to you guys for creating this plan.

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Table 3: Stakeholder Comments
# Date Stakeholder Comment
1 2024 Community
Engagement
Committee (CEC)
I’ll focus my feedback on the Bikeway Network Plan proposals for Appian Way, Fitzgerald, Pinole Valley Road and San Pablo Avenue as bicycle infrastructure improvements on these roads are called for in Pinole’s General Plan, Pinole’s Three Corridors Specific Plan and the Countywide Bike Ped Plan.

The proposals in the draft ATP for both Appian Way and Fitzgerald are good in my opinion. They improve safety for cyclists without adversely affecting motor vehicle traffic.

Pinole Valley Road and San Pablo Avenue are more of a challenge. The proposal for a 2-way cycle track on one side of the road is creative. I assume that this concept edged out the concept that includes a road diet with a bicycle lane on each side because the feedback was more positive for the 2-way cycle track concept. My concern is that the 2-way cycle track concept was preferred because there is the perception that it will have less impact on vehicle traffic, not because it would improve bicycle safety.

A 2-way cycle track is not a good fit for a roadway with a high number of driveways and intersections. This concept would result in more danger to cyclists on SP Ave and PVR than the current configuration.

Overall, I like this ATP and appreciate all the work that has gone into it.

At the same time, I’m concerned about the negative sentiment towards improving bicycle infrastructure that I see expressed in the public’s feedback https://pinolespeaks.com/GI4846#tab-50874.

I’m concerned that none of the Bikeway Network Plan proposals will be carried out in the near future because of resistance to improvements in bicycle infrastructure.

I feel that it's important that the ATP be communicated foremost as a way to provide traffic calming and improved livability for all in our community.

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# Date Stakeholder Comment
2 2024 CEC Thank you for passing this document along and for extending the comment period.

While we appreciate the fact that drive lanes with widths of 11 feet in each direction have been included in the preferred future concepts for Appian Way, Pinole Valley Road, San Pablo Avenue, and Tennent Avenue, I would like to reiterate WestCAT’s concerns about some of the drive lane widths proposed for other arterial streets that our WestCAT buses navigate.

In particular, the absence of drive lanes wider than 10 feet 6 inches in the preferred future concepts for Fitzgerald Drive (where we currently operate routes JPX, 16, and 19) and Tara Hills Drive (where we have operated service in the past and where there might be demand for service in the future) would create more dangerous conditions for our buses, whose widths range from 10 feet 4 inches to 10 feet 8 inches and which may be forced to occupy multiple lanes at the same time if these preferred future concepts are implemented without modification.

To be clear, we understand, acknowledge, and affirm the critical importance of limiting the width of drive lanes as a traffic calming measure to promote the safety and comfort of cyclists, pedestrians, and the public at large. With that said, to ensure safe navigation by our WestCAT buses, we are requesting that those arterial street segments which serve our bus routes retain at least one drive lane in each direction with a minimum width of 11 feet, and we recommend that such lanes be allocated our preferred width of 12 feet when possible.

Thank you for your attention to and careful consideration of our concerns.

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3 2024 CEC Kindly see comments on the draft ATP below.

Comments:

in its entirety and there’s no proposed designs for other segments other than between Fernandez Av and Pinole Valley Rd.

What would it look like for other areas of SPA? Are there areas with more limited space and if so, what’s the plan for that?

adds up to 75’. There seems to be a 1’ differential based on the concepts.

Recommendations:

Refer to NACTO and CALTRANS design guidance for local installations Proposed bikeway map. Pink lines in Pinole, are they good quality lane facilities? To make it low stress it should be below a certain level, refer to design guidelines to do so.
• Great that there are some commitments on freeway interchanges, Delta, need some more commitments of low stress routes in between, there are neighborhoods without paths.

There are groups trying to differentiate between Class III and BIke Blvd and we’d like to see a commitment from Pinole to a low stress and all ages facilities. Class IIIB are higher levels of traffic calming • We want you to identify in this plan class 3b facility types that incorporate higher levels of traffic calming to enable all ages and abilities.

Bike Parking is important, here’s a link from Evemeryville as model policy.

Emeryville's citywide bicycle parking ordinance and guidelines were updated within the past year and referenced best practices from several cities around the country including accommodations for ebikes and cargo bikes:
https://www.ci.emeryville.ca.us/DocumentCenter/View/15108/Item-81-Attachment-1---Redline-version-of-proposed-revisedRegs (pages 62-68) There is more to good bike parking policy than just what's indicated in the Emeryville code here, but this is certainly a good place to start.

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In regards to the comments below which were previously shared... Even if it’s not a requirement, it should still be a priority and we want to see that in the plan.

From previous emails:

Bikeway typology design decisions need to be based on this in order to provide safe and accessible facilities.

We appreciate that multiple bikeway options are being offered for our input, but certain alternatives are not appropriate for the context and should not even be considered. Instead, we recommend that Pinole use a standard like NACTO's Contextual Guidance for Selecting All Ages & Abilities Bikeways. And the Caltrans Complete Streets: Contextual Design Guidance.

Under the NACTO guidance any multi-lane street with a posted speed of 25 mph or above, or a single lane street with a 25 mph speed limit and 6k or higher daily car volume should only be considered for a Class IV separated bikeway facility.

Under the Caltrans guidance any street signed at 35 mph or above or any street with 6k or more daily vehicle trips definitely needs a Class IV separated bikeway. And many streets 25 mph and above, or 3k car trips and above, should also be considered for Class IV separated bikeways.

So if a goal of the Walk & Roll Pinole plan is to create a bike network that is accessible to all ages and abilities, then the options for treatments on major corridors have to be limited to those that are in alignment with this goal. Several of the alternatives offered for community feedback are not in alignment, and should not be considered.

Going beyond the bikeway typology, individual design decisions also play a role in how safe and comfortable a facility is as well. And for these purposes we also recommend referring to the same standards from NACTO and Caltrans in order to inform decisions like bikeway widths, travel lane widths, and other features.

For a number of the corridor alternatives we were asked to provide input on, none of them fully met the recommended design standards. But we were able to combine features from several of the alternatives to come up with other options that were more in alignment with design standards. If you would like us to share our alternatives with you please let me know, but otherwise we are reluctant to choose a favorite and endorse an option that is further from the recommended design standard.

Below are notes with the justifications and references for lane widths and bikeway types each of the segments based on the Caltrans Complete Streets Design Guidance document, and the Caltrans Class IV Separated Bikeway Design Guidance document. Most of the bikeway widths are recommended minimums, but in each of the examples I was able to make a separated bikeway work within the standards, except for Fitzgerald Drive for which the separated bikeways are each a 1/2 foot below the minimum recommendation.

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# Date Stakeholder Comment
Appian Way. 64 foot right of way - 1 foot gutter pan? Signed at 35 mph - 10.5 width lanes appropriate per Caltrans complete streets DIB. Minimum 6 foot bikeway width between curbs with a raised island (not including 1 foot gutter) per Caltrans complete streets DIB.

Fitzgerald Drive. 96 foot right of way - 1 foot gutter pan?. If above 6k vehicles/day then needs Class IV separated bikeway per Caltrans complete streets DIB. Signed at 30 mph - 10.5 width lanes appropriate per Caltrans complete streets DIB. 5.5 foot bike lane width, minus 1 foot gutter pan, is 4.5 feet, less than 5 foot minimum between curb and buffer per Caltrans complete streets DIB - look for opportunities to reduce travel lanes or turn lane further to widen bikeway to 6 feet Pinole Valley Rd. 74 foot right of way - 1 foot gutter pan? Signed at 30 mph - 10.5 width lanes appropriate per Caltrans complete streets DIB. Minimum 5 foot bikeway width between curb and buffer (not including 1 foot gutter) per Caltrans complete streets DIB - 3 foot minimum buffer required next to parking per Caltrans Class IV bikeway guidance DIB.

San Pablo Ave. 76 foot right of way - 1 foot gutter pan? Signed at 25 to 35 mph - 10.5 width lanes appropriate per Caltrans complete streets DIB. Minimum 10 foot bikeway width between curbs with a raised island (not including 1 foot gutter) per Caltrans complete streets DIB - 12 to 14 feet preferred.

Tara Hills Drive. 76 foot right of way - 1 foot gutter pan? Signed at 30 mph. Minimum 5 foot bikeway width between curb and parking buffer (not including 1 foot gutter) per Caltrans complete streets DIB.

Tara Hills Drive. 68 foot right of way - 1 foot gutter pan? Signed at 25 mph - If above 6k vehicles/day then needs Class IV separated bikeway per Caltrans complete streets DIB. Minimum 5 foot bikeway width between curb and parking buffer (not including 1 foot gutter) per Caltrans complete streets DIB. 3 foot buffer width minimum alongside parking, 2 foot buffer width minimum otherwise - per Caltrans Class IV bikeway guidance DIB.

Appendix D

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Toolkit
This appendix encompasses the variety of infrastructure projects and programs aimed to improve walking, bicycling, and other non-motorized modes of transportation. The following sections include:

Infrastructure Improvement Types: describes various types of physical bicycle and pedestrian network improvements.

Amenities: presents a menu of options to improve multimodal comfort and connections as well as “best practices” for implementation Wayfinding: defines the system of navigational signs and markings that inform and guide users along the best route to their destinations and presents a menu of wayfinding options to improve navigation for people walking, bicycling, and rolling.

Recommended Improvements: describes the recommended citywide network of pedestrian and bicycle improvements identify by this Plan.

Infrastructure Improvement Types
Infrastructure improvements are physical changes to the roadway network which facilitate a connected, comfortable, and safe bicycle and pedestrian network.

Infrastructure improvement types for bicycling and walking facilities are described separately in the following sections, except for those facilities that benefit bicyclists and pedestrians equally, like Class I shared-use paths.

Bikeways
Bikeways include on- and off-street bicycle lanes and signed routes, as well as crossing improvements and shared-use paths. Bikeway
recommendations, when combined with existing local and regional bicycle facilities, are intended to create a well-connected and low-stress network for people riding bicycles. As future development and additional site and engineering assessments occur, some options may be added, changed, or removed to maximize the low-stress connectivity of the bicycle network. For instance, if further assessment determines that a specific bikeway type is infeasible at one location, it may be shifted to a nearby location or substituted for an alternate, context-appropriate bikeway type. Ultimately, bikeway projects are intended to maximize the vision and goals set forth in this Plan.

Bikeway projects are categorized based on the four classifications recognized by Caltrans, along with several sub-classifications, including:
− Class I Bikeways: Shared-Use Paths
− Class II Bikeways: Bicycle Lanes, which include standard, buffered, and green painted lanes
− Class III Bikeways: signed Bicycle Routes including Bicycle Boulevards
− Class IV Bikeways: Separated Bikeways
The following types of bikeways are recommended throughout the City of Pinole.

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Table 1: Bikeway Types
Facility Type Description Image
Class I Shared-Use
Paths
Class I bikeways (shared-use paths) are exclusive walking and bicycling facilities where motor vehicles are prohibited. The minimum paved width of a two-way Class I facility is 10-12 feet, with 10-14 feet preferred with a minimum five feet of separation from the roadway plus standard shoulder width 2 feet of shoulder width.

Source: www.pedbikeimages.org / Dan Burden
Class II Bicycle Lanes Class II bikeways (bicycle lanes) are striped lanes for bicyclists that provide a designated space for bicyclists within the roadway, helping to define where motorists and vehicles are. Bike lanes are distinguished using color, lane markings, signage, and intersection treatments. Bike lanes should be 5 feet wide, at a minimum (MUTCD Figure 9C-102(CA)).

Source: www.pedbikeimages.org / Dan Burden
Class II Bicycle Lanes
with Green Colored
Pavement
Class II bicycle lanes with green-colored pavement increase awareness of vehicles that cyclists may be present and make the bike lane more visible.

The green paint can be implemented either along the entire bikeway corridor or in conflict areas, like driveways, turn lanes, and through intersections.

Source: www.pedbikeimages.org / Tiffany Robinson

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Facility Type Description Image
Class II Buffered
Bicycle Lane
Class II bicycle lanes may be buffered to provided visual separation between bicyclists and vehicle traffic and/or parked vehicles. Buffers should be two to four feet from the travel lane and two to four feet between from the parking lane (if present).

Source: GHD
Class III Bicycle
Routes
Class III bicycle routes are designated routes for bicyclists within the road network where bicyclists share the road with motorists, indicated by signage or a painted “sharrow”. They are most appropriate on lower speed roads.

Bicycle routes may feature traffic calming strategies aimed at slowing vehicle speeds. These routes are typically considered “bicycle boulevards” and can be considered near destinations or along routes frequented by vulnerable road users, such as children and families.

Source: GHD
Class IV Separated
Bikeways
Class IV separated bikeways are on-street bicycle facilities with a physical barrier, between the bikeway and motor vehicle lanes. Bikeways may be separated by a variety of buffers including bollards, a concrete curb, a parking lane, planters, and more. Separated bikeways may be one-way or two-way. Separated bikeways should be between five to 8 feet between curb to buffer at a minimum for one-way bikeways and nine to 14 feet for two-way.

Class IV Separated Bikeway. Source: GHD

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Bicycle Crossings
In addition to bicycle lane and bikeway improvements, crossing and intersection improvements and traffic calming measures can be used to enhance safety throughout the bikeway network. The following section highlights many, but not all, strategies that may be implemented in Pinole to support existing or recommended bikeways.

Table 2: Bicycle Crossing Improvements
Facility Type Description Image
Conflict Markings Conflict markings are dashed bicycle facility markings where turning motorists cross the bicycle lane. They are most often located at intersections, driveways, and on-ramps.

Source: www.troutdaleoregon.gov
Intersection Bicycle
Markings
Intersection bicycle markings are dedicated bicycle facilities that continue through an intersection completely and provide a designated space for cyclists through an intersection, increasing awareness of cyclists to drivers.

Source: www.pedbikeimages.org / Toole Design Group
Bike Boxes Bike boxes designate an area for bicyclists to wait in front of stopped motor vehicles during a red signal phase. Bike boxes provide cyclists with a safe way to be visible to motorists by getting ahead of the queue during the red signal phase and can help facilitate left turns for bicyclists.

Source: City of Long Beach

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Facility Type Description Image
Bike Ramps Bike ramps are ramps that allow for smooth bicycle travel between a roadway and an off-street bicycle facility, most often found at the approaches to roundabouts.

Source: City of Thornton, CO
Bicycle Signals/Leading
Bicycle Interval
Bicycle signals are traffic signal heads that provide a designated period for bicycles to enter the intersection ahead of, or separately from motor vehicles. Bike detectors would be installed to detect bicycles separately from vehicles, which can also be installed with or without bike signals.

Source: www.pedbikeimages.org / Adam Coppola Photography Protected Intersections Protected intersections lower traffic stress by allowing bicyclists to cross one leg of traffic at a time with pedestrians, rather mixing with traffic to access the left turn pocket. They do this by providing a painted or physically protected space at each corner of the intersection for bicyclists to wait for the light. Protected intersections are also recommended where two-way bikeways transition to one-way bikeways .

Source: GHD.

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Facility Type Description Image
Class I Bikeway Crossings At-grade Class I bikeway crossings are intersections where a Class I bikeway meets a roadway where bicyclists and motorists share the road.

Source: www.pedbikeimages.org / Dan Burden
Grade-Separated Class I
Bikeway Crossings
Grade-separated Class I bikeway crossings are intersections where a Class I bikeway meets a roadway or railroad, and bicyclists are physically separated from other modes by an overcrossing or undercrossing structure.

Source: www.pedbikeimages.org / Dan Burden

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Pedestrian Improvements
The proposed pedestrian network includes Class I shared-use paths along with sidewalks and spot improvements such as crossings and curb ramps. Pedestrian recommendations are intended to make walking trips safer, more enjoyable, more comfortable, and more convenient for people of all ages and abilities.

A visual guide to pedestrian infrastructure types has been included below.

Facility Type Description Image
Sidewalks and Paths Sidewalks are paved facilities that provide comfortable walking space separate from the roadway. They are a fundamental element of Americans with Disabilities Act (ADA) compliance.

Source: www.pedbikeimages.org / Dan Burden
Standard or
Transverse Marking
Crosswalks
Standard or transverse markings crosswalks are two parallel lines indicating the crossing area.

Source: www.pedbikeimages.org / Dan Burden

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Facility Type Description Image
High Visibility
Crosswalk
High visibility crosswalks include bold white bars that run perpendicular to the pedestrian path of travel.

Source: www.pedbikeimages.org / Mike Cynecki
Advance Stop Bar or
Yield Markings
Advance stop bar or yield markings include a bold white bar or triangular “shark’s teeth” markings 6 to 8 feet in advance of a crosswalk. Controlled intersections utilize the stop bar while uncontrolled intersections utilize the yield markings.

Source: www.pedbikeimages.org / Dan Burden
Rectangular Rapid
Flashing Beacon
(RRFB)
A RRFB utilizes human-activated flashing lights to provide additional visibility to pedestrian crosswalk signs at unsignalized intersections and midblock crossings, where traffic volumes do not warrant a signal or stop.

Source: City of Long Beach

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Facility Type Description Image
Pedestrian Hybrid
Beacon (PHB)
A signalized midblock crossing stops road traffic as needed to allow for nonmotorized crossings of major streets at midblock locations where a beacon is determined to be insufficient. Alternatively, a PHB could be installed. A PHB has yellow flashing lights then provides a red indication for motorized traffic.

Source: NACTO
High Intensity
Activated Crosswalk
(HAWK)
HAWKs are human-activated crossing signals designed for major, higher capacity roadways. They are comprised of three lights, including two red lights stacked on top of a yellow light, that hang over the roadway much like a traffic signal. When the button is pressed, the two top red lights activate, signaling drivers to stop for crossing pedestrians and bicyclists. When inactive, the single yellow light indicates that drivers should slow their speeds in anticipation of cross traffic.

Source: Arizona Department of Transportation
ADA Compliant Push
Buttons
Accessible Pedestrian Signals (APS) are devices with push buttons that incorporate auditory, visual, and tactile indications of the status of pedestrian signals.

Source: City of Laguna Niguel

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Facility Type Description Image
Americans with
Disabilities Act (ADA)
Compliant Curb
Ramps
Curb ramps are used at street crossings that involve a change in grade to ensure crosswalks are accessible to people using wheelchairs, people with wheeled devices, and people with low or no vision, per ADA guidelines.

Source: GHD
Pedestrian Median
Island
Pedestrian median islands provide a safe space for people to cross one side of the road at a time. They help to improve visibility of people crossing to drivers.

Source: FHWA
Curb Extensions Curb extensions are traffic calming measures that widen the sidewalk at roadway intersections into the parking lane, shortening the street width at crossings.

Source: www.pedbikeimages.org / Lara Justine

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Facility Type Description Image
Leading Pedestrian
Interval (LPI)
Leading pedestrian intervals are signalized intersections with a walk phase that precedes the green phase for motorists by a few seconds, allowing pedestrians to get a head start crossing the street.

Source: City of Long Beach

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Traffic Calming
Traffic calming measures reduce motor vehicle speeds to increase safety and improve comfort for nearby pedestrians and bicyclists. Traffic calming measures include speed limit reductions, vertical deflection (speed humps or speed tables), and horizontal deflection (curb extensions, neighborhood traffic circles, chicanes, pinch points, or narrowings).

Facility Type Description Image
Neighborhood Traffic Circles Neighborhood traffic circles are raised islands in residential intersections that help slow traffic on local and collector streets.

Neighborhood traffic circles can help make crossings safer for pedestrians, encourage smoother and safer bicycle travel, and clarify right-of-way for all road users along Class III bicycle boulevards.

Source: www.pedbikeimages.org / Carl Sundstrom
Speed Feedback Sign Speed feedback signs use radar to detect and display the speed of passing cars and are typically sited on roadways with significant speeding concerns.

Source: Seattle Department of Transportation
Speed Humps Speed humps work to slow vehicles. They are appropriate on neighborhood streets and locations such as schools.

Source: Arleta Neighborhood Council

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Amenities
This section of amenities acts as an à la carte menu of potential infrastructure add-ons and specialty items that can be included throughout Pinole’s multimodal network, as desired. Each amenity presents an opportunity for improved comfort and convenience for people walking, bicycling, rolling, and taking transit.

The intent of the amenities presented is to have a unified look and feel throughout the Pinole transportation network, emphasizing connectivity. Each pedestrian, bicycle, trail, and transit amenity item below includes an example photo of the amenity as well as a description of its general recommended use and best practices. These recommendations are overarching for the entire network and not for any one segment. These amenities should be considered as the network is developed in new segments and for future upgrades to existing segments.

Additionally, maintaining amenities is important to the overall usability and accessibility of bicycle and pedestrian facilities, including trails. A consideration for the safety of trail users would be to maintain the trail surface for ease of use and to design trails with root barriers to prevent roots from uplifting the paths.

Facility Type Mode Description Image
Bicycle
Parking
Bicycle Bicycle racks at convenient locations provide secure places to park and lock bicycles on a short-term basis. Bicycle parking should be sited at level locations that are highly visible to avoid bicycle theft, as well as complementary to other amenities, like end of trip facilities. Special care should be taken to comply with accessibility requirements and avoid conflicts with motor vehicles, pedestrians, and mobility devices. Providing sanctioned bike parking in the right locations can help avoid bikes locked to objects such as trees, fences, railings, gutters, light poles, signs, and benches, which may cause maintenance or accessibility issues.

Most bicycle racks are designed to be durable, and the chosen style of rack should support the bicycle upright by its frame in two places, prevent the wheel of the bicycle from tipping over, enable the frame and one or both wheels to be secured, support bicycles without a diamond-shaped frame with a horizontal top tube, allow front-in parking. A U-lock should be able to lock the front wheel and the down tube of an upright bicycle, and allow back-in parking, and a U-lock should be able to lock the rear wheel and seat tube of the bicycle.

Source: pedbikeimages.org / Dan Burden

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Wheel-bending schoolyard bicycle racks, which can damage bicycles, and “wave” style bicycle racks, which are space inefficient, are outdated rack styles that are not recommended.

Additional guidance on bicycle parking and bicycle rack selection may be found in the Association of Pedestrian and Bicycle Professionals Bicycle Parking Guidelines.

Bicycle
Lockers
Bicycle Bicycle lockers are boxes that can store one or two bicycles, usually for extended periods of time.

Source: TheTransitFanNY, CC BY-SA 4.0 Wikimedia Commons Scooter
Parking
MicromobilityScooter parking is a dedicated, marked space that can accommodate pedestrians and promote obstacle-free sidewalks.

Source: Transportation for America

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End of Trip
Facilities
All Longer distance bicycle commuters may wish to freshen up upon arrival, prior to beginning the day. To further encourage people to bicycle more often, additional amenities should be provided including showers, locker rooms, and bicycle wash stations. These amenities are frequently provided for bicycle commuters through workplace or school facilities.

Bicycle Repair
Stations
Bicycle From flat tires to adjusting brakes and derailleurs, bicycle riders of all abilities sometimes need to make quick adjustments while out on the trail. Bicycle repair stations include all the necessary tools and equipment for basic bicycle repairs and maintenance. Bicycle repair stations act as a ruggedized bicycle tool “library,” designed to withstand both vandalism and the elements, with securely attached tools, stand and often a bicycle pump. Care should be taken when placing bicycle repair stations to avoid areas where vandalism is more likely, and instead placing them in highly visible, well-lit, and accessible locations where bicyclists may easily pull off the trail to make repairs.

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Bicycle
Leaning Rails
Bicycle Bicycle leaning rails allow bicyclists to rest an arm and foot when waiting at signalized intersections along designated bikeways.

These amenities encourage more people to bicycle by providing something to hold onto for balance while waiting for the traffic signal. Bicycle leaning rails also encourage proper bicyclist positioning and alignment along multi-use trail crossings, reducing conflict between bicyclists and pedestrians. Bicycle leaning rails are produced by multiple manufacturers and come in a variety of lengths (typically 4’ and 8’), finish options, and colors.

Gateway
Monuments
Trail Gateway monuments are placed at main entrance points, trailheads, and prominent intersections of trails, creating a sense of place for the trail network and its users.

Trail Maps Trail A well-planned and attractive system of destination signs and trail maps can greatly enhance trail networks by orienting users to their location within the community and providing navigational assistance to nearby routes or points of interest. By highlighting connections to other trails or modes of transportation, gateway and trail map signs can encourage more people to walk and bicycle for more trips.

These signs can be implemented as a standalone feature at trail entrances or paired with wayfinding signs (described in a later section) along the trail to offer more comprehensive navigational assistance.

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Trail
Wayfinding
Trail Wayfinding signs are small, pole-mounted signs placed along trails and bikeways at intersections or other “decision points” as well as along network segments to confirm time or distance information for active transportation users.

Signs typically display destination and directional information, at a minimum, but may also include distance, travel time, and the name of the bikeway, trail, or neighborhood as appropriate.

Interpretive
Signs
Trail Interpretive signs orient trail users to adjacent natural features, waterways, and local wildlife, building a deeper sense of awareness. Because many of the existing and planned trails follow creeks and natural areas, the City’s trail network presents numerous opportunities for interpretive signage.

Benches Trail Providing seating along trails improves accessibility and comfort for all trail users, and can be especially helpful for children, older adults, and those with mobility challenges. Simple benches can be installed at a moderate cost and require a firm and level area.

Many also include an adjacent accessible area where a person in a wheelchair or other mobility device may safely pull off the trail.

Paving the area surrounding the bench is common but not required.

Where trees do not provide sufficient shade cover, or where protection from weather is also desired, benches can be installed in Source: GHD

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conjunction with shade structures. The structure adds significant cost and requires more substantial footings but typically does not dramatically increase the footprint of the trailside seating area.

Picnic Tables Trail Like benches, picnic tables provide seating along trails, improving accessibility and comfort for all trail users, and can be especially helpful for children, older adults, and those with mobility challenges. Picnic tables expand the number of uses that can be accommodated along the trail network, like outdoor gatherings, dining, and other activities. Simple picnic tables can be installed at a moderate cost and require a firm and level area. Many are designed to accessibility standards; placement of accessible tables will need to be in an area where a person in a wheelchair or other mobility device may safely pull off the trail.

Trash
Receptables
Trail Large trash and/or recycling receptacles reduce litter on trails by providing a convenient place for waste disposal. They are moderately inexpensive and require only a small area that is clear and level (while concrete pads are common, they are not necessary). When used in conjunction with dog waste stations (which include small trash receptacles), trash receptacles can be placed slightly further apart on trails. They should also be located to provide for easy maintenance and regular emptying.

Source: City of Pinole

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Dog Waste
Stations
Trail Dog waste stations provide bags and trash receptacles, making it convenient for people walking dogs on the trail to clean up after their pets. They are inexpensive, are typically pole-mounted, and can be placed frequently along the trail to encourage use. Care should be taken that waste stations are placed in locations where they can be maintained regularly.

Drinking
Fountains
Trail Drinking fountains can improve the quality of experience for trail users on long trips, in hot weather, or where tree cover is sparse.

While drinking fountains themselves are relatively small and only moderately expensive, providing an accessible area off the trail to access the fountain increases the required footprint.

Drinking fountains require potable water meters, which may not exist along the trail. Meters for drinking water are different from meters used for irrigation of landscaping. If a new water meter is required, significant additional costs are incurred.

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Street Trees All Street trees provide numerous pedestrian amenities including cleaner air, enhanced beauty, improved mental health, and strengthened community identity. During hot weather, street trees provide pedestrians with essential shade protection from the sun.

Street trees can also improve traffic safety, with studies showing that individual driving speeds are significantly reduced along treelined streets in suburban settings1.

Parklets Pedestrian Pedestrians benefit from places to sit or linger as they travel to and from their destinations. Parklets are a way for the City to partner with nearby local businesses to create additional public space for community use. By converting curbside parking spaces into well designed, landscaped miniature community spaces, communities like Pinole can incorporate additional greenery, seating, and (optional) bicycle racks into their urban fabric.

Parklets can be managed through a competitive application process by a city’s public works department. Parklets should be a minimum of 6 feet wide, take up at least 1 parallel parking space, have vertical elements to help make them visible to motor vehicle traffic, and have a level transition at the sidewalk/curb to maintain accessibility. Drainage and stormwater runoff should also be considered when siting.
1 https://www.researchgate.net/publication/292767085_The_street_tree_effect_and_driver_safety

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Pedestrian
Scale Lighting
Pedestrian According to the National Highway Traffic Safety Administration (NHTSA), 76% of all pedestrian related fatalities occurred during periods of darkness2. To help address this, pedestrian scale lighting provides supplemental illumination for the travel and activities of people, including children, walking, skating, and rolling at night. While pedestrian scale lighting is recommended in all areas where pedestrian activity is prioritized, like sidewalks, pathways, intersections, crossings, and plazas, there are suggested minimum average luminance on these facilities for visibility of pedestrians to drivers and for pedestrians’ visibility of their walking, as outlined in the FHWA research report Street Lighting for Pedestrian Safety3. Pedestrian scale lighting supplements typical roadway streetlights by adding or adjusting the source of outdoor illumination closer to pedestrians, improving visibility of those walking along and across the street and enhancing safety for all road users.

Bicycle Way
Finding
Bicycle Decision Signs should be placed at the intersection of two or more bikeways to help inform bicyclists of the possible routes connecting to key destinations, like commercial centers, parks, or other bikeways.

Turn Signs signal when a bikeway turns from the current roadway onto another roadway.

Confirmation Signs let bicyclists and other active users know that they are on a designated bikeway. They can also help bring awareness of the bicycle route for motorists.

DECISION SIGNS
2 https://safety.fhwa.dot.gov/roadway_dept/night_visib/docs/Pedestrian_Lighting_Primer_Final.pdf 3 https://highways.dot.gov/sites/fhwa.dot.gov/files/2022-09/StreetLightingPedestrianSafety.pdf

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TURN SIGNS

CONFIRMATION SIGNS
Pedestrian
Wayfinding
Pedestrian Pedestrian wayfinding systems are designed to be informative, providing accurate and understandable information that helps people walking or rolling assess their physical environment and efficiently navigate to their desired destinations. Pedestrian wayfinding systems help people get around a city or neighborhood without their cars, encouraging more people to walk.

Best practices for pedestrian wayfinding include:
♦ Wayfinding signage should have clear information,
consistent visuals, and conspicuous placement.
♦ Wayfinding signage should be free of visual clutter with up-to-date information.
♦ Do not place more signs than are necessary to provide the right information at the right time.

Make wayfinding signage and markings delightful, inspiring residents and visitors.

Source: Bret Yourstone

PAGE D-23
Public Art Public art has the power to elevate a multimodal trail or shared -use
path from useful infrastructure only into a treasured space in the community. Public art near trails can be used to tell the story of the trail or share the identity of the community through which it runs and establish an enhanced sense of place.

There are many types of public art on trails including sculptures, murals, painted trail surfaces, gardens, lighting, gates and fences, as well as interactive art. Materials used can vary widely by region and budget but are regularly wood, stone, fiberglass, plastic, bronze, or copper. Temporary or “pop-up” art can also be a more affordable option for public art along trails but may require additional program management and curation efforts. Community members, including youth, can be great participants in selecting and creating art to foster a sense of community pride and ownership in the trail. Funding for public art can come from public, private, or philanthropic sources.

Special care should be taken to ensure the chosen public art can safely withstand human interaction and vandalism as well as the elements. Siting should place the public art so that it does not disrupt or block the trail when viewed or interacted with by trail users. Maintenance should be institutionalized through the Pinole Public Works Department, and the art should be insured, typically through the municipal insurance policy.

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Drinking
Fountains
Trail Drinking fountains can improve the quality of experience for trail users on long trips, in hot weather, or where tree cover is sparse.

While drinking fountains themselves are relatively small and only moderately expensive, providing an accessible area off the trail to access the fountain increases the required footprint.

Drinking fountains require potable water meters, which may not exist along the trail. Meters for drinking water are different from meters used for irrigation of landscaping. If a new water meter is required, significant additional costs are incurred.

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Non-Infrastructure Improvement Types
The City of Pinole already has several non-infrastructure improvement programs that it hosts, as well as works with local partners to improve safety and encourage active transportation. The City may consider the following recommendations listed in Table 3 as standalone programs or explore potential partnerships with existing departments, programs, or community groups.

Table 3: Non-Infrastructure Program Improvement Recommendations Program Pillar Description
Annual Report
Card
Evaluation,
Equity
An annual report card could assess the City’s progress toward the goals and implementation of recommended projects and programs. Annual report cards can also incorporate a review of effectiveness to evaluate costs and benefits of various efforts and adjust investments to maximize results. The annual report card could include annual collision data, program participation data, progress of project implementation, and other relevant metrics to highlight successes and challenges of improving bicycling and walking to school each year. The City could also develop specific performance measures to be included and tracked in the annual report card. Potential partnerships to host the program may include the Traffic & Pedestrian Safety Commission (TAPS) under the Pinole City County, or active community or volunteer organizations.

Annual Walk
Audit/RideAlong
Evaluation,
Equity
Similar to the report card, an annual walk-audit or ride-along could be used to identify new opportunities or challenges that may arise in the future as new development and the Plan are implemented. The walk audit/ride-along could include City staff, school staff, students and parents, and other community stakeholders. The audit/ride-along could be led by TAPS or a community-based organizations, and findings could be included in the annual report card.

Bicycle Repair
Program
Education,
Equity
A bicycle repair program could be hosted by the City, a community organization, bicycle shop, or a collaboration of multiple partners. The program could offer courses on bicycle repair and proper bicycle maintenance. The program could also gather community input on key locations where fix-it station would be well positioned in the City.

Bike Rack
Program Encouragement
Bicycle rack programs coordinate and streamline bicycle rack installation. The program could be managed by a City staff member who would work with City staff and business owners to install bicycle racks and bicycle corrals citywide. This would include ensuring bicycle racks are properly installed to avoid blocking sidewalks and located to make them convenient and accessible for bicyclists. The City could also develop customized bicycle racks. These racks can serve as a “brand,” highlighting the identity of the City as a bicycle friendly community.

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Program Pillar Description
Bike Share
and E-Scooter
Programs
Encouragement
Bike share and E-scooter share programs can provide a convenient way for people to travel to their destinations within Pinole, especially considering the grade changes in parts of the city. These programs can also augment last-mile transportation to transit and provide connections to neighboring communities and key destinations, such as the future Hercules Hub.

Community
Safety
Training
Programs
Education
Educational programs can be implemented to raise awareness about sharing the road with all types of roadway users with a focus on school-age children, new drivers, and seniors. Police, public works, and/or health departments can work in collaboration with community organizations to offer programs (e.g., Bicycle and Pedestrian Safety Education Program and Traffic Safety Education Program) that provide free workshops, activities, and safety equipment to residents.

Count
Evaluation
Program
Evaluation
Local agencies can use count evaluation programs to gauge the success of their programs and track their progress toward local active transportation goals. The City may conduct pedestrian and bicycle counts before and after implementing a program or completing infrastructure to better understand the impacts of a project. The City could also organize annual pedestrian and bicycle counts to evaluate whether the City is making progress towards increasing pedestrian and bicycle mode share. Counts are often required for grant programs like the Active Transportation Program, so a count evaluation program could help support City commitments to awarded funds.

Crossing
Guard
Program
Education
A crossing guard program could include hiring crossing guards, training for school staff, and creating recognizable uniforms for all crossing guards. Although some schools have crossing guards, staffing concerns have been a limiting factor. Having an adequate number of crossing guards at desired crossing locations will increase a sense of comfort for parents and encourage walking and bicycling to school. Crossing guard duties may include helping students cross the street, teaching children about pedestrian safety, and communicating with drivers about how to safely drive in school zones. Classroom presentations about pedestrian safety could further educate students and parents.

Demonstration
Projects Education
Demonstration projects are low-cost, temporary roadway projects that help local agencies introduce design solutions that increase safety and access to walking, bicycling, and public spaces to the public. Demonstration projects are meant to increase public engagement with active transportation solutions – temporary demonstrations generally last one day to one week and bring awareness to local transportation needs, allow stakeholders to interact with potential design elements, increase support for active transportation projects, and create stronger connections between government agencies, elected officials, non-profit organizations, local businesses, and residents. They allow a city to test design solutions and receive feedback before making permanent infrastructure investments.

Education
Campaign Education An education campaign uses print and digital media, radio, and television to educate the community about safe driving, bicycling, and walking behavior. The campaign could be used to target behaviors that are particularly prevalent in the City.

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Program Pillar Description
Education campaigns could target parents specifically through newsletters, online resources, back to school materials, and in-person meetings.

Lighting
Program
Engineering,
Encouragement
Lighting illuminates walkways to increase comfort for people walking and improves visibility of pedestrians and bicyclists for drivers. Lighting programs encourage community members to host “night walks” where the public walk their town at night to identify lighting needs.

School
Contests Encouragement
School contests use friendly competitions to encourage walking and bicycling to school. Contests could be held at the classroom level, between grades, or between schools, and reward students who walk and bike most often. Prizes could include a pizza party, classroom trophy, and more.

Social Walks
and Rides Encouragement
Supporting social walks and bicycle rides can provide many benefits to the community. People who are uncomfortable walking or bicycling alone, or who are unfamiliar with the best routes to use, will benefit from having a group to show them the way. Rides can also be used as information educational opportunities to remind participants about safe walking or bicycling behavior.

Walking and
Bicycling
Ambassadors
Education
A volunteer ambassador program is where volunteers wear green vests to identify themselves and spend each week bicycling or walking. In addition to reporting maintenance needs, ambassadors carry small kits with supplies for basic first aid, bicycle repairs, graffiti removal, or other tasks based on their interest and preference. An ambassador program acts as eyes, report maintenance needs, shares educational materials and maps, and provides a friendly presence in the community. Staffing needs for this program could be limited to coordinating occasional volunteer training sessions.

Trusted volunteers may be enlisted to help with program coordination, and grant funds could be pursued to offer a stipend to ambassadors or coordinators.

Walking and
Biking Arrival
and Dismissal
Procedures
Education
Arrival and dismissal can be challenging for students and parents traveling by most transportation modes. When developing a school arrival and dismissal program, some key principles should address pedestrians and bicyclists specifically: Assess needs through walk and bike audits; Prioritize the safety and comfort of students walking and bicycling; Use multiple strategies that incorporate the E’s of SRTS: Engineering, Education, Encouragement, Evaluation, and Equity; Separate motor vehicles from pedestrians and bicyclists and reduce conflict areas between them; Clearly demarcate and enforce the appropriate channels for vehicles, bicyclists, and pedestrians with signs, pavement marking, and educational materials.

Appendix E

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E-1
Project Prioritization
Table 1: Sidewalk Project Prioritization Scoring
Sidewalk
# Primary Road Start Road End Road DAC Safety
Gap
Closure SRTS
Communi
ty Input
Activity
Generator
Transit
Mobility Total
1 Appian Way 265 ft south of Michael Dr City Limits (Dalessi Ln) 4 0 3 0 3 0 0 10 2 Richmond Parkway Blume Dr 475 ft e/o I-80 NB off ramp 4 0 3 0 0 0 2 9 3 Pinole Valley Rd Simas Ave (s/o Potrero Ct) City Limits (s/o Marlin Ct) 0 0 3 0 0 2 0 5 4 San Pablo Ave
Western City Limit (130 ft w/o
Golden Gate Park) Dursey Dr 4 0 3 0 3 0 0 10
5 San Pablo Ave 3rd Ave 2nd Ave 4 0 3 0 3 2 2 14
6 San Pablo Ave
Alvarez Ave (80 ft e/o Alvarez
Ave) Oak Ridge Rd 4 0 3 0 3 2 2 14
7 San Pablo Ave
RR Undercrossing (900 ft w/o
Hercules Ave) Hercules Ave 4 0 3 0 3 0 2 12
8 Tennent Ave
n/o RR crossing (n/o Railroad
Ave)
s/o RR crossing (n/o Railroad
Ave) 4 0 3 0 3 2 0 12

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Table 2: Pedestrian Crossing Project Prioritization Scoring Ped
Crossing
# Primary Road Cross Road DAC Safety
Gap
Closure SRTS
Community
Input
Activity
Generator
Transit
Mobility Total
1 Fitzgerald Dr Best Buy Parking Lot 4 0 0 0 3 0 0 7
2 Fitzgerald Dr Jovita Ln 4 0 0 0 0 0 0 4
3 Pinole Creek Trail Henry Ave 4 0 0 1 3 2 2 12
4 Pinole Valley Rd I-80 NB Ramps 0 0 0 0 3 0 2 5
5 Pinole Valley Rd I-80 SB ramps 4 0 0 1 3 2 2 12
6 Pinole Valley Rd Estates Ave 0 0 0 1 3 0 2 6
7 Pinole Valley Rd Pinole Creek (@ Creekside) 0 5 0 1 3 2 2 13 8 Pinole Valley Rd Pinole Valley High 0 5 0 1 3 2 2 13
9 Pinole Valley Rd Adobe Rd (w/o Savage Ave) 0 0 0 1 3 2 0 6 10 Pinole Valley Rd Savage Ave 0 0 0 1 3 2 2 8
11 Pinole Valley Rd Simas Ave 0 0 0 1 3 2 0 6
12 San Pablo Ave RR Undercrossing (900 ft w/o Hercules Ave) 0 0 0 0 3 2 0 5 13 Pinole Valley Rd Adobe Rd (s/o Wright Ave) 4 0 0 0 3 0 2 9 14 San Pablo Ave 640 San Pablo Ave 4 0 0 0 3 0 0 7
15 San Pablo Ave Fifth Avenue 4 0 0 0 3 0 2 9
16 San Pablo Ave Tennent Ave 4 5 0 1 3 2 2 17
17 San Pablo Ave Jones Ave/Laurel Ave 4 5 0 1 3 2 2 17
18 San Pablo Ave 3rd Ave 4 0 0 0 3 0 2 9
19 San Pablo Ave Walter Ave 4 0 0 0 3 0 0 7
20 Tara Hills Dr Kildare Way 4 0 0 1 3 0 0 8
21 Tennent Ave Plum St 4 5 0 1 3 0 2 15
22 Tennent Ave Prune St 4 5 0 1 3 0 2 15
23 Tennent Ave Pear St 4 5 0 1 3 2 2 17

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Table 3: Bikeway Project Prioritization Scoring
Bikeway
# Primary Road Start Road End Road DAC Safety
Gap
Closure SRTS
Community
Input
Activity
Generator
Transit
Mobility Total
1 Appian Way San Pablo Ave Fitzgerald Dr/Sarah Dr 4 5 3 1 3 0 2 18 2 Appian Way Fitzgerald Dr/Sarah Dr 220 ft s/o Michael Dr 4 0 3 0 3 0 2 12 3 Connector Trail (Pinole Creek
Trail) Pinole Creek (n/o I-80)
Pinole Creek (near Ellerhorst
Elementary School) 0 5 0 1 3 2 0 11
4 Doidge Ave Wright Ave End of Wright Ave 0 0 0 0 0 0 2 2 5 Fitzgerald Dr
Western City Limit (I-80
Overpass) Appian Way 4 0 3 0 3 0 2 12
6 Hanley Dr Marlesta Rd Limerick Rd 4 0 0 1 0 0 0 5
7 Limerick Rd Hanley Dr Tara Hills Dr 4 0 0 0 3 0 0 7
8 Marionola Way Marlesta Rd Henry Ave/Ridgecrest Rd 4 0 0 0 3 0 2 9 9 Marlesta Rd Hanley Dr Marionola Way 4 5 0 1 3 2 2 17
10 Pinole Valley Rd Henry Ave Pinole Valley High School 4 5 3 1 3 2 2 20 11 Pinole Valley Rd Pinole Valley High School Simas Ave 0 5 3 1 3 2 2 16 12 Pinole Valley Rd Simas Ave
Southern City Limit (600 ft s/o
Marlin Ct) 0 0 3 1 3 2 2 11
13 Ramona St/Savage Ave Pinole Valley Rd Pinole Valley Rd 0 0 0 0 0 0 2 2 14 Ridgecrest Rd/Henry Ave Appian Way
Eastern City Limit (130 ft east
of Alice Way) 4 5 3 0 3 2 2 19
15 San Pablo Ave Western City Limit Sunnyview Dr 4 0 3 1 3 2 2 15 16 San Pablo Ave Sunnyview Dr Eastern City Limit 4 5 3 1 3 2 2 20 17 Sarah Dr/Shea Dr Appian Way Pinole Valley Rd 0 0 3 0 3 0 0 6 18 Simas Ave Pinole Valley Rd Pinole Valley Rd 0 0 3 0 3 2 2 10 19 Sunnyview Dr San Pablo Ave Marlesta Rd 4 0 0 0 3 0 0 7 20 Tara Hills Dr/ Canyon Dr
Western City Limit (230 ft e/o
Cornelius Dr) Appian Way 4 5 3 1 3 0 0 16
21 Tennent Ave Railroad Ave San Pablo Ave 4 0 0 0 3 2 2 11 22 Tennent Ave/Pinole Valley Rd San Pablo Ave Ridgecrest Rd/Henry Ave 4 5 3 0 3 2 2 19 23 Tennent Ave/Railroad Ave
San Francisco Bay Trail (w/o
Tennent Ave) Pinole Creek (e/o Railroad Ave) 4 0 0 0 3 2 0 9 24 Wright Ave Pinole Valley Rd Doidge Ave 0 0 3 0 3 2 2 10

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Table 4: Bicycle Crossing Project Prioritization Scoring Bike
Crossing
# Primary Road Cross Road DAC Safety
Gap
Closure SRTS
Community
Input
Activity
Generator
Transit
Mobility Total
1 Appian Way Tara Hills Dr / Canyon Dr 4 5 3 1 3 2 2 20 2 Appian Way Fitzgerald Dr / Sarah Dr 4 0 3 0 3 2 2 14
3 San Pablo Ave Appian Way 4 5 3 0 3 2 2 19
4 Pinole Valley Rd Simas Ave 0 0 3 1 0 2 2 8
5 Pinole Valley Rd Shea Dr/Granada Ct 0 0 3 1 0 2 2 8
6 Pinole Valley Rd Estrella Ct 0 0 3 1 0 2 2 8
7 Pinole Valley Rd Ramona St 0 0 3 1 0 2 2 8
8 Pinole Valley Rd Pinole Valley High School 0 5 3 1 0 2 2 13

Appendix F

PAGE
F-1
Glossary
ADA Americans with Disabilities Act
AHSC Affordable Housing Sustainable Communities
BNSF Burlington Northern Santa Fe
ATP Active Transportation Plan
BIL Bipartisan Infrastructure Law
CAAP Climate Action and Adaptation Plan
CCTA Contra Costa Transportation Authority
CDBG Community Development Block Grant
CEC Community Engagement Committee
CIP Capital Improvement Plan
Class I Shared-use path
Class II Bicycle lanes, which include standard, buffered, and green painted lanes Class III Bicycle routes, including bicycle boulevards
Class IV Separated bikeways
CMAQ Congestion Management and Air Quality Improvement Program CO2 Carbon dioxide

PAGE
F-2
CRP Carbon Reduction Program
CTC California Transportation Commission
FHWA Federal Highway Administration
HBP Highway Bridge Program
HSIP Highway Safety Improvement Program
HUD Housing and Urban Development
GHG Greenhouse Gas
HAWK High Intensity Activated Crosswalk
LPP Local Partnership Program
LRSP Local Road Safety Plan
LTS Level of Traffic Stress
MPO Metropolitan Planning Organization
MUTCD Manual on Uniform Traffic Control Devices
MTC Metropolitan Transportation Commission
NAE Neighborhood Access and Equity Program
NHTSA National Highway Traffic Safety Administration
OTS Office of Traffic Safety
PHB Pedestrian Hybrid Beacon
PROTECT Promoting Resilient Operations for Transformative, Efficient, and Cost-Saving Transportation Grant RCN Reconnecting Communities and Neighborhoods Program

PAGE
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RRFB Rectangular Rapid Flashing Beacon
SS4A Safe Streets and Roads for All
SJCOG San Joaquin Council of Governments
SS4A Safe Streets and Roads for All
TAPS Transportation and Pedestrian Safety
TDA Transportation Development Act
TDM Transportation Demand Management
TFCA Transportation Fund for Clean Air
USDOT United States Department of Transportation
WCCTC West Contra Costa Transportation Commission

CITY COUNCIL
REPORT 12.C.

DATE: APRIL 21, 2026
TO: MAYOR AND COUNCIL MEMBERS
FROM: Heather Bell, City Clerk, [email protected]
SUBJECT: SB 707 - PUBLIC MEETING DISRUPTION POLICY

RECOMMENDATION
Staff recommends that the City Council Adopt the Public Meeting Disruption Policy.

BACKGROUND
GC § 54953.4(b)(1)(A)(i)(I)(ib)(Ia) requires Council to adopt a policy by July 1, 2026, to address disruption of telephone or internet services during a Council meeting to implement new provisions of the Brown Act. These provisions permit Council to proceed with a meeting notwithstanding a disruption in internet or telephone services if Council makes findings, after recessing for at least one hour to allow staff to attempt to restore services, that there is good cause to proceed with the meeting.

The policy to be adopted must describe procedures for recessing, reconvening, and attempting to restore service. This policy may not be adopted on the consent calendar.

REVIEW AND ANALYSIS
Staff has prepared a draft policy (Attachment A) for review and adoption by the City Council.

FISCAL IMPACT
There is no fiscal impact.

ATTACHMENTS
A. AB 707 Meeting Disruption Policy - Final

CITY OF PINOLE - PUBLIC MEETING

DISRUPTION POLICY
(as directed by SB 707)
I. PURPOSE
This policy establishes procedures for handling technical disruptions during public meetings, ensuring compliance with California Senate Bill 707 (Durazo) and the Ralph M. Brown Act.

II. SCOPE
Applies to all meetings of Pinole’s eligible legislative bodies (Pinole City Council) conducted via two-way audiovisual or telephonic platforms.

III. POLICY STATEMENT
In the event of a service disruption (loss of livestream, audiovisual feed, or telephonic access), the legislative body shall recess the meeting for up to one hour to attempt restoration. A good-faith effort must be documented before resuming or adjourning.

IV. PROCEDURES

1. Detection of Disruption
• Chair or designated staff monitors audiovisual and telephonic feeds. • Disruption is declared if remote public access or participation is impaired.

2. Immediate Recess
• Chair announces recess due to technical disruption.
• Meeting is paused for up to one hour.

3. Restoration Efforts
• Pinole Community Television (PCTV)/IT staff attempt to restore service.

CITY OF PINOLE - PUBLIC MEETING

DISRUPTION POLICY
(as directed by SB 707)
• Document steps taken (e.g., platform reset, alternate dial-in).

4. Documentation
• Roll-call vote confirming good-faith effort to restore service. • Record disruption details in meeting minutes.

5. Resumption or Adjournment
• If service is restored within one hour, resume meeting. • If not restored, adjourn meeting with documented vote.

V. RESPONSIBILITIES
▪ Chair: Declares disruption, announces recess, oversees compliance. ▪ Clerk: Records disruption, restoration efforts, and roll-call vote. ▪ Pinole Community Television (PCTV)/IT Staff: Execute restoration efforts and provide technical report.

VI. COMPLIANCE
Adoption of this policy ensures compliance with SB 707 requirements for service disruption management and protects the validity of legislative actions.