Agenda packet, regular meeting — Pleasant Hill City Council, March 20, 2023 (part 1 of 3)

CITY OF PLEASANT HILL

CITY COUNCIL MEETING AGENDA
MARCH 20, 2023
REGULAR MEETING – 7:00 PM
The meeting will be held both in person at
City Hall, 100 Gregory Lane, Pleasant Hill, CA 94523
and remotely via Zoom in accordance with the Ralph M. Brown Act Watch on YouTube at: www.pleasanthillca.org/councilmeeting To provide comments via teleconference, click on the meeting link and enter the meeting ID and Passcode:

Meeting link: www.zoom.us
Meeting ID: 863 1691 9255
Passcode: 777818
The meeting ID and Passcode will change each meeting. See more information on Public Participation Options below.

City Council Meeting Agenda Page 1 March 20, 2023
City Offices, 100 Gregory Lane, Pleasant Hill, CA 94523 Telephone (925) 671-5267

MAYOR TIMOTHY FLAHERTY COUNCILMEMBER SUE NOACK

VICE MAYOR MATTHEW RINN COUNCILMEMBER ZAC SHESS

COUNCILMEMBER ALLEN VINSON
Options for observing the meeting and participating in public comment are provided below.

Public Communication. The public is welcome to address the City Council on items on the Consent Calendar or other items not listed on the agenda but within the Council’s jurisdiction during the general Public Comment period. There is an opportunity for the public to comment on other agenda items at the time they are discussed.

Comments are generally limited to three minutes.

Public Participation Options
1)_ Watch the Meeting via Youtube Livestream at www.pleasanthillca.org/councilmeeting. 2) Submit Written Comments by 4 pm the Day of the Meeting to [email protected] (comments received by deadline will be provided to the City Council before the meeting). Please specify that the correspondence is for public comment at the Council meeting. 3) Make Public Comment During the Meeting
When the Mayor invites public comment (or public comments on specific agenda items), you may participate in one of the following three ways:

City Council Meeting Agenda Page 2 March 20, 2023
a. Via Zoom
Go to www.Zoom.us using your computer/smart device and enter the Meeting ID and Passcode provided near the top of this page. You are encouraged to turn on your camera/video with a blurred background during your public comment so the City Council and public can see you on screen. We ask that you state your name and city of residence for the record when you start your comments.

Please use the "Raise hand" feature in Zoom. You will be observing the meeting as an Attendee and will not be seen or heard until it is your turn to speak. You will be invited into the meeting as a Panelist and asked to speak when it is your turn.
 Try to be in a room or space without a lot of background noise.  Mute your microphone until it is your turn to speak.
 Have a strong, reliable internet connection
b. Via Phone
Call (669) 900-6833 and enter the Meeting ID and Passcode. If connecting via telephone, press *9 to “raise your hand” to alert staff that you wish to speak. (Note that there may be multiple hearing items on the same agenda.)
 Have a strong, reliable internet connection or cell phone signal. c. In Person
Members of the public may attend the meeting in person subject to the limited space available. You may speak on any matter within the City Council's jurisdiction. Please fill out a speaker's card, available at the entry to the Council Chambers, and turn it in to the City Clerk.

If, due to a disability, a reasonable accommodation is needed to participate in this meeting, please contact the ADA Coordinator 24 hours in advance of the meeting at (925) 671-5221 or via California Relay at 711.

Materials related to an item on this agenda submitted to the Council after distribution of the agenda packet are available to the public in the City’s Public Records Portal at https://cityarchive.pleasanthillca.org/WebLink/ (click on City Council Agenda Packets) or by contacting the City Clerk at [email protected] or 925-671-5221.

City Council Meeting Recordings and Broadcasts.

Recorded City Council meetings are broadcast on Comcast Channel 28, Wave Channel 1029, and AT&T UVerse Channel 99 on the Wednesday following the meeting. Video recordings are generally available within 48 hours of the meeting, and may be viewed on the City’s website at www.pleasanthillca.org/MeetingVideos and selecting “City Council” from the meeting groups.

Agendas are Available for Review on the City Hall official noticing bulletin board (100 Gregory Lane), at the Pleasant Hill Police Department (330 Civic Drive), the Pleasant Hill Senior Center (233 Gregory Lane), and on the City’s website at www.pleasanthillca.org/agendas. Agenda packets will be available to the public on the City’s website at the same time as they are made available to the City Council.

City Council Meeting Agenda Page 3 March 20, 2023

1. CALL TO ORDER

2. PLEDGE OF ALLEGIANCE

3. ROLL CALL

4. CLOSED SESSION REPORT

5. PRESENTATIONS

5.1 Proclamation Designating March as American Red Cross Month

5.2 Proclamation Designating March as Prescription Drug Abuse Awareness Month

5.3 Measure K Oversight Committee Annual Report for Fiscal Year 2020/21 & 2021/22

6. CITY MANAGER COMMENTS:
(Brief updates on pending City business without discussion by the City Council.)

7. COUNCIL ANNOUNCEMENTS AND REPORTS

7.1 Reports from Councilmembers on Meetings or Conferences Attended at City Expense

7.2 Announcements from Councilmembers

8. PUBLIC COMMENT:

The public is welcome at this time to address the City Council on items on the Consent Calendar or other items not listed on the agenda but within the Council’s jurisdiction. There is an opportunity for the public to comment on other agenda items at the time they are discussed.

Comments are limited to three minutes per speaker. To provide public comments, please see the Public Participation Options above.

9. CONSENT CALENDAR: All matters listed under “Consent Calendar” are considered by the Council to be routine and will be enacted by one motion. There will be no separate Council discussion of these items unless requested by a Councilmember prior to the time Council votes on the motion to adopt.

9.1 Approve Minutes for the Regular City Council Meetings of February 27, 2023 and March 6, 2023

9.2 Approve Checks Dated: March 03, 2023; March 10, 2023

9.3 Accept Update on Contra Costa Transportation Authority and TRANSPAC

9.4 Adopt Resolution No.___-23 Accepting Funds and Authorizing Expenditures from the California Supplemental Law Enforcement Services Account

9.5 Introduce Ordinance No. ___ Amending and Replacing in its Entirety Chapter 3.60 of the Pleasant Hill Municipal Code Regarding the Composition of the City of Pleasant Hill's Diversity Commission
City Council Meeting Agenda Page 4 March 20, 2023

9.6 Adopt Resolution No.___-23 Authorizing the Mayor to Execute and Submit the Contra Costa Transportation Authority Biennial Compliance Checklist for Calendar Years 2020 and 2021 for Allocation of Fiscal Years 2021/2022 and 2022/2023 Local Street Maintenance and Improvement Funds

9.7 Adopt Resolution No. ___-23 Authorizing the City Manager to Execute a Design Professional Services Agreement with Ruggeri-Jensen-Azar for Engineering Design Services for the Oak Park Boulevard Sidewalk Gap Closure Project

10. ACTION CALENDAR

10.1 Adopt Resolution No.___-23 Accepting the New Pleasant Hill Library Project No. 06-20, as Complete and Authorizing the City Engineer to Issue and Record a Notice of Completion

10.2 First Public Hearing to Consider Composition of Districts for By-District Elections and Schedule for Future Hearings
The California Environmental Quality Act (“CEQA”) does not apply to activities that will not result in a direct or reasonably foreseeable indirect physical change in the environment or is otherwise not considered a project as defined by CEQA (Section 21605) and CEQA Guidelines §§ 15060(c)(3) and 15378. Conducting public hearings for public input regarding transitioning to by-district elections and discussing a schedule for future hearings meets the above criteria and is not subject to CEQA.

10.3 Study Session on the City of Pleasant Hill Public Review Draft 2040 General Plan

11. ADJOURNMENT
Next City Council Meeting: April 3, 2023
100 Gregory Lane, Pleasant Hill, CA 94523-3323 – (925) 671-5270 www.pleasanthillca.org

MEMORANDUM
TO: City Councilmembers
FROM: Ananthan Kanagasundaram, City Engineer
DATE: March 20, 2023
SUBJECT: Measure K Oversight Committee Annual Report for Fiscal Year 2020/21 & 2021/22
The Pleasant Hill Transactions and Use Tax Ordinance (known as Measure K) was approved by voters of Pleasant Hill on November 8, 2016, and required that the City Council establish an oversight committee to review expenditures of the tax funds collected. The City Council established the Measure K Oversight Committee and its bylaws by adoption of Resolution No. 16-17 at its meeting of February 6, 2017. The bylaws require that the Committee provide to the City Council an annual report.

Attached is the memorandum from the Measure K Oversight Committee’s independent review and conclusion for the Fiscal Years 2020/21 and 2021/22.

ATTACHMENT(S):

FY 2020-22 Oversight Committee Report
Attachment 1 - 2021 Audit Report
Attachment 2 - 2022 Audit Report

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Measure K Transaction and Use Tax Oversight Committee
March 20, 2023
To: Mayor Flaherty and Councilmembers
From: Measure K Oversight Committee
Subject: Measure K Oversight Committee’s Report of the Measure K Transactions and Use Tax Revenue and Expenditures for Fiscal Years 2020/21 and 2021/22.

Brief Background
Pleasant Hill voters passed Measure “K,” a 20-year one-half cent transactions and use tax (TUT) in November 2016. This transactions and use tax took effect on April 1, 2017 with the stated purpose “to provide and maintain Pleasant Hill city services and facilities, including fixing potholes, and repairing neighborhood and city streets; replacing the aging library with a 21st century facility including space for after-school homework and tutoring; creating additional walking and biking paths; maintaining storm drains; and other city services.” The City Council also established a “Pleasant Hill Transactions and Use Tax Oversight Committee” whose primary duties are to review semi-annual revenue and expenditure reports produced by the City and to provide to the City Council an annual report on whether the revenues were expended efficiently and effectively and make, if necessary, recommendations to ensure that future revenues are expended appropriately.

Committee Activity
The Oversight Committee continues to meet semi-annually, in person or via Zoom, and has transitioned from original members as their terms expired and new members are appointed. It should be noted that there remains a vacancy for a representative from the Pleasant Hill Chamber of Commerce. The Committee met on April 6, 2022 and February 23, 2023 to review the Macias Gini & O’Connell LLP (MGO) Auditor’s Report for Fiscal Years 2020/21 and 2021/22 respectively. Additional meetings for two Committee members have taken place for a review of accruals, wires, and vendor payments and their respective journal entries.

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Attachment: FY 2020-22 Oversight Committee Report (Measure K Annual Report) Findings
 From April 1, 2017 thru June 30, 2022:
o Total Revenue $24,183,708 (TUT $23,650,865)
o Other Financing Sources $18,786,467
o Total expenditures $32,779,710
o Funding Balance $10,190,465
 The MGO audit of the financial statements of the Measure K Fund for the year ending June 30, 2021 “did not identify any deficiencies in internal control that we consider to be material weakness.” “The results of our tests disclosed no instances of noncompliance or other matters that are required to be reported under Government Auditing Standards.”
 Additionally, the MGO audit of the financial statements of the Measure K Fund for the year ending June 30, 2022 “did not identify any deficiencies in internal control that we considered to be of material weakness.” “The results of our tests disclosed no instances of noncompliance or other matters required to be reported under Government Auditing Standards.”
 Members of the Measure K Oversight Committee reviewed a sampling of revenues and expenditures from both years and concluded that data was entered correctly, reflective of the efficiency of the City’s accounting system and staff, and effectively applied to Measure K projects per the intent of the TUT. We further concluded that revenues were expended appropriately.

Measure K improvements, to date, benefitting Pleasant Hill residents:
 The new Pleasant Hill Library cost was budgeted at $34 million and had a grand opening on July 30, 2022. As of June 30, 2022, costs totaled $28 million. With accrued bills and minor cost items remaining, the overall library cost is on target with the budgeted amount.
 Neighborhood street resurfacing program is on target to complete in project areas R 7, R 19, R20 and portions of R 17.
 The Oak Park Blvd./Monticello Improvement project has been completed, providing safety and street improvements in the vicinity of the library, Pleasant Hill Middle School, and the Davidon housing project.

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Attachment: FY 2020-22 Oversight Committee Report (Measure K Annual Report)  Storm drain improvements have been completed in three areas of the City. It should be noted that these improvements have minimized major flooding during the recent rain events.
 Pedestrian & Bike Program improvements: Traffic signal at Gregory Lane/Elinora intersection, sidewalks installed on Elinora and portions of Pleasant Hill Road, bike lanes have been added on Pleasant Hill Road and Chilpancingo Parkway.  Further appropriate Measure K improvements are forecasted in the 2022-2027 Capital Improvement Plan.

Conclusion
All expenditures from the Measure K Fund were appropriate to the intent and purpose of the voter approved Measure K Transaction and Use Tax and appear to be “efficiently and effectively” executed. The City’s Finance and Engineering departments continue to be forthcoming and open to our oversight activities.

Respectfully submitted,
Jim Bonato
Chairperson
Measure K Oversight Committee
Attachment 1. 2021 Audit Report, Macias Gini & O’Connell LLP Attachment 2. 2022 Audit Report, Macias Gini & O’Connell LLP

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Attachment: FY 2020-22 Oversight Committee Report (Measure K Annual Report)

CITY OF PLEASANT HILL
Measure K Fund
Independent Auditor’s Reports and
Financial Statements
For the Year Ended June 30, 2021

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Attachment: Attachment 1 - 2021 Audit Report (Measure K Annual Report)

CITY OF PLEASANT HILL
Measure K Fund
For the Year Ended June 30, 2021
Table of Contents
Page
Financial Section
Independent Auditor’s Report ....................................................................................................................... 1 Balance Sheet ................................................................................................................................................ 3 Statement of Revenues, Expenditures, and Changes in Fund Balance ......................................................... 4 Notes to Financial Statements ....................................................................................................................... 5 Internal Control and Compliance Section
Independent Auditor’s Report on Internal Control Over Financial Reporting and on Compliance and Other Matters Based on an Audit of Financial Statements Performed in Accordance With Government Auditing Standards ........................................................................... 9

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Attachment: Attachment 1 - 2021 Audit Report (Measure K Annual Report) www.mgocpa.com
Macias Gini & O’Connell LLP
2121 N. California Boulevard, Suite 750
Walnut Creek, CA 94596
1 Independent Auditor’s Report
City Council and
Measure K Oversight Committee
City of Pleasant Hill, California
Report on the Financial Statements
We have audited the accompanying financial statements of the Measure K Fund (Fund) of the City of Pleasant Hill, California (City), as of and for the year ended June 30, 2021, and the related notes to the financial statements, as listed in the table of contents.

Management’s Responsibility for the Financial Statements Management is responsible for the preparation and fair presentation of these financial statements in accordance with accounting principles generally accepted in the United States of America; this includes the design, implementation, and maintenance of internal control relevant to the preparation and fair presentation of financial statements that are free from material misstatement, whether due to fraud or error.

Auditor’s Responsibility
Our responsibility is to express an opinion on these financial statements based on our audit. We conducted our audit in accordance with auditing standards generally accepted in the United States of America and the standards applicable to financial audits contained in Government Auditing Standards, issued by the Comptroller General of the United States. Those standards require that we plan and perform the audit to obtain reasonable assurance about whether the financial statements are free from material misstatement.

An audit involves performing procedures to obtain audit evidence about the amounts and disclosures in the financial statements. The procedures selected depend on the auditor’s judgment, including the assessment of the risks of material misstatement of the financial statements, whether due to fraud or error.

In making those risk assessments, the auditor considers internal control relevant to the entity’s preparation and fair presentation of the financial statements in order to design audit procedures that are appropriate in the circumstances, but not for the purpose of expressing an opinion on the effectiveness of the entity’s internal control. Accordingly, we express no such opinion. An audit also includes evaluating the appropriateness of accounting policies used and the reasonableness of significant accounting estimates made by management, as well as evaluating the overall presentation of the financial statements.

We believe that the audit evidence we have obtained is sufficient and appropriate to provide a basis for our audit opinion.

Opinion
In our opinion, the financial statements referred to above present fairly, in all material respects, the financial position of the Fund as of June 30, 2021, and the changes in its financial position for the year then ended in accordance with accounting principles generally accepted in the United States of America.

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Attachment: Attachment 1 - 2021 Audit Report (Measure K Annual Report) 2 Emphasis of a Matter
As discussed in Note 2 to the financial statements, the financial statements present only the Fund and do not purport to, and do not, present fairly the financial position of the City as of June 30, 2021, and the changes in its financial position for the year then ended in accordance with accounting principles generally accepted in the United States of America. Our opinion is not modified with respect to this matter.

Other Reporting Required by Government Auditing Standards In accordance with Government Auditing Standards, we have also issued our report dated March 9, 2022, on our consideration of the City’s internal control over the Fund’s financial reporting and on our tests of its compliance with certain provisions of laws, regulations, contracts, and grant agreements and other matters. The purpose of that report is solely to describe the scope of our testing of internal control over financial reporting and compliance and the results of that testing, and not to provide an opinion on the effectiveness of the City’s internal control over the Fund’s financial reporting or on compliance. That report is an integral part of an audit performed in accordance with Government Auditing Standards in considering the City’s internal control over the Fund’s financial reporting and compliance.

Walnut Creek, California
March 9, 2022

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Attachment: Attachment 1 - 2021 Audit Report (Measure K Annual Report) June 30, 2021
Assets
Cash and investments held in City Treasury 21,478,127 $ Tax receivable 1,050,853
Due from other agencies 27,500
Interest receivable 16,365
Total assets $ 22,572,845
Liabilities and Fund Balance
Liabilities
Accounts payable 1,320,278 $
Deferred inflows of resources - unavailable revenue 27,500 Fund Balance
Restricted 14,405,715
Assigned 6,819,352
Total fund balances 21,225,067
Total liabilities, deferred inflows of resources and fund balance $ 22,572,845

CITY OF PLEASANT HILL
Measure K Fund
Balance Sheet
See accompanying Notes to Financial Statements.
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Attachment: Attachment 1 - 2021 Audit Report (Measure K Annual Report) For the Year Ended June 30, 2021
Revenues
Measure K transactions & use tax 4,857,576 $
Use of money and property 117,745
Total revenues 4,975,321
Expenditures
Capital outlay - New library project 9,754,462
Others 4,410
Debt service:

Principal 1,555,719
Interest and fiscal charges 505,864
Total expenditures 11,820,455
Other Financing Uses
Proceeds from issuance of long-term debt 26,396,078
Transfers in 926,736
Transfers out to other funds (754,847)
Total Other Financing sources (uses) 26,567,967
Net change in fund balance 19,722,833
Fund balance - beginning 1,502,234
Fund balance - ending 21,225,067 $

CITY OF PLEASANT HILL
Measure K Fund
Statement of Revenues, Expenditures, and Changes in Fund Balance See accompanying Notes to Financial Statements.
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Attachment: Attachment 1 - 2021 Audit Report (Measure K Annual Report)

CITY OF PLEASANT HILL
Measure K Fund
Notes to Financial Statements
For the Year Ended June 30, 2021
5 NOTE 1 – DESCRIPTION OF REPORTING ENTITY
In November 2016, registered voters of the City of Pleasant Hill (City) approved Measure K, authorizing a half-cent transaction and use tax to for the funding of the construction of improvements to neighborhood library facilities and infrastructure throughout the City.

NOTE 2 – SUMMARY OF SIGNIFICANT ACCOUNTING POLICIES
(a) Basis of Presentation
The Measure K Fund (Fund) is accounted for as part of the City’s General Fund, which is a type of governmental fund included in the City’s basic financial statements. The City’s General Fund accounts for all of the general revenues and financial resources of the City not specifically levied or collected for the other City funds, as well as the related expenditures.

The financial statements do not purport to, and do not, present the financial position or changes in financial position of the City. The projects represent a portion of the activities of the City and, as such, are included in the City’s basic financial statements. (b) Basis of Accounting
The accompanying financial statements have been prepared on the modified accrual basis of accounting. Under the modified accrual basis of accounting, expenditures are recorded when the related governmental fund liabilities are incurred. Revenues, including transaction and uses tax, are recognized when they become measurable and available (generally received within 45 days after year-end).
(c) Fund Balance
The City established a policy on governmental fund balance financial reporting to provide necessary clarification on the terminology used in the fund balance classifications and assist with adhering to the requirements of Governmental Accounting Standards Board (GASB) Statement No. 54, Fund Balance Reporting and Governmental Fund Type Definitions. GASB Statement No. 54 outlines the requirements to report fund balance for governmental funds in specific classifications (nonspendable, restricted, committed, assigned and unassigned), which create a hierarchy primarily based on the extent to which the City is bound to the constraints on the specific purposes for which funds can be spent. Restricted fund balance represents amount that can be spent for specific purposes stipulated by external resource providers, constitutionally, or through enabling legislation. Assigned fund balance represents amounts intended to be used by the City for specific purposes that are neither restricted nor committed. Intent is expressed by the City Council or the City Manager to whom the City Council has delegated the authority to assign amounts to be used for specific purposes by adoption of a resolution. As of June 30, 2021, $14,405,715 represents restricted fund balance for capital projects funded through a lease financing loan, of which $12,403,456 related to encumbrances. $6,819,352 was assigned fund balance for capital projects funded by Measure K revenue.

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Attachment: Attachment 1 - 2021 Audit Report (Measure K Annual Report)

CITY OF PLEASANT HILL
Measure K Fund
Notes to Financial Statements
For the Year Ended June 30, 2021
6 NOTE 2 – SUMMARY OF SIGNIFICANT ACCOUNTING POLICIES (Continued) (d) Use of Estimates
The preparation of financial statements requires management to make estimates and assumptions that affect certain reported amounts and disclosures. Actual results could differ from those estimates.

NOTE 3 – CASH AND INVESTMENTS HELD IN CITY TREASURY
Cash and investments held in City Treasury represent the Fund’s share of the City Treasury’s pool. All of the Fund’s cash and investments are deposited in the City Treasury’s pool as described in the City’s Annual Comprehensive Financial Report, which can be obtained from the City’s Department of Finance. Investments in the pool are made in accordance with the City’s investment policy as approved by the City Council. Investments are stated at fair value. However, the value of the pool shares in the City Treasury’s pool that may be withdrawn is determined on an amortized cost basis, which is different from the fair value of the Fund’s position in the pool.

Interest earned from cash and investments held in City Treasury is allocated quarterly to all City funds, including the Fund, based on the City funds’ cash balance. At June 30, 2021, the City Treasury’s pool is unrated and has a weighted average maturity of 339 days. The Fund’s investments in the City Treasury’s pool is exempt from fair value hierarchy disclosure.

NOTE 4 – TRANSFERS TO AND FROM OTHER FUNDS
Resources may be transferred from one City fund to another with City Council or City Manager approval. The purpose of the transfers is to support capital projects activities of another City fund. During the year ended June 30, 2021, the Fund transferred $754,847 to other City funds.

The following schedule summarized the Fund’s transfer out activities:

Current Year Total Amount
Amount Unspent as of
Fund Receiving Transfers Project Name Transferred June 30, 2021 Gas Tax Fund Pedestrian and Bicycle Program 181,631 117,000 Gas Tax Fund Oak Park Boulevard/Monticello Avenue
Roadway Improvements - 637,847
Total Transfers To Other Funds 754,847 $ 181,631 $
During the year ended June 30, 2021, the Fund received transferred funds from the Public Educational and Governmental Access Capital Grant fund, Unified Street Lighting fund, and the NPDES fund in the amounts of $340,000, 151,500, and 435,236, respectively. These funds were used for the New Library capital project.

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Attachment: Attachment 1 - 2021 Audit Report (Measure K Annual Report)

CITY OF PLEASANT HILL
Measure K Fund
Notes to Financial Statements
For the Year Ended June 30, 2021
7 NOTE 5 – LOAN FINANCING – NEW LIBRARY
The City is financing the construction of a new library building, a portion of the Oak Park Monticello Backbone Infrastructure Improvements, and incidental expenses in the amount of $26,396,078 through a lease financing private placement loan with Bank of the West executed on August 1, 2020. The interest rate on the private placement is 1.75% per annum. Payments are to be made semiannually on December 1 and June 1 with final maturity on June 1, 2032. The loan’s debt service payments will be funded with Measure K revenues.

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Attachment: Attachment 1 - 2021 Audit Report (Measure K Annual Report) 8 This page is intentionally blank.

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Attachment: Attachment 1 - 2021 Audit Report (Measure K Annual Report) www.mgocpa.com
Macias Gini & O’Connell LLP
2121 N. California Boulevard, Suite 750
Walnut Creek, CA 94596
9 Independent Auditor’s Report on Internal Control Over Financial Reporting and on Compliance and Other Matters Based on an Audit of Financial Statements Performed in Accordance With Government Auditing Standards City Council and
Measure K Oversight Committee
City of Pleasant Hill, California
We have audited, in accordance with the auditing standards generally accepted in the United States of America and the standards applicable to financial audits contained in Government Auditing Standards, issued by the Comptroller General of the United States, the financial statements of the Measure K Fund (Fund) of the City of Pleasant Hill, California (City), as of and for the year ended June 30, 2021, and the related notes to the financial statements, and have issued our report thereon dated March 9, 2022.

Internal Control Over Financial Reporting
In planning and performing our audit of the financial statements, we considered the City’s internal control over the Fund’s financial reporting (internal control) as a basis of designing audit procedures that are appropriate in the circumstances for the purpose of expressing our opinion on the financial statements, but not for the purpose of expressing an opinion on the effectiveness of the City’s internal control.

Accordingly, we do not express an opinion on the effectiveness of the City’s internal control.

A deficiency in internal control exists when the design or operation of a control does not allow management or employees, in the normal course of performing their assigned functions, to prevent, or detect and correct, misstatements on a timely basis. A material weakness is a deficiency, or a combination of deficiencies, in internal control, such that there is a reasonable possibility that a material misstatement of the entity’s financial statements will not be prevented, or detected and corrected on a timely basis. A significant deficiency is a deficiency, or a combination of deficiencies, in internal control that is less severe than a material weakness, yet important enough to merit attention by those charged with governance.

Our consideration of internal control was for the limited purpose described in the first paragraph of this section and was not designed to identify all deficiencies in internal control that might be material weaknesses or significant deficiencies. Given these limitations, during our audit we did not identify any deficiencies in internal control that we consider to be material weaknesses. However, material weaknesses may exist that have not been identified.

Compliance and Other Matters
As part of obtaining reasonable assurance about whether the Fund’s financial statements are free from material misstatement, we performed tests of its compliance with certain provisions of laws, regulations, contracts, and grant agreements, noncompliance with which could have a direct and material effect on the financial statements. However, providing an opinion on compliance with those provisions was not an objective of our audit, and accordingly, we do not express such an opinion. The results of our tests disclosed no instances of noncompliance or other matters that are required to be reported under Government Auditing Standards.

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Attachment: Attachment 1 - 2021 Audit Report (Measure K Annual Report) 10 Purpose of this Report
The purpose of this report is solely to describe the scope of our testing of internal control and compliance and the results of that testing, and not to provide an opinion on the effectiveness of the entity’s internal control or on compliance. This report is an integral part of an audit performed in accordance with Government Auditing Standards in considering the entity’s internal control and compliance. Accordingly, this communication is not suitable for any other purpose.

Walnut Creek, California
March 9, 2022

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Attachment: Attachment 1 - 2021 Audit Report (Measure K Annual Report)

CITY OF PLEASANT HILL
Measure K Fund
Independent Auditor’s Reports and
Financial Statements
For the Year Ended June 30, 2022

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Attachment: Attachment 2 - 2022 Audit Report (Measure K Annual Report)

CITY OF PLEASANT HILL
Measure K Fund
For the Year Ended June 30, 2022
Table of Contents
Page
Financial Section
Independent Auditor’s Report ....................................................................................................................... 1 Balance Sheet ................................................................................................................................................ 3 Statement of Revenues, Expenditures, and Changes in Fund Balance ......................................................... 4 Notes to Financial Statements ....................................................................................................................... 5 Internal Control and Compliance Section
Independent Auditor’s Report on Internal Control Over Financial Reporting and on Compliance and Other Matters Based on an Audit of Financial Statements Performed in Accordance With Government Auditing Standards ........................................................................... 9

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Attachment: Attachment 2 - 2022 Audit Report (Measure K Annual Report) www.mgocpa.com
Macias Gini & O’Connell LLP
2121 N. California Boulevard, Suite 750
Walnut Creek, CA 94596 1
Independent Auditor’s Report
City Council and
Measure K Oversight Committee
City of Pleasant Hill, California
Report on the Audit of the Financial Statements
Opinion
We have audited the financial statements of the Measure K Fund (Fund) of the City of Pleasant Hill, California (City), as of and for the year ended June 30, 2022, and the related notes to the financial statements as listed in the table of contents.

In our opinion, the accompanying financial statements referred to above present fairly, in all material respects, the financial position of the Fund as of June 30, 2022, and the changes in its financial position for the year then ended in accordance with accounting principles generally accepted in the United States of America.

Basis for Opinion
We conducted our audit in accordance with auditing standards generally accepted in the United States of America (GAAS) and the standards applicable to financial audits contained in Government Auditing Standards, issued by the Comptroller General of the United States (Government Auditing Standards). Our responsibilities under those standards are further described in the Auditor’s Responsibilities for the Audit of the Financial Statements section of our report. We are required to be independent of the City and to meet our other ethical responsibilities, in accordance with the relevant ethical requirements relating to our audit. We believe that the audit evidence we have obtained is sufficient and appropriate to provide a basis for our audit opinion.

Emphasis of a Matter
As discussed in Note 2, the financial statements present only the Fund and do not purport to, and do not, present fairly the financial position of the City as of June 30, 2022, and the changes in its financial position, or, where applicable, its cash flows for the year then ended in accordance with accounting principles generally accepted in the United States of America. Our opinion is not modified with respect to this matter.

Responsibilities of Management for the Financial Statements The City’s management is responsible for the preparation and fair presentation of the financial statements in accordance with accounting principles generally accepted in the United States of America, and for the design, implementation, and maintenance of internal control relevant to the preparation and fair presentation of financial statements that are free from material misstatement, whether due to fraud or error.

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Attachment: Attachment 2 - 2022 Audit Report (Measure K Annual Report) 2 Auditor’s Responsibilities for the Audit of the Financial Statements Our objectives are to obtain reasonable assurance about whether the financial statements as a whole are free from material misstatement, whether due to fraud or error, and to issue an auditor’s report that includes our opinion. Reasonable assurance is a high level of assurance but is not absolute assurance and therefore is not a guarantee that an audit conducted in accordance with GAAS and Government Auditing Standards will always detect a material misstatement when it exists. The risk of not detecting a material misstatement resulting from fraud is higher than for one resulting from error, as fraud may involve collusion, forgery, intentional omissions, misrepresentations, or the override of internal control.

Misstatements are considered material if there is a substantial likelihood that, individually or in the aggregate, they would influence the judgment made by a reasonable user based on the financial statements.

In performing an audit in accordance with GAAS and Government Auditing Standards, we  Exercise professional judgment and maintain professional skepticism throughout the audit.  Identify and assess the risks of material misstatement of the financial statements, whether due to fraud or error, and design and perform audit procedures responsive to those risks. Such procedures include examining, on a test basis, evidence regarding the amounts and disclosures in the financial statements.
 Obtain an understanding of internal control relevant to the audit in order to design audit procedures that are appropriate in the circumstances, but not for the purpose of expressing an opinion on the effectiveness of the City’s internal control. Accordingly, no such opinion is expressed.
 Evaluate the appropriateness of accounting policies used and the reasonableness of significant accounting estimates made by management, as well as evaluate the overall presentation of the financial statements.

We are required to communicate with those charged with governance regarding, among other matters, the planned scope and timing of the audit, significant audit findings, and certain internal control–related matters that we identified during the audit.

Other Reporting Required by Government Auditing Standards In accordance with Government Auditing Standards, we have also issued our report dated February 7, 2023, on our consideration of the City’s internal control over the Fund’s financial reporting and on our tests of its compliance with certain provisions of laws, regulations, contracts, and grant agreements and other matters. The purpose of that report is solely to describe the scope of our testing of internal control over financial reporting and compliance and the results of that testing, and not to provide an opinion on the effectiveness of the City’s internal control over the Fund’s financial reporting or on compliance. That report is an integral part of an audit performed in accordance with Government Auditing Standards in considering the City’s internal control over the Fund’s financial reporting and compliance.

Walnut Creek, California
February 7, 2023

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Attachment: Attachment 2 - 2022 Audit Report (Measure K Annual Report) June 30, 2022
Assets
Cash and investments held in City Treasury 9,890,112 $
Tax receivable 997,995
Due from other agencies 27,500
Interest receivable 19,131
Total assets $ 10,934,738
Liabilities and Fund Balance
Liabilities
Accounts payable 716,773 $
Deferred inflows of resources - unavailable revenue 27,500 Fund Balance
Restricted 4,164,686
Assigned 6,025,779
Total fund balance 10,190,465
Total liabilities, deferred inflows of resources and fund balance $ 10,934,738

CITY OF PLEASANT HILL
Measure K Fund
Balance Sheet
See accompanying Notes to Financial Statements.
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Attachment: Attachment 2 - 2022 Audit Report (Measure K Annual Report) For the Year Ended June 30, 2022
Revenues
Measure K transactions & use tax 5,344,293 $
Contributions from other agencies 184,290
Use of money and property 50,748
Total revenues 5,579,331
Expenditures
Capital outlay - New library project 13,431,807
Others 13,254
Debt service:

Principal 2,066,668
Interest and fiscal charges 425,704
Total expenditures 15,937,433
Other Financing Sources (Uses)
Transfers in 491,500
Transfers out to other funds (1,168,000)
Total other financing sources (uses) (676,500)
Net change in fund balance (11,034,602)
Fund balance - beginning 21,225,067
Fund balance - ending 10,190,465 $

CITY OF PLEASANT HILL
Measure K Fund
Statement of Revenues, Expenditures, and Changes in Fund Balance See accompanying Notes to Financial Statements.
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Attachment: Attachment 2 - 2022 Audit Report (Measure K Annual Report)

CITY OF PLEASANT HILL
Measure K Fund
Notes to Financial Statements
For the Year Ended June 30, 2022
5 NOTE 1 – DESCRIPTION OF REPORTING ENTITY
In November 2016, registered voters of the City of Pleasant Hill (City) approved Measure K, authorizing a half-cent transaction and use tax to for the funding of the construction of improvements to neighborhood library facilities and infrastructure throughout the City.

The financial statements do not purport to, and do not, present the financial position or changes in financial position of the City. The projects represent a portion of the activities of the City and, as such, are included in the City’s basic financial statements. (b) Basis of Accounting
The accompanying financial statements have been prepared on the modified accrual basis of accounting. Under the modified accrual basis of accounting, expenditures are recorded when the related governmental fund liabilities are incurred. Revenues, including transaction and uses tax, are recognized when they become measurable and available (generally received within 45 days after year-end).
(c) Fund Balance
The City established a policy on governmental fund balance financial reporting to provide necessary clarification on the terminology used in the fund balance classifications and assist with adhering to the requirements of Governmental Accounting Standards Board (GASB) Statement No. 54, Fund Balance Reporting and Governmental Fund Type Definitions. GASB Statement No. 54 outlines the requirements to report fund balance for governmental funds in specific classifications (nonspendable, restricted, committed, assigned and unassigned), which create a hierarchy primarily based on the extent to which the City is bound to the constraints on the specific purposes for which funds can be spent. Restricted fund balance represents amount that can be spent for specific purposes stipulated by external resource providers, constitutionally, or through enabling legislation. Assigned fund balance represents amounts intended to be used by the City for specific purposes that are neither restricted nor committed. Intent is expressed by the City Council or the City Manager to whom the City Council has delegated the authority to assign amounts to be used for specific purposes by adoption of a resolution. As of June 30, 2022, $4,164,686 represents restricted fund balance for capital projects funded through a lease financing loan, of which $3,029,508 related to encumbrances. $6,025,779 was assigned fund balance for capital projects funded by Measure K revenue.

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Attachment: Attachment 2 - 2022 Audit Report (Measure K Annual Report)

CITY OF PLEASANT HILL
Measure K Fund
Notes to Financial Statements
For the Year Ended June 30, 2022
6 NOTE 2 – SUMMARY OF SIGNIFICANT ACCOUNTING POLICIES (Continued) (d) Use of Estimates
The preparation of financial statements requires management to make estimates and assumptions that affect certain reported amounts and disclosures. Actual results could differ from those estimates.

Interest earned from cash and investments held in City Treasury is allocated quarterly to all City funds, including the Fund, based on the City funds’ cash balance. At June 30, 2022, the City Treasury’s pool is unrated and has a weighted average maturity of 355 days. The Fund’s investments in the City Treasury’s pool is exempt from fair value hierarchy disclosure.

NOTE 4 – TRANSFERS TO AND FROM OTHER FUNDS
Resources may be transferred from one City fund to another with City Council or City Manager approval. The purpose of the transfers is to support capital projects activities of another City fund. During the year ended June 30, 2022, the Fund transferred $1,168,000 to other City funds.

The following schedule summarized the Fund’s transfer out activities:

Current Year Total Amount
Amount Unspent as of
Fund Receiving Transfers Project Name Transferred June 30, 2022 Gas Tax Fund Pedestrian and Bicycle Program 167,000 348,631 Gas Tax Fund Street Resurfacing Program 826,000 826,000 NPDES Fund Storm Drain Improvement Program 175,000 175,000 Total Transfers To Other Funds 1,168,000 $ 1,349,631 $
During the year ended June 30, 2022, the Fund received transferred funds from the Public Educational and Governmental Access Capital Grant fund and the Unified Street Lighting fund in the amounts of $340,000, and $151,500 respectively. These funds were used for the New Library capital project.

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Attachment: Attachment 2 - 2022 Audit Report (Measure K Annual Report)

CITY OF PLEASANT HILL
Measure K Fund
Notes to Financial Statements
For the Year Ended June 30, 2022
7 NOTE 5 – LOAN FINANCING – NEW LIBRARY
The City is financing the construction of a new library building, a portion of the Oak Park Monticello Backbone Infrastructure Improvements, and incidental expenses in the amount of $26,396,078 through a lease financing private placement loan with Bank of the West executed on August 1, 2020. The interest rate on the private placement is 1.75% per annum. Payments are to be made semiannually on December 1 and June 1 with final maturity on June 1, 2032. The loan’s debt service payments will be funded with Measure K revenues. As of June 30, 2022, total debt service requirements remaining on the Lease Financing are $24,923,718.

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Attachment: Attachment 2 - 2022 Audit Report (Measure K Annual Report) 8 This page is intentionally blank.

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Attachment: Attachment 2 - 2022 Audit Report (Measure K Annual Report) www.mgocpa.com
Macias Gini & O’Connell LLP
2121 N. California Boulevard, Suite 750
Walnut Creek, CA 94596
9 Independent Auditor’s Report on Internal Control Over Financial Reporting and on Compliance and Other Matters Based on an Audit of Financial Statements Performed in Accordance With Government Auditing Standards City Council and
Measure K Oversight Committee
City of Pleasant Hill, California
We have audited, in accordance with the auditing standards generally accepted in the United States of America and the standards applicable to financial audits contained in Government Auditing Standards, issued by the Comptroller General of the United States (Government Auditing Standards), the financial statements of the Measure K Fund (Fund) of the City of Pleasant Hill, California (City), as of and for the year ended June 30, 2022, and the related notes to the financial statements, and have issued our report thereon dated February 7, 2023.

Report on Internal Control Over Financial Reporting
In planning and performing our audit of the financial statements, we considered the City’s internal control over the Fund’s financial reporting (internal control) as a basis of designing audit procedures that are appropriate in the circumstances for the purpose of expressing our opinion on the financial statements, but not for the purpose of expressing an opinion on the effectiveness of the City’s internal control.

Accordingly, we do not express an opinion on the effectiveness of the City’s internal control.

Report on Compliance and Other Matters
As part of obtaining reasonable assurance about whether the Fund’s financial statements are free from material misstatement, we performed tests of its compliance with certain provisions of laws, regulations, contracts, and grant agreements, noncompliance with which could have a direct and material effect on the financial statements. However, providing an opinion on compliance with those provisions was not an objective of our audit, and accordingly, we do not express such an opinion. The results of our tests disclosed no instances of noncompliance or other matters that are required to be reported under Government Auditing Standards.

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Attachment: Attachment 2 - 2022 Audit Report (Measure K Annual Report) 10 Purpose of this Report
The purpose of this report is solely to describe the scope of our testing of internal control and compliance and the results of that testing, and not to provide an opinion on the effectiveness of the entity’s internal control or on compliance. This report is an integral part of an audit performed in accordance with Government Auditing Standards in considering the entity’s internal control and compliance. Accordingly, this communication is not suitable for any other purpose.

Walnut Creek, California
February 7, 2023

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Attachment: Attachment 2 - 2022 Audit Report (Measure K Annual Report)

CITY COUNCIL STAFF REPORT
Meeting Date: March 20, 2023
TO: THE HONORABLE MAYOR AND CITY COUNCILMEMBERS
SUBJECT: APPROVE MINUTES FOR THE REGULAR CITY COUNCIL
MEETINGS OF FEBRUARY 27, 2023 AND MARCH 6, 2023

RECOMMENDED CITY COUNCIL ACTION
Approve the minutes.

ATTACHMENT(S):

February 27, 2023 – Tentative Minutes
March 6, 2023 – Tentative Minutes
Prepared by: Carol Wu, City Clerk Recorder

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MINUTES OF THE
REGULAR MEETING – CITY COUNCIL
February 27, 2023
City Council Meeting Minutes Page 1 February 27, 2023
Mayor Flaherty called a Regular Meeting of the City Council to order at 7:00 PM, complete proceedings of which were electronically recorded. The meeting was a hybrid of both in person and teleconferenced attendees. The meeting agenda was posted on the City Hall outdoor bulletin board at 100 Gregory Lane, Pleasant Hill, CA on February 23, 2023, by Deputy City Clerk Juanita Davalos.

1. CALL TO ORDER

2. PLEDGE OF ALLEGIANCE

3. ROLL CALL
Attendee Name Title Status
Timothy M. Flaherty Mayor Present
Matthew Rinn Vice Mayor Present
Sue Noack Councilmember Present
Allen Vinson Councilmember Present
Zac Shess Councilmember Present

4. CLOSED SESSION REPORT
Mayor Flaherty stated that the City Council had adjourned from a closed session and there was nothing to report.

5. CITY MANAGER COMMENTS
June Catalano, City Manager, provided an update on the letter from the law firm of Shenkman and Hughes regarding district-based elections.

6. COUNCIL ANNOUNCEMENTS AND REPORTS

6.1 Reports from Councilmembers on Meetings or Conferences Attended at City Expense
None

6.2 Announcements from Councilmembers
Councilmember Noack reported her attendance at the Metropolitan Transportation Commission meeting; Choice in Aging Crab Feed; and the Anti-racism Rally at Pine Hollow Middle School.

Councilmember Noack reported that she accepted an award on behalf of the Pleasant Hill Library from the American Association of Public Works.

Vice Mayor Rinn reported his attendance at the crab feeds sponsored by the City of Concord Chamber of Commerce and Carondelet High School.

Councilmember Shess and Mayor Flaherty reported their attendance at the Choice in Aging Crab Feed.

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Attachment: February 27, 2023 Tentative Minutes (Minutes) City Council Meeting Minutes Page 2 February 27, 2023

7. PUBLIC COMMENT
Mayor Flaherty opened public comment.

The following members of the public provided a written comment:
 Michelle Simone
 Ena Silva
 Kathy Gallagher
The following members of public appeared in person to provide a comment:
 Dick Offerman
 Lindsey Dolman
The following members of the public participated via teleconference to make a comment:
 Kenji Yamada
 Cathleen Kirk
 Marian Shostrom
 Ady Olvera
 Roxanne Garza
 Karen Yapp
Mayor Flaherty closed public comment.

8. CONSENT CALENDAR
Motion (Noack/Rinn) to Approve all consent items, carried as follows:

AYES: Noack, Rinn, Shess, Vinson, Flaherty

8.1 Approve Minutes for the Regular City Council Meeting of February 6, 2023 and the Special City Council Meeting of February 16, 2023

8.2 Adopt Resolution No. 11-23 Approving and Adopting Designated Alternates to Serve as Standby Officers to Allow the City Council to Reconstitute Itself in the Event of Emergency-Caused Vacancies and Rescinding Resolution No. 3-21

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Attachment: February 27, 2023 Tentative Minutes (Minutes) City Council Meeting Minutes Page 3 February 27, 2023

9. ACTION CALENDAR

9.1 Accept the Audited Annual Comprehensive Financial Report for the Fiscal Year Ended June 30, 2022
Erick Cheung, Finance Manager, delivered a presentation on the Annual Comprehensive Annual Financial Report (ACFR).

David Bullock, Macia, Gini & O’Connell LLP (MGO), delivered a presentation on the Management Letter as of June 30, 2022. Jon Waller, MGO, was in attendance.

No one from the public spoke on the item.

9.2 Measure K Update and Consideration of Capital Improvement Project Appropriations (Items 9.3, 9.4, 9.5)
Erick Cheung, Finance Manager, introduced the Measure K Update and Consideration of Capital Improvement Project Appropriations.

9.3 Adopt Resolution No. 12-23 Approving the Appropriation of Measure K Funds to Fund the Resurfacing of Residential Zone 17 as Part of the 2022 Street Resurfacing Project No. PSC-01-22 and Authorizing the Maintenance Superintendent to Execute a Change Order With MCK Services, Inc.

Ann James, Maintenance Superintendent, provided a presentation on the 2022 Street Resurfacing Project and the use of Measure K Funds to fund the inclusion of Residential Zone 17 in the project scope, and the proposed change order with MCK Services, Inc.

No one from the public spoke on the item.

Motion (Noack/Rinn) to Approve item 9.3, carried as follows:

AYES: Noack, Rinn, Shess, Vinson, Flaherty

9.4 Adopt Resolution No. 13-23 Approving Measure K Reserve & Appropriating Additional Capital Improvement Projects
Ananthan Kanagasundaram, City Engineer, delivered a presentation on the Budget Committee recommendations for additional Measure K Capital Improvement Projects.

No one from the public spoke on the item.

Motion (Noack/Vinson) to Approve item 9.4, carried as follows:

AYES: Noack, Rinn, Shess, Vinson, Flaherty

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Attachment: February 27, 2023 Tentative Minutes (Minutes) City Council Meeting Minutes Page 4 February 27, 2023

9.5 Adopt Resolution No. 14-23 Authorizing an Appropriation of General Fund and Measure K Funds for Janitorial Services at City Facilities and Authorize the City Manager to Execute a Contract with Frank and Grossman Landscape Contractor's Inc.

Ann James, Maintenance Superintendent, delivered a presentation on the City’s janitorial services and the need to execute a new janitorial contract with Frank and Grossman Landscape Contractor’s Inc.

No one from the public spoke on the item.

Motion (Vinson/Shess) to Approve item 9.5, carried as follows:

AYES: Noack, Rinn, Shess, Vinson, Flaherty

9.6 Adopt Resolution No. ___-23 Authorizing the City Manager to Execute a Design Services Agreement with Ruggeri-Jensen-Azar for Engineering Design Services for the Oak Park Boulevard Sidewalk Gap Closure Project Item is continued to March 6, 2023

9.7 Adopt Resolution No. 15-23 Opposing Initiative No. 21-0042A1, the Taxpayer Protection and Government Accountability Act, and Direct Staff to Send a Letter of Opposition to the League of California Cities Director of Public Affairs
Danielle Navarro, Principal Management Analyst/City Clerk, reported on Initiative No. 21- 0042A1, the Taxpayer Protection and Government Accountability Act.

No one from the public spoke on the item.

Motion (Noack/Rinn) to Approve item 9.7, carried as follows:

AYES: Noack, Rinn, Shess, Vinson, Flaherty

9.8 Adopt Resolution No. 16-23 Proclaiming the End of the Local State of Emergency in the City of Pleasant Hill Due to the COVID-19 Pandemic Danielle Navarro, Principal Management Analyst/City Clerk, reported on the termination of the COVID-19 emergency measures on the State, County and local levels.

June Catalano, City Manager, responded to a question regarding the impact to City services.

Janet Coleson, City Attorney, remarked on in-person and teleconference attendance at City meetings.

No one from the public spoke on the item.

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Attachment: February 27, 2023 Tentative Minutes (Minutes) City Council Meeting Minutes Page 5 February 27, 2023
Motion (Noack/Rinn) to Approve item 9.8, carried as follows:

AYES: Noack, Rinn, Shess, Vinson, Flaherty

10. ADJOURNMENT
Mayor Flaherty adjourned the meeting at 8:37 p.m. The next Regular City Council meeting will be held on Monday, March 6, 2023, beginning at 7:00 p.m.

CAROL W. WU, CITY CLERK RECORDER

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Attachment: February 27, 2023 Tentative Minutes (Minutes)

MINUTES OF THE
REGULAR MEETING – CITY COUNCIL
March 6, 2023
City Council Meeting Minutes Page 1 March 6, 2023
Vice Mayor Rinn called a Regular Meeting of the City Council to order at 7:00 PM, complete proceedings of which were electronically recorded. The meeting was a hybrid of both in person and teleconferenced attendees. The meeting agenda was posted on the City Hall outdoor bulletin board at 100 Gregory Lane, Pleasant Hill, CA on March 2, 2023, by Deputy City Clerk Juanita Davalos.

1. CALL TO ORDER

2. PLEDGE OF ALLEGIANCE

3. ROLL CALL
Attendee Name Title Status
Timothy M. Flaherty Mayor Absent
Matthew Rinn Vice Mayor Present
Sue Noack Councilmember Present
Allen Vinson Councilmember Present
Zac Shess Councilmember Present

4. CLOSED SESSION REPORT
Vice Mayor Rinn stated that the City Council had adjourned from a closed session. Janet Coleson, City Attorney, said there was nothing to report.

5. PRESENTATIONS

5.1 Proclamation Designating March as Women's History Month Vice Mayor Rinn presented a proclamation to Barbara Thor, Civic Action Commission Chair, declaring the month of March as Women’s History Month.

6. CITY MANAGER COMMENTS
June Catalano, City Manager, reported that:
 The Economic Development Committee will assist local businesses with their websites; and
 The East Bay International Jewish Film Festival was a success and will return in 2024.

7. COUNCIL ANNOUNCEMENTS AND REPORTS

7.1 Reports from Councilmembers on Meetings or Conferences Attended at City Expense

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Attachment: March 6, 2023 Tentative Minutes (Minutes)
City Council Meeting Minutes Page 2 March 6, 2023
(A) Contra Costa Mayors Conference Hosted by the City of Orinda on March 2, 2023
Councilmembers Noack and Vinson reported their attendance at the Contra Costa Mayors Conference held on March 2, 2023. Councilmember Noack provided a brief report on the topics discussed at the conference.
(B) Other Meetings Attended at City Expense
None

7.2 Announcements from Councilmembers
Councilmember Noack reported her attendance at the Annual Mayor’s State of the City Breakfast held on February 28, 2023; the Bike PHE community discussion; and the Pleasant Hill Baseball Association (PHBA) Opening Day. Councilmember Noack reported her participation at a meeting between Susan Hurl of Republic Services and a Girl Scout Troop to discuss Styrofoam use in local restaurants.

Councilmember Vinson reported his attendance at the Mayor’s Breakfast and at the PHBA Opening Day.

Councilmember Shess reported his attendance at the Bike PHE community discussion and at the PHBA Opening Day.

Vice Mayor Rinn reported his attendance at the PHBA Opening Day.

8. PUBLIC COMMENT
Vice Mayor Rinn opened public comment.

The following members of public appeared in person to provide a comment:
 Benu Chhabra
 Khalood Jamil
 Rabab Saib
 Mervat Gamal
 Andrei Obolenskiy
The following member of the public participated via teleconference to make a comment:
 Marian Shostrom
Vice Mayor Rinn closed public comment.

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Attachment: March 6, 2023 Tentative Minutes (Minutes)
City Council Meeting Minutes Page 3 March 6, 2023

9. CONSENT CALENDAR
Motion (Noack/Vinson) to Approve all consent items, carried as follows:

AYES: Noack, Rinn, Shess, Vinson
ABSENT: Flaherty

9.1 Approve Checks Dated: February 03, 2023; February 10, 2023; February 17, 2023; February 24, 2023

9.2 Adopt Resolution No. 17-23 Approving Side Letter of Agreement with the Management Pay Plan Group to Add a New Classification to the Management Compensation Pay Plan

9.3 Approve Revised Mayor’s Appointments of Councilmembers to Various Committees and Boards for 2023 and Ratification of Existing Committees

10. ACTION CALENDAR

10.1 Adopt Resolution No. 18-23 Approving Event Sponsorship Funding Request from the Pleasant Hill Recreation and Park District
Zack Seal, Economic Development Manager, introduced the item.

Jennifer Thoits, Pleasant Hill Recreation and Park District, delivered a presentation on a special event sponsorship package for eleven special events in 2023 organized by the Pleasant Hill Recreation and Park District.

No one from the public spoke on the item.

Motion (Noack/Shess) to Approve item 10.1, carried as follows:

AYES: Noack, Rinn, Shess, Vinson
ABSENT: Flaherty

10.2 Adopt Resolution No. ___-23 Authorizing the City Manager to Execute a Design Professional Services Agreement with Ruggeri-Jensen-Azar for Engineering Design Services for the Oak Park Boulevard Sidewalk Gap Closure Project – Item continued to March 20, 2023

10.3 Public Hearing and Adopt Resolution No. 19-23 Authorizing Transmittal of the Annual General Plan and Housing Element Implementation Report to the Governor’s Office of Planning and Research and the State Department of Housing and Community Development

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Attachment: March 6, 2023 Tentative Minutes (Minutes)
City Council Meeting Minutes Page 4 March 6, 2023
Haley Croffoot, Senior City Planner, delivered a presentation on the General Plan Implementation 2022 Annual Report to be submitted to the Governor’s Office of Planning and Research and the State Department of Housing and Community Development.

No one from the public spoke on the item.

Motion (Noack/Vinson) to Approve item 10.3, carried as follows:

AYES: Noack, Rinn, Shess, Vinson
ABSENT: Flaherty

10.4 Adopt Resolution No. 20-23 Approving Notice of Intention Regarding Transition to District-Based Elections
Janet Coleson, City Attorney, explained the differences between the “at-large” and “by district” electoral systems. Ms. Coleson delivered a presentation explaining the process to transition to a “by district” electoral system.

Jim Priest, Best Best & Krieger LLP, answered questions asked by Councilmembers.

The following members of the public provided a written comment:
 Kathy Teegarden
 Courtney Coon
 Jan Passion
 Yehudit Lieberman
 David Levezzo
 Amanda Szakats
 Rebecca Auerbach
 Abe Doherty
The following members of the public appeared in person to provide a comment:
 Joe Stokley
 Andrei Obolenskiy
The following members of the public participated via teleconference to make a comment:
 Dick Offerman
 Ady Olvera
 Karen Yapp
 Michelle Simone
The following member of the public appeared in person to provide a comment:
 Quy Tran

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Attachment: March 6, 2023 Tentative Minutes (Minutes)
City Council Meeting Minutes Page 5 March 6, 2023
Motion (Rinn/Shess) to Approve item 10.4, carried as follows:

AYES: Noack, Rinn, Shess, Vinson
ABSENT: Flaherty

11. ADJOURNMENT
Vice Mayor Rinn adjourned the meeting at 8:40 p.m. The next Regular City Council meeting will be held on Monday, March 20, 2023, beginning at 7:00 p.m.

CAROL W. WU, CITY CLERK RECORDER

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Attachment: March 6, 2023 Tentative Minutes (Minutes)

CITY COUNCIL STAFF REPORT
Meeting Date: March 20, 2023
TO: THE HONORABLE MAYOR AND CITY COUNCILMEMBERS
SUBJECT: APPROVE CHECKS DATED: MARCH 03, 2023; MARCH 10, 2023

RECOMMENDED CITY COUNCIL ACTION
Approve the check register.

ATTACHMENT(S):

Check Register
Prepared by: Ross Yangwas, Accountant
Approved by: Erick Cheung, Finance Manager

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Attachment: Check Register (Check Register)

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Attachment: Check Register (Check Register)

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Attachment: Check Register (Check Register)

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Attachment: Check Register (Check Register)

CITY COUNCIL STAFF REPORT
Meeting Date: March 20, 2023
TO: THE HONORABLE MAYOR AND CITY COUNCILMEMBERS
SUBJECT: ACCEPT UPDATE ON CONTRA COSTA TRANSPORTATION

AUTHORITY AND TRANSPAC

SYNOPSIS
TRANSPAC meets to provide direction to its staff and make recommendations to the Contra Costa Transportation Authority (CCTA) on significant transportation and land use issues. The attachments to this report include the CCTA Executive summary and Board meeting minutes for December 21, 2022 and the TRANSPAC Committee meeting summary minutes for December 8, 2022.

DISCUSSION
Background
TRANSPAC was formed in 1986 to provide the cities of Central Contra Costa County a forum to discuss mutual planning and transportation issues. When Measure C, a countywide transportation proposition, was adopted in 1988, TRANSPAC became the official regional transportation, land use, and housing forum for Central Contra Costa County. The member agencies include Contra Costa County, Clayton, Concord, Martinez, Walnut Creek, and Pleasant Hill.

TRANSPAC meets to discuss transportation-related issues. A Councilmember and a Planning Commissioner represent each jurisdiction. The Chair to the CCTA then submits the actions.

Analysis
An Executive Summary of the actions taken on December 21, 2022, at the CCTA Board meeting is included along with the meeting minutes. The actions taken at the TRANSPAC Committee meeting on December 8, 2022 are included in the attached minutes.

There is no item of discussion directly related to the City of Pleasant Hill with this update.

FISCAL IMPACT
None

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PUBLIC CONTACT
Public contact was made through posting of the City Council agenda on the City’s official notice bulletin board, in the City Clerk’s office, at the Pleasant Hill Senior Center, and at the Pleasant Hill Police Department. The agenda and staff report are posted on the City’s web page and are available in the City Clerk’s office.

RECOMMENDED CITY COUNCIL ACTION
Accept the report.

ALTERNATIVES TO RECOMMENDED ACTION
The City Council may want to discuss one or more of the actions taken during the last meeting.

Should the City Council require detailed information pertaining to any issues, a comprehensive report could be scheduled for a subsequent City Council meeting. Contingent on the amount of information required, staff will need adequate time to prepare a comprehensive report addressing the item or items.

ATTACHMENT(S):

CCTA Executive Summary and Board Meeting Minutes for December 21, 2022 TRANSPAC Committee Meeting Summary Minutes for December 8, 2022 Prepared and Reviewed by: Ananthan Kanagasundaram, City Engineer Approved by: June Catalano, City Manager

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COMMISSIONERS
Chris Kelley,
Chair
Federal Glover,
Vice Chair
Newell Arnerich
Tom Butt
Teresa Gerringer
Loella Haskew
David Hudson
Aaron Meadows
Karen Mitchoff
Sue Noack
Lamar Thorpe
Timothy Haile,
Executive Director
2999 Oak Road
Suite 100
Walnut Creek
CA 94597
PHONE: 925.256.4700
FAX: 925.256.4701
www.ccta.net
https://cctauthority.sharepoint.com/sites/Common/09Correspondences/RTPC Memos/2022/December 21, 2022 RTPC Memo.doc

MEMORANDUM
To: Matt Todd, TRANSPAC
Chris Weeks, SWAT
Robert Sarmiento, TRANSPLAN
Chris Weeks, TVTC
John Nemeth, WCCTAC
Patrick Golier, LPMC
From: Timothy Haile, Executive Director
Date: December 23, 2022
Re: Items of interest for circulation to the Regional Transportation Planning Committees (RTPCs)
At its December 21, 2022 meeting, the Authority discussed the following items, which may be of interests to the Regional Transportation Planning Committees:

A. Approval of Proposed Measure J Reserve Policy (Policy) Recommendation: Staff sought approval of Resolution 22‐33‐P, which will approve the proposed Policy that defines the mechanism for funding the Reserve, identifies eligible uses of Reserve funds, and required approvals to utilize funds from the Reserve.

Action: The Authority Board approved Resolution 22‐33‐P, which will approve the proposed Policy that defines the mechanism for funding the Reserve, identifies eligible uses of Reserve funds, and required approvals to utilize funds from the Reserve.

B. Consideration, Review, and Input of Administrative Code Section 104.6 and Resolution 91‐11‐A, Revision 2 to Establish Representative Positions on the Authority Board

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Attachment: CCTA Executive Summary and Board Meeting Minutes for December 21, 2022 (TRANSPAC Update) RTPC Memorandum
December 23, 2022

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https://cctauthority.sharepoint.com/sites/Common/09Correspondences/RTPC Memos/2022/December 21, 2022 RTPC Memo.doc Recommendation: Staff sought Authority Board input on the requirements for the Metropolitan Transportation Commission representative on the Authority Board and direction on the requirements and/or any potential revisions to Administrative Code Section 104.6 and Resolution 91‐11‐A, Revision 2 to establish representative positions on the Authority Board.

Action: The Authority Board directed staff to revise Resolution 91-11-A, Revision 2, to clarify that the two Metropolitan Transportation Commission representatives on the Authority Board can also serve as primary Authority Board Members. Resolution 91-11-A, Rev 3, will be brought back to the Authority Board meeting in January 2023 for consideration of approval.

C. Coordinating Entity (CE) Update andRecommendation
Recommendation: Staff sought approval for the establishment of a framework and concept for the Countywide CE and input from the Authority Board to inform next steps.

Action: The Authority Board approved the establishment of a framework and concept for the Countywide CE.

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Attachment: CCTA Executive Summary and Board Meeting Minutes for December 21, 2022 (TRANSPAC Update) Authority Board Meeting MINUTES
MEETINGDATE: Wednesday, December 21, 2022
MINUTESPREPAREDBY: Tarienne Grover
MEMBERSPRESENT: STAFFPRESENT: MEMBERSABSENT:

Chris Kelley, Chair
Federal Glover, Vice Chair
Newell Arnerich, Commissioner
Tom Butt, Commissioner
Teresa Gerringer, Commissioner
Loella Haskew, Commissioner
Dave Hudson, Commissioner
Karen Mitchoff, Commissioner
Sue Noack, Commissioner
Lamar Thorpe, Commissioner
Mark Foley, Ex-Officio Rep.

Maureen Powers, Ex-Officio Rep.

Colin Clarke
Peter Engel
Tarienne Grover
Timothy Haile
Jack Hall
Christina Hartley
Jacqueline Hill
John Hoang
Stephanie Hu
Brian Kelleher
Matt Kelly
Hisham Noeimi
Irene Ortega
Jackie Reyes
Ying Smith
Sherri Sylva
Yuliana Tjeng
Linsey Willis
Amara Morrison, Legal Counsel
Aaron Meadows, Commissioner

1. CONVENE MEETING: Chris Kelley, Chair
DISCUSSION: Chair Kelley convened the meeting at 6:00 PM. Commissioner Meadows was absent, and Rep. Powers had not yet arrived.

2. PLEDGE OF ALLEGIANCE

3. PUBLIC COMMENT: Members of the public are invited to addressthe Authority regarding any item that is not listed on the agenda. Please refer to the Teleconferencing Special Notice for Public Comment guidelines.

DISCUSSION: Rashidi Barnes, Tri Delta Transit, introduced himself as the new Chief Executive Officer for Tri Delta Transit.

Debbie Toth, Choice in Aging, thanked Peter Engel, Director, Programs, for his efforts on accessible transportation.

Rep. Powers joined the meeting at 6:04 PM.

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Attachment: CCTA Executive Summary and Board Meeting Minutes for December 21, 2022 (TRANSPAC Update) Authority Board Meeting MINUTES
December 21, 2022

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4. PRESENTATIONS

CONSENT CALENDAR
ACTION: Commissioner Mitchoff moved to approve the consent calendar, seconded by Commissioner Arnerich. The motion was adopted by unanimous vote of the commissioners present, unless otherwise noted.

Noes‐None
Absent‐Commissioner Meadows
Abstain‐None

5. APPROVAL OF MINUTES
A. Authority Board Minutes of November 16, 2022
B. Authority Board Special Minutes of December 7,2022

6. Administration & Projects Committee ‐ Consent:

A. Accept Monthly Accounts Payable Invoice Report for October 2022 Recommendation: Staff seeks acceptance of the monthly accounts payable invoice report for October 2022.

B. Accept Consultant Agreement AmendmentsforVarious Projects Recommendation: Staff seeks authorization for the Chair to execute Amendment No. 4 to Agreement No. 532 with Kimley‐Horn and Associates to extend the agreement termination date to December 31, 2024, with no increase in budget, Amendment No. 2 to Agreement No. 473 with NV5 Global, Inc. to extend the agreement termination date to December 31, 2023, with no increase in budget, and Amendment No. 9 to Agreement No. 430 with Quincy Engineering, Inc. to extend the agreement termination date to June 30, 2023, with no increase in budget.

C. Authorization to Execute Amendment No. 1 to Agreement No. 578 with Baker Tilly US, LLP (Baker Tilly) for Executive Recruitment Services Recommendation: Staff seeks authorization for the Chair to execute Amendment No. 1 to Agreement No. 578 with Baker Tilly, to provide additional executive recruitment services, and to allow the Executive Director or designee to make any non‐substantive changes to the language. This amendment will extend the agreement termination date from December 31, 2022 to December 31, 2023, with no increase in budget.

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Attachment: CCTA Executive Summary and Board Meeting Minutes for December 21, 2022 (TRANSPAC Update) Authority Board Meeting MINUTES
December 21, 2022

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D. Legislative Update
Recommendation: Staff will provide an update on legislation, along with addressing any questions that may arise. The Authority may take action on any item presented in the attachment or any State or Federal legislation pertaining to the Authority’s legislative program.

7. Planning Committee ‐ Consent:

A. NEW ITEM: City of El Cerrito – El Cerrito del Norte Transit‐Oriented Development Complete StreetsImprovement(Project 250004/120061) – Requestfor Approval of the 65% Design Peer Review
Recommendation: Staff seeks approval of the Technical Coordinating Committee's recommendation to have the 65% design peer review approved by the Authority Board.

B. NEW ITEM: Approval of Proposed Actions to Various FundingResolutions Recommendation: Staff seeks approval of Resolution 17‐47‐G (Rev 2), which will extend the term of the resolution through December 31, 2024 with the City of Pinole; Resolutions 15‐48‐G (Rev 3), 18‐64‐G (Rev 2), and 19‐62‐G (Rev 2), which will terminate the resolutions with the East Bay Regional Park District, Resolution 15‐15‐G (Rev 4), which will terminate the resolution with the City of El Cerrito; and Resolution 17‐46‐G (Rev 2), which will terminate the resolution with Bay Area Rapid Transit.

C. NEW ITEM: Authorization to Execute Amendment No. 3 to Agreement No. 465 with Placeworks, Inc. (Placeworks) for On‐Call Planning Services Recommendation: Staff seeks authorization for the Chair to execute Amendment No. 3 to Agreement No. 465 with Placeworks, and to allow the Executive Director or designee to make any non‐substantive changes to the language. This amendment will extend the agreement termination date from December 31, 2022 to June 30, 2023, with no increase in budget.

D. NEW ITEM: Authorization to Execute Amendment No. 3 to Agreement No. 523 with Nelson\Nygaard Consulting Associates, Inc. (Nelson\Nygaard) for the Accessible Transportation Strategic Plan (ATSP) Task Force and Implementation Services Recommendation: Staff seeks authorization for the Chair to execute Amendment No. 3 to Agreement No. 523 with Nelson\Nygaard, in the amount of $125,000, for a new total agreement value of $623,700, to provide additional ATSP implementation services, and to allow the Executive Director or designee to make any non‐ substantive changes to the language. This amendment will extend the agreement termination date from December 31, 2022 to June 30, 2024.

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Attachment: CCTA Executive Summary and Board Meeting Minutes for December 21, 2022 (TRANSPAC Update) Authority Board Meeting MINUTES
December 21, 2022

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REGULAR AGENDA ITEMS

8. Administration & Projects Committee ‐ Regular:

A. Approval of Proposed Measure J Reserve Policy (Policy) Recommendation: Staff seeks approval of Resolution 22‐33‐P, which will approve the proposed Policy that defines the mechanism for funding the Reserve, identifies eligible uses of Reserve funds, and required approvals to utilize funds from the Reserve.

ACTION: Commissioner Arnerich moved to approve Resolution 22‐33‐P, which will approve the proposed Measure J Reserve Policy that defines the mechanism for funding the Reserve, identifies eligible uses of Reserve funds, and required approvals to utilize funds from the Reserve, seconded by Commissioner Noack. The motion was adopted by unanimous vote of the commissioners present, unless otherwise noted.

Noes‐None
Absent‐Commissioner Meadows
Abstain‐None
DISCUSSION: Hisham Noeimi, Director, Programming provided a brief background and overview of the Measure J Reserve Policy including the Measure J Transportation Expenditure Plan, the impacts of the 2008 Great Recession on Measure J revenues, projected revenues, and imposed expenditure caps. Mr.

Noeimi also provided an overview of capital project delivery status, the Authority’s support of local jurisdictions and agencies through various Measure J programs, along with an overview of the Measure J Reserve and its eligible uses, funding mechanisms, and required approvals.

Commissioners provided comments.

B. NEW ITEM: Consideration, Review, and Input of Administrative Code Section 104.6 and Resolution 91‐11‐A, Revision 2 to Establish Representative Positions on the Authority Board
Recommendation: Staff seeks Authority Board input on the requirements for the Metropolitan Transportation Commission representative on the Authority Board and seeks direction on the requirements and/or any potential revisions to Administrative Code Section 104.6 and Resolution 91‐11‐A, Revision 2 to establish representative positions on the Authority Board.

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Attachment: CCTA Executive Summary and Board Meeting Minutes for December 21, 2022 (TRANSPAC Update) Authority Board Meeting MINUTES
December 21, 2022

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ACTION: Commissioner Mitchoff moved to direct staff to revise Resolution 91‐11‐A, Revision 2, to clarify that the two Metropolitan Transportation Commission representatives on the Authority Board can also serve as primary Authority Board Members and bring it back to the Authority Board meeting in January 2023 for consideration of approval, seconded by Commissioner Gerringer. The motion was adopted by unanimous vote of the commissioners present, unless otherwise noted.

Noes‐None
Absent‐Commissioner Meadows
Abstain‐None
DISCUSSION: Timothy Haile, Executive Director, provided a brief background of the Metropolitan Transportation Commission (MTC) representative positions and the need to update the language in the resolution to allow the two MTC representatives to also serve as primary Authority Board members.

Commissioner provided comments. Staff responded to comments from commissioners.

9. Planning Committee ‐ Regular:

A. NEW ITEM: Coordinating Entity (CE) Update andRecommendation Recommendation: Staff seeks approval for the establishment of a framework and concept for the Countywide CE and input from the Authority Board to inform next steps.

ACTION: Commissioner Butt moved to approve the establishment of a framework and concept for the Countywide Coordinating Entity, seconded by Commissioner Mitchoff. The motion was adopted by unanimous vote of the commissioners present, unless otherwise noted.

Noes‐None
Absent‐Commissioner Meadows
Abstain‐None
DISCUSSION: Peter Engel, Director, Programs provided a brief background of the Accessible Transportation Strategic Plan (ATSP), Measure J expenditure plan and regional initiatives and discussed the recommendation from the ATSP Task Force to create a Coordinating Entity (CE) and development of guiding principles on the structure of the CE. Ying Smith, Director, Mobility Programs discussed the proposed framework for the CE and its supporting networked infrastructure, the roles of the Authority Board, and the establishment of the Office of Accessibility and Equity (OAE) and formation of an OAE Advisory Committee. Ms. Smith further announced that the Authority would establish a new non‐profit CE to coordinate the accessible transportation programs and services and the proposed framework’s intent for the transit operatorsto continue to maintain authority

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Attachment: CCTA Executive Summary and Board Meeting Minutes for December 21, 2022 (TRANSPAC Update) Authority Board Meeting MINUTES
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over their paratransit operations. She further discussed the stages of the CE development to include the development of the OAE, seeking the Consolidated Transportation Services Agency designation with the Authority’s intent to not claim Transportation Development Act and State Transit Assistance funding, and the formation of the CE with the primary goal to enhance accessible transportation.

Mr. Engel discussed the potential revenue sources such as Contra Costa County’s Measure X and the Authority’s Measure J.

Commissioners provided comments. Staff responded to comments from commissioners.

Public Comment:

Debbie Toth, Choice in Aging, spoke in favor of the development of a CE.

10. CORRESPONDENCE AND COMMUNICATIONS
A. Summary of the Authority Board Workshop held September 15‐16, 2022 at the Don Tatzin Community Hall in Lafayette, CA

11. ASSOCIATED COMMITTEE REPORTS
A. Central County (TRANSPAC): Meeting Report for the regular meeting on December 8, 2022
B. East County (TRANSPLAN): Meeting Report for the regular meeting on December 8, 2022
C. Southwest County (SWAT): Notice of Cancellation for the regular meeting on December 5, 2022
D. West County (WCCTAC): Meeting Report for the regular meeting on December 9, 2022 (Meeting handout if available)

12. AUTHORITY BOARD AND STAFF COMMENTS
A. Chair's Comments and Reports
DISCUSSION: Chair Kelley thanked outgoing Commissioners Butt, Mitchoff, and White, and Representative Worth fortheir many years ofservice on the Authority Board.

Commissioners Butt and Mitchoff provided outgoing comments.

Representative Worth provided outgoing comments.

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Attachment: CCTA Executive Summary and Board Meeting Minutes for December 21, 2022 (TRANSPAC Update) Authority Board Meeting MINUTES
December 21, 2022

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B. Commissioners' and Ex‐Officio Representatives’ Comments and Reports on Activities and Meetings
DISCUSSION: Commissioner Gerringer announced that she attended the American Public Transportation Association’s TRANSform conference in Seattle, Washington from October 9‐12, 2022.

Vice Chair Glover thanked outgoing Authority Board Members for their service to the Authority.

C. Executive Staff Comments
DISCUSSION: Timothy Haile, Executive Director, thanked the outgoing Authority Board members, and announced that they will be invited to the February Authority Board meeting to thank them for their service. He thanked Peter Engel, Director, Programs, and Irene Ortega, Accounting Specialist, for their years of service at the Authority. He introduced the Authority’s new Administrative Assistant Jacqueline Hill. He discussed the potential branding for the Authority; Presto and GoCoCo are the two names that are being considered. He discussed meetings with Concord First Partners and the City of Concord on the Term Sheet for the Concord Naval Weapons Station. He also discussed the meetings regarding the Bay Area Rapid Transit (BART) Bus Feeder services and the need for funding and BART to continue these services in Contra Costa County. Mr. Haile further discussed the 2022 Activities and Accomplishments, and federal appropriations that will provide funding for projects in Contra Costa County.

Mr. Engel provided outgoing comments and thanked the Authority Board and staff.

Ms. Hill provided an introduction.

13. CALENDAR
A. December 2022, and January, February, and March2023
B. Calendar of Upcoming Events

14. CLOSED SESSION
A. Public Employee Performance Evaluation Pursuantto Government Code § 54957 Title: Executive Director
Recommendation: Conference with Labor Negotiators Pursuant to Government Code § 54957.6
Agency Designated Representative: Chris Kelley, Chair
Unrepresented Employee: Executive Director

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Attachment: CCTA Executive Summary and Board Meeting Minutes for December 21, 2022 (TRANSPAC Update) Authority Board Meeting MINUTES
December 21, 2022

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DISCUSSION: Commissioners, staff, and legal counsel convened into Closed Session at 7:48 PM. Reps. Foley and Powers left the meeting at 7:48 PM.

15. RECONVENE IN OPEN SESSION
A. Report on Action Taken in Closed Session
DISCUSSION: Commissioners, staff, and legal counsel reconvened into Open Session at 8:11 PM. Vice Chair Glover left the meeting at 8:11 PM.

Chair Kelley announced that there was no reportable action.

16. ADJOURNMENT to the next regular meeting proposed for January 18, 2023 at 6:00 PM.

DISCUSSION: The meeting was adjourned at 8:11 PM.

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Attachment: CCTA Executive Summary and Board Meeting Minutes for December 21, 2022 (TRANSPAC Update) TRANSPAC Committee Meeting Summary Minutes
MEETING DATE: December 8, 2022
MEMBERS PRESENT: Loella Haskew (Chair), Walnut Creek; Peter Cloven, Clayton (Vice Chair); Carlyn Obringer, Concord; Tim
McGallian, Concord; Sue Noack, Pleasant Hill; Mark
Ross, Martinez
PLANNING COMMISSIONERS PRESENT: John Mercurio, Concord; Bob Pickett, Concord STAFF PRESENT: Andy Smith, Walnut Creek; Abhishek Parikh, Concord; Saravana Suthanthira, Concord; John
Cunningham, Contra Costa; Melody Reebs, BART;
Shelehia Meisner, BART; Celestine Do, BART; Matt
Kelly, CCTA; Robert Prinz, Bike East Bay; Scott
Simmons
MINUTES PREPARED BY: Tiffany Gephart

1. Convene Regular Meeting / Pledge of Allegiance / Self-Introductions Vice Chair Cloven called the meeting to order at 9:00 A.M.

2. Public Comments
There were no comments from the public.

3. Consent Agenda
a. Minutes of the November 10, 2022 Meeting.
b. CCTA Executive Director’s Report Regarding CCTA Actions/Discussion Items c. Items Approved by the CCTA for Circulation to the Regional Transportation Planning Committees and Related Items of Interest
d. RTPC Meeting Summary Letters
e. CCTA Meeting Updates and Countywide Information Links f. Continue use of Teleconferencing for Public Meetings by the TRANSPAC Board and Subcommittees Pursuant to the Provisions of AB 361. Approve the proclamation of a local emergency, ratify the proclamation of a State of Emergency, and authorize the continuation of conducting remote teleconference meetings of the legislative bodies of TRANSPAC for the period through January 7, 2023, pursuant to the Brown Act provisions under AB 361.

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Attachment: Transpac Committee Meeting Summary Minutes for December 8, 2022 (TRANSPAC Update) On motion by Commissioner Noack seconded by Commissioner Cloven to approve the consent agenda by unanimous vote of the members present (Cloven, Noack, Ross, Obringer).

End Consent Agenda

4. ELECTION OF CHAIR AND VICE CHAIR
On motion by Commissioner Noack seconded by Commissioner Obringer to elect Peter Cloven as the TRANSPAC Chair by unanimous vote of the members present (Cloven, Noack, Ross, Obringer).

On motion by Commissioner Obringer seconded by Commissioner Cloven to elect Sue Noack as the TRANSPAC Vice Chair by unanimous vote of the members present (Cloven, Noack, Ross, Obringer).

5. APPOINTMENT OF TRANSPAC REPRESENTATIVES TO THE CCTA
On motion by Commissioner Noack seconded by Commissioner Cloven to appoint Loella Haskew as a primary TRANSPAC representative to the CCTA Board by unanimous vote of the members present (Cloven, Noack, Ross, Obringer).

On motion by Commissioner Noack seconded by Commissioner Cloven to appoint Carlyn Obringer as an alternate TRANSPAC representative to the CCTA Board by unanimous vote of the members present (Cloven, Noack, Ross, Obringer).

6. 2023 TRANSPAC MEETING SCHEDULE
On motion by Commissioner Noack seconded by Commissioner Cloven to approve the meeting schedule for 2023 by unanimous vote of the members present (Cloven, Noack, Ross, Obringer).

7. PUBLIC MEETINGS OF THE TRANSPAC BOARD AND SUBCOMMITTEES PURSUANT TO THE PROVISIONS OF AB361
Commissioner Haskew joined the meeting.

The Board agreed to hold special meetings on January 5, 2023 and January 26, 2023 to reauthorize AB361 exceptions. The Board also agreed to continue remote meetings through February and that TRANSPAC staff will bring further information regarding the status of AB361 provisions at the February meeting.

8. DRAFT CENTRAL COUNTY ACTION PLAN

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Attachment: Transpac Committee Meeting Summary Minutes for December 8, 2022 (TRANSPAC Update) Matt Todd provided an update on the status of the Draft Action Plan. Mr. Todd noted that the project team received comments and are working the comments into the final version of the Action Plan. The Action Plan will be brought to the Board in February for approval. Mr. Kelly commented that once the Action Plan is approved it will be forwarded to CCTA for inclusion into the Countywide Transportation Plan (CTP). Once the CTP is adopted the Action Plans will be finalized for adoption.

9. TRANSPAC CCTA REPRESENTATIVE REPORTS.

Commissioner Noack commented that the Administration and Projects Committee discussed a new reserve policy and established an Ad Hoc committee to discuss the ongoing contract with GoMentum Station AAA. Commissioner Noack noted that she sits on the committee and has had two meetings to discuss the future of GoMentum and how CCTA will work with AAA.

Commissioner Haskew commented that the Planning Committee Meeting was canceled for December.

10. TAC ORAL REPORTS BY JURISDICTION
No member comments.

11. BOARDMEMBER COMMENTS
No member comments.

12. MANAGING DIRECTOR’S REPORT
Mr. Todd commented that Planning Commissioner John Mercurio, Commissioner Tim McGallian and Supervisor Mitchoff would no longer be serving TRANSPAC and thanked each member for their service.

13. ADJOURN / NEXT MEETING The meeting adjourned at 9:26 A.M. The next meeting will be on February 9, 2023 at 9:00 A.M.

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Attachment: Transpac Committee Meeting Summary Minutes for December 8, 2022 (TRANSPAC Update)

CITY COUNCIL STAFF REPORT
Meeting Date: March 20, 2023
TO: THE HONORABLE MAYOR AND CITY COUNCILMEMBERS
SUBJECT: ADOPT RESOLUTION NO.___-23 ACCEPTING FUNDS AND

AUTHORIZING EXPENDITURES FROM THE CALIFORNIA

SUPPLEMENTAL LAW ENFORCEMENT SERVICES ACCOUNT

SYNOPSIS
The purpose of this item is to accept fiscal year 2022-2023 (FY 22/23) grant funds and authorize the recommended use of grant funds from the California Supplemental Law Enforcement Services Account (SLESA), formerly known as “Supplemental Law Enforcement Services Fund (SLESF). The Budget Committee reviewed the proposed expenditures at its meeting of March 14, 2023, and approved forwarding a recommendation to approve the expenditures to the City Council.

DISCUSSION
Background
In 1996, California state legislation (AB 3229) created the Citizens Options for Public Safety (COPS) program allocating $100,000 to eligible local governments yearly for front line law enforcement services. These funds are distributed through the SLESA. The funds cannot be used to supplant resources, but instead must be used to supplement existing resources or funding.

SLESA funds can be used for salaries, services, supplies, equipment, and administrative overhead.

SLESA funds cannot be diverted into an entity’s general fund and must be used for the aforementioned front line law enforcement services. The size of the total award to each recipient is proportionate to population with the minimum award for all entities set at $100,000 annually.

The award for Pleasant Hill for FY 22/23 is $100,000. Enabling legislation specifies a City Council must appropriate funds as specified in the written request of the entity’s Chief of Police.

Funds are distributed from the State to the County, which then distributes the funds to the City.

Analysis
The Police Department’s proposed uses of new and previously unencumbered SLESA funds in FY 22/23 will fund the following items:

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Automated License Plate Reader
Expansion of the current Automated License Plate Reader (ALPR) program. ALPR captures digital images of vehicle license plates as they pass the reader camera. Any license plate matched to a license plate in the system’s database is reported in real time to law enforcement.

This information enables officers to take action based on the type of data received. ALPR systems are very effective in locating and recovering stolen vehicles, alerting law enforcement officers to vehicles wanted in connection with other crimes, and obtaining investigative data that assist law enforcement in investigating and solving criminal cases. This technology is one of many programs designed to keep the City of Pleasant Hill safe and prevent property crimes. The police department requests $30,000 from SLESA funds for the purchase of ALPR equipment.

Dispatch Supervisor Position
Until 2019, the supervision of the professional staff in the Support Services Division fell to a single civilian supervisor, but because of the ongoing changes and significant increased work requirements, it was no longer feasible to have a single supervisor oversee the numerous employees and job functions. Consequently, this led to a reorganization of the Services Division and the recommendation for a new Dispatch Supervisor position. The police department requests $20,000 from SLESA funds to offset the cost for this position.

Scheduling Software
The Police Department’s current scheduling and time keeping system is paper based. This system is inefficient and outdated. New scheduling software created by PowerDMS will allow the police department to automate public safety scheduling, rotations, time-off, calendar management, and automated staffing notifications. The goal would be to make payroll processing more efficient and provide an exportable file to the City’s payroll system. The police department requests $6,000 from SLESA funds to cover the cost of this new software.

Dispatch Center Furniture & Carpeting
The Police Department’s main dispatch center contains two complete dispatch consoles with supportive seating and motorized monitor/data entry desks to provide an ergonomic workspace.

The motorized work desks have been essential components of this center as dispatchers have options for a variety of work postures, both standing and sitting. The existing desks are old and are beginning to break down. The model of our current motorized desks is no longer produced and cannot be repaired. In addition, new lower profile computer storage cabinetry can hold all essential equipment while allowing for proper filing in a confined space within the dispatch center. Finally, the dispatch center’s old carpeting is heavily worn and in need of replacement.

The police department requests $48,000 from SLESA funds to cover the cost of new furniture and carpeting in the dispatch center.

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Recruiting Service
The Police Department is experiencing significant staffing shortages which have led to the temporary suspension of specialized assignments and has caused increased overtime costs. While authorized for a staffing of 45 sworn officers, current active staffing is 37 sworn officers.

Recruiting and hiring is a difficult challenge for law enforcement agencies locally and nationwide. Recruiting via the usual methods (CalOps, City Website, police academies, and social media) has yielded limited results. All-Star Talent law enforcement recruiting specialists utilize an approach shaped to each individual agency’s needs, to include their patent-pending diversity recruiting system that develops unique messaging to attract diverse candidates. Their system has been used with great success by other law enforcement agencies across the county.

The police department requests $25,000 from the SLESA funds to cover the cost of an All-Star Talent law enforcement recruiting campaign.

Police Department Facility Back-up Battery
The Police Department’s original battery back-up system unit needs to be replaced. When the PHPD experiences a power outage, there is a delay before the onsite generator is able to provide backup power to the entire facility. A battery backup solution is needed to avoid any disruptions to the Dispatch Center. The battery backup solution from Quality Uptime is built for such a purpose and will provide constant and consistent power to the entire facility. The police department requests $29,000 of SLESA funds to cover the cost of the building’s back-up battery unit.

FISCAL IMPACT
The Police Department requests $158,000. The City’s FY 22/23 – FY 23/24 adopted biennial budget included appropriations for $100,000 in the SLESF, therefore staff is requesting an additional appropriation of $58,000 with unencumbered fund balance. The Finance Department has confirmed funds exist in the SLESA account to cover all recommended expenditures.

PUBLIC CONTACT
Public contact was made through posting of the City Council agenda on the City’s official notice bulletin board, at the Pleasant Hill Senior Center and at the Pleasant Hill Police Department. The agenda and staff report are posted on the City’s web page.

RECOMMENDED CITY COUNCIL ACTION
Staff recommends that the City Council adopt the proposed resolution accepting the grant and the proposed use of funds as recommended by the Budget Committee.

ALTERNATIVES TO RECOMMENDED ACTION
Council could direct staff to not accept the grant, or revise the list of recommended items.

9.4 Packet Pg. 94
ATTACHMENT(S):

Proposed Resolution
Prepared by: Matt Kristic
Support Services Division Lieutenant
Reviewed by: Scott Vermillion
Chief of Police
Approved by: June Catalano
City Manager

9.4 Packet Pg. 95
RESOLUTION NO. -23

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PLEASANT HILL

AUTHORIZING THE ACCEPTANCE & USE OF FUNDS FROM THE CALIFORNIA

SUPPLEMENTAL LAW ENFORCEMENT SERVICES ACCOUNT (SLESA)
WHEREAS, the State of California, has authorized a grant of $100,000 to the Pleasant Hill Police Department under the Citizens Options for Public Safety (COPS) program to be distributed through the Supplemental Law Enforcement Services Account (SLESA) administered by the Contra Costa County Supplemental Law Enforcement Oversight Committee; and
WHEREAS, as a condition of receiving the grant funds, state law requires the City Council to authorize the expenditure of grant funds for specific purposes related to “front line law enforcement”; and
WHEREAS, on June 27, 2022, the City Council approved the City’s Biennial fiscal year 2022-2023 & fiscal year 2023-2024 and appropriated $100,000 in the Supplemental Law Enforcement Services Fund; and
WHEREAS, the Pleasant Hill Police Department recommends that the new and previously unencumbered grant funds be spent on a portion of the cost of the Department’s Dispatch Supervisor position, the purchase of new Automated License Plate Readers, the purchase of scheduling and payroll software, the purchase of new dispatch center furniture, the purchase of professional police officer recruitment services, and the purchase of a new police department facility battery back-up system; and WHEREAS, the City Council held a hearing on March 20, 2023, to review and consider the proposed expenditures.

NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Pleasant Hill authorizes the acceptance of funds from the California SLESA and the expenditure of the new and previously unencumbered grant funds for an additional appropriation of $58,000 for a total of $158,000 for fiscal year 2022/2023; and NOW, THEREFORE, BE IT FURTHER RESOLVED that the City Council of the City of Pleasant Hill authorizes for the appropriation of the Department’s Dispatch Supervisor position ($20,000), the purchase of new Automated License Plate Readers ($30,000), the purchase of scheduling and payroll software ($6,000), the purchase of new dispatch center furniture ($48,000), the purchase of officer recruitment services ($25,000), and the purchase of a new facility battery back-up system ($29,000); and ADOPTED by the City Council of the City of Pleasant Hill at a regular meeting held on the 20th day of March, 2023, by the following vote:

9.4.a
Packet Pg. 96
Attachment: Proposed Resolution (SLESA Grant Expenditures) AYES:

NOES:

ABSENT:

ABSTAIN:

TIMOTHY M. FLAHERTY, Mayor
ATTEST:

DANIELLE K. NAVARRO, City Clerk

9.4.a
Packet Pg. 97
Attachment: Proposed Resolution (SLESA Grant Expenditures)

CITY COUNCIL STAFF REPORT
Meeting Date: March 20, 2023
TO: THE HONORABLE MAYOR AND CITY COUNCILMEMBERS
SUBJECT: INTRODUCE ORDINANCE NO. ___ AMENDING AND REPLACING IN ITS ENTIRETY CHAPTER 3.60 OF THE PLEASANT HILL MUNICIPAL

CODE REGARDING THE COMPOSITION OF THE CITY OF

PLEASANT HILL'S DIVERSITY COMMISSION

SYNOPSIS
In 2021, the City Council adopted Ordinance No. 944 to establish the Diversity Commission with one city councilmember included in the Commission’s composition. The Councilmember appointed to the Diversity Commission resigned from the City Council effective December 31, 2022 as he was elected to a seat on the Contra Costa County Board of Supervisors. The position has remained vacant on the Commission since his resignation. Now that the Diversity Commission has been in place and active for over a year, the Mayor asked staff to bring forward an ordinance for the City Council to consider changing the councilmember position on the Diversity Commission to a member of the public. The proposed ordinance is attached for review and consideration by the City Council.

DISCUSSION
Background
On May 17, 2021, the City Council adopted Ordinance No. 944 establishing the Diversity Commission. The composition of the nine-member Commission was adopted as:
 One city councilmember;
 One commissioner from the City Planning Commission;
 A minimum of four residents of the city; and
 Three residents of the city or the owners or employees of a business (holding a valid City of Pleasant Hill business license) located within the city.

Councilmember Ken Carlson was appointed to the Diversity Commission. He was elected to the Contra Costa Board of Supervisors in November 2022 and subsequently resigned from the City Council, leaving his seat on the Diversity Commission vacant.

9.5 Packet Pg. 98
Analysis
The Diversity Commission is broadly tasked with making recommendations to the City Council on accessibility, diversity, and inclusion, including, but not limited to: proposing appropriate diversity, social justice, and equity training; proactively planning inclusive and welcoming events; making policy recommendations to the City Council regarding diversity and inclusion; advising the City Council on ways to recognize and reaffirm the mission of the Council’s 2017 inclusion resolution; and liaising with the Civic Action, Education, and Planning Commissions and the Commission on Aging.

The Commission has been meeting and active since September 2021 and has successfully and proactively planned and participated in City events and created a citywide inclusionary program, liaised with other commissions, and partnered with the County on a Community Service Day Project. Commissioners have established a relationship with the City’s Police Department, and the Commission has become an effective resource in the community.

The Commission has passed its one-year anniversary and has continued to successfully move forward in the absence of the councilmember appointee. The Mayor is therefore requesting that the City Council consider adopting an ordinance to change the councilmember appointment to the Diversity Commission to a fourth resident of the city or the owner or employee of a business (holding a valid City of Pleasant Hill business license) located within the city.

Staff has drafted a proposed ordinance (attached) for introduction by the City Council.

FISCAL IMPACT
There is no fiscal impact to introducing the ordinance.

RECOMMENDED CITY COUNCIL ACTION
Introduce the proposed ordinance.

ALTERNATIVES TO RECOMMENDED ACTION
The City Council could choose not to introduce the proposed ordinance and provide additional direction to staff.

ATTACHMENT(S):

Proposed ordinance

9.5 Packet Pg. 99
Prepared by: Danielle K. Habr, Principal Management Analyst/City Clerk Approved by: June Catalano, City Manager

9.5 Packet Pg. 100
ORDINANCE NO. ____

AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF PLEASANT HILL AMENDING AND REPLACING IN ITS ENTIRETY CHAPTER 3.60 OF THE PLEASANT

HILL MUNICIPAL CODE REGARDING THE DIVERSITY COMMISSION
WHEREAS, on May 17, 2021, the City Council adopted Ordinance No. 944 establishing the Diversity Commission and adding Chapter 3.60, Diversity Commission, to the Municipal Code.

WHEREAS, the Diversity Commission composition includes one city councilmember; and WHEREAS, the Diversity Commission has been meeting and active since September 2021, successfully implemented a citywide inclusion program, and participated in and organized community events; and
WHEREAS, the City Council desires to update the Diversity Commissions composition to replace the city councilmember appointment with a resident or Pleasant Hill licensed business owner or employee in a licensed Pleasant Hill business.

NOW THEREFORE, the City Council of the City of Pleasant Hill does ordain as follows:

Section 1. Pleasant Hill Municipal Code Chapter 3.60, Diversity Commission, is amended and replaced in its entirety as follows:

Chapter 3.60

DIVERSITY COMMISSION
Sections:

3.60.010 Established – Composition – Appointments.

3.60.020 Terms of office.

3.60.030 Purpose.

3.60.040 Compensation – Expenditures.

3.60.050 Removal or vacancy of members.

3.60.060 Officers – Staff liaison – Liaison representatives.

3.60.070 Meetings.

3.60.080 Absence from meeting.

3.60.090 Rules.

3.60.100 Quorum.

3.60.110 Report to council.

3.60.010 Established – Composition – Appointments.

A. Established. There is established a city diversity commission.

B. Composition and qualifications. The commission shall consist of nine voting members: one member shall be a commissioner from the city planning commission; a minimum of four of the members shall be residents of the city; and four of the members shall be residents of the city or Deleted: one member shall be a city council member;
Deleted: three

9.5.a
Packet Pg. 101 Attachment: Proposed Ordinance (redlined) (Amend the Diversity Commission Composition) the owners or employees of a business located within the city and which holds a valid city business license.

C. Appointments. The members of the commission shall be appointed as follows:

1. The member from the city planning commission shall be appointed by a majority vote of the city council on the recommendation of the planning commission.

2. The eight public members each shall be appointed by a majority vote of the city council on the recommendation of the council’s interview and nominating committee.

3.60.010 Established – Composition – Appointments.

The term of office of the planning commissioner shall be one year. The term of office of the four members who are residents of the city shall be four years. The initial term of office for the three members who are residents of the city or the owners or employees of a business located within the city shall be two years; their successors’ term of office shall be four years. Effective April 2023, the term of office of the fourth member who is a resident of the city or the owner or employee of a business located with the city shall be four years.

3.60.030 Purpose.

The purpose of the commission shall be to act in an advisory capacity to the city council by making recommendations on accessibility, diversity, and inclusion, including, but not limited to:

A. Proposing appropriate diversity, social justice, and equity training; B. Proactively planning inclusive and welcoming events; C. Making policy recommendations to the city council regarding diversity and inclusion; D. Advising the city council on ways to recognize and reaffirm the mission of the council’s inclusion resolution;
E. Working with the civic action commission to propose relevant proclamations; and F. Liaising with the city’s civic action commission, commission on aging, education commission, and planning commission.

3.60.040 Compensation – Expenditures.

All members shall serve without compensation. The commission may not employ consultants or incur other expenditures without prior approval of the city council.

Deleted: The city council member shall be appointed by
the mayor with the approval of the city council.¶

2. Deleted: 3
Deleted: seven
Deleted: city council member and the
Deleted: each

9.5.a
Packet Pg. 102 Attachment: Proposed Ordinance (redlined) (Amend the Diversity Commission Composition)

3.60.050 Removal or vacancy of members.

Any member of the commission may be removed from the commission prior to the expiration of his or her term by a majority vote of the council. A vacancy is filled in the same manner as the original appointment. A person appointed to fill a vacancy serves for the remainder of the unexpired term. (Ord. 944 § 1, 2021)

3.60.060 Officers – Staff liaison – Liaison representatives.

A. Officers. The commission shall elect a chair and vice chair from among its members. Each officer shall hold office for one year until the successor of each is elected unless the officer’s term as a member of the commission expires sooner.

B. Staff liaison. An officer or employee of the city designated by the city manager shall serve as staff liaison to the commission for the purpose of recording minutes of commission proceedings, maintaining a continuity of records, and assisting with community outreach.

C. Liaison representatives. The commission shall appoint one member to act as a liaison to the civic action commission, one member to act as a liaison to the commission on aging, and one public member to act as a liaison to the education commission. The member from the planning commission shall act as a liaison to the planning commission. The function of such liaison representatives is to attend meetings of the other commissions as needed and advise the diversity commission of the activities, actions, policies, procedures, and reasons behind the actions of the assigned commission that may bear upon matters under discussion by the diversity commission.

3.60.070 Meetings.

The commission shall establish a regular time and place of meeting and shall hold at least four meetings annually for the purpose established in PHMC § 3.60.030. Special meetings may be called by the chair. These regular and any special meetings shall be conducted in conformance with the Ralph M. Brown Act, Government Code section 54950 and following.

3.60.080 Absence from meeting.

A. If a member of the commission is absent without cause from three successive regular meetings of the commission, the office becomes vacant automatically. The commission shall immediately notify the council of the vacancy.

B. A member is not absent without cause if his or her absence is due to illness or is unavoidable, and the member gives notice to the chair or staff liaison before the day of the meeting that he or she will be absent and the reason for the absence.

3.60.090 Rules.

The commission may make and alter rules governing its organization and procedures which are not inconsistent with this chapter or any other applicable ordinance of the city.

Deleted: The city council member appointed to the
commission shall at no time serve as the chair or vice chair of the commission.

Deleted: public
Deleted: public
Deleted: Page Break
¶

9.5.a
Packet Pg. 103 Attachment: Proposed Ordinance (redlined) (Amend the Diversity Commission Composition)

3.60.100 Quorum.

A quorum is required for the transaction of official business. Five members of the commission constitutes a quorum for the transaction of business.

3.60.110 Report to council.

The commission shall report to the city council at least once per year on the activities and actions of the commission. The report may be presented orally during a regular council meeting as part of the published agenda business.

Section 2. This ordinance shall be effective 30 days after its adoption.

Section 3. Within fifteen days after the passage of this ordinance, the City Clerk shall cause it or a summary of it to be posted in the three places designated by resolution of the City Council.

The foregoing ordinance was introduced at a regular meeting of the City Council of the City of Pleasant Hill held on the 20th day of March, 2023.

ADOPTED and ordered posted at a meeting of the City Council of the City of Pleasant Hill, held on the day of , 2023, by the following vote:

AYES:

NOES:

ABSENT:

ABSTAIN:
_____________________________________
TIMOTHY M. FLAHERTY, Mayor
ATTEST:

DANIELLE K. NAVARRO, City Clerk

9.5.a
Packet Pg. 104 Attachment: Proposed Ordinance (redlined) (Amend the Diversity Commission Composition) ORDINANCE NO. ____

AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF PLEASANT HILL AMENDING AND REPLACING IN ITS ENTIRETY CHAPTER 3.60 OF THE PLEASANT

NOW THEREFORE, the City Council of the City of Pleasant Hill does ordain as follows:

Section 1. Pleasant Hill Municipal Code Chapter 3.60, Diversity Commission, is amended and replaced in its entirety as follows:

Chapter 3.60

DIVERSITY COMMISSION
Sections:

3.60.010 Established – Composition – Appointments.

3.60.020 Terms of office.

3.60.030 Purpose.

3.60.040 Compensation – Expenditures.

3.60.050 Removal or vacancy of members.

3.60.060 Officers – Staff liaison – Liaison representatives.

3.60.070 Meetings.

3.60.080 Absence from meeting.

3.60.090 Rules.

3.60.100 Quorum.

3.60.110 Report to council.

3.60.010 Established – Composition – Appointments.

A. Established. There is established a city diversity commission.

B. Composition and qualifications. The commission shall consist of nine voting members; one member shall be a commissioner from the city planning commission; a minimum of four of the members shall be residents of the city; and four of the members shall be residents of the city or

9.5.b
Packet Pg. 105 Attachment: Proposed Ordinance (clean) (Amend the Diversity Commission Composition) the owners or employees of a business located within the city and which holds a valid city business license.

C. Appointments. The members of the commission shall be appointed as follows:

1. The member from the city planning commission shall be appointed by a majority vote of the city council on the recommendation of the planning commission.

2. The eight public members each shall be appointed by a majority vote of the city council on the recommendation of the council’s interview and nominating committee.

3.60.010 Established – Composition – Appointments.

3.60.030 Purpose.

The purpose of the commission shall be to act in an advisory capacity to the city council by making recommendations on accessibility, diversity, and inclusion, including, but not limited to:

3.60.040 Compensation – Expenditures.

All members shall serve without compensation. The commission may not employ consultants or incur other expenditures without prior approval of the city council.

9.5.b
Packet Pg. 106 Attachment: Proposed Ordinance (clean) (Amend the Diversity Commission Composition)

3.60.050 Removal or vacancy of members.

3.60.060 Officers – Staff liaison – Liaison representatives.

3.60.070 Meetings.

3.60.080 Absence from meeting.

3.60.090 Rules.

The commission may make and alter rules governing its organization and procedures which are not inconsistent with this chapter or any other applicable ordinance of the city.

9.5.b
Packet Pg. 107 Attachment: Proposed Ordinance (clean) (Amend the Diversity Commission Composition)

3.60.100 Quorum.

A quorum is required for the transaction of official business. Five members of the commission constitutes a quorum for the transaction of business.

3.60.110 Report to council.

Section 2. This ordinance shall be effective 30 days after its adoption.

Section 3. Within fifteen days after the passage of this ordinance, the City Clerk shall cause it or a summary of it to be posted in the three places designated by resolution of the City Council.

The foregoing ordinance was introduced at a regular meeting of the City Council of the City of Pleasant Hill held on the 20th day of March, 2023.

ADOPTED and ordered posted at a meeting of the City Council of the City of Pleasant Hill, held on the day of , 2023, by the following vote:

AYES:

NOES:

ABSENT:

ABSTAIN:
_____________________________________
TIMOTHY M. FLAHERTY, Mayor
ATTEST:

DANIELLE K. NAVARRO, City Clerk

9.5.b
Packet Pg. 108 Attachment: Proposed Ordinance (clean) (Amend the Diversity Commission Composition)

CITY COUNCIL STAFF REPORT
Meeting Date: March 20, 2023
TO: THE HONORABLE MAYOR AND CITY COUNCILMEMBERS
SUBJECT: ADOPT RESOLUTION NO.___-23 AUTHORIZING THE MAYOR TO

EXECUTE AND SUBMIT THE CONTRA COSTA TRANSPORTATION

AUTHORITY BIENNIAL COMPLIANCE CHECKLIST FOR
CALENDAR YEARS 2020 AND 2021 FOR ALLOCATION OF FISCAL
YEARS 2021/2022 AND 2022/2023 LOCAL STREET MAINTENANCE

AND IMPROVEMENT FUNDS

SYNOPSIS
The City of Pleasant Hill must submit a Measure J Biennial Compliance Checklist to the Contra Costa Transportation Authority (CCTA) to demonstrate compliance with the Measure J Growth Management Program in order to receive the City’s annual share of the Measure J Return to Source sales tax funds. The current compliance checklist is for the release of FY 2021/2022 and FY 2022/2023 funds, which covers the review period during calendar years 2020 and 2021.

DISCUSSION
Background
As part of the Measure J funding requirements, CCTA requires local jurisdictions to complete a Biennial Checklist to show compliance with the Measure’s Growth Management Program. This checklist ensures the City’s continuous implementation of a Growth Management Element:
implementation of local and regional transportation mitigation programs; planning for housing needs and opportunities for all income levels; conducting traffic impact studies for larger projects; participation in cooperative multi-jurisdictional planning; on-going update of the City’s Capital Improvement Plan; adoption of a Transportation Demand Management Ordinance; compliance with the voter approved Urban Limit Line; adoption of a Measure J compliant Growth Management Element; and conformance with CCTA’s Maintenance of Effort requirements.

The compliance checklist is submitted once every two years, and it reviews the City’s policies and actions for Measure J compliance during a prior two-year period. The current compliance checklist is for the release of FY 2021/2022 and FY 2022/2023 funds, which covers the review period during calendar years 2020 and 2021.

9.6 Packet Pg. 109
Analysis
Over the past few months, staff has been working diligently to prepare the various reports and assemble the information required for the compliance checklist (attached). The reports are now complete and the checklist is ready for submittal. The compliance checklist packet is attached.

Once the completed checklist is authorized, it will be submitted to CCTA for approval from the CCTA Citizen’s Advisory Committee, CCTA Planning Committee, and ultimately the CCTA Board before the funds are released to the City.

FISCAL IMPACT
When the City’s Biennial Compliance Checklist is approved, the City will receive approximately $989,000 in Measure J Return to Source funds per year over the next two years for transportation improvement and/or maintenance purposes.

RECOMMENDED CITY COUNCIL ACTION
Adopt the proposed resolution authorizing the Mayor to execute and submit the Biennial Compliance Checklist for calendar years 2020 and 2021 to CCTA.

ALTERNATIVES TO RECOMMENDED ACTION
None recommended. The failure to complete the checklist would result in the annual loss of $989,000 in Measure J Return to Source revenues and potentially other Measure J funding to the City for transportation improvement or maintenance purposes.

ATTACHMENT(S):

Proposed Resolution
Measure J GMP Compliance Checklist - Calendar Years 2020-2021 Prepared and Reviewed by: Ananthan Kanagasundaram, City Engineer Approved by: June Catalano, City Manager

9.6 Packet Pg. 110
RESOLUTION NO. ___-23

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PLEASANT HILL

AUTHORIZING THE MAYOR TO EXECUTE AND SUBMIT THE CONTRA COSTA

TRANSPORTATION AUTHORITY BIENNIAL COMPLIANCE CHECKLIST FOR CALENDAR YEARS 2020 AND 2021 FOR ALLOCATION OF FISCAL YEARS 2021/2022 AND 2022/2023 LOCAL STREET MAINTENANCE AND

IMPROVEMENT FUNDS
WHEREAS, the Growth Management Program contained in Measure J requires the Contra Costa Transportation Authority (CCTA) to review biennially the City of Pleasant Hill’s compliance with the Measure J Growth Management Program; and WHEREAS, the City of Pleasant Hill becomes eligible to receive its share of the Measure J Return to Source funds when the Biennial Compliance Checklist has been submitted to CCTA and approved; and
WHEREAS, a Biennial Compliance Checklist has been prepared by the City and reviewed by the City Council.

NOW, THEREFORE, BE IT RESOLVED, by the City Council of the City of Pleasant Hill:
1) City Council finds that the policies and programs of the City, as reported in the Biennial Compliance Checklist for calendar years 2020 and 2021, substantially conform to the requirements for compliance with the Contra Costa Transportation Authority and the Measure J Growth Management Program.
2) Authorizes the Mayor to execute and submit the Biennial Compliance Checklist for calendar years 2020 and 2021.

ADOPTED by the City Council of the City of Pleasant Hill at a regular meeting of said Council held on the 20th day of March, 2023, by the following vote:

AYES:

NOES:

ABSENT:

ABSTAIN:
______________________________
TIMOTHY M. FLAHERTY, Mayor
ATTEST:
_________________________________
DANIELLE K. NAVARRO, City Clerk

9.6.a
Packet Pg. 111 Attachment: Proposed Resolution (CCTA Biennial Compliance Checklist) Measure J GMP Compliance Checklist Attachments
Reporting Jurisdiction: _______________________________________ For Fiscal Years 2021-22 and 2022-23
Reporting Period: Calendar Years 2020 & 2021
Measure J Growth Management Program Compliance Checklist

1. Action Plans YES NO N/A
a. Is the jurisdiction implementing the actions called for in the applicable Action Plan for all designated Routes of Regional Significance within the jurisdiction?
b. Has the jurisdiction implemented the following procedures as outlined in the Implementation Guide and the applicable Action Plan for Routes of Regional Significance?
i. Circulation of environmental documents,
ii. Analysis of the impacts of proposed General Plan amendments and recommendation of changes to Action Plans, and
iii. Conditioning the approval of projects consistent with Action Plan policies?
c. Has the jurisdiction followed the procedures for RTPC review of General Plan Amendments as called for in the Implementation Guide?

2. Development Mitigation Program YES NO
a. Has the jurisdiction adopted and implemented a local development mitigation program to ensure that new development pays its fair share of the impact mitigation costs associated with that development?
b. Has the jurisdiction adopted and implemented the regional transportation mitigation program, developed, and adopted by the applicable Regional Transportation Planning Committee, including any regional traffic mitigation fees, assessments, or other mitigation as appropriate?
City of Pleasant Hill
Clear Form

9.6.b
Packet Pg. 112 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Measure J GMP Compliance Checklist Attachments
Reporting Jurisdiction: _______________________________________ For Fiscal Years 2021-22 and 2022-23
Reporting Period: Calendar Years 2020 & 2021

3. Address Housing Options YES NO
a. Has the jurisdiction prepared and submitted a report to the Authority demonstrating reasonable progress in providing housing opportunities for all income levels under its Housing Element? The report can demonstrate progress by
(1) comparing the number of housing units approved, constructed, or occupied within the jurisdiction over the preceding five years with the number of units needed on average each year to meet the housing objectives established in its Housing Element; or
(2) illustrating how the jurisdiction has adequately planned to meet the existing and projected housing needs through the adoption of land use plans and regulatory systems which provide
opportunities for, and do not unduly constrain, housing development; or
(3) illustrating how its General Plan and zoning regulations facilitate improvement or development of sufficient housing to meet the Element’s objectives.

Note: A copy of the local jurisdiction’s annual progress report (Tables A thru C) to the state Department of Housing and Community Development (HCD) is sufficient.

b. Does the jurisdiction’s General Plan—or other adopted policy document or report—consider the impacts that its land use and development policies have on the local, regional, and countywide transportation system, including the level of transportation capacity that can reasonably be provided?

c. Has the jurisdiction incorporated policies and standards into its development approval process that support transit, bicycle, and pedestrian access in new developments?

City of Pleasant Hill

9.6.b
Packet Pg. 113 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Measure J GMP Compliance Checklist Attachments
Reporting Jurisdiction: _______________________________________ For Fiscal Years 2021-22 and 2022-23
Reporting Period: Calendar Years 2020 & 2021

4. Traffic Impact Studies YES NO N/A
a. Using the Authority’s Technical Procedures, have traffic impact studies been conducted as part of development review for all projects estimated to generate more than 100 net new peak-hour vehicle trips? (Note: Lower traffic generation thresholds established through the RTPC’s Action Plan may apply).
b. If the answer to 4.a. above is “yes”, did the local jurisdiction notify affected parties and circulate the traffic impact study during the environmental review process?

5. Participation in Cooperative, Multi-Jurisdictional
Planning YES NO
a. During the reporting period, has the jurisdiction’s Council/Board representative regularly participated in meetings of the appropriate Regional Transportation Planning Committee (RTPC), and have the jurisdiction’s local representatives to the RTPC regularly reported on the activities of the Regional Committee to the jurisdiction's council or board? (Note: Each RTPC should have a policy that defines what constitutes regular attendance of Council/Board members at RTPC meetings.)

b. Has the local jurisdiction worked with the RTPC to develop and implement the Action Plans, including identification of Routes of Regional Significance, establishing Multimodal Transportation Service Objectives (MTSOs) for those routes, and defining actions for achieving the MTSOs?

c. Has the local jurisdiction applied the Authority’s travel demand model and Technical Procedures to the analysis of General Plan Amendments (GPAs) and developments exceeding specified
thresholds for their effect on the regional transportation system, including on Action Plan MTSOs?

City of Pleasant Hill

9.6.b
Packet Pg. 114 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Measure J GMP Compliance Checklist Attachments
Reporting Jurisdiction: _______________________________________ For Fiscal Years 2021-22 and 2022-23
Reporting Period: Calendar Years 2020 & 2021
YES NO
d. As needed, has the jurisdiction made available, as input into the countywide transportation computer model, data on proposed improvements to the jurisdiction’s transportation system, including roadways, pedestrian circulation, bikeways, and trails, planned and improved development within the jurisdiction, and traffic patterns?

6. Five-Year Capital Improvement Program YES NO
Does the jurisdiction have an adopted five-year capital improvement program (CIP) that includes approved projects and an analysis of project costs as well as a financial plan for providing the improvements? (The transportation component of the plan must be forwarded to the Authority for incorporation into the Authority’s database of transportation projects)

7. Transportation Systems Management Program YES NO
Has the jurisdiction adopted a transportation systems management ordinance or resolution that incorporates required policies consistent with the updated model ordinance prepared by the Authority for use by local agencies or qualified for adoption of alternative mitigation measures because it has a small employment base?

8. Adoption of a voter-approved Urban Limit Line YES NO N/A a. Has the local jurisdiction adopted and continually complied with an applicable voter-approved Urban Limit Line as outlined in the Authority’s annual ULL Policy Advisory Letter?
City of Pleasant Hill

9.6.b
Packet Pg. 115 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Measure J GMP Compliance Checklist Attachments
Reporting Jurisdiction: _______________________________________ For Fiscal Years 2021-22 and 2022-23
Reporting Period: Calendar Years 2020 & 2021
b. If the jurisdiction has modified its voter approved ULL or approved a major subdivision or General Plan Amendment outside the ULL, has the jurisdiction made a finding of consistency with the Measure J provisions on ULLs and criteria in the ULL Policy Advisory Letter after holding a noticed public hearing and making the proposed finding publicly available?

9. Adoption of the Measure J Growth Management
Element YES NO N/A
Has the local jurisdiction adopted a final GME for its General Plan that substantially complies with the intent of the Authority’s adopted Measure J Model GME?

10. Posting of Signs YES NO N/A
Has the jurisdiction posted signs meeting Authority specifications for all projects exceeding $250,000 that are funded, in whole or in part, with Measure C or Measure J funds?

11. Maintenance of Effort (MoE) YES NO
Has the jurisdiction met the MoE requirements of Measure J as stated in Section 6 of the Contra Costa Transportation
Improvement and Growth Management Ordinance (as amended)? (See the Checklist Instructions for a listing of MoE requirements by local jurisdiction.)

12. Submittal of LSM Reporting and Audit Forms YES NO
Has the local jurisdiction submitted a Local Street Maintenance and Improvement Reporting Form and Audit Reporting Form for eligible expenditures of 18 percent funds covering FY 2017-18 and FY 2018-19?

YES NO N/A
City of Pleasant Hill

9.6.b
Packet Pg. 116 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Measure J GMP Compliance Checklist Attachments
Reporting Jurisdiction: _______________________________________ For Fiscal Years 2021-22 and 2022-23
Reporting Period: Calendar Years 2020 & 2021

13. Other Considerations YES NO N/A
If the jurisdiction believes that the requirements of Measure J have been satisfied in a way not indicated on this checklist, has an explanation been attached below?
Review and Approval of Checklist
This Measure J GMP Compliance Checklist was prepared by:

Signature Date
Name & Title (print)
Phone Email
The Council/Board of ___________ has reviewed the completed Checklist and found that the policies and programs of the jurisdiction as reported herein conform to the requirements for compliance with the Contra Costa Transportation Improvement and Growth Management Program.

Certified Signature (Mayor or Chair) Date
Name & Title (print)
Attest Signature (City/Town/County Clerk) Date
Name (print)
Ananthan Kanagasundaram, City Engineer
02/27/2023
925-671-5261 [email protected]
Pleasant Hill
City of Pleasant Hill

9.6.b
Packet Pg. 117 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Measure J GMP Compliance Checklist Attachments
Reporting Jurisdiction: _______________________________________ For Fiscal Years 2021-22 and 2022-23
Reporting Period: Calendar Years 2020 & 2021
Supplementary Information (Required)

1. Action Plans
a. Please summarize steps taken during the reporting period to implement the actions, programs, and measures called for in the applicable Action Plan for Routes of Regional Significance:
b. Attach, list, and briefly describe any General Plan Amendments that were approved during the reporting period. Please specify which amendments affected ability to meet the standards in the Growth Management Element and/or affected ability to implement Action Plan policies or meet Multimodal Traffic Service Objectives (MTSOs). Indicate if amendments were forwarded to the jurisdiction’s RTPC for review, and describe the results of that review relative to Action Plan implementation:

Attachment (A)
Conditions of Compliance Report for Calendar Years 2019 and 2020 based on the adopted 2017 Transpac Action Plan.

The City adopted four resolutions during this period.

Attachment (B)
Resolution 20-20: APPROVING A GENERAL PLAN AMENDMENT (PLN 19-0494) FOR THE OAK PARK PROPERTIES SPECIFIC PLAN AT 1700 AND 1750 OAK PARK BOULEVARD Resolution 8-21: APPROVING A GENERAL PLAN AMENDMENT (PLN 18-0445) AND ADOPT AN INITIAL

STUDY/MITIGATED NEGATIVE DECLARATION AND AN ASSOCIATED MITIGATION MONITORING AND REPORTING PLAN FOR THE 490 GOLF CLUB ROAD PROJECT AT 490 GOLF CLUB ROAD Resolution 23-21: APPROVING A GENERAL PLAN AMENDMENT, DEVELOPMENT ARCHITECTURAL REVIEW PERMIT & TREE REMOVAL PERMIT (PLN 18-0359) FOR THE BLAKE GRIGGS MULTIFAMILY RESIDENTIAL PROJECT AT 85 CLEAVELAND ROAD
Resolution 57-21: APPROVING A GENERAL PLAN AMENDMENT, DEVELOPMENT PLAN, MAJOR SUBDIVISION & ARCHITECTURAL REVIEW PERMIT (PLN 21-0028) FOR THE 401 TAYLOR BOULEVARD II SMALL-LOT SINGLE FAMILY RESIDENTIAL PROJECT AT 401 TAYLOR BOULEVARD City of Pleasant Hill

9.6.b
Packet Pg. 118 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Measure J GMP Compliance Checklist Attachments
Reporting Jurisdiction: _______________________________________ For Fiscal Years 2021-22 and 2022-23
Reporting Period: Calendar Years 2020 & 2021
Provide a summary list of projects approved during the reporting period and the conditions required for consistency with the Action Plan:

2. Development Mitigation Program
a. Describe progress on implementation of the regional transportation mitigation program:

3. Address Housing Options
a. Please attach a report demonstrating reasonable progress in providing housing opportunities for all income levels. (Note: A copy of the local jurisdiction’s annual report (Tables A thru C) to the state Department of Housing and Community Development (HCD) is sufficient). $WWDFKPHQW
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The City approved the Blake Griggs multifamily residential project located at 85 Cleaveland Road, the 401 Taylor small lot single family residence project at 401 Taylor Boulevard. The City believes that its actions were consistent with the adopted Action Plans during the reporting period.

Attachment (C)
Resolution 76-96: Local Resolution through which the City adopted the Central County Regional Transportation Mitigation Program.

TRANSPAC Subregional Transportation Mitigation Program (STMP) adopted as part of the 2009 Central County Action Plan.

City of Pleasant Hill

9.6.b
Packet Pg. 119 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Measure J GMP Compliance Checklist Attachments
Reporting Jurisdiction: _______________________________________ For Fiscal Years 2021-22 and 2022-23
Reporting Period: Calendar Years 2020 & 2021
Please attach the jurisdiction’s adopted policies and standards that ensure consideration of and support for walking, bicycling, and transit access during the review of proposed development.
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4. Traffic Impact Studies
Please list all traffic impact studies that have been conducted as part of the development review of any project that generated more than 100 net new peak hour vehicle trips. (Note:

Lower traffic generation thresholds established through the RTPC’s Action Plan may apply).

Note whether the study was consistent with the Authority’s Technical Procedures and whether notification and circulation were undertaken during the environmental review process.

5. Participation in Cooperative, Multi-Jurisdictional Planning 1RDWWDFKPHQWVQHFHVVDU\
Attachment (E) - Traffic Studies:

Blake Griggs Multi-Family Residential Facility - 85 Cleaveland Road Pleasant Hill Starbucks Project - 999 Contra Costa Boulevard The studies were consistent with the Authority's Technical Procedures and notification and circulation were undertaken during the environmental review process.

City of Pleasant Hill

9.6.b
Packet Pg. 120 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Measure J GMP Compliance Checklist Attachments
Reporting Jurisdiction: _______________________________________ For Fiscal Years 2021-22 and 2022-23
Reporting Period: Calendar Years 2020 & 2021

6. Five-Year Capital Improvement Program
Please attach the transportation component of the most recent CIP version, if the Authority does not already have it. Otherwise, list the resolution number and date of adoption of the most recent five-year CIP.

7. Transportation Systems Management Program
Please attach a copy of the jurisdiction’s TSM ordinance or list the date of ordinance or resolution adoption and its number.

Attachment (F)
Resolution 59-22: Capital Improvement Plan 2022-2027 (Adopted July 11th, 2022) Attachment (G)
Ordinance Number 97-15: (Adopted November 25, 1997)
City of Pleasant Hill

9.6.b
Packet Pg. 121 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Measure J GMP Compliance Checklist Attachments
Reporting Jurisdiction: _______________________________________ For Fiscal Years 2021-22 and 2022-23
Reporting Period: Calendar Years 2020 & 2021

8. Adoption of a voter-approved Urban Limit Line
The local jurisdiction’s adopted ULL is on file at the Authority offices. Please specify any actions that were taken during the reporting period regarding changes or modifications to the voter approved ULL, which should include a resolution making a finding of consistency with Measure J and a copy of the related public hearing notice.

9. Adoption of the Measure J Growth Management Element
Please attach the adopted Final Measure J Growth Management Element to the local jurisdiction’s General Plan or list the date of ordinance or resolution adoption and its number.

10. Posting of Signs
Provide a list of all projects exceeding $250,000 within the jurisdiction, noting which ones are or were signed according to Authority specifications.

There was no action taken by the City of Pleasant Hill during Calendar Years 2018 and 2019 that affected the voter approved ULL.

Attachment (H)
Resolution 37-13 (Adopted July 1st, 2013)
Attachment (I)
Pleasant Hill Road Gregory Lane to Taylor Boulevard - Complete Street Project (Notice of Completion filed December 2020)
City of Pleasant Hill

9.6.b
Packet Pg. 122 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Measure J GMP Compliance Checklist Attachments
Reporting Jurisdiction: _______________________________________ For Fiscal Years 2021-22 and 2022-23
Reporting Period: Calendar Years 2020 & 2021

11. Maintenance of Effort (MoE)
Please indicate the jurisdiction’s MoE requirement and MoE expenditures for the past two fiscal years (FY 201Ϳ-͸Ͷ and FY 20͸Ͷ-͸ͷ). See the Instructions to identify the MoE requirements.

12. Submittal of LSM Reporting Form and Audit Reporting Form Please attach LSM (Summary) Reporting and LSM Audit (Detail) Forms for FY 20ͷͿ-͸Ͷ and FY 20͸Ͷ-͸ͷ.
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13. Other Considerations
Please specify any alternative methods of achieving compliance for any components for the Measure J Growth Management Program
Attachment (J)
Pleasant Hill Maintenance of Effort Requirement = $624,952 2020 Maintenance of Effort Expenditure = $1,504,785.50
2021 Maintenance of Effort Expenditure = $1,232,340.27
None.

City of Pleasant Hill

9.6.b
Packet Pg. 123 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist)

ATTACHMENT (A)

1. ACTION PLANS
1 (a) TRANSPAC Action Plan

9.6.b
Packet Pg. 124 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Pleasant Hill – Conditions of Compliance Report for CY 20/21 1 CONDITIONS OF COMPLIANCE REPORT FOR 2020 AND 2021
City of Pleasant Hill
Based on the
2017 TRANSPAC ACTION PLAN
Region-wide Goals and Actions
These goals and actions build on TRANSPAC’s tenets, focus the direction of the Action Plan and are intended to guide future decisions.

GOAL 1. Maintain existing transportation system and infrastructure ACTIONS:
1-A: Seek funding for the ongoing maintenance and operation of the existing transportation system and infrastructure. Includes all modes.
1-B: Support development of pavement management systems and implementation of pavement rehabilitation improvements.
2020-2021: The above actions were performed on a routine basis by the TRANSPAC jurisdictions consistent with the GMP, the adopted Central County Action Plan, and the local General Plan. The MTC Street Saver pavement management system is utilized to support the local streets maintenance program and is regularly updated to comply with the regional funding requirements.

Responsible: TRANSPAC and its jurisdictions
GOAL 2. Support the enhancement and expansion of an efficient transit system ACTIONS:
2-A: Support the development of real-time information and better connectivity for regional transit and local and feeder bus service.
2-B: Support the efforts of the Authority to evaluate congestion relief strategies along the I-680 corridor, including transit options and new technologies. 2-C: Promote coordination of transfer times among Express bus, feeder bus, BART, and park-and-ride lots.
2-D: Support the expansion of BART service and BART station and parking facilities. 2-E: Support the construction and maintenance of accessible bus stops, park-and-ride lots, and transit hubs.
2-F: Support improvements that increase the efficiency of local transit on Regional Routes. 2-G: Support increased access to BART stations for buses and other alternative modes. 2-H: Encourage and participate in access and development plans in the immediate vicinity of each BART Station to improve multimodal access and facilities for buses, bicycles and pedestrians. 2-I: Support innovative approaches to improve the efficiency and effectiveness of transit services for seniors and disabled persons through the allocation of Central County’s Measure J $10 million for Additional Transportation for Seniors and People with Disabilities. These funds are in addition to Measure J Other Countywide Programs and total $35 million in Central County.

9.6.b
Packet Pg. 125 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Pleasant Hill – Conditions of Compliance Report for CY 20/21 2 2-J: Support expansion and use of park-and-ride facilities using Express and local buses. 2-K: Support the extension of ferry service to and from San Francisco and Contra Costa County. 2-L: Implement the recommendation of the Contra Costa Mobility Management Plan, including the establishment of a mobility management center for the County. 2020-2021: Worked with CCTA on the Innovate 680 project, which is proposed to improve the 680 corridor including technology and transit improvements. The City of Pleasant Hill is in compliance with the California Complete Streets Act through a compliant circulation element in the City’s General Plan.

Responsible: TRANSPAC and its jurisdictions
GOAL 3. Encourage land use decisions that address the increase in overall traffic demand ACTIONS:
3-A: Continue to support implementation of the Measure J Growth Management Program. 3-B: Continue to support higher-density development around transit hubs and downtowns. 3-C: Continue to require each jurisdiction to:
a. Notice the initiation of the environmental review process for projects generating more than 100 net-new peak-hour vehicle trips.
b. For projects that require a General Plan Amendment, identify any conflicts with Action Plan MTSOs and then, if requested, present the analysis results and possible mitigation strategies to TRANSPAC for review and comment.
3-D: Include the needs of pedestrians and bicyclists in the design, construction, and maintenance of development projects.
3-E: Continue to implement the TRANSPAC Sub-regional Transportation Mitigation Program. 2020-2021: The above actions were performed on a routine basis by the TRANSPAC jurisdictions consistent with the GMP, the adopted Central County Action Plan, and the local General Plans.

TRANSPAC agencies are in compliance with the California Complete Streets Act to consider the needs of pedestrians and bicyclists in projects through either adopting a complete streets resolution or through a compliant circulation element included in a General Plan. TRANSPAC agencies supported the CCTA in the development of the updated Countywide Bicycle and Pedestrian Plan. TRANSPAC agencies also have participated in the CCTA GMP task force and planning director meetings.

Responsible: TRANSPAC and its jurisdictions
GOAL 4. Support the use, enhancement, and expansion of low emission technologies ACTIONS:
4-A: Support innovative approaches for the deployment of low emission technologies. 4-B: Support the construction of infrastructure needed for the expansion of low emission technologies, such as vehicle charging stations.
2020-2021: Supported an Electric Vehicle Charging/Shared Mobility Readiness Plan adopted by CCTA.

Installed 4 vehicle charging stations at the new Pleasant Hill Library.

Responsible: TRANSPAC and its jurisdictions

9.6.b
Packet Pg. 126 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Pleasant Hill – Conditions of Compliance Report for CY 20/21 3 GOAL 5. Manage arterial traffic flow
ACTIONS:
5-A: Seek funding for traffic and transit improvements along Regional Routes and other major streets.
5-B: Continue to implement the Central Contra Costa Traffic Management Program. 5-C: Where feasible and appropriate, address the needs of pedestrians and bicyclists along and connecting to Regional Routes.
2020-2021: Supported the TRANSPAC sponsored feasibility study to identify bicycle and pedestrian improvements on the Monument Boulevard corridor across I-680. Applied for Measure J Funding for the Contra Costa Boulevard (Harriet Drive to Viking Drive) Project for construction of “complete street” enhancements.

Responsible: TRANSPAC and its jurisdictions
GOAL 6. Support the implementation of Complete Streets, including the improvement of bicycle and pedestrian facilities
ACTIONS:
6-A: Support the inclusion of Complete Streets in General Plan updates. 6-B: Support the improvement of bicycle and pedestrian facilities on and connecting to Routes of Regional Significance.
6-C: Seek funding to provide bicycle parking infrastructure at employment sites and activity centers throughout Central County.
6-D: Support development of pedestrian and bicycle plans and safe routes to transit improvements. 2020-2021: Continued to support the TRANSPAC sponsored feasibility study to identify bicycle and pedestrian improvements on the Monument Boulevard corridor across I-680. Draft implementation of the City of Pleasant Hill Bicycle & Pedestrian Master Plan.

Responsible: TRANSPAC and its jurisdictions
GOAL 7. Increase participation in the 511 Contra Costa TDM Program ACTIONS:
7-A: Support the 511 Contra Costa TDM Program to educate and encourage Contra Costa residents, students and commuters to use multimodal alternatives by promoting transit, shuttles, carpooling, vanpooling, walking, bicycling, alternative work schedules, and telecommuting.

The central county cities of Clayton, Concord, Martinez, Pleasant Hill, Walnut Creek, and the unincorporated county are represented by the 511 Contra Costa TDM program. The 511 Contra Costa TDM program provides programs aimed at reducing traffic congestion and improving air quality for all central county jurisdictions. Program staff conduct community and employer-based outreach to encourage and promote the use of alternatives to the single-occupant vehicle. The City of Pleasant

9.6.b
Packet Pg. 127 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Pleasant Hill – Conditions of Compliance Report for CY 20/21 4 Hill, a member of TRANSPAC, supports the 511 Contra Costa work plan for the countywide program via CCTA’s Measure J and Transportation Fund for Clean Air funds. 2020-21:
x Offered a countywide Commuter Incentive Program called “Drive Less” that provides financial incentives to commuters who try new alternative modes of transportation (carpool, transit, bicycling, vanpooling, and walking); x Provided a Guaranteed Ride Home Program that supports commuters who use a commute alternative;
x Offered a countywide Buy-One Get-One Free (BOGO) bus passes for Tri Delta Transit, WestCAT, Fairfield Suisun Transit, and Solano Transit;
x Coordinated countywide promotions for National Bike Month / Bike to Wherever Days (there were no in-person Bike to Work Day energizer stations in 2020 or 2021 due to Covid19); x Offered a Try Transit incentive program that provides loaded Clipper Cards to employees and full-time college students in Contra Costa who pledge to use transit for the commute. x Offered various seasonal trip reduction incentives, which vary from year to year. “Leave the Car at Home Too” was a cash incentive to encourage returning to work via transit or carpool; the program coincided with the June 2021 lifting of California’s official Stay-atHome Order.

Supportive outreach included:
x Digital outreach: commuters and residents were encouraged to make active and shared trips via daily reminders from the 511CC Twitter feed, Facebook and Instagram posts, the 511contracosta.org website, and monthly eNewsletters.
x A 30-second video promoting 511CC’s E-Bike Rebate Program was developed for digital outreach;
7-B: Develop TDM programs at K-12 schools and colleges to encourage carpooling, transit ridership, walking, and bicycling.

Mandatory school closures due to Covid-19 during the 2020-21 school year restricted delivery of the typical school-based programs offered by 511 Contra Costa’s K-12 Safe Routes to Schools Program.

Branded as Street Smarts Diablo, the school-based multi-modal bicycle and pedestrian traffic safety education and encouragement program is tailored to the developmental level of students. Program staff typically partner with school districts, principals and staff, parent groups, city staff, local police departments, the CCC Sheriff’s office, California Highway Patrol, and elected officials to provide the Safe Routes to School Program for all K-12 public schools in central and east Contra Costa. 2020-21:
x During the pandemic, at-home community resources and activities were created for use by schools, students, and parents.

K-12 Typical Actions offered, but temporarily suspended during mandatory periods of Distance Learning, include:

9.6.b
Packet Pg. 128 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Pleasant Hill – Conditions of Compliance Report for CY 20/21 5 x Grades K-5: “Mr. Beeps” and “Heads Up!” 30-minute traffic safety assemblies; x Grades K-8: Walk & Roll to School events;
x Grades K-8: Bicycle helmet donations for students in need; x Grades 9-12: Teen driver program for high school students and their parents co-led by the California Highway Patrol and Street Smarts Diablo;
x Grades 6-12: Online bicycle, pedestrian, and driver safety activities; x Grades K-8: International Walk to School Day promotional materials and activities provided for schools and cities;
x Bicycle/pedestrian capacity and access enhancement projects offered at K-12 schools each year;
x The Pass2Class transit ticket program provides up to two months of free public bus rides to K-12 students at the beginning of each school year;
x Summer Youth Pass offers families a subsidized three-month flash pass for use on all County Connection, Tri Delta Transit, and WestCAT bus routes; x Online Community Resources;
x Parking lot banners that promote safe bicycling, walking, and driving; x Participation in community events that promote bicycling, walking, and safety.

College Activities -
x Attendance at DVC’s monthly Environmental and Sustainability Club meetings to help develop TDM solutions for faculty and students;
x Attendance at DVC’s Earth Day festival to educate students about SOV alternatives to campus;
x Provided articles and graphics for the monthly Sustainability Newsletter promoting transit, bicycling, and ridesharing to campus;
x Provided updated information for the DVC website about public transportation, carpooling, bicycling, and trip planning;
x Provided the Guaranteed Ride Home program for use by college students who use non-SOV modes to attend classes;
x Provided the Try Transit incentive program which offers loaded Clipper Cards to full-time college students, faculty, and staff in Contra Costa who pledge to use transit to campus. 7-C: Promote alternative work opportunities including employer pre-tax benefit programs, compressed work-week schedules, flex schedules, and telework.

2020-2021:
x Consultations and employer events (events were virtual during the pandemic); x Employers with 50 or more full-time employees within the Bay Area Air Quality Management District (Air District) geographic boundaries were required to register and offer commuter benefits to their employees in order to comply with Air District Regulation 14, Rule 1, also known as the Bay Area Commuter Benefits Program. Employers had to select one of four Commuter Benefit options to offer their employees. 511 Contra Costa continued to help employers in determining the appropriate TDM strategy selection in order to comply with the Regulation;

9.6.b
Packet Pg. 129 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Pleasant Hill – Conditions of Compliance Report for CY 20/21 6 x Monthly employer eNewsletters;
x Participation as an auditing partner in the Green Business Program, providing transportation consultations and audits of businesses seeking certification or recertification;
x A Work-from-Home / Flexible Work Toolkit was developed for Employers with information, best practices, checklists, policy templates, and customizable survey tools. 7-D: Encourage commuters to make local trips or trips linked to transit by walking, bicycling, or carpooling instead of driving alone.

2020-2021:
x Partnership with the East Bay Regional Park District in providing marketing messaging and collateral for the ongoing Share Our Trails safety and etiquette campaign; x Offered the Summer Bike Challenge, a 12-week program that encourages people of all ages to bike to predetermined locations throughout each of the 19 cities of Contra Costa County. The program promotes the use of bicycles to access local points of interest including community, recreation and cultural centers; parks, libraries, shopping districts and schools.
x Offered the Winter Walk Challenge, a 12-week program that encourages county residents of all ages to walk to local destinations;
x Offered a new E-Bike Rebate Program to provide county residents with post-purchase rebates for new electric bicycles.
7-E: Promote park-and-ride lot use to potential carpoolers, vanpoolers, and transit riders, including shuttle services, where applicable.
2020-2021:
x Park & Ride lot locations are indicated on a map located on the 511contracosta.org website. 7-F: In cooperation with Central County jurisdictions, develop TDM plans and provide consultations to improve mobility and decrease parking demand for new development and redevelopment. 2020-2021:
x 511CC was not notified of any development plans that required a TDM element. 7-G: Explore innovative new technologies to improve mobility and reduce SOV trips. 2020-2021:
x Partnered with the Miles app to reward people for verified transit, carpool, and bicycle trips taken in Contra Costa County.
x Promoted the online Bike Mapper for Contra Costa County bicycle routes and trails; x Promoted Mobile Clipper app on the 511 Contra Costa website, social media, and in a blog post;

9.6.b
Packet Pg. 130 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Pleasant Hill – Conditions of Compliance Report for CY 20/21 7 7-H: Seek funding to provide bicycle parking infrastructure at employment sites and activity centers throughout Central County
2020-2021:
x Each year, 511 Contra Costa uses Measure J/TFCA funds to provide bicycle racks, lockers, cages and/or eLockers at public locations and employment sites; x Provided bike parking consultations for various business owners. 7-I: Encourage “green” commuting including ZEV and NEV vehicles, clean fuel infrastructure, and car sharing.
2020-2021:
x 511 Contra Costa co-hosted a public EV/E-Bike Ride & Drive Event with Charge Across Town, Ride Panda, and the DVC Sustainability Club at Diablo Valley College x Staff continued to work with the CCTA to study the efficacy of a countywide electric vehicle charging station infrastructure grant;
x Staff supported County/CCTA EV Readiness Blueprint Study for future electric vehicle supply equipment (EVSE) support and countywide mapping tool;
x Electric vehicle charging station map is included on the 511 Contra Costa website and was continually updated;
x 511 Contra Costa staff continued to work with employers to fulfill the transportation measures necessary to receive Green Business certification.

Responsible: 511 Contra Costa, with support of the central county jurisdictions and TRANSPAC GOAL 8. Work to improve freeway flow
ACTIONS:
8-A: Continue to monitor and evaluate operational improvements at freeway interchanges on I-680, SR-242, SR-24, and SR-4.
8-B: Support development of operational improvements on mainline SR-4. 8-C: Continue to support the completion of the fourth bore of the Caldecott Tunnel (SR-24). 8-D: Support the study and implementation of potential regional freeway management strategies. 8-E: Consider a multi-agency approach to freeway ramp metering. 2020-2021: Worked with CCTA on the Innovate 680 project, supported the I-680/SR-4 Interchange Project and continued to receive reports on the operational aspects and policies of the Express Lanes on I-680.

Responsible: TRANSPAC and its jurisdictions
GOAL 9. Support Use of HOV and Express Lanes
ACTIONS:
9-A: Support the completion of a continuous HOV system on I-680.

9.6.b
Packet Pg. 131 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Pleasant Hill – Conditions of Compliance Report for CY 20/21 8 9-B: Support the connection of the SR-4 HOV system to I-680. 9-C: Support consistent occupancy requirements for toll-free HOV lanes on the Benicia-Martinez Bridge and I-680.
9-D: Support the implementation of Express Lanes on I-680, consistent with the MTC’s project. 9-E: Support additional incentives for HOV users.
9-F: Provide additional park-and-ride lots.
2020-2021: Received reports on the operational aspects and policies of the Express Lanes on I-680 and the construction of the gap closure Express Lane project. Worked with CCTA on the Innovate 680 project.

Responsible: TRANSPAC and its jurisdictions
Actions and Responsibilities for Routes of Regional Significance TRANSPAC and its jurisdictions have identified specific actions for the Regional Routes. In many cases, these actions and improvements span jurisdictional boundaries. TRANSPAC and its jurisdictions are responsible for the implementation of the actions.

The following section presents a description of each Route of Regional Significance, TRANSPAC’s Multimodal Traffic Service Objectives (MTSO’s) actions and responsibilities for each route.

Freeways

1. Interstate 680
I-680 is a north-south, eight-to twelve-lane divided freeway. It begins north of the TRANSPAC area at the I-80/Cordelia interchange and travels south through Solano County, entering TRANSPAC’s region after it crosses the Benicia-Martinez Bridge. From the bridge, it extends south through the SR-4 and SR242 interchanges. The I-680/SR-24 interchange is near TRANSPAC’s southern boundary in Walnut Creek.

I-680 continues south through the Southwest Regional transportation Planning Committee (SWAT) area.

I-680 is a major commute route for Solano County and for Central and East Contra Costa County travelers. I-680 provides access to the Walnut Creek, Pleasant Hill and Concord BART stations, the Martinez Intermodal Facility, and the Pacheco Transit Hub (completed in 2014).

MTSO: 4.0 Delay Index
Actions:
x Continue to support investment in and implementation of HOV lanes on I-680. x Continue to support planned improvements to the I-680/SR-4 interchange and to SR-4. x Continue to work with Solano County to manage traffic in the I-680 corridor.

Proposed Improvements:
x Southbound HOV Lane Gap Closure from North Main Street to Livorna Road x Northbound HOV Lane Extension from North Main Street to SR242 x Interchange modifications to I-680/Marina Vista interchange

9.6.b
Packet Pg. 132 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Pleasant Hill – Conditions of Compliance Report for CY 20/21 9 x Improvements to I-680/SR-4 freeway interchange
x Improvements to SR-4 (see subsequent section on SR-4) 2020-2021: The following actions were taken by TRANSPAC and its jurisdictions: Provided support or CCTA and Caltrans to develop corridor studies and implement improvements on I-680 (see actions listed above under Goals 8 and 9).

2. State Route 242
State Route 242 is a four-mile north-south freeway that connects SR-4 west of Port Chicago Highway to I-680 just south of Willow Pass Road. It contains three lanes in each directions.

MTSO: 3.0 Delay Index
Actions:
x Support the study and design of Clayton Road interchange improvements.

Proposed Improvements:
x Construction and modification of southbound ramps at the Clayton Road interchange x Construction of northbound Clayton Road on-ramp
2020-2021: The following actions were taken by TRANSPAC and its jurisdictions: N/A

3. State Route 4
State Route 4 is an east-west freeway that runs from East Contra Costa and San Joaquin County to I-80 in West Contra Costa through Central Contra Costa. West of the SR-242 Interchange in Concord, it has four to six lanes; east of the interchange, it has eight to ten lanes, including an HOV lane in each direction. SR-4 provides access to the North Concord/Martinez BART Station, the Martinez Intermodal Facility, and the Pacheco Transit Hub.

MTSO: 5.0 Delay Index
Actions:
x Support project development of SR-4 operational improvements based on the Integrated Corridor Analysis (ICA) study.
x Support improvements to the I-680/SR-4 interchange.

Proposed Improvements:
x Improvements to the I-680/SR-4 interchange including construction of a third land between Solano Way/Port Chicago Highway to Morello Avenue and direct connectors. x Sr-4 mainline capacity improvements between I-680 and Bailey Road, including extension of eastbound HOV lane upstream to I-680.
x Construction of the Pacheco Transit HUB (project completed in 2014)

9.6.b
Packet Pg. 133 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Pleasant Hill – Conditions of Compliance Report for CY 20/21 10 Arterials

4. Contra Costa Boulevard
The Contra Costa Boulevard Improvement Project – Viking Drive to Harriet Drive, will construct corridor “complete streets’ enhancements. Project improvements will follow previously adopted landscaping, street lighting and bike/pedestrian design templates along Contra Costa Boulevard (CCB).

Actions:
x Construction anticipated to begin Summer 2023
Proposed Improvements:
x Key project improvements include intersection geometry modification (with new traffic signal) at Concord Costa Boulevard /Taylor Boulevard, a new traffic signal at CCB/Alan Drive, new concrete sidewalks, new landscaping along median and sidewalk areas, new bike lanes, pavement rehabilitation and new LED street lighting.

5. Taylor Boulevard/Civic Drive Intersection
The Taylor Boulevard-Civic Drive Intersection & Pathway Improvement Project is part of the approved 5- year project list for the City’s Measure K Pedestrian and Bicycle Improvement Program.

Actions:
x Construction anticipated to begin Summer 2023
Proposed Improvements:
x New traffic signal at Taylor Boulevard & Civic Drive
x New crosswalks and a new sidewalk on Civic Drive between Taylor Boulevard and the Police Department driveway.
x Other enhancements include installation of ADA-compliant curb ramps, LED safety lights, signage and striping.

SUMMARY
The City of Pleasant Hill, along with the TRANSPAC jurisdictions, have maintained compliance with the Measure J Growth Management Program as demonstrated by the steps taken during the reporting period (Calendar Years 2020 & 2021) to implement the actions, programs and measures called for in the adopted 2017 Central County Action Plan for Routes of Regional Significance.

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1. ACTION PLANS (1b)
Resolution No. 20-20 (Adopted February 24th, 2020)
Resolution No. 8-21 (Adopted January 25th, 2021)
Resolution No. 23-21 (Adopted March 15th, 2021)
Resolution No. 57-21 (Adopted August 16th, 2021)

ATTACHMENT (B)

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ATTACHMENT (C)

2. DEVELOPMENT MITIGATION PROGRAM
Resolution No. 76-96 (Adopted December 16th, 1996)
&
TRANSPAC Sub-regional Transportation Mitigation Program

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Packet Pg. 265 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 44 5.2.1 TRANSPAC Subregional Transportation Mitigation Program (STMP) This Program is intended to fulfill the requirement for a Subregional Transportation Mitigation Program (STMP) established by the Contra Costa Transportation Authority as part of each jurisdiction's compliance with the Measure J Growth Management Program. STMP requirements are applicable to jurisdictions with statutory land use authority in the Central Contra Costa TRANSPAC area.

This program creates a requirement for an interjurisdictional agreement(s) to mitigate traffic impacts of net new peak hour vehicle trips should a proposed development meet or exceed the established interregional net new peak hour vehicle trip threshold for Routes of Regional Significance and that result in significant cumulative traffic impacts on such Routes. As provided under CEQA, an impacted jurisdiction may request an analysis of and mitigation from a proposed development outside that jurisdiction even if the established thresholds in the STMP may not have been met.

1. While the standard for project notifications to TRANSPAC and other RTPCs remains at 100 net new peak hour vehicle trips, the STMP is geared to an assessment of the cumulative impacts of net new peak hour vehicle trips and net new peak hour interregional vehicle trips on Routes of Regional Significance. Nexus and rough proportionality requirements are to be individually addressed as part of the proposed development's environmental assessment under the California Environmental Quality Act, (CEQA) as amended. For the purposes of the STMP, "interregional trip" is defined as any trip with origin or destination outside of the "home" jurisdiction in which the development is located.

2. The STMP requires the execution of an interjurisdictional agreement(s) to mitigate the cumulative impacts of development generating peak hour and interregional vehicle trips at or above the thresholds established in paragraph 3 for the development and for Routes of Regional Significance (Note: a jurisdiction may voluntarily choose to address impacts of interregional trips on roads other than Routes of Regional Significance).

3. STMP requirements are to be followed if it is first determined that a development project generates 500 or more net new peak hour vehicle trips and subsequently is determined to generate 100 or more interregional net new vehicle trips in any peak hour on a Route of Regional Significance as defined in the Central County Action Plan and/or the Comprehensive Countywide Transportation Plan. Jurisdictions are to execute a mitigation agreement(s) with all impacted TRANSPAC jurisdictions.

Interjurisdictional agreements are strongly encouraged to be executed to address impacts on TRANSPAC jurisdictions by outside jurisdictions.

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Packet Pg. 266 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 45 TRANSPAC jurisdictions also expect to execute such agreements with jurisdictions impacted by TRANSPAC area projects as well.

For the purpose of determining if the above thresholds are met ( i.e. 500 net new peak hour project vehicle trips and 100 net new interregional peak hour vehicle trips) and assessing cumulative traffic impacts on Routes of Regional Significance, a cumulative trip analysis must be completed as part of the CEQA assessment.

This cumulative analysis is to review incremental trips (net new peak hour vehicle trips) not only generated by the proposed development, but also trips from "related past, present, and reasonably probable future projects" as defined by CEQA. If such cumulative analysis meets the trip thresholds and results in significant cumulative traffic impacts, the proposed development is responsible for mitigating its proportionate share of the impacts via an interjurisdictional agreement(s). Cumulative impacts are generally defined as a) existing traffic counts plus b) approved projects which have not yet been constructed or operated plus c) pending projects under review and consideration for approval by the proper agency(ies) plus d) any anticipated projects for which environmental review (e.g. Negative Declaration, Mitigated Negative Declaration or Environmental Impact Report/Study) has been completed.

4. The required CEQA environmental assessment for a development project is to be used to determine if cumulative impacts on Routes of Regional Significance need to be mitigated.

A. If a development project meets or exceeds the thresholds established in Section 3 above and the environmental assessment can be accomplished by a Negative or Mitigated Negative Declaration, the jurisdiction will undertake a focused traffic study to determine if the requirements of the STMP apply. The traffic study will assess cumulative traffic impacts on Routes of Regional Significance beyond the home jurisdiction.

B. Should the requirements apply, the interjurisdictional agreement(s) on mitigation measures, actions and/or fees would require the voluntary consent and sponsorship of the project applicant. (Note: if such voluntary consent is not achieved, CEQA requires that an EIR be prepared, see Section 4B.) The agreement(s) will be developed in cooperation with affected jurisdictions and are to include the identification, implementation and monitoring mechanism(s) for mitigation of impacts (e.g. Central County Action Plan and Countywide Comprehensive Transportation Plan mitigation measures, actions, payment of fees, etc.)
C. If a development project meets or exceeds the thresholds and the environmental assessment requires the preparation of an Environmental Impact Report (EIR), the EIR will include an analysis of cumulative traffic

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Packet Pg. 267 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 46 impacts outside the home jurisdiction to determine if the requirements of the STMP apply. Should the requirements apply, an interjurisdictional agreement(s) establishing the developer responsibility to mitigate project impacts (e. g. Central County Action Plan and Countywide Comprehensive Transportation Plan mitigation measures, actions, payment of fees, etc.) is required. The agreement(s) will be developed in cooperation with the affected jurisdictions and include the identification, implementation and monitoring mechanism(s) for mitigation requirements. Early consultation with affected jurisdictions is suggested.

D. If a development project does not exceed the thresholds as determined under the cumulative analysis) and the required CEQA assessment is accomplished through a Categorical Exemption, Negative or Mitigated Negative Declaration, the jurisdiction is not required to develop an interjurisdictional agreement(s). Such development projects are likely to be small infill projects which are to be encouraged to promote jobs/housing balance, increased services and sustainability.

E. It is also possible that after a traffic analysis has been completed under 4A or 4B above, the participating jurisdictions may determine that no significant cumulative traffic impacts are expected to occur on Routes of Regional Significance. Similarly, it may be determined that the development does not create or increase congestion on a Route of Regional Significance and/or that the traffic increase is insignificant relative to the existing traffic volumes and/or capacity of the Route, and, as a result, does not warrant the development/execution of an interjurisdictional agreement. Under such circumstances, the parties may determine, and should document, that an interjurisdictional agreement is not necessary.

5. TRANSPAC may amend the STMP with the approval of its member jurisdictions at any time.

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ATTACHMENT (D)

3. ADDRESS HOUSING OPTIONS
2020 Housing Report Resolution No. 19-21
(Adopted March 15th, 2021)
2021 Housing Report Resolution No. 15-22
(Adopted March 7th, 2022)
DRAFT – Bicycle and Pedestrian Master Plan

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Status of General Plan Activities
The following are highlights of significant recent General Plan implementation actions by the City:

1. Downtown commercial projects reviewed and approved, including a new restaurant (Crescent Bistro), and provided feedback for future improvements to Downtown Pleasant Hill East Plaza area. (Community Development [CD] Goal 3, CD Policy 3A, Economic Strategy [ES] Goal 1, 2 & 3, ES Policy 2C, 3C, 3D &4A).

2. Various retail commercial development projects were reviewed and approved, including:
a new Starbucks restaurant with Drive-Thru, an Animal Day Care (with associated animal uses) facility, a private studio for golf lessons, and an automobile sales business. (CD Goal 3, ES Goal 1, 2, 3 & 4).

3. Various retail commercial improvements, including Harbor Freight, a Chevron Gas Station, and Wisegirl Restaurant (CD Goal 3, ES Goal 1, 2, 3 & 4)

4. Various commercial service projects were approved, including a fitness facility (CD Goal 3, 4 & 19, ES Goal 2).

5. A community care facility that relocated the same facility from one location in the City to a new location (CD Goal 4, 15

6. The City approved new office-related uses at 555 Contra Costa Boulevard. (CD Policy 2A & Goal 3, ES Goal 1, 2).

7. The City approved various improvements to existing multi-family residential sites (CD Goal 1, Housing Element [HE] Goal 5)

8. The City approved various improvements to single-family sites throughout the City (CD Goal 1).

9. The City approved various new child day care facilities throughout the City of Pleasant Hill (CD Goal 2).

10. The City approved various wireless telecommunication projects throughout the City, which will improve wireless phone coverage (ES Goal 3).

11. The City approved various residential projects including the project at 85 Cleaveland Road, which includes 189 residential units; a small-lot single- family residential project at 401 Taylor Boulevard that included 31 units; various minor subdivisions, multiple singlefamily homes and accessory dwelling units throughout the City (CD Goal 2 & CD Goal 3, HE Program 1.5, HE Program 2.1 & 3.3).

12. The City continued the overall update of the City’s General Plan and started the Housing Element component of the General Plan.

13. The City approved miscellaneous zoning ordinance amendments that modified existing parking, definitions, nonconforming provisions, additional site development regulations, resident and non-residential zoning district provisions, and accessory dwelling units (CD Goal 1 & 2).

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14. The City adopted an emergency ordinance related to recently passed State legislation, specifically Senate Bill 9 (urban lot splits and two-unit projects).

15. The City started the process to adopt Residential Objective Design Standards that would apply Citywide (CD Goal 1).

16. An annual $235,000 payment from the Redevelopment Agency’s Successor Agency to Grayson Creek Apartments (100% affordable), was made in 2021. These payments will continue until 2031 (totaling $7,820,000) and are included in the Successor Agency’s Recognized Obligation Payment Schedule (HE Program 3.6).

17. The City completed Code Enforcement activity (closed over 183 cases and fielded over 2,600 requests) throughout the City in part to keep up the physical appearance of the City and to ensure neighborhood nuisances are minimized (CD Goal 1).

18. The City implemented two new Covid-19 Resource Recovery Grants for Small Businesses impacted by the Covid-19 Pandemic. A Marketing and Advertising Reimbursement Grant to assist with eligible marketing and advertising activities, and an Outdoor Furniture Grant to help businesses either expand operations outdoors or continue business operations outdoors. (ES Goal 1, 2, & 3).

19. The City supported small businesses by allocating $500,000 for additional business grants and other programs that will benefit the City’s local merchants. This Small Business Economic Stimulus initiative is being funded by American Rescue Plan Act funds. The initiative is now in the planning stages and will include a City-sponsored Shop Card Program that will benefit merchants by creating “shop local” opportunities with an added “bonus” for the Shop Card purchasers. The Shop Cards will be redeemable at participating Pleasant Hill retail stores, restaurants, and personal care service business. Also part of the initiative will be a Website Technical Assistance Grant program, which will provide grants of up to $5,000 to Pleasant Hill retail store, restaurant, and personal care service business owners. The grants will provide pro bono technical support from private consultants to help with adding online ordering functionality, Social Media strategies, and Business Profile Video production. (ES Goal 1, 2, & 3).

20. Continued various cross-marketing and promotional programs with the Downtown property owner to increase awareness of Downtown and downtown businesses. For example, the City helped promote the Downtown Holiday Tree Lighting Event in December. (ES Goal 1 & 2).

21. The City continues to collaborate with the Chamber of Commerce, Small Business Development Center, Contra Costa County Workforce Development to provide relevant and timely information during the Covid-19 Pandemic to keep business informed of different levels of Shelter-In-Place orders as they were implemented by Contra Costa County. (ES Goal 1, 2 & 4).

22. The City has sponsored virtual events with the Chamber of Commerce and the Pleasant Hill Recreation and Park District that included the Holiday Drive-Thru event held at the

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Packet Pg. 378 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Community Center and the Hometown Heroes event held virtually by the Pleasant Hill Chamber of Commerce. (CD Goal 16, ES Goal 1).

23. The City continues to install Contra Costa Boulevard commercial corridor banners to promote dining, shopping and special event opportunities in the City (ES Goal 1 & 3).

24. The City completed the extension of the Pleasant Hill Tourism Improvement District (“Stay Pleasant Hill”) for five additional years. By renewing Stay Pleasant Hill, the City is now guaranteed a revenue stream for the marketing and promotion of the City’s hotels and attractions until 2027. Approximately $700,000 will be generated annually for this purpose from a small assessment paid by Pleasant Hill hotel guests. Stay Pleasant Hill will continue to work on implementation and marketing campaigns to increase visibility of Pleasant Hill hotels and encourage more overnight hotel stays. In addition to increasing hotel usage, Stay Pleasant Hill also gives a boost to all of the City’s businesses by bringing additional visitors into the City to shop and eat at all of our local businesses, and by providing free marketing for many of our establishments. (ES Goal 1, 2, 4 & 5).

More detailed information on Housing Element Programs and related implementation actions is noted in Exhibit 1 of Attachment A. The City continues to actively pursue implementation of the goals, policies, and programs of its 2003 General Plan.

In addition to the examples mentioned above, the following are examples of recent General Plan implementation actions included in the City’s Capital Improvement Plan:

1. Pleasant Hill Road Improvement Project, Phase 1 (Gregory Lane To Taylor Boulevard), Project No. 03-19
The Pleasant Hill Road Improvement Project, Phase 1 (Gregory Lane to Taylor Boulevard), was completed in early January 2021 and provided for “Complete Streets” enhancements that improved access and safety for all users (pedestrians, transit riders, bicyclists and motorists) throughout the project corridor, as well as to improve street aesthetics. The project was divided into two phases.

Phase 1: Project highlights include: upgrade to the traffic signal controller (completed in 2021), installation of video detection cameras, and modification to signal timing at the Gregory/Grayson intersection; installation of video detection cameras and pedestrian crossing improvements at the Westover/Strand intersection; replacement of mast arm pole and installation of video detection cameras at the Taylor Blvd intersection; replacement and upgraded existing street lights with two new single-arm luminaires, and 15 new dualarm (LED) luminaires; the reconstruction and upgrade of ADA curb ramps, sidewalks, driveways, and concrete median curbs; installation of new landscape and hardscape including 46 new trees; and implementation of traffic calming measures, including four sidewalk bulb-outs, reduced lane widths, and decrease speed limit from 40 mph to 35 mph.

Phase 2: Provided for the reconstruction of the pavement section and new thermoplastic striping consistent with the City’s draft Master Pedestrian and Bike Plan, all completed in the summer of 2020. (Circulation [C] Goal 1, 2, 6, 7, 8, 9).

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Packet Pg. 379 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist)

2. Oak Park and Monticello Improvement Project
The Oak Park and Monticello Improvement Project, Project No. 02-20, is currently underway and substantially complete as of June 2021. The overhead utilities lines and PG&E poles are expected to be removed by March 2022. The project provides for public roadway and utility infrastructure improvements to service the projects under the Oak Park Properties Specific Plan (new City Library building, Recreation and Park District athletic fields, and housing development at 1750 Oak Park Boulevard), and the existing nearby Pleasant Hill Middle School.

Key project elements include: widening Oak Park Boulevard to accommodate new right and left-turn pockets onto Monticello Avenue; replacement of the traffic signal at the Oak Park Boulevard/Monticello Avenue intersection; installation of a Rectangular Rapid Flashing Beacon (RRFB) for a pedestrian crosswalk on Monticello Avenue; reconstruction of Monticello Avenue; installation of new concrete sidewalks, driveways, and ADA-compliant curb ramps; undergrounding of dry utilities (electric, gas, communications); extending recycled water and domestic water systems; installation of a new complex storm drain and detention system; installation of ornamental LED street lighting; rehabilitation of pavement; installation of traffic signage and striping and new bicycle lanes and new irrigation and landscaping. (C Goal 1, 2, 6, 7, 8, 9).

3. 2019 Citywide Bridge Repair Project No. 07-19, Federal Project No. Bpmp-5375 (033) The 2019 Citywide Bridge Repair Project was completed in March 2020 and is part of the City’s CIP Bridge Maintenance Program. Engineering staff successfully sercured federal Highway Bridge Program (HBP) grant funds (88.53% reimbursement rate) for the construction of this project. Remaining project matching costs are funded using local funds (Gas Tax). Caltrans provides the City throughout the year with the bridge reports that identify needed bridge repairs. This method provides the City with an efficient means of using existing resources to maintain public bridges without sacrificing safety.

The five bridges identified by Caltrans as requiring maintenance were Cottonwood Drive at Grayson Creek; Elinora Drive at Grayson Creek; Monument Boulevard at Walnut Creek Flood Control Channel (shared responsibility with the City of Concord); Norse Drive at Contra Costa Canal; and Viking Drive at Grayson Creek. The Caltrans inspection reports noted cracks and spalls on the concrete deck of each bridge and recommended maintenance repairs. Amethacrylate sealant was applied to protect the City’s infrastructure and maintain the useful life of our bridges. (C Goal 1), Safety and Noise [SN] Policy Goal 1).

4. Gregory Lane/Elinora Drive Traffic Signal Installation Project The Gregory Lane/Elinora Drive Traffic Signal Installation Project was completed in December 2020. Key project elements include: installation of a new traffic signal at the Gregory Lane/Elinora Drive intersection; addition of a dedicated left-turn lane along the eastbound Gregory Lane approach onto Elinora Drive; installation of new Americans with Disability Act (ADA) compliant curb ramps, striping a new crosswalk at the intersection; installation of a new concrete curb “bump-out” on the south side of the intersection, and new safety lighting at the intersection. (C Goal 1, 2, 6, 7, 8, 9).

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5. New Pleasant Hill Library Project
The New Pleasant Hill Library Project is currently underway and will provide a new stateof-the art home for the first new facility in over a half century. With the passage of Measure K in November 2016, the City secured the necessary funding source for various improvements to be made over the next 20 years, along with the construction of the new library building. In September 2017, City Council selected the firm of Bohlin Cywinski Jackson (BCJ) to oversee architectural and design services for the new Pleasant Hill Community Library. BCJ is a national, award-winning firm with offices in San Francisco. Once the design was substantially completed, the project went out to bid and in August of 2020, the City awarded the construction contract to BHM Construction, Inc. The project management is provided by Swinerton Management and Consulting. The $24 million building at 1700 Oak Park Boulevard will be substantially complete by late winter 2022, with a grand opening in Spring/Summer 2022. (CD Goal 4)

6. Annual Creek Maintenance Program
The Annual Creek Maintenance Program is coordinated by the City’s Maintenance Division prior to the Winter Season each year. Through the program, the City notifies over 400 residents to clear debris and vegetation from the creek in or along their property. This will reduce the risk of flooding in these areas during the winter rains (SN Goal 1).

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Packet Pg. 381 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) -DQXDU\ 202
Bicycle & Pedestrian
Master Plan
'5$)7

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Packet Pg. 382 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill
Bicycle and Pedestrian Master Plan
January 2023
Acknowledgments
City Council
Michael G. Harris, Mayor
Timothy M. Flaherty, Vice Mayor
Ken Carlson, Councilmember
Sue Noack, Councilmember
Matthew Rinn, Councilmember
Stakeholders
Traffic Safety Commission
Mount Diablo Unified School District
Friends of Pleasant Hill Creeks
Bike East Bay
City of Pleasant Hill, Engineering Division
Ananthan Kanagasundaram
Alta Planning + Design, Inc.

Brett Hondorp

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Packet Pg. 383 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Table of Contents | i Table of Contents
Bicycle and Pedestrian Master Plan..............................................................................1

1. Introduction ........................................................................................................1

1.1. WHAT IS A BICYCLE AND PEDESTRIAN MASTER PLAN? .......................................................1

1.2. WHY DOES PLEASANT HILL NEED A BICYCLE AND PEDESTRIAN MASTER PLAN? .......................1

1.3. WHO IS THE BICYCLE AND PEDESTRIAN MASTER PLAN INTENDED FOR? .................................2

1.4. PLAN CONTENTS........................................................................................................2

2. Vision, Goals, and Policies ...................................................................................4

2.1. GOALS, POLICIES AND OBJECTIVES .................................................................................4

3. Existing Conditions ..............................................................................................7

3.1. SETTING...................................................................................................................7

3.2. LAND USE ................................................................................................................7

3.3. SCHOOLS ...............................................................................................................11

3.4. EMPLOYMENT CENTERS.............................................................................................12

3.5. TRANSIT ................................................................................................................13

3.6. BICYCLE FACILITIES ...................................................................................................14

3.7. PEDESTRIAN FACILITIES .............................................................................................19

3.8. PROGRAMS ............................................................................................................22

4. Needs Analysis ..................................................................................................24

4.1. PUBLIC OUTREACH...................................................................................................24

4.2. BICYCLIST AND PEDESTRIAN TYPES ...............................................................................24

4.3. COLLISION ANALYSIS.................................................................................................25

4.4. IMPROVEMENT AREAS ..............................................................................................29

4.5. U.S. CENSUS JOURNEY TO WORK................................................................................34

5. Recommended Bicycle Facilities ........................................................................35

5.1. BICYCLE NETWORK...................................................................................................35

6. Recommended Pedestrian Facilities ..................................................................41

6.1. RECOMMENDED PEDESTRIAN IMPROVEMENTS ...............................................................41

7. Wayfinding Signage ...........................................................................................43

7.1. STANDARD SIGNS FOR BICYCLE WAYFINDING .................................................................43

7.2. SIGN TYPES ............................................................................................................43

7.3. SIGN PLACEMENT ....................................................................................................44

7.4. SIGN FREQUENCY.....................................................................................................44

7.5. DESTINATIONS ........................................................................................................44

8. Recommended Programs...................................................................................45

8.1. 511 CONTRA COSTA PROGRAMS ................................................................................46

8.2. EDUCATION PROGRAMS ............................................................................................46

8.3. BICYCLE AND PEDESTRIAN AWARENESS CAMPAIGNS ........................................................47

8.4. SAFETY AND ENFORCEMENT .......................................................................................48

8.5. EVALUATION AND PUBLIC OUTREACH...........................................................................48

9. Implementation.................................................................................................50

9.1. PROJECT IMPLEMENTATION........................................................................................50

9.2. COSTS ...................................................................................................................51

9.3. IMPLEMENTATION PRIORITY .......................................................................................51

9.4. PROJECT FUNDING ...................................................................................................55 Appendix A. Design Guidelines .................................................................................A-1 Appendix B. Funding .................................................................................................B-1

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Packet Pg. 384 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Table of Contents | ii List of Figures
FIGURE 3-1: 2019 AVERAGE DAILY TRAFFIC (ADT) ......................................................................10 FIGURE 3-2: CALTRANS BIKEWAY CLASSIFICATIONS........................................................................17 FIGURE 3-3: 2023 EXISTING CITYWIDE BICYCLE FACILITY MAP ........................................................18 FIGURE 3-4: 2023 EXISTING CITYWIDE PEDESTRIAN FACILITY MAP...................................................21 FIGURE 4-1: BICYCLIST- AND PEDESTRIAN-RELATED COLLISIONS 2016-2020 .....................................28 FIGURE 4-2: BICYCLE PRIORITY AREAS ........................................................................................31 FIGURE 4-3: PEDESTRIAN PRIORITY IMPROVEMENT AREAS ..............................................................33 FIGURE 5-1: EXISTING AND RECOMMENDED BIKEWAY NETWORK .....................................................35 FIGURE 6-1: RECOMMENDED PEDESTRIAN IMPROVEMENTS.............................................................42 FIGURE 9-1: IMPLEMENTATION DIAGRAM ...................................................................................50 List of Tables
TABLE 3-1: 2021-2022 ENROLLMENT ......................................................................................11 TABLE 3-2: EMPLOYMENT SECTORS AND EMPLOYEES.....................................................................13 TABLE 3-3: EXISTING BICYCLE FACILITIES .....................................................................................15 TABLE 3-4: BIKE PARKING LOCATIONS ........................................................................................19 TABLE 4-1: BICYCLIST RELATED COLLISIONS BY YEAR .....................................................................25 TABLE 4-2: INTERSECTION LOCATIONS WITH THE MOST BICYCLIST COLLISIONS.....................................25 TABLE 4-3: BICYCLIST COLLISION PARTIES AT FAULT.......................................................................26 TABLE 4-4: PEDESTRIAN COLLISIONS BY YEAR ..............................................................................26 TABLE 4-5: INTERSECTION LOCATIONS WITH THE MOST PEDESTRIAN COLLISIONS .................................27 TABLE 4-6: PEDESTRIAN COLLISION TIMES...................................................................................27 TABLE 4-7: PEDESTRIAN COLLISION PARTIES AT FAULT ...................................................................29 TABLE 4-8: JOURNEY TO WORK.................................................................................................34 TABLE 8-1: POSSIBLE PROGRAMMATIC IMPLEMENTATION...............................................................45 TABLE 9-1: COSTS BY PROJECT TYPE...........................................................................................51 TABLE 9-2: PRIORITIZATION FRAMEWORK ...................................................................................51 TABLE 9-3: RECOMMENDED BIKEWAYS.......................................................................................53 TABLE 9-4: RECOMMENDED SIDEWALKS .....................................................................................54 TABLE 9-5: FUNDING SOURCES .................................................................................................55

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Packet Pg. 385 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Introduction | 1

1. Introduction

1.1. What Is a Bicycle and Pedestrian Master Plan?
The City of Pleasant Hill values bicycle and pedestrian travel as integral modes of the transportation system.

To integrate biking and walking into the transportation system and institutionalize biking and walking as a means of everyday transport, the City developed this Bicycle and Pedestrian Master Plan (BPMP) to guide the implementation and project and policies to prioritize biking and walking.

The BPMP provides a consistent, long-term guide to the City in developing connected networks of multipurpose paths, bikeways, sidewalks, and street crossings. The BPMP compliments the City’s General Plan Circulation Element and provides focused visions and goals towards the development of bicycle and pedestrian facilities. The BPMP represents a shift in the City’s transportation development strategy from an automobileoriented focus to a “complete streets” focus in order to balance the needs of multiple modes of travel. New and enhanced networks and routes identified in the BPMP may be incorporated and implemented as a part of the City’s Capital Improvement Program (CIP). The CIP is the City’s infrastructure project implementation and budgeting document. The BPMP provides general improvement recommendations and design guidelines for the City to promote consistent, safe, and efficient integration of bicycle and pedestrian facilities on City streets and near transit facilities.

The BPMP supports the City in competing for Federal, State, or local grant funding opportunities by serving as the policy documents that such grant sources require to ensure projects provide a cohesive vision for bicyclepedestrian projects. The BPMP also provides policy recommendations to ensure that private projects that benefit from new facilities pay their fair-share towards those facilities via the city’s traffic mitigation fee program.

The 2011 BPMP provided guidance for the City’s bicycle and pedestrian facility improvements. The 2023 Master Plan identifies the next phase of bicycle and pedestrian facility improvements, incorporating current policies and design standards for bicycle and pedestrian accommodation and funding strategies for future project implementation.

1.2. Why Does Pleasant Hill Need a Bicycle and Pedestrian Master Plan?
The BPMP will benefit all local communities in Pleasant Hill as the City has many attractive destinations that will be connected through the plan including schools that are centrally located within residential neighborhoods. The downtown is vibrant and walkable and is close to public transportation. However, General Plan
Bicycle and
Pedestrian Master
Plan
Capital
Improvement Plan
(Implementation)

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Packet Pg. 386 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Introduction | 2 accessing these destinations by bicycle or on foot may be challenging. The BPMP identifies critical connections and safety improvements that, if implemented, would facilitate and encourage bicycle and pedestrian access to these destinations.

With an improved bicycle and pedestrian facility network, Pleasant Hill community members would have greater opportunities to bike and walk. With increased activity comes a healthier and more active Pleasant Hill, increased interdependence for younger and older residents, reduced traffic congestion, improved air quality, and an enhanced sense of community.

To ensure orderly and rational development of the bicycle and pedestrian facility network, the BPMP presents an incremental implementation strategy. Certain projects may be implemented as a part of approved capital improvement projects such as the on-going annual street resurfacing program or the CIP Pedestrian and Bicycle Program (MK-3). Larger projects may be implemented using fund sources such as the Measure K (half cent sales tax), Measure J (half cent transportation sales tax), Transportation Development Act State Transit Fund, Gas Tax, and Traffic Mitigation Fund.

Other projects not funded through these channels may be incorporated into the City’s CIP, funded or constructed by development projects, or funded by other federal, State, or local grants. The BPMP includes a recommended list of prioritized projects, which the City can use as a guide when determining which bicycle and pedestrian projects to pursue for grant funding opportunities.

Guided by an implementation strategy, the City is more competitive in pursuing grant funds opportunities.

Many grant programs, including the California Active Transportation Program (ATP), favor or award points to infrastructure projects that are already part of a bicycle, pedestrian, or active transportation plan.

1.3. Who Is the Bicycle and Pedestrian Master Plan Intended For? The BPMP is intended for a wide range of audiences. This first includes anyone that bikes or walks in Pleasant Hill and anyone interested in strategies that will make biking and walking safer and more enjoyable for people of all ages and abilities. The BPMP guides City staff in implementing strategies and infrastructure improvements. It is a reference document for all City staff to ensure that bicycle and pedestrian facilities are implemented efficiently. This may mean deviating from the recommended prioritized project list to construct a lesser priority project in tandem with already approved roadway construction projects. Funding sponsors can reference the BPMP to learn about the City’s existing and planned efforts relating to improved biking and walking conditions.

1.4. Plan Contents
The BPMP includes the following chapters:

Chapter 2. Vision, Goals, and Policies.

Presents a vision, goals, and policies that provide the foundation for the BPMP’s recommendations.

Chapter 3. Existing Conditions.

Documents the existing conditions relevant to biking and walking in Pleasant Hill, including the City’s existing bicycle and pedestrian infrastructure, land use, and education/ encouragement programs.

Chapter 4. Needs Analysis.

Presents findings of community outreach conducted as part of the BPMP, bicycle and pedestrian collision analysis for 2018 to 2022 (the latest available data), and maps identifying priority areas for bicycle and pedestrian improvements in the City.

Chapter 5. Recommended Bicycle Facilities.

Presents recommendations for bicycle infrastructure improvements based on guidance from City staff, public input, roadway width analysis, and field inspection.

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Packet Pg. 387 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Introduction | 3 Chapter 6. Recommended Pedestrian Facilities.

Presents recommendations for pedestrian infrastructure improvements, including sidewalks, pathways and crossing improvements.

Chapter 7. Wayfinding Signage.

Presents recommended signage design, placement standards and destinations for the development of a Citywide Bicycle Wayfinding Signage Plan.

Chapter 8. Recommended Programs.

Presents recommended engagement, equity, education, encouragement, enforcement, and evaluation programs that support biking and walking. Most of the recommended programs require partnerships between City departments, other public entities, schools, advocacy groups, and volunteers. This chapter also presents general cost estimates and potential funding sources for these programs.

Chapter 9. Implementation.

This chapter provides a road map for the City to implement recommended projects and programs. The BPMP provides a recommended project priority list based on how well the projects support the goals and policies of the BPMP, and how well the projects meet common criteria for grant funding. Projects identified in the BPMP may change based on further analysis by the City. The recommended priority list is flexible, and the actual order of implementation will vary from the list presented in this chapter as opportunities and challenges to implementation arise.

The BPMP is supported by the following appendices:

Appendix A: Design Guidelines.

Presents design guidelines for constructing bicycle and pedestrian facilities. The design guidelines follow industry standards set by Caltrans, American Association of State Highway Transportation Officials (AASHTO), Americans with Disabilities Act Accessibility Guidelines (ADAAG), the Association of Bicycle and Pedestrian Professionals (APBP), and the National Association of City Transportation Officials (NACTO).

Appendix B: Funding.

Provides a menu of potential funding sources for bicycle and pedestrian improvements and programs. Grant fund programs are competitive and require the support of the BPMP. Some grant programs have special criteria such as population, priority development area, sales tax revenue, or other formula. The City has historically funded its bicycle and pedestrian infrastructure projects primarily through federal, State, or local grant funds.

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Packet Pg. 388 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Vision, Goals, and Policies | 4

2. Vision, Goals, and Policies
The BPMP vision, goals, and policies serve as the foundation to institute transformative change towards expanding walking and biking facilities and programs and are consistent with the goals established by the City’s General Plan Circulation Element and the 2018 Contra Costa Countywide Bicycle and Pedestrian Plan.

The BPMP’s vision is broad in context and guides the goals and policies:
“Ensure that people of all ages and abilities can safely and comfortably use Pleasant Hill’s bicycle and pedestrian network for all trip purposes.”

2.1. Goals, Policies and Objectives
Goals are set to identify improvements to the bicycle and pedestrian networks in Pleasant Hill. They outline the BPMP framework. Policies identify varies methods for the City to implement the goals, and objectives define specific action items.

Policy 1.1 Build out a network of safe and comfortable bikeway and pedestrian facilities connecting neighborhoods and destinations in Pleasant Hill and adjacent jurisdictions Objective 1.1.1 Connect to schools, shopping, parks and libraries, recreational centers, trails, transit, and other neighborhood destinations
Objective 1.1.2 Use the BPMP recommended project prioritization list as a guide to incorporate projects into the Capital Improvement Plan, for grant application submittals, and for implementation.

Objective 1.1.3 Implement and track progress of the City’s compliance with the Americans with Disabilities Act (ADA) through the ADA Transition Plan in conjunction with the BPMP.

Objective 1.1.4 Link to significant destinations including the Iron Horse Regional Trail corridor, Contra Costa Canal Trail corridor, Pleasant Hill BART station, Diablo Valley College, regional parks, retail, and employment centers.

Policy 1.2 Accommodate bicyclists, micro-mobility riders, and pedestrians within street crosssections.

Objective 1.2.1 Evaluate opportunities to repurpose roadway capacity to accommodate bicycle and pedestrian facilities.

Objective 1.2.2 Require developers to pay a fair share cost to help implement of bicycle and pedestrian improvements that benefit their sites through the city’s existing traffic mitigation fee program.

Objective 1.2.3 Consider establishing requirements for street furniture and amenities (e.g. seating, signage, lighting) in public right-of-way to enhance all nonmotorized modes of transportation.

Goal 1: Increase number of bicycle and pedestrian trips by users of all ages and abilities.

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Packet Pg. 389 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Vision, Goals, and Policies | 5 Policy 2.1 Maintain a collision database and work with applicable City departments and law enforcement to map collision data and identify problem areas.

Objective 2.1.1 Apply Vision Zero principles to prioritize implementation of improvements on streets or intersections with a history of fatal and serious injury crashes.

Objective 2.1.2 Evaluate intersections and crossings to install new treatments at existing crosswalks such as curb extensions, lighting, and other safety improvements.

Policy 2.2 Employ high-quality design standards for bicycle and pedestrian facilities.

Objective 2.2.1 Utilize the BPMP design guidelines in addition to guidance from the National Association of City Transportation Officials (NACTO) and the most recent State and Federal design guidelines to develop high-quality bicycle and pedestrian facilities.

Objective 2.2.2 Utilize context appropriate design to safely and comfortably accommodate bikers, micro-mobility riders, and pedestrians of all ages and abilities on all roadway types.

Objective 2.2.3 Explore strategic and effective implementation of traffic calming designs to encourage slower traffic speeds while balancing the needs of all travel modes.

Policy 2.3 Support bicycle and pedestrian safety education in all Pleasant Hill schools.

Objective 2.3.1 Support bicycle rodeos and bicycle/pedestrian safety presentations at Pleasant Hill schools by 511 Contra Costa.

Objective 2.3.2 Conduct outreach to Pleasant Hill schools to address community concerns and promote biking and walking to schools.

Policy 2.4 Enforce pedestrian and bicycle-related traffic laws.

Objective 2.4.1 Explore targeted traffic enforcement at locations with high violation rates.

Policy 3.1 Ensure inter-departmental use and application of the Bicycle and Pedestrian Master Plan.

Objective 3.1.1 Use the BPMP recommended project prioritization list to incorporate projects into the Capital Improvement Plan and for grant application submittals.

Objective 3.1.2 Install facilities in tandem with approved capital and development projects, while considering BPMP project feasibility.

Policy 3.2 Ensure public bicycle and pedestrian needs are regularly reviewed.

Objective 3.2.1 Utilize the Traffic Safety Commission for ongoing review and consideration of the needs of bicyclists and pedestrians in projects.

Objective 3.2.2 Review progress on BPMP implementation with Traffic Safety Commission on an annual basis.

Goal 2: Strive to eliminate all fatal and serious injury bicycle and pedestrian related crashes.

Goal 3: Encourage more people to walk and bicycle for utilitarian purposes.

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Packet Pg. 390 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Vision, Goals, and Policies | 6 Policy 3.3 Benchmark pedestrian and bicyclist volumes and movements.

Objective 3.3.1 Incorporate bicycle and pedestrian counts in citywide traffic data collection on trails, streets and at intersections.

Objective 3.3.2 Encourage schools to conduct student hand tally surveys at Pleasant Hill schools on a typical weekday in the fall and spring.

Objective 3.3.3 Consider a citywide survey to establish an inventory on the number of bicycle parking facilities, types and locations.

Policy 4.1 Maintain and expand the bicycle parking network in Pleasant Hill.

Objective 4.1.1 Consult, monitor, and implement bicycle parking requirements on new developments according to the Municipal Code.

Objective 4.1.2 Install bike parking facilities according to the BPMP design guidelines.

Objective 4.1.3 Develop a bicycle parking program with local business owners to install bike parking facilities on private properties.

Policy 4.2 Implement supportive infrastructure
Objective 4.2.1 Develop a comprehensive wayfinding system for bikers and pedestrians that links with regional efforts.

Objective 4.2.2 Provide pedestrian amenities, such as street trees, benches, pedestrian-scale lighting, waste receptacles, landscaping, and street furniture zone where space allows.

Policy 4.3 Promote 511 Contra Costa alternative commute mode materials.

Objective 4.3.1 Advertise 511 Contra Costa alternative commute programs through City Department newsletters and website.

Policy 4.4 Promote and support Bike to Work Day.

Objective 4.4.1 Work with 511 Contra Costa to ensure that one or more energizer stations are available in Pleasant Hill.

Objective 4.4.2 Advertise Bike to Work Day through City Department newsletters and website.

Goal 4: Encourage more people to walk and bicycle in Pleasant Hill by implementing supportive infrastructure and programs.

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3. Existing Conditions
This chapter documents the existing conditions of biking and walking in Pleasant Hill. An understanding of existing bicycle and pedestrian infrastructure, transportation network, land use, and demographics guides the development of BPMP recommendations.

3.1. Setting
Pleasant Hill has approximately
35,000 residents, a strong sense of
community, and small-town
charm. The City’s vibrant
downtown and proximity to other
Bay Area cities attract thousands
of new residents and visitors each
year.

Pleasant Hill is in central Contra
Costa County and has the ideal
climate for biking and walking
outdoors. The average
temperatures range from the low
60s in the winter to the mid-80s in
the summer. Precipitation is
generally confined to winter months maximizing bike-and walk-ability.

Pleasant Hill’s topography, while slightly hilly in certain isolated areas, is generally flat and accessible to most people on bikes and on foot. For those looking for biking and hiking adventures, Pleasant Hill has a lot to offer including close proximity to two regional parks. Mount Diablo State Park is located eight miles to the southeast, and Briones Regional Park is located immediately to the west of the City. In addition, Pleasant Hill has a network of interconnecting multi-use paths including East Bay Regional Park District Trails (Contra Costa Canal Trail and Iron Horse Regional Trail) and East Bay Municipal Utility District Trail.

3.2. Land Use
Non-motorized transportation mode choices such as biking and walking are dependent on land use intensity.

Downtown and dense urban areas are generally more accommodating to bicyclists and pedestrians. Suburban residential urban areas and large commercial areas with lot sizes over 20,000 square feet typically generate few biking and walking trips.

Pleasant Hill is mostly zoned residential with most lot sizes between 6,000 and 15,000 square feet. The southwest quadrant of the City has single family lot sizes up to 10,000 square feet. The central area has smaller single family lot sizes up to 7,000 square feet. Because these areas have some sidewalks and tree lined streets, walking is an attractive recreational activity. In some areas of Pleasant Hill, walking for utilitarian purposes can be challenging due to indirect access to shopping and employment locations.

Commercial land use is primarily located along Contra Costa Boulevard. There are also clusters of commercial areas throughout the City. The major commercial areas are the Downtown District centered at Crescent Plaza & Contra Costa Boulevard, The Crossroads along Buskirk Avenue, Pleasant Hill Shopping Center at Chilpancingo Pkwy & Contra Costa Blvd, and Sunvalley Mall adjacent to the City of Concord at Taylor Blvd & Contra Costa Blvd.

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Packet Pg. 392 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Existing Conditions | 8 The City has designated two commercial areas as Priority Development Areas (PDAs). One PDA is located on Contra Costa Boulevard near Monument Boulevard. The other PDA is on Golf Club Road near Diablo Valley College. PDAs encourage higher density residential development and allow greater flexibility in vertical and horizontal use integration. These mixed-use developments bring residents within biking and walking distances to employment centers, transit facilities, educational institutions, and community amenities such as shops, restaurants, banks, and gyms.

3.2.1. Roadways and Streets
Roadways and streets are the
primary paths of travel for all users
including bicyclists, pedestrians,
and motorists. The extent of
bikeway and sidewalk
improvements that can be
accommodated varies depending
on the street classification,
roadway widths, speed limit, and
traffic demand. The City uses
Average Daily Traffic (ADT)
volumes and roadway physical
characteristics to designate a
street classification (e.g. arterial,
collector, local street). ADT is also a
variable to consider when planning
bikeway and pedestrian facilities.

Figure 3-1 shows the ADT on the City’s network of roadways and streets based on count data collected in May 2019.

Pleasant Hill has two major north-south thoroughfares that provides circulation and access, namely Contra Costa Boulevard and Pleasant Hill Road.

Contra Costa Boulevard is a major north-south arterial street traversing the city parallel to Interstate 680 with freeway access at several locations. Its ADT ranges from 30,000 daily vehicles south of Chilpancingo Parkway to 35,700 daily vehicles north of Gregory Lane. There are continuous sidewalks and segments of Class II bike lanes and Class III bike route facilities on Contra Costa Boulevard.

Pleasant Hill Road is a major north-south arterial street except as a collector street north of Taylor Boulevard to the north city limit (near Devon Avenue) and between Gregory Lane and Oak Park Boulevard. Its ADT ranges from 27,200 daily vehicles north of Taylor Boulevard to 9,500 daily vehicles north of Geary Road. Pleasant Hill Road sidewalks were enhanced in recent years by capital improvement projects (Taylor Boulevard to Gregory Lane and Pleasant View Drive to Cumberland Drive).

Pleasant Hill has six major roadways that provide continuous east-west circulation and access. They include Chilpancingo Parkway, Taylor Boulevard, Gregory Lane-Grayson Road, Boyd Road, Oak Park Boulevard, and Geary Road.

Chilpancingo Parkway is an east-west arterial street between Contra Costa Boulevard and Morello Avenue. Its ADT ranges from 17,800 daily vehicles at Contra Costa Boulevard to 8,000 daily vehicles at Morello Avenue.

East of Old Quarry Lane, it has sidewalks on both sides of the street. West of Old Quarry Lane, it has sidewalk on the north side of the street, and missing sidewalk on the south side. It has Class II bike lanes.

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Packet Pg. 393 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Existing Conditions | 9 Taylor Boulevard is an east-west arterial street that extends westerly from Contra Costa Boulevard, and bends south toward the City of Lafayette. Its ADT ranges from 23,200 daily vehicles at Contra Costa Boulevard to 21,600 daily vehicles at Gregory Lane. Taylor Boulevard has a Class II bike lane, but sidewalks are present only near Contra Costa Boulevard and the Contra Costa Canal Trail.

Gregory Lane is an east-west arterial street between Contra Costa Boulevard and Pleasant Hill Road. Its ADT ranges from 13,800 daily vehicles at Contra Costa Boulevard to 13,300 daily vehicles at Pleasant Hill Road. It has sidewalks on both sides of the
streets but has no bike facilities. South
of Boyd Rd Contra Costa Boulevard
provides an on-ramp to I-680
southbound and continues south of
Astrid Dr as N Main Street into the City
of Walnut Creek.

Boyd Road is an east-west collector
street between Contra Costa
Boulevard and Pleasant Hill Road. Its
ADT ranges from 9,100 daily vehicles
at Contra Costa Boulevard to 4,000
daily vehicles at Pleasant Hill Road.

Boyd Road carries primarily
residential and school generated
traffic. It has sidewalks on both sides
of the street. Boyd Road is a Class III bike route facility.

Oak Park Boulevard is an east-west arterial street that extends from Pleasant Hill Road to Buskirk Avenue. Its ADT ranges from 17,400 daily vehicles at I-680 to 8,200 daily vehicles at Pleasant Hill Road. It provides direct access to the Pleasant Hill BART Station via Coggins Drive to the east. It is a Class III bike route facility. East of Patterson Boulevard, Oak Park Boulevard has sidewalks on the north side of the street, but missing sidewalk on the south side. West of Patterson Boulevard, Oak Park Boulevard has sidewalk on both sides of the street and has Class II bike lanes.

Geary Road is an east-west arterial street between North Main Street and Pleasant Hill Road, and encompasses the Cities of Pleasant Hill and Walnut Creek. Its ADT ranges from 16,000 daily vehicles at North Main Street to 12,600 daily vehicles at Pleasant Hill Road. At North Main Street, Geary Road continues east as Treat Boulevard.

At its western terminus, Geary Road continues west as Pleasant Hill Road. The portion of Geary Road within the Pleasant Hill city limits is from Putnam Boulevard to Pleasant Hill Road. Within the city limits, Geary Road has sidewalks on both sides of the street and has Class II bike lanes.

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3.3. Schools
The travel mode choices of school-generated and college-generated trips may vary with the school location, enrollment, proximity, comfort, safety, and other factors. Neighborhood schools include two high schools, three middle schools, five elementary schools, and an alternative school. Magnet schools include two public schools and three private schools. The two magnet public schools are Sequoia Middle School and Sequoia Elementary School. An additional source of student enrollment in Pleasant Hill is the Diablo Valley College.

Neighborhood schools are attended by students who live nearby within a defined geographical area. Given the proximity, some students bike and walk to/from school. In contrast, magnet schools are attended by students from a much larger geographical area including areas outside the Pleasant Hill city limits; these students are typically chauffeured to and from school by vehicle.

The City is committed to improving safety, access, and network connections, and to encourage non-motorized modes of transportation such as biking and walking for school-generated trips, and to support a range of mode choices aside from automobile use. Table 3-1 lists Pleasant Hill schools and their current enrollment.

Table 3-1: 2021-2022 Enrollment
School Enrollment
College Park High School 1,973
Prospect High School 424
Pleasant Hill Middle School 706
Sequoia Middle School 886
Valley View Middle School 257
Fair Oaks Elementary School 306
Gregory Gardens Elementary School 352
Pleasant Hill Elementary School 570
Sequoia Elementary School 592
Strandwood Elementary School 551
Valhalla Elementary School 579
Pleasant Hill Adventist Academy 118
Legacy Academy 51
Christ the King (K-8) 324
Horizons Alternative School 170
Total 7,859
Diablo Valley College 19,871
Sources: CA Dept. of Education, greatschools.org, NCES
Figure 3-1: 2019 Average Daily Traffic (ADT)

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3.4. Employment Centers
The main employment centers in Pleasant Hill are located along Contra Costa Boulevard, mostly in the form of commercial and retail stores. The Crossroads Shopping Center on Monument Boulevard is also an employment center. While health care and social assistance sectors employ 2,962 people, the education sector employs 2,982 people, making it the top employment sector in the City. Diablo Valley College constitutes a large percentage of the educational sector employment, with over 1,100 faculty and staff. 1, Pleasant Hill residents who reported walking to work declined from 520 people in 2010 to 399 people in 2020.

However, over the same time period, residents who reported taking transit to work increased from 1,464 people in 2010 to 2,384 people in 2020. This represents a significant mode shift to transit from other modes.

Transit trips often involve walking or biking to and from transit stops, and transit riders rely on a comprehensive pedestrian network to travel to and from work. The number of residents who reported biking to work also increased from 114 people in 2010 to 178 people in 2020. The increases in transit ridership and biking highlight the importance of improving and expanding the bicycle and pedestrian networks in Pleasant Hill.

In the employment sectors (e.g. education, retail, and hospitality sectors),2 employees earning less than $35,000 per year are most likely to bike or walk to and from work. In Pleasant Hill, 5.9% of workers earning less than $35,000 per year walk to work, compared to 0.8% for workers earning is $35,000 or greater. For workers who use a taxi, motorcycle, bicycle, or other means to get to work, the figures are 6.0% for workers earning less than $35,000 compared to 1.4% for workers earning $35,000 or more.3 Lower income workers generally rely on quality pedestrian and bicycle infrastructure to get to and from work. Table 3-2 lists the main employment sectors and their respective employment levels in Pleasant Hill. 1 2015/2016 Diablo Valley Student Resource Guide, accessed 5/11/2020 at https://www.dvc.edu/communication/schedules/pdfs/resource-guide.pdf 2 American Community Survey data reported in Alliance for Biking and Walking Benchmarking Report, 2018. 3 U.S. Census Bureau (2016-2020). Means of Transportation to Work by Workers' Earnings in the Past 12 Months (In 2020 Inflation-adjusted Dollars) American Community Survey 5-year estimates. Retrieved from <https://censusreporter.org>

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Packet Pg. 397 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Existing Conditions | 13 Table 3-2: Employment Sectors and Employees
Sector Employees
Educational Services 2,982
Health Care and Social Assistance 2,962
Retail Trade 2,200
Administration & Support, Waste Management and Remediation 2,125 Accommodation and Food Services 2,079
Professional, Scientific, and Technical Services 834
Construction 685
Other Services (excluding Public Administration) 540
Finance and Insurance 509
Information 488
Wholesale Trade 374
Arts, Entertainment, and Recreation 286
Source: U.S. Census Bureau, OnTheMap Application and LEHD Origin-Destination Employment Statistics (2019).

3.5. Transit

3.5.1. Bay Area Rapid Transit
Bay Area Rapid Transit (BART) provides commuter rail service throughout the East Bay and the San Francisco Peninsula. The Pleasant Hill/Contra Costa Centre BART station is located in the unincorporated area of Contra Costa County, immediately southeast of the City of Pleasant Hill.

The Pleasant Hill BART station in the Contra Costa Centre Transit Village provides a critical link to many parts of the San Francisco Bay Area, especially for residents who do not own a car. On an average weekday, 6,246 riders travel from their home to the Pleasant Hill BART station. Of these people, 24 percent walk to the station, 6 percent bike to the station, and 25 percent live in Pleasant Hill.4 At the station, there are 88 on-demand electronic lockers that are rented by the hour and require a “BikeLink” card, along with an additional 22 single user keyed lockers. Bicyclists must provide their credit card information to obtain a Bike Link card to access the electronic lockers. Additionally, there is a Bike Station adjacent to the BART station which provides a fully secure indoor bike parking room with 215 spaces, accessed with a BikeLink card.5
Inside the stations, patrons must walk their bicycle and use stairway or mechanical lifts to access train platforms. During non-commute hours, bikes are allowed on all trains except the first car or any crowded car.

During commute hours (7:00 to 9:00 AM and 4:30 to 6:30 PM, weekdays), bikes are not allowed in the first three cars of any train. Folded bikes are allowed in all cars at all times. 4 BART, Station Profile Study, 2015.
5 BART, https://www.bart.gov/guide/bikes.

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3.5.2. The County Connection
The County Connection provides fixed route bus and
paratransit service for Contra Costa County
communities. County Connection bus stops are located
throughout Pleasant Hill. The Diablo Valley College
Transit Center serves as a major bus transfer point for the school and surrounding community.

County Connection buses have a front-mounted rack
for two bicycles. Rack availability is on a first come first serve basis and if the rack is full, bicycles are permitted inside buses at the driver’s discretion.

3.6. Bicycle Facilities
To maintain eligibility for State funding sources, the
BPMP refers to and recommends designs of bikeways that are compliant with the California Highway Design Manual (HDM) and Manual of Uniform Traffic Control Devices (MUTCD). The term “bikeways” refers to all five Caltrans defined linear facilities, which are described below and illustrated in Figure 3-2.

In total, Pleasant Hill has 28 miles of existing bikeways. Figure 3-3 and Table 3-3 illustrate the existing bicycle facility locations.

3.6.1. Bikeway Types
Class I Bike Paths are paved paths that are physically separated from streets and highways. Class I paths are at least eight feet wide with a 2-foot wide graded shoulders on both sides. Although often referred to as “bike paths,” Class I paths serve all non-motorized users including bicyclists, pedestrians, joggers, skateboarders, etc.

The East Bay Regional Park District allows bicycles, e-bicycles, and scooters on paved bike trails and multi-use trails, with a speed limit of 15 MPH. Pleasant Hill has 7 miles of Class I paths.

Class II Bike Lanes are striped lanes on roadways for one-way bicycle travel. Bike lanes are at least five feet wide and include bike lane signage and pavement markings. Cities may permit parking in a bike lane during certain times of day (such as overnight in a residential area); this is referred to as a “time of day” bike lane.

Pleasant Hill has 7.5 miles of Class II bike lanes.

Bike lanes may also include a striped buffer area; the buffer zone is typically a minimum 2-feet wide striped area between the bike lane and the travel lane or between the bike lane and a parking lane.

Class III Bike Routes are bike routes designated by signs where bicycles share a travel lane with vehicular traffic.

Because these are shared facilities, bicycle routes are most appropriate as “neighborhood routes” on lowspeed and low-volume streets, where they will serve a wide range of bicyclists. Class III routes may be signed on higher volume streets where there is insufficient width for a designated bike lane; these are higher stress facilities used by confident and experienced bicyclists. Some Class III bicycle routes include shared lane markings (sharrows) that indicate proper bicycle positioning in the travel lane and alert motorist of the presence of bicycles. In local neighborhoods, Class III routes provide access to residences, and are used by bicyclists and pedestrians of all ages and skill levels. Examples of local streets are Byron Drive and Shelly Drive.

The City’s current local street design standards set minimum ten-foot wide travel lanes and seven-foot wide parking lanes. Due to the low traffic volumes and speeds, shared lane markings are appropriate. Pleasant Hill has 4.5 miles of Class III bike routes, mostly on higher volume arterial streets.

Class IV Protected Bike Lanes, also known as Cycle Tracks, provide exclusive space for bicyclists that are separated from vehicular travel lanes, parking lanes, and sidewalks. Physical objects such as curbs, bollards, or parked cars are used to create a space and a physical barrier between the Class IV bikeway and vehicular travel

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Packet Pg. 399 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Existing Conditions | 15 lanes. Class IV bikeways are often designed to allow bicycles to travel in both directions. Pleasant Hill does not currently have any Class IV bikeways.

Table 3-3: Existing Bicycle Facilities
Name Class Start End Miles
Class I Bike Paths
Contra Costa Canal Trail I Walnut Creek City Limit Martinez City Limit 5.50 EBMUD Trail I Walnut Creek City Limit West Hookston Rd 0.62 Iron Horse Regional Trail I Mayhew Way Concord City Limit 0.78 Class I Total Miles 6.90
Class II Bike Lanes & Buffered Bike Lanes
Boyd Rd II Cleaveland Rd Crescent Dr 0.13
Chilpancingo Pkwy II Martinez City Limit Contra Costa Blvd 0.76 Chilpancingo Pkwy II Scottsdale Rd Old Quarry Rd 0.33
Chilpancingo Pkwy II Oak Glen Cir Scottsdale Rd 0.37
Chilpancingo Pkwy II Old Quarry Rd Contra Costa Blvd 0.18 Cleaveland Rd II Boyd Rd Babette Ct 0.23
Contra Costa Blvd II Chilpancingo Pkwy Viking Dr 0.61
Contra Costa Blvd II Harriet Dr Woodsworth Ln 0.69
Contra Costa Blvd II Second Ave South I-680 On/Off Ramp (Target store) 0.31 Ellinwood Dr II Contra Costa Blvd Ellinwood Way 0.34
Geary Rd II Pleasant Hill Rd Putnam Blvd 0.7
Golf Club Rd II Paso Nogal Rd (S) Contra Costa Blvd 0.58 Grayson Rd II Reliez Valley Rd Pleasant Hill Rd 0.89
Grayson Rd II Reliez Valley Rd Buttner Rd 0.25
Grayson Rd II Grayson Ln Taylor Blvd 0.09
Grayson Rd II Buttner Rd Grayson Ln 0.16
Lisa Ln II Marcia Dr Iron Horse Regional Trail 0.16
Monticello Ave II Santa Barbara Rd Oak Park Blvd 0.15
Morello Ave II Paso Nogal Rd (N) Martinez City Limit 0.8 North Main St II Astrid Dr Oak Park Blvd 0.32
Oak Park Blvd II Patterson Blvd Pleasant Valley Dr 0.8
Old Quarry Rd II Chilpancingo Pkwy Golf Club Rd 0.25
Patterson Blvd II Boyd Rd Oak Park Blvd 0.76
Pleasant Hill Rd II Taylor Blvd Gregory Ln & Grayson Rd 0.55 Pleasant Hill Rd II Western Hills Dr (N) Kelsey Ct 0.2
Pleasant Hill Rd II Barnett Terrace Geary Rd 0.07
Taylor Blvd II County Limit Contra Costa Blvd 2.84
Viking Dr II Morello Ave Contra Costa Blvd 0.97
Woodsworth Ln II Contra Costa Blvd Gregory Ln 0.37

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Packet Pg. 400 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Existing Conditions | 16 Class II Total Miles 14.86
Class III Bike Routes
Astrid Dr III EBMUD Trail Crossing Contra Costa Blvd & North Main St 0.12 Brandon Rd III Gregory Ln Boyd Rd 0.31
Bryon Dr III Stevenson Dr Shelly Dr 0.22
Buskirk Ave III Monument Blvd Hookston Rd 0.3
Cleaveland Rd III Babette Ct EBMUD Trail Crossing 0.17
Coggins Dr III Buskirk Ave & Oak Rd County Limit 0.23
Contra Costa Blvd III Boyd Rd Astrid Dr 0.38
Hawthorne Dr III Hawthorne Ct Monticello Ave 0.28
Hookston Rd III Buskirk Ave Concord City Limit 0.32
Kahrs Ave III Gregory Ln Boyd Rd 0.31
Monument Blvd III Contra Costa Blvd Concord City Limit 0.52 Oak Park Blvd III Pleasant Hill Rd Buskirk Ave & Oak Rd 1.33 Pleasant Hill Rd III Gregory Ln Western Hills Dr (N) 0.26 Pleasant Hill Rd III Kelsey Ct Barnett Terrace 1.17
Shelly Dr III Long Fellow Dr Hawthorne Ct 0.28
Soule Ave III Boyd Rd Patterson Blvd 0.29
Stevenson Dr III Contra Costa Canal Trail Crossing Byron Ct 0.13 Class III Total Miles 6.62
Existing Bikeway Network Total Miles 28.38

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Packet Pg. 401 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Existing Conditions | 17 Class I Bike Path Class II Bike Lane
Class III Bike Route Class IV Protected Bike Lanes
Figure 3-2: Caltrans Bikeway Classifications

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3.6.2. Bike Parking
Bicycle parking is available at transit stops, shopping areas, and schools throughout Pleasant Hill as shown in Table 3-4. 511 Contra Costa, the Transportation Demand Management (TDM) agency for Contra Costa commuters, provides a map of public bike parking locations at the following link:
https://511contracosta.org/biking/bike-maps/bike-parking/.

Table 3-4: Bike Parking Locations
Location Type Spaces
Library (2 Monticello Avenue) Racks 20
Lockers 83 Diablo Valley College Racks 19
Crescent Plaza Shopping Center Racks 11
Century 16 Theater Racks 16
The Terraces Rack 1
Electronic Lockers 88
Pleasant Hill BART Station Keyed Lockers 22
Racks 50
Pleasant Hill BART Bike Station Room Secure Parking 215 Source: 511 Contra Costa
There are three types of bicycle parking facilities, namely bike racks, bike cages, and bike lockers. Their uses vary by land use and anticipated parking duration. Bicycle racks are typically provided at highly visible locations with short parking duration (less than two hours). An exception to this rule is at schools, where students park their bicycles all day, but the racks are under constant watch by school staff. Where added security is desired, restricted access bike cages may be used. Bike lockers are typically provided at locations where bicycles are parked for more than two hours (e.g. at BART stations).

The Pleasant Hill Municipal Code requires that commercial developments provide at least one bicycle parking space plus two percent of the total number of parking stalls required for automobiles.

3.7. Pedestrian Facilities
The BPMP continues the ongoing efforts of the City to improve pedestrian safety, access, mobility, and connectivity. The City’s General Plan sets forth specific policies to identify and install pedestrian facilities. This section reviews the existing pedestrian facilities in Pleasant Hill.

3.7.1. Americans with Disabilities Act (ADA)
The City is actively working to accommodate pedestrians of all ages and abilities. Guided by the City’s ADA Transition Plan, the City’s CIP programs appropriate $75,000 every year for ADA improvements. The 2023 BPMP does not modify the City’s ADA Transition Plan, but does identify additional areas for potential improvements. All facilities recommended in the BPMP will be developed in accordance with current ADA requirements.

3.7.2. Sidewalks and Pedestrian Paths
Sidewalks and pedestrian paths are the two primary facilities for walking. Sidewalks adjoin to the road and may be separated by a planting strip or landscaped buffer. Pedestrian paths are typically completely separated from the road, other than where the two facilities intersect. Multi-purpose paths (for use by pedestrians, bicyclists, and scooters) must meet Caltrans’ design standards for Class I Multi-Use Paths.

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Packet Pg. 404 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Existing Conditions | 20 Pleasant Hill has 147 miles of streets and 98 miles of sidewalk.

There are two large areas without sidewalks in Pleasant Hill. The first area is in the Gregory Gardens neighborhood, north of downtown and west of Contra Costa Boulevard. The second area is the Poet’s Corner neighborhood between Patterson Boulevard and Pleasant Hill Road, north of Oak Park Boulevard. The City has long-term plans to install sidewalks on Chilpancingo Parkway, Taylor Boulevard, Pleasant Hill Road, and other streets as recommended in the CIP.

3.7.3. Street Markings
Pavement markings are painted or installed on the streets to call attention to motorists and to guide pedestrians. This includes crosswalks and advance warning markings, such as “SLOW SCHOOL XING.” All pavement markings comply with the California Manual for Uniform Traffic Control Devices (MUTCD).

3.7.4. Audible Traffic Signals and Countdown Pedestrian Signal Heads Large intersections with traffic signals
can be daunting to pedestrians,
especially to pedestrians with impaired
vision. Audible traffic signals emit a chirp
and cuckoo sound during pedestrian
phases to help guide visually impaired
pedestrians to navigate.

The City owns and operates 45 traffic
signals. This includes three (3) traffic
signals jointly owned with adjoining
cities (Walnut Creek and Martinez) and
are maintained by these adjoining cities.

In addition, within the City limits are
four (4) traffic signals owned and
maintained by the State of California,
Department of Transportation
(Caltrans). One future traffic signal is
also scheduled for installation at Taylor Boulevard & Civic Drive in 2023, soon bringing the total number of traffic signals in Pleasant Hill to 50.

All traffic signals are equipped with pedestrian signal head displays (countdown or flashing walk/don’t walk symbol) and ADA compliant pedestrian push buttons that allow visually impaired pedestrians to locate the push buttons.

Countdown pedestrian signal heads display the amount of time in seconds remaining to safely cross the street.

In 2022, a new California State Law - AB 2264 was passed which requires a Lead Pedestrian Interval (LPI) to be programmed into new or replaced traffic signals. The LPI gives pedestrians a 3 to 7-second head start to cross before cars moving the same direction get a green signal display. The LPI improves motorists’ visibility of pedestrians traveling in signalized crosswalks helping to increase pedestrian safety.

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3.7.5. Streetscape
Pedestrians generally prefer streetscapes with benches, trash receptacles, trees, and other accommodating amenities. The City’s Downtown Plan (see Appendix A) sets forth the guidelines leading to the construction of most of the existing pedestrian facilities in the Downtown area.

3.8. Programs
Constructing bicycle and pedestrian facilities is only one aspect of making biking and walking integral modes in the transportation system. Programs are needed to raise safety awareness, encourage biking and walking, and to help ensure that everyone travels safely. This section discusses the programs the City and other regional transportation agencies currently implement to support bicyclists and pedestrians.

3.8.1. Education and Encouragement
Street Smarts Diablo
The Street Smarts Diablo program delivers bicycle and pedestrian safety programs at no cost to qualifying public schools in Central and East Contra Costa County including Pleasant Hill. Street Smarts Diablo is managed by 511 Contra Costa, with funding from the Contra Costa Transportation Authority and the Bay Area Air Quality Management District’s Transportation Fund for Clean Air. Street Smarts Diablo coordinates the Safe Routes to School program activities within Pleasant Hill, including events such as International Walk and Roll to School Day. The Street Smarts Diablo website offers resources for school administrators, teachers, parents and other school stakeholders.
www.streetsmartsdiablo.org
Commuter Incentive Program
511 Contra Costa offers various commuter incentives to encourage bicycling, walking and transit to work. http://www.511contracosta.org/incentives/
Bicycle Parking Program
511 Contra Costa offers bicycle parking installation to employers that want to encourage their employees to bicycle to work. Employers must complete the online form at the website below, after which 511 Contra Costa staff will assist the employer in the purchase and installation of bike lockers. https://511contracosta.org/employers/locker-project/
Bike to Work Day
To celebrate National Bike Month and California Bike Commute Week, 511 Contra Costa staff hosts “energizer stations” at various locations throughout Pleasant Hill during the morning and afternoon commute times.

These stations are designed as rest stops where bicyclists receive refreshments and other educational and promotional materials. For the 2019 Bike to Work Day, stations were located at the Pleasant Hill BART station, Contra Costa Canal Trail at Gregory Lane, and at the Contra Costa Canal Trail and Golf Club Road intersection.

Contra Costa SchoolPool
511 Contra Costa’s SchoolPool program encourages students to use the public bus system, rather than private vehicles, to get to and from school. As a financial incentive, 511 Contra Costa provides free County Connection or Tri Delta Transit punch passes for 6th through 12th grade students. To be eligible for the program, parents or guardians must pledge that their students will take the bus instead of being driven to and from school, and they must agree to complete a follow-up survey to determine the effectiveness of the program. Pleasant Hill is among the many Contra Costa communities served by this program.

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511 Contra Costa provides a “route builder” tool for bicyclists looking for a route using bikeways to their destination.
511contracosta.org/bike/

3.8.2. Enforcement
Targeted Enforcement
At the beginning of every school year, the Police Department increases patrols around schools, specifically locations with uncontrolled crosswalks.

3.8.3. Engineering
Traffic Calming
The City explores the use of various traffic calming devices such as signage and pavement markers along City streets to encourage lower vehicle speeds, with the ultimate goal of enhancing vehicle, bicycle, and pedestrian safety. Improvements are considered for implementation as a part of annual street resurfacing projects or in response to customer service requests. To learn more, please refer to the city website at:
https://www.pleasanthillca.org/384/Traffic-Engineering.

3.8.4. Maintenance
Pothole and Sidewalk Maintenance
Pedestrians and bicyclists are vulnerable to injury caused by potholes and cracks in the roadway and sidewalk.

The City Maintenance Department typically responds within 48 hours to reports of localized pavement deterioration. Because residents are responsible for maintaining sidewalks along their property, the City notifies the responsible landowner about any sidewalk repair needs via a form letter.

Street Sweeping
Like potholes and cracks, roadway debris can endanger bicyclists and pedestrians. All City-maintained streets are swept on a monthly basis, and a schedule can be found at the following website:
www.pleasanthillca.org/392/Street-Sweeping.

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4. Needs Analysis
This chapter presents the needs of bicyclists and pedestrians in Pleasant Hill. It summarizes the public outreach process used to gather input from community members, provides a general overview of the needs of bicyclists and pedestrians, and analyzes the history of bicycle and pedestrian collisions in Pleasant Hill. The chapter also includes two maps illustrating the locations where bicycle and pedestrian improvements are needed: The Bicycle Priority Areas and the Pedestrian Priority Areas. This chapter concludes with estimated biking and walking activity levels in Pleasant Hill.

4.1. Public Outreach
Public outreach is essential in the development of a Plan that meets the needs of all bicyclists and pedestrians.

As part of the Pleasant Hill Bicycle and Pedestrian Plan outreach, a website was launched in April 2020. The website provided general information about the plan, maps of existing and soon to be implemented facilities, as well as an interactive web map, where users were invited to draw on the map and enter free-form comments. Users entered over 175 lines and points, each with an associated comment or suggestion. These comments helped identify areas of concern and prioritize safety improvements.

4.2. Bicyclist and Pedestrian Types
This section describes the general characteristics and needs of bicyclists and pedestrians.

4.2.1. Bicyclist Types
An effective bicycle network accommodates bicyclists of all ages and abilities using a variety of bikeway types.

This section describes the different types of bicyclists and their needs and preferences.

Casual bicyclists include adults and children that bicycle for recreation and for relatively short distances (approximately one to five miles). They generally prefer roadways with low traffic volumes and low speeds, which are most appropriate for bicycle routes. They also prefer paths that are physically separated from roadways. Casual bicyclists may be found on any of Pleasant Hill’s residential roadways and paths.

Utilitarian bicyclists include adults and children that bicycle to run errands, commute to work and school and might use the bicycle as their main form of transportation. Biking distances can range from less than a mile to 10 or more miles. They typically choose direct routes, which may include arterial roadways with or without bike lanes, to reach specific destinations. They may also use paths and any combination of bikeway types to reach their destination. Utilitarian bicyclists may be found on roadways in downtown Pleasant Hill, near schools or other community destinations.

Recreational/Sport bicyclists include adults, sometimes riding in groups, that bicycle to train for riding events and exercise. Biking distances are usually more than 15 miles on scenic roadways, regardless if a bikeway is present. Bicycle routes typically follow a loop. Sport bicyclists may be found on Pleasant Hill Road, Alhambra Avenue, and the west ends of Grayson Road and Taylor Boulevard, on their way to Briones Regional Park.

4.2.2. Pedestrian Types
Everyone walks at some point during the day. For the purposes of the BPMP, walking also refers to wheelchair users and people using mobility assistive devices.

An effective pedestrian network provides direct and comfortable access to community destinations, while meeting Americans with Disabilities Act (ADA) standards. Connectivity to community destinations relies on the existing roadway network, which in many areas of Pleasant Hill is a disconnected grid pattern that forces

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4.3. Collision Analysis
This collision analysis identifies challenging locations for biking and walking in Pleasant Hill along with traffic codes violated in pedestrian and bicyclist involved collisions. The analysis is used to guide and prioritize bikeway and pedestrian infrastructure improvements included in the BPMP’s recommendations. The collision analysis uses the most currently available Statewide Integrated Traffic Records (SWITRS) data– through 2020, and was downloaded from the UC Berkeley Transportation Injury Mapping System (TIMS). TIMS/SWITRS data is generally the best available information for analyzing collisions in California, but this data only includes reported collisions with filed police reports. Near misses and collisions on private property are not included in the SWITRS database.

For Caltrans funding eligibility, the BPMP must present collision data from at least five years prior to the most current data available. This BPMP’s analysis uses data from January 1, 2016 through December 31, 2020.

4.3.1. Bicyclist Related Collisions
Table 4-1 presents the number of bicyclist related collisions by year between 2016 and 2020. There were 45 total bicyclist related collisions during the study period resulting in 45 bicyclist injuries. While there were 11 bicycle-related collisions in 2016, and 12 in 2017, this number remained at 12 collisions in 2018, yet dropped to 7 and 3 bicyclist related collisions in 2019and 2020. Although the 2020 number almost certainly reflects changes in travel patterns due to the COVID-19 pandemic, bicyclist related collisions in Pleasant Hill have trended downward since 2014, when 20 were recorded that year.

Table 4-1: Bicyclist Related Collisions By Year
Year Collisions Injury Fatality
2016 11 10 0
2017 12 12 0
2018 12 12 0
2019 7 70
2020 3 30
Total 45 44 0
Table 4-2 shows the street segments with the highest numbers of bicycle-related collisions. These corridors also saw a high number of pedestrian collisions. Currently, some of these locations do not accommodate bicyclists with designated facilities. Most of these locations are located along Contra Costa Boulevard.

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Packet Pg. 410 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Needs Analysis | 26 Table 4-2: Intersection Locations with the Most Bicyclist Collisions Location Bicyclist Collisions
Contra Costa Blvd & Gregory Ln 3
Contra Costa Blvd & Astrid Dr 3
Contra Costa Blvd & Chilpancingo Pkwy 2
Contra Costa Blvd & Doray Dr 2
Contra Costa Blvd & Golf Club Rd 2
Contra Costa Blvd & Taylor Blvd 2
Pleasant Hill Rd & Gregory Ln 2
Table 4-3 lists the vehicle code violations associated with bicycle-related collisions. Of the reported collisions that involved bicyclists, bicyclists were at fault 55 percent of the time. The most common violation among bicyclists was wrong-way-riding, which occurred in about 46% of collisions where the cyclist was found to be at fault. Motorists were reported at fault 11 percent of the time, although given the number of records where the party at fault was not recorded, this may be much higher. The most common violation among motorists was ‘Automobile Right of Way,’ a violation category that includes nearly any type of violation by a driver of a bicyclist’s right of way such as passing too closely or failing to yield to a cyclist when pulling out of a driveway.

Table 4-3: Bicyclist Collision Parties at Fault
Violation Motorist Bicyclist Not Stated
DUI 0 0 1
Unsafe Speed 0 2 1
Following too Closely 0 0 1
Wrong Side of Road 1 11 1
Unsafe Lane Change 0 2 0
Improper Turning 1 1 0
Automobile Right of Way 3 3 4
Pedestrian Right of Way 0 0 2
Pedestrian Violation 0 1 0
Traffic Signals and Signs 0 1 0
Other Hazardous Violation 0 1 3
Other Improper Driving 0 2 1
Not Stated 0 0 1
Total 5 24 15
Percent of Reported Violations 11% 55% 34%

4.3.2. Pedestrian-Related Collisions
Analyzing pedestrian-related collision data helps identify locations where pedestrian-related engineering analysis may be needed. This data can also provide insight into possible locations for priority pedestrian improvements. Table 4-4 presents the number of pedestrian related collisions by year in Pleasant Hill. During the study period, a total of 48 pedestrian related collisions occurred resulting in a total of 50 pedestrian injuries and

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Table 4-4: Pedestrian Collisions By Year
Year Collisions Injury Fatality
2016 13 14 0
2017 8 7 1
2018 11 11 0
2019 11 13 0
2020 5 5 0
Total 48 50 1
Table 4-5 lists the street segments with three or more pedestrian collisions. All five locations are intersections along Contra Costa Boulevard. Possible contributing factors to the high number of pedestrian collisions include large roadway width, high speeds, close proximity to pedestrian attractors, e.g. shopping and schools, and high ADT.

Table 4-5: Intersection Locations with the Most Pedestrian Collisions Location Pedestrian Collisions
Contra Costa Blvd & Crescent Dr 4
Contra Costa Blvd & Beth Dr 4
Contra Costa Blvd & Golf Club Rd 3
Contra Costa Blvd & Chilpancingo Pkwy 2
Contra Costa Blvd & Viking Dr 2
Contra Costa Blvd & Woodsworth Ln 2
Pleasant Hill Rd & Taylor Blvd 2
Table 4-6 shows the pedestrian collision times and days of the week. Most collisions occurred between 2 PM and 10 PM on weekdays. This is likely due to the higher pedestrian volumes during these time periods and lessened visibility at night.

Table 4-6: Pedestrian Collision Times
Day 6AM - 10 AM 10 AM - 2 PM 2 PM - 6 PM 6 PM - 10 PM 10 PM - 6 AM Monday 2 3 2 1 3
Tuesday0 1 1 1 0
Wednesday 3 2 1 1 1
Thursday0 2 2 3 3
Friday0 1 1 0 2
Saturday 0 3 3 1 1
Sunday1 1 2 0 0

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Packet Pg. 413 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Needs Analysis | 29 Table 4-7 lists the most common violations associated with pedestrian-related collisions. Of the reported collisions involving pedestrians, motorists were at fault 33 percent of the time. The most common violation amongst motorists was “pedestrian right-of-way”, which accounts for 38 percent of motorist violations. The most common pedestrian-issued violation includes jay walking in the roadway, crossing at undesignated crossing locations, or crossing outside of designated crossing times at traffic signals.

Table 4-7: Pedestrian Collision Parties at Fault
Violation Motorist Pedestrian Not Stated
Unknown 0 1 2
DUI 2 0 0
Unsafe Speed 4 0 2
Wrong Side of Road 1 0 1
Improper Passing 1 0 0
Improper Turning 0 1 2
Automobile Right of Way 2 1 0
Pedestrian Right of Way 6 0 9
Pedestrian Violation 0 10 2
Other Improper Driving 0 1 0
Total 16 14 18
Percent of reported violations 33% 29% 38%

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4.4. Improvement Areas

4.4.1. Potential Bikeway Improvement Areas
While Pleasant Hill benefits greatly from
the continuous Contra Costa Canal Trail,
the City’s existing on-street facilities are
disconnected, but there are opportunities
to improve the existing network to provide
a continuous system of bikeways that
connect to key destinations. This potential
network can include major arterials and
collector streets with dedicated bicycle
space and shared-used street within less
stressful neighborhood streets.

Figure 4-2 presents bicycle priority areas.

The map shows existing facilities, facilities
that have been planned and funded and
that will soon be implemented, as well as
gaps in the Pleasant Hill bicycle network.

These are corridors or parts of corridors
that connect different areas of the city, and that do not currently have any bicycle facilities on them. A continuous bicycle network offers greater comfort and connectivity throughout the City and encourages more people with a wider range of ages and abilities to bike to their destinations.

Boyd Road and Gregory Road, for example, are the only east/west corridors that fully traverse central Pleasant Hill, connecting the west side and east side of the city, and only a few segments have a bicycle facility.

The bikeway gaps identified in this section are reflected in the recommendations described in Chapter 5, Recommended Bicycle Facilities.

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4.4.2. Pedestrian Priority Improvement Areas
The existing pedestrian facility conditions and connections in Pleasant Hill offer many improvement opportunities. To identify pedestrian priority areas for future improvements, a composite score was calculated for each roadway segment based on the following criteria: the presence or absence of sidewalks, the number of nearby pedestrian related collisions, close proximity to a school, bus stop, park, or civic building, and whether or not the road segment was in or adjacent to a commercial area.

Segments near schools, bus stops, parks, civic buildings or in commercial zones were awarded points because these
destinations create higher levels of foot traffic and require more and higher quality pedestrian infrastructure than
other areas in the City. Segments received a scaled score depending on the number of collisions occurring within 250 feet of the segment. A scaled score was also awarded to segments missing sidewalks. Segments missing sidewalks on one side of the street were awarded half the score as
segments missing sidewalks on both sides of the street.

Figure 4-3 presents the pedestrian priority areas, with thicker and darker shaded segments indicating higher
priority. These areas may already have high pedestrian
activity or there may be potential to increase pedestrian activity with better walking conditions.

Sidewalks are the most important pedestrian facility, and some of the pedestrian priority areas have incomplete or missing sidewalks, including sections of Taylor Boulevard west of Contra Costa Boulevard.

The analysis prioritizes many segments near the Downtown, which is a Priority Development Area (PDA). Much of this area consists of mixed-use development located off the roadway network, where pedestrians travel on a system of paths meandering through buildings. Improvement opportunities within this area may be mostly in the form of enhanced roadway crossings.

The other PDA is located at the Diablo Valley College Plaza and is also prioritized. This area is adjacent to the Diablo Valley College and includes commercial centers and multi-family housing units. Many college students live in this PDA.

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4.5. U.S. Census Journey to Work
The U.S. Census data provides information for comparing biking rates in different jurisdictions. The Census only collects information on transportation modes residents use when commuting to work and not for other purposes (e.g., school trips, shopping, exercise); therefore, the Census data undercount the true number of people biking or walking in a community. However, Census data can be used to compare biking and walking among jurisdictions and across years.

Pleasant Hill’s bike-to-work mode share is 1%, nearly the same as for the State of California yet higher than that of Contra Costa County, as shown in Table 4-8. Pleasant Hill’s walk-to-work mode share is lower than that of the State of California and higher than that of Contra Costa County. Pleasant Hill has a transit commute rate higher than the County and more than double that of the State. This indicates an opportunity to support biking and walking as the first mile and last mile to and from transit stops.

Table 4-8: Journey to Work
Location Bike Walk Transit Drive Other Worked at Home
Pleasant Hill 1.0% 2.2% 13.2% 72.6% 1.6% 9.3%
Contra Costa County 0.5% 1.6% 10.3% 76.4% 1.0% 9.9%
California 0.8% 2.5% 4.6% 82.0% 1.1% 8.4%
United States 0.5% 2.6% 4.6% 83.8% 1.0% 7.3%
Source: U.S. Census, American Community Survey, 2016 - 2020

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5. Recommended Bicycle Facilities
This chapter presents recommended bicycle facilities that provide a continuous and comprehensive network of bikeways throughout Pleasant Hill. The recommendations are developed through input from the public, City staff, and technical analysis. The objectives of the recommended bikeways are to eliminate gaps and to create a safe and seamless network for bicyclists.

For Pleasant Hill, three of the four Caltrans recommended bikeways are recommended: Class I multi-use paths, Class II bike lanes, and Class III bike routes. The report does recommend Class II or Better improvements that can include Class IV type improvements when feasible. This chapter also provides possible enhancements (e.g., parking restriction, lane narrowing, or lane reduction) along various arterial and collector roadways to accommodate at minimum Class II bike lanes. Class III neighborhood bike routes or enhanced Class III bike routes are recommended on residential streets that provide alternate routes to major roadways and provide cross-town connections. Shared lane markings may be used where appropriate to raise motorists’ awareness of the presence of bicyclists.

Serving Multiple Users
Bicyclists of all skill levels were considered during the development of the recommendations. Casual Bicyclists typically prefer lower stress facilities like neighborhood bike routes and separated multi-use paths to avoid traffic. This group is served by recommendations for neighborhood bike routes, separated bikeways, and multiuse paths. Commuter/Utilitarian Bicyclists typically ride on roadways that provide direct access to jobs, commercial centers, and transit stops. This group may be served by the proposed bikeways on major roadways.

Recreational/Sport Bicyclists typically ride on scenic routes—often narrow roadways with only enough paved width for bicycle routes. This group is served by recommendations for recreational bike routes and wayfinding signage.

5.1. Bicycle Network
This BPMP recommends 31.2 miles of new bikeways that will expand the City’s existing bikeway miles and establish a seamless network for bicyclists. The majority of the recommended bikeways are neighborhood connectors. Table 5-1 presents the total bikeway network mileage.

Table 5-1: Recommended Bikeway Mileage
Class Mileage
Class I Multi-Use Paths 5.2
Class II Bike Lanes 4.7
Class II Bike Lanes Or Better 1.3
Class III Bike Routes Or Better 2.0
Class III Bike Routes 14.8
Total 29.4
Existing 28.4
Total Bike Network 57.8

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5.1.1. Recommended Bikeways
Class I Multi-Use Paths: Recommended Class I paths were identified with guidance from City staff and field verified. A total of 5.2 miles of Class I paths are recommended along:
Paso Nogal Road (West of Morello Ave), north side: widen existing path to meet Caltrans min. widths. Grayson Creek (North of Viking Dr) access road adjacent to Diablo Valley College. Ellinwood Creek Connector Path.
EBMUD trail, west of I-680 and north of Monument Boulevard Class II Bike Lanes: All arterial and collector roads in Pleasant Hill were evaluated to determine if bike lanes could be striped or if lane reductions may be needed to accommodate bike lanes. Particular attention was paid to gaps in the bikeway network. Where sufficient width is available, bike lanes may be striped with an additional min. 2-foot wide buffer area between the bike lane and the travel lane or between the bike lane and the parking lane, or both. The BPMP recommends a total of 4.7 miles of new bike lanes on the following roadways. Pleasant Hill Road
Contra Costa Boulevard
Gregory Lane
Morello Avenue
Paso Nogal Road (South)
Cleaveland Road
Class II Bike Lanes or Better: Class II Bike Lanes or Better, including Class IIB – Buffered Bike Lanes, is the primary bike treatment designation along arterial and collector street in the City within the BPMP. Class II Bike Lane or Better facilities are recommended along Morello Avenue, Pleasant Hill Rd, and Viking Drive. During the Planning and Design phase of future projects along these streets, additional considerations should be given to determine if Class IV – Protected Bike Lanes are feasible within right-of-way and other design considerations.

Class III Bicycle Routes Or Better: On major roads where bike lanes cannot be provided, signed bike routes are recommended for network continuity. These bike routes are intended to accommodate experienced bicyclists who are confident riding with traffic. Class III bike routes are recommended on Elderwood Drive and portions of Contra Costa Boulevard and Pleasant Hill Road. The BPMP recommends a total of 2.02 miles of major road Class III bike routes. The City will continue to evaluate whether these locations in the future can be upgraded to full bike lanes. The City may determine that use of shared lane markings (SLMs) on major roads are appropriate to raise motorists’ awareness of the presence of bicyclists.

Class III – Neighborhood Bike Routes: Shared Lane Markings (SLMs) are recommended on all neighborhood routes and some collector roads. SLMs serve three functions: 1) indicate to bicyclists where they should position themselves in the roadway to “take the lane” and to avoid collisions with opening car doors; 2) remind motorists to share the road with bicyclists; and 3) provide wayfinding guidance along neighborhood connectors. The BPMP recommends a total of 14.8 miles of Class III Bike Routes, mostly on neighborhood streets.

Class IV – Protected Bikeways: On arterial and collector streets, the city should seek to implement Class IV – Protected Bike Lanes with physical separation from adjacent vehicle traffic to provide the highest level of comfort for bicyclists. The BPMP recommends that the complete length of Taylor Blvd from Contra Costa Blvd to the Southerly City Limits be considered for Class IV – Protected Bike Lane treatments, as feasible within right-of-way and other green street design treatments. Physical separation treatments can include, but not be limited to permanent physical raised islands, temporary ridged but movement barriers, or flexible posts.

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Packet Pg. 421 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Recommended Bicycle Facilities | 37 The city should seek to implement facilities in the following order from greatest comfort to the least comfort as listed below:
Class I (right-of-way available with minimal side conflicts) Class IV Separated Bikeways (“cycle tracks”)
Class II Buffered Bike Lanes
Class II Bike Lanes
Class III Bike Routes (on higher volume streets where bike lanes are infeasible)

5.1.2. Bicycle Support Infrastructure
Traffic Signal Bicycle Detection
City traffic signals are fully actuated and
are operated by video camera or
pavement loop detection. A car or
bicycle must be detected to trigger a
green light. Pavement loops sense a
change of inductance when a metallic
object passes over it. Due to the limited
amount of metal on a bicycle, pavement
loops sometimes may not be able to
detect the presence of bicycles.

Recommendation: The BPMP
recommends the City explore calibrating
loop detection at signalized
intersections and painting bicycle loop
stencils on bikeways. As the City
performs major work on intersections
and signals, the BPMP recommends the
City to install video detection cameras at traffic signals to better detect bicycles.

Crossing Improvements at Unsignalized Locations
Unsignalized crossings of major roadways along the neighborhood bike routes will need to be improved in order to facilitate safe and efficient crossings for bicyclists. In many cases, if crossings are improved, these neighborhood bike routes would serve bicyclists with minimal additional improvements.

Recommendation: The City should continue to evaluate all unsignalized crossings of major roadways along the proposed neighborhood bike routes and identify infrastructure improvements that will better facilitate safe bicycle and pedestrian crossings.

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Pleasant Hill has installed bicycle parking stalls at
many destinations, including downtown, library,
community centers, and parks. However, the City’s
bicycle parking ordinance does not stipulate the
type of bicycle parking required of developments.

Amending the bicycle parking ordinance to set
bicycle parking requirements based on land use
will ensure that bicyclists will have the appropriate
facility to park their bicycle at their destinations.

Cities throughout the San Francisco Bay Area have
adopted bicycle parking ordinances based on a
variety of criteria. Some cities base the number of
bicycle parking stalls and bicycle parking facility
types on land use.

Recommendation: This BPMP recommends the
City explore a study to determine the appropriate
factors from which to derive bicycle parking
requirements. The Association of Bicycle and
Pedestrian Professionals (APBP) provides sample bicycle parking requirements and Appendix A: Design Guidelines provides bicycle parking design guidelines. In addition, the City may work with the 511 Contra Costa Bicycle Parking Program, which offers assistance to provide bicycle parking upon request of employers and multi-family housing owners.

Showers and Changing Rooms
Similar to bicycle parking requirements, a shower and changing room requirement ordinance supports bicyclists. Many people do not bike to work or other destinations because they do not have a place to shower, change, or store their biking clothes. Employers that provide shower and changing rooms will encourage employees to bike to work.

Recommendation: This BPMP recommends the City explore ways to encourage employers to provide shower/changing room facilities so employees will have an incentive to bike to work.

5.1.3. Micro-mobility
“Micro-mobility” is a term that refers to the growing suite of small, human or electric-powered transportation vehicles such as e-scooters and skateboards that are complimentary to the bicycle as low-speed mobility devices. These devices may be personally owned or part of a shared mobility service (such as bike share, scooter share, etc.). In particular, shared micro-mobility systems broaden the suite of choices that provide an alternative travel mode to the car, and early research and evaluation suggests that shared micromobility devices hold benefits for stimulating transit ridership and reducing congestion. In 2022, the Pleasant Hill City Council approved a 12-month pilot program for Birds to operate e-scooters in the city. In the Fall of 2022, Birds launched its e-scooter services. The City of Pleasant Hill will be participating in the new CCTA MicroMobility Program that includes bike share and scooters as part of a Countywide micro-mobility expansion program.

Key considerations of micro-mobility includes:
On-Street Bikeway Design: Bicycle infrastructure should assume use by low-speed devices such as escooters, mobility scooters, skateboards, roller skates, and tricycles. Additional width and buffer space

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Trail and Sidewalk Requirements: e-scooters are prohibited on sidewalks, curbs, or marked on-street parking stalls pursuant to State law.
Shared Micro-Mobility System Regulations: Cities have largely shifted away from procurement and exclusive contracts for establishing bike and scooter share. Licensing or permitting programs are used as a way to manage micro-mobility providers, including establishing the rules, responsibilities, and conduct of operators. Cities can control where micro-mobility units are concentrated through two primary methods: system rebalancing requirements and geofenced operation boundaries. System rebalancing requirements allow cities to identify key locations or areas where units should be located after recharging. Geofenced operation boundaries allow cities to define zones where dockless mobility units should not be ridden. These boundaries are most often enforced by in-app warnings, accompanied by user penalty fees for riding outside of an approved area. For any vendorsponsored micro-mobility program, it is recommended the City establish a pilot phase for data collection, including trip origins and destinations, routes, vehicle use, crash reports and complaints are collected and analyzed, in addition to structured community feedback. Pilot programs allow cities to remain flexible and provide an opportunity to adjust permit terms, consider proposals from different service providers, and incorporate community input into program planning before approving a longterm permit program.

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6. Recommended Pedestrian Facilities
This chapter presents recommended pedestrian facilities that support the City’s existing sidewalk installation and crossing improvement programs. The public identified locations in need of pedestrian facilities through the project website and public meetings. Recommended pedestrian facilities incorporated the public’s input and the City’s ongoing programs to build sidewalks and improve crossings. In addition, the recommendations were developed to support the Pedestrian Priority Areas that were identified in Chapter 4 of the BPMP.

6.1. Recommended Pedestrian Improvements
Recommended pedestrian improvements include potential new sidewalks and crossing improvements.

Sidewalk recommendations are consistent with the City’s Pedestrian and Bicycle Program (Measure K), and the crossing recommendations are in alignment with the City’s Crosswalk Priority List. This chapter also includes approved sidewalk installation projects identified in the City’s Capital Improvement Program (CIP).

6.1.1. Sidewalk Installation Program
The City has a long-term goal to construct sidewalks on at least one side of the street in Pleasant Hill along identified pedestrian routes. Sidewalks recommended in this chapter support the City toward that goal. New sidewalks are recommended to be a minimum of five feet wide. Actual sidewalk width should be evaluated on a case-by-case basis and should meet the needs of the nearby land use (see Appendix A: Design Guidelines for recommendations on sidewalk zone widths for different land use contexts). Figure 6-1 presents the recommended new sidewalks that fill the most critical gaps in the pedestrian network and crossing recommendations. Chapter 9, includes a list of recommended sidewalks and crossing improvements.

Pedestrian Priority Areas, presented in Chapter 4, Needs Analysis, provides a basis for identifying the critical sidewalk gaps by identifying the areas with the most pedestrian demand based on proximity to schools, commercial areas, transit, and gaps in the overall network. In total, the BPMP recommends 8.2 miles (43,349 linear feet) of new sidewalk.

6.1.2. Crossing Improvements
The City maintains a prioritized list of pedestrian crossing locations in need of improvements. These locations are ranked based on collision history, potential for collision, traffic volume, posted speed limit, and number of travel lanes. The list is developed and updated in coordination with the City's Traffic Safety Commission, and it is on file with the City's Engineering Division. Typical crosswalk improvements include (but are not limited to) pedestrian actuated crosswalk flashing beacons, high visibility crosswalk striping, advanced yield striping, crosswalk signs, ADA curb ramps, or concrete curb extensions.

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7. Wayfinding Signage
Wayfinding is a term used to describe signage that helps people determine their location and directs them along a route to get to their destination. By installing wayfinding signage for bicyclists and pedestrians, the City demonstrates a commitment to integrating these users into the transportation network.

Wayfinding signage directs bicyclists and pedestrians to the most direct route to their destination. It also encourages visitors and residents to bicycle and walk in Pleasant Hill by letting people know that it is possible to walk and bike to their destination.

Pleasant Hill has many bicycle and pedestrian destinations, and as recommended capital improvement projects in the BPMP get implemented, the City moves closer to having a complete and seamless non-motorized network. Nevertheless, even before constructing any new facilities, Pleasant Hill demonstrates a wayfinding need. The Contra Costa Canal Trail, Iron Horse Regional Trail, and EBMUD Trail provide inter-city connections for bicyclists and pedestrians, but they have very little wayfinding signage to other destinations in Pleasant Hill. Bicycle and pedestrian connections from the Pleasant Hill BART station to destinations in Pleasant Hill are not well-signed.

7.1. Standard Signs for Bicycle Wayfinding
The California Manual of Uniform Traffic Control Devices (CAMUTCD) provides a standard wayfinding signage design for bicyclists. The standard signs, pictured on this page, maintain a design consistent with other roadway signs, i.e. green background and white typeface. The City may add its logo to display community identity.

While CAMUTCD provides guidance for sign design and installation, it does not provide detailed guidance for developing a hierarchy of destinations and locating signs. Communities throughout the United States have developed more detailed guidelines for designing and locating bicycle and pedestrian wayfinding signage. This section draws on the bicyclist wayfinding signage design and implementation plan developed by the City of Oakland.6

7.2. Sign Types
Wayfinding signage can be divided into three sign types, described below, each with a specific purpose.

Confirmation Sign: Confirms that a bicyclist is on a designated bikeway. Consists of a standard D11-1 Bike Route sign and a destination distance sign (D1-1b). Installed mid-block or on the far side of intersections.

Turn Sign: Directs bicyclists along a bikeway when it turns. Consists of a standard D11-1 Bike Route sign and a directional arrow plaque (M7-1). Installed on the near side of intersections.

Decision Sign: Directs bicyclists to popular destinations. Consists of a standard D11-1 Bike Route sign and a plaque with destination name and arrow. Decision signs are installed where two bike routes cross, on the near side of intersections.
6 More information about Oakland’s wayfinding signage plan can be found here: http://www.oaklandpw.com/page122.aspx

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7.3. Sign Placement
The following principles should be considered when installing wayfinding signage. A confirmation sign should be installed at the beginning of every bikeway. A turn sign should be installed in advance of where a bikeway turns. A decision sign should be installed at the intersection of bikeways. A decision or turn sign should be installed in advance of left turn in a bikeway. Installation location of the sign should consider the number of lanes a bicyclist must merge across to access the left turn lane:

No lane to merge: 25 feet; Two lanes: 100 feet; Three lanes: 200 feet.

7.4. Sign Frequency
On average, the City should install signs every one half mile to one mile, depending on the number of intersections (street density). For example, wayfinding signage along Gregory Lane should be installed at least every half mile and signage along Viking Drive should be installed every half mile or more. A typical bikeway mile will have three signs, one at each end, and one at mid-point.

7.5. Destinations
Pleasant Hill has a multitude of destinations for bicyclists. Categorizing destinations into primary, secondary and tertiary will inform the City as to the appropriate destination to display on a given wayfinding sign. To avoid visual clutter, the number of destination signs should be limited to three per post.

Primary destinations are regional destinations and should be displayed on signs at the greatest distance from the destination and maintain display priority with close proximity. These may include BART and neighboring communities of Walnut Creek, Concord, Lafayette, Martinez, and Contra Costa County.

Secondary destinations are popular local destinations and are displayed within two miles from the destination.

These may include downtown Pleasant Hill and Diablo Valley College.

Tertiary destinations are only relevant to users within close proximity of the destination. These may include schools, library, community centers, parks, and entrances to the Contra Costa Canal Trail, Iron Horse Regional Trail, and EBMUD Trail.

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8. Recommended Programs
This chapter presents possible programs that the City can explore to support biking and walking. The programs as summarized in Table 8-1. Programmatic recommendations follow a multi-disciplined strategy that incorporates the six Es: engagement, equity, education, encouragement, engineering, and evaluation, which work in unison to help foster a healthy biking and walking culture.

Every recommended program requires some level of partnership between the City, other government agency, school, or advocacy group. Given that any one of these partners could take the lead in program implementation, recommendations present possible partnerships for each program and identify estimated cost and associated staffing/material requirements. The City may use its discretion in implementing the recommended programs as funding and staff time permit.

Table 8-1: Possible Programmatic Implementation
Program Cost Description Anticipated Partnerships
Safe Routes to
School
$100,000 to
$200,000
(one to two
years)
Developing Safe Routes to School maps for
each K-12 school in the City.

Incorporating bicycle and pedestrian safety
skills into curriculum, promoting Walk and
Roll Day, organizing volunteers to lead
walking school buses.

Street Smarts Diablo
School district
Bike East Bay
Parent/Teacher Associations
City staff
Adult Bicycle
Education
$1,500
(per event)
Bike East Bay charges $500 per class of 16.

Estimated cost also includes venue rental
and eight hours of staff time for
coordination and promotion.

Bike East Bay
City staff
511 Contra Costa
Bike-to-Work
Day
$10,000
(per event)
Organizing, administering and promoting
two energizer stations and an event
downtown the day of BTW. Assumes that
volunteers will staff the event.

Bike East Bay
Health department
BART
City staff
511Contra Costa
Bicycle and
Pedestrian
Website/
brochures
$40,000 (per
year)
Estimated annual cost of staff time to
maintain and provide content for the
website and provide brochures with content
from the website.

City staff
511 Contra Costa
Bicycle and
Pedestrian
Access
Ordinance
$60,000 (one
time cost)
2,000 hours of staff time to develop
ordinance. Additional 5% full-time staff cost
to implement ordinance annually.

City staff
Traffic Safety Commission
Planning Commission
City Council
Business Associations
Bicycle and
Pedestrian
Collision
Analysis
$5,000 60 staff hours per year to collect and analyze
SWITRS or local bicycle and pedestrian
collection data. Plot collision locations on
citywide map.

City staff
Annual
Citywide Traffic
Counts
$15,000 Bi-Annual citywide program to collect
vehicle turning movements, bike, and
pedestrian counts. Develop count program
that counts key locations every two years.

City staff
East Bay Regional Park District
Bicycle and
Pedestrian
Survey
$6,000 Includes 80 hours staff time for
administration and analysis; and $1,000 for
500 paper surveys and promotional
materials.

City staff
Bike East Bay
Schools
511 Contra Costa

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8.1. 511 Contra Costa Programs
511 Contra Costa is the TDM agency for the County, and provides numerous programs that support biking and walking. Taking advantage of most of these programs only requires a request from the City or other interested and eligible parties. The recommendations below encourage the City to take full advantage of 511 Contra Costa programs.

Recommendations:

Summer Bike Challenge: 511 Contra Costa’s Summer Bike Challenge (www.511cc.org/sbc) has been successful in Pleasant Hill since 2015 at no cost to the City or participants. The City should continue to encourage and support this event.

Commuter Incentive Brochure: This BPMP recommends the City Chamber of Commerce notify employers of 511 Contra Costa’s Commuter Incentive Brochure and the benefits obtained by “Traveling Greener.” Bicycle Parking: This BPMP recommends the City notify public employers (e.g. library and community centers) of the 511 Contra Costa’s bicycle parking program if bicycle parking is needed.

8.2. Education Programs
Education programs provide an opportunity for children and adults to learn safe biking and walking skills. Safe Routes to School is a popular program that incorporates biking and walking skills into the curriculum. Local advocacy groups offer bicycle skill classes for adults.

8.2.1. Safe Routes to School (SRTS)
Safe Routes to School is a multi-disciplined
program that incorporates a comprehensive
approach to improve safety and increase
biking and walking to schools. A successful
SR2S program incorporates all of the
program’s key components, known as the six
Es:
Engagement
Equity
Education
Encouragement
Engineering
Evaluation
Within Pleasant Hill, SRTS programming is led by Street Smarts Diablo (www.streetsmartsdiablo.org), which delivers bicycle and pedestrian safety programs at no cost to qualifying public schools in Central and East Contra Costa County. Street Smarts Diablo is managed by 511 Contra Costa, with funding from the Contra Costa Transportation Authority and the Bay Area Air Quality Management District’s Transportation Fund for Clean Air. Street Smarts Diablo coordinates SR2S program activities within Pleasant Hill, including events such as Int

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Packet Pg. 431 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Recommended Programs | 47 ernational Walk and Roll to School Day. The Street Smarts Diablo website offers resources for school administrators, teachers, parents and other school stakeholders.

Recommendation: The City should continue to partner with Street Smarts Diablo for SR2S programming at local schools. The City should seek to implement infrastructure improvements to improve safety in school zones. This may also include the City working with each K-12 school to develop SR2S maps for each campus.

8.2.2. Adult Bicycle Education
Bicyclists were found to be at fault for 53 percent of bicycle related collisions in Pleasant Hill from 2014 to 2018. In nearly half of those collisions, the bicyclist was riding the wrong way. Educational programs can help increase awareness around safe and predictable biking. Typically, either a local advocacy group or the police department teaches bicycle skills and rules of the road classes.

Recommendation: This BPMP recommends the City to explore working with Bike East Bay to provide adult bicycle education classes for Pleasant Hill residents. The classes could be hosted at the Pleasant Hill Community Center, City Hall, or Contra Costa County Library.

8.3. Bicycle and Pedestrian Awareness Campaigns

8.3.1. Bike-to-Work Day/Month
During 2019 Bike-to-Work Day, 511 Contra Costa hosted energizer stations at the Pleasant Hill BART station, Contra Costa Canal Trail at Gregory Lane, and Contra Costa Canal Trail at Golf Club Road intersection. Energizer stations provide snacks and promotional items to the biking commuters, and they are a great way to encourage people to bicycle to work on Bike-to-Work Day. Held on the third Thursday in May, Bike-to-Work Day is merely one day of celebrating the third week in May as California Commute Week and the whole month as Bike-toWork Month.

Increased participation in Bike-to-Work month will demonstrate the City’s dedication to reducing greenhouse gas emissions and compliance with Assembly Bill 32: Global Warming Solutions.

Recommendation: This BPMP recommends the City explore increased participation in Bike-to-Work Day and Month. Additional activities may include:
Hosting an energizer station in downtown, which may include a speech from a local prominent figure, touting the benefits of biking to work.
Participating in the 511.org Bike-to-Work Challenge, a contest between employers to ride the most miles to work in May.

8.3.2. Temporary Street Closure
The temporary closure of streets to vehicular traffic promotes biking and walking by allowing people to safely bike, walk, skate, stroll, connect, play, and recreate on the street. These events are typically held on the weekend. Cities around the world refer to this type of event by a variety of terms including “Sunday Streets” and “Ciclovia”. Downtown and shopping areas are ideal places for street closures and merchants benefit from the additional foot traffic. San Francisco and Oakland are among the cities in the Bay Area that have held such events.

Recommendation: This BPMP recommends the City implementing a temporary street closure event to promote bicycling and walking in Pleasant Hill, such as closing Crescent Drive in downtown Pleasant Hill for part of a weekend day. Downtown Pleasant Hill offers a variety of dining, shopping, and entertainment opportunities for Sunday Streets participants. Sunday Streets could potentially be held in coordination with

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Packet Pg. 432 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Recommended Programs | 48 the City’s Saturday morning farmers’ market on Crescent Drive. Such an event would require notification to and coordination with local businesses and residents on the routes.

8.3.3. Bicycle and Pedestrian Access Ordinance
Bicyclists and pedestrians often have difficulty accessing buildings due to unclear routes through parking lots or poorly located bicycle racks. This is especially common in auto-oriented retail centers with large surface parking lots.

Bicycle and Pedestrian Access Ordinance would require property owners to plan for bicycle and pedestrian access. The City could require the developer to complete a Bicycle and Pedestrian Access Checklist or develop a Bicycle and Pedestrian Access Plan prior to development approval.

Recommendation: This BPMP recommends the City explore a study in determining the appropriate bicycle and pedestrian access requirements for Pleasant Hill as a step towards developing a bicycle and pedestrian access ordinance. Access requirements may include types of bicycle parking, additional parking lot treatments that accommodate bicyclists and pedestrians, and signage directing bicyclists and pedestrians through large surface parking lots.

8.4. Safety and Enforcement

8.4.1. Bicycle and Pedestrian Related Targeted Enforcement Targeted enforcement is an effective way of encouraging lawful behavior in traffic and can focus on a specific issue related to bicycle and pedestrian related collisions. The Police Department currently adds patrols around schools in September to ensure drivers are obeying school zone speed limits and yielding to pedestrians.

Motorists are not the only roadway users endangering bicyclists and pedestrians. Bicyclists who ride the wrong way or pedestrians who cross midblock where no marked crosswalk exists also increase the potential for collisions.

Recommendation: The BPMP recommends the Police Department continue targeted enforcement at schools, particularly along roadways where speeding motorists have been an ongoing issue. As identified by Table 4-3, the most common traffic violation among bicyclists is riding the wrong way. Of the 40 wrong way violations between 2014 and 2018, 17 of them involved biking the wrong way. This BPMP recommends the Police Department continue their practice of educating bicyclists on the hazards of riding the wrong way, particularly in the commercial areas of the city.

Time-of-Day Bike Lane Parking Enforcement
“Time of day” bike lanes exist on segments of Patterson Boulevard and Viking Drive to coincide with school commutes to provide students with dedicated bike routes. For time-of-day bike lanes to serve bicyclists, they must be clear of parked vehicles during posted operating hours, otherwise bicyclists are forced to ride on the travel lanes where motorists may not be expecting them.

Recommendation: The BPMP recommends the Police Department conduct enforcement of parking restrictions on time-of-day bike lane segments for compliance to ensure that these bike lanes are clear of parked vehicles during posted hours of restrictions, and to ensure bicycle safety.

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8.5. Evaluation and Public Outreach

8.5.1. Bicycle and Pedestrian Collision Analysis
Analyzing bicycle collision data provides the City with the locations and causes of bicycle and pedestrian related collisions, which helps the City to determine the appropriate facility improvements that may increase safety.

SWITRS is a primary source of collision data, as discussed in Chapter 4.

Recommendation: The BPMP recommends the City analyze bicycle and pedestrian collision data annually. This BPMP provides a collision analysis of years 2014 to 2018. The City may use this analysis as a baseline to compare future analyses.

8.5.2. Bicycle and Pedestrian Counts
Bicycle and pedestrian count data is
important for understanding
collision rates, activity levels,
infrastructure needs, and level of
effectiveness of a project. Pleasant
Hill does not currently collect
bicycle and pedestrian counts on a
regular basis.

Recommendation: The BPMP
recommends the City explore the
feasibility of increasing its efforts to
collect bicycle and pedestrian count
data by including bicycle and
pedestrian counts as part of its
citywide traffic count program,
establishing a database of bicycle
and pedestrian counts, and coordinating with the East Bay Regional Park District for trail count information.

8.5.3. Bicycle and Pedestrian Survey
A general public survey about biking and walking behavior and the challenges encountered while biking and walking can help the City identify needs and measure project effectiveness. This information can be published as an annual or biennial report on the status of biking and walking in Pleasant Hill.

Recommendation: The BPMP recommends that the City explore administering a bicycle and pedestrian survey and analyze its results every two years. The National Bicycle and Pedestrian Documentation project provides sample questionnaires, recommended survey dates and administration instructions.

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9. Implementation
The BPMP provides recommendations for new bikeways, sidewalks, and intersection improvements to allow people of all ages and abilities to safely and comfortably use the City’s bicycle and pedestrian network for all trip purposes. The BPMP provides improvement recommendations and general network guidelines that will require further analysis and project development by the City during implementation. While the BPMP identifies recommended treatments for specific projects, the City will determine all design level issues, including the application of technology based devices during project implementation. Unanticipated opportunities and challenges will arise during the City’s analysis, development, design, and funding of each project, and as a result, the specific designs recommended in this BPMP may be modified.

9.1. Project Implementation
Improvements recommended by the BPMP will need to be incorporated into the City’s Capital Improvement Plan (CIP), which is the City’s primary project budgeting and implementation document, for funding and implementation. To ensure that the proposed networks are implemented in a systematic and efficient manner, it is the City’s intent to review capital improvement projects and new development projects in conjunction with the bicycle and pedestrian networks identified in the BPMP and incorporate bicycle and pedestrian elements whenever these projects are implemented.

Figure 9-1 illustrates the process by which projects included in the BPMP will be implemented.

Figure 9-1: Implementation Diagram
The BPMP recommended improvements not implemented as a part of an already funded CIP project or development project can be implemented under the City’s CIP Pedestrian and Bicycle Program (Measure K).

This program will be funded through annual local Measure K allocations and other funds. The project evaluation criteria listed in Table 9-2 will be used to evaluate the priority that projects are to be selected for future budg

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Packet Pg. 435 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Implementation | 51 eting in the CIP and for future application for Federal/State transportation grants. The final selection of projects for grant application will also be based on (but not limited to) the following criteria:
Project match with grant funding criteria and intent
Project cost comparing with grant funding level
Partially funded projects may have higher priority for grant funding application Other changing safety/transportation/economic factors that may increase the probability of the City securing grant funding.

9.2. Costs
Planning level project costs are estimated to include preliminary design, environmental review, and construction. The total estimated costs of implementing all bicycle and pedestrian improvements ranges from $14 million to $36 million. Table 9-1 presents individual costs by improvement types.

Table 9-1: Costs by Project Type
Project Type Range of Cost Per Mile
Length/
Quantity Low Cost High Cost
Class I Multi-Use Paths $0.7 Million - $1.5 Million 5.2 miles $3,600,000 $7,800,000 Class II Bike Lanes $130,000 - $420,000 4.7 miles $611,000 $2,000,000 Class III Signed Bike Routes $15,000 - $25,000 2.0 miles $30,000 $50,000 Class III Neighborhood Bike
Routes
$75,000 - $0.5 Million 14.8 miles $1,110,000 $7,400,000 Sidewalk Gap Closures (5 ft wide) $0.65 Million - $1 Million 10.7 miles $6,950,000 $10,700,000 Crossing Improvements $25,000 - $250,000 16 locations $400,000 $4,000,000 Wayfinding Signage Plan 1 plan $25,000 $50,000
Total Cost Range $13,865,000 $36,708,000

9.3. Implementation Priority
The proposed bicycle and pedestrian networks, when fully implemented, will provide a comprehensive system throughout the City of Pleasant Hill. However, due to limited staff and funding resources, the proposed improvements should be prioritized for grant funding and implementation. Table 9-2 presents criteria used to score the BPMP recommended bicycle and pedestrian improvements. The criteria is consistent with the BPMP’s goals and policies, as well as with project scoring criteria commonly used by bicycle and pedestrian related grant sources. The criteria provides a framework for prioritizing projects that improve safety, provide safe routes to school, provide access to community destinations, add bicycle or pedestrian infrastructure to a major roadway, are relatively easy to implement, and enhance local or regional connectivity. Table 9-3 and Table 9-4 present the scores and the prioritized lists of bicycle and sidewalk recommendations, respectively.

Table 9-2: Prioritization Framework
Criteria Description Related Goal/Policy
Addresses Existing
Safety Deficiencies
Consider each project based on collision history.

Projects receive higher priority if they improve a
location that has had a high number of collisions.

Goal 2: Strive to eliminate all fatal and
serious injury on bike and pedestrian
related crashes.

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Packet Pg. 436 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) City of Pleasant Hill BPMP – January 2023 Implementation | 52 Provides Safe
Routes to School
Consider each project based on its proximity to
school. Projects receive a higher priority if they are
located near a school and on a logical route to
school.

Goal 3: Encourage people to bike and
walk for utilitarian purposes.

Provides Access to
Community
Destinations
Consider each project based on its proximity to
commercial areas, parks and civic buildings. Projects
receive higher priority if they are located near
community destinations and provide a logical route
to these destinations.

Goal 3: Encourage people to bike and
walk for utilitarian purposes.

Availability of
External Funding
Opportunities
Consider each project based on how competitive it
will be for Federal, State or Regional grants. Projects that align with the goals of large funding sources,
such as the California ATP, receive higher priority.

Goal 4: Encourage more people to bike
and walk in Pleasant Hill by
implementing supportive
infrastructure and programs.

Ease of
Implementation
Score each project based on the complexity of the
project. Projects with significant feasibility analysis, design, right-of-way, maintenance or environmental
requirements receive a lower priority. Projects that
can easily be implemented as part of another active
maintenance or CIP project (e.g. street resurfacing),
or as part of a nearby development project receive
higher priority.

Goal 4: Encourage more people to bike
and walk in Pleasant Hill by
implementing supportive
infrastructure and programs.

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Name Start End Class Miles
Class I Multi-Use Paths
Paso Nogal Rd (N) Alhambra Ave Morello Ave I 0.92
Grayson Creek MUP Viking Dr North City Limit (near 2nd Ave S) I 1.18 Walnut Creek (Connector Path) Santa Monica Dr (terminus) Longbrook Way I 0.03 Walnut Creek Santa Monica Dr Pleasant Hill Plaza Shopping Center (Safeway) I 1.19 Pleasant Hill Plaza Shopping Center (Safeway) Woodsworth Ln Walnut Creek/EBMUD ROW I 0.2 Class II Bike Lanes
Morello Ave Paso Nogal Rd (N) Taylor Blvd II 0.89
Gregory Ln Pleasant Hill Rd Cleaveland Rd II 0.99
Cleveland Rd Boyd Rd Gregory Ln II 0.31
Alhambra Ave – Pleasant Hill Rd Taylor Blvd Paso Nogal Rd (N) II 0.37 Contra Costa Blvd Chilpancingo Pkwy 567 Contra Costa Blvd II 0.18 Monument Blvd Contra Costa Blvd East City Limit (near Mohr Ln) II 0.26 Pleasant Hill Rd Grayson Rd-Gregory Ln Western Hill Dr (N) II 0.25 Pleasant Hill Rd Kelsey Ct Barnett Terrace II 0.48
Coggins Dr Buskirk Ave-Oak Rd Las Juntas Way II 0.48
Contra Costa Blvd Viking Dr Harriet Dr II 0.50
Oak Park Blvd Pleasant Hill Rd Contra Costa Canal Trail (near Oak Park Ln) II 0.25 Class III Bike Routes
Longbrook/Ellinwood Loop Loop around Neighborhood III 1.06 Shirley Dr Taylor Blvd Harriet Dr III 0.36
Margie/Leslie/Elinora Susan Ln Gregory Ln III 0.84
Mary/Roche Kathleen Dr Harriet Dr III 0.42
Lucille Ln Taylor Blvd Maureen Ln III 0.55
Helen Rd Gladys Dr Gregory Ln III 0.16
Maureen/Chadima Elinora Dr Eloise Ave III 0.41
Mercury/Vineyard Pleasant Hill Rd Taylor Blvd III 0.82
Kiki Dr Morello Ave Valhalla Elementary School III 0.80 Cortsen Rd Grayson Rd 285' N of Boyd Rd III 0.25
Boyd Rd Cortsen Connector Path Old Rogers Ranch Connector Path III 0.10 Old Rogers Ranch/Twinview Old Rogers Ranch Connector Path Hamilton Connector Path III 0.08 Hamilton/Cumberland Hamilton Connector Path Dinosaur Park III 0.90 Cumberland Dr Pleasant Hill Rd Cumberland Dr (N-S) III 0.15 Gladys Dr Elinora Dr Strandwood Elementary School III 0.31 Westover - Eloise Grayson Rd Pleasant Hill Rd III 0.51
Harriet Dr Shirley Dr Gregory Gardens School III 0.29
Devon Ave Madeira Wy Hannan Dr III 0.40
Boies Dr Hannan Dr Boies Dr Connector III 0.13
College Dr Golf Club Rd Harriet Dr III 0.88
Devon Ave Alhambra Ave Madeira Wy III 0.19
Hannan Dr Madeira Wy Boies Dr III 0.04
Strand - Westover - Eloise Grayson Rd Pleasant Hill Rd III 0.36 Lucille Ln Maureen Ln Gladys Dr III 0.22
Norse Dr Paso Nogal Rd Taylor Blvd III 0.52
Boyd Rd Pleasant Hill Rd Contra Costa Blvd III 0.99
Camelback Rd Old Quarry Rd City Limit III 0.72
Santa Monica Dr City Limit Ellinwood Creek III 0.17
Doray Dr Susan Ln Contra Costa Blvd III 0.09
Susan Ln Margie Dr Doray Dr III 0.04
Geraldine - Fair Oaks - Marcia Rte Claire Dr Lisa Ln III 0.33 Osborne - Las Juntas Rte Lucille Ln Contra Costa Canal Trail III 0.19 Elmira-Geraldine Connector Rte Geraldine Dr Elmira Ln III 0.03 Apollo Mercury Way Taylor Blvd III 0.43
Treadway - Vivian - Linda - Doris - Susan Rte Woodsworth Ln Margie Dr III 0.44 Kathleen Dr Mary Dr Lucille Ln III 0.13
Golf Club Rd Paso Nogal Rd Contra Costa Blvd III 0.03
Putnam Blvd Oak Park Blvd Geary Rd III 0.51
Class III Bike Routes Or Better
Elderwood Dr Alhambra Ave North City Limit III 0.53
North Main St Oak Park Blvd South City Limit (near Sun Valley Dr) III 0.15 Contra Costa Blvd Woodsworth Ln Astrid Dr III 0.46
Buskirk Ave Hookston Rd Coggins Dr III 0.52
Oak Rd South City Limit (near Elena Ct) Oak Park Blvd-Coggins Dr III 0.11 Hookston Rd Buskirk Ave Concord City Limit III 0.11
Pleasant View Dr Pleasant Hill Rd Bridge Rd III 0.10
Bridge Rd Pleasant View Dr Contra Costa Canal Trail III 0.14 Hookston Rd Cleaveland Rd Contra Costa Blvd III 0.15
Class II Bike Lanes Or Better
Coggins Rd Buskirk Ave East City Limit II 0.21
Morello Ave Paso Nogal Rd (N) Ridgeview Dr II 0.31
Viking Dr Norse Dr Ruth Dr II 0.52
Class IV Separated Bikeway
Taylor Blvd West City Limit Contra Costa Blvd IV 2.60
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City of Pleasant Hill BPMP – January 2023 Implementation | 54 Table 9-4: Recommended Sidewalks
Name Start End Miles
Wendell Ln Oak Park Blvd Pleasant Hill Rd 0.14
Moiso Ln Gregory Ln Moiso Ln (south terminus) 0.08
Treadway Ln Vivian Dr Mazie Dr 0.05
Ellinwood Way Longbrook Way Ellinwood Way Loop 0.64
Ellinwood Way Ellinwood Dr Longbrook Way 0.15
Shirley Dr Taylor Blvd Doray Dr 0.50
Mary Dr Kathleen Dr Harriet Dr 0.42
Oak Park Blvd Hook Ave Monticello Ave 0.18
Strand Ave Grayson Rd Pleasant Hill Rd 0.36
Longfellow Dr Keats Cir Patterson Blvd 0.18
Elinora Dr Gregory Ln Maureen Ln 0.23
Maureen Ln Rose Ln Elinora Dr 0.31
Elinora Dr Maureen Ln Leslie Dr 0.16
Leslie Dr Elinora Dr Doray Dr 0.06
Doray Dr Leslie Dr Shirley Dr 0.32
Evelyn Dr Merian Dr Mary Dr 0.21
Merian Dr Mary Dr Evelyn Dr 0.18
Chilpancingo Pkwy Ryan Dr Camelback Rd 0.15
Golf Club Rd Contra Costa Canal Trail Paso Nogal 0.03
Viking Dr Stubbs Rd Ruth Dr 0.38
Taylor Blvd Contra Costa Blvd Civic Dr 0.19
Madeira Way 300' SW of Del Vista Ct Apollo Way 0.12
Pleasant Valley Dr Astrid Dr I-680 Ramp 0.29
Astrid Dr Contra Costa Blvd EBMUD Trail 0.13
Hookston Rd Contra Costa Blvd Clara Ct 0.08
Vivian Dr Treadway Ln Contra Costa Blvd 0.15
Geraldine Dr Hookston Rd Fair Oaks Dr 0.27
Rose Ln Gladys Dr Maureen Ln 0.23
Lucille Ln Gladys Dr Kathleen Dr 0.36
Kathleen Dr Lucille Ln Mary Dr 0.13
Morello Ave Contra Costa Country Club Frontage 0.06
Golf Club Rd Stubbs Rd Contra Costa Canal Trail 0.04
Lucille Ln Taylor Blvd 350' South of Taylor Blvd 0.05
Ellinwood Way Longbrook Dr Ellinwood Way Loop 0.25
Morello Ave Paso Nogal Rd Morello Ct 0.23
Apollo Way Madeira Way Taylor Blvd 0.03
Pleasant View Dr Pleasant Hill Rd Contra Costa Canal Trail 0.12 Kahrs Ave Turrin Dr Beswick Ct 0.08
Cleaveland Rd Babette Ct Astrid Dr 0.17
Oak Park Blvd Pleasant Valley Dr Buskirk Ave 0.13
Hoover Ave Dorothy Dr Ellis Ct 0.22
Pleasant Hill Rd Wendell Ln Boyd Rd 1.13
Grayson Rd Mohawk Dr 150 Ft East of Buttner Rd 0.09
Pacheco Blvd 940 Ft North of Chilpancingo Pkwy Chilpancingo Pkwy 0.18

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9.4. Project Funding
There is a variety of potential funding available at the local, regional, state, and federal levels that can support future planning, design, and construction of projects identified in the BPMP. The City’s existing traffic mitigation fee program provides a mechanism to require developers to pay fair share costs of bicycle and pedestrian improvements.

The funding sources considered appropriate for Pleasant Hill are shown in Table 9-5 and discussed in detail in Appendix B: Funding.

Table 9-5: Funding Sources
Federal Funding Sources
RAISE Grant (Rebuilding American Infrastructure with Sustainability and Equity) State Funding Sources
Active Transportation Program (ATP)
Solutions for Congested Corridors Programs
Highway Safety Improvement Program (HSIP)
Sustainable Transportation Planning Grant Program (STP) Office of Traffic Safety: National Safety Program 405(h) Nonmotorized Safety Recreational Trails Program
Affordable Housing and Sustainable Communities Program
Urban Greening Grants
Local Partnership Program
Road Maintenance and Rehabilitation Program
Regional Funding Sources
One Bay Area Grant Program
Contra Costa County Measure J
Transportation Funds for Clean Air
Local Funding Sources
Pleasant Hill Measure K
Mitigation Fees
Assessment Districts
Open Space District
Non-Traditional and Private Funding Sources
California Conservation Corps (CCC)
Rails to Trails Conservancy (RTC)
Grant and Foundation Opportunities
Adopt-A-Trail/Path Programs
Memorial Funds
Revenue-Producing Operations

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ATTACHMENT (E)

4. TRAFFIC IMPACT STUDIES
Blake Griggs Multi-Family Residential Facility – 85 Cleaveland Road Pleasant Hill Starbucks Project – 999 Contra Costa Boulevard

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Packet Pg. 442 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Balancing Functionality and Livability since 1995
w-trans.com

TRAFFIC ENGINEERING

TRANSPORTATION PLANNING
April 6, 2020
Prepared for the City of Pleasant Hill
Submitted by
W-Trans
Traffic Impact Study for the
Blake-Griggs Multi-Family Residential Facility EIR

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Table of Contents
Executive Summary .................................................................................................................................................................. 1 Introduction ................................................................................................................................................................................. 2 Transportation Setting ............................................................................................................................................................. 4 Capacity Analysis .................................................................................................................................................................... 12 Alternative Modes .................................................................................................................................................................. 38 Access and Circulation .......................................................................................................................................................... 39 Conclusions and Recommendations ............................................................................................................................... 40 Study Participants and References ................................................................................................................................... 42 Figures

1. Study Area & Existing Lane Configurations ....................................................................................................................... 3

2. Existing Traffic Volumes ......................................................................................................................................................... 16

3. Future Traffic Volumes ........................................................................................................................................................... 19

4. Site Plan ....................................................................................................................................................................................... 22

5. Project Traffic Volumes and Distributions ....................................................................................................................... 24

6. Existing plus Project Traffic Volumes ................................................................................................................................. 27

7. Future plus Project Traffic Volumes ................................................................................................................................... 30 Tables

1. Collision Rates at the Study Intersections .......................................................................................................................... 7

2. Bicycle Facility Summary ....................................................................................................................................................... 10

3. Transit Routes ............................................................................................................................................................................ 10

4. Intersection Level of Service Criteria ................................................................................................................................. 13

5. Multilane Highway Level of Service Criteria .................................................................................................................... 14

6. Existing Peak Hour Intersection Levels of Service ......................................................................................................... 17

7. Existing Peak Hour Freeway Levels of Service ................................................................................................................ 18

8. Future Peak Hour Intersection Levels of Service ........................................................................................................... 20

9. Future Peak Hour Freeway Levels of Service .................................................................................................................. 21

10. Trip Generation Summary ..................................................................................................................................................... 23

11. Trip Generation Summary for the Vacant Office Building .......................................................................................... 23

12. Trip Distribution Assumptions ............................................................................................................................................. 23

13. Existing and Existing plus Project Peak Hour Intersection Levels of Service ....................................................... 28

14. Future and Future plus Project Peak Hour Intersection Levels of Service ............................................................ 31

15. Existing and Existing plus Project Peak Hour Freeway Levels of Service .............................................................. 32

16. Future and Future plus Project Peak Hour Freeway Levels of Service ................................................................... 33

17. Arterial Speeds .......................................................................................................................................................................... 34

18. Maximum Queues Length and Available Storage ........................................................................................................ 35

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Appendices
A. Collision Rate Calculations
B. Intersection Level of Service Calculations
C. Freeway Level of Service Calculations
D. Arterial Speed Calculations
E. Queuing Calculations

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Executive Summary
The proposed Blake-Griggs Multi-Family Residential Facility project would replace the existing vacant office building at 85 Cleaveland Road in Pleasant Hill, California, with 210 apartment units. The anticipated trip generation of this project would be 1,142 new daily trips, including 76 morning peak hour trips and 92 evening peak hour trips.

The study area includes 16 intersections in and around Downtown Pleasant Hill, as well as Contra Costa Boulevard, I-680, and several nearby freeway on-ramps and off-ramps. The study intersections were assessed using Highway Capacity Manual (HCM) methodologies with the Synchro software package. Roadway segment analysis for Contra Costa Boulevard was completed using SimTraffic microsimulations to determine speeds, which were then assessed based on the minimum acceptable threshold of 15 miles per hour as specified in the Central County Action Plan. Nearby access ramps and mainline segments of I-680 were assessed using HCM methodology and the HCS7 software package.

Existing conditions were assessed using traffic volume counts collected in March 2019 for the weekday a.m. and p.m. peak periods. Future cumulative conditions were determined using growth rates in traffic volumes from the CCTA’s travel forecast model for future traffic. In addition, the addition of a traffic signal at the intersection of Gregory Lane/Elinora Drive was assumed per the City of Pleasant Hill’s FY 2018-2023 Capital Improvement Plan. It was determined that while the Gregory Lane/Elinora Drive and Boyd Road/Cleaveland Road intersections operate unacceptably under Existing conditions, and Boyd Road/Cleaveland Road operates unacceptably under Future conditions, the addition of project-generated traffic would not result in significant impacts at any study intersections.

Traffic operations along arterial roadway segments on Contra Costa Boulevard and I-680 freeway mainline segments were assessed, and there were no significant project impacts determined. While northbound Contra Costa Boulevard would operate deficiently without project traffic during the Existing and Future p.m. peak hours, the addition of project traffic would not change the arterial speed along the corridor. This would result in a less than significant impact to the corridor.

Queue lengths were evaluated for turn lanes at study intersections as well as for freeway off-ramps. The project would result in a significant impact in the northbound left-turn lane at the Contra Costa Boulevard/Crescent PlazaMonument Boulevard intersection, which could be mitigated by extending the northbound left-turn lane by 35 feet, from 190 feet to 225 feet. While the existing westbound right-turn lanes at Monument Boulevard/I-680 are currently over-capacity without the project, the project would add 34 feet and 57 feet of queue length under Existing and Future conditions, respectively. It is recommended that adjustments to the intersection be made to account for this existing queue deficiency.

The proposed pedestrian, bicycle, and transit facilities were assessed and determined to be adequate with respect to the proposed project. Sight distance was also computed for the project driveway and determined to be adequate.

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Introduction
This report presents an analysis of the potential traffic impacts that would be associated with the redevelopment of the vacant Wells Fargo office building located at 85 Cleaveland Road in the City of Pleasant Hill. The traffic study was completed in accordance with the criteria established by the City of Pleasant Hill, including requirements per the Contra Costa Transportation Authority (CCTA), and is consistent with standard traffic engineering techniques.

Prelude
The purpose of a traffic impact study is to provide City staff and policy makers with data they can use to make an informed decision regarding the potential traffic impacts of a proposed project, and any associated improvements that would be required to mitigate these impacts to a level of insignificance as defined by the City’s General Plan or other policies. Vehicular traffic impacts are typically evaluated by determining the number of new trips that the proposed use would be expected to generate, distributing these trips to the surrounding street system based on existing travel patterns or anticipated travel patterns specific to the proposed project, then analyzing the impact the new traffic would be expected to have on critical intersections or roadway segments. Impacts relative to access for pedestrians, bicyclists, and to transit are also addressed.

Project Profile
The proposed project includes 210 apartment units that would replace the existing 38,694 square-foot Wells Fargo office building on Cleaveland Road between Crescent Plaza and Boyd Road in the City of Pleasant Hill. The apartment structure would range from three stories near Cleaveland Road to five stories away from the road and by the existing theater. In addition to the apartment structure, there would be 293 residential assigned and 50 unassigned guest parking spaces provided in an underground structure, for a total of 343 parking stalls. The parking garage would also include 60 long-term bicycle storage spaces. The project site is located in Downtown Pleasant Hill, as shown in Figure 1.

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Packet Pg. 448 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR phi009.ai 10/19
odsworth
Ln
Astrid Dr
Project
Site
1 2 3 4 5
6 7
8 9 10 11
12 13 14 15
16 Not to Scale
Figure 1 – Study Area and Existing Lane Configurations
Study Intersection
LEGEND
1 2 3 4
5 6 7 8
9 10 11 12
13 14
15 16

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Transportation Setting
Operational Analysis
Study Area and Periods
The study area includes the following intersections:

1. Contra Costa Boulevard/Woodsworth Lane

2. Gregory Lane/Elinora Drive

3. Gregory Lane/Cleaveland Road

4. Gregory Lane/Trelany Road

5. Contra Costa Boulevard/Gregory Lane

6. Cleaveland Road/Trelany Road

7. Contra Costa Boulevard/Crescent Drive

8. Cleaveland Road/Crescent Plaza

9. Crescent Drive/Crescent Plaza

10. Contra Costa Boulevard/Crescent Plaza-Monument Boulevard

11. Monument Boulevard/I-680 Ramps

12. Boyd Road/Patterson Boulevard

13. Boyd Road/Cleaveland Road

14. Boyd Road/Crescent Drive

15. Contra Costa Boulevard/Boyd Road

16. Contra Costa Boulevard/Astrid Drive
The study area also includes the following I-680 mainline segments and ramps:

1. I-680 North to the South of Oak Park Boulevard

2. I-680 North Off-Ramp to Contra Costa Boulevard

3. I-680 North Off-Ramp to Monument Boulevard

4. I-680 North On-Ramp from Monument Boulevard

5. I-680 North to the North of Monument Boulevard

6. I-680 South to the North of Willow Pass Road

7. I-680 South Off-Ramp to Monument Boulevard

8. I-680 South On-Ramp from Monument Boulevard

9. I-680 South On-Ramp from Contra Costa Boulevard

10. I-680 South to the South of Oak Park Boulevard
Contra Costa Boulevard is also included in the study area as a roadway study segment.

Operating conditions during the a.m. and p.m. peak periods were evaluated to capture the highest potential impacts for the proposed project as well as the highest volumes on the local transportation network. The morning peak hour occurs between 7:00 and 9:00 a.m. and reflects conditions during the home to work or school commute, while the p.m. peak hour occurs between 4:00 and 6:00 p.m. and typically reflects the highest level of congestion during the homeward bound commute.

Study Intersections
Contra Costa Boulevard/Woodsworth Lane is a signalized intersection with crosswalks and curb ramps across all four legs. The left turns on Contra Costa Boulevard have protected phasing, and the approaches on

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Woodsworth Lane have split phasing. There are bicycle lanes on the west leg. There are two approach lanes from all but the west leg, which has one approach lane.

Gregory Lane/Elinora Drive is a tee-intersection with a stop control on the southbound (Elinora Drive) approach.

There is a crosswalk across the north leg of the intersection. The Elinora Drive leg has one approach while the Gregory Lane legs each have two approach lanes.

Gregory Lane/Cleaveland Road includes crosswalks across all four legs. The intersection is signalized with protected left-turn phasing on Gregory Lane and split phasing on Cleaveland Road. The north leg has bicycle lanes, while a bicycle route (sharrows) is on the south leg. The north leg has one approach lane while the other legs each have two approach lanes.

Gregory Lane/Trelany Road is a tee intersection, with stop control, curb ramps, and a crosswalk only on the Trelany Road approach. There are two approach lanes in each direction on Gregory Lane, and one approach lane on the Trelany Road approach.

Contra Costa Boulevard/Gregory Lane is a large signalized intersection, with protected left-turn phasing on Contra Costa Boulevard and split phasing on Gregory Lane and the I-680 Off-Ramp. A right-turn overlap is provided on the eastbound Gregory Lane approach. There are crosswalks and curb ramps on all four approaches.

The I-680 Off-Ramp approach has one lane, compared with two lanes for the Gregory Lane approach and three for each of the Contra Costa Boulevard approaches.

Cleaveland Road/Trelany Road is similar to Gregory Lane/Trelany Road, in that it is a tee-intersection with stop control, curb ramps, a crosswalk on the Trelany Road approach only, and that the Trelany Road approach has one lane while the Cleaveland Road approach has two lanes. There are also bicycle facilities in the form of sharrows on Cleaveland Road.

Contra Costa Boulevard/Crescent Drive is a signalized intersection with protected left-turn phasing provided on Contra Costa Boulevard and permissive left-turn phasing on Crescent Drive. There are crosswalks and curb ramps on each leg. Contra Costa Boulevard has three approach lanes in each direction, while Crescent Drive has one.

Cleaveland Road/Crescent Plaza is a signalized intersection with simple two-phase operation. There are crosswalks and curb ramps on the north and east legs, while the west leg is designed in the manner of a driveway (laterally sloped sidewalk). There are sharrows on Cleaveland Road and on the east leg of Crescent Plaza.

Cleaveland Road has two approach lanes in each direction and Crescent Plaza has one approach lane.

Crescent Drive/Crescent Plaza is a four-legged signalized intersection with split phasing on Crescent Drive and permissive left-turn phasing on Crescent Plaza. Crosswalks and associated pedestrian signal heads are present at all legs of the intersection. There are sharrows along Crescent Plaza. All four legs have two approach lanes.

Contra Costa Boulevard/Crescent Plaza-Monument Boulevard is a four-legged signalized intersection with protected left-turn phasing for all four approaches. The westbound approach has a channelized right-turn lane with protected right-turn phasing. There are crosswalks and associated pedestrian signal heads at all four legs and at the channelized right turn on the east leg.

Monument Boulevard/I-680 Ramps is a six-legged signalized single-point urban interchange (SPUI) under the I680 freeway, also known as an “airport interchange.” A SPUI is a modification of the more common diamond interchange, combining the two ramp intersections into one larger intersection that operates under one set of traffic signals, effectively converting the six-legged intersection into a four-legged intersection. At Monument Boulevard/I-680 Ramps, the northbound and southbound left-turn off-ramp approaches are phased at the same time, as are the eastbound and westbound left-turn movements from Monument Boulevard to the on-ramps. The

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right-turn movements are channelized, with all but the eastbound right-turn movement having protected phasing. Crosswalks are present at all four ramps legs.

Boyd Road/Patterson Boulevard is an all-way stop controlled tee-intersection. There are sharrows along Boyd Road, and bicycle lanes are present along Patterson Boulevard. Crosswalks are present at the south and east legs.

All three legs have one approach lane.

Boyd Road/Cleaveland Road is a four-legged signalized intersection with protected left-turn phasing for all four approaches. There are bicycle sharrows along Boyd Road and the north leg on Cleaveland Road, with a bicycle lane south of the intersection. High visibility crosswalks and associated pedestrian signal heads are present at all four legs.

Boyd Road/Crescent Drive is a tee-intersection with stop controls on the southbound Crescent Drive approach.

There are sharrows on Boyd Road to the east of the intersection that connect to bicycle lanes west of the intersection. A crosswalk is present on the north leg.

Contra Costa Boulevard/Boyd Road is a four-legged signalized intersection with protected left-turn phasing on the northbound and southbound Contra Costa Boulevard approaches. The westbound approach is a driveway from an underground parking lot. Crosswalk and associated pedestrian signal heads are present at the north and west legs as well as on the east driveway approach leg of the intersection. There are sharrows along the Contra Costa Boulevard and Boyd Road approaches.

Contra Costa Boulevard/Astrid Drive is a signalized tee intersection with protected left-turn phasing at the northbound approach. There are bicycle lanes along Contra Costa Boulevard and sharrows along Astrid Drive.

There is a crosswalk with an associated set of pedestrian signal heads at the west leg of the intersection.

The locations of the study intersections and the existing lane configurations and controls are shown in Figure 1.

Study Roadway
Contra Costa Boulevard is a CCTA route of regional significance that traverses Pleasant Hill from North Main Street in Walnut Creek to the south to Pacheco Boulevard in Pacheco to the north. In the study area, Contra Costa Boulevard has four to six vehicle lanes, bicycle lanes, sidewalks, a landscaped median, and a speed limit of 35 miles per hour (mph).

Study Freeway
I-680 predominately runs north-south, connecting Pleasant Hill north to Fairfield and south to San Jose. The freeway has four to six 12-foot travel lanes in each direction in the study area, with a posted speed limit of 65 mph.

According to average daily traffic volume (ADT) data from Caltrans, the segment of I-680 within the study area had an ADT of approximately 275,100 vehicles in 2017.

Collision History
The collision history for the study area was reviewed to determine any trends or patterns that may indicate a safety issue. Collision rates were calculated based on records available from the California Highway Patrol as published in their Statewide Integrated Traffic Records System (SWITRS) reports. The most current five-year period available is October 1, 2013 through September 30, 2018.

Calculated collision rates for the study intersections were compared to average collision rates for similar facilities statewide, as indicated in 2014 Collision Data on California State Highways, California Department of Transportation

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(Caltrans). The average collision rates for intersections differ based on whether the intersection is controlled by a traffic signal, all-way stop signs, or is uncontrolled, as well as the number of approaches (three or four).

As presented in Table 1, five of the 16 study intersections (Gregory Lane/Trelany Road, Cleaveland Road/Trelany Road, Boyd Road/Patterson Boulevard, Boyd Road/Cleaveland Road, and Contra Costa Boulevard/Astrid Drive) had lower collision rates than the statewide averages within the most recent five-year period. The other 11 study intersections were examined further due to having a higher collision rate than the statewide average for similar facilities. The collision rate calculations are provided in Appendix A.

Table 1 – Collision Rates at the Study Intersections
Study Intersection Number of
Collisions
(2013-2018)
Calculated
Collision Rate
(c/mve)
Statewide Average
Collision Rate
(c/mve)

1. Contra Costa Blvd/Woodsworth Ln 32 0.64 0.27

2. Gregory Ln/Elinora Dr 6 0.21 0.18

3. Gregory Ln/Cleaveland Rd 17 0.49 0.27

4. Gregory Ln/Trelany Rd 1 0.05 0.18

5. Contra Costa Blvd/Gregory Ln 40 0.62 0.27

6. Cleaveland Rd/Trelany Rd 2 0.12 0.18

7. Contra Costa Blvd/Crescent Dr 30 0.56 0.27

8. Cleaveland Rd/Crescent Plz 10 0.61 0.27

9. Crescent Dr/Crescent Plz 12 0.83 0.27

10. Contra Costa Blvd/Crescent PlzMonument Blvd 41 0.59 0.27

11. Monument Blvd/I-680 Ramps 34 0.38 0.27

12. Boyd Rd/Patterson Blvd 3 0.16 0.18

13. Boyd Rd/Cleaveland Rd 5 0.26 0.27

14. Boyd Rd/Crescent Dr 6 0.48 0.15

15. Contra Costa Blvd/Boyd Rd 19 0.42 0.27

16. Contra Costa Blvd/Astrid Dr 2 0.08 0.21
Note: c/mve = collisions per million vehicles entering
The top collision factors at Contra Costa Boulevard/Woodsworth Lane were red-light running which was cited for eight collisions, seven of which were caused by northbound or southbound through drivers, as well as speeding and drunk driving which led to five collisions each. Of the 32 reported collisions, ten occurred on a Friday between 3:00 and 11:30 p.m. Increased enforcement, especially during this peak time for collisions, may reduce the high rate of collisions at this location.

Of the six collisions at Gregory Lane/Elinora Drive, four involved drivers turning left into or out of Elinora Drive failing to yield the right-of-way to conflicting through traffic on Gregory Lane. Signalization of this intersection, which is programmed in the City’s FY 2018-2023 Capital Improvement Plan, would be expected to reduce this collision type.

Seven of the 17 reported collisions at Gregory Lane/Cleaveland Road were rear-ends, with five right-angle collisions as the collision type cited in the next highest number of incidents. The top primary cause factor was red9.6.b Packet Pg. 453 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 8 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
light running with five crashes, followed by speeding with three collisions. Replacing the eight-inch signal heads with standard 12-inch heads would increase signal visibility at this location and may help reduce the rate of collisions. A City review of the signal timings, visibility, and vehicle speeds may reveal other contributing factors to the above-average collision rate.

The intersection of Contra Costa Boulevard/Gregory Lane had 40 collisions, of which 18 were caused by southbound drivers. Of those, 16 were collisions with other southbound drivers, and 12 of these occurred between 11:30 a.m. and 4: 30 p.m. Updating the traffic signal timing and coordination during the afternoon period to better align with arriving platoons of southbound traffic may help alleviate this collision type.

Twenty of the 30 collisions reported at Contra Costa Boulevard/Crescent Drive occurred during the day between the morning and evening peak hours, from 9:00 a.m. to 4:00 p.m. Six collisions were the result of southbound drivers failing to stop at a red light, including five of the 12 collisions that resulted in an injury. As there is one mast arm signal head for three lanes of southbound traffic, at least one or perhaps two additional signal heads on the southbound mast arm (one for each lane) would improve visibility of signal indications. Five collisions were the result of drunk driving, which increased DUI enforcement may deter. There were three collisions involving pedestrians crossing Contra Costa Boulevard reported in 2017 or earlier. There is now a leading pedestrian interval for the pedestrian phase across Contra Costa Boulevard, which may have led to the reduced rate of collisions involving pedestrians.

Half of the collisions reported for Cleaveland Road/Crescent Plaza (five out of ten total) were between drivers making a southbound left-turn and the northbound through movements. Installation of updated R10-12 “Left Turn Yield on Green (symbolic circular green)” signs, similar to those at Crescent Drive/Crescent Plaza, may better communicate the need for drivers turning left to yield to oncoming vehicles. Alternatively, splitting the northbound and southbound phasing would time-separate conflicting traffic on Cleaveland Road, although it would somewhat increase the average delay at the intersection. Another alternative would be to install a southbound left-turn pocket with protective left-turn phasing, which may require reconfiguration of Cleaveland Road.

The collisions reported for Crescent Plaza/Crescent Drive did not form a trend, other than three instances of westbound left-turning drivers failing to yield the right-of-way to oncoming eastbound through drivers. While providing protected left-turn phasing on Crescent Plaza is not warranted at this time per criteria in the California Manual on Uniform Traffic Control Devices Revision 4, Caltrans, 2019, the City should monitor the situation for future changes in conditions at this location.

The top three collision factors for Contra Costa Boulevard/Crescent Plaza-Monument Boulevard were unsafe lane changes (12 collisions), speeding (nine collisions), and failing to stop for a red light (five collisions). There were ten collisions at, or just east of, the intersection, all involving westbound drivers and occurring between 1:00 p.m. and 7:15 p.m. Increasing signal visibility to westbound drivers may reduce this trend, through such measures as additional westbound signal heads, increased signal head illumination, and darkening of the signal head housing and backplates.

The intersection of Monument Boulevard/I-680 Ramps had 38 collisions reported during the study period. The most common collision factor was speeding which was cited for nine collisions, followed by right-of-way violations for five collisions and red light running for four collisions. The most common location for collisions was on the northbound off-ramp approach. Darkening the signal heads, replacing eight-inch indications with 12-inch indications, and adding signal heads where they would be more visible to drivers on the straight portion of the off-ramp may alleviate this collision trend.

No two collisions reported for Boyd Road/Crescent Drive had similar details. One injury collision was caused by a southbound driver on Crescent Drive failing to yield the right-of-way to a driver on Boyd Road. Installation of a W4-4p “Cross Traffic Does Not Stop” placard below the southbound stop sign would provide an additional alert to drivers that traffic on Boyd Road has the right-of-way. Another injury collision occurred between a speeding

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driver and a pedestrian in a crosswalk, although additional details are not provided. There was one fatal collision between a westbound driver and a pedestrian crossing Boyd Road approximately 50 feet west of the intersection.

For Contra Costa Boulevard/Boyd Road, unsafe lane changes accounted for four collisions, speeding led to three collisions, failing to stop at a red light resulted in three collisions, and improper passing was the primary cause of two collisions. No other collision factor accounted for more than one collision. There were six right-angle crashes, six rear-end crashes, five sideswipe crashes, and one collision each with a fixed object and a bicyclist. With no specific trend identified, no remedial measures could be developed.

Alternative Modes
Pedestrian Facilities
Pedestrian facilities include sidewalks, crosswalks, pedestrian signal phases, curb ramps, curb extensions, and various streetscape amenities such as lighting, benches, etc. In general, a network of sidewalks, crosswalks, pedestrian signals, and curb ramps provide access for pedestrians in the vicinity of the proposed project site. The project site is located within Downtown Pleasant Hill, with continuous sidewalks provided within the Downtown area and to surrounding residential neighborhoods.

Bicycle Facilities
The Highway Design Manual, Caltrans, 2017, classifies bikeways into four categories:
x Class I Multi-Use Path – a completely separated right-of-way for the exclusive use of bicycles and pedestrians with cross flows of motorized traffic minimized.
x Class II Bike Lane – a striped and signed lane for one-way bike travel on a street or highway. x Class III Bike Route – signing only for shared use with motor vehicles within the same travel lane on a street or highway.
x Class IV Bikeway – also known as a separated bikeway, a Class IV Bikeway is for the exclusive use of bicycles and includes a separation between the bikeway and the motor vehicle traffic lane. The separation may include, but is not limited to, grade separation, flexible posts, inflexible physical barriers, or on-street parking.

Class III facilities are present on several roads within the study area, and are designated with shared lane markings, or “sharrows.” Within the immediate vicinity of the project site, there is a Class III facility along Cleaveland Road between Gregory Lane and Boyd Road, which is planned to be re-striped into Class II bicycle lanes according to the Pleasant Hill Bicycle and Pedestrian Master Plan, 2011. Table 2 summarizes the existing and planned bicycle facilities in the project vicinity, as contained in the Pleasant Hill Bicycle and Pedestrian Master Plan.

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Table 2 – Bicycle Facility Summary
Status
Facility
Class Length
(miles)
Begin Point End Point
Existing
Contra Costa Blvd II 1.90 North City Limit Woodsworth Ln Woodsworth Ln II 0.20 Contra Costa Blvd Gregory Ln
Cleaveland Rd II 0.20 Boyd Rd W Hookston Rd
Boyd Rd II 0.10 Cleaveland Rd Crescent Dr
Cleaveland Rd III 0.30 Gregory Ln Boyd Rd
Monument Blvd-Crescent Plaza III 0.80 Cleaveland Rd East City Limit Contra Costa Blvd III 0.40 Boyd Rd Astrid Dr
Boyd Rd III 0.05 Crescent Dr Contra Costa Blvd
Planned
Cleaveland Rd II 0.30 Gregory Ln Boyd Rd
Gregory Ln II 1.00 Pleasant Hill Rd Cleaveland Rd
Source: Pleasant Hill Bicycle and Pedestrian Master Plan, City of Pleasant Hill, 2011 Transit Facilities
Regional and local, fixed-route bus transit service is provided by the County of Contra Costa through its County Connection Service. These bus services connect to regional Bay Area Rapid Transit (BART) stations, as well as the Martinez AMTRAK train station. Bus stops in the downtown area provide a connection between local and regional transit services and the project site as summarized in Table 3. The nearest bus stops for Routes 9, 16, 314, and 316 are at Cleaveland Road/Crescent Plaza, and the nearest bus stops for Route 18 are at Cleaveland Road/Crescent Plaza and Boyd Road/Cleaveland Road.

Table 3 – Transit Routes
Transit
Agency
Route
Distance
to Stop
(mi)1
Service Connection
Days of
Operation
Time Frequency
County Connection
Route 9 0.05 Weekdays 5:45 AM – 10:15 PM 50 min Diablo Valley College to Walnut Creek BART Route 16 0.05 Weekdays 5:30 AM – 10:00 PM 40 min Martinez AMTRAK to Concord BART Route 18 0.03 Weekdays 6:00 AM – 9:30 PM 80 min Martinez AMTRAK to Pleasant Hill BART Route 314 0.05 Weekends 7:00 AM – 8:30 PM 40 min Diablo Valley College to Concord BART continues as Route 320 & 310
Route 316 0.05 Weekends 7:30 AM – 8:00 PM 80 min Martinez AMTRAK to Pleasant Hill BART Note: 1 Defined as the shortest walking distance between the project site and the nearest bus stop Two bicycles can be carried on most County Connector buses. Bike rack space is on a first come, first served basis.

Additional bicycles are allowed on the buses at the discretion of the driver. There are also designated spaces for riders to have bicycles on BART trains.

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LINK Paratransit is designed to serve the needs of individuals within the City and the greater Contra Costa County area who are unable to travel independently. This service operates in similar areas and times as existing fixedroute transit services. Trips can be reserved up to two days in advance for travel Monday through Friday, 4:30 a.m. to 11:00 p.m., and weekends 7:00 a.m. to 10:30 p.m.

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Capacity Analysis
Intersection Level of Service Methodologies
Level of Service (LOS) is used to rank traffic operation on various types of facilities based on traffic volumes and roadway capacity using a series of letter designations ranging from A to F. Generally, Level of Service A represents free flow conditions and Level of Service F represents forced flow or breakdown conditions. A unit of measure that indicates a level of delay generally accompanies the LOS designation.

The study intersections were analyzed using methodologies published in the Highway Capacity Manual 2010 (HCM 2010), Transportation Research Board, 2010. This source contains methodologies for various types of intersection control, all of which are related to a measurement of delay in average number of seconds per vehicle.

The Levels of Service for the intersections with side street stop controls, or those which are unsignalized and have one or two approaches stop controlled, were analyzed using the “Two-Way Stop-Controlled” intersection capacity method from the HCM 2010. This methodology determines a Level of Service for each minor turning movement by estimating the level of average delay in seconds per vehicle. Results are presented for individual movements together with the weighted overall average delay for the intersection.

The study intersection with stop signs on all approaches, Boyd Road/Patterson Boulevard, was analyzed using the “All-Way Stop-Controlled” Intersection methodology from the HCM 2010. This methodology evaluates delay for each approach based on turning movements, opposing and conflicting traffic volumes, and the number of lanes.

Average vehicle delay is computed for the intersection as a whole, and is then related to a Level of Service.

The study intersections that are currently controlled by a traffic signal, or may be in the future, were evaluated using the signalized methodology from the HCM 2010. This methodology is based on factors including traffic volumes, green time for each movement, phasing, whether the signals are coordinated or not, truck traffic, and pedestrian activity. Average stopped delay per vehicle in seconds is used as the basis for evaluation in this LOS methodology. For purposes of this study, delays were calculated using signal timing obtained from the City of Pleasant Hill and Caltrans.

The ranges of delay associated with the various Levels of Service are indicated in Table 4.

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Packet Pg. 458 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 13 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
Table 4 – Intersection Level of Service Criteria
LOS Two-Way Stop-Controlled All-Way Stop-Controlled Signalized A Delay of 0 to 10 seconds. Gaps in
traffic are readily available for
drivers exiting the minor street.

Delay of 0 to 10 seconds. Upon
stopping, drivers are immediately
able to proceed.

Delay of 0 to 10 seconds. Most
vehicles arrive during the green
phase, so do not stop at all.

B Delay of 10 to 15 seconds. Gaps in
traffic are somewhat less readily
available than with LOS A, but no
queuing occurs on the minor street.

Delay of 10 to 15 seconds. Drivers
may wait for one or two vehicles to
clear the intersection before
proceeding from a stop.

Delay of 10 to 20 seconds.

More vehicles stop than with
LOS A, but many drivers still do
not have to stop.

C Delay of 15 to 25 seconds.

Acceptable gaps in traffic are less
frequent, and drivers may approach
while another vehicle is already
waiting to exit the side street.

Delay of 15 to 25 seconds. Drivers
will enter a queue of one or two
vehicles on the same approach, and
wait for vehicle to clear from one or
more approaches prior to entering
the intersection.

Delay of 20 to 35 seconds. The
number of vehicles stopping is
significant, although many still
pass through without stopping.

D Delay of 25 to 35 seconds. There
are fewer acceptable gaps in traffic,
and drivers may enter a queue of
one or two vehicles on the side
street.

Delay of 25 to 35 seconds. Queues of
more than two vehicles are
encountered on one or more
approaches.

Delay of 35 to 55 seconds. The
influence of congestion is
noticeable, and most vehicles
have to stop.

E Delay of 35 to 50 seconds. Few
acceptable gaps in traffic are
available, and longer queues may
form on the side street.

Delay of 35 to 50 seconds. Longer
queues are encountered on more
than one approach to the
intersection.

Delay of 55 to 80 seconds.

Most, if not all, vehicles must
stop and drivers consider the
delay excessive.

F Delay of more than 50 seconds.

Drivers may wait for long periods
before there is an acceptable gap in
traffic for exiting the side streets,
creating long queues.

Delay of more than 50 seconds.

Drivers enter long queues on all
approaches.

Delay of more than 80 seconds.

Vehicles may wait through
more than one cycle to clear the
intersection.

Reference: Highway Capacity Manual 2010, Transportation Research Board, 2010 Multi-Lane Highway Level of Service Methodology
The Multi-lane Highway methodologies published in Chapter 14 of the Highway Capacity Manual 6th Edition (HCM 6), Transportation Research Board, 2018, along with the HCS7 software package were used to evaluate operation on I-680. The metric used to determine the LOS of a multi-lane highway is density, measured as passenger cars per mile per lane (pc/mi/ln) with consideration included for the free-flow speed of the facility. For LOS D or better operations, the density thresholds established are identical for all free-flow speeds. However, for LOS E and LOS F, the density thresholds vary based on the facility’s free-flow speed. A summary of density breakpoints is shown in Table 5.

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Table 5 – Multilane Highway Level of Service Criteria
LOS Free-Flow Speed
(mph)
Density
(pc/mi/ln)
A All >0-11
B All >11-18
C All >18-26
D All >26-35
E 60 >35-40
55 >35-41
50 >35-43
45 >35-45
F 60 >40
55 >41
50 >43
45 >45
Notes: LOS = Level of Service; mph = miles per hour; pc/mi/ln=passenger cars per mile per lane
Traffic Operation Standards
Caltrans has jurisdiction over I-680 and its associated on- and off-ramps. Caltrans indicates that they endeavor to maintain operation at the transition from LOS C to LOS D, per their Guide for the Preparation of Traffic Impact Studies, 2002. Where intersections are integral to a local jurisdictions transportation system, Caltrans often accepts the operational standard applied by the local agency, in this case, the County of Contra Costa through the CCTA and the City of Pleasant Hill.

The City of Pleasant Hill General Plan, 2003, established LOS criteria for the City’s roadway network. The Growth Management Element, which contains the LOS criteria, was amended in 2013 and has the following condition:

Growth Management Program 2.5: Maintain a Level of Service (LOS) of LOS D or better (as defined in the Circulation Element) for all public roadways, excluding Routes of Regional Significance.

In the Circulation Element, Contra Costa Boulevard and I-680 are defined as Routes of Regional Significance, to which CCTA LOS standards apply. According to the 2017 Contra Costa Congestion Management Program (CMP), Contra Costa Boulevard through the City of Pleasant Hill has an LOS standard of E for each intersection, except for Contra Costa Boulevard/Monument Boulevard which has an LOS standard of F. I-680 in both the northbound and southbound directions within the study area has an operational standard of LOS F.

The Central County Action Plan, CCTA, 2017, prescribes a multimodal transportation service objective (MTSO) for Contra Costa Boulevard of 15 mph or faster during the a.m. and p.m. peak hours in both directions. Slower speeds would be considered deficient.

For intersections with stop control on the minor approaches only, such as Gregory Lane/Trelany Road, the General Plan and CMP do not distinguish between minor street delay and overall intersection delay. However, the HCM 2010 states that because the delay on the uncontrolled major street is assumed to be zero seconds, the worst delay on a minor street approach should be used as the threshold of significance for the overall intersection.

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Therefore, the delays on the minor streets were assessed and reported alongside the overall intersection delay for intersections with stop controls on the minor street only.

The threshold for a significant impact for an intersection that is already operating deficiently without project traffic is not defined in either the General Plan or the CMP. In these cases, it is common to apply an increase in average intersection delay of five seconds or greater as the threshold for a significant impact. This methodology has been applied previously in traffic studies prepared for the City of Pleasant Hill, such as for the CarMax project.

The General Plan and CMP do not prescribe thresholds of significance regarding queue lengths. However, an increase in queue length due to project traffic was considered a potential impact if the increase would cause the queue to extend out of a dedicated turn lane into a through traffic lane, or the back of queue into a visually restricted area, such as a blind corner. If queues would already be expected to extend past a dedicated turn lane or into a visually restricted area without project traffic, the addition of more than one vehicle of queue length (25 feet) due to project traffic is considered to constitute a potentially significant impact. For freeway off-ramps, the applied threshold of significance was if a queue that was contained within the off-ramp without project traffic would extend past the gore point and onto the freeway mainline with the addition of project traffic.

Together, the applied thresholds for acceptable operation were:
x LOS F or better for the intersection of Contra Costa Boulevard/Monument Boulevard; x LOS E or better for the other intersections along Contra Costa Boulevard; x LOS D or better for the remaining study intersections; x LOS F or better for I-680 and its ramps;
x 15 mph or faster along Contra Costa Boulevard; and/or x Queue length shorter than provided capacity for turn pockets and off-ramps.

A project impact would be considered significant if the addition of project traffic would cause one of the following:
x Acceptable operations at a facility without project traffic to degrade past one of the above thresholds for deficient operation;
x The delay at an intersection operating deficiently without project traffic to increase by five seconds or more; and/or
x The addition of more than one vehicle of queue length (25 feet) to a queue that extends past a turn lane or into a visually restricted area without project traffic.

Existing Conditions
The Existing Conditions scenario provides an evaluation of current operation based on existing traffic volumes during the a.m. and p.m. peak periods. This condition does not include project-generated traffic volumes. Volume data was collected in March 2019 while local schools were in session.

Intersection Levels of Service
Under existing conditions, 14 of the 16 study intersections are operating acceptably. The two exceptions occur during the a.m. peak hour when the southbound approach on Elinora Drive to Gregory Lane is operating at LOS F and the Boyd Road/Cleaveland Road intersection is operating at LOS E. The existing traffic volumes are shown in Figure 2. A summary of the intersection Level of Service calculations is contained in Table 6, and copies of the calculations are provided in Appendix B.

9.6.b
Packet Pg. 461 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR phi009.ai 8/19
odsworth
Ln
Astrid Dr
Project
Site
1 2 3 4 5
6 7
8 9 10 11
12 13 14 15
16 Not to Scale
Figure 2 – Existing Traffic Volumes
(xx) PM Peak Hour Volume
xx AM Peak Hour Volume
Study Intersection
LEGEND
43(132)
23(59)
62(134)
(113)63
(21)16
(59)26
1 83 (128)
536(658)
(73) 73
(631)646
2 13 (35)
438(442)
137(79)
(106) 70
(373)364
(226)381
3 14 (17)
570(523)
36 (42)
(0) 0
(434)383
(9) 7
4 119(213)
354(312)
340(148)
(195) 93
(0) 0
(340)299
5 17(42)
14(24)
6 16(103)
1 (10)
56(124)
(44) 9
(8) 2
(92)20
7 66 (114)
1 (0)
171(40)
(1)1
(1)2
(0)0
8 24 (61)
211(130)
62 (49)
(21) 8
(243)277
(17) 6
9 412(509)
263(197)
374(185)
(39) 15
(316)374
(22) 47
10 557(680)
699(723)
929(514)
(564)475
(799)517
(21) 9
11 139(126)
170(212)
(167)140
(158)149
12 51 (63)
309(156)
20 (23)
(130)143
(230)421
(32) 50
13 26 (52)
349(215)
4 (9)
(34)123
(307)416
(2) 3
14 6(53)
1(11)
0(33)
(181)264
(2) 6
(167)172
15 (41)26
(57)99
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Packet Pg. 462 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 17 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
Table 6 – Existing Peak Hour Intersection Levels of Service Study Intersection
Approach
Standard AM Peak PM Peak
Delay LOS Delay LOS Delay LOS

1. Contra Costa Blvd/Woodsworth Ln <80.0 E 47.5 D 33.1 C

2. Gregory Ln/Elinora Dr <35.01
D

7.2 A 2.1 A
Southbound (Elinora Dr) Approach 54.9 F 23.5 C

3. Gregory Ln/Cleaveland Rd <55.0 D 37.7 D 33.2 C

4. Gregory Ln/Trelany Rd
<35.01
D

0.6 A 1.1 A
Northbound (Trelany Rd) Approach 12.9 B 10.9 B
Southbound (Mozden Ln) Approach 10.6 B 10.4 B

5. Contra Costa Blvd/Gregory Ln <80.0 E 32.9 C 30.5 C

6. Cleaveland Rd/Trelany Rd <35.01
D

0.6 A 1.2 A
Westbound (Trelany Rd) Approach 12.9 B 12.2 B

7. Contra Costa Blvd/Crescent Dr <80.0 E 29.1 C 26.4 C

8. Cleaveland Rd/Crescent Plz <55.0 D 6.2 A 4.6 A

9. Crescent Dr/Crescent Plz <55.0 D 7.5 A 7.8 A

10. Contra Costa Blvd/Crescent Plz-Monument Blvd - F 24.2 C 34.3 C

11. Monument Blvd/I-680 Ramps <55.0 D 38.4 D 34.5 C

12. Boyd Rd/Patterson Blvd <35.01 D 12.2 B 19.1 C

13. Boyd Rd/Cleaveland Rd <55.0 D 71.9 E 31.0 C

14. Boyd Rd/Crescent Dr
<35.01
D

2.1 A 2.0 A
Northbound (Driveway) Approach 12.8 B 12.0 B
Southbound (Crescent Dr) Approach 12.9 B 15.0 C

15. Contra Costa Blvd/Boyd Rd <80.0 E 38.7 D 43.6 D

16. Contra Costa Blvd/Astrid Dr <80.0 E 6.6 A 6.1 A
Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics; Bold text = deficient operation 1 The delay thresholds for each Level of Service are lower for intersections with stop controls than for signalized intersections
Freeway Levels of Service
The HCS7 software package was used to determine the merging, diverging, weaving, and mainline Levels of Service for I-680. Merging, diverging, and weaving analyses were completed for the on-ramps and off-ramps that would be subject to project traffic, including the ramps for Contra Costa Boulevard, Monument Boulevard, and Gregory Lane. Mainline analysis was assessed for I-680 North to the north of the Monument Boulevard on-ramp, I-680 North to the south of the Oak Road/Elena Court on-ramp, I-680 South to the north of the eastbound Willow Pass Road on-ramp, and I-680 South to the south of the Treat Boulevard/Geary Road off-ramp. These locations were selected to assess mainline operations with and without project traffic while avoiding weaving areas created by closely spaced on-ramps and off-ramps.

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Under existing conditions, all the study freeway facilities are operating acceptably at LOS B or C. A summary of the freeway operational calculations is shown in Table 7, and copies of the calculations are provided in Appendix C.

Table 7 – Existing Peak Hour Freeway Levels of Service
Study Segment
Facility
LOS
Standard
AM Peak PM Peak
Density LOS Density LOS
I-680 North
I-680 to the South of Oak Park Blvd F 15.9 B 18.6 C
Off-Ramp to Contra Costa Blvd F 21.7 C 28.0 C
Off-Ramp to Monument Blvd F 16.2 B 20.7 C
On-Ramp from Monument Blvd F 18.1 C 23.2 C
I-680 to the North of Monument Blvd F 18.5 C 23.7 C
I-680 South
I-680 to the North of Willow Pass Rd F 13.2 B 14.1 B
Off-Ramp to Monument Blvd F 16.2 B 16.4 B
On-Ramp from Monument Blvd F 17.7 B 17.7 B
On-Ramp from Contra Costa Blvd F 16.4 B 16.3 B
I-680 to the South of Oak Park Blvd F 21.6 C 19.7 C
Notes: Density is measured in passenger cars per mile per lane; LOS = Level of Service Future Conditions
Segment volumes for the horizon year of 2040 were obtained from the CCTA’s travel forecast model for the 2013 and 2040 model years. The growth rate in study area traffic volumes during this 27-year model window was reduced to a 21-year growth rate to represent the more recent 2019 traffic counts. This resulted in an estimated

14.0-percent growth in area traffic volumes.

Intersection Levels of Service
Per the FY 2018-2023 Capital Improvement Plan (CIP), City of Pleasant Hill, 2018, a traffic signal is programmed to be installed at Gregory Lane/Elinora Drive, which is operating deficiently under Existing conditions. This traffic signal was assumed to be operational by 2040, so was included in the Future conditions analysis.

Under the anticipated Future volumes, and with the addition of the Gregory Lane/Elinora Drive traffic signal, the study intersections are expected to operate acceptably except for the Boyd Road/Cleaveland Road intersection during the a.m. peak hour. Future volumes are shown in Figure 3 and operating conditions are summarized in Table 8.

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Packet Pg. 464 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR phi009.ai 10/19
odsworth
Ln
Astrid Dr
Project
Site
1 2 3 4 5
6 7
8 9 10 11
12 13 14 15
16 Not to Scale
Figure 3 – Future Traffic Volumes (2040)
(xx) PM Peak Hour Volume
xx AM Peak Hour Volume
Study Intersection
LEGEND
49 (150)
26 (67)
71 (153)
(129) 72
(24) 18
(67) 30
1 95 (146)
611(750)
(83) 83
(719)736
2 15 (40)
499 (504)
156 (90)
(121) 80
(425) 415
(258) 434
3 16 (19)
650(596)
41 (48)
(0) 0
(495)437
(10) 8
4 136 (243)
404 (356)
388 (169)
(222) 106
(0) 0
(388) 341
5 19 (48)
16 (27)
6 18 (117)
1 (11)
64 (141)
(50) 10
(9) 2
(105) 23
7 75 (130)
1 (0)
195 (46)
(1) 1
(1) 2
(0) 0
8 27 (70)
241 (148)
71 (56)
(24) 9
(277) 316
(19) 7
9 470 (580)
300 (225)
426 (211)
(44) 17
(360) 426
(25) 54
10 635 (775)
797 (824)
1059 (586)
(643) 542
(911) 589
(24) 10
11 158 (144)
194 (242)
(190) 160
(180) 170
12 58 (72)
352 (178)
23 (26)
(148) 163
(262) 480
(36) 57
13 30 (59)
398 (245)
5 (10)
(39) 140
(350) 474
(2) 3
14 7 (60)
1 (13)
0 (38)
(206) 301
(2) 7
(190) 196
15 (47) 30
(65) 113
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Table 8 – Future Peak Hour Intersection Levels of Service Study Intersection
Approach
Standard AM Peak PM Peak
Delay LOS Delay LOS Delay LOS

1. Contra Costa Blvd/Woodsworth Ln <80.0 E 70.9 E 37.0 D

2. Gregory Ln/Elinora Dr <55.0 D 6.9 A 6.0 A

3. Gregory Ln/Cleaveland Rd <55.0 D 42.2 D 34.2 C

4. Gregory Ln/Trelany Rd
<35.01
D

0.6 A 1.2 A
Northbound (Trelany Rd) Approach 14.5 B 12.0 B
Southbound (Mozden Ln) Approach 11.1 B 10.8 B

5. Contra Costa Blvd/Gregory Ln <80.0 E 35.2 D 35.5 D

6. Cleaveland Rd/Trelany Rd <35.01
D

0.6 A 1.3 A
Westbound (Trelany Rd) Approach 14.2 B 13.2 B

7. Contra Costa Blvd/Crescent Dr <80.0 E 36.0 D 23.1 C

8. Cleaveland Rd/Crescent Plz <55.0 D 6.5 A 4.8 A

9. Crescent Dr/Crescent Plz <55.0 D 7.7 A 8.0 A

10. Contra Costa Blvd/Crescent Plz-Monument Blvd - F 24.8 C 36.1 C

11. Monument Blvd/I-680 Ramps <55.0 D 49.5 D 36.4 C

12. Boyd Rd/Patterson Blvd <35.01 D 14.1 B 30.7 D

13. Boyd Rd/Cleaveland Rd <55.0 D 97.1 F 32.2 C

14. Boyd Rd/Crescent Dr
<35.01
D

2.2 A 2.2 A
Northbound (Driveway) Approach 13.8 B 12.9 B
Southbound (Crescent Dr) Approach 14.1 B 17.0 C

15. Contra Costa Blvd/Boyd Rd <80.0 E 40.7 D 44.8 D

16. Contra Costa Blvd/Astrid Dr <80.0 E 7.0 A 6.3 A
Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics; Bold text = deficient operation 1 The delay thresholds for each Level of Service are lower for intersections with stop controls than for signalized intersections
Freeway Levels of Service
Likewise, under projected future volumes, the freeway study segments would operate acceptably. These results are summarized in Table 9.

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Packet Pg. 466 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 21 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
Table 9 – Future Peak Hour Freeway Levels of Service
Study Segment
Facility
LOS
Standard
AM Peak PM Peak
Density LOS Density LOS
I-680 North
I-680 to the South of Oak Park Blvd F 18.2 C 21.7 C
Off-Ramp to Contra Costa Blvd F 25.6 C 33.4 D
Off-Ramp to Monument Blvd F 18.8 C 24.6 C
On-Ramp from Monument Blvd F 21.1 C 28.0 D
I-680 to the North of Monument Blvd F 21.6 C 28.5 D
I-680 South
I-680 to the North of Willow Pass Rd F 15.1 B 16.1 B
Off-Ramp to Monument Blvd F 19.2 B 19.4 B
On-Ramp from Monument Blvd F 20.6 C 20.7 C
On-Ramp from Contra Costa Blvd F 19.0 C 18.8 C
I-680 to the South of Oak Park Blvd F 25.5 C 23.1 C
Notes: Density is measured in passenger cars per mile per lane; LOS = Level of Service Project Description
The proposed project would be located at 85 Cleaveland Road in the City of Pleasant Hill and includes 210 apartment units that would replace the existing 38,694 square-foot Wells Fargo office building on Cleaveland Road between Crescent Plaza and Boyd Road. The apartment structure would range from three to five stories above ground, with two levels of underground parking containing 343 parking stalls split between 293 residential assigned stalls and 50 unassigned guest stalls, as well as 60 long-term bicycle storage spaces. The proposed project site plan is shown in Figure 4.

Trip Generation
The anticipated trip generation for the proposed project was estimated using standard rates published by the Institute of Transportation Engineers (ITE) in Trip Generation Manual, 10th Edition, 2017. The trip generation potential of the project as planned was developed using the published standard rates for Mid-Rise Multifamily Housing (Land Use #221), as this description most closely matches the proposed project.

A trip credit for the existing bank office building was not included in the analysis, as the office was vacated in November 2017 and the trips from the office are not reflected in traffic counts conducted in 2019.

Based on application of these assumptions, the proposed project is expected to generate an average of 1,142 trips per day, including 76 a.m. peak hour trips and 92 trips during the p.m. peak hour. These results are summarized in Table 10.

9.6.b
Packet Pg. 467 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR phi009.ai 8/19
odsworth
Ln
Astrid Dr
Project
Site
1 2 3 4 5
6 7
8 9 10 11
12 13 14 15
16 Not to Scale
Figure 4 – Site Plan
Source: KTGY Architecture and Planning 3/19
LEGEND
3 - Stories
4 - Stories
5 - Stories
Not to Scale

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Packet Pg. 468 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 23 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
Table 10 – Trip Generation Summary
Land Use Units Daily AM Peak Hour PM Peak Hour
Rate Trips Rate Trips In Out Rate Trips In Out
Proposed
Apartments 210 du 5.44 1,142 0.36 76 20 56 0.44 92 56 36 Note: du = dwelling unit
As the project site is occupied by a vacant office building, the trip generation for this use was estimated solely to provide a comparative reference point, using the “General Office Building” land use (LU #710) as published in the Trip Generation Manual. The 38,694 square-foot existing office building is estimated to have generated 45 trips during the a.m. peak hour, 44 trips during the p.m. peak hour, and 377 trips per weekday. The estimated trip generation of the prior office space is presented in Table 11.

Table 11 – Trip Generation Summary for the Vacant Office Building Land Use Units Daily AM Peak Hour PM Peak Hour
Rate Trips Rate Trips In Out Rate Trips In Out
Prior Use
Office Building 38.7 ksf 9.74 377 1.16 45 39 6 1.15 44 7 37 Note: ksf = thousand square feet
Trip Distribution
The trip distribution pattern used to allocate new project trips to the street network was based on data from the 2015 Census for home-to-work trips, in addition to expected travel patterns for retail customers. Based on the applied assumptions in Table 12, the ensuing daily and peak hour trip generation was calculated at noted in the table. These trip distribution assumptions are shown on Figure 5.

Table 12 – Trip Distribution Assumptions
Gateway Percent (%) Daily (trips) AM Peak
Hour (trips)
PM Peak
Hour (trips)
I-680 to/from the North 15% 171 11 14
I-680 to/from the South 20% 229 15 19
Contra Costa Blvd to/from the North 15% 171 11 14
Contra Costa Blvd to/from the South 20% 229 15 18
Monument Blvd to/from the East 10% 114 8 9
Boyd Rd to/from the West 10% 114 8 9
Gregory Ln to/from the West 10% 114 8 9
TOTAL 100 1,142 76 92

9.6.b
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odsworth
Ln
Astrid Dr
Project
Site
1 2 3 4 5
6 7
8 9 10 11
12 13 14 15
16 Not to Scale
Figure 5 – Project Traffic Volumes and Trip Distribution % Trip Distribution
(xx) PM Peak Hour Volume
xx AM Peak Hour Volume
Study Intersection
LEGEND
0(0)
0(0)
0(0)
(3)4
(0)0
(0)0
1 0(0)
6(4)
(0)0
(6)2
2 0(0)
0(0)
0(0)
(0)0
(6)2
(0)0
3 0(0)
0(0)
0(0)
(0)0
(8)6
(0)0
4 0(0)
0(0)
0(0)
(2)4
(0)0
(6)2
5 0(0)
0(0)
6 0(0)
0(0)
0(0)
(0)0
(0)0
(0)0
7 0(0)
0(0)
0(0)
(0)0
(0)0
(0)0
8 0(0)
0(0)
0(0)
(0) 0
(23)36
(4) 6
9 0(0)
0(0)
5(14)
(0) 0
(13)20
(10)16
10 0(0)
2(6)
0(0)
(5)8
(4)6
(4)6
11 6(4)
0(0)
(6)2
(0)0
12 16(44)
6 (4)
0 (0)
(6)2
(0)0
(0)0
13 0 (0)
16(44)
0 (0)
(0)0
(0)0
(0)0
14 0(0)
0(0)
0(0)
(0)0
(0)0
(0)0
15 (0)0
(0)0
16 15%
15%
20%
10% 10%
10%
20%

9.6.b
Packet Pg. 470 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 25 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
Trip Assignment
It is assumed that the existing median on Cleaveland Road would remain, resulting in right-in/right-out operation at the project driveway, and all project vehicles entering or exiting the site would be traveling northbound on Cleaveland Road. To access each of the gateways included in Table 12, the following trip assignments were assessed.

I-680 to/from the North would be accessed primarily using the I-680 ramps on Monument Boulevard, with entering trips routing through Contra Costa Boulevard and Boyd Road, and exiting vehicles using Crescent Plaza to Monument Boulevard.

I-680 to/from the South would be accessed by all arriving drivers using the I -680/Contra Costa Boulevard exit to Boyd Road, while departing drivers would split along two routes: half would access I-680 via Crescent Plaza to Monument Boulevard; and half would access I-680 via Crescent Plaza to Contra Costa Boulevard southbound.

Contra Costa Boulevard to/from the North would be assessed along two routes: half of the exiting drivers would access Contra Costa Boulevard from Gregory Lane; and half of exiting vehicles would continue north on Cleaveland Road to Woodsworth Lane. For arriving vehicles, it is assumed that all drivers would access the site by traveling southbound on Contra Costa Boulevard to westbound Boyd Road then northbound Cleaveland Road.

Contra Costa Boulevard to/from the South would be accessed by exiting drivers via Crescent Plaza, whereas entering drivers would use two different routes: half would use Astrid Drive to Cleaveland Road; and the other half would continue on Contra Costa Boulevard northbound to Boyd Road.

Monument Boulevard to/from the East would be accessed via Crescent Plaza for drivers exiting the site, and via Contra Costa Boulevard southbound to westbound Boyd Road for drivers approaching the site.

Boyd Road to/from the West would be accessed by drivers turning left at the Boyd Road/Cleaveland Road intersection to access the site, whereas departing drivers would route to Boyd Road via Crescent Plaza and Crescent Drive.

Gregory Lane to/from the West would be accessed by exiting drivers via northbound Cleaveland Road and then a left-turn at the Gregory Lane/Cleaveland Road intersection, whereas arriving drivers would route to the site via Contra Costa Boulevard and Boyd Road.

Using these trip assignments, the assessed project trips at each study intersection are shown on Figure 5.

Vehicle Miles Traveled
Average vehicle miles traveled (VMT) are published by the Metropolitan Transportation Commission in the Plan Bay Area Model. The Bay Area, Contra Costa County, and project traffic analysis zone (TAZ) have daily VMTs of

22.9, 21.3, and 16.0 miles per person for the project TAZ, respectively.

The proposed project includes ten percent below-market-rate (BMR) units. These units will provide an opportunity for lower income families to live in downtown Pleasant Hill and closer to civic and retail destinations.

Based on the California Air Pollution Officers Association (CAPCOA) report Quantifying Greenhouse Gas Mitigation Measures, 2010, it is estimated that the inclusion of BMR housing would reduce the residential use’s VMT by up to

0.4 percent.

The on-site pedestrian network would link the residential units to the common space and on-site retail establishments. The design does not include any physical barriers such as walls, landscaping, or slopes that could

9.6.b
Packet Pg. 471 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 26 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
impede pedestrian circulation. The on-site pedestrian network seamlessly connects to the public sidewalks on Cleaveland Road, Crescent Drive, and Boyd Road. This network could reduce VMT by up to one percent, per CAPCOA.

The site is approximately 1.4 miles from the Pleasant Hill BART station, which provides high frequency transit service. This could reduce VMT by 3.0 percent according to CAPCOA, as residents walk, bike, or drive a shorter distance as compared to developments further from high frequency transit.

Mixed-use developments are another way to reduce VMT. As the site provides fitness and recreation areas, some residents may choose to remain onsite rather than drive elsewhere. Per CAPCOA, this could reduce the VMT of the project by up to 0.5 percent.

The project would consist of 210 apartments on 2.33 acres, for a density of 90.3 units per acre. Higher densities usually correlate to lower VMT as homes and workplaces are enabled to be closer together. Using CAPCOA methodology, up to a 30 percent reduction in VMT may occur at this density.

One project element that may increase VMT is the distance to regional employment centers, such as San Francisco, San Jose, or Oakland. As these job centers are further from the project site than the 12-mile average determined by CAPCOA, the methodology predicts an increase in VMT.

The proposed parking supply for the residential use is 343 spaces for 210 units, or approximately 1.63 spaces per unit. This is greater than the projected demand of 1.47 spacer per unit estimated in the Parking Generation Handbook, 5th Edition, ITE, 2019. According to CAPCOA methodology, this has the potential to increase VMT by up to 5.6 percent through enabling residents to increase the rate of, and reliance on, household car ownership.

As the CCTA and City of Pleasant Hill have not defined VMT policies or thresholds of significance, this information is provided for informational purposes only.

Intersection Operation
Existing plus Project Conditions
Upon the addition of project-related traffic to the Existing volumes, the study intersections are expected to operate at the same Levels of Service as without the project. These results are summarized in Table 13. Existing plus Project traffic volumes are shown in Figure 6.

9.6.b
Packet Pg. 472 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR phi009.ai 10/19
odsworth
Ln
Astrid Dr
Project
Site
1 2 3 4 5
6 7
8 9 10 11
12 13 14 15
16 Not to Scale
Figure 6 – Existing plus Project Traffic Volumes
(xx) PM Peak Hour Volume
xx AM Peak Hour Volume
Study Intersection
LEGEND
43(132)
23(59)
62(134)
(116)67
(21)16
(59)26
1 83 (128)
542(662)
(73) 73
(637)648
2 13 (35)
438(442)
137(79)
(106) 70
(379)366
(226)381
3 14 (17)
570(523)
36 (42)
(0) 0
(442)389
(9) 7
4 119(213)
354(312)
340(148)
(197) 97
(0) 0
(346)301
5 17(42)
14(24)
6 16(103)
1 (10)
56(124)
(44) 9
(8) 2
(92)20
7 66 (114)
1 (0)
171(40)
(1)1
(1)2
(0)0
8 24 (61)
211(130)
62 (49)
(21) 8
(266)313
(21) 12
9 412(509)
263(197)
379(199)
(39) 15
(329)394
(32) 63
10 557(680)
701(729)
929(514)
(569)483
(803)523
(25) 15
11 145(130)
170(212)
(173)142
(158)149
12 67 (107)
315(160)
20 (23)
(136)145
(230)421
(32) 50
13 26 (52)
365(259)
4 (9)
(34)123
(307)416
(2) 3
14 6(53)
1(11)
0(33)
(181)264
(2) 6
(167)172
15 (41)26
(57)99
16 9.6.b
Packet Pg. 473 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 28 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
Table 13 – Existing and Existing plus Project Peak Hour Intersection Levels of Service Study Intersection
Approach
Standard
Delay
(LOS)
Existing Conditions
Delay (LOS)
Existing plus Project
Conditions
Delay (LOS)
AM Peak PM Peak AM Peak PM Peak

1. Contra Costa Blvd/Woodsworth Ln <80.0 (E) 47.5 (D) 33.1 (C) 47.9 (D) 33.2 (C)

2. Gregory Ln/Elinora Dr <35.01
(D)

7.2 (A) 2.1 (A) 7.2 (A) 2.2 (A)
Southbound (Elinora Dr) Approach 54.9 (F) 23.5 (C) 56.0 (F) 23.9 (C)

3. Gregory Ln/Cleaveland Rd <55.0 (D) 37.7 (D) 33.2 (C) 37.8 (D) 33.2 (C)

4. Gregory Ln/Trelany Rd
<35.01
(D)

0.6 (A) 1.1 (A) 0.6 (A) 1.1 (A)
Northbound (Trelany Rd) Approach 12.9 (B) 10.9 (B) 13.0 (B) 11.3 (B) Southbound (Mozden Ln) Approach 10.6 (B) 10.4 (B) 10.6 (B) 10.4 (B)

5. Contra Costa Blvd/Gregory Ln <80.0 (E) 32.9 (C) 30.5 (C) 32.9 (C) 30.6 (C)

6. Cleaveland Rd/Trelany Rd <35.01 (D) 0.6 (A) 1.2 (A) 0.6 (A) 1.2 (A) Westbound (Trelany Rd) Approach 12.9 (B) 12.2 (B) 13.1 (B) 12.3 (B)

7. Contra Costa Blvd/Crescent Dr <80.0 (E) 29.1 (C) 26.4 (C) 29.1 (C) 26.2 (C)

8. Cleaveland Rd/Crescent Plz <55.0 (D) 6.2 (A) 4.6 (A) 6.1 (A) 4.6 (A)

9. Crescent Dr/Crescent Plz <55.0 (D) 7.5 (A) 7.8 (A) 7.7 (A) 7.9 (A)

10. Contra Costa Blvd/Crescent Plz-Monument
Blvd - (F) 24.2 (C) 34.3 (C) 24.5 (C) 34.4 (C)

11. Monument Blvd/I-680 Ramps <55.0 (D) 38.4 (D) 34.5 (C) 38.7 (D) 34.7 (C)

12. Boyd Rd/Patterson Blvd <35.01 (D) 12.2 (B) 19.1 (C) 12.3 (B) 19.4 (C)

13. Boyd Rd/Cleaveland Rd <55.0 (D) 71.9 (E) 31.0 (C) 72.4 (E) 31.4 (C)

14. Boyd Rd/Crescent Dr
<35.01
(D)

2.1 (A) 2.0 (A) 2.2 (A) 2.0 (A)
Northbound (Driveway) Approach 12.8 (B) 12.0 (B) 12.8 (B) 12.2 (B) Southbound (Crescent Dr) Approach 12.9 (B) 15.0 (C) 13.1 (B) 15.6 (C)

15. Contra Costa Blvd/Boyd Rd <80.0 (E) 38.7 (D) 43.6 (D) 39.0 (D) 43.9 (D)

16. Contra Costa Blvd/Astrid Dr <80.0 (E) 6.6 (A) 6.1 (A) 6.7 (A) 6.2 (A) Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics; Bold text = deficient operation 1 The delay thresholds for each Level of Service are lower for intersections with stop controls than for signalized intersections
With the addition of project traffic to Existing volumes, the average delay at each intersection would increase by

1.1 seconds or less, with most intersections undergoing an increase in delay of less than 0.5 seconds. As the two intersections of Gregory Lane/Elinora Drive and Boyd Road/Cleaveland Road that are already operating deficiently would have an increase in delay of less than 5.0 seconds, this would constitute a less-than-significant impact.

It should be noted that with the addition of project-related traffic volumes, average delay at the intersection of Cleaveland Road/Crescent Plaza would be expected to decrease during the a.m. peak hour, as would the average delay at Contra Costa Boulevard/Crescent Drive during the p.m. peak hour. While this is counter-intuitive, this condition occurs when a project would add trips to movements that are currently underutilized or have delays that are below the intersection average, resulting in a better balance between approaches and lower overall

9.6.b
Packet Pg. 474 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 29 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
average delay. The project would add traffic predominantly to the northbound movements at Cleaveland Road/ Crescent Plaza and the north-south through movements at Contra Costa Boulevard/Crescent Drive. These movements have average delays that are lower than the average for the intersections on the whole, resulting in a slight reduction in the overall average delay for each intersection. The conclusion could incorrectly be drawn that the project would improve operations based on this data alone; however, it is more appropriate to conclude that the project trips are expected to make use of excess capacity, so drivers would experience little, if any, change in conditions as a result of the project.

Finding – The study intersections are expected to continue operating at the same Levels of Service upon the addition of project-generated traffic. The intersections that are operating deficiently without project traffic would have an increase in delay of 1.1 seconds or less with the addition of project-generated traffic, which is below the threshold of significance of 5.0 seconds of added delay, resulting in a less-than-significant impact on operations.

Future plus Project Conditions
Upon the addition of project-generated traffic to the anticipated Future volumes, and with the planned signalization of Gregory Lane/Elinora Drive, the study intersections are expected to operate acceptably other than Boyd Road/Cleaveland Road during the a.m. peak hour. The Future plus Project operating conditions are summarized in Table 14, and the Future plus Project traffic volumes are shown in Figure 7.

9.6.b
Packet Pg. 475 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR phi009.ai 10/19
odsworth
Ln
Astrid Dr
Project
Site
1 2 3 4 5
6 7
8 9 10 11
12 13 14 15
16 Not to Scale
Figure 7 – Future plus Project Traffic Volumes (2040)
(xx) PM Peak Hour Volume
xx AM Peak Hour Volume
Study Intersection
LEGEND
49 (150)
26 (67)
71 (153)
(132) 76
(24) 18
(67) 30
1 95 (146)
617(754)
(83) 83
(725)738
2 15 (40)
499 (504)
156 (90)
(121) 80
(431) 417
(258) 434
3 16 (19)
650(596)
41 (48)
(0) 0
(503)443
(10) 8
4 136 (243)
404 (356)
388 (169)
(224) 110
(0) 0
(394) 343
5 19 (48)
16 (27)
6 18 (117)
1 (11)
64 (141)
(50) 10
(9) 2
(105) 23
7 75 (130)
1 (0)
195 (46)
(1) 1
(1) 2
(0) 0
8 27 (70)
241 (148)
71 (56)
(24) 9
(300) 352
(23) 13
9 470 (580)
300 (225)
431 (225)
(44) 17
(373) 446
(35) 70
10 635 (775)
799 (830)
1059 (586)
(648) 550
(915) 595
(28) 16
11 164 (148)
194 (242)
(196) 162
(180) 170
12 74 (116)
358 (182)
23 (26)
(154) 165
(262) 480
(36) 57
13 30 (59)
414 (289)
5 (10)
(39) 140
(350) 474
(2) 3
14 7 (60)
1 (13)
0 (38)
(206) 301
(2) 7
(190) 196
15 (47) 30
(65) 113
16 9.6.b
Packet Pg. 476 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 31 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
Table 14 – Future and Future plus Project Peak Hour Intersection Levels of Service Study Intersection
Approach
Standard
Delay
(LOS)
Future Conditions
Delay (LOS)
Future plus Project
Conditions
Delay (LOS)
AM Peak PM Peak AM Peak PM Peak

1. Contra Costa Blvd/Woodsworth Ln <80.0 (E) 70.9 (E) 37.0 (D) 71.7 (E) 37.2 (D)

2. Gregory Ln/Elinora Dr <55.0 (D) 6.9 (A) 6.0 (A) 6.9 (A) 6.0 (A)

3. Gregory Ln/Cleaveland Rd <55.0 (D) 42.2 (D) 34.2 (C) 42.2 (D) 34.2 (C)

4. Gregory Ln/Trelany Rd
<35.01
(D)

0.6 (A) 1.2 (A) 0.6 (A) 1.2 (A)
Northbound (Trelany Rd) Approach 14.5 (B) 12.0 (B) 14.5 (B) 12.1 (B) Southbound (Mozden Ln) Approach 11.1 (B) 10.8 (B) 11.1 (B) 10.8 (B)

5. Contra Costa Blvd/Gregory Ln <80.0 (E) 35.2 (D) 35.5 (D) 35.3 (D) 35.9 (D)

6. Cleaveland Rd/Trelany Rd <35.01 (D) 0.6 (A) 1.3 (A) 0.6 (A) 1.3 (A) Westbound (Trelany Rd) Approach 14.2 (B) 13.2 (B) 14.4 (B) 13.2 (B)

7. Contra Costa Blvd/Crescent Dr <80.0 (E) 36.0 (D) 23.1 (C) 36.7 (D) 23.0 (C)

8. Cleaveland Rd/Crescent Plz <55.0 (D) 6.5 (A) 4.8 (A) 6.6 (A) 4.8 (A)

9. Crescent Dr/Crescent Plz <55.0 (D) 7.7 (A) 8.0 (A) 7.8 (A) 8.1 (A)

10. Contra Costa Blvd/Crescent Plz-Monument
Blvd - (F) 24.8 (C) 36.1 (C) 25.4 (C) 36.1 (C)

11. Monument Blvd/I-680 Ramps <55.0 (D) 49.5 (D) 36.4 (C) 50.3 (D) 36.7 (C)

12. Boyd Rd/Patterson Blvd <35.01 (D) 14.1 (B) 30.7 (D) 14.2 (B) 31.4 (D)

13. Boyd Rd/Cleaveland Rd <55.0 (D) 97.1 (F) 32.2 (C) 97.5 (F) 32.5 (C)

14. Boyd Rd/Crescent Dr
<35.01
(D)

2.2 (A) 2.2 (A) 2.3 (A) 2.2 (A)
Northbound (Driveway) Approach 13.8 (B) 12.9 (B) 13.9 (B) 13.2 (B) Southbound (Crescent Dr) Approach 14.1 (B) 17.0 (C) 14.3 (B) 17.8 (C)

15. Contra Costa Blvd/Boyd Rd <80.0 (E) 40.7 (D) 44.8 (D) 40.9 (D) 45.2 (D)

16. Contra Costa Blvd/Astrid Dr <80.0 (E) 7.0 (A) 6.3 (A) 7.0 (A) 6.3 (A) Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way stop-controlled intersections are indicated in italics; Bold text = deficient operation 1 The delay thresholds for each Level of Service are lower for intersections with stop controls than for signalized intersections
Finding – The study intersections would continue operating at the same Levels of Service with the addition of project traffic as without it, with all locations subjected to an increase in delay of 0.8 seconds per vehicle or less.

The one intersection operating deficiently without project traffic added, Boyd Road/Cleaveland Road during the a.m. peak hour, would be expected to see a slight increase in delay of 0.4 seconds per vehicle, resulting in a lessthan-significant impact as this is less than the threshold of 5.0 seconds of added delay.

9.6.b
Packet Pg. 477 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 32 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
Freeway Operation
Existing plus Project Conditions
Under Existing plus Project volumes, the study freeway facilities are expected to continue to operate acceptably.

These results are summarized in Table 15.

Table 15 – Existing and Existing plus Project Peak Hour Freeway Levels of Service Study Segment
Facility
LOS
Standard
Existing Conditions Existing plus Project
AM Peak PM Peak AM Peak PM Peak
Density LOS Density LOS Density LOS Density LOS
I-680 North
I-680 to the South of Oak Park
Blvd
F 15.9 B 18.6 C 15.9 B 18.6 C
Off-Ramp to Contra Costa Blvd F 21.7 C 28.0 C 21.7 C 28.1 C Off-Ramp to Monument Blvd F 16.2 B 20.7 C 16.2 B 20.7 C On-Ramp from Monument Blvd F 18.1 C 23.2 C 18.1 C 23.3 C I-680 to the North of Monument
Blvd
F 18.5 C 23.7 C 18.6 C 23.7 C
I-680 South
I-680 to the North of Willow
Pass Rd
F 13.2 B 14.1 B 13.2 B 14.2 B
Off-Ramp to Monument Blvd F 16.2 B 16.4 B 16.2 B 16.5 B On-Ramp from Monument Blvd F 17.7 B 17.7 B 17.7 B 17.7 B On-Ramp from Contra Costa
Blvd
F 16.4 B 16.3 B 16.4 B 16.3 B
I-680 to the South of Oak Park
Blvd
F 21.6 C 19.7 C 21.6 C 19.8 C
Notes: Density is measured in passenger cars per mile per lane; LOS = Level of Service Finding – The study freeway facilities are expected to continue operating acceptably at the same Levels of Service upon the addition of project-generated traffic as without it.

Future plus Project Conditions
With project-generated traffic added to the anticipated Future volumes, the study freeway facilities are expected to continue to operate acceptably. The Future plus Project operating conditions are summarized in Table 16.

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Packet Pg. 478 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 33 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
Table 16 – Future and Future plus Project Peak Hour Freeway Levels of Service Study Segment
Facility
LOS
Standard
Future Conditions Future plus Project
AM Peak PM Peak AM Peak PM Peak
Density LOS Density LOS Density LOS Density LOS
I-680 North
I-680 to the South of Oak Park
Blvd
F 18.2 C 21.7 C 18.2 C 21.7 C
Off-Ramp to Contra Costa Blvd F 25.6 C 33.4 D 25.6 C 33.5 D Off-Ramp to Monument Blvd F 18.8 C 24.6 C 18.8 C 24.6 C On-Ramp from Monument Blvd F 21.1 C 28.0 D 21.1 C 28.1 D I-680 to the North of Monument
Blvd
F 21.6 C 28.5 D 21.6 C 28.5 D
I-680 South
I-680 to the North of Willow
Pass Rd
F 15.1 B 16.1 B 15.1 B 16.1 B
Off-Ramp to Monument Blvd F 19.2 B 19.4 B 19.2 B 19.4 B On-Ramp from Monument Blvd F 20.6 C 20.7 C 20.7 C 20.7 C On-Ramp from Contra Costa
Blvd
F 19.0 C 18.8 C 19.0 C 18.8 C
I-680 to the South of Oak Park
Blvd
F 25.5 C 23.1 C 25.5 C 23.1 C
Notes: Density is measured in passenger cars per mile per lane; LOS = Level of Service Finding – All study freeway segments would continue operating at acceptable Levels of Service with the project added to anticipated future volumes.

Arterial Speeds
The SimTraffic application of the Synchro software package was used to assess the average speeds along Contra Costa Boulevard, which has a minimum standard operational speed of 15 mph per the CCTA Central County Action Plan. The average speeds for northbound and southbound Contra Costa Boulevard for the various scenarios are presented in Table 17. Copies of the SimTraffic calculations from which these arterial speeds were obtained are provided in Appendix D.

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Packet Pg. 479 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 34 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
Table 17 – Arterial Speeds
Study Segment
Direction
Average Speed (mph)
AM Peak Hour PM Peak Hour
E E+P F F+P E E+P F F+P
Contra Costa Blvd
Northbound 18 18 17 18 14 14 11 11
Southbound 17 17 15 15 18 19 16 17
Notes: Average speed determined from ten SimTraffic runs; all speeds are measured in miles per hour; E = existing conditions; E+P = existing plus project conditions; F = future conditions; F+P = future plus project conditions; Bold text = speed is below standard
As shown, the arterial speeds along Contra Costa Boulevard would not decrease with the addition of project traffic.

In the northbound direction during the p.m. peak hour where there are deficient operations under Existing and Future conditions, the addition of project traffic would result in no impact to arterial speeds.

Finding – The addition of project-generated traffic to Contra Costa Boulevard would not result in speeds falling below the minimum standard of 15 mph nor would it cause already-deficient conditions to deteriorate further.

The project’s impact would therefore be less-than-significant.

Queuing
The estimated queue lengths were determined for each project intersection for turning movements with turn lanes, as well as for the longest queue length on each off-ramp. The turn lane queues were compared to existing turn lane lengths to determine if the project would cause the back of queue to extend from within the turn pocket out of the pocket and into the through lane. The ramp queue lengths were compared to the distance from the stop bar to the gore point to determine if project traffic would potentially cause the back of queue to extend onto the freeway mainline.

The projected maximum queue in the turn pockets and off-ramps at the study intersections were determined using the SimTraffic application of Synchro and averaging the 95th-Percentile queue for each of ten runs.

Summarized in Table 18 are the predicted queue lengths for approaches to study intersections with turn pockets or from freeway off-ramps. Copies of the SimTraffic projections are contained in Appendix E.

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Packet Pg. 480 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 35 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
Table 18 – Maximum Queues Lengths and Available Storage Study Intersection
Approach
Available Maximum Queues (ft.)
Storage
(ft.)
AM Peak Hour PM Peak Hour
E E+P F F+P E E+P F F+P

1. Contra Costa
Blvd/Woodsworth Ln

Eastbound Through-Right 215 73 70 77 65 99 92 101 102
Northbound Left-Turn 140 67 66 67 65 188 174 200 198
Southbound Left-Turn 140 102 117 139 142 203 194 212 209 Southbound Right-Turn 140 91 87 119 119 138 136 173 173

3. Gregory Ln/Cleaveland Rd
Eastbound Left-Turn 180 93 92 117 102 121 134 141 154
Westbound Left-Turn 215 154 154 163 166 108 118 124 120 Northbound Left-Turn 190 117 114 119 121 156 166 184 176 Southbound Right-Turn 225 65 71 77 76 74 75 78 93

4. Gregory Ln/Trelany Rd
Westbound Left-Turn 125 32 32 36 36 38 36 39 37

5. Contra Costa Blvd/Gregory Ln
Eastbound Left-Turn 200 66 77 85 89 139 131 143 144
Westbound Left-Turn 200 278 276 287 292 223 225 236 238 Westbound Off-Ramp1 1190 447 463 725 713 398 388 556 617 Westbound Right-Turn 425 155 173 316 344 194 223 314 348 Northbound Left-Turn 165 118 126 145 141 171 175 182 178 Southbound Left-Turn 170 54 64 71 85 112 103 167 132

6. Cleaveland Rd/Trelany Rd
Southbound Left-Turn 65 21 17 21 20 31 33 35 36

7. Contra Costa Blvd/Crescent Dr
Eastbound Right-Turn 105 38 39 38 40 91 89 101 97
Northbound Left-Turn 105 25 23 34 22 94 89 105 102
Southbound Left-Turn 160 50 34 49 40 118 92 134 120

8. Cleaveland Rd/Crescent Plz
Westbound Right-Turn 70 86 89 90 91 80 80 82 83

9. Crescent Dr/Crescent Plz
Eastbound Left-Turn 65 22 24 25 22 37 40 44 42
Westbound Left-Turn 320 64 69 66 72 68 64 68 61

10. Contra Costa Blvd/Crescent
Plz-Monument Blvd

Eastbound Left-Turn 145 56 61 82 99 115 116 128 120
Westbound Left-Turn 270 182 189 188 190 135 138 116 126

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Table 18 – Maximum Queues Lengths and Available Storage Study Intersection
Approach
Available Maximum Queues (ft.)
Storage
(ft.)
AM Peak Hour PM Peak Hour
E E+P F F+P E E+P F F+P
Westbound Right-Turn 220 73 88 83 65 214 217 128 127
Northbound Left-Turn 190 48 59 69 69 164 163 185 205
Southbound Left-Turn 330 199 195 259 272 302 291 313 313

11. Monument Blvd/I-680 Ramps
Eastbound Left-Turn 250 262 259 269 268 213 211 228 223 Westbound Left-Turn 435 454 455 455 454 313 328 336 326 Westbound Right-Turn 335 70 N/A 70 79 344 378 433 490
Northbound Left-Turn 460 18 14 16 16 12 18 10 13
Northbound Off-Ramp1 1375 116 150 197 218 243 216 392 388 Northbound Right-Turn 830 22 58 72 85 101 48 334 309
Southbound Left-Turn 480 296 353 341 342 307 317 570 573 Southbound Off-Ramp1 1465 386 389 448 438 472 460 670 654 Southbound Right-Turn 125 20 16 27 18 40 N/A N/A N/A

12. Boyd Rd/Patterson Blvd
Westbound Left-Turn 125 90 97 103 103 109 111 119 119

13. Boyd Rd/Cleaveland Rd
Eastbound Left-Turn 50 141 147 149 151 103 107 120 122
Westbound Left-Turn 125 92 83 88 93 75 84 88 75
Westbound Right-Turn 165 149 160 172 178 106 133 121 143 Northbound Left-Turn 60 74 75 76 77 52 51 51 52
Northbound Through-Right 105 99 102 111 108 91 94 96 99 Southbound Left-Turn 185 147 133 173 167 97 99 107 117

14. Boyd Rd/Crescent Dr
Eastbound Left-Turn 145 73 71 91 93 33 39 40 47
Westbound Left-Turn 125 13 14 14 19 18 18 16 17

15. Contra Costa Blvd/Boyd Rd
Eastbound Left-Turn 125 140 152 164 167 111 119 127 136 Eastbound Right-Turn 70 122 124 124 122 116 119 119 120 Northbound Left-Turn 610 183 191 204 218 243 248 270 317 Northbound Through-Right 185 156 151 175 180 214 223 230 235 Southbound Left-Turn 230 99 99 119 115 60 69 84 81
Southbound Right-Turn 340 137 124 143 157 64 74 73 85

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Packet Pg. 482 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 37 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
Table 18 – Maximum Queues Lengths and Available Storage Study Intersection
Approach
Available Maximum Queues (ft.)
Storage
(ft.)
AM Peak Hour PM Peak Hour
E E+P F F+P E E+P F F+P

16. Contra Costa Blvd/Astrid Dr
Eastbound Left-Turn 100 49 47 50 51 58 56 63 60
Northbound Left-Turn 135 50 51 56 53 78 79 86 88
Notes: Maximum Queue based on the average of the 95th Percentile value from ten SimTraffic runs; all distances are measured in feet; N/A = No length returned due to too few vehicles in simulations; E = existing conditions; E+P = existing plus project conditions; F = future conditions; F+P = future plus project conditions; Italic text = queue length exceeds available storage; Bold text = queue length is within available storage without project and exceeds available storage with project, or queue length exceeds storage without project and increases by more than 25 feet with project
1 The off-ramp distance indicated is the longest for that off-ramp.

Finding – For several locations assessed, the queue would exceed the provided storage without the project and while the added project traffic would increase the queue length, the back of queue would remain visible to oncoming traffic, resulting in a less-than-significant impact.

In many locations, the queue is projected to decrease by a few feet with the addition of project traffic. This is due to the nature of the SimTraffic simulation software and not representative of expectations that the added project traffic would reduce queuing.

The addition of project traffic to future volumes would increase the northbound left-turn queue at Contra Costa Boulevard/Crescent Plaza-Monument Boulevard beyond the limits of the existing 190-foot turn lane during the p.m. peak hour. The future queue without project traffic is estimated to be 185 feet, whereas the project traffic would increase this to 205 feet. This would be a significant impact of the proposed project.

Recommendation – It is recommended that the northbound left-turn lane at Contra Costa Boulevard/Crescent Plaza-Monument Boulevard be extended by 35 feet to accommodate up to 225 feet of stacking, or nine vehicles, to mitigate this impact. This could be accomplished by reducing the median upstream of the northbound leftturn lane to make way for additional storage capacity. The northbound left-turn lane could be extended without conflicting with the southbound left-turn lane at Contra Costa Boulevard/Boyd Road.

Finding – The westbound right-turn queue at Monument Boulevard/I-680 Ramps exceeds the right turn pocket during the p.m. peak hour under Existing conditions and is projected to do so under Future conditions without project traffic. The addition of project traffic is projected to increase the queue lengths under these conditions by 34 feet (Existing plus Project) and 57 feet (Future plus Project). Because this deficiency would exist without the proposed project and the project would result in a queue length increase of greater than 25 feet, this would be a significant impact of the proposed project.

Recommendation – To improve this existing deficiency, it is recommended that either one or both of the westbound right-turn lanes be extended to accommodate an additional combined 75 feet, or three vehicles, of queue length. This could be accommodated by widening the outside of the road (to the north), narrowing the existing westbound through lanes, and reducing the width of the median.

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Packet Pg. 483 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 38 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
Alternative Modes
Pedestrian Facilities
Given the location of the site within Downtown Pleasant Hill and its proximity to retail, restaurants, and civic facilities, it is reasonable to assume that some project residents would want to walk, bicycle, and/or use transit between the project site and surrounding environs. Sidewalks exist along the project frontage on Cleaveland Road.

Finding – Pedestrian facilities serving the project site are adequate.

Bicycle Facilities
It is noted that the section of Cleaveland Road between Gregory Lane and Boyd Road is currently striped as a Class III bicycle route with sharrows, which is allowed given the posted speed limit of 30 mph. While this meets current roadway design standards, the City has identified this section of Cleaveland Road to include Class II bicycle lanes in the future per the Pleasant Hill Bicycle and Pedestrian Master Plan.

Existing bicycle facilities, including the sharrows on Cleaveland Road, together with planned improvements and shared use of minor streets, would provide adequate access for bicyclists associated with the proposed project.

Bicycle Storage
The project’s Notice of Preparation specifies that there would be 60 bicycle parking spaces provided in an enclosed bicycle storage area in the parking garage. The Pleasant Hill Municipal Code Chapter 18.55 Off-Street Parking and Loading Regulations does not specify bicycle parking requirements for multifamily residential land uses. However, the Contra Costa County Municipal Code Chapter 82-16.412 Bicycle Parking prescribes long-term spaces at a rate of 15-percent of the number of bedrooms, and short-term spaces at a rate of five percent of the number of bedrooms.

Per the project site plan, 277 bedrooms are proposed to be provided among the 210 dwelling units. This would result in 34 required long-term bicycle parking spaces and 11 required short-term bicycle parking spaces, for 45 total bicycle parking spaces. These requirements are provided for informational purposes only, as the proposed project is within the jurisdiction of the City and not the County.

Finding – Bicycle facilities serving the project site are adequate. While the City of Pleasant Hill does not require bicycle parking for multifamily residential land uses, the County of Contra Costa would require 45 bicycle parking spaces, which is less than the 60 proposed to be provided.

Transit
Existing transit routes are adequate to accommodate project-generated transit trips. Existing stops are within an acceptable walking distance of the site, with stops for County Connection Routes 9, 16, 18, 314, and 316 located

0.06 miles (300 feet) or less from a project building. Sidewalks and crosswalks would provide pedestrian connections between the site and nearby transit stops.

Finding – Transit facilities serving the project site are adequate.

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Packet Pg. 484 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 39 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
Access and Circulation
Site Access
Site access would be provided by a driveway on Cleaveland Road at the northwest corner of the project site, approximately where the existing northern driveway is located for the office building. This driveway would provide access into the project site, including access to the parking garage, guest spaces, loading zones, and trash collection. Due to the landscaped median on Cleaveland Road, use of this driveway would be restricted to rightin/right-out operation.

Sight Distance
Sight distances along Cleaveland Road at the proposed project driveway location was evaluated based on sight distance criteria and methodology contained in the Highway Design Manual published by Caltrans. The recommended sight distance for minor street approaches that are either a private road or a driveway is based on stopping sight distance and the approach travel speed.

The speed limit on Cleaveland Road is posted at 30 mph, resulting in a recommended minimum stopping sight distance of 200 feet. Due to the relatively level terrain of the area combined with the straight roadway geometry, over 200 feet of sight distance was observed at the project driveway location, exceeding the recommended minimum and providing sight distance adequate for approach speeds of 30 mph.

Access Analysis
Right-Turn Lane Warrants
Site access for inbound right-turning traffic was assessed, although this driveway would not satisfy criteria that are considered for right-turn lanes or tapers, such as volumes or safety, based on a review of local conditions. Due to the low speed, low volume, and downtown nature of Cleaveland Road, designated right-turn lanes or tapers would not be warranted the project driveway and are therefore not recommended.

Access and Circulation Summary
Findings – Sight distances at the proposed driveway location would be sufficient for the posted speed limit of 25 mph on Cleaveland Road. A right-turn lane or tapers would not be warranted at the project driveway given local conditions. Left turns into the Boyd Road driveway would present a potential safety impact for eastbound traffic on Boyd Road.

9.6.b
Packet Pg. 485 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 40 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
Conclusions and Recommendations
Conclusions
x With 210 apartment units, the project is anticipated to generate an average of 1,142 daily trips, including 76 during the a.m. peak hour and 92 during the p.m. peak hour. x Of the 16 study intersections, 14 are operating acceptably under Existing conditions, while the Gregory Lane/ Elinora Drive and Boyd Road/Cleaveland Road intersections currently operate unacceptably. The addition of project-generated traffic would increase the delay at these two intersections by less than five seconds, resulting in a less than significant impact. Project traffic added to other intersections would not degrade operations to an unacceptable level, also resulting in a less than significant impact. x Under Future conditions, the existing deficient delay at Gregory Lane/Elinora Drive would be improved to an acceptable level based on the programmed installation of a traffic signal at this location, replacing the current stop control on Elinora Drive and free-flow conditions on Gregory Lane. The Boyd Road/Cleaveland Road intersection would continue to operate unacceptably. The addition of project traffic would increase the delay at the Boyd Road/Cleaveland Road intersection by less than five seconds, resulting in a less than significant impact. The operation of the other 15 study intersections would remain acceptable under Future plus Project conditions.
x Under all study conditions the analyzed freeway segments would operate acceptably at LOS D or better, with or without the addition of project-generated traffic.
x Less-than-significant impacts are projected along Contra Costa Boulevard as the addition of projectgenerated traffic would not decrease the arterial speed below the threshold of 15 mph. Under northbound p.m. peak hour volumes when the roadway operates at less than 15 mph for both Existing and Future volumes, the addition of project-generated traffic would be expected to result in no impact to arterial speed along the corridor.
x With respect to queue lengths at study intersections, it was determined that additional turn lane capacity would be required for the northbound left-turn lane at the Contra Costa Boulevard/Crescent Plaza-Monument Boulevard intersection to mitigate a queuing impact. Also, the project would increase the westbound rightturn queue at Monument Boulevard/I-680 Ramps during the p.m. peak hour by 34 feet under Existing conditions and 57 feet under Future conditions, representing a significant impact as this is an increase in queue length of greater than 25 feet as compared to conditions without project volumes. x There are adequate existing pedestrian, bicycle, and transit facilities to serve the proposed project. The existing bicycle facility (Class III) does meet roadway design standards, and the City has identified the section of Cleaveland Road between Gregory Lane and Boyd Road for future Class II bicycle lanes. x The sight distance at the proposed project driveway location would be adequate. Given the Downtown location of the project and its low speed and low-volume fronting roadway, right-turn lanes are not warranted, nor are right-turn tapers.

Recommendations
x To mitigate a significant project queueing impact, it is recommended that the northbound left-turn lane at Contra Costa Boulevard/Crescent Plaza-Monument Boulevard be extended to accommodate up to 225 feet

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Packet Pg. 486 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 41 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
of queue length, or 35 feet more than exists. Reducing the median upstream of the northbound left-turn lane would enable extension of the turn lane, which could be extended without conflicting with the southbound left-turn lane at Contra Costa Boulevard/Boyd Road. With this mitigation measure, the impact would be reduced to a less than significant level.
x To address an existing queue deficiency, it is recommended that one or both of the westbound right-turn lanes at Monument Boulevard/I-680 Ramps be extended by a combined 75 feet to accommodate the Future and Future plus Project projected queue lengths. This could be accommodated by widening the outside of the road (to the north), narrowing the existing westbound through lanes, and reducing the width of the median.

9.6.b
Packet Pg. 487 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) 42 Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 6, 2020
Study Participants and References
Study Participants
Principal in Charge Mark E. Spencer, TE
Associate Engineer Kevin Carstens, PE
Assistant Engineer Allison Woodworth, EIT
Assistant Planner Julia Walker
Graphics Katia Wolfe
Editing/Formatting Hannah Yung-Boxdell
Quality Control Dalene J. Whitlock, PE, PTOE
References
2014 Collision Data on California State Highways, California Department of Transportation, 2017 California Manual on Uniform Traffic Control Devices Revision 4, California Department of Transportation, 2019 Central County Action Plan, Contra Costa Transportation Authority, 2017 City of Pleasant Hill General Plan, City of Pleasant Hill, 2003 Contra Costa County Code, Municipal Code Corporation, 2017 County Connection, http://countyconnection.org/
Draft Environmental Impact Report for the CarMax Auto Superstore, FirstCarbon Solutions, 2017 FY 2018-2023 Capital Improvement Plan, City of Pleasant Hill, 2018 Growth Management Element Amendment, City of Pleasant Hill, 2013 Guide for the Preparation of Traffic Impact Studies, California Department of Transportation, 2002 Highway Capacity Manual, 6th Edition, Transportation Research Board, 2018 Highway Capacity Manual, Transportation Research Board, 2010 Highway Design Manual, 6th Edition, California Department of Transportation, 2017 Intersection Channelization Design Guide, National Cooperative Highway Research Program (NCHRP) Report No. 279, Transportation Research Board, 1985
Method for Prioritizing Intersection Improvements, Washington State Transportation Center, 1997 Ordinance Code of Contra Costa County Chapter 82-16.412 Bicycle Parking, Municipal Code Corporation, 2019 Parking Generation Handbook, 5th Edition, Institute of Transportation Engineers, 2019 Plan Bay Area: Regional Transportation Plan and Sustainable Communities Strategy for the San Francisco Bay Area – 2013-2040, Metropolitan Transportation Commission, 2013 Pleasant Hill Bicycle and Pedestrian Master Plan, City of Pleasant Hill, 2011 Pleasant Hill Municipal Code, Code Publishing Company, 2017 Quantifying Greenhouse Gas Mitigation Measures, California Air Pollution Control Officers Association, 2010 Statewide Integrated Traffic Records System (SWITRS), California Highway Patrol, 2013-2018 Trip Generation Manual, 10th Edition, Institute of Transportation Engineers, 2017 Trip Generation Handbook: An ITE Recommended Practice, 3rd Edition, Institute of Transportation Engineers, 2014 Update of the Contra Costa Congestion Management Program, Contra Costa Transportation Authority, 2017 PHI009

9.6.b
Packet Pg. 488 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) A Traffic Impact Study for the Blake-Griggs Multi-Family Residential Facility EIR April 2020
Appendix A
Collision Rate Calculations
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9.6.b
Packet Pg. 489 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Abrams Associates
TRAFFIC ENGINEERING, INC. October 15, 2021
Pleasant Hill Starbucks Project
Transportation Impact Analysis
Prepared by:

Abrams Associates
1875 Olympic Boulevard, Suite 210
Walnut Creek CA 94596
Abrams Associates
TRAFFIC ENGINEERING, INC.

9.6.b
Packet Pg. 490 Attachment: Measure J GMP Compliance Checklist - 2020-2021 (CCTA Biennial Compliance Checklist) Abrams Associates
TRAFFIC ENGINEERING, INC.

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Pleasant Hill City CouncilMarch 20, 2023

Pleasant Hill City Council
March 20, 2023