Pleasanton City Council
May 19, 2026

CITY COUNCIL

REGULAR MEETING AGENDA
Tuesday, May 19, 2026
7:00 PM
City Council Chamber
200 Old Bernal Avenue
Pleasanton, CA 94566
The meeting will be held in-person, broadcast live on Channel 29 and streamed live for viewing at the following links TV30 https://www.tri-valleytv.org, the City's website in the Meetings portal (a red dot will indicate a live meeting) https://www.cityofpleasantonca.gov/, and the City's YouTube channel: https://www.youtube.com/user/TheCityofPleasanton.

Public participation: It is requested that members of the public wishing to address the City Council submit a speaker card. When public comment is opened on an agenda item, individuals may speak once per agenda item.

To submit written public comment regarding an open session item on this meeting agenda visit https://forms.cityofpleasantonca.gov/f/writtenpubliccomment. Comments will be accepted by the City Clerk’s Office until 12:00 p.m. on the day of the Council meeting.

In Person at Council Chamber:
• Submit a physical speaker card to the City Clerk at the meeting. When your name is called, please provide comment at the podium.

CALL TO ORDER
• Welcome and Pledge of Allegiance - Cm. Testa
• Roll Call
Resolution No. 2026-032
Ordinance No. 2306

REPORT ON CLOSED SESSION

AGENDA AMENDMENTS

CONSENT CALENDAR
Items listed on the consent calendar are considered routine in nature and may be enacted by one motion. If discussion is required, that particular item will be removed from the consent calendar and will be considered separately.

City Manager

1. Approve meeting minutes of April 21, 2026

2. Approve flying of the commemorative Progress Pride Flag pursuant to the City’s flag policy
Community and Economic Development

City Council Agenda Page 2 of 4 May 19, 2026

3. Adopt a resolution adopting the Pleasanton Transportation Safety Action Plan

4. Authorize submittal of a Federal Grant Application to the United States Department of Transportation for the Safe Streets and Roads for All - Implementation Grant for the amount of $25,000,000

5. Authorize the City Manager to enter into a design professional services agreement with Wood Rogers, Inc., for the I-580 Overcrossing Pedestrian and Bicycle Improvements project, CIP No. 22570, for a not-to-exceed amount of $482,940

6. Approve the Housing and Human Services Grant Program and the Action Plan for the Use of Community Development Block Grant Program

a. Adopt a resolution approving the allocation of Housing and Human Services Grant Program funds for the fiscal year 2026/27 grant funding cycle and approve budget amendments

b. Adopt a resolution approving the Annual Action Plan (fiscal year 2026- 2027) for the Use of Federal Community Development Block Grant (CDBG) Funds
Finance

7. Accept the monthly disbursements and investment report for March 2026

8. Accept a report on City Manager-approved contracts and purchase orders for the quarter ended March 31, 2026
Human Resources

9. Adopt a resolution approving the proposed Memorandum of Understanding between the City of Pleasanton and the Pleasanton Police Officers' Association with term ending May 31, 2029

10. Public Hearing: Hold a public hearing and receive an informational report regarding the City’s vacancy rate, recruitment, and retention efforts, pursuant to Assembly Bill 2561 (Government Code Section 3502.3)
Library and Recreation

11. Authorize the City Manager to execute a five-year professional service agreement with CivicPlus for Recreation Management and Agenda and Meeting Management software in an amount not to exceed $563,423 and NextRequest in an amount not to exceed $92,629
Public Works

12. Adopt a resolution amending the fiscal year 2026/27 budget to incorporate a list of

City Council Agenda Page 3 of 4 May 19, 2026
projects funded by Senate Bill 1, The Road and Repair Accountability Act of 2017

13. Authorize the City Manager to grant the Amador Theater property at 1155 Santa Rita Road to the Pleasanton Unified School District and adopt a resolution of summary vacation for access and utility easement at 1331 Santa Rita Road for the Pleasanton Unified School District

MEETING OPEN TO THE PUBLIC

14. Presentation of a proclamation declaring June 2026 as Pride Month

15. Public Comment regarding items not listed on the agenda – Speakers are limited to 3 minutes.

PUBLIC HEARINGS AND OTHER MATTERS
If necessary to ensure completion of the following items, the Mayor may alter time limits.

16. Adopt a resolution accepting the Fiscal Year 2026/27 Mid-Term Update for Operating and Capital Budget, and approve a revised five-year Water Capital Improvement Program

17. A) Adopt a resolution certifying the Final Environmental Impact Report (FEIR); and B) Introduce an ordinance approving:
(1) Annexations (P18-0078) of parcels totaling 130.98 acres from unincorporated Alameda County to the City of Pleasanton;
(2) General Plan Amendments (P18-0079) redesignating residential areas from Open Space–Public Health and Safety to Low Density Residential and open space areas from Low Density Residential to either Open Space–Public Health and Safety or Open Space–Parks and Recreation;
(3) Rezoning (P18-0081) parcels from Pre-Zoned PUD–OS-A&G/OSPH&S/LDR/HOZ (Planned Unit Development–Open Space–Agriculture and Grazing/Open Space–Public Health and Safety/Low Density Residential/Housing Opportunity Zone) Districts to PUD–OS-A&G/OS-PH&S/LDR (Planned Unit Development–Open Space–Agriculture and Grazing/Open Space–Public Health and Safety/Low Density Residential) Districts;
(4) A Planned Unit Development (PUD-130) to construct 28 detached single-family residences, demolish and reconstruct two existing single-family residences, and install related on- and off-site improvements and infrastructure; and (5) A Vesting Tentative Tract Map (Tract 8569) to subdivide parcels totaling 128.5 acres into either single-family lots or private and public open space; and C) Introduce an Ordinance approving a Pre-Annexation and Development Agreement

MATTERS INITIATED BY COUNCIL

City Council Agenda Page 4 of 4 May 19, 2026

COUNCIL REPORTS
Brief reports on conferences, seminars, and meetings attended by the Council

CITY MANAGER UPDATES

ADJOURNMENT
Notice
Under Government Code §54957.5, any writings/documents regarding an open session item on this agenda and items received by the City Clerk’s Office by 12:00 p.m. on the day of the meeting provided to a majority of the City Council after distribution of the agenda packet will be available for public inspection on the City’s website https://www.cityofpleasantonca.gov/ and also at the Pleasanton Library located at 400 Old Bernal Ave., Pleasanton, CA 94566.

There is a 90-day limit for the filing of a challenge in the Superior Court to certain City administrative decisions and orders, which require a hearing by law, the receipt of evidence, and the exercise of discretion. The 90-day limit begins on the date the decision is final (Code of Civil Procedure § 1094.6). Further, if you challenge an action taken by the City Council in court, you may be limited, by California law, including but not limited to Government Code §65009, to raising only those issues you or someone else raised in the public hearing, or in written correspondence delivered to the City Council prior to or at the public hearing. The City Council may be requested to reconsider a decision if the request is made prior to the next City Council meeting, regardless of whether it is a regular or special meeting.

Accessible Public Meetings
The City of Pleasanton can provide special assistance for persons with disabilities to participate in public meetings. To make a request for a disability-related modification or accommodation (e.g., an assistive listening device), please contact the City Clerk’s Office at 123 Main Street, Pleasanton, CA 94566 or (925) 931-5027 at the earliest possible time. If you need translation or interpretation assistance, please provide at least two working days’ notice prior to the meeting date.

City Council Minutes Page 1 of 1 April 21, 2026

CITY OF PLEASANTON

CITY COUNCIL

MINUTES
Tuesday, April 21, 2026
5:00 PM

CALL TO ORDER
Mayor Balch called the Special Meeting Workshop of the City Council to order at the hour of 5:00 p.m. from the Council Chamber located at 200 Old Bernal Avenue.

ROLL CALL

Present: Councilmembers Eicher, Gaidos, Nibert*, Testa, Mayor Balch

Absent: None.
*Councilmember Nibert arrived at 5:02 p.m.

1. Public Comment - Comments are limited to items listed on the agenda.

Mayor Balch opened public comment. There being no speakers, Mayor Balch closed the public comment.

WORKSHOP

2. Receive an update on the 2026 Sewer Rate Study
Presentation by Nick Ajluni, Public Works Assistant Director, and Nancy Phan (Water Resource Economics).

ADJOURNMENT
Mayor Balch adjourned the meeting at 6:02 p.m.
______________________
Jocelyn Kwong, City Clerk
Item #1

City Council Minutes Page 1 of 1 April 21, 2026

CITY OF PLEASANTON

CITY COUNCIL

MINUTES
Tuesday, April 21, 2026
6:30 PM

CALL TO ORDER
Mayor Balch called the Special Meeting Closed Session of the City Council to order at the hour of 6:30 p.m. from the City Council Conference Room located at 200 Old Bernal Avenue.

ROLL CALL

Present: Councilmembers Eicher, Gaidos, Nibert, Testa, Mayor Balch

Absent: None.

1. Public Comment - Comments are limited to items listed on the agenda.

Mayor Balch opened public comment. There being no speakers, Mayor Balch closed the public comment.

ADJOURN TO CLOSED SESSION

2. CONFERENCE WITH LABOR NEGOTIATORS - Gov't Code Section 54957.6:

Agency designated representatives: Xaviera Scoggins, Tim Davis (Burke, William & Sorensen, LLC)
Employee Organization: Pleasanton Police Officers Association

REPORT ON CLOSED SESSION
There was no reportable action.

ADJOURNMENT
Mayor Balch adjourned the meeting at 6:43 p.m.
______________________
Jocelyn Kwong, City Clerk

City Council Minutes Page 1 of 8 April 21, 2026

CITY OF PLEASANTON

CITY COUNCIL

MINUTES
Tuesday, April 21, 2026
7:00 PM

CALL TO ORDER
Mayor Balch called the Regular Meeting of the City Council to order at the hour of 7:00 p.m. from the Council Chamber located at 200 Old Bernal Avenue.

ROLL CALL

Present: Councilmembers Eicher, Gaidos, Nibert, Testa, Mayor Balch

Absent: None.

AGENDA AMENDMENTS
City Manager Beaudin removed item 24 from the agenda due to the applicant withdrawing their appeal.

CONSENT CALENDAR
Mayor Balch opened public comment. There being no speakers, Mayor Balch closed the public comment.

MOTION: It was m/s by Councilmember Eicher/Councilmember Testa to approve the consent calendar as recommended. Motion passed by the following vote:

Ayes: Councilmembers Eicher, Gaidos, Nibert, Testa, Mayor Balch Noes: None

Absent: None
City Attorney

1. Authorize the City Manager to enter into an Amended and Restated Fee Collection Agreement with Alameda County Flood Control and Water Conservation District, Zone 7
Recommendation: Authorize the City Manager to enter into an Amended and Restated Fee Collection Agreement with Alameda County Flood Control and Water Conservation District, Zone 7.

City Manager

2. Approve meeting minutes of March 3, 2026 and March 17, 2026

City Council Minutes Page 2 of 8 April 21, 2026
Recommendation: Approve meeting minutes of March 3, 2026 and March 17, 2026.

Community and Economic Development

3. Adopt a resolution to approve the Altamont Settlement Agreement Education Advisory Board's $617,625 Expenditure Plan for Fiscal Year 2026/2027 Recommendation: Adopt Resolution No. 2026-015 approving the Altamont Settlement Agreement Education Advisory Board’s $617,625 Expenditure Plan for Fiscal Year 2026/2027.

4. Adopt a resolution authorizing (1) continued participation of the City of Pleasanton in the Alameda County HOME Consortium and (2) execution of the necessary documents to maintain eligibility of the consortium for HOME program funds in accordance with the National Affordable Housing Act of 1990 Recommendation: Adopt Resolution No. 2026-016 authorizing the renewal of a cooperative agreement with Alameda County to participate in the Alameda County HOME Consortium for the purpose of receiving federal HOME funds for affordable housing development for Fiscal Years 2027, 2028, and 2029.

5. Adopt a resolution approving the 10-year Alameda County Transportation Commission Master Programs Funding Agreement for Measure BB and Vehicle Registration Fees and the one-year Master Programs Funding Agreement for Measure B, and authorize the City Manager to execute the agreements Recommendation: Adopt Resolution No. 2026-017 approving the 10-year Alameda CTC Master Programs Funding Agreement for Measure BB and VRF, and the 1- year Master Programs Funding Agreement for Measure B, and authorize the City Manager to execute the agreements.

Finance

6. Accept the monthly disbursements and investment report for February 2026 Recommendation: Accept claim disbursements in the amount of $16,737,977 and the investment report for the month of February 2026.

Fire

7. Public Hearing: Receive any protests and adopt a resolution to approve the 2026 Weed Abatement Program and authorize the abatement of weeds, rubbish, dirt, or refuse upon or in front of certain described properties within the city of Pleasanton

City Council Minutes Page 3 of 8 April 21, 2026
Recommendation: Public Hearing: Receive any protests and adopt Resolution No. 2026-018 to approve the 2026 Weed Abatement Program and authorize the abatement of weeds, rubbish, dirt, or refuse upon or in front of certain described properties within the city of Pleasanton.

Library and Recreation

8. Public Hearing: Adopt a resolution updating the Master Fee Schedule Section VIII.

Recreation, B. Field Rental Fees, and F. Miscellaneous Recreation Fees Recommendation: Adopt Resolution No. 2026-019 updating the Master Fee Schedule Section VIII. Recreation, B. Field Rental Fees, and F. Miscellaneous Recreation Fees.

9. Adopt a resolution authorizing the application to the State of California Library Literacy Services Grant in the amount of $42,856 for fiscal year 2026/27 and authorizing the City Manager to accept and allocate the funds Recommendation: Adopt Resolution No. 2026-020 authorizing the application to the State of California Library Literacy Services Grant in the amount of $42,856 for fiscal year 2026/27 and authorizing the City Manager to accept and allocate the funds.

Police

10. (1) Receive the annual Military Equipment Use Report for 2025; (2) introduce an ordinance amending Ordinance No. 2238 to amend the Pleasanton Police Department's Military Equipment Use Policy to add equipment to the Policy's Military Equipment Inventory; and (3) adopt a resolution accepting the annual Military Equipment Use Report for 2025 determining that the City's use of military equipment in 2025 complied with the standards of approval and renewing the Military Equipment Use Policy
Recommendation: (1) Receive annual military equipment use report for 2025; (2) introduce and waive first reading of Ordinance No. 2304 amending Ordinance No. 2238 to amend the Pleasanton Police Department’s Military Equipment Use Policy to add equipment to the policy’s military equipment inventory; and (3) adopt Resolution No. 2026-021 accepting the Annual Military Use Report for 2025 determining that the Pleasanton Police Department’s use of military equipment in 2025 complied with the standards of approval and renewing the Military Equipment Use Policy.

City Council Minutes Page 4 of 8 April 21, 2026

11. Authorize the City Manager to enter into a Subdivision Improvement Agreement with KL LB PROPCO IV-C LLC for Tract 8724 and adopt a Resolution of Summary Vacation for Excess Public Right of Way located on the east side of Thiessen Street
Recommendation:

1. Authorize the City Manager to execute the Subdivision Improvement Agreement with KL LB PROPCO IV-C LLC (Attachment 1).

2. Authorize the City Engineer to approve the Final Map Tract 8724.

3. Approve Resolution No. 2026-022 of Summary Vacation for Right of Way to be vacated.

4. Authorize the City Engineer to approve the Subdivision Improvement Plans for Tract 8724.

5. Authorize the City Clerk to record the final map with the Alameda County Clerk-Recorder, including the acceptance of a Public Service Easement for utility services, a Public Access Easement for park access, a Water Line Easement, and an Emergency Vehicle Access Easement, all as offered for dedication to the City on the final map.

12. Authorize the City Manager to enter into the third amendment to the professional services agreement with Carollo Engineers for disinfection byproduct mitigation services in the Kilkare service area, increasing compensation by $75,000 for a revised not-to-exceed amount of $1,074,750, and approve a budget amendment in the Water Capital Fund
Recommendation:

1. Ratify the Third Amendment to the agreement with Carollo Engineers to support implementation of the City’s disinfection byproduct mitigation program.

2. Approve an amendment to increase the budget for the Water Replacement Capital Improvement Program (No. 22190) project by $75,000.

13. Authorize the City Manager to enter into an Energy Services Agreement with Climatec for Comprehensive Facility Improvements: Energy Efficiency and Resilience to develop an Energy Infrastructure Modernization Program Recommendation: Approve and authorize the City Manager to enter into an Energy Services Agreement with Climatec for Comprehensive Facility Improvements:

Energy Efficiency and Resilience to develop an Energy Infrastructure Modernization Program.

14. Authorize the City Manager to enter into a Maintenance and Trade Services Agreement with Advanced Lighting Services, Inc. for light pole testing and replacement services, in a total not-to-exceed amount of $2,175,000 for the Public Works

City Council Minutes Page 5 of 8 April 21, 2026
remainder of fiscal year (FY) 2025/26 through FY 2028/29, with the option for two additional one-year extensions
Recommendation:

1. Authorize the City Manager to enter into a Maintenance and Trade Services Agreement with Advanced Lighting Services, Inc. for light pole testing and replacement services (RFB No. PWD 26.402) in a total not-to-exceed amount of $1,275,000 for the remainder of FY 2025/26 through FY 2028/29.

2. Authorize the City Manager to exercise up to two (2) additional one-year extensions up to five years through April 21, 2031, subject to satisfactory performance and budget appropriation, in an annual amount not to exceed $450,000, including inflation, without going back to the City Council.

15. Authorize the City Manager to enter into a Maintenance and Trade Services Agreement with Tri-Signal Integration, Inc. for fire alarm maintenance, monitoring, inspection/testing, and repair services, in a total not-to-exceed amount of $440,000 for the remainder of fiscal year (FY) 2025/26 through FY 2028/29, with the option for two additional one-year extensions
Recommendation:

1. Authorize the City Manager to enter into a Maintenance and Trade Services Agreement with Tri-Signal Integration, Inc. for fire alarm maintenance, monitoring, inspection/testing, and repair services (RFB No. PWD 26.401) in a total not-to-exceed amount of $240,000 for the remainder of FY 2025/26 through FY 2028/29.

2. Authorize the City Manager to exercise up to two (2) additional one-year extensions up to five years through April 21, 2031, subject to satisfactory performance, budget appropriation, and an annual amount not to exceed $100,000, including inflation, without going back to the City Council.

16. Authorize the City Manager to enter into the first amendment to the professional services agreement with Carlson Management, Inc. for staff augmentation and construction management services for an additional $187,500, revising the total not-to-exceed amount to $470,000, and extending the term of the agreement through December 2026
Recommendation: Approve the First Amendment to the Professional Services Agreement with Carlson Management, Inc. for staff augmentation and construction management services for an additional $187,500, revising the total not-to-exceed amount to $470,000, and extending the term of the agreement through December 2026.

17. Approve plans and specifications; authorize an agreement with the Alameda County Fire Department for fuel management services for a not-to-exceed amount

City Council Minutes Page 6 of 8 April 21, 2026
of $600,000; approve a Third Amendment with Sequoia Ecological Consulting, Inc. for $87,470, and extend the term to provide additional environmental services through construction; and adopt a resolution adopting the project-specific analysis and addendum to the California Vegetation Treatment Program Programmatic Environmental Impact Report for the Augustin Bernal Fuel Management (CIP No. 25783)
Recommendation:

1. Approve Plans and Specifications for the Augustin Bernal Fuel Management Project (CIP No. 25783).

2. Authorize the City Manager to execute the Agreement with the ACFD for fuel management services in an amount not-to-exceed $600,000.

3. Authorize the Director of Public Works to approve and execute contract change order(s) to the Agreement, if needed, up to a not-to-exceed amount of $50,000.

4. Authorize the City Manager to approve a Third Amendment to the Professional Services Agreement with Sequoia in the amount of $87,470 (revised total contract not-to-exceed $259,955) and extend the agreement term through December 31, 2027.

5. Adopt Resolution No. 2026-023 adopting the CalVTP Project—Specific Analysis and Addendum to the PEIR for the project; findings of fact; and a statement of overriding considerations.

MEETING OPEN TO THE PUBLIC

18. Presentation of a proclamation declaring April 19-25, 2026 as National Crime Victims’ Awareness Week
Vice Mayor Gaidos presented the proclamation to recipient Alameda County District Attorney's Office.

19. Presentation of a proclamation declaring April 2026 American Muslim Appreciation and Awareness Month
Vice Mayor Gaidos presented the proclamation to recipients MCC of the East Bay and the Islamic Center of Zahra.

20. Presentation of a proclamation declaring April 2026 Arts, Culture and Creativity Month
Vice Mayor Gaidos presented the proclamation to recipients Pleasanton Cultural Arts Council and the Pleasanton Arts League.

21. Presentation of a proclamation declaring April 2026 Fair Housing Month

City Council Minutes Page 7 of 8 April 21, 2026
Vice Mayor Gaidos presented the proclamation to recipient Bay East Association of Realtors.

22. Public Comment regarding items not listed on the agenda – Speakers are limited to 3 minutes.

Mayor Balch opened public comment. The following individuals provided comment:

Melanie Sadek, Sharon Piekarski, and Holly Sanders.

Mayor Balch closed the public comment.

PUBLIC HEARINGS AND OTHER MATTERS

23.Receive an update on the Groundwater Supply Project and approve joint Project implementation with Zone 7 Water Agency
Recommendation:

1. Receive an update on the Groundwater Supply Project (CIP No. 24174).

2. Approve implementation of the Groundwater Supply Project as a joint project with Zone 7 Water Agency.

Presentation by Todd Yamello, Utilities Manager.

Mayor Balch opened public comment. The following individuals provided comment: Jim Lehrman.

Mayor Balch closed the public comment.

MOTION: It was m/s by Councilmember Testa/Councilmember Eicher to approve the item as recommended. Motion passed by the following vote:

Ayes: Councilmembers Eicher, Gaidos, Nibert, Testa, Mayor Balch Noes: None

Absent: None
Mayor Balch called a recess at 9:17 p.m. and reconvened at 9:27 p.m.

24. Consider an appeal and adopt a resolution upholding the Zoning Administrator's denial of a Minor Planned Unit Development Modification request to reduce the required street-side yard setback from 20 feet to eight feet to accommodate a detached accessory structure at 1011 Vista Oaks Court (PUD-25-02M) Item removed from agenda.

25.Introduce an ordinance amending Chapter 18.110 of the Pleasanton Municipal Code,

City Council Minutes Page 8 of 8 April 21, 2026
adopt a resolution adopting new polices related to applications for wireless facilities (macro towers, small cells, and modifications to existing facilities), and adopt a resolution updating the Master Fee Schedule by adding wireless application fees Recommendation:

1. Introduce Ordinance No. 2305 repealing and replacing Chapter 18.110 of the Pleasanton Municipal Code concerning Personal Wireless Service Facilities

2. Adopt Resolution No. 2026-024 adopting three new wireless policies related to applications for: macro towers, small cells, and modifications to existing facilities

3. Adopt Resolution No. 2026-025 updating Section II of the Master Fee Schedule (MFS) to create Wireless Application Fees
Presentation by Derek Farmer, Assistant Director of Community and Economic Development.

Mayor Balch opened public comment. The following individuals provided comment:

Richard Bolf, Kevin Duggan.

Mayor Balch closed the public comment.

MOTION: It was m/s by Councilmember Eicher/Councilmember Gaidos to approve the item as recommended. Motion passed by the following vote:

Ayes: Councilmembers Eicher, Gaidos, Nibert, Testa, Mayor Balch Noes: None

Absent: None

MATTERS INITIATED BY COUNCIL
None.

COUNCIL REPORTS
Councilmembers reported on regional and local meetings attended.

CITY MANAGER UPDATES
The City Manager provided informational updates on the community and organization.

ADJOURNMENT
Mayor Balch adjourned the meeting at 10:30 p.m.
______________________
Jocelyn Kwong, City Clerk

Item #2

CITY COUNCIL AGENDA REPORT
May 19, 2026
City Manager
TITLE: APPROVE FLYING OF THE COMMEMORATIVE PROGRESS PRIDE FLAG PURSUANT TO THE CITY’S FLAG POLICY

SUMMARY
The City Council may request display of the commemorative Pride Flag in accordance with the outdoor commemorative flag display policy established in August 2022 and authorize the commemorative Progress Pride flag to be displayed for the month of June 2026.

RECOMMENDATION
Staff recommends that a member of the City Council request display of the Progress Pride Flag and authorize display of the commemorative Pride Flag for the month of June 2026.

BACKGROUND
The City’s outdoor commemorative flag display policy was established on August 16, 2022 by Resolution No. 22-1322 (Attachment 1). The policy provides guidance and standards for the outdoor display of flags at all City facilities and parks, including commemorative flags other than the United States, California and City flags.

DISCUSSION
The City’s flagpoles are not intended to serve as a forum for free expression by the public. The City shall display commemorative flags only if authorized by the City Council as an expression of the City’s official sentiments. The City Council shall only consider a request to display a commemorative flag if the request is made by a member of the Pleasanton City Council.

Under the policy, a two-step process is required to raise a commemorative flag:

1. A member or the City Council must request display of a commemorative flag; and

2. The City Council must authorize display of a commemorative flag by minute order or resolution during a duly noticed meeting of the City Council.

Traditionally, the City has raised the Pride Flag during the month of June to commemorate Pride Month. The Pride Flag has been flown at the 123 Main Street flagpole by the City for the last seven years, throughout the month of June.

EQUITY AND SUSTAINABILITY
The recommended action advances the City’s value of inclusion from the ONE Pleasanton citywide strategic plan.

OUTREACH

No outreach was conducted, as this item is a routine matter of City business.

STRATEGIC PLAN ALIGNMENT
Approval of this action advances the ONE Pleasanton Strategic Plan goal of Building a Community Where Everyone Belongs.

FISCAL IMPACT
There is no fiscal impact associated with displaying the Progress Pride Flag.

Prepared by: Submitted by: Approved by:

Sharon Petrehn, Principal
Analyst
Alexa Jeffress, Assistant City Manager Gerry Beaudin, City Manager
Attachments:

1. Resolution No. 22-1322

RESOLUTION NO. 22- 1322

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PLEASANTON

ESTABLISHING THE CITY OF PLEASANTON OUTDOOR COMMEMORATIVE FLAG

DISPLAY POLICY
WHEREAS, the City of Pleasanton displays the United States Flag, the California State Flag, the City of Pleasanton Flag at the Civic Center and other City facilities; and WHEREAS, the City of Pleasanton does not have a policy regarding the display of such flags or display of commemorative flags; and
WHEREAS, staff recommend establishing a policy that provides guidance and standards for the outdoor display of flags at all City facilities and parks, including commemorative flags other than the Unites States, California and City flags.

NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF PLEASANTON DOES RESOLVE, DECLARE, DETERMINE AND ORDER THE FOLLOWING:

SECTION 1. The City Council declared that the City of Pleasanton' s flagpoles are not intended to serve as a forum for free expression of the public, but rather for the display of Federal, State, and City Flags, and any commemorative flag as may be authorized by the City Council as an expression of the Council' s official sentiment.

SECTION 2. The purpose of this policy is to provide guidance for the outdoor display of flags at all City facilities, including parks.

SECTION 3. The Outdoor Commemorative Flag Display Policy is attached hereto as Exbibit A.

PASSED, APPROVED AND ADOPTED by the City Council of the City of Pleasanton at a regular meeting held on August 16, 2022.

I, Jocelyn Kwong, City Clerk of the City of Pleasanton, California, certify that the foregoing resolution was adopted by the City Council at a regular meeting held on August 16, 2022 by the following vote:

Ayes: Councilmembers Arkin, Balch, Narum, Testa, Mayor Brown Noes: None

Absent: None
Abstain: None
Ju,-
J c lyn Kwo g, City lerk
APPROVED AS TO FORM:

Daniel G. Sodergren, 17ity Attorney
ATTACHMENT 1

Resolution No. 22- 1322

EXHIBIT A

THE CITY OF PLEASANTON OUTDOOR COMMEMORATIVE FLAG DISPLAY POLICY Policy:

Procedure
A two-step process is required to raise a commemorative flag at any outdoor city facility:

1. A member or the City Council must request display of a commemorative flag, and

2. The City Council must authorize display of a commemorative flag by minute order or resolution during a duly noticed meeting of the City Council.

Commemorative Flags
The City's flagpoles are not intended to serve as a forum for free expression by the public. The City shall display commemorative flags only if authorized by the City Council as an expression of the City's official sentiments. Any such authorization shall be given at a duly noticed meeting of the City Council.

The City Council shall only consider a request to display a commemorative flag if the request is made by a member of the Pleasanton City Council.

Commemorative flags shall be displayed for a period of time that is reasonable or customary for the subject that is to be commemorated, but no longer than thirty-one ( 31) continuous days.

Commemorative flags shall be displayed exclusively on the Pleasanton Civic Center flagpole( s) in the last position of honor, unless otherwise directed by Council and to the extend such display does not conflict with federal or state law, or this policy.

Item #3

CITY COUNCIL AGENDA REPORT
May 19, 2026
Community and Economic Development
TITLE: ADOPT A RESOLUTION ADOPTING THE PLEASANTON TRANSPORTATION

SAFETY ACTION PLAN

SUMMARY
The City was awarded a Safe Streets for All (SS4A) Grant from the Federal Highway Administration (FHWA) to develop the Pleasanton Transportation Safety Action Plan (PTSAP).

On July 15, 2025, the City Council authorized an agreement with TJKM Transportation Consultants to develop the PTSAP for $298,343. The PTSAP is a comprehensive transportation safety action plan that identifies and prioritizes the implementation of roadway safety improvements. Developing a comprehensive transportation safety action plan and defining projects based on high-injury networks is considered a best practice for safety, and is required for many federal, state, and regional funding programs. The PTSAP ensures that the City will be eligible to compete for these funding programs.

RECOMMENDATION
Adopt a resolution adopting the Pleasanton Transportation Safety Action Plan.

BACKGROUND
The FHWA awarded a $240,000 SS4A grant to the City to develop the Pleasanton Transportation Safety Action Plan (PTSAP). In October 2024, the City Council authorized a cost-sharing agreement with the FHWA that outlined the expenditure of the $240,000 grant, which required a $60,000 local match (20 percent of the total project cost). On July 15, 2025, the City entered into an agreement with TJKM Transportation Consultants to develop the PTSAP.

Developing the PTSAP was a multistep process that consisted of the collection of data, analysis of collision trends, identification of the High Injury Network (HIN) and Focused High Injury Networks (FN), determination of available safety countermeasures, creation of focused improvements, outreach to stakeholders and community, and development of the final plan.

DISCUSSION
The Transportation Safety Action Plan is a strategic, data-driven initiative to reduce roadway fatalities and severe injuries, providing a work plan for transportation safety improvements at the highest-priority locations in Pleasanton.

The PTSAP establishes a clear framework for advancing traffic safety by prioritizing the elimination of fatalities and serious injuries, improving conditions for vulnerable roadway users, and directing investments to high-risk corridors and intersections identified through the High Injury Network. The plan also emphasizes data-driven, context-sensitive improvements that support a safe, connected multimodal transportation system while leveraging funding opportunities and agency partnerships to implement high-priority safety projects. It has been

developed as a living document that may change over time and requires updates at least every 5 years.

A safety action plan focuses on high-priority safety treatments based on intensive data analysis. To develop this plan, the TJKM consultant team, along with City staff, conducted a comprehensive review of all injury conditions for the five-year period from 2020 to 2024 - during this period there were 809 injury collisions in Pleasanton involving vehicles, bicycles and/or pedestrians across the roadway network.

High Injury Networks
The attached Pleasanton Transportation Safety Action Plan provides extensive detail on the creation of the high injury network, and its findings are summarized in this section of the staff report.

Of the 809 injury collisions, 667 occurred at intersections, and 142 occurred along a roadway segment. The 809 injury collisions occurred on approximately 214 centerline miles of roadway.

A further subset of that data, shown below, breaks it down by collision severity, with a focus on eliminating fatal and severe injury (KSI) collisions. The other categories include visible injury and complaint of pain. Below is the breakdown of the injury collision types (2020-2024):
• Fatal - 7 (1 percent)
• Severe Injuries - 60 (7 percent)
• Visible Injuries - 327 (40 percent)
• Complaint of Pain - 415 (51 percent)
Using this data, a High Injury Network (HIN) was developed to graphically depict where accidents concentrate in the City’s transportation network (see Figure 1). Of note, of the 809 injury collisions, 563 of them occurred on only ten roadways, primarily arterials. These ten roadways make up just 14 percent of the City's roadways but account for 70 percent of the collisions in Pleasanton.

Figure 1: High Injury Network

A. Hopyard Road - I-580 to Black Avenue
B. Santa Rita Road - I-580 to Main Street
C. Stoneridge Drive - Foothill Road to El Charro Road
D. Foothill Road - I-580 to Muirwood Drive (South) & Foothill Knolls Drive to Castlewood Drive
E. Bernal Avenue - Tawny Drive to Foothill Road
F. Valley Avenue - Sunol Boulevard to Vineyard Avenue
G. Owens Drive - Johnson Drive to West Las Positas Boulevard H. West Las Positas Boulevard - Foothill Road to Boardwalk Street I. Sunol Boulevard - Bernal Avenue to I-680
J. Hacienda Drive - I-580 to West Las Positas Boulevard To further refine corridor segments to locations where safety improvements can have the greatest impact, a Focused High-Injury Network (FN) was developed. The FN was created by focusing on collisions that included one or more of the following factors: proximity to school, number of fatal and serious injury collisions, bicycle and pedestrian collisions, collisions due to

unsafe speeds, collisions per mile, and 1000 average collisions per day. 254 collisions occurred on the 15 locations within the FN, representing nearly half of the collisions on the HIN.

Figure 2: Focused High Injury Network

1. Hopyard Road: Valley Avenue to West Las Positas

2. Hopyard Road: Valley Avenue to Black Avenue

3. Santa Rita Road: Valley Avenue to Mohr Avenue

4. Owens Drive: Willow Road to Hacienda Drive

5. Main Street: Stanley Boulevard to W. Angela Street

6. Santa Rita Road: Mohr Avene to Stoneridge Drive

7. Stoneridge Drive: Stoneridge Mall Road to Johnston Drive

8. Foothill Road: Stoneridge Drive to Northerly City Limits

9. West Las Positas Boulevard: Hopyard Road to Hacienda Drive

10. Santa Rita Road: Stanley Boulevard to Black Avenue

11. Sunol Boulevard: I-680 to Sonoma Drive

12. Valley Avenue: Crestline Road to Santa Rita Road

13. Hopyard Road: Stoneridge Drive to Owens Drive

14. Bernal Avenue: Valley Avenue to Pleasanton Avenue

15. Foothill Road: Foothill Knolls Drive to West las Positas Boulevard In addition to reviewing overall collisions, the PTSAP added a focus on pedestrian- and bicycle-related collisions to better understand risk factors, trends, and conditions contributing to pedestrian- and bicycle-related crashes. Pedestrians and bicyclists represent a very small percentage of roadway users but account for a disproportionately high share of KSI collisions, highlighting their vulnerability in the transportation system. The analysis highlights key characteristics of these collisions to inform targeted safety strategies for vulnerable roadway users.

To better address the safety needs of vulnerable roadway users, the analysis identified modespecific Focused High Injury Networks for pedestrians and bicyclists. These networks apply tailored prioritization criteria to highlight corridors with the highest safety risks for each mode, supporting targeted and data-driven investment strategies.

Figure 3: Pedestrian Focused High Injury Network

Figure 4: Bicycle Focused High Injury Network
Recommended Safety Projects and Systematic Projects
The HIN and FN highlight areas with higher collision rates. The PTSAP developed a robust list of countermeasures to address these collisions. Countermeasures are specific strategies, actions, and infrastructure treatments designed to reduce the frequency of accidents.

Countermeasures were developed to improve safety based on an analysis of contributing factors to the collisions. The collection of countermeasures, whether at an intersection or a roadway segment, evolves into safety projects.

The PTSAP identified 23 proposed safety projects along the FN. These are safety enhancements for vehicles, pedestrians, and bicyclists. A breakdown of the number of projects by corridor is shown below, and a full breakdown of the proposed projects is included in the attached plan. As shown, based on the various data inputs summarized above, Santa Rita Road and Hopyard Road have the largest number of recommended safety improvement projects.
• Santa Rita Road – 9 safety projects

• Hopyard Road – 5 safety projects
• Foothill Road – 3 safety projects
• Bernal Avenue – 2 safety projects
• West Las Positas – 1 safety project
• Owens Drive – 1 safety project
• Sunol Boulevard – 1 safety project
• Valley Avenue – 1 safety project
In addition to focused safety projects, the PTSAP proposes citywide initiatives that systematically improve traffic safety across the transportation network. Most notable recommended improvements in this category include: Red Light Photo Enforcement, Speed Photo Enforcement (when available), and speed reduction on HIN corridors where applicable using the new State law. Reducing vehicle speeds and enforcing red-light compliance have a significant impact on reducing both the number and severity of collisions.

Commitment to Reduce Traffic Collisions
The SS4A grant requires the City’s public commitment to reducing fatal and severe injury collisions. Further, the commitment must include the goal and a timeline; both these elements are reflected in the PTSAP. The process to determine this commitment and timeline centers on the proposed focused safety projects, the projected funding needed, and when that funding will be available. Based on these inputs, the PTSAP aims for a 50 percent reduction in fatal and severe injuries in ten years.

Next Steps
Staff will complete Self-Certification Worksheets for upcoming grant opportunities such as SS4A Implementation, High Safety Improvement Program, and Active Transportation Program grants.

Staff will also seek City Council approval to submit an application for the SS4A Implementation Grant for the Santa Rita Road Safety Project. The application deadline is May 26, 2026 at 5:00 PM, and requires having an up-to-date Plan in place.

EQUITY AND SUSTAINABILITY
Approval of this action advances Climate Action Plan (CAP 2.0) Strategy TLU-2 E5. Complete Streets Program. The PTSAP also prioritizes and takes into account safety improvements that will benefit youth, seniors, pedestrians, and cyclists as well as motorists. Having a convenient, safe, and comfortable multi-modal transportation network is critical to supporting use of these facilities by users of all ages and abilities, improving transportation options, and benefiting the environment.

OUTREACH
Community outreach was a critical step in creating the PTSAP. A stakeholder group was identified to help staff and the consultants review and provide input during the plan development process. The stakeholder group included individuals representing a wide range of transportation network users, including representatives from: Bicycle Pedestrian Trails Committee, the senior community, Pleasanton Unified School District, CityServe, Wheels Bus, Chamber of Commerce, Hacienda Business District, and staff from the City of Pleasanton

Public Works Department, Police Department, and the Livermore-Pleasanton Fire Department.

Stakeholder meetings were held via Zoom on:
• September 30, 2025
• March 24, 2026
• April 13, 2026
• April 30, 2026
A project website (pleasantontransportationsafety.com) was developed, offering updates, access to a survey, and a Geographic Information System (GIS)-based mapping tool (Maptionnaire) that enabled residents to identify transportation system safety concerns and needs. The survey and Maptionnaire yielded a total of 184 respondents, identifying 251 exact locations and 103 corridor locations for consideration.

Six community meetings were held to raise awareness of the project and solicit engagement and feedback on the PTSAP. The community meetings were held via Zoom on:
• November 5, 2026
• November 6, 2025
• March 31, 2026
• April 2, 2026
• April 21, 2026
• May 7, 2026
In addition to the stakeholder and citywide community meetings, City staff visited various civic organizations to further engage and promote the PTSAP. Staff’s additional outreach included:
• Senior Center Events
• CityServe Events
• PUSD Parent Communication Council Meetings
• Pleasanton North Rotary
• Pleasanton Rotary
• Pleasanton Chamber

STRATEGIC PLAN ALIGNMENT
Approval of this action advances the Citywide strategic goal of Investing in Our Environment, Strategy 7, Continue to invest in parks, bicycle, and pedestrian infrastructure, and public art. This action will make the City eligible for new grant funding in support of a planned capital improvement project.

FISCAL IMPACT
There is no additional fiscal impact associated with this action. The total cost of the PTSAP development was $298,343. $238,674 of this was provided by the FHWA grant, with the City’s required 20 percent local match of $59,669 coming from Traffic Engineering Professional Services Funds.

Prepared by: Submitted by: Approved by:

Cedric Novenario, Senior
Transportation Engineer
Ellen Clark, Director of Community and
Economic Development
Gerry Beaudin, City
Manager
Attachments:

1. Resolution to Adopt PTSAP

2. Pleasanton Transportation Safety Action Plan

ATTACHMENT 1
RESOLUTION NO.

A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PLEASANTON ADOPTING

THE PLEASANTON TRANSPORTATION SAFETY ACTION PLAN
WHEREAS, the City of Pleasanton is committed to protecting the public health, safety, and welfare of all people who travel on Pleasanton streets, including pedestrians, bicyclists, transit users, school-aged children, older adults, persons with disabilities, emergency responders, motorists, and goods movement operators; and
WHEREAS, traffic fatalities and serious injuries are preventable and are not an acceptable or inevitable consequence of the transportation system; and WHEREAS, the City recognizes that safer street design, lower-risk operating conditions, data-informed decision-making, education, interagency coordination, and equitable investment can substantially reduce the frequency and severity of crashes; and WHEREAS, the city received a Safe Streets for All Grant in 2023 to develop the Pleasanton Transportation Safety Action Plan; and
WHEREAS, the City has prepared the Pleasanton Transportation Safety Action Plan to analyze crash patterns, identify transportation safety needs, establish goals and priorities, and recommend strategies and projects to improve safety for all roadway users; and WHEREAS, the Pleasanton Transportation Safety Action Plan is informed by crash data, roadway characteristics, extensive community and stakeholder input, and best practices consistent with a Safe System approach that anticipates human mistakes and seeks to reduce the likelihood that such mistakes result in death or serious injury; and WHEREAS, collision data analyzed for the Pleasanton Transportation Safety Action Plan indicates from 2020-2024 there were 67 fatal and severe injuries on streets within the City of Pleasanton;
WHEREAS, the Transportation Safety Action Plan considers safety improvements across the City’s transportation network and includes engineering, education, enforcement, policy, and programmatic strategies intended to improve travel safety for all users; and WHEREAS, the Pleasanton Transportation Safety Action Plan aims to reduce accidents in the City of Pleasanton by identifying a High Injury Network and implementing safety countermeasures on the high injury network; and
WHEREAS, the Pleasanton Transportation Safety Action Plan outlines a strategy to reduce fatal and severe injuries by 50% in the next ten years; and WHEREAS, the City Council affirms a long-term goal of eliminating traffic fatalities and serious injuries on Pleasanton streets recognizing that achieving this goal will require sustained commitment, measurable progress, periodic reporting, and continued investment in systemic safety improvements over time; and
WHEREAS, adoption of the Pleasanton Transportation Safety Action Plan does not itself appropriate funding for the strategies or projects identified in the Plan, but instead establishes the

Resolution No.

Plan as a framework for prioritizing and pursuing transportation safety improvements as funding and staffing permit; and

NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF PLEASANTON DOES RESOLVE, DECLARE, DETERMINE AND ORDER THE FOLLOWING:

SECTION 1. The City adopts the Pleasanton Transportation Safety Action Plan.

The Transportation Safety Action Plan shall serve as a guiding document for the City’s transportation safety efforts, including project development, grant applications, policy review, and coordination with partner agencies.

SECTION 2. The City commits to the long-term goal of eliminating fatal and severe injury collisions and the short-term goal of reducing fatal and severe accident collisions by 50% within ten years.

SECTION 3. The City commits to reviewing and updating the Pleasanton Transportation Safety Action Plan every five (5) years and to reassessing accidentreduction goals.

PASSED, APPROVED AND ADOPTED by the City Council of the City of Pleasanton at a regular meeting held on May 19, 2026.

I, Jocelyn Kwong, City Clerk of the City of Pleasanton, California, certify that the foregoing resolution was adopted by the City Council at a regular meeting held on the 19th day of May 2026, by the following vote:

Ayes:

Noes:

Absent:

Abstain:
_____________________________
Jocelyn Kwong, City Clerk
APPROVED AS TO FORM:
_______________________________
Daniel G. Sodergren, City Attorney

Prepared by:

THIS PAGE IS INTENTIONALLY LEFT BLANK

2026 Pleasanton Transportation
Safety Action Plan
City of
Prepared by: Signed for Approval:Ruta Jariwala, PEProfessional Civil Engineer & Project Manager,TJKM Transportation Planning Consultants Mike Tassano-ˏͩΩࢫė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍City of Pleasanton

LEADERSHIP COMMITMENT

POLICY RESOLUTION

Pleasanton Transportation Safety Action Plan

ACKNOWLEDGMENTS
The City prepared the Pleasanton Transportation Safety Action Plan with funding support from the Federal Highway Administration’s (FHWA) Safe Streets and Roads for All (SS4A) program.This plan builds upon the region’s existing transportation initiatives, including the Bicycle and Pedestrian Master Plan, Trails ·Ʉ͛ͩʍ͍ࢫö˵Ʉ̌ࢫࢷ8̛Ν̛̌ͩΝ̌ࢫĊͅʍɲˏёɲࢫö˵Ʉ̌ࢫࢷɄ̌ɾࢫ̛ͩ˂ʍ͍͛ࢫࢶ†ͩࢫɄ˵̛͛ࢫɄ˵ˏʳ̌͛ࢫwith the Safe System Approach; a national effort focused on ʍ˵ˏ̆ˏ̌Ʉͩˏ̌ʳࢫ͍ͩɄʱёɲࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ͛ʍ͍ˏ̛ͷ͛ࢫˏ̌˥ͷ͍ˏʍ͛ࣜࢫŸĊ†ࢶࣝThe City of Pleasanton gratefully acknowledges the contributions of its stakeholders, whose active participation and input were essential in shaping this comprehensive safety strategy. The City also extends its appreciation to community organizations and members of the public whose feedback helped en-͛ͷ͍ʍࢫͩ˂Ʉͩࢫͩ˂ʍࢫöėĊ
öࢫ͍ʍђʍɲͩ͛ࢫͩ˂ʍࢫɾˏΘʍ͍͛ʍࢫ͛ɄʱʍͩΩࢫ̌ʍʍɾ͛ࢫ̛ʱࢫɄ˵˵ࢫ͍ʍ͛ˏdents, regardless of how they travel.

Moving forward, the City remains committed to implementing the strategies outlined in the Pleasanton Transportation Safety Action Plan and collaborating with its partners to achieve the Θˏ͛ˏ̛̌ࢫ ̛ʱࢫ ͍ʍɾͷɲˏ̌ʳࢫ Ʉ̌ɾࢫ ͷ˵ͩˏ̆Ʉͩʍ˵Ωࢫ ʍ˵ˏ̆ˏ̌Ʉͩˏ̌ʳࢫ ͍ͩɄʱёɲࢫ ʱɄͩɄ˵ˏͩˏʍ͛and serious injuries in the city.

Pleasanton Transportation Safety Action Plan

PLEASANTON STAKEHOLDER WORKING GROUP - PLANNING STRUCTURE - To develop the Action Plan, there was a committee, Task force, implementation group, or similar body established and charged with the plan’s development, implementation, and monitoringThe City of Pleasanton developed the Transportation Safety Action Plan through an inclusive and collaborative process. A stakeholder working group was convened to bring together representatives from a range of sectors to address transportation safety challenges in the community.The formation of this committee was guided by the under-͛ͩɄ̌ɾˏ̌ʳࢫ ͩ˂Ʉͩࢫˏ ̛͍̆ͅΘˏ̌ʳࢫ ͍ͩɄʱёɲࢫ ͛ɄʱʍͩΩࢫ ͍ʍ͋ͷˏ͍ʍ͛ࢫ Ʉࢫ ɲ̛̛͍ɾˏ̌Ʉͩʍɾࢫeffort among multiple agencies and organizations.þʍ͍ͅʍ͛ʍ̌ͩɄͩˏΘʍ͛ࢫ ʱ̛͍̆ࢫ ͩ˂ʍࢫ ö˵ʍɄ͛Ʉ̛̌ͩ̌ࢫ Ĥ̌ˏёʍɾࢫ Ċɲ˂̛̛˵ࢫ 8ˏ͍͛ͩˏɲͩࢫࢷPolice Department, Bicycle, Pedestrian and Trails Commission, Livermore Amador Valley Transit Authority (LAVTA), Bay Area Rapid Transit (BART), Chamber of Commerce, and Hacienda Business Park contributed their expertise and resources to help shape effective strategies for safer streets.Throughout the development of the PTSAP, the stakeholder working group played a critical role by providing guidance, sharing data and insights, and offering diverse perspectives. This broad representation helped ensure that the plan addresses a wide range of needs, including infrastructure improvements, education programs, and enforcement strategies, resulting in a comprehensive approach to enhancing transportation safety in Pleasanton.

Representative Agency/DepartmentSeung Yen Hong BARTYianna Theodoru Chamber of CommerceJames Paxon Hacienda Business ParkMike Tobin LAVTAMike Tassano City of Pleasanton, Community & Economic Development
Cedric Novenario City of Pleasanton, Community &
Economic Development
Steven Martin City of Pleasanton, Public Works Streets
Division
Tyler Hays City of Livermore/Pleasanton, Fire DistrictAdam Nelkie City of Pleasanton, Public WorkSussane Frey ö˵ʍɄ͛Ʉ̛̌ͩ̌ࢫĤ̌ˏёʍɾࢫĊɲ˂̛̛˵ࢫ8ˏ͍͛ͩˏɲͩSharon Piekarski Pleasanton Bicycle Pedestrian Trails Commission
Qais Habib City of Pleasanton, Police DepartmentArt Tenbrink Senior CommunityJanette Pace City Serve City of Pleasanton
0LNH7DVVDQR'HSXW\'LUHFWRURI&RPPXQLW\ (FRQRPLF'HYHORSPHQW&LW\7UDIILF(QJLQHHU&HGULF1RYHQDULR6HQLRU7UDQVSRUWDWLRQ(QJLQHHUCONSULTANT TEAMRuta Jariwala (Project Manager)Rutvij Patel, Task LeadManuel Montero, Senior Transportation EngineerGrishma Pandya, Assistant Transportation PlannerRishi Shah, Assistant Transportation Engineer

Pleasanton Transportation Safety Action Plan

GLOSSARY
ACTC – Alameda County Transportation CommissionADT ࢫ࣓
ɩɩ͍ʍΘˏɄͩˏ̛̌ࢫʱ̛͍ࢫɄΘʍ͍ɄʳʍࢫɾɄˏ˵Ωࢫ͍ͩɄʱёɲࢫࢸþʍʱʍ͍͛ࢫ̛ͩࢫΘʍ˂ˏɲ˵ʍࢫ͍ͩɄʱёɲࢫΘ̛˵ͷ̆ʍ͛ATP – Abbreviation for Active Transportation PlanBART – Bay Area Rapid TransitBUILD Grant – Abbreviation for Better Utilizing Investments to Leverage Development. It is a U.S. Department of Transportation (USDOT) discretionary program for surface transportation projects, formerly known as TIGER and sometimes associated with RAISE.CMAQ Grant – Congestion Mitigation and Air Quality (CMAQ) Improvement Program: This program provides funding for State and local governments for projects that reduce conges-ͩˏ̛̌ࢫɄ̌ɾࢫˏ̛͍̆ͅΘʍࢫɄˏ͍ࢫ͋ͷɄ˵ˏͩΩࢫɄ͛ࢫͅʍ͍ࢫͩ˂ʍࢫ-˵ʍɄ̌ࢫ
ˏ͍ࢫ
ɲͩCollision Severity ࢫ࣓8ʍё̌ʍɾࢫɄ͛ࢫͩ˂ʍࢫˏ̌ͩʍ̌͛ˏͩΩࢫ̛ʱࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫͩῼˏcally in the following categories: fatal, severe injury, minor injury and possible injury, and non–injured or property damage only (PDO)CRF – Abbreviation for collision reduction factor: The percentage of expected effect of a countermeasure or safety project to decrease collisionsCSAP – Abbreviation for Comprehensive Safety Action PlanEMS – Abbreviation emergency medical services FHWA – Abbreviation for Federal Highway Administration: The federal agency responsible managing the nation’s highway system, including bridges and tunnelsFN – Focused High Injury Network FIRST – Abbreviation for Fatality and Injury Reporting System ė̛̛˵ࢫࢸ
ࢫ͋ͷʍ͍Ωࢫ̛̛ͩ˵ࢫʱ̛͍̆ࢫͩ˂ʍࢫ̌Ʉͩˏ̛̌Ʉ˵ࢫzˏʳ˂ΝɄΩࢫė͍ɄʱёɲࢫĊɄʱʍͩΩࢫ
ɾ-̆ˏ̌ˏ͍͛ͩɄͩˏ̛̌ࢫ̛͍ͅΘˏɾˏ̌ʳࢫɾɄͩɄࢫ̛̌ࢫ͍ͩɄʱёɲࢫʱɄͩɄ˵ˏͩˏʍ͛HSIP – Abbreviation for Highway Safety Improvement Program: A roadway safety funding programISD – Abbreviation for Independent School District KSI – Abbreviation for fatal and severe injury collisions Manner of Collision – It describes how the vehicles involved in the collision collided with each other or with other objects. a.k.a Type of Collision (e.g. Broadside, rear end)MOE – Abbreviation for Measure of Effectiveness ö͍ˏ̆Ʉ͍Ωࢫ-̛͍̌ͩˏɩͷͩˏ̌ʳࢫkɄɲ̛͍ͩࢫ࣓ࢫ8ʍё̌ʍɾࢫɄ͛ࢫɲ̛͍̌ͩˏɩͷͩˏ̌ʳࢫɲɄͷ͛ʍ͛ࢫof collisionsPTSAP – Abbreviation for Pleasanton Transportation Safety Action PlanPROTECT – Abbreviation for Promoting Resilient Operations ʱ̛͍ࢫ ė͍Ʉ̌͛ʱ̛͍̆ɄͩˏΘʍࢫࢷ Hʱёɲˏʍ̌ͩࢫࢷ Ʉ̌ɾࢫ -̛࣒͛ͩĊɄΘˏ̌ʳࢫ ė͍Ʉ̛͍̌͛ͩͅɄͩˏ̛̌ࢫProgram: It funds projects that ensure the resilience of surface transportation to natural hazards SS4A – Abbreviation for Safe Streets and Roads for All. A federal ʱͷ̌ɾˏ̌ʳࢫ̛͍ͅʳ͍Ʉ̆ࢫͩ˂Ʉͩࢫ̛͍ͅΘˏɾʍ͛ࢫमࢫ࠸ɩˏ˵˵ˏ̛̌ࢫ̌Ʉͩˏ̛̌Νˏɾʍࢫ̛Θʍ͍ࢫёΘʍࢫyears (2022–2026) to help reduce roadway fatalities. TDM – Abbreviation for Travel Demand Management TIP – Abbreviation for Transportation Improvement Program

Pleasanton Transportation Safety Action Plan

The City developed the Pleasanton Transportation Safety Action Plan(PTSAP) to advance a safer transportation system for all users. The plan applies a data-driven approach, analyzing collision trends, identifying high-risk locations, and recommending targeted countermeasures to reduce collisions and prevent serious injuries.The primary objectives of the Pleasanton Transportation Safety Action Plan (PTSAP) are to:• Conduct a proactive safety analysis of the city’s transportation network• Identify high risk corridors, intersections, and recurring collision patterns• Develop a prioritized list of short-term and long-term safety improvements• Establish a roadmap to secure funding and implement these improvements PTSAP is grounded in the Safe System Approach, a nationally recognized framework focused on ʍ˵ˏ̆ˏ̌Ʉͩˏ̌ʳࢫ͍ͩɄʱёɲࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ͛ʍ͍ˏ̛ͷ͛ࢫˏ̌˥ͷ͍ˏʍ͛ࢫࢶė˂ˏ͛ࢫɄ̛͍ͅͅɄɲ˂ࢫɲ̛̌͛ˏɾʍ͍͛ࢫͩ˂ʍࢫ̌ʍʍɾ͛ࢫ̛ʱࢫɄ˵˵ࢫ̛̆ɾʍ͛ࢫ̛ʱࢫ ͍ͩɄΘʍ˵ࢫɄ̌ɾࢫͅ˵Ʉɲʍ͛ࢫʍ͋ͷˏͩΩࢫɄ̌ɾࢫ ͩ˂ʍࢫ̛͍ͩͅʍɲͩˏ̛̌ࢫ̛ʱࢫ Θͷ˵̌ʍ͍Ʉɩ˵ʍࢫ ̛͍ɄɾΝɄΩࢫͷ͛ʍ͍͛ࢫɄͩࢫ ͩ˂ʍࢫɲʍ̌ͩʍ͍ࢫ̛ʱࢫˏͩ͛ࢫstrategies.Funded through the Federal Highway Administration’s (FHWA) Safe Streets and Roads for All program, the PTSAP was shaped through comprehensive data analysis and community collaboration. Key elements of the process included:
• Developing a collision database to identify patterns and high-risk locations• Analyzing collision trends to determine priority safety needs • Collaborating with partner agencies, stakeholders, and the public• ö͍ˏ̛͍ˏͩˏηˏ̌ʳࢫɲ̛ͷ̌ͩʍ͍̆ʍɄ͛ͷ͍ʍ͛ࢫɩɄ͛ʍɾࢫ̛̌ࢫ͛ɄʱʍͩΩࢫˏ̆ͅɄɲͩࢫࢷʱʍɄ͛ˏɩˏ˵ˏͩΩࢫࢷɄ̌ɾࢫɲ̛̆̆ͷ̌ˏͩΩࢫɩʍ̌ʍёͩ öėĊ
öࢫ͍ʍђʍɲͩ͛ࢫɄࢫɲ̛˵˵Ʉɩ̛͍ɄͩˏΘʍࢫʍʱʱ̛͍ͩࢫɄ̛̆̌ʳࢫͩ˂ʍࢫɲˏͩΩࢫࢷˏͩ͛ࢫͅɄ͍ͩ̌ʍ͍͛ࢫࢷɄ̌ɾࢫͩ˂ʍࢫɲ̛̆̆ͷ̌ˏͩΩࢫ̛ͩࢫɲ͍ʍɄͩʍࢫa comprehensive and actionable safety roadmap. Through implementation of the recommended strategies, Pleasanton aims to make meaningful progress toward reducing and ultimately

EXECUTIVE SUMMARY
ʍ˵ˏ̆ˏ̌Ʉͩˏ̌ʳࢫ͍ͩɄʱёɲࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ͛ʍ͍ˏ̛ͷ͛ࢫˏ̌˥ͷ͍ˏʍ͛ࢫࢷʍ̌͛ͷ͍ˏ̌ʳࢫɄࢫ͛Ʉʱʍ͍ࢫɄ̌ɾࢫ̛͍̆ʍࢫʍ͋ͷˏͩɄɩ˵ʍࢫ͍ͩɄ̛͍̌͛ͅ- tation system for all residents and visitors.WHAT IS A PLEASANTONTRANSPORTATION SAFETY ACTION PLAN?The Transportation Safety Action Plan for the City of Pleasanton is a strategic, data-driven initiative to reduce roadway fatalities and severe injuries. This plan prioritizes the safety of all roadway users, including residents, visitors, pedestrians, bicyclists, and drivers, while honoring the City’s distinctive character, community values, and transportation needs.The plan is developed in alignment with the U.S. Department of Transportation’s Safe Streets and Roads for All (SS4A) Program; this is a foundational document enabling the City of Pleasanton to plan transportation safety investments and pursue federal funding for critical safety improvements.The Pleasanton Transportation Safety Action Plan outlines a clear vision and practical steps for improving street safety for everyone, whether walking, biking, driving, or using public transit.

Pleasanton Transportation Safety Action Plan

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öࢫɄ˵ˏʳ̌͛ࢫΝˏͩ˂ࢫɄ̌ɾࢫʱͷ˵ё˵˵͛ࢫeach of these components.SAFE STREETS & ROADS FOR ALL (SS4A) ACTION PLAN COMPONENTS SS4A Required Component Description PTSAP Section(s)

1. Leadership Commitment and Goal Setting Establishes a long-term vision (e.g., Vision Zero) and safety goals, including a commitment to eliminate fatalities and serious injuries. Chapter 1

2. Planning Structure †ɾʍ̌ͩˏёʍ͛ࢫͩ˂ʍࢫ̛͍ͅ˥ʍɲͩࢫͩʍɄ̆ࢫࢷ͛ͩɄˬʍ˂̛˵ɾʍ͍ࢫΝ̛͍ˬˏ̌ʳࢫʳ̛͍ͷͅࢫࢷɄ̌ɾ coordination framework used to guide plan development. Chapter 1 and Chapter 4

3. Safety Analysis Includes analysis of collision data to identify trends, high-risk locations, and contributing factors. Chapter 3

4. Engagement and Collaboration Documents public and stakeholder engagement efforts used to inform the plan. Chapter 4

5. Policy and Process Changes †ɾʍ̌ͩˏёʍ͛ࢫ̛̛͍ͩͅͅͷ̌ˏͩˏʍ͛ࢫ̛ͩࢫͷͅɾɄͩʍࢫ̛ͅˏ˵ɲˏʍ͛ࢫࢷ͛ͩɄ̌ɾɄ͍ɾ͛ࢫࢷ and procedures to improve safety outcomes. Chapter 2 and Chapter 5

6. Strategy and Project Selection 8ʍΘʍ˵̛͛ͅࢫɄࢫ͛ʍͩࢫ̛ʱࢫ͍͛ͩɄͩʍʳˏʍ͛ࢫɄ̌ɾࢫˏɾʍ̌ͩˏёʍ͛ࢫ͍ͅˏ̛͍ˏͩΩࢫ projects to address safety needs. Chapter 5 and Chapter 6

7. Implementation and Funding Outlines implementation steps, responsible parties, and funding opportunities. Chapter 7

8. Progress and Transparency Establishes a framework for tracking progress, evaluating outcomes, and reporting results. Chapter 4 and Chapter 7

9. Action Plan Adoption Date May, 19 2026

Pleasanton Transportation Safety Action Plan

TABLE OF CONTENTS

1. INTRODUCTION 142. EXISTING PLANNING EFFORTS 19
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4. ENGAGEMENT AND COLLABORATIONS 765. POLICY AND PROCESS CHANGES 836. STRATEGIES AND PROJECT SELECTION 917. PROGRESS AND TRANSPARENCY 132

Pleasanton Transportation Safety Action Plan

CHAPTER 1: INTRODUCTIONEstablishes the purpose, vision, and goals of the PTSAP, and ɾʍё̌ʍ͛ࢫͩ˂ʍࢫ͛ͩͷɾΩࢫɄ͍ʍɄࢫɄ̌ɾࢫͅ˵Ʉ̌̌ˏ̌ʳࢫɲ̛̌ͩʍΦͩࢫࢶė˂ˏ͛ࢫ͛ʍɲͩˏ̛̌ࢫalso outlines the Safe System Approach and the overall methodology used to guide the development of the plan.CHAPTER 2: EXISTING PLANNING EFFORTSSummarizes relevant local and regional plans, policies, and programs that inform the PTSAP. This section highlights how the plan builds upon previous efforts and aligns with broader transportation, safety, and land use initiatives.CHAPTER 3: -̧§†Ċ†Ì½ࢫ
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ORGANIZATION OF PLAN
͍ͅˏ̛͍ˏͩˏʍ͛ࢫˏɾʍ̌ͩˏёʍɾࢫɩΩࢫͩ˂ʍࢫɲ̛̆̆ͷ̌ˏͩΩࢶCHAPTER 5: POLICY AND PROCESS CHANGE†ɾʍ̌ͩˏёʍ͛ࢫ̛ͅˏ˵ɲΩࢫࢷ̛͍ͅʳ͍Ʉ̆̆ɄͩˏɲࢫࢷɄ̌ɾࢫ̛͍ͅɲʍɾͷ͍Ʉ˵ࢫɲ˂Ʉ̌ʳʍ͛ࢫneeded to support the long-term implementation of the PTSAP. This chapter focuses on integrating safety into everyday decision-making by updating design standards and development review processes. It also outlines opportunities to incorporate the Safe System Approach into City policies, improve interdepartmental coordination, and institutionalize data-driven and systemic safety practices across planning, engineering, and operations.CHAPTER 6: STRATEGIES AND PROJECT SELECTIONIntroduces a comprehensive set of evidence-based safety strategies and countermeasures. The toolkit includes engineering, education, and enforcement approaches that ɲɄ̌ࢫɩʍࢫɄͅͅ˵ˏʍɾࢫ̛ͩࢫɄɾɾ͍ʍ͛͛ࢫ͛ͅʍɲˏёɲࢫ͛ɄʱʍͩΩࢫɲ˂Ʉ˵˵ʍ̌ʳʍ͛ࢫɄ̌ɾࢫsupport implementation of the Safe System Approach.†ɾʍ̌ͩˏёʍ͛ࢫɄ̌ɾࢫ͍ͅˏ̛͍ˏͩˏηʍ͛ࢫɄࢫˏ˵͛ͩࢫ̛ʱࢫʱ̛ɲͷ͛ʍɾࢫ͛ɄʱʍͩΩࢫimprovements based on data analysis, stakeholder input, and community feedback. Projects are evaluated using criteria such as safety impact, feasibility, cost-effectiveness, Ʉ̌ɾࢫʍ͋ͷˏͩΩࢫ̛ͩࢫ͛ͷ̛͍ͩͅͅࢫ͍͛ͩɄͩʍʳˏɲࢫˏ̌Θʍ͛ͩ̆ʍ̌ͩࢫɾʍɲˏ͛ˏ̛̌͛ࢶ CHAPTER 7: PROGRESS AND TRANSPARENCYOutlines the framework for implementing the recommended strategies and projects, including roles, timelines, and ͅʍ͍ʱ̛͍̆Ʉ̌ɲʍࢫ͍ͩɄɲˬˏ̌ʳࢫࢶė˂ˏ͛ࢫ͛ʍɲͩˏ̛̌ࢫɄ˵̛͛ࢫˏɾʍ̌ͩˏёʍ͛ࢫ̛ͩͅʍ̌ͩˏɄ˵ࢫfunding sources and grant opportunities to support project delivery and long-term plan success.

Pleasanton Transportation Safety Action Plan

01 INTRODUCTION

Pleasanton Transportation Safety Action Plan

Employer-sponsored shuttles also support last-mile connections to key employment centers. Together, these multimodal options position Pleasanton as one of the few suburban Bay Area cities with strong highway, rail, and bus connectivity, supporting both local and regional travel.Despite having these strengths, Pleasanton faces ongoing challenges in improving safety ʱ̛͍ࢫɄ˵˵ࢫ̛͍ɄɾΝɄΩࢫͷ͛ʍ͍͛ࢫࢶ
͛ࢫͩ˂ʍࢫɲˏͩΩࢫʳ̛͍Ν͛ࢫɄ̌ɾࢫ͍ͩɄʱёɲࢫΘ̛˵ͷ̆ʍ͛ࢫˏ̌ɲ͍ʍɄ͛ʍࢫࢷˬʍΩࢫˏ̌ͩʍ͍͛ʍɲͩˏ̛̌͛ࢫɄ̌ɾࢫɲ̛͍͍ˏɾ̛͍͛ࢫʍΦͅʍ͍ˏʍ̌ɲʍࢫˏ˂ʳ˂ʍ͍ࢫ˵ʍΘʍ˵͛ࢫ̛ʱࢫɲ̛̌ʳʍ͛ͩˏ̛̌ࢫɄ̌ɾࢫɲ̛̌ђˏɲͩࢫɩʍͩΝʍʍ̌ࢫ̛͍ɄɾΝɄΩࢫͷ͛ʍ͍͛ࢫࢶ-̛˵- lision patterns indicate that safety risks are concentrated at intersections and along major corridors, with unsafe speed, failure to yield, and impaired driving contributing to more severe outcomes.Vulnerable roadway users, including pedestrians, bicyclists, seniors, and students, face inɲ͍ʍɄ͛ʍɾࢫ͍ˏ͛ˬࢫɾͷʍࢫ̛ͩࢫˏ˵̆ˏͩʍɾࢫ͛ʍͅɄ͍Ʉͩˏ̛̌ࢫʱ̛͍̆ࢫΘʍ˂ˏɲ˵ʍࢫ͍ͩɄʱёɲࢫɄ̌ɾࢫʳɄ͛ͅࢫˏ̌ࢫͩ˂ʍࢫɄɲͩˏΘʍࢫ͍ͩɄ̛͍̌͛ͅ-tation network. Inconsistent sidewalks, limited bicycle facilities, and challenges at crossings further contribute to unsafe conditions, particularly near schools, parks, and transit stops.In addition, Pleasanton’s role as a regional transportation hub supported by major freeways, ͍ʍʳˏ̛̌Ʉ˵ࢫ͍Ʉˏ˵ࢫࢷɄ̌ɾࢫ͍ͩɄ̌͛ˏͩࢫɲ̛̌̌ʍɲͩˏ̛̌͛ࢫɲ̛͍̌ͩˏɩͷͩʍ͛ࢫ̛ͩࢫˏ˂ʳ˂ࢫ͍ͩɄʱёɲࢫΘ̛˵ͷ̆ʍ͛ࢫɄ̌ɾࢫˏ̌ɲ͍ʍɄ͛ʍɾࢫʍΦposure to collisions. This combination of regional travel demand and local mobility needs ɲ͍ʍɄͩʍ͛ࢫɲ̛̆ͅ˵ʍΦࢫ͛ɄʱʍͩΩࢫɲ˂Ʉ˵˵ʍ̌ʳʍ͛ࢫͩ˂Ʉͩࢫ͍ʍ͋ͷˏ͍ʍࢫɄࢫɲ̛̛͍ɾˏ̌ɄͩʍɾࢫࢷɾɄͩɄ࣒ɾ͍ˏΘʍ̌ࢫ͍ʍ̛͛̌͛ͅʍࢶWHY PLEASANTON NEEDS THE PTSAP? CHAPTER 1. INTRODUCTION
OVERVIEWPleasanton is a city in Alameda County, California, located in the East Bay region of the San Francisco Bay Area. Situated approximately 25 miles east of Oakland, it is part of the Tri-Valley area, along with the cities of Dublin and Livermore. According to the U.S. Census Bureau, Pleasanton encompasses Ʉ̛͍ͅͅΦˏ̆Ʉͩʍ˵Ωࢫ࠶ࢶ࠷࠵ࢫ͛͋ͷɄ͍ʍࢫ̆˵ˏʍ͛ࢫࢶ
͛ࢫ̛ʱࢫ›ͷ˵Ωࢫࢷ࠷࠵࠳࠵ࢫࢷ࠴ࢫͩ˂ʍࢫɲˏͩΩࢫ˂ɄɾࢫɄ̌ࢫʍ͛ͩˏ̆Ʉͩʍɾࢫ̛ͅͅͷ˵Ʉͩˏ̛̌ࢫ̛ʱࢫࢷ࠷࠹࠹ࢷ࠸࠺ࢫwith a balanced distribution across children, working-age adults, and middle-aged residents, and a smaller proportion of older adults.Pleasanton is a well-connected city that serves as a key transportation hub between the Bay Area; the Central Valley, and Silicon Valley. The city is anchored by the I-580 and I-680 corridors, which intersect in northern Pleasanton and provide regional access to San Francisco, Oakland, San Jose, and the Central Valley. Major arterial roadways, including Foothill Road, Hopyard Road, Santa Rita Road, Stanley Boulevard, Bernal Avenue, Stoneridge Drive, and Valley Avenue support local circulation and connect Pleasanton to neighboring communities such as Dublin, Livermore, and San Ramon.Transit options further enhance Pleasanton’s accessibility. The Dublin/Pleasanton and West Dublin BART stations provide direct rail service to Oakland, San Francisco, and other Bay Area destinations, while the Altamont Corridor Express (ACE) commuter rail line connects Pleasanton to Tracy, Stockton, and San Jose. Local bus service, operated by the Livermore Amador Valley Transit Authority (LAVTA, branded as Wheels), integrates with both BART and ACE.

Pleasanton Transportation Safety Action Plan

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Pleasanton Transportation Safety Action Plan

KEY TRANSPORTATION SAFETY CHALLENGES
%ͷˏ˵ɾˏ̌ʳࢫ̛̌ࢫͩ˂ʍ͛ʍࢫɲ̛̌ɾˏͩˏ̛̌͛ࢫࢷöėĊ
öࢫˏɾʍ̌ͩˏёʍ͛ࢫ͛ʍΘʍ͍Ʉ˵ࢫˬʍΩࢫɲ˂Ʉ˵˵ʍ̌ʳʍ͛ࢫͩ˂Ʉͩࢫ̆ͷ͛ͩࢫɩʍࢫɄɾɾ͍ʍ͛͛ʍɾࢫ̛ͩࢫˏ̛͍̆ͅΘʍࢫ̛͍ɄɾΝɄΩࢫ͛ɄʱʍͩΩࢫˏ̌ࢫö˵ʍɄ͛Ʉ̛̌ͩ̌ࢸ Challenge Description
High Collision Concentrationat Intersections

ࢫ͛ˏʳ̌ˏёɲɄ̌ͩࢫ̆Ʉ˥̛͍ˏͩΩࢫ̛ʱࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫ࠵࠻ࣜࢫͅʍ͍ɲʍ̌ͩࢫ̛ࣝɲɲͷ͍ࢫɄͩࢫˏ̌ͩʍ͍͛ʍɲtions, indicating a need for improved intersection design, signal operations, and multimodal safety treatments.

Speed-RelatedCollisions
Unsafe speed is the leading factor in both injury and KSI collisions, increasing collision severity and risk across key corridors.

Safety Risks forVulnerable Road Users
Pedestrians and bicyclists account for a disproportionate share of KSI collisions (31 of 67), highlighting the need for safer crossings, protected facilities, and improved visibility.

High-Injury Corridorsand Intersections
Several major corridors experience higher concentrations of injury Ʉ̌ɾࢫŸĊ†ࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫࢷ͍ʍ͋ͷˏ͍ˏ̌ʳࢫͩɄ͍ʳʍͩʍɾࢫ͛ɄʱʍͩΩࢫˏ̌Θʍ͛ͩ̆ʍ̌ͩ͛ࢶ Gaps in Bicycle andPedestrian Infrastructure
Inconsistent or incomplete sidewalks, bikeways, and crossing facilities create barriers to safe and comfortable travel, particularly along high-volume corridors and near key destinations.
†̌ɲ͍ʍɄ͛ˏ̌ʳࢫė͍ɄʱёɲࢫVolumes and Regional Connectivity Pressures Pleasanton’s role as a regional hub served by I-580, I-680, BART, Ʉ̌ɾࢫ
-Hࢫɲ̛͍̌ͩˏɩͷͩʍ͛ࢫ̛ͩࢫˏ˂ʳ˂ࢫ͍ͩɄʱёɲࢫΘ̛˵ͷ̆ʍ͛ࢫࢷˏ̌ɲ͍ʍɄ͛ˏ̌ʳࢫʍΦ̛͛ͅͷ͍ʍ Ʉ̌ɾࢫɲ̛̌ђˏɲͩࢫɩʍͩΝʍʍ̌ࢫɾˏʱʱʍ͍ʍ̌ͩࢫ̛͍ɄɾΝɄΩࢫͷ͛ʍ͍͛ࢶ
Disproportionate Risk in Certain Conditions
-̛˵˵ˏ͛ˏ̛̌͛ࢫɄ͍ʍࢫ̛͍̆ʍࢫʱ͍ʍ͋ͷʍ̌ͩࢫɾͷ͍ˏ̌ʳࢫͅʍɄˬࢫ͍ͩɄΘʍ˵ࢫͅʍ͍ˏ̛ɾ͛ࣜࢫ̛͍̆̌ˏ̌ʳࢫ and evening) and often occur under daylight conditions, suggestˏ̌ʳࢫͩ˂Ʉͩࢫzˏʳ˂ࢫ͍ͩɄʱёɲࢫΘ̛˵ͷ̆ʍ͛ࢫɄ˵̛͛ࢫˏ̌ɲ͍ʍɄ͛ʍࢫͩ˂ʍࢫɲ̛̆ͅ˵ʍΦˏͩΩࢫ̛ʱࢫͩ˂ʍࢫ driving environment which alters driver behavior contributing to higher collision rates.

Behavioral Factors(DUI and Right-of-Way Violations)
8͍ˏΘˏ̌ʳࢫͷ̌ɾʍ͍ࢫͩ˂ʍࢫˏ̌ђͷʍ̌ɲʍࢫࢷʱɄˏ˵ͷ͍ʍࢫ̛ͩࢫΩˏʍ˵ɾࢫࢷɄ̌ɾࢫ͛ˏʳ̌Ʉ˵ࣃ͛ˏʳ̌ Θˏ̛˵Ʉͩˏ̛̌͛ࢫɲ̛͍̌ͩˏɩͷͩʍࢫ͛ˏʳ̌ˏёɲɄ̌ͩ˵Ωࢫ̛ͩࢫŸĊ†ࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫࢷˏ̌ɾˏɲɄͩˏ̌ʳࢫɄࢫ need for targeted enforcement and education strategies.

Safety Near Schools, Parks, and ActivityCenters
Corridors near schools, parks, and transit stops experience higher multimodal activity, increasing the need for enhanced safety measures to protect students and other vulnerable users.

Need for TargetedInvestment andFunding Alignment
ŋ˂ˏ˵ʍࢫͩ˂ʍࢫ̛Θʍ͍Ʉ˵˵ࢫzˏʳ˂ࢫ†̌˥ͷ͍Ωࢫ1/2ʍͩΝ̛͍ˬࢫˏɾʍ̌ͩˏёʍ͛ࢫ͛Ω͛ͩʍ̆Νˏɾʍࢫ͍ˏ͛ˬࢫࢷ there is a need to focus investments on a Focused Network to effectively plan for safety improvements and compete for state and federal safety funding programs.

H͋ͷˏͩɄɩ˵ʍࢫ
ɲɲʍ͛͛Considerations
Ensuring that safety improvements address the needs of all users including those who rely on walking, biking, and transit is critical ̛ͩࢫɄɾΘɄ̌ɲˏ̌ʳࢫʍ͋ͷˏͩɄɩ˵ʍࢫ͍ͩɄ̛͍̌͛ͩͅɄͩˏ̛̌ࢫ̛ͷͩɲ̛̆ʍ͛ࢶ
Challenge Description

Pleasanton Transportation Safety Action Plan

PURPOSE OF THE PTSAP• To address these challenges, the City developed the Pleasanton Transportation Safety Action Plan (PTSAP) with funding support from the Federal Highway Administration’s Safe Streets and Roads for All (SS4A) program. PTSAP represents a critical step toward systematically improving roadway safety and advancing the City’s commitment to ʍ˵ˏ̆ˏ̌Ʉͩˏ̌ʳࢫ͍ͩɄʱёɲࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ͛ʍ͍ˏ̛ͷ͛ࢫˏ̌˥ͷ͍ˏʍ͛ࢶ • PTSAP applies a data-driven and community-informed
approach to evaluate collision patterns, identify high-risk locations, and prioritize safety investments. The plan establishes a systemwide High Injury Network (HIN) aligned with regional efforts such as Alameda County Transportation Commission’s (Alameda CTC) High Injury and Proactive Safety Network. The plan also establishes a Focused High Injury Network (FN)to identify segments within the HIN for priority implementation and funding. This tiered approach enables the City to understand systemwide risk while directing resources to locations where improvements can Ʉɲ˂ˏʍΘʍࢫͩ˂ʍࢫʳ͍ʍɄͩʍ͛ͩࢫ͛ɄʱʍͩΩࢫɩʍ̌ʍёͩ͛ࢶ Grounded in the Safe System Approach and national best practices, the PTSAP provides a comprehensive framework for improving safety through engineering, education, enforce-̆ʍ̌ͩࢫࢷʍ͋ͷˏͩΩࢫࢷɄ̌ɾࢫʍ̆ʍ͍ʳʍ̌ɲΩࢫ͍ʍ̛͛̌͛ͅʍࢫ͍͛ͩɄͩʍʳˏʍ͛ࢫࢶ†ͩࢫɄ˵̛͛ࢫ̛ͅ-sitions the City to compete for state and federal funding by identifying clear priorities and actionable projects.

LEADERSHIP COMMITMENT AND SAFETY GOALSThe City of Pleasanton is committed to improving safety across its transportation network and advancing a long-term vision ̛ʱࢫʍ˵ˏ̆ˏ̌Ʉͩˏ̌ʳࢫ͍ͩɄʱёɲࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ͛ʍ͍ˏ̛ͷ͛ࢫˏ̌˥ͷ͍ˏʍ͛ࢫࢶė˂̛͍ͷʳ˂ࢫͩ˂ʍࢫdevelopment of the Transportation Safety Action Plan (PTSAP), the City reinforces its commitment to a proactive, data-driven approach to roadway safety that aligns with regional and statewide initiatives, including the California Strategic Highway Safety Plan (SHSP).City leadership and staff have prioritized transportation safety as a core component of planning and investment decisions as outlined in the One Pleasanton Strategic Plan where core goals include Investing in our Environment, which promotes the effective use of existing facilities, and Safeguarding our City which focuses on providing comprehensive public safety services and a safe and secure community. PTSAP establishes a framework for setting measurable safety goals informed by collision data, stakeholder input, and community engagement. These goals are intended to guide nearterm actions and support long-term progress toward a safer transportation system for all users.The City is applying the Safe System Approach, which focuses on reducing collision severity and addressing the underlying factors that contribute to serious and fatal injuries. This approach emphasizes:
• Safer roadway design and engineering improvements • Education and outreach to promote safe travel behaviors • Targeted enforcement of high-risk behaviors such as speeding and impaired driving
To support implementation, Pleasanton will leverage local resources, including the City’s Capital Improvement Program (CIP), regional funding programs, and pursue external funding opportunities such as the Safe Streets and Roads for All (SS4A) program, Highway Safety Improvement Program (HSIP), and other state and federal grants.The City is also committed to accountability and transparency through ongoing monitoring of safety performance, evaluation of implemented strategies, and continued collaboration with stakeholders and the community. These efforts will ensure that transportation safety remains a central priority in future planning and decision-making.VISION, GOALS AND GUIDING PRINCIPLESIt is unacceptable for people to be killed or seriously injured on Pleasanton’s roadways. The City of Pleasanton is committed to advancing a Safe System Approach, with the long-term vision ̛ʱࢫʍ˵ˏ̆ˏ̌Ʉͩˏ̌ʳࢫ͍ͩɄʱёɲࢫ ʱɄͩɄ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ͛ʍ͍ˏ̛ͷ͛ࢫˏ̌˥ͷ͍ˏʍ͛ࢫ ʱ̛͍ࢫɄ˵˵ࢫ̛͍Ʉɾway users—regardless of age, ability, or mode of travel. These vision and goals are aligned with the City of Pleasanton’s 5-Year Strategic Plan (2023–2028), “One Pleasanton,” which emphasizes a safe, inclusive, and connected community.
͛ࢫ Ʉࢫ ͍ʍʳˏ̛̌Ʉ˵ࢫ ͍ͩɄ̛͍̌͛ͩͅɄͩˏ̛̌ࢫ˂ ͷɩࢫ Νˏͩ˂ࢫ ͛ˏʳ̌ˏёɲɄ̌ͩࢫ ̆ͷ˵ͩˏ̛̆ɾal activity, Pleasanton recognizes the importance of developing a transportation system that prioritizes safety, accessibili-ͩΩࢫࢷɄ̌ɾࢫʍ͋ͷˏͩΩࢫࢶė˂̛͍ͷʳ˂ࢫͩ˂ʍࢫˏ̆ͅ˵ʍ̆ʍ̌ͩɄͩˏ̛̌ࢫ̛ʱࢫͩ˂ʍࢫöėĊ
öࢫࢷͩ˂ʍࢫCity seeks to foster a culture of safety and ensure that all users can travel safely and comfortably throughout the community.

Pleasanton Transportation Safety Action Plan

GOALSPTSAP establishes the following goals to guide decision-making, investment priorities, and implementation of safety improvements:• Eliminate Fatalities and Serious Injuries þʍɾͷɲʍࢫɄ̌ɾࢫͷ˵ͩˏ̆Ʉͩʍ˵Ωࢫʍ˵ˏ̆ˏ̌Ʉͩʍࢫ͍ͩɄʱёɲ࣒͍ʍ˵ɄͩʍɾࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫand serious injuries through a coordinated, long-term safety strategy. • Improve Safety for Vulnerable Roadway Users
Enhance conditions for pedestrians, bicyclists, and other vulnerable users by prioritizing improvements that reduce ʍΦ̛͛ͅͷ͍ʍࢫ̛ͩࢫ͍ͩɄʱёɲࢫɲ̛̌ђˏɲͩ͛ࢫɄ̌ɾࢫˏ̌ɲ͍ʍɄ͛ʍࢫ̛͍ͩͅʍɲͩˏ̛̌ࢫࢶ • Focus on High-Risk Locations
Direct investments toward corridors and intersections ˏɾʍ̌ͩˏёʍɾࢫͩ˂̛͍ͷʳ˂ࢫͩ˂ʍࢫzˏʳ˂ࢫ†̌˥ͷ͍Ωࢫ1/2ʍͩΝ̛͍ˬࣜࢫz†½ࢫࢷࣝˏ̌ɲ˵ͷɾˏ̌ʳࢫboth systemwide and focused priority locations. • Implement Data-Driven and Context-Sensitive Solutions Use collision data, roadway characteristics, and community ˏ̌ͅͷͩࢫ̛ͩࢫɾʍΘʍ˵̛ͅࢫͩɄ͍ʳʍͩʍɾࢫ͛ɄʱʍͩΩࢫˏ̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫͩ˂Ʉͩࢫ͍ʍђʍɲͩࢫlocal conditions and needs. • Advance a Multimodal and Connected Transportation
SystemSupport safe and accessible travel across all modes, including walking, bicycling, transit, and driving, while improving connectivity between key destinations such as schools, parks, and transit hubs.

GUIDING PRINCIPLESöėĊ
öࢫˏ͛ࢫʳͷˏɾʍɾࢫɩΩࢫͩ˂ʍࢫʱ̛˵˵̛Νˏ̌ʳࢫ͍ͅˏ̌ɲˏͅ˵ʍ͛ࢫࢷΝ˂ˏɲ˂ࢫ͍ʍђʍɲͩࢫͩ˂ʍࢫCity’s commitment to the Safe System Approach by the U.S. Department of Transportation and inform all aspects of planning, design, and implementation:Safety as the Highest Priority• Human life and health take precedence over speed, convenience, and mobility. All transportation decisions will prioritize reducing the risk of severe and fatal injuries.• ė͍Ʉʱёɲࢫ8ʍɄͩ˂͛ࢫɄ̌ɾࢫĊʍ͍ˏ̛ͷ͛ࢫ†̌˥ͷ͍ˏʍ͛ࢫ
͍ʍࢫö͍ʍΘʍ̌ͩɄɩ˵ʍ ė͍Ʉʱёɲࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫ͍ʍ͛ͷ˵ͩˏ̌ʳࢫˏ̌ࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫ̛͍ࢫˏ˵ʱʍ࣒Ʉ˵ͩʍ͍ˏ̌ʳࢫˏ̌˥ͷ͍ˏʍ͛ࢫare not inevitable and will be addressed as a public health and safety issue through proactive strategies. • Prioritize Vulnerable Roadway Users
The safety of pedestrians, bicyclists, transit users, seniors, and children will be prioritized, particularly in areas with high activity such as schools, parks, and transit corridors. • Plan for Human Error
Roadways will be designed and operated to anticipate human mistakes and programs created to educate to ensure that such errors do not result in severe or fatal outcomes. • Manage speed to reduce severity
Safe speeds are essential to reducing both the likelihood Ʉ̌ɾࢫ͛ʍΘʍ͍ˏͩΩࢫ̛ʱࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫࢶþ̛ɄɾΝɄΩࢫɾʍ͛ˏʳ̌ࢫࢷ͍ͩɄʱёɲࢫɲɄ˵̆ˏ̌ʳࢫࢷand policy measures will be used to align speeds with surrounding land uses and user activity. • Use Data-Driven Decision Making
Collision data, High Injury Network (HIN) analysis, and perʱ̛͍̆Ʉ̌ɲʍࢫ̛̆̌ˏ̛͍ͩˏ̌ʳࢫΝˏ˵˵ࢫʳͷˏɾʍࢫͩ˂ʍࢫˏɾʍ̌ͩˏёɲɄͩˏ̛̌ࢫɄ̌ɾࢫ͍ͅˏoritization of safety improvements. • Adopt a Comprehensive Approach
Safety improvements will integrate engineering, enforcement, education, and emergency response strategies to address both infrastructure and behavioral factors contributing to collisions. • Proactive Systemic Implementation
In addition to addressing known collision prone locations, the City will apply systemic, risk-based approaches to identify and mitigate potential safety issues before collisions occur. • Promote Equitable Accessibility
Safety investments will consider the needs of all users, particularly those who rely on walking, bicycling, and transit, ʍ̌͛ͷ͍ˏ̌ʳࢫʍ͋ͷˏͩɄɩ˵ʍࢫɄɲɲʍ͛͛ࢫ̛ͩࢫ͛Ʉʱʍࢫ͍ͩɄ̛͍̌͛ͩͅɄͩˏ̛̌ࢫ̛ͩͅˏ̛̌͛ࢶ • Foster Collaboration and Accountability
The City will continue to engage stakeholders, partner agencies, and the community in the implementation of the PTSAP and will monitor progress through ongoing evaluation and reporting. • Commit to Continuous Improvement
PTSAP will be a living document, updated periodically to ͍ʍђʍɲͩࢫ̌ʍΝࢫɾɄͩɄࢫࢷʍ̆ʍ͍ʳˏ̌ʳࢫ͍ͩʍ̌ɾ͛ࢫࢷɄ̌ɾࢫʍΘ̛˵Θˏ̌ʳࢫɩʍ͛ͩࢫ͍ͅɄɲtices in transportation safety. • Leverage Funding and Partnerships
Pursue local, regional, state, and federal fundingopportunities and collaborate with partner agencies to implement high-priority safety projects.

02 EXISTINGPLANNINGEFFORTS

Pleasanton Transportation Safety Action Plan

CHAPTER 2. EXISTING PLANNING EFFORTSThis chapter summarizes the key planning documents, ongoing projects, and relevant studies reviewed to inform the development of the PTSAP. The purpose of this review is to ensure that the vision, goals, and strategies outlined in the PTSAP are consistent with the City’s prior planning efforts, existing transportation initiatives, and non-infrastructure programs. The documents and plans included in this review represent the most current and relevant materials available as of May 2026.The overarching goal of the PTSAP is to improve roadway safety for all users. To achieve this, the plan is guided by the “Four E’s” framework of the Safe Systems approach: Education, Enforcement, Engineering, and Emergency Medical Services (EMS). Together, these elements provide a comprehensive approach to addressing safety challenges across all modes of transportation while supporting the City’s broader long-term planning objectives.As part of this effort, relevant plans and studies were carefully reviewed to ensure that the recommendations developed through the PTSAP complement and build upon the City’s existing policies, programs, and investments. The following documents and resources were evaluated:

By aligning with these guiding documents, programs, and strategies, PTSAP provides a cohesive and actionable framework to enhance safe-ͩΩࢫࢷɄɾΘɄ̌ɲʍࢫʍ͋ͷˏͩɄɩ˵ʍࢫ͍ͩɄ̛͍̌͛ͩͅɄͩˏ̛̌ࢫ̛͛˵ͷͩˏ̛̌͛ࢫࢷɄ̌ɾࢫ͛ͷ̛͍ͩͅͅࢫͩ˂ʍࢫ-ˏͩΩ࣭͛ࢫɩ̛͍Ʉɾʍ͍ࢫɾʍΘʍ˵̛̆ͅʍ̌ͩࢫʳ̛Ʉ˵͛ࢫࢶAppendix A summarizes the relevant goals, ̛ͅ˵ˏɲˏʍ͛ࢫࢷͅ˵Ʉ̌̌ʍɾࢫ̛͍ͅ˥ʍɲͩ͛ࢫɄ̌ɾࢫɲ̛̛̌͛˵ˏɾɄͩʍɾࢫˏ˵͛ͩࢫ̛ʱࢫˏ̛͍̆ͅΘʍ̆ʍ̌ͩࢫ̛͍ͅ˥ʍɲͩ͛ࢫˏɾʍ̌ͩˏёʍɾࢫͩ˂̛͍ͷʳ˂ࢫͩ˂ʍࢫɾ̛ɲͷ̆ʍ̌ͩࢫ͍ʍΘˏʍΝࢫ̛͍ͅɲʍ͛͛ࢶPLANS: CITY OF PLEASANTON • General Plan | (2005-2025)• Bicycle and Pedestrian Master Plan | (2018)• Trails Master Plan | (2019)• 5 Year Strategic Plan | (2023-2028)• Final Environmental Impact Report (EIR) for the Housing Element Update | (2023)
• Economic Development Strategic Plan | (2023)• Housing Element | (2023-2031)• Climate Action Plan (CAP) (CAP 2.0) | (2023) SPECIFIC PLANS:
• Tri-Valley Local Hazard Mitigation Plan | (2024)• 8̛Ν̛̌ͩΝ̌ࢫĊͅʍɲˏёɲࢫö˵Ʉ̌ࢫचࣝ࠼࠴࠳࠵ࣜࢫ• Pleasanton Community Farm Master Plan | (2018) PROJECTS AND PROGRAMS IMPROVEMENTS:
• Short Range Projects | (2023)• ė͍Ʉʱёɲࢫ-Ʉ˵̆ˏ̌ʳࢫơ͍̈ʳ͍Ʉ̆͛ࢫचࣝ࠸࠵࠳࠵ࣜࢫ• Safe Trips to BART: An Action Plan for Safer Roadways (Public Draft) | (2025) CAPITAL IMPROVEMENTS:• Capital Improvement Program (CIP) | (2025-2030)

Pleasanton Transportation Safety Action Plan

RELEVANT CITY AND OTHER PLANNING DOCUMENTS AND PROJECTSPLANS City of Pleasanton- General Plan | (2005-2025)
The City of Pleasanton General Plan 2005–2025 outlines a comprehensive vision for the city’s growth and development, addressing land use, ˂̛ͷ͛ˏ̌ʳࢫࢷͅͷɩ˵ˏɲࢫ͛ɄʱʍͩΩࢫࢷʍ̌Θˏ̛͍̌̆ʍ̌ͩɄ˵ࢫ͛ͷ͛ͩɄˏ̌Ʉɩˏ˵ˏͩΩࢫࢷɄ̌ɾࢫɲ̛̆̆ͷ̌ˏͩΩࢫɲ˂Ʉ͍Ʉɲͩʍ͍ࢫࢶ
ࢫˬʍΩࢫɲ̛̛̆̌ͅʍ̌ͩࢫˏ͛ࢫͩ˂ʍࢬ-ˏ͍ɲͷ˵Ʉͩˏ̛̌ࢫH˵ʍ̆ʍ̌ͩࢫࢷΝ˂ˏɲ˂ࢫʱ̛ɲͷ͛ʍ͛ࢫ̛̌ࢫ ɲ͍ʍɄͩˏ̌ʳࢫɄࢫɩɄ˵Ʉ̌ɲʍɾࢫࢷ̆ͷ˵ͩˏ̛̆ɾɄ˵ࢫ͍ͩɄ̛͍̌͛ͩͅɄͩˏ̛̌ࢫ͛Ω͛ͩʍ̆ࢫͩ˂Ʉͩࢫ͛ͷ̛͍ͩ͛ͅͅࢫΝɄ˵ˬˏ̌ʳࢫࢷɩˏˬˏ̌ʳࢫࢷͅͷɩ˵ˏɲࢫ͍ͩɄ̌͛ˏͩࢫࢷɄ̌ɾࢫʍʱёɲˏʍ̌ͩࢫΘʍ˂ˏɲͷ˵Ʉ͍ࢫ͍ͩɄΘʍ˵ࢫࢶ†ͩࢫʍ̆ͅ˂Ʉ͛ˏηʍ͛ࢫmaintaining acceptable levels of service on roadways, enhancing connectivity, and promoting sustainable transportation options to reduce greenhouse gas (GHG) emissions and supporting the city’s climate goals. The plan integrates transportation planning with land use and environmental considerations to ensure a livable, accessible, and resilient community through 2025.ė˂ʍࢫ-ˏ͍ɲͷ˵Ʉͩˏ̛̌ࢫH˵ʍ̆ʍ̌ͩࢫ̛ͷͩ˵ˏ̌ʍ͛ࢫö˵ʍɄ͛Ʉ̛࣭̌ͩ̌͛ࢫ͍͛ͩɄͩʍʳΩࢫʱ̛͍ࢫɾʍΘʍ˵̛ͅˏ̌ʳࢫɄࢫ͛Ʉʱʍࢫࢷʍʱёɲˏʍ̌ͩࢫࢷɄ̌ɾࢫʍ̌Θˏ̛͍̌̆ʍ̌ͩɄ˵˵Ωࢫ͍ʍ̛͛̌͛ͅˏɩ˵ʍࢫ͍ͩɄ̛͍̌͛ͩͅɄͩˏ̛̌ࢫ̌ʍͩΝ̛͍ˬࢫࢶ †ͩࢫʍ̆ͅ˂Ʉ͛ˏηʍ͛ࢫɄࢫ̆ͷ˵ͩˏ̛̆ɾɄ˵ࢫɄ̛͍ͅͅɄɲ˂ࢫࢷˏ̌ͩʍʳ͍Ʉͩˏ̌ʳࢫΘʍ˂ˏɲͷ˵Ʉ͍ࢫ͍ͩɄʱёɲࢫࢷͅͷɩ˵ˏɲࢫ͍ͩɄ̌͛ˏͩࢫࢷɩˏɲΩɲ˵ʍ͛ࢫࢷɄ̌ɾࢫͅʍɾʍ͍͛ͩˏɄ̌ࢫͅɄͩ˂ΝɄΩ͛ࢫ̛ͩࢫ͛ͷ̛͍ͩͅͅࢫ̛̆ɩˏ˵ˏͩΩࢫʱ̛͍ࢫɄ˵˵ࢫ ͷ͛ʍ͍͛ࢫࢶŸʍΩࢫʳ̛Ʉ˵͛ࢫˏ̌ɲ˵ͷɾʍࢫ͍ʍɾͷɲˏ̌ʳࢫ͍ͩɄʱёɲࢫɲ̛̌ʳʍ͛ͩˏ̛̌ࢫࢷˏ̛͍̆ͅΘˏ̌ʳࢫɄˏ͍ࢫ͋ͷɄ˵ˏͩΩࢫࢷɄ̌ɾࢫʍ̌˂Ʉ̌ɲˏ̌ʳࢫɲ̛̌̌ʍɲͩˏΘˏͩΩࢫɩʍͩΝʍʍ̌ࢫ̌ʍˏʳ˂ɩ̛͍˂̛̛ɾ͛ࢫࢷʍ̆ͅ˵̛Ω̆ʍ̌ͩࢫ centers, and regional destinations. The plan promotes transit-oriented developments, encourages non-motorized travel, and supports Transportation Demand Management (TDM) strategies to reduce reliance on single-occupancy vehicles. It also aligns with the city’s broader ͛ͷ͛ͩɄˏ̌Ʉɩˏ˵ˏͩΩࢫɄ̌ɾࢫɲ˵ˏ̆ɄͩʍࢫɄɲͩˏ̛̌ࢫʳ̛Ʉ˵͛ࢫɩΩࢫ͍ͅˏ̛͍ˏͩˏηˏ̌ʳࢫˏ̌ʱ͍Ʉ͍͛ͩͷɲͩͷ͍ʍࢫͩ˂Ʉͩࢫ͛ͷ̛͍ͩ͛ͅͅࢫ˵̛Ν࣒ʍ̆ˏ͛͛ˏ̛̌ࢫ͍ͩɄΘʍ˵ࢫ̛ͩͅˏ̛̌͛ࢫɄ̌ɾࢫɲ̛̆ͅ˵ʍͩʍࢫ͍͛ͩʍʍͩ͛ࢬɾʍ͛ˏʳ̌ࢫ principles.

City of Pleasanton Regional Bicycle and Pedestrian Master Plan | (2018) The Pleasanton Bicycle and Pedestrian Master Plan (2018) present a comprehensive strategy to enhance active transportation citywide, focusing on safety, connectivity, and accessibility for users of all ages and abilities. It builds on the 2010 plan with updated goals, policies, and a robust list of infrastructure and programmatic improvements. Key transportation-related priorities include expanding a low-stress bicycle network, improving pedestrian safety at intersections and crossings, and enhancing access to schools, parks, and transit hubs like BART and ACE stations. ė˂ʍࢫͅ˵Ʉ̌ࢫˏɾʍ̌ͩˏёʍ͛ࢫ̛̛͍ͩͅͅͷ̌ˏͩΩࢫɲ̛͍͍ˏɾ̛͍͛ࢫʱ̛͍ࢫ͛ʍͅɄ͍ɄͩʍɾࢫɩˏˬʍΝɄΩ͛ࢫࢷɩˏɲΩɲ˵ʍࢫɩ̛ͷ˵ʍΘɄ͍ɾ͛ࢫࢷɄ̌ɾࢫͅʍɾʍ͍͛ͩˏɄ̌ࢫʍ̌˂Ʉ̌ɲʍ̆ʍ̌ͩ͛ࢫࢷɄ̌ɾࢫ̛ͷͩ˵ˏ̌ʍ͛ࢫɄࢫͅ˂Ʉ͛ʍɾࢫimplementation strategy supported by education, enforcement, and encouragement programs. Notably, the plan is currently undergoing an ͷͅɾɄͩʍࢫࢷΝˏͩ˂ࢫɄɾ̛ͩͅˏ̛̌ࢫͩɄ͍ʳʍͩʍɾࢫʱ̛͍ࢫࢷ࠹࠵࠳࠵ࢫ̛ͩࢫ͍ʍђʍɲͩࢫʍΘ̛˵Θˏ̌ʳࢫɲ̛̆̆ͷ̌ˏͩΩࢫ̌ʍʍɾ͛ࢫɄ̌ɾࢫɩʍ͛ͩࢫ͍ͅɄɲͩˏɲʍ͛ࢫˏ̌ࢫ̆ͷ˵ͩˏ̛̆ɾɄ˵ࢫ͍ͩɄ̛͍̌͛ͩͅɄͩˏ̛̌ࢫͅ˵Ʉ̌̌ˏ̌ʳࢫΝˏͩ˂ࢫa key focus on addressing needs around high pedestrian and bicycle generating areas in the City.

Pleasanton Transportation Safety Action Plan

KEY RECOMMENDATIONS INCLUDE: Bicycle Infrastructure: To support safe and accessible biking for all ages, the city will prioritize low-stress facilities such as Class IV separated bikeways, Class I shared-use paths, and bicycle boulevards. Key corridors include Hopyard Road, West Las Positas Boulevard, Santa Rita Road, Foothill Road, Stanley Boulevard, Bernal Avenue, and Stoneridge Drive, with a focus on connections to schools, parks, transit stations, and downtown. Long-term vision projects like trail extensions and new overcrossings should be explored through feasibility studies and secured funding.öʍɾʍ͍͛ͩˏɄ̌ࢫ†̌ʱ͍Ʉ͍͛ͩͷɲͩͷ͍ʍࢫࢸė̛ࢫˏ̛͍̆ͅΘʍࢫͅʍɾʍ͍͛ͩˏɄ̌ࢫ͛ɄʱʍͩΩࢫɄ̌ɾࢫɄɲɲʍ͛͛ࢫࢷͩ˂ʍࢫɲˏͩΩࢫΝˏ˵˵ࢫʍ̌˂Ʉ̌ɲʍࢫɲ̛͍͛͛ΝɄ˵ˬ͛ࢫΝˏͩ˂ࢫˏ˂ʳ˂࣒Θˏ͛ˏɩˏ˵ˏͩΩࢫ̆Ʉ͍ˬˏ̌ʳ͛ࢫࢷͅʍɾʍ͍͛ͩˏɄ̌ࢫ˂Ωɩ͍ˏɾࢫɩʍɄɲ̛̌͛ࢫࢷ͍ʍɲͩɄ̌ʳͷ˵Ʉ͍ࢫ͍ɄͅˏɾࢫђɄ͛˂ˏ̌ʳࢫbeacons, and median refuges, guided by a consistent citywide crosswalk policy. Filling sidewalk gaps, especially near schools, parks, and transit, along with ensuring ADA compliance and wider sidewalks, will support comfort and accessibility. These improvements, combined with Safe Routes to School efforts and expanded education, enforcement, and maintenance programs, will promote safer walking citywide.

City of Pleasanton Trails Master Plan | (2019)
The Pleasanton Trails Master Plan outlines a vision for a comprehensive, sustainable, and accessible citywide trail system that connects residents to nature, recreation, and key destinations. Building upon the 1993 Community Trails Master Plan and aligned with the 2018 Bicycle and Pedestrian Master Plan, it seeks to improve and expand the trail network through clear design standards, prioritized project planning, community engagement, and strategic funding. With a vision of 159 miles of existing and proposed trails, including Class I multi-use paved paths and natural surface single-track trails, the plan emphasizes connectivity to parks, schools, neighborhoods, and regional destinations. Robust public input, including over 700 survey responses and workshops, ˂ˏʳ˂˵ˏʳ˂ͩʍɾࢫ̛͍͛ͩ̌ʳࢫ͛ͷ̛͍ͩͅͅࢫʱ̛͍ࢫ̛͍̆ʍࢫ̛̆ͷ̌ͩɄˏ̌ࢫɩˏˬˏ̌ʳࢫ͍ͩɄˏ˵͛ࢫࢷɩʍͩͩʍ͍ࢫΝɄΩё̌ɾˏ̌ʳࢫࢷͅɄΘʍɾࢫɲɄ̌Ʉ˵ࢫ͍ͩɄˏ˵͛ࢫࢷɄ̌ɾࢫˏ̛͍̆ͅΘʍɾࢫ̆Ʉˏ̌ͩʍ̌Ʉ̌ɲʍࢶŸʍΩࢫ ͍ʍɲ̛̆̆ʍ̌ɾɄͩˏ̛̌͛ࢫˏ ̌ɲ˵ͷɾʍࢫ ʍ͛ͩɄɩ˵ˏ͛˂ˏ̌ʳࢫ ͍ͩɄˏ˵ࢫ ɲ˵Ʉ͛͛ˏёɲɄͩˏ̛̌͛ࢫ ࣜͅɄΘʍɾࢫࢷ ʳ͍ɄΘʍ˵ࢫࢷ Ʉ̌ɾࢫ ̌Ʉͩͷ͍Ʉ˵ࢫ ͛ͷ͍ʱɄɲʍࢫࢷࣝ ɾʍ͛ˏʳ̌ˏ̌ʳࢫ ͍ͩɄˏ˵͛ࢫ ͩ˂Ʉͩࢫ ʱ̛˵˵̛Νࢫ ̌Ʉͩͷ͍Ʉ˵ࢫ ɲ̛̛̌ͩͷ͍͛ࢫ Ʉ̌ɾࢫɄΘ̛ˏɾࢫ͛ͩʍʍͅࢫʳ͍Ʉɾʍ͛ࢫࢷɄ̌ɾࢫʍ̌˂Ʉ̌ɲˏ̌ʳࢫΝɄΩё̌ɾˏ̌ʳࢫΝˏͩ˂ࢫɲ̛̌͛ˏ͛ͩʍ̌ͩࢫ͛ˏʳ̌Ʉʳʍࢫࢷ̆Ʉ͛ͅࢫࢷɄ̌ɾࢫ̛̌ˏ˵̌ʍࢫ̛̛ͩ˵͛ࢫࢶė˂ʍࢫͅ˵Ʉ̌ࢫɄ˵̛͛ࢫɲɄ˵˵͛ࢫʱ̛͍ࢫΝʍ˵˵࣒ʍ͋ͷˏͅͅʍɾࢫ͛ͩɄʳˏ̌ʳࢫɄ͍ʍɄ͛ࢫɄ̌ɾࢫtrailheads, including parking, restrooms, and benches, alongside on-trail amenities like interpretive panels and landscaping. Maintenance strategies ˏ̌ɲ˵ͷɾʍࢫˏ̌ɲ͍ʍɄ͛ʍɾࢫ͛ͩɄʱё̌ʳࢫࢷɾʍё̌ʍɾࢫ͛ͩɄ̌ɾɄ͍ɾ͛ࢫࢷͷ͛Ʉʳʍࢫ̛̆̌ˏ̛͍ͩˏ̌ʳࢫࢷɄ̌ɾࢫɾʍΘʍ˵̛ͅʍ͍ࢫ̆Ʉˏ̌ͩʍ̌Ʉ̌ɲʍࢫɄʳ͍ʍʍ̆ʍ̌ͩ͛ࢫࢶơ͍̈˥ʍɲͩࢫ͍ͅˏ̛͍ˏͩˏηɄͩˏ̛̌ࢫˏ͛ࢫʳͷˏɾʍɾࢫɩΩࢫʱɄɲ̛͍ͩ͛ࢫ͛ͷɲ˂ࢫ as public demand, safety, connectivity, and feasibility. Highlighted projects include connections like Iron Horse Trail to Shadow Cliffs and a mountain bike trail in Augustin Bernal Park. Funding strategies include leveraging grants, developer fees, and exploring special assessment districts to support longterm maintenance and implementation.

KEY RECOMMENDATIONS INCLUDE:Bicycle Infrastructure: To support safe and accessible biking for all ages, the city will prioritize low-stress facilities such as Class IV separated bikeways, Class I shared-use paths, and bicycleboulevards. Key corridors include Hopyard Road, West Las Positas Boulevard, Santa Rita Road, Foothill Road, Stanley Boulevard, Bernal Avenue, and Stoneridge Drive, with a focus onconnections to schools, parks, transit stations, and downtown. Long-term vision projects like trail extensions and new overcrossings should be explored through feasibility studies andsecured funding.öʍɾʍ͍͛ͩˏɄ̌ࢫ†̌ʱ͍Ʉ͍͛ͩͷɲͩͷ͍ʍࢫࢸė̛ࢫˏ̛͍̆ͅΘʍࢫͅʍɾʍ͍͛ͩˏɄ̌ࢫ͛ɄʱʍͩΩࢫɄ̌ɾࢫɄɲɲʍ͛͛ࢫࢷͩ˂ʍࢫɲˏͩΩࢫΝˏ˵˵ࢫʍ̌˂Ʉ̌ɲʍࢫɲ̛͍͛͛ΝɄ˵ˬ͛ࢫΝˏͩ˂ࢫˏ˂ʳ˂࣒Θˏ͛ˏɩˏ˵ˏͩΩࢫ̆Ʉ͍ˬˏ̌ʳ͛ࢫࢷͅʍɾʍ͍͛ͩˏɄ̌ࢫ˂Ωɩ͍ˏɾࢫɩʍɄɲ̛̌͛ࢫࢷ͍ʍɲͩɄ̌ʳͷ˵Ʉ͍ࢫ͍ɄͅˏɾࢫђɄ͛˂ˏ̌ʳbeacons, and median refuges, guided by a consistent citywide crosswalk policy. Filling sidewalk gaps, especially near schools, parks, and transit, along with ensuring ADA complianceand wider sidewalks, will support comfort and accessibility. These improvements, combined with Safe Routes to School efforts and expanded education, enforcement, and maintenanceprograms, will promote safer walking citywide.

Pleasanton Transportation Safety Action Plan

City of Pleasanton - Final EIR for the Housing Element Update | (2023) ė˂ʍࢫH†þࢫ̛͍ͅΘˏɾʍ͛ࢫ͛ʍΘʍ͍Ʉ˵ࢫˬʍΩࢫ͍ͩɄ̛͍̌͛ͩͅɄͩˏ̛࣒͍̌ʍ˵Ʉͩʍɾࢫˏ̌͛ˏʳ˂ͩ͛ࢫࢷɾʍ͛ͅˏͩʍࢫɲ˂Ʉ˵˵ʍ̌ʳʍ͛ࢫˏ̌ࢫͩ˂ʍࢫͅ˵Ʉ̌̌ˏ̌ʳࢫ̛͍ͅɲʍ͛͛ࢫࢶ
ࢫɲʍ͍̌ͩɄ˵ࢫʱ̛ɲͷ͛ࢫˏ͛ࢫͩ˂ʍࢫė͍Ʉʱёɲࢫ†̆ͅɄɲͩࢫ Analysis, which evaluates vehicle miles traveled (VMT) for proposed housing sites. It assesses how future development could affect intersection performance, roadway capacity, and congestion. To address potential impacts, the EIR recommends Mitigation Measures through TDM strategies. These include enhancing bicycle and pedestrian infrastructure, offering transit incentives, promoting carpooling and rideshare programs, and supporting telecommuting to reduce VMT and encourage sustainable travel behavior.The EIR also stresses the importance of Transit Accessibility, advocating for housing development near BART and bus routes to support transitoriented development and minimize car dependence. Additionally, Complete Streets and Connectivity are highlighted, with recommendations to improve street networks, sidewalks, and crossings to foster walkability and align with the Pleasanton Bicycle and Pedestrian Master Plan. §Ʉ͛ͩ˵ΩࢫࢷöɄ͍ˬˏ̌ʳࢫ·Ʉ̌Ʉʳʍ̆ʍ̌ͩࢫˏ͛ࢫɄɾɾ͍ʍ͛͛ʍɾࢫͩ˂̛͍ͷʳ˂ࢫ͛ͷʳʳʍ͛ͩʍɾࢫ͍ʍɾͷɲͩˏ̛̌͛ࢫˏ̌ࢫͅɄ͍ˬˏ̌ʳࢫ͍ʍ͋ͷˏ͍ʍ̆ʍ̌ͩ͛ࢫʱ̛͍ࢫɄ͍ʍɄ͛ࢫΝˏͩ˂ࢫ̛͍͛ͩ̌ʳࢫ͍ͩɄ̌͛ˏͩࢫɄɲɲʍ͛͛ࢫࢷɄˏ̆ˏ̌ʳࢫ to discourage excessive car use and support a more balanced transportation system.

City of Pleasanton - 5 Year Strategic Plan | (2023-2028) Under the strategic goal of “Investing in Our Environment,” Pleasanton is focusing on transportation infrastructure, sustainability, and public facilities. Key strategies include implementing the CIP to continue the design and construction of transportation projects and developing a comprehensive Asset Management Plan to guide long-term maintenance and upgrades of roads, sidewalks, and public facilities. The city is also updating critical system plans such as the Water System Master Plan and the Sewer and Stormwater Master Plans to improve ̛ͅʍ͍Ʉͩˏ̛̌͛ࢫࢷ ͍ʍɾͷɲʍࢫ ђ̛̛ɾˏ̌ʳࢫࢷ Ʉ̌ɾࢫ ̛͍ͩͅʍɲͩࢫ ͩ˂ʍࢫ ʍ̌Θˏ̛͍̌̆ʍ̌ͩࢫࢶ
ɲɲʍ͛͛ˏɩˏ˵ˏͩΩࢫˏ ̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫ Ʉ͍ʍࢫ ɩʍˏ̌ʳࢫ ͍ͅˏ̛͍ˏͩˏηʍɾࢫ ͩ˂̛͍ͷʳ˂ࢫ ͩ˂ʍࢫ
8
ࢫ ė͍Ʉ̌͛ˏͩˏ̛̌ࢫ Plan, while the CAP 2.0 supports sustainability efforts, including transportation emissions reduction. Investment in bicycle and pedestrian ˏ̌ʱ͍Ʉ͍͛ͩͷɲͩͷ͍ʍࢫɄˏ̆͛ࢫ̛ͩࢫʍ̌˂Ʉ̌ɲʍࢫ͛ɄʱʍͩΩࢫࢷ̛̛͍̆ͩͅʍࢫɲ˵ˏ̆Ʉͩʍࢫ͍ʍ͛ˏ˵ˏʍ̌ɲʍࢫࢷɄ̌ɾࢫʍ̌͛ͷ͍ʍࢫʍ͋ͷˏͩɄɩ˵ʍࢫɄɲɲʍ͛͛ࢫ̛ͩࢫ̛̆ɩˏ˵ˏͩΩࢫɄ̌ɾࢫ͍ʍɲ͍ʍɄͩˏ̛̌ࢶ%̛͍Ʉɾʍ͍ࢫˏ̌ʱ͍Ʉ͍͛ͩͷɲͩͷ͍ʍࢫˏ̌ˏͩˏɄͩˏΘʍ͛ࢫˏ̌ɲ˵ͷɾʍࢫɲ͍ʍɄͩˏ̌ʳࢫɄࢫkˏɩʍ͍ࢫ·Ʉ͛ͩʍ͍ࢫö˵Ʉ̌ࢫ̛ͩࢫ͛ͷ̛͍ͩͅͅࢫ͛̆Ʉ͍ͩࢫɲˏͩΩࢫͩʍɲ˂̛̌˵̛ʳΩࢫͩ˂̛͍ͷʳ˂ࢫʍΦͅɄ̌ɾʍɾࢫёɩʍ͍ࢫ̛ͩͅˏɲࢫ̌ʍͩΝ̛͍ˬ͛ࢫ Ʉ̌ɾࢫʍ̌͛ͷ͍ˏ̌ʳࢫ˵̛̌ʳ࣒ͩʍ͍̆ࢫʱͷ̌ɾˏ̌ʳࢫʱ̛͍ࢫˏ̌ʱ͍Ʉ͍͛ͩͷɲͩͷ͍ʍࢫ̆Ʉˏ̌ͩʍ̌Ʉ̌ɲʍࢫɄ̌ɾࢫ̛ͅʍ͍Ʉͩˏ̛̌͛ࢫࢶĤͅɾɄͩʍɾࢫɾʍΘʍ˵̛̆ͅʍ̌ͩࢫˏ̆ͅɄɲͩࢫʱʍʍ͛ࢫΝˏ˵˵ࢫ͍ʍђʍɲͩࢫͩ˂ʍࢫ͍ͩͷʍࢫɲ̛͛ͩࢫ ̛ʱࢫ̌ʍΝࢫˏ̌ʱ͍Ʉ͍͛ͩͷɲͩͷ͍ʍࢫ͍ʍ͋ͷˏ͍ʍɾࢫ̛ͩࢫ͛ͷ̛͍ͩͅͅࢫʱͷͩͷ͍ʍࢫʳ̛͍Νͩ˂ࢫࢷΝ˂ˏ˵ʍࢫͅͷɩ˵ˏɲࢫ͛ɄʱʍͩΩࢫʍʱʱ̛͍ͩ͛ࢫΝˏ˵˵ࢫʱ̛ɲͷ͛ࢫ̛̌ࢫ̛͍ͅΘˏɾˏ̌ʳࢫɲ̛͍̆ͅʍ˂ʍ̌͛ˏΘʍࢫ͛ʍ͍Θˏɲʍ͛ࢫͩ˂Ʉͩࢫʱ̛͛ͩʍ͍ࢫ a safe and secure community through resilient infrastructure investments and well-planned emergency response routes. Across all strategies, ʍ͋ͷˏͩΩࢫɄ̌ɾࢫɄɲɲʍ͛͛ˏɩˏ˵ˏͩΩࢫ͍ʍ̆Ʉˏ̌ࢫɲʍ͍̌ͩɄ˵ࢫࢷΝˏͩ˂ࢫɄ̌ࢫʍ̆ͅ˂Ʉ͛ˏ͛ࢫ̛̌ࢫˏ̌ɲ˵ͷ͛ˏΘʍࢫ͍ͩɄ̛͍̌͛ͩͅɄͩˏ̛̌ࢫ̛ͩͅˏ̛̌͛ࢫͩ˂Ʉͩࢫ͛ʍ͍Θʍࢫͩ˂ʍࢫʍ̌ͩˏ͍ʍࢫɲ̛̆̆ͷ̌ˏͩΩࢶ

Pleasanton Transportation Safety Action Plan

City of Pleasanton Economic Development Strategic Plan | (2023) The City of Pleasanton FY 2024–2028 Economic Development Strategic Plan places transportation at the core of its vision, recognizing its critical role in shaping infrastructure, business attraction, and land use. The city’s proximity to key transportation corridors such as BART, I-580, and I-680 are highlighted as a major advantage for business retention, commuter mobility, regional collaboration, and tourism development. Infrastructure improvements are guided by Initiative 1.2 within the document, which involves gathering business and developer input on transportation, utilities, and telecommunications, and using that feedback to inform the Capital Improvement Plan (CIP) and budget decisions. Enhancing pedestrian connectivity, particularly around BART stations, which supports the city’s goal of creating walkable, transitoriented, mixed-use areas that foster economic vibrancy.Redevelopment near transit is a major theme, with targeted areas like Stoneridge Mall and Hacienda Business Park envisioned for mixeduse zoning that includes residential, retail, and employment centers. The plan emphasizes building more multifamily housing near BART to reduce car dependency and strengthen workforce accessibility. Initiative 5.1 from the document proposes a streamlined zoning and ͅʍ͍̆ˏͩͩˏ̌ʳࢫ̛͍Ʉɾ̆Ʉͅࢫ̛ͩࢫ͛ͷ̛͍ͩͅͅࢫɲ̛࣒˵̛ɲɄͩʍɾࢫ˵Ʉ̌ɾࢫͷ͛ʍ͛ࢫࢷ͛ͷɲ˂ࢫɄ͛ࢫ̛ʱёɲʍࢫࢷþऑ8ࢫࢷɄ̌ɾࢫˏ˵ʳ˂ͩࢫ̆Ʉ̌ͷʱɄɲͩͷ͍ˏ̌ʳࢫࢶ1/2ʍΝࢫη̛̌ˏ̌ʳࢫɾʍ͛ˏʳ̌Ʉͩˏ̛̌͛ࢫˬˏ˵ʍ࣪ࢫ%ͷ͛ˏ̌ʍ͛͛ࢫTechnology Park” are encouraged to attract Life Sciences and Biotech industries near transit corridors. Tourism and hospitality infrastructure is also a focus, with Initiative 3.4 within the document calls for improved access to destinations like the Alameda County Fairgrounds and support for conference hotels near transit hubs. Overall, the plan recommends integrating transportation insights into capital planning, improving transit and pedestrian access, advancing transit-oriented developments, and redeveloping underutilized parcels along major transportation routes.

City of Pleasanton - Housing Element | (2023-2031)
Key transportation themes include a strong emphasis on improving access to transit, particularly BART, from new housing developments, and encouraging transit-oriented developments near major corridors and stations. Multimodal transportation is promoted through support ʱ̛͍ࢫΝɄ˵ˬˏ̌ʳࢫࢷɩˏˬˏ̌ʳࢫࢷɄ̌ɾࢫ͍ͩɄ̌͛ˏͩࢫͷ͛ʍࢫࢷɄ˵̛̌ʳࢫΝˏͩ˂ࢫͩ˂ʍࢫɄɾ̛ͩͅˏ̛̌ࢫ̛ʱࢫɲ̛̆ͅ˵ʍͩʍࢫ͍͛ͩʍʍͩ͛ࢫ͍ͅˏ̌ɲˏͅ˵ʍ͛ࢫˏ̌ࢫ̌ʍΝࢫɾʍΘʍ˵̛̆ͅʍ̌ͩࢫɄ͍ʍɄ͛ࢫࢶH͋ͷˏͩΩࢫ͍ʍ̆Ʉˏ̌͛ࢫɄࢫɲʍ͍̌ͩɄ˵ࢫ concern, with recognition of the need for affordable and accessible transportation for underserved populations. There is also a focus on coordinating infrastructure investments with regional partners such as BART and the Alameda County Transportation Commission, as well as advancing sustainable mobility goals through low-emission and green infrastructure. Key recommendations include prioritizing housing ̌ʍɄ͍ࢫ ͍ͩɄ̌͛ˏͩࢫ ̛ͩࢫ ͍ʍɾͷɲʍࢫŅ·ėࢫࢷ ʍ̌˂Ʉ̌ɲˏ̌ʳࢫͅʍɾʍ͍͛ͩˏɄ̌ࢫ Ʉ̌ɾࢫɩˏɲΩɲ˵ʍࢫˏ̌ʱ͍Ʉ͍͛ͩͷɲͩͷ͍ʍࢫࢷ ʍΦͅɄ̌ɾˏ̌ʳࢫ ё͍͛ͩࣃ˵Ʉ͛ͩࢫ̆˵ˏʍࢫ ̛͛˵ͷͩˏ̛̌͛ࢫ ͛ͷɲ˂ࢫ Ʉ͛ࢫɩˏˬʍ࣒͛˂Ʉ͍ʍࢫ Ʉ̌ɾࢫ ͛˂ͷͩͩ˵ʍࢫ͛ʍ͍Θˏɲʍ͛ࢫࢷɄ̌ɾࢫɄ˵ˏʳ̌ˏ̌ʳࢫ˵Ʉ̌ɾࢫͷ͛ʍࢫΝˏͩ˂ࢫ͍ͩɄ̛͍̌͛ͩͅɄͩˏ̛̌ࢫͅ˵Ʉ̌̌ˏ̌ʳࢫࢶė˂ʍࢫɾ̛ɲͷ̆ʍ̌ͩࢫɄ˵̛͛ࢫɲɄ˵˵͛ࢫʱ̛͍ࢫ̆ʍɄ͛ͷ͍ʍ͛ࢫ̛ͩࢫʍ̌͛ͷ͍ʍࢫ͍ͩɄ̛͍̌͛ͩͅɄͩˏ̛̌ࢫʍ͋ͷˏͩΩࢫby addressing the needs of seniors, youth, and people with disabilities, and expanding access to affordable transit passes and paratransit services.

Pleasanton Transportation Safety Action Plan

City of Pleasanton - Climate Action Plan (CAP 2.0) | (2023) Pleasanton’s CAP 2.0 outlines a bold vision to reduce GHG emissions, improve public health, strengthen climate resilience, and support a vibrant local economy. The plan sets ambitious targets, including reducing per capita emissions to 4.1 metric ̛ͩ̌͛ࢫ̛ʱࢫ-Ìࢫ࢏ʍ͋ͷˏΘɄ˵ʍ̌ͩࣜࢫ·ė-Ì࢏ʍࢫࣝɩΩࢫ࠳࠶࠳࠵ࢫɄ̌ɾࢫɄɲ˂ˏʍΘˏ̌ʳࢫɲɄ͍ɩ̛̌ࢫ̌ʍͷ͍ͩɄ˵ˏͩΩࢫɩΩࢫࢶ࠸࠷࠳࠵ࢫė˂ʍࢫ͍ͅˏ̆Ʉ͍Ωࢫ̛͛ͷ͍ɲʍ͛ࢫ̛ʱࢫnznࢫʍ̆ˏ͛͛ˏ̛̌͛ࢫin Pleasanton are transportation (64 percent), natural gas use (20 percent), and electricity (10 percent). CAP 2.0 is structured around 16 primary actions, nine secondary actions, and a series of ongoing initiatives that work together to drive emissions reductions across key sectors.Transportation is a major focus of the plan, with three core strategies guiding its approach. Strategy TLU-1:ࢫ
ɾΘɄ̌ɲʍࢫŅʍ˂ˏɲ˵ʍࢫ8ʍɲɄ͍ɩ̛̌ˏηɄͩˏ̛̌ࢫͩɄ͍ʳʍͩ͛ࢫɄࢫnznࢫ͍ʍɾͷɲͩˏ̛̌ࢫ̛ʱࢫ࠳࠳࠸ࢷ࠴࠼࠶ࢫ·ė-Ì࢏ʍࢫɩΩࢫʍΦͅɄ̌ɾˏ̌ʳࢫʍ˵ʍɲ͍ͩˏɲࢫΘʍ˂ˏɲ˵ʍࢫ ࣜHŅࢫࣝˏ̌ʱ͍Ʉ͍͛ͩͷɲͩͷ͍ʍࢫࢷʍ˵ʍɲ͍ͩˏʱΩˏ̌ʳࢫ̆ͷ̌ˏɲˏͅɄ˵ࢫђʍʍͩ͛ࢫࢷɄ̌ɾࢫ͛ͷ̛͍ͩͅͅˏ̌ʳࢫɲ̛̆̆ͷ̌ˏͩΩࢫHŅࢫɄɾ̛ͩͅˏ̛̌ࢫࢷͅɄ͍ͩˏɲͷ˵Ʉ͍˵ΩࢫɄ̛̆̌ʳࢫ˵̛Ν࣒ˏ̌ɲ̛̆ʍࢫresidents. Strategy TLU-2:
ɾΘɄ̌ɲʍࢫ
ɲͩˏΘʍࢫࢷĊ˂Ʉ͍ʍɾࢫࢷɄ̌ɾࢫöͷɩ˵ˏɲࢫė͍Ʉ̛͍̌͛ͩͅɄͩˏ̛̌ࢫɄˏ̆͛ࢫ̛ͩࢫ͍ʍɾͷɲʍࢫʍ̆ˏ͛͛ˏ̛̌͛ࢫɩΩࢫ࠳࠳࠷ࢷ࠴࠶ࢫ·ė-Ì࢏ʍࢫͩ˂̛͍ͷʳ˂ࢫ implementing the Bicycle and Pedestrian Master Plan, improving bike amenities, launching incentive programs, and promoting carpooling and transit use, especially for school-related travel. Strategy TLU-3ࢫࢸ
ɾΘɄ̌ɲʍࢫ Ċͷ͛ͩɄˏ̌Ʉɩ˵ʍࢫ§ Ʉ̌ɾࢫ Ĥ͛ʍࢫ ʱ̛ɲͷ͛ʍ͛ࢫ ̛̌ࢫ ͍ʍɾͷɲˏ̌ʳࢫ Ņ·ėࢫ ɩΩࢫ ࢫ࠳࠳࠹ࢷ࠵࠶· ė-Ì࢏ʍࢫ ͩ˂̛͍ͷʳ˂ࢫ ͍ͩɄ̌͛ˏ̛࣒͍ͩˏʍ̌ͩʍɾࢫ ɾʍΘʍ˵̛̆ͅʍ̌ͩ͛ࢫɄ̌ɾࢫʍ̌ɲ̛ͷ͍Ʉʳˏ̌ʳࢫΝɄ˵ˬɄɩ˵ʍࢫࢷ§HH8࣒ɲʍ͍ͩˏёʍɾࢫ̌ʍˏʳ˂ɩ̛͍˂̛̛ɾ͛ࢫࢶKey performance indicators (KPIs) for 2030 include reducing VMT per capita by 6 percent, cutting passenger vehicle carbon intensity by 51 percent, and increasing both EV infrastructure and transit ridership. Implementation of CAP 2.0 relies on ̛͍͛ͩ̌ʳࢫ͍ʍʳˏ̛̌Ʉ˵ࢫͅɄ͍ͩ̌ʍ͍͛˂ˏ͛ࣜͅࢫʍࢶʳࢫࢷࢶ%
þėࢫࢷ§
Ņė
ࢫࢷ·ė-ࢫࢷࣝʍ͋ͷˏͩΩ࣒ʱ̛ɲͷ͛ʍɾࢫ̛ͷ͍ͩʍɄɲ˂ࢫɄ̌ɾࢫɄɲɲʍ͛͛ࢫࢷɄ̌ɾࢫ˵ʍΘʍ͍Ʉʳˏ̌ʳࢫʱͷ̌ɾˏ̌ʳࢫʱ̛͍̆ࢫregional and federal programs to support its goals.

Pleasanton Transportation Safety Action Plan

Ċͅʍɲˏёɲࢫö˵Ʉ̌͛ࢫ
Tri-Valley Local Hazard Mitigation Plan (2024)
The Tri-Valley Local Hazard Mitigation Plan (TVLHMP) is a collaborative effort by the Cities of Dublin, Livermore, Pleasanton, and the Dublin San Ramon Services District (DSRSD) to reduce risks from natural hazards and maintain eligibility for federal disaster mitigation funding. The plan consists of two volumes: Volume 1 provides regional risk assessments, mitigation strategies, and a planning framework, while Volume 2 contains ˥ͷ͍ˏ͛ɾˏɲͩˏ̛࣒̌͛ͅʍɲˏёɲࢫɄ̌̌ʍΦʍ͛ࢫɾʍͩɄˏ˵ˏ̌ʳࢫ˵̛ɲɄ˵ࢫ͍ˏ͛ˬ͛ࢫࢷɲɄͅɄɩˏ˵ˏͩˏʍ͛ࢫࢷɄ̌ɾࢫ̆ˏͩˏʳɄͩˏ̛̌ࢫɄɲͩˏ̛̌͛ࢫͩɄˏ˵̛͍ʍɾࢫ̛ͩࢫʍɄɲ˂ࢫɲˏͩΩࢫɄ̌ɾࢫɄʳʍ̌ɲΩࢶ
˵ͩ˂̛ͷʳ˂ࢫ͍ͩɄ̛͍̌͛ͩͅɄͩˏ̛̌ࢫˏ͛ࢫ̛̌ͩࢫɄɾɾ͍ʍ͛͛ʍɾࢫɄ͛ࢫɄࢫ͛ͩɄ̌ɾɄ˵̛̌ʍࢫ˂ɄηɄ͍ɾࢫࢷˏͩࢫˏ͛ࢫˏɾʍ̌ͩˏёʍɾࢫɄ͛ࢫɄࢫɲ͍ˏͩˏɲɄ˵ࢫɲ̛̆̆ͷ̌ˏͩΩࢫˏ˵ʱʍ˵ˏ̌ʍࢫʍ͛͛ʍ̌ͩˏɄ˵ࢫʱ̛͍ࢫʍ̆ʍ͍ʳʍ̌ɲΩࢫ͍ʍ̛͛̌͛ͅʍࢫɄ̌ɾࢫ ͍ʍɲ̛Θʍ͍ΩࢫࢶŅ̛˵ͷ̆ʍࢫ࠴ࢫˏ˂ʳ˂˵ˏʳ˂ͩ͛ࢫͩ˂ʍࢫΘͷ˵̌ʍ͍Ʉɩˏ˵ˏͩΩࢫ̛ʱࢫ͍ͩɄ̛͍̌͛ͩͅɄͩˏ̛̌ࢫˏ̌ʱ͍Ʉ͍͛ͩͷɲͩͷ͍ʍࢫ͛ͷɲ˂ࢫɄ͛ࢫ̛͍Ʉɾ͛ࢫࢷɩ͍ˏɾʳʍ͛ࢫࢷ͍Ʉˏ˵ΝɄΩ͛ࢫࢷɄ̌ɾࢫ͍ͩɄ̌͛ˏͩࢫ͛Ω͛ͩʍ̆͛ࢫ̛ͩࢫʍɄ͍ͩ˂͋ͷɄˬʍ͛ࢫࢷ ђ̛̛ɾˏ̌ʳࢫࢷ˵Ʉ̌ɾ͛˵ˏɾʍ͛ࢫࢷɄ̌ɾࢫΝˏ˵ɾё͍ʍ͛ࢫࢶþʍɲ̛̆̆ʍ̌ɾʍɾࢫɩʍ͛ͩࢫ͍ͅɄɲͩˏɲʍ͛ࢫˏ̌ɲ˵ͷɾʍࢫ͍ʍˏ̌ʱ̛͍ɲˏ̌ʳࢫˏ̌ʱ͍Ʉ͍͛ͩͷɲͩͷ͍ʍࢫˏ̌ࢫ˂ɄηɄ͍ɾ̛࣒͍̌ͅʍࢫɄ͍ʍɄ͛ࢫࢷˏ̛͍̆ͅΘˏ̌ʳࢫ̛͍Ʉɾࢫ̌ʍͩΝ̛͍ˬࢫ ͍ʍɾͷ̌ɾɄ̌ɲΩࢫࢷɄ̌ɾࢫˏ̌ͩʍʳ͍Ʉͩˏ̌ʳࢫ˂ɄηɄ͍ɾࢫɾɄͩɄࢫˏ̛̌ͩࢫ͍ͩɄ̛͍̌͛ͩͅɄͩˏ̛̌ࢫͅ˵Ʉ̌̌ˏ̌ʳࢫࢶŅ̛˵ͷ̆ʍࢫ࠵ࢫ̛ͷͩ˵ˏ̌ʍ͛ࢫ˥ͷ͍ˏ͛ɾˏɲͩˏ̛࣒̌͛ͅʍɲˏёɲࢫɄɲͩˏ̛̌͛ࢫ͛ͷɲ˂ࢫɄ͛ࢫ˵Ʉ̌ɾ͛˵ˏɾʍࢫ̆ˏͩˏʳɄͩˏ̛̌ࢫɄ˵̛̌ʳࢫˬʍΩࢫ̛͍Ʉɾ͛ࢫˏ̌ࢫ8ͷɩ˵ˏ̌ࢫࢷђ̛̛ɾࢫ̛͍ͩͅʍɲͩˏ̛̌ࢫ̆ʍɄ͛ͷ͍ʍ͛ࢫˏ̌ࢫˏ§Θʍ̛͍͍̆ʍࢫࢷn†Ċ࣒ɩɄ͛ʍɾࢫ˂ɄηɄ͍ɾࢫ̆Ʉͅͅˏ̌ʳࢫʱ̛͍ࢫͅ˵Ʉ̌̌ˏ̌ʳࢫˏ̌ࢫö˵ʍɄ͛Ʉ̛̌ͩ̌ࢫࢷɄ̌ɾࢫɲ̛̛͍ɾˏ̌Ʉͩˏ̛̌ࢫɩΩࢫ 8ĊþĊ8ࢫ̛ͩࢫʍ̌͛ͷ͍ʍࢫͷͩˏ˵ˏͩΩࢫ͛Ω͛ͩʍ̆͛ࢫɾ̛ࢫ̛̌ͩࢫɲ̛̌ђˏɲͩࢫΝˏͩ˂ࢫ͍ͩɄ̛͍̌͛ͩͅɄͩˏ̛̌ࢫɲ̛͍͍ˏɾ̛͍͛ࢫࢶ
ɲ̛͍͛͛ࢫͩ˂ʍࢫ͍ʍʳˏ̛̌ࢫࢷˬʍΩࢫ͍ʍɲ̛̆̆ʍ̌ɾɄͩˏ̛̌͛ࢫˏ̌ɲ˵ͷɾʍࢫͷ͛ˏ̌ʳࢫn†Ċࢫ˂ɄηɄ͍ɾࢫ ɾɄͩɄࢫˏ̌ࢫ͍ͩɄ̛͍̌͛ͩͅɄͩˏ̛̌ࢫ̛͍ͅ˥ʍɲͩ͛ࢫࢷ͍ʍ̛͍ͩёͩͩˏ̌ʳࢫΘͷ˵̌ʍ͍Ʉɩ˵ʍࢫˏ̌ʱ͍Ʉ͍͛ͩͷɲͩͷ͍ʍࢫࢷʍ̌˂Ʉ̌ɲˏ̌ʳࢫʍΘɄɲͷɄͩˏ̛̌ࢫ̛͍ͷͩʍ͛ࢫࢷˏ̛͍̆ͅΘˏ̌ʳࢫɲ̛͍࣒͛͛˥ͷ͍ˏ͛ɾˏɲͩˏ̛̌Ʉ˵ࢫɲ̛̛͍ɾˏ̌Ʉͩˏ̛̌ࢫࢷɄ̌ɾࢫseeking federal funding through programs like FEMA’s BRIC and HMGP. 8̛Ν̛̌ͩΝ̌ࢫĊͅʍɲˏёɲࢫö˵Ʉ̌ࣝ࠼࠴࠳࠵ࣜࢫ
ė˂ʍࢫɾ̛Ν̛̌ͩΝ̌ࢫ͛ͅʍɲˏёɲࢫͅ˵Ʉ̌ࢫɄˏ̆͛ࢫ̛ͩࢫʍ̌˂Ʉ̌ɲʍࢫ̛Θʍ͍Ʉ˵˵ࢫ̛̆ɩˏ˵ˏͩΩࢫࢶė˂ʍࢫͅ˵Ʉ̌ࢫ͍ʍɲ̛̆̆ʍ̌ɾ͛ࢫˏ̆ͅ˵ʍ̆ʍ̌ͩˏ̌ʳࢫ-̛̆ͅ˵ʍͩʍࢫĊ͍ͩʍʍͩ͛ࢫͩ˂Ʉͩࢫ͛Ʉʱʍ˵Ωࢫ͛ʍ͍Θʍࢫ all users, pedestrians, cyclists, transit riders, and drivers. Pedestrian improvements should include widening sidewalks to at least six feet, adding curb extensions to reduce crossing distances, improving crosswalk visibility with colored or stamped asphalt, and enhancing pedestrian links to the ACE Station, parks, and neighborhoods. Bicycle infrastructure upgrades include creating a two-way protected cycle track on Peters Avenue, expanding the network of Class I, II, and III bike facilities, increasing both long- and short-term bike parking options (including lockers), and upgrading the Arroyo del Valle Trail to an all-weather surface.The Parking Strategy focuses on optimizing supply and integrating smart technologies. This includes constructing a public parking structure near the ACE Station, encouraging shared parking and joint-use facilities, promoting unbundled parking for residential projects, and ͷͅɾɄͩˏ̌ʳࢫˏ࣒̌ˏ˵ʍͷࢫʱʍʍ͛ࢫΝˏͩ˂ࢫђʍΦˏɩ˵ʍࢫ͛ͩɄ̌ɾɄ͍ɾ͛ࢫࢶė˂ʍࢫͅ˵Ʉ̌ࢫɄ˵̛͛ࢫ͍ʍɲ̛̆̆ʍ̌ɾ͛ࢫʍΦͅ˵̛͍ˏ̌ʳࢫɄͷ̛ͩ̆ɄͩʍɾࢫɄ̌ɾࢫ͛̆Ʉ͍ͩࢫͅɄ͍ˬˏ̌ʳࢫ͛Ω͛ͩʍ̆͛ࢫɄ̌ɾࢫˏ̛͍̌ͩɾͷɲˏ̌ʳࢫ ͍ʍΘʍ͍͛ʍ࣒Ʉ̌ʳ˵ʍࢫͅɄ͍ˬˏ̌ʳࢫ̛̌ࢫ͛ʍ˵ʍɲͩࢫ͍͛ͩʍʍͩ͛ࢫࢶk̛͍ࢫė͍Ʉ̛͍̌͛ͩͅɄͩˏ̛̌ࢫ-̛͍͍ˏɾ̛͍ࢫ8ʍΘʍ˵̛̆ͅʍ̌ͩࢫࢷͩ˂ʍࢫʱ̛͍̆ʍ͍ࢫĊ̛ͷͩ˂ʍ͍̌ࢫöɄɲˏёɲࢫþɄˏ˵̛͍Ʉɾࢫ͍ˏʳ˂̛࣒ͩʱ࣒ΝɄΩࢫ͛˂̛ͷ˵ɾࢫbe transformed into a multi-use trail and parking area, serving as a vital non-vehicular connector across downtown. Transit and Demand Management strategies call for improving amenities in partnership with LAVTA and ACE, updating the TDM ordinance to empower the Downtown Association to promote commute Ʉ˵ͩʍ͍̌ɄͩˏΘʍ͛ࢫࢷɄ̌ɾࢫʍΦͅɄ̌ɾˏ̌ʳࢫͩ˂ʍࢫĊɲ˂̛̛˵ࢫė͍Ʉʱёɲࢫ-Ʉ˵̆ˏ̌ʳࢫơ͍̈ʳ͍Ʉ̆ࢫࢶ§Ʉ͛ͩ˵ΩࢫࢷĊ͍ͩʍʍͩ͛ɲɄͅʍࢫ †̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫɄ͍ʍࢫ̛̛͍͛ͅͅʍɾࢫɄɲ̛͍͛͛ࢫ͛ʍΘʍ͍Ʉ˵ࢫɲ̛͍͍ˏɾ̛͍͛ࢫࢸ·Ʉˏ̌ࢫĊ͍ͩʍʍͩࢫʍ̌˂Ʉ̌ɲʍ̆ʍ̌ͩ͛ࢫˏ̌ɲ˵ͷɾʍࢫɩʍ̌ɲ˂ʍ͛ࢫࢷ planters, and better bus stops; Peters Avenue would gain bike lanes and pedestrian-scale lighting; First Street would retain vehicle focus with improved pedestrian and bike access; and Division Street would become a pedestrian-priority shared street with potential for events and programming.

Pleasanton Transportation Safety Action Plan

Pleasanton Community Farm Master Plan (2018)
The Pleasanton Community Farm Master Plan envisions the creation of a recreational, educational, and agricultural space within Sub-Areas 7 and 16 ̛ʱࢫͩ˂ʍࢫ%ʍ͍̌Ʉ˵ࢫơ͍̈ͅʍ͍ͩΩࢫö˂Ʉ͛ʍࢫ††ࢫĊͅʍɲˏёɲࢫö˵Ʉ̌ࢫࢶ8ʍ͛ˏʳ̌ʍɾࢫ̛ͩࢫ̛̛͍̆ͩͅʍࢫ͛ͷ͛ͩɄˏ̌Ʉɩ˵ʍࢫͷ͍ɩɄ̌ࢫɄʳ͍ˏɲͷ˵ͩͷ͍ʍࢫɄ̌ɾࢫɲ̛̆̆ͷ̌ˏͩΩࢫʍ̌ʳɄʳʍ̆ʍ̌ͩࢫࢷͩ˂ʍࢫʱɄ͍̆ࢫΝˏ˵˵ࢫ͛ʍ͍Θʍࢫas a hub for local food production, youth education, and public participation in gardening and farming activities. It aims to minimize environmental and visual impacts on neighboring areas while building partnerships with organizations such as the UC Master Gardener Program and the 4-H Youth Development Group. Key goals include establishing community garden plots, demonstration gardens, and educational facilities that encourage hands-on learning for all age groups.From a transportation perspective, the plan ensures thoughtful circulation and access. Vehicular access will be provided via two new driveways to Ċͷɩ࣒
͍ʍɄࢫ࠺ࢫʱ̛͍̆ࢫ§Ʉʳͷ̌Ʉࢫ-͍ʍʍˬࢫ§Ʉ̌ʍࢫɄ̌ɾࢫ̛̌ʍࢫɄɲɲʍ͛͛ࢫ̛ͅˏ̌ͩࢫʱ̛͍ࢫʱɄ͍̆ࢫʍ͋ͷˏ̆ͅʍ̌ͩࢫɄ̌ɾࢫ͛ͩɄʳˏ̌ʳࢫˏ̌ࢫĊͷɩ࣒
͍ʍɄࢫࢶ࠹࠴ࢫŋ˂ˏ˵ʍࢫͩ˂ʍࢫʍΦˏ͛ͩˏ̌ʳࢫ-Ʉ˵͍ͩɄ̌͛ࢫ̆Ʉˏ̌ͩʍ̌Ʉ̌ɲʍࢫroad will remain, it will not be open to the public. Pedestrian access will be enhanced through a new segment of the Marilyn Murphy Kane Trail, linking to sidewalks and surrounding open spaces, and emergency vehicle access is planned for orchard and vineyard operations in Sub-Area 16. A total of 82 parking spaces will be developed, 70 for the public in Sub-Area 7 and 12 for farm workers in Sub-Area 16, featuring pervious paving ̛ͩࢫɄˏɾࢫ̛͍͛ͩ̆ΝɄͩʍ͍ࢫˏ̌ё˵͍ͩɄͩˏ̛̌ࢫɄ̌ɾࢫ̆ˏ̌ˏ̆Ʉ˵ࢫʱʍ̌ɲˏ̌ʳࢫʱ̛͍ࢫɄ̌ࢫ̛ͅʍ̌ࢫɾʍ͛ˏʳ̌ࢫࢶ%ˏɲΩɲ˵ʍࢫͅɄ͍ˬˏ̌ʳࢫΝˏ˵˵ࢫʱ̛˵˵̛ΝࢫɲˏͩΩࢫ͍ʍ͋ͷˏ͍ʍ̆ʍ̌ͩ͛ࢫࢷɄ̌ɾࢫ̛Θʍ͍ђ̛ΝࢫͅɄ͍ˬˏ̌ʳࢫΝˏ˵˵ࢫɩʍࢫ coordinated with Bernal Community Park. Sustainable infrastructure will include solar-powered greenhouses, swales, and rainwater harvesting, while phased implementation will prioritize utilities, demonstration gardens, educational centers, and long-term farm operations.

Pleasanton Transportation Safety Action Plan

ĊzÌþėࢫþ
½nHࢫöþ̛H-ėĊࢫचࣣ࠶࠵࠳࠵࣢ࢫThe City of Pleasanton is actively advancing several key transportation initiatives to improve multimodal connectivity, safety, and regional integration. One of the highest priorities is the Bicycle and Pedestrian Master Plan along West Las Positas Boulevard. This project includes the design and construction of elevated cycle tracks between Hopyard and Stoneridge, with ͋ͷˏɲˬ࣒ɩͷˏ˵ɾࢫˏ̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫɄ˵͍ʍɄɾΩࢫˏ̆ͅ˵ʍ̆ʍ̌ͩʍɾࢫͷ͛ˏ̌ʳࢫͅɄˏ̌ͩࢫɄ̌ɾࢫͅ˵Ʉ͛ͩˏɲࢫʍ˵ʍ̆ʍ̌ͩ͛ࢫࢶė˂ʍࢫё̌Ʉ˵ࢫɾʍ͛ˏʳ̌ࢫˏ͛ࢫʍΦͅʍɲͩʍɾࢫɩΩࢫĊʍͩͅʍ̆-ber 2026, with construction slated for summer 2027. The Short-Range Projects document summarizes and recommends following things:The document recommends developing a Pleasanton Transportation Safety Action Plan (PTSAP) to improve transportation safety citywide and strengthen eligibility for state and federal grants. A consultant has been engaged for the plan since July 2025.Sunol Boulevard Interchange infrastructure improvements, which involve redesigning signalized intersections, reconstructing ramps, modifying a bridge section, and extending freeway merge lanes. Currently in the design phase (35–65 percent Projects and Programs Improvements
complete), the project has $6 million programmed for FY 2027/28 through STIP, with soil testing, roadway design, signal design, and structure type selection studies in progress. The document ̆ʍ̌ͩˏ̛̌͛ࢫ˂̛Νࢫ̛ͩࢫɲ̛̛͍ɾˏ̌ɄͩʍࢫΝˏͩ˂ࢫ-Ʉ˵͍ͩɄ̌͛ࢫࢷͅɄ͍ͩˏɲͷ˵Ʉ͍˵Ωࢫʱ̛͍ࢫɲ̛̆ͅ˵ʍͩˏ̌ʳࢫͅ˵Ʉ̌͛ࢫࢷ͛ͅʍɲˏёɲɄͩˏ̛̌͛ࢫࢷɄ̌ɾࢫʍ͛ͩˏ̆Ʉͩʍ͛ࣜࢫöĊऑHࢶࣝŅɄ˵˵ʍΩࢫ
Θʍ̌ͷʍࢫɄ̌ɾࢫ1/2̛͍ͩ˂ΝɄΩࢫþ̛ɄɾࢫࢷɄࢫ̌ʍΝࢫ͍ͩɄʱёɲࢫ͛ˏʳ̌Ʉ˵ࢫɄ̌ɾࢫͅʍɾʍ͍͛ͩˏɄ࣒̌ʱ͍ˏʍ̌ɾ˵Ωࢫɲͷ͍ɩࢫʍΦͩʍ̌͛ˏ̛̌͛ࢫ˂ɄΘʍࢫɩʍʍ̌ࢫˏ̌͛ͩɄ˵˵ʍɾࢫ̛ͩࢫˏ̛͍̆ͅΘʍࢫ͛ɄʱʍͩΩࢫ̌ʍɄ͍ࢫzɄ͍Θʍ͛ͩࢫöɄ͍ˬࢫˏ·ɾɾ˵ʍࢫĊɲ˂̛̛˵ࢫࢶė˂ʍࢫ͛ˏʳ̌Ʉ˵ࢫΝɄ͛ࢫɄɲͩˏΘɄͩʍɾࢫin January 2025.ĊͩɄͩʍࢫþ̛ͷͩʍࣜࢫ࠷࠻ࢫĊþࢫࣝ࠷࠻ࢫΝˏɾʍ̌ˏ̌ʳࢫ̛͍ͅ˥ʍɲͩࢫࢷΝ˂ˏɲ˂ࢫͷͅʳ͍Ʉɾʍɾࢫͩ˂ʍࢫё̌Ʉ˵ࢫ͛ʍʳ̆ʍ̌ͩࢫɩʍͩΝʍʍ̌ࢫ†̌ͩʍ͍͛ͩɄͩʍࣜࢫ࠳࠻࠸ࢫ†ࢫࣝ࠳࠻࠸࣒Ʉ̌ɾࢫ†ࢫ࠳࠻࠹̛࣒ͩࢫʍΦ͍ͅʍ͛͛ΝɄΩࢫ͛ͩɄ̌ɾɄ͍ɾ͛ࢶė˂ʍࢫŅɄ˵˵ʍΩࢫˏ§̌ˬࢫþɄˏ˵ࢫơ͍̈˥ʍɲͩࢫࢷΝ˂ˏɲ˂ࢫΝˏ˵˵ࢫɲ̛̌̌ʍɲͩࢫ%
þėࢫɄͩࢫ8ͷɩ˵ˏ̌ࣃö˵ʍɄ͛Ʉ̛̌ͩ̌ࢫΝˏͩ˂ࢫ
-Hࢫˏ̌ࢫĊɄ̌ࢫ›̛Ʉ͋ͷˏ̌ࢫ-̛ͷ̌ͩΩࢫࢷˏ͛ࢫ̛͍ͅʳ͍ʍ͛͛ˏ̌ʳࢫͩ˂̛͍ͷʳ˂ࢫʍ̌Θˏ̛͍̌̆ʍ̌ͩɄ˵ࢫɄ̌ɾࢫɾʍ͛ˏʳ̌ࢫ͍ʍΘˏʍΝࢫࢶ-̛̆ͅ˵ʍͩˏ̛̌ࢫ̛ʱࢫ1/2Hö
ࢫand 30 percent design is underway with construction anticipated in 2027/28 (pending funding allocation).Lastly, the I-680 Express Lane Projects involve two segments: SR 237 to SR 84 (southbound) and SR 84 to Alcosta Boulevard (northbound). The southbound segment is under construction Νˏͩ˂ࢫɄࢫ͛ͷ̆̆ʍ͍ࢫ࠸࠵࠳࠵ࢫɲ̛̆ͅ˵ʍͩˏ̛̌ࢫɾɄͩʍࢫࢷΝ˂ˏ˵ʍࢫͩ˂ʍࢫ̛͍̌ͩ˂ɩ̛ͷ̌ɾࢫ̛͍ͩͅˏ̛̌ࢫΝˏ˵˵ࢫ̛͍ͅɲʍʍɾࢫɄ͛ࢫɄࢫ͛ʍͅɄ͍Ʉͩʍࢫ̛͍ͅ˥ʍɲͩࢫࢶ-̛͍̌͛ͩͷɲͩˏ̛̌ࢫˏ͛ࢫ͛ɲ˂ʍɾͷ˵ʍɾࢫ̛ͩࢫ͛ͩɄ͍ͩࢫʱ̛˵˵̛Νˏ̌ʳࢫͩ˂ʍࢫɄ˵˵̛ɲɄͩˏ̛̌ࢫ̛ʱࢫ͛ͷʱёɲˏʍ̌ͩࢫʱͷ̌ɾ͛ࢫࢶH͛ͩˏ̆Ʉͩ- ed timeline is 2027/2028.ŸʍΩࢫþʍɲ̛̆̆ʍ̌ɾɄͩˏ̛̌͛ࢫˏ̌ɲ˵ͷɾʍࢫ͍ͅˏ̛͍ˏͩˏηˏ̌ʳࢫ̆ͷ˵ͩˏ̛̆ɾɄ˵ࢫˏ̌ʱ͍Ʉ͍͛ͩͷɲͩͷ͍ʍࢫɩΩࢫɄɲɲʍ˵ʍ͍Ʉͩˏ̌ʳࢫɩˏɲΩɲ˵ʍࢫɄ̌ɾࢫͅʍɾʍ͍͛ͩˏɄ̌ࢫˏ̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫɄ̌ɾࢫʍΦͅɄ̌ɾˏ̌ʳࢫ͋ͷˏɲˬ࣒ɩͷˏ˵ɾࢫ͛ɄʱʍͩΩࢫ ʱʍɄͩͷ͍ʍ͛ࢫࢶȞ˂Ʉ̌ɲˏ̌ʳࢫ͍ͩɄʱёɲࢫsafety near schools should build on the Valley Avenue and Northway Road model. Funding opportunities through Safety Action Plan and regional advocacy for projects like Valley Link and SR 84 should be leveraged. Coordination with Caltrans and regional agencies remains crucial, and consistent project monitoring should inform adaptive planning based on outcomes and community input.

Pleasanton Transportation Safety Action Plan

School Transportation Programs | (2025)

͛ࢫͅɄ͍ͩࢫ̛ʱࢫͩ˂ʍࢫ-ˏͩΩࢫ̛ʱࢫö˵ʍɄ͛Ʉ̛࣭̌ͩ̌͛ࢫɩ̛͍Ʉɾʍ͍ࢫ͍ͩɄʱёɲࢫɲɄ˵̆ˏ̌ʳࢫʍʱʱ̛͍ͩ͛ࢫࢷͩ˂ʍࢫɲˏͩΩࢫࢷ̛ͩʳʍͩ˂ʍ͍ࢫΝˏͩ˂ࢫͩ˂ʍࢫö˵ʍɄ͛Ʉ̛̌ͩ̌ࢫĤ̌ˏёʍɾࢫĊɲ˂̛̛˵ࢫ8ˏ͍͛ͩˏɲͩࢫ̛̛͍̆ͩͅʍ͛ࢫΝɄ˵ˬˏ̌ʳࢫ and biking as safe, healthy, and environmentally friendly alternatives to driving children to school. These initiatives are designed to alleviate ͍ͩɄʱёɲࢫɲ̛̌ʳʍ͛ͩˏ̛̌ࢫࢷͅɄ͍ͩˏɲͷ˵Ʉ͍˵Ωࢫɾͷ͍ˏ̌ʳࢫͅʍɄˬࢫ̛͍̆̌ˏ̌ʳࢫɄ̌ɾࢫɄʱͩʍ̛̛͍̌̌ࢫ˂̛ͷ͍͛ࢫΝ˂ʍ̌ࢫ͛ɲ˂̛̛˵࣒͍ʍ˵Ʉͩʍɾࢫ͍ͩɄΘʍ˵ࢫɄɲɲ̛ͷ̌ͩ͛ࢫʱ̛͍ࢫɄ̛͍ͅͅΦˏ̆Ʉͩʍ˵Ωࢫ࠳࠵ࢫͅʍ͍ɲʍ̌ͩࢫ̛ʱࢫͩ˂ʍࢫ̛͍̆̌ˏ̌ʳࢫ͍ͩɄʱёɲࢫΘ̛˵ͷ̆ʍࢫࢶ%Ωࢫʍ̌ɲ̛ͷ͍Ʉʳˏ̌ʳࢫ͛ͩͷɾʍ̌ͩ͛ࢫɄ̌ɾࢫʱɄ̆ˏ˵ˏʍ͛ࢫ̛ͩࢫɲ̛̌͛ˏɾʍ͍ࢫɄ˵ͩʍ͍̌ɄͩˏΘʍ͛ࢫ͛ͷɲ˂ࢫɄ͛ࢫΝɄ˵ˬˏ̌ʳࢫ̛͍ࢫɩˏˬˏ̌ʳࢫ̛ͩʳʍͩ˂ʍ͍ࢫࢷʱ̛͍̆ˏ̌ʳࢫɄࢫɲɄ̛̛͍ͅ˵ࢫࢷ and taking public transit, the program supports both local mobility goals and broader sustainability efforts.Safety remains a core priority, with continued reminders for parents and drivers to stay alert during school commute times when children are likely to be walking or biking. To further reduce vehicle trips, families are encouraged to form walk, bike, or carpools, which help distribute ɲ̛̆̆ͷͩˏ̌ʳࢫ͍ʍ̛͛̌͛ͅˏɩˏ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ̆ˏ̌ˏ̆ˏηʍࢫ͍ͩɄʱёɲࢫ̌ʍɄ͍ࢫɲɄ̆ͅͷ͛ʍ͛ࢫࢶÌɩ͛ʍ͍Θˏ̌ʳࢫ͛ɲ˂̛̛˵࣒͛ͅʍɲˏёɲࢫɾ̛̛͍࣒ͅʱʱࢫɄ̌ɾࢫͅˏɲˬ࣒ͷͅࢫ̛͍ͅɲʍɾͷ͍ʍ͛ࢫˏ͛ࢫɄ˵̛͛ࢫʍ̆ͅ˂Ʉ͛ˏηʍɾࢫ̛ͩࢫ̆Ʉˏ̌ͩɄˏ̌ࢫɄࢫ͛ɄʱʍࢫɄ̌ɾࢫʍʱёɲˏʍ̌ͩࢫʍ̌Θˏ̛͍̌̆ʍ̌ͩࢶThis initiative aligns with the City’s CAP and is supported through external funding sources, including the Bay Area Air Quality Management District’s Transportation Fund for Clean Air and the Alameda County Transportation Commission. Together, these resources help sustain programs that prioritize student safety, reduce emissions, and ease roadway congestion.

Safe Trips to BART: An Action Plan for Safer Roadways (PUBLIC DRAFT) | (2025) ė˂ˏ͛ࢫˏ͛ࢫɄࢫɲ̛͍̆ͅʍ˂ʍ̌͛ˏΘʍࢫ͛ɄʱʍͩΩࢫͅ˵Ʉ̌ࢫɾʍΘʍ˵̛ͅʍɾࢫɩΩࢫ%
þėࢫ̛ͩࢫ͍ʍɾͷɲʍࢫ̛͍ࢫʍ˵ˏ̆ˏ̌Ʉͩʍࢫ͛ʍΘʍ͍ʍࢫɄ̌ɾࢫʱɄͩɄ˵ࢫ͍ͩɄʱёɲࢫɲ̛˵˵ˏ͛ˏ̛̌ࢫ̛̌ࢫͅͷɩ˵ˏɲࢫ͍͛ͩʍʍͩ͛ࢫͩ˂Ʉͩࢫ̛͍ͅΘˏɾʍࢫɄɲɲʍ͛͛ࢫ̛ͩࢫ its stations. Funded by the USDOT’s Safe Streets and Roads for All (SS4A) program, the plan applies the Safe System Approach, which acknowledges human error and vulnerability, and aims to prevent collision or minimize their severity. The plan includes a detailed safety analysis of injury collision from ࢫࢷ࠶࠵࠳࠵࣓࠼࠴࠳࠵ˏɾʍ̌ͩˏёʍ͛ࢫˏ˂ʳ˂࣒͍ˏ͛ˬࢫɲ̛͍͍ˏɾ̛͍͛ࣜࢫzˏʳ˂ࢫ†̌˥ͷ͍Ωࢫ1/2ʍͩΝ̛͍ˬࢫ̛͍ࢫz†½ࢫࢷࣝɄ̌ɾࢫ̛̛͍͛ͅͅʍ͛ࢫ̛Θʍ͍ࢫ࠳࠶ࢫ͛Ω͛ͩʍ̆ˏɲࢫ̛͍ɄɾΝɄΩࢫ͛ɄʱʍͩΩࢫ̆ʍɄ͛ͷ͍ʍ͛ࢫ̛͍ʳɄ̌ˏηʍɾࢫɩΩࢫʍʱʱʍɲͩˏΘʍ̌ʍ͛͛ࢫࢶ It emphasizes collaboration with local jurisdictions and aims to support these agencies in implementing safety improvements. The plan also includes Focus Station Area Action Plans (FSAAPs) for seven stations, selected based on collision data and agency readiness. These FSAAPs ̛͍ͅΘˏɾʍࢫɲ̛̌ɲʍͩͅͷɄ˵ࢫɾʍ͛ˏʳ̌͛ࢫʱ̛͍ࢫ͛ɄʱʍͩΩࢫˏ̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫɄ̌ɾࢫɾʍ̛͍̆̌͛ͩɄͩʍࢫ˂̛Νࢫͩ˂ʍࢫͅ˵Ʉ̌ࢫɲɄ̌ࢫɩʍࢫɄͅͅ˵ˏʍɾࢫ˵̛ɲɄ˵˵ΩࢫࢶŸʍΩࢫё̌ɾˏ̌ʳ͛ࢫˏ̌ɲ˵ͷɾʍࢫͩ˂ʍࢫɾˏ̛̛͍͍͛ͩͅͅˏ̛̌Ʉͩʍࢫ number of KSI collision in Station Study Areas, especially on arterial roads with higher speed limits, and among vulnerable road users like pedestrians, ɩˏɲΩɲ˵ˏ͛ͩ͛ࢫࢷɄ̌ɾࢫ̛̛͍̆ͩɲΩɲ˵ˏ͛ͩ͛ࢫࢶė˂ʍࢫͅ˵Ʉ̌ࢫˏ˂ʳ˂˵ˏʳ˂ͩ͛ࢫͩ˂ʍࢫ̌ʍʍɾࢫʱ̛͍ࢫͩɄ͍ʳʍͩʍɾࢫˏ̌ͩʍ͍Θʍ̌ͩˏ̛̌͛ࢫˏ̌ࢫH͋ͷˏͩΩࢫö͍ˏ̛͍ˏͩΩࢫ-̛̆̆ͷ̌ˏͩˏʍ͛ࢫɄ̌ɾࢫʍ̌ɲ̛ͷ͍Ʉʳʍ͛ࢫˏ̌ͩʍʳ͍Ʉͩˏ̌ʳࢫ͍ͩɄ̌͛ˏͩࢫservice improvements with roadway redesigns to enhance safety and mobility. Improvements in Pleasanton Jurisdiction:
ė˂ʍࢫͅ˵Ʉ̌ࢫˏɾʍ̌ͩˏёʍ͛ࢫ̛̌ʍࢫŸĊ†ࢫcollision on BART property in Pleasanton: a pedestrian severely injured in March 2019 at the eastern end of the Dublin/Pleasanton station parking lot off Owens Road. While Pleasanton is not one of the seven focus stations with a dedicated FSAAP, the city is listed among the agency stakeholders, with staff participating in the planning process. The plan encourages Pleasanton to use the Station Study Area HIN and the Roadway Safety Measures Toolbox to identify and implement safety improvements on public streets near the Dublin/Pleasanton BART station. These could include speed management, protected intersections, improved lighting, and pedestrian infrastructure enhancements.

Pleasanton Transportation Safety Action Plan

WEST LAS POSITAS MULTIMODAL

IMPROVEMENT PROJECT
The City of Pleasanton is advancing several key transportation projects aimed at improving safety, connectivity, and infrastructure for all users. A major undertaking is the West Las Positas Boulevard Multimodal Reconstruction (Project #11514), which involves full pavement and sidewalk reconstruction between Willow Road and Stoneridge Drive. The project incorporates pedestrian, bicycle, and transit improvements designed to accommodate ͅʍ̛ͅ˵ʍࢫ̛ʱࢫɄ˵˵ࢫɄʳʍ͛ࢫɄ̌ɾࢫɄɩˏ˵ˏͩˏʍ͛ࢫࢶė˂ˏ͛ࢫɲ̛͍͍ˏɾ̛͍ࢫࢷΝ˂ˏɲ˂ࢫ˂Ʉ͛ࢫʍΦͅʍ͍ˏʍ̌ɲʍɾࢫ͛ˏʳ̌ˏёɲɄ̌ͩࢫ͛ʍͩͩ˵ʍ̆ʍ̌ͩࢫ Ʉ̌ɾࢫ ɲ͍Ʉɲˬˏ̌ʳࢫ ̌ʍɄ͍ࢫ ͩ˂ʍࢫ
̛͍͍Ω̛ࢫ·̛ɲ˂̛ࢫ -Ʉ̌Ʉ˵ࢫࢷˏ ͛ࢫˏ ɾʍ̌ͩˏёʍɾࢫ Ʉ͛ࢫ ͩ˂ʍࢫtop priority in the 2018 Pedestrian and Bicycle Master Plan. With a budget of $35.55 million, funding is drawn from multiple sources, including the Gas Tax, Measure B/BB funds, the General Fund, and various CIP accounts.Complementing this effort is the I-580 Overcrossing Bicycle and Pedestrian Improvements (Project #22570), focused on enhancing crossings at Santa Rita Road, Hacienda Road, and Hopyard Road. This project aims to strengthen bike and pedestrian connectivity between Pleasanton and Dublin and ranks third in the 2018 Master Plan. With a $700,000 budget for design, and $250,000 earmarked for construction, it is supported by Alameda CTC grants and Measure BB funds. Additionally, the West Las Positas Boulevard Multimodal Reconstruction from Owens Drive to Santa Rita Road (Project #26514) continues these enhancements with a $1 million design phase. The city is encouraged to continue phased reconstruction of the corridor, maintain “all users” design standards, and align implementation with regional connectivity efforts and the “ONE Pleasanton” Strategic Plan. Pursuing grant ʱͷ̌ɾˏ̌ʳࢫɄ̌ɾࢫɲɄ͍ʍʱͷ˵˵Ωࢫ͛ʍ͋ͷʍ̌ɲˏ̌ʳࢫ̛͍ͅ˥ʍɲͩࢫͅ˂Ʉ͛ʍ͛ࢫΝˏ˵˵ࢫ˂ʍ˵ͅࢫ͍ʍɾͷɲʍࢫɾˏ͍͛ͷͩͅˏ̛̌ࢫɄ̌ɾࢫ̆ɄΦˏ̆ˏηʍࢫ˵̛̌ʳ࣒ͩʍ͍̆ࢫɩʍ̌ʍёͩ͛ࢶ

CAPITAL IMPROVEMENTS

Pleasanton Transportation Safety Action Plan

RESURFACING PROGRAMS
The City of Pleasanton continues to implement a comprehensive range of transportation maintenance and ˏ̛͍̆ͅΘʍ̆ʍ̌ͩࢫ̛͍ͅ˥ʍɲͩ͛ࢫ̛ͩࢫʍ̌˂Ʉ̌ɲʍࢫ̛͍ɄɾΝɄΩࢫ͋ͷɄ˵ˏͩΩࢫࢷ͛ɄʱʍͩΩࢫࢷɄ̌ɾࢫɄɲɲʍ͛͛ˏɩˏ˵ˏͩΩࢫࢶė˂ʍࢫ
̌̌ͷɄ˵ࢫĊ͍ͩʍʍͩࢫþʍ͛ͷ͍ʱɄɲˏ̌ʳࢫɄ̌ɾࢫþʍɲ̛͍̌͛ͩͷɲͩˏ̛̌ࢫơ͍̈ʳ͍Ʉ̆ࣜࢫơ͍̈˥ʍɲͩࢫkŖࢫࣝ࠶࠳࠸Ʉɾɾ͍ʍ͛͛ʍ͛ࢫɩɄ͛ʍࢫ͍ʍͅɄˏ͍͛ࢫࢷɄ͛ͅ˂Ʉ˵ͩࢫ͍ʍ͛ͷ͍ʱɄɲˏ̌ʳࢫࢷɲ͍Ʉɲˬࢫ͛ʍɄ˵ˏ̌ʳࢫࢷ͍ͩɄʱёɲࢫ͛ˏʳ̌Ʉ˵ࢫupgrades, and the addition of bike lane striping. With a funding allocation of approximately $8.3 million over ёΘʍࢫΩʍɄ͍͛ࢫʱ̛͍̆ࢫ̛͛ͷ͍ɲʍ͛ࢫˬˏ˵ʍࢫͩ˂ʍࢫnɄ͛ࢫėɄΦࢫࢷ·ʍɄ͛ͷ͍ʍࢫ%%ࢫࢷ·ʍɄ͛ͷ͍ʍࢫkࢫࢷɄ̌ɾࢫͩ˂ʍࢫnʍ̌ʍ͍Ʉ˵ࢫkͷ̌ɾࢫࢷͩ˂ʍࢫ̛͍ͅʳ͍Ʉ̆ࢫˏ͛ࢫΘˏͩɄ˵ࢫʱ̛͍ࢫmaintaining a healthy Pavement Condition Index (PCI) and ensuring smooth, safe travel.Complementing this effort is the Annual Slurry Seal Program (Project FY504), which applies protective slurry seal coatings and updates bike lane markings to prolong pavement life and reduce long-term repair costs. This ˏ̌ˏͩˏɄͩˏΘʍࢫˏ͛ࢫʱͷ̌ɾʍɾࢫΝˏͩ˂ࢫɄɩ̛ͷͩࢫमࢫ࠹̆ˏ˵˵ˏ̛̌ࢫ̛Θʍ͍ࢫёΘʍࢫΩʍɄ͍͛ࢫࢷ͍ͅˏ̆Ʉ͍ˏ˵Ωࢫʱ̛͍̆ࢫnɄ͛ࢫėɄΦࢫ͍ʍΘʍ̌ͷʍ͛ࢫࢶė˂ʍࢫ
̌̌ͷɄ˵ࢫė͍Ʉʱёɲࢫ%ͷ̛ͩͩ̌͛ࢫɄ̌ɾࢫˏ§̌ʍࢫ·Ʉ͍ˬʍ͍ࢫ†̌͛ͩɄ˵˵Ʉͩˏ̛̌ࣜࢫơ͍̈˥ʍɲͩࢫkŖࢫࣝ࠺࠳࠸ʱ̛ɲͷ͛ࢫ̛̌ࢫʍ̌˂Ʉ̌ɲˏ̌ʳࢫ̛͍ɄɾΝɄΩࢫΘˏ͛ˏɩˏ˵ˏͩΩࢫɄ̌ɾࢫ͛ɄʱʍͩΩࢫͩ˂̛͍ͷʳ˂ࢫͷͅɾɄͩʍɾࢫͅɄΘʍ̆ʍ̌ͩࢫ̆Ʉ͍ˬˏ̌ʳ͛ࢫɄ̌ɾࢫ͛ˏʳ̌ɄʳʍࢫࢷΝˏͩ˂ࢫɄࢫɩͷɾʳʍͩࢫ̛ʱࢫमࢫ࠳࠳࠳ࢷ࠹࠺࠵̛Θʍ͍ࢫёΘʍࢫΩʍɄ͍͛ࢫࢶFor pedestrian safety and accessibility, the Annual Curb, Gutter, and ADA Ramp Upgrades (Project FY509) and the Annual Sidewalk and ADA Ramp Program (Project FY512) target aging infrastructure by replacing deteriorated curbs and sidewalks and upgrading ramps to meet ADA standards. These programs are backed by $3.7 million ̛Θʍ͍ࢫʱ̛ͷ͍ࢫΩʍɄ͍͛ࢫɄ̌ɾࢫमࢫ࠳࠳࠳ࢷ࠳࠳࠻̛Θʍ͍ࢫёΘʍࢫΩʍɄ͍͛ࢫࢷ͍ʍ͛ͅʍɲͩˏΘʍ˵Ωࢶė˂ʍࢫ%ˏ࣒
̌̌ͷɄ˵ࢫė͍ɄʱёɲࢫĊˏʳ̌Ʉ˵ࢫ†̌͛ͩɄ˵˵Ʉͩˏ̛̌ࢫơ͍̈ʳ͍Ʉ̆ࣜࢫơ͍̈˥ʍɲͩࢫkŖࢫࣝ࠵࠶࠸ͅ˵Ʉ̌͛ࢫʱ̛͍ࢫͩ˂ʍࢫˏ̆ͅ˵ʍ̆ʍ̌ͩɄͩˏ̛̌ࢫ̛ʱࢫ̌ʍΝࢫ͍ͩɄʱёɲࢫ͛ˏʳ̌Ʉ˵͛ࢫɄͩࢫˏ˂ʳ˂࣒͍ͅˏ̛͍ˏͩΩࢫˏ̌ͩʍ͍͛ʍɲͩˏ̛̌͛ࢫࢷΝˏͩ˂ࢫमࢫ࠶ࢶ࠴̆ˏ˵˵ˏ̛̌ࢫʍɄ͍̆Ʉ͍ˬʍɾࢫʱ̛͍ࢫё͛ɲɄ˵ࢫΩʍɄ͍ࢫ࠳࠶࣓࠼࠵࠳࠵ࢫͩ˂̛͍ͷʳ˂ࢫė͍Ʉʱёɲࢫ †̆ͅɄɲͩࢫkʍʍ͛ࢫࢶ †̌ࢫparallel, the Annual Safety Improvements at Various Locations (Project FY541) will upgrade key intersections, such as those on Hopyard Road, Hacienda Drive, and Stoneridge Drive, to improve safety and level of service, with Ʉ̛͍ͅͅΦˏ̆Ʉͩʍ˵Ωࢫमࢫ࠳࠳࠳ࢷ࠳࠸࠸ˏ̌ࢫʱͷ̌ɾˏ̌ʳࢫ̛Θʍ͍ࢫёΘʍࢫΩʍɄ͍͛ࢶLastly, the Annual Bicycle and Pedestrian Improvements Program (Project FY543) advances multimodal transportation goals by delivering upgrades aligned with the city’s Safe Streets for All (SS4A) Plan. With $1.3 million secured from Measure BB and TDA grants, the project promotes safer and more accessible travel for nonmotorized users.Key recommendations emphasize the need to prioritize preventative maintenance through regular resurfacing and sealing to extend the life of roadways. Expanding bicycle and pedestrian infrastructure in coordination with street improvements will improve multimodal safety and reduce construction disruption. Additionally, continuing
8
ࢫɲ̛̆ͅ˵ˏɄ̌ɲʍࢫͷͅʳ͍Ʉɾʍ͛ࢫɄ̌ɾࢫʱɄ࣒͍͛ͩͩɄɲˬˏ̌ʳࢫ͍ͩɄʱёɲࢫ͛ɄʱʍͩΩࢫʍ̌˂Ʉ̌ɲʍ̆ʍ̌ͩ͛ࢫɄͩࢫɲ͍ˏͩˏɲɄ˵ࢫˏ̌ͩʍ͍͛ʍɲͩˏ̛̌͛ࢫ͛˂̛ͷ˵ɾࢫ͍ʍ̆Ʉˏ̌ࢫcentral goals.

The Park Trail and Pathway Resurfacing Program (Project #FY546) focuses on maintaining and improving Pleasanton’s most-used trails to ensure safety, accessibility, and comfort for pedestrians and cyclists. The program targets resurfacing and repairs on key trails including Sutter Gate Park, Marilyn Murphy Kane Trail, Iron Horse Trail, Arroyo Mocho Trail (east of Santa Rita Road), and the Oak Woodland Trail at Bernal Community Park. Construction activities include crack sealing, spot repairs, and applying new trail surfacing. With a high CIP rating score of 90, this project is considered a priority due to wear from age, weather-related damage, and high user volume. It supports the City’s ONE Pleasanton Strategic Plan, particularly the goal of investing in environmentally sustainable parks and multimodal infrastructure.kͷ̌ɾˏ̌ʳࢫ ʱ̛͍ࢫ ͩ˂ʍࢫ ̛͍ͅ˥ʍɲͩࢫˏ ͛ࢫ ͍ʍɲͷ͍͍ˏ̌ʳࢫ Ʉ̌ɾࢫ ̛̌ͩࢫ ёΦʍɾࢫࢷ Νˏͩ˂ࢫ ̛͍ͷʳ˂˵Ωमࢫ࠳࠳࠳ࢷ࠳࠳࠸ Ʉ˵˵̛ɲɄͩʍɾࢫ ̛Θʍ͍ࢫ ёΘʍࢫ ΩʍɄ͍͛ࢫ ʱ̛͍̆ࢫ· ʍɄ͛ͷ͍ʍࢫ %%ࢫ ࢫ࣓ %ˬˏʍࢫ Ʉ̌ɾࢫPedestrian funds, and an additional $184,000 over two years from the General Fund (Miscellaneous CIP). To ensure effective ˏ̆ͅ˵ʍ̆ʍ̌ͩɄͩˏ̛̌ࢫࢷ ͩ˂ʍࢫ ɲˏͩΩࢫˏ ͛ࢫ ɄɾΘˏ͛ʍɾࢫ ̛ͩࢫ ͍ͅˏ̛͍ˏͩˏηʍࢫˏ˂ ʳ˂࣒͍ͩɄʱёɲࢫ ͍ͩɄˏ˵͛ࢫlike Iron Horse and Arroyo Mocho in the early construction phases and maintain strict ADA compliance. Aligning resurfacing efforts with the broader Bicycle and Pedestrian Master Plan will further enhance connectivity across the trail and street network. Appendix B provides more details on all the CIP projects.

PARK AND TRAIL RESURFACING

Pleasanton Transportation Safety Action Plan

03 COLLISIONANALYSISANDPATTERNS/TRENDS

Pleasanton Transportation Safety Action Plan

CHAPTER 3. COLLISION ANALYSIS AND PATTERNS/TRENDSPTSAP is grounded in a data-driven approach to understand roadway safety conditions and support informed decision-making. The plan leverages comprehensive data sources and analytical methods to identify critical safety issues, high-risk locations, and systemic patterns across the transportation network. Historical collision trends are evaluated to prioritize targeted safety improvements for all roadway users. This chapter describes the data sources, collection methods, and analytical framework used to develop a comprehensive understanding of roadway safety conditions within the City of Pleasanton.DATA SOURCES-̛˵˵ˏ͛ˏ̛̌ࢫɾɄͩɄࢫʱ̛͍ࢫͩ˂ʍࢫ-ˏͩΩࢫ̛ʱࢫö˵ʍɄ͛Ʉ̛̌ͩ̌ࢫΝɄ͛ࢫ̛ɩͩɄˏ̌ʍɾࢫʱ̛͍̆ࢫͩ˂ʍࢫ-ˏͩΩ࣭͛ࢫ-̛̛͍͍͛͛Ʉɾ͛ࢫ
̌Ʉ˵Ωͩˏɲ͛ࢫ͛Ω͛ͩʍ̆ࢫࢶė˂ʍࢫɾɄͩɄ͛ʍͩࢫɄ̌Ʉ˵Ωηʍɾࢫˏ͛ࢫͩ˂ʍࢫ̛̆͛ͩࢫ͍ʍɲʍ̌ͩࢫёΘʍ࣒ΩʍɄ͍ࢫͅʍ͍ˏ̛ɾࢫɄΘɄˏ˵Ʉɩ˵ʍࣜࢫʱ̛͍̆ࢫ›Ʉ̌ͷɄ͍Ωࢫࢷ࠳࠵࠳࠵ࢫࢷ࠴ࢫͩ˂̛͍ͷʳ˂ࢫ December 31, 2024) at the start of the project in mid-2025. The Pleasanton Database is created directly from City of Pleasanton collision reports, and each report is reviewed by staff prior to data entry to ensure the data is both reliable and complete and provides a robust foundation for evaluating long-term safety trends.Consistent with SS4A guidance, the analysis focuses on injury collisions, with emphasis on fatal and severe injury (KSI) collisions, to better understand the most critical safety risks on city-maintained roadways.METHODOLOGYė˂ʍࢫɲ̛˵˵ˏ͛ˏ̛̌ࢫɾɄͩɄ͛ʍͩࢫΝɄ͛ࢫɄ̌Ʉ˵Ωηʍɾࢫͷ͛ˏ̌ʳࢫɄࢫɲ̛̆ɩˏ̌Ʉͩˏ̛̌ࢫ̛ʱࢫ͛ͩɄͩˏ͛ͩˏɲɄ˵ࢫɄ̌ɾࢫʳʍ̛͛ͅɄͩˏɄ˵ࢫͩʍɲ˂̌ˏ͋ͷʍ͛ࢫ̛ͩࢫˏɾʍ̌ͩˏʱΩࢫɲˏͩΩΝˏɾʍࢫ͍ͩʍ̌ɾ͛ࢫɄ̌ɾࢫˏ˂ʳ˂࣒͍ˏ͛ˬࢫ˵̛ɲɄͩˏ̛̌͛ࢫࢶŅˏ͛ͷɄ˵ˏηɄͩˏ̛̌͛ࢫɄ̌ɾࢫn†Ċ࣒ɩɄ͛ʍɾࢫ̆Ʉͅͅˏ̌ʳࢫΝʍ͍ʍࢫused to support interpretation of patterns and spatial relationships. Key components of the analysis include:

SEVERITY ANALYSIS
-˵Ʉ͛͛ˏёɲɄͩˏ̛̌ࢫ̛ʱࢫɲ̛˵˵ˏsions by severity, including fatal, severe injury, visible injury, and complaint of pain, to understand the distribution of collision outcomes.

TEMPORAL ANALYSIS
Evaluation of collision
trends by year, month,
day of week, and time
of day to identify peak
periods and temporal
patterns.

ROAD USER ANALYSIS
†ɾʍ̌ͩˏёɲɄͩˏ̛̌ࢫ̛ʱࢫˏ̆ͅɄɲͩ͛ࢫ
to vulnerable roadway
users, including pedestrians, bicyclists, and motorcyclists, to inform targeted safety strategies.

COLLISION CHARACTERISTICS

ANALYSIS
Examination of key contributing factors, including collision type, primary violation, involved
parties, lighting conditions, and
weather, to better understand
collision circumstances.

DEMOGRAPHIC

ANALYSIS
Assessment of trend
related to age and gender of involved individuals to identify at-risk populations.

SPACIAL ANALYSIS
Use of GIS mapping to
visualize collision
locations and identify
geographic clusters and
high-risk corridors an
intersections.

Pleasanton Transportation Safety Action Plan

Ìkk†-HࢫÌkࢫėþ
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kHėŖ࣢ࢫÌėĊࢫࣣþ
½Ÿ†½nĊė˂ʍࢫ-Ʉ˵ˏʱ̛͍̌ˏɄࢫÌʱёɲʍࢫ̛ʱࢫė͍ɄʱёɲࢫĊɄʱʍͩΩࣜࢫÌėĊࢫࡦࣝͅͷɩ˵ˏ͛˂ʍ͛ࢫɄ̌̌ͷɄ˵ࢫɲ̛˵˵ˏ͛ˏ̛̌ࢫ͍Ʉ̌ˬˏ̌ʳ͛ࢫʱ̛͍ࢫ˥ͷ͍ˏ͛ɾˏɲͩˏ̛̌͛ࢫ͛ͩɄͩʍΝˏɾʍࢷ̛͍ͅΘˏɾˏ̌ʳࢫɄࢫ͛ͩɄ̌ɾɄ͍ɾˏηʍɾࢫɩʍ̌ɲ˂̆Ʉ͍ˬࢫʱ̛͍ࢫɲ̛̆ͅɄ͍ˏ̌ʳࢫ͍ͩɄʱёɲࢫ͛ɄʱʍͩΩࢫͅʍ͍ʱ̛͍̆Ʉ̌ɲʍࢫࢶė˂ʍ͛ʍࢫ͍Ʉ̌ˬˏ̌ʳ͛ࢫɄ˵˵̛Νࢫɲˏͩˏʍ͛ࢫ̛ͩࢫevaluate their safety outcomes relative to peer jurisdictions and help identify areas of concern as well as areas performing well.OTS rankings are developed using an Empirical Bayesian methodology, which adjusts observed collision data ̛ͩࢫɄɲɲ̛ͷ̌ͩࢫʱ̛͍ࢫɾˏʱʱʍ͍ʍ̌ɲʍ͛ࢫˏ̌ࢫ̛ͅͅͷ˵Ʉͩˏ̛̌ࢫࢷ͍ͩɄʱёɲࢫʍΦ̛͛ͅͷ͍ʍࣜࢫ͛ͷɲ˂ࢫɄ͛ࢫΘʍ˂ˏɲ˵ʍࢫ̆˵ˏʍ͛ࢫ͍ͩɄΘʍ˵ʍɾࢫࢷࣝɄ̌ɾࢫˏ˂̛͍͛ͩˏɲɄ˵ࢫ͍ͩʍ̌ɾ͛ࢫࢶThis approach combines observed collision data with expected values based on statewide patterns, reducing ͩ˂ʍࢫˏ̌ђͷʍ̌ɲʍࢫ̛ʱࢫ͍Ʉ̌ɾ̛̆ࢫΘɄ͍ˏɄͩˏ̛̌ࢫࢷͅɄ͍ͩˏɲͷ˵Ʉ͍˵Ωࢫʱ̛͍ࢫ͛̆Ʉ˵˵ʍ͍ࢫ˥ͷ͍ˏ͛ɾˏɲͩˏ̛̌͛ࢫɄ̌ɾࢫ̛͍ͅɾͷɲˏ̌ʳࢫɄࢫ̛͍̆ʍࢫ͛ͩɄɩ˵ʍࢫɄ̌ɾࢫɲ̛̆-parable ranking.It is important to note that OTS rankings are screening-level indicators and should be interpreted in the context of local conditions. While they are useful for identifying potential safety issues and supporting grantɄͅͅ˵ˏɲɄͩˏ̛̌͛ࢫࢷͩ˂ʍΩࢫ̆ɄΩࢫ̛̌ͩࢫʱͷ˵˵ΩࢫɲɄͩͅͷ͍ʍࢫ͛ˏͩʍ࣒͛ͅʍɲˏёɲࢫʱɄɲ̛͍ͩ͛ࢫˏ̌ђͷʍ̌ɲˏ̌ʳࢫɲ̛˵˵ˏ͛ˏ̛̌ࢫ̛ɲɲͷ͍͍ʍ̌ɲʍࢫࢶFor 2023, the City of Pleasanton’s OTS rankings (among 103 cities, in its population group of 50,001–100,000) are as follows:

In this ranking system, a higher numerical ranking indicates better safety outcomes and a lower relative colli-͛ˏ̛̌ࢫ͍Ʉͩʍࢫɲ̛̆ͅɄ͍ʍɾࢫ̛ͩࢫͅʍʍ͍ࢫɲˏͩˏʍ͛ࢫࢷΝ˂ˏ˵ʍࢫɄࢫ˵̛Νʍ͍ࢫ̌ͷ̆ʍ͍ˏɲɄ˵ࢫ͍Ʉ̌ˬˏ̌ʳࢫ͍ʍђʍɲͩ͛ࢫɲ̛̆ͅɄ͍ɄͩˏΘʍ˵Ωࢫˏ˂ʳ˂ʍ͍ࢫɲ̛˵˵ˏ͛ˏ̛̌ࢫ͍Ʉͩʍ͛ࢫࢶ These results provide important context for understanding Pleasanton’s safety performance and help inform ͩ˂ʍࢫˏɾʍ̌ͩˏёɲɄͩˏ̛̌ࢫ̛ʱࢫ͍ͅˏ̛͍ˏͩΩࢫ͛ɄʱʍͩΩࢫʱ̛ɲͷ͛ࢫɄ͍ʍɄ͛ࢫΝˏͩ˂ˏ̌ࢫͩ˂ʍࢫöėĊ
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COLLISION CATEGORY VICTIME KILLED & INJURED OTS RANKING Total Fatal & Injury 266 60/103
Alcohol Involved 10 83/103
Had been drinking driver <21 0 98/103
Had been drinking
driver 21 - 34 5 91/103
Motorcycles 10 76/103
Pedestrians 10 90/103
Pedestrians <15 3 28/103
Pedestrians 65+ 4 36/103
Bicyclist 28 20/103
Bicyclist < 15 4 29/103
Composite 98 90/103
AGENCY YEAR COUNTY GROUP öÌöĤ§ė†Ì½࣢
Ņnࣣ DVMT
Pleasanton 2023 Alameda County C 77526 750030
---------------NOTE:ࡦࢫÌėĊࢫCollisionࢫþɄ̌ˬˏ̌ʳ͛ࢫþʍ͛ͷ˵ͩ͛ࢫचࢫÌʱёɲʍࢫ̛ʱࢫė͍ɄʱёɲࢫĊɄʱʍͩΩ

TYPE OF ARRESTS ARRESTS OTS RANKING
DUI Arrests 98 34/103

CATEGORY FATAL & INJURY COLLISION OTS RANKING
Speed Related 52 31/103
Nighttime
(9:00 PM - 2:59 AM) 13 99/103
Hot and Run 10 82/103
FATAL AND INJURY COLLISIONS: Ranked 60th
8þ†Ņ†½nࢫ Ĥ½8Hþࢫ ėzHࢫ †1/2k§ĤH½-Hࢫ ࣢8Ĥ†ࢫࢸࣣRanked 34th overall for alcohol-involved collisions; 98th for drivers under age 21 and 91st for drivers ages 21–34
PEDESTRIAN COLLISIONS: Ranked 90th
BICYCLE COLLISIONS: Ranked 20th

Pleasanton Transportation Safety Action Plan

COLLISION ANALYSISThis section presents a comprehensive analysis of collision data to better understand roadway safety conditions in the City of Pleasanton. Using a data-driven approach, the analysis evaluates collision trends, severity, contributing factors, and spatial patterns to identify high-risk locations and systemˏɲࢫ͛ɄʱʍͩΩࢫˏ͛͛ͷʍ͛ࢫࢶė˂ʍࢫё̌ɾˏ̌ʳ͛ࢫ̛͍ͅΘˏɾʍࢫɄࢫɲ͍ˏͩˏɲɄ˵ࢫʱ̛ͷ̌-ɾɄͩˏ̛̌ࢫ ʱ̛͍ࢫ ɾʍё̌ˏ̌ʳࢫ ͩ˂ʍࢫ zˏʳ˂ࢫ †̌˥ͷ͍Ωࢫ1/2 ʍͩΝ̛͍ˬࢫ ࣜz†½ࢫࣝand informing targeted safety strategies and invest-̆ʍ̌ͩ͛ࢫ Ʉˏ̆ʍɾࢫ Ʉͩࢫ ͍ʍɾͷɲˏ̌ʳࢫ ͍ͩɄʱёɲࢫ ʱɄͩɄ˵ˏͩˏʍ͛ࢫ Ʉ̌ɾࢫ ͛ʍ͍ˏous injuries.Between January 1, 2020, and December 31, 2024, a total of 809 injuries occurred on city streets in Pleasanton. These included seven fatal collisions (one percent), 60 severe injury collisions (seven percent), 327 visible injury collisions (41 percent), and 415 complaint-of-pain collisions (51 percent). Of the total injury collisions, 67 (approximately 8 percent) were ɲ˵Ʉ͛͛ˏёʍɾࢫɄ͛ࢫŸ˵˵ˏʍɾࢫ̛͍ࢫĊʍΘʍ͍ʍ˵Ωࢫ†̌˥ͷ͍ʍɾࣜࢫŸĊ†ࢫࣝɲ̛˵˵ˏ͛ˏ̛̌͛ࢫࢶThe map on the right illustrates the distribution of collisions by severity.
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 ͛ʍ ·ˏ˵࠸ࢶ࠳ ࠴࠳
͛ˏ̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
kɄͩɄ˵
ʍΘʍ͍ʍࢫ†̌˥ͷ͍Ω
Ņˏ͛ˏɩ˵ʍࢫ†̌˥ͷ͍Ω-̛̆ͅ˵Ʉˏ̌ͩࢫ̛ʱࢫͅɄˏ̌
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The map illustrates the injury collisionsthat occurred in City of Pleasanton betweenJanuary 1, 2020, and December 31, 2024 -̛˵˵ˏ͛ˏ̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
kɄͩɄ˵ĊʍΘʍ͍ʍࢫ†̌˥ͷ͍ΩŅˏ͛ˏɩ˵ʍࢫ†̌˥ͷ͍Ω-̛̆ͅ˵Ʉˏ̌ͩࢫ̛ʱࢫͅɄˏ̌
͛ʍ ·ˏ˵࠸ࢶ࠳ ࠴࠳

COLLISION BY SEVERITY
1%
40%

Pleasanton Transportation Safety Action Plan

-˂Ʉɩ̛ͩ 8͍ˏΘ ʍ
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Ċ̛ͩ̌ʍ͍ˏɾʳʍ ·Ʉ˵˵ þ̛Ʉɾ
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The map illustrates the KSI collisionsthat occurred in City of Pleasanton betweenJanuary 1, 2020, and December 31, 2024 ͛ʍ ·ˏ˵࠸ࢶ࠳ ࠴࠳
-̛˵˵ˏ͛ˏ̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
kɄͩɄ˵ĊʍΘʍ͍ʍࢫ†̌˥ͷ͍Ω

Pleasanton Transportation Safety Action Plan

YEARLY TRENDSThe highest number of KSI collisions occurred in 2024 (18 collisions), while total injury collisions peaked in 2023 (210 collisions).Key Takeaway:Recent increases in KSI collisions suggest a potential upward trend in severe collision, indicating the need for continued monitoring and targeted safety interventions.

MONTHLY TRENDSŸĊ†ࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫΝʍ͍ʍࢫ̛̆͛ͩࢫʱ͍ʍ͋ͷʍ̌ͩࢫɾͷ͍ˏ̌ʳࢫͩ˂ʍࢫ͛ͷ̆̆ʍ͍ࢫ̛̆̌ͩ˂͛ࢫࢷΝˏͩ˂ࢫͩ˂ʍࢫˏ˂ʳ˂ʍ͛ͩࢫ̛ɲɲͷ͍͍ʍ̌ɲʍ͛ࢫin July and August (nine each). Injury collisions peaked in the fall, with October (82 collisions) and November (81 collisions) recording the highest totals.Key Takeaway:Seasonal patterns indicate higher collision activity during summer and fall months, likelyɄ̛͛͛ɲˏɄͩʍɾࢫΝˏͩ˂ࢫˏ̌ɲ͍ʍɄ͛ʍɾࢫ͍ͩɄΘʍ˵ࢫࢷɾɄΩ˵ˏʳ˂ͩࢫ˂̛ͷ͍͛ࢫࢷɄ̌ɾࢫ͍ʍʳˏ̛̌Ʉ˵ࢫ͍ͩɄʱёɲࢫɾʍ̆Ʉ̌ɾࢶ

YEARLY TREND
KSI Collision Injury Collision
2020 2021 2022 2023 2024
0 50
100
150
200
250
11 16 10 12 18
122
140
168
210
169

MONTHLY TREND
KSI Collision Injury Collision

JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
0 20
40 60
80 100
71 62 62
48 62
69 78
72 63
4 7 5 2 3 9 9 5 3
82 81
59 6 8 6

YEARLY TREND
KSI Collision Injury Collision
2020 2021 2022 2023 2024
0 50
100
150
200
250
11 16 10 12 18
122
140
168
210
169

MONTHLY TREND
KSI Collision Injury Collision

JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
0 20
40 60
80 100
71 62 62
48 62
69 78
72 63
4 7 5 2 3 9 9 5 3
82 81
59 6 8 6

Pleasanton Transportation Safety Action Plan

DAILY TRENDSŸĊ†ࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫ̛ɲɲͷ͍͍ʍɾࢫ̛̆͛ͩࢫʱ͍ʍ͋ͷʍ̌ͩ˵Ωࢫ̛̌ࢫk͍ˏɾɄΩ͛ࢫ࠻࠴ࣜࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫࣝɄ̌ɾࢫ·̛̌ɾɄΩ͛ࢫ࠵࠴ࣜࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫࢶࣝInjury collisions were highest on Tuesdays (152 collisions) and Fridays (148 collisions), indicating elevated collision activity during weekdays.Key Takeaway:Weekday travel patterns, particularly toward the end of the workweek, contribute to higher ɲ̛˵˵ˏ͛ˏ̛̌ࢫʱ͍ʍ͋ͷʍ̌ɲˏʍ͛ࢫࢷ͛ͷʳʳʍ͛ͩˏ̌ʳࢫɄࢫˏ˵̌ˬࢫ̛ͩࢫɲ̛̆̆ͷͩʍ͍ࢫ͍ͩɄʱёɲࢫɄ̌ɾࢫ͍ͩɄΘʍ˵ࢫɾʍ̆Ʉ̌ɾࢶHOURLY TRENDSŸĊ†ࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫͅʍɄˬʍɾࢫɾͷ͍ˏ̌ʳࢫͩ˂ʍࢫɄʱͩʍ̛̛͍̌̌ࢫͅʍ͍ˏ̛ɾࢫɩʍͩΝʍʍ̌ࢫ࠳࠳ࢸ࠶ࢫͅࢶ̆ࢫɄ̌ɾࢫ࠳࠳ࢸ࠷ࢫͅࢶ̆ࢫࢷࢶΝ˂ˏ˵ʍࢫˏ̌˥ͷ͍Ωࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫΝʍ͍ʍࢫ̛̆͛ͩࢫʱ͍ʍ͋ͷʍ̌ͩࢫɩʍͩΝʍʍ̌ࢫ࠳࠳ࢸ࠹ࢫͅࢶ̆ࢫɄ̌ɾࢫ࠳࠳ࢸ࠺ࢫͅࢶ̆ࢫࢶÌΘʍ͍Ʉ˵˵ࢫࢷɲ̛˵˵ˏ͛ˏ̛̌͛ࢫΝʍ͍ʍࢫconcentrated during the afternoon and early evening hours, corresponding with peak travel periods.Key Takeaway:öʍɄˬ࣒˂̛ͷ͍ࢫɲ̛̌ʳʍ͛ͩˏ̛̌ࢫɄ̌ɾࢫˏ̌ɲ͍ʍɄ͛ʍɾࢫ͍ͩɄʱёɲࢫΘ̛˵ͷ̆ʍ͛ࢫɾͷ͍ˏ̌ʳࢫɄʱͩʍ̛̛͍̌̌ࢫɄ̌ɾࢫʍΘʍ̌ˏ̌ʳࢫɲ̛̆̆ͷͩʍࢫͅʍ͍ˏ̛ɾ͛ࢫɄ͍ʍࢫˬʍΩࢫɲ̛͍̌ͩˏɩͷ̛͍ͩ͛ࢫ̛ͩࢫɲ̛˵˵ˏ͛ˏ̛̌ࢫ̛ɲɲͷ͍͍ʍ̌ɲʍࢶ

DAILY TREND
KSI Collision Injury Collision
Monday Tuesday Wednesday Thursday Friday Saturday Sunday 0 50
100
150
200
12 6 9 8 10
118
152
118
148
84 18
4 124
65 nday
4 65

DAILY TREND
KSI Collision Injury Collision
Monday Tuesday Wednesday Thursday Friday Saturday Sun
0 50
100
150
200
12 6 9 8 10
118
152
118
148
84 18
4 124
6 HOURLY TREND
KSI Collision Injury Collision
12:00 AM1:00 AM2:00 AM3:00 AM4:00 AM5:00 AM6:00 AM7:00 AM8:00 AM9:00 AM10:00 AM11:00 AM12:00 PM1:00 PM2:00 PM3:00 PM4:00 PM5:00 PM6:00 PM7:00 PM8:00 PM9:00 PM10:00 PM11:00 PM 0 20
40 60
80 5 5 7 44 8
18 23
65 39
48 50 50
67 50
79 66 58
46 35 30 31
13 8
3 4 2 23 2 4 5 5 3 7 3 3 5 1 3 3 5 1 00 1 2 0

HOURLY TREND
KSI Collision Injury Collision
12:00 AM1:00 AM2:00 AM3:00 AM4:00 AM5:00 AM6:00 AM7:00 AM8:00 AM9:00 AM10:00 AM11:00 AM12:00 PM1:00 PM2:00 PM3:00 PM4:00 PM5:00 PM6:00 PM7:00 PM8:00 PM9:00 PM10:00 PM11:00 PM 0 20
40 60
80 5 5 7 4 4 8
18 23
65 39
48 50 50
67 50
79 66 58
46 35 30 31
13 8
3 4 2 2 3 2 4 5 5 3 7 3 3 5 1 3 3 5 1M 0 1 2 M 0M 0

Pleasanton Transportation Safety Action Plan

COLLISIONS BY MODEPassenger vehicles accounted for the largest share of collisions, representing 43 percent of KSI collisions and 65 percent of total injury collisions. Bicyclists accounted for 31 percent of KSI collisions and 18 percent of injury collisions, while pedestrians comprised 15 percent of KSI collisions and 6 percent of injury collisions, indicating a disproportionate share of severe outcomes for vulnerable roadway users.¹Key Takeaway:While most collisions involve passenger vehicles, pedestrians and bicyclists experience a disproportionately higher share of severe injuries, emphasizing the need for targeted safety improvements for vulnerable roadway users.

NOTE: Bicycle-related collisions include traditional bicycles (117 collisions), electric scooters (18 collisions), e-bikes (nine collisions), and electric motorized board (two collisions). ---------------¹ Although detailed exposure data (such as mode share or user volumes) are limited, the higher proportion of KSI collisions involving pedestrians and bicyclists relative to their share of total injury collisions indicates an elevated risk of severe outcomes when these users are involved in collision COLLISIONS BY LOCATION-̛˵˵ˏ͛ˏ̛̌ࢫɾɄͩɄࢫΝʍ͍ʍࢫɲ˵Ʉ͛͛ˏёʍɾࢫɩΩࢫ˵̛ɲɄͩˏ̛̌ࢫͩῼʍࢫࢷɾˏ͛ͩˏ̌ʳͷˏ͛˂ˏ̌ʳࢫɩʍͩΝʍʍ̌ࢫˏ̌ͩʍ͍͛ʍɲͩˏ̛̌ࢫɄ̌ɾࢫ̛͍Ʉɾway segment collisions. Any collision occurring within 250 feet of an intersection was categorized as an intersection collision. Of the 809 reported collisions, the majority occurred at intersections (667 collisions, 82 percent), while 142 collisions (18 percent) occurred along roadway segments. The table below summarizes injury collisions by severity and location.Key Takeaway:The concentration of collisions at intersections highlights these locations as critical priority areas for safety improvements, particularly for treatments addressing turning movements, ͛ˏʳ̌Ʉ˵ࢫ̛ͅʍ͍Ʉͩˏ̛̌͛ࢫࢷɄ̌ɾࢫ̆ͷ˵ͩˏ̛̆ɾɄ˵ࢫɲ̛̌ђˏɲͩ͛ࢶ Collision severity Roadway Segment intersections total Fatal Injury 2 5 7 Severe Injury 14 46 60 Visible Injury 67 260 327 Complaint of Pain 59 356 415 Total 142 667 809 XzhÈ«ç !
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Pleasanton Transportation Safety Action Plan

COLLISIONS BY COLLISION TYPEBroadside collisions were the most prevalent crash type, accounting for 21 percent of KSI collisions and 40 percent of injury collisions, making them the dominant collision type overall. Hit-object collisions represented the largest share of severe outcomes, accounting for 4 of the City’s 7 fatalities and 17 of the 60 severe injury collisions and comprising approximately 31 percent of all KSI collisions. These trends indicate that roadway departure and high-speed impact collisions are disproportionately associated with the most severe crash outcomes.Vehicle–pedestrian collisions also showed a disproportionately higher severity, contributing 15 percent of KSI collisions compared to six percent of injury collisions. Rear-end collisions made up a ͛ˏʳ̌ˏёɲɄ̌ͩࢫ̛͍ͩͅˏ̛̌ࢫ̛ʱࢫˏ̌˥ͷ͍Ωࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫɄͩࢫ࠶࠵ࢫͅʍ͍ɲʍ̌ͩࢫࢷΝ˂ˏ˵ʍࢫɄɲɲ̛ͷ̌ͩˏ̌ʳࢫʱ̛͍ࢫ࠶࠴ࢫͅʍ͍ɲʍ̌ͩࢫ̛ʱࢫŸĊ†ࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢶKey Takeaway:The prevalence of broadside and turning-related collisions reinforces the need for intersection safety improvements, while the severity of hit-object and pedestrian collisions highlights the importance of speed management and roadside safety measures.

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Pleasanton Transportation Safety Action Plan

COLLISIONS BY VIOLATION CATEGORYĤ̌͛Ʉʱʍࢫ͛ͅʍʍɾࢫΝɄ͛ࢫͩ˂ʍࢫ˵ʍɄɾˏ̌ʳࢫɲ̛͍̌ͩˏɩͷͩˏ̌ʳࢫʱɄɲ̛͍ͩࢫࢷɄɲɲ̛ͷ̌ͩˏ̌ʳࢫʱ̛͍ࢫ࠵࠵ࢫͅʍ͍ɲʍ̌ͩࢫ̛ʱࢫŸĊ†ࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫɄ̌ɾࢫ࠷࠵ࢫͅʍ͍ɲʍ̌ͩࢫ̛ʱࢫˏ̌˥ͷ͍Ωࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫࢶŅˏ̛˵Ʉͩˏ̛̌͛ࢫ͍ʍ˵Ʉͩʍɾࢫ̛ͩࢫ͍ͩɄʱёɲࢫ͛ˏʳ̌Ʉ˵͛ࢫɄ̌ɾࢫ͛ˏʳ̌͛ࢫΝʍ͍ʍࢫɄ˵̛͛ࢫࢫ͛ˏʳ̌ˏёɲɄ̌ͩࢫࢷɲ̛͍̌ͩˏɩͷͩˏ̌ʳࢫͩʍ̌ࢫͅʍ͍ɲʍ̌ͩࢫ̛ʱࢫŸĊ†ࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫɄ̌ɾࢫ࠼࠴ࢫͅʍ͍ɲʍ̌ͩࢫ̛ʱࢫˏ̌˥ͷ͍Ωࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫࢶÌͩ˂ʍ͍ࢫ̛̌ͩɄɩ˵ʍࢫʱɄɲ̛͍ͩ͛ࢫˏ̌ɲ˵ͷɾʍɾࢫˏ̛͍̆ͅͅʍ͍ࢫturning (12 percent of KSI and 13 percent of injury collisions) and automobile right-of-way violations (seven percent of KSI and 18 percent of injury collisions). 8͍ˏΘˏ̌ʳࢫͷ̌ɾʍ͍ࢫͩ˂ʍࢫˏ̌ђͷʍ̌ɲʍࣜࢫ8Ĥ†ࢫࣝ͛˂̛ΝʍɾࢫɄࢫˏ˂ʳ˂ʍ͍ࢫˏ̆ͅɄɲͩࢫ̛̌ࢫ͛ʍΘʍ͍ʍࢫ̛ͷͩɲ̛̆ʍ͛ࢫࢷ͍ʍ͍ͅʍ͛ʍ̌ͩˏ̌ʳࢫ࠻࠴ࢫͅʍ͍ɲʍ̌ͩࢫ̛ʱࢫŸĊ†ࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫɲ̛̆ͅɄ͍ʍɾࢫ̛ͩࢫ͛ʍΘʍ̌ࢫͅʍ͍ɲʍ̌ͩࢫ̛ʱࢫˏ̌˥ͷ͍Ωࢫcollisions. Key Takeaway: %ʍ˂ɄΘˏ̛͍Ʉ˵ࢫʱɄɲ̛͍ͩ͛ࢫͅɄ͍ͩˏɲͷ˵Ʉ͍˵Ωࢫ͛ͅʍʍɾˏ̌ʳࢫࢷʱɄˏ˵ͷ͍ʍࢫ̛ͩࢫ̛ɩʍΩࢫ͍ͩɄʱёɲࢫɲ̛̛͍̌ͩ˵͛ࢫࢷɄ̌ɾࢫˏ̆ͅɄˏ͍̆ʍ̌ͩࢫɄ͍ʍࢫ̆Ʉ˥̛͍ࢫɲ̛͍̌ͩˏɩͷ̛͍ͩ͛ࢫ̛ͩࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫࢷˏ̌ɾˏɲɄͩˏ̌ʳࢫͩ˂ʍࢫ̌ʍʍɾࢫʱ̛͍ࢫɄࢫɩɄ˵- anced approach that includes engineering, enforcement, and education strategies.

INJURY COLLISION BY VIOLATION CATEGORY
KSI Collisions Injury Collisions
0%
5%
10%
15%
20%
25%
7%
18% 18%
7%
12%
13%
9%
3%
7%
5%
4%
1%
10%
19%
22%
24%
3% 3% 3%
1%
5%
6%
Automobile
right of way
Driving or
bicycle under
the influence
of alcohol or
drug
Improper
turning
Other than
driver (or
pedestrian)
Pedestrian
right of way
Traffic signals
and signs
Unsafe speed Unsafe starting
or backing
Wrong side
of road
Pedestrian
violation
Others

INJURY COLLISION BY VIOLATION CATEGORY
KSI Collisions Injury Collisions
0%
5%
10%
15%
20%
25%
7%
18% 18%
7%
12%
13%
9%
3%
7%
5%
4%
1%
10%
19%
22%
24%
3% 3% 3%
1%
5%
6%
Automobile Driving or Improper Other than Pedestrian Pedestrian Traffic signals Unsafe speed Unsafe starting Wrong side Others

Pleasanton Transportation Safety Action Plan

COLLISIONS BY MOTOR VEHICLE INVOLVED WITH Collisions involving other motor vehicles accounted for the largest share, representing 22 percent of KSI collisions and 59 percent of injury collisions. Fixed-object collisions accounted for 31 percent of KSI collisions and 14 percent of injury collisions. Bicycle-involved collisions represented 18 percent of KSI collisions and 13 percent of injury collisions, while pedestrian-involved collisions ɲ̛͍̆ͅˏ͛ʍɾࢫɄࢫ͛ˏʳ̌ˏёɲɄ̌ͩࢫ̛͍ͩͅˏ̛̌ࢫ̛ʱࢫ͛ʍΘʍ͍ʍࢫ̛ͷͩɲ̛̆ʍ͛ࢫࢷɄɲɲ̛ͷ̌ͩˏ̌ʳࢫʱ̛͍ࢫ࠸࠴ࢫͅʍ͍ɲʍ̌ͩࢫ̛ʱࢫŸĊ†ࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫɩͷͩࢫonly six percent of injury collisions. Key Takeaway: ŋ˂ˏ˵ʍࢫ̛̆͛ͩࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫˏ̌Θ̛˵Θʍࢫ̆ͷ˵ͩˏͅ˵ʍࢫΘʍ˂ˏɲ˵ʍ͛ࢫࢷёΦʍɾ̛࣒ɩ˥ʍɲͩࢫࢷͅʍɾʍ͍͛ͩˏɄ̌ࢫࢷɄ̌ɾࢫɩˏɲΩɲ˵ʍࢫɲ̛˵˵ˏ͛ˏ̛̌ࢫɄ͍ʍࢫmore likely to result in severe outcomes, underscoring the need for speed reduction, roadside safety improvements, and enhanced protections for vulnerable users.

COLLISIONS BY LIGHTING CONDITIONSThe majority of collisions occurred during daylight conditions, (76 percent of injury collisions) with the corresponding 24 percent of injury collisions at night. This pattern, however, changes when only analyzing just the KSI collisions. Collisions occurring in dark conditions represented 36 percent of KSI collisions. Key Takeaway:
˵ͩ˂̛ͷʳ˂ࢫ̛̆͛ͩࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫ̛ɲɲͷ͍ࢫɾͷ͍ˏ̌ʳࢫɾɄΩ˵ˏʳ˂ͩࢫɾͷʍࢫ̛ͩࢫˏ˂ʳ˂ʍ͍ࢫ͍ͩɄʱёɲࢫΘ̛˵ͷ̆ʍ͛ࢫࢷɄࢫɾˏ̛̛͍͍͛ͩͅͅˏ̛̌- ate share of severe collision occur in low-light conditions, highlighting the importance of visibilˏͩΩࢫʍ̌˂Ʉ̌ɲʍ̆ʍ̌ͩ͛ࢫ͛ͷɲ˂ࢫɄ͛ࢫˏ̛͍̆ͅΘʍɾࢫˏ˵ʳ˂ͩˏ̌ʳࢫࢷ͛ˏʳ̌ɄʳʍࢫࢷɄ̌ɾࢫ͍ʍђʍɲͩˏΘʍࢫ͍ͩʍɄͩ̆ʍ̌ͩ͛ࢫࢶ

INJURY COLLISION BY MOTOR VEHICLE INVOLVED WITH
KSI Collisions Injury Collisions
0%
10%
20%30%
40%
50%
60%
2%
18%
13%
31%
14%
9%
3%
22%
59%
1% 3% 2%
15%
6%
Bicycle Fixed
object
Non
Collision
Other
motor
vehicle
Other
object
Parked
motor
vehicle
Pedestrian
0% 0%
Animal

INJURY COLLISION BY MOTOR VEHICLE INVOLVED WITH
KSI Collisions Injury Collisions
0%
10%
20%30%
40%
50%
60%
2%
18%
13%
31%
14%
9%
3%
22%
59%
1% 3% 2%
15%
6%
Bicycle Fixed Non Other Other Parked Pedestrian
0% 0%
Animal
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Pleasanton Transportation Safety Action Plan

COLLISIONS BY AGE GROUP AND GENDER AT FAULT At-fault injury collisions were concentrated among drivers aged 20–59, with the 40–59 age group accounting for the highest share of KSI collisions. Male drivers were at fault in 72 percent of KSI collisions and 54 percent of injury collisions, while female drivers were at fault in 24 percent of KSI and 39 percent of injury collisions. Based on available demographic data, the driving population in Pleasanton is approximately evenly distributed between male and female drivers (about 50 percent each). Compared to this baseline, male drivers are disproportionately represented in at-fault collisions, particularly in KSI collision, while female drivers are underrepresented in severe collisions relative to their share of the driving population. Key Takeaway: Collision involvement is concentrated among working-age drivers, with male drivers disproportionately represented in severe collision relative to their share of the driving population. This pattern suggests opportunities for targeted education, enforcement, and behavioral safety strategies focused on high-risk driving behaviors.

INJURY COLLISION BY GENDER AT FAULT
KSI Collisions Injury Collisions
Male Female Unknown
0%
20%
40%
60%
80%
72%
54%
24%
39%
4% 7%

INJURY COLLISION BY GENDER AT FAULT
KSI Collisions Injury Collisions
Male Female Unknown
0%
20%
40%
60%
80%
72%
54%
24%
39%
4% 7%

INJURY COLLISION BY AGE GROUP AT FAULT
KSI Collisions Injury Collisions
0-14 15-19 20-29 30-39 40-49 50-59 60-69 70-79 80-89 Unkown 0%
5%
10%
15%
20%
1%
2%
6%
11%
17%
15%
14%
15%
18%
15%
18%
15%
9%
10%
7% 7%
3% 3%
7% 7%

INJURY COLLISION BY AGE GROUP AT FAULT
KSI Collisions Injury Collisions
0-14 15-19 20-29 30-39 40-49 50-59 60-69 70-79 80-89 Unkown 0%
5%
10%
15%
20%
1%
2%
6%
11%
17%
15%
14%
15%
18%
15%
18%
15%
9%
10%
7% 7%
3% 3%
7% 7%

Pleasanton Transportation Safety Action Plan

COLLISIONS BY WEATHER CONDITIONS Most collisions occurred under clear weather conditions, accounting for 87 percent of KSI collisions and 86 percent of injury collisions. Collisions during cloudy conditions represented a smaller share, with 11 percent of KSI collisions and nine percent of injury collisions. Key TakeawayThe majority of collisions occur in favorable weather conditions, indicating that driver behavior Ʉ̌ɾࢫ͍ͩɄʱёɲࢫɲ̛̌ɾˏͩˏ̛̌͛ࢫࢷ͍Ʉͩ˂ʍ͍ࢫͩ˂Ʉ̌ࢫʍ̌Θˏ̛͍̌̆ʍ̌ͩɄ˵ࢫʱɄɲ̛͍ͩ͛ࢫΝ˂ˏɲ˂ࢫɄ͍ʍࢫͩ˂ʍࢫ͍ͅˏ̆Ʉ͍Ωࢫɲ̛͍̌ͩˏɩͷ̛͍ͩ͛ࢫ̛ͩࢫcollisions.

INJURY COLLISION BY WEATHER CONDITION
KSI Collisions Injury Collisions
Clear Cloudy Raining Not stated
0%
20%
40%
60%
80%
100%
87% 86%
11% 9%
1% 4% 1% 1%

INJURY COLLISION BY WEATHER CONDITION
KSI Collisions Injury Collisions
Clear Cloudy Raining Not stated
0%
20%
40%
60%
80%
100%
87% 86%
11% 9%
1% 4% 1% 1%

Pleasanton Transportation Safety Action Plan

PEDESTRIAN COLLISION ANALYSIS The map illustrates the heat map for pedestrian collisions that occurred in City of Pleasanton between January 1, 2020, and December 31, 2024. –
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
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–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
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–
–
–
–
–
–
–
–
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–
–
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–
–
–
–
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–
–
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–
zɄɲˏʍ̌ɾɄ 8͍ˏΘʍ
– ŅɄ˵˵ʍΩࢫ
Θʍ̌ͷʍ
-Ʉ͛ʍ
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–
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–
kˏ͍͛ͩࢫĊ͍ͩʍʍͩ
–nˏɩ͍
Ʉ˵ͩɄ͍ 8 ͍ ˏΘʍ
–
–
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–
–
–
–
·Ʉˏ̌ Ċ͍ͩʍʍͩ
Ċͷ̛̌˵ % ̛ͷ˵ʍΘɄ͍ɾ
–
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– kɄͩɄ˵– ĊʍΘʍ͍ʍࢫ†̌˥ͷ͍Ω– Ņˏ͛ˏɩ˵ʍࢫ†̌˥ͷ͍Ω– -̛̆ͅ˵Ʉˏ̌ͩࢫ̛ʱࢫͅɄˏ̌ -̛˵˵ˏ͛ˏ̛̌͛ࢫ8ʍ̌͛ˏͩΩ
8ʍ̌͛ʍĊͅɄ͍͛ʍ
͛ʍ ·ˏ˵࠸ࢶ࠳ ࠴࠳

Pleasanton Transportation Safety Action Plan

PEDESTRIAN COLLISION ANALYSIS This section focuses on collisions involving pedestrians to better understand risk factors, trends, and conditions contributing to pedestrian-related collisiones. The analysis highlights key characteristics of these collisions to inform targeted safety strategies for vulnerable roadway users. Out of 809 total injury collisions, 52 collisions (6 percent) involved pedestrians.

COLLISION SEVERITY Of the 52 pedestrian collisions, two were fatal, eight resulted in severe injuries, 23 caused visible injuries, and 19 involved complaints of pain. Key Takeaway: Although pedestrian collisions represent a small share of total collisiones, they result in a disproportionately higher share of severe and fatal outcomes, highlighting the vulnerability of pedestrians in the transportation system.

YEARLY TRENDSPedestrian collisions increased from 9 collisions in 2020 to a peak of 14 collisions in 2022, followed by a decline to 7 collisions in 2024.Key Takeaway:Fluctuations in pedestrian collisions suggest changing travel patterns and exposure, reinforcing the need for sustained safety improvements rather than reactive measures.

PEDESTRIAN COLLISIONS VS INJURY COLLISION (BY SEVERITY) Pedestrian Collisions Injury Collisions
Fatal Severe injury Other visible injury Complaint of pain 0%
100%
200%300%
400%
500%
2% 7% 8%
60%
23%
327%
19%
415%
YEARLY TREND - PEDESTRIAN COLLISION v/s INJURY COLLISION Pedestrian Collision Injury Collision
2020 2021 2022 2023 2024
0 50
100
150
200
250
99 14 12 9
122
140
168
210
169
P TY)
4 EDESTRIAN COLLISIONS VS INJURY COLLISION (BY SEVERI
Pedestrian Collisions Injury Collisions
Fatal Severe injury Other visible injury Complaint of pain 0%
100%
200%300%
400%
500%
2% 7% 8%
60%
23%
327%
19%
415%
YEARLY TREND - PEDESTRIAN COLLISION v/s INJURY COLLIS
Pedestrian Collision Injury Collision
2020 2021 2022 2023 2024
0 50
100
150
200
250
9 9 14 12 9
122
140
168
210
169

Pleasanton Transportation Safety Action Plan

COLLISION TYPE Vehicle–pedestrian collisions accounted for 100 percent of pedestrian KSI collisions and 98 percent of pedestrian injury collisions. Key Takeaway: ė˂ʍࢫ̛Θʍ͍Ν˂ʍ˵̆ˏ̌ʳࢫ̆Ʉ˥̛͍ˏͩΩࢫ̛ʱࢫͅʍɾʍ͍͛ͩˏɄ̌ࢫɲ̛˵˵ˏ͛ˏ̛̌ʍ͛ࢫˏ̌Θ̛˵Θʍࢫɲ̛̌ђˏɲͩ͛ࢫΝˏͩ˂ࢫΘʍ˂ˏɲ˵ʍ͛ࢫࢷʍ̆ͅ˂Ʉ͛ˏηing the need for treatments that reduce vehicle–pedestrian interaction risks, such as improved ɲ̛͍͛͛ˏ̌ʳ͛ࢫɄ̌ɾࢫ͍ͩɄʱёɲࢫɲɄ˵̆ˏ̌ʳࢫ̆ʍɄ͛ͷ͍ʍ͛ࢫࢶ LOCATION The majority of KSI pedestrian collisions (90 percent) occur at intersections, with only 10 percent occurring along roadway segments. Key Takeaway: Intersections are the primary locations for severe pedestrian collisiones, indicating a need forʍ̌˂Ʉ̌ɲʍɾࢫɲ̛͍͛͛ˏ̌ʳࢫ͍ͩʍɄͩ̆ʍ̌ͩ͛ࢫࢷ͛ˏʳ̌Ʉ˵ࢫͩˏ̆ˏ̌ʳࢫ̛̆ɾˏёɲɄͩˏ̛̌͛ࢫࢷɄ̌ɾࢫˏ̛͍̆ͅΘʍɾࢫΘˏ͛ˏɩˏ˵ˏͩΩࢫɄͩthese locations.

PEDESTRIAN INJURY COLLISION BY LOCATION
KSI Collisions Injury Collisions
Intersection Roadway
0%
20%
40%
60%
80%
100%
90% 90%
10% 10%

PEDESTRIAN INJURY COLLISION BY COLLISION TYPE
KSI Collisions Injury Collisions
Other Vehicle/Pedestrian
0%
20%
40%
60%
80%
100%
2%
100% 98%
0%

PEDESTRIAN INJURY COLLISION BY COLLISION TYPE
KSI Collisions Injury Collisions
Other Vehicle/Pedestrian
0%
20%
40%
60%
80%
100%
2%
100% 98%
0%

PEDESTRIAN INJURY COLLISION BY LOCATION
KSI Collisions Injury Collisions
Intersection Roadway
0%
20%
40%
60%
80%
100%
90% 90%
10% 10%

Pleasanton Transportation Safety Action Plan

PEDESTRIAN INJURY COLLISION VIOLATION CATAGORY
KSI Collisions Injury Collisions
0%
10%
20%30%
40%
50%
60%
2%
10%
2%
6%
2%
50%
60%
30%
19%
2% 4%
10%
2% 2%
Automobile
Right of Way
DUI Improper
Turning
Other than
driver (or
pedestrian)
Pedestrian
right of way
Traffic
signals and
signs
Unsafe
speed
Unsafe
starting or
backing
Unsafe
lane
Pedestrian
violation
0% 0% 0% 0% 0%

PEDESTRIAN INJURY COLLISION VIOLATION CATAGORY
KSI Collisions Injury Collisions
0%
10%
20%30%
40%
50%
60%
2%
10%
2%
6%
2%
50%
60%
30%
19%
2% 4%
10%
2% 2%
Automobile DUI Improper Other than Pedestrian Pedestrian Traffic Unsafe Unsafe Unsafe 0% 0% 0% 0% 0%
PRIMARY VIOLATION FACTORS • Failure to Yield to Pedestrians: The leading contributing factor, accounting for 50 percent of KSI and 60 percent of injury collisions. • Pedestrian Violations: Unsafe or illegal crossing behavior contributed to 30 percent of pedestrian KSI and 19 percent of pedestrian injury collisions.

Key Takeaway: Failure to yield and pedestrian crossing behavior are key contributors to pedestrian collisiones, indicating the need for a combination of engineering improvements, education, and enforcement to address both driver and pedestrian behaviors. LIGHTING CONDITIONS Most KSI pedestrian collisions (60 percent) occurred in dark conditions with street lighting and 35 percent of pedestrian injury collisions occurred during dark conditions with street lighting. Key Takeaway: A higher proportion of severe pedestrian collisions occur under low-light conditions, underscoring the importance of improved lighting, enhanced visibility, and nighttime safety measures.

PEDESTRIAN INJURY COLLISION BY LIGHTING CONDITION
KSI Collisions Injury Collisions
Dark - No street light Dark - Street light Daylight Dusk - Dawn 0%
10%
20%30%
40%
50%
60%
70%
4%
60%
25%
30%
65%
10%
0% 6%

PEDESTRIAN INJURY COLLISION BY LIGHTING CONDITIO
KSI Collisions Injury Collisions
Dark - No street light Dark - Street light Daylight Dusk - Dawn 0%
10%
20%30%
40%
50%
60%
70%
4%
60%
25%
30%
65%
10%
0% 6%

Pleasanton Transportation Safety Action Plan

BICYCLE COLLISION ANALYSIS The map illustrates the heat map for bicycle collisions that occurred in City of Pleasanton between January 1, 2020, and December 31, 2024. -˂Ʉɩ ̛ͩ 8͍ˏ
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̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
͍ʍࢫ†̌˥ͷ͍Ω
˵ʍࢫ†̌˥ͷ͍Ω
ͅ˵Ʉˏ̌ͩࢫ̛ʱࢫͅɄˏ̌
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͛ʍ ·ˏ˵࠸ࢶ࠳ ࠴࠳
-̛˵˵ˏ͛ˏ̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
kɄͩɄ˵ĊʍΘʍ͍ʍࢫ†̌˥ͷ͍ΩŅˏ͛ˏɩ˵ʍࢫ†̌˥ͷ͍Ω-̛̆ͅ˵Ʉˏ̌ͩࢫ̛ʱࢫͅɄˏ̌
-̛˵˵ˏ͛ˏ̛̌͛ࢫ8ʍ̌͛ˏͩΩ
8ʍ̌͛ʍĊͅɄ͍͛ʍ
͛ʍ ·ˏ˵࠸ࢶ࠳ ࠴࠳

Pleasanton Transportation Safety Action Plan

BICYCLE COLLISION ANALYSIS This section focuses on collisions involving bicyclists to better understand trends, contributing factors, and conditions associated with bicycle-related collisions. The analysis provides insight into where and how these collisions occur to inform targeted safety strategies for bicyclists.

COLLISION SEVERITY Of the 146 bicycle collisions, one was fatal, 20 resulted in severe injuries, 90 visible injuries,and 35 involved complaints of pain.Key Takeaway: Bicyclists account for a disproportionately high share of KSI collisions relative to their share of total collisiones, highlighting their increased vulnerability and need for enhanced protection.

YEARLY TRENDS From 2020 to 2024, bicycle collisions remained relatively consistent, ranging fromapproximately 24 to 34 collisions per year. Key Takeaway: The steady occurrence of bicycle collisions over time suggests persistent safety issuesͩ˂Ʉͩࢫ͍ʍ͋ͷˏ͍ʍࢫ͛Ω͛ͩʍ̆ˏɲࢫˏ̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫ͍Ʉͩ˂ʍ͍ࢫͩ˂Ʉ̌ࢫ͛˂̛͍࣒ͩͩʍ͍̆ࢫˏ̌ͩʍ͍Θʍ̌ͩˏ̛̌͛ࢫࢶ

BICYCLE COLLISIONS VS INJURY COLLISION (BY SEVERITY)
Bicycle Collisions Injury Collisions
Fatal Severe injury Other visible injury Complaint of pain 0 100
200
300
400
500
1 7 20
60 90
327
35 415

YEARLY TREND - BICYCLE COLLISION VS INJURY COLLISION
Bicycle Collision Injury Collision
2020 2021 2022 2023 2024
0 50
100
150
200
250
24 24 30 34 34
122
140
168
210
169

BICYCLE COLLISIONS VS INJURY COLLISION (BY SEVERITY) ON Bicycle Collisions Injury Collisions
Fatal Severe injury Other visible injury Complaint of pain 0 100
200
300
400
500
1 7 20
60 90
327
35 415

YEARLY TREND - BICYCLE COLLISION VS INJURY COLLISIO
Bicycle Collision Injury Collision
2020 2021 2022 2023 2024
0 50
100
150
200
250
24 24 30 34 34
122
140
168
210
169
Electric bicycle9, 6%
Electric scooter
18, 12%
Bicycle117, 80%
Electric motorised board
2, 2%

CLASSIFICATION OF BICYCLE COLLISION
146
Bicycle
Collision
Electric bicycle9, 6%
Electric scoo
18, 12
Bicycle
17, 80%
Electric motorised board
2, 2%

CLASSIFICATION OF BICYCLE COLLISION
9,
ter
2%
B1
2, 2%
146
Bicycle
Collision
,
Out of 809 total injury collisions, 146 (18 percent) involved bicycles. Of the 67 KSI collisions, 21 (31 percent) involved bicyclists

Pleasanton Transportation Safety Action Plan

COLLISION TYPE Broadside collisions between motor vehicles and bicyclists were the most common collision type, representing 38 percent of bicycle KSI collisions and 55 percent of bicycle injury collisions. Hit-object collisions followed, accounting for 14 percent of bicycle KSI collisions and 11 percent of bicycle injury collisions.Key Takeaway: ė˂ʍࢫ͍ͅʍΘɄ˵ʍ̌ɲʍࢫ̛ʱࢫɩ̛͍Ʉɾ͛ˏɾʍࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫˏ̌ɾˏɲɄͩʍ͛ࢫɄࢫˏ˂ʳ˂ࢫ˵ʍΘʍ˵ࢫ̛ʱࢫɲ̛̌ђˏɲͩࢫɩʍͩΝʍʍ̌ࢫɩˏɲΩɲ˵ˏ͛ͩ͛ࢫɄ̌ɾࢫturning or crossing vehicles, emphasizing the need for intersection treatments and conf conђˏɲͩࢫ͍ʍɾͷɲͩˏ̛̌ࢫ͍͛ͩɄͩʍʳΩࢫࢶ LOCATION Although most KSI bicycle collisions (62 percent) occur at intersections, 38 percent occur along roadway segments. Comparing this to overall injury collisions which are more concentrated at intersections (80 percent). This indicates that bicyclist-related collisions are nearly twice as likely to occur on roadway segments compared to overall collisions. Key Takeaway: While intersections remain a key risk area, bicyclists face a relatively high risk along roadway segments, highlighting the importance of continuous, protected bicycle facilities and improved corridor design.

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KSI Collisions Injury Collisions
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0%
20%
40%
60%
80%
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38%
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KSI Collisions Injury Collisions
Intersection Roadway
0%
20%
40%
60%
80%
62%
80%
38%
20%

BICYCLE INJURY COLLISION BY LOCATION BICYCLE INJURY COLLISION BY LOCATION

Pleasanton Transportation Safety Action Plan

PRIMARY VIOLATION FACTORS Unsafe speed is the leading contributing factor, accounting for 29 percent of KSI. Key Takeaway: Speed and failure-to-yield behaviors are major contributors to bicycle collisions, indicating the need for speed management, clearer right-of-way treatments, and targeted enforcement. LIGHTING CONDITIONS The majority of bicycle collisions occur during daylight conditions, accounting for 76 percent of bicycle KSI and 88 percent of bicycle injury collisions.Key Takeaway: zˏʳ˂ʍ͍ࢫɲ̛˵˵ˏ͛ˏ̛̌ࢫ̛ɲɲͷ͍͍ʍ̌ɲʍࢫɾͷ͍ˏ̌ʳࢫɾɄΩ˵ˏʳ˂ͩࢫ˂̛ͷ͍͛ࢫ͍ʍђʍɲͩ͛ࢫˏ̌ɲ͍ʍɄ͛ʍɾࢫɩˏɲΩɲ˵ˏ͛ͩࢫɄɲͩˏΘˏͩΩࢫɄ̌ɾࢫʍΦ- ̛͛ͅͷ͍ʍࢫࢷ͛ͷʳʳʍ͛ͩˏ̌ʳࢫͩ˂Ʉͩࢫ͍ͩɄʱёɲࢫΘ̛˵ͷ̆ʍ͛ࢫɄ̌ɾࢫ̛͍ɄɾΝɄΩࢫˏ̌ͩʍ͍Ʉɲͩˏ̛̌͛ࢫࢷ͍Ʉͩ˂ʍ͍ࢫͩ˂Ʉ̌ࢫΘˏ͛ˏɩˏ˵ˏͩΩࢫɄ˵̛̌ʍࢫare primary drivers of bicycle collisiones.

BICYCLE INJURY COLLISION BY VIOLATION CATEGORY
KSI Collisions Injury Collisions
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10%
15%
20%
25%
30%
14%
26%
3%
19%
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12%
10%
1%
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21%
29%
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1%
5%
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Other hazardous
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Pedestrian
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Traffic signals
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Wrong side
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of way
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turning
Other hazardous
violation
Pedestrian
right of way
Traffic signals
and signs improper or backing of road driving dricer (or pedestrian)

BICYCLE INJURY COLLISION BY VIOLATION CATEGORY
KSI Collisions Injury Collisions
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Pleasanton Transportation Safety Action Plan

Pleasanton Transportation Safety Action Plan

HIGH INJURY NETWORK The next phase of the analysis focused on identifying the High Injury Network (HIN) within the City of Pleasanton, including both roadway segments and intersections. Collision data were analyzed and spatially visualized using GIS tools to identify locations with the highest concentrations of injury and Killed or Severely Injured (KSI) collisions. OVERALL HIGH INJURY NETWORK The Overall High Injury Network (HIN) represents the system-wide network of corridors and intersections with the ˂ˏʳ˂ʍ͛ͩࢫ ʱ͍ʍ͋ͷʍ̌ɲΩࢫ Ʉ̌ɾࢫ ͛ʍΘʍ͍ˏͩΩࢫ ̛ʱࢫ ɲ̛˵˵ˏ͛ˏ̛̌͛ࢫ Ʉɲ̛͍͛͛ࢫ ͩ˂ʍࢫ -ˏͩΩࢫof Pleasanton. This network was developed using a severity-based scoring approach and is generally consistent with the Alameda County Transportation Commission (Alameda CTC) High Injury Network developed at the regional level. ė˂ˏ͛ࢫɄ˵ˏʳ̌̆ʍ̌ͩࢫɲ̛̌ё͍̆͛ࢫ ͩ˂Ʉͩࢫö˵ʍɄ͛Ʉ̛࣭̌ͩ̌͛ࢫˏ˂ʳ˂ʍ࣒͍͛ͩˏ͛ˬࢫɲ̛͍͍ˏɾ̛͍͛ࢫ͍ʍђʍɲͩࢫɩ̛͍Ʉɾʍ͍ࢫ͍ʍʳˏ̛̌Ʉ˵ࢫ͛ɄʱʍͩΩࢫͅɄͩͩʍ͍̌͛ࢫɄ̌ɾࢫΘɄ˵ˏɾɄͩʍ͛ࢫͩ˂ʍࢫuse of the Overall HIN as a reliable representation of systemwide safety risk. The Overall HIN provides a comprehensive view of where collisions are most concentrated and serves as the foundation for identifying long-term safety priorities across the transportation network. Pleasanton’s roadway network consists of approximately 214 centerline miles, of which approximately 33.6 miles (about 16 ͅʍ͍ɲʍ̌ͩࢫࣝɄ͍ʍࢫˏɾʍ̌ͩˏёʍɾࢫɄ͛ࢫͅɄ͍ͩࢫ̛ʱࢫͩ˂ʍࢫÌΘʍ͍Ʉ˵˵ࢫz†½ࢫࢶ8ʍ͛ͅˏͩʍࢫrepresenting a relatively small portion of the total network, these corridors account for 563 injury collisions, which is approximately 70 percent of all injury collisions citywide.

This concentration of collisions highlights the disproportionate safety risk on a limited number of corridors and reinforces the importance of prioritizing investments along the High Injury ½ʍͩΝ̛͍ˬࢫ̛ͩࢫɄɲ˂ˏʍΘʍࢫͩ˂ʍࢫʳ͍ʍɄͩʍ͛ͩࢫ͛ɄʱʍͩΩࢫɩʍ̌ʍёͩ͛ࢫࢶOVERALL HIGH INJURY CORRIDORS A comprehensive list of high-injury corridors was developed ɩɄ͛ʍɾࢫ̛̌ࢫͩ˂ʍࢫ ʱ͍ʍ͋ͷʍ̌ɲΩࢫɄ̌ɾࢫ͛ʍΘʍ͍ˏͩΩࢫ̛ʱࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫࢶė˂ʍ͛ʍࢫɲ̛͍͍ˏdors were ranked using a priority scoring system designed to objectively evaluate safety needs and identify locations with the greatest potential for reducing fatalities and serious injuries. The scoring framework incorporates the following weighted factors: • Severity index (KSI collisions = 5 points, visible injury collisions = 3 points, complaint of pain collisions = 1 point) (Weightage = 25%) • Number of KSI collisions (Weightage = 25%) • Number of pedestrian and bicycle-related collisions (Weightage = 25%)
• Number of intersection-related collisions (Weightage = 25%) Based on this methodology, a total of ten high-injury corridors Νʍ͍ʍࢫˏɾʍ̌ͩˏёʍɾࢫࢶė˂ʍ͛ʍࢫɲ̛͍͍ˏɾ̛͍͛ࢫΝʍ͍ʍࢫ͛ʍ˵ʍɲͩʍɾࢫɾͷʍࢫ̛ͩࢫͩ˂ʍˏ͍ࢫˏ˂ʳ˂ʱ͍ʍ͋ͷʍ̌ɲΩࢫɄ̌ɾࢫ͛ʍΘʍ͍ˏͩΩࢫ̛ʱࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫࢷͅɄ͍ͩˏɲͷ˵Ʉ͍˵Ωࢫͩ˂̛͛ʍࢫˏ̌Θ̛˵Θˏ̌ʳࢫfatal and severe injuries. The detailed calculations for priority score are shown in Appendix BFOCUSED HIGH INJURY NETWORK Building upon the Overall High Injury Network (HIN), a Focused zˏʳ˂ࢫ†̌˥ͷ͍Ωࢫ1/2ʍͩΝ̛͍ˬࣜࢫk½ࢫࣝΝɄ͛ࢫɾʍΘʍ˵̛ͅʍɾࢫ̛ͩࢫʱͷ͍ͩ˂ʍ͍ࢫ͍ʍё̌ʍࢫ͍ͅˏ̛͍-ity locations for implementation and funding. While the Overall z†½ࢫˏɾʍ̌ͩˏёʍ͛ࢫ͛Ω͛ͩʍ̆Νˏɾʍࢫ͍ˏ͛ˬࢫࢷͩ˂ʍࢫk½ࢫɄͅͅ˵ˏʍ͛ࢫɄɾɾˏͩˏ̛̌Ʉ˵ࢫɲ͍ˏͩʍ͍ˏɄࢫ ̛ͩࢫ͍ͅˏ̛͍ˏͩˏηʍࢫ͛ͅʍɲˏёɲࢫɲ̛͍͍ˏɾ̛͍ࢫ͛ʍʳ̆ʍ̌ͩ͛ࢫΝ˂ʍ͍ʍࢫ͛ɄʱʍͩΩࢫˏ̛͍̆ͅΘʍments can have the greatest impact and be most competitive for funding opportunities.Pleasanton’s roadway network consists of approximately 214 centerline miles, of which approximately 33.6 miles (about 16 ͅʍ͍ɲʍ̌ͩࢫࣝɄ͍ʍࢫˏɾʍ̌ͩˏёʍɾࢫɄ͛ࢫͅɄ͍ͩࢫ̛ʱࢫͩ˂ʍࢫÌΘʍ͍Ʉ˵˵ࢫz†½ࢫࢶė˂ʍࢫk½ࢫˏ͛ࢫɄࢫsubset of the HIN and is approximately 8.7 miles (about 25 percent of the HIN and 4% of the City’s centerline miles) and these segments account for 254 injury collisions, or approximately 50% of the HIN collisions and 31 percent of all injury collisions citywide.This concentration of collisions highlights that even within the HIN there are a number of corridor segments that experience a disproportionately high share of severe safety issues, reinforcing the importance of focusing near-term investments and implementation efforts within the FN.The FN incorporates a weighted prioritization framework that considers: • Collision severity (KSI collisions) (20 percent) • Speed-related collisiones (20 percent) • Pedestrian collisions (15 percent) • Bicycle collisions (15 percent) • Proximity to schools and community destinations (10 percent) • Collisions per Mile, corridors with higher collision rates per mile are prioritized to account for risk relative to corridor length (10 percent) • Collisions per 1,000 AADT, corridors with higher collision ͍Ʉͩʍ͛ࢫ͍ʍ˵ɄͩˏΘʍࢫ̛ͩࢫ͍ͩɄʱёɲࢫΘ̛˵ͷ̆ʍࢫɄ͍ʍࢫʍ̆ͅ˂Ʉ͛ˏηʍɾࢫ̛ͩࢫɲɄͩͅͷ͍ʍࢫexposure-based risk (10 percent)

Pleasanton Transportation Safety Action Plan

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Bicycle-focused corridors were evaluated using a weighted framework that considers safety performance, exposure, and connectivity to key destinations. The criteria and corresponding weights are as follows: • Bicycle KSI Collisions (30 percent) – Corridors with higher numbers of fatal and severe injury bicycle collisions are prioritized to address critical safety concerns. • ė͍ɄʱёɲࢫŅ̛˵ͷ̆ʍࢫ࠸࠴ࣜࢫͅʍ͍ɲʍ̌ͩࢫ࣓ࢫࣝzˏʳ˂ʍ͍࣒Θ̛˵ͷ̆ʍࢫɲ̛͍͍ˏɾ̛͍͛ࢫɄ͍ʍࢫ emphasized due to increased exposure and potential ɲ̛̌ђˏɲͩ͛ࢫɩʍͩΝʍʍ̌ࢫΘʍ˂ˏɲ˵ʍ͛ࢫɄ̌ɾࢫɩˏɲΩɲ˵ˏ͛ͩ͛ࢫࢶ • Collision Rate per Mile (20 percent) – Corridors with higher collision rates per mile are prioritized to account for risk relative to corridor length.
• Proximity to Schools (15 percent) – Corridors near schools are prioritized to enhance safety for student bicyclists and support safe routes to school. • Proximity to Parks (15 percent) – Corridors serving parks are emphasized to support recreational cycling and improve access to open spaces. • Transit Access (5 percent) – Corridors near transit stops Ʉ͍ʍࢫɲ̛̌͛ˏɾʍ͍ʍɾࢫ̛ͩࢫˏ̛͍̆ͅΘʍࢫё͍͛ͩࢫ࣒Ʉ̌ɾࢫ˵Ʉ࣒͛ͩ̆˵ˏʍࢫɲ̛̌̌ʍɲͩˏΘˏty for bicyclists. öH8HĊėþ†
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ė†Ì½CRITERIA Pedestrian-focused corridors were prioritized using a weighted framework that considers safety outcomes, exposure, and proximity to key activity generators. The criteria and corresponding weights are as follows: • Pedestrian Fatal Collisions (20 percent) – Highest priority is assigned to corridors with a history of pedestrian fatalities to address the most critical safety risks. • Pedestrian Severe Injury Collisions (20 percent) – Corridors with severe injury collisions are emphasized due to their sig-̌ˏёɲɄ̌ͩࢫ͛ɄʱʍͩΩࢫˏ̆ͅɄɲͩࢫࢶ • Pedestrian Visible Injury Collisions (15 percent) – Included to capture moderate injury risk and broader safety patterns. • Pedestrian Complaint of Pain Collisions (15 percent) – Lowʍ͍࣒͛ʍΘʍ͍ˏͩΩࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫɄ͍ʍࢫɲ̛̌͛ˏɾʍ͍ʍɾࢫ̛ͩࢫ͍ʍђʍɲͩࢫ̛Θʍ͍Ʉ˵˵ࢫͅʍɾʍ͛- trian safety trends.
• ė͍Ʉʱёɲࢫ Ņ̛˵ͷ̆ʍࢫ ࢫ࠸࠴ࣜ ͅʍ͍ɲʍ̌ͩࢫࣝ ࢫ࣓ zˏʳ˂ʍ͍࣒Θ̛˵ͷ̆ʍࢫ ɲ̛͍͍ˏɾ̛͍͛ࢫ Ʉ͍ʍࢫ prioritized due to increased pedestrian exposure and conђˏɲͩࢫ̛ͩͅʍ̌ͩˏɄ˵ࢫࢶ • Proximity to Schools (5 percent) – Corridors near schools are emphasized to improve safety for students and encourage walking. • Proximity to Parks (5 percent) – Corridors serving parks are prioritized to enhance access to recreational destinations. • Transit Access (5 percent) – Corridors near transit stops are ˏ̌ɲ˵ͷɾʍɾࢫ̛ͩࢫ͛ͷ̛͍ͩͅͅࢫ͛Ʉʱʍࢫͅʍɾʍ͍͛ͩˏɄ̌ࢫɄɲɲʍ͛͛ࢫʱ̛͍ࢫё͍͛ͩࢫ࣒Ʉ̌ɾࢫ˵Ʉ࣒͛ͩmile connections.

This approach enables the City to: • Target high-impact corridor segments for near-term improvements • Align projects with state and federal funding programs (e.g., SS4A, HSIP)
• Focus resources on locations with the greatest safety needs Ʉ̌ɾࢫɲ̛̆̆ͷ̌ˏͩΩࢫɩʍ̌ʍёͩࢫ
Using the methodologies described above, a set of high-injury ͛ʍʳ̆ʍ̌ͩ͛ࢫɄ̌ɾࢫˏ̌ͩʍ͍͛ʍɲͩˏ̛̌͛ࢫΝʍ͍ʍࢫˏɾʍ̌ͩˏёʍɾࢫɄ̌ɾࢫ͍Ʉ̌ˬʍɾࢫɩɄ͛ʍɾࢫ̛̌ࢫɲ̛˵˵ˏ͛ˏ̛̌ࢫʱ͍ʍ͋ͷʍ̌ɲΩࢫࢷ͛ʍΘʍ͍ˏͩΩࢫࢷɄ̌ɾࢫ̆ͷ˵ͩˏ̛̆ɾɄ˵ࢫ͍ˏ͛ˬࢫʱɄɲ̛͍ͩ͛ࢫࢶGiven that 82 percent of injury collisions occurred at intersections, special emphasis was placed on identifying and prioritizing intersections based on the methodology with the highest injury collision counts. As a result, ten high-injury intersections wʍ͍ʍࢫˏɾʍ̌ͩˏёʍɾࢫɄ̌ɾࢫ͍Ʉ̌ˬʍɾࢫ̛ͩࢫʳͷˏɾʍࢫͩɄ͍ʳʍͩʍɾࢫ͛ɄʱʍͩΩࢫˏ̆- provements in the most critical locations.

PEDESTRIAN AND BICYCLE FOCUSED HIGH INJURY NETWORKS To better address the safety needs of vulnerable roadway usʍ͍͛ࢫࢷ ͩ˂ʍࢫɄ̌Ʉ˵Ω͛ˏ͛ࢫˏɾʍ̌ͩˏёʍɾࢫ̛̆ɾʍ࣒͛ͅʍɲˏёɲࢫk̛ɲͷ͛ʍɾࢫzˏʳ˂ࢫ †̌˥ͷry Networks for pedestrians (PFN) and bicyclists (BFN). These networks apply tailored prioritization criteria to highlight corridors with the highest safety risks for each mode, supporting targeted and data-driven investment strategies.

Pleasanton Transportation Safety Action Plan

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The map illustrates the high injury corridors in City of Pleasanton based on KSI and injury collisions between January 1, 2020, and December 31, 2024.

Pleasanton Transportation Safety Action Plan

HIN
Rank HIN Corridor Fatal Severe Injury Other Visible Injury Complaint of Pain KSI Collisions All Collisions Collisions occurred at Intersection Pedestrian Collisions Bicycle Collisions Length (miles) Priority Score A Hopyard Road: I-580 to Del Valle
Pkwy 1 7 27 41 8 76 67 3 14 2.91 9.98
B Santa Rita Road: I-580 to Jensen Street 0 4 31 54 4 89 68 3 18 2.72 9.10 C Stoneridge Drive: Foothill Road to El Charro Road 1 4 28 42 5 75 69 3 8 4.91 8.02 D Foothill Road: I-580 to Golden Eagle Way 1 5 30 29 6 65 52 3 8 4.21 7.73 E Bernal Avenue: Foothill Road to Vineyard Avenue 0 5 23 34 5 62 47 5 11 4.04 7.50 F Valley Avenue: Sunol Boulevard to Vineyard Avenue 0 2 22 32 2 56 45 4 14 4.52 6.27 G Owens Drive: Johnson Drive to W Las Positas Boulevard 0 5 13 21 5 39 31 4 10 1.68 6.02 H W Las Positas Boulevard: Foothill Road to Boardwalk Street 1 3 18 14 4 36 27 0 12 3.79 5.29 I Sunol Boulevard: Bernal Avenue to I-680 0 4 16 26 4 46 41 0 3 2.13 4.77 J Hacienda Drive: I-580 to W Las Positas Boulevard 1 3 6 9 4 19 18 2 0 2.69 3.10

Pleasanton Transportation Safety Action Plan

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The map illustrates the focused corridors in City of Pleasanton based on KSI and injury collisions between January 1, 2020, and December 31, 2024.

Pleasanton Transportation Safety Action Plan

Rank Focused Corridor KSI Collisions Injury Collisions Unsafe Speed Collisions Pedestrian Collisions Bicycle Collisions Collisions near Schools Collisions near Parks Score 1 Hopyard Road: Valley Avenue to West Las Positas Boulevard 2 26 6 1 6 1 5 58.41 2 Hopyard Road: Valley Avenue to Black Avenue 4 11 1 3 2 1 6 49.233 Santa Rita Road: Valley Avenue to Mohr Avenue 1 16 5 1 5 0 5 44.86 4 Owens Drive: Willow Road to Hacienda Drive 3 10 3 0 5 0 0 40.58 5 Main Street: Stanley Boulevard to W Angela Street 0 13 1 3 3 5 3 40.53 6 Santa Rita Road: Mohr Avenue to Stoneridge Drive 1 17 7 0 3 0 0 40.12 7 Stoneridge Drive: Stoneridge Mall Road to Johnson Drive 2 23 5 0 3 0 0 39.65 8 Foothill Road: Stoneridge Drive to Northern city limit 0 30 5 2 0 0 1 38.96 9 West Las Positas Boulevard: Hopyard Road to Hacienda Drive 3 8 2 0 2 5 1 38.45 10 Santa Rita Road: Stanley Boulevard to Black Avenue 0 12 2 1 5 5 2 38.39 11 Sunol Boulevard: I-680 to Sonoma Drive 3 39 3 0 1 0 5 37.27 12 Valley Avenue: Crestline Road to Santa Rita Road 1 9 4 1 1 5 5 37.1813 Hopyard Road: Stoneridge Drive to Owens Drive 2 19 7 0 0 0 0 37.04 14 Bernal Avenue: Valley Avenue to Pleasanton Avenue 1 11 5 2 1 1 1 36.89 15 Foothill Road: Foothill Knolls Drive to West Las Positas Bou- levard 0 10 5 1 1 5 1 36.85 TOTAL 23 254 61 15 38 28 35

THE TABLE BELOW PROVIDES THE LIST OF OVERALL FOCUSED CORRIDORS FOR INJURY COLLISIONS WITHIN THE CITY

Pleasanton Transportation Safety Action Plan

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The map illustrates the high injury intersections in City of Pleasanton based on injury collisions between January 1, 2020 and December 31, 2024.

Rank INTERSECTION
1 Santa Rita Road & Valley Avenue
2 Stonridge Drive & Santa Rita Road3 Hopyard Road & Las Positas Boulevard 4 Stonridge Drive & Hopyard Road
5 Foothil Road & Canyon Way
6 Owens Drive & Hacienda Drrive
7 Las Positas Boulevard & Santa Rita Road
8 Stoneridge Drive & Chabot Drive
9 Stoneridge Drive & Las Positas Boulevard
10 Staney Boulevard & Valley Avenue
11 Sunol Boulevard & I-680 Off Ramps

Pleasanton Transportation Safety Action Plan

HIN
Rank HIN Intersection Fatal Severe Injury Other Visible Injury Complaint of Pain KSI Collisions Injury Collisions Pedestrian Collisions Bicycle Collisions 1 Santa Rita Road & Valley Avenue 0 1 4 11 1 16 0 4
2 Stoneridge Drive & Santa Rita Road 0 0 5 10 0 15 1 33 Hopyard Road & W Las Positas Boulevard 1 1 4 8 2 14 0 1 4 Stoneridge Drive & Hopyard Road 0 0 3 10 0 13 0 1
5 Foothill Road & Canyon Way 0 0 2 9 0 11 0 0
6 Owens Drive & Hacienda Drive 0 2 4 4 2 10 0 2
7 W Las Positas Boulevard & Santa Rita Road 0 0 5 5 0 10 0 0 8 Stoneridge Drive & Chabot Drive 0 0 4 5 0 9 0 1
9 Stoneridge Drive & W Las Positas Boulevard 0 1 5 2 1 8 0 1 10 Stanley Boulevard & Valley Avenue 0 1 2 5 1 8 0 0
Total 1 6 38 69 7 114 1 13
HIN Rank Intersections Fatal Severe Injury Other Visible Injury Complaint of Pain KSI Collisions Injury Collisions Pedestrian Collisions Bicycle Collisions C1 Sunol Boulevard & I-680 NB On-Off Ramps 0 2 5 11 2 18 0 0C2 Sunol Boulevard & I-680 SB On-Off Ramps 0 0 4 8 0 12 0 0Total 0 2 9 19 2 30 0 0 THE TABLE BELOW PROVIDES THE LIST OF HIGH INJURY INTERSECTIONS WITHIN THE CITY OF PLEASANTON. ---------------NOTE: Two intersections have been identified and included in the High Injury Intersections category due to their concentration of injury-related collisions.

Pleasanton Transportation Safety Action Plan

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The map illustrates the focused corridors in City of Pleasanton based on pedestrian collisions between January 1, 2020 and December 31, 2024.

Pleasanton Transportation Safety Action Plan

Rank Pedestrian Focused Corridor KSI Collisions Injury Collisions Score 1 Hopyard Road: Valley Avenue to Black Avenue 2 3 40.65 2 Main Street: Stanley Boulevard to W Angela Street 0 3 38.893 Stoneridge Drive: Kamp Drive to Trevor Parkway 1 2 37.41 4 Foothill Road: Stoneridge Drive to northern city limit 0 2 30.83 5 Owens Drive: West Las Positas Boulevard to Rosewood Drive 0 2 25.22 6 Santa Rita Road: Stanley Boulevard to Black Avenue 0 1 21.80 7 Bernal Avenue: First Street to Windmill Lane 1 1 21.19 8 Valley Avenue: Crestline Road to Santa Rita Road 0 1 20.86 9 Foothill Road: Foothill Knolls Drive to West Las Positas Boulevard 0 1 20.83 10 Bernal Avenue: Valley Avenue to Pleasanton Avenue 0 2 20.66 11 Bernal Avenue: Windmill Lane to Kottinger Drive 1 1 20.65 12 Foothill Road: Muirwood Drive (north) to Stoneridge Drive 1 1 17.5013 Valley Avenue: Hopyard Road to Crestline Road 0 1 17.25 14 Santa Rita Road: Black Avenue to Valley Avenue 0 1 16.53 15 Hopyard Road: Valley Avenue to West Las Positas Boulevard 0 1 16.44 16 Santa Rita Road: Valley Avenue to Mohr Avenue 0 1 15.79 17 Valley Avenue: South Paseo Santa Cruz to Hopyard Road 0 1 15.52 18 Owens Drive: Hopyard Road to Johnson Drive 0 1 12.41 19 Owens Drive: Hopyard Road to Willow Road 0 1 11.90
20 Hacienda Drive: Stoneridge Drive to Owens Drive 0 1 11.67

Pleasanton Transportation Safety Action Plan

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The map illustrates the focused corridors in City of Pleasanton based on bicycle collisions between January 1, 2020 and December 31, 2024.

Pleasanton Transportation Safety Action Plan

Rank Bicycle Focused Corridor KSI Collisions Injury Collisions Score 1 Owens Drive: Willow Road to Hacienda Drive 2 5 50.30
2 Foothill Road: Bernal Avenue to Foothill Knolls Drive 1 3 46.103 Owens Drive: Hopyard Road to Johnson Drive 1 3 44.82 4 Foothill Road: West Las Positas Boulevard to Muirwood Drive (north) 1 3 43.58 5 West Las Positas Boulevard: Foothill Road to Payne Road 1 4 39.43 6 Hopyard Road: Valley Avenue to West Las Positas Boulevard 0 6 38.02 7 Santa Rita Road: Valley Avenue to Mohr Avenue 0 5 37.84 8 Santa Rita Road: Stanley Boulevard to Black Avenue 0 5 37.27 9 Bernal Avenue: First Street to Windmill Lane 0 3 35.69 10 Valley Avenue: Santa Rita Road to Busch Road 0 5 35.41 11 Santa Rita Road: Black Avenue to Valley Avenue 0 3 35.15 12 Main Street: Stanley Boulevard to W Angela Street 0 3 34.6513 Santa Rita Road: West Las Positas Boulevard to Rosewood Drive 1 3 33.47 14 Valley Avenue: Crestline Road to Santa Rita Road 0 1 31.72 15 Sunol Boulevard: Sonoma Drive to Bernal Avenue 0 3 30.77 16 Bernal Avenue: Windmill Lane to Kottinger Drive 0 2 28.80 17 Valley Avenue: Oak Vista Way to Case Avenue 0 1 28.64 18 West Las Positas Boulevard: Santa Rita Road to Boardwalk Street 0 4 28.38 19 Valley Avenue: Hopyard Road to Crestline Road 0 2 27.53 20 West Las Positas Boulevard: Hopyard Road to Hacienda Drive 0 2 24.53

Pleasanton Transportation Safety Action Plan

COLLISION PROFILES -̛˵˵ˏ͛ˏ̛̌ࢫơ͍̈ё˵ʍ͛ࢫˏɾʍ̌ͩˏʱΩࢫ͍ʍɲͷ͍͍ˏ̌ʳࢫͅɄͩͩʍ͍̌͛ࢫˏ̌ࢫˏ̌˥ͷ͍Ω࣒͍ʍ˵Ʉͩʍɾࢫ͍ͩɄʱёɲࢫɲ̛˵-lisions within the City of Pleasanton based on comprehensive data Ʉ̌Ʉ˵Ω͛ˏ͛ࢫࢶ ė˂ʍ͛ʍࢫ ̛͍ͅё˵ʍ͛ࢫ ʱ̛͍̆ࢫ Ʉࢫ ɲ͍ˏͩˏɲɄ˵ࢫ ʱ̛ͷ̌ɾɄͩˏ̛̌ࢫ ̛ʱࢫ ͩ˂ʍࢫ ö˵ʍɄ͛Ʉ̛̌ͩ̌ࢫTransportation Safety Action Plan (PTSAP) by supporting data-driven decision-making and the development of targeted safety strategies.ė˂ʍࢫ̛͍ͅё˵ʍ͛ࢫˏ˂ʳ˂˵ˏʳ˂ͩࢫˬʍΩࢫɲ̛˵˵ˏ͛ˏ̛̌ࢫͩῼʍ͛ࢫࢷɲ̛͍̌ͩˏɩͷͩˏ̌ʳࢫʱɄɲ̛͍ͩ͛ࢫࢷɾ͍ˏΘʍ͍ࢫɩʍhaviors, location characteristics, and environmental conditions (such as lighting) associated with the highest risk to roadway users. By identifying these patterns, the City can prioritize the most effective safety improvements and countermeasures to reduce collisions and improve overall roadway safety.ė˂ˏ͛ࢫ ͛ʍɲͩˏ̛̌ࢫ ͛ͷ̆̆Ʉ͍ˏηʍ͛ࢫ ͩ˂ʍࢫˬ ʍΩࢫ ɲ̛˵˵ˏ͛ˏ̛̌ࢫ ̛͍ͅё˵ʍ͛ࢫˏ ɾʍ̌ͩˏёʍɾࢫˏ ̌ࢫö˵ʍɄ͛-anton based on detailed analysis of collision data from January 2020 through December 2024, which includes a total of 809 injury collisions, ̛ʱࢫΝ˂ˏɲ˂ࢫ࠺࠹ࢫΝʍ͍ʍࢫɲ˵Ʉ͛͛ˏёʍɾࢫɄ͛ࢫŸĊ†ࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫࢶ
ࢫ̛ͩͩɄ˵ࢫ̛ʱࢫ̌ˏ̌ʍࢫɲ̛˵˵ˏ͛ˏ̛̌ࢫ̛͍ͅ- ё˵ʍ͛ࢫΝʍ͍ʍࢫɾʍΘʍ˵̛ͅʍɾࢫࢷ͍ʍ͍ͅʍ͛ʍ̌ͩˏ̌ʳࢫͩ˂ʍࢫ̛̆͛ͩࢫɲ̛̛̆̆̌ࢫɄ̌ɾࢫɲ͍ˏͩˏɲɄ˵ࢫɲ̛˵˵ˏsion patterns observed across the City’s roadway network.k̛͍ ʍɄɲ˂ ɲ̛˵˵ˏ͛ˏ̛̌ ̛͍ͅё˵ʍࢷ ͩˏ˂͛ ɲ˂Ʉͩͅʍ͍ ˏ̌ɲ˵ͷɾʍ͛ࢸ • Total number of injury collisions and KSI collisions (out of the 809 total injury collisions and 67 KSI collisions analyzed) • ŸʍΩࢫ͍ͩʍ̌ɾ͛ࢫɄ̛͛͛ɲˏɄͩʍɾࢫΝˏͩ˂ࢫʍɄɲ˂ࢫ̛͍ͅё˵ʍࣜࢫʍࢶʳࢫࢷࢶɲ̛˵˵ˏ͛ˏ̛̌ࢫͩῼʍࢫࢷΘˏ̛˵Ʉͩˏ̛̌ࢫ category, location, and lighting conditions)
• Primary travel modes involved (e.g., vehicles, pedestrians, bicyclists, and motorcyclists)
• A map illustrating the geographic distribution of collisions †ɾʍ̌ͩˏёʍɾ -̛˵˵ˏ͛ˏ̛̌ ơ͍̈ё˵ʍ͛ࢸė˂ʍࢫʱ̛˵˵̛Νˏ̌ʳࢫ̌ˏ̌ʍࢫɲ̛˵˵ˏ͛ˏ̛̌ࢫ̛͍ͅё˵ʍ͛ࢫ͍ʍ͍ͅʍ͛ʍ̌ͩࢫͩ˂ʍࢫ̛̆͛ͩࢫ͍ͅʍΘɄ˵ʍ̌ͩࢫ͛ɄʱʍͩΩࢫchallenges in Pleasanton:
1 23
5 4
6 Improve Safety at Intersections – 667 collisions, 51 KSIAddress Broadside Collisions – 327 collisions, 14 KSIReduce Unsafe Speed-Related Collisions – 197 collisions, 15 KSIReduce Nighttime Collisions – 191 collisions, 29 KSI
ɾɾ͍ʍ͛͛ࢫė͍ɄʱёɲࢫĊˏʳ̌Ʉ˵ࢫɄ̌ɾࢫĊˏʳ̌ࢫŅˏ̛˵Ʉͩˏ̛̌͛ࢫ࠹࠸࠴ࢫ࣓ࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫ࠺ࢫࢷŸĊ†Improve Bicycle Safety – 146 collisions, 21 KSI 8 7
9 Reduce Improper Turning Collisions – 108 collisions, 8 KSReduce DUI-Related Collisions – 55 collisions, 12 KSIImprove Pedestrian Safety – 52 collisions, 10 KSI

Pleasanton Transportation Safety Action Plan

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ÌΝʍ̌͛
8͍ˏΘʍ
%ʍ͍̌Ʉ˵
Θʍ̌ ͷʍ
k̛̛ͩ˂ˏ˵˵ þ̛Ʉɾ
%ͷ͛ɲ˂ࢫþ̛Ʉɾ
›̛ ˂ ̛̌͛̌ 8͍ˏ Θ ʍ
Ņˏ̌ʍΩɄ͍ɾ
Θʍ̌ͷʍ
k̛̛ͩ˂ˏ ˵˵ þ̛Ʉɾ



ĊʍΘʍ͍ˏͩΩ
͍Ω
1INTERSECTIONS667COLLISIONS
Mode Injury Collisions/KSI
Passenger Car or Pickup Truck 441/25Bicycle 117/13Pedestrian 47/9Motorcycle 15/0Truck 14/1Unknown 26/3Others 7/0 Collision Type
Broadside 300/13Rear End 142/6Hit Object 81/14
Violation Category
ė͍ɄʱёɲࢫĊˏʳ̌Ʉ˵͛ࢫɄ̌ɾࢫSighs 155/7Unsafe Speed 146/10Automobile Right of Way 124/5 Lighting Conditions
Nighttime Collisions 159/19
INJURY COLLISIONS 667KSI COLLISIONS 51
-̛˵˵ˏ͛ˏ̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
kɄͩɄ˵ĊʍΘʍ͍ʍࢫ†̌˥ͷ͍ΩŅˏ͛ˏɩ˵ʍࢫ†̌˥ͷ͍Ω-̛̆ͅ˵Ʉˏ̌ͩࢫ̛ʱࢫͅɄˏ̌ ࠴࠳ ࠸ࢶ࠳˵ˏ· ʍ͛

Pleasanton Transportation Safety Action Plan

-˂Ʉɩ̛ͩ 8͍ˏΘ ʍ
öˏ̆˵ˏɲ̛
8͍ˏΘʍ
Ċ̛ͩ̌ʍ͍ˏɾʳʍ ·Ʉ˵˵ þ̛Ʉɾ
Ċͩ ̛̌ʍ͍ˏɾʳʍ
8͍ˏΘʍ
zɄɲˏʍ̌ɾɄ 8͍ˏΘʍ
ŅɄ˵˵ʍΩࢫ
Θʍ̌ͷʍ
-Ʉ͛ʍ
Θʍ ̌ͷʍ
ŋˏ˵˵̛Νࢫþ̛Ʉɾ
kˏ͍͛ͩࢫĊ͍ͩʍʍͩ
nˏɩ͍
Ʉ˵ͩɄ͍ 8 ͍ ˏΘʍ
ĊɄ̌ͩɄþˏͩɄ þ̛Ʉɾ
·Ʉˏ̌ Ċ͍ͩʍʍͩ
Ċͷ̛̌˵ % ̛ͷ˵ʍΘɄ͍ɾ
˵- ˵ Ÿ̛
ʍ ̌ ͩ ʍ͍ ö Ʉ ͍ ˬΝɄΩ
ÌΝʍ̌͛
8͍ˏΘʍ
%ʍ
͍̌Ʉ˵
Θʍ̌ ͷʍ
k̛̛ͩ˂ˏ˵˵ þ̛Ʉɾ
%ͷ͛ɲ˂ࢫþ̛Ʉɾ
›̛ ˂ ̛̌͛̌ 8͍ˏ Θ ʍ
Ņˏ̌ʍΩɄ͍ɾ
Θʍ̌ͷʍ
k̛̛ͩ˂ˏ ˵˵ þ̛Ʉɾ


˵ˏ͛ˏ̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
kɄͩɄ˵ĊʍΘʍ͍ʍ †̌˥ͷ͍Ω
2ADDRESS BROADSIDE COLLISIONS 327COLLISIONS
INJURY COLLISIONS 327KSI COLLISIONS 14
Mode Injury Collisions/KSI
Passenger Car or Pickup Truck 221/6Bicycle 80/8Unknown 13/0Motorcycle 7/0Truck 5/0Others 1/0 Violation Category
ė͍ɄʱёɲࢫĊˏʳ̌Ʉ˵͛ࢫɄ̌ɾࢫSigns 139/7Automobile Right of Way 123/3Improper Turning 25/2 Location
Occurred at Intersections 300/13Lighting ConditionsNighttime Collisions 65/0 -̛˵˵ˏ͛ˏ̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
kɄͩɄ˵ĊʍΘʍ͍ʍࢫ†̌˥ͷ͍ΩŅˏ͛ˏɩ˵ʍࢫ†̌˥ͷ͍Ω-̛̆ͅ˵Ʉˏ̌ͩࢫ̛ʱࢫͅɄˏ̌ ࠴࠳ ࠸ࢶ࠳˵ˏ· ʍ͛

Pleasanton Transportation Safety Action Plan

3þH8Ĥ-H Ĥ½Ċ
kH ĊöHH8ࣙþH§
ėH8COLLISIONS197COLLISIONSINJURY COLLISIONS 197KSI COLLISIONS 15 Mode Injury Collisions/ KSI
Passenger Car or Pickup Truck 152/6Bicycle 31/6Motorcycle 8/2Truck 3/0Others 1/0Pedestrian 1/1Unknown 1/0Collision TypeRear End 140/6Hit Object 28/5 Location
Occurred at Intersections 146/10Lighting ConditionsNighttime Collisions 31/5 -˂Ʉɩ̛ͩ 8͍ˏΘ ʍ
öˏ̆˵ˏɲ̛
8͍ˏΘʍ
Ċ̛ͩ̌ʍ͍ˏɾʳʍ·Ʉ˵˵ þ̛Ʉɾ
Ċͩ ̛̌ʍ͍ˏɾʳʍ
8͍ˏΘʍ
zɄɲˏʍ̌ɾɄ 8͍ˏΘʍ
ŅɄ˵˵ʍΩࢫ
Θʍ̌ͷʍ
-Ʉ͛ʍ
Θʍ ̌ͷʍ
ŋˏ˵˵̛Νࢫþ̛Ʉɾ
kˏ͍͛ͩࢫĊ͍ͩʍʍͩ
nˏɩ͍
Ʉ˵ͩɄ͍ 8 ͍ ˏΘʍ
ĊɄ̌ͩɄþˏͩɄ þ̛Ʉɾ
·Ʉˏ̌ Ċ͍ͩʍʍͩ
Ċͷ̛̌˵ % ̛ͷ˵ʍΘɄ͍ɾ
˵- ˵ Ÿ̛
ʍ ̌ ͩ ʍ͍ ö Ʉ ͍ ˬΝɄΩ
ÌΝʍ̌͛
8͍ˏΘʍ
%ʍ
͍̌Ʉ˵
Θʍ̌ ͷʍ
k̛̛ͩ˂ˏ˵˵ þ̛Ʉɾ
%ͷ͛ɲ˂ࢫþ̛Ʉɾ
›̛ ˂ ̛̌͛̌ 8͍ˏ Θ ʍ
Ņˏ̌ʍΩɄ͍ɾ
Θʍ̌ͷʍ
k̛̛ͩ˂ˏ ˵˵ þ̛Ʉɾ


˵ˏ͛ˏ̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
kɄͩɄ˵ĊʍΘʍ͍ʍࢫ†̌˥ͷ͍Ω
-̛˵˵ˏ͛ˏ̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
kɄͩɄ˵ĊʍΘʍ͍ʍࢫ†̌˥ͷ͍ΩŅˏ͛ˏɩ˵ʍࢫ†̌˥ͷ͍Ω-̛̆ͅ˵Ʉˏ̌ͩࢫ̛ʱࢫͅɄˏ̌ ࠴࠳ ࠸ࢶ࠳˵ˏ· ʍ͛

Pleasanton Transportation Safety Action Plan

4þH8Ĥ-H Ĥ½Ċ
kH ĊöHH8ࣙþH§
ėH8COLLISIONS191COLLISIONSINJURY COLLISIONS 191KSI COLLISIONS 29 -˂Ʉɩ̛ͩ 8͍ˏΘ ʍ
öˏ̆˵ˏɲ̛
8͍ˏΘʍ
Ċ̛ͩ̌ʍ͍ˏɾʳʍ ·Ʉ˵˵ þ̛Ʉɾ
Ċͩ ̛̌ʍ͍ˏɾʳʍ
8͍ˏΘʍ
zɄɲˏʍ̌ɾɄ 8͍ˏΘʍ
ŅɄ˵˵ʍΩࢫ
Θʍ̌ͷʍ
-Ʉ͛ʍ
Θʍ ̌ͷʍ
ŋˏ˵˵̛Νࢫþ̛Ʉɾ
kˏ͍͛ͩࢫĊ͍ͩʍʍͩ
nˏɩ͍
Ʉ˵ͩɄ͍ 8 ͍ ˏΘʍ
ĊɄ̌ͩɄþˏͩɄ þ̛Ʉɾ
·Ʉˏ̌ Ċ͍ͩʍʍͩ
Ċͷ̛̌˵ % ̛ͷ˵ʍΘɄ͍ɾ
˵- ˵ Ÿ̛
ʍ ̌ ͩ ʍ͍ ö Ʉ ͍ ˬΝɄΩ
ÌΝʍ̌͛
8͍ˏΘʍ
%ʍ
͍̌Ʉ˵
Θʍ̌ ͷʍ
k̛̛ͩ˂ˏ˵˵ þ̛Ʉɾ
%ͷ͛ɲ˂ࢫþ̛Ʉɾ
›̛ ˂ ̛̌͛̌ 8͍ˏ Θ ʍ
Ņˏ̌ʍΩɄ͍ɾ
Θʍ̌ͷʍ
k̛̛ͩ˂ˏ ˵˵ þ̛Ʉɾ



̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
Ʉ˵
Θʍ͍ʍ †̌˥ͷ͍Ω
Mode Injury Collisions/ KSI
Passenger Car or Pickup Truck 142/16Bicycle 18/5Pedestrian 18/7Unknown 7/1Motorcycle 5/0Truck 1/0 Collision Type
Broadside 65/2Hit Object 49/13Rear End 27/4
Violation Category
DUI 39/11ė͍ɄʱёɲࢫĊˏʳ̌Ʉ˵͛ࢫɄ̌ɾࢫSigns 31/1Unsafe Speed 31/6 Location
Occurred at Intersections 159/24
-̛˵˵ˏ͛ˏ̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
kɄͩɄ˵ĊʍΘʍ͍ʍࢫ†̌˥ͷ͍ΩŅˏ͛ˏɩ˵ʍࢫ†̌˥ͷ͍Ω-̛̆ͅ˵Ʉˏ̌ͩࢫ̛ʱࢫͅɄˏ̌ ࠴࠳ ࠸ࢶ࠳˵ˏ· ʍ͛

Pleasanton Transportation Safety Action Plan

5ADDRESS TRAFFIC SIGNS AND SIGࣙNALS VIOLATIONS156COLLISIONSINJURY COLLISIONS 156KSI COLLISIONS 7 Mode Injury Collisions/ KSI
Passenger Car or Pickup Truck 119/5Bicycle 17/2Unknown 14/0Truck 3/0Motorcycle 2/0Pedestrian 1/0Collision TypeBroadside 139/7 Location
Occurred at Intersections 155/7Lighting ConditionsNighttime Collisions 31/1 -
˂Ʉ
ɩ̛ͩ 8͍ˏ
Θ
ʍ
öˏ̆˵ˏɲ̛8͍ˏΘʍĊ̛ͩ̌ʍ͍ˏɾʳʍ ·Ʉ˵˵
þ
̛Ʉɾ Ċͩ ̛̌ʍ͍ˏɾʳʍ 8͍ˏΘʍ
zɄɲˏʍ̌ɾ
Ʉ
8͍ˏΘʍ
ŅɄ˵˵ʍΩࢫ
Θʍ̌ͷʍ
-Ʉ͛ʍ

Θʍ ̌
ͷʍ
ŋˏ˵˵̛Νࢫþ̛Ʉɾ
kˏ͍͛ͩࢫĊ͍ͩʍʍͩ
nˏɩ͍ Ʉ˵ͩɄ͍
8 ͍
ˏΘʍ
ĊɄ̌
ͩɄ þˏͩɄ þ̛Ʉɾ
·Ʉˏ̌
Ċ͍ͩʍʍͩ
Ċͷ̛̌˵ % ̛ͷ˵ʍΘɄ͍ɾ
˵- ˵ Ÿ̛ ʍ ̌
ͩ ʍ͍
ö Ʉ ͍ ˬΝɄΩ
ÌΝʍ̌͛ 8͍ˏΘʍ
%ʍ͍̌Ʉ˵
Θʍ̌ ͷʍ
k̛
̛ͩ˂ˏ˵˵ þ̛Ʉɾ
%ͷ͛ɲ˂ࢫþ̛Ʉɾ
›̛
˂
̛̌͛̌ 8͍ˏ Θ ʍ
Ņˏ̌ʍΩɄ͍ɾ
Θʍ̌ͷʍ
k̛̛ͩ˂ˏ ˵˵ þ̛Ʉɾ



̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
ͩɄ˵
Θʍ͍ʍࢫ†̌˥ͷ͍Ω
-̛˵˵ˏ͛ˏ̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
kɄͩɄ˵ĊʍΘʍ͍ʍࢫ†̌˥ͷ͍ΩŅˏ͛ˏɩ˵ʍࢫ†̌˥ͷ͍Ω-̛̆ͅ˵Ʉˏ̌ͩࢫ̛ʱࢫͅɄˏ̌ ࠴࠳ ࠸ࢶ࠳˵ˏ· ʍ͛

Pleasanton Transportation Safety Action Plan

Mode Injury Collisions/ KSI
Bicycle 146/21
Collision Type Injury Collisions
Broadside 80/8
Violation Category Injury Collisions
Automobile Right of Way 38/3Unsafe Speed 31/6Improper Turning 23/4 Location Injury Collisions
Occurred at Intersections 117/13
Lighting Conditions Injury Collisions
Nighttime Collisions 18/5
6IMPROVE BICYCLE SAFETY 146COLLISIONSINJURY COLLISIONS 146KSI COLLISIONS 21 -˂Ʉ
ɩ̛ͩ 8͍ˏΘ
ʍ
öˏ̆˵ˏɲ̛8͍ˏΘʍĊ̛ͩ̌ʍ͍ˏɾʳʍ ·Ʉ˵˵
þ
̛Ʉ
ɾ Ċͩ ̛̌ʍ͍ˏɾʳʍ 8͍ˏΘʍ
zɄɲˏʍ̌ɾ
Ʉ
8͍ˏΘʍ
ŅɄ˵˵ʍΩࢫ
Θʍ̌ͷʍ
-Ʉ͛ʍ
Θʍ ̌
ͷʍ
ŋˏ˵˵̛Νࢫþ̛Ʉɾ
kˏ͍͛ͩࢫĊ͍ͩʍʍͩ
nˏɩ͍ Ʉ˵ͩɄ͍
8 ͍
ˏΘʍ
ĊɄ̌
ͩɄþˏͩɄþ̛
Ʉɾ
·Ʉˏ̌
Ċ͍ͩʍʍͩ
Ċͷ̛̌˵ % ̛ͷ˵ʍΘɄ͍ɾ
˵- ˵ Ÿ̛ ʍ ̌
ͩ ʍ͍
ö Ʉ ͍ ˬΝɄΩ
ÌΝʍ̌͛ 8͍ˏΘʍ
%ʍ͍̌Ʉ˵
Θʍ̌ ͷʍ
k̛
̛ͩ˂ˏ˵˵ þ̛Ʉɾ
%ͷ͛ɲ˂ࢫþ̛Ʉɾ
›̛
˂
̛̌͛̌ 8͍ˏ Θ ʍ
Ņˏ̌ʍΩɄ͍ɾ
Θʍ̌ͷʍ
k̛̛ͩ˂ˏ ˵˵ þ̛Ʉɾ



͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
†̌˥ͷ͍Ω
-̛˵˵ˏ͛ˏ̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
kɄͩɄ˵ĊʍΘʍ͍ʍࢫ†̌˥ͷ͍ΩŅˏ͛ˏɩ˵ʍࢫ†̌˥ͷ͍Ω-̛̆ͅ˵Ʉˏ̌ͩࢫ̛ʱࢫͅɄˏ̌ ࠴࠳ ࠸ࢶ࠳˵ˏ· ʍ͛

Pleasanton Transportation Safety Action Plan

Mode Injury Collisions/KSI
Passenger Car or Pickup Truck 70/4Bicycle 23/4Motorcycle 5/0Truck 5/0Pedestrian 3/0Unknown 2/0 Collision Type
Hit Object 38/5Broadside 25/2Sideswipe 16/0
Location
Occurred at Intersections 76/3
Lighting Conditions
Nighttime Collisions 30/2
7REDUCE IMPROPER TURNING COLLIࣙSIONS 108COLLISIONSINJURY COLLISIONS 108KSI COLLISIONS 8 -˂Ʉɩ̛ͩ 8͍ˏΘ ʍ
öˏ̆˵ˏɲ̛
8͍ˏΘʍ
Ċ̛ͩ̌ʍ͍ˏɾʳʍ ·Ʉ˵˵ þ̛Ʉɾ
Ċͩ ̛̌ʍ͍ˏɾʳʍ
8͍ˏΘʍ
zɄɲˏʍ̌ɾɄ 8͍ˏΘʍ
ŅɄ˵˵ʍΩࢫ
Θʍ̌ͷʍ
-Ʉ͛ʍ
Θʍ ̌ͷʍ
ŋˏ˵˵̛Νࢫþ̛Ʉɾ
kˏ͍͛ͩࢫĊ͍ͩʍʍͩ
nˏɩ͍
Ʉ˵ͩɄ͍ 8 ͍ ˏΘʍ
ĊɄ̌ͩɄþˏͩɄ þ̛Ʉɾ
·Ʉˏ̌ Ċ͍ͩʍʍͩ
Ċͷ̛̌˵ % ̛ͷ˵ʍΘɄ͍ɾ
˵- ˵ Ÿ̛
ʍ ̌ ͩ ʍ͍ ö Ʉ ͍ ˬΝɄΩ
ÌΝʍ̌͛
8͍ˏΘʍ
%ʍ
͍̌Ʉ˵
Θʍ̌ ͷʍ
k̛̛ͩ˂ˏ˵˵ þ̛Ʉɾ
%ͷ͛ɲ˂ࢫþ̛Ʉɾ
›̛ ˂ ̛̌͛̌ 8͍ˏ Θ ʍ
Ņˏ̌ʍΩɄ͍ɾ
Θʍ̌ͷʍ
k̛̛ͩ˂ˏ ˵˵ þ̛Ʉɾ



̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
Ʉ˵
Θʍ͍ʍ †̌˥ͷ͍Ω
-̛˵˵ˏ͛ˏ̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
kɄͩɄ˵ĊʍΘʍ͍ʍࢫ†̌˥ͷ͍ΩŅˏ͛ˏɩ˵ʍࢫ†̌˥ͷ͍Ω-̛̆ͅ˵Ʉˏ̌ͩࢫ̛ʱࢫͅɄˏ̌ ࠴࠳ ࠸ࢶ࠳˵ˏ· ʍ͛

Pleasanton Transportation Safety Action Plan

Mode Injury Collisions/ KSI
Passenger Car or Pickup Truck 46/10Bicycle 4/0Others 2/0Unknown 2/1Pedestrian 1/1 Collision Type
Hit Object 31/8Rear End 11/1
Location
Occurred at Intersections 43/11
Lighting Conditions
Nighttime Collisions 39/11
8þH8Ĥ-H 8Ĥ†ࣙþH§
ėH8 -̧§†Ċ†Ì½Ċ55COLLISIONSINJURY COLLISIONS 55KSI COLLISIONS 12 -˂
Ʉ
ɩ̛ͩ 8͍ˏΘ
ʍ
öˏ̆˵ˏɲ̛8͍ˏΘʍĊ̛ͩ̌ʍ͍ˏɾʳʍ ·Ʉ˵˵
þ
̛Ʉɾ Ċͩ ̛̌ʍ͍ˏɾʳʍ 8͍ˏΘʍ
zɄɲˏʍ̌ɾ
Ʉ
8͍ˏΘʍ
ŅɄ˵˵ʍΩࢫ
Θʍ̌ͷʍ
-Ʉ͛ʍ
Θʍ ̌
ͷʍ
ŋˏ˵˵̛Νࢫþ̛Ʉɾ
kˏ͍͛ͩࢫĊ͍ͩʍʍͩ
nˏɩ͍ Ʉ˵ͩɄ͍
8 ͍
ˏΘʍ
ĊɄ̌
ͩɄþˏͩɄ þ̛
Ʉɾ
·Ʉˏ̌
Ċ͍ͩʍʍͩ
Ċͷ̛̌˵ % ̛ͷ˵ʍΘɄ͍ɾ
˵- ˵ Ÿ̛ ʍ ̌
ͩ ʍ͍
ö Ʉ ͍ ˬΝɄΩ
ÌΝʍ̌͛ 8͍ˏΘʍ
%ʍ͍̌Ʉ˵
Θʍ̌ ͷʍ
k̛
̛ͩ˂ˏ˵˵ þ̛Ʉɾ
%ͷ͛ɲ˂ࢫþ̛Ʉɾ
›̛
˂
̛̌͛̌ 8͍ˏ Θ ʍ
Ņˏ̌ʍΩɄ͍ɾ
Θʍ̌ͷʍ
k̛̛ͩ˂ˏ ˵˵ þ̛Ʉɾ



̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
Ʉ˵
Θʍ͍ʍ †̌˥ͷ͍Ω
-̛˵˵ˏ͛ˏ̛̌͛ࢫɩΩࢫĊʍΘʍ͍ˏͩΩ
kɄͩɄ˵ĊʍΘʍ͍ʍࢫ†̌˥ͷ͍ΩŅˏ͛ˏɩ˵ʍࢫ†̌˥ͷ͍Ω-̛̆ͅ˵Ʉˏ̌ͩࢫ̛ʱࢫͅɄˏ̌ ࠴࠳ ࠸ࢶ࠳˵ˏ· ʍ͛

Pleasanton Transportation Safety Action Plan

Mode Injury Collisions/ KSI
Pedestrian 52/10
Collision Type
Vehicle/Pedestrian 51/10Violation CategoryPedestrian Right of Way 31/5Pedestrian Violation 10/3 Location
Occurred at Intersections 47/9
Lighting Conditions
Nighttime Collisions 17/7
9IMPROVE PEDESTRIAN SAFETY 52COLLISIONSINJURY COLLISIONS 52KSI COLLISIONS 10 –
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
–
-˂Ʉɩ̛ͩ 8͍ˏΘ ʍ
öˏ̆˵ˏɲ̛
8͍ˏΘʍ
–Ċ̛ͩ̌ʍ͍ˏɾʳʍ ·Ʉ˵˵ þ̛Ʉɾ
–
–
Ċͩ ̛̌ʍ͍ˏɾʳʍ
8͍ˏΘʍ
–
zɄɲˏʍ̌ɾɄ 8͍ˏΘʍ
– ŅɄ˵˵ʍΩࢫ
Θʍ̌ͷʍ
-Ʉ͛ʍ
Θʍ ̌ͷʍ
ŋˏ˵˵̛Νࢫþ̛Ʉɾ
–
–
–
–
kˏ͍͛ͩࢫĊ͍ͩʍʍͩ
–nˏɩ͍
Ʉ˵ͩɄ͍ 8 ͍ ˏΘʍ
–
–
ĊɄ̌ͩɄþˏͩɄ þ̛Ʉɾ
–
–
–
–
·Ʉˏ̌ Ċ͍ͩʍʍͩ
Ċͷ̛̌˵ % ̛ͷ˵ʍΘɄ͍ɾ
–
˵- ˵ Ÿ̛
ʍ ̌ ͩ ʍ͍ ö Ʉ ͍ ˬΝɄΩ
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͛ʍ ·ˏ˵࠸ࢶ࠳ ࠴࠳
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– kɄͩɄ˵– ĊʍΘʍ͍ʍࢫ†̌˥ͷ͍Ω– Ņˏ͛ˏɩ˵ʍࢫ†̌˥ͷ͍Ω– -̛̆ͅ˵Ʉˏ̌ͩࢫ̛ʱࢫͅɄˏ̌

Pleasanton Transportation Safety Action Plan

04 ENGAGEMENTAND COLLABORATION

Pleasanton Transportation Safety Action Plan

PURPOSE OF ENGAGEMENTThe purpose of the engagement process was to support a transparent, data-driven, and community-informed planning effort. The City emphasized early and continuous outreach to ʍ̌͛ͷ͍ʍࢫͩ˂Ʉͩࢫͩ˂ʍࢫöėĊ
öࢫ͍ʍђʍɲͩ͛ࢫͩ˂ʍࢫ̌ʍʍɾ͛ࢫࢷɲ̛̌ɲʍ͍̌͛ࢫࢷɄ̌ɾࢫˏ˵Θʍɾࢫexperiences of all roadway users, including pedestrians, bicyclists, transit riders, and motorists.COMMUNITY INPUT WAS ESSENTIAL TO:• Identify safety concerns and high-risk locations • Understand transportation challenges across modes • Inform the development of strategies and countermeasures • Prioritize projects for implementation CHAPTER 4. ENGAGEMENT AND COLLABORATION
ENGAGEMENT OBJECTIVESThe City of Pleasanton established the following objectives to guide the engagement process:• Pleasanton’s commitment — Pleasanton is committed to creating safer streets for all users by working to reduce trafёɲࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ͛ʍ͍ˏ̛ͷ͛ࢫˏ̌˥ͷ͍ˏʍ͛ࢫࢷʳͷˏɾʍɾࢫɩΩࢫͩ˂ʍࢫöėĊ
öࢶ • Communityinformed strategies — The engagement process captured meaningful input from residents, stakeholders, and City staff, directly shaping strategies to improve safety across all modes of transportation. • Local perspectives — Community perspectives on concerns, issues, and opportunities, along with targeted stakeholder feedback, informed the projects, programs, and policies included in the PTSAP. • Broad outreach — Engagement opportunities were pro-
̛̆ͩʍɾࢫ ͩ˂̛͍ͷʳ˂ࢫ ͩ˂ʍࢫ-ˏͩΩࢫΝʍɩ͛ˏͩʍࢫࢷђΩʍ͍͛ࢫࢷɄ̌ɾࢫʍ̆Ʉˏ˵ࢫɄ˵ʍ͍ͩ͛ࢫ ̛ͩࢫensure broad awareness and participation. • Transparent process — The City maintained an open, transparent, and collaborative approach to gather meaningful feedback, communicate what was heard, and incorporate ͩ˂Ʉͩࢫˏ̌ͅͷͩࢫˏ̛̌ͩࢫͩ˂ʍࢫё̌Ʉ˵ࢫöėĊ
ö STAKEHOLDER GROUPA stakeholder group was formed to support the development of the PTSAP by reviewing materials and providing input throughout the planning process. The group represented a wide range of transportation system users and community interests.STAKEHOLDER REPRESENTATIVES INCLUDED:• Bicycle Pedestrian Trails Committee • Senior community representatives • ö˵ʍɄ͛Ʉ̛̌ͩ̌ࢫĤ̌ˏёʍɾࢫĊɲ˂̛̛˵ࢫ8ˏ͍͛ͩˏɲͩࢫ• City Serve • Wheels Bus • Pleasanton Chamber of Commerce • Hacienda Business District • City of Pleasanton Public Works, Police, and Fire Departments
Community engagement and outreach were central to the development of the City of Pleasanton’s Transportation Safety Action Plan (PTSAP). The City implemented a comprehensive and inclusive engagement program that combined stakeholder coordination, digital tools, and community meetings to ensure broad participation.kʍʍɾɩɄɲˬࢫʳɄͩ˂ʍ͍ʍɾࢫͩ˂̛͍ͷʳ˂ࢫͩ˂ʍ͛ʍࢫʍʱʱ̛͍ͩ͛ࢫɾˏ͍ʍɲͩ˵Ωࢫˏ̌ʱ̛͍̆ʍɾࢫͩ˂ʍࢫˏɾʍ̌ͩˏёɲɄͩˏ̛̌ࢫ̛ʱࢫ͍ͅˏ̛͍ˏͩΩࢫ͛ɄʱʍͩΩࢫˏ͛͛ͷʍ͛ࢫࢷͩ˂ʍࢫɾʍΘʍ˵̛̆ͅʍ̌ͩࢫ̛ʱࢫɲ̛ͷ̌ͩʍ͍̆ʍɄ͛ͷ͍ʍ͛ࢫࢷɄ̌ɾࢫͩ˂ʍࢫ͛ʍ˵ʍɲͩˏ̛̌ࢫ̛ʱࢫ͛ɄʱʍͩΩࢫ̛͍ͅ˥ʍɲͩ͛ࢫࢶė˂ˏ͛ࢫ̛͍ɩͷ͛ͩࢫ̛͍ͅ-ɲʍ͛͛ࢫʍ̌͛ͷ͍ʍ͛ࢫͩ˂Ʉͩࢫͩ˂ʍࢫöėĊ
öࢫ͍ʍђʍɲͩ͛ࢫɲ̛̆̆ͷ̌ˏͩΩࢫ͍ͅˏ̛͍ˏͩˏʍ͛ࢫɄ̌ɾࢫ̛͍ͅΘˏɾʍ͛ࢫɄࢫɲ˵ʍɄ͍ࢫࢷɄɲͩˏ̛̌Ʉɩ˵ʍࢫ̛͍Ʉɾ̆Ʉͅࢫʱ̛͍ࢫ͍ʍɾͷɲˏ̌ʳࢫ͍ͩɄʱёɲ࣒͍ʍ˵ɄͩʍɾࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ͛ʍ͍ˏ̛ͷ͛ࢫˏ̌˥ͷ͍ˏʍ͛ࢫɄɲ̛͍͛͛ࢫͩ˂ʍࢫ-ˏͩΩࢶ

Pleasanton Transportation Safety Action Plan

COMMUNITY ENGAGEMENT STRATEGYPleasanton developed its PTSAP framework using three primary input sources: stakeholder meetings, community feedback, and online mapping tools. By combining insights from public outreach activities—including workshops, stakeholder discussions, and online engagement tools (Maptionnaire) with a review of historic collision trends, the City established a strong foundation for developing recommendations that directly address community safety concerns.Input gathered through these efforts provided meaningful ˏ̌͛ˏʳ˂ͩࢫˏ̛̌ͩࢫ͍ʍ͛ˏɾʍ̌ͩ͛ࢫˏ˵ΘʍɾࢫʍΦͅʍ͍ˏʍ̌ɲʍ͛ࢫࢷˏɾʍ̌ͩˏёʍɾࢫ͍ͅˏ̛͍ˏͩΩࢫareas for improvement, and highlighted preferred solutions. ė˂ˏ͛ࢫɲ̛̆̆ͷ̌ˏͩΩࢫʱʍʍɾɩɄɲˬࢫ̛̌ͩࢫ̛̌˵ΩࢫΘɄ˵ˏɾɄͩʍɾࢫˬʍΩࢫё̌ɾˏ̌ʳ͛ࢫʱ̛͍̆ࢫthe safety analysis but also revealed concerns not captured through collision records alone.

STAKEHOLDER & COMMUNITY MEETINGS Pleasanton hosted a series of virtual community meetings via Zoom to introduce the PTSAP and gather input from residents and stakeholders representing a broad range of perspectives. Spanish interpretation was available to ensure inclusive participation.The virtual meetings provided an accessible and welcoming forum for attendees to engage with City staff and the PTSAP ͩʍɄ̆ࢫࢷ͍ʍɲʍˏΘʍࢫ̛͍ͅ˥ʍɲͩࢫˏ̌ʱ̛͍̆Ʉͩˏ̛̌ࢫࢷɄ͛ˬࢫ͋ͷʍ͛ͩˏ̛̌͛ࢫࢷɄ̌ɾࢫ͛˂Ʉ͍ʍࢫsafety concerns at their convenience. Participants were also directed to key next steps, including staying connected with the PTSAP process, visiting the Maptionnaire platform, and submitting additional comments to the project team.

Each virtual meeting followed a consistent format, beginning with an introductory presentation and followed by a live Q&A session with technical experts. Facilitators encouraged open dialogue, allowing attendees to discuss issues directly with subjectmatter specialists in real time.

City Council AdoptionMay 19, 2026

Pleasanton Transportation Safety Action Plan

ADDITIONAL OUTREACH EFFORTSTo further expand outreach, City staff engaged directly with local organizations and community groups. These efforts helped reach a broader audience and encouraged participation from diverse community members.Additional outreach activities included:• Senior Center events • City Serve events • ö˵ʍɄ͛Ʉ̛̌ͩ̌ࢫĤ̌ˏёʍɾࢫĊɲ˂̛̛˵ࢫ8ˏ͍͛ͩˏɲͩࢫöɄ͍ʍ̌ͩࢫ-̛̆̆ͷ̌ˏɲɄͩˏ̛̌ࢫ Council meetings
• Pleasanton North Rotary • Pleasanton Rotary • Pleasanton Chamber of Commerce events TRANSPARENCY AND USE OF PUBLIC INPUTThe City maintained a transparent and collaborative process throughout the development of the PTSAP. The project website was regularly updated to provide information and keep the public informed.Public input collected through meetings, surveys, and the interactive mapping tool was compiled and analyzed to:• Identify priority safety concerns • Inform the development of countermeasures • Support the prioritization of safety projects ė˂ˏ͛ࢫʍ̌͛ͷ͍ʍɾࢫͩ˂Ʉͩࢫɲ̛̆̆ͷ̌ˏͩΩࢫʱʍʍɾɩɄɲˬࢫɾˏ͍ʍɲͩ˵Ωࢫˏ̌ђͷʍ̌ɲʍɾࢫͩ˂ʍࢫё̌Ʉ˵ࢫ͍ʍɲ̛̆̆ʍ̌ɾɄͩˏ̛̌͛ࢫ̛ʱࢫͩ˂ʍࢫö˵Ʉ̌ࢶ PROJECT WEBSITE AND ONLINE TOOLSAs an early step in the public engagement process, Pleasanton launched a dedicated project website (pleasantontransportationsafety.com), to share information about the PTSAP and collect communityreported transportation safety concerns. The website served as a central hub for project updates, background materials, collision data, and interactive engagement tools.A key feature of the website was an interactive mapbased ͋ͷʍ͛ͩˏ̛̌̌Ʉˏ͍ʍࢫͅ˵Ʉͩʱ̛͍̆ࣜࢫ·Ʉͩͅˏ̛̌̌Ʉˏ͍ʍࢫࢷࣝΝ˂ˏɲ˂ࢫɄ˵˵̛Νʍɾࢫɲ̛̆-̆ͷ̌ˏͩΩࢫ̆ʍ̆ɩʍ͍͛ࢫ̛ͩࢫˏɾʍ̌ͩˏʱΩࢫ͛ͅʍɲˏёɲࢫɄ͍ʍɄ͛ࢫ̛ʱࢫɲ̛̌ɲʍ͍̌ࢫɩΩࢫͅ˵Ʉɲing pins or drawing lines within the city. Participants could also provide written descriptions of their safety issues, offering valuable context to support the collision analysis.The detailed summary of the Maptionnaire is in Appendix C.

Pleasanton Transportation Safety Action Plan

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Pleasanton Transportation Safety Action Plan

Pleasanton Transportation Safety Action Plan

The community engagement effort received a ̛ͩͩɄ˵ࢫ̛ʱࢫ ࢫ࠷࠸࠶ͷ̌ˏ͋ͷʍࢫ ɲ̛̆̆ʍ̌ͩ͛ࢫ ʱ̛͍̆ࢫ ࢫ࠷࠻࠴ ͍ʍ̛͛̌ͅ-ɾʍ̌ͩ͛ࢫɄ̌ɾࢫ࠶࠴࠹ࢫ͍ͩɄʱёɲࢫɲ̛̌ɲʍ͍̌͛ࢫͩ˂̛͍ͷʳ˂ࢫͩ˂ʍࢫˏ̌ͩʍ͍-ɄɲͩˏΘʍࢫ̆Ʉͅࢫͅ˵Ʉͩʱ̛͍̆ࢫࢶÌʱࢫͩ˂ʍ͛ʍࢫ͍ͩɄʱёɲࢫɲ̛̌ɲʍ͍̌͛ࢫ࠴࠸࠵ࢫࢷɲ̛̆̆ʍ̌ͩ͛ࢫ Νʍ͍ʍࢫ ̛ͅˏ࣒̌ͩ͛ͅʍɲˏёɲࢫࢷ ͩῼˏɲɄ˵˵Ωࢫ˵ ̛ɲɄͩʍɾࢫat intersections, while 103 comments were linebased, identifying concerns along roadway corridors. Each public comment was categorized into one or more of the following themes: • Ċˏʳ̌ࢫĤͅʳ͍Ʉɾʍ͛ࢫࣃࢫė͍ɄʱёɲࢫĊˏʳ̌ࢫŅˏ̛˵Ʉͩˏ̛̌͛ࢫ• School Safety • Signal Upgrade • Bicycle Safety • Pedestrian Safety • Intersection Safety • Speeding • Limited Visibility • Turning Movements (Right or Left Turns) • Pavement Condition • Narrow Road • Road Safety ¨È nX! !
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Pleasanton Transportation Safety Action Plan

05 POLICYANDPROCESS CHANGES

Pleasanton Transportation Safety Action Plan

ɲ˂ˏʍΘˏ̌ʳࢫͩ˂ʍࢫʳ̛Ʉ˵͛ࢫ̛ʱࢫͩ˂ʍࢫö˵ʍɄ͛Ʉ̛̌ͩ̌ࢫė͍Ʉ̛͍̌͛ͩͅɄͩˏ̛̌ࢫĊɄʱʍͩΩࢫ
ɲͩˏ̛̌ࢫö˵Ʉ̌ࣜࢫöėĊ
öࢫ͍ࣝʍ͋ͷˏ͍ʍ͛ࢫ̛͍̆ʍࢫͩ˂Ʉ̌ࢫͅ˂Ω͛ˏɲɄ˵ࢫˏ̛͍̆ͅΘʍ̆ʍ̌ͩࢫ̛ͩࢫ͍͛ͩʍʍͩ͛ࢫɄ̌ɾࢫˏ̌ͩʍ͍͛ʍɲͩˏ̛̌͛ࢫࢶ†ͩࢫ͍ʍ͋ͷˏ͍ʍ͛ࢫˏ̌͛ͩˏͩͷͩˏ̛̌Ʉ˵ࢫɲ˂Ʉ̌ʳʍ͛ࢫͩ˂Ʉͩࢫʍ̆- bed safety into the City’s policies, processes, and day-to-day decision-making.This chapter outlines the policy and process changes needed to support long-term implementation of the PTSAP. These changes ensure that the Safe System Approach is consistently applied across planning, design, operations, and maintenance activities.The recommendations and actions presented in this chapter are informed by the City’s collision analysis, High Injury Network (HIN), stakeholder input, and existing planning efforts. Together, they establish a framework for advancing proactive, data-driven, and coordinated safety improvements across Pleasanton.

CHAPTER 5. POLICY AND PROCESS CHANGES
POLICY AND PROCESS RECOMMENDATIONSThe following high-level recommendations provide strategic direction for integrating safety into City practices. These recommendations complement the engineering strategies and projʍɲͩ͛ࢫˏɾʍ̌ͩˏёʍɾࢫˏ̌ࢫ͛ͷɩ͛ʍ͋ͷʍ̌ͩࢫɲ˂Ʉͩͅʍ͍͛ࢫɩΩࢫʍ̌͛ͷ͍ˏ̌ʳࢫͩ˂Ʉͩࢫ͛ɄʱʍͩΩࢫis institutionalized across all transportation-related decisions.Multimodal Street PlanningPleasanton will continue to expand and enhance its multimodal transportation network by integrating pedestrian, bicycle, and transit improvements into planning and project development processes. These efforts will improve connectivity to schools, parks, transit, and commercial areas.Complete Streets and Context-Sensitive DesignPleasanton will continue to implement Complete Streets principles to ensure that roadways are designed to safely accommodate all users, including pedestrians, bicyclists, transit riders, Ʉ̌ɾࢫ̛̛͍̆ͩˏ͛ͩ͛ࢫࢶ8ʍ͛ˏʳ̌ࢫ̛͛˵ͷͩˏ̛̌͛ࢫΝˏ˵˵ࢫɩʍࢫɲ̛̌ͩʍΦ࣒ͩ͛ʍ̌͛ˏͩˏΘʍࢫࢷ͍ʍђʍɲͩ- ing surrounding land uses, roadway function, and user needs. When implementing Complete Streets and context-sensitive design treatments, the City will ensure consistency with transit ɾʍ͛ˏʳ̌ࢫ ͍ʍ͋ͷˏ͍ʍ̆ʍ̌ͩ͛ࢫࢷˏ ̌ɲ˵ͷɾˏ̌ʳࢫ Ʉɾ˂ʍ͍ʍ̌ɲʍࢫ ̛ͩࢫ ͩ˂ʍࢫ ö˵ʍɄ͛Ʉ̛̌ͩ̌ࢫ School Area Safety and Speed ManagementThe City will continue to enhance safety in school zones by implementing consistent and context-appropriate speed management strategies. This includes evaluating school zone speed limits, improving signage and visibility, and prioritizing infrastructure improvements near schools. These efforts will create safer and more predictable conditions for students and families.

Transit-Oriented and Multimodal DevelopmentPleasanton will support land use and development patterns that promote safe and convenient access to transit, particularly near the Dublin/Pleasanton BART station and key transit corriɾ̛͍͛ࢫࢶ†̌ͩʍʳ͍Ʉͩˏ̌ʳࢫ͛ɄʱʍͩΩࢫˏ̛̌ͩࢫͩ˂ʍ͛ʍࢫɄ͍ʍɄ͛ࢫΝˏ˵˵ࢫˏ̛͍̆ͅΘʍࢫё͍͛ͩࢫ࣒Ʉ̌ɾࢫ˵Ʉ࣒͛ͩ̆˵ˏʍࢫ ɲ̛̌̌ʍɲͩˏΘˏͩΩࢫ Ʉ̌ɾࢫ ͍ʍɾͷɲʍࢫ ɲ̛̌ђˏɲͩ͛ࢫ ɩʍͩΝʍʍ̌ࢫ ̛͍ɄɾΝɄΩࢫusers.Access ManagementThe City will apply access management strategies along major ɲ̛͍͍ˏɾ̛͍͛ࢫ̛ͩࢫ͍ʍɾͷɲʍࢫɲ̛̌ђˏɲͩࢫ̛ͅˏ̌ͩ͛ࢫɄ̌ɾࢫˏ̛͍̆ͅΘʍࢫ̛͍ɄɾΝɄΩࢫ̛ͅʍ͍Ʉtions. These strategies may include managing driveway access, restricting turning movements, and improving internal circulation, while maintaining compatibility with surrounding land uses.Transportation Demand Management (TDM)The City will promote Transportation Demand Management strategies to reduce vehicle trips and encourage safer, more sustainable travel behavior. These strategies include supporting transit use, carpooling, micromobility, and employer-based programs. %ͷ͛ࢫėͷ̛͍̌ͷͩࢫĊͅʍɲˏёɲɄͩˏ̛̌͛ࢫ ࢫࢷࣝ࠺࠴࠳࠵ࣜnˏ˵˵ˏʳࢫɩͷ͛ࢫͩͷ͍̌ˏ̌ʳࢫ͍Ʉɾˏͷ͛ࢫ͍ʍ- ͋ͷˏ͍ʍ̆ʍ̌ͩ͛ࢫࢷɄ̌ɾࢫ-ˏͩΩࢫ̛ʱࢫö˵ʍɄ͛Ʉ̛̌ͩ̌ࢫĊͩɄ̌ɾɄ͍ɾࢫ8ʍͩɄˏ˵͛ࢶ࠷࠶࠴ࢫCorridor PlanningThe City will advance a corridor-based planning approach for ͍ͅˏ̛͍ˏͩΩࢫ ̛͍ɄɾΝɄΩ͛ࢫˏɾʍ̌ͩˏёʍɾࢫ ͩ˂̛͍ͷʳ˂ࢫ ͩ˂ʍࢫzˏʳ˂ࢫ †̌˥ͷ͍Ωࢫ1/2ʍͩΝ̛͍ˬࢫࢶThese efforts will evaluate existing and future travel patterns, land use conditions, and multimodal needs to develop comprehensive, long-term improvement strategies. Corridor planning will integrate infrastructure, operational, and land use considerations to improve safety, mobility, and accessibility along key routes.

Pleasanton Transportation Safety Action Plan

IMPLEMENTABLE ACTIONS FRAMEWORKTo translate these policy and process recommendations into measurable outcomes, the City has developed a comprehensive set of implementable actions that serve as a roadmap for achieving PTSAP goals. These actions are organized around the Safe System Approach and provide a structured framework for implementation across City departments and partner agencies.Each action includes:• 8ʍё̌ʍɾࢫˏ̆ͅ˵ʍ̆ʍ̌ͩɄͩˏ̛̌ࢫͩˏ̆ʍ˵ˏ̌ʍ͛ࢫ• Performance metrics to track progress • Responsible departments and partners Implementation Timeframes
• Short-term: year 0–2 • Medium-term: year 2–5 • Long-term: year 5+ This phased approach allows the City to make immediate progress while advancing long-term, systemic safety improvements.SAFE SYSTEM ACTION AREASThe implementable actions are organized into six core areas ͩ˂Ʉͩࢫ͍ʍђʍɲͩࢫͩ˂ʍࢫĊɄʱʍࢫĊΩ͛ͩʍ̆ࢫ
̛͍ͅͅɄɲ˂ࢫɄ̌ɾࢫɄɾɾ͍ʍ͛͛ࢫˏ̌ʱ͍Ʉ͍͛ͩͷɲture, behavior, policy, and emergency response:

1. Program Initiatives, Education, and Evaluation 2. Safe Roads 3. Safe Road Users 4. Safe Speeds 5. Safe Vehicles 6. Post - Crash Care This structured and collaborative approach ensures that PTSAP principles are consistently applied across City operations and that all stakeholders remain aligned, accountable, and result driven.Overall, the Implementable Actions framework provides a clear, actionable, and adaptable roadmap for reducing fatal and severe injury collisions and advancing a safer transportation system for all users.DETAILED IMPLEMENTABLE ACTIONSThe following section presents the short-term and ongoing list of implementable actions. The full list of implementable actions, including detailed strategies, timelines, responsible partners, and performance measures is included in Appendix D.

These actions operationalize the policy and process changes described above and provide a clear roadmap for reducing fatalities and serious injuries in Pleasanton Together, these categories provide a comprehensive and balanced framework for improving roadway safety in Pleasanton.The Pleasanton PTSAP begins with establishing a strong programmatic foundation to guide implementation and ensure long-term success. Key initiatives include:
• Promoting PTSAP principles across City programs and policies • Integrating safety into ongoing planning and capital improvement efforts • Enhancing data collection, analysis, and performance monitoring A critical component of this framework is the formation of a Transportation Safety Committee which will serve as the central coordinating body for implementation. The Committee is essential to the success of PTSAP, as it fosters cross-departmental collaboration and shared accountability. Consistent with best practices from peer cities, this group should include management-level representatives from key departments. By bringing together representatives across disciplines, the City can break down institutional silos and ensure that safety is embedded in everyday decision-making.The Committee will:
• Establish shared goals and performance metrics • Form sub-group to address targeted issues (e.g., speed management, school safety, data analysis) • Coordinate implementation across departments • Monitor progress and provide regular reporting

Pleasanton Transportation Safety Action Plan

Action No. Action Description Timeline Progress Measure Responsible Partners City Resource A.1 Transportation Safety Committee
Create and maintain interdisciplinary stakeholder group to oversee implementation and coordinate across City departments and partners On-Going Minimum of 2 meetings annually; annual progress summary ė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳࢫࢷơ̈˵ˏɲʍࢫࢷöͷɩ˵ˏɲࢫŋ̛͍ˬ͛ࢫࢷLPFD, LAVTA, Senior Community, Bike Pedestrian Trails Committee, Hacienda Business Park, Chamber of Commerce, PUSD Low
A.2 Educational outreach team and Campaign
Create an Educational outreach Team that will outline 2 outreach campaigns per year. Outreach programs include A-3 through A-9.Conduct campaigns focused on speeding, distracted driving, and impaired driving, prioritizing High Injury Network corridors Short-Term
2 campaigns conducted annually; estimated audience reached Subgroup of Transportation Safety Committee Medium–High A.3 Targeted Outreach Conduct impaired driving outreach near alco- hol-serving establishments Short-Term Number of outreach events conducted annually Police, Community Partners Medium–High A.11 Dedicated PTSAP Funding Establish sustainable funding stream for PTSAP implementation Short-Term Annual funding allo- cated in City budget kˏ̌Ʉ̌ɲʍࢫࢷė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳࢫࢷöͷɩ˵ˏɲࢫŋ̛͍ˬ͛ࢫࢷ City Manager Medium High A.12 Future Plans & Policy Inte- gration Integrate safety into City plans, policies, and design standards Short-Term Number of plans updated; adoption of safety standards Community Development, Risk Management, City Council Low A.13 Collision Map & Website Maintain public-facing collision map and PTSAP website Short-Term Website updates; number of public views †ėࢫ8ʍͅɄ͍ͩ̆ʍ̌ͩࢫࢷė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳ Medium A.16 Bicycle & Pedestrian Counts Maintain multimodal count program On-Going Number of count locations tracked annually ė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳ Medium A.17 Annual PTSAP Internal Report Modify existing annual report and provide to the City Council each spring Short- Term Annual report pub- lished; Council pre- sentations completed ė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳࢫࢷơ̈˵ˏɲʍ Medium

1. PROGRAM INITIATIVES, EDUCATION AND EVALUATION(Governance, funding, data, and accountability actions that establish and sustain the PTSAP program)Program Initiatives, Education and Evaluation outline the foundational actions Pleasanton will take to establish, implement, and continuously improve the PTSAP. These actions focus on governance, funding, data, transparency, and public engagement to support long-term safety outcomes.

Pleasanton Transportation Safety Action Plan

Action
No. Safety Strategy Description Timeline Progress Measure Key Partners City Resource SR.1 High Injury Network Im- provements Secure grant funding and implement safety proj- ects on priority HIN corridors and intersections On-Going Number of projects delivered; miles of corridor improved ė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳࢫࢷöͷɩ˵ˏɲࢫŋ̛͍ˬ͛ High SR.2 Safety Project List Maintain list of safety projects based on collision risk, community input, and PTSAP goals On-Going Number of updates to project list annually ė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳ Low SR.3 ė͍Ʉʱёɲࢫ-̛ˏ˵˵͛ˏ̛̌ࢫ-̛͍͍ʍɲͩˏΘʍࢫ Actions Identify systemic risks based on recent severe colli- sions and implement targeted improvements Short-Term – On-Going Action plan developed; num- ber of locations addressed annually ė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳࢫࢷơ̈˵ˏɲʍࢷ Public Works Medium SR.6 Signal Timing Updates Update signal timing plans to improve safety and operations for all modes Short-Term Percentage of signals updated ė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳ Medium SR.8 Design Standards Update Update and apply multimodal design standards and guidelines to all transportation projects Short-Term – On-going Standards updated every 5 years; % of projects compliant ė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳࢫࢷöͷɩ˵ˏɲࢫŋ̛͍ˬ͛ Medium SR.9 Vegetation Management Maintain clear visibility at intersections, crossings, and along corridors through proactive trimming On-Going Number of priority locations improved annually öͷɩ˵ˏɲࢫŋ̛͍ˬ͛ࢫࢷė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳ Low SR.10 Pavement Marking & Sig- nage Maintenance Maintain and refresh markings and signage to en- sure visibility and compliance On-Going % of HIN corridors meeting vis- ibility standards öͷɩ˵ˏɲࢫŋ̛͍ˬ͛ࢫࢷė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳ Medium SR.11 Street Lighting & Signal Maintenance †̌͛ͅʍɲͩࢫɄ̌ɾࢫ͍ʍͅɄˏ͍ࢫˏ˵ʳ˂ͩˏ̌ʳࢫɄ̌ɾࢫ͛ˏʳ̌Ʉ˵ࢫʍ͋ͷˏ̆ͅʍ̌ͩࢫ to improve nighttime safety On-Going % of reported issues resolved within target timeframe öͷɩ˵ˏɲࢫŋ̛͍ˬ͛ࢫࢷė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳ Medium SR.15 Bicycle Network Expansion Expand and enhance low-stress bicycle network per Active Transportation Plan On-Going Miles of bicycle facilities in- stalled or upgraded ė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳࢫࢷöͷɩ˵ˏɲࢫŋ̛͍ˬ͛ High SR.16 Pedestrian Crossing Im- provements Install and upgrade pedestrian crossing treat- ments along HIN corridors On-Going Number of crossings installed or upgraded annually ė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳࢫࢷöͷɩ˵ˏɲࢫŋ̛͍ˬ͛ High

2. SAFE ROADS(Street design, operations, maintenance, and infrastructure strategies that reduce collision risk and severity)ė˂ʍࢫ-ˏͩΩࢫ̛ʱࢫö˵ʍɄ͛Ʉ̛̌ͩ̌ࢫ͍ͅˏ̛͍ˏͩˏηʍ͛ࢫ͛ɄʱʍͩΩࢫˏ̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫɄ˵̛̌ʳࢫͩ˂ʍࢫzˏʳ˂ࢫ†̌˥ͷ͍Ωࢫ1/2ʍͩΝ̛͍ˬࣜࢫz†½ࢫࣝɄ͛ࢫɄࢫ͍ͅˏ̆Ʉ͍Ωࢫ͍͛ͩɄͩʍʳΩࢫ̛ͩࢫ͍ʍɾͷɲʍࢫ͍ͩɄʱёɲࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ͛ʍ͍ˏ̛ͷ͛ࢫˏ̌˥ͷ͍ˏʍ͛ࢫࢶ†̌ࢫɄɾɾˏͩˏ̛̌ࢫ̛ͩࢫͩɄ͍ʳʍͩʍɾࢫɲ̛͍͍ˏɾ̛͍ࢫimprovements, the City will enhance signal operations, strengthen design standards, and maintain infrastructure to support a safer, multimodal transportation system.

Pleasanton Transportation Safety Action Plan

3. SAFE ROAD USERS(Education, encouragement, enforcement, and mobility strategies that support safer behavior)This section focuses on reducing high-risk behaviors through coordinated education, outreach, and targeted enforcement, while supporting safer travel choices for all roadway users. Strategies emphasize speeding, impairment, distraction, and yielding behaviors, and prioritize high-risk times and locations such as school travel periods, special events, and late-night hours.
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Action
No. Safety Strategy Description Timeline Progress Measure Responsible Partners City Resource SU.1 Safety Education Cam- paigns Conduct campaigns focused on speeding, im- paired driving, and distracted driving Short-Term – Ongoing Number of people reached annually; number of campaigns conducted ė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳࢫơ̈˵ˏɲʍࢫࢷ PUSD High SU.6 Safe Routes to School Pro- gram Expansion Expand and maintain Safe Routes to School program using collision data and HIN corri- dors Short-Term – Ongoing Program expanded; number of participating schools öĤĊ8ࢫࢷơ̈˵ˏɲʍࢷࢫࢫࢷė͍ɄʱёɲࢫȞʳˏ- neering Medium Action
No. Safety Strategy Description Timeline Progress Measure Responsible Partners City Resource VRU.1 Bicycle Pedestrian Master Plan Develop and maintain the City’s Active Trans- portation Plan On-Going Plan adoption and up- dates within 5 years ė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳࢫࢷö˵Ʉ̌̌ˏ̌ʳࢫࢷơ̈˵ˏɲʍࢫࢷ Public Works, LAVTA, PUSD, Bike Pe- destrian Trails Committee High VRU.5 School Area Safety Review and enhance School Crossing Guard Program and safety near schools On-Going Trends in collisions near schools; number of stu- dents walking/biking Engineering, Police, PUSD Low

Pleasanton Transportation Safety Action Plan

4. SAFE SPEED(Speed design, policy, and operational strategies to reduce collision severity and prevent fatal and serious injuries)This section focuses on reducing collision severity and preventing fatal and serious injuries by managing vehicle speeds through a combination of street design, operational strategies, policy updates, and data-driven enforcement.These efforts prioritize corridors and intersections with elevated collision risk, high pedestrian and bicycle activity, and a history of speed-related collisions. By aligning roadway design, policy, and user behavior with safe operating speeds, the City recognizes that speed management is one of the most effective strategies for reducing fatalities and serious injuries and is fundamental to the Safe System Approach.

Action
No. Safety Strategy Description Timeline Progress Measure Responsible Partners City Resource SS.1 Citywide Speed Manage- ment Program Establish and maintain a Citywide Neighbor- ˂̛̛ɾࢫė͍Ʉʱёɲࢫ-Ʉ˵̆ˏ̌ʳࢫơ͍̈ʳ͍Ʉ̆ࢫ̛ͩࢫ͍ͅˏ̛͍ˏͩˏηʍࢫ corridors based on data-driven analysis On-Going Program adoption within 5 years; number of corridors prioritized annually ė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳࢫࢷơ̈˵ˏɲʍ Medium SS.3 Speed Performance Moni- toring Monitor and evaluate operating speeds on major corridors to identify high-risk locations On-Going Annual speed trend reports; num- ber of corridors monitored Community Development, Police Medium SS.4 Signal Speed Optimization
Update signal timing and operations to support safe travel speeds and reduce speeding behavior Short-Term Number of intersections with up- dated signal timing plans Community Development, Police Medium

Pleasanton Transportation Safety Action Plan

5. SAFE VEHICLES(Strategies that reduce collision severity and improve emergency response outcomes)ė˂ˏ͛ࢫ͛ʍɲͩˏ̛̌ࢫʱ̛ɲͷ͛ʍ͛ࢫ̛̌ࢫ͍ʍɾͷɲˏ̌ʳࢫͩ˂ʍࢫ͛ʍΘʍ͍ˏͩΩࢫ̛ʱࢫɲ͍Ʉ͛˂ʍ͛ࢫɄ̌ɾࢫˏ̛͍̆ͅΘˏ̌ʳࢫ͛ͷ͍ΘˏΘɄ˵ࢫ̛ͷͩɲ̛̆ʍ͛ࢫͩ˂̛͍ͷʳ˂ࢫ͛Ʉʱʍ͍ࢫΘʍ˂ˏɲ˵ʍࢫɾʍ͛ˏʳ̌ࢫࢷɄɾΘɄ̌ɲʍɾࢫ͛ɄʱʍͩΩࢫͩʍɲ˂̛̌˵̛ʳˏʍ͛ࢫࢷɄ̌ɾࢫ͍ʍ̛͛̌͛ͅˏɩ˵ʍࢫђʍʍͩࢫ̛ͅʍ͍Ʉͩˏ̛̌͛ࢫࢶĊ͍ͩɄͩʍʳˏʍ͛ࢫemphasize adoption of vehicle-based safety features such as collision avoidance systems, improved driver visibility, and speed management technologies, along with enhanced safety standards ʱ̛͍ࢫͅͷɩ˵ˏɲࢫɄ̌ɾࢫ͍ͅˏΘɄͩʍࢫђʍʍͩ͛ࢶė˂ʍࢫ-ˏͩΩࢫΝˏ˵˵ࢫɄ˵̛͛ࢫɲ̛˵˵Ʉɩ̛͍ɄͩʍࢫΝˏͩ˂ࢫ͍ͩɄ̌͛ˏͩࢫ̛͍ͅΘˏɾʍ͍͛ࢫࢷʱ͍ʍˏʳ˂ͩࢫ̛ͅʍ͍Ʉ̛͍ͩ͛ࢫࢷɄ̌ɾࢫʍ̆ͅ˵̛Ωʍ͍͛ࢫ̛ͩࢫʍΦͅɄ̌ɾࢫͩ˂ʍࢫͷ͛ʍࢫ̛ʱࢫ̛͍ͅΘʍ̌ࢫ͛ɄʱʍͩΩࢫͩʍɲ˂̛̌˵̛ʳˏʍ͛ࢫɄ̌ɾࢫɾɄͩɄ࣒ɾ͍ˏΘʍ̌ࢫђʍʍͩࢫ̆Ʉ̌Ʉʳʍ̆ʍ̌ͩࢫ͍ͅɄɲͩˏɲʍ͛ࢫࢶŋ˂ˏ˵ʍࢫɲ͍Ʉ͛˂ʍ͛ࢫmay still occur, safer vehicles play a critical role in reducing the likelihood of fatal and severe injuries, particularly for vulnerable roadway users. A detailed list of strategies supporting this initiative is provided in Appendix D. ࢶ࠹ öÌĊė ࣙ -þ
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(Strategies that improve emergency response, reduce secondary collisions, and enhance post-collision outcomes)ė˂ˏ͛ࢫ͛ʍɲͩˏ̛̌ࢫʱ̛ɲͷ͛ʍ͛ࢫ̛̌ࢫˏ̛͍̆ͅΘˏ̌ʳࢫ͛ͷ͍ΘˏΘɄ˵ࢫ̛ͷͩɲ̛̆ʍ͛ࢫɄ̌ɾࢫ͍ʍɾͷɲˏ̌ʳࢫͩ˂ʍࢫ͛ʍΘʍ͍ˏͩΩࢫ̛ʱࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫͩ˂̛͍ͷʳ˂ࢫʍʱёɲˏʍ̌ͩࢫʍ̆ʍ͍ʳʍ̌ɲΩࢫ͍ʍ̛͛̌͛ͅʍࢫࢷɲ̛̛͍ɾˏ̌Ʉͩʍɾࢫ̛͛ͩͅࢫ࣒ࢫɲ͍Ʉ͛˂ࢫɲɄ͍ʍࢫࢷɄ̌ɾࢫˏ̛͍̆ͅΘʍɾࢫɾɄͩɄࢫ͛Ω͛ͩʍ̆͛ࢫࢶ Strategies include signal preemption, rapid incident clearance, and enhanced collision data collection to support continuous safety improvements.While preventing collisions is the primary goal, this approach recognizes that when collisions do occur, timely response and coordinated care are critical to reducing fatalities and serious injuries and improving system resilience.

Action
No. Safety Strategy Description Timeline Progress Measure Responsible Partners City Resource PCC.1 Emergency Signal Pre- emption Coordinate and expand signal preemption systems to support faster emergency re- sponse along priority corridors On-Going Number of corridors ʍ͋ͷˏͅͅʍɾࢫΝˏͩ˂ࢫ͛ˏʳ̌Ʉ˵ࢫ͍ͅʍ- emption; response time improvements ė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳࢫơ̈˵ˏɲʍࢫࢷ§ök8 Medium PCC.3 Post-Collision Data En- hancements Improve collision data collection, reporting consistency, and interagency coordination for KSI collisions On-Going Percentage of KSI reports with complete data; estab- lishment of interagency review protocol ơ̈˵ˏɲʍࢫࢷė͍ɄʱёɲࢫȞʳˏ̌ʍʍ͍ˏ̌ʳ Medium

Pleasanton Transportation Safety Action Plan

06 STRATEGIESANDPROJECTSELECTION

Pleasanton Transportation Safety Action Plan

This chapter presents the strategies and priority safety projects ɾʍΘʍ˵̛ͅʍɾࢫ̛ͩࢫɄɾɾ͍ʍ͛͛ࢫͩ˂ʍࢫˬʍΩࢫё̌ɾˏ̌ʳ͛ࢫʱ̛͍̆ࢫͩ˂ʍࢫɲ̛˵˵ˏ͛ˏ̛̌ࢫɄ̌Ʉ˵-ysis, High Injury Network (HIN), and community engagement efforts. Building on the data-driven foundation established in ͍ͅʍΘˏ̛ͷ͛ࢫɲ˂Ʉͩͅʍ͍͛ࢫࢷͩˏ˂͛ࢫ͛ʍɲͩˏ̛̌ࢫ͍ͩɄ̌͛˵Ʉͩʍ͛ࢫˏɾʍ̌ͩˏёʍɾࢫ͛ɄʱʍͩΩࢫ̌ʍʍɾ͛ࢫˏ̛̌ͩࢫɄɲͩˏ̛̌Ʉɩ˵ʍࢫˏ̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫɄˏ̆ʍɾࢫɄͩࢫ͍ʍɾͷɲˏ̌ʳࢫ͍ͩɄʱёɲࢫʱɄͩɄ˵ˏties and serious injuries across the City of Pleasanton.The strategy development process is grounded in the Safe System Approach, emphasizing a combination of engineering, education, enforcement, and policy-based solutions to address ͛Ω͛ͩʍ̆ˏɲࢫ͛ɄʱʍͩΩࢫ͍ˏ͛ˬ͛ࢫࢶĊ͍ͩɄͩʍʳˏʍ͛ࢫΝʍ͍ʍࢫˏ̌ʱ̛͍̆ʍɾࢫɩΩࢫͩ˂ʍࢫˏɾʍ̌ͩˏёʍɾࢫɲ̛˵˵ˏ͛ˏ̛̌ࢫ̛͍ͅё˵ʍ͛ࢫࢷΝ˂ˏɲ˂ࢫˏ˂ʳ˂˵ˏʳ˂ͩࢫ ͩ˂ʍࢫ̛̆͛ͩࢫ͍ͅʍΘɄ˵ʍ̌ͩࢫ ɲ̛˵˵ˏ͛ˏ̛̌types, contributing factors, and high-risk conditions within the City’s transportation network.ơ͍̈˥ʍɲͩ͛ࢫɄ̌ɾࢫɲ̛ͷ̌ͩʍ͍̆ʍɄ͛ͷ͍ʍ͛ࢫΝʍ͍ʍࢫˏɾʍ̌ͩˏёʍɾࢫͩ˂̛͍ͷʳ˂ࢫɄࢫɲ̛̆-prehensive review of:• High Injury Network corridors and intersections (both Overall and Focused HIN) • Collision patterns and contributing factors • Stakeholder and community input • Existing plans and ongoing City initiatives A structured project prioritization framework was used to evaluate potential improvements based on criteria such as safety ˏ̆ͅɄɲͩࢫࢷɩʍ̌ʍёͩࢫ̛ͩࢫΘͷ˵̌ʍ͍Ʉɩ˵ʍࢫ̛͍ɄɾΝɄΩࢫͷ͛ʍ͍͛ࢫࢷ͛ɲ˂̛̛˵ࢫ̛͍ͅΦˏ̆ˏͩΩࢫࢷpublic input, feasibility, and alignment with funding opportunities. This approach ensures that limited resources are directed ̛ͩΝɄ͍ɾࢫ̛͍ͅ˥ʍɲͩ͛ࢫͩ˂Ʉͩࢫ̛͍ͅΘˏɾʍࢫͩ˂ʍࢫʳ͍ʍɄͩʍ͛ͩࢫ͛ɄʱʍͩΩࢫɩʍ̌ʍёͩࢫɄ̌ɾࢫɄ͍ʍmost competitive for state and federal funding programs.

This chapter includes:
• A summary of recommended safety strategies and countermeasures • A prioritized list of safety projects across the City • A description of the project prioritization methodology • †ɾʍ̌ͩˏёɲɄͩˏ̛̌ࢫ ̛ʱࢫ ̛͍ͅ˥ʍɲͩ͛ࢫ˵ ̛ɲɄͩʍɾࢫ Νˏͩ˂ˏ̌ࢫ ͩ˂ʍࢫ k̛ɲͷ͛ʍɾࢫ zˏʳ˂ࢫ Injury Network
• §ˏ̌ˬɄʳʍ͛ࢫɩʍͩΝʍʍ̌ࢫ ɲ̛˵˵ˏ͛ˏ̛̌ࢫ̛͍ͅё˵ʍ͛ࢫࢷ ͍͛ͩɄͩʍʳˏʍ͛ࢫࢷ Ʉ̌ɾࢫ ͍ʍɲ̛̆- mended improvements
Together, the strategies and projects presented in this chapter provide a clear and implementable roadmap for improving roadway safety in Pleasanton and advancing the City’s goal of ʍ˵ˏ̆ˏ̌Ʉͩˏ̌ʳࢫ͍ͩɄʱёɲࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ͛ʍ͍ˏ̛ͷ͛ࢫˏ̌˥ͷ͍ˏʍ͛ࢶ CHAPTER 6. STRATEGIES AND PROJECT SELECTION

Pleasanton Transportation Safety Action Plan

SAFE STREETS TOOLKIT The Safe Streets Toolkit provides a comprehensive set of safety countermeasures to support the City of Pleasanton in addressˏ̌ʳࢫ ̛͍ɄɾΝɄΩࢫ ͛ɄʱʍͩΩࢫ ɲ˂Ʉ˵˵ʍ̌ʳʍ͛ࢫˏ ɾʍ̌ͩˏёʍɾࢫ ͩ˂̛͍ͷʳ˂ࢫ öėĊ
öࢫࢶ ė˂ʍࢫcountermeasures included in this toolkit are based on proven ͍͛ͩɄͩʍʳˏʍ͛ࢫˏ ɾʍ̌ͩˏёʍɾࢫ ɩΩࢫ ͩ˂ʍࢫ kʍɾʍ͍Ʉ˵ࢫ zˏʳ˂ΝɄΩࢫ
ɾ̆ˏ̌ˏ͍͛ͩɄͩˏ̛̌ࢫࣜkzŋ
ࢫࣝɄ̌ɾࢫ͍ʍђʍɲͩࢫ̌Ʉͩˏ̛̌Ʉ˵ࢫɩʍ͛ͩࢫ͍ͅɄɲͩˏɲʍ͛ࢫˏ̌ࢫ̛͍ɄɾΝɄΩࢫ͛ɄʱʍͩΩࢶThe toolkit includes information on each countermeasure’s Ʉͅͅ˵ˏɲɄɩˏ˵ˏͩΩࢫ ̛ͩࢫ ͛ͅʍɲˏёɲࢫ ɲ̛˵˵ˏ͛ˏ̛̌ࢫ ͩῼʍ͛ࢫࢷ ʍΦͅʍɲͩʍɾࢫ -̛ˏ˵˵͛ˏ̛̌ࢫ þʍduction Factors (CRFs), anticipated service life, and potential for systemic implementation. This information is derived from ͍ʍ͛ʍɄ͍ɲ˂ࢫ ɲ̛̆ͅˏ˵ʍɾࢫˏ ̌ࢫ ͩ˂ʍࢫ kzŋ
ࢫ -̛ˏ˵˵͛ˏ̛̌ࢫ·̛ɾˏёɲɄͩˏ̛̌ࢫ kɄɲ̛͍ͩࢫClearinghouse, as well as guidance from FHWA publications related to roadway departure, intersection, and overall roadway safety.TOOLKIT PURPOSE AND APPLICATIONWhile all countermeasures included in this toolkit are FHWA-proven strategies, not every measure is appropriate for all locations or recommended for immediate implementation within the City of Pleasanton. Instead, the toolkit serves as a resource to guide the selection of appropriate treatments based ̛̌ࢫ ͛ˏͩʍ࣒͛ͅʍɲˏёɲࢫ ɲ̛̌ɾˏͩˏ̛̌͛ࢫࢷ ɲ̛̆̆ͷ̌ˏͩΩࢫ ɲ̛̌ͩʍΦͩࢫࢷ ɄΘɄˏ˵Ʉɩ˵ʍࢫ ͍ʍsources, and implementation feasibility.The inclusion of a countermeasure in this toolkit does not con-͛ͩˏͩͷͩʍࢫɄࢫ͛ͅʍɲˏёɲࢫ͍ʍɲ̛̆̆ʍ̌ɾɄͩˏ̛̌ࢫʱ̛͍ࢫˏͩ͛ࢫͷ͛ʍࢫࢶþɄͩ˂ʍ͍ࢫࢷˏͩࢫ̛͍ͅΘˏɾʍ͛ࢫCity staff with a range of options to consider when developing Ʉ̌ɾࢫˏ̆ͅ˵ʍ̆ʍ̌ͩˏ̌ʳࢫ͛ɄʱʍͩΩࢫˏ̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫ̛ͩࢫɄɾɾ͍ʍ͛͛ࢫˏɾʍ̌ͩˏёʍɾࢫrisks.COMPREHENSIVE APPROACHAlthough the toolkit primarily focuses on engineering countermeasures, it also emphasizes the importance of a comprehensive approach to roadway safety. This includes integrating strategies related to Engineering, Enforcement, Education, and Emergency Medical Services (EMS) to effectively address the underlying causes of collisions. Common contributing factors such as speeding, impaired driv- ˏ̌ʳࢫࢷɾˏ͍͛ͩɄɲͩʍɾࢫɾ͍ˏΘˏ̌ʳࢫࢷɄ̌ɾࢫʱɄˏ˵ͷ͍ʍࢫ̛ͩࢫΩˏʍ˵ɾࢫ̆ɄΩࢫ͍ʍ͋ͷˏ͍ʍࢫɄࢫɲ̛̆- bination of engineering solutions and complementary enforce- ment or education efforts. Coordination with law enforcement agencies and community partners is recommended to maxi- mize the effectiveness of these strategies. NAVIGATING THE TOOLKIT The countermeasures are grouped into the following catego- ries: 1 Signalized Intersections: Includes countermeasures applicable to intersections controlled ɩΩࢫ͍ͩɄʱёɲࢫ͛ˏʳ̌Ʉ˵͛ࢫࢷ͛ͷɲ˂ࢫɄ͛ࢫ͛ˏʳ̌Ʉ˵ࢫͩˏ̆ˏ̌ʳࢫ̛̆ɾˏёɲɄͩˏ̛̌͛ࢫࢷʍ̌˂Ʉ̌ɲʍɾ signage and pavement markings, and geometric improvements. 2 Unsignalized Intersections: Includes treatments for stop-controlled or uncontrolled in- ͩʍ͍͛ʍɲͩˏ̛̌͛ࢫࢷ ͛ͷɲ˂ࢫ Ʉ͛ࢫˏ ̌͛ͩɄ˵˵Ʉͩˏ̛̌ࢫ ̛ʱࢫ ͍ͩɄʱёɲࢫ ɲ̛̛͍̌ͩ˵ࢫ ɾʍΘˏɲ- es, round abouts, and enhanced signing and striping. 3 Roadway Segments: Focuses on safety improvements along roadway segments between intersections, including treatments such as lighting, ͍ͷ̆ɩ˵ʍࢫ͍͛ͩˏ͛ͅࢫࢷʳͷɄ͍ɾ͍Ʉˏ˵͛ࢫࢷɄ̌ɾࢫʳʍ̛̆ʍ͍ͩˏɲࢫ̛̆ɾˏёɲɄͩˏ̛̌͛ࢫࢶ 4 Additional Countermeasures: Includes non-infrastructure strategies such as education pro- grams, enforcement initiatives, and policy-based approaches. For each countermeasure, the toolkit provides: 1 Collision Types Addressed: †ɾʍ̌ͩˏёʍ͛ࢫ ͩ˂ʍࢫ ͩῼʍ͛ࢫ ̛ʱࢫ ɲ̛˵˵ˏ͛ˏ̛̌͛ࢫ ͩ˂ʍࢫ ɲ̛ͷ̌ͩʍ͍̆ʍɄ- sure is intended to mitigate (e.g., all collisiones, pe- destrian and bicycle collisiones, nighttime collisiones). 2 Collision Reduction Factor (CRF): -̛˵˵ˏ͛ˏ̛̌ࢫ þʍɾͷɲͩˏ̛̌ࢫ kɄɲ̛͍ͩࢫ ࣜ-þkࢫࣝˏ͛ࢫ Ʉࢫ ͍ͩɄʱёɲࢫ ͛ɄʱʍͩΩࢫ̆ʍ͍ͩˏɲࢫ ͩ˂Ʉͩ estimates the percentage reduction in collisiones that may be ʍΦͅʍɲͩʍɾࢫɄʱͩʍ͍ࢫɄࢫ͛ͅʍɲˏёɲࢫ͛ɄʱʍͩΩࢫˏ̛͍̆ͅΘʍ̆ʍ̌ͩࢫˏ͛ࢫˏ̆ͅ˵ʍ̆ʍ̌ͩʍɾࢫࢷ indicating how effective a countermeasure may be at address- ing targeted collision types. For example, a treatment with a 40 percent CRF at a location with 10 relevant collisiones could potentially reduce collisiones to approximately 6, preventing about 4 collisiones over time. 3 Expected Service Life: Indicates the typical duration (in years) the countermeasure ͍ʍ̆Ʉˏ̌͛ࢫʍʱʱʍɲͩˏΘʍࢫɩʍʱ̛͍ʍࢫ ͍ʍ͋ͷˏ͍ˏ̌ʳࢫ͛ˏʳ̌ˏёɲɄ̌ͩࢫ̆Ʉˏ̌ͩʍ̌Ʉ̌ɲʍࢫ̛͍ࢫ replacement. 4 Systemic Implementation Opportunity: Describes the potential to apply the countermeasure proactive- ly across the network using a systemic, risk-based approach. Opportunities are categorized as Very High, High, Medium, or Low. Detailed information on each countermeasure and guidance on its applicability within the City of Pleasanton, supporting da- ta-driven and context-sensitive implementation of safety im- provements is provided in the APPENDIX E.

Pleasanton Transportation Safety Action Plan

RECOMMENDED SAFETY PROJECTSThe recommended safety projects presented in this chapter represent a comprehensive, data-driven program of improvements designed to address the City of Pleasanton’s most critical roadway safety challenges. These projects were developed based on detailed analysis of collision trends, High †̌˥ͷ͍Ωࢫ1/2ʍͩΝ̛͍ˬࢫ ࣜz†½ࢫࣝ ɲ̛͍͍ˏɾ̛͍͛ࢫࢷ ɲ̛˵˵ˏ͛ˏ̛̌ࢫ̛͍ͅё˵ʍ͛ࢫࢷ Ʉ̌ɾࢫ ɲ̛̆̆ͷ̌ˏͩΩࢫˏ̌ͅͷͩࢫࢷ Ʉ̌ɾࢫ Ʉ͍ʍࢫʳ̛͍ͷ̌ɾʍɾࢫˏ̌ࢫ ͩ˂ʍࢫSafe System Approach to reduce fatalities and serious injuries.The project portfolio includes a combination of corridor-level improvements, citywide infrastructure upgrades, policy and program initiatives, and feasibility studies, ensuring that both immeɾˏɄͩʍࢫ͛ɄʱʍͩΩࢫ̌ʍʍɾ͛ࢫɄ̌ɾࢫ˵̛̌ʳ࣒ͩʍ͍̆ࢫ͛Ω͛ͩʍ̆ࢫˏ̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫɄ͍ʍࢫɄɾɾ͍ʍ͛͛ʍɾࢫࢶ-̛͍͍ˏɾ̛͍࣒͛ͅʍɲˏёɲࢫ̛͍ͅ˥ʍɲͩ͛ࢫ ʱ̛ɲͷ͛ࢫ̛̌ࢫˏ˂ʳ˂࣒͍ˏ͛ˬࢫ˵̛ɲɄͩˏ̛̌͛ࢫˏɾʍ̌ͩˏёʍɾࢫͩ˂̛͍ͷʳ˂ࢫͩ˂ʍࢫÌΘʍ͍Ʉ˵˵ࢫɄ̌ɾࢫk̛ɲͷ͛ʍɾࢫz†½ࢫࢷΝ˂ʍ͍ʍࢫɄࢫ͍ʍ˵ɄͩˏΘʍ˵Ωࢫ͛̆Ʉ˵˵ࢫportion of the roadway network accounts for a disproportionate share of collisions. These projects include comprehensive improvements such as intersection redesign, signal upgrades, protected bicycle infrastructure, speed management treatments, and multimodal enhancements that directly Ʉɾɾ͍ʍ͛͛ࢫͩ˂ʍࢫ̛̆͛ͩࢫ͍ͅʍΘɄ˵ʍ̌ͩࢫɲ̛˵˵ˏ͛ˏ̛̌ࢫͩῼʍ͛ࢫɄ̌ɾࢫɲ̛͍̌ͩˏɩͷͩˏ̌ʳࢫʱɄɲ̛͍ͩ͛ࢫࢶHɄɲ˂ࢫ̛͍ͅ˥ʍɲͩࢫɄ˵̛͛ࢫˏɾʍ̌ͩˏёʍ͛ࢫͩ˂ʍࢫ respective cumulative Crash Reduction Factor (CRF) values associated with the proposed countermeasures. A conservative approach has been applied in estimating these CRF values to ensure reɄ˵ˏ͛ͩˏɲࢫɄ̌ɾࢫɾʍʱʍ̌͛ˏɩ˵ʍࢫ͛ɄʱʍͩΩࢫɩʍ̌ʍёͩࢫ̛͍ͅ˥ʍɲͩˏ̛̌͛ࢶ†̌ࢫɄɾɾˏͩˏ̛̌ࢫ̛ͩࢫɲ̛͍͍ˏɾ̛͍ࢫ̛͍ͅ˥ʍɲͩ͛ࢫࢷͩ˂ʍࢫ-ˏͩΩࢫ˂Ʉ͛ࢫˏɾʍ̌ͩˏёʍɾࢫɄࢫ͛ʍ͍ˏʍ͛ࢫ̛ʱࢫɲˏͩΩΝˏɾʍࢫˏ̌ˏͩˏɄͩˏΘʍ͛ࢫͩ˂Ʉͩࢫ͍͛ͩʍ̌ʳͩ˂ʍ̌ࢫͩ˂ʍࢫ̛Θʍ͍Ʉ˵˵ࢫ͛ɄʱʍͩΩࢫʱ͍Ʉ̆ʍΝ̛͍ˬࢫࢶė˂ʍ͛ʍࢫˏ̌ɲ˵ͷɾʍࢫ͛ˏʳ̌Ʉ˵ࢫ̛̆ɾʍ͍̌ˏηɄͩˏ̛̌ࢫࢷ͍ͩɄʱёɲࢫɲ̛̛͍̌ͩ˵ࢫɾʍΘˏɲʍࢫˏ̌Θʍ̛͍̌ͩΩࢫɄ̌ɾࢫupgrades, automated enforcement programs (if approved), speed management strategies, school area circulation studies, bicycle facility planning, and enhancements to data systems and performance monitoring. Together, these initiatives ensure that safety improvements are implemented consistently across the network while also enabling the City to proactively address emerging risks.

The recommended projects directly respond to the City’s key safety challenges, including ͷ̌͛Ʉʱʍࢫ͛ͅʍʍɾࢫࢷˏ̌ͩʍ͍͛ʍɲͩˏ̛࣒͍̌ʍ˵Ʉͩʍɾࢫ ɲ̛̌ђˏɲͩ͛ࢫࢷ ͍ͩɄʱёɲࢫ͛ˏʳ̌Ʉ˵ࢫ Θˏ̛˵Ʉͩˏ̛̌͛ࢫࢷ Ʉ̌ɾࢫ ͍ˏ͛ˬ͛ࢫ ̛ͩࢫ Θͷ˵̌ʍ͍- able roadway users such as pedestrians and bicyclists. By combining infrastructure improvements with policy, education, enforcement, and data-driven decision-making tools, ͩ˂ʍࢫ̛͍ͅ˥ʍɲͩࢫˏ˵͛ͩࢫ͍ʍђʍɲͩ͛ࢫɄࢫɩɄ˵Ʉ̌ɲʍɾࢫɄ̌ɾࢫˏ̌ͩʍʳ͍ɄͩʍɾࢫɄ̛͍ͅͅɄɲ˂ࢫ̛ͩࢫˏ̛͍̆ͅΘˏ̌ʳࢫ̛͍ɄɾΝɄΩࢫ͛ɄʱʍͩΩࢫࢶ Although the Project Corridors contain an initial rank for inclusion in the HIN. All 10 corridors are high priority, and circumstances may exist that elevate one project on the list. Completing corridors in an order different than the HIN scoring matrix provided is acceptable provided City staff articulates the reason for the deviation from the prioritization. Projects will be continually evaluated as the funding opportunities become available usˏ̌ʳࢫɄࢫ͍͛ͩͷɲͩͷ͍ʍɾࢫʍΘɄ˵ͷɄͩˏ̛̌ࢫʱ͍Ʉ̆ʍΝ̛͍ˬࢫͩ˂Ʉͩࢫɲ̛̌͛ˏɾʍ͍͛ࢫ͛ɄʱʍͩΩࢫɩʍ̌ʍёͩ͛ࢫࢷʱʍɄ͛ˏɩˏ˵ˏͩΩࢫࢷɲ̛̆̆ͷ- ̌ˏͩΩࢫɲ̛̌ͩʍΦͩࢫࢷɄ̌ɾࢫɄ˵ˏʳ̌̆ʍ̌ͩࢫΝˏͩ˂ࢫʱͷ̌ɾˏ̌ʳࢫ̛̛͍ͩͅͅͷ̌ˏͩˏʍ͛ࢫɄ̌ɾࢫ͍ʍ͋ͷˏ͍ʍ̆ʍ̌ͩ͛ࢫࢶė˂ˏ͛ࢫɄ̛͍ͅͅɄɲ˂ࢫensures that available resources are directed toward projects that provide the greatest potential to reduce fatalities and serious injuries while positioning the City to competitively pursue state and federal funding programs such as Safe Streets and Roads for All (SS4A), Highway Safety Improvement Program (HSIP), and Active Transportation Program (ATP).Collectively, the recommended safety projects provide a clear and implementable roadmap for improving transportation safety in Pleasanton. By focusing on high-impact locations and systemic improvements, the City is positioned to make measurable progress ̛ͩΝɄ͍ɾࢫˏͩ͛ࢫ˵̛̌ʳ࣒ͩʍ͍̆ࢫʳ̛Ʉ˵ࢫ̛ʱࢫʍ˵ˏ̆ˏ̌Ʉͩˏ̌ʳࢫ͍ͩɄʱёɲ࣒͍ʍ˵ɄͩʍɾࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ͛ʍ͍ˏ̛ͷ͛ࢫˏ̌˥ͷ͍ˏʍ͛ࢫɄ̌ɾࢫ creating a safer, more accessible transportation network for all users. ---------------Note for Mode:Ìͩ˂ʍ͍͛ࢫࢸˏ̌ɲ˵ͷɾʍ͛ࢫΘʍ˂ˏɲ˵ʍ͛ࢫͩ˂ɄͩࢫɄ͍ʍࢫ̛̌ͩࢫɲ˵Ʉ͛͛ˏёʍɾࢫͷ̌ɾʍ͍ࢫ͍ͅʍɾʍё̌ʍɾࢫɲɄͩʍʳ̛͍ˏʍ͛ࢫࢷ͛ͷɲ˂ࢫɄ͛ࢫɲ̛͍̌͛ͩͷɲͩˏ̛̌ࢫʍ͋ͷˏ̆ͅʍ̌ͩࢫɄ̌ɾࢫʍ̆ʍ͍ʳʍ̌ɲΩࢫΘʍ˂ˏɲ˵ʍ͛ࢶUnknown: refers to cases where the vehicle type could not be determined or was not recorded at the time of reporting.

Pleasanton Transportation Safety Action Plan

-Ìþþ†8Ìþࣙ§HŅH§ࢫ†·öþÌŅH·H½ėĊHOPYARD ROAD CORRIDOR SAFETY IMPROVEMENTSz̛ͅΩɄ͍ɾࢫþ̛Ʉɾࣜࢫ†ࢫ࠳࠻࠸̛࣒ͩࢫ8ʍ˵ࢫŅɄ˵˵ʍࢫöɄ͍ˬΝɄΩࢫࣝ˂Ʉ͛ࢫɩʍʍ̌ࢫˏɾʍ̌ͩˏёʍɾࢫas one of the highest priority corridors in Pleasanton’s High Injury Network (HIN). This corridor experienced a total of 88 injury collisions, including 8 KSI collisions, where there were 1 fatal and 7 severe injuries, 30 visible injuries, and 50 complaints of pain. Notably, approximately 88 percent of these collisions ocɲͷ͍ࢫɄͩࢫˏ̌ͩʍ͍͛ʍɲͩˏ̛̌͛ࢫࢷͷ̌ɾʍ͍͛ɲ̛͍ˏ̌ʳࢫͩ˂ʍࢫ͛ˏʳ̌ˏёɲɄ̌ͩࢫ̛͍˵ʍࢫ̛ʱࢫˏ̌ͩʍ͍-͛ʍɲͩˏ̛࣒͍̌ʍ˵Ʉͩʍɾࢫɲ̛̌ђˏɲͩ͛ࢫˏ̌ࢫ̛Θʍ͍Ʉ˵˵ࢫɲ͍Ʉ͛˂ࢫͅɄͩͩʍ͍̌͛ࢫࢶė˂ʍࢫɲ̛͍͍ˏɾ̛͍ࢫaccounts for 8 of the City’s 67 KSI collisions, further reinforcing its importance as a priority for safety improvements.Hopyard Road is a major north–south arterial serving high volͷ̆ʍ͛ࢫ̛ʱࢫΘʍ˂ˏɲͷ˵Ʉ͍ࢫࢷͅʍɾʍ͍͛ͩˏɄ̌ࢫࢷɄ̌ɾࢫɩˏɲΩɲ˵ʍࢫ͍ͩɄʱёɲࢫࢶė˂ˏ͛ࢫɲ̛͍͍ˏɾ̛͍ࢫincludes multiple Focused High Injury Network (HIN) segments, including:• Focused high-injury segments from Owens Drive to Stoneridge Drive and from West Las Positas Boulevard to Black Avenue • A focused high-injury pedestrian segment from West Las Positas Boulevard to Black Avenue
• A focused high-injury bicycle segment from West Las Positas Boulevard to Valley Avenue The corridor also includes high-injury intersections, such as:
• Hopyard Road at Stoneridge Drive • Hopyard Road at West Las Positas Boulevard -̛˵˵ˏ͛ˏ̛̌ࢫɾɄͩɄࢫɄ̌ɾࢫёʍ˵ɾࢫ̛ɩ͛ʍ͍ΘɄͩˏ̛̌͛ࢫˏɾʍ̌ͩˏёʍɾࢫˬʍΩࢫ͛ɄʱʍͩΩࢫɲ˂Ʉ˵-lenges along the corridor, including:
• öʍɾʍ͍͛ͩˏɄ̌ࢫɲ̛̌ђˏɲͩ͛ࢫɄͩࢫ͛ˏʳ̌Ʉ˵ˏηʍɾࢫˏ̌ͩʍ͍͛ʍɲͩˏ̛̌͛ࢫ
OUTCOMEThe Hopyard Road Corridor Safety Improvements represent a comprehensive, multimodal investment that addresses docu-̆ʍ̌ͩʍɾࢫɲ̛̌ђˏɲͩ͛ࢫɩʍͩΝʍʍ̌ࢫΘʍ˂ˏɲ˵ʍ͛ࢫࢷͅʍɾʍ͍͛ͩˏɄ̌͛ࢫࢷɄ̌ɾࢫɩˏɲΩɲ˵ˏ͛ͩ͛ࢫࢶBy implementing a coordinated package of signal upgrades, ˏ̌ͩʍ͍͛ʍɲͩˏ̛̌ࢫ ̛̆ɾˏёɲɄͩˏ̛̌͛ࢫࢷ Ʉ̌ɾࢫ ̛͍ͩͅʍɲͩʍɾࢫ ɩˏɲΩɲ˵ʍࢫˏ ̌ʱ͍Ʉ͍͛ͩͷɲ-ͩͷ͍ʍࢫࢷͩˏ˂͛ࢫ̛͍ͅ˥ʍɲͩࢫΝˏ˵˵ࢫ͛ˏʳ̌ˏёɲɄ̌ͩ˵Ωࢫʍ̌˂Ʉ̌ɲʍࢫ͛ɄʱʍͩΩࢫɄ˵̛̌ʳࢫ̛̌ʍࢫ̛ʱࢫPleasanton’s most critical corridors.These improvements will play a key role in advancing the City’s ʳ̛Ʉ˵ࢫ ̛ʱࢫ ͍ʍɾͷɲˏ̌ʳࢫ ͍ͩɄʱёɲ࣒͍ʍ˵Ʉͩʍɾࢫ ʱɄͩɄ˵ˏͩˏʍ͛ࢫ Ʉ̌ɾࢫ ͛ʍ͍ˏ̛ͷ͛ࢫˏ ̌˥ͷ͍ˏʍ͛ࢫࢷwhile supporting a safer, more accessible, and more resilient transportation network.CRASH REDUCTION FACTOR70% • Gaps and inconsistencies in bicycle infrastructure • Ìͅʍ͍Ʉͩˏ̛̌Ʉ˵ࢫˏ̌ʍʱёɲˏʍ̌ɲˏʍ͛ࢫɄͩࢫ̆Ʉ˥̛͍ࢫˏ̌ͩʍ͍͛ʍɲͩˏ̛̌͛ࢫ To address these issues, the corridor has been prioritized for a comprehensive package of safety improvements that integrates signal upgrades, multimodal infrastructure enhancements, and intersection operational improvements. • Evaluation of automated red-light enforcement at
intersections with documented signal violations
• Consideration of automated speed enforcement where
permitted and applicable

ENFORCEMENT AND TECHNOLOGY STRATEGIES
• Upgrading bicycle facilities to Class IV protected bike lanes • †̌͛ͩɄ˵˵Ʉͩˏ̛̌ࢫ̛ʱࢫʳ͍ʍʍ̌ࢫɲ̛̌ђˏɲ࣒ͩη̛̌ʍࢫͅɄΘʍ̆ʍ̌ͩࢫ̆Ʉ͍ˬˏ̌ʳ͛ࢫ• Implementation of raised cycle tracks and shared-use paths • Removal of channelized right-turn islands and conversion to ̛͍ͩͅʍɲͩʍɾࢫˏ̌ͩʍ͍͛ʍɲͩˏ̛̌͛ࢫ̛ͩࢫ͍ʍɾͷɲʍࢫˏ˂ʳ˂࣒͛ͅʍʍɾࢫͩͷ͍̌ˏ̌ʳࢫɲ̛̌ђˏɲͩ͛ࢫ

MULTIMODAL SAFETY ENHANCEMENTS

PROPOSED IMPROVEMENTS

1. Hopyard Road at Parkside Drive 2. Hopyard Road at South Valley Trails Drive 3. Additional eastbound left-turn lane at Hopyard Road and Valley Avenue

SIGNAL AND OPERATIONALENHANCEMENTS
• Intersection operational improvements at Hopyard Road and Stoneridge Drive, including:
• Upgraded limit lines at key intersections • Installation of speed feedback signs along the corridor

1. HɄ͛ͩɩ̛ͷ̌ɾࢫʱ͍ʍʍࢫ͍ˏʳ˂࣒ͩͩͷ͍̌ࢫ˵Ʉ̌ʍࢫ̛̆ɾˏёɲɄͩˏ̛̌ࢫ2. Signal cycle length adjustments (SR-6) • Installation of Countdown Pedestrian Heads and Accessible Pedestrian Signals (APS) at all intersections • Implementation of Leading Pedestrian Intervals (LPIs) at intersections with documented pedestrian collisions
• Addition of protected left-turn phases, including:

Pleasanton Transportation Safety Action Plan

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Pleasanton Transportation Safety Action Plan

The Santa Rita Road Corridor is a major segment of Pleasanton’s High Injury Network and continues to demonstrate a high concentration of severe and injuryrelated collisions. Over the analysis period, the corridor experienced 124 injury collisions, including 5 KSI collisions resulting in 5 severe injuries, 45 visible injuries, and 74 complaints of pain. Approximately 83 percent of all collisions occurred at intersections, indicating that turnˏ̌ʳࢫ̛̆Θʍ̆ʍ̌ͩ͛ࢫࢷ ͛ˏʳ̌Ʉ˵ࢫ ɲ̛̆ͅ˵ˏɄ̌ɲʍࢫࢷ Ʉ̌ɾࢫ̆ͷ˵ͩˏ̛̆ɾɄ˵ࢫ ɲ̛̌ђˏɲͩ͛ࢫare the primary contributors to safety issues along the corridor. With 5 of the City’s 67 KSI collisions occurring on Santa Rita Road, the corridor remains a priority location for targeted safe-ͩΩࢫˏ̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫɄˏ̆ʍɾࢫɄͩࢫ͍ʍɾͷɲˏ̌ʳࢫɲ̛̌ђˏɲͩࢫ̛ͅˏ̌ͩ͛ࢫࢷˏ̛͍̆ͅΘˏ̌ʳࢫvisibility, and enhancing protection for all roadway users.This corridor includes multiple Focused High Injury Network (HIN) segments, including:• Focused high-injury segments from Valley Avenue to Mohr Avenue, Mohr Avenue to Stoneridge Drive, and Stanley Boulevard to Black Avenue • A focused high-injury pedestrian segment from Stanley Boulevard to Black Avenue, Black Avenue to Valley Avenue, and Valley Avenue to Mohr Avenue • A focused high-injury bicycle segment from Valley Avenue to Mohr Avenue, Stanley Boulevard to Black Avenue, Black Avenue to Valley Avenue, and West Las Positas Boulevard to Rosewood Drive The corridor also includes high-injury intersections, such as:
• Santa Rita Road at Valley Avenue• Santa Rita Road at Stoneridge Drive• Santa Rita at West Las Positas Boulevard ŋ˂ˏ˵ʍࢫˏ̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫɄ͍ʍࢫͩɄˏ˵̛͍ʍɾࢫ̛ͩࢫͩ˂ʍࢫͷ̌ˏ͋ͷʍࢫ̌ʍʍɾ͛ࢫ̛ʱࢫʍɄɲ˂ࢫ OUTCOMEThe Santa Rita Road Corridor Safety Improvements represent a phased, comprehensive, multimodal investment that addressʍ͛ࢫ ɾ̛ɲͷ̆ʍ̌ͩʍɾࢫ ɲ̛̌ђˏɲͩ͛ࢫ ɩʍͩΝʍʍ̌ࢫ Θʍ˂ˏɲ˵ʍ͛ࢫࢷ ͅʍɾʍ͍͛ͩˏɄ̌͛ࢫࢷ Ʉ̌ɾࢫbicyclists. Through a coordinated package of signal upgrades, protected bicycle infrastructure, and intersection enhancements, this project transforms one of Pleasanton’s most heavily ͍ͩɄΘʍ˵ʍɾࢫɲ̛͍͍ˏɾ̛͍͛ࢫˏ̛̌ͩࢫɄࢫ͛Ʉʱʍ͍ࢫࢷ̛͍̆ʍࢫʍʱёɲˏʍ̌ͩࢫࢷɄ̌ɾࢫ͍ʍ͛ˏ˵ˏʍ̌ͩࢫ͍ͩɄ̌͛-portation facility.These improvements directly support the City’s goal of reducˏ̌ʳࢫ͍ͩɄʱёɲ࣒͍ʍ˵ɄͩʍɾࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ͛ʍ͍ˏ̛ͷ͛ࢫˏ̌˥ͷ͍ˏʍ͛ࢫΝ˂ˏ˵ʍࢫʍ̌˂Ʉ̌ɲˏ̌ʳࢫaccessibility and mobility for all users.CRASH REDUCTION FACTOR65% segment, the project collectively creates a continuous north–south multimodal corridor with enhanced safety, connectivity, and operations. • Conversion of existing Class II buffered bike lanes to Class IV protected bikeways
• Installation of raised cycle tracks • Development of widened shared-use paths to improve connectivity • Implementation of sidewalk extensions to enhance pedestrian safety and reduce crossing distances • ࢫ†̛͍̌ͩɾͷɲͩˏ̛̌ࢫ̛ʱࢫђ̛Ʉͩˏ̌ʳࢫɩͷ͛ࢫ̛͛ͩ͛ͅࢫ̛ͩࢫ͍ʍɾͷɲʍࢫɲ̛̌ђˏɲͩ͛ࢫɩʍtween transit and bicyclists

SIGNAL AND OPERATIONALENHANCEMENTS
• Implementation of protected intersection designs to reduce ͩͷ͍̌ˏ̌ʳࢫɲ̛̌ђˏɲͩ͛ࢫ
• Implementation of Leading Pedestrian Intervals (LPIs) at intersections with documented pedestrian collisions • Ċˏʳ̌Ʉ˵ࢫͅ˂Ʉ͛ˏ̌ʳࢫ̛̆ɾˏёɲɄͩˏ̛̌͛ࢫ ̛ͩࢫˏ ̛͍̆ͅΘʍࢫ ͛ɄʱʍͩΩࢫ Ʉ̌ɾࢫ ̛ͅʍ͍Ʉtions • 8ʍͅ˵̛Ω̆ʍ̌ͩࢫ̛ʱࢫ͍ʍ̛͍͍ͩʍђʍɲͩˏΘʍࢫɩɄɲˬͅ˵Ʉͩʍ͛ࢫɄͩࢫɄ˵˵ࢫ͛ˏʳ̌Ʉ˵ˏηʍɾࢫˏ̌- tersections
• Full signal modernization at high-risk intersections • Enhanced pedestrian crossing treatments at key locations • Installation of speed feedback signs at locations where speed ɾɄͩɄࢫ͍ʍђʍɲͩ͛ࢫ͛ͅʍʍɾ͛ࢫʳ͍ʍɄͩʍ͍ࢫͩ˂Ʉ̌ࢫ࠸ࢫ̆ͅ˂ࢫ̛Θʍ͍ࢫ̛͛ͩͅʍɾࢫˏ˵̆ˏͩࢫ̛͍ࢫwhere concentrated speed related collisions are located. • Evaluation and potential implementation of automated
speed enforcement at key intersections

SPEED MANAGEMENT AND ENFORCEMENT
• Implementation of access management strategies to reduce ɲ̛̌ђˏɲͩࢫ̛ͅˏ̌ͩ͛ࢫ
• -̛͍͍ˏɾ̛͍࣒Νˏɾʍࢫ̛ͅʍ͍Ʉͩˏ̛̌Ʉ˵ࢫˏ̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫ̛ͩࢫʍ̌˂Ʉ̌ɲʍࢫ͍ͩɄʱёɲࢫ ђ̛ΝࢫɄ̌ɾࢫ͍ͅʍɾˏɲͩɄɩˏ˵ˏͩΩ

ACCESS AND OPERATIONS

MULTIMODAL INFRASTRUCTURE IMPROVEMENTS

SANTA RITA ROAD CORRIDOR SAFETY IMPROVEMENTS PROJECT

PROPOSED IMPROVEMENTS

Pleasanton Transportation Safety Action Plan

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Pleasanton Transportation Safety Action Plan

The Owens Drive corridor from Johnson Drive to West Las Positas Boulevard is part of Pleasanton’s Focused High Injury Network and continues to show a notable concentration of injuryrelated collisions. Over the analysis period, the corridor experienced 22 injury collisions, including 5 severe injuries, 8 visible injuries, and 9 complaints of pain. The focused segment between Willow Road and Hacienda Drive serves as a key east–west connector linking major employment centers with surrounding resiɾʍ̌ͩˏɄ˵ࢫ ̌ʍˏʳ˂ɩ̛͍˂̛̛ɾ͛ࢫ Ʉ̌ɾࢫ ͛ͷ̛͍ͩͅͅˏ̌ʳࢫ ͛ˏʳ̌ˏёɲɄ̌ͩࢫ Θʍ˂ˏɲͷ˵Ʉ͍ࢫࢷpedestrian, and bicycle activity.This corridor also includes multiple Focused High Injury Network (HIN) pedestrian and bicycle segments, including:• A focused high-injury pedestrian segment from West Las Positas Boulevard to Rosewood Drive, Hopyard Road to Johnson Drive, and Hopyard Road to Willow Road • A focused high-injury bicycle segment from Willow Road to Hacienda Drive, and Hopyard Road to Johnson Drive.

The corridor also includes high-injury intersection, such as:
• Owens Drive at Hacienda Drive
A review of collision patterns indicates that the primary contributing factors along Owens Drive include unsafe speed, au-̛̛ͩ̆ɩˏ˵ʍࢫ͍ˏʳ˂̛࣒ͩʱ࣒ΝɄΩࢫΘˏ̛˵Ʉͩˏ̛̌͛ࢫࢷɄ̌ɾࢫ͍ͩɄʱёɲࢫ͛ˏʳ̌Ʉ˵ࢫɄ̌ɾࢫ͛ˏʳ̌ࢫΘˏ̛-lations, consistent with broader citywide trends. These patterns highlight the need for improvements focused on speed manɄʳʍ̆ʍ̌ͩࢫࢷˏ̌ͩʍ͍͛ʍɲͩˏ̛̌ࢫɲ̛̛͍̌ͩ˵ࢫࢷɄ̌ɾࢫɲ̛̌ђˏɲͩࢫ͍ʍɾͷɲͩˏ̛̌ࢫࢷͅɄ͍ͩˏɲͷlarly at signalized intersections.

OUTCOMEThe Owens Drive Corridor Safety Improvements represent a targeted, multimodal safety investment that addresses documented collision patterns through a coordinated package of in-ͩʍ͍͛ʍɲͩˏ̛̌ࢫͷͅʳ͍Ʉɾʍ͛ࢫࢷ̛͍ɄɾΝɄΩࢫ͍ʍɲ̛̌ёʳͷ͍Ʉͩˏ̛̌ࢫࢷɄ̌ɾࢫɩˏɲΩɲ˵ʍࢫɄ̌ɾࢫpedestrian enhancements.ė˂ʍ͛ʍࢫˏ̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫΝˏ˵˵ࢫ͍ʍɾͷɲʍࢫɲ̛̌ђˏɲͩࢫ̛ͅˏ̌ͩ͛ࢫࢷˏ̛͍̆ͅΘʍࢫɲ̛̆-ͅ˵ˏɄ̌ɲʍࢫ Νˏͩ˂ࢫ ͍ͩɄʱёɲࢫ ɲ̛̛͍̌ͩ˵ࢫ ɾʍΘˏɲʍ͛ࢫࢷ Ʉ̌ɾࢫ ɲ͍ʍɄͩʍࢫ Ʉࢫ ͛Ʉʱʍ͍ࢫࢷ ̛͍̆ʍࢫpredictable corridor for all users between Hacienda Drive and Willow Road. The project supports Pleasanton’s broader goal of ͍ʍɾͷɲˏ̌ʳࢫ͍ͩɄʱёɲ࣒͍ʍ˵ɄͩʍɾࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ͛ʍ͍ˏ̛ͷ͛ࢫˏ̌˥ͷ͍ˏʍ͛ࢫΝ˂ˏ˵ʍࢫʍ̌-hancing overall network safety and resilience.CRASH REDUCTION FACTOR62% • Implementation of road diet strategies to reduce vehicle speeds and simplify travel lanes • Removal of free right-turn lanes and conversion to controlled turning movements • Installation of countermeasures to support safe operating speeds
• Introduction of cycle tracks and upgraded bicycle facilities along the corridor
• Construction of sidewalk and curb extensions at key inter- ͛ʍɲͩˏ̛̌͛ࢫʱ̛ɲͷ͛ˏ̌ʳࢫё͍͛ͩࢫ̛̌ࢫͩ˂ʍࢫˏ̌ͩʍ͍͛ʍɲͩˏ̛̌͛ࢫΝˏͩ˂ˏ̌ࢫͩ˂ʍࢫk½ࢫto:
• Enhanced pedestrian crossing treatments to improve accessibility and safety

1. Shorten pedestrian crossing distances 2. Improve visibility between users SIGNAL AND OPERATIONALENHANCEMENTS• Implementation of protected intersection designs to ͍ʍɾͷɲʍࢫͩͷ͍̌ˏ̌ʳࢫɲ̛̌ђˏɲͩ͛ࢫ
• Installation of Leading Pedestrian Intervals (LPIs) at signalized intersections
• Installation of Accessible Pedestrian Signals (APS) and upgraded push buttons
• 8ʍͅ˵̛Ω̆ʍ̌ͩࢫ ̛ʱࢫ ͍ʍ̛͍͍ͩʍђʍɲͩˏΘʍࢫ ɩɄɲˬͅ˵Ʉͩʍ͛ࢫ ̛ͩࢫˏ ̛͍̆ͅΘʍࢫ signal visibility
• Upgrades to intersection control and signal operations at key locations

SPEED MANAGEMENT AND ROADWAY RECONFIGURATIONSPEED MANAGEMENT AND ROADWAY RECONFIGURATION

OWENS DRIVE CORRIDOR SAFETY IMPROVEMENTS PROJECT

PROPOSED IMPROVEMENTS

Pleasanton Transportation Safety Action Plan

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Pleasanton Transportation Safety Action Plan

West Las Positas Boulevard is a priority east–west corridor within Pleasanton’s High Injury Network and functions as a key connector supporting vehicles, pedestrians, bicyclists, and sig-̌ˏёɲɄ̌ͩࢫ ͛ɲ˂̛̛˵͍ʍ˵Ʉͩʍɾࢫ ͍ͩɄΘʍ˵ࢫࢶ8ͷ͍ˏ̌ʳࢫ ͩ˂ʍࢫ ɲ̛˵˵ˏ͛ˏ̛̌ࢫ Ʉ̌Ʉ˵Ω͛ˏ͛ࢫࢷ ͩ˂ʍࢫcorridor experienced 20 injury collisions, including 2 fatal collisions, 2 severe injuries, 7 visible injuries, and 9 complaints of pain. The Focused High Injury Network between Willow Road and Hacienda Drive shows collision patterns dominated by DUI, unsafe speed, automobile rightofway violations, and trafёɲࢫ͛ˏʳ̌Ʉ˵ࢫɄ̌ɾࢫ͛ˏʳ̌ࢫΘˏ̛˵Ʉͩˏ̛̌͛ࢫࢷɲ̛̌͛ˏ͛ͩʍ̌ͩࢫΝˏͩ˂ࢫɩ̛͍Ʉɾʍ͍ࢫɲˏͩΩΝˏɾʍtrends. These patterns underscore the need for targeted safety improvements focused on speed management, intersection operations, and enhanced multimodal safety.West Las Positas Boulevard functions as an arterial corridor providing access to schools, commercial areas, and residential neighborhoods, including areas with higher transportation needs. The corridor also presents opportunities to align with common state and federal funding priorities by addressing multimodal safety, school access, and corridor-level safety improvements. This corridor also includes multiple Focused High Injury Network (HIN) bicycle segments and Intersections, including:• A focused high-injury bicycle segment from Foothill Road to Payne Road, Santa Rita Road to Boardwalk Street, and Hopyard Road to Hacienda Drive. • West Las Positas Boulevard at Santa Rita Road.• West Las Positas Boulevard at Hopyard Road -̛˵˵ˏ͛ˏ̛̌ࢫɾɄͩɄࢫɄ̌ɾࢫёʍ˵ɾࢫ̛ɩ͛ʍ͍ΘɄͩˏ̛̌͛ࢫˏɾʍ̌ͩˏёʍɾࢫˬʍΩࢫ͛ɄʱʍͩΩࢫɲ˂Ʉ˵-lenges along the corridor, including:
• Ċͅʍʍɾ࣒͍ʍ˵Ʉͩʍɾࢫɲ̛̌ђˏɲͩ͛ࢫɄ˵̛̌ʳࢫ̆ˏɾɩ˵̛ɲˬࢫ͛ʍʳ̆ʍ̌ͩ͛ࢫɄ̌ɾࢫɄͩࢫˏ̌- OUTCOMEThe West Las Positas Boulevard Corridor Safety Improvements represent a comprehensive, multimodal investment focused on reducing speeds, improving intersection safety, and enhancing connectivity for all users. By addressing the primary contributing factors of collision, particularly unsafe speed and turning ɲ̛̌ђˏɲͩ͛ࢫࢷ ͩˏ˂͛ࢫ̛͍ͅ˥ʍɲͩࢫˏ͛ࢫʍΦͅʍɲͩʍɾࢫ ̛ͩࢫ͛ˏʳ̌ˏёɲɄ̌ͩ˵Ωࢫ ͍ʍɾͷɲʍࢫɲ͍Ʉ͛˂ʱ͍ʍ͋ͷʍ̌ɲΩࢫɄ̌ɾࢫ͛ʍΘʍ͍ˏͩΩࢫࢷʍ͛ͅʍɲˏɄ˵˵Ωࢫʱ̛͍ࢫͅʍɾʍ͍͛ͩˏɄ̌͛ࢫɄ̌ɾࢫɩˏɲΩɲ˵ˏ͛ͩ͛ࢶThe project also aligns with common funding program priorities by improving safety near schools, enhancing multimodal access, and addressing corridor-level safety needs in areas with higher transportation demand. Its ability to be implemented in ͅ˂Ʉ͛ʍ͛ࢫɄ̌ɾࢫ̆ʍʍͩࢫͩῼˏɲɄ˵ࢫʱͷ̌ɾˏ̌ʳࢫ͍ʍ͋ͷˏ͍ʍ̆ʍ̌ͩ͛ࢫࢷˏ̌ɲ˵ͷɾˏ̌ʳࢫ˵̛ɲɄ˵ࢫmatch considerations, positions the City to pursue competitive grant opportunities and advance improvements as funding becomes available.These improvements will play a key role in advancing the City’s ʳ̛Ʉ˵ࢫ ̛ʱࢫ ͍ʍɾͷɲˏ̌ʳࢫ ͍ͩɄʱёɲ࣒͍ʍ˵Ʉͩʍɾࢫ ʱɄͩɄ˵ˏͩˏʍ͛ࢫ Ʉ̌ɾࢫ ͛ʍ͍ˏ̛ͷ͛ࢫˏ ̌˥ͷ͍ˏʍ͛ࢫࢷwhile supporting a safer, more accessible, and more resilient transportation network.CRASH REDUCTION FACTOR57% • Removal of channelized right-turn islands and conversion ̛ͩࢫ̛͍ͩͅʍɲͩʍɾࢫˏ̌ͩʍ͍͛ʍɲͩˏ̛̌ࢫɲ̛̌ёʳͷ͍Ʉͩˏ̛̌͛
• †̌͛ͩɄ˵˵Ʉͩˏ̛̌ࢫ̛ʱࢫ͍ʍ̛͍͍ͩʍђʍɲͩˏΘʍࢫɩɄɲˬͅ˵Ʉͩʍ͛ࢫ̛ͩࢫˏ̛͍̆ͅΘʍࢫ͛ˏʳ̌Ʉ˵ࢫ visibility
• Upgraded signal timing to improve compliance and
͍ʍɾͷɲʍࢫɲ̛̌ђˏɲͩ͛
• Implementation of Class IV separated bikeways or
raised cycle tracks with physical separation
• †̌͛ͩɄ˵˵Ʉͩˏ̛̌ࢫ̛ʱࢫʳ͍ʍʍ̌ࢫɲ̛̌ђˏɲ࣒ͩη̛̌ʍࢫͅɄΘʍ̆ʍ̌ͩࢫ̆Ʉ͍ˬˏ̌ʳ͛ࢫ at intersections
• Enhanced signage and pavement markings to im-
̛͍ͅΘʍࢫΘˏ͛ˏɩˏ˵ˏͩΩࢫɄ̌ɾࢫΝɄΩё̌ɾˏ̌ʳ
• Tree trimming and installation of object markers to
improve sight distance

SPEED MANAGEMENT AND TRAFFIC CALMING
• Implementation of road diets where feasible to reduce travel lane widths and manage speeds
• Installation of raised crosswalks and curb extensions at key locations
• Reduced turning radii to slow vehicle turning speeds• Speed feedback signs and targeted speed management treatments, particularly near school zones

SIGNAL AND INTERSECTION ENHANCEMENTS

MULTIMODAL SAFETY ENHANCEMENTS

LAS POSITAS BOULEVARD CORRIDOR SAFETY IMPROVEMENTS PROJECT tersections
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• Safety concerns near school zones and pedestrian activity areas
To address these issues, the corridor has been prioritized for a comprehensive package of safety improvements that integrates speed management, intersection redesign, and multimodal infrastructure enhancements.

PROPOSED IMPROVEMENTS

Pleasanton Transportation Safety Action Plan

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Pleasanton Transportation Safety Action Plan

ė˂ʍࢫ k̛̛ͩ˂ˏ˵˵ࢫ þ̛Ʉɾࢫ ɲ̛͍͍ˏɾ̛͍ࢫˏ ͛ࢫˏ ɾʍ̌ͩˏёʍɾࢫ Ʉ͛ࢫ Ʉࢫ ʱ̛ɲͷ͛ʍɾࢫ ̌ʍͩΝ̛͍ˬࢫsegment within Pleasanton’s High Injury Network due to its elevated collision history and its role as a major arterial serving both regional and local travel demands. Based on available data, the corridor experienced 39 collisions, including 1 fatal collision, 3 severe injuries, 14 visible injuries, and 21 complaints of pain. These conditions demonstrate a clear pattern of safety concerns along the corridor and support its designation as a priority location for improvements that enhance operational ɲ̛̌͛ˏ͛ͩʍ̌ɲΩࢫࢷ͍ʍɾͷɲʍࢫɲ̛̌ђˏɲͩࢫ̛ͩͅʍ̌ͩˏɄ˵ࢫࢷɄ̌ɾࢫ̛͍ͅΘˏɾʍࢫ͛Ʉʱʍ͍ࢫɲ̛̌ɾˏtions for all roadway users.This corridor includes multiple Focused High Injury Network (HIN) segments, including:• Focused high-injury segments from Stoneridge Drive to Northern City Limits, and Foothill Knolls Drive to West Las Positas Boulevard • A focused high-injury pedestrian segment from Stoneridge Drive to northern city limit, Foothill Knolls Drive to West Las Positas Boulevard, and Muir wood Drive (north) to Stoneridge Drive • A focused high-injury bicycle segment from Bernal Avenue to Foothill Knolls Drive, and West Las Positas Boulevard to Muir wood Drive (north) The corridor also includes high-injury intersection, such as:
• Foothill Road at Canyon Way
Foothill Road serves as a key arterial connecting residential areas, schools, and regional destinations, carrying high volumes ̛ʱࢫ Θʍ˂ˏɲ˵ʍࢫ Ʉ̌ɾࢫ ̆ͷ˵ͩˏ̛̆ɾɄ˵ࢫ ͍ͩɄʱёɲࢫࢶ ė˂ˏ͛ࢫ ɲ̛͍͍ˏɾ̛͍ࢫ Ʉ˵̛͛ࢫ ͍ͅʍ͛ʍ̌ͩ͛ࢫopportunities to align with common funding priorities by addressing safety concerns, improving multimodal access, and enhancing conditions near school zones and high-activity arʍɄ͛ࢫࢶ -̛ˏ˵˵͛ˏ̛̌ࢫɾɄͩɄࢫ Ʉ̌ɾࢫ ёʍ˵ɾࢫ ̛ɩ͛ʍ͍ΘɄͩˏ̛̌͛ࢫˏɾʍ̌ͩˏёʍɾࢫˬ ʍΩࢫ ͛ɄʱʍͩΩࢫ OUTCOMEThe Foothill Road Corridor Safety Improvements represent a comprehensive, data-driven approach to addressing a corridor where the vast majority of collisions result in injury. By targeting the primary contributing factors, unsafe speed, turning conђˏɲͩ͛ࢫࢷɄ̌ɾࢫ͛ˏʳ̌Ʉ˵ࢫΘˏ̛˵Ʉͩˏ̛̌͛ࢫࢷͩ˂ʍ͛ʍࢫˏ̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫɄ͍ʍࢫʍΦͅʍɲͩʍɾࢫ̛ͩࢫ͛ˏʳ̌ˏёɲɄ̌ͩ˵Ωࢫ͍ʍɾͷɲʍࢫɩ̛ͩ˂ࢫͩ˂ʍࢫʱ͍ʍ͋ͷʍ̌ɲΩࢫɄ̌ɾࢫ͛ʍΘʍ͍ˏͩΩࢫ̛ʱࢫɲ͍Ʉ͛˂-es.The combination of speed management strategies, enhanced visibility, and intersection improvements will lower operating ͛ͅʍʍɾ͛ࢫࢷˏ̛͍̆ͅΘʍࢫɾ͍ˏΘʍ͍ࢫɲ̛̆ͅ˵ˏɄ̌ɲʍࢫࢷɄ̌ɾࢫ͍ʍɾͷɲʍࢫɲ̛̌ђˏɲͩࢫ̛ͅˏ̌ͩ͛ࢫࢶMultimodal safety enhancements will further reduce exposure for pedestrians and bicyclists, particularly in areas with higher activity levels and near schools.These improvements will play a critical role in advancing the -ˏͩΩ࣭͛ࢫʳ̛Ʉ˵ࢫ̛ʱࢫ͍ʍɾͷɲˏ̌ʳࢫ͍ͩɄʱёɲ࣒͍ʍ˵ɄͩʍɾࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ͛ʍ͍ˏ̛ͷ͛ࢫˏ̌˥ͷries, while also positioning the corridor for competitive funding opportunities through alignment with common safety, multimodal, and implementation readiness criteria.CRASH REDUCTION FACTOR46% • Installation of high-visibility crosswalks at key locations• Implementation of physical separation between bicycle lanes and travel lanes where feasible• Improved signage and pavement markings to enhance awareness for all users• Targeted improvements near school zones to support safer pedestrian and bicycle access

SPEED MANAGEMENT AND CORRIDOR ENHANCEMENTS
• Enhanced roadway lighting, particularly near curves
and school zones
• Installation of speed feedback signs and targeted
speed management treatments
• Ĥͅʳ͍Ʉɾʍɾࢫ ɲʍ̌ͩʍ͍˵ˏ̌ʍࢫ ͍͛ͩˏͅˏ̌ʳࢫ ̛ͩࢫˏ̛͍̆ͅΘʍࢫ˵Ʉ̌ʍࢫɾʍё̌ˏtion and driver guidance• Installation of landscaped medians or physical separa- ̛͍ͩ͛ࢫΝ˂ʍ͍ʍࢫʱʍɄ͛ˏɩ˵ʍࢫ̛ͩࢫɲɄ˵̆ࢫ͍ͩɄʱёɲ
• †̌͛ͩɄ˵˵Ʉͩˏ̛̌ࢫ̛ʱࢫ͍ʍ̛͍͍ͩʍђʍɲͩˏΘʍࢫɩɄɲˬͅ˵Ʉͩʍ͛ࢫ̛ͩࢫˏ̛͍̆ͅΘʍࢫ͛ˏʳ̌Ʉ˵ࢫ visibility
• Upgrades to accessible pedestrian signal (APS) push buttons• Installation of countdown pedestrian signal heads• Enhancement of limit lines and stop bar visibility• †̌͛ͩɄ˵˵Ʉͩˏ̛̌ࢫ̛ʱࢫ̛ɩ˥ʍɲͩࢫ̆Ʉ͍ˬʍ͍͛ࢫ̛̌ࢫёΦʍɾࢫ̛͍Ʉɾ͛ˏɾʍࢫʱʍɄͩͷ͍ʍ͛ࢫ̛ͩࢫ reduce run-off-road collisions

SIGNAL AND INTERSECTION ENHANCEMENTS

MULTIMODAL SAFETY ENHANCEMENTS

FOOTHILL ROAD CORRIDOR SAFETY IMPROVEMENTS PROJECT
challenges along the corridor, including:• Speed-related collisions along corridor segments• ėͷ͍̌ˏ̌ʳࢫɲ̛̌ђˏɲͩ͛ࢫɄͩࢫˏ̌ͩʍ͍͛ʍɲͩˏ̛̌͛ࢫɄ̌ɾࢫɄɲɲʍ͛͛ࢫ̛ͅˏ̌ͩ͛• Signal compliance issues and right-of-way violations• Visibility challenges, particularly near curves, intersections, and school zones
To address these issues, the corridor has been prioritized for a comprehensive package of safety improvements that integrates speed management, intersection enhancements, and multimodal safety treatments.

PROPOSED IMPROVEMENTS

Pleasanton Transportation Safety Action Plan

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Pleasanton Transportation Safety Action Plan

Ċͷ̛̌˵ࢫ%̛ͷ˵ʍΘɄ͍ɾࣜࢫ†ࢫ࠳࠻࠸̛ͩࢫĊ̛̛̌̆Ʉࢫ8͍ˏΘʍࢫࣝˏ͛ࢫˏɾʍ̌ͩˏёʍɾࢫɄ͛ࢫɄࢫ͍ͅˏ̛͍-ity corridor within Pleasanton’s High Injury Network due to its elevated collision history and its role as a key connector supporting regional travel, local access, and multimodal users. The corridor recorded 39 injury collisions over the analysis period, including 3 severe injuries, 13 visible injuries, and 23 complaints of pain, indicating a persistent pattern of safety concerns along this segment. Sunol Boulevard also functions as a major north–south gateway between Pleasanton and the regional freeway system, with complex interchange conditions, curved roadway geometry, and higher operating speeds that contribute to increased collision risk, particularly for pedestrians and bicyclists. These conditions highlight the need for a coordinated set of improvements that address roadway complexity, enhance user awareness, and create a more predictable and safer operating environment.This corridor also includes a Focused High Injury bicycle segment, including:• A focused high-injury bicycle segment from Sonoma Drive to Bernal Avenue.

The corridor includes high-injury intersection, such as:
• Sunol Boulevard & I-680 NB On-Off Ramps• Sunol Boulevard & I-680 SB On-Off Ramps OUTCOMEThe Sunol Boulevard Corridor Safety Improvements represent a comprehensive, multimodal safety investment that addresses documented collision patterns through a coordinated package of interchange upgrades, protected bicycle infrastructure, and visibility and compliance enhancements.ė˂ʍ͛ʍࢫˏ ̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫ Νˏ˵˵ࢫ ͛ˏʳ̌ˏёɲɄ̌ͩ˵Ωࢫˏ ̛͍̆ͅΘʍࢫ ͛ɄʱʍͩΩࢫ ɲ̛̌ɾˏtions along this key southern gateway corridor while advancing ö˵ʍɄ͛Ʉ̛࣭̌ͩ̌͛ࢫʳ̛Ʉ˵ࢫ̛ʱࢫ͍ʍɾͷɲˏ̌ʳࢫ͍ͩɄʱёɲ࣒͍ʍ˵ɄͩʍɾࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ͛ʍ͍ˏous injuries and supporting a safer, more resilient transportation network. CRASH REDUCTION FACTOR62% • Installation of curve delineation treatments, including ɲ˂ʍΘ̛͍̌͛ࢫɄ̌ɾࢫ͍ʍђʍɲͩˏΘʍࢫ̆Ʉ͍ˬʍ͍͛ࢫࢷ̛ͩࢫˏ̛͍̆ͅΘʍࢫɾ͍ˏΘʍ͍ࢫɄΝɄ͍ʍness along curved segments • Operational improvements within the interchange area, including:

SPEED MANAGEMENT AND ROADWAY ENHANCEMENTS
• Construction of a raised cycle track at the I-680 interchange • Transition to Class IV separated bike lanes along the corridor towards Arlington Drive
• Enhanced separation between bicycle and vehicle trafёɲࢫ̛ͩࢫ͍ʍɾͷɲʍࢫʍΦ̛͛ͅͷ͍ʍࢫɄ̌ɾࢫɲ̛̌ђˏɲͩࢫ͍ˏ͛ˬࢫ

MULTIMODAL SAFETY ENHANCEMENTS

SUNOL BOULEVARD CORRIDOR SAFETY IMPROVEMENTS PROJECT

SIGNAL AND OPERATIONAL ENHANCEMENTS
• †̌͛ͩɄ˵˵Ʉͩˏ̛̌ࢫ ̛ʱࢫ ͍ʍ̛͍͍ͩʍђʍɲͩˏΘʍࢫ ɩɄɲˬͅ˵Ʉͩʍ͛ࢫ Ʉͩࢫˬ ʍΩࢫˏ ̌ͩʍ͍- sections, including Sycamore Road and Sunol Boulevard
• Evaluation and potential implementation of automated red-light enforcement at high-risk intersections • Tree trimming and vegetation management to improve signal visibility and sight distance • Signalization of ramp intersections at I-680 to improve ɲ̛̛͍̌ͩ˵ࢫɄ̌ɾࢫ͍ʍɾͷɲʍࢫɲ̛̌ђˏɲͩ͛ࢫ

PROPOSED IMPROVEMENTS

1. Addition of a I-680 southbound on ramp lane2. Widening of roadway segments and structures (e.g., over Happy Valley Road) to improve merging operations

Pleasanton Transportation Safety Action Plan

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Pleasanton Transportation Safety Action Plan

Valley Avenue, extending from Crestline Road to Santa Rita þ̛Ʉɾࢫࢷˏ͛ࢫˏɾʍ̌ͩˏёʍɾࢫɄ͛ࢫɄࢫʱ̛ɲͷ͛ʍɾࢫ̌ʍͩΝ̛͍ˬࢫ͛ʍʳ̆ʍ̌ͩࢫΝˏͩ˂ˏ̌ࢫö˵ʍɄ͛-anton’s High Injury Network due to its elevated collision history and its function as an important east–west corridor serving residential neighborhoods, schools, and key community destinations. During the study period, the corridor experienced 17 injury collisions, including 1 severe injury, 5 visible injuries, and 11 complaints of pain, demonstrating that a substantial share of collisions along this segment resulted in injury.Valley Avenue provides critical access for local residents, students, and families, with several school-related destinations located along or near the corridor. Collision analysis indicates that the primary contributing factors include unsafe speed, pedestrian right-of-way violations, and intersection-related conђˏɲͩ͛ࢫࢷɲ̛̌͛ˏ͛ͩʍ̌ͩࢫΝˏͩ˂ࢫɩ̛͍Ʉɾʍ͍ࢫɲˏͩΩΝˏɾʍࢫ͍ͩʍ̌ɾ͛ࢫࢶė˂ʍࢫ̛͍ͅΦˏ̆ˏͩΩࢫ̛ͩࢫschools further elevates the importance of implementing targeted safety improvements to protect vulnerable roadway users during peak travel periods.This corridor also includes multiple Focused High Injury Network (HIN) pedestrian and bicycle segments, including:• A focused high-injury pedestrian segment from Crestline Road to Santa Rita Road, Hopyard Road to Crestline Road, and South Paseo Santa Cruz to Hopyard Road. • A focused high-injury bicycle segment from Santa Rita Road to Busch Road, Crestline Road to Santa Rita Road, Oak Vista Way to Case Avenue, and Hopyard Road to Crestline Road The corridor also includes high-injury intersection, such as:
• Valley Avenue at Stanley Boulevard
OUTCOMEThe Valley Avenue Corridor Safety Improvements represent a targeted, multimodal safety investment that addresses documented collision patterns through a coordinated package of ͛ɲ˂̛̛˵ࢫ η̛̌ʍࢫ ͍ͩɄʱёɲࢫ ɲɄ˵̆ˏ̌ʳࢫࢷˏ ̌ͩʍ͍͛ʍɲͩˏ̛̌ࢫ ͷͅʳ͍Ʉɾʍ͛ࢫࢷ ͍ˏʳ˂࣒ͩͩͷ͍̌ࢫlane removal, and protected active transportation infrastructure.ė˂ʍ͛ʍࢫˏ ̛͍̆ͅΘʍ̆ʍ̌ͩ͛ࢫ Νˏ˵˵ࢫ ͛ˏʳ̌ˏёɲɄ̌ͩ˵Ωࢫ ʍ̌˂Ʉ̌ɲʍࢫ ͛ɄʱʍͩΩࢫ ɲ̛̌ɾˏtions for all roadway users along this important residential and school-serving corridor while advancing the City’s goal of reɾͷɲˏ̌ʳࢫ͍ͩɄʱёɲ࣒͍ʍ˵ɄͩʍɾࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ͛ʍ͍ˏ̛ͷ͛ࢫˏ̌˥ͷ͍ˏʍ͛ࢶCRASH REDUCTION FACTOR52% • Construction of a raised cycle track or shared-use path, based on right-of-way availability and directional analysis • Removal of channelized right-turn lanes at intersections such as Crestline Road and Greenwood Road to ͍ʍɾͷɲʍࢫˏ˂ʳ˂࣒͛ͅʍʍɾࢫͩͷ͍̌ˏ̌ʳࢫɲ̛̌ђˏɲͩ͛ࢫ
• Installation of curb extensions and crossing enhancements to:
• †̌͛ͩɄ˵˵Ʉͩˏ̛̌ࢫ̛ʱࢫ͍ʍ̛͍͍ͩʍђʍɲͩˏΘʍࢫɩɄɲˬͅ˵Ʉͩʍ͛ࢫɄͩࢫ͛ˏʳ̌Ʉ˵ˏηʍɾࢫˏ̌ͩʍ͍- sections
• Installation of countdown pedestrian heads where not currently provided • Upgrades to limit lines, signage, and pavement markings to improve visibility and compliance
• Enhanced intersection control and operational improvements at key locations such as Greenwood Road • Left turn phasing

SIGNAL AND OPERATIONAL ENHANCEMENTS

MULTIMODAL SAFETY ENHANCEMENTS

VALLEY AVENUE CORRIDOR SAFETY IMPROVEMENTS PROJECT

SPEED MANAGEMENT AND SCHOOL ZONEENHANCEMENTS
• †̆ͅ˵ʍ̆ʍ̌ͩɄͩˏ̛̌ࢫ ̛ʱࢫ ͍ͩɄʱёɲࢫ ɲɄ˵̆ˏ̌ʳࢫ ̆ʍɄ͛ͷ͍ʍ͛ࢫ Νˏͩ˂ˏ̌ࢫ school zones
• Installation of speed feedback signs to reinforce reduced speed limits • Corridor-wide measures to improve driver awareness during school arrival and dismissal periods

PROPOSED IMPROVEMENTS

1. Shorten pedestrian crossing distances 2. Improve visibility between drivers and pedestrians • Additional pedestrian safety improvements including advance warning signs and upgraded crosswalk markings

Pleasanton Transportation Safety Action Plan

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Pleasanton Transportation Safety Action Plan

Bernal Avenue, particularly the segments between Valley Avenue and Pleasanton Avenue and between Sunol Boulevard and ŋˏ̌ɾ̆ˏ˵˵ࢫŋɄΩࢫ˂Ʉ͛ࢫɩʍʍ̌ࢫˏɾʍ̌ͩˏёʍɾࢫΝˏͩ˂ˏ̌ࢫö˵ʍɄ͛Ʉ̛࣭̌ͩ̌͛ࢫk̛ɲͷ͛ʍɾࢫHigh Injury Network due to its elevated collision history and its function as a key east–west corridor serving residential neighborhoods, commercial areas, and multimodal users. Based on the reviewed data, the corridor recorded 25 injury collisions, including 2 severe injury collisions, 9 visible injuries, and 14 complaints of pain, demonstrating that nearly all recorded collisions along this segment resulted in some level of injury. These conditions substantiate the corridor’s designation as a priority location for safety enhancements that improve operational consis-ͩʍ̌ɲΩࢫࢷ͍ʍɾͷɲʍࢫɲ̛̌ђˏɲͩࢫʍΦ̛͛ͅͷ͍ʍࢫࢷɄ̌ɾࢫ͛ͷ̛͍ͩͅͅࢫ͛Ʉʱʍ͍ࢫ͍ͩɄΘʍ˵ࢫʱ̛͍ࢫɄ˵˵ࢫroadway users.Bernal Avenue serves a diverse mix of users, including drivers, pedestrians, and bicyclists, and experiences high activity levels at key intersections. Collision analysis indicates that the primary contributing factors include unsafe speed and improper turning (each accounting for approximately 36 and 24 percent of collisions), followed by improper turning and automobile rightof-way violations. These trends highlight the need to address ɩ̛ͩ˂ࢫ ͛ͅʍʍɾ࣒͍ʍ˵Ʉͩʍɾࢫ ɩʍ˂ɄΘˏ̛͍ࢫ Ʉ̌ɾࢫˏ ̌ͩʍ͍͛ʍɲͩˏ̛̌ࢫ ɲ̛̌ђˏɲͩ͛ࢫ Ʉ˵̛̌ʳࢫthe corridor.This corridor also includes multiple Focused High Injury Network (HIN) pedestrian and bicycle segments, including:• A focused high-injury pedestrian segment from First Street to Windmill Lane, Valley Avenue to Pleasanton Avenue, and Windmill Lane to Kottinger Drive. • A focused high-injury bicycle segment from First Street to Windmill Lane, and Windmill Lane to Kottinger Drive.

OUTCOMEThe Bernal Avenue Corridor Safety Improvements represent a comprehensive, multimodal safety investment that addresses ͩ˂ʍࢫɲ̛͍͍ˏɾ̛͍࣭͛ࢫ̛̆͛ͩࢫ͛ˏʳ̌ˏёɲɄ̌ͩࢫɲ̛˵˵ˏ͛ˏ̛̌ࢫͅɄͩͩʍ͍̌͛ࢫͩ˂̛͍ͷʳ˂ࢫɄࢫɲ̛-ordinated package of signal upgrades, protected bicycle infrastructure, and intersection enhancements.These improvements will improve safety, accessibility, and connectivity for all roadway users while advancing Pleasanton’s ʳ̛Ʉ˵ࢫ ̛ʱࢫ ͍ʍɾͷɲˏ̌ʳࢫ ͍ͩɄʱёɲ࣒͍ʍ˵Ʉͩʍɾࢫ ʱɄͩɄ˵ˏͩˏʍ͛ࢫ Ʉ̌ɾࢫ ͛ʍ͍ˏ̛ͷ͛ࢫˏ ̌˥ͷ͍ˏʍ͛and creating a safer, more resilient transportation network.CRASH REDUCTION FACTOR57% • Implementation of Class IV separated bikeways using
bollards
• Long-term development of raised cycle tracks with landscape separation • Introduction of protected intersection designs at ˂ˏʳ˂࣒ɲ̛̌ђˏɲͩࢫ˵̛ɲɄͩˏ̛̌͛ࢫ͛ͷɲ˂ࢫɄ͛ࢫ%ʍ͍̌Ʉ˵ࣃĊͷ̛̌˵ࣃkˏ͍͛ͩࢫ
• Installation of high-visibility crosswalks and upgraded pedestrian crossings
• Enhanced connectivity for pedestrians and bicyclists
along the corridor
• †̌͛ͩɄ˵˵Ʉͩˏ̛̌ࢫ̛ʱࢫ͍ʍ̛͍͍ͩʍђʍɲͩˏΘʍࢫɩɄɲˬͅ˵Ʉͩʍ͛ࢫɄͩࢫ͛ˏʳ̌Ʉ˵ˏηʍɾࢫˏ̌ͩʍ͍- sections
• Installation of countdown pedestrian heads and Accessible Pedestrian Signals (APS)
• Implementation of Leading Pedestrian Intervals (LPIs) at high-activity intersections
• Upgrades at key intersections such as:• Enhanced signal visibility and operational improvements ̛ͩࢫ͍ʍɾͷɲʍࢫ͍ͩɄʱёɲࢫɲ̛̛͍̌ͩ˵ࢫΘˏ̛˵Ʉͩˏ̛̌͛

SIGNAL AND OPERATIONAL ENHANCEMENTS

MULTIMODAL SAFETY ENHANCEMENTS

BERNAL AVENUE CORRIDOR SAFETY IMPROVEMENTS PROJECT

SPEED MANAGEMENT AND VISIBILITY IMPROVEMENTS
• Installation of advance warning signs and upgraded
pavement markings
• Improvements to driver awareness and visibility, particularly in high pedestrian activity areas • þʍ̛̆ΘɄ˵ࢫ̛͍ࢫ͍ʍɲ̛̌ёʳͷ͍Ʉͩˏ̛̌ࢫ̛ʱࢫɲ˂Ʉ̌̌ʍ˵ˏηʍɾࢫ͍ˏʳ˂࣒ͩͩͷ͍̌ࢫ ˵Ʉ̌ʍ͛ࢫ̛ͩࢫ͍ʍɾͷɲʍࢫˏ˂ʳ˂࣒͛ͅʍʍɾࢫͩͷ͍̌ˏ̌ʳࢫɲ̛̌ђˏɲͩ͛

PROPOSED IMPROVEMENTS

1. Bernal Avenue at Valley Avenue 2. Bernal Avenue at Pleasanton Avenue 3. Bernal Avenue at Sunol Boulevard/ First Street

Pleasanton Transportation Safety Action Plan

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Pleasanton Transportation Safety Action Plan

-ˏͩΩΝˏɾʍࢫ͛ˏʳ̌Ʉ˵ࢫͷͅʳ͍Ʉɾʍ͛ࢫ˂ɄΘʍࢫɩʍʍ̌ࢫˏɾʍ̌ͩˏёʍɾࢫɄ͛ࢫɄࢫ͍ͅˏ̛͍ˏͩΩࢫˏ̌ˏ-ͩˏɄͩˏΘʍࢫΝˏͩ˂ˏ̌ࢫö˵ʍɄ͛Ʉ̛࣭̌ͩ̌͛ࢫ͛ɄʱʍͩΩࢫʱ͍Ʉ̆ʍΝ̛͍ˬࢫɾͷʍࢫ̛ͩࢫͩ˂ʍࢫ͛ˏʳ̌ˏёɲɄ̌ͩࢫ̛͍˵ʍࢫͩ˂Ʉͩࢫ͛ˏʳ̌Ʉ˵࣒͍ʍ˵Ʉͩʍɾࢫɲ̛̌ђˏɲͩ͛ࢫͅ˵ɄΩࢫˏ̌ࢫͩ˂ʍࢫ-ˏͩΩ࣭͛ࢫɲ̛˵˵ˏ͛ˏ̛̌ࢫpatterns. Between 2020 and 2024, Pleasanton recorded a total of 809 collisions, including 7 fatal and 60 severe injury collisions. ė͍Ʉʱёɲࢫ͛ˏʳ̌Ʉ˵ࢫɄ̌ɾࢫ͛ˏʳ̌ࢫΘˏ̛˵Ʉͩˏ̛̌͛ࢫɄɲɲ̛ͷ̌ͩʍɾࢫʱ̛͍ࢫ࠹࠸࠴ࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࣜࢫɄͅ-proximately 19 percent) including 7 KSI, while improper turning movements contributed to an additional 108 collisions (approximately 13 percent). These trends highlight the need for modern, reliable, and highly visible signal infrastructure across the City’s roadway network. Signal infrastructure plays a critical role in managing intersec-ͩˏ̛̌ࢫ ̛ͅʍ͍Ʉͩˏ̛̌͛ࢫࢷˏ̛͍̆ͅΘˏ̌ʳࢫ ɲ̛̆ͅ˵ˏɄ̌ɲʍࢫࢷ Ʉ̌ɾࢫ ͍ʍɾͷɲˏ̌ʳࢫ ɲ̛̌ђˏɲͩࢫ̛ͅˏ̌ͩ͛ࢫ Ʉ̛̆̌ʳࢫ Ʉ˵˵ࢫ ̛͍ɄɾΝɄΩࢫ ͷ͛ʍ͍͛ࢫࢶ
ʳˏ̌ʳࢫ ʍ͋ͷˏ̆ͅʍ̌ͩࢫࢷ Θˏ͛ˏɩˏ˵ˏͩΩࢫchallenges, and outdated detection systems can contribute to driver confusion, delayed response times, and increased crash risk—particularly at high-activity intersections.

OUTCOMEThe Citywide Signal Upgrades represent a foundational investment in intersection safety, addressing one of the most significant contributing factors to collisions. By modernizing signal infrastructure across the network, the City will improve safety, ͍ʍ˵ˏɄɩˏ˵ˏͩΩࢫࢷ Ʉ̌ɾࢫ ʍʱёɲˏʍ̌ɲΩࢫΝ˂ˏ˵ʍࢫ ɄɾΘɄ̌ɲˏ̌ʳࢫˏ ͩ͛ࢫ ʳ̛Ʉ˵ࢫ ̛ʱࢫ ͍ʍɾͷɲˏ̌ʳ͍ͩɄʱёɲ࣒͍ʍ˵ɄͩʍɾࢫʱɄͩɄ˵ˏͩˏʍ͛ࢫɄ̌ɾࢫ͛ʍ͍ˏ̛ͷ͛ࢫˏ̌˥ͷ͍ˏʍ͛ࢶCRASH REDUCTION FACTOR35% • Development of a prioritized implementation framework based on:

1. Intersection crash history 2. H͋ͷˏ̆ͅʍ̌ͩࢫɄʳʍࢫɄ̌ɾࢫɲ̛̌ɾˏͩˏ̛̌ࢫ3. Pedestrian activity levels 4. Proximity to schools, transit stops, and high-activity areas
• Phased implementation approach targeting high-risk
ˏ̌ͩʍ͍͛ʍɲͩˏ̛̌͛ࢫё͍͛ͩࢫ
• þʍͅ˵Ʉɲʍ̆ʍ̌ͩࢫɄ̌ɾࢫ̛̆ɾʍ͍̌ˏηɄͩˏ̛̌ࢫ̛ʱࢫɄʳˏ̌ʳࢫ͍ͩɄʱёɲࢫ͛ˏʳ̌Ʉ˵ࢫ ʍ͋ͷˏ̆ͅʍ̌ͩࢫ
• †̌͛ͩɄ˵˵Ʉͩˏ̛̌ࢫ̛ʱࢫёɩʍ͍ࢫ̛ͩͅˏɲࢫɲ̛̆̆ͷ̌ˏɲɄͩˏ̛̌ࢫˏ̌ʱ͍Ʉ͍͛ͩͷɲͩͷ͍ʍ• Installation of high-visibility LED signal heads • †̌͛ͩɄ˵˵Ʉͩˏ̛̌ࢫ̛ʱࢫ͍ʍ̛͍͍ͩʍђʍɲͩˏΘʍࢫɩɄɲˬͅ˵Ʉͩʍ͛ࢫ̛ͩࢫˏ̛͍̆ͅΘʍࢫ͛ˏʳ̌Ʉ˵ࢫ visibility
• Upgrades to vehicle and pedestrian detection systems • Implementation of adaptive signal timing technology • Installation of Accessible Pedestrian Signals (APS) • Installation of red-light cameras

SIGNAL AND OPERATIONAL ENHANCEMENTS

SYSTEMWIDE PRIORITIZATION AND IMPLEMENTATIO

CITYWIDE SIGNAL UPGRADES PROJECT
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Pleasanton Transportation Safety Action Plan

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Pleasanton Transportation Safety Action Plan

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Pleasanton Transportation Safety Action Plan

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Pleasanton Transportation Safety Action Plan

The Citywide Leading Pedestrian Interval (LPI) Feasibility Study ˂Ʉ͛ࢫɩʍʍ̌ࢫˏɾʍ̌ͩˏёʍɾࢫɄ͛ࢫɄࢫ͍ͅˏ̛͍ˏͩΩࢫˏ̌ˏͩˏɄͩˏΘʍࢫ̛ͩࢫˏ̛͍̆ͅΘʍࢫͅʍɾʍ͍͛ͩˏɄ̌ࢫsafety at signalized intersections across Pleasanton. Between 2020 and 2024, there were 3 KSI collisions and a total of 28 injury collisions where pedestrian right-of-way violations contributed to 37 collisions, representing approximately 5 percent of the -ˏͩΩ࣭͛ࢫ̛ͩͩɄ˵ࢫɲ̛˵˵ˏ͛ˏ̛̌͛ࢫࢶė˂ʍ͛ʍࢫɲ̛̌ђˏɲͩ͛ࢫˏ˂ʳ˂˵ˏʳ˂ͩࢫͩ˂ʍࢫ̌ʍʍɾࢫʱ̛͍ࢫʍ̌- hanced pedestrian protection, particularly at intersections with high turning vehicle volumes. Leading Pedestrian Intervals (LPIs) are a proven safety countermeasure that provide pedestrians with a head start of several ͛ʍɲ̛̌ɾ͛ࢫɩʍʱ̛͍ʍࢫΘʍ˂ˏɲ˵ʍ͛ࢫ͍ʍɲʍˏΘʍࢫɄࢫʳ͍ʍʍ̌ࢫ͛ˏʳ̌Ʉ˵ࢫࢷ͛ˏʳ̌ˏёɲɄ̌ͩ˵Ωࢫ͍ʍɾͷɲˏ̌ʳࢫɲ̛̌ђˏɲͩ͛ࢫɩʍͩΝʍʍ̌ࢫͩͷ͍̌ˏ̌ʳࢫΘʍ˂ˏɲ˵ʍ͛ࢫɄ̌ɾࢫͅʍɾʍ͍͛ͩˏɄ̌͛ࢶ OUTCOMEThe Citywide LPI Feasibility Study will provide Pleasanton with a clear, evidence-based roadmap for expanding pedestrian protections at signalized intersections. By identifying and prioritizing high-impact locations, the City can implement targeted improvements that enhance safety for vulnerable roadway ͷ͛ʍ͍͛ࢫɄ̌ɾࢫ͛ͷ̛͍ͩͅͅࢫˏͩ͛ࢫʳ̛Ʉ˵ࢫ̛ʱࢫ ͍ʍɾͷɲˏ̌ʳࢫ ͍ͩɄʱёɲ࣒͍ʍ˵Ʉͩʍɾࢫ ʱɄͩɄ˵ˏͩˏʍ͛ࢫand serious injuries.CRASH REDUCTION FACTOR60% • öʍ͍ʱ̛͍̆ࢫёʍ˵ɾࢫ̛ɩ͛ʍ͍ΘɄͩˏ̛̌͛ࢫɄ̌ɾࢫɾɄͩɄࢫɲ̛˵˵ʍɲͩˏ̛̌ࢫ• Analyze collision data and pedestrian activity patterns • -̛̛͍ɾˏ̌ɄͩʍࢫΝˏͩ˂ࢫ-ˏͩΩࢫ͍ͩɄʱёɲࢫ̛ͅʍ͍Ʉͩˏ̛̌͛ࢫ͛ͩɄʱʱࢫ̛ͩࢫɄ͛͛ʍ͛͛ࢫࢸ • Develop a prioritized list of intersections for LPI implementation • Provide cost estimates and phasing recommendations • †̌ͩʍʳ͍Ʉͩʍࢫё̌ɾˏ̌ʳ͛ࢫˏ̛̌ͩࢫࢸ

1. Signal timing compatibility 2. †̌ʱ͍Ʉ͍͛ͩͷɲͩͷ͍ʍࢫ͍ʍ͋ͷˏ͍ʍ̆ʍ̌ͩ͛ࢫʱ̛͍ࢫˏ̆ͅ˵ʍ̆ʍ̌ͩɄͩˏ̛̌ࢫ

1. Capital Improvement Program (CIP) 2. Future grant applications

1. Pedestrian volumes 2. Crash history 3. Intersection geometry 4. Signal timing characteristics 5. Proximity to schools, transit stops, and commercial areas
• Conduct a systemwide evaluation of intersections for potential LPI implementation • Identify candidate locations based on:

CITYWIDE FEASIBILITY STUDY

DATA COLLECTION AND ANALYSIS

IMPLEMENTATION PLANNING
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Pleasanton Transportation Safety Action Plan

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Mode KSI InjuryPedestrian 3 28Violation CategoryPedestrian right of way 2 21Pedestrian Violation 14Collision TypeVehicle/Pedestrian 3 28LocationIntersection 3 28

Pleasanton Transportation Safety Action Plan

-ˏͩΩΝˏɾʍࢫ͍ͩɄʱёɲࢫ͛ˏʳ̌Ʉʳʍࢫ˂Ʉ͛ࢫɩʍʍ̌ࢫˏɾʍ̌ͩˏёʍɾࢫɄ͛ࢫɄࢫɲ͍ˏͩˏɲɄ˵ࢫɲ̛̛̆ͅ-nent of Pleasanton’s roadway safety framework due to its role in ʳͷˏɾˏ̌ʳࢫͷ͛ʍ͍ࢫɩʍ˂ɄΘˏ̛͍ࢫɄ̌ɾࢫ͛ͷ̛͍ͩͅͅˏ̌ʳࢫɲ̛̆ͅ˵ˏɄ̌ɲʍࢫΝˏͩ˂ࢫ͍ͩɄʱёɲࢫcontrol devices. Between 2020 and 2024, the City recorded 809 ɲ̛˵˵ˏ͛ˏ̛̌͛ࢫ Ν˂ˏɲ˂ࢫˏ ̌ɲ˵ͷɾʍ͛ࢫ ࢫ࠺࠹ ŸĊ†ࢫ ɲ̛˵˵ˏ͛ˏ̛̌͛ࢫࢷ Νˏͩ˂ࢫ ͍ͩɄʱёɲࢫ ɲ̛̛͍̌ͩ˵ࢫɾʍΘˏɲʍࢫɾʍёɲˏʍ̌ɲˏʍ͛ࢫˏɾʍ̌ͩˏёʍɾࢫɄ͛ࢫ ɲ̛͍̌ͩˏɩͷͩˏ̌ʳࢫ ʱɄɲ̛͍ͩ͛ࢫˏ̌ࢫɄࢫ̛͍ͅ-tion of these crashes. Signs that are faded, damaged, obstructed, or not compliant with current standards can reduce clarity ʱ̛͍ࢫ̛͍ɄɾΝɄΩࢫͷ͛ʍ͍͛ࢫɄ̌ɾࢫˏ̌ɲ͍ʍɄ͛ʍࢫͩ˂ʍࢫ͍ˏ͛ˬࢫ̛ʱࢫɲ̛̌ђˏɲͩ͛ࢶA comprehensive, citywide sign inventory is necessary to sys-ͩʍ̆ɄͩˏɲɄ˵˵Ωࢫˏɾʍ̌ͩˏʱΩࢫͩ˂ʍ͛ʍࢫɾʍёɲˏʍ̌ɲˏʍ͛ࢫɄ̌ɾࢫʍ͛ͩɄɩ˵ˏ͛˂ࢫɄࢫɾɄͩɄ࣒ɾ͍ˏΘʍ̌ࢫɄ̛͍ͅͅɄɲ˂ࢫ̛ͩࢫ̆Ʉˏ̌ͩɄˏ̌ˏ̌ʳࢫɄ̌ɾࢫͷͅʳ͍Ʉɾˏ̌ʳࢫ͍ͩɄʱёɲࢫɲ̛̛͍̌ͩ˵ࢫɾʍvices across Pleasanton’s roadway network. OUTCOME The Citywide Sign Inventory Project establishes the foundational data needed to systematically identify and address signage ɾʍёɲˏʍ̌ɲˏʍ͛ࢫ Ʉɲ̛͍͛͛ࢫ ö˵ʍɄ͛Ʉ̛࣭̌ͩ̌͛ࢫ ̛͍ɄɾΝɄΩࢫ ̌ʍͩΝ̛͍ˬࢫࢶ %Ωࢫ ɾʍΘʍ˵-oping a GIS-based asset management system and prioritizing upgrades, the City will improve roadway clarity, enhance user compliance, and support a safer, more consistent transportation environment.ė˂ˏ͛ࢫ̛͍ͅ˥ʍɲͩࢫɄɾΘɄ̌ɲʍ͛ࢫö˵ʍɄ͛Ʉ̛࣭̌ͩ̌͛ࢫʳ̛Ʉ˵ࢫ̛ʱࢫ͍ʍɾͷɲˏ̌ʳࢫ͍ͩɄʱёɲ࣒͍ʍlated fatalities and serious injuries by strengthening one of the most fundamental elements of roadway safety.CRASH REDUCTION FACTOR30%

CITYWIDE SIGN INVENTORY PROJECT
• -̛̌ɾͷɲͩࢫɄࢫёʍ˵ɾ࣒ɩɄ͛ʍɾࢫˏ̌Θʍ̛͍̌ͩΩࢫ̛ʱࢫɄ˵˵ࢫ͍ͩɄʱёɲࢫɲ̛̛͍̌ͩ˵ࢫ signs, including
• Collect data on:

1. Regulatory signs 2. Warning signs 3. Guide signs 1. Sign condition 2. þʍ̛͍࣒͍ͩʍђʍɲͩˏΘˏͩΩࢫ˵ʍΘʍ˵͛ࢫ3. Placement and visibility 4. Compliance with MUTCD and CAMUTCD standards

SYSTEMWIDE INVENTORY AND DATA COLLECTION
• Develop a Geographic Information System (GIS)-
based database to:
• Establish the database as a living asset management
tool for ongoing updates

1. Centralize sign inventory data 2. Track maintenance and replacement needs 3. Support compliance monitoring • Develop a Geographic Information System (GIS)-
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• Establish the database as a living asset management
tool for ongoing updates

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• Identify locations with: • Direct maintenance resources toward highest-risk ˵̛ɲɄͩˏ̛̌͛ࢫё͍͛ͩࢫ

1. Ċͷɩ͛ͩɄ̌ɾɄ͍ɾࢫ͍ʍ̛͍࣒͍ͩʍђʍɲͩˏΘˏͩΩࢫ2. Visibility obstructions 3. Non-compliant installations

MAINTENANCE AND IMPLEMENTATION STRATEGY

Pleasanton Transportation Safety Action Plan

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Mode KSI InjuryBicycle 15 117Electric Bicycle 1 9Electric Motorized Board 0 2Electric Scooter 5 18Motorcycle 2 28Others 0 7Passenger Car or Pickup Truck 29 527Pedestrian 10 52Truck 1 18Unknown 4 31Violation CategoryUnsafe Speed 15 197DUI 12 55Improper Turning 8 108ė͍ɄʱёɲࢫĊˏʳ̌Ʉ˵͛ࢫɄ̌ɾࢫĊˏʳ̌͛ࢫŅˏ̛˵Ʉͩˏ̛̌ 7 156Collision TypeHit Object 21 117Broadside 14 327Vehicle/Pedestrian 10 51Rear End 9 184LocationIntersection 51 667Roadway Corridor 16 142 ͛ʍ ·ˏ˵࠸ࢶ࠳ ࠴࠳
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Pleasanton Transportation Safety Action Plan

%ˏɲΩɲ˵ʍࢫ ͛ɄʱʍͩΩࢫ˂ Ʉ͛ࢫ ɩʍʍ̌ࢫˏ ɾʍ̌ͩˏёʍɾࢫ Ʉ͛ࢫ Ʉࢫ ɲ͍ˏͩˏɲɄ˵ࢫ ͍ͅˏ̛͍ˏͩΩࢫ Νˏͩ˂ˏ̌Pleasanton’s transportation safety framework, particularly as the City advances its active transportation and sustainability goals. Between 2020 and 2024, bicycle-involved collisions accounted for 31 percent (21 collisions) of fatal and severe injury (KSI) crashes and 18 percent of all injury crashes out of a total of 809 collisions. This disproportionate representation highlights the elevated risk faced by bicyclists and underscores the need for targeted infrastructure improvements.ö˵ʍɄ͛Ʉ̛࣭̌ͩ̌͛ࢫ ʍΦˏ͛ͩˏ̌ʳࢫ ɩˏɲΩɲ˵ʍࢫ ̌ʍͩΝ̛͍ˬࢫ ΘɄ͍ˏʍ͛ࢫˏ ̌ࢫ ɾʍ͛ˏʳ̌ࢫ ͋ͷɄ˵ˏty, continuity, and level of separation from motor vehicle trafёɲࢫࢶ †̌ɲ̛̌͛ˏ͛ͩʍ̌ͩࢫˏ̌ʱ͍Ʉ͍͛ͩͷɲͩͷ͍ʍࢫɄ̌ɾࢫˏ˵̆ˏͩʍɾࢫ̛͍ͩͅʍɲͩˏ̛̌ࢫˏ̌ࢫˏ˂ʳ˂-ʍ͍࣒͛ͅʍʍɾࢫʍ̌Θˏ̛͍̌̆ʍ̌ͩ͛ࢫɲɄ̌ࢫˏ̌ɲ͍ʍɄ͛ʍࢫʍΦ̛͛ͅͷ͍ʍࢫ̛ͩࢫɲ̛̌ђˏɲͩ͛ࢫɄ̌ɾࢫdiscourage bicycle use. A comprehensive feasibility study will align with the Pleasanton Bicycle Pedestrian Master Plan to evaluate current conditions and identify opportunities for upgrading bicycle facilities to improve safety and connectivity across the network.

OUTCOMEThe Bicycle Facility Upgrade Feasibility Study will provide Pleasanton with a prioritized, data-driven pipeline of bicycle safety improvements that directly address the disproportionate risk faced by cyclists. By identifying high-impact corridors and developing fundable projects, the City will be well-positioned to advance targeted infrastructure upgrades that improve safety, accessibility, and connectivity across the transportation network.ė˂ˏ͛ࢫ̛͍ͅ˥ʍɲͩࢫ ͛ͷ̛͍ͩ͛ͅͅࢫ ö˵ʍɄ͛Ʉ̛࣭̌ͩ̌͛ࢫʳ̛Ʉ˵ࢫ ̛ʱࢫ ͍ʍɾͷɲˏ̌ʳࢫ ͍ͩɄʱёɲ࣒͍ʍlated fatalities and serious injuries while promoting a safer and more inclusive multimodal system.CRASH REDUCTION FACTOR40%

1. Facility type and condition 2. §ʍΘʍ˵ࢫ̛ʱࢫ͛ʍͅɄ͍Ʉͩˏ̛̌ࢫʱ̛͍̆ࢫ͍ͩɄʱёɲࢫ3. Network connectivity and gaps • Conduct a comprehensive evaluation of existing bicycle facilities across the City
• Assess:
• Identify corridors with the highest potential for safety improvements • Ensure evaluation incorporates principles of the Pleasanton Bicycle Pedestrian Master Plan

SYSTEMWIDE FEASIBILITY STUDY
• Analyze:

1.
ɾ˥Ʉɲʍ̌ͩࢫ͍ͩɄʱёɲࢫΘ̛˵ͷ̆ʍ͛ࢫɄ̌ɾࢫ̛ͅʍ͍Ʉͩˏ̌ʳࢫ͛ͅʍʍɾ͛ࢫ2. Land use context and corridor function 3. Proximity to schools, parks, transit stops, and employment centers 4. Locations with documented or potential vehicle– ɩˏɲΩɲ˵ʍࢫɲ̛̌ђˏɲͩ͛ࢫ

DATA DRIVEN EVALUATION CRITERIA
• Community and Stakeholder Engagement• Incorporate user experience and perceived safety concerns into recommendations

1. Cyclists and community members 2. Bicycle Pedestrian Trails Committee3. Local stakeholders

DATA DRIVEN EVALUATION CRITERIA

1. Class IV protected bikeways 2. Raised cycle tracks
• Develop a list of bicycle facility upgrade projects • Identify opportunities to upgrade facilities to:

1. Capital Improvement Program (CIP) 2. State and federal grant applications (e.g., ATP, SS4A) • Prepare recommendations suitable for:

IMPLEMENTATION AND FUNDING

FEASIBILITY STUDY FOR UPGRADING EXISTING BICYCLE FACILITIES

PROPOSED IMPROVEMENTS