San Leandro Bicycle
and Pedestrian
Master Plan
2024 Update
DRAFT
San Leandro Crosstown Corridors Study ii
This page intentionally left blank.
San Leandro Crosstown Corridors Study iii
Acknowledgments
Project Staff
Sheila Marquises, City of San Leandro
Robin Chee, City of San Leandro
Nicole Noronha Castelino, City of San Leandro
Susie Hufstader, Fehr & Peers
Carrie Modi, Fehr & Peers
Jackson Zeng, Fehr & Peers
Ash McEvoy, Fehr & Peers
Manvi Nigam, Fehr & Peers
City of San Leandro Bicycle Pedestrian Advisory
Committee
Sarah Bailey
Barbara Butler
Ed Cable
Nicholas Foster
Maureen Fourney
Jason Hammon
Edward Huynh
Jeremy Johansen
Alexandra McKeever
Jeff Wong
Table of Contents
1. Introduction ..................................................................................................................................................... 1-1
2. Vision and Goals ............................................................................................................................................. 2-1
3. Existing Conditions ........................................................................................................................................ 3-1
4. Pedestrian and Bicycle Recommendations .......................................................................................... 4-1
5. Support Programs .......................................................................................................................................... 5-1
6. Implementation .............................................................................................................................................. 6-1
7. Appendices ....................................................................................................................................................... 7-1
San Leandro Crosstown Corridors Study iv
Appendices
Appendix A. Bicycle and Pedestrian Design Guidelines (Forthcoming) Appendix B. Project Location List
Appendix C. Online Community Feedback
List of Figures
Figure 1-1 Project Timeline and Engagement Summary.......................................................................................................1-2 Figure 3-1 Injury Collisions by Year and Mode, 2017-2021..................................................................................................3-3 Figure 3-2 All Injury Collisions, 2017-2021.................................................................................................................................3-4 Figure 3-3 Severe Injury and Fatal Collisions, 2017-2021.....................................................................................................3-4 Figure 3-4 Bicycle Injury Collisions ................................................................................................................................................3-5 Figure 3-5 Pedestrian Injury and Fatal Collisions .....................................................................................................................3-6 Figure 3-6 Existing Bikeway Network ...........................................................................................................................................3-7 Figure 4-1 Pedestrian Priority Areas and Safety Priority Corridors..................................................................................4-2 Figure 4-2 Recommended Bicycle Network ................................................................................................................................4-5 Figure 4-3 Existing and Recommended Bicycle Parking ........................................................................................................4-6 Figure 5-1 Safe System Approach....................................................................................................................................................5-1 List of Tables
Table 4-1 Proposed Bicycle Network by Bikeway Type .........................................................................................................4-3 Table 5-1 Support Programs..............................................................................................................................................................5-2 Table 6-1 Priority Corridors in Progress ......................................................................................................................................6-2 Table 6-2 New Priority Corridors ....................................................................................................................................................6-2 Table 6-3 Potential Funding Sources and Uses ..........................................................................................................................6-2 San Leandro Crosstown Corridors Study v
San Leandro Bicycle and Pedestrian Master Plan 1-1
Purpose of this Plan
The Bicycle and Pedestrian Master Plan (BPMP or
Plan) builds on and continues the accomplishments
in active transportation in San Leandro. The City of
San Leandro will use the Plan to guide development
of infrastructure projects and programs to support
bicycling and walking as safe, enjoyable, and
practical transportation options for San Leandro.
This BPMP is a focused update to the 2018 Bicycle
and Pedestrian Master Plan. Since the adoption of the
2018 Plan, the City of San Leandro has passed a
Vision Zero goal with the Local Roadway Safety Plan
(2021), completed the major Crosstown Corridors
study for Bancroft Avenue and Williams Street, and
implemented a significant number of active
transportation projects. This update reviews the
bikeway types and pedestrian recommendations for
the latest best practice and prioritizes projects and
programs for the next five years of implementation.
Policy Context – What’s
Changed?
While active transportation was already a priority
for San Leandro and the region at the time of the
2018 BPMP, new planning documents and policies
have emerged in the last five years that reemphasize
the importance of safety in transportation planning.
The City’s Vision Zero resolution and Local Roadway
Safety Plan double down on a commitment to ending
fatal and severe collisions in San Leandro. This goal
is consistent with a new Vision Zero policy at the
regional level from the Metropolitan Transportation
Commission (2020) and an official endorsement of
the Safe System Approach at the countywide level in
the Alameda CTC Countywide Transportation Plan
(2020). This Plan also aligns with recent regional
active transportation network planning and policy,
including the MTC Regional Active Transportation
Network (2023), the Alameda CTC Countywide
Bikeway Network (2022), and the All Ages and
Abilities Bikeways policies that accompany both
networks. The Plan is coordinated with the most
recent Caltrans District 4 Bicycle and Pedestrian
Plans and is informed by research and investment in
the Safe System Approach from the Federal Highway
Administration (FHWA).
1. Introduction
What is Active Transportation?
This Plan refers to “active transportation” as any form of self-propelled, human-powered travel, such as
walking, bicycling, scooting, skating, or using a
mobility device. The term “pedestrian” is inclusive of
people using wheelchairs and other mobility devices.
Through prioritizing active transportation, the City of San Leandro will enhance health, mobility, livability,
economy, and environmental sustainability.
What is Vision Zero and the Safe
System Approach?
Vision Zero is not a slogan, not a tagline, not even just a program. It is a fundamentally different way to
approach traffic safety. –Vision Zero Network
The Vision Zero approach views transportation-related
fatalities and injuries as preventable, rather than
inevitable, and relies on data-driven, multi-disciplinary collaboration to eliminate fatalities and severe injuries to ensure safe, healthy, and equitable mobility for all.
The Safe System approach is the set of strategies to
achieve Vision Zero. This approach focuses on
influencing system-wide practices, policies, and
designs to lessen the severity of collisions. Encouraging safer, more context-appropriate travel speeds and
building “safety nets” into the design of streets and
crossings supports the goal of downgrading a fatal
collision to a survivable collision, and a severe injury collision into a minor injury collision. The Safe System approach plans for the most vulnerable road users,
including bicyclists and pedestrians.
San Leandro Bicycle and Pedestrian Master Plan 1-2
Figure 1-1 Project Timeline and Engagement Summary
Community Engagement
The Bicycle and Pedestrian Master Plan update was developed with input from the San Leandro community at three different phases of the planning process.
Phase 1: Where We Are
Outreach in Phase 1 focused on current
experiences walking and biking in San Leandro.
• 12/1/23: Tree Lighting Event Pop-Up
• 12/1/23 – 3/8/24: Online Map and Survey
• 1/23/24: BPAC Meeting #1
Phase 2: Where We’re Going
Outreach in Phase 2 focused on feedback on the
draft pedestrian and bicycle networks.
• 5/9/24: BPAC Meeting #2
• 5/20/24 – 7/12/24: Online Map
• 6/1/24: Cherry Festival Pop-Up
Total Project Engagement
Survey Responses
91 Web Map Comments
355
People Engaged in
Person
~170
Public Meetings
3 Phase 3: How We’ll Get There
Outreach in Phase 3 is the public review of the
draft Plan and priority projects.
• 9/24/24: BPAC Meeting #3
• 9/24/24-11/15/24: Public review of draft
plan
Website Visitors
1,796
San Leandro Bicycle and Pedestrian Master Plan 2-1
The Plan’s vision, goals and policies update reflects
the latest planning and engineering guidance at the
local, regional, state, and federal plans and guidance.
These include a new foundation in the Safe System
Approach as articulated in San Leandro’s Vision Zero
commitment in the Local Roadway Safety Plan that
aligns with regional commitments to Vision Zero.
The update also reflects latest best practice in design for people of all ages and abilities. This Plan also
renews and emphasizes equitable processes and
outcomes.
Vision
The vision for the Plan was developed based on
feedback expressed during community engagement
and by the Bike & Pedestrian Advisory Committee
(BPAC), a group of San Leandro residents appointed
by the City Council who provide input on City bicycle
and pedestrian projects.
Associated with the vision statement for the Plan are
four goals – related to safety, connectivity and
comfort, community programs, and implementation
– with recommended policies and actions to support
implementation of each goal.
Goals and Policies
Goal 1: Safe Systems
Consistent with the City’s Vision Zero policy, achieve
a goal of zero bicycle and pedestrian fatalities and
serious injuries.
Policies
Policy 1.1: In alignment with the Local Roadway
Safety Plan (LRSP) and San Leandro’s Vision Zero
policy, institutionalize and adhere to the Safe System
2. Vision and Goals
San Leandro will be a connected
community where walking and
biking are fully integrated into
daily life as safe, equitable, and
enjoyable transportation options
for people of all ages and abilities.
What Are All Ages and Abilities
Bikeways?
The National Association of City Transportation
Officials (NACTO) has a guideline for bikeway
selection that emphasizes safety and comfort for users
of all skill levels. NACTO’s Choosing an All Ages &
Abilities Bicycle Facility considers factors including
vehicle speeds and volumes to determine the most
suitable bike infrastructure for streets, prioritizing
safety and comfort. The aim is for bikeways to
accommodate all riders, including children and
families, older adults, and inexperienced bicyclists.
San Leandro Bicycle and Pedestrian Master Plan 2-2
Approach to work toward eliminating fatalities and
serious injuries on San Leandro’s streets.
• Define target speeds consistent with urban
streets and proactively manage speeds
through roadway design, such as
reconfiguring roadways with excessive
vehicular capacity or with underutilized
street parking to accommodate new or
enhanced bicycle and pedestrian facilities.
• Following FHWA guidance, evaluate
intersection design and control decisions in
the planning or scoping stage of projects for
opportunities to reduce the frequency of
collisions as well as the kinetic energy
transfer and therefore the collision severity.
• Establish a target year for zero traffic
fatalities and serious injuries and establish
the rate of decrease needed to achieve zero
by the target year. Monitor progress against
this rate and introduce intervention changes
if the City is not on track.
• Review and revise existing City procedures,
policies, and plans that conflict with the Safe
System Approach and Complete Streets
Policy.
• Provide smooth pavement surfaces that are
free of potholes, cracks, steps, sunken or
raised utility tranches or covers, hazardous
drainage grates, and overhanging
vegetation. Reorient repaving program to
prioritize bikeways and sidewalks.
• Use and periodically update the Local
Roadway Safety Plan to identify hot spots
and systemic risks. Prioritize pursuing
grant funding for projects that improve
communities’ access to key destinations,
particularly communities with high rates of
collisions.
Policy 1.2: Use active transportation design guidance
from the National Association of City Transportation
Officials,1 the FHWA,2,3 and other best practice
1 “Designing for All Ages & Abilities: Contextual Guidance for High-Comfort Bicycle Facilities.” National
Association of City Transportation Officials. December
2017.
2 “Separated Bike Lane Planning and Design Guide.”
Federal Highway Administration. May 2015.
guidance in conjunction with state and federal
standards to implement safe and accessible
pedestrian and bike facilities.
• Separate users in space and time to
eliminate or minimize interactions between
drivers and pedestrians and drivers and
bicyclists, such as through protected
intersections, protected signal phases,
leading pedestrian intervals, approach clear
zones, pedestrian hybrid beacons, and
vertical and horizontal separation for
pedestrians and bicyclists.
• Use the NACTO All Ages & Abilities4 criteria
as a standard for selecting and
implementing bikeway type considering
target speed and ADT, with separation
required for higher speeds and traffic
volumes.
• Conduct a citywide pedestrian safety
assessment to proactively identify safety
needs at all controlled and uncontrolled
crosswalks with a plan to phase in
improvements over time.
• Limit the number of curb cuts and other
access points along arterial streets to
minimize bicycle and pedestrian conflicts
with turning autos.
Goal 2: A Comprehensive,
Comfortable, and
Connected System
Develop cohesive, legible, and complete bicycle and
pedestrian networks that are comfortable for people
of all ages and abilities and that connect
neighborhoods, schools, parks, and businesses in San
Leandro, as well as neighboring cities.
Policies
Policy 2.1: Mitigate common barriers to walking and
biking such as upgrading pedestrian and bicyclist
3 “Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations.” Federal Highway Administration.
July 2018.
San Leandro Bicycle and Pedestrian Master Plan 2-3
facilities to serve All Ages and Abilities and routinely maintain current infrastructure to provide basic
connectivity without gaps or barriers.
• Address barriers to walking and bicycling,
such as unmet crosswalk safety needs,
limited all ages and abilities bikeway
mileage, secure bicycle parking, lighting,
signal detection, visibility/sight line
limitations, and physical barriers including
highway interchanges and at-grade rail
crossings.
• Repair or replace crosswalk and bikeway
infrastructure, such as malfunctioning
signal detection or markings that have been
faded or damaged.
• Address impacts of major barriers, such as I880, railroad tracks, SR 238, and waterways, on bicycle and pedestrian connectivity
through safer and more frequent
connections.
• Require and enforce that maintenance and
construction projects provide temporary
traffic controls to accommodate bicyclists
and pedestrians.
• Require property owners to repair sidewalk
tripping hazards along their frontage.
• Coordinate with Public Works on a practice
and schedule for maintenance and cleaning
of bicycle facilities.
• Provide directional and destination signage
for bicyclists, pedestrians, and transit users
routinely as part of all new street projects.
Policy 2.2: Ensure that the pedestrian and bicycle
networks are accessible to those of all ages and
abilities and connect to key destinations,
neighborhoods, and recreational areas.
• Provide age-appropriate pedestrian and
bicycle connections to all projects within a
quarter mile of schools, including
considering of 2.5 feet/second walk speed
with 1/8 mile of schools, senior centers, and
libraries and separated bike lanes.
• Use the NACTO all ages and abilities design
guidelines and this Plan’s Bicycle and
Pedestrian Design Guidelines to design all
streets to function as complete streets that
prioritize safety first, particularly for the
most vulnerable roadway users: people
walking and biking.
• Provide an accessible walking environment
through the application of PROWAG and
ADA standards, including directional curb
ramps (two per corner) and accessible
pedestrian signal infrastructure.
• Close all sidewalk gaps with a priority on
those that limit connectivity between
neighborhoods.
• Work with AC Transit to improve bus
frequency and reliability, enhance
pedestrian and bicycle access to bus stops,
and provide pedestrian amenities such as
covered waiting areas at bus stops, lighting,
and real-time transit information.
• Follow the Bicycle and Pedestrian Design
Guidelines (Appendix A) regarding bikeway
design and pedestrian enhancements near
bus stops.
• Install short-term and long-term bike
parking citywide at key destinations and
work with local and regional transit
agencies to install bike racks and lockers (or
expand existing installations) at transit
stops and stations. Ensure bicycle parking
facilities meet current best practices
standards and are designed to serve current
and future stop/station users.
Policy 2.3: Establish standards for new
developments that encourage walking and biking
trips and provide pedestrian and bicycle connections
between new developments and surrounding
commercial and residential areas.
• Ensure new developments are accessible to
bicyclists and pedestrians per the Bicycle and
Pedestrian Design Guidelines.
• For new developments, provide an internal
pedestrian circulation plan that includes a
connection to the public sidewalk and
crosswalks per the Bicycle and Pedestrian
Design Guidelines.
• Ensure that developers implement bicycle
and pedestrian improvements identified as
a condition of approval where there is a
nexus between the improvements and
project transportation impacts.
San Leandro Bicycle and Pedestrian Master Plan 2-4
• Utilize zoning to encourage development
that incorporates a mixture of uses,
including residential and local-serving
retail/employment, to promote walking and
bicycling.
• Ensure new developments provide secure
bicycle parking for residents and employees
that are convenient and accessible from the
public right-of-way, in accordance with the
San Leandro Municipal Code and the Bicycle
and Pedestrian Design Guidelines.
• Maintain easements for bicycle and
pedestrian access where cul-de-sacs or
limited points of vehicle access are part of
the development design.
• Prohibit the development of “gated”
communities and avoid street vacations that
result in decreased connectivity between
neighborhoods.
Policy 2.4: Support streets as thriving places in San
Leandro through supporting streets as spaces for
outdoor seating, bicycle infrastructure, and
merchant displays, and adequate pedestrian access.
• Provide a comfortable walking environment
through the use of pedestrian-scale lighting,
street trees that provide shade, benches and
places to rest, waste receptacles, and
landscaping/green infrastructure along
streets and pathways, following design
guidelines presented in the Bicycle and
Pedestrian Design Guidelines.
Goal 3: Community
Support Programs
Continue developing a coordinated outreach
strategy that leverages existing City, partner
organization, and community resources and energy
to amplify awareness of the benefits of walking and
biking.
Policies
Policy 3.1: Reallocate all enforcement activities to
target those behaviors and locations most linked to
death and serious injury among vulnerable roadway
users (e.g. pedestrians, bicyclists).
• Partner with San Leandro Police
Department to align traffic enforcement
activities and public messaging with
collision profiles and behaviors identified in
the Local Roadway Safety Plan.
• Audit existing enforcement activities,
including those funded through grants, for
alignment with the Safe System Approach.
Policy 3.2: Advance and support education programs
that raise awareness of active transportation
benefits and highlight local walking and biking
opportunities.
• Evaluate existing adult driver, bicycle, and
pedestrian education programs and target
future expansions in these programs,
including through Alameda County and
community organizations like Bike East Bay.
Programs should educate all users with a
focus on behaviors and audiences most
linked to death and serious injuries.
• Continue to support pedestrian and bicycle
safety education programs for students and
children, such as the Rock the Block theater
show assembly and bike rodeo, and
classroom activities that help students make
connections between active transportation,
health, and the environment.
• Continue to prepare Suggested Routes to
Schools maps and construct improvements
at schools throughout the City to improve
pedestrian and bicycle safety.
• Sponsor annual events such as Bike to Work
Day, International Walk and Roll to School
Day, open streets events, and offer walking
and bicycling safety courses for adults,
families, and children.
• Work with online mapping companies to
ensure that recommended bicycle and
pedestrian routes within San Leandro are
accurate.
Policy 3.3: Encourage employers to develop
programs that incentivize commuting by walking or
biking to and from work.
• Develop an incentive program for City
employees to serve as a model to other city
San Leandro Bicycle and Pedestrian Master Plan 2-5
employers and the public to encourage
walking and bicycling to work.
• Develop a program to recognize employers,
organizations, or individuals that encourage
walking and bicycling as an alternative to
driving for trips to work, school, or other
activities. Work towards developing
incentive programs (transportation demand
management programs – TDM) to help
encourage privately employed workers to
walk and/or bike to work.
Policy 4.4: Conduct comprehensive and inclusive
outreach efforts for bicycle and pedestrian projects,
ensuring active engagement with diverse
stakeholders to solicit feedback and address
community needs.
• Coordinate efforts with City departments
and agencies, Cherry City Cyclists, bike Walk
San Leandro, Bike East Bay, and other
relevant organizations.
Policy 3.5: Empower communities to take charge in
promoting and improving active transportation in
their neighborhoods.
Policy 3.6: Maximize public involvement through
community engagement both in person and online
using inclusive and equitable methods with clear
communication about how input will be used.
• Prepare public engagement materials in the
languages commonly used within the local
community.
• Plan outreach events at locations and during
times that are convenient and accessible to
the local community.
• Partner with community-based
organizations to reach a broader crosssection of San Leandro residents with compensation for their participation.
• Partner with others to expand programs
that educate pedestrians, bicyclists, and
motorists about roadway safety and
encourage people to walk or bike to their
destinations.
Goal 4: Fund and
Implement Active
Transportation Projects
and Programs
Align the City’s funding, Capital Improvement
Program (CIP) project prioritization, and
implementation work plans with the Plan’s goals of
safety, equity, and connected access.
Policies
Policy 4.1: Pursue a variety of funding channels and
equip the City with technical resources to enhance its
competitiveness in securing funding opportunities.
• Pursue funding for projects at the local,
regional, state, and federal levels that
address safety proactively, benefit Equity
Priority Communities, and serve schools,
parks, business districts, transit hubs, and
social service destinations.
• Pursue multi-jurisdictional funding
applications with Alameda County
neighboring cities and other potential
partners such as BART and the East Bay
Regional Park District (EBRPD).
• Identify non-governmental funding sources
for bicycle and pedestrian capital
improvements and programs such as nonprofit or foundation grants, public-private partnerships, and community organizations.
Policy 4.2: Base the allocation of project funding on
equity and safety as primary considerations.
• Invest equitably by undertaking projects in
communities that have seen less
infrastructure investment and are
disproportionately impacted by collisions,
such as Equity Priority Communities.
• Update the paving prioritization program to
prioritize safety and active transportation
needs in addition to pavement condition
when selecting segments for paving.
• Update Plan every five years. Ensure that
the Plan is consistent with all existing city,
county, regional, state, and federal policy
documents.
San Leandro Bicycle and Pedestrian Master Plan 3-1
As a focused update to the 2018 Bicycle and
Pedestrian Master Plan, this Plan provides updated
information on basic demographics, as well as
progress on the bikeway and pedestrian networks,
safety conditions, and outstanding issues for
pedestrians and bicyclists. The 2018 plan includes
additional information on existing conditions in San
Leandro that remains applicable, such as
employment density, activity generators, and transit
routes and ridership in San Leandro.
Demographics
San Leandro is a small city of 91,000 people
bordering the San Francisco Bay to its west and
located in between Oakland and unincorporated
Alameda County communities of Ashland and San
Lorenzo. The city offers ideal biking and walking
conditions thanks to its predominately flat landscape
and moderate weather.
The median household income is $90,000
with nearly 30% of households earning less
than $50,000.5
The median age is 41.
7% of households have no vehicle available.
25% of the population have limited English
proficiency.
7% of the population under 65 years of age
have disabilities.
San Leandro is also a racially diverse community,
with 34% identifying as Asian/Pacific Islander, 28%
as Hispanic/Latinx, 22% as White, 10% as African
American, and 6% as Other.
5 Statistics in this section come from the 2021 American Community Survey 5-Year Estimates.
San Leandro’s land use is a blend of residential,
commercial, industrial, and recreational areas. The
major commercial areas are concentrated along the
city’s arterials streets and in commercial districts
such as Downtown San Leandro. The industrial
areas are concentrated on the western side west of I880, with some industrial areas east of I-880 in the center of the city. The Metropolitan Transportation
Commission (MTC) designates several areas of San
Leandro as Equity Priority Communities (EPCs),
including the Mulford Gardens neighborhood,
Downtown San Leandro, Davis Tract, Floresta
Gardens, and near the western portion of Lewelling
Boulevard.
Equity Priority Communities (EPCs) in San Leandro shown in green zones.
22%
34%
28%
10%
6%
White Asian/Pacific Islander
Hispanic/Latinx African American
Other
3. Existing Conditions
San Leandro Bicycle and Pedestrian Master Plan 3-2
Bicycle and Pedestrian Projects Since 2018
Since 2018, the City of San Leandro has implemented a range of pedestrian safety measures, including highvisibility crosswalks, curb extensions, signage, and uncontrolled crosswalk enhancements such as flashing beacons and pedestrian hybrid beacons at crossings throughout the community. Notable crosswalk improvements include a new pedestrian hybrid beacon at the intersection of Davis and Carpentier Streets and new ADA ramps and high-visibility crosswalks at the intersection of San Leandro Boulevard and Best Avenue.
New pedestrian hybrid beacon installed at Davis Street and Carpentier Street.
New curb extension to narrow the intersection, including accessible ramps and high-visibility crosswalks at San
Leandro Boulevard and Best Avenue.
There has been progress on bikeway striping projects that the City has implemented through paving projects and coordination with other agencies. Along with this paving work, the City constructed its first separated bikeways on Fairmont Drive, Grand Street, and Davis Street, spanning a total of 1.1 miles.
Since 2018, the City has constructed its first separated bikeways along Fairmont Drive (left) and Grand Avenue (right). 33 intersections with new pedestrian improvements
2 miles of new bike lanes,11 miles of new bike routes, 1 mile of new separated bikeways San Leandro Bicycle and Pedestrian Master Plan 3-3
Safety Conditions
The 2022 Local Roadway Safety Plan (LRSP) provides a detailed assessment of multi-modal safety needs for the City, while the summary of safety conditions in this chapter provides more recent collision data specific to people walking and biking.
The latest available pedestrian- and bicycle-involved collision data was obtained from the Transportation Injury Management System (TIMS) for the years from 2017 to 2021. This data was analyzed to identify the number of collisions from year to year and to compare all collisions with only severe and fatal collisions, based on the mode of transport involved.
Figure 3-1 Injury Collisions by Year and Mode, 2017-2021 Source: Transportation Injury Management System, 2024
Nationally, severe pedestrian and bicycle collisions have been trending up since 2020, indicating a reversal of progress on safety since the Covid-19 pandemic.6 Data in San Leandro follows this national trend, with total injury collisions were trending down consistently between 2017 to 2020 before rising again in 2021. During this time, bicycle-involved collisions wavered, and pedestrian-involved collisions were decreasing year over year until 2021 when they returned to near-2019 levels. Data from 2022 is preliminary and was not included in this analysis, but indicates that the trend continued with substantial increases across all modes up to levels similar to 2017. These trends represent a substantial setback in progress that require renewed efforts to improve roadway safety conditions.
6 Governors Highway Safety Association, 2022. https://www.ghsa.org/resources/Pedestrians2ss3 0 20
40 60
80 100
120
140
160
180
200
2017 2018 2019 2020 2021
Bicycle-Involved Pedestrian-Involved Vehicles Only
San Leandro Bicycle and Pedestrian Master Plan 3-4
Figure 3-2 All Injury Collisions, 2017-2021
Source: Transportation Injury Management System, 2024
Figure 3-3 Severe Injury and Fatal Collisions, 2017-2021 Source: Transportation Injury Management System, 2024
77%
14%
9%
Vehicle Only Pedestrian Involved Bike Involved
726 total injury
collisions
57%
37%
6%
Vehicle Only Pedestrian Involved Bike Involved
54 total severe injury and
fatal collisions
Vulnerable road users, including bicyclists and pedestrians, are more susceptible to fatal or severe injury collisions. Despite pedestrian-involved collisions comprising only 14% of all injury collisions between 2017 and 2021, they made up 37% of serious and fatal collisions.
San Leandro Bicycle and Pedestrian Master Plan 3-5
Figure 3-4 shows bicycle injury collisions in 2017 to 2021. During this time, three severe injury collisions occurred. Two of the severe bicycle injuries occurred on roadways with speeds above 35 MPH, specifically Doolittle Drive and Lewelling Boulevard, and occurred at intersections. There were no bicycle fatalities.
Figure 3-4 Bicycle Injury Collisions
San Leandro Bicycle and Pedestrian Master Plan 3-6
There remains a considerable amount of work to be done to reduce pedestrian collisions, especially around high-speed corridors, large and complex intersections, and Downtown San Leandro. Figure 3-5 shows pedestrian injury and fatal collisions in 2017 to 2021. During this time, there were three fatal collisions and 17 collisions that resulted in severe injury. Two of the three fatal pedestrian collisions occurred at large intersections: East 14th Street/Fairmont Drive and Hesperian Boulevard/Drew Street. Severe injury collisions typically occurred along multi-lane arterial streets with posted speed limits of 30 MPH or more, with four occurring on Lewelling Boulevard, three on San Leandro Boulevard, and two on Davis Street. There were five severe injury collisions in the downtown area, on Davis, Parrott, Williams, and Estabrook Streets.
Figure 3-5 Pedestrian Injury and Fatal Collisions
San Leandro Bicycle and Pedestrian Master Plan 3-7
Bicycling Conditions
The current bikeway network in San Leandro spans nearly 57 miles. Over 90% of the current network consists of bike routes and bike lanes, which are not suitable for all ages and abilities. Bike routes lack dedicated space for bicyclists, while bike lanes lack separation from vehicular traffic.
Figure 3-6 Existing Bikeway Network
Total Length by Facility Type
Shared Use Path: 4.7 miles
Bike Lane: 26.1 miles
Bike Route: 24.5 miles
Separated Bike Lane: 1.1 miles
10%
of bikeways are
suitable for all ages
and abilities
San Leandro Bicycle and Pedestrian Master Plan 3-8
Biking Issues and Opportunities
The existing bicycle network in San Leandro
generally provides excellent coverage of the City but
users face some safety challenges, barriers, and
gaps, and there are limited opportunities for less
confident riders.
San Leandro’s arterial bike lanes and routes have
been built out opportunistically, generally
characterized by paint-only infrastructure in the
form of bike lanes and shared lanes. These provide
connectivity but generally do not meet guidelines
for users of all ages and abilities. The intersection of numerous railroads and freeways with city streets
also presents challenges for safety as it creates
complex high-speed and high-volume environments
that are difficult to navigate. Existing bike routes
often run along streets with speeds exceeding 25
mph. Additionally, there are incomplete bike
networks, including surrounding schools.
Bicyclists in San Leandro face several key issues
that present opportunities for improvement:
• All Ages and Abilities Facilities: San
Leandro’s bicycle network spans over 50 miles.
Of this network, only 5.8 miles are shared-use
paths or separated bikeways appropriate for
users of all ages and abilities, mostly located
along the Bay Trail. Much of the bike lane
network is located on streets with speeds
above 35 MPH where most people are not
comfortable riding a bike. There are also a
number of complex, large intersections in San
Leandro that are difficult to navigate by bike.
Bicycle facilities that provide physical
separation from traffic along these corridors
and intersections can help encourage people of
all ages and abilities to bike for transportation.
• School Access: Currently, there is an
incomplete bicycle and pedestrian network
around schools in San Leandro, leading to
accessibility and safety issues for students.
Students need dedicated bicycle facilities and
pedestrian infrastructure on streets adjacent to
schools for safe travel. Pickups and drop-offs at
schools also often occur along the frontages of
school buildings, causing congestion and
creating barriers for bicyclists traveling in bike
lanes.
• Regional Network Connectivity: There is a
one-mile gap in the Bay Trail network along
Neptune Drive and Monarch Bay Drive. This gap
in the Bay Trail negatively impacts bicyclists
who use the trail for recreation and commuting
and who may be exposed to additional safety
risks in navigating this area. There is a key
opportunity to close this gap in the regional
network, creating a continuous Bay Trail facility
from Oakland to San Lorenzo.
Top to bottom: (1) A bicyclist crosses Lewelling Boulevard at Hesperian Boulevard, where there are no protected
intersection treatments, (2) San Leandro High School
Students bike alongside traffic on Bancroft Avenue without a dedicated bicycle facility.
San Leandro Bicycle and Pedestrian Master Plan 3-9
Left to right: (1) People bike through the busy intersection of Estudillo Avenue, which has an 85th percentile speed of 34 mph and lacks bicycle crossing or turning facilities. (2) Standard bike lanes run along Doolittle Drive, which is a street that intersects with rail tracks and frequently sees truck traffic.
Bike Paths and Shared-Use Paths (Class I)
Bike paths and shared-use paths provide a separate right-of-way for the exclusive use of bicyclists and pedestrians.
They tend to have minimal cross-traffic and are often located along creeks, canals, and former rail lines. Bike paths are considered the lowest stress facilities for bicyclists and are generally suitable for all ages and abilities.
The Bay Trail is a popular resource and destination for biking, and it is currently the only shared-use path in San Leandro. In total, the Bay Trail shared-use paths span 4.7 miles long in San Leandro.
San Leandro Bicycle and Pedestrian Master Plan 3-10
Standard Bike Lanes (Class II)
Standard bike lanes designate an exclusive space for bicyclists using pavement markings and signage. The bike lane is located adjacent to motor vehicle travel lanes and flows in the same direction as motor vehicle traffic. Bike lanes are typically on the right side of the street, between the adjacent travel lane and curb, road edge, or another travel lane.
Standard bike lanes make up nearly half of all bike facilities in San Leandro, spanning a total of 27 miles across the city. While many San Leandro streets have bike lanes, gaps remain and they generally do not meet All Ages and Abilities design expectations, with higher speeds and volumes than is appropriate for children or other less experienced riders.
Bike Routes (Class III)
Bike routes are designated streets where bicyclists and automobile drivers must share the road. The routes are typically designated with signage and sharrow pavement markings, which indicate where bicyclists should position themselves on the road. Bike routes are typically used where there is not enough right-of-way to provide a dedicate or separated bike lane, or along low-volume, low-speed streets where bicyclists can comfortably share the road with automobile drivers.
In San Leandro, bike routes make up nearly 40% of all bike facilities in the city, spanning a total of 24 miles. However, bike routes in the city generally do not meet All Ages and Abilities design expectations, with higher speeds and volumes than is appropriate for children or other less experienced riders.
San Leandro Bicycle and Pedestrian Master Plan 3-11
Pedestrian Conditions
San Leandro has several types of pedestrian infrastructure, including crossing treatments such as pedestrian scrambles, pedestrian hybrid beacons, and rectangular rapid flashing beacons.
However, there are many more locations within the city where improvements are needed to enhance pedestrian comfort, safety, and accessibility. Currently, the network is incomplete, meaning that the walking experience in San Leandro is uncomfortable and inconvenient in some areas. Residential sidewalks are too narrow (as little as 3.5 feet wide) and generally lack street trees that provide shade for pedestrians. Several areas also have rolled curbs that lead to vehicles parking on a portion of the sidewalk, narrowing sidewalk space even more. Sidewalks in commercial areas such as Old San Leandro tend to be wider (up to 9 feet wide), leading to a more comfortable walking environment.
Separated Bikeways (Class IV)
Separated bikeways, often referred to as “separated bike lanes” or “cycle tracks”, provide dedicated and separated space for bicycling making them an attractive facility for riders of all ages and abilities. They are always physically separated from motor vehicle travel lanes, parking lanes, and sidewalks with a vertical element, such as concrete curb. Separated bikeways may be one-way or two-way and may be at street level or at sidewalk level. If at sidewalk level, a curb or median separates it from motor traffic, while different pavement color and cane-detectable edge separates it from the sidewalk. If at street level, it can be separated from motor traffic by raised medians or quick build materials, such as bollards or curbs.
Fairmont Drive and Grand Avenue are the first separated bikeways in San Leandro, spanning half a mile in combined length. In the future, separated bikeways are anticipated to be a key part of San Leandro’s bicycle network.
San Leandro Bicycle and Pedestrian Master Plan 3-12
Vehicles on residential streets typically park along a portion of the sidewalk, further narrowing the space for pedestrians.
Sidewalks are generally wider in commercial areas of the city and complete with more pedestrian facilities like street trees and pedestrian-scale lighting.
Pedestrian Challenges and Opportunities
Pedestrians in San Leandro experience several challenges that present opportunities for improvement to the walking environment in the City.
• Rolled Curbs: Rolled curbs are gradually sloped and mountable, enabling drivers to park with their wheels on the sidewalk. This can narrow or block the sidewalk and create barriers for pedestrians, especially for people in wheelchairs. While parking on rolled curbs is prohibited in San Leandro, sidewalks should be constructed or rehabilitated with vertical curbs to deter this behavior. • Unenhanced, Uncontrolled Crossings: Uncontrolled crossings lack a stop sign, signal, or other traffic control device and are therefore more dangerous for pedestrians. Uncontrolled crossings require enhancements such as striping and signage to better protect pedestrians who are crossing. • Street Lighting: The 2022 LRSP identified collisions occurring at night with no streetlights as representing 25% of collisions with fatalities or serious injuries and 11% of all pedestrian collisions.
Lighting should be installed on all San Leandro streets to improve visibility and prevent accidents. • Unsignalized Intersections: The 2022 LRSP noted that 20% of collisions with fatalities or serious injuries and 17% of all pedestrian collisions occurred at unsignalized intersections on streets with speed limits of 30 MPH or above. All intersections on high-speed streets should have traffic signals.
From left to right: (1) A car parked on a rolled curb in San Leandro. (2) An unenhanced, uncontrolled intersection at Fargo Ave & Swenson Street in San Leandro. (3) An example of street lighting in Richmond, CA.
San Leandro Bicycle and Pedestrian Master Plan 3-13
Crosswalks
Marked crosswalks feature striping and other enhancements to delineate a street crossing for pedestrians. Two types of marked crosswalks include controlled and uncontrolled.
Controlled crosswalks are located at stop-signs and traffic signals. They provide the most protection for pedestrians since they require drivers to come to a complete stop for people in the crosswalk. Opportunities for enhancement include adding pedestrian countdowns, providing the walk phase during each signal cycle without having to press the push button, prohibiting right turns on red, and automatically giving pedestrians a leading pedestrian interval at crossings. Intersections with high pedestrian volumes may also be upgraded to include a “pedestrian scramble” phase that improves safety by dedicating time exclusively for pedestrians to cross.
Uncontrolled crosswalks are types of crosswalks not located at stop-signs or traffic signals. In some cases, uncontrolled crosswalks are found in the middle of a larger block to provide quicker access between streets. Crossing safety can be improved at uncontrolled crosswalks by installing pedestrian hybrid beacons or rectangular rapid flashing beacons that alert drivers when there are pedestrians crossing.
San Leandro has implemented crosswalk enhancements at many locations, with focus improvements near schools, business districts, and parks. Examples include at Bancroft Avenue & Haas Avenue, Doolittle Drive & Bermuda Avenue, and E. 14th Street & Sunnyside Drive. However, many locations still need enhancement for safety and access.
San Leandro Bicycle and Pedestrian Master Plan 3-14
Traffic Signals
Traffic signals regulate the flow of traffic and minimize conflicts between pedestrians and vehicles at intersections.
By allocating dedicated phases in signal cycles, traffic signals prioritize pedestrian crossings, indicating when it is safe to cross and when to wait. Modern traffic signals are also equipped with advanced safety and accessibility features such as pedestrian signals, countdown timers, pedestrian push buttons, and audible signals for the visually impaired.
Some signalized intsersections, like the pedestrian “scramble” at 136th Avenue, have been updated to prioritize pedestrian movement. Others still have permitted turns or lack pedestrian signal heads. In general, not all signals will receive protected turns, except for at intersections with high potential for conflicts. However, per the California MUTCD, all signals must have pedestrian signal heads with countdowns.
Rectangular Rapid Flashing Beacons (RRFBs)
Rectangular rapid flashing beacons (RRFBs) enhance pedestrian safety at crossings by alerting drivers when pedestrians are crossing or waiting to cross the street. RRFBs consist of two, rectangular-shaped yellow indications that flash with an alternating high frequency when activated, increasing driver awareness of pedestrians. RRFBs are applicable to many types of pedestrian crossings but are particularly effective at crossings with lower speeds and traffic volumes.
The City has installed RRFBs at many uncontrolled crosswalks, especially near schools and businesses.
San Leandro Bicycle and Pedestrian Master Plan 3-15
Pedestrian Hybrid Beacons
Pedestrian hybrid beacons (PHB) are traffic control signalization devices that enhance pedestrian safety at mid-block crossings or intersections. These beacons consist of overhead flashing lights on mast arms that flash in a sequence when activated via a pedestrian push button. The signal indicates when drivers must slow down (yellow), stop for crossing pedestrians (solid red), and proceed once pedestrians have crossed safely (flashing red). Pedestrian hybrid beacons are more appropriate at multi-lane or high-speed crossing locations because they fully stop traffic.
PHBs enhance a crosswalk at Davis Street & Carpentier Street in Downtown San Leandro.
Sidewalks
Sidewalks are paved areas immediately adjacent to the vehicular right-of-way for the exclusive use of pedestrians and may be used by people riding bicycles unless prohibited. Existing sidewalks in the City may include concrete, asphalt, or decomposed granite surfaces. Unlike shared-use paths, they are directly adjacent to the main right-ofway.
While some sidewalks like the one pictured on San Leandro Boulevard are wide and smooth, others have ADA deficiencies, rolled curbs, tree root uplift, or other barriers. For example, residential sidewalks are typically too narrow and lack street trees that provide shade.
San Leandro Bicycle and Pedestrian Master Plan 3-16
Barriers to Biking and Walking
San Leandro currently faces several obstacles along its bike and pedestrian networks that hinder accessibility. • Freeways: I-880 interchanges in San Leandro present challenges for biking and walking safety and connectivity. Several improvements for cyclists and pedestrians have already been made at the Davis Street interchange, including new signal controls and crosswalk enhancements on ramps. However, people walking and biking still face major barriers at high-speed interchanges with many conflicts.
Opportunities to cross I-880 are limited as interchanges and overpasses are located at least half a mile apart.
• Major Intersections: Complex and large intersections, such as at Lewelling Boulevard/Washington Avenue and Davis Street/San Leandro Boulevard, are often difficult to navigate and cross, especially when combined with high speeds, conflicting turning movements, and long crossing distances. • High-Speed Roadways: Several roadways have high speeds and multiple lanes, such as East 14th Street, Davis Street, and Washington Avenue, that make crossing difficult and pose safety concerns for pedestrians and bicyclists.
• Railroads: Multiple rail lines in the city make for limited connectivity of pedestrian and bike facilities.
Gaps in pedestrian and bike facilities at at-grade rail crossings make for complicated and challenging crossing conditions.
I-880 interchanges experience high speeds and have limited crossing opportunities.
Complex and large intersections often make it difficult for pedestrians to cross and bicyclists to navigate.
High-speed roadways can feel uncomfortable for
pedestrians and bicyclists to navigate.
Railroad crossing locations often have gaps in pedestrian and bicycle facilities.
San Leandro Bicycle and Pedestrian Master Plan 4-1
This Plan presents pedestrian priority areas and a revised bikeway network that update the recommendations in the 2018 plan based on the latest federal, state, and regional best practices. The pedestrian priority areas represent the parts of San Leandro where pedestrian infrastructure and safety improvements for pedestrians are most needed. The bicycle network is a long-term plan for bicycle connectivity in San Leandro, with comfortable and safe access to destinations for riders of all ages and abilities.
Pedestrian Priority Areas
The pedestrian priority areas, shown in Figure 4-1, are frequented by pedestrians and therefore have high levels of need for investment in the pedestrian environment. This plan defines pedestrian priority areas as:
1/4 mile around BART
stations
1/8 mile around
commercial areas
1/8 mile around parks 1/8 mile around
schools
Pedestrian priority areas have specific design expectations for high-quality pedestrian improvements and safety enhancements at intersections and on walkways, in accordance with Bicycle and Pedestrian Design Guidelines (Appendix A). These areas help to direct City-led design efforts as well as set expectations for developer-led projects.
The pedestrian improvement toolbox includes high-visibility crosswalks, repaved and widened sidewalks, curb ramps to provide access for those using wheelchairs or strollers, pedestrian hybrid beacons and rectangular rapid flashing beacons to signal that pedestrians are crossing, medians and bulb-outs (extensions of the sidewalk) to shorten crossings and improve visibility, and other amenities such as benches and street trees.
Pedestrian priority areas are presented along with safety priority corridors from the LRSP. These are corridors with very high safety need for people walking, even if they are not proximate to the community destinations that define pedestrian priority areas.
4. Pedestrian and Bicycle
Recommendations
San Leandro Bicycle and Pedestrian Master Plan 4-2
Figure 4-1 Pedestrian Priority Areas and Safety Priority Corridors San Leandro Bicycle and Pedestrian Master Plan 4-3
Bicycle Network
The proposed bicycle network, shown in Figure 4-2 Recommended Bicycle Network , will serve riders of all ages and abilities. Once built out, this network will facilitate safer and more direct routes to destinations throughout San Leandro. Table 4-1 presents the 63 proposed miles of all ages and abilities bikeways, such as shared-use paths, separated bikeways, and bicycle boulevards.
This plan updates the bikeway recommendations in the 2018 plan, which were originally determined by selection criteria including coverage, continuity, connectivity to important destinations, and suitability of the bikeway type based on roadway characteristics (e.g. traffic speed, volume of traffic, roadway width). In general, the 2018 Plan set the routing of the bikeways, while this Plan updates facility type based on latest best practice.
Table 4-1 Proposed Bicycle Network by Bikeway Type
Bikeway Type Existing Network Mileage Existing + Proposed Network Mileage
Shared Use Path 4.7 miles 11.3 miles
Bike Lane 26.1 miles 9.9 miles
Bike Route 24.5 miles (bike route) 17.3 miles (bicycle boulevard) Separated Bikeway 1.1 miles 34.0 miles
Total 56.4 miles 72.5 miles
The current proposed network differs from the previous 2018 Plan recommendations because of the focus network-wide on recommending All Ages and Abilities bikeways throughout the network. In many areas that had previously received bike route or bike lane recommendations, the current plan recommends separated bikeways due to high vehicle speeds and volumes on those corridors.
San Leandro Bicycle and Pedestrian Master Plan 4-4
What is the difference between a bike route and a bicycle boulevard? From top to bottom: (1) A bicycle boulevard on Virginia Street in Berkeley. (2) A bicycle route on 150th Avenue in San Leandro.
On bike routes and bicycle boulevards, people biking share the lane with drivers. So, what’s the difference? On a bicycle boulevard, significant traffic calming or even traffic diversion lowers vehicle driving speeds and volumes to levels that are low enough to support comfortable biking for people of all ages and abilities, including children, families, and older adults. On corridors with bicycle boulevard recommendations in this 2024 BPMP update, traffic calming design should target 20 MPH speeds and volumes under 2,000 vehicles per day.
San Leandro Bicycle and Pedestrian Master Plan 4-5
Figure 4-2 Recommended Bicycle Network
86%
of bikeways (62.6
miles) are suitable for
all ages and abilities
San Leandro Bicycle and Pedestrian Master Plan 4-6
Bicycle Parking
Bicycle parking is an important consideration that influences whether and where individuals decide to bike.
Shown in Figure 4-3, additional bike parking facilities are proposed throughout San Leandro, including near bus rapid transit stops, parks, and commercial areas.
Figure 4-3 Existing and Recommended Bicycle Parking
San Leandro Bicycle and Pedestrian Master Plan 5-1
Along with improving bicycle and pedestrian
infrastructure, the City of San Leandro supports
active transportation through ongoing programs.
Table 5-1 shows active transportation support
programs, both those that are already existing in San
Leandro and those recommended for adoption.
Traditionally, these programs have been organized
into five categories:
• Encouragement activities, such as Walk and
Roll to School Days, aim to build enthusiasm
and provide incentives to try walking or
bicycling instead of driving.
• Educational programming, such as learn-toride classes, teach new riders the basics of bicycling including safety, mechanics, and
theft prevention.
• Engineering projects implement
improvements to the physical environment,
such as new buffered bike lanes or
pedestrian crossing beacons.
• Equity initiatives, such as citywide
wayfinding and distributing bicycle safety
gear at no-cost, ensure that active
transportation plans, programs, and
projects benefit all demographic groups and
geographies.
• Evaluation efforts, such as strategically
placed bicycle counters or annual reviews of
collision data, are necessary to understand
existing pre-project conditions and assess
the efficacy of projects and programs.
Safe System Approach
The Safe System approach, adopted by the U.S.
Department of Transportation, Caltrans, and the
Alameda County Transportation Commission, is a
comprehensive approach to preventing roadway
collisions and minimizing the risk of fatalities and
serious injuries when collisions do occur. It is based
on the principles that humans inevitably make
mistakes and that human bodies have physical limits
to tolerate crash impacts. As shown in Figure
5-1Figure 5-1 Safe System Approach, the five
elements of Safe System are safe road users, safe
vehicles, safe speeds, safe roads, and post-crash care.
Figure 5-1 Safe System Approach
Active transportation programs in San Leandro have
been realigned with the Safe System approach. While
the Five Es are a helpful organizing principle, the Safe System approach is a newer framework that helps to
shape the priorities and actions within the Es. For
example, enforcement activities and educational
programs should focus on the behaviors, locations,
and target audiences most linked to death and
serious injury.
5. Support Programs
San Leandro Bicycle and Pedestrian Master Plan 5-2
Table 5-1 Support Programs
Action Lead Recommendation
Category Status
Equity
Engineering
Encouragement
Education
Evaluation
Opportunity
Existing
Bike racks and
lockers in key
areas
Public Works
(Engineering &
Transportation
Division)
Require bike racks and
lockers at new developments,
especially nonresidential and
multifamily buildings. In
existing areas of high bike
activity, install new U-racks
and BikeLink lockers
compliant with APBP Bike
Parking Guidelines, 2nd
edition.
✓ ✓ ✓ ✓
Other end-of-trip
facilities
Public Works
(Engineering &
Transportation
Division)
Provide a variety of
amenities along the bicycle
network to serve as end-oftrip facilities such as selfrepair stations, public showering and changing
facilities, lockers, and longterm bicycle storage.
✓ ✓ ✓ ✓
Bicycle gear
giveaway program
Public Works Offer free or discounted
helmets, lights, and other
bicycle equipment.
✓ ✓ ✓
Bikeshare
program
Public Works
(Engineering &
Transportation
Division)
Assess the feasibility of and
implement a bike share
program with a network of
docking stations.
✓ ✓ ✓ ✓
Bikes allowed on
buses
AC Transit Transit riders can load their
bicycles onto AC Transit
buses. There are size
restrictions (no tandems),
and space on the racks at the
front of the buses is firstcome, first-served.
✓ ✓
Citywide
wayfinding (esp.
onto lower-stress
routes)
Public Works
(Engineering &
Transportation
Division)
Establish a citywide
wayfinding program for
biking and walking paths (e.g.
signage with maps showing
routing to key destinations)
to support navigation.
✓ ✓ ✓ ✓
San Leandro Bicycle and Pedestrian Master Plan 5-3
Action Lead Recommendation
Category Status
Equity
Engineering
Encouragement
Education
Evaluation
Opportunity
Existing
Create interactive
online bike and
trails maps
Public
Information
Officer, City
Manager
Develop interactive web
maps of San Leandro’s lowstress biking and trails
networks.
✓ ✓ ✓
Track and forecast
bicycle ridership
Public Works
(Engineering &
Transportation
Division)
Strategically place automated
bicycle counters around the
city and conduct shortduration counts as well as
observational counts and
surveys to supplement the
data. Collect data on bicycle
ridership and set a target for
the number of bicycle users
in San Leandro by a specific
date and track progress
towards this goal.
✓ ✓
Conduct pre/post
studies of active
transportation
projects
Public Works
(Engineering &
Transportation
Division)
Ensure that pre and post
studies of bike and walk
projects in San Leandro are
carried out to identify the
feasibility and performance
of a particular project.
✓ ✓
Adopt a citywide
Vision Zero/
roadway safety
plan and policy
Public Works
(Engineering &
Transportation
Division)
Building off on this Safe
System Approach-guided
Bicycle and Pedestrian
Master Plan, create a
citywide Vision Zero plan and
collision reduction goal to
further enshrine prioritizing
safety of vulnerable road
users, such as bicyclists, in
City policy.
✓ ✓ ✓ ✓
Neighborhood
Traffic Calming
Program
Public Works
(Engineering &
Transportation
Division)
Continue to manage the
Neighborhood Traffic
Calming Program, which
employs traffic calming
devices to reduce vehicle
speeds and cut-through
traffic. This increases comfort
and safety for bicyclists and
pedestrians.
✓ ✓ ✓
San Leandro Bicycle and Pedestrian Master Plan 5-4
Action Lead Recommendation
Category Status
Equity
Engineering
Encouragement
Education
Evaluation
Opportunity
Existing
Annual collision
reports
Public Works
(Engineering &
Transportation
Division), Police
Department
Publish annual bicycle
collision reports using data
from the San Leandro Police
Department to provide the
current state of bicycle safety
in the city.
✓ ✓
Develop active
transportationfocused
communications
materials to
encourage
participation and
advertise
programs
Public Works Create active transportationoriented multimedia communications materials to
educate residents on the
health and environmental
benefits of biking and
walking.
✓ ✓ ✓
Hold Open Streets
events/ bicycle
and pedestrian
takeovers
Public
Information
Officer,
community
organizations
Host events that celebrate
and promote bicycling and
walking in neighborhoods
throughout the city. This
could include Open Streets
events, where designated
roads are closed to motorized
traffic on specific days,
allowing people to walk, bike,
and enjoy a car-free
environment.
✓ ✓
Tactical urbanism
projects
Public Works
(Engineering &
Transportation
Division),
community
organizations
Support short-term,
community-led, scalable
projects on San Leandro
streets to test active
transportation
improvements.
✓ ✓
Bike to Anywhere
Day and other
events
Public Works,
San Leandro
Unified School
District,
community
organizations
Continue activities and
programming related to
events such as Bike Month,
Bike to Work Day, Bike to
School Day, Walk a Child to
School Day, and Walk and
Roll to School Days.
✓ ✓
San Leandro Bicycle and Pedestrian Master Plan 5-5
Action Lead Recommendation
Category Status
Equity
Engineering
Encouragement
Education
Evaluation
Opportunity
Existing
Bicycle education
in primary and
secondary schools
Public Works,
San Leandro
Unified School
District
Collaborate with San Leandro
Unified School District to
ensure that students receive
education on biking and
walking (e.g. school
workshops, traffic rodeos,
safety assemblies) and that
children have the
opportunity to learn how to
ride a bike without having to
own one.
✓ ✓ ✓ ✓
Safe Routes to
School
Public Works,
San Leandro
Unified School
District
The Safe Routes to School
(SRTS) program is a
collaboration between
Alameda County, the City of
San Leandro and the San
Leandro Unified School
District to provide students
and parents with bicycle,
pedestrian, and traffic safety
education around schools.
SRTS also provides
recommendations and
programs to execute safety
goals.
✓ ✓ ✓ ✓ ✓
Biking and
walking safety
assessments
around schools
Public Works,
San Leandro
Unified School
District,
Alameda County
In collaboration with
Alameda County’s SRTS
program, perform
assessments around schools
to identify barriers and
challenges for students
walking and biking to school.
Assessments can be carried
out through programs such
as UC Berkeley SafeTrec’s
Complete Streets Safety
Assessment (CSSA).
✓ ✓ ✓ ✓
Offer bicycle skills
classes
Public Works,
community
organizations
including Bike
East Bay
Partner with community
organizations on bike classes
for adults, families, and
seniors in San Leandro to
expand educational
✓ ✓ ✓ ✓
San Leandro Bicycle and Pedestrian Master Plan 5-6
Action Lead Recommendation
Category Status
Equity
Engineering
Encouragement
Education
Evaluation
Opportunity
Existing
opportunities. Programs may
take the form of on- or offbike safety trainings, bike mechanics classes, theft
prevention workshops, learnto-ride classes, and more.
Increase
partnership with
bike orgs and bike
shops
Public Works,
community
organizations
Cultivate relationships with
local bicycle shops and
community organizations
such as Bike East Bay to
strengthen San Leandro’s
bike culture and support in
advancing bike projects.
✓ ✓ ✓
Bike Friendly
Business program
Public Works Establish a citywide bicycle
friendly business program
through the League of
American Bicyclists' Bicycle
Friendly America program to
encourage customers and
employees to cycle.
✓ ✓ ✓
Program for bike
lane blocking
education
Public Works
(Engineering &
Transportation
Division)
Establish a program to
ensure California bicycle laws
are adhered to, particularly
for ensuring bicycle lanes
remain free of barriers,
especially around schools.
✓ ✓ ✓
Active
transportation
liaison/
coordinator
Public Works,
Police
Department
Appoint a staff person to
coordinate with the police
department on focusing
traffic enforcement on unsafe
speeds and other violation
categories with the largest
impact on killed and severe
injury collisions.
✓ ✓
Post rules/
etiquette
on shared-use
paths and trails
Public Works
(Engineering &
Transportation
Division)
Educate users on sharing
space, passing, and yielding
on shared-use paths, which
are designed for travel by a
variety of nonmotorized
users,
✓ ✓
San Leandro Bicycle and Pedestrian Master Plan 5-7
Action Lead Recommendation
Category Status
Equity
Engineering
Encouragement
Education
Evaluation
Opportunity
Existing
including bicyclists,
pedestrians, skaters, joggers,
and others.
PD-led program to
conduct bike and
pedestrian safety
activities
Police
Department
Establish a bicycle patrol
program led by PD. This
bicycle patrol program will
conduct safety activities and
identify and educate road
users that are engaging in
bad behavior.
✓ ✓
Diversion
programs for
bicyclists and
drivers in lieu of
tickets
Police
Department
Implement a program in
collaboration to improve
awareness of the safety
needs of all roadway users.
This may include educational
materials on bicycle traffic
laws and tips for safe driving,
biking, and walking.
✓ ✓ ✓
Hold quarterly
BPAC meetings
BPAC, City
Council
The mission of the Bicycle
and Pedestrian Advisory
Committee (BPAC) is to
provide input on the Bicycle
and Pedestrian Master Plan
and support City staff in
executing the Plan, creating
an annual action plan, and
monitoring progress.
✓ ✓ ✓
Hold monthly
Facilities &
Transportation
Committee
meetings
BPAC, City
Council
The City’s Facilities &
Transportation Committee
meets monthly to discuss
transportation issues and
provide recommendations to
the Council.
✓ ✓ ✓
San Leandro Bicycle and Pedestrian Master Plan 6-1
Implementing the Plan will require prioritizing key projects, devising implementation strategies, and securing funding from local, state, and federal sources. This Plan chapter summarizes priority projects and potential funding sources for infrastructure project implementation.
Prioritization
Recognizing that there are limited financial and staff resources that can be devoted to the bikeway facility and pedestrian improvement projects, it is necessary to establish a system for prioritizing among the projects to determine the most effective use of available resources.
The methodology used to prioritize projects was updated from the 2018 plan based on input from City staff, BPAC, and current best practices. Pedestrian intersections and bikeway corridors were scored and ranked according to the following criteria:
Collision History
Collisions involving
pedestrians or bicyclists,
2017 to 2021
Community Input
Comments on web map of
bikeway and pedestrian
recommendations
Community Destinations
Proximity to schools, parks,
BART stations, commercial
areas, and senior centers
Within Equity Priority
Community (EPC)
Proximity to census tracts
designated as underserved and
overburdened by the
Metropolitan Transportation
Commission
Within Priority Development Area
(PDA)
Proximity to areas
identified for development
and future growth by the
Metropolitan Transportation
Commission
The corridors with high-priority bicycle projects and pedestrian intersection improvements are shown in The priority corridors that are in progress, summarized in Table 6-1, include projects that have been studied, are currently underway, or have some portions complete. The table indicates partner agencies and projects that are described in further detail later in this chapter.
Table 6-1 and Table 6-2. A full list of project locations and their scoring criteria are available in Appendix B for use in project development. Safe Routes to School projects previously recommended by the Alameda County Transportation Commission are also included in the full project list in Appendix B. For all projects, detailed design for pedestrian and bicycle facilities will be guided by the Design Guide provided in Appendix A.
The priority corridors that are in progress, summarized in Table 6-1, include projects that have been studied, are currently underway, or have some portions complete. The table indicates partner agencies and projects that are described in further detail later in this chapter.
6. Implementation
San Leandro Bicycle and Pedestrian Master Plan 6-2
Table 6-1 Priority Corridors in Progress
New priority corridors, summarized in Table 6-1, are recommended projects that are not yet in progress. The new priority corridor projects will be led by the City of San Leandro. The tradeoffs presented in Table 6-2 New Priority Corridors reflect the assumed implementation strategy for the recommended project based on available street width. All projects will undergo detailed planning and community outreach processes to determine the specific design, tradeoffs, and implementation strategy.
Table 6-2 New Priority Corridors
Corridor Lead Agency Bikeway Type Pedestrian Priority
Intersections Status
San Leandro Creek
Trail City of San Leandro Shared Use Path n/a Study complete Davis Street Caltrans Separated Bikeway
San Leandro
Boulevard, E. 14th
Street - Signalized
Partially complete
East 14th Street Alameda CTC Separated Bikeway
138th Ave, Joaquin
Ave- Signalized
141st Ave, Stoakes AveUncontrolled
In progress
Bancroft Avenue City of San Leandro Separated Bikeway
Recommendations per
Crosstown Corridors
Study
Crosstown Corridors
Study complete
Estudillo Avenue City of San Leandro Separated Bikeway
E. 14th, Bancroft AveSignalized
Santa Rosa StreetUncontrolled
In progress
Hesperian Boulevard City of San Leandro Separated Bikeway Recommendations per LRSP In progress
Lewelling Boulevard City of San Leandro Separated Bikeway Recommendations per LRSP In progress
San Leandro
Boulevard Alameda CTC Separated Bikeway See East Bay Greenway In progress – East Bay Greenway Williams Street City of San Leandro Separated Bikeway,
Bike Lane
Recommendations per
Crosstown Corridors
Study
Crosstown Corridors
Study complete
Corridor Bikeway Type Pedestrian Priority
Intersections
Potential Tradeoffs for
Further Study
150th Avenue Separated Bikeway Lark Street- Uncontrolled Road diet Parrott Street Bike Lane San Leandro Blvd- Signalized Parking reduction West Juana Avenue Bike Boulevard San Leandro Blvd-Signalized Needs traffic calming Alvarado Street Separated Bikeway Davis Street, Williams StreetSignalized Parking reduction Washington Avenue Separated Bikeway, Bike
Lane, Bike Boulevard Recommendations per LRSP Road diet, parking removal,traffic calming 136th Avenue Bike Boulevard, Bike Lane E. 14th Street- Signalized Needs traffic calming San Leandro Bicycle and Pedestrian Master Plan 6-3
Table 6-3 New Priority Corridors (cont’d)
Implementation
Strategies
Implementation of the Bicycle and Pedestrian Master
Plan will require interdepartmental and interagency
coordination to ensure that best practices for active
transportation are fully integrated into the planning,
design, operation, and maintenance of San Leandro’s
streets. The City of San Leandro will implement
bicycle and pedestrian projects using various work
strategies, including ongoing municipal projects and
programs.
Annual Street Paving Program
The City of San Leandro will identify and integrate
bicycle and pedestrian improvements into other
projects, including standard maintenance. Today,
streets are currently selected for the annual
rehabilitation program based on street condition,
amount of traffic, and other scheduled projects. The
City will include active transportation needs to this
selection criteria by prioritizing segments for
repaving by paving quality, equity, safety, ADA
needs, and bike network implementation.
Quick-Build Projects
Quick-build projects are flexible and affordable trial
projects that test street design changes and safety
improvements. Quick-builds use materials like paint,
signage, and pavement markings to implement
projects faster and at a lower cost compared to
traditional capital projects. Infrastructure originally deployed as quick-builds may be fully built out if the
demonstration is shown to be successful. Examples
of quick-build projects include bike lanes separated
from traffic with plastic posts and painted pedestrian
safety zones.
Corridor Bikeway Type Pedestrian Priority
Intersections
Potential Tradeoffs for
Further Study
143rd Avenue Bike Boulevard E.14th Street, Washington
Avenue- Signalized Needs traffic calming
Doolittle Drive Separated Bikeway Recommendations per LRSP Road diet Floresta Boulevard Separated Bikeway
Washington AvenueSignalized
Monterey Blvd- Stop Control
Road diet, parking reduction
Manor Boulevard Separated Bikeway Recommendations per LRSP Parking reduction What is the status of the Crosstown
Corridors Study?
The City of San Leandro’s Crosstown Corridors Study
was approved in 2022. The corridor plan seeks to
improve safety and accessibility along Bancroft Avenue
and Williams Street, two corridors with high need for
active transportation, especially to schools. The study developed street designs with separated bikeways and
pedestrian improvements that will better protect
vulnerable road users, including students at schools
along the corridors.
The City is currently seeking funding to move the
project into the final design and construction phases.
The Bicycle and Pedestrian Master Plan prioritization
reaffirms the priority of these two corridors for future finding and staff focus.
San Leandro Bicycle and Pedestrian Master Plan 6-2
Capital Projects
Some corridors with high levels of design
complexity, like the Bancroft Avenue and Williams
Street Crosstown Corridors, require higher design
and construction investments for streetscape
elements, signal upgrades, and concrete elements for
separated bikeways and pedestrian enhancements.
These projects advance over longer periods of time,
with support from grant funding and capital
investment. The grant sources listed below
summarize opportunities to pursue funding to
implement major projects using capital funding.
Partner Agency-Led Projects
Some priority projects will be completed through
ongoing projects, led by other agencies. These
projects will require coordination to complete,
including joint-planning and data-sharing. The
recommendations in this plan align with these
projects.
Bay Fair Station Access Plan: In collaboration with
BART, the City of San Leandro is preparing to
conduct a focused transportation plan for the Bay
Fair BART area. This plan will result in more specific
bicycle and pedestrian recommendations for the Bay
Fair transit-oriented development. San Leandro
Public Works will continue to coordinate with the
Planning department and BART to incorporate
recommendations from the specific plan into future
bicycle and pedestrian projects.
BART Bicycle Preferred Path of Travel Plan: This
BART project aims to improve intuitive, easy access
to and from BART stations by bicycle. The plan
focuses on addressing connectivity gaps for
bicyclists in the areas between street bikeways at the
edges of BART property and BART bicycle parking
and station platforms. The plan will develop sitespecific recommendations and bikeway concepts for both San Leandro and Bay Fair BART stations.
East Bay Greenway: Led by the Alameda CTC, the
East Bay Greenway is a planned 30-mile bicycle
facility that will link BART stations from Lake Merritt BART station in Oakland to South Hayward BART
station. The Greenway will consist of off-street trails and on-street separated bikeways, with the aim of
improving safety, increasing multimodal
connectivity along the BART, and serving
commercial areas. In San Leandro, the East Bay
Greenway project will construct separated bikeways
and pedestrian enhancements on San Leandro
Boulevard and E. 14th Street south of San Leandro
Boulevard.
San Lorenzo Creekway: This project will build a
multi-use trail for biking and walking using the
existing right-of-way along the creek. Extending
from the Bay Trail in San Lorenzo to Don Castro
Recreation Area in Castro Valley, the trail will
connect communities in San Leandro, San Lorenzo,
Ashland, Cherryland, Hayward, and Castro Valley.
The Hayward Area Recreation District (HARD) is the
lead agency on this project.
Funding Sources
There are a variety of potential funding sources for
active transportation projects.
Table 6-3 identifies federal, state, and local sources
that the City can pursue to fund implementation of
this plan and the types of projects that are eligible.
San Leandro should consider partnering with other
local jurisdictions and regional agencies for funding
programs at the state and federal levels, as joint
applications often increase the competitiveness of
projects for funding. The City should use existing
funding sources as matching funds for state and
federal funding.
San Leandro Bicycle and Pedestrian Master Plan 6-2
Table 6-4 Potential Funding Sources and Uses
Funding Program Funding Source
Biking and Walking
Infrastructure
Implementation
Maintenance and
Operations
Federal
Active Transportation
Infrastructure Investment
Program
Federal Highway
Administration (FHWA) X
Bridge Formula Program
(BFP) FHWA X
Carbon Reduction Program FHWA X
Congestion Mitigation and
Air Quality Improvement
(CMAQ) Program
FHWA X
Federal Lands Access
Program (FLAP) FHWA X
Federal Lands Planning
Program (FLPP) FHWA X
Highway Safety
Improvement Program
(HSIP)
FHWA X
National Highway
Performance Program
(NHPP)
FHWA X
National Scenic Byways
Program FHWA X
Nationally Significant
Federal Lands and Tribal
Projects (NSFLTP) Program
FHWA X
Promoting Resilient
Operations for
Transformative, Efficient,
and Cost-Saving
Transportation (PROTECT)
Program
FHWA X
Railway-Highway Crossings
(Section 130) Program FHWA X
Recreational Trails Program FHWA X
Surface Transportation
Block Grant (STBG) Program FHWA X
Transportation Alternatives
(TA) Set-Aside, Surface
Transportation Block Grant
Program
FHWA X
San Leandro Bicycle and Pedestrian Master Plan 6-3
Table 6-5 Potential Funding Sources and Uses (cont’d)
Funding Program Funding Source Biking and Walking
Infrastructure
Funding Program
Tribal Transportation
Program Safety Fund
(TTPSF)
FHWA X
Areas of Persistent Poverty
Program
Federal Transit
Administration (FTA) X
Metropolitan and Statewide
and Nonmetropolitan
Transportation Planning
FTA X
Pilot Program for TransitOriented Development
Planning
FTA X
Urbanized Area Formula
Grants FTA X
Choice Neighborhoods
Implementation Grants
U.S. Department of Housing
and Urban Development
(HUD)
X
Community Development
Block Grants HUD X
Nationally Significant Freight
and Highway Projects
Program (NSFHP)
U.S. Department of
Transportation (U.S. DOT) X
Rebuilding American
Infrastructure with
Sustainability and Equity
(RAISE)
U.S. DOT X
Reconnecting Communities
Pilot Grant Program U.S. DOT X
Safe Streets and Roads for
All (SS4A) Grant Program U.S. DOT X
Strengthening Mobility and
Revolutionizing
Transportation (SMART)
Grants Program
U.S. DOT X
Land and Water
Conservation Fund U.S. National Park Service X
Rivers, Trails, and
Conservation Assistance
Program
U.S. National Park Service X
State
Clean Mobility Options Pilot
Program
California Air Resources
Board X
Coastal Conservancy Grants California Coastal
Conservancy X
San Leandro Bicycle and Pedestrian Master Plan 6-4
Table 6-6 Potential Funding Sources and Uses (cont’d)
Funding Program Funding Source Biking and Walking
Infrastructure
Funding Program
Proposition 117 – Habitat
Conservation
California Department of
Parks and Recreation (DPR) X
Roberti-Z’Berg-Harris (RZH)
Grant Program – Prop. 40 DPR X X
Statewide Park Development
and Community
Revitalization Program
DPR X
Environmental Enhancement
and Mitigation (EEM)
Program
California Natural Resources
Agency X
Urban Greening Program California Natural Resources
Agency X
Affordable Housing and
Sustainable Communities
(AHSC) Program
California Strategic Growth
Council X
Transformative Climate
Communities (TCC) Program
California Strategic Growth
Council X
Traffic Safety Grants California Office of Traffic
Safety X
Local Partnership Program California Transportation
Commission X X
Local Streets and Roads
program
California Transportation
Commission X X
Solutions for Congested
Corridors Program (SCCP)
California Transportation
Commission X
State Transportation
Improvement Program
(STIP)
California Transportation
Commission X
Active Transportation
Program (ATP)
California Department of
Transportation (Caltrans) X
Local Highway Safety
Improvement Program
(HSIP)
Caltrans X
Sustainable Transportation
Planning
Grant Program
Caltrans X
Clean California Local Grant
Program Caltrans X X
Transportation Development
Act (TDA) Article 3 (SB 821) Caltrans/MTC X
San Leandro Bicycle and Pedestrian Master Plan 6-5
Table 6-7 Potential Funding Sources and Uses (cont’d)
Funding Program Funding Source Biking and Walking
Infrastructure
Funding Program
County/Regional
Measure BB
Alameda County
Transportation Commission
(Alameda CTC)
X
Comprehensive Investment
Plan (CIP) Funding Alameda CTC X
Bay Trail Grants Association of Bay Area
Governments X
Transportation Fund for
Clean Air
Bay Area Air Quality
Management District X
Safe Routes to BART Bay Area Rapid Transit X
Community Action Resource
and Empowerment (CARE)
Program
Metropolitan Transportation
Commission (MTC) X
Transportation Development
Act (TDA) Article 3 (SB 821) Caltrans/MTC X
One Bay Area Grant MTC X X
Safe Routes to Transit to Bay
Trail MTC X
Local
Development Agreements City of San Leandro X X
General Fund City of San Leandro X X
General Obligation Bonds City of San Leandro X X
Park Development Impact
Fees City of San Leandro X X
Sales Tax Revenues City of San Leandro X X
Traffic Impact Fees City of San Leandro X X
San Leandro Bicycle and Pedestrian Master Plan 7-1
Appendix A. Bicycle and
Pedestrian Design Guidelines
(Forthcoming)
7. Appendices
San Leandro Bicycle and Pedestrian Master Plan 7-2
Appendix B. Project Location List
Corridor Priority Collision History Community Destinations Equity Priority Community Priority Development Area San Leandro Creek Trail High
150Th Ave High
Davis St High
E 14Th St High
Parrott St High
W Juana Ave High
Alvarado St High
Bancroft Ave High
Estudillo Ave High
Hesperian Blvd High
Lewelling Blvd High eeeeeeee
San Leandro Blvd High eeeeeeee
Washington Ave High
Williams St High
136Th Ave Medium
143Rd Ave Medium
Castro St Medium
Doolittle Dr Medium
Floresta Blvd Medium
Manor Blvd Medium
W Estudillo Ave Medium
Creekside Plaza Medium
Dolores Ave Medium
Fairway Dr Medium
Fargo Ave Medium
Farnsworth St Medium
Halcyon Dr Medium
Hesperian Blvd Medium
Marina Blvd Medium
Monterey Blvd Medium
Park St Medium
Peralta Ave Medium
Springlake Dr Medium
Sybil Ave Medium
W Broadmoor Blvd Medium
Alvarado St Medium
Juana Ave Medium
Lark St Medium
Macarthur Blvd Medium
Prioritized Bicycle Corridors
Intersection Priority Collision History Pedestrian Priority Area Equity Priority Community Priority Development Area Safe Routes to
School Project
Davis St / San Leandro Blvd High
Hays St / W Juana Ave High
Santa Rosa St / Dolores Ave High
138Th Ave / E 14Th St High
141St Ave / E 14Th St High
Jefferson St / Callan Ave High
Joaquin Ave / E 14Th St High
Parrott St / San Leandro Blvd High
Stoakes Ave / E 14Th St High
Callan Ave / Davis St / E 14Th St High
136Th Ave / Bancroft Ave High
Springlake Dr / Hesperian Blvd High
W Juana Ave / San Leandro Blvd High
Alley / Blossom Way Medium
Alvarado St / Davis St Medium
Bradrick Dr / Monterey Blvd Medium
Campbell Ave / Williams St Medium
Carpentier St / W Juana Ave Medium
Carpentier St / Williams St Medium
Clarke St / W Juana Ave Medium
Clarke St / Williams St Medium
Cornwall Way / Blossom Way Medium
Crosby St / Manor Blvd Medium
Durant Ave / Macarthur Blvd Medium
Endicott St / Manor Blvd Medium
Greenhouse Mall / Fargo Ave Medium
Harrison St / Estudillo Ave Medium
Hays St / Williams St Medium
Hilding Ave / Williams St Medium
Hollister Ct / Durant Ave Medium
Huff Ave / Callan Ave Medium
Moraga Dr / Monterey Blvd Medium
Parrott St / Washington Ave Medium
Pelton Center Way / W Juana Ave Medium
Santa Maria St / Dolores Ave Medium
Santa Rosa St / Estudillo Ave Medium
Thornton St / Washington Ave Medium
Walnut Dr / Aurora Dr Medium
Apricot St / Park St Medium
Estabrook St / Washington Ave Medium
Monarch Bay Dr / Fairway Dr Medium
Washington Ave / W Juana Ave Medium
Prioritized Pedestrian Intersections
Intersection Priority Collision History Pedestrian Priority Area Equity Priority Community Priority Development Area Safe Routes to
School Project
Prioritized Pedestrian Intersections
135Th Ave / E 14Th St Medium
136Th Ave / E 14Th St Medium
137Th Ave / Bancroft Ave Medium
139Th Ave / E 14Th St Medium
139Th Ave / Bancroft Ave Medium
140Th Ave / Bancroft Ave Medium
140Th Ave / E 14Th St Medium
144Th Ave / E 14Th St Medium
145Th Ave / E 14Th St Medium
146Th Ave / E 14Th St Medium
147Th Ave / E 14Th St Medium
148Th Ave / E 14Th St Medium
Anza Way / Washington Ave Medium
Belleview Dr / E 14Th St Medium
Chumalia St / E 14Th St Medium
Clarke St / Davis St Medium
Creekside Plaza / San Leandro Blvd Medium
Dan Niemi Way / Davis St Medium
Dan Niemi Way / E 14Th St Medium
Elsie Ave / E 14Th St Medium
Georgia Way / E 14Th St Medium
Harlan St / E 14Th St Medium
Harrison St / Callan Ave Medium
Hays St / Davis St Medium
Hudson Ln / San Leandro Blvd Medium
Hyde St / Callan Ave Medium
Interstate 880 Southbound - Lewelling Blvd
Westbound Offramp / Lewelling Blvd Medium
Lark St / 150Th Ave Medium
Lewelling Blvd Westbound - Interstate 880
Northbound Onramp / Lewelling Blvd Medium
Lillian Ave / E 14Th St Medium
Lloyd Ave / Washington Ave Medium
Maud Ave / Bancroft Ave Medium
Maud Ave / E 14Th St Medium
Mckinley Ct / Bancroft Ave Medium
Pagano Ct / Washington Ave Medium
Parrott St / E 14Th St Medium
Pelton Center Way / E 14Th St Medium
Polar Way / San Leandro Blvd Medium
Santa Maria St / Estudillo Ave Medium
Santa Rosa St / Callan Ave Medium
Sunnyside Dr / E 14Th St Medium
Intersection Priority Collision History Pedestrian Priority Area Equity Priority Community Priority Development Area Safe Routes to
School Project
Prioritized Pedestrian Intersections
Thornton Pl / San Leandro Blvd Medium
Thornton St / San Leandro Blvd Medium
Thornton St / E 14Th St Medium
W Estudillo Ave / San Leandro Blvd Medium
Warren Ave / E 14Th St Medium
Embers Way / Lewelling Blvd Medium
Greenhouse Mall / Lewelling Blvd Medium
Hesperian Blvd / Lewelling Blvd Medium
150Th Ave / Hesperian Blvd Medium
Aladdin Ave / Fairway Dr Medium
Doolittle Dr / Fairway Dr Medium
E 14Th St / Fairmont Dr Medium
E 14Th St / San Leandro Blvd Medium
Estudillo Ave / Huff Ave Medium
Fairmont Dr / Hesperian Blvd Medium
Lewelling Blvd / Washington Ave Medium
San Leandro Blvd / Washington Ave Medium
Bancroft Ave / E 14Th St / Hesperian Blvd Medium
Fairmont Dr / Halcyon Dr / Hesperian Blvd Medium
Floresta Blvd / Halcyon Dr / Washington Ave Medium
136Th Ave / E 14Th St Medium
143Rd Ave / E 14Th St Medium
143Rd Ave / Washington Ave Medium
Beatrice St / Washington Ave Medium
Callan Ave / Bancroft Ave Medium
Callan Ave / Huff Ave Medium
Castro St / E 14Th St Medium
Dolores Ave / Bancroft Ave Medium
Dolores Ave / E 14Th St Medium
Durant Ave / E 14Th St Medium
Estabrook St / E 14Th St Medium
Monterey Blvd / Floresta Blvd Medium
Sybil Ave / E 14Th St Medium
Williams St / E 14Th St Medium
Best Ave / San Leandro Blvd Medium
Juana Ave / E 14Th St Medium
Alvarado St / Williams St Medium
Washington Ave / Williams St Medium
San Leandro Bicycle and Pedestrian Master Plan 7-3
Appendix C. Online Community
Feedback
F&P Social Pinpoint
Report Type: Form Results Summary
Date Range: 17-11-2023 - 06-05-2024
Exported: 16-09-2024 14:45:33
Open
Survey
San Leandro BPMP
89 Contributors
91 Contributions
Contribution Summary
1. How do you typically travel in San Leandro? (Check all that apply) Multi Choice | Skipped: 1 | Answered: 90 (98.9%)
Answer choices Percent Count
Walking 78.89% 71
Biking 58.89% 53
Scooting 2.22% 2
Driving 81.11% 73
Bus 12.22% 11
Train 20.00% 18
Other 1.11% 1
F&P Social Pinpoint - Form Results Summary (17 Nov 2023 to 06 May 2024) Page 1 of 5
2. When do you typically bike? (Check all that apply)
Multi Choice | Skipped: 3 | Answered: 88 (96.7%)
Answer choices Percent Count
Work 18.18% 16
School/taking children to school 15.91% 14
Errands 39.77% 35
Accessing transit (e.g. BART) 25.00% 22
Exercise or leisure 59.09% 52
None 20.45% 18
Other 3.41% 3
F&P Social Pinpoint - Form Results Summary (17 Nov 2023 to 06 May 2024) Page 2 of 5
3. When do you typically walk?
Multi Choice | Skipped: 2 | Answered: 89 (97.8%)
Answer choices Percent Count
Work 12.36% 11
School/taking children to school 23.60% 21
Errands 59.55% 53
Accessing transit (e.g. BART) 34.83% 31
Exercise or leisure 87.64% 78
None 4.49% 4
Other 3.37% 3
F&P Social Pinpoint - Form Results Summary (17 Nov 2023 to 06 May 2024) Page 3 of 5
4. What barriers do you experience to walking or biking? (Check all that apply) Multi Choice | Skipped: 6 | Answered: 85 (93.4%)
Answer choices Percent Count
Distance 18.82% 16
Traffic safety 69.41% 59
Personal security concerns 41.18% 35
Physical ability 8.24% 7
Infrastructure (lack of bike lanes, crosswalks, bike parking, etc.) 63.53% 54 Other 10.59% 9
F&P Social Pinpoint - Form Results Summary (17 Nov 2023 to 06 May 2024) Page 4 of 5 San Leandro BPMP Phase 1: Do you have other comments?
Contribution
I like riding my bicycle in San Leandro. I am not convinced that separated bike lanes make conditions better and safer. Drivers, homeowners, and business owners often resent the intrusion, and things can get complicated at intersections and other points of transition. I would rather see stricter speed limits. I would also like to see more crosswalks ‐ not fancy ones, just stripes painted on the pavement. This helps to slow drivers down and remind I am deeply disturbed with your McArthur Blvd bike lanes from Estudillo to the 580 Freeway entrance. Not only have you impacted a critical fire evacuation route for the Bay O Vista neighborhood by reducing the lanes from 2 lanes each way to one lane, you have not increased bicycle or pedestrian safety. This parking / bike lane configuration creates blind spots for drivers with pedestrians crossing in the middle of the road, dangerous situations for drivers exiting their vehicles by opening doors directly into traffic, and blocks drivers' views on connecting streets, making them no longer safe to use. During various times of day, McArthur is bumper to bumper traffic, due to the one lane each way restriction, and would totally be an additional hazard for BOV neighbors trying to evacuate quickly in the middle of an emergency ‐ whether fire or earthquake ‐ as Benedict Drive has only two exits ‐ either Grand Ave. or Estudillo, both of which use McArthur Blvd. I drive this road I have experienced many stop sign and red‐light runners, both while walking and driving. I will not ride my bike in the city because of this, and choose to only ride at Oyster Point.
Cars parking on sidewalks, encouraged by the sloping gutters; vegetation encroaching on sidewalks and trees not trimmed to allow easy passage under canopy
I don't feel safe walking around my neighborhood. I use to. I would not let my child walk or bike on her own due to personal experiences, observations, and interactions I have had in these last few years.
Drivers often are not respectful towards bicyclists. Other bicyclists will go down the bike lane the wrong direction. I wish there were safer paths for the youth biking groups. People complain about youths online constantly but I really don't think we should be discouraging them from a healthy activity like biking, especially if they enjoy it. I can survive on the paths because I have more experience dealing with the drivers as I drive myself, and I know the kinda of things that drivers will forget when it comes to bicyclists and pedestrians...
However most of the youth bicyclists don't have that experience. They're relatively respectful when it comes to Bike parking is a huge issue. There's nowhere to put an ebike at either Safeway, downtown or Dutton. Parking a regular bike is very difficult in downtown or at most shopping centers.
A lot of the pavement are uneven elevation due to the plants underneath it growing. Not safe for bike, We need more separated bicycle lanes throughout the city.
Safety from crime in San Leandro.
For each driving situation, the bikers near the driving lanes are precarious…highly dangerous for the bikers and Do I have any comments YES INDEED. The City need to add barriers to stop cars from using the bike lines as a car lane. I would recommend good barriers not the ones San Leandro used in the pass, the plastic poles that people run in to and the City never bothers to repair. The City of Fremont for example has a much better design.
In the City of San Leandro there are two areas that I see cars using the bike line as an extra car line on Davis St, and Washington Ave. In general any area with no parking signs. This is starting to become a more and more practice of cars exploiting the bike lines. I don't know if the City is unaware or just doesn't care.
So excited about this project! Happy to help in any way I can.
Picking up after pets needs to be enforced. It’s disgusting and worse than you can imagine. I have to stair at the ground the entire time I’m walking from San Leandro boulevard to Davis on E14 and the surrounding streets San Leandro needs a lot more push bottom light up crosswalks. The main library is a high traffic area used by all ages, yet, one can barely see someone in the crosswalks especially in the evening, rain, and with all the vehicles I have been a resident of San Leandro for nearly and decade and I appreciate the city's efforts to make our home more accessible and inclusive. We are fortunate to live between the bay and Lake Chabot and have multiple shopping districts and parks within walking distance. Investing in walkability, biking, and ultimately reducing traffic will increase the safety and health of SL residents. We should also encourage the beautification of San Leandro by planting native plants, and trees, and enforcing traffic. Research has linked exposure to trees and green spaces with improved mental health, reduced stress levels, reduced loneliness, lower all‐cause I regularly see cars drive through intersections on red lights to get ahead of other cars queued for the light and it makes me anxious to bike because I'm afraid I might get hit.
Current approach to adding bike paths seems short sided. Rarely see anyone biking and our streets are too narrow with too many parked cars to be safe. If you want to encourage more walking then build or attract places residents would actually like to frequent—destinations, whether restaurants or event venues or shopping We need more separation for bike lanes in heavy traffic areas throughout the city. Please educate general driving public towards more awareness for bike rider safety. “Share the road” Restore the San Leandro Marina to a safe and clean place to walk. Remove the homeless encampments, put in safety measures that prevent crime and sideshows, remove the buildings near the boats that have been vandalized and gutted. Beautify the area and protect our crown jewel. Install kiosks and gates at every The downtown area on East 14th Street ‐ 185 from Estabrook to Davis street is ridiculously dangerous.
There's no space for bicycles to travel on that area. I think that it should be brought down to one lane of traffic in each direction and street parking instead of two lanes in each direction. please consider doing something at this section.
What's the plan to beautify the city? The lot on E14th & Bancroft across from Harry’s Hofbrau with the very large rusting “art piece” is an eyesore, and the other lot on E.14th across from the Bayfair gas station looks a Please help slow down traffic on Callan Avenue!
Might you please be so kind advise your fellow residents of San Leandro as to the status of the Union Pacific Railroad Oakland Subdivision
Corridor Improvement proposed in 2010, in particular as it relates to your current proposed Master Plan? Or has it, like most things, been lost in the bureaucratic shuffle? Here is the link to remind the powers‐that‐be with short‐term memory:
I have concerns about the new bike lane. Oakland, Telegrah Ave. built a similar structure and the police officers identified that area as high collision and accident zone. Between the raised, red colored sidewalks, green bike lane, crosswalks, traffick lights, pedestrians, bikers, stop signs, school...it's a nightmare for drivers to watch all of that while driving. It actually becomes more dangerous for pedestrians. Please contact Oakland police to Currently on Wicks Blvd and Other plsces where some roadworks are being carried out recently. Holes and uneven services are left on roads near our home and near the Bay trail in San Leandro.
A small group of bicycle agitator feel it's their mission in life to antagonize anybody driving a car. That is not a helpful attitude where we ALL must share the roadways equally. Bicycle agitators come across as smug and As a resident on Broadmoor Blvd near Bancroft, I'm most concerned about reckless driving and the lack of safety for pedestrians. Bancroft needs more crosswalks with pedestrian signals, as well as, stop signs or traffic round‐ abouts to slow down drivers. I also want street parking in all residential areas preserved. Bike lanes can be There is no good bike route from Bancroft to Williams (past San Leandro Blvd). I feel very nervous riding through town. I would appreciate a designated bike route that is on a lower traffic street (not Davis, not San Leandro Blvd) where traffic is slower. Or a protected lane if on busier streets. The San Leandro Blvd/Williams intersection At the corner of MacArthur Blvd. and Victoria Ave. The new bike land is interrupted by the curb at a very busy 2 way stop. Three of the 4 corners allows you to ride in the bike lane without interruption. One of the curbs forces you back into the street. You need to ride up on the sidewalk and cut over the small island to the other side of the street or you must hand signal and cut back into traffic in order to go through the 2 way stop and back into The city needs to find a way to improve street infrastructure to discourage driving. Also, your age category is I teach in the district and am more than happy to bicycle city infrastructure folks around to show them some accessibly issues. Have tandem and have decades of experience riding in San leandro With all the lawlessness going on in the City, resources could surely be put to better use than bike lanes. Anyone riding a bike around the City is at risk, regardless of any lanes.
Need for safety, bike lanes is wonderful, fix sidewalks, biking paths to parks Additional secure bike parking would help a lot, especially in shopping areas and near grocery stores. I use a cargo bike to do errands and pick up my kids, its heavy and long so I rely on easily accessible secure bike parking Not safe to lock up Bike a leave it For extended period of time.
The pedestrian/ bike lanes have made commuting to work more challenging. People don t have luxury of walking or biking to work in the Bay Area‐ we all still need cars and public transit is just not safe anymore, or The street on Williams street and San Leandro Street tends to get very dangerous as the car does not yield or notice pedestrians crossing the street because drivers are to focus on making a right onto Williams street.
Improvements have been made but there are still areas that need more bike lanes and sidewalks in our city.
As long as crime is an issue, I prefer to walk rather than bike. I have more physical ability to ward off an attack on foot than on a bike. I can carry more when walking and drop it faster should I feel threatened. Whereas an assault while riding a bike could increase the severity of injuries as a result of falling off the bike, as well as the loss of a bike. Rather than spending money on securing larger bike lanes, I'd prefer the city focus on crime prevention for citizens' safety in all circumstances. I believe the number of assaults on the street is higher in comparison to the number of people using the new bike lanes. When East 14th reduced the driving lanes to promote pedestrian safety, many drivers were frustrated by increased traffic due to pedestrian‐friendly signals San Leandro has so much to offer its residents and visitors with restaurants, stores, and parks. It is also a wonderful city for families. To make San Leandro even better, it would be great to see a focus on making the streets safer for pedestrians and bikers, especially in areas with large numbers of pedestrians like downtown, 14th st, Bancroft and Dutton, and near schools and parks. There should also be safe corridors to walk or bike from neighborhoods to commercial/transit areas. Simple things like creating pedestrian scrambles, installing I’m a walker for the most part although if I’m going further distance say a mile or more I am more likely to use my bike. I do ride my bike, I feel very safe and I use the bike lanes that are currently available.
I feel it is ridiculous they are taking care lanes away and turning into bike lanes. See more homeless people with shopping carts using bike lanes than any bikers. Most people get around in their autos not bikes. Taking car lanes away causing more traffic jams that will only get worse with time as more multifamily housing being built.
We need more greenways, linear parks, greenbelts, with a shared use path for safety and leisure.
I concur with everyone evert day about this. The bike lane on Grand Avenue near 580 freeway is useless. Cars parked in the middle of the street are getting hit. Every time we walk by on weekends, we see at least one car with tail end damage and broken pieces on the street next to the car. The property values tanked on those poor folks because it also.. ITS A OUTRAGE SO I no long support the Bike people on this even though i ride.. Makes it Drivers in automobiles tend to psychologically distance themselves from what it is like to be a bicyclist in a very narrow side of the road. They zoom past, honk horns if bicycle asserts any inclination to use the actual lane, and generally pay more attention to their phone in one hand than the life of the bicyclist next to them. It is a daily frustration that never desists! Not only am I forced to breathe the fumes over and over, but also feel disrespected on a basic level that automobile drivers rarely feel. Non‐drivers are virtually harmless in Bancroft is a major thoroughfare for bikes in San Leandro, but it is not safe to ride on. At least for schools are located right on Bancroft and it would increase biking and walking to school if Bancroft were a safer street for We need to build the bridge at the end of Cary and Hass in estudillo estates. It is a neighborhood staple! The collapsed bridge connecting Cary & Haas has made walking and biking in my neighborhood much more difficult. I've noticed a significant reduction in for traffic in that area as well.
So many of the streets of San Leandro head to a headway and people drive very unsafely. It doesn't encourage Need more protected bike lanes!
We used to walk around our neighborhood a lot. Sadly since the Haas street bridge was knocked down there . It has been extremely disappointing seeing the inaction, and lack of urgency from the City in restoring this vital pedestrian artery. If this was a bridge for cars it would have been rebuilt within months. The City hasn't even cleared out the old bridge. Its best to judge a City's values by what it does rather than what it says.
I live in the Broadmoor neighborhood, and people drive very fast and dangerously on Bancroft between Dutton and Durant. There are crosswalks in place, but I still feel like I put my life in danger every time I cross Bancroft, specifically on Broadmoor Blvd and at Victoria Circle. I really appreciate the crosswalk signal that was installed on Dowling (at Bancroft). Could something like this please also be installed on Broadmoor Blvd at Bancroft. I think that would really improve the pedestrian experience crossing Bancroft on Broadmoor and on Victoria.
San Leandro is a mostly flat city. By improving infrastructure for safety and accessibility, the City can encourage more trips by walking, biking, and transit. There is a lot of potential here, especially with San Leandro having a significant number of young families and children. Downtown is a wonderful asset and we are thrilled that we can walk to a lot of restaurants! I look forward to protected bike lanes on Bancroft to encourage more students to ride their bikes to San Leandro High. The school traffic along Bancroft can be intense during peak hours so if we can encourage families to use other transportation options, it could really make a difference in reducing Please add a separated bike lane along all of Bancroft.
Thank you in advance for your time and consideration and for providing an opportunity for community feedback/insights. As an avid runner/walker close to the downtown area (that runs throughout SL) ‐ I acknowledge the traffic safety concerns shared by many, especially near school zones. Beyond echoing those sentiments, I think infrastructure is great to focus on (more/better lanes) ‐ but I would love to see concurrent efforts to focus on driver education as well. We may build safety into our future roads via engineering ‐ but there are economical short term/immediate steps we can implement now, like extending crossing guards at critical locations, providing flags/safety vests at intersections that may have higher rates of car/pedestrian incidents (accidents and near‐misses). Ensuring that lights are functional and addressing outages promptly ‐ Please add bike racks in all public parks, shopping centers, and near bus stops. Some that are missing: Floresta park, Marina square center. Happy to help canvas. I take the bus to my dr appointment at Eden Medical Center.
It’s a 30 minute walk to the nearest bus stop with no bike racks nearby so I cannot bike to my bus stop unfortunately at Floresta and Monterey. The hospital is way up on a hill so I don’t bother bringing my bike there to lock it since the bus drops me at the bottom. I have a dentist in San Lorenzo on Hesperian. I bike from Washington manor. It’s so dicey on Lewelling and parts of Hesperian especially between McDonalds and Walmart. Cars coming on and off the highways and the road has a lot of rocks and trash. People drive so fast on Lewelling. I go out of my way and take Floresta instead of Hesperian to go to Bayfair BART to avoid it. There’s a stretch between Jack In The Box and San LEandro BART that sucks to pedal down. Strangely, I find it less stressful on Alvarado than Lewelling to bike down despite more trucks though. It’s tight even just for cars. I love the Hesperian improvements in San Lorenzo and the bike paths in Fremont. Would be great to see that here at The bike lanes on Davis St. also randomly end before the BART station after the train tracks. They should safely lead to the station. The bike lanes on the Davis St. freeway overpass are a death trap. The entire street sucks Please add more flashing crosswalks on Bancroft (between Sybil & Estudillo).
Also, the crosswalk situation on E14th between Castro & Parrot is virtually nonexistent‐ I don’t know of many downtown corridors with businesses that have NO crosswalks for 3 blocks? This IS a huge death trap. Why so much of the city’s budget was allocated to Grand Ave. bike lanes‐ an area that has very little cyclists (I live near this area)‐ is a shame. Who pushed that idea thru? The parking pushed into the traffic lanes created blind intersections for cars trying to turn onto Grand. The cyclists are safer‐ wish we could say that for drivers.ⅱ.
Speeding vehicles along Williams Street between Hays Street and Carpentier Street. A lot of cars speed through that area where there are long gaps between stop signs. Unfortunately, there have been three cats killed, one senior hit by a car, and multiple accidents. With the new 7‐11 store open nearby, there's even more traffic on Williams Street. I'm really concerned that the next casualty could be a child. Please consider looking into this F&P Social Pinpoint
Report Type: Form Results Summary
Date Range: 21-05-2024 - 12-07-2024
Exported: 16-09-2024 15:39:23
Closed
Untitled
San Leandro BPMP
18 Contributors
18 Contributions
Contribution Summary
1. For bikeways, how should the City prioritize projects? Please rank the criteria from greatest preference to least.
Ranking | Skipped: 4 | Answered: 14 (77.8%)
1 2 3 4 5 6 Count Score Avg
Rank
Speedy
project d
elivery/ea
se of impl
ementati
on
0%
0 27.27%
3 9.09%
1 0%
0 27.27%
3 36.36%
4 11 2.07 4.36
Areas
with
safety
need
46.15%
6 7.69%
1 15.38%
2 15.38%
2 7.69%
1 7.69%
1 13 4.14 2.54
Level of
bikeway
comfort
(e.g.
supports
people
biking of
a wide
range of
ages and
16.67%
2 8.33%
1 8.33%
1 8.33%
1 25.00%
3 33.33%
4 12 2.43 4.17
F&P Social Pinpoint - Form Results Summary (21 May 2024 to 12 Jul 2024) Page 1 of 7 abilities)
Connecti
vity to
key desti
nations,
such as
schools,
commerc
ial areas,
parks)
8.33%
1 33.33%
4 33.33%
4 8.33%
1 16.67%
2 0%
0 12 3.50 2.92
Connecti
vity to
BART and
highfrequenc
y buses
15.38%
2 7.69%
1 23.08%
3 30.77%
4 15.38%
2 7.69%
1 13 3.29 3.46
Connecti
vity
across
the city
and to
regional
bikeways
/trails
25.00%
3 16.67%
2 8.33%
1 33.33%
4 8.33%
1 8.33%
1 12 3.36 3.08
Score - Sum of the weight of each ranked position, multiplied by the response count for the position choice, divided by the total contributions. Weights are inverse to ranked positions.
Avg Rank - Sum of the ranked position of the choice, multiplied by the response count for the position choice, divided by the total 'Count' of the choice.
F&P Social Pinpoint - Form Results Summary (21 May 2024 to 12 Jul 2024) Page 2 of 7
2. For pedestrian projects, how should the City prioritize projects? Please rank the criteria from greatest preference to least.
Ranking | Skipped: 2 | Answered: 16 (88.9%)
1 2 3 4 5 6 Count Score Avg
Rank
Speedy
project d
elivery/ea
se of impl
ementati
on
7.69%
1 7.69%
1 0%
0 23.08%
3 15.38%
2 46.15%
6 13 1.88 4.69
Areas
with
safety
need
64.29%
9 7.14%
1 14.29%
2 0%
0 0%
0 14.29%
2 14 4.31 2.07
Level of
sidewalk
accessibil
ity (e.g.,
width of
sidewalks
, smooth
ness of
sidewalks
)
7.14%
1 42.86%
6 14.29%
2 14.29%
2 14.29%
2 7.14%
1 14 3.44 3.07
Level of
sidewalk
comfort
(e.g.,
presence
of street
trees)
15.38%
2 0%
0 30.77%
4 23.08%
3 15.38%
2 15.38%
2 13 2.69 3.69
Connecti
vity to
key desti
nations,
14.29%
2 21.43%
3 14.29%
2 21.43%
3 21.43%
3 7.14%
1 14 3.19 3.36
F&P Social Pinpoint - Form Results Summary (21 May 2024 to 12 Jul 2024) Page 3 of 7 such as
schools,
commerc
ial areas,
parks)
Access to
BART and
highfrequenc
y buses
6.67%
1 20.00%
3 26.67%
4 13.33%
2 26.67%
4 6.67%
1 15 3.25 3.53
Score - Sum of the weight of each ranked position, multiplied by the response count for the position choice, divided by the total contributions. Weights are inverse to ranked positions.
Avg Rank - Sum of the ranked position of the choice, multiplied by the response count for the position choice, divided by the total 'Count' of the choice.
F&P Social Pinpoint - Form Results Summary (21 May 2024 to 12 Jul 2024) Page 4 of 7
4. What bikeway type do you prefer?
Multi Choice | Skipped: 0 | Answered: 18 (100%)
Answer choices Percent Count
Shared-Use Path 33.33% 6
Separated Bikeway 61.11% 11
Bike Lane 33.33% 6
Bike Boulevard 11.11% 2
F&P Social Pinpoint - Form Results Summary (21 May 2024 to 12 Jul 2024) Page 6 of 7
5. Where do you most need or want to walk?
Multi Choice | Skipped: 0 | Answered: 18 (100%)
Answer choices Percent Count
To parks/trails 55.56% 10
To BART station or transit hub 72.22% 13
To local shopping center 55.56% 10
To school or work 38.89% 7
Around your neighborhood 61.11% 11
Other 5.56% 1
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F&P Social Pinpoint - Form Results Summary (21 May 2024 to 12 Jul 2024) Page 7 of 7 San Leandro BPMP: Any additional bikeway or pedestrian criteria we should consider? Placing the bike lane on the inside of cars is a big safety risk. Now the bicyclist has to worry about passengers opening their doors into the bike lane ‐ something most car passengers will not look first before they do it.
When you narrow streets from 4 lanes to 2 lanes, the City also creates dangerous bottlenecks, especially on the entrance to freeway on‐ramps ‐ which has been done on Grand Ave. This roadway backs up into other streets when there is a problem on the freeway, which seems to be happening more often.
San Leandro Boulevard and East 14th Street Only!
Some sidewalks are accessible in Downtown, but are cluttered with trash, urine smell, or people sleeping. This makes it unsafe for pedestrians and drivers as pedestrians will walk on to the street to avoid. We also need our Downtown security to call dog walkers out for not picking up after their dogs. All of this makes it an unpleasant place to visit and live in.
Keep up the good work! With this plan, San Leandro is heading in a good direction, improving the quality of life of residents in so many ways. I really hope implementation won't take too long.
Before I moved to San Leandro six years ago, I lived in San Jose and rode my bicycle for all of my local travel and errands (except grocery shopping.) I no longer try to do that in San Leandro and mostly drive or walk. For me, the biggest factor is the attitude of the drivers and poor street design that leaves the bicyclist very vulnerable. I am a very experienced and safe bicyclist, and I follow the rules of the road, but I have been yelled at and threatened by ignorant drivers (male) and kids on bikes who are clearly ignorant of the law and think it is acceptable to yell at a little old lady on a bicycle. (What kind of man does that?) I understand that there are a lot of rude and uninformed people riding bikes who are not courteous to drivers, but I am not one of those people and I am shocked at the attitude of so many drivers. We need a good public education component to accompany the bikeway improvements.
Regarding walkways, the biggest issue for me is safety. The number one hazard is the sidewalks, which are deplorable. If you do nothing else, fix the sidewalks. The next would be clueless drivers and after that poorly designed intersections.
You should also consider traffic headaches being caused which cause auto accidents and can also then cause pedestrian issues. Davis & Alvarado, the poles are too close to the intersection, in two days I've already witnessed poles being run over and accidents almost happen. Davis & Douglas, how is a bus going to stop at the bus stop and not block the entire street and therefore back up traffic, blocking intersections and covering crosswalks, impeding pedestrians. There should be at least one less pole there.
Emphasis should be place near busy intersections and freeway overpasses to ensure safety of pedestrians and cyclists.