HomeMy WebLinkAboutMINUTES - 04082008 - D.1 i
GENERAL PLAN AMENDMENT
Countywide
County File: GP#07-0006
Hearing on the recommendation of the County Planning Commission
regarding a proposed General .Plan Amendment to the Contra Costa
County General Pian, 2005-2020, affecting the Land Use,
Transportation/Circulation, and Open Space Elements as to goals,
policies, implementation measures, and maps to promote the
development of Bicycle/Pedestrian facilities.
Board of Supervisors
Contra Costa County
April 8, 2008
9:30 a.m.
hG `
TO: BOARD OF SUPERVISORS
Contra
FROM: DENNIS M. BARRY, AICP = A Costa
COMMUNITY DEVELOPMENT DIRECTOR ry;: ��s
County
DATE: APRIL 8, 2008
SUBJECT: HEARING ON RECOMMENDATION OF THE COUNTY PLANNING COMMISSION ON
PROPOSED GENERAL PLAN AMENDMENT AFFECTING LAND USE,
TRANSPORTATION/CIRCULATION,AND OPEN SPACE ELEMENTS AS TO GOALS,
POLICIES, IMPLEMENTATION MEASURES, AND MAPS TO PROMOTE THE
DEVELOPMENT OF BICYCLE/PEDESTRIAN FACILITIES (COUNTY FILE: GP#07-
0006) (All Districts)
SPECIFIC REQUEST(S) OR RECOMMENDATION(S) & BACKGROUND AND JUSTIFICATION
I. RECOMMENDATIONS
A. OPEN the public hearing and accept testimony on the proposed General Plan Amendment
affecting the Land Use Element, Transportation/Circulation Element, and Open Space Element
as to goals, policies, implementation measures to promote the development of bicycle and
pedestrian facilities (County File: GP#07-0006).
B. CLOSE the public hearing.
CONTINUED ON ATTACHMENT: I X YES SIGNATURE
RECOMMENDATION OF COUNTY ADMINISTRATOR RECOMMENDATION OF BOARD COMMITTE
_APPROVE OTHER
SIGNATURE(S):
ACTION OF BOr ON APPROVED AS RECOMMENDED OTHER
VOTE OF SUPERVISORS I HEREBY CERTIFY THAT THIS IS A TRUE AND
UNANIMOUS(ABSENTfJe2j:5' CORRECT COPY OF AN ACTION TAKEN AND
AYES: NOES: ENTERED ON THE MINUTES OF THE BOARD OF
ABSENT: ABSTAIN: SUPERVISORS ON THE DATE SHOWN
Contact: P. Roche, CDD-AP(925)335-1242 ATTESTEDo
cc: CDD JOHN CULLEN LERK OF THE `BOARD OF
CAO SUPERVISO AND COUNTY ADMINISTRATOR
County Counsel
Public Works Department
N.Baer,Health Services Department(via CDD)
R.Radburn,East Bay Bicycle Coalition(via CDD) BY , DEPUTY
B.Ohlson,Delta Pedalers Bicycle Club(via CDD)
K.Boles,CA Public Utilities Commission(via CDD)
J.Perkins,East Bay Regional Parks District(via CDD)
B.Beck,Contra Costa Transportation Authority(via CDD)
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ADDENDUM
D.1 April 15, ?008 General Plan Amendment
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Patrick Roche, Community Development Department, presented the staff report as outlined in the Board
order.
Supervisor Gioia said it would be appropriate to specifically mention somewhere in the documentation the
contribution of today's actions in regard to reduction in greenhouse gas emissions.
Mr. Roche suggested a statement be added to the Roadway and Transit Goals, page 5-17, as item 5-L to read:
"To reduce greenhouse emissions from transportation sources through the provision of transit, bicycle, and
pedestrian facilities."
Ralph Hoffmann provided public comment in support of the amendment.
By unanimous vote, with all Supervisors present, the Board adopted the recommendations as amended today
to include the new statement regarding the reduction of greenhouse gas emissions.
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April 8,2008
Board of Supervisors
General Plan Amendment for Bicycle/Pedestrian Facilities(County File:GP#07-0006)
Page 2
I. RECOMMENDATIONS - continued
C. FIND that on the basis of the whole record before it, including the Initial Study prepared for this
project,the Board finds that there is no substantial evidence that the project will have significant
effect on the environment and that the Negative Declaration/Initial Study was prepared in
accordance with the California Environmental Quality Act (CEQA) and it reflects the County's
independent judgment and analysis.
D. CONSIDER the recommendations of the County Planning Commission on the proposed General
Plan Amendment as contained in their Resolution No. 12-2008 (see Exhibit"3").
E. FIND that the proposed General Plan Amendment to promote the development of bicycle and
pedestrian facilities (County File: GP#07-0006) to be consistent with the overall goals and
policies of the Contra Costa County General Plan (2005-2020).
F. ADOPT, as recommended under County Planning Commission Resolution No. 12-2008 and
more fully described in Exhibit "2", the General Plan Amendment to amend and add text in the
Land Use Element, Open Space Element,and Transportation and Circulation Element and add a
new map for the purpose of promoting the development of bicycle and pedestrian facilities
(County File: GP#07-0006), as the second consolidated General Plan Amendment for 2008 to
the Contra Costa County General Plan (2005-2020), as permitted under state law.
G. ADOPT Resolution No. 2008/215 as the basis for the Board's decision (see Exhibit 1
H. DIRECT staff to post a Noticle of Determination for Negative Declaration with the
County Clerk.
II. FISCAL IMPACT
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The preparation of the proposed General Plan Amendment is an unfunded mandate and the
Community Development Department has incurred costs in its preparation.
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III. BACKGROUND/REASONS FOR RECOMMENDATION
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In November 2004, the Board of Supervisors authorized a General Plan Amendment study for the
purpose of updating relevant elements of the General Plan to promote the development of bicycle and
pedestrian facilities based on information and guidance under the Contra Costa Transportation
Authority's (CCTA) Countywide Bicycle and Pedestrian Plan.
Proposed General Plan Amendment
The General Plan Amendment proposal consists of modifications or revisions to three General Plan
Elements: 1) Land Use Elements — new text adding Implementation Measures to support the
development of bicycle and pedestrian facilities; 2)Open Space Element—revised text to clarify and
distinguish differences between hiking and pedestrian trails; and, 3) Transportation/Circulation
Element—text throughout this element has been revised to incorporate references to the Countywide
Bicycle and Pedestrian Plan, which establishes new or revised goals, policies and implementation
measures related to bicycle and pedestrian facilities, and it incorporates a new map depicting a
Countywide Bicycle Facilities Network.
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April 8,2008
Board of Supervisors
General Plan Amendment for Bicycle/Pedestrian Facilities(County File:GP#07-0006)
Page 3
III. BACKGROUND/REASONS FOR RECOMMENDATION - continued
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The proposed revisions to the Land Use Element, Transportation/Circulation Element, and Open
Space Element were prepared in consultation with staff from the Community Development, Health
Services,and Public Works departments,and the comments from these respective departments were
incorporated into the General Plan Amendment proposal.The details of the General Plan Amendment
proposal are presented under Exhibit"2" to this report.
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The General Plan Amendment proposal would better align the County's policies concerning bicyclists
and pedestrians in the General Plan with the Countywide Bicycle and Pedestrian Plan adopted by the
CCTA. The proposal updates the County's approach toward the planning,design,and construction of
streets to recognize and reflect that streets do more than move vehicles.The proposal would establish
principles of the"Complete Streets"concept by recognizing that streets serve many users(motorists,
bicyclists, and pedestrians) and directs that every effort should be made to accommodate multiple
modes of travel (e.g. transit, bicycling, and walking)in the development of the local roadway system.
The proposal also supports the Board of Supervisors recent directives to promote a "healthy" built
environment in the unincorporated areas of the County by improving or expanding bikeways and
pedestrian facilities, and to encourage their use as a means of transportation not only as an
alternative to the automobile but also to promote healthy lifestyle choices for residents. Finally, this
proposal provides a policy basis in response to a new requirement in the CCTA's Growth
Management Program under Measure J (the continuation of the County's half-cent transportation
sales tax and implementation program for 25 more years), which was.approved by the voters in
November 2004 and becomes effective in 2009. Under Measure J,each jurisdiction "shall incorporate
policies and standards into its development approval process that support transit, bicycle and
pedestrian access in new development."
County Planning Commission Hearing, February 12, 2008
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On February 12, 2008 the County Planning Commission conducted a publicly noticed hearing on the
General Plan Amendment proposal. There were two speakers at the public hearing,each in support of
the General Plan Amendment proposal. Mr. Bruce "Ole" Ohlson, Advocacy Chair, Delta Pedalers
Bicycle Club, spoke in support of the proposal and provided written comments with suggested
clarifying language. Ms. Nancy Baer, Manager of Injury Prevention and Physical Activity Projects,
Contra Costa County Health Services Department, also spoke in support the proposal. In addition,
written comments on the General Plan Amendment proposal were accepted by the County Planning
Commission from the East Bay Bicycle Coalition, California Public Utilities Commission,and the East
Bay Park District. These written comments were also generally supportive of the General Plan
Amendment proposal and each commenter suggested clarifying language.
The County Planning Commission unanimously recommended to the Board of Supervisors adoption
of the General Plan Amendment as presented in the February 12, 2008 staff report and
recommendation and the supplemental staff report.Attached for the Board's consideration is County
Planning Commission Resolution No. 12-2008 recommending approval of the General Plan
Amendment,which is listed as Exhibit"Y to this report.Also for the Board's consideration, listed under
Exhibit "4" to this report, is the February 12, 2008 staff report and recommendation to the County
Planning Commission along with the supplemental staff report.
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April 8,2008
Board of Supervisors
General Plan Amendment for Bicycle/Pedestrian Facilities(County File:GP#07-0006)
Page 4
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III. BACKGROUND/REASONS FOR RECOMMENDATION - continued
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Determinations under the California Environmental Quality Act(CEQA)
The proposed General Plan Amendment is a project under California Environmental Quality Act
(CEQA). An Initial Study for this project was prepared in accordance with the requirements of State
and County CEQA Guidelines. The Initial Study determined that the project would not result in a
significant impact on the environment. A Notice of Public Review and Intent to Adopt a Proposed
Negative Declaration for this project was issued on January 8, 2008 setting a 30-day public review
period which closed on February 8, 2008. This Notice to Adopt a Negative Declaration along with
Initial Study is incorporated as Exhibit"A"to the February 12,2008 staff report and recommendation to
the County Planning Commission.The Board of Supervisors is asked to considerthe Initial Study and
Negative Declaration for this project, which is incorporated into the February 12, 2008 report to the
County Planning Commission, to fiend that the environmental review(Initial Study)for the project was
prepared in accordance with State and County CEQA Guidelines, and to adopt the recommended
Negative Declaration as the determination that the project will have no significant impact on the
environment.
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LIST OF EXHIBITS
Exhibit"ll": draft Board Resolution No. 2008/215
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Exhibit"2": Detail On General.Plan Amendment Proposal
Exhibit"3": Countyi Planning Commission Resolution No. 12-2008
Exhibit"4": Report and Recommendation to the County Planning Commission,
February 12, 2008 (including CEQA Review-Notice to Adopt a
Negative Declaration along with Initial Study, listed under Exhibit `A'),
And,
Supplemental Staff Report to the County Planning Commission,
February 12, 2008 (including written comments on the General Plan
Amendment proposal received by the County Planning Commission
and stiff response to written comments)
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FAGeneral PlanArnendments\lstconsolidatedgpa20086o.doc
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Exhibit "1"
draft Board Resolution No. 2008/215
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THE BOARD OF SUPERVISORS OFCONTRA COSTA COUNTY, STATE OF CALIFORNIA
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Adopted this Order on Tuesday, April 8, 2008, by the following vote:
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AYES:
NOES:
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ABSENT: pS�on
ABSTAIN: /)1/a}1
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RESOLUTION NO. 2008/215
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SUBJECT: Contra Costa County-Initiated }
General Plan Amendment }
As to Goals, Policies, Implementation Measures, and Maps }
In the Land Use, Transportation/Circulation, and Open Space }
Elements to the Contra Costa County General Plan (2005-2020) }
To Promote Development of Bicycle and Pedestrian Facilities }
County File: GP#07-0006 }
WHEREAS, there is filed with the Board of Supervisors and its Clerk a copy of Resolution
No. 12-2008 adopted by the Contra Costa County Planning Commission which discusses and
recommends to the Board of Supervisors (County File: GP# 07-0006).
WHEREAS, on Tuesday, April 8, 2008, the Board of Supervisors held a public hearing on
said General Plan Amendment described in Contra Costa County Planning Commission Resolution
No. 12-2008. Notice of said hearing was duly given in the manner required by law. The Board at a
hearing, called for testimony of all persons interested in this matter.
WHEREAS, on Tuesday, April 8, 2008, after closing the public hearing the Board of
Supervisors reviewed and considered a CEQA Initial Study/Checklist and Negative Declaration of
Environmental Significance prepared for the General Plan Amendment (County File: GP#07-0006)
which concluded that the project would not result in a significant impact on the environment, and
that this CEQA environmental review prepared in accordance with the California Environmental
Quality Act (CEQA).
WHEREAS, the Board of Supervisors has fully considered the General Plan Amendment
discussed in Contra Costa County Planning Commission Resolution No. 12-2008, the analysis and
recommendations included in the Staff Report and Recommendations to the County Planning
Commission, dated February 12, 2008, and Supplemental Staff Report to County Planning
Commission, dated February 12, 2008, the Board Report, dated April 8, 2008, the Negative
Declaration of Environmental Significance and CEQA Initial Study/Checklist prepared for this
project, and the public testimony and written comments received.at or submitted prior to the Board's
public hearing on April 8, 2008.
WHEREAS, the Board of Supervisors finds that the General Plan Amendment discussed in.
Contra Costa County Planning Commission Resolution No. 12-2008 will further longstanding goals
and policies in the Contra Costa County General Plan, 2005-2020, to promote the development of
bicycle and pedestrian facilities, and would be consistent with the other goals and policies described
in the General Plan, including those in the Growth Management Element.
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NOW THEREFORE, BE IT RESOLVED that the Board of Supervisors ("this Board") takes the
following action:
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1. ADOPTS the Negative Declaration of Environmental .Significance for the General
Plan Amendment (County Files: GP#07-0006); DETERMINES that the project
would not result in a significant impact on the environment, that the Initial
Study/Environmental Checklist conducted for this project was prepared in
accordance with the California Environmental Quality Act, the State CEQA
Guidelines (14 Cal. Code Regs . §15000 et seq.), and the County's own CEQA
Guidelines (together, "CEQA"), that the CEQA Initial Study/Environmental Checklist
prepared for this project is adequate for the Board's actions and that the
determination of no significant impact (Negative Declaration) reflects this Board's
independent judgment and analysis; and, DIRECTS the Community Development
Department to post the Notice of Determination of Negative Declaration of
Environmental Significance with the County Clerk.
2. ADOPTS the General Plan Amendment related to the development of bicycle and
pedestrian facilities (County File: GP# 07-0006), which would amend and add text in
the Land Use Element, Open Space Element, and Transportation and Circulation
Element and add a new map for the purpose of promoting the development of
bicycle and pedestrian facilities, and as more fully described in Exhibit "2" to the
Board Report, dated April 8, 2008, and ADOPTS this General Plan Amendment as
the second of four consolidated amendments for calendar year 2008 to the
mandatory elements of the Contra Costa County General Plan, 2005-2020, as
permitted by State Planning Law.
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I hereby -certify that the foregoing is a true and
Contact: P. Roche,Adv. Planning, CDD(335-1242), correct copy of an action taken and entered on the
minutes of the Board of Supervisors on the date
cc: Community Development Department shown.
CAO
County Counsel
ATTESTED: ��ar1
Jo Cullen, Clerk of the Board of
Supervisors and County
Administrator
j By:
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Deputy
RESOLUTION NO. 2 8/215
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FAGeneral Plan Amendments\Bike&Ped trails GPA update\BOARDRES2008215.doc
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Exhibit "2"
I Detail On
General Pian Amendment Proposal
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GENERAL PLAN AMENDMENT FOR BICYCLE AND
PEDESTRIAN FACILIITIES (COUNTY FILE: GP#07-0006)
• PROPOSED REVISIONS (IN UNDERLINE ITALICS OR
STRIKEOUT) TO GENERAL PLAN TEXT RELATING TO
BICYCLE AND PEDESTRIAN FACILITIES IN THE LAND
USE, TRANSPORTATION/CIRCULATION, AND OPEN
SPACE ELEMENTS
• NEW MAP FOR TRANSPORTATION/CIRCULATION
ELEMENT - BICYCLE FACILITIES NETWORK
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CHAPTER 3. LAND USE ELEMENT
EXCERPT FROM LAND USE ELEMENT, COUNTYWIDE LAND
USE ELEMENT IMPLEMENTATION MEASURES, BEGINNING
AT PAGE 3-39, SEETEXT WITH UNDERLINE ITALICS FOR
NEW IMPLEMENTATION MEASURES FOR PEDESTRIAN AND
BICYCLE FACILITIES
3. Land Use Element
Asterisk In Margin Denotes Text Change
See Underline Italics or Strikeout
GPA for Bicycle and Pedestrian Facilities
County File: GP#07-0006
April 2008 BoS Version
3-ak Review and revise all commercial districts defined in the Zoning Ordinance to
ensure that the regulations do not allow uses in the districts that are
inconsistent with this General Plan.
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Pedestrian and Bicycle Facilities
3-al Refer to the Transportation and CirculationElement of this General
Plan and related policy guidance of its Specific Plans, to ensure that
pedestrian and bicycle facilities are routinely accommodated in land
use development.
3-am With the assistance of appropriate advisory bodies, periodically
review and update the Open Space Element of this General Plan, to
reflect the network 1 of non-motorized pedestrian, bicycle and
equestrian facilities in the County.
3-an To the extent feasible, require new residential and commercial
developments to provide pedestrian and bicycle facilities within the
development.
3-ao When appropriate residential and commercial developments should
contribute to off site improvements of pedestrian and bicycle
facilities to ensure !safe and efficient connections from the
development to major destination areas.
POLICIES FOR SPECIFIC GEOGRAPHIC AREAS
There are adopted policies for specific geographic areas of the County which need
to be referenced in addition I to the. countywide policies and implementation
measures discussed throughout this plan. The areas for which these policies exist
are shown on Figure 3-2 entitled "Unincorporated Communities with Adopted Area
Policies." The policies for the areas shown on Figure 3-2 are as follows:
POLICIES FOR THE EAST COUNTY AREA
Land Use
The following policies shall guide) development in the East County Area:
3-47. This Plan directs most of the residential and commercial growth that is
anticipated to occur ini the unincorporated East County area during the
planning period into the Oakley community, with smaller amounts of
recreation-oriented development allowed on Bethel Island.
3-48. Docks and marinas permitted by the implementing zoning district shall be
considered for approval in certain designated Delta Recreation areas based
upon the following crite'ria:
(a) where projects can be clustered and located adjacent to similar uses;
(b) along waterways having an adequate channel width as defined by the
State Harbors and Navigation Code;
(c) in areas having adequate public vehicular access;
(d) where off-site improvements, such as required access roads, can be
assigned to development;
(e) where adequate on-'-site sewage disposal can be provided;
(f) where located in an area served by a public fire protection district; and
3-39
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CHAPTER 5. TRANSPORTATION/CIRCULATION ELEMENT
THE ENTIRE TRANSPORTATION/CIRCULATION ELEMENT
CHAPTER IS PROVIDED WITH TEXT HIGHLIGHTED IN
UNDERLINE ITALICS OR STRIKEOUT TO REFLECT EDITS
AND/OR ADDITIONS' WHERE APPROPRIATE FOR BICYCLE
AND PEDESTRIAN FACILITIES
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Asterisk(*)In Margin Denotes Text Change
See Underline Italics or Strikeout
&PA for Bicycle and Pedestrian Facilities
County File:GP#07-0006
April 2008 BoS Version
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5. TRANSPORTATION AND CIRCULATION ELEMENT
5.1 INTRODUCTION
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The purpose of this Element of the Contra Costa County General Plan is to establish
transportation goals and policies, and to establish specific implementation measures to
assure that the transportation system of the County will have adequate capacity to
serve planned growth in Contra Costa County through the year 2020. The intention of
this Element is to provide a plan and implementing measures for an integrated,
multi-modal transportation system that will safely and efficiently meet the
transportation needs of all economic and social segments of the County and provide for
the transport of goods and services throughout Contra Costa County.
The transportation system outlined in this Element recognizes on the one hand the
limited availability of transportation funding and, on the other hand, the growing need
for improved accessibility to the iactivities important to our quality of life. As a result,
the Element emphasizes the efficient use of the existing transportation system and cost
effective enhancements to this system to accommodate planned growth consistent with
the Land Use Element. The Co l my will continue to seek revenue from a variety of
sources for needed transportation improvements and to work toward the establishment
of new and creative funding mechanisms (i.e., private/public and regional partnerships)
consistent with the goals and policies of the Growth Management Element and Measure
C - 1988. The County will also seek improved land use patterns in Contra Costa that
reduce the need to travel long distances to meet our daily needs.
LEGAL AUTHORITY
The Transportation and Circulation Element is prepared pursuant to Section 65302(b) of
the California Government Code This Element has been a mandatory component of
local General Plans since 1955. The Transportation and Circulation Element is required
to address the location and extent of existing and planned transportation routes,
terminals, and other local public utilities and facilities. It is further required to be
consistent with the other elements of the General Plan, accommodating future travel
demand and contributing to, rattier than inhibiting, the attainment of desired land use
patterns in the Land Use Element.
5.2 RELATIONSHIP TO OTHER ELEMENTS
Section 65300.5 of the California Government Code requires that the various elements
of a General Plan comprise an' integrated, internally consistent, and compatible
statement of policies for the adopting agency. The law emphasizes that the
Transportation and Circulation Element be coordinated with the Land Use Element. The
transportation plan, policies, and 1implementing measures established by this Element
comply with the requirement by utilizing the same projections of future population and
economic activity as does the Land Use Element, by using the same geographic
distribution of future population and economic activity as expressed in the Land Use
5-1
S. Transportation and'Circulation Element
Element map, and by designing'.the transportation plans and policies to contribute to
the achievement of the planned land-use pattern.
The Roadway and Transit Network Plans shown in this element have been constrained
to reflect limited financial resources. Consistency with the Land Use Element is
maintained through the interplay of these elements with the Growth Management
Element. The Transportation and Circulation Element funding programs for capital
projects are correlated with the programs contemplated in the Growth Management
Element. The Transportation and Circulation Element incorporates the implementation
of the Contra Costa Transportation Authority's (CCTA), Expenditure Plan passed by the
voters in November 1988. This Element also assumes availability of the revenue
generated by Regional Measure 1, the Propositions 108, 111 and 116 approved by the
voters in June 1990, the California Traffic Congestion Relief Act of 2000, and
Proposition 42 approved by the voters in 2002. This element also assumes
maintenance of the various feel programs on new development established by the
County to construct the road facilities needed to serve that development. The Board of
Supervisors designated the CCTA as the Congestion Management Agency for Contra
Costa County. The County meets the congestion management planning requirements
through the transportation plan',ing process established by the CCTA.
A separate Scenic Routes Element was previously required as a mandatory General Plan
component. However, state lawlnow encourages the scenic routes' goals and policies
be included within the Transportation and Circulation Element. Thus, this plan merges
the scenic route discussion and pblicies into this Element. It should be noted that some
transportation related issues are!included in other elements of the Contra Costa CountX
General Plan. Biking, Pedestrian and Equestrian Trails Plans are included as part of the
Recreation section of the Open Space Element. Policies that address the impacts of
vehicle emissions on air quality are found in the Open Space/Conservation Element.
The Noise Element also addresses transportation issues by identifying the noise impacts
of traffic in the County, based upon the Roadway Network Plan and the traffic volumes
that are forecasted on key roadways. The topic of oil and natural gas pipelines, often
covered in Circulation Elements ils discussed in the Safety Element.
5.3 RELATIONSHIP TO OTHER GENERAL PLAN DOCUMENTS
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The goals, policies and implementation measures contained in this Element are
intended to guide planning for public and private projects that are subject to either
approval of the County planning agency, or to review by County staff, although they
may be under the jurisdiction of other public agencies operating in the County. Such
goals, policies and implementation measures are further intended to be in accordance
with other elements of the General Plan, as well as with other planning documents,
such as the Contra Costa Transportation Authority's Countywide Comprehensive
Transportation Plan.
The Transportation and Circulation Element is largely consistent with the Metropolitan
Transportation Commission's 2001 Update of the Bay Area Regional Transportation
Plan. The East County Corridor hand the I-680 busway through the State Route 24
interchange are not included in the Regional Transportation Plan.
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5-2
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S. Transportation and Circulation Element
5.4 ORGANIZATION OF TRANSPORTATION AND CIRCULATION ELEMENT
This Transportation and Circulation Element addresses roadways, transit, bikeways, and
transportation demand management (TDM) programs, as well as air, rail, and water
transportation facilities. The format of the Element is as follows:
1. An analysis of existing and future transportation needs.
2. The fundamental concept)that shapes this element.
3. A presentation of goals, policies and implementation programs for each of the
following topics:
o Roadways and transit
o Transportation System Management
o Pedestrian Facilities and Bikeways
o Scenic Routes
o Airports and Heliports
o Ports and Proprietary Wharves
o Railroads
Note that the required discussion of terminals is provided as part of the treatment of
airports, heliports, ports, proprietary wharves, and railroads.
5.5 EXISTING AND FUTURE TRANSPORTATION NEEDS
Travel conditions in Contra Costa County are greatly influenced by its location on the
eastern side of the San Francisco Bay metropolitan region (see Figure 5-1). Bridges,
freeways, and trains link Contra Costa to every part of the,'Bay Area'. Commute patterns
are especially affected by the employment centers in San Francisco and Alameda County,
and the residential areas of Solano County. It is estimated that 42 percent of work trips
originating in Contra Costa are destined for another Bay Area county.
Such inter-county travel patterns require that the Transportation and Circulation Element
recognize the impacts of development outside Contra Costa County in addition to projected
development inside the County. The Element accomplishes this task by incorporating
projections of future population and employment activity in the remaining eight Bay Area
counties for the year 2020. Theses projections were prepared by the Association of Bay Area
Governments, and were combined with the Contra Costa data to estimate the influence of
regional growth on the level and lorientation of travel.in the County. Estimates of inter-
regional traffic, primarily from the Central Valley, were also included in the forecasts.
EXISTING NETWORK
The County's transportation system is comprised of a network of Federal, State and
County roads, regional transit systems, bikeways, elderly and disabled transportation
services (paratransit), as well asjair, water and rail service, and pipelines. Pipelines are
discussed in the Safety Element,
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S. Transportation and .Circulation Element
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Roadways
The County's roadway network includes Interstates 80, 580, and 680, State Routes 4, 24,
123, and 242. In addition, numerous locally maintained arterials, streets and roads make
up the remaining network. Of special importance are the four bridges and three tunnels
that link Contra Costa with the Bay Area Region. These include the Richmond-San Rafael
Bridge (non-motorized access being planned), Carquinez Bridge (accessible by non-
motorized modes), Benicia-Martinez Bridge (non-motorized mode access open
approximately 2009, Antioch Bridge (accessible by non-motorized modes), and the
Caldecott Tunnel (indirect accessi see "BARLO.
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5-4
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5. Transportation and Circulation Element
Figure 5-1
Map of the East Bay Regional Transportation System
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This Page Left Intentionally Blank
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No Change To Map)
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5-5
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5. Transportation and Circulation Element
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BART
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Train service operated by the Bay Area Rapid Transit (BART) District is the major form
of public mass transit in Contra Costa County. BART is a regional transit operator with
two train lines and ten stations serving the County and providing connections to
Alameda, San Francisco and San Mateo Counties. The Richmond line has three Contra
Costa stations that serve an average 17,000 trips each weekday. The Pittsburg line has
seven Contra Costa stations that iserve an average of 32,000 trips each weekday.
There currently are plans to expand BART from the Pittsburg/Bay Point station to other
points in East County, such as Antioch.
Bicycles are allowed on all BART trains except those train in the highlighted (peak
commute periods) area of BART schedules. Cyclists must park bicycles at the station
rather than bring them on train car during these times.
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Bus
Bus service makes up the balancelof the County's mass transit system. AC Transit serves
portions of Western Contra Costa County with fixed bus service to Northern Alameda County
and downtown San Francisco. The northwest portion of the County is served by the Western
Contra Costa Transit Authority (WESTCAT), which operates both fixed-route and demand-
response dial-a-ride buses. Central Contra Costa County is served by both fixed route and
demand response buses operated by the Central Contra Costa Transit Authority(CCCTA), also
called the County Connection. The eastern end of the County is provided both fixed route and
demand-response bus service by the Eastern Contra Costa Transit Authority (Tri-Delta).
All transit agencies serving Contra Costa County have the capacity to bicycles on or in their
vehicles.
Park and Ride
Park and Ride facilities have been established throughout the County to encourage the
use of transit and high occupancy vehicles. BART maintains twelve park and ride lots in
Contra Costa providing over 18,!000 parking spaces for BART patrons. Ten of these lots
are at BART stations and others are in Antioch and Brentwood. Caltrans has
established sixteen park and ride facilities in the County providing over 1,600 spaces,
which are used primarily as staging areas for carpools and vanpools.
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Pedestrian Facilities
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Pedestrian facilities in the County encompass sidewalks along roadways, paths and s
walkways that are separated from vehicular traffic and short cut paths that provide
residents with convenient access from neighborhoods to schools, local shopping,
transit stations, and other destinations. Walking is accessible to people of all
income levels, a component of virtually every trip, and should be encouraged as a
safe, healthy, convenient, inexpensive, and useful component of the transportation
System.
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Bikeways
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County bikeways include both on broad and off-road facilities which are operated and
maintained by the County, cities, the East Bay Regional Park District and the East Bay
Municipal Utility District. Bicycling is a popular form of recreation as well as a viable
form of transportation for many residents in the County. It has been estimated that
lower income residents of Contra Costa County are three times more likely to choose a
bicycle to commute to work than!the general population. Bicycling is a practical and
healthy alternative to driving both as a primary local commute alternative for trips
within a few miles and as a part of regional trips that utilize several modes of
transportation such as bicycling to and from transit stations. Improvements to the
connectivity of the countywide bicycle network, streets, intersections, sidewalks and
other facilities can improve access and safety for bicyclists, particularly for those users
who are children and senior citizens.
Related discussion, goals, policies land implementation measures, regarding bikeways are
included in the "Parks and Recreation" section of the Open Space Element.
AMTRAK
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AMTRAK operates both long distance and intercity trains through Contra Costa County. Intercity
service has been increasing; with eleven trains operate daily between Sacramento and Oakland
thru Contra Costa. In addition, eight trains operate daily between Oakland and Bakersfield
through Contra Costa County. There is also a plan for an intermodal station in Hercules,which
would connect to the other stations in Contra Costa County.
Amtrak werates certain routes in Contra Costa County that have the capacity to can bicyc%s.
Air, Water and Railroads
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Several air, water, and railroad transportation systems and facilities are located within the
County. A description and policies regarding Buchanan Field and the East County airports is
found in the "Airports and Heliports" section. A similar description and relevant policies for
water transportation facilities are included in the section "Ports and Proprietary Wharves",
and rail-related facilities and policies are described in the "Railroads" section.
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EXISTING TRAVEL DEMAND
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The most comprehensive and recent data on local travel was collected from two sources,
the Metropolitan Transportation ;Commission's (MTC) 2001 Regional Transportation Plan
and the 2000 Census Journey to iwork data. The Regional Transportation Plan released by
MTC in 2001 gives a general overview of regional and local travel patterns within Contra
Costa and the Bay Area. In addition the plan forecasts future travel demand, which is
discussed in greater detail in following section. The 2000 Census data documents the travel
data of 3,416,710 Bay Area commuters and provides the most succinct overview of where
Contra Costa and Bay Area Residents live and work. It should be noted that at the time of
this revision staff from MTC areievaluating how the 2000 Journey to Work Census Data,
released in March of 2003 affects the data presented in the 2001 Regional Transportation
Plan as this plan was prepared prior to the data released by the U.S. Census Bureau.
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The Metropolitan Transportation Commission estimated that Contra Costa County residents
made an average of 2 million vehicle trips in 2000, per day. This averages to .35 daily trips
for each Contra Costa resident. Compared with other residents in the surrounding Bay Area
Counties, Contra Costa residents generate fewer vehicle trips than Solano County residents
(.39 trips/day) and Alameda County Residents (.36 trips/day).
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The U.S. Census Bureau estimates that Contra Costa residents utilized a variety of means
of transportation when making these daily trips, work trips generating a majority of these
daily trips. In 2000 Contra Costa residents drove alone to work 70 percent of the time,
carpooled an average of 14 percent and took transit 9 percent of the time. The average
amount of time it took Contra Costa residents to commute to work was approximately 34
minutes, which is a 17 percent increase from 1990. Contra Costa County imported about
84,000 workers from outside the County in 2000 to fill jobs in the County while exporting
about 187,000 employed residents,to fill jobs outside the County. An estimated 339,000
work trips were destined for work sites in Contra Costa each weekday in 2000.
Approximately 75 percent of the work trips destined for work sites in Contra Costa County
were made by County residents. !The remaining 25% percent were made by residents
living in Alameda County (10%), iSolano County (7%) and other counties in Northern
California (8%). A considerable amount of the traffic that entered Contra Costa County
during peak hours in 2000 is thought to be through traffic going to jobs in other counties.
For example, the 2000 Census identified 58,000 commuters from Solano and Napa County
who go to jobs in Alameda, San Francisco and other counties further south. It is assumed
that a large portion of these commuters travel through Contra Costa County.
The result of these travel patterns is that considerable congestion occurs on the
County's regional roadway system, as well as on many arterial streets in specific
communities. Locations that act as bottlenecks on a regular basis include:
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o The Richmond-San Rafael Bridge, the Carquinez Bridge, the Benicia Bridge and the
Caldecott Tunnel.
o Westbound I-80 through; Richmond in the AM peak and eastbound I-80 at
Hercules in the PM peak period.
o I-680 at the junction of State Route 4 and at Livorna Road for southbound travelers.
o State Route 4 at Railroadi Avenue.
o Ygnacio Valley Road, through Walnut Creek and Concord.
o Camino Pablo at Bear Creek Road.
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FUTURE TRAVEL DEMAND j
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A discussion of the 2020 estimates of travel behavior in Contra Costa County based on
this travel forecast information is provided by the Metropolitan Transportation
Commission and the Contra Costa Transportation Authority.
Travel demand is primarily a function of the projected land-use .in Contra Costa and
neighboring counties. The General Plan is the basis for projected land use in Contra Costa.
ABAG's projections for the year 2020 are provided at the 2000 Census Tract level. These
tract-level forecasts were released as part of ABAG's 2002 Projections that report and
provide forecasting data for thel years 2000 through 2025. ABAG's projections are then
aggregated and split into a regional travel analysis zone systems (consisting of 1,454 zones
in the Bay Area) by the Metropolitan Transportation Commission. The Metropolitan
Transportation Commission then summarizes this data through its database and travel
demand forecast models. The data is then presented on a regional level as shown within 34
Super districts covering the nine Bay Area Counties based on the 2000 Census Tracts.
It is estimated that by the year 2020 Contra Costa residents will generate
approximately 2.8 million trips. Automobiles are currently estimated to account for A
almost 70 percent of drive-alone work trips, and the remaining thirty percent utilizing
carpools and transit, inciudinai4 percent that commute via walking and bicycling
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The number of trips made byContra Costa residents is projected to increase by 35
percent from the year 2000. Thee Regional Transportation Plan predicts that the
majority of people's trips will begin and end in the County where they reside. Currently
trips within the County, referred to as intra-county trips, now make up 84 percent of all
trips and 70 percent of work trips. The Metropolitan Transportation Commission
estimates that this percentage will remain stable through 2020. Work trips will
continue to be the primary factoriin peak hour congestion.
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FUNDAMENTAL CONCEPTS THAT SHAPE THIS ELEMENT
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The projected increase in travel demand points to the need for an expanded
transportation facilities and services, given that existing facilities are strained to near
capacity in one or both directions during rush hours. Providing expanded facilities
poses both environmental and financial problems.
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The Transportation and Circulation Element is a part of how the county can guide and
shape growth. However, it is only one component of a General Plan which acts as a
development, conservation and economic blueprint for the County. The Land Use
Element and Growth Management Element specifically address the timing, densities, and
patterns of future growth.
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A well-planned and integrated multi-modal transportation network provides for and
accommodates anticipated employment and residential growth and safely and efficiently
meets the transportation needs of all economic and social segments. A well-defined
transportation network also gives public and private interests a vision of needed
improvements and an opportunity to assess costs and develop funding programs well in
advance of actual growth.
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The following fundamental concepts have been recognized in developing this
Transportation and Circulation Element:
o Automotive congestion is a result of the demand for mobility, specifically
automobility, and represents an equilibrium between supply and demand,
usually during peak travel periods.
o Congestion results in loss of time and productivity, accidents, personal
frustration, increase in pollution, adverse community reaction; and use of
residential streets for commuting purposes (which can have additional adverse
safety impacts). I
o Congestion also causes !people to defer trlps that are not urgent, choose
alternative destinations and modes where viable options exist, and forego
avoidable trips.
o In some cases, increasing road capacity can increase peak period mobility by
reducing travel times in the short term, but within 5-10 years over half the new
capacity added in typical urban areas to alleviate congestion is filled with new
traffic, a significant ortion of it induced by the capacity increase itself.
o There are formidable physical, legal, and financial limits to expansion and/or
improvements to the road system in the county, especially on segments that are
already congested. j
o Contra Costa County, the Bay Area and California will continue to experience
population growth over! the next 20 years and transportation systems will
continue to be strained.
o A desirable living environment and a prosperous business environment cannot be
maintained if vehicular congestion levels continue to increase. Various methods must
be used to reduce the impact of automobiles in Contra Costa County and to provide
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viable alternatives to commuting alone by car. This must be done to reduces
congestion levels and to make the county a place where commuters aren't forced to
use a freeway for local or re_dional travel.
o Near-term solutions to conflicts between vehicular traffic demands and system
capacity limits require utilizing existing roadways to the effective limits of their
designcapacity in order to Imanage congestion.
o Longer-term solutions require significant enhancement to both the
transportation system and the location and character of development, in addition
to encouracLing changes in! travel behavior patterns, especially with regard to
intra-county travel.
o Improving the quality, safety, and reliability of transit, walking, and bicycling
facilities in the county will both allow and encourage greater use of these
alternatives. Greater use of these alternatives will help relieve congestion for those
who still wish to drive, reduce public heath problems stemming from air quality
problems and physical inactivity, reduce regional contributions to climate change,
reduce regional oil dependence, and increase the viability of these options for those
who cannot drive whether from income, age, or ability.
o Even with the investment of$8.6 billion in State and Federal revenue to add to local
funds for transportation improvements over the life of this plan, the amount of growth
in the region and current trends in automobile use will make desired level of service
standards (LOS) unattainab'le along many portions of County roadways.
o Streets should be designed, maintained according to the "Complete Streets"
philosophy, which accomplishes the following:
- Specifies that 'all users i includes pedestrians, bicyclists, transit vehicles and
users, and motorists, of all ages and abilities.
- Aims to create a comprehensive, integrated, connected network.
- Recognizes the need for flexibility: that all streets are different and user
needs will be balanced. 1
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- Is adoptable by all agencies to cover all roads.
- Applies to both new and retrofit projects, including design, planning,
maintenance, and operations, for the entire right of way.
- Makes any exceptions specific and sets a clear procedure that requires
high-level approval of exceptions.
- Directs the use of the latest and best design standards.
- Directs that complete streets solutions fit in with context of the community.
- Establishes performance standards with measurable outcomes.
o Some of the specific, approaches proposed in this Element for both near-term
and longer-term solution's include the following:
- Place limits on the capacity of streets and highways which enter the County
(near-term).
- Improve the reliability and convenience of inter and intra-County transit
service (longer-term).
- Close claps in pedestrian, bicycle, and transit networks. Work towards a
continuous, safe, ands reliable network of alternatives to automobiles that
covers local and regional attractions (long term)
- Expand roadways and;plan for new roadways where feasible and appropriate
(longer-term).
- Accept congestion as! an inevitable traffic condition for single occupancy
automobiles during rush hours (near-term).
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- Improve the design of new development to provide alternative routes for
circulation on the roadway system (near- and longer-term).
- Improve the design of new development to provide convenient use of
alternative forms of transportation (near- and longer-term).
- Encourage ride sharing and staggered work hour programs (near-term).
- Construct HOV lanes and on-ramp metering lights along commute corridors
(near-term).
- Support new development that provides for a mix of land uses which
compliment each other, encourage shared parking, and reduce vehicle miles
traveled (near- and londer-term).
Establish Pedestrian Districts in selected locations using the MTC Pedestrian
District Study as a guideline (longer-term).
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5.6 ROADWAYS AND TRANSIT
INTRODUCTION i
The need for roadway and transit!facilities is most directly tied to the land use patterns
set forth in the Land Use Element. As described above, buildout of the land use plan
through the year 2020, togetherlwith anticipated growth outside of the County, would
place excessive demands on the existing circulation infrastructure in the County. The
goals, policies and implementation measures set forth in this section, together with
those in the Growth Management' Element, are intended to address the future
circulation needs of Contra Costa County.
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ROADWAY AND TRANSIT NETWORK PLANS
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The Roadway and Transit Network Plans are the result of .a coordinated planning
process that incorporates the goals, policies and implementation measures of this
Transportation and Circulation (Element, in addition to the Land Use Element and
Growth Management Element. j As such, these network plans are a compromise
between the ultimate transportation needs of the County, fiscal reality, and the
potential development constrain Its imposed by the Growth Management Element.
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The premise of the Roadway and T ansit Network Plans is therefore best summarized as follows:
o A roadway and transit network plan to accommodate travel demand that would
result from assumed year 2020 buildout of the land use plan was developed.
There is a shortfall in funding to implement this plan.
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o The combination of the Land Use plan with a financially constrained transportation
network, and the provision of the Growth Management Element, will have the
effect of slowing growth in the County until additional transportation revenues are
secured ander more efficient commuting habits are adopted.
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The Roadway Network Plan is shown in Figure 5-2. The Transit Network Plan is shown in Figure
5-3. While monies are available to complete numerous transportation improvements through
the year 2020, roadway projects anticipated by the roadway network plan for which sources of
revenue haven't been identified yet include HOV lanes on I-80 between State Route 4 and the
Carquinez Bridge and the State Route 4 Bypass upgrade to a freeway configuration. Similarly
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5. Transportation and Circulation Element
on transit projects the BART Hilltop Mall Extension and the busway project through the 680/24
interchanges do not have funding identified to be completed by 2020.
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ROADWAY DESIGNATIONS AND DESIGN CRITERIA
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This section describes the classifications of roadways shown in the accompanying Roadway
Network Plan. The purpose of the classifications is to define the Circulation Element's intent
for the function and design of roadways specified in the Roadway Network Plan.
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Freeways
Freeways are defined as controlled' -access, high speed roadways designed to carry high
volumes of intercity, intercounty, and interstate traffic, although they may carry
considerable local traffic in urban areas. This class of facilities is devoted entirely to the
task of traffic movement, and performs no direct land service function. The following
design standards shall apply to freeways:
1. Opposing travel lanes shall be separated by a median.
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2. Access shall not be permitted from abutting parcels.
3. The design of crossings should be based on best practices and consider the
safety and convenience of pedestrians, bicyclists, and persons with disabilities.
Auxiliary lanes may be provided from one interchange to another in densely developed
urban areas which have closely spaced interchanges or where substantial travel
demand exits between two consecutive interchanges.
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Figure 5-2
Roadway Network Map
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Figure 5-3 i
Transit Network Map
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Expressways
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Expressways are defined as controlled-access, moderate speed roadways serving
intercity or intercounty trips. This.class of facilities is devoted entirely to the task of
traffic movement, and performs limited land service function. Intersections may be at
grade. The following design standards shall apply to expressways:
1. Opposing travel lanes shall Ibe separated by a median if there are two or more
travel lanes in each direction.
2. Access shall not be permittI ed from abutting parcels; however, access may be
allowed prior to improvement of roadway segments to expressways standards if
there is no alternative access route to a parcel.
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3. Intersections with median breaks shall occur only at arterials or other expressways.
4. Acceleration and deceleratiIIIon lanes may be provided at intersections.
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Arterials
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Arterials move traffic to and from freeways, expressways or collectors and are part of an
integrated system of major through roadways. Their traffic function is of countywide or
intercity importance for motorists land bicyclists alike, rather than serving primarily local
area traffic. Arterials mainly serve to move traffic, but they normally also perform a
secondary land service function.
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1. Access from abutting parcels may be allowed but shall be secondary to protection
of the traffic serving function of the roadway. Driveways shall be restricted or may
be prohibited altogether to improve capacity and safety.
2. Opposing travel lanes shooid generally be separated by a median if there are two y�
or more travel lanes in each direction.
3. Turning lanes and deceleration/acceleration lanes should be considered at
intersections with roadways designated as arterials or collectors, and may be
desirable at other intersections.
4. Rights-of-way at approaches to intersections with other arterials should be
sufficient to accommodate dual left-turn lanes.
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5. Signalization shall generally give priority to through traffic or transit vehicles on
the arterial.
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Collectors
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Collectors are for internal traffic movement within a community, carrying both automobile and
non-motorized traffic to arterials and between neighborhoods. They are low speed roadways
that do not ordinarily carry a high proportion of through trips and are not, of necessity,
continuous for great lengths. Collectors are often important segments of regional bicycle
networks and also provide local networks for Low Speed Vehicles (LSVs) as defined in
the California Vehicle CodeJ Section 385.5. LSV connectivity between
neighborhoods and transit centers and other local attractors can only be
provided by collectors and local!roads because LSVs can only travel on roadways
with speed limits of 35mph or less. Collectors may also serve to provide access to
property, especially in rural areas. Access from abutting parcels in residential areas shall be
discouraged. Driveways and parking maybe restricted. These facilities are also often-used by
pedestrians and should be engineered for pedestrian safety.
Local Roads
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Local Roads are low speed, low capacity roadways that provide automotive and non-
motorized circulation within neighborhoods and access to adjacent land. Street design
standards and layouts are used to Idiscourage through traffic movements except for non-
motorized through traffic, to avoid high travel speeds and volumes of automobiles, and
minimize neighborhood noise and isafety impacts. Curbside parking is usually allowable.
The design should also strongly encourage pedestrian and bicycle movements. �C
TRANSIT NETWORK CONCEPTS
The Transit Network Plan contemplaltes two different roles for public transportation: 1) provision
of basic mobility for those individuals without access to automobiles or who are otherwise transit
dependent; and 2) provision of a iviable alternative means of travel to automobiles for all
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travelers, especially peak-period commuters.The Transit Network Plan establishes local transit
service areas; areas where development densities will warrant the provision of fixed-route
transit service by 2020. Fixed-route transit operations are the primary means of serving the
basic mobility needs for transit dependent individuals in urban areas of the County. The Plan
assumes additional local bus service to BART stations, as well as the implementation of the e-
BART concept from the Pittsburg/Bay Point BART station to Antioch.
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The Transit Network Plan establishes transit corridors along the county's freeways in order
to provide convenient and reliable alternatives to driving alone on congested freeways.
Within these corridors, the County will pursue the construction of rail transit service and
high occupancy vehicle facilities, the establishment of express bus service, the integration
of rail transit and bus service, and the promotion of carpools and vanpools. Existing and
proposed studies will identify the' feasibility of improving specific transit operations in the
Transit Corridors. State law authorizes funding for a feasibility analysis of implementing
urban and commuter transit service within the Transit Corridors. The I-80 and State Route
4 Transit Corridors are included, in implementation plans under development by CCTA,
BART and MTC. BART and CCTA Have initiated environmental and design studies to extend
BART service from the Pittsburg/,Bay Point BART station to Antioch, using diesel-powered
rail cars. This type of BART service has been referred to as a-BART. The Water Transit
Authority has recently completed a proposal to expand ferry operations between the East
Bay and San Francisco which will be funded with by the recent increase in tolls for state-
owned bridges to $4.
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ROADWAY AND TRANSIT GOALS
The following goals relate to the roadway and transit plan for Contra Costa County:
5-A. To provide a safe, efficient and integrated multimodal transportation system.
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5-B. To coordinate the provision of streets, roads,transit and trails with other jurisdictions.
5-C. To balance transportation and circulation needs with the desired character of
the community.
5-D. To maintain and improvei air quality above air qua/itX.standards.
5-E. To permit development 'only in locations of the County where appropriate
traffic level of service standards are ensured.
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5-F. To reduce cumulative ;regional traffic impacts of development through
participation in cooperative, multi-jurisdictional planning processes and forums.
5-G. To provide access to new development while minimizing conflict between
circulation facilities and land uses.
5-H. To ensure the mutual compatibility of major transportation facilities with
adjacent land uses.
5-I. To encourage use of transit.
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5-3. To reduce single-occupant auto commuting and encourage walking and
bicycling.
5-K.. To provide basic accessibility to all residents, which includes access to
emergency services, public services and utilities, health care, food and
clothing, education and!employment, mail and package distribution, freight
delivery, and a certain amount of social and recreational activities.
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ROADWAY AND TRANSIT POLICIES
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The following policies relate to the roads and transit system of Contra Costa County.
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Circulation Phasing and Coordination
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5-1. Cooperation between the cities and the County shall be strongly encouraged
when defining level of service standards.
5-2. Appropriately planned circulation system components shall be provided to
accommodate development compatible with policies identified in the Land Use Element.
5-3. Transportation facilities serving new urban development shall be linked to and
compatible with existing and planned roads, bicycle facilities pedestrian facilities
and pathways of adjoining areas, and such facilities shall use presently available
public and semi-public frights of way where feasible.
5-4. Development shall be allowed only when transportation performance criteria
are met and necessaryi facilities and/or programs are in place or committed to
be developed within a ispecified period of time.
5-5. Right 'of way shall be preserved to meet requirements of the Circulation
Element and to serve future urban areas indicated in the Land Use Element.
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5-6. Encroachment of unsuitable land uses adjacent to abandoned railroad right-of-
way shall be prevented where such uses conflict with future uses of the,right-
of-way identified in the Land Use and Transportation/Circulation Elements.
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Circulation Safety, Convenience and Efficiency
5-7. Through-traffic along arterials shall be improved by minimizing the number of
new intersecting streets and driveways; and, when feasible, by consolidating
existing street and driveway intersections.
5-8. Access points on arterials and collectors shall be minimized.
5-9. Existing circulation facilities shall be improved and maintained by eliminating
structural and geometric design deficiencies.
5-10. Development of a secondary road system of expressways shall be considered
as part of the solution to,congested freeways.
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5-11. The use of freeways for community circulation shall be minimized by
prioritizing transit circulation, safe, direct non-motorized routes, and 7�
secondarily by additional arterials and expressways.
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5-12. The use of local and collector roadways for neighborhood circulation shall be encouraged.
5-13. The use of pedestrian and bicycle facilities shall be encouraged. Proper facilities shall be
designed to accommodate bikes, pedestrians, and transit.
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5-14. Physical conflicts between pedestrians, bicyclists, and vehicular traffic, bicyclists, and
pedestrians shall be minimized.
5-15. Adequate lighting shall The provided for pedestrian, bicyclist, and vehicular,
safety, consistent with neighborhood desires.
5-16. Curbs and sidewalks shall be provided in appropriate areas.
5-17. Emergency response vehicles shall be accommodated in development project design.
5-18. The design and the scheduling of improvements to arterials and collectors shall
give priority to intermodal safety over other factors including capacity.
5-19. Efforts shall be made to increase short-term parking for retail uses in areas
where it is currently inadequate.
5-20. New development (includingredevelopment and rehabilitation projects) shall
contribute funds and/or institute programs to reduce parking demand and or -
provide adequate parking.
5-21. New development shall contribute funds and/or institute programs to provide
adequate bicycle and c edestrian facilities where feasible.
5-22. New subdivisions should be designed to permit convenient pedestrian access to
bus transit and efficient bus circulation patterns.
Alternative Transportation/Circulation Systems
5-23. All efforts to develop alternative transportation systems to reduce peak period
traffic congestion shall) be encouraged.
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5-24. Use of alternative forms of; transportation, such as transit, bike and pedestrian
modes, shall be encouraged in order to provide basic accessibility to those
without access to a personal automobile and to help minimize automobile
congestion and air pollution.
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5-25. Improvement of public transit shall be encouraged-to provide for increased use
of local, commuter and intercity public transportation.
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5-26. Rail transit extensions including protection and acquisition of necessary right-
of-way, station areas, and potential non-motorized station access routes shall
be encouraged along all freeway corridors.
5-27. Rail transit facilities or additional high occupancy vehicle lanes proposed within a
designated transit corridoi shall be considered consistent with this General Plan.
5-28. Support a study of the I X680 Freeway Corridor for fixed-route transit.
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Environmental Considerations
5-29. New arterial roadways] shall be routed around, rather than through
neighborhoods, to minimize traffic impacts on residential areas.
5-30. Street systems shall be designed and/or modified to discourage additional through
traffic in existing residential areas, but not at the expense of efficient bus transit or
bikeways.
5-31. Roads developed in hilly areas shall minimize disturbance of the slope and
natural features of the land.
5-32. Local road dimensions shall complement the scale and appearance of adjoining properties.
5-33. Landscaping and maintenance of street medians and curb areas shall be
provided where appropriate.
5-34. Appropriate buffers, such as soundwalls, bermed embankments, depressed
alignments, and open space areas along major transportation facilities, shall be
provided adjacent to noise sensitive land uses.
5-35. Consolidation of utility/drainage/transportation corridors shall be considered,
where appropriate.
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ROADWAY AND TRANSIT IMPLEMENTATION MEASURES
Circulation Phasing and Coordination
5-a. Promote uniform road I ay and path cross-sections and traffic signalization
standards between thei County and the cities.
5-b. The County shall participate on committees with neighboring jurisdictions to monitor
traffic congestion on regional corridors and to coordinate the planning, design,funding,
and construction of transportation improvements serving unincorporated areas.
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5-c. The County shall annually adopt a Five Year Capital Improvement Program to
establish priorities for and schedule construction of transportation projects in
unincorporated areas.; The Capital Improvement and Preservation Program
shall contain projects to maintain desired Level-of-Service standards and or
accommodate the use of alternative modes of travel in unincorporated areas in
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accordance with the Growth Management Element and to serve development
that has been approved for construction.
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5-d. The County shall establish and maintain an Area of Benefit program to collect fees on
new development for roadway and related transportation improvements specified in
the Circulation Element. Fees shall be based on the traffic generated by a use and the
costs of transportation improvements necessary to maintain acceptable Levels of
Service and/or accommodate the use of alternative modes of travel with the
cumulative amount of development authorized by adopted plans.
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5-e. Establishment of assessment districts shall be encouraged to supplement or
replace fees on new development.
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5-f. The County shall work with the cities to establish regional funding mechanisms
to fund regional transportation improvements and to attract state and federal
highway and transit revenues. Funding mechanisms may include sales taxes,
gas taxes, or fees on new, development.
5-g. The County shall coordinate its transportation planning efforts with the Contra
Costa Transportation Authority.
5-h. The County shall work with cities to develop Specific Plans for abandoned
railroad right-of-ways that traverse unincorporated areas with a focus on
alternative modes of travel.
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5-i. Establish precise alignments plans for new or expanded arterials, expressways and
freeways in order to reserve adequate rights-of-way for ultimate transportation system
improvements indicated on the Roadway Network Plan (e.g. Delta Expressway,SR 4,etc).
Circulation Safety, Convenience, and Efficiency
5-j. Design local streets so that the widths and curvatures fit the needs of all users,the
appropriate speed of traveli , and the character of the surrounding site.
5-k. Design a system of local'and collector streets within a development to connect
pedestrians and bicyclists with transit stops, activity centers and adjacent
neighborhoods.
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5-I. Reserve rights-of-way to ensure compatibility with transit service in the design of
developments on appropriate freeway, expressway, arterial and collector routes.
5-m. Adopt design standards and right-of-way standards with typical sections showing
relationships of pavement, median, sidewalks, abutting frontages, lighting, and
landscaping and the needs of persons with disabilities.
Alternative Transportation/Circulation Systems
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5-n. Enforce County TDM (Transportation Demand Management) Ordinances consistent
with State law, and encourage neighboring jurisdictions to adopt similar ordinances.
5-0. Develop and implement a comprehensive program of park-and-ride lots,
in cooperation with the cities, transit agencies, and Caltrans, to serve
the demand forecasted by this Plan. These lots should be accessible
from local neighborhoods via Low Speed Vehicle (LSV) networks and
should have preferential LSV parking.
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5-p. Coordinate station area anId near-station area enhancement efforts with BART
including expansion of non-motorized access and secure parking (automobile,
covered bicycle racks andi on-demand lockers and, preferential LSV)
5-q. Encourage and coordinate efforts with BART to extend train service along State
Route 4 to Brentwood and along I-80 to northwestern Contra Costa County.
5-r. In cooperation with interested local jurisdictions, regional agencies, and transit
operators, conduct a study investigating the feasibility of implementing
commuter rail, urban rail, and other regional transit services within the Transit
Corridors identified in the Transit Network Plan.
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5-s. Request MTC, in cooperation with affected local jurisdictions and transit
operators, develop a comprehensive plan on the use of the three percent
discretionary funds .from Regional Measure 1, and include in the Plan a
determination of the feasibility of additional ferry operations.
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5-t. Coordinate efforts with BART, bus operators, and other jurisdictions to reserve
rights-of-way, station sites, and other support facilities for rail extensions
within the Transit Corridors identified in the Transit Network Plan.
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5-u. Coordinate efforts with all transit districts serving the county to provide for improved
routing, bus frequencies, fi cilities, and improved design of land development plans.
5-v. Expand transit service areas to serve all urbanized portions of the EI Sobrante Valley.
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5-w. Develop a parking program to maximize traffic flow on new and existing
arterials and collectorsi by reducing or eliminating on-street parking, by
providing off-street parking or parking bays to accommodate on-street
parking, or enhancing transit or ridesharing services.
5-x. Encourage Caltrans to investigate the feasibility and effectiveness of ramp metering
on freeways in the County, and if feasible and effective, support implementation.
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5-y. Encourage Caltrans to expedite the incorporation of Alameda, Contra Costa
and Solano County into the Bay Area Traffic Control System Program to
improve the flow of traffic on the region's freeways.
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5-z. Encourage Caltrans to construct a system of commuter lanes(high occupancy vehicle
or HOV lanes) on new or expanded freeways within the Transit Corridors identified on
the Transit Network Pla,, and work with the cities and Caltrans in establishing
additional commuter lanes on new or expanded expressways and regional arterials.
5-aa. Participate with the Ii-80 Reconstruction Advisory Committee to develop
improvements to San Pablo Avenue as a reliever to I-80.
5-ab. Encourage Caltrans to construct the I-80 HOV facility for reversible operation,
westbound for AM commute and eastbound for PM commute, and provide
more opportunities for HOV access and egress along the facility.
5-ac. Support the establishment and operation of commuter transit services, serving
the Transit Corridors identified on the Transit Network Plan, with emphasis on
service to major employment centers and transit stations.
5-ad. Participate in studies ;and implementation efforts to improve intercity train
service between Contra Costa County and other counties, especially in areas
not served by BART.
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5-ae. Develop a systematic program of intedurisdictional traffic operations improvements,
such as signal coordination, low-cost geometric improvements, parking restrictions,etc.
5-af. Strongly encourage Caltrans to utilize private sector engineering services to
expedite State highway projects.
5-ag. Design and allow for on-road bikeways on arterials and collectors as an
alternative to car travel where this can be safely accommodated and off-street
bikeways where on-road'facilities cannot be safely accommodated or where a
dedicated non-motorized facility is otherwise justified.
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5-ah. Cooperate with MTC in its effort to increase tolls on regional bridges serving
the County to help pay for alternative transportation service.
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5.7 TRANSPORTATION DEMAND MANAGEMENT
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Transportation Demand Management (TDM) is oriented towards encouraging
efficient use of existing transportation facilities during peak periods of travel. TDM
recognizes that large-scale investments in highway and transit facilities are
frequently limited by the availability of financial resources and adverse community
reactions. TDM measures usually: 1) involve lower capital costs; 2) provide
incentives designed to modify travel demand; 3) are implemented by local
government or the private sector, and 4) give all travel modes equal consideration
in providing access to development.
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The County currently promotes TDM strategies in unincorporated areas through certain
County ordinances. The County should continue to monitor the effectiveness of its zoning
and subdivision ordinances to ensure that new development provides multimodal access and
does not solely rely on the automobile. To this end, ifanew development has enough traffic
generated to warrant a new transit stop (according to the appropriate transit jurisdiction),
then such a development will extend the transit service area,which is shown in the County's
Transit Network Plan. Additional efforts to investigate in the future include: 1) establishment
of maximum parking ratios and relaxing of minimum requirements; 2) shifting long-term
parking in commercial areas to short-term use; 3) zoning regulations that encourage more
pedestrian/transit friendly development.
5.8 PEDESTRIAN FAULIiTIES AND BIKEWAYS
Pedestrian and Bicycle transportation are a viable mode of commuter transportation in the
urban areas on either side of the Berkeley Hills and throughout eastern Contra Costa County
due to favorable topography and i weather.
The County promotes the use of the Complete Streets philosophy to further advance the goals
of this plan. Complete streets are streets safe for all users at all times throughout the County.
The County supports pedestrians and bicyclists by implementing the Routine Accommodation
policy statement developed by the United States Department of Transportation, the California
Department of Transportation and the Metropolitan Transportation Commission to ensure that
the needs of walkers and bicyclists are integrated into Transportation Infrastructure.
Considering, and making accommodation for bicycle and pedestrian mobility and safety in the
planning and designing of new or, improved transportation facilities can benefit all modes of
travel.
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Pedestrian facilities are becoming increasingly important to address the various needs of County
residents living in urban and rural settings as our community continues to develop and change.
We are all pedestrians at one time, walking to the post office, using a wheelchair from a transit
station to work, traveling from your car to a retail shopping center. Pedestrian facilities also
encourage walking for better health. Additionally, lower income residents of Contra Costa
County are over seven times more likely to walk as a primary commute mode than the
general population. A well designed and well maintained system of pedestrian facilities
provides safe, convenient and accessible access for residents.
Sidewalks shall be designed so they are wide enough to accommodate the potential pedestrian
volume. Surfaces should be kept as llevel as possible. Intersections shall have well designed
curb ramps on all corners and crosswalks, where provided, should be well marked and visible.
Traffic signal phasing.shall allow adequate time for pedestrians to cross as well as have
accommodations for disabled users with impairments. Lighting shall be provided where needed
for visibility and safety. The networklof pedestrian facilities must provide convenient access to
destinations that attract pedestrian travel, such as schools, parks, transit, neighborhood
shopping, post offices and other public facilities.
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Development of comprehensive bikeway system will provide further incentive to commute by
bike. The comprehensive bikeway system is the interconnected system of safe bike paths,bike
lanes, and bike routes that satisfy the travel needs of most cydists in the county. Many existing
bikeways are of a recreational desibn which also serve as pedestrian trails and located off-
street. These facilities should be supplemented by more off-street paths and more on-street
commuter bikeways that provide direct access to commercial uses. A comprehensive bikeway
system is depicted in a fold-out map in the back of the General Plan - Bikeway Facilities
Network.
"Bikeway" means all facilities that are provided primarily for bicycle travel. The
following categories of bikeways are defined in the California Streets and Highway
Code.
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o Class I Bikeway (Bike Path or Bike Trail): Provides a completely separated
right-of-way designated for the exclusive use of bicycles and pedestrians with
crossflows by motorists minimized.
o Class II Bikeway(Bike Lane): Provides a restricted right-of-way designated for the exclusive
use or semi-exclusive use of bicycles with through travel by motor vehicles or pedestrians
prohibited, but with vehicle parkI ing and crossflows by pedestrians and motorists permitted.
o Class III Bikeway (Bike Route): Provides a right-of-way designated by signs or
permanent markings and shared with pedestrians or motorists.
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In March of 2002 the Contra Costa Transportation Authority launched a comprehensive
effort to work with local jurisdictions, agencies and special interest groups to produce
the Contra Costa Countywide Bicycle and Pedestrian Plan. The outcome of this effort
produced a comprehensive plan,that was adopted by many City Councils and the Board
of Supervisors. Relevant sections of the plan have been incorporated into this General
Plan. j
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The following are the pedestrian facilities and bikeways goals, policies and
implementation measures:
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5-L. Esrpand improve and maintain facilities for walking and lsicycling..
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5-31. Describe a system of bicycle facilities and key attractors of bicycle and pedestrian traffic
so that all travelers, including people with disabilities, can travel safely and
independently.
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5-ai. Designa growing comprehensive and safe bicycle network using a mix of existing
local roads, collectors and bikeways which prioritizes bicycle movement from residences
to key attractors while minimizing automobile presence on the network. Coordinate with
cities, transit agencies, community groups and public utilities.
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5-ak. Where possible, roads selected for the comprehensive bikeway system
should either be 35 mph or less, with narrower lane widths and/or traffic calming
bulb-outs to keep drivers to the legal speed.
5-al. Provide safe and convenient pedestrian and bike ways in the vicinity of schools
and other public facilities and in commercial areas and provide convenient access to bus
routes. I
5-am. Ensure that pedest l ian connectivity is preserved or enhanced in new
developments by providing short, direct pedestrian connections between land uses and
to building entrances. I
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5-an. Construct the bikeways shown in the Bikeway Network map and incor2orate the
needs of bicyclists in roadway construction and maintenance projects and normal safety
and operational improvements.
5-ao. Promote planning ani coordination of pedestrian and bicycle facilities among
cities, transit agencies and public utilities.
5-ap. Provide secure bicycle parking facilities at appropriate locations, such as transit
stations, as well as improved access to transit systems.
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5-32. Identif� gaps in the bicycle network and needed improvements to pedestrian districts
and key activity centers and define priorities for eliminating these gaps and making
needed improvements. Facilities shall be designed to the best currently available
standards and guidelines. i
5-aq. Pedestrian Districts should be created in areas of mixed or dense land use and
intense or potentially intense pedestrian activity.
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5-ar. Landscaping and trees should be used to enhance pedestrian facilities and should
be selected to minimize future maintenance and safety issues.
5-as. Streetscape improvements should be included in the design of high usage
pedestrian facilities to encourage pedestrian activity. This would include improvements
such as benches, public an drinking fountains and pedestrian-scale lighting fixtures.
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5-at. Provide sidewalks with a clear path wide enough to accommodate anticipated
pedestrian use and wheelchairs, baby strollers or similar devices. This area clear zone
must be free of street furniture signposts, utility poles or any other obstruction.
5-au. Trac calming measures should be desioned so they improve pedestrian and
bicycle movement in residential neighborhoods and commercial districts as well as
strategic corridors between them that help form the comprehensive bicycle network.
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5-33. Encourage adequate long! term and routine maintenance of bikeway and walkwaX
network facilities, includinb regular sweeping of bikeways and shared use pathways,
utilizing private and/or local community resources when feasible.
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5-ay. Provide ways for the general public to report problems.
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5-ax. Include the cost of major maintenance needs of bicycle and pedestrian facilities
when calculating the maintenance needs of streets and.roadways.
5-M Improve safety for pedestrians and bicyclists.
5-35. Reduce conflicts among motorists, pedestrians and bicyclists.
5-ay. Use curb extensions and pedestrian islands and other strategies to reduce
pedestrian crossing distances
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5-az. Use traffic control devices such as signs, signals or lights to warn motorists that
pedestrians or bicyclists are in the roadway.
5-ba. Provide buffers between roads and sidewalks utilizing planter strips or buffer
zones that provide streetscape improvements.
5-bb. Provide buffers between train tracks and non-motrized facilities when necessary,
utilitizing distance, barriers, or grade separation.
5-bc Ensure that users of non-motorized facilities are channeled to legal crossing scsoof
train tracks which are use!appropriate traffic control devices and are adequately
inspected and maintained.
5-36. Provide information to improve safety for pedestrians and bicyclists.
5-bb. Support development of a countywide collision data analysis program that will
generate collision rates useful for planning purposes.
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5-bc. Support the development and implementation of programs to educate drivers,
bicyclists, and pedestrians as to their rights and responsibilities
5-N Encourage more people to walk and bicycle.
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5-37. Work with local and regional agencies to develop useful and cost effective programs to
encourage more people to walk and bicycle.
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5-38. Support programs such as 1"safe routes to school maps and "bike trains" or "walking
school buses"for elementary, students that would encourage more students to walk or
bicycle to school,
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5-39. Encourage the use of bicycle and pedestrian facilities to promote healthy transportation
choices.
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5-40. Encourage the use of wayfinding and signage to help direct pedestrians and bicyclists to
desirable destinations. j
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5-0 Plan for the needs of bicyclists and pedestrians.
5-41. Accommodate and encourage other agencies to accommodate the needs for mobility,
accessibility and safety of bicyclists and pedestrians when planning, desi ninQ and
developingtransportation improvements.
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5-bd. Review capital improvement projects to make sure that needs of non-motorized
travelers(including pedestrians, bicyclist and persons with disabilities)are considered in
programming, planning, maintenance, construction operations and project development
activities and products.
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5. Transportation and Circulation Element
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5-be. Incorporate sidewalksi bike paths, bike lanes,• crosswalks, pedestrian cut-
throughs, or other bicycle pedestrian improvements into new projects.
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5-bf. Where economically feasible provide safe and convenient alternatives when
bicycle or pedestrians facilities are removed.
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5-bg. Accommodate cyclists and pedestrians during construction of transportation
improvements and other development projects.
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5-42. Support the incorporation of bicycle and pedestrian facilities into other capital
improvements projects, where appropriate, to expand bicycle-pedestrian facilities,
harmonize the needs of all travel modes, and achieve economies of scale.
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5.9 SCENIC ROUTES
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INTRODUCTION
This scenic routes plan is intended toi add considerations of roadway road corridor appearances
and aesthetics to the scope of the County General Plan. This plan has two basic purposes: it
enables the County to request that the State designate state routes to the State highways
program, while at the same time providing a local scenic route implementation programa
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Such a plan provides recognition)of the perception we have of our surroundings while
traveling through the County. Presently Contra Costa County has numerous roadways
that pass through areas affording pleasurable views. The number of such roadways
where scenic quality exists will diminish, however, unless protected. Their character is
changed through improvements ito them or when land adjacent to them is developed.
This plan identifies a Countywide scenic route system and ensure that new projects approved
along a scenic route are reviewed to maintain their scenic potential. Most scenic routes
depend on natural landscape qualities for their aesthetics and many formally designated
scenic routes have been established in predominantly rural areas in the past, but neither
natural beauty nor rural settings are necessary to the designation of scenic routes.
DEFINITION AND MAPS OF SCENIC ROUTES
For the purposes of this plan, the following definitions will apply; they should aid in
understanding the relationship of the scenic roads to their environs.
A scenic route is a road, street, or freeway which traverses a scenic corridor of relatively high
visual or cultural value. It consists of both the scenic corridor and the public right-of-way.
The public right-of-way includes the roadbed and adjacent lands in public control. It
includes lands utilized for roadway protection, storm drainage, public utilities,
pedestrian travel, and roadside plantings. Usually this land is owned in fee or dedicated
to local jurisdictions or the State. It should also include cycling or hiking trails, roadside
rests, or turnouts, etc. Public 1projects in the right-of-way should be designed and
carried out recognizing the purpose of this plan.
Semi-public rights-of-way incluide railroads, canals, or power transmission lines.
A scenic corridor is usually much wider than the road right-of-way and extends to the
contiguous areas beyond it. Width of scenic corridors will vary greatly depending upon
the present degree of development, landforms, topography, and the nature of scenic
quality. The scenic corridor consists of much of the adjacent area that can be seen from
the road. It is within this area that development controls, dedication, and the purchase
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S. Transportation and Circulation Element
of easements or lands in fee simple will be required, and public projects will be
reviewed for compliance with this plan. Controls should be applied to retain and
enhance scenic qualities, restrict unsightly use of land, control height of structures, and
provide site design and architectural guidance along the entire scenic corridor.
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Route 24 from the Alameda County line to the Interstate. 680 interchange, and
Interstate 680 south of that interchange to the Alameda County line, are existing State
designated scenic routes within the State Scenic Routes program. Route 4 from
Hercules to the intersection with Railroad Avenue is proposed for State designation as is
the proposed State Route 4 Bypass to the Delta.
While the State Scenic Routes plan forms the skeletal framework for the County Scenic
Routes program, Figure 5-4 identifies the other roadways which form the Countywide
scenic routes plan. Inclusion on this map provides direction to County staff to review
projects in a fashion which is compatible with the scenic qualities of these roads. Scenic
routes are shown for the unincorporated areas; routes with scenic potential or to connect
scenic areas are shown as connecting routes.
SCENIC ROUTES GOAL
5-P. To identify, preserve and enhance scenic routes in the County.
SCENIC ROUTES POLICIES
5-43. Scenic corridors shall be maintained with the intent of protecting attractive
natural qualities adjacent to various roads throughout the county.
5-44. The planning of scenic) corridors shall be coordinated .with and maximize
access to public parks, recreation areas, bike trails, cultural attractions, and
other related public developments.
5-45. Scenic views observable from scenic routes shall be conserved, enhanced, and
protected to the extenti possible.
5-46. The existing system of scenic routes shall be enhanced to increase the
enjoyment and opportunities for scenic pleasure driving to major recreational
and cultural centers throughout this and adjacent counties.
5-47. Multiple recreation use, including trails, observation points, and picnicking
spots, where appropriate, shall be encouraged along scenic routes.
5-48. Continued efforts shall be made in cooperation with the California Department
of Transportation to achieve State scenic route recognition for appropriate
routes in the County.
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5-49. Design flexibility shall Abe encouraged as one of the governing elements for
aesthetic purposes in the construction of roads within the scenic corridor.
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5-50. For lands clesignatedl for urban use along scenic routes, planned unit
developments shall be encouraged in covenant with land development projects.
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5-51. Provide special protection for natural topographic features, aesthetic views,
vistas, hills and prominent ridgelines at "gateway" sections of scenic routes.
Such "gateways" are located at unique transition points in topography or land
use, and serve as entI rances to regions of the County.
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5-52. Aesthetic design flexibilityi of development projects within a scenic corridor
shall be encouraged.
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Figure 5-4
Scenic Routes Map
This Page left Intentionally Blank
(No Change To Map)
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SCENIC ROUTES IMPLEMENTATION MEASURES
5-bh. Develop and enforceg lidelines for development along scenic routes to
maintain the visual qualify of those routes.
5-bi. Develop a corridor improvement program including an interagency joint action
and ordinance developm i nt program, to protect and enhance scenic qualities.
5-bj. Consider the visual qualities and character of the corridor in reviewing plans for
new roads, road improvements, or other public projects. This should include
width, alignment, grade, 'slope and curvatures of traffic islands and side paths,
drainage facilities, additionj al setbacks, and landscaping.
5-bk. Attain development project design flexibility within the scenic corridor through
application of the Plannid Unit Development District Zoning.
5.10 AIRPORTS AND HELIPORTS
INTRODUCTION
The County has one general aviation airport with a second one being funded for
development. Additionally, there are several private airfields which operate in the county
and requests for heliports have been received from time to time. This section adds policies
to the County General Plan which guide the use of airports, private airfields and heliports.
The overall goals and policies for ai sport and heliport operations in the county are outlined in
the next two sections. A more detailed description and policies for Buchanan Field and the
Byron Airport are included in separate sections below. Finally, special policies required by the
Airport Land Use Commission are included following the discussion of the two airports. The
noise contours for these airports are included within the Noise Element of this Plan.
AIRPORTS AND HELIPORTS i GALS
5-Q. To encourage the development and operation of two general purpose public
airports in the county.
5-R. To allow heliports, restricted to appropriate locations, which would add to the
economic well-being and (safety of the county.
AIRPORTS AND HELIPORTS POLICIES
Overall Policies
5-53. Regulate the location of private airfields and heliports to minimize their
impacts on adjacent residents, sensitive receptors, and to ensure public safety.
5-54. Protect the Byron Airport environs from urban encroachment through a
combination of land acgiuisition, easement acquisitions and land use regulations.
5-55. Work with adjacent cities to ensure that Buchanan Field Airport environs are
developed and redeveloped in ways which protect the public safety and
maintain the viability if the airport.
5-56. Work with the FAA and helicopter operators to minimize conflicts with
residential areas and sensitive land uses, such as schools, hospitals,
residences, and other sensitive noise receptors.
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5. Transportation and Circulation Element
Policies Reciarding Buchanan Field
Buchanan Field is located on a 495 lacre site in the unincorporated area of Contra Costa
County adjacent to the cities of Concord and Pleasant Hill; a very small portion of
airport property is located within Concord..It is a general use airport and has provision
for scheduled commuter airline service.
The land use plan designations for r this airport are shown on the Land Use Element
map. Land uses allowed on the airport property should enhance the airport function and
be consistent with its goals and operational requirements. Most of the site is designated
"Public/Semi-Public" to reflect thei airport use.
Special policies of this plan that apply to Buchanan Field are as follows:
5-57. The Transportation and Circulation Element requires the construction of the Diamond
Boulevard extension from Concord Avenue northerly to Center Avenue as a condition of
approval of development projects on the western side of the airport to major new uses.
5-58. The Buchanan Field Golf Course exists on the southwest edge of the airport adjacent
to the intersection of Concord Avenue and I-680.The road improvements called for by
this plan, and in particular the Diamond Boulevard extension, will require modification
to the existing golf course. This plan encourages the maintenance of a small golf
course or some other recreation afacility in the location of the golf course.
5-59. Passive recreational uses are appropriate in the approach path of the airport and
will constitute an environ T ental enhancement and balance to serve as amenities
for the development at the airport. Some maintenance responsibilities for these
recreational facilities may be required of the airport projects.
5-60. Trail connections surrounding the airport are required. A riding, hiking and bicycle
trail is shown along the Walnut Creek Flood Control Channel. Hiking and bicycle
trails are shown flanking Ithe airport on its remaining perimeter. These trails will
serve as an amenity to the new office facilities in the area, as well as providing a
connection to a regional trail linkage along the Walnut Creek Channel.
Byron Airport
The County has developed a fulli service general aviation airport adjacent to the Town
of Byron. The project location islapproximately three miles south of the town of Byron
and 21/2 miles north of the Alameda County line. The Byron Highway passes one mile to
the northeast. Long-range plans call for construction of a runway capable of serving
250,000 operations annually, and construction of parking to accommodate 250 aircraft.
The airport acquisition and development was jointly funded by the County, the State
and Federal Governments. The airport boundaries encompass 1307 acres of which only
493 acres will be available for airport and compatible purposes. In addition to the land
to be acquired in fee, an additional 2,000 acres of conservation easements may be
acquired to preclude additional residential development and to control noise, height of
structures, etc. In addition, aviation easements within two miles of the airport will also
be acquired, later if.needed, tolassist in controlling development.
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5. Transportation and Circulation Element
The expressed intent of the County is to have a second airport free from urban
encroachment, and to prevent the establishment of related commercial or industrial
development around the planned airport. Water and sewer services will be limited to serve
only the airport; utilities will not serve growth on the adjacent properties. It is also for this
reason that extra rights-of-way beyond the airport development proper are being acquired.
Additionally, no residential development or sensitive receptors, e.g. hospitals, schools, etc.,
should be allowed within the projected 60 CNEL noise contours for the new airport. (For
information only, Measure C - 1990 provides that one of the enumerated bases for changing
the Urban Limit Line, upon a 4/5 vote, substantial evidence and public hearing, would be the
following finding: (f) an objective study has determined that a change to the Urban Limit Line
is necessary or desirable to further the economic viability of the East Contra Costa County
Airport, and either(i) mitigate adverse aviation related environmental or community impacts
attributable to Buchanan Field, or (ii) further the County's aviation related needs.)
Special policies of this plan that apply to the East County Airport are as follows:
5-61. The County shall acquire fee title and/or conservation (development rights) easements
to an appropriate amount of buffer land around the planned East County Airport.
5-62. The buffer land or conservation tion easements acquired around the airport shall ensure
that incompatible uses will not be allowed to locate within the safety zone.
5-63. Establishment of commercial, industrial or residential development around the
planned airport shall not be allowed.
5-64. Water and sewer services to the airport will be limited to serve only the airport
properties; utilities will i of serve growth on the adjacent properties.
5-65. No residential development or sensitive receptors, e.g. hospitals, schools, etc., shall
be allowed within the projected 60 CNEL noise contours for the new airport.
Special Policies Regarding the Airport Land Use Commission
The Public Utilities Code requires that the intent and purpose of adopted Airport Land
Use Commission (ALUC) plans and policies be incorporated into the County General
Plan. The following policies apply to the two County airports:
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5-66. Structural heights shall be designated by the Federal Aviation Regulations
(FAR) Part 77 surfaces associated with the various runway designations shown
on the latest Airport Lai out Plan.
5-67. The Structural Height Limits defines maximum structural height. Height limits
will be placed on new buildings, appurtenances to buildings, all other
structures and landscaping in accordance with the Airport Layout Plan except
in special instances when for reasons of safety the Commission may impose a
more restrictive structi ral height.
An applicant for any structure within the Airport Land Use Commission Planning
Area proposed to penetrate any height limit surface shall submit an aeronautical
analysis which specifies the proposed project's effect on airport instrument
procedures for all runways, the effect on airport utility, and the effect on overall
aviation safety. If, after reviewing the aeronautical study and other related
information, it is determined that the proposed project would not have an adverse
effect on safety and airport utility then, the project may be approved for heights
other than those indicated by the FAR, Part 77, Structural Height Limits.
5-32
5. Transportation and Circulation Element
5-68. All major land use actions within the Buchanan Field and Byron Airport Influence
Areas as shown upon Figure 5-5 shall be referred to the Contra Costa County
Airport Land Use Commission for comment. The definition of what constitutes a
major land use action is found on pages 2-6 through 2-8 of the Contra Costa
County Airport Land Use Compatibility Plan adopted in December of 2000. If it is
unclear whether or not an action falls within this listing, the County should err on
the side of caution and refer the matter to the ALUC staff.
5-69. New construction or building exterior alterations located in areas of terrain
penetration as defined by the ALUC Airspace Protection Surfaces will be reviewed
on a case-by-case basis with consideration given to topography, flight patterns,
existing vegetation and other factors which might affect airspace and safety. The
County will rely on ALUC land use compatibility guidance and programs for
considering airspace safety analysis issues and height limitations of structures.
5-70. Temporary structures, such as construction cranes or antennae, which would
penetrate any adopted height limit surface, may be allowed after a case by
case review, provided that obstruction lighting and marking is-installed and a
two week notice of temporary structure emplacement is provided by the
proponent to the County Manager of Airports. Temporary structure
emplacement shall be sibject to reasonable time limit.
5-71. The County may require an exterior building materials reflectivity analysis upon
review of the proposed types of building materials, building height, and building
location and use on site. Such analyses should be required for development of any
structures on or adjacent to public airports which would be over three stories in
height and utilize reflective surfaces. Reflectivity studies shall address the potential
for pilot and airport operation interference, proposed mitigation to any identified
potential interference resulting from reflected sunlight, and any other subject areas
related to reflectivity which the County may deem appropriate. The County may
include some or all.of the proposed mitigation in its project approval process.
5-72: Within each safety zone designated by the ALUC, the following are incompatible
uses (The ALUC Airport Influence Area Maps for Buchanan Field Byron Airports
are shown on Figure 5-5.):
(1) Any light source which would direct a steady light or flashing light of red,
white, green, or amber color associated with airport operations toward an
aircraft engaged inl an initial straight climb following takeoff or toward an
aircraft engaged in a straight final approach toward a landing at an
airport, other than) an FAA approved facility.
(2) Any construction which would cause sunlight to be reflected toward an aircraft
engaged in an initial straight climb following takeoff or toward an aircraft
engaged in a straight final approach toward a landing at the airport.
(3) Any use which would generate smoke, attract large concentrations of birds, or
may otherwise adversely affect safe air navigation within a safety zone.
(4) Any use which would generate electrical interference that would be
detrimental to the operation of aircraft and/or aircraft instrumentation.
(5) Any use which would utilize or cause to be stored highly toxic,
inflammable or otherwise hazardous materials which, in the event of an
aircraft accident, could be released into the surrounding environment to
threaten human life or property.
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5. Transportation and Circulation Element
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S. Transportation and Circulation Element
(6) Within the safety zone clear area, any use which involves the erection of a
permanent above griund structure other than FAA approved facilities.
(7) Within the safety zones, excluding the clear areas, any use which on a
regular basis would result in a density (excluding streets) in excess of 30
persons per acre or gone person/500 square feet of gross.building flood
area, whichever is less.
(8)
(8) Any of the following uses: new single and multiple family residences,
shopping centers, restaurants, schools, hospitals, arenas and other places
of public assembly.
5-73. The following are suggested uses within the ALUC Compatibility Zones for
Buchanan Field:
(1) agriculture;
(2) open space;
(3) warehousing;
(4) light industry,
(5) parking of automobiles; and
(6) low occupant density public uses, such as sewage treatment plants.
5-74. Within the ALUC Comp a libility Zone B-1, no new lot splits shall be allowed and
buildings on existing lots of record shall be located as far as practical from the
extended runway centerline and shall be limited to two stories in height.
The following are suggested uses within the ALUC Compatibility Zones for the
East Contra Costa Airport:
(1) agriculture;
(2) open space;
(3) low intensity park and recreation uses;
(4) low occupant density public uses; and
(5) parking of automobiles.
5-75. Airports and heliports may be allowed by issuance of a land use permit in
zoning districts found by the Board of Supervisors to be suitable for such uses.
AIRPORTS AND HELIPORTS IMPLEMENTATION MEASURES
5-bk. Create a new zoning district for County airports similar to the Planned Unit (P-1)
District zone which provides for public review of on-site projects, and rezone both
airports to that district.
5-bl. Review county ordinance code provisions and consider the suitability of each
zoning district for the establishment of airports and heliports.
5-bm. Continue to regulate all heliports in the county by the land use permit process.
5-bn. Create a new zoning district to regulate private land use on the two public airports.
5-bo. Undertake hearingto res;ind the "Airport Zoning Plan for Buchanan Field" adopted
� P 9 P
in 1955, and to approve preparation of an updated structural height limit plan.
5-35
5. Transportation and Circulation Element
5-bp. The subdivision ordinance should be amended to require the following actions
prior to recording a final map for the ALUC Planning Area:
(1) Dedication of suitable aviation and noise easements for the area of the
particular subdivision;
(2) Require the developer to record a covenantor provide other appropriate
instruments to notify prospective buyers of lots that the property may
be subject to frequent overflight and associated noise impacts.
5-bq. Any project in an area near the Buchanan Field airport with a designated noise
level of 60 BA decibel CNEL or greater as shown on the Projected Noise Levels
Map shall be required to attach a statement to any deed, lease, rental
agreement, or Covenants) Conditions and Restrictions document pertaining to
the use of the property. I The statement shall indicate that the property is
subject to aircraft overflight, and associated noise impacts.
5-br. An acoustical study shall be required for any discretionary residential project
which the County will consider which is within the area designated on the
Projected Noise Levels map to exceed 60 dBA level. The study should be
submitted prior to accepting the application as complete and shall be by a
certified noise acoustical firm.
5.11 PORTS AND PROPRIETARY WHARVES
INTRODUCTION
Contra Costa has historically been oriented to its waterfront, since the western end of
the County is located on San Fra i'cisco and San Pablo Bays, and the northern shoreline
fronts along the Carquinez Strait, Suisun Bay and the Sacramento San Joaquin River
Delta. Industrial development inl the county was concentrated along the shoreline, and
this legacy remains today with port-oriented heavy industrial uses located in scattered
locations from Richmond to Antioch. These industrial uses are important to the county
economic base and the continued use of appropriate shoreline areas for heavy
industries that rely on water traffic should be protected.
There is one major deep-water plort in the county, the Port of Richmond, located in that
city. In addition, there are several private ports or proprietary wharves, which serve
large petroleum refineries and ither industrial firms.
PORTS AND PROPRIETARY WHARVES GOALS
5-S. To maintain the econo I is viability of the county's existing ports, wharves, and
shipping lanes.
PORTS AND PROPRIETARY WHARVES POLICIES
5-77. The continued use of existing ports and proprietary wharves shall be
recognized and encouaged.
5-78. Water-oriented industrial uses which require deep water access shall be
encouraged along the'shoreline, while other industrial uses which could be
located on inland sites shall be discouraged.
5-36
5. Transportation and Circulation Element
5-79. , New or replacement proprietary wharfs shall be allowed adjacent to industrial
use areas, as long as envi ionmental safeguards are followed and public access
to the shoreline is provided.
5-80. The County shall advocate maintenance of deep-water channels at a depth
that keeps ocean vessel use viable from San Francisco to the Army's Military
Traffic Management Command (former Concord Naval Weapons Station).
5-81. The Concord Naval Weapons Station deep-water port should be utilized for
private port use if the property ever becomes excess government property.
PORTS AND PROPRIETARY WHARVES IMPLEMENTATION MEASURES
5-bs. The County shall continue to work with the Bay Conservation Development
Commission, the State Lands Commission, and other appropriate agencies to ensure
adequate deep-water access is provided to industries along the county's shoreline.
5-bt. The deep-water site at Selby should be reserved for a water-related industrial use.
5.12 RAILROADS
INTRODUCTION
There are four railroad lines which currently carry freight within Contra Costa County. The
Southern Pacific railroad line, nowl owned by Union Pacific (UP), stretches 60 miles from
Richmond to the Alameda County line near Clifton Court Forebay. The UP line is a high speed
double track between Richmond and Martinez, and carries by far the most freight traffic of all
the railroad corridors in the County.I From Martinez,the UP track splits, with one track crossing
the river to carry freight up the Sacramento Valley to the northwestern U.S., and one track
(known as the"Mococo line")continuing through Antioch,Oakley, Brentwood, Byron Tracy, and
into the San Joaquin Valley and points south.
The 55-mile long Burlington Northern Santa Fe (BNSF) railroad corridor roughly parallels the
UP line between Richmond and Hercules, where it then turns inland through rural Franklin
Canyon running south of Route 4 to the industrial areas east of Martinez. From there it again
closely parallels the UP (and Sacramento Northern/Union Pacific) tracks as it passes through
Pittsburg and Antioch, and then through Oakley and across the Delta to Stockton.
Two smaller freight lines also opeI ate in the County. Union Pacific controls the subsidiary
Sacramento Northern line from Clyde to Pittsburg, and the Bay Point and Clayton rail line
serves the Army's Military Traffic Management Command. The other major railroad corridor
in the county, the SP tracks run,ing north-south between Concord and through the San
Ramon Valley to the Alameda County line, was abandoned in the 1960s and has been largely
acquired by the County with the assistance of state funds reserved for implementing mass
transit systems. This abandoned SP San Ramon Valley Branch Line is now known as the Iron
Horse Corridor. Currently it is used as a trail by pedestrians and bicyclists, and for pipelines
and utilities operated by public and private entities. The County is developing a management
program for the Iron Horse Corridor, starting with a Landscape Element that was approved by
the Board of Supervisors in 2000.1 The County's management program reserves a portion of
the Iron Horse Corridor for future Iuse as a rail transportation line, per the requirements of the
state grants that enabled the County to acquire the right-of-way. The portion of the Iron
Horse Corridor that is used as a trail is maintained by the East Bay Regional Park District.
5-37
5. Transportation and Circulation Element
The same tracks used and owned by freight railroads also carry an increasing number
of passenger trains. Thirty-two daily passenger trains (in June 2004) operate on the UP
tracks between Richmond and Martinez, eight of these trains also operate on the UP
tracks east of Martinez to Pittsburg and on the ATSF tracks between Pittsburg and the
San Joaquin County line.
The daily passenger trains operating in the County include Capitol Corridor trains linking
the Bay Area to Sacramento; the' San Joaquins, linking the Bay Area to the Central
Valley; the Zephyr, linking the Bay Area to Chicago; and the Coast Starlight, linking the
Bay Area to points north and south along the Pacific Coast.
Rail lines are directly involved with the economic vitality of the County, since numerous
industries depend on the rail movement of heavy goods such as oil and chemical
products, coal, lumber, and automobiles, as well as containerized cargo. The
importance of railroad lines is fu i her increased by the growing ridership of intercity
passenger trains serving the County, and future plans for urban, commuter, and
intercity rail passenger servicel to provide alternatives to the region's freeway
congestion. This plan still needs Ito consider alternative land uses for the corridors in
the event of any abandonment of rail services or plans along these routes in the future.
RAILROADS GOALS
5-T. To protect the existing railroad rights-of-way in the county for continued or future
railroad use, utility corridors, roads, transit facilities,trails and other public purposes.
RAILROADS POLICIES
5-82. Railroad rights-of-way shall generally be designated for Public/ Semi-Public
uses to reflect their imp i rtance to the County's economy.
5-83. Encroachments into railroad rights-of-way by urban uses which would impact
current rail operations or preclude future use of the corridors for trails or other
public purposes shall be limited.
5-84. Trails shall be considered an appropriate interim use of an abandoned railroad
right-of-way.
5-85. Encroachment of unsuitable land uses adjacent to abandoned railroad right-of-way
shall be prevented where such uses would conflict with future uses of the right-of-
way identified in the Land Use, and Transportation and Circulation Elements.
5-86. The Southern Pacific right of way (now known as the Iron Horse Corridor)
south of Rudgear Road should be limited to utility and non-motorized
transportation use only.
POLICIES ON INTERCITY RAIL SERVICES
5-87. Increase ridership by:
a. Increasing awareness of intercity service by increasing and improving
marketing and promotional opportunities.
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b. Increasing access (seamless transfer systems between passenger trains
and other modes;Iadditional train service; and planning for compact land
uses around rail stations.
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5. Transportation and Circulation Element
c. Increasing the level of service(support the service-increase recommendations in
Caltrans'California Passenger Rail System/20-Year Improvement Plan,calling for
12 daily roundtrips on the Capitols and six daily roundtrips of the San Joaquin
through Contra Costa County by FY 2008/09, and earlier morning westbound
trips on the San Joaquin s to accommodate growth in East County)
d. Improving the quality of station services, reductions in running time,
and improved on-tim'e performance.
5-88. Improve efficiency by:
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a. Improving tracks and stations to help increase the capacity of the rail system;
Track improvements will I'Iso benefit freight services as well as passenger services.
5-89. Increase funding by:
a. Working for additional rail funding through efforts such as a Measure C
extension and future i tate and federal funding cycles.
b. Shifting the emphasis) of funding from highways to a greater intercity rail
orientation, including alternative modes used as rail feeder services.
c. Working to change the statutory requirement for a two-thirds majority on
transportation tax ballot measures to a simple majority requirement.
d. Provide greater intercity rail funding opportunities through more flexibility in
funding programs.
RAILROADS IMPLEMENTATI_,N MEASURES
5-bu. Implement County Ordinance #87-19, entitled "Railroad Corridor Combining
District", in.a fashion which protects the integrity of the existing corridors.
5-bv. If railroad right-of-wayls are abandoned by railroad service, work toward
acquisition of the right-of-ways for trail development, utilities corridors, transit
and for other public purposes.
5-bw. If railroad uses are to ble abandoned initiate aeneral Ian revision stud to
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determine the best long-term use of the right-of-ways.
5-bx. Upon notification of an action to abandon a rail line, initiate a committee of
affected jurisdictions to help determine the long-term use of the rail corridor.
5-39
CHAPTER 5. TRANSPORTATION/CIRCULATION ELEMENT
NEW MAP FOR THE TRANSPORTATION/CIRCULATION
ELEMENT, ENTITLED BICYCLE FACILITIES NETWORK
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CHAPTER .9. OPEN SPACE ELEMENT
EXCERPT FROM OPEN, ELEMENT SECTION 9.8 PARK AND
RECREATION, SEE HIGHLIGHTED TEXT IN UNDERLINE
ITALICS AND STRIKEOUT TO CLARIFY AND DISTINGUISH
DIFFERENCES BETWEEN HIKING AND PEDESTRIAN TRAILS
AND REPLACING THE TERM "HIKING" WITH "PEDESTRIAN"
IN THE TEXT WHEREAPPROPRIATE
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9. Open Space
9-p. Identify funding mechanisms, including funding from the County to the extent
possible, to support programs to preserve, restore, and enhance unique historic sites.
9.8 PARK AND RECREATION FACILITIES
INTRODUCTION
A recreation component of the General Plan is required to plan for the recreational lands
and facilities necessary to meet the needs and desires of the community, while coordinating
these plans with the other elements. State law requires that a recreation component be
adopted for a jurisdiction to be able to exercise a subdivision parkland dedication ordinance.
Maus and Descriutions of Parks and Recreation Facilities
This parks and recreation plan isldivided into separate sections addressing major parks
and open space areas, local pari s, and trails.
Major Parks and Open Space Areas. The provision of major parks to serve the urbanized
areas is essential to the physical and mental well-being of all segments of their populations,
as these parks form alternatives to the often intense pace of urban life. Major parks provide
areas where people can enjoy active and passive recreation not otherwise available, such as
nature studies, camping, or just observing the natural landscape.
The preservation of lands for outdoor recreation also assists in the conservation of the
County's unique natural, scenic,i or cultural resources. Such preservation provides for
recreational opportunities while helping to maintain the quality of life for county
residents and visitors. Major park facilities in the County are owned by the Federal and
State governments, along with an extensive system operated by the East Bay Regional
Park District. Additionally, there are some municipal facilities which are major parks as
well as water district watershed recreation facilities. For the purpose of this portion of
the Plan, the following definitions shall apply:
Major Parks are intended to provide a broad range of recreational opportunities, which
may include hiking, bicycling, equestrian use, fishing, swimming, camping or group
sports, etc. Preservation of historical structures also is included within this grouping.
Major Open Space Areas are lands within public or land trust ownership of significant
undeveloped areas. The major purpose of these areas is to protect the uniqueness of
these lands through passive recreational activities and habitat uses that do not require
substantial facilities or improvements. Agriculture is an appropriate secondary use.
The existing and proposed Major 'Parks and Major Open Space Areas are shown on
Figure 9-3. While major parks usually cover areas over 100 acres, shoreline and
marsh areas may be much smaller, reflecting the unique areas they protect. With
recent voter approval of State and regional park bonds, this plan anticipates the
expansion of existing major park and open space facilities.
The two primary agencies -adm
inistering Major Parks in the County are the State
Department of Parks and Recreation and the East Bay Regional Park District. The State
Department of Parks and Recreation owns three parks: Mt. Diablo State Park, Cowell
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9. Open Space
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Ranch State Historic Park, and Franks Tract State Recreation Area. These parks are
intended to serve the population of the State as a whole, not just residents of Contra
Costa County. A small portion of the East Shore State Park extends into the County.
The East Bay Regional Park District encompasses all of Contra Costa County and
Alameda County, and it is a California special district. The District currently maintains
numerous parks with internal trail systems in addition to Regional Trails within or
partially within the County, performing the function of providing major park and trail
facilities which is normally undertaken by county government. They maintain parks in
differing types which are classified as Regional Parks, Regional Trails, Regional
Preserves, Regional Recreation Areas, Regional Shorelines, Regional Wilderness Areas
and Regional Open Spaces. These facilities are included within the Major Parks
definition.
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9. Open Space
Figure 9-3
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9. Open Space
There are other agencies which operate major park facilities within the County. The U.S.
National Park Service operates the John Muir National Historic Site in Martinez and the Tao
House in Danville. The East Bay Municipal Utility District owns substantial acreage of open
space lands, some of which has a secondary recreation function, e.g., Lafayette and San
Pablo Reservoirs. The Contra Costa Water District operates recreational facilities on its
Las Vaqueros Reservoir watershed lands. Additionally, the cities of Pittsburg, Walnut
Creek and Concord operate facilities which serve a major park function.
While no county standard is included for Major Parks or Open Space areas, there are
numerous areas within the County which deserve to be placed in new parks or added
to existing ones. This plan endorses the expansion of Major Park and Open Space
Areas to protect the unique resouIrces of the County.
There are other locations within the Southeast County area which have potential for
development of major new recreational facilities; however, plans for their acquisition
are just now being realized. At the time that the East Bay Regional Park District or
another public agency is prepared to consider seriously the establishment of such
facilities, these proposed facilities should be reviewed by the County to ensure
compatibility with the concepts found in this Plan and with adjacent existing land uses.
Local Parks. Local parks are areas of open space set aside for recreational use and are
located within an acceptable distance from the people they serve. They serve as the
focal points for neighborhoods and communities where people can meet and enjoy
their leisure time together. Local parks provide a visual counterpoint to the often
intense developed areas in which they are located. The more intense the
development, the greater the need for adequate parks.
This plan for local parks specifies the County's standards and general locations of
existing and proposed facilities. While the map of local park facilities (Figure 9-4)
shows a county-wide distribution, it has an enforceable effect for the unincorporated
area only. Where differences exist between this Plan and those of a city, the city plans
will take precedence within incorporated areas.
For the purpose of this Plan, 110lal parks are differentiated into neighborhood and
community parks. Neighborhood parks generally have service areas equivalent to
elementary schools, while community parks more commonly are equivalent to high
school service areas. The size and location of local parks will vary depending on the
population density of the area to be served. The size of a park will vary with the
population to be served. The greater the proposed population, the greater the size of
the park necessary to serve a given area.
County park standards for local and community parks and types of play areas are
shown on Table 9-1.
Most local parks are currently located within incorporated areas. The County requires
that special units of government, e.g. County Service Areas, be established to maintain
these local facilities in the unincorporated areas.
County Service Areas are preferred over autonomous units of government, due to the
ease with which their boundaries can be modified or eliminated during incorporation.
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9. Open Space
In areas planned for development, efforts should be made to encourage new County
Service Areas to provide for maintenance of local parks.
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Figure 9-4
Local Parks
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9. Open Space
TABLE 9-1
COUNTY PARK CRITERIA
1. Playlots
a. Site Area: 2,000-5,000 square feet for either an independent site or that portion
of a playground developed as a playlot.
b. Location: Independent sites located in the centers of apartment projects or
planned unit developments which they are intended to serve.
C. Facilities: Basic facilities include playground equipment for preschool children (swings,
slides, climbing apparatus) and shaded bench area for parents. Additional facilities
include sandboxes, spray pools, and both grassed and hard-surfaced play areas.
2. Playgrounds
a. Site Area: Independent site--3-7 acres; in conjunction with park or school -- 3-5 acres.
b. Location: Central to neighborhood served, preferably accessible without having
to cross traffic arterials or railroads.
C. Facilities: Basic facilities include playground equipment for elementary school
children plus both hard-surfaced and grassed play areas. Additional facilities
include playlot, shelter, sports and game areas (baseball diamonds, tennis
courts, and wading and swimming pools).
d. Service Radius: One-half mile; larger in areas of low population density or
unusual topography.
e. Association: Playgrou,ds should be developed in conjunction with elementary
schools and parks for maximum effectiveness. Location within independently-
situated play fields and parks is also desirable.
3. Playfields
a. Site Area: 10 acres minimum, 15 acres desirable; 12 acres minimum, 17 acres
desirable for sites with playground facilities.
b. Location: Central to four,or five neighborhoods(roughly four or five elementary school
service areas).
C. Facilities: Primary facilities include game courts, sports fields, lawn games area.
Secondary facilities include swimming pool, shelter house or recreation building,
parking lot.
d. Association: Playfields adjoining high school sites or community parks are
particularly appropriate. Playlots and playground should also be included.
4. Neighborhood Parks
a. Acreage/Population: 2.50 acres per 1,000 population.
b. Site Area: Without playground -- 3-7 acres; with playground -- 6-8 acres; with
playfield -- 12-17 acres.
C. Location: Identical to playgrounds -- center of neighborhood.
d. Facilities: (Park area only) Landscaped open space (trees, grass, shrubbery),
benches and tables, and walks.
e. Service Radius: One-half mile.
f. Association: Neighborhood parks are best located adjacent to playgrounds,
playfields and elementary schools. They may also contain a neighborhood
recreation center.
S. Community Parks
a. Acreage/Population: 1.50 acres per 1,000 population.
b. Site Area: Independent sites -- 15-20 acres. With playgrounds and playfield --
minimum 25 acres, recommended 40-50 acres.
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9. Open Space
C. Location: In the center of a group of neighborhoods. The site should have some
natural features of interest such as water frontage or rough topography if possible.
d. Service Radius: Two miles.
e. Facilities: Both landscaped and natural open space, playgrounds and playfields,
parking,special facilities such as golf, boating and swimming,and a community center.
Trails and Paths. Trails provide a linear corridor that is primarily for non-motorized
use: pedestrian, equestrian and bicycle use. Most trails in the County are established for
recreational use, though increasingly some are utilized for commute and transportation
purposes. As such this plan is functionally also a part of the General Plan's
Transportation and Circulation Element. Note that there are additional policies relating to
the transportation aspect of on-street bikeways and trails in the Transportation and
Circulation Element. This section of the Parks and Recreation Plan is divided into three
separate components dealing with equestrian, pedestrian and bicycle facilities.
In many cases, trails can be utilized for more than one purpose. For ease of
presentation, these three trail plan components are discussed and mapped separately.
While the trails plan is county-wide and relies heavily on municipal plans in these areas,
not all trails within those areas arse shown; only the regional links are included. This
plan encourages development of local feeder trails and paths to provide an
interconnected system which can work as a circulation component as well as providing
recreational opportunities. The County Trail Plan focuses on non-motorized facilities in
order to maintain peace and tranquility for its users. Some trails are shown on all three
maps to imply multi-use trails. Readers should note that internal trail facilities
within the East Bay Regional Perk District parklands are not shown in detail on
figures in this element. Intbimation regarding both Regional Trails and
internal parkland trail facilities may be obtained directly from the East Bay
Regional Park District. These neaps are also consistent with ABAG's Ridge Trail
The Bicycle Trails Plan is shown on Figure 9-5..The following definitions are to be used
in this plan:
Bicycle Trails. These types of trail facilities are designed for bicyclists and
are intended to provide al safe connection between residential neighborhoods,
parks, schools, and other facilities. They will normally accommodate high volumes
of short distance bicycle traffic as well as inter-community movement. When
feasible, bicycle paths between communities are encouraged to be developed on
their own pathways that are physically separated from vehicular traffic.
The Pedestrian Trails Plan is shown on Figure 9-6. The following definitions are used in the
plan:
Pedestrian Trails. All trails included in this plan are major, or primary, trails.
These are intended for travel by individuals or groups of varying skills and ages.
They typically connect important trail use destinations such as major parks and
points of special interest. Pedestrian use
may be paved or, preferably, surfaced
with resilient materials to k i ep down dust and permit travel in all weather.
The Riding (Equestrian) Trails Plan is shown on Figure 9-7. The following definitions
are used in the plan:
9-22
Asterisk In Margin Denotes Text Change
See Underline Italics or Strikeout
GPA for Bicycle and Pedestrian Facilities
County File:GP#07-0006
April 2008 Bos Version
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9. Open Space
Riding Trail. All trails included in this plan are major, or primary, trails. These
are intended for extended travel by riders of varying skills and age groups. They
typically connect important t fail use destinations such as major parks and points of
special interest. Riding trails usually are not paved, but preferably are surfaced
with resilient material to keep down dust and permit travel in .all weather.
Staging Areas. Staging areas are facilities for the assembly of trail user groups and
for the parking of vehicles and accessory vehicles such as horse trailers. They need
to be located adjacent to both trails and access roads. These areas also should be
considered to be trail features and installed by either trail-providing agencies or the
user groups. This is not a complete mapping of appropriate areas but an initial
listing. Specific locations are not shown on Figure 9-7 but will be resolved as part of
the trail planning process.
9-23
Asterisk In Margin Denotes Text Change
See Underline Italics or Strikeout
GPA for Bicycle and Pedestrian Facilities
County File:GP#07-0006
April 2008 BoS Version
9. Open Space
Figure 9-S
Bicycle Trails
9-24
Asterisk In Margin Denotes Text Change
See Underline Italics or Strikeout
GPA for Bicycle and Pedestrian Facilities
County File:GP#07-0006
April 2008 BoS Version
9. Open Space
Figure 9-6
Pedestrian Trails
This Page Left Intentionally Blank
(No Change To Map)
9-25
Asterisk In Margin Denotes Text Change
See Underline Italics or Strikeout
GPA for Bicycle and Pedestrian Facilities
County File: GP#07-0006
April 2008 BoS Version
9. Open Space
Figure 9-7
Riding (Equestrian) Trails
This Page Left Intentionally Blank
(No Change To Map)
9-26
Asterisk In Margin Denotes Text Change
See Underline Italics or Strikeout
GPA for Bicycle and Pedestrian Facilities
County File: GP#07-0006
April 2008 BoS Version
9. Open Space
Private Recreational Facilities. I Increasingly, private developments are being
considered which provide on-site recreational facilities to serve project residents.
These facilities provide project amlenities and are effective sales tools. They may limit
the effect of new homes on the existing public park facilities; but, generally, they
provide compatible facilities to those of the public parks. For this reason, credit from
the park dedication ordinance requirements should only be given where it is clear that
private developments provide facilities which are open to and serve the public.
This plan encourages the placement of such facilities in private developments and
encourages the development of pathways that are integrated in location and design
with those of adjacent projects.
Additionally, there are current uses, such as sanitary landfills or quarries, which upon
completion of their active lives, would enable all or part of the site to revert to recreational
and open space uses. Where the public health can be guaranteed, the preservation of
these areas for recreational and open space purposes should be considered.
In appropriate locations, the provisions of outdoor recreational facilities, e.g. private
campgrounds, could add to the rec�eational diversity of the County. Design of such facilities
needs to be of a high standard to be compatible with the adjacent rural environment.
There are resource areas within the County, e.g., the San Pablo Bay and throughout the
Delta, where substantial potential exists for private recreational development. These
should be encouraged if the projects include programs for environmental enhancements
to their immediate areas and are limited to extensive recreational facilities.
Additional marinas to serve the Delta and the Bay may be permitted in select areas if
they meet the criteria included i the following "Implementation" section.
The joint use of recreational facilities is encouraged. For example, significant potential
exists for trails to be developed i long PG&E and utility pipeline rights-of-way.
The County's role in park and trail planning covers a broad spectrum of concerns. The
County prepares plans for recreational facilities that serve the County population as a
whole and work toward coordination of park and recreation efforts of Federal, State,
regional and local agencies. At the same time, the County is directly responsible for
recreational planning for the unincorporated communities.
In order to ensure that the recreational needs of present and future residents of the
County are provided for during the Planning period, the following goals and policies
were developed.
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PARKS AND RECREATION FACILITIES GOALS
9-36. To develop a sufficient amount of conveniently located, properly designed park
and recreational facilities to serve the needs of all residents.
9-37. To develop a system of interconnected pedestrian, riding and bicycling.trails and
paths suitable for both) active recreational use and for the purpose of
transportation/circulation.
9-27
Asterisk In Margin Denotes Text Change
See Underline Italics or Strikeout
GPA for Bicycle and Pedestrian Facilities
County File: GP#07-0006
April 2008 BoS Version
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9. Open Space
9-38. To promote active and passive recreational enjoyment of the County's physical
amenities for the continued i health, safety and welfare of the citizens of the County.
9-39. To achieve a level of park fl cilities of four acres per 1,000 population.
PARKS AND RECREATION FACILITIES POLICIES
9-40. Major park lands shall be reserved to ensure that the present and future needs
of the County's residents will be met and to preserve areas of natural beauty or
historical interest for future generations. Apply the parks and recreation
performance standards in the Growth Management Element.
9-41. A well-balanced distribution of local parks, based on character and intensity of
present and planned residential development and future recreation needs, shall
be preserved.
9-42. Park design shall be appropriate to the recreational needs and access capabilities of all
residents in each locality.
9-43. Regional-scale public access to scenic areas on the waterfront shall be protected
and developed, and water-related recreation, such as fishing, boating, and
picnicking, shall be provided.
9-44. As a unique resource of State-wide importance, the Delta shall be developed for
recreation use in accordance with the State environmental goals and policies.
The recreational value of the Delta shall be protected and enhanced.
9-45. Public funds from agencies such as the Department of Fish and Game shall be
utilized to purchase levees and acquire easements.
9-46. Public trail facilities shall be integrated into the design of flood control facilities
and other public works whenever possible.
9-47. Recreational development shall be allowed only in a manner which complements
the natural features of the area, including the topography, waterways,
vegetation and soil characteristics.
9-48. Recreational activity shall be distributed and managed according to an area's
carrying capacity with special emphasis on controlling adverse environmental
impacts, such as conflict lbetween uses and trespass. At the same time, the
regional importance of eaclh area's recreation resources shall.be recognized.
PARK AND RECREATION FACILITIES IMPLEMENTATION MEASURES
Ordinances and Programs
9-q. Complete a comprehensive study of all open space lands in the County to
determine the areas that fare most suitable for future park acquisition.
Development Review Process
9-r. Require that new development meet the park standards and criteria included in
the growth management program and set forth in Table 7-3. Ensure that credit
9-28
Asterisk In Margin Denotes Text Change
See Underline Italics or Strikeout
GPA for Bicycle and Pedestrian Facilities
County File: GP#07-0006
April 2008 BoS Version
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9. Open Space
for the park dedication ordinance requirements be given for private recreation
facilities only after a finding has been adopted that the facilities will be open to
and serve the public.
9-s. Permit additional marinas to serve the Delta and the Bay in select areas if they
meet the following criteria:
1) where projects can be clustered and located adjacent to similar uses;
2) along waterways having an adequate channel width as defined by the
State Harbors and Nlavigation Code;
3) in areas having adequate public vehicular access;
4) where off-site improv ements, such as required access roads, can be as-
signed to development;
5) where adequate on-site sewage disposal can be provided;
6) where located in an area served by a public fire protection district; and
7) when such uses will not conflict with adjacent agricultural uses.
Interciovernmental Coordination
9-t. Coordinate with the various school districts in the County to provide for the joint use
of recreation facilities.
9-u. Coordinate funds and programs administered by County government and other
agencies, such as the East Bay Regional Park District, to obtain optimum
recreation facilities development.
9-v. Develop a comprehensive and interconnected series of pedestrian, biking and
riding trails in conjunction with cities, special districts, public utilities and county
service areas.
Funding
9-w. Form a county-wide committee to explore funding sources for recreation and
open space to support regional, community and local park and trails on a
county-wide basis.
9-x. Work with local unincorporated communities to determine the means of
providing local park services where the need presently exists, as well as when
development occurs.
9-y. Increase the park dedication fee to a level which approaches the local park
dedication standards called for in this Plan.
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Asterisk In Margin Denotes Text Change
See Underline Italics or Strikeout
GPA for Bicycle and Pedestrian Facilities
County File:GP#07-0006
April 2008 BoS Version
Exhibit "3"
County Planning Commission
Relsolution No. 12-2008
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RESOLUTION NO. 12-2008
RESOLUTION OF THE COUNTY PLANNING COMMISSION, COUNTY OF
CONTRA COSTA, STATE OF CALIFORNIA, REGARDING A PROPOSED
GENERAL PLAN AMENDMENT (COUNTY FILE: GP#07-0006) AFFECTING
THE LAND USE, TRANSPORTATION/CIRCULATION, AND OPEN SPACE
ELEMENTS AS TO GOALS, POLICIES, IMPLEMENTATION MEASURES
AND MAPS TO PROMOTE THE DEVELOPMENT OF BICYCLE AND
PEDESTRIAN FACILITIES, COUNTYWIDE
WHEREAS, on November 2, 2004, the Board of Supervisors authorized a
General Plan Amendment study for the purpose of updating relevant elements of the
General Plan to promote the development of bicycle and pedestrian facilities, including a
review of General Plan goals, policies, implementation measures, and maps, based on
information and guidance provided under the Contra Costa Transportation Authority's
Countywide Bicycle and Pedestrian Plan; and,
WHEREAS, for the purposes of compliance with the California Environmental
Quality Act (CEQA), and State and County CEQA Guidelines, the Community
Development Department on January 8, 2008 issued a Notice of Public Review and
Intent to Adopt a Negative Declaration of Environmental Significance and an Initial
Study on the proposed General Plan Amendment and the proposed Negative Declaration
was posted and noticed as required by law; and,
WHEREAS, staff prepared a report and recommendation for the County Planning
Commission for its meeting on February 12, 2008 recommending approval of a General
Plan Amendment proposal affecting the Land Use, Transportation/Circulation, and Open
Space elements, which proposed Ito update and/or modify General Plan goals, policies,
implementation measures, and maps for the purpose of promoting the development of
bicycle and pedestrian facilities; and,
WHEREAS, after noticel was lawfully given, the General Plan Amendment
proposal was scheduled for hearing before the County Planning Commission on February
12, 2008, at which time testimony was taken, and, after having fully reviewed, considered
and evaluated all the testimony and evidence submitted in this matter, the hearing was
closed. l
NOW, THEREFORE BE IT RES iOLVED, that the County Planning Commission:
1) HAS CONSIDERED THE PROPOSED NEGATIVE DECLARATION AND
INITIAL STUDY as adequate for purposes of compliance with the California
Environmental Quality Act prior to forwarding a recommendation; and,
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2) RECOMMENDS TO THE BOARD OF SUPERVISORS ADOPTION OF THE
PROPOSED NEGATIVE DECLARATION determination for this project for the
purposes of compliance with the California Environmental Quality Act (CEQA);
and,
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RESOLUTION NO. 12-2008
3) RECOMMENDS TO THE BOARD OF SUPERVISORS ADOPTION OF THE
GENERAL PLAN AMENDMENT FOR DEVELOPMENT OF BICYCLE AND
PEDESTRIAN FACILITIES (COUNTY FILE: GP#07-0006), as presented and
recommended to the County Planning Commission on February 12, 2008 in the
staff report and supplemental staff report, which would amend and add text in the
Land Use Element, Open Space Element, and Transportation and Circulation Element
and add a new map for the purpose of promoting the development of bicycle and
pedestrian facilities, as the second consolidated General Plan Amendment for 2008 to the
Contra Costa County General Plan(2005-2020), as permitted under state law.
NOW THEREFORE BE IT FURTHER RESOLVED, that the County Planning
Commission finds that pursuant �to the Contra Costa County General Plan Growth
Management Element the proposed General Plan Amendment for the development of
bicycle and pedestrian facilities (County File: GP#07-0006) would not cause a violation
of any of the Growth Management Performance standards as described in the Growth
Management Element.
The decision of the County Planning Commission was given on Tuesday, February 12,
2008 by the following vote:
AYES: Commissioners - R. Clark, L. Battaglia, D. Snyder, M. Terrell, and
H. Wong (Chair)
NOES: Commissioners - None
ABSENT: Commissioners - C. Gaddis and M. Murray
ABSTAIN: Commissioners - None
Hyman Wong, Chair of the County Planning Commission, County of Contra Costa, State
of California.
I, Dennis M. Barry, Secretary of the County Planning Commission hereby certify that the
foregoing was duly called and approved on February 12, 2008.
Al
Dennis M. Barry, Secretary of the
County Planning Commission,
County of Contra Costa, State of California
F1Genenl Plan AmendmenulBikc S Pod(nils GPA updaickW m 12-2008.da
Exhibit "4"
Report and Recommendation to the County Planning
Commission, February 12, 2008 (including CEQA
Review - Notice to Adopt a Negative Declaration along
with Initial Study, listed under Exhibit "A'1,
And,
Supplemental Staff Report to the County Planning
Commission, FebruaIry 12, 2008 (including written
comments on the General Plan Amendment proposal
received by the County Planning Commission and staff
response to written comments)
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Agenda Item# 3
Community Development Contra Costa County
CONTRA COSTA COUNTY PLANNING COMMISSION
TUESDAY, FEBRUARY 12, 2008, 7:00 P.M.
STAFF REPORT AND RECOMMENDATIONS
I. INTRODUCTION
GENERAL PLAN AMENDMENT FOR BICYCLE AND PEDESTRIAN FACILITIES
(COUNTY FILE: GP#07-0004 A County-initiated proposal to amend the Land Use,
Transportation/Circulation, and Open Space elements of the Contra Costa County General
Plan (2005-2020) to add and/or modify the General Plan text and map as to goals,policies
and implementation measures related to the development of bicycle and pedestrian facilities.
II. RECOMMENDATION
Staff recommends that the County Planning Commission forward a recommendation to the
Board of Supervisors as follows:
a. Adopt the proposed Negative Declaration determination for this project for the
purposes of compliance with the California Environmental Quality Act(CEQA). See
Exhibit "A" to this report
b. Adopt the General Plan Amendment for Bicycle and Pedestrian Facilities (Count),
File: GP#07-0006) which would amend text in the Land Use Element, Open Space
Element, and Transportation and Circulation Element of the General Plan and add a
new map, as described in more detail under Exhibit`B"to this report.
III. BACKGROUND
In December of 2003, the Contra Costa Transportation Authority (CCTA) adopted a
Countywide Bicycle and Pedestrian Plan. The Countywide Bicycle and Pedestrian Plan
outlines the bicycle and pedestrian needs in Contra Costa County and encourages local
efforts to improve the environment for bicycling and walking in the County. The Board of
Supervisors has directed the Community Development Department to prepare a General Plan
Amendment proposal that would update the relevant elements of the General Plan to include
information and guidance provided by the Countywide Bicycle and Pedestrian Plan, as
appropriate. See under Exhibit"C"to this report an Executive Summary excerpted from the
CCTA CountyAdde Bicycle and Pedestrian Plan (Dec. 2003)
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Open Space Element—Clarifying role of Pedestrian Trails
The proposed changes to the Open Space Element are minor in nature. These text changes
are intended to clarify and distinguish the differences between equestrian, hiking, and
pedestrian trails. Specifically, new text relating to pedestrian trails would be added. The
proposed text changes are contained in Section 9.8 Park and Recreation Facilities,beginning
at page 9-22 would read as follows (changes are highlighted in italics underline):
Trails and Paths. Trails provide a linear corridor that is primarily for non-motorized
use.pedestrian,equestrian and bicycle use. Most trails in the County are established for
recreational use,though increasingly some are utilized for commute and transportation
purposes. As such this plan is functionally also a part of the General Plan's
Transportation and Circulation Element:Note that there are additional policies relating
to the transportation aspect of on-street bikeways and trails in the Transportation and
Circulation Element.This section ofthe Parks and Recreation Plan is divided into
three separate componentsI dealing with equestrian,pedestrian and bicycle facilities.
In many cases,trails can be utilized for more than one purpose. For ease of
presentation,these three trail plan components are discussed and mapped separately.
While the trails plan is county-wide and relies heavily on municipal plans in these
areas, not all trails within those areas are shown; only the regional links are
included. This plan encourages development of local feeder trails and paths to
provide an interconnected system which can work as a circulation component as
well as providing recreational opportunities. The County Trail Plan focuses on non-
motorized facilities in order to maintain peace and tranquility for its users. Some
trails are shown on all three maps to imply multi-use trails. Readers should note
that trail facilities within the East Bay Rerional Park District parklands are not
shown in detail on figures in this element. Information retarding these facilities
mat,be obtained directly,from the East Bav Regional Park District These maps
are also consistent with)ABAG's Bav Trail Map and the Bav Area Ridee Trail
The Bicycle Trails Plan is shown on Figure 9-5. The following definitions are to be
used in this plan:
Bicycle Trails. There tunes of trag facilities are designed for bieyeftsU and are intended
to provide a safe connection between residential neighborhoods,parks,schools, and other
facilities and destinations. They will normally accommodate high volumes of short
distance bicvcle traffic as well as inter-community movement. When feasible,bicycle
paths between communities are encouraged to be developed on pathways that are
physically separated froml vehicular traffic.
The Pedestrian Trails Plan is shown on Figure 9-6.The following definitions are used in
the plan: ILs Pedestrian Trails. All s included in this plan are mayor,or primary,trails. These are
intended for travel by individuals or groups of varying skills and ages. They typically
connect important trail use destinations such as major parks and points of special interest
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V. STAFF DISCUSSION /ANALYSIS
The General Plan Amendment proposal would better align the County's policies concerning
bicyclists and pedestrians in tl;e General Plan with the CCTA Countywide Bicycle and
Pedestrian Plan. The proposal updates the County s approach toward the design and
construction of streets to recognize and reflect that streets do more than move vehicles.
Streets are important to many users and every effort should be made to accommodate
multiple modes of travel (e.g. transit,bicycling, and walking).The proposal is also intended
to support the Board of Supervisors efforts to promote a"healthy"built environment in the
unincorporated areas of the County by encouraging the enhancement of existing bikeways
and pedestrian facilities, and their use, as a means of transportation that are not only an
alternative to the automobile but also promote healthy lifest=yle choices for residents. (2)
Finally, this proposal provides a policy basis that responds to a new requirement in the
Growth Management Programlunder Measure J (the continuation of the County's half-cent
transportation sales tax and implementation program for 25 more years),which was approved
by the voters in November 2004 and becomes effective in 2009. Under Measure J, each
jurisdiction "shall incorporate,!policies and standards into its development approval process
that support transit, bicycle andpedestrian access in neiv development. " (3)
The proposed revisions to the Land Use Element,Open Space Element,and Transportation/
Circulation Element have been reviewed by the Community Development Department,the
Public Works Department and the Health Services Department.The resulting comments from
the staff of these respective departments were incorporated into the General Plan Amendment
proposal.
VI. CEQA DETERMINATIONI
An Initial Study was prepared for this project in accordance with the requirements of the
California Environmental Quality Act(CEQA). The Initial Study determined that the project
would not result in a significant impact on the environment. A Notice of Public Review and
Intent to Adopt a Proposed Negative Declaration was issued on January 8,2008 setting a 30-
day public review-period which closed on February 8, 2008.This Notice to Adopt aNegative
Declaration along with Initial)Study is attached as Exhibit "A"to this report.
The Negative Declaration/Initial Study,which included the proposed text and map changes
to the General Plan, was widely distributed to agencies and organizations within Contra
Costa County. This distribution included each of the nineteen cities in Contra Costa County,
the Contra Costa Transportation. Authority (CCTA), Metropolitan Transportation
Commission (MTC), California Department of Transportation (Caltrans), and numerous
bicycle and pedestrian organizations within Contra.Costa County.
(2) See Contra Costa County Board of Su ervi fors,2/6/2007.Board Order:Report and Recommendation on the Built Environment and
P i P
Public Health for discussion about the"Complete pStreet"approach and statement to encourage bicycling and walking as healthy
alternatives to automobile travel.
(3) See page 24,Measure J:Transportation Sales Tax Expenditure Plan,July 21,2004.Contra Costa Transportation Authority(OCTA).
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Exhibit A: Negative Declaration/Initial Study (January 8,
2008)
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c ar,n m urn lty Contra Dennis M.Barry,A1CP
Development Costa
Department County
County Administration Building JAN 0 2008 [Di
651 Pine Street
Fourth Floor, North Wing S.L. WEIR;COUNTY CLERK .
Martinez, California 94553-1229 CONTRA COSTA COUNTY
BY '57 DEPUTY
Phone:(925) 335-1314 DATE: January 8,2008
� coax
NOTICE OF PUBLIC REVIEW AND INTENT TO ADOPT A PROPOSED
NEGATIVE DECLARATION
County File # GP07-0006
Pursuant to the State of California Public Resources Code and the"Guidelines for Implementation of
the California Environmental Quality Act of 1970"as amended to date,this is to advise you that the
Community Development Department of Contra Costa County has prepared an initial study on the
following project:
A Countv Initiated General Plan Amendment for Bicvcle and Pedestrian Facilities (County File
GP07-0006). The County is proposing a General Plan Amendment to the Land Use,Transportation
and Circulation, and Open Space elements.of the Contra Costa County General Plan (2005-2020).
The proposed amendment is a change in the text and map of the General Plan as to policies related to
Bikeways and Pedestrian Facilities. The
e policies affect all of unincorporated Contra Costa County.
The proposed amendment has been determined to have no significant environmental impacts.
A copy of the negative declaration and all documents referenced in the negative declaration may be
reviewed in the offices of the Community Development Department, and Application and Permit
Center at the McBrien Administration Building, North Wing, Second Floor, .651 Pine Street,
Martinez, during.normal business hours.
Public Comment Period-The period for accepting comments on the adequacy of the environmental
documents extends to 5:00 P.M., February 8, 2008. Any comments should be in writing and
submitted to the following address:
James Cisney
Community Development Department
Contra Costa County
651 Pine Street,North Wing, 4th Floor
Martinez, CA 94553
Environmental Checklist Form
1. Project Title: General Plan. Amendment for the Countywide
Bike/Pedestrian Facilities (County File: #GP07-
0006)
2. Lead Agency Name and Address: Contra Costa County
Community Development Department
651 Pine Street
Martinez, CA 94553
3. Contact Person and Phone Number: James Cisney
Ph# (925) 335-1314
4. Project Location: Countywide
5. Project Sponsor's Name and Address: Contra Costa County
Community Development Department
651 Pine Street
Martinez, CA 94553
6. General Plan Designation: Nonspecific
7. Zoning: Nonspecific
8. Description of Project: An amendment to the Land Use,
Transportation/Circulation, and Open Space
Element of the.Contra Costa County General Plan
(2005-2020) as to policies and a map related to
Bikeways and Pedestrian Facilities. (See attached
text and map).
9. Surrounding Land Uses and Setting: Bikeways and Pedestrian Facilities occur within and
among residential areas, commercial and office
districts, rural areas, transit lines, parks and open
space. (See attached maps).
10. Other public agencies whose None.
approval is required (e.g. permits,
financing, approval, or
participation agreement).
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DETERMINATION
On the basis of this initial evaluation:
X I find that the proposed project COULD NOT have a significant effect -on the
environment, and a NEGATIVE DECLARATION will be prepared.
I .find that although the proposed project could have a significant effect on the
environment, there will not be a significant effect in this case because the mitigation
measures described on an attached sheet have been added to the project. A MITIGATED.
NEGATIVE DECLARATION.will be prepared.
I find that the proposed project MAY have a significant effect on the environment, and an
ENVIRONMENTAL IMPACT REPORT is required.
I find that the proposed project MAY have a significant effect(s) on the environment, but
at least.one effect (1) has been adequately analyzed in an earlier document pursuant to
applicable legal standards, and (2) has been addressed by mitigation measures based on
the earlier analysis as described on. attached sheets, if the effect is a "potentially
significant impact" or I "potentially significant unless mitigated." An
ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only the effects
that remain to be addressed.
I find that although the proposed project could have a significant effect on the
environment, there WILL NOT be a significant effect in this case because all potentially
significant effects (a) have I been analyzed adequately in an earlier EIR pursuant to
applicable standards and (b) have been avoided or mitigated pursuant to that earlier EIR,
including revisions or mitigation measures that are imposed upon the proposed project.
Sidi e Date 1
Jam s Cisney
Project Planner
Contra Costa County Community Development Department
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EVALUATION OF ENVIRONMENTAL IMPACTS
Potentially
Significant
Potentially Unless Less Than
Significant Mitigation Significant No
Impact Impact Impact Imnact
I. AESTHETICS—.Would the project:
a. Have a substantial adverse effect on
a scenic vista?(Sources: 1;2 &3) X
b. Substantially damage scenic
resources, including but not limited
to, trees, rock outcroppings, and
historic buildings within a state :
scenic highway?(Sources: 1, 2 &3) X
C. Substantially degradel the existing
visual character or quality of the site
and its surroundings?
(Sources: 1, 2 & 3) X
d. Create a new source of substantial
light or glare that would adversely
affect day or nighttime views in the
area?(Sources: 1, 2 &3) . X
SUMMARY:
No impact.
DISCUSSION:
The.proposed action would amend the Land Use, Transportation/Circulation, and Open Space Elements to
the Contra Costa County General Plan(2005-2020)to clarify and enhance policies relating to the.Bikeways
and Pedestrian Facilities by revising the text and maps. The change in text is intended to support efforts to
promote a healthy built environment in unincorporated Contra Costa County by encouraging the use and
enhancement of existing bikeways and .pedestrian facilities and to promote the development of new
bik=eways and pedestrian facilities! and their use, as means. of public transportation. The proposed action
does not confer any entitlement ori approval of development and no direct physical construction will result
from the adoption of the new text. Because the action confers no entitlement or development approval,
there is no direct adverse impact to scenic resources or visual character with this action.
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Potentially
Significant
Potentially Unless Less Than
Significant Mitigation Significant No
Impact Impact Impact Impact
III. AIR QUALITY — Where available, the significance criteria established by the applicable air
quality management or air pollution .control district may be relied upon to make the following
determinations. Would the project:
a. Conflict with or obstruct
implementation of the applicable air
quality plan?(Source: 1I,2,&9) X
b. Violate any air quality standard or
contribute to an existing or projected
air quality violation? (Source: 1, 2 & X
9)
C. Result in a cumulatively
considerable net increase of any
criteria pollutant for Which the
project.region is a non-attainment
under an applicable federal or state
ambient air quality standard
(including releasing emissions which.
exceed quantitative thresholds for
ozone precursors)? (Source: 1, 2 & X
9)
d. Expose sensitive Lceptors . to
substantial pollutant concentrations?
(Sources: 1, 2 &9) X
e. Create objectionable odors affecting
a substantial number of people?
(Source: 1, 2 & 9). X .
SUMMARY:
No Impact
DISCUSSION:
The proposed action to amend the text and maps of the Land Use, Transportation/Circulation, and Open
Space Elements to the Contra Costa County General Plan (2005-2020)encourages the development and use
of bikeways and pedestrian facilities as a means of transportation and to promote public health. This
amendment does not confer any entitlement, or approval, of the development of bikeways or pedestrian
facilities. Because the action confers no entitlement or development approval,there would be no change in
the built environment that would affect air quality due to this action. The proposed'action does not conflict
with any air quality plans. As an encouragement to non-vehicular use. the text in this amendment supports
actions that will contribute to improved air quality. Therefore, no adverse impact to air quality is expected
as a result of this text chain ae.
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f.. Conflict with the provisions. of an
adopted Habitat Conservation Plan,
Natural. Community (Conservation
Plan, or other approved local,
regional or state habitat conservation .
plan? (Sources: 1, 2, 31 4, 10, 11, &
14) X
SUMMARY:
No Impact
DISCUSSION:
The proposed action to amend the(text and maps of the Land Use,.Transportation/Circulation, and Open
Space Elements to the Contra Costal County General Plan(2005-2020)encourages the development and use
of bikeways and pedestrian facilities as a means of transportation and to promote public health. This
amendment does not confer any entitlement, or approval, of the development of bikeways or pedestrian .
facilities. Because the action confers no entitlement.or development approval, no biological resources will
be impacted due to this action. This action will also not lead to any changes to existing policies,ordinances,
the Habitat Conservation Plan or the Natural Community Conservation Plan. In summary,this amendment
to the General Plan will have no adverse impact on biological resources.
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Potentially
Significant
Potentially Unless Less Than
Significant Mitigation Significant No
Impact Impact Impact Fact
VI. GEOLOGY AND SOILS—Would the project: .
a. Expose people . or structures to
potential substantial adverse effects,
including the risk of loss, injury, or
death involving:
1. Rupture of a known earthquake
fault, as delineated on the most
recent Alquist-Priolol Earthquake
Fault Zoning Map issued by the
State Geologist for thei area or based
on other. substantial evidence of a
known fault? Refer to Division of
Mines and Geology Special
Publication 42. (Source: 1. 2. 4 & 8) X
2. Strong.seismic ground shaking?
(Source: 1, 2, 4& 8) X
3. Seismic-related I ound failure,.
including liquefaction?(Source: 1, 2;
4 & 8) X
Landslides?(Source: 1,21 4 & 8) X
-b. Result in substantial soil erosion or
the.loss of topsoil?(Source: 1, 2, 4&
8) X
C. Be located on a geologic unit or soil
that is unstable, of that would
become unstable as a result of the
project, and potentially result in on-
or off-site landslide, lateral
spreading,. subsidence, liquefaction
or collapse?(Source: 1, 2, 4 & 8) X
d. Be located on expansive soil, as
defined in Table 18-1-B of the
Uniform Building (Code (1998), .
creating substantial asks to life or
property? (Source:1,�2,4 & 8) X
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Potentially
Significant
Potentially Unless Less Than
Significant Mitigation Significant No
Im act Impact Impact Impact
VII. HAZARDS AND HAZARDOUS MATERIALS—Would the project:
a. Create a significant h.d to the public
or the environment through the routine
transport, use or disposal of hazardous X
materials?(Source: 1,2,4, & 12)
b. Create a significant hazard to the public
or the environment through reasonably
foreseeable upset and accident
conditions involving the release of
hazardous materials into the X
environment?(Source: 1, 2,4,& 12)
C. Emit hazardous emissions or -handle.
hazardous or acutely hazardous
materials, substances or waste .within
one-quarter mile of an existing or X
proposed school?(Source: 1,2,4,& 12)
d. Be located on a site which is included on
a list of hazardous materials sites
compiled pursuant to Government Code
Section 65862.5 and, as a result, would
it create a significant) hazard to the
public or the environment?(Source: 1,2,
4,& 12) X .
e. For a project located within an airport
land use plan or, where)such a plan has
not been adopted, within two miles of a
public airport or public use airport,
would the project result in a safety
hazard for people residing or working in
the project area?(Source: 1,2,4, & 12) X
f. For a project within the vicinity of a
private airstrip, would the project result
in a safety hazard for people residing or
working in the project area? (Source: 1., X
2,4,& 12)
g. Impair implementation of or physically
interfere with an adopted emergency
response plan or emergency evacuation
plan?(Source: 1,2,4,R 12)
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Significant
Potentially Unless Less Than
Significant Mitigation Significant No
)pact ]fact lmnact Impact
VIII. HYDROLOGY AND WATER QUALITY—Would the project:
a. Violate any water quality standards
or waste discharge requirements?
(Source: 1,2,4 & 10) X
b. Substantially .deplete groundwater
supplies or interfere substantially
with groundwater recharge such that
there would be a net deficit in
aquifer volume or a lowering of the
local groundwater table (e.g., the
production rate . of pre-existing
nearby wells would drop to a level
which would not support existing
land uses or planned uses for which
permits have been granted)? (Source:
1.2, 4&10) X
C. Substantially alter the existing
drainage pattern of the site or area,
including through the alteration of
the course of a stream or river, in a
manner that would result in
substantial erosion orsiltation on- or
off-site? (Source: 1,2,4 & 10) X
d. Substantially .alter I the existing
drainage pattern of the site or area, .
including through the alteration of
the course of a stream or river,.or
substantially increase the rate or
amount of surface I run-off in a
manner that would result in flooding
on-or off-site?(Source: 1, 2,4 & 10) X
e. Create or contribute runoff water that
would . exceed thel capacity of
existing or planned storm water
drainage systems or provide
substantial additional sources of
polluted runoff? (Source: .1, 2, 4 & X
10)
f. Otherwise substantially degrade
water quality? (Source: 1, 2, 4 & 10) X
g. Place housing within a . 100-year
flood hazard area as mapped on .a
Federal Flood Hazard Boundary or
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Significant
Potentially Unless Less'pian
Significant Mitigation Significant No
Impact Impact Impact Impart
IX. LAND USE AND PLANNING Would the project:
a. . Physically divide an established
community? (Sources: 1, 2,4 &7) X
b. Conflict with any applicable land use.
plan, policy, or the regulation of an
agency with jurisdiction overthe
project (including, butlnot limited to
the general plan, specific plan, local
coastal. program,. or zoning
ordinance) adopted for the purpose
of avoiding or , mitigating an
environmental effect? (Sources: 1, 2,
4& 7) X
C. Conflict with any applicable habitat
conservation plan I or natural
community conservation plan?
(Sources: 1, 2,4 & 7) X
SUMMARY:
No Impact
DISCUSSION: .
The proposed. action to amend the text and maps of the Land Use, Transportation/Circulation, and Open
Space Elements to the Contra Costa County General Plan(2005-2020)encourages the development and use
of bikeways and pedestrian facilities as a means of transportation and to promote public health. This
amendment does not confer any entitlement..or approval, of the development of bik=eways or pedestrian
facilities. Because the action confers no entitlement or development approval, there will be no impact to
any land use plan, policy, regulations or existing communities as a result of this action and therefore no
new adverse effects or risks will be created. To summarize, this amendment to the General Plan will have
no adverse impact on land use and iplannin&
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Potentially
Significant
Potentially Unless Less Than
Significant Mitigation Significant No
Impact Impact Impact imm
XI. NOISE—Would the project result in:
a. Exposure of persons to or generation of
noise levels in excess of standards
established in the local general plan or
noise ordinance, or applicable standards
of other agencies?(Source: 1,2,4,&5) X
b. Exposure of persons to, or generation of,
excessive: ground borne vibration or
ground borne noise levels?(Source: 1;2,
4,&5) X
C. A substantial permanent increase in
ambient noise levels in the project
vicinity above levels existing without the .
project? (Source: 1,2,4,1&5) X
d. A substantial temporary or periodic
increase in ambient noise levels in the
project vicinity above Ilevels existing
without the project? (Source: 1, 2, 4; & X
5)
e. For a project located within an airport
land use plan or, where Isuch a plan-has.
not been adopted, within two miles of a
public airport or public use airport,
would the project expose people residing
or working .in the .project area. to
excessive noise levels? (Source: 1, 2, 4.,
&5) I x
f. For a project within the vicinity of a
private airstrip;would thIe project expose
people residing or working in the project
area to excessive noise levels? (Source:
1,2,4,& 5) X
SUMMARY:
No Impact
DISCUSSION:
The proposed action to amend the text and maps of the Land Use, Transportation/Circulation, and Open
Space Elements to the Contra Costa County General Plan(2005-2020)encourages the development and use
of bikeways and pedestrian facilities as a means to promoting public health. This amendment does not
confer any entitlement, or approval, of the development of bikeways or pedestrian facilities. Because the
action confers no entitlement or development approval, there will be no impact as to noise exposures as a
result of this action and therefore no new adverse effects or risks will be created.
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Potentially
Significant
Potentially Unless Less Than
Significant Mitigation Simificant No
I_L 1—Ract Imo_ ImT)a t
XIII. PUBLIC SERVICES
a. Would the project 'result in
substantial adverse physical impacts
associated with the provision of new
or physically altered governmental
facilities, need for new or physically
altered governmental I facilities, the
construction of which could cause
significant environmental impacts, in
order to maintain acceptable service
ratios, response times or other
performance objectives for any of
the public services?..
(Sources: 1, 2, 3, 4& S)
1. Fire Protection? X
2. Police Protection? -X
3. Schools? ..x
4. Parks? X
5. Other public facilities? X
SUMMARY:
No Impact
DISCUSSION:
The proposed action to amend the text and maps of the Land Use, Transportation/Circulation, and Open
Space Elements to the Contra Costa County General Plan(2005-2020)encourages the development and use
of bikeways and pedestrian facilities as a means of transportation and to.promote public health. This
amendment does not confer any entitlement, or approval; of the development of bik=eways or pedestrian
facilities. Because the action confers no entitlement or development approval, there will be no impact to
government services or facilities as a result of this action and therefore no new adverse effects or risks will
be created.
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Potentially
Significant
Potentially Unless Less Than
Significant Mitigation Significant No
Impact Impact Impact Impact
XV. TRANSPORTATION/TRAFFIC—Would the project:
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a. Cause an increase in Itraffic that is
substantial in relation to the existing
traffic load and capacity of the street
system (i.e. result inl a substantial
increase in either the number of
vehicle trips, the volume to capacity
ratio. on roads, or congestion at
intersections?(Source: 1, 2, 3 &4) X
b. Exceed, either individually . or
cumulatively, a level of service
standard established by the county
congestion management agency for
designated roads or highways?
(Source: 1, 2, 3 &4) }{
C. Result in a .change in air traffic
patterns, including either an increase
in traffic levels or a change in
location that results I in substantial
safety risks?(Source: 11, 2,3 & 4) X
d. Substantially increase!lhazards due to
a design feature (e.g. sharp curves or
dangerous intersections) or
incompatible uses I (e.g. farm
equipment)?(Source:11, 2, 3 &4) X
e.. Result in inadequate emergency
access?(Source: 1, 2,13 &4) X
f. Result in inadequate parking
capacity?(Source: 1, 2, 3 &4) X
g. Conflict with adopted policies, plans
or programs supporting alternative
transportation (e.g., I bus turnouts,
bicycle racks)?(Source: 1, 2, 3 &4) X
SUMMARY:
No Impact.
DISCUSSION:
The proposed action to amend the text and maps of the Land Use, Transportation/Circulation, and Open
Space Elements to the Contra Costa County General Plan (200572020)encourages the development and use
of bikeways and pedestrian facilities as a means of transportation and to promote public health. This
23
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Potentially
Significant
Potentially Unless Less Than
Significant Mitigation Significant No
Impact Impact Impact Fact
XVI. UTILITIES AND SERVICE SYSTEMS-Would the•project:
a. Exceed . wastewater treatment
requirements of the applicable
Regional Water Quality Control
Board?(Sources: 2, 3, 4', 8,.& 10) X
b. Require or result in the construction
of new water or wastewater
treatment facilities or expansion of
existing facilities, the construction of
which could cause significant
environmental effects? (Sources: 1,
2,3, 4, 8, & 10) X
C. Require or result in the construction
of new storm water drainage
facilities, the construction of which
could causesignificant
environmental effects? (Sources: 1,
2, 3, 4, 8, & 10) X
d. Have sufficient water supplies
available serve the project from
existing entitlements and resources,
or are new or expanded entitlements
needed? (Sources: 1, 2, 3, 4, 8, & 10) X
e. Result in a determination by the
wastewater treatment provider that
serves or may serve the project that it
has adequate capacity to serve the
project's projected I demand in
addition to the provider's existing
commitments? (Sources: 1, 2, 3, 4, 8,
& 10) X
f. Be served by a landfill with
sufficient permitted capacity to
accommodate the project's waste
disposal needs? (Sources: 1, 2, 3, 4,
8. & 10) X
CFComply with federal, state and local
statutes and regulations related to
solid waste? (Sources: 1,2,3,4, 8, &
10) X
SUMMARY: .
No Impact
25
Potentially
Significant
Potentially Unless Less Than
Significant Mitigation Significant No
Impact lmnact Fact . Impact
XVH. MANDATORY FINDINGS 0171 SIGNIFICANCE
a. Does the project have the potential to
degrade the quality of the
environment, substantially reduce
the habitat of a fishy and wildlife
species, cause a fish or wildlife.
population to drop below self-
sustaining levels, threaten to
eliminate a plant or . animal
community, reduce the number or
restrict the range of a rare or
endangered plant or animal or
eliminate important examples of the
major periods of California history
or prehistory?. X
b. Does the project have impacts that
are individually limited, . but
cumulatively I considerable?
(Cumulatively considerable means
that the incremental effects of a
project are considerable when
viewed in connection with the effects
of past projects, the effects of other
current projects, and the effects of
probable future projects)? X
C. Does the project have environmental
effects that will cause substantial
adverse effects on human beings,
either directly or indirectly? X
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SUMMARY: .
No impact..
DISCUSSION:
The proposed action to amend the text and maps of the Land Use, Transportation/Circulation, and Open
Space Elements to the Contra Costa County General Plan(2005-2020)encourages the development and use
of bikeways and pedestrian facilities.as a means of transportation and to promote public health. This
amendment does not confer any entitlement, or approval, of the development of bikeways or pedestrian
facilities. Because the action confers no entitlement or development approval, there will be no direct
impact to the environment as to natural systems,cultural artifacts, or human beings as a result of this action
and therefore no new adverse effects or risks would be created. Indirectly, this text amendment may have
the effect of promotingan expansion of bike and pedestrian networks throughout the County. There fore,
there could be said to be a cumulative, indirect effect as a result of this action. Because the action is
27
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GENERAL PLAN AMENDMENT FOR BICYCLE AND
PEDESTRIAN FACILITIES (COUNTY FILE: GP#07-0006)
• PROPOSED REVISIONS (IN UNDERLINE ITALICS OR
STRIKEOUT) TO !GENERAL PLAN TEXT RELATING TO
BICYCLE AND PEDESTRIAN FACILITIES IN THE LAND
USE, TRANSPORTATION/CIRCULATION, AND OPEN
SPACE ELEMENTS
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• NEW MAP FOR TRANSPORTATION/CIRCULATION
ELEMENT - BICYCLE FACILITIES NETWORK
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CHAPTER 3. LAND USE ELEMENT
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EXCERPT FROM LAND USE ELEMENT, COUNTYWIDE LAND
USE ELEMENT IMPLEMENTATION MEASURES, BEGINNING
AT PAGE 3-39, SEE ;TEXT WITH UNDERLINE ITALICS FOR
NEW IMPLEMENTATION MEASURES FOR PEDESTRIAN AND
BICYCLE FACILITIES
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3. Land Use Element
Asterick In Margin Denotes Text Change
See Underline Italics or Strikeout
SPA for Bicycle and Pedestrian Facilities
County File: GM7-0006
Jan. 2008 Version
3-ak Review and revise all commercial districts defined in the Zoning Ordinance to
ensure that the regulations do not allow uses in the districts that are
inconsistent with this General Plan.
Pedestrian and BfCwrCle iFacffties
3-al Refer to the Transportation and Circulation Element of this General Plan and
related 'policy guidance of its Specific Plans, to ensure that pedestrian and
blcvcle facilities are routinely accommodated in land use development.
3-am Periodically review and update the Open Space clement of this General Plan,
to reflect the network ofi non-motorized pedestrian, bicycle and eauestrian
facilities in the County.
3-an . Reauire new residential and commercial devel6pments to provide pedestrian
and bicycle facilities within the development.
3-ao When appropriate residential and commercial developments should
contribute to off site improvements of these facilities to ensure safe and
efficient connections from the development to maior destination areas:
POLICIES FOR SPECIFIC GEOGRAPHIC AREAS
There are adopted policies for specific geographic areas .of the County which need
to be referenced in addition to the countywide policies and implementation
measures discussed throughout this plan. The areas for which these policies exist
are shown on Figure 3-2 entitled "Unincorporated Communities with Adopted Area
Policies." The policies for the a leas shown on Figure 3-2 are as follows:
POLICIES FOR THE EAST CO IUNTY AREA
Land Use f
The following policies shall guide development in the East County Area:
3-47. This Plan directs most of the residential and commercial growth that is
anticipated to occur in the unincorporated East County area during the
planning period into the Oakley community, with smaller amounts of
recreation-oriented development allowed on Bethel Island.
3-48. Docks .and marinas permitted by the implementing zoning district shall be
considered for approval In certain designated Delta Recreation areas based
upon the following crit ieria:
(a) where projects can be clustered and located adjacent to similar uses;
(b) along waterways having an adequate channel width as defined by the
State Harbors and Navigation Code;
(c) in areas having adequate public vehicular access;
(d) where off-site improvements, such as required access roads, can be
assigned to development;
(e) where adequate on-site sewage disposal can be provided;
(f) where located in a�n area,served by a public fire protection district; and
(g) where such uses will not conflict with adjacent agricultural uses.
3-39
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CHAPTER 5. TRANSPORTATION/CIRCULATION ELEMENT
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THE ENTIRE TRANSPORTATION/CIRCULATION ELEMENT
CHAPTER IS PROVIDED WITH TEXT HIGHLIGHTED IN
UNDERLINE ITALICS OR STRIKEOUT TO REFLECT EDITS
AND/OR ADDITIONS WHERE APPROPRIATE FOR BICYCLE
AND PEDESTRIAN FACILITIES
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Asterick(*)In Margin Denotes Text Change
See Underline Italics or Strikeout
GPA for Bicycle and Pedestrian Facilities
County File:GP##07-0006
Jan.2008 Version
S. TRANSPORTATION AND CIRCULATION ELEMENT
5.1 INTRODUCTION
The purpose of this Element of the Contra Costa County General Plan is to establish
transportation goals and policies l and to establish specific implementation measures to
assure that the transportation system of the County will have adequate capacity to
serve planned growth in Contra Costa County through the year 2020. The intention of
this Element is to provide a plan and implementing measures for an integrated,
multi-modal transportation system that will safely and efficiently meet the
transportation needs of all economic and social segments of the County and.provide for
the transport of goods and services throughout Contra Costa County.
The transportation system outlined in this Element recognizes on the one hand the
limited availability of transportation funding and, on the other hand, 'iqeFeased demands
the growing need for improved accessibility to
the activities important to our quality of life. As a result, the Element emphasizes the
efficient use of the existing transportation system_,
systems,tFaFlSit and cost effective enhancements to this system to accommodate
planned growth consistent with the Land Use Element. theles, `The County will
continue to seek revenue from a variety of sources for needed transportation
improvements and to work toward the establishment of .new and creative funding
mechanisms (i.e.,. private/public and regional partnerships) consistent with the goals
and policies of the Growth Management Element and Measure C - 1988. The County
will also seek improved land usel patterns in Contra Costa that reduce the need to travel
lona distances to meet our daily needs.
LEGAL AUTHORITY
The Transportation and Circulation Element is prepared pursuant to Section 65302(b) of
the California Government Code. This Element has been a mandatory component of
local General Plans since 1955. I he Transportation and Circulation Element is required
to address the location and extent of existing and planned transportation routes,
terminals, and other local public utilities and facilities: It is further required to be
consistent.with the other elements of the General Plan, accommodating future travel
demand and contributing to, rather than inhibiting, the attainment of desired land use
patterns in the Land Use Element.
5.2 RELATIONSHIP TO OTHER ELEMENTS
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Section 65300.5 of the California Government Code requires that the various elements
of a General Plan comprise an integrated, internally consistent, and compatible
statement of policies for the adopting agency. The law emphasizes that the
Transportation and Circulation Element be coordinated with the Land Use Element. The
transportation plan, policies, and implementing measures established by this Element
comply with the requirement by utilizing the same projections of future population and
economic activity as does the Land Use Element, by using the same geographic
5-1
S. Transportation and Circulation Element
Ar:
5.4 ORGANIZATION OF TRANSPORTATION AND CIRCULATION ELEMENT
This Transportation and Circulation Element addresses roadways, transit, bikeways, and
transportation demand management (TDM) programs, as well- as air, rail, and water
transportation facilities. The format of the Element is as follows:
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1. An analysis of existing ani future transportation needs.
2. The fundamental concept that shapes this element.
3. A presentation of goals, policies and implementation programs for each of the
.following topics:
o Roadways and transit
o Transportation System Management
o Pedestrian Facilities and Bikeways
o Scenic Routes
o Airports and Heliports
o Ports and Proprietary Wharves
o Railroads
Note that the required discussion of terminals is provided as part of the treatment of
airports, heliports, ports, proprietary wharves, and railroads.
5.5 EXISTING AND FUTURE TRANSPORTATION NEEDS
Travel conditions in Contra Costal County are greatly influenced by its location on the
eastern side of the San Francisco Bay metropolitan region (see Figure 5-1). Bridges,
freeways, and trains link Contra Costa to every part of the Bay Area. Commute patterns
are especially affected by the employment centers in San Francisco and Alameda County,
and the residential areas of Solan, o County. It is estimated that 42 percent of work trips
originating in Contra Costa are destined for another Bay Area county.
Such inter-county travel patterns require that the Transportation and Circulation Element
recognize the,impacts of development outside Contra Costa County in addition to projected
development inside the County. I The Element accomplishes this task by incorporating
projections of future population and employment activity in the remaining eight Bay Area
counties for the year 2020. These projections were prepared by the Association of Bay Area
Governments, and were combined with the Contra Costa data to estimate the influence of
regional growth on the level andl orientation of travel in the County. Estimates of inter-
regional traffic, primarily from the Central Valley, were also included in the forecasts.
EXISTING NETWORK
The County's transportation system is comprised of a network of Federal, State and
County roads, regional transit systems, bikeways, elderly and disabled transportation
services (paratransit), as well as air, water and rail service, and pipelines. Pipelines are
discussed in the Safety Element.
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5. Transportation and Circulation Element
Figure 5-1
Map of the East Bay Regional Transportation System
This Pa a Left Intentionally Blank
(No Change To, Map)
5-5
S. Transportation and Circulation Element
Bikeways
County bikeways include both on-road and off-road facilities which aye operated and
maintained by the County, cities, the East Bay Regional Park District and the East Bay
Municipal Utility District. As part of this effort it has become apparent that bicycling .
remains a popular form of recreation as well as a viable form of transportation for many
residents in the County. It has also been estimated that lower income residents of
Contra Costa County are three times more likely to choose a bicycle to commute to
work than the general population. Bicycling is a practical and healthy alternative to
driving both as a primary local commute alternative for trips within a few miles and as
a part of regionalmultimodal trips that utilize several modes of transportation such as
bicycling to and from transit stations. Improvements to the connectivity of the
countywide bicycle network and improvements to County streets, intersections,
sidewalks and other facilities can improve access and safety for bicyclistsparticularly
those users who are children and senior citizens.
Related discussion, goals, policies and implementation measures, regarding bikeways are
included in the "Parks and Recreation" section of the Open Space Element.
AMTRAK
AMTRAK operates both long distance and intercity trains through Contra Costa County. Intercity
service has been increasing; with eleven trains operate daily between Sacramento and Oakland
thru Contra Costa. In addition, eight trains operate daily.between Oakland and Bakersfield
through Contra Costa County. There is also a plan for an intermodal station in Hercules,which
would connect to the other stations in Contra Costa County.
Air, Water and Railroads
Several air, water, and railroad transportation systems and facilities are located within the
County. A description and policies regarding Buchanan Feld and the East County airports is
found in the "Airports and Heliports" section. A similar description and relevant policies for
water transportation facilities are included in the section "Ports and Proprietary Wharves",
and rail-related facilities and policies are described in the "Railroads" section.
EXISTING TRAVEL DEMAND
The most comprehensive and recent data on local travel was collected from two sources,
the Metropolitan Transportation Commission's (MTC) 2001_Regional Transportation Plan
and the 2000 Census Journey to Work data. The Regional Transportation Plan released by
MTC in 2001 gives a general overview of regional and local travel patterns within Contra
Costa and the Bay Area. In addition the plan forecasts future travel demand, which is
discussed in greater detail in following section. The 2000 Census data documents the travel
data of 3,416,710 Bay Area commuters and provides the most succinct overview of where
Contra Costa and Bay Area Residents live and work. It should be noted that at the time of
this revision staff from MTC are evaluating how the 2000 Journey to Work Census Data,
released in March of 2003 esaffects the data presented in the 2001 Regional
Transportation Plan as this plan wash prepared prior to the data released by the U.S. Census
Bureau.
The Metropolitan Transportation Commission estimated that Contra Costa County residents
made an average of 2 million vehicle trips in 2000, per day. This averages to .35 daily trips
for each Contra Costa resident. Compared with other residents in the surrounding Bay Area
5-7
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. Transportation and Circulation Element
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almost 70 percent of drive-alone and the remaining thirty percent utilizing
carpools and transit, including 4 percent that commuteit via walking and
bicycling.
The number of trips made by Contra Costa residents is projected to increase by 35
percent from the. year 2000.The Regional Transportation Plan predicts that the
majority of people's trips will begs nand end in the County where they reside. Currently
trips within the County, referred to as intra-county.trips, now make up 84 percent of all
trips and 70 percent 'of work trips. The Metropolitan Transportation Commission
estimates that this percentage will remain stable through 2020. Work trips will
continue to be the primary factorin peak hour congestion.
FUNDAMENTAL CONCEPTS THA T SHAPE THIS ELEMENT
The projected increase in travel demand would require expanded transportation
facilities and services, since existing facilities are strained to near capacity in one or
both directions during. rush hl ours. Providing expanded . facilities poses both
environmental and financial problems.
The Transportation and Circulation.Element is part of how the county can guide and -�K
shape growth. However, it is only one component of a General Plan designed as a
development, conservation and (economic blueprint for the County. The Land Use
Element and Growth Management Element specifically address the timings densities,
and patterns of future growth.
A well-planned and integrated multi-modal transportation network provides for and
accommodates anticipated employment and residential growth and safely and efficiently
meets the transportation needs of all economic and social segments. A well-defined
transportation network also gives public and private interests a vision of needed
improvements and an opportunity to assess costs and develop funding programs well in
advance of actual growth.
The following fundamental concepts have been .recognized in developing this
Transportation and Circulation i lement:
o Automotive con eq stion is a result of the demand for mobility, specifically
automobility, and represents an . equilibrium between supply and demand—
usually during peak travel periods.
o Congestion •results. in loss of time and productivity, accidents, personal
frustration, increase in 1pollution, adverse community reaction; and use of
residential streets for commuting purposes (which can have adverse safety
impacts).
o Congestion also causes people to defer trams that are not uraent, choose \
alternative destinations I and modes where viable options exist, and foredo
avoidable trips.
o In some cases, fincreasinq road capacity can increase peak period mobility by
reducing travel times in the short term, but within 5-10 years over half the new
capacity added in typical urban areas to alleviate congestion is filled with new
traffic, a significant portion of it induced by the capacity increase itself.
o There are formidable physical, leaal, and financial limits to expanslon and/or
improvements to the road system in the county, especially on segments that are
already congested.
5-9
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S. Transportation and Circulation Element
o Some of the specific approaches proposed in this Element for both near-term
and longer-term solutions include the following:
Place limits on the capacity of streets and highways which enter the County
(near-term).
- Improve the reliability and convenience of inter and intra-County transit
service (longer-term).
- Close caps in pedestrian, bicycle, and transit networks. Work towards a
continuous, safe, and reliable network of alternatives to Single Occupancy
Vehicles that covers local and regional attractions (long term
Expand roadways and plan for new roadways where feasible and appropriate
(longer-term).
-
Accept . congestion as an inevitable traffic condition for single occupancy
automobiles during rush hours (near-term).
- Improve the design of new development to provide alternative routes for
circulation on the roadway system (near- and longer-term).
Improve the design of new development to provide convenient use of
alternative forms of transportation (near- and longer-term)...
- Encourage ride sharing land staggered work hour programs (near-term).
Construct HOV lanes and on-ramp metering lights along commute corridors
(near-term)...
S _211Z
ftffa2jupport new development that provides for a mix of land uses which
compliment each otheri encourage shared parking, and reduce vehicle miles
traveled (near- and longer-term).
Establish Pedestrian Districts in selected locations using the MTC Pedestrian
District Study as a guideline (longer-term).
5.6 ROADWAYS AND TRANSIT
INTRODUCTION
The need for roadway and transit facilities is most directly tied to the land use patterns
set forth in the Land Use Element. As described above, buildout of the land use plan
through the year 2020, together with anticipated growth outside of the County, would
place excessive demands on the existing circulation infrastructure in the County. The
goals, policies and implementation measures set forth in this section, together with
those in the Growth Management Element, are intended to address the future.
circulation needs of Contra Costa County.
ROADWAY AND TRANSIT NETWORK PLANS
The Roadway and Transit Network Plans are the result of a coordinated planning
process that incorporates the goals, policies and implementation measures of this
Transportation and Circulation Element, in addition to the Land Use Element and
Growth Management Element. As such, these network plans are a compromise
between the ultimate transportation needs of the County, fiscal reality, and the
potential development constraints imposed by the Growth Management Element.
5-11 "
n I S. Transportation and Circulation Element
Figure 5-2
Roadway Network Map
This Paoe Left Intentionally Blank
(No Chance To Map)
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I
5-13
5. Transportation and Circulation Element
Expressways
Expressways are defined as controlled-access, moderate speed roadways serving
intercity or intercounty trips. This class of facilities is devoted entirely to the task of
traffic movement, and performs limited land service function. Intersections may be at
grade. The following design stanidards shall apply to expressways:
1. Opposing travel lanes shall be. separated by a median if there are two or more
travel lanes in each direction.
.2. Access shall.not be permitted from abutting parcels; however, access may be
allowed prior to improvement of roadway segments to expressways standards if
there is no alternative access route to a parcel.
3. Intersections with median breaks shall occur only at arterials or other expressways.
4. Acceleration and deceleration lanes may be provided at intersections.
Arterials
Arterials move traffic to and from freeways, expressways or collectors and are part of an
integrated system of major through roadways. Their traffic function is of countywide or
intercity importance, rather than serving primarily local area traffic. Arterials mainly
serve to move traffic,.but they normally also perform a secondary land service function.
1. Access from abutting parcels may be allowed but shall be secondary to protection
of the traffic serving function of the roadway. Driveways shall.be restricted or may
be prohibited altogether ti improve capacity and safety.
2. Opposing travel lanes should generally be separated by a median if there are two
or more travel lanes in each direction.
3. Turning lanes and deceleration/acceleration lanes should be considered at -
intersections with roadways designated as arterials or collectors, and may be
desirable at other intersections.
4. Rights-of-way at approaches to intersections with other arterials should be
sufficient to accommodate dual left-turn lanes.
5. Signalization shall generally give priority to through traffic or transit vehicles on
the arterial.
Collectors
Collectors are for internal traffic movement within a community, canying both automobile and
non-motorized traffic to arterials and between neighborhoods. They are low speed roadways
that do not ordinarily cant' a high proportion of through 1trips and are not, of 'necessity,
continuous for great lengths. Collectors are often important segments of regional bicycle _
networks and also provide local networks for Low Speed Vehicles (LSVs) as defined in
the California Vehicle Code, Section 385.5. LSV connectivity between
neighborhoods and transit Icenters and other local attractors can only be
provided by collectors and local roads because LSVs can only travel on roadways
with speed limits of 35mph I or less. Collectors may also serve to provide access to
properly, especially in rural areas: Access from abutting parcels in residential areas shall be
discouraged. Driveways and parking maybe restricted. These facilities are also often-used by .
pedestrians and should be engineered for pedestrian safety.
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S. Transportation and Circulation Element
5-F. To reduce cumulative (regional traffic impacts of development through
participation in cooperative, multi-jurisdictional planning processes and forums.
5-G. To provide access to new development while minimizing. conflict between
circulation facilities and land uses.
5-H. To ensure the mutual compatibility of major'transportation facilities with
adjacent land uses.
5-I. To encourage, use of transit.
5-3. To reduce single-occupant auto commuting and encourage walking and '.
bicycling.
I
5-K. To aro vide basic accessibility to all residents, which includes access to
emergency services, public services and utilities, health care, food and
clothing, education and l employment, mail and package distribution, freight
delivery; and a certain amount of social and recreational activities.
ROADWAY AND TRANSIT POLICIES
The following policies relate to the roads and transit system of Contra Costa County.
Circulation Phasing and Coordination
5-1. Cooperation between.the cities and the County.shall be strongly encouraged
when defining level of service. standards.
5-2. Appropriately planned 'circulation system components shall be provided to
accommodate development compatible with policies identified in the Land Use Element.
5-3. Transportation facilitieslserving new urban development shall be linked to and.
compatible with existing and planned roads,bicycle facilities, pedestrian facilities
and pathways of adjoining areas, and such facilities shall use presently available
public and semi-public rights of way where feasible.
5-4. Development shall be allowed only.when transportationperformance criteria
are met and necessaryifacilities and/or programs are in,place or committed to
be developed within a specified period of time.
5-5. Right of way shall bel preserved to meet. requirements of the Circulation
Element and to serve future urban areas indicated in the Land Use Element.
5-6. Encroachment of unsuitable land uses adjacent to abandoned railroad right-of-
way shall be. prevented where such uses conflict with future uses of the right-
of-way identified in the' Land Use and Transportation/Circulation Elements.
Circulation Safety. Convenience and Efficiency
5-7. Through-traffic along arterials.shall be improved by minimizing the number of
new intersecting streets and driveways; and, when feasible, by consolidating
existing street and drii eway intersections.
5-8. Access points on arterials and collectors shall be minimized.
5-9. Existing circulation facilities shall be improved and maintained by eliminating
structural and geometric design deficiencies.
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S. Transportation and Circulation Element
y:
environmental Considerations
5-29. New arterial roadways shall be routed around, rather than through
neighborhoods, to minimize traffic impacts on residential areas.
5-30. Street systems shall be designed and/or modified to discourage additional through
traffic in existing residential areas, but not at the expense of efficient bus transit or
bikeways.
5-31. Roads developed in hilly)areas shall minimize disturbance of the slope and
natural features of the land.
5-32. Local road dimensions shall complement the scale and appearance of adjoining properties.
5-33. Landscaping and maintenance of street medians and curb areas shall be
provided where appropriate.
5-34. Appropriate buffers, such as souridwalls, bermed embankments, depressed
alignments, and open space areas along major transportation facilities, shall be
provided adjacent to noii a sensitive land uses.
5-35. Consolidation of utility/drainage/transportation corridors shall be considered,
where appropriate.
ROADWAY AND TRANSIT IMPLEMENTATION MEASURES
Circulation Phasing and Coordination
5-a. Promote uniform roadway and path cross-sections and traffic signalization
standards between the (County and the cities.
5=b. The County shall participate on committees with neighboring jurisdictions to monitor
traffic congestion on regional corridors and to coordinate the planning,design,funding,
and construction of transportation improvements serving unincorporated areas.
I
5-c. The County shall annually adopt a Five Year Capital Improvement.Program to.
establish priorities.for and schedule construction of transportation projects in
unincorporated areas. I The Capital Improvement Program shall contain
projects to maintain desired Level-of-Service standards and/or accommodate
the use of alternative modes of travel in. unincorporated areas in accordance
with the Growth Management Element and to serve development that has
been approved for con i truction.
5-d. The County shall establish and maintain an Area of Benefit program to collect fees on
new development for roadway and related transportation improvements specified in
the Circulation Element. Fees shall be based on the traffic generated by a use and the
costs of transportation improvements necessary to maintain acceptable Levels of
Service and/or accommodate the use of alternative modes of travel. with the
cumulative amount of d i velopment authorized by adopted plans.
5-e. Establishment of assessment districts shall be encouraged to supplement or
replace fees on new development.
5-f. The County shall work with the cities to establish regional funding mechanisms
to fund regional transportation improvements and to attract state and federal
highway and transit revenues. Funding mechanisms may include sales taxes,
gas taxes, or fees on new development.
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S. Transportation and Circulation Element
5-t. Coordinate efforts with BART, bus operators, and other jurisdictions to reserve
rights-of-way, station sites, and other support facilities for rail extensions
within the Transit Corridors identified in the Transit Network Plan.
5-u. Coordinate efforts with all t I nsit districts serving the county to provide for improved
routing, bus frequencies, facilities, and improved design of land development plans.
5-v. Expand transit service areas to serve all urbanized portions of the EI Sobrante Valley.
.5-w. Develop a parking program to maximize traffic flow on new and existing
arterials and collectors lby reducing or eliminating on-street parking, by
providing off-street parking or parking bays to accommodate on-street
parking, or enhancing transit or ridesharing services. .
5-x. Encourage Caltrans to investigate the feasibility and effectiveness of ramp metering
on freeways in the County, and if feasible and effective, support implementation.
5-y. Encourage Caltrans to expedite the incorporation of Alameda, Contra Costa
and 5olano County into the Bay Area Traffic Control System Program .to
improve the flow of traffic on the region's freeways.
5-z. Encourage Caltrans to construct a system of commuter lanes (high occupancy vehicle
or HOV lanes)on new or expanded freeways within the Transit Corridors identified on
the Transit Network Plan, and work with the cities and Caltrans-in establishing
additional commuter lane i on new or expanded expressways and regional arterials.
5-aa. Participate" with the 1-,80 Reconstruction Advisory Committee to develop
improvements to San Pablo Avenue as a reliever to I-80.
5-ab. Encourage Caltrans to construct the I-80 HOV facility for reversible operation,
westbound for AM commute and eastbound for PM commute, and provide
more opportunities forIHOV access.and egress along the facility.
5-ac. Support the estabiishml nt and operation of commuter transit services, serving
the Transit Corridors identified on the Transit Network Plan, with emphasis on
service to major employment centers and transit stations.
5-ad. Participate in studies and implementation efforts to improve intercity train
service between Contra Costa County and other counties, especially in areas
not served by BART.
5-ae. Develop a systematic program of interjurisdictional traffic operations improvements,
such as signal coordination,n,low-cost geometric improvements,parking restrictions,etc.
5-af. Strongly encourage ,- Itrans to utilize private 'sector engineering services to
expedite State highway projects.
5-ag. Design and allow fort on-road bikeways on arterials and collectors as an
alternative to car travel where this_ can be safely accommodated and off-street
bikeways where on-road facilities cannot be safely accommodated on sections
of the comprehensive)bikeway system.
5-ah. Cooperate with MTC in its effort to increase tolls on.regional bridges serving
the County to help paly for.alternative transportation service.
5.-21
S..Transportation and Circulation Element
destinations that attract pedestrian travel, such as schools, parks, transit, neighborhood -
shopping, post offices and other pubVic facilities. .
Developmentofa comprehensive bikewaysystem will provide further incentive to.commute by (
bike. The comprehensive bikeway system is the interconnected system of safe bike paths,bike
lanes, and bike routes that satisfy the travel needs of most cyclists in the county. Many existing
bikeways are of a recreational design combined with pedestrian trails and located off-street.
These facilities should be supplemented by more ofl-streetpaths and more on-street commuter.
bikeways that provide direct access to commercial'uses. A comerehensive bikeway system is
depicted in a fold-out map in the back of the General Plan - Bikeway Facilities Network.
"Bikeway" means all facilities that are provided primarily for bicycle travel. The
following categories of bikeways are defined in the California Streets and Highway
Code.
o Class I Bikeway (Bike Path for Bike Trail): Provides a completely separated
right-of-way designated for the exclusive use of bicycles and pedestrians with
crossflows by motorists minimized.
o Class II Bikeway(Bike Lane): Provides a restricted right-of-way.designated for the exclusive
use or semi-exclusive use of birycles with through travel by motor vehicles or pedestrians
prohibited, but with vehicle.parkii g and crossflows by pedestrians and motorists permitted.
o Class III Bikeway (Bike Route): Provides a right-of-way designated by signs or
permanent markings and shared with pedestrians.or motorists. .
In March of 2002 the Contra Costa Transportation Authority launched a comprehensive
effort to work with local jurisdictions, agencies and special interest groups to produce
the Contra Costa Countywide Bi:cycle and Pedestrian Plan. The outcome of this effort
produced a comprehensive plan that was adopted by many City Councils and the Board
of Supervisors. Relevant sections of the plan have been incorporated into this General
Plan.
The following are the pedestrianl facilities and bikeways and ..`destraii Age-Wt es coals,
policies and implementation Measures:
5-L. Expand, improve and maintain facilities for walking and bicycHna.
5-31. Describe a system ofbicyde facilities and key attractors of bicycle and pedestrian traffic
so that all travelers, including people with disabilities, can travel safely and
independently. '
5-aj. _ Design a growing comprehensive and safe bicycle network.usina a mix of existing
local roads, collectors and Bikeways which prioritizes bicycle movement from residences
to key attractors while minimizing automobile presence on the network. Coordinate with
cities, transit aaencies, community groups and public utilities.
5-ak. Where possible, roads selected for the comprehensive bikeway system
should either be 35 mph!or less, with narrower lane widths and/or traffic calming
bulb-outs to keep drivers to the lecal speed.
5-al. Provide safe and convenient pedestrian and bike ways in the vicinity of schools
and other public facilities and in commercial areas and provide convenient access to bus
routes.
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5. Transportation and Circulation Element
5-36. Provide information to improve safety for pedestrians and bicyclists.
5-bb. Support development)of a countywide collision data analysis grogram that will
generate collision rates useful for planning gurposes.
i
5-bc. Support the development and implementation of programs to educate drivers,
bicyclists, and pedestrians as to their rights and responsibilities,
5-N Encourage more People to walk and bicycle,
5-37. Work with local and regional agencies to develop useful and cost effective programs to
encourage more people to walk and bicycle.
I
5-38. Supportprograms such as "safe routes to school maps and "bike trains"or "walking
school buses"for elementary: students that would encourage more students to walk or
bicycle to school
I
5-39. Encourage the use ofbicycle!and pedestrian facilities to promote healthy transportation
choices.
5-40. Encourage the use of wayfinding and signage to help direct pedestrians and bicyclists to
desirable destinations,
5-0 Plan for the needs of bicvcliss and Pedestrians.
5-41. Accommodate and encourage other agencies to accommodate the needs for mobility,
accessibility and'safety of bicyclists and pedestrians whenplanning, designing and
developing transportation improvements.
5-bd. Review capital improl vement oroiects to make sure that needs of non-motorized
travelers Including pedestrians, bicyclist and persons with disabilities)are considered in
programming,planning,maintenance, construction operations and project development
activities and products.
'5-be. Incorporate sidewalks, bike paths, bike lanes, crosswalks oedestrian cut-
throughs, or other bicycle pedestrian improvements into new omiects.
5-bf. Provide safe and convenient alternatives when bicycle orpedestrians facilities are
removed.
5-bg. Accommodate cyclists and pedestrians during construction of transportation
improvements and other development protects.
.5-42. Support the incorporation of bicycle and pedestrian facilities into other capital
improvements proiects, where appropriate, to expand bicycle-pedestrian .facilities,
harmonize the needs of all!travel modes, and achieve economies of scale.
5.9 SCENIC ROUTES
INTRODUCTION
This scenic routes plan is intended to add considerations of roadway road corridor appearances
and aesthetics to the scope of the County General Plan: This plan has two basic purposes: it
enables the County to request that the State designate state routes to the State highways
program, while at the same time providing a local scenic route implementation program.
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5. Transportation and Circulation Element
SCENIC ROUTES POLICIES
5-43. Scenic corridors shall be maintained with the intent of protecting attractive
natural qualities adjacent to various roads throughout the county.
5-44. The planning of scenic)corridors shall be coordinated with and maximize
access to public parks, recreation areas, bike trails, cultural attractions, and
other related public developments.
5-45. Scenic views observable from scenic routes shall be conserved, enhanced, and,
protected to the extent possible.
5-46.. The existing system of scenic routes shall be enhanced to increase the
enjoyment and opportunities for scenic pleasuredriving to major recreational
and cultural centers throughout this and adjacent counties.
5-47. Multiple recreation use) including trails, observation points, and picnicking
spots, where appropriate,.shall be encouraged along scenic routes.
5-48. Continued efforts shall be made in cooperation with the California Department
of Transportation to achieve .State scenic route recognition for appropriate
routes in the County.
5-49. Design flexibility shall be encouraged as one of the governing elements for
aesthetic purposes in the construction of roads within the scenic corridor.
5-50. For lands . designated I for urban use along scenic routes, planned unit
developments shall be encouraged in covenant with land development projects.
5-51. Provide special protection for natural topographic features, aesthetic views,
vistas, hills and prominent ridgelines at "gateway" sections of scenic routes.
Such "gateways" are located at unique transition points in topography or land
use, and serve as entrances to regions of the County.
5-52. Aesthetic design flexi lility of development projects within a scenic corridor
shall be encouraged.
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S. Transportation and Circulation Element
SCENIC ROUTES IMPLEMENTATION MEASURES
5-bh. Develop and enforce gl idelines for development along scenic routes to
maintain the visual quality of those routes.
5-bi. Develop a corridor improvement program including an interagency joint action
and ordinance development program, to protect and enhance scenic qualities.
5-bj. Consider the visual qualities and character of the corridor in reviewing plans for
new roads, road improvements, or other public projects. This should include
width, alignment, grade,lslope and curvatures of traffic islands and side paths,
drainage facilities, additional setbacks, and landscaping.
5-bk. Attain development project design flexibility within the scenic corridor through
application of the Planned Unit Development District Zoning.
5.10 AIRPORTS AND HELIPORTS .
INTRODUCTION
The County. has one general aviation airport with a second one being funded for
development. Additionally, there.are several private airfields which operate in the county
and requests for heliports have been received from time to time. This section adds policies
to the County General Plan which)guide the use of airports, private airfields and heliports.
The overall goals and policies for airport and heliport operations in the county are outlined in
the next two sections. A more detailed description and policies for Buchanan Feld and the
.Byron Airport are included in separate sections below. Finally, special policies required by the
Airport Land Use Commission are lincluded following the discussion of the two airports. The
noise contours for these airports are included within the Noise Element of this Plan.
AIRPORTS AND HELIPORTS GOALS
5-Q. To encourage the development and operation of two general purpose public
airports in the county.
5-R. To allow heliports; restricted to appropriate locations, which would.add to-the
economic well-being and safety of the county.
AIRPORTS AND HELIPORTS POLICIES
Overall Policies
5-53. Regulate the location) of private airfields and heliports to minimize their
impacts on adjacent residents, sensitive receptors, and to ensure public safety.
5-54. Protect. the Byron Airport environs from urban encroachment through a
combination of land acquisition, easement acquisitions and land use regulations.
. 5-55. Work with adjacent cities to ensure that Buchanan Field Airport environs are
developed, and redevloped in ways which protect the public safety and
maintain the viability 'of the airport.
5-56. Work with the- FAA 'and helicopter operators to minimize conflicts with
residential areas and sensitive land uses, such as schools, hospitals,
residences, and other'sensitive noise receptors.
5-29
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S. Transportation and Circulation Element
h
The expressed intent of the County is to have a second airport free from urban
encroachment, and to prevent the establishment of related commercial or industrial
development around the planned airport. Water and sewer services will be limited to serve
only the airport; utilities will not serve growth on the adjacent properties. It is also for this
reason that extra rights-of.-way beyond the airport development proper are being acquired.
Additionally, no residential development or sensitive receptors, e.g. hospitals, schools, etc.,
should be allowed within the projected 60 CNEL noise contours for the new airport. (For
information only, Measure C- 19901provides that one of the enumerated bases for changing
the Urban Limit Line, upon a 4/5 vote, substantial evidence and public hearing,would be the
following finding: (f) an objective st l dy has determined that a'change to the Urban Limit Line
is necessary or desirable to further the economic viability of the East Contra Costa County
Airport, and either(i) mitigate adverse aviation related environmental or community impacts
attributable to Buchanan Feld, or (ii) further the County's aviation related needs.)
Special policies of this plan that appiv to the East County Airport are as follows:
5=61. The County shall acquire fee title and/or conservation (development rights) easements
to an appropriate amount'f buffer land around the planned East County Airport. .
5-62. The buffer land or conservation easements acquired around the airport shall ensure
that incompatible uses will not be allowed to locate.within the safety zone.
5-63. . Establishment of commercial, industrial or residential development around the
planned airport shall nolt be allowed.
5-64. Water and sewer services to the airport will be limited to serve only the airport
properties; utilities will Inot serve growth on the adjacent properties.
5-65. No residential development or sensitive receptors, e.g. hospitals, schools, etc., shall
be allowed within the projected 60 CNEL noise contours for the new airport.
Special Policies Regarding the Airport Land Use Commission
The Public Utilities Code requires that the intent and purpose of adopted Airport Land
Use Commission (ALUC) plans and policies be incorporated into the County General
Plan. The following policies apply to the two County airports:
5-66. Structural heights shall be designated by the Federal Aviation Regulations
(FAR) Part 77 surfaces associated with the various runway designations shown
on the latest Airport Layout Plan.
5-67. . The Structural Height Limits defines maximum structural height. Height limits
will be placed on ne1w buildings, appurtenances to buildings, all other
structures'and landscaping in accordance with the Airport Layout Plan except
in special instances when for reasons of safety the Commission may impose a
more restrictive structi ral height.
An applicant for any st�jucture within the Airport Land Use Commission Planning
Area proposed to penetrate any height limit surface shall submit an aeronautical
analysis which specifies the proposed project's effect on airport instrument
procedures for all runways , the effect on airport utility, and the effect on overall
aviation safety. If, after reviewing the aeronautical study and other related
information, it is determined that the proposed project would not have an adverse
effect on safety and airport utility then, the project may be approved for heights
other than those indicated by the FAR, Part 77, Structural Height Limits.
5-31
f
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S. Transportation and Circulation Element
Figure 5-5: ALUC Safety Element Map for Buchanan Field
This Poae Left Intentionally Blank
(No Chanae To Map)
5-33
S. Transportation and Circulation Element
5-bp. The subdivision ordinance should be amended to require the following actions
prior to recording a final map for the ALUC Planning Area:
(1) Dedication of suitable aviation and noise easements for the area of the
particular subdivision;
(2) Require the developer to record a covenant or provide other appropriate
instruments to notify prospective buyers of lots that the property may
be 'subject to frequent overflight and associated noise impacts.
5-bq. Any project in an area near r the Buchanan Field airport with a designated noise
level of 60 BA decibel CNEL or greater as shown on the Projected Noise Levels
Map shall be required to attach a statement to. any deed, lease, rental.
agreement, or Covenants♦ Conditions and Restrictions document pertaining to
the use of the property.) The statement shall indicate that the property is
subject-to aircraft overflight, and associated noise impacts.
5-br. An acoustical study shall be required for any discretionary residential project
which the County will consider which is within the area designated on the
Projected Noise Levels map to exceed 60 dBA level. . The study should be
submitted prior to. accepting the application as complete and shall be by a
certified noise acoustical firm.
5:11 PORTS AND PROPRIETARY WHARVES
INTRODUCTION
Contra Costa has historically been oriented to its waterfront,since the western end of
the County is located on San Francisco and San Pablo Bays, and the northern shoreline
fronts along the Carquinez Strait, Suisun Bay and the Sacramento San Joaquin River
Delta. Industrial development in the county was concentrated along the shoreline, and
this.legacy remains today with port-oriented heavy industrial uses located in scattered.
locations from Richmond to Antioch. These industrial uses are important to the county
economic base and the continued use of appropriate shoreline areas for heavy
industries that rely on water traffic should be protected.
'There is one major deep-water port in the county, the Port of Richmond, located in that
city. In addition, there are several private ports or proprietary wharves, which serve
large petroleum refineries and other industrial firms.
PORTS AND PROPRIETARY WHARVES GOALS
5-S.. To maintain the economiJ i viability of the county's existing ports, wharves, and
shipping lanes.
PORTS AND PROPRIETARY WHARVES POLICIES
5-77. The continued use of. �I xisting ports and proprietary wharves shall be
recognized and encouraged.
5-78. Water-oriented industrial uses which require deep water access shall be
encouraged along the shoreline, while other industrial uses which could be
located on inland sites shall be discouraged.
5-35
i
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5. Transportation and Circulation Element
The same tracks used and ownedlby freight railroads also carry an increasing number
of passenger trains. Thirty-two daily passenger-trains (in June 2004) operate on the UP
tracks between Richmond and.Martinez, eight of these trains also operate on the UP
tracks east of Martinez to Pittsburg and on the ATSF tracks between Pittsburg and the
San Joaquin County line.
The daily passenger trains operating in the'County include Capitol Corridor trains linking
the Bay Area to Sacramento; the San Joaquins, linking. the Bay Area to the Central
Valley; the Zephyr, linking the Bay Area to Chicago; and the Coast Starlight, linking the
Bay Area to points north and south along the Pacific Coast.
Rail lines are directly involved with the economic vitality of the County, since numerous
industries depend on the rail movement of heavy goods such as oil and chemical
products, coal, lumber, and automobiles, as well as containerized cargo. The
importance of railroad lines is further increased by the growing ridership of intercity
passenger trains serving the County, and future plans for urban, commuter, and
intercity rail passenger service to provide alternatives to the region's freeway
congestion. This plan still needs to consider alternative land uses for the corridors in
the event of any abandonment of rail services or plans along these routes in the future.
RAILROADS GOALS
5-T. To protect the existing railroad rights-of-way in the county for continued or future.
railroad use, utility corridors, roads,transit facilities,trails and other public purposes.
RAILROADS POLICIES
5-82. Railroad rights-of-way Ihall generally be designated for Public/ Semi-Public
uses to reflect their importance to the County's economy.
5-83. Encroachments into railroad rights-of-way by urban uses which would impact
current rail operations or.preclude future use of the corridors for trails or other
public purposes shall be limited.
5-84. Trails shall be considered an appropriate interim use of an abandoned railroad
right-of-way.
5-85. Encroachment of unsuitable land uses adjacent to abandoned railroad right-of-way
shall be prevented where such uses would conflict with future uses of the right-of-
way identified in the Land Use, and Transportation and Circulation Elements.
5-86. The Southern Pacific right of way (now known as the Iron Horse.Corridor)
south of Rudgear Road should be limited to utility and non-motorized
transportation use only.
POLICIES ON INTERCITY RAIL SERVICES
5-87. Increase ridership by:l
a. Increasing awareness of intercity service by increasing and improving
marketing and promotional opportunities.
b. Increasing access (seamless transfer systems between passenger trains
and other modes; additional train service; and planning for compact land
uses around rail stations.
5-37
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CHAPTER 5. TRANSPORTATION/CIRCULATION ELEMENT
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NEW MAP FOR THE TRANSPORTATION/CIRCULATION
ELEMENT, ENTITLED BICYCLE FACILITIES NETWORK
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CHAPTEW9. OPEN SPACE ELEMENT
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EXCERPT FROM OPEN ELEMENT, SECTION 9.8, PARK AND
RECREATION, SEE HIGHLIGHTED. TEXT IN UNDERLINE
ITALICS AND STRIKEOUT TO CLARIFY AND DISTINGUISH
DIFFERENCES BETWEEN HIKING AND PEDESTRIAN TRAILS
AND REPLACING THE TERM "HIKING" WITH "PEDESTRIAN"
IN THE TEXT WHERE APPROPRIATE
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9-p. Identify funding mechanisms, including funding from the County to the extent
possible,to support programs to preserve, restore, and enhance unique historic sites.
9.8 PARK AND RECREATION(FACILITIES
INTRODUCTION
A recreation component of the General Plan is required to plan for the recreational lands
and facilities necessary to meet the needs and desires of the community, while coordinating
these plans with the other elements. State law requires that a recreation component be
adopted for a jurisdiction to be able to exercise a subdivision parkland dedication ordinance.
Maus and DescriRtions of Parks and Recreation Facilities
This parks and recreation plan is divided into separate sections addressing major parks
and open space areas, local parks, and trails.
Major Parks and Open Space Areas. The provision of major parks to serve the urbanized
areas is essential to the physical and mental well-being of all segments of their populations,
as these parks form alternatives to the often intense pace of urban life. Major parks provide
areas where people can enjoy active and passive recreation not otherwise available, such as
nature studies, camping, or just observing the natural landscape.
The preservation of lands for outdoor recreation also assists in the conservation of the
County's unique natural, scenic, or cultural resources. Such preservation provides for
recreational opportunities whilel helping to maintain the quality of life for county
residents and visitors. Major park facilities in the County are owned by the Federal and
State governments, along with a� extensive system operated by the East Bay Regional
Park District. Additionally, there are some municipal facilities which are major parks as
well as water district watershed recreation facilities. For the purpose of this portion of
the Plan, the following definition's shall apply:
Major Parks are intended toy provide a broad range of recreational opportunities, which
may include hiking, bicycling, equestrian use, fishing, swimming, camping or group
sports, etc. Preservation of
historical structures also is included within this grouping.
Major Open Space Areas are lands within public or land trust ownership of significant
undeveloped areas. The mayor purpose of these areas is to protect the uniqueness of
these lands through passive recreational activities and habitat uses that do not require
substantial facilities or imprl vements. Agriculture is an appropriate secondary use.
The existing and proposed Major Parks and Major Open Space Areas are shown on
Figure 9-3. While major parks usually cover areas over 100 acres, shoreline and
marsh areas may be much smaller, reflecting the unique areas they protect. With
recent voter approval of State and regional park bonds, this plan anticipates the
expansion of existing major park and open space facilities.
The two primary agencies ad I inistering Major Parks in the County are the State
Department of Parks and Recreation and the East Bay Regional Park District. The State
Department of Parks and Recreation owns three parks: Mt. Diablo State Park, Cowell
9-15
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Figure 9-3
4
9-17
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9. Open Space
In areas planned for development, efforts should be made to encourage new County
Service Areas to provide for maintenance of local parks.
9-19
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TABLE 9-1
COUNTY PARK CRITERIA
1. Playlots
a. Site Area: 2,000-5,000 square feet for either an independent site or that portion
of a playground developed as a playlot.
b. Location: Independent sites located in the centers of apartment.projects or
planned unit developments which they are intended to serve.
c. Facilities: Basic facilities include playground equipment for preschool children(swings,
slides, climbing apparatus) and shaded bench area for parents. Additional facilities
include sandboxes, spray pools, and both grassed and hard-surfaced play areas.
2. Playgrounds
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a. Site Area: Independent site--3-7 acres; in conjunction with park or school.--3-5 acres.
b. Location: Central to neighborhood served, preferably accessible without having
to cross traffic arterials!or railroads.
C. Facilities: Basic facilities include playground equipment for elementary school
children plus both hard-surfaced and grassed play areas. Additional facilities
include playlot, shelter, sports and game areas (baseball diamonds, tennis
courts, and wading and swimming pools).
d. Service Radius: One-half mile;_.larger in areas of low population density or
unusual.topography.
e. Association: Playgrounds should be developed in conjunction with elementary
schools and parks for maximum effectiveness. Location within independently-
situated play fields and parks is also desirable.
3. Playfields
a. Site Area: 10 acres minimum, 15 acres desirable 12 acres minimum, 17 acres
desirable for sites with playground facilities.
b. Location: Central to four or five neighborhoods(roughly four or five elementary school
service areas).
C. Facilities: Primary facilities include game courts, sports fields, lawn games area.
Secondary facilities include swimming pool, shelter house or recreation building,
parking lot.
d. Association: Playfields adjoining- high. school sites or community parks are
particularly appropriate. Playlots and playground should also be included.
4. Neighborhood Parks
a. Acreage/Population: 2.50 acres per 1,000 population.
b. Site Area: Without playground -- 3-7 acres; with playground -- 6-8 acres; with
playfield -- 12-17 acres.
C. Location: Identical to playgrounds -- center of neighborhood.
d. Facilities: (Park area only) Landscaped open space (trees, grass, shrubbery),
benches and tables, and walks.
e. Service Radius: One-half mile.
f. Association: Neighbo hood parks are best located adjacent to playgrounds,
playfields and elementary schools. They may also contain a neighborhood
recreation center.
S. Community Parks
a. Acreage/Population: 1.50 acres per 1,000 population.
b: Site Area: Independent sites -- 15-20 acres. With playgrounds and playfeld --
minimum 25 acres, recommended 40-50 acres.
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Riding Trail. All trails included in this plan are major, or primary, trails. These
are intended for extended travel by riders of varying skills and age groups. They
typically connect important trail use destinations such as major parks and points of
special.interest. Riding trails usually are not paved, but preferably are surfaced
with resilient material to keep down dust and permit travel in all weather.
Staging Areas. Staging areas are facilities for the assembly of trail user groups and
for the parking of vehicles and accessory vehicles such as horse trailers. They need
to be located adjacent to both trails and access roads. These areas also should be
considered to be trail features and installed by either trail-providing agencies or the
user groups. This is nota complete mapping of appropriate areas but an initial
listing. Specific locations ar i not shown on Figure 9-7 but will be resolved as part of
the trail planning process.
9-23
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9. Open Space
Figure 9-6
Hiking Pedestrian Trails
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V to. ripen bpace
Private Recreational Facilities. I Increasingly, private developments are being
considered which provide on-site recreational facilities to serve project residents.
These facilities provide project amenities and are effective sales tools. They may limit
the effect of new homes on the existing public park facilities; but, generally, they
provide compatible facilities to those of the public parks. For this reason, credit from
the park dedication ordinance requirements should only be given where it is clear that
private developments provide facilities which are open to. and serve the public.
This plan encourages the placement of such facilities in private developments and
encourages the development of pathways that are integrated in location and design
with those of adjacent projects.
Additionally, there are current uses, such as sanitary landfills or quarries, which upon
completion of their active lives, would enable all or part of the site to revert to recreational
and open space uses. Where thel public health can be guaranteed, the preservation of
these areas for recreational and open space purposes should be considered.
In appropriate locations, the provisions of outdoor recreational facilities, e.g. private
campgrounds, could add to the recreational diversity of the County. Design of such facilities
needs to be of a high standard to be compatible with the adjacent rural environment.
There are resource areas within the County, e.g., the San Pablo Bay and throughout the
Delta, where substantial potential exists for private recreational development. These
should be encouraged if the projects include programs for environmental enhancements
to their immediate areas and arellimited to. extensive recreational facilities.
Additional marinas to serve the Delta and the Bay may be permitted in select areas if
they meet the criteria included in the following "Implementation" section.
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The joint use of recreational facilities is encouraged. For,example, significant potential
exists for trails to be developed along PG&E and utility pipeline rights-of-way.
The County's role in park and trail planning covers a broad spectrum of concerns. The
County prepares plans for recreational facilities that serve the County population as a
whole and work toward coordination of park and recreation efforts of Federal, State,
regional and local agencies. At the same time, the County is directly responsible for
recreational planning for the unincorporated communities.
In order to ensure that the recreational needs of present and future.residents of the
County are provided for during! the Planning period, the following goals and policies
were developed.
PARKS AND RECREATION FACILITIES GOALS
9-36. To develop a sufficient amount of conveniently located, properly designed park
and recreational. facilities to serve the needs of all residents.
9-37. To develop a system ofl interconnectedAedestrian, riding and. bicycling
trails and paths suitable Ifor both active recreationaluse and for the purpose of
transportation/circulation.
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9. open space
for the park dedication ordif ance requirements be given for private recreation
facilities only after a finding has been adopted that the facilities will be open to
and serve the public.
9-s. Permit additional marinas to serve the Delta and the Bay in select areas if they
meet the following criteria: I
1) where projects can be clustered and located adjacent to similar uses;
2) along waterways having an adequate channel width as defined by the
State Harbors and Navigation Code;
3) in areas having adequate public vehicular access;
4) where off-site improvements, such as required access roads, can be as-
signed to development;
5) where adequate on site sewage disposal can be provided;
6) where located in an area served by a public fire protection district; and
7) when such uses will not conflict with adjacent agricultural uses.
Intergovernmental Coordination
9-t. Coordinate with the various school districts in the County to provide for the joint use
of recreation facilities.
9-u. Coordinate funds and programs administered by County government and other
agencies, such as the East Bay Regional Park District, to obtain optimum
recreation facilities development.
9-v. Develop a comprehensive and Interconnected series of hikingoedestrian, biking
and riding trails in conjunction with cities, special districts, public utilities and
county service areas.
Funding
9-w. Form a county-wide committee to explore funding sources for recreation and
open space to support regional., community and local park and trails on a
county-wide basis.
9-x. . Work with local uninc irporated communities to determine the means of
providing local park services where the need presently exists, as well as when
development occurs.
9-y. Increase the park dedication fee to a level which approaches the local park
dedication standards called for in this Plan.
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Exhibit B: General Plan Amendment for Bicycle and
Pedestrian Facilities (County File: GP#07-0006)
Land Usei Element, Open Space Element, and
Transportation and Circulation Element
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Chapter 3
Land Use Element
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3. Land Use Element
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3-ak Review and revise all commercial districts defined in the Zoning Ordinance to
ensure that the regulatio i s do not allow uses in the districts that are
inconsistent with this General Plan.
Pedestrian and Bicycle Facilities
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3-al Refer to the Transportation and Circulation Element of this General
Plan and related policy guidance of its Specific Plans, to ensure that
pedestrian and bicycle facilities are routinely accommodated in land
use development.
3-am Periodically review and update the Open Space Element of this
General Plan, to reflect the network of non-motorized pedestrian,
bicycle and equestrian facilities in the County.
3-an To the extent feasible, require new residential and commercial
developments to provide pedestrian and bicycle facilities within the
develo ment. '
3-ao When appropriate residential and commercial developments should
contribute to off site' improvements of pedestrian and bicycle
facilities to ensure safe and efficient connections from the
development to major destination areas.
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POLICIES FOR SPECIFIC GEOGRAPHIC AREAS
There are adopted policies for specific geographic areas of the County which need
to be referenced in addition Ito the countywide policies and implementation
measures discussed throughout:lthis plan. The areas for which these policies exist
are shown on Figure 3-2 entitled 'Unincorporated Communities with Adopted Area
Policies." The policies for the areas shown on Figure 3-2 are as follows:
POLICIES FOR THE EAST COUNTY AREA
Land Use
The following policies shall guide development In the East County Area:
3-47. This Plan directs most of the residential and commercial growth that is
anticipated to occur In the unincorporated East County area during the
planning period into the Oakley community, with smaller amounts of
recreation-oriented development allowed on Bethel Island.
3-48. Docks and marinas pelrmitted by the implementing zoning district shall be
considered for approval in certain designated Delta Recreation areas based
upon the following crit i ria:
(a) where projects can be clustered and located adjacent to similar uses;
(b) along waterways having an adequate channel width as defined by the
.State Harbors and Navigation Code;
(c) in areas having adequate public vehicular access;
(d) where off-site improvements, such as required access roads, can be
assigned to development;
(e) where adequate on-site sewage disposal can be provided;
(f) where located in an area served by a public fire protection district; and
(g) where such uses will not conflict with adjacent.agricultural uses.
3-39
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Chapter 5
Transportation and Circulation Element
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5. TRANSPORTATION AND CIRCULATION ELEMENT
5.1 INTRODUCTION
The purpose of this Element of the Contra Costa County General Plan is to establish
transportation goals and policies, and to establish.specific implementation measures to
assure that the transportation system of the County will have adequate capacity to
serve planned growth in Contra Costa County through the year 2020. The intention of
this Element is to provide a plan and implementing measures for an integrated,
multi-modal transportation system that will safely and efficiently meet the
transportation needs of all economic and at
segments of the County and provide for
the transport of goods and service' s throughout Contra Costa County.
The transportation system outlined in this Element recognizes on the one hand the
limited availability of transportation funding and, on the other hand, the growing y
need for improved accessibility to the activities important to our quality of life. 7F
As a result, the Element emphasizes the efficient use of the existing transportation
system and cost effective enhantements to this system to accommodate planned
growth consistent with the Land Use Element. The County will continue to seek
revenue from a variety of sourceslfor needed transportation improvements and to work
toward the establishment of new and creative funding mechanisms (i.e., private/public
and regional partnerships) consistent with the goals and policies of the Growth
Management Element and Measure C 1988. The County will also seek improved
land use patterns in Contra Costa that reduce the need to travel long distances
to meet our daily needs.
LEGAL AUTHORITY
The Transportation and.Circulation Element is prepared pursuant to Section 65302(b) of
the California Government Code. This Element has been a mandatory component of
local General Plans since 1955. The Transportation and Circulation Element is required
to address the location and extent of existing and planned transportation routes,
terminals, and other local publiIc .utilities and facilities. It is further required to be
consistent with the other elements of the General Plan, accommodating future travel
demand and contributing to, rather than inhibiting, the attainment of desired land use
patterns in the Land Use Element
5.2 RELATIONSHIP TO OTHER ELEMENTS
Section 65300.5 of the California Government Code requires that the various elements
of a General Plan comprise an integrated, internally consistent, and compatible
statement of policies for thel adopting agency. The law emphasizes that the
Transportation and Circulation Element be coordinated with the Land Use Element. The
transportation plan, policies, anId implementing measures established by this Element
comply with the requirement by utilizing the same projections of future population and
economic activity as does the Land Use Element, by using the same geographic
distribution of future population and economic activity as expressed in the Land Use
5-1 .
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r., 5. Transportation and Circulation Element
5.4 ORGANIZATION OF TRANSPORTATION AND CIRCULATION ELEMENT
This Transportation and Circulation Element addresses roadways, transit, bikeways, and
transportation demand management (TDM) programs, as well as air, rail, and water
transportation facilities. The format of the.Element is as follows:
1. An analysis of existing and future transportation needs.
2. The fundamental concept that shapes this element.
3. A presentation of goals, policies and implementation programs for each of the
following topics: I
o Roadways and transit
o Transportation System Management
o Pedestrian Facilities and Bikeways
o Scenic Routes
C Airports and Heliports
o Ports and Proprietary Wharves
o Railroads
Note that the required discussion of terminals is provided as part of the treatment of
airports, heliports, ports, proprietary wharves, and railroads.
5.5 EXISTING AND FUTURE TRANSPORTATION NEEDS
Travel conditions in Contra Costal County are greatly influenced by its location on the
eastern side of the San.Francisco Bay metropolitan region (see Figure 5-1). Bridges,
freeways, and trains link Contra Costa to every part of the Bay Area. Commute patterns
are especially affected by the employment centers in San Francisco and Alameda County,
and the residential areas of Solano County. It is estimated that 42 percent of work trips
originating in Contra Costa are destined for another Bay Area county.
Such inter-county travel patterns require that the Transportation and Circulation Element
recognize the impacts of development outside Contra Costa County in addition to projected
development inside the County. l The Element accomplishes this task by incorporating
projections of future population and employment activity in the remaining eight Bay Area
counties for the year 2020. Thesel projections were prepared by the Association of Bay Area
Governments, and were combined with the Contra Costa data to estimate the influence of
regional growth on the level and I orientation of travel in the County. Estimates of inter-
regional traffic, primarily from the Central Valley, were also included in the forecasts.
EXISTING NETWORK
The County's transportation system is comprised of a network of Federal, State and
County roads, regional transit systems, bikeways, elderly and disabled transportation
services (paratransit), as well as air, water and rail service, and pipelines. Pipelines are
discussed in the Safety Element.
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5-3
S. Transportation and Circulation Element
Figure S-1
Map of the East Bay Regional Transportation System
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5-5
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S. Transportation and Circulation Element
Bikeways I
County bikeways include both on-road and off-road facilities which are operated and
maintained by the County, cities, the East Bay Regional Park District and the East Bay
Municipal Utility District. As part of this effort it has become apparent that bicycling
remains a popular form of recreation as well as a viable form of transportation for many
residents in the County. It has also been estimated that lower income residentsa
of Contra Costa County are three times more likely to choose a bicycle to
commute to work than the general Population. Bicycling is a practical and
healthy alternative to driving both as a Primary local commute alternative for
trips within a few miles and as la part of regional multimodal trips that utilize
several modes of transportation such as bicycling to and from transit stations.
Improvements to the connectivity of the countywide bicycle network and
improvements to County streets,streets, intersections, sidewalks and other facilities
can improve access and safety for bicyclists particularly those users who are
children and senior citizens.
Related discussion, goals, policies and implementation measures, regarding bikeways are
included in the "Parks and Recreation:' section of the Open Space Element.
AMTRAK
AMTRAK operates both long distance and intercity trains through Contra Costa County. Intercity
service has been increasing; with eleven trains operate daily between Sacramento and
Oakland thru Contra Costa. In addition, eight trains operate daily between Oakland and
Bakersfield through Contra Costa County. There is also a plan for an intermodal station in
Hercules, which would connect to the other stations in Contra Costa County.
Air, Water and Railroads
Several air, water, and railroad transportation systems and facilities are located within the
County. A description and policieslregarding Buchanan Field'and the East County airports is
found in the "Airports and Heliports" section. A similar description and relevant policies for
water transportation facilities are included in the section "Ports and Proprietary Wharves",
and rail-related facilities and policies are described in the "Railroads" section.
EXISTING TRAVEL DEMAND
The most comprehensive and recent data on local travel was collected from two sources,
the Metropolitan Transportation Commission's (MTC) 2001 Regional Transportation Plan
and the 2000 Census Journey to Work data. The Regional Transportation Plan released by
MTC in 2001 gives a general overview of regional and local travel patterns within Contra
Costa and the Bay,Area. In addition the plan forecasts future travel demand, which is
discussed in greater detail in.following section. The 2000 Census data documents the travel
data of 3,416,710 Bay Area commuters and provides the most succinct overview of where
Contra Costa and Bay Area Residents live and work. It should be noted that at the time of
this revision staff from MTC are evaluating how the 2000 Journey to Work Census Data,,
released'in March of 2003 affects the data presented in the 2001 Regional Transportation .
Plan as this plan was prepared prior to the data released by the U.S. Census Bureau.
The Metropolitan Transportation Commission estimated that Contra Costa County residents
made an average of 2 million vehicle trips in 2000, per day. This averages to .35 daily trips
for each Contra Costa resident. Compared with other residents in the surrounding Bay Area .
Counties, Contra.Costa residents generate fewer vehicle trips than Solano County residents
(.39 trips/day) and Alameda County Residents (.36 trips/day).
5-7
t, S. Transportation and Circulation Element
The number of trips made by Contra Costa residents is projected to increase by 35
percent from the year 2000. The Regional Transportation Plan predicts that the
majority of people's trips will.begin and end in the County where they reside. Currently
trips within the County, referred to as intra-county trips, now make up 84 percent of all
trips and 70 percent of work trips. The Metropolitan Transportation Commission
estimates that this percentage will remain stable through 2020. Work trips will
continue to be the primary factor in' peak hour congestion.
FUNDAMENTAL CONCEPTS THAT SHAPE THIS ELEMENT
The projected increase in travel (demand would require expanded transportation
facilities and services, since existing facilities are strained to near capacity in one or
both directions during rush hours. Providing expanded facilities poses bothC
environmental and financial problems.
.The Transportation and CirculationlElement is part of how the county can guide and
shape growth. However, it is only one component of a General Plan designed as a
development, conservation and economic blueprint for the County. The Land Use
Element and Growth Management Element specifical/vaddress the timing, densities,
and patterns of future growth.
A well-planned and integrated multi-modal transportation network provides for and
accommodates anticipated employment. and residential growth and safely and
efficiently meets the transportation needs of al/economic and socia/segments.
A well-defined transportation network also gives public and private interests a vision of .
needed improvements and an opportunity to assess costs and develop funding programs
well in advance of actual growth. I
The following fundamental concepts ' have been recognized in, developing this
Transportation and Circulation Element:
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o Automotive congestion is a result of the demand for mobility, specifically
automobility, and represents an equilibrium between supply and
demand, usually during peak travel periods.
o Congestion results in loss of time and productivity, accidents, personal
frustration, increase in pollution,. adverse .community reaction; and use of
residential streets for commuting purposes (which can have adverse safety
impacts).
o Congestion also causesl people to defer trips that are not urgent, choose
alternative destination's and modes where viable options exist, and
forego avoidable trips.
o In some cases, increasing road capacity can increase peak period
mobility by reducing travel times in the short term, but within 5-10
years over half the new capacity added in topica/ urban areas to
alleviate congestion islfilled with new traffic, a significant portion of it
induced by the capacity increase itself.
o There are formidableyh ysical, legal, and financial limits to expansion
and/or improvements Ito the road system in the county, especially on
segments that are already congested.
o Contra Costa County, the Bay Area and California will continue to experience
population growth over the next 20 years and transportation systems will
continue to be strained. I
o A desirable living environment and a prosperous business environment
cannot be maintained if,vehicular traffic levels continue to increase. Various
5.9
5. Transportation and Circulation Element
- Expand roadways and plan for new roadways where feasible and
appropriate (longer-term).
- Accept congestion as an inevitable traffic condition for single occupancy
automobiles during rush hours (near-term).
- Improve the design of new development to provide alternative routes for
circulation on the roadway system (near- and longer-term).
- Improve the design of Inew development to provide convenient use of
alternative forms of transportation (near- and longer-term).
- Encourage ride sharing alnd staggered work hour programs (near-term).
- Construct HOV lanes and on-ramp metering lights along commute corridors
(near-term).
- Support new development that provides for a mix of land uses which u_
compliment each othei, encourage shared parking, and reduce vehicle
miles traveled (near- and longer-term).
- Establish Pedestrian Districts in selected locations using the MTC
Pedestrian District Study as a guideline (longer-term).
5.6 ROADWAYS AND TRANSIT
INTRODUCTION
The need for roadway and transit facilities is most directly tied to the land use patterns
set forth in the Land Use Element. As described above, buildout of the land use plan
through the year 2020, togetheriwith anticipated growth outside of the County, would
place excessive demands on the existing circulation infrastructure in the County. The
goals, policies and implementation measures set forth in this section, together with
those in the Growth Management Element, are intended to address the future
circulation needs of Contra Costa County.
ROADWAY AND TRANSIT NETWORK PLANS
The Roadway and Transit Network Plans are the result of a coordinated planning
process that incorporates the goals, policies and implementation measures of this
Transportation and Circulation Element, in addition to the Land Use Element and
Growth Management Element. As such, these network plans are a compromise
between the ultimate transportation needs of the County, fiscal reality, and the
potential development constrain Its imposed by the Growth Management Element.
The premise of the Roadway and Transit Network Plans is therefore best summarized as follows:
o A roadway and transit network plan to accommodate travel demand that would
result from assumed year 2020 buildout of the land use plan was developed.
There is a shortfall in funding to implement this plan.
o The combination of the Land Use plan with a financially constrained transportation
network, and the provision of the Growth Management Element, will have the
effect of slowing growth ih,the County until additional transportation revenues are
secured ander more efficient commuting habits are adopted.
The Roadway Network Plan is shown in Figure 5-2. The Transit Network Plan is shown in Figure
5-3. While monies are available to complete numerous transportation improvements through
5-11
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h• S. Transportation and Circulation Element
Figure 5-2
Roadway Network Map
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5-13
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Expressways
Expressways are defined as controlled-access, moderate speed roadways serving
intercity or intercounty trips. This class of facilities is devoted entirely to the task of
traffic movement, and performs limited land service function. Intersections may be at
grade. The following design standards shall apply to expressways:
1. Opposing travel lanes shall be separated by.a median if there are two or more
travel lanes in each direction.
2. Access shall .not be permitted from abutting parcels; however, access may be
allowed prior to improvement of roadway segments to expressways standards if
there is no alternative access route to a parcel.
3. Intersections with median breaks shall occur only at arterials or other expressways.
4. Acceleration and deceleration.lanes may be provided at intersections.
Arterials
Arterials move traffic to and from freeways, expressways or collectors and are part of an
integrated system of major through roadways. Their traffic function is of countywide or
intercity importance, rather than' serving primarily local area traffic. Arterials mainly
serve to move traffic, but they normally also perform a secondary land service function.
1. Access from abutting parcels may be allowed but shall be secondary to protection
of the traffic serving function of the roadway. Driveways shall be restricted or may
be prohibited altogether to improve capacity and safety.
I
5-15
, S. Transportation and Circulation Element
high occupancy vehicle facilities, the establishment of express bus service; the integration
of rail transit and bus service, and t l e promotion of carpools and vanpools. Existing and
proposed studies will identify the feasibility of improving specific transit operations in the
Transit Corridors. State law authorizes funding for a feasibility analysis of implementing
urban and commuter transit service within the Transit Corridors. The I-80 and State Route
4 Transit Corridors are included in implementation plans under. development by CCTA,
BART and MTC. BART and CCTA have initiated environmental and design studies to
extend BART service from the Pittsburg/Bay Point BART station to Antioch, using diesel-
powered rail cars.This type of BART service has been referred to as a-BART. The Water
Transit Authority has recently completed a proposal to expand ferry operations between the
East Bay and San Francisco which will be funded with by the recent increase in tolls for
state-owned bridges to $4. I
ROADWAY AND TRANSIT GOALS
I
The following goals relate to the ri adway and transit plan for Contra Costa County:
.5-A. To provide a safe, efficient and integrated multimodal transportation
system. I
5-B. To coordinate the provision of streets, roads,transit and trails with other jurisdictions.
i
5-C. To balance transportation and circulation needs with the desired character of
the community.
5-D. To maintain and improve air quality above air quality standards.
5-E. To permit development Jonly in locations of the County where appropriate
traffic level of service standards are ensured.
i
5-F. To reduce cumulative (regional traffic impacts of development through
participation in cooperative, multi-jurisdictional planning processes and forums.
5-G. To provide' access to new- development while minimizing conflict between.
circulation facilities and land uses.
5-H. To ensure the mutual compatibility of major transportation facilities with
adjacent land uses.
5-I. To encourage use of transit.
5-3. To reduce single-occupant auto commuting and encourage walking and
bicycling.
5-K. To provide basic accessibility to all residents, which includes access to
emergency services, public services and utilities, health care, food and
clothing, education and employment, mail and package distribution,
freight delivery, and a certain amount of social and recreational
activities.
ROADWAY AND TRANSIT POILICIES
The following policies relate to the roads and transit system of Contra Costa County.
Circulation Phasinci and Coordination
5-1. Cooperation between the cities and the County shall be strongly encouraged
when defining level of service standards.
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5. Transportation and Circulation Element
5-20. New development (including redevelopment and rehabilitation projects) shall
contribute funds and/or institute programs to reduce parking demand and or
provide adequate parking.
5-21. New develovment shall contribute funds and/or institute programs to
provide adequate bicycle and pedestrian facilities where feasible.
5-22. New subdivisions should be designed to permit convenient pedestrian access to
bus transit and efficient bis circulation patterns.
Alternative Transportation/Circulation Systems
i
5-23. All efforts to develop alternative transportation systems to reduce peak period
traffic congestion shall be lencouraged.
5-24. Use of alternative forms of transportation, such as transit, bike and
pedestrian modes; shall be encouraged in order to provide basic
accessibility to transit-dependent persons and to help minimize automobile
congestion and air pollution.
5-25. Improvement of public transit shall be encouraged to provide for increased use
of local, commuter and intercity public transportation. '
5-26. Rail transit extensions including protection for pedestrians and bicyclists
and acquisition of necessary, right-of-way and station areas, shall be
encouraged along all freeway corridors.
5-27. Rail transit facilities or additional high occupancy vehicle lanes proposed within a
designated transit corridoi shall be considered consistent with this General Plan.
5-28. Support a study of the I-680 Freeway Corridor for fixed-route transit.
Environmental Considerations
5-29. New arterial roadways I shall be routed around, rather than through
neighborhoods, to minimize traffic impacts on residential areas.
5-30. Street systems shall be des igned and/or modified to discourage additional through
traffic in existing residential areas, but not at the expense of efficient bus transit or
bikeways.
5-31. Roads developed in hilly areas shall minimize disturbance of the slope and
natural features of the land.
5-32. Local road dimensions shall complement the scale and appearance of adjoining properties.
5-33. Landscaping and maintenance of street medians and curb areas shall be
provided where appropriate.t
5-34. Appropriate buffers, such as soundwalls, bermed embankments, depressed
alignments, and open space areas along major transportation facilities, shall be
provided adjacent to noise sensitive land uses.
5-35. Consolidation of utility/drainage/transportation corridors shall be considered,
where appropriate.
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S. Transportation and Circulation Element
� P
5-m. Adopt design standards and right-of-way standards with typical sections showing
relationships of pavement,) median, sidewalks, abutting frontages, lighting, and
landscaping and the needs of persons with disabilities.
Alternative Transportation/Circulation Systems
5-n. Enforce County TDM (Trans 1portation Demand Management) Ordinances consistent
with State law, and encourage neighboring jurisdictions to adopt similar ordinances.
5-0. Develop and implement a comprehensive program of park-and-ride lots,
in cooperation with the cities, transit agencies, and Caltrans, to serve
the.demand forecasted iby this Plan. These lots should be accessible
from local neighborhoods via Low Speed Vehicle (LSV) networks
and should have preferential LSV parking.
5-p. Coordinate efforts with BART to expand automobile and covered bicycle
parking as well as preferential LSV parking facilities at or near stations.
This includes providing facilities for bicycles and pedestrians where
feasible.
5-q. Encourage and coordinate efforts with BART to extend train service along State
Route,4 to Brentwood and along I-80 to northwestern Contra Costa County.
5-r. In cooperation with interested local jurisdictions, regional agencies, and transit
operators, conduct a study investigating the feasibility of implementing
commuter rail, urban rail, and other regionaltransit services within the Transit
Corridors identified in the Transit Network Plan.
5-s. Request MTC, in cooperation with affected local jurisdictions and transit
operators, develop a comprehensive plan on the use of the three percent
discretionary funds from Regional Measure 1, and include in the Plan a
determination of the feasibility of additional ferry operations.
5-t. Coordinate efforts with BART, bus operators, and other jurisdictions to reserve
rights-of-way, station sites, and other support facilities for rail extensions
within the Transit Corridors identified in the Transit Network Plan.
5-u. Coordinate efforts with allltransit districts serving the county to provide for improved
routing, bus frequencies, facilities, and improved design of land development plans.
5-v. Expand transit service areas to serve all urbanized portions of the EI Sobrante Valley.
5-w. Develop a parking prolgram to maximize traffic flow on new and existing
arterials and collectors by reducing or eliminating on-street parking, by
providing off-street parking or parking bays to accommodate on-street
parking, or enhancing transit or ridesharing services.
5-x. Encourage Caltrans to investigate the feasibility and effectiveness of ramp metering
on freeways in the County, and if feasible and effective, support implementation.
5-y. Encourage Caltrans tolexpedite the incorporation of Alameda, Contra Costa
and Solano County into the Bay Area Traffic. Control System Program to
improve the flow of traffic on the region's freeways.
5-z. Encourage Caltrans to construct a system of commuter lanes (high occupancy vehicle
or-HOV lanes) on new or expanded freeways within the Transit Corridors identified on
5-21
S. Transportation and Circulation Element
i
5.8 PEDESTRIAN FACILITIES AND BIKEWAYS
Pedestrian and Bicycle transportation area viable mode of commuter transportation in the
urban areas on either side of the Berkeley Hills and throughout eastern Contra Costa County
due to favorable topography and weather.
The County promotes the use of the Complete Streets philosophy to further advance
the goals of this plan. Complete streets are streets safe for all users at all times
throughout the County.
The County supports pedestrians and bicvclists by implementing the Routine
Accommodation policy.statementl developed by the United States Department of
Transportation, the California Department of Transportation and the Metropolitan
Transportation Commission to ensure that the needs of walkers and bicyclists are
integrated into Transportation' Infrastructure. Considering, and making
accommodation for bicycle and pedestrian mobility and safety in the planning and
designing of new or improved transportation facilities can benefit all modes of travel.
Pedestrian facilities are becoming increasingly important to address the various
needs of County residents living in urban and rural settings as our community
continues to develop.and change.We are all pedestrians at one time, walking to the
post office, using a wheelchair from a transit station to work, traveling from your car
to a retail shopping center. Pedestrian facilities also encourage walking for better
health. Additionally, lower income residents of Contra Costa County are over
seven times more likelK to walk as a primary commute mode than the general
population. A well designed and well maintained system of pedestrian facilities
provides safe, convenient and accessible access for residents.
Sidewalks shall be designed so they are wide enough to accommodate the expected
pedestriam volume. Surfaces should be kept as level as possible. Intersections shall
have well designed curb ramps!on all corners and crosswalks, where provided,
should be well marked and visible. Traffic signal phasing shall allow adequate time
for pedestrians to cross as well as have accommodations for disabled users with
impairments. Lighting shall be provided where needed for visibility and safety. The
network of pedestrian facilities Must provide-convenient access to destinations that
attract pedestrian travel, such as schools, parks, transit, neighborhood shopping,
post offices and other public facilities.
Development of a comprehensive bikeway system will provide further incentive to
commute by bike. The comprehensive bikewaysystem is the interconnected system
of safe bike paths, bike lanes and bike routes that satisfy the travel needs of most
cyclists in the county. Many existing bikeways are of a recreational design combined.with
pedestrian trails and located off-street. These facilities should be supplemented by more off-
street paths and more on-street commuter bikeways that provide direct access to
re
commercial uses. A comprehensive bikewaysystem is depicted in a fold-out map in
the back of the General Plan - Bikeway Facilities Network.
"Bikeway" means all facilities that are provided primarily for bicycle travel. The
following categories of bikeways are defined in the California Streets and Highway
Code.
o Class I Bikeway (Bike Path or Bike Trail): Provides a completely separated
right-of-way designated for t'he exclusive use of bicycles and pedestrians with
crossflows by motorists minimized.
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S. Transportation and Circulation Element
5-aa. Pedestrian Districts should be created in areas of mixed or dense land
use and intense or Potentially intense pedestrian activity,
5-an Landscaping and trees should be used to enhance Pedestrian facilities
and should be selected to minimize future maintenance and safety issues.
5-as. Streetscape improvements should be included in the design of high
usage Pedestrian facilities to encourage Pedestrian activity. This would
include improvements such as benches public art drinking fountains and
Pedestrian-scale lighting fixtures.
5-at. Provide sidewalks with a clear Path wide enough to accommodate
anticipated Pedestrian use and wheelchairs, babystrollers or similar devices.
This area clear zone must be free of street furniture,signposts utility poles or
any other obstruction.
5-au. Traffic calming measures should be designed so they improve
pedestrian and bicycle movement in residential neighborhoods and
commercial districts as well as strategic corridors between them that help
form the comprehensive bicycle network.
5-33. Encourage adeguate long I term and routine maintenance of bikeway and
walkwav network facilities, including regular sweeping of bikeways and
shared use pathways, utilizing private and/or local community resources
when feasible. I
5-ay. Provide ways for the,general public to report problems.
5-ax. Include the cost of mayor maintenance needs of bicycle and pedestrian
facilities when calculating the maintenance needs of streets and roadways.
5-M Improve safety for pedestrial ns and bicvcfists.'
5-35. Reduce conflicts among motorists pedestrians and bicyclists.
5-ay. Use curb extensions and pedestrian islands and other strategies to p
reduce pedestrian crossing distances.
5-az. Use traffic control devices such as signs, signals or lights to warn
motorists that Pedestrians or bicyclists are in the roadyray,
5-ba. Provide buffers between roads and sidewalks utilizing planter strips or
buffer zones that Provide streetscape improvements, r
5-36. Provide information to improve safety for pedestrians and bicvcfists.
5-bb. Support development of a countywide collision data analysis program
that wiff generate coffision rates useful for planning purposes.
5-bc. Su
Poort the development and implementation of programs to educate
drivers, bicyclists, and pedestrians as to their rights and responsibilities-
5
-N Encourage more people to walk and bicycle.
5-37. Work with local and regional agencies to develop useful and cost effective
Programs to encourage more people to walk and bicycle.
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S. Transportation.and Circulation Element
DEFINITION AND MAPS OF SCENIC ROUTES
For the purposes of this plan, the fl(lowing definitions will apply; they should aid in
understanding the relationship of the scenic roads to their environs.
A scenic route is a road, street, or freeway which traverses a scenic corridor of relatively high
visual or cultural value. It consists.of i oth the scenic corridor and the public right-of-way.
The public right-of-way includes the roadbed and adjacent lands in public control. It
includes lands utilized for roadway protection, storm drainage, public utilities,
pedestrian travel, and roadside plantings. Usually this land is owned in fee or dedicated
to local jurisdictions or the State. It should also include cycling or hiking trails, roadside
rests, or turnouts, etc. Public projects in the right-of-way should be designed and
carried out recognizing the purpose of this plan.
Semi-public rights-of-way include rl ilroads, canals, or power transmission lines.
A scenic corridor is usually much wilder than the road right-of-way and extends to the
contiguous areas beyond it. Width of scenic corridors will vary greatly depending upon
the present degree of development, landforms, topography, and the nature of scenic
quality. The scenic corridor consistslof much of the adjacent area that can be seen from
the road. It is within this area that development controls, dedication, and the purchase
of. easements or lands in fee simple will be required, and public projects will be
reviewed for compliance with this plan. Controls should be applied to retain and
enhance scenic qualities, restrict unsightly use of land, control height of structures, and
provide site design and architectural guidance along the entire scenic corridor..
Route 24 from the Alameda County line to the Interstate 680 interchange, and
Interstate 680 south of that interchange to the Alameda County line, are existing State
designated scenic routes within the State Scenic Routes program. Route 4 from
Hercules to the intersection with Railroad Avenue is proposed for State designation as is
the proposed State Route 4 Bypass to the Delta.
While the State Scenic Routes plan forms the skeletal framework for the County Scenic
Routes program, Figure 5-4 identifies the other roadways which form the Countywide
scenic routes plan. Inclusion on .this map provides direction to County staff to review
projects in a fashion which is compatible with the scenic qualities of these roads. Scenic
routes are shown for the unincorporated areas; routes with scenic potential or to connect
scenic areas are shown as connecting routes.
SCENIC ROUTES GOAL
5-P. To identify, preserve and enhance scenic routes in the County.
SCENIC ROUTES POLICIES
5-43. Scenic corridors shall be maintained with the intent of protecting attractive
natural qualities adjace It to various roads throughout the county.
5-44. ' The planning of scenic (corridors shall be coordinated with and maximize
access to public parks, recreation areas, bike trails, cultural attractions, and
other related public developments.
5-45. Scenic views observablelfrom scenic routes shall be conserved, enhanced, and
protected to the extent 'possi bl e.
5-27
5. Transportation,and Circulation Element
Figure 5-4
Scenic Routes Map
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5-29
S. Transportation and Circulation Element
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I
SCENIC ROUTES IMPLEMENTATION MEASURES
5-bh. Develop and enforce guidelines for development along scenic routes to
maintain the visual quality Iof those routes.
5-bi. Develop a corridor improvement program including an interagency joint action
and ordinance developmenit program, to protect and enhance scenic qualities.
5-bj. Consider the visual qualities and character of the corridor in reviewing plans for
new roads, .road improvements, or other public projects. This should include
width, alignment, grade, slope and curvatures of traffic islands and side paths,
drainage facilities, additional I setbacks, and landscaping.
5-bk. Attain development project design flexibility within the scenic corridor through
application of the Planned)Unit Development District Zoning.
5.10 AIRPORTS AND HELIPORTS
INTRODUCTION
The County has one general aviation airport with a second one being funded for
development. Additionally, there are several private airfields which operate in the county
and requests for heliports have been received from time to time. This section adds policies
to the County General Plan which guide the use of airports, private airfields and heliports.
The overall goals and policies for airport and heliport operations in the county are outlined in
the next two sections. A more detailed description and policies for Buchanan Feld and the
Byron Airport are included in separate sections below. Finally, special policies required by the
Airport Land Use Commission are included following the discussion of the two airports. The
noise contours for these airports arel included within the Noise Element of this Plan.
AIRPORTS AND HELIPORTS GOALS
5-Q. To encourage the development and operation of two general purpose public
airports in the county.
5-R. To allow heliports, restricted to appropriate locations, which would add to the
economic well-being and safety of the county.
AIRPORTS AND HELIPORTS POLICIES
Overall Policies
5-53. Regulate the location of private airfields and heliports to minimize their
impacts on adjacent residents, sensitive receptors, and to ensure public safety.
5-54. Protect the Byron Airport environs from urban encroachment through a
combination of land acquilsition, easement acquisitions and land use regulations.
5-55. Work with adjacent cities to ensure that Buchanan Field Airport environs are
developed and redeveloped in ways which protect the public safety and
maintain the viability of the airport.
5-56. Work with the FAA and helicopter operators to minimize conflicts with
residential areas and sensitive land uses, such as schools, hospitals,
residences, and other sensitive noise receptors.
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5-30
S. Transportation and Circulation Element
The expressed intent of the County is to have a second airport free from urban
encroachment, and to prevent the lestablishment of. related commercial or industrial
development around the planned airport. Water and sewer services will be limited to serve
only the airport; utilities will not serve( growth on the adjacent properties. It is also for this
reason that extra rights-of-way beyond the airport development proper are being acquired.
Additionally, no residential development or sensitive receptors, e.g. hospitals, schools, etc.,
should be allowed within the projected 60 CNEL noise contours for the new airport.. (For
information only, Measure C - 1990 provides that one of the enumerated bases for changing
the Urban Limit Line, upon a 4/5 vote 11 evidence and public hearing, would be the
following finding: (f) an objective study has determined that a change to the Urban Limit Line
is necessary or desirable to further the economic viability of the East Contra Costa County
Airport, and either(i) mitigate adverse aviation related environmental or community impacts
attributable to Buchanan Feld., or (ii) (further the County's aviation related needs.)
Special policies of this plan that apply to the East County Airoort are as follows:
5-61. The County shall acquire fee title and/or conservation (development rights)easements
to an appropriate amount of i uffer land around the planned East County Airport.
5-62. The buffer land or conservation easements acquired around the airport shall ensure
that incompatible uses will not be allowed to locate within the safety zone.
5-63. Establishment of commercial, industrial or residential development around the
planned airport shall not be allowed.
5-64. Water and sewer services to the airport will be limited to serve only the airport
properties; utilities will not serve growth on the adjacent properties.
5-65. No residential development or sensitive receptors, e.g. hospitals, schools, etc., shall
be allowed within the projected 60 CNEL noise contours for the new airport.
Special Policies Regarding the (Airport Land Use Commission
The Public Utilities Code requires that the intent and purpose of adopted Airport Land
Use Commission (ALUC) plans and policies be incorporated into the County General
Plan. The following policies apply io the two County airports:
5-66. Structural heights shall be designated by the Federal Aviation Regulations
(FAR) Part 77 surfaces associated with the various runway designations shown
on the latest Airport Layout Plan.
5-67. The Structural Height Limlits defines maximum structural height. Height limits
will be placed on new buildings, appurtenances to buildings, all other
structures and landscaping in accordance with the Airport Layout Plan except
in special instances whenl for. reasons of safety the Commission may impose a
more restrictive structural height.
An applicant for any structure within the Airport Land Use Commission Planning
Area proposed to penetrate any height limit surface shall submit an aeronautical
analysis which specifies the proposed project's effect on airport instrument
procedures for all runways, the effect on airport utility, and the effect on overall
aviation safety. If, after reviewing the aeronautical study and other related
information, it is determined that the proposed project would not have an adverse
effect on safety and airport utility then, the project may be approved for heights
other than those indicated by the FAR, Part 77, Structural Height Limits.
5-32
S..Transportation and Circulation Element.
Figure 5-5: ALUC Safety Element Map for Buchanan Field
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5-34
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S. Transportation and Circulation Element
(6) Within the safety zone clear area, any use which involves the erection of a
permanent above ground structure other than FAA approved facilities.
(7) Within the safety zones, excluding the clear areas, any use which on a
regular basis would result in a density (excluding streets) in excess of 30
persons. per acre or nine person/500 square feet of gross building flood
area, whichever is less.
(8) Any of the following I uses: new single and multiple family residences,
shopping centers, restaurants, schools, hospitals, arenas and other places .
of public assembly.
5-73. The following are suggested uses within the ALUC Compatibility Zones for
Buchanan Field:
(1) agriculture;
(2) open space;
(3) warehousing;
(4) light industry;
(5) parking of automobiles; and
(6) low occupant density public uses, such. as sewage treatment plants.
5-74. Within the ALUC Compatibility Zone B-1, no new lot splits shall be allowed and
buildings on existing lots of record shall be located as far as practical from the
extended runway centerline and shall be limited to two stories in height.
The following are suggested uses within the ALUC Compatibility Zones for the
East Contra Costa Airport.
(1) agriculture;
(2) open space;
(3) low intensity park and recreation uses;
(4) low occupant density public uses; and
(5) parking of automobiles.
5-75. Airports and heliports ma, y be allowed by issuance of a land use permit in
zoning districts found by the Board of Supervisors to be suitable for such uses.
AIRPORTS AND HELIPORTS IMPLEMENTATION MEASURES
5-bk. Create a new zoning district for County airports similar to the Planned Unit (P-1)
District zone which provides for public review of on-site projects, and rezone both
airports to that district.
5-bl. Review county ordinance (code provisions and consider the suitability of each
zoning district for the establishment of airports and heliports. .
5-bm. Continue to regulate all heliports in the county by the land use permit process.
5-bn. Create a new zoning district to regulate private land use on the two public airports.
5-bo. Undertake hearing to rescind the "Airport Zoning Plan for Buchanan Field" adopted
in 1955, and to approve preparation of an updated structural height limit plan.
5-35
S. Transportation and Circulation Element
5-79. New or replacement proprietary wharfs shall be allowed adjacent to industrial
use areas, as long as environmental safeguards are followed and public access
to the shoreline is provided
5-80. The County shall advocate Imaintenance of deep-water channels at a depth
that keeps ocean vessel use viable from San Francisco to the Army's Military
Traffic Management Command (former Concord Naval Weapons Station).
5-81. The Concord Naval Weapons -Station deep-water port should be utilized for
private port use if the property ever becomes excess government property.
PORTS AND PROPRIETARY WHARVES IMPLEMENTATION MEASURES
5-bs. The County shall continue to work with the Bay Conservation Development
Commission, the State Lands Commission,.and other appropriate agencies to ensure
adequate deep-'water access is provided to industries along the county's shoreline.
5-bt. The deep-water site at Selby,! should be reserved for a water-related industrial use.
5.12 RAILROADS
INTRODUCTION
There are four railroad lines which cun-ently carry freight within Contra Costa. County. The
Southern Pacific railroad line, now owned by Union Pacific (UP), stretches 60 miles from
Richmond to the Alameda County linel near Clifton Court Forebay. The UP line is a high speed
double track between Richmond and Martinez, and carries by far the most freight traffic of all
the railroad corridors in the County. F tom Martinez,the UP track splits, with one track crossing
the river to carry freight up the Sacramento Valley to the northwestern U.S., and one track
(known as the"Mococo line's continuing through Antioch, Oakley, Brentwood, Byron Tracy,and
into the San Joaquin Valley and points south.
The 55-mile long Burlington Northern Santa Fe (BNSF) railroad corridor roughly parallels the
UP line between Richmond and Hercules, where it then turns inland through rural Franklin
Canyon running south of Route 4 to the industrial areas east of Martinez. From there it again
closely parallels the UP (and Sacramento Northern/Union Pacific)tracks as it passes through
Pittsburg and Antioch, and then.through Oakley and across the Delta to Stockton.
i
Two smaller freight lines also operate in the County. Union Pacific controls the subsidiary
Sacramento Northern line from Clyde to Pittsburg, and the Bay Point and Clayton rail line
serves the Army's Military Traffic Management Command. The other major railroad corridor
in the county, the SP tracks runninIg north-south between Concord and through the San
Ramon Valley to the Alameda County line, was. abandoned in the 1960s and h-as been largely
acquired by the County with the assistance of state funds reserved for implementing mass
transit systems. This abandoned SPISan Ramon Valley Branch Line is now known as the Iron
Horse Corridor. Currently it is used as a trail by pedestrians and bicyclists, and for pipelines
and utilities operated by public and private entities. The County is developing a management
program for the Iron Horse Corridor, starting with a Landscape Element that was approved by
the Board of Supervisors in 2000. The County's management.program reserves a portion of
the Iron Horse Corridor for future use as a rail transportation line, per the requirements of the
state grants that enabled the County to acquire the right-of-way. The portion of the Iron
Horse Corridor that is used as a trail is maintained by the East Bay Regional Park District.
5-37
5. Transportation and Circulation Element
c. Increasing the level of service (support the service-increase recommendations in
Caltrans'Califomia Passe ger Rail System/20-Year Improvement Plan, calling for
12 daily roundtrips on the Capitols and six daily roundtrips of the San Joaquins
through Contra Costa County by FY 2008/09, and earlier morning westbound
trips on the San Joaquin i to accommodate growth.in.East County)
d. Improving the quality of station services, reductions in running time,
and improved on-time performance.
5-88. Improve efficiency by:
a. Improving tracks and stations to help increase the capacity of the rail system;
Track improvements will also benefit freight services as well as passenger services.
I
5-89. Increase funding by:
a. Working for additional rail funding through efforts such as a Measure C
extension and future state and federal funding cycles.
b. Shifting the emphasis of funding from highways to a greater intercity rail
orientation, including alternative modes used as rail feeder services.
c. Working to.change the statutory requirement for a two-thirds majority on
transportation tax ballot measures to a simple majority requirement.
d. Provide greater intercity rail funding opportunities through more flexibility in
funding programs.
RAILROADS IMPLEMENTATION MEASURES
5-bu. Implement County Ordinance X87-19, entitled "Railroad Corridor Combining
District", in a fashion which protects the integrity of the existing corridors.
5-bv. If railroad right-of-ways are abandoned by railroad service, work toward
acquisition of the right-of-ways for trail development, utilities corridors, transit
and for other public purposes.
5-bw. If railroad uses are to be abandoned, initiate a general plan revision study to
determine the best long-term use of the right-of-ways.
5-bx. Upon notification of an action to abandon a rail line, initiate a committee of
affected jurisdictions to hlelp determine the long-term use of the rail corridor.
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Chapter 9
Open Space Element
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9. Open Space
C. Location: In the ce ter of a group of neighborhoods. The site should have some
natural features of in,terest such as water frontage or rough topography if possible.
d. Service Radius: Two miles.
e. Facilities: Both landscaped and natural open space, playgrounds and playfields,
parking,special facilities such as golf, boating and swimming,and a community center.
Trails and Paths. Trails provide a linear corridor that is primarily for nonmotorized
use: pedestrian, equestrian andibicycle use. Most trails in the County are established for
recreational use, though increasingly some are utilized for commute and transportation
purposes. As such this plan) is functionally also a part of the General Plan's
Transportation and Circulation Element. Note that there are additional policies relating to
the transportation aspect of on- street bikeways and trails in the Transportation and
Circulation Element. This section of the Parksand Recreation Plan is divided into three
separate components dealing with equestrian, pedestrian and bicycle facilities.
In many cases, trails can bei utilized for more than one purpose. For ease of
presentation, these three trail plan components are discussed and mapped separately.
While the trails plan is county-wide and relies heavily on municipal plans in these areas,
not all trails within those areas are shown; only the regional links are included. This
plan encourages development of local feeder trails and paths to provide an
interconnected system which can work as a circulation component as well as providing
recreational opportunities. The County Trail Plan focuses on non-motorized facilities in
order to maintain peace and tranquility for its users. Some trails are shown on all three
maps to imply multi-use trails. Readers should note that trail facilities within the
East Bay Regional Park District Parklands are not shown in detail on figures in.
this element. Information re4ardina these facilities may be obtained directly
from the East Bay Regional Park District. These maps are also consistent with
ABAG's Ridge Trail Map.
The Bicycle Trails Plan is shown on Figure 9-5. The following definitions are to be used
in this plan: I
Bicycle Trails. These types of trail facilities are designed for bicyclists and
are intended to grovide'a safe connection between residential neighborhoods,
parks, schools, and otherfacilities. They will normally accommodate high volumes
of short distance bicycle traffic as well as inter-community movement. When
feasible, bicycle paths between communities are encouraged to be developed on
their own pathways that are physically separated from vehicular traffic.
The Pedestrian Trails Plan is shown on Figure 9-6. The following definitions are used in the
plan:
Pedestrian Trails. All trails included in this plan are major, or primary, trails.
These are intended for travel by individuals or groups of varying skills and ages.
They typically connect important trail use destinations such as major parks and
points of special interest. Pedestrian trails may paved or, preferably, surfaced
with resilient materials to keep down dust and permit travel in all weather.
The Riding (Equestrian) Trails Plan is shown on Figure 9-7. The following definitions
are used in the plan:
9-22
Asterisk In Margin Denotes Text Change
See Underline Italics or Strikeout
GPA for Bicycle and Pedestrian Facilities
County File: GP#07-0006
Jan.2008 Version
Exhibit C: Executive Summary, CCTA Countywide Bicycle
and Pedestrian Plan (Dec. 2003)
•rte
,
y
THE CONTRA COSTA COUNTYWIDE
Bl" c
U&-% and
Pe �
s .I � Plan
ADOPTED DECEMBER 17, 2003
Prepared fol the: altaPrepared by:
J Contra Costa Transportation Authority
M Alta Planning + Design
with Dowling Associates, Inc.
CONTRA COSTA COUNTYWIDE BICYCLE AND PEDESTRIAN PLAN
CONTRA COSTA TRANSPORTATION_AUTHORITY COUNTYWIDE BICYCLE AND PEDESTRIAN
Commissioners PLAN ADVISORY COMMITTEE
Julie Pierce, Chair Andrew Gaber, CCEAC
Amy Worth,Vice Chair Nancy Baer,Conununity Wellness and Preven-
Janet Abelson tion Program
Charlie Abrams John Cunningham, Contra Costa County
Maria Alegria Joe Yee,Contra Costa County (Alternate)
Donald P. Freitas Michael Boyce, East Bay Bicycle Coalition
John Gioia Steve Fiala,East Bay Regional Parks District
Federal Glover Bart Carr, SWAT Citizen
Brad Nix Tai Williams, Town of Danville, SWAT Staff
Nancy Tatarka Andy Dillard, Town of Danville, SWAT Staff
Kris Valstad Leah Greenblat, City of Lafayette SWAT Staff
(Alternate)
Staff David Favello,TRANSPAC Citizen
Robert K. McCleary,Executive Director Michael Vecchio, City of Walnut Creek, TRANS-
Martin Engelmann,Deputy Director for Planning PAC Staff
Brad Beck, AICP, Senior Transportation Planner
� John Hall,City of Walnut Creek, TRANSPAC Staff
Jane Pennington, Administrative Assistant (Alternate)
Dann Meyers, TRANSPLAN Citizen
ALTA PLANNING + DESIGN Jeff Rogers, City of Antioch, TRANSPLAN Staff
Paul Reinders, City of Pittsburg, TRANSPLAN
Michael Jones, Principal
Staff(Alternate)
Mia Birk, Principal Jerry Rasmussen,WCCTAC Citizen
Becky Choi, Senior Planner Lisa Hammon, WCCTAC Staff
Brett Hondorp, Senior Planner Summer Brenner,WCCTAC Staff(Alternate)
Linda Young, WCCTAC Staff(Alternate)
DOWLING AND ASSOCIATES.
I
Gail Payne, AICP, Senior Transportation Planner
jj ADOPTED DECEMBER 17, 2003
CONTRA COSTA COUNTYWIDE BICYCLE AND PEDESTRIAN PIAN
3. Encourage more people to bicycle and walk if t
4. Support local efforts to encourage xA alking
and bicycling o e
5. Plan for the needs of bicyclists and pedestri-
ansRi•
w r O G 0 '
For each goal, the (-,BPP outlines policies and 0
actions to achieve these goals.The AuthoriIty will
use the goals,policies, and actions, as well as the , t;
other material in the CBPP, in its efforts to sup-
AwINAI 'l.xAaY90 1 j . `�
port bicycling and walking in Contra Costal Local
�,.a,�..
jurisdictions are encouraged to embrace these «'_'� n" ...
goals, too.
These goals, policies, and actions focus on
achieving many of the objectives established in j•;:, $r
recent State, federal and local plans and poli- ;;, r;'�„,�- y - - " _, -'� •-•
G:- �.H
cies. The Regional Bicycle Plan adopted by the
.,.
Metropolitan
Transportation Commission, for � I ;! ,.�t�.,,i �•� '`�"� ;-
example,emphasizes the importance of bicycling '
and its role in the well-being of the region. The
Association of BaJ7 Area Government's regional
Smart Growth Strategy/Regional Livability Foot and bicycling. Much of Contra Costa was built
print Project and the Shaping Our Future effort in over the past .50 years, often without sidewalks
Contra Costa both focus on creating communities. or room for bicycles. These existing development
that are, among other things, more walkable and patterns can make it difficult to retrofit existing
bicycle-friendly. Policies adopted by the U.S. De- streets and roads.
partment of Transportation and Caltrans confirm Second, commuting statistics provide insight
vital role that walking and bicycling play in our into who bicycles and walks to work now and
transportation system and recommend positive who may do so in the future.The 2000 Census re-
actions to incorporate those modes of travel into ported that 2,085 Contra Costa residents bicycle
all transportation planning. to work, or about one-half of one percent of all
commute trips.About three times as many people
walk to work, -about 1.5 percent of all commute
Background walk
People who walk or bicycle to transit or
Three important factors help shape the bicycling carpools, however, are not included in this esti-
and walking environment in Contra Costa. First, mates,somewhat undervaluing the importance of
the county's topography and land use piatterns these two modes in the daily commute. Walking
present both obstacles and opportunities for and bicycling are more important for other trips,
walking and bicycling. The Mt. Diablo Range especially for doing errands, going to school, and
and East Bay Hills are significant obstaicles to making recreational trips. When.those trips are
bicyclists wanting to journey east to west through added in, the share of walking goes up to around
Contra Costa. Many parts of Contra Costa how- nine percent of all trips and bicycling to about 1.5
ever, are relatively level with a fairly benign percent.About 21,400 people are estimated to bi-
environment which could encourage walking cycle every day. After implementing the projects
iv ADOPTED DECEMBER 37, 2003
i
CONTRA COSTA COUNTYWIDE BICYCLE AND PEDESTRIAN PLAN
wheelchair from HART to work, skateboarding to Links to Transit
school, or walking to the post office, we all want
functional pedestrian facilities. A number of ele- Improving links to transit can make bicycling and
ments are needed to achieve walkable places. In walking a larger part of daily life,enhance transit,
addition to continuous sidewalk systems, safe and enrich communities.Transit can increase the
roadway crossings, curb ramps, lighting, and at- range of travel for pedestrians and bicyclists by
tractive streetscapes all enhance walking condi- overcoming barriers and hilly terrain, addressing
tions. Traffic calming techniques can be applied personal security concerns, and enabling travel
to lessen the negative effects of automobiles in at nighttime and during poor weather. Providing
neighborhoods and provide better conditions for convenient transit services for bicyclists and pe-
walking. destrians can attract new riders, expand weekend
Developing a continuous pedestrian D.etwork ridership with recreational bicyclists, and lessen
throughout Contra Costa will take a tremendous demand for automobile parking spaces.Making it
and concerted effort, but even small improve- easier to walk or bicycle to transit benefits com-
ments that the local jurisdictions implement can munities by reducing air pollution, energy con-
make a big difference. Local agencies are encour- sumption, and traffic congestion with relatively
aged to consider pedestrian needs in all tr nspor- low cost investments.
tation and land use planning activities and when Bicycle-to-transit and pedestrian-to-transit
developing related policies. The CBPP also identi- users have various needs that can influence rid-
fies two priority pedestrian programs: ership. Secure bike parking,connections to trails,
and directional signage are just a few helpful
1. Designating and developing pedestrian dis- facilities. An analysis of the transit operators in
tricts, and the county and existing station and transit center
2. Improving mobility for people of all abilities amenities showed many improvements.over the
consistent with the Americans with Disabili- past few years,particularly the provision of racks
ties Act (ADA) improvements.. on buses and increased bike parking. However,
improvements at bus stops, access to transit cen-
ters, and inadequate bike parking at some transit
centers all need to be.addressed. Transit agencies
and local jurisdictions are.encouraged to work to-
gether to identify barriers and achieve solutions.
Safety and Support
r
Education, marketing, and lav enforcement pro-
grams help make the general public aware of bicy-
a�,_ _ �:; ;:"_j :tj cling and pedestrian issues. Targeted campaigns
are beneficial to reach out to specific segments of
the population such as children for rules-of-the-
-- road courses, transportation planners and engi
',,,�;s'�� neersfor bicycle- and pedestrian-friendly design
i4 strategies, commuters for encouragement and
"". incentive campaigns, and the,general traveling
=.`.{•; : public for safety awareness campaigns.
Vi ADOPTED DECEMBER 17, 2003
CONTRA COSTA COUNTYWIDE BICYCLE AND PEDESTRIAN PLAN
pedestrian, and supporting transportation proj- Table E-II Summary of Estimated
ects and programs. While a deficit of between Project Costs to Implement CBPP
$33 and $130 million would remain, between
44 percent and 86 percent of the projects and Short-and Mid-Term Bikeway Proj- $63,359,000
programs identified in the Plan might be f i nded. Remaining Bikeway System $19,761,000
Only some of this funding, however, is specifi-
Pedestrian,Transit, Safety&Support $108,482,000
cally set aside for bicycle and pedestrian facilities
and programs. For other sources of funding, bi-
On-going Support $1,000,000
I
cycle and pedestrian facilities must compete with Total $192,602,000
a variety of other transportation purposes. Both Total (+ 20%contingency) $231,122,000
the Authority and local agencies have to balance
the demands for bike lanes, sidewalks ands cross-
walks, and safe routes to school with demands to on ADA requirements and recommendations. Ap-
maintain our streets and roads, enhance Itransit pendix C is a description of the bicycle demand
service, increase commute alternatives, manage model which calculates a more accurate estimate
congestion and others equally compelling needs. of the number of daily bicyclists and a predicted
number of bicyclists as a result of improvements.
Appendix D is a summary of various funding
Appendices sources, contacts, eligible applicants, and eli-
Several appendices are attached that contain gible projects. Appendix E contains both the us
supportive information for parts of this CBPP. DOT policy statement and the Caltrans Deputy
Appendix A includes planning and design rec- Directive (DD-44) for integrating bicycling and.
ommendations for bicycle facilities, including walking into the transportation infrastructure.
on- and off-street bikeways, parking, intersec- Appendix F lists projects that are being pursued
tion design, and signing. Appendix B pertains by local jurisdictions and agencies in addition to
to pedestrian facilities with particular emphasis those projects listed within the Plan.
Viii ADOPTED DECEMBER 17, 2003
CONTRA COSTA COUNTYWIDE BICYCLE AND PEDESTRIAN PLAN
Recommended Improvements 77 Intersection Considerations A-5
Improve Sidewalks 77 Bike box A-5
Improve Pedestrian Crossings 78 Trail/Roadway intersections A-5
Provide Sidewalk Buffers 79 Other signage A-7
Ensure Connectivity 79 Pavement Markings A-9
Improve The Streetscape 80 Bike Stencil Route A-9
Apply Traffic Calming 82 Blue Bike Lanes A-9
Identify and Improve Pedestrian Districts 82 Parking A-9
Attended Bicycle Parking Facilities A-10
Links to Transit 89 Maintenance A-10
Transit Rider Needs 89 Liability A-11
Safe Routes To and From Transit 90 Model Bicycle Ordinance A-12
Station and Stop Amenities 90 Resources A-27
Pedestrian and Bicycle-friendly Transit Design And Engineering Standards A-27
Vehicles 90 General Planning Resources A-27
Current State of Transit Links 91 Policies A-27
Bike Parking and Storage 92 Trail Planning A-27
Recommended Improvements 93 Innovative Designs and Ideas A-28
Bicycle-Related Programs A-28
Safety and Support 97 Organizations A-28
Existing Programs 97 Accessibility Guidelines B-1
Educational Programs 97
Promotion 98 Pedestrian Planning and Design B-1
Law Enforcement 99 Sidewalks B-2
Projects 99 Grade&Cross Slope B-3
Maintenance 109 Surface Material B-3
Improvements 109 Intersections B-5
Ramps B-5
Implementation 115 Crosswalks B-8
Implementation Tasks 115 Signals B-10
Local Actions 116 Other Intersection Improvements B-11
Regional and State Actions 118 Streetscape B-11
Plan Cost Estimates 118 Pedestrian Signs B-14
Funding 121 Maintenance B-14
Federal 124 Resources B-15
State 124 Design and Engineering and Guidelines B-15
Local Funding 125 General Planning Resources B-16
Policies B-16
Bikeway Planning and Design A-1 Innovative Treatments B-16
Bikeway Classification Descriptions A-1 Traffic Calming B-16
Class I Bikeway A-1 Programs B-16
Class II Bikeway A-3 Organizations B-16
Class III Bikeway A-4
Bike Boulevards A-4
R ADOPTED DECEMBER 17, 2003
I
Exhibit D: Background Information on the "Complete
Streets" Concept
i
• "Complete the Streets" brochure from the
National Complete Street Coalition
• Article I entitled "Complete the Streets",
Plannanz(Maazo ine of the American Planning
Association), May 2005
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Peden)-Ja77, bicycle, and transit use;a f.Gi7Tii]P7YTaJSt7'fetl,llCll 7 Ui.ih r?r.IhYitY in Santa Po.ia:
Cal fornix; Vlaier Strew.in Ilancov✓ev, Briiish Cohonbi,7.
t Jtt'w ttaJttt, current vision of a network that is complete for and walking facilities will be incorporated
For advocates of bicycling and walking, this everyone using the roads." into all transportation projects unless excep-
state of affairs demanded a whole new para- f tional circumstances exist."
digm—and a name to go with it. The term T(..;d1i lmlicic!- Exceptions include roads where bicyclists
"complete streets" was coined in early 2003 More)thantwo dozen jurisdictions have adopted or pedestrians are prohibited by law; where
by bicycle advocates as a way to describe— laws or policies requiring that all roads be rou- the costs are excessive(more than 20 percent
and sell—what had until then been referred finely built and reconstructed to accommodate of project costs);and where there is clearly no
to as routine accommodation. pedestrians and bicyclists, including disabled need.The document also calls for paved shoul-
For years, advocates of this approach had travelers, according to a recent national survey ders on rural roads and designs that are acces-
lobbied to get a provision inserted in federal conducted for the Thunderhead Alliance,a coa- sible for disabled people.
law that would require roads built using fed- lition ofstate and local advocacy groups. Somesrares,including South Carolina,Ten-
eral highway funds to accommodate people These policies differ from typical bicycle nessee, California, Kentucky, and Virginia,
on foot and bicycle. While the Transporta- and(pedestrian plans in that they are not have adopted. resolutions or directives enact-
tion Equity Act of 1998 (TEA-21) included limited to roads that are part of designated ing some variation of the federal policy.
language asking states to consider bicycle and bicycle or pedestrian networks, but cover all At the urgingof bicycle advocates,Caltrans,
pedestrian travel,it is still not a requirement. roads,or at least all major roads,in the system. California's transportation agency, adopted
Creating complete streets is a key goal of The idea is that multimodal corridors would Deputy Directive 64 in 2001, calling for full
America Bikes,a group formed byeightnadonal become the defauir mode—arid justification consideration of the needs of bicyclists and
bicycling organizations to lobby for bicycle- must be given when they are not. pedestrians. The directive has been criticized
friendly provisions in the next federal transpor- Most of these policies have been put in for its vague wording, but the policy has
ration bill. "We saw how the name Safe Routes place since 2001, when the U.S.Deparrmem spurred training programs in bicycle and
to School opened doors for bicycle and pedes- of Transportation issued design guidance in pedestrian planning for both planners and
rriansafety for children,"says Marrha Roskowski, response to the new language in TEA-21.The engineers.
former campaign manager for America Bikes. guidance document,"Accommodating Bicycle In March 2004, Virginia Transportation
"Finally we have a name that describes the and Pedestrian Travel,"stares that"bicycling Secretary Whirr Oernenrannounced"a broader
A1'. -
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_ .. ._....._. _ _..:.. _ .. _........ American anning/,ssocia,ion 21
" +'*� That's true particularly in places that are con-
sidering bus rapid transit, which calls for en-
Ay'r .>; ,
' '`a" �+Y`' /rfi);,'.,orr:r 11014' !lanced service in the existing right-of way.
pr r_N'-' o „rl;, irrr/ In some cases,transit vehicles get dedicated
tFri
���,.Y^j:� '' ! - "'�'3'•�i c: Y, ,, ���t : nrrrr i,r!r'r),1/:r larges; bus pullouts improve traffic Flory, and
i1110 t-1queue j um in lanes!gel buses get thiou h
0111//rrr+trr>ct intersections.In Los Angeles,the.Metro Rapid
bus routes depend on a signal pr
�. �...� tT•.;'i::, ,:� priority system
that allows buses to extend green lights or
shorten red ones.
for k
h
But the key to compete streets r
o transit may
' gy and more new technology be less m
,.:. ,.L: �;:. �i•• -_ - ��` '::: �l-J. 1'.:: �; o e in paying
,.• ."� t - attention to the basics ofpedestrtan access.
,>,: -. - `�"�•}• .w;` "All transit trips Starr and end with apedes-
trian component, so streets don't work for
transit unless you can complete the trip,"says
Robin Blair, transportation planning man-
ager for the Los Angeles Merropolitan Trans-
portation Authority.The MTA is now devel-
most cases, pedestrian planning continues to cyclisracce-ss in everyroad improvemenrprojecr. oping"transit streets"that restrict autornobiles
be treated separately from routine road im- This brings pedestrians"into the same house, but enhance pedestrian access.
provements.The Federal Highway Adminis- with somewhat equal authority to ask for
tration is now developing new policy guid- funds,"says Thibault. The Itis challell'w
ante that spells our the responsibility of I Finding enough right-of-way can be the biggest
transportation agencies to work on pedestrian tuoii-t l'r1t'_et iransk challenge for a complete streets program.Even if
facilities in conjunction with routine roadway Transit is the aspect of complete streets that the right-of-way is in the transportation agency's
resurfacing and alteration. has been addressed least often In existing poli- hands,any widening;even for a sidewalk, may
The new policy is expected to direct trans- cies. Some communities have begun to con- ger a thumbs-down from residents who want to
porrarion agencies to consider pedestrian and sides traInsit needs in their corridor planning. preserve existing landscaping and parking, or
It shouldn't take Lance A,ngsrrong- tc cell d-1TGllgll red ligllrs alit! drivers sv,'itehing lalirs riding a bile in rhe street' And isn't it oddrr
poll rhat bicycling,.is hot l here seenis.robe no at highls!,ccds. still that rhe dril'er s rest rharsarne cl;ild t;:kesa!
end ro rides frit chaljn club rides. criric ! I 1G has no questions about the la,.vful �a,s rhat
mass brigades, souring, off road, and e,"en Strip Ihopping. Ju ip sholgping ter Cels area cars and bikes are supposed ro share rhe road:
tandern forays. Bill when 1! conies ro eVet,- nightmare for c1'(_-lisrs. v,-ho must dodge the
day. uilliratinn, urban cycling,, all the light! constalnt sueam of cars and trucks e\'iling InKastructuxe. Our inadequate .aallatiol)
are red, and entering the parking lots systems are the greatest barytes urban rban c -
Alrhough urban cycling; has gained pope_ I cling.Out planninggoal should be a safe and
h1iry in the U.S. in recent years. it has. yet Zot irrg. rhe typical separation of uses efficient nenvorl:111,11 allows fimcrional navel
to csa(l, a one I:,ercenl share of local trips. requiredb-) suburban zoning,ordinancesme;llls to school,errands,jobs,andrecreatlonrhrnugh'
Ccnlpale rhal with European couniries lil•:e- longe! distances— and longer bike rides -(o cul rhe metropolitan area.
Germany (10 percent-) and the Netherlands schoclls,shopping,..and the movies.
Errforccrrgent Even !fall rhe obsracleslisred Igen
00 Pei cell
So why aren't mare people riding' Hese ;tr Speed. Ville!) rile speed limit is -i0 ntph and are renloved.'we're Ill trouble ,vi!hour adequare
just a few of die major barriers ro urban ncling: the rj,pical motorist is going, 50 nlph, small enforcement mechanisms. Lav,'s mrn
must be rew -
�ondelthatrhethoughtoftaking,to the sneerstenroaccommodaieandeven encouragecycling,
Second-class status.Despite laws that g{uartn- makes v,,ould-be cyclist rrenible. and public officials must buy into rhe changes.
tee b1c)'clisis equal road rights%virh mororisis. For cyclists to get a 10 percent share of local
drivers rend to.see cyclists as intrudl!lg on thelt Bu.leu. An urban cycling.inhasn!'milt.means trips(as in German}) implies a royal rranslor
turf. That's party' because 11,0101 isrs have so more than Er!inting lines on bike t;;ncs. It Illation in rite way urban transportation sys-
litrleexperienceol training in rhe rules go"ern reqs.litespropersignag{eandlighringandtraining renlsareconceived,.planned,andingplernenred.
ing sharing a roadway wirh q,lists. of tl affic police.All rhnr costs more rhan most Thar should change a lot of red lights to green
congilunities",ant rospend. lt9nrtiuGiruntrrmnrr
Behavior, Bicyclists and motorists don'r I Zinunrrn,�n is a flannerand urban a((aus j,rarnalisl.n
always respect the. !tiles of rhe road. If they Education. Isn't it odd that a five-year-old is e'had mr.NurrhCal.rlin,,,th.n hrsr•n'csnnrhr I...r.rd
did, v,,e v.ouldn'r see bike rlders zooming notitequjred to hate formal uaining before r,11H,:Yclradvocaccgroup.
.-•pr:4'� '�-„r,,:�.: - {:"ie•'±r .�.�•. -t:'•1.:�...-;•;irk.;
't.:i
\•. :i:' _ :.%�'. 1..i..
...._.�.1 .... .._-.... ... ..... ..-. ._ ArnerieanPbrinini,Association 23
taken an auto-oriented approach to road design. dation]”policies.Innovative cities have adopted
Today,thecityistakingadifferent tack."We're mulrimodal plans to free residents from
q.
t` ��: looking to create a dhought process that ensures automobile dependence.New urbanist build-
.1.: - , 3' A' d]atall users and allmodesareconsidered,"says ers have emphasized the need for waJkable
r•'�_N ' _.d' city transportation planner Tracy Newsome. communities.
A multidisciplinary team convened by the They have been joined recently by public
rease physical Process to health advocates seeking to incCharlorre DOT is creating a six
1• �, i f I
■rte -, � + evaluate each pro.lecr in terms of the needs of activity and stem the obesity epidemic. Fi-
:r.::r 1 various users,and in terms of the broader trans- really,more and more state and local cranspor
portarion and land-use context. ration agencies are recognizing rhe need to do
The process,[low under review,will identify things differently.
opportunities inI each sweet segment to close At lastJanuary'sannualmeetingoftheTraths-
1 gaps and increase connections in the bicycle, portation Research Board—an event usually
pedestrian; transit, and automobile networks, dominated by traditional highway engineering
r.•: ....
'�: �_.�;:_ _ ,�a;;.l�j;,,. • before selecting and modifying one of five concerns—more than 180 people packed a
°T mulrimodal street types.V(Ue the system won't session called "Complete the Streets," with
result in equal tr,eatment of everyone oil every highway planners sitting side by side with dis-
street, the intent is to complete the travel net- ability and bicycle advocates.Aseries ofsimilar
work for all users. sessions is planned for next year's meeting.
aim of integrating and coordinating autoeno- Complete streets may yet become a way for
bile,transit,foot,and bicycle use city\vide.Some Ccmn t vairg ii•etlds all road users,and all road designers, to shape
arterials have already been converted. In addi- The complete streets movement represents a the future of maturing road network.
tion, transportation network plans are to be convergence of several existing trends, spear-
developed for specific areas of the city. headed by a variety of groups. Bicycle advo- Barbara McCann is a rrrzrion and land-use
consulranr in V:/asl,i»glon,D.D.C.
Charlotte, North Carolina, has traditionally cates have longl fought for"routine accommo-
'I'lly 11alh (el Pt•(ll,c.trin"Ii,•r,t]t'on
It is a uuism [hal nose suburban I:u]d use ,ran-
:, •r, and well-Used neighborhood'cul-lhrouuh_..':
nine and develo i-nent over the Mast foul[ de r' " c`i,.• {,
I I •.,,,..1. a?.. ..;.A r .; Of course, rhe lando\\yner_ \\ould hn\e 1.o
th agree to gram a limitedusc easement 1.o rhe
codes Ihas made it\;et•Biliicllll to build vvallable Ft•...;,.;�I;� :�� ': � .,:�
r' lOctil urisdicrlon: \>,yirl] OI' \;'IllhOlil )nyn]eni.
communlnes. Connecri\i 1)as Leen ciesi r.Ed � ` 1 I
I < t�d^.xf:�y�'f Soniecommtlnl minded hon]eov,:ne'rslnl-hl
out--or wns1M'I there ro herin w1 di. .... t" 7V ti' c
- — ' �:':'r° •{ be petfecrll' f::l)IMl' 1.0 C10 1!h 111 :,SES,
Froin rhe 1940s on, nE,chbc rhoori sn Ets _ -_ _. =r•t z !►p4.,. •f
t:°,::.: �.:.
halve grovyn vyider,deluiries I];rre c•ct:r rased.;u]d "3;,s ;
. prr�perry o\mers \would ha\c The I-Ili eirhei
t •?i (- 1'C, turn doN'Ih 111E e2SElhhrlil I"EgliPSl 01 iC'
land uses ha\yr become more srncrly segrErnred
delhh;trld 1.c be nld fail Ii]arl.Er v 1111. Te
Cul de sac,. were seen as ncc basic orLanizinc '`:s ::' ;'.; 3*= .; -;.., f•: I
r. h '
sv,yeeren the poi for some Ielucranl lando\vn
{)I'I I]CI)IE. 1 ���rr .� I
- 1 'S' ':'.:•:-.' ;ryes,, •.
ers,tb-e local c-r
(1ovnnlent rnir,hn l eveIIll OVY in
These"in] io\en]cn 1.s' 1iavc liad III I'll 1111111- l t
_, aa the price vl 111%1 hence]
rendc-d consequences. The wide streets acnlally *'�`_"°-::' ;="',.-• - _ - I � r-.
imperil pcdesrriansand I:,ic clisrs.Low dEnsiries And what v,ouId iI cost, Lei's,;?w a hall-acre
and segregated land uses put people!'Mrhei fron] j �lol in a pai riculal jurisdiction is worth,50.000
r,..
v:york, pla.'.. school, and daily errands, ranking '` (nor counting improren]ents). A 45G square
cars necessary for n]osr[rips.Cul-eie-sacs cut ori Pedecirirn par/tc arr-a Iva- to rolynrcr 1.111-dr- fool easement might be%,or Ili S 1.000 to`:1,500.
connectivity for local residents. People can and jn,t with rhr-t., or artwork A modesr number of easements could bE pui-
do wall: in rheic neighbor) nods. but it's pieiry i chased foe about $50.000 a year.
rough Vo acruMllygrr anywheie. ginia,where paths are son]erin]es isolaled per- This is a small idea. but a \%,orlhy one
My modest solution to These disconnections sonnI safim,rias been a concern.) Daniel Burnhnm's adn]onirion to "make no
is an old one: the dedicated pedestrian path. But WOUld pedestrian paths help to solve the little plans" doesn't: I rhinlc. extend to lirrle
Pedestrian paths berween and anhonc, houses rnobiliF'and accessibilii- problems of e"isring 1dr;u that can pa.)y some dividends, in this cast=
were popularized in rhe U.S. early in the 20rh suburbs'I sing:est that rhty would in]proving nccessibiliry and mobility in and
century,first in Rad burn,]Vev,'Mersey.and rarer ThE fi!sr step in n suburban reuofir is for rhe among subul ban neighbor lhoods at low cosi.
in ne\v Io\,yns like Greenbelt,Maryland More local 1111IsCliction, in an open and public pro In iern-Is ofc}hanging the DNA for growth,this
recently \we've seen them in neva urbanist vie- cess to idellii4 potential hnknres—for in would be more like modest gene splicing.. Ev
lages like Seaside. Florida. slnnce,a path connecring a seriesofcul-tie-sacs ery little change helps.
The paths offer a ;aa) to ger around safE1). To a Incal arterial. These linkages could be Lee R. Epstein
(AI least. that's Hilt in rhe older planned conn narrow p;hrilways along lot lines, maybe only a Epsrcin. a 1.lann rand la\\,t:r, dig,ers thv land,pi.-
n]unities; in nc� more s)read-cur new toyns fe\� feet v.ice,with or without a fence. In Borne
1 I tram(n1.th.ChrsaPral<. Dar Fn,indaiion in Arr,:nl,�,.
like Columbia. ,\Aar land, and R.esron. \/i1. cases, then \would be frnrnalizing long-lulown lis. lar\land.
CONTRA COSTA COUNTY
COMMUNITY DEVELOPMENT DEPARTMENT
_f 651 Pine Street, N. Wing -4th Floor
Martinez, CA 94553
Telephone: 335-1290 Fax: 335-1299
I
Agenda Item #3, 2/12/2008, CPC, County File: GP#06-0007
TO: Members, Contra CoIsta County Planning Commission
FROM: Dennis M. Barry, AICP, Community Development Director
By: Patrick Roche, Principal Planner, Advance.Planning Division
DATE: February 12, 2008
SUBJECT: Request to accept a supplemental staff report under the 96 hours
exception provision under the Better Government Ordinance — Receive
written comments on proposed General Plan Amendment with staff
recommendation
Written comments on the proposed General Plan Amendment for Bicycle and Pedestrian
Facilities(County File: GP#07-0006)�were received by the Community Development Department
from the East Bay Bicycle Coalitionland the California Public Utilities Commission on Friday,
February 8, 2008, and from the East Bay Regional Park District today (2/12/2008) via email.
These comments were received after the circulation of the staff report.
i
Attached for the Commission's consideration is a copy of the comment letter from each
organization along with a staff response and recommendation on how to address or incorporate
these comments into the proposed General Plan Amendment (printed on color paper). The
Commission is asked to accept these comments pursuant to the requirements of the County's.
Better Governance Ordinance.
County Code Section 25-2.206 (Better Government Ordinance) requires that "all such staff
material must be distributed to the Ipolicy body and be made available to the public 96 hours
before the scheduled meeting". The code further allows the policy body, by a three-fourth vote,
to waive these limits "when, in its judgment, it is essential to do so, providing that the County
Administrator, appropriate Department Head, or staff member furnishes to the Board of
Supervisors or other policy body a written explanation as to why the material could not be
provided to the Board or other poliiy body and the general public within the above time limits".
I
enclosures(3 items)
cc: Better Government Ordinance file
F:IGwwW PW APrM�W"d P.tl ea.GPA'PE.b'�MOMW01212W tloc
I
i
EAST BAY BICYCLE COALITION
POST OFFICE BOX 1736 OAKLAND, CALIFORNIA 94604
FRUITVALE VILLAGE, 3301 EAST 12th ST, SUITE 143
www.ebbc.org (510) 5337RIDE
February 6, 2008
James Cisney
Community Development Department
Contra Costa County
651 Pine Street,North Wing, 4`h Floor
Martinez, CA 94553
RE: Comments on General Plan Amendment for Bicycle and Pedestrian Facilities—County File
#GP07-0006
Dear Mr. Cisney:
Since 1972, East Bay Bicycle Coalition has represented the interests of bicyclists in Contra Costa
and Alameda County. We appreciate your efforts to revise the General Plan to better address
bicycling and walking. Overall, it is aljob well done! We look forward to continued collaboration
to see improved bicycle and pedestrian access and safety throughout Contra Costa County.
Our following comments elaborate on bicycling infrastructure,yet retain the spirit of the plan:
3-am (p.3-39) No party is identified to review and update the Open Space Element. We suggest
inserting Countywide Bicycle/Pedestrian tyan Advisory Committee (BPAC) will assist to
"periodically review and update the Open Space Element ..."
3-an (p.3-39) "Bicycle facilities" is I ague. Please consider substituting access and parking in
place of"facilities."
5.5 EXISTING NETWORK—Roadways (p. 5-4) Please amend last sentence to reflect non-
motorized access on each facility. One suggestion would state, "These include the Richmond-San
Rafael Bridge(bike/ped access being.planned), Carquinez Bridge(accessible), Benicia-Martinez
Bridge(path to open in 2009), Antioch Bridge (accessible), and the Caldecott Tunnel indirect
access only. See"BART").
5.5 EXISTING NETWORK—BART (p. 5-6) Please add the following sentences: Bicycles are
allowed on all BART Trains except those trains shown in highlighted areas of BART schedules
duringpeak commute periods. For example, bicyclists must park their bikes at stations to travel
westbound through the Caldecott Tunnel during morning commute periods.
5.5 EXISTING NETWORK—Bus (p. 5-6) Please add: All bus service providers carry bikes on
front-loading bike racks or in luggage bays.
TO PROMOTE BICYCLING AS AN EVERYDAYMEANS OF TRANSPORTATIONAND RECREATION
i
EAST BAY BICYCLE COALITION
POST OFFICE BOX 1736 OAKLAND, CALIFORNIA 94604.
FRUITVALE VILLAGE, 3301 EAST 12th ST, SUITE 143
www.ebbc.org I (510) 533-RIDE
5.5 EXISTING NETWORK—AMTRAK(p. 5.7)Please amend the first sentence to reflect
accessibility: "AMTRAK operates both long distance and bike-friendly"AMTRAK California"
trains(Capital and San Joaquin lines)through Contra Costa County."
5.6 ROADWAYS AND TRANSIT I Arterials (p. 5-15) Please note the regional significance of
i
arterials to the bicycle network by revising the second sentence: "Their traffic function is of
countywide or intercity importance for motorists and bicyclists alike, rather than serving
primarily local traffic."Also add: 6. Class U bike lanes are recommended by Caltrans' Highway
Design Manual (Chapter 1000) for preferential use by bicycles within the paved area of
highways.
ROADWAYAND TRANSIT POLICIES—Alternative Transportation/Circulation Systems
(p. 5-18) Consideration of the needs of recreational bicyclists is omitted. This healthy activity
should be encouraged for reasons of health alone,but we also note that many recreational riders
become bicycle commuters and adopt utility bicycling transportation habits. Please add after 5-24
the following: Healthy outdoor activities and bicycling_go hand-in-hand. Recreational bicvcling_
is encouraged on the network of multiuse paths and roads throughout Contra Costa County.
Please also consider adding recreational bicycling to the later sections 5.9 Scenic Routes and 9.8
Park and Recreation Facilities.
5-p (p. 5-20) Please add to, "Coordinate efforts with BART to expand automobile a secure
covered bicycle parking, including on-demand lockers and guarded Bike Stations.
5-ah (p. 5-21) Please amend either hl re or in a separate point that Special consideration should
be given to providing Safe Routes to Transit as included in the MTC's Regional Measure 2.
I
Again, we appreciate the opportunity to comment the plan revision and look forward to the
adoption and implementation of the amendments. Please don't hesitate to call me if you have any
questions.
Robert Raburn
Robert Raburn -2
Executive Director
i
I
i
i
TO PROMOTE BICYCLING AS ANI EVER YDA YMEANS OF TRANSPORTATIONAND RECREATION
I
STAFF RECOMMENDATIONS
PER COMMENT LETTER FROM EAST BAY BICYCLE COALITION (EBBC),
DATED 2/6/2008
3-am (P-3-39, Land Use Element, new Implementation Measures)
EBBC Comment: No party is identified to review and update the Open Space
Element. We suggest inserting Countywide Bicycle/Pedestrian Advisory
Committee (BPAC) will assist to "periodically review and update the Open Space
Element ..."
Staff Response: Rather than identifying the name of a specific committee or
organization, which could be subject to name change or other changes, staff
recommends adding language that provides for "appropriate advisory bodies" so
as to be inclusive of all interested groups at the time such review is initiated.
Recommended Language (see changes in boldface italics underline):
3-am With the assistance of appropriate advisory bodies, periodically review
and update the Open Space Element of this General Plan,to reflect the network of
non-motorized pedestrian, bicycle and equestrian facilities in the County.
3-an (p.3-39, Land Use Element, new Implementation Measures)
EBBC Comment: "Bicycle facilities" is vague. Please consider substituting
access and parking in place of'facilities."
Staff Response: The term "bicycle facilities" is appropriate in context of a
General Plan. However, staff recommends adding a "...such as..." in the
sentence below.
Recommended Language (see changes in boldface italics underline):
3-an To the extent feasible, require new residential and commercial
developments to provide pedestrian and bicycle facilities, such as paths, bike
parkin, etc. within the development.
5.5 EXISTING NETWORK —Roadways (p. 5-4, Land Use Element)
EBBC Comment: Please amend last sentence to reflect nonmotorized access
on each facility. One suggestion would state, "These include the Richmond-San
Rafael Bridge (bike/ped access being planned), Carquinez Bridge (accessible),
Benicia-Martinez Bridge (path to open in 2009), Antioch Bridge (accessible), and
the Caldecott Tunnel (indirect access only, See "BART").
1
STAFF RECOMMENDATIONS
PER COMMENT LETTER FROM EAST BAY BICYCLE COALITION (EBBC),
DATED 2/6/2008
Recommended Language (see changes in boldface italics underline):
Add sentence at the very end of the section on Bus.All transit agencies serving
Contra Costa have the capacity to carry bicycles on or in vehicles.
5.5 EXISTING NETWORK —AMTRAK
EBBC Comment: Please amend the first sentence to reflect accessibility:
"AMTRAK operates both long distance and bike-friendly "AMTRAK California"
trains (Capital and San Joaquin lines)through Contra Costa County."
Staff Response: Given the long term nature of the General Plan, it would not be
advisable to be specific about particular Amtrak service which may be subject to
change over time. See recommended language below
Recommended Language (see changes in boldface italics underline):
Add new sentence to end of Amtrak section, "Amtrak operates certain routes in
Contra Costa County that have the capacity to carr bicvcles."
5.6 ROADWAYS AND TRANSIT — Arterials (p. 5-15 to 5-16,
Transportation/Circulation Element)
EBBC Comment: Please note the regional significance of arterials to the bicycle
network by revising the second sentence: 'Their traffic function is of countywide
or intercity importance for motorists and bicyclists alike, rather than. serving
primarily local traffic." Also add: 6. Class 11 bike lanes are recommended by
Caltrans' Highway Design Manual (Chapter 1000) for preferential use by bicycles
within the paved area of highways.
Staff Response: The first comment is useful (see recommended change below).
The second comment, however, would not be appropriate in this section,
particularly for arterials at in-fill locations where the available right-of-way is
limited. In such locations, a bike route designation may be the only desirable
accommodation.
Recommended Language (see changes in boldface italics underline):
"Their traffic function is of countywide or intercity importance for motorists and
bicyclists alike, rather than serving primarily local traffic."
3
STAFF RECOMMENDATIONS
PER COMMENT LETTER FROM EAST BAY BICYCLE COALITION (EBBC),
DATED 2/6/2008
5-ah (p. 5-21) ROADWAYAND TRANSIT POLICIES —Alternative
Transportation/Circulation Systems (p. 5-20, Transportation/Circulation
Element .
EBBC Comment: Please amend either here or in a separate point that special
consideration should be given to providing Safe Routes to Transit as included in
the MTC's Regional Measure 2..
Staff Response: No change is recommended. Identifying a certain funding
program is not advised in the General Plan because it is likely that over time the
name or function of transportation funding program will change through Yr. 2020.
Staff believes that the current language under 5-ah is phrased in manner that
provides a general intent to secure funding from bridge tolls for purpose of
helping to pay for alternative transportation service, such as Safe Route to
Transit.
5
STATE OF CALIFORNIA i Amold Schwarzenegger, Govemor
PUBLIC UTILITIES COMMISSION
505 VAN NESS AVENUE
SAN FRANCISCO,CA 94102-3298
February 8 2008
James Cisney
Contra Costa County
651 Pine Street,4`h Floor-North Wing
Martinez, CA 94553
RE: General Plan Amendment for Bicycle and Pedestrian Facilities, SCH#2008012027
Dear Mr. Cisncy:
As the state agency responsible for rail safety within California, we recommend that any
bicycle/pedestrian pathway planned adjacent to or near an active rail corridor in the
County be planned with the safety of the rail corridor in mind. Rail crossings have
unique design needs to ensure adequate isafety. Continuous vandal resistant fencing or
other appropriate barriers should separate pathways from active tracks to deter
trespassing.
Specific comments for the document:
• The"Circulation Safety, Convenience and Efficiency" section of the Roadway
and Transit Policies should include a policy of improving existing at-grade
highway-rail crossings that have been designated as bike routes or that have
increased pedestrian traffic due to development.
• The"Circulation.Phasing and Coordination" section of the Roadway and Transit
Policies should include a policy specifying that new developments in the vicinity
of at-grade rail crossings or that increase pedestrian traffic over a crossing should
provide a fair-share mitigation payment to improve the crossing.
• In section 5.8 Pedestrian Facilities and Bikeways, subsection.5-32, 5-ar, should
specify that any landscaping on the approach to an at-g=rade highway-rai.l crossing
should not block the view of thel warning devices or corner views for pedestrians
or bicyclist.
Any project that proposes a new crossing is legally required to obtain authority to construct from
the Commission. If the project includes a proposed new crossing, the Commission will be a
responsible party under CEQA and the impacts of the crossing must be discussed within the
environmental documents.
The above-mentioned safety improvements should be considered when approval is
sought for the new development. Working with Commission staff early in the
conceptual design phase will help improve the safety to motorists and pedestrians in the
County.
i
STAFF RECOMMENDATIONS
PER COMMENT LETTER FROM CALIFORNIA PUBLIC UTILITIES
COMMISSION, DATED 2/8/2008
Transportation/Circulation Element, Section 5.8 Pedestrian Facilities and
Bikeways, at Page 5-25
PUC Comment: Include policies that separate bicycle/pedestrian path away from
active rail corridors, improve at-grade crossing designed for bicycle/pedestrian
use, etc.
Staff Response: The thrust -of the PUC comments were aimed at policies to
improve bicyclist and pedestrian at or near railroad corridors. Staff agrees with
such comments. See recommended changes below.
Recommended Language (see changes in boldface italics underline):
5-M Improve safety for pedestrians and bicyclists.
5-35. Reduce conflicts among motorists, trains,pedestrians and bicyclists.
5-ay. Use curb extensions and pedestrian islands and other strategies to
reduce pedestrian crossing distances.
5-az. Use traffic control devices such as signs, signals.or lights to warn
motorists that pedestrians or bicyclists are in the roadway.
5-ba. Provide buffers between roads and sidewalks utilizing planter
strips or buffer zones that provide streetscape improvements.
5-** Provide buffers between train tracks and non-motorized facilities
when necessary, utilizing distance, barriers, or grade separation.
5-**. Ensure that users of non-motorized facilities are channeled to
legal crossings of train tracks, which use appropriate traffic control
devices and are adeQuately inspected and maintained.
Recommend Change to the New Bicvcle Facilities Network Map
See attached map revised to clearly show UP and BNSF railroad lines and BART
in relation to bicycle facilities (existing and proposed).
"Jamie Perkins I To <proch@cd.cccounty.us>
<Jperkins@ebparks.org>
_ I cc "Jim Townsend"<JTownsend@ebparks.org>
02/12/2008 02:58 PM
bcc
Subject EBRPD comment on the County General Plan Amendment
for Bike and Ped facilities
2/12/08
Patrick,
East Bay Regional Park District(EB RD) would like to submit two brief comments on the staff
report for the proposed modifications to the general General Plan Amendment text for your
review and inclusion if you still have time to make changes.
A) Under pg. 3, Open Space Element(and 9-22), phrasing is added which states,"Readers
should note that trail facilities within the EBRPD parklands are not shown in detail on figures in
this element. Information regarding these facilities may be obtained directly from the EBRPIY'.
The distinction we would like added is regarding internal parkland trails vs. regional trails,
"Readers should note that internal trail facilities within the EBRPD parklands are not shown in
detail on figures in this element, onh�the Regional Trails. "
For your definition(and if you want to add in) - "Regional trails on EBRPD's Trails Master Plan
map are designed to provide recreation and non-motorized transportation corridors and
opportunities which link residential neighborhoods, shops, schools, business parks, multi-modal
transportation facilities, parklands and other trail systems."
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These are depicted on the map included in the staff report and the Countywide Bike and Ped plan
(same map). The internal trails reference the internal network of trails in each park, while almost
our parks have a long distance regional trail proposed or currently connecting to them In total,
EBRPD has approximately 1100 miles of trail, 150 miles which are regional trails.
B) Under 9.8 Park and Recreation Facilities. pg. 9-16, last paragraph states that EBRPD
encompasses all of Contra Costa County and most of Alameda County. Actually EBRPD
encompasses all of both counties and is a California special district. The D_ istrict currently
maintains numerous parks with intei,nal trail systems in addition to regional trails within or
partially within the County,performing the function of providing major park and trail facilities
which is normally undertaken by County government They maintain park and trail facilities
under different classifications including Regional Parks, Regional Preserves....and ReQional
Trails.
Thank you for this opportunity to comment. Please contact me if you have any questions.
Sincerely,
I
Jamie Perkins
y,
STAFF RECOMMENDATIONS
PER EMAIL COMMENT FROM EAST BAY EAST BAY REGIONAL PARK
DISTRICT (EBRPD), DATED 2/12/2008
P. 9-16, (Open Space Element, Section 9.8 Park and Recreation Facilities)
EBRPD Comment: Revise paragraph about the area covered by EBRPD, it is a
District that includes all of Alameda .and Contra Costa counties, and explain
difference between internal and regional trails.
Staff Response: Staff agrees:with comment from EBRPD. See.recommended
change below.
Recommended Language (see changes in boldface italics underline):
"The East Bay Regional Park District encompasses all of Contra Costa County
and Alameda Coun&, and it is a California special district. The District
currently maintains numerous parks with internal trail systems in addition to
Regional Trails within or partially within the County, performing functions of
providing major park and trail facilities which is normally undertaken by county
government. They maintain park and trail facilities in differing types which are
classified as Regional Parks,Regional Trails, Regional Preserves, Regional
.Recreation Areas, Regional Shorelines, Regional Wilderness Areas, and Regional
Open Spaces. These facilities are included within the Major Park definition."
Trails and Paths (p-9-22, Open Space Element, Section 9.8 Park and
Recreation Facilities)
EBRPD Comment: Add clarifying language about internal trails within EBRPD
parklands, as opposed to Regional Trails.
Staff Response: Staff agrees with comment from EBRPD about need to clarify
how internal trails are depicted. See recommended change below
Recommended Language (see changes in boldface italics underline):
"Readers should note that internal trail facilities within the EBRPD parklands are
not shown in detail on figure s in this element, only Regional Trails. Information
regarding both Regional Trails and internal parkland trail facilities may be
obtained directly from the East Bay Regional Park District'"
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INQUEST TO SPEAK FORM (3 ,Minute Limit) I Nish to speak on Agenda Item#: L�4
Complete this forts and place it in the upriglit bl x near the Date: 04
speaker's podium, and wait to be called by the Chair.
My continents will be: EJGeneral
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Personal information is optional. T his speaker's card will be
incorporated into the public record of this meeting .E�1 For
Name (PRINT): K[ 4p �y,�1,1 ❑ Against
To ensure your narne is annou ced correctly,you may want to incl=Uspholleitic.speffilligish to speak on theasubject of.
address:
City:
Phone:
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I ani speaking for: Myself i
❑ Organization: I ❑ Ido not want to speak but would like to
I leave comments for the Board to consider
(Use the back of this forst)
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PROOF OF PUBLICATION
(2015.5 C.C.P.)
STATE OF CALIFORNIA
County of Contra Costa
I am a citizen of the United States and a resident of the
County aforesaid; I am over the age of eighteen years, and
not a party to or interested in the above-entitled matter.
I am the Principal Legal Clerk of the East County Times,
newspapers of general circulation,printed and published at
2640 Shadelands Drive in the City of Walnut Creek,County
of Contra Costa,94598.
And which newspaper has been adjudged a newspaper of
general circulation by the Superior Court of the County of
Contra Costa, State of California, under the date of January
6, 1919. Case Number 8268.
The notice, of which the annexed is a printed copy (set in
type not smaller than nonpareil), has been published in each
regular and entire issue of said newspaper and not in any
supplement thereof on the following dates,to-wit:
March 30,
all in the year of 2008 I
I certify (or declare) under penalty of perjury that the
foregoing is true and correct. I
Executed at Walnut Creek,California.
On this 4 day,JApril, 008
............ ......... ...................tureEast County
1700 Cavallo Road
Antioch,CA 94509
(925)779-7115
Proof of Publication of:
(attached is a copy of the legal advertisement that published)
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"tiiT?TI OF PUBLIC HEARING BEFORE THE CONTRA COSTA
COUNTY BOARD OF SUPERVISORS ON PLANNING MATTERS
C O UNTYNYIDE
NOT IC IT is limb 'giivt n d=t or Tuiwr1l1v,.Avrll 8.1KI-8.at SOU 1t[It..,in t v Cc,unttV Administra+tian
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NOTICE OF PUBLIC HEARING(BEFORE THE CONTRA COSTA COUNTY BOARD
OF SUPERVISORS ON PLANNING MATTERS
ICOUNTYWIDE
Notice is hereby given that on Tuesday, April 8. 2008 at 9:30 a.rn.., in the County Administration
Building, Board Chambers, 6.51 Pine Street (Corner of Pine and Escobar Streets), Martinez,
California, the Contra Costa County Board of Supervisors will conduct a public hearing to
consider the following planning mattr:
GENERAL PLAN AMENDMENT FOR BICYCLE AND PEDESTRIAN
FACILITIES(COUNTY FiLE: GP#07-0006). A County-initiated proposal
to amend the Land Use'I and Open Space
elements of the Contra Costa County General Plan (2005-2020) to add,
Update, and/or modify the IGeneral Plan text and maps as to goals, policies
and implementation measures to promote the development of bicycle and
pedestrian facilities.
The location of the project is within the unincorporated territory of Contra Costa County; State of
California, (a more precise description may be examined in the Office of the Director of
Community Development, County Administration Building, Martinez, California).
For the purposes of compliance with the provisions of the California Environmental Quality Act
(CEQA), a Negative Declaration has been prepared for this project.
If you challenge this matter in Col rt, you may be limited to raising only those issues you or
someone else raised at the public helaring described in the notice, or in written correspondence.
Prior to the hearing, Community Development Department staff will be available on Tuesday,
April 8, 2008 at 9:00 a.m. in Room 108, Administration Building, 651 Pine Street; Martinez, CA,
to meet with any interested persons in order to (1) answer questions; (2) review the hearing
procedures used by the Board; (31)
clarify the issues being considered by the Board; and. (4) 11'
necessary, provide an opportunity to identify, resolve, or narrow any differences which remain in
dispute. If you wish to attend this meeting with staff, please call Patrick Roche, Community
.Development Department, at (925) 335-1242 by 3:00 p.m. on Monday, April 7, 2008 to confirm
your participation.
Date: March 27, 2008
JOHN CULLEN, Clerk of the
Board of the Board of Supervisor and
County Administrator
BY: WVW
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3
BOARD OF SUPERVISORS, CONTRA COSTA COUNTY, CALIFORNIA
AFFIDAVIT OF MAILING
IN THE MATTER OF: COUNTYWIDE General Plan Amendment for Bicycle and Pedestrian
Facilities County File: GP #07-0006
I
Notice of hearing for Tuesday, April 8, 2008 at 9:30 a.m., was mailed this day, Friday, March 28,
2008.
I declare under penalty of perjury that I am now, and at all times herein mentioned have been, a
citizen of the United States, over age 18; and that today I deposited Certified Mail with Contra
Costa County Central Service for mailing by the United States Postal Service in Martinez,
California, first class postage fully prepaid, a copy of the hearing notice, on the above entitled
matter to the following:
PLEASE SEE ATTACHED LIST
I declare under penalty of perjury that the foregoing is true and correct, at Martinez,
California.
Dated: March 28, 2008
Katherine Sinclair, Deputy Clerk
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31cyeIe/Ped estriLill
Wditional Labels
Barbara Neustadter, Manager Lisa Hammon, N4anging Director
John Cu1111111g11arn TRANSPAC WCCI AC
CDD—TRANSPLAN 296 Jayne Ave 13831 Sall .Pablo Ave.
I San Pablo CA 94806
Oakland i A 94610
Andy Dillard BART
Town of Danville Lynette Busby Val Menotti, Station Planning
SWAT Contra CI sta Centre Association 800 Madison Street
510 La Gonda Way 1350 Treat Boulevard, Suite 180 PO .Box 12688
Danville CA 94526 Walnut Creck CA 94596 Oakland CA 94607
BART I Janlie Perkins
..Joh 1 Rennels, Real Estate Kevin Boles EBR-PD
800 Madison Street CPUC 2950 Peralta Oaks Court
505 Van Ness Ave.
PO Box 12688 San Fr�lncisco CA 94102-3298 PO Box 5381
Oakland CA 94607 Oakland CA 94605-0381
Jim Kennedy
REDEVELOPMENT
HEALTH SERVICES PUBLIC WORKS COMMUNITY DEVELOPMENT
City of AntiochCity of Brentwood City of Clayton
200 H. Street 7008 3rd Street 6000 Heritage Trail
Antioch CA 94509 Brentwood CA 94513 Clayton CA 94517
City of Concord Town of Danville City of El Cerrito
1950 Parkside Drive MS24 510 La Gonda Way 10890 San Pablo Avenue
Concord CA 94519 Danville CA 94526 El Cerrito CA 94530
City of Lafayette
City of Hercules 3675 Mtn. Diablo Blvd. Suite 210 City of Martinez
111 Civic Drive P.O. Box 1968 525 Henrieta Street
Hercules CA 94547 Lafayette CA 94549 Martinez CA 94553
Town of Moraga
nda
2100 Donald Drive City of Oakley City of 2
P.O. Boxx 000
P.O. Box 188 3231 Main Street 2000
14 Alta
Moraga A
Orinda CA CA 94556 Oakley CA 94561 CWay
94563
City of Pinole City of Pittsburg City of Pleasant Hill
2131 Pear.Street P.O. Box 1518//65 Civic Center 100 Gregory Lane
Pinole CA 94564 Pittsburg CA 94565 Pleasant Hill CA 94523
City of Richmond City of San Pablo City of San Ramon
1401 Marina South Way 13831 San Pablo Avenue 2222 Camino Ramon
Richmond CA 94804 San Pablo Ca 94806 San Ramon CA 94583
City of Walnut Creek CONTRA COSTA TRANSPORTATION PUBLIC WORKS
1666 N. Main Street AUTHORITY BICYCLE ADVISORY COMMITTEE STEVE KOWALEWSKI-
BRAD BECK,SR TRANSPORTATION PLANNER-
P.O. Box 8039 1 OCTA CONTRA COSTA CO.
Walnut Creek CA 94596 3478 BUSKIRK AVE., STE. 100 BICYCLE ADVISORY COMMITTEE
PLEASANT HILL,CA 94523
SAN RAMON TRANSPORTATION ADVISORY WALNUT CREEK BICYCLE
COMMITTEE--CITY OF SAN RAMON EAST BAY BICYCLE COALITION ADVISORY COMMITTEE
ATTN: LISA BOBADILLA, ATTN: ROBERT RAYBURN JEREMY LOCHIRCO
TRANSPORTATION MANAGER P.O.BOX 1736 CITY OF WALNUT CREEK
2228 CAMINO RAMON OAKLAND,CA 94604 1666 NO.MAIN ST.
SAN RAMON, CA 94583 WALNUT CREEK,CA 94596
METROPOLI'I'AN'1'RANSPORTA"CION
COMMISSION CONTRA COSTA TRANSPORTATION
ti•1L-TRO CENTER
101 EIGHTH ST AUTHORITY-HOOKSTON SQUARE
3478 BUSKIRK AVE., STE. 100
OAKLAND, CA 94607-4756 PLEASANT HILL, CA 94523