west last positas Bikeway Study
About the Study
West Las Positas Boulevard is a primary corridor for people traveling across Pleasanton. During the community engagement process for the 2018 Bicycle and Pedestrian Master Plan, feedback identified the West Las Positas corridor as the highest priority bikeway project to help connect multiple north/south routes. Building on that momentum, the West Las Positas Bikeway Feasibility Study (WLP Bikeway Study) will create a new vision for corridor, featuring an all ages and abilities bikeway along its entirety. The WLP Bikeway Study will also evaluate the bikeway’s effects on other modes of transportation. With varying land uses, users, and multimodal operations along the corridor, this Study will provide alternatives to balance the needs of all modes of transportation and provide new connections for all Pleasanton residents of all ages and abilities.
Active West Las Positas Goals
The Pedestrian and Bicycle Master Plan includes the overarching goal to make the City pedestrian and bicycle friendly by adopting an all ages and abilities design philosophy. The Master Plan provides a guide to the City for achieving a comprehensive system of bicycle, pedestrian and trail facilities that will result in a safe, continuous and convenient circulation system for all users and abilities. The West Las Positas Bikeway Study is the first step in reaching this goal.
The West Las Positas Bikeway Study will evaluate opportunities for improving each segment of the corridor in relation to main goals identified as priorities by the City of Pleasanton’s Bicycle Pedestrian Trails Committee:
Improve access to key destinations near the corridor to create new options for biking and walking for all types of trip purposes by closing gaps in the current network.
Create a continuous, east-west bikeway in north Pleasanton providing access to neighborhoods, employment centers, and schools.
Achieving consistency with the recently updated Bicycle and Pedestrian Master Plan.
Provide opportunities to increase the level of usage by people biking and walking to, from, and along the corridor.
Provide Safe Routes to School improvements for Thomas S. Hart Middle School, Donlon Elementary School, and Fairlands Elementary School.
Consider the potential for on-street parking near the residential uses just west of Stoneridge Drive.
Evaluate traffic volumes along the corridor to recapture excess capacity in the roadway cross section.
Address the need for separated bikeways to make West Las Positas Boulevard an all ages and abilities network.
Address bicycle and pedestrian improvements throughout the corridor, including constraints and conflicts at the signalized intersections.
Design innovative solutions to address both perceived safety concerns and reported collision trends prevalent along the corridor.
Improve safety and comfort for bicyclists and pedestrians at large intersections.
Recommend enhancements to improve safety on westbound West Las Positas Road approaching the double right-turn lanes at Owens Drive
Selecting the Right Treatments
what is an all ages and abilities bikeway?
The WLP Bikeway Study is a meant to identify ways to implement an all ages and abilities bikeway. This means recommendations should address perceptions of safety for users such as children, seniors, and people with disabilities, along with confident cyclists. To achieve this goal, the Project Team reviewed recommendations from the National Association of City Transportation Officials (NACTO) Designing for All Ages and Abilities guide to select appropriate bikeway facilities throughout the corridor. This guide was used in concert with existing roadway vehicular speeds and volumes which ultimately recommends the implementation of a protected bikeway throughout much of the corridor.
What is a Protected Bikeway?
A protected or separated bikeway is an exclusive bikeway facility, physically separated from vehicular traffic with both vertical and horizontal barriers. Vertical barriers often consist of raised islands, planters, flexible posts, or on-street parking while horizontal barriers generally consist of landscaping or pavement striping. A protected bikeway is separate and distinct from the sidewalk, providing a dedicated area marked for cyclists.
Protected bikeways can be installed on both sides of the street as separate one-way facilities or on one side of the street as a bi-direction facility. A one-way parking protected bikeway is shown at the left. The Evolution of a Protected Bikeway figure, below, depicts how a protected bikeway can start as a lower cost, easily implemented buffered bike lane and transition to a fully built out protected bikeway with curb separation over time.
Evolution of Protected Bikeway
Concept Alternatives to Suit Everyone
Four major alternatives were developed to help guide the future of West Las Positas Boulevard. The first three alternatives feature lower cost and higher cost implementation options. Once you review each of the alternatives, click on the Get Involved tab to access the survey to share your thoughts!
Primary Design Approach: One-way Separated Bikeways
Alternative 1 features options for implementing one-way separated bikeways (Class IV) on both sides of West Las Positas Boulevard. This keeps the experience the same regardless of which side of the street you may travel along and provides all ages and abilities options on both sides of the street. One-way separated bikeways function similar to traditional bike lanes (Class II) but provide both horizontal separation and vertical barriers from vehicular travel lanes. One-way separated bikeways require fewer signal timing changes compared to two-way separated bikeways, but all alternatives will have protected intersection modifications at major intersections including Foothill Road, Hopyard Road, Willow Road, Owens Drive, Stoneridge Drive and Santa Rita Road.
Using low-cost treatments like signing, striping, and soft-tipped posts or other barrier materials, the design can be rapidly implemented with minimal median and curb reconstruction except at major intersections. This design can be an intermediate step to ultimately building out Alternative 1B, if desired.
To provide a more substantive barrier from vehicular traffic, full concrete median buffers and landscaping can be implemented at a higher cost and with a longer construction timeline. Sidewalks would also be installed on the south side of the corridor between the Iron Horse Trail and Santa Rita Road. Bus boarding islands would be installed along the corridor to promote transit accessibility.
Primary Design Approach: Two-way Separated Bikeway
Alternative 2 features options for implementing a two-way separated bikeway (Class IV) on the south side of West Las Positas Boulevard. However, access on the north side may be provided by either a standard bike lane (Class II) to fill in existing gaps or by a one-way separated bikeway (Class IV) similar to those in Alternative 1. Two-way separated bikeways are intended to create a wider, more trail-like experience with the all ages and abilities facility primarily located on the one-side of the corridor. Two-way separated bikeways require more significant changes to intersections and signals given the two-way bicycle travel but would allow for the installation of transit boarding islands. Protected intersection modifications would be included at Foothill Road, Hopyard Road, Willow Road, Owens Drive, Stoneridge Drive, and Santa Rita Road. Both implementation alternatives would require removal of a portion of the median in multiple parts of the corridor but would not significantly impact existing street trees.
Using low-cost treatments like signing, striping, and soft-tipped posts or other barrier materials, the design can be more rapidly implemented. This alternative would include only a standard bike lane on the north side of West Las Positas to fill in existing gaps while keeping costs lower. This design can be an intermediate step to ultimately building out Alternative 2B, if desired.
To provide a higher level of physical protection from vehicular traffic, a full concrete median buffer and landscaping would be included on the south side of West Las Positas adjacent to the two-way bikeway. This alternative would include a one-way separated bikeway on the north side of West Las Positas with a concrete median buffer at a higher cost and with a longer construction timeline. At Fairlands Drive, a raised crossing for bicyclists and pedestrians would be incorporated to create a traffic calming gateway feature to the neighborhood further east. Sidewalks would also be installed on the south side of the corridor between the Iron Horse Trail and Santa Rita Road.
Primary Design Approach: Hybrid – One-way separated bikeways west of Hopyard Road and two-way separated bikeway east of Hopyard Road.
Alternative 3 splits the difference between the first two alternatives by considering possible barriers to implementation. One-way separated bikeways are easier to implement west of Hopyard Road since fewer median alterations would be required. Two-way separated bikeways allow the design to avoid the heavy traffic flow from Santa Rita to Owens Drive as people access the Hacienda Business Park by keeping the all ages and abilities facilities on the south side of the corridor. The ultimate terminus of the two-way facility could end at the Iron Horse Trail to provide a natural transition point from one-way to two-way travel. Protected intersection modifications would be included at Foothill Road, Hopyard Road, Willow Road, Owens Drive, Stoneridge Drive, and Santa Rita Road.
Using low-cost treatments like signing, striping, and soft-tipped posts or other barrier materials, a one-way separated bikeway can be rapidly implemented along the entire north side of West Las Positas Boulevard. Along the south side, a one-way separated bikeway would be implemented from Foothill Road to a protected intersection transition with a two-way separated bikeway at Hopyard Road that would extend to Fairlands Drive. At Fairlands Drive, a raised crossing for bicyclists and pedestrians would be incorporated to create a traffic calming gateway feature to the neighborhood further east. This design can be an intermediate step to ultimately building out Alternative 3B, if desired.
To provide a more substantive barrier from vehicular traffic, higher cost concrete and landscape median buffers can be implemented with a longer construction timeline. This alternative includes bus boarding islands at all stops on the south side of the roadway with the two-way separated bikeway. At Fairlands Drive, a raised crossing for bicyclists and pedestrians would be incorporated to create a traffic calming gateway feature to the neighborhood further east. Sidewalks would also be installed on the south side of the corridor between the Iron Horse Trail and Santa Rita Road.
Primary Design Approach: Fully-Elevated Two-Way Separated Bikeway
Alternative 4 features a fully elevated two-way separated bikeway on the south side of West Las Positas Boulevard. By reconstructing the south side of the corridor through raising the bikeway, the user experience further mimics that of a trail and feels more a part of the off-street features rather than a modification to on-street facilities like that of Alternative 2B. This design features a landscaped buffer or detectable surface between the bikeway and the pedestrian walkway but would come at a higher cost than the other alternatives. A one-way separated bikeway could be included to promote easy access to destinations along the north side of the corridor.
Raised crossings of minor intersections and driveways would also be incorporated to further prioritize the active transportation enhancements throughout the corridor. Protected intersection modifications would be included at Foothill Road, Hopyard Road, Willow Road, Owens Drive, Stoneridge Drive, and Santa Rita Road. However, unlike the protected intersections proposed in the previous alternatives, the entire south side of each protected intersection could be raised to further separate users from vehicular traffic. Sidewalks would also be installed on the south side of the corridor between the Iron Horse Trail and Santa Rita Road.
Timeline and resources
Phase I: Existing conditions & Data Gathering [September - December 2018]
In Phase I, we reviewed the 2018 City of Pleasanton Bicycle and Pedestrian Master Plan and met with the Bicycle, Pedestrian, and Trails Committee to understand conditions and notable constraints along the corridor.
Phase II: draft concepts [January 2019 - September 2019]
In Phase II, we will use the information we’ve gathered to date to draft initial concepts for seven alternative design options. A low-cost, rapid implementation and a full build-out alternative will be designed for multiple configurations to identify how an all ages and abilities protected bikeway can be accommodated in the short- and long-term.
Phase III: Community fEEDBACK & cONCEPT rEFINEMENT [September 2019 - October 2019]
In Phase III, we want to hear from people who go to school, work, play, shop, pray, and live along the corridor about how the proposed designs can be refined to best meet the needs of all people who travel on West Las Positas Blvd. We’ll be hosting two in-person pop-up feedback stations and an online survey to allow you to select your preferred design and suggest ways to make it better. The initial designs will then be refined to reflect in-person and online community feedback.
Phase Iv: Draft & Final Plan [October 2019– December 2019]
In Phase IV we will draft the WLP Bikeway Study to release it for Public Review and City Council adoption. Once the preferred alternative is selected, we will move forward with refining the concept design to get us closer to implementation!