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Prioritization and Implementation of Proposed Recommendations for the Pleasanton Bicycle and Pedestrian Master Plan Update July 21, 2026 P a g e | 6 Corridor Ranking Individual bicycle and pedestrian projects were grouped into focus network corridors to identify corridor-level investment priorities. Corridor scores were calculated by combining length -weighted bicycle segment scores and average pedestrian intersection s cores, with each mode receiving equal weight (50%). Consistent with the project prioritization methodology, corridor rankings were developed by combining normalized technical scores (80%) and normalized community voting results for the entire corridor (20%). The resulting corridor rankings and associated bicycle and pedestrian projects are provided in Appendix E. Table 5 summarizes the corridor evaluation results, including each corridor's ranking, roadway classification, regional connectivity, performance across the safety, access, comfort, SRTS, and equity criteria, level of community support, and estimated implementation cost range. Community priorities were generally aligned with the technical evaluation. Corridors receiving the highest technical scores also tended to receive the strongest public support. While the corridor ranking provides a data -driven framework for comparing potential investments, rankings should be considered within the context of each corridor’s unique characteristics. Some corridors ranked highly due to factors such as proximity to schools, access to major destinations, existing network gaps, or lower implementation costs. Conversely, some corridors with important citywide or regional connections ranked lower due to recently implemented improvements, higher implementation costs, or other factors in the evaluation criteria. Furthermore, for lengthy corridors, if some study segments or intersections received lower scores, the overall corridor score was reduced. The discussion below provides additional context on the factors influencing each corridor’s ranking and highlights considerations not fully captured by the scoring methodology. The highest-ranked corridors (#1 to #9) are discussed in greater detail below to provide additional context on the factors contributing to their rankings : • #1 Main Street between Del Valle Parkway and Old Bernal Avenue : Main Street ranked as the highest-scoring corridor due to its Downtown location, access to schools and key destinations, equity considerations, and strong community support. Bicycle improvements along Main Street are constrained by existing roadway conditions; therefore, the recommended alternate low-stress bicycle route through Downtown follows the parallel Old Bernal Avenue–Peters Avenue–St. John Street corridor. The Main Street-Old Bernal Avenue–Peters Avenue–St. John Street bicycle improvements ranked among the top five bicycle projects and the Main Street/Division Street intersection improvements ranked among the top five pedestrian improvement projects. • #2 Santa Rita Road between I-580 and Del Valle Parkway: Santa Rita Road ranked as the second-highest-scoring corridor due to its role as a major north -south connection, access to schools and regional destinations, location on the bike/ped focused high injury corridor network, equity considerations, and strong community support. The low -stress bicycle facility recommended along the corridor ranked among the top five bicycle improvement projects and the pedestrian crossing improvements at the Santa Rita Road/Black Avenue intersection ranked among the top five pedestrian improvement projects. Due to the corridor’s scale and construction complexity, improvements would require phased implementation and grant funding.