HomeMy WebLinkAboutR-9899 2007 Bicycle Transportation Plan updateRESOLUTION NO. 9899 (2007 Series)
A RESOLUTION OF THE COUNCIL OF THE CITY OF SAN LUIS OBISPO
APPROVING A MITIGATED NEGATIVE DECLARATION, APPROVING THE 2007
BICYCLE TRANSPORTATION PLAN ( GPI /ER 21 -07), AND RECINDING RESOLUTION
NO. 9308 (2002 Series)
WHEREAS, the City Council established the Bicycle Advisory Committee (BAC) and charged it
with, among other responsibilities, maintaining and updating the Bicycle Transportation Plan; and
WHEREAS, the City's 2002 Bicycle Transportation Plan approved by Resolution No. 9308 needs
to be updated and certified by the State in 2007 to comply with the Streets and Highways Code in order for
the City to continue to be eligible to apply for State Bicycle Transportation Account (BTA) grant funding;
and
WHEREAS, the Bicycle Advisory Committee has developed a comprehensive update to the 2002
Plan based on input received from the Bicycle Advisory Committee and members of the public, including
testimony received by the Bicycle Advisory Committee at their public meetings held over a five year
period; and
WHEREAS, in February 2007, a Public Hearing Draft of the 2007 Bicycle Transportation Plan
Update was published and placed on the City's web page for public review; and
WHEREAS, the Community Development Director's designee has reviewed the 2007 Bicycle
Transportation Plan Update and its Initial Environmental Study and has recommended that a Mitigated
Negative Declaration be approved; and
WHEREAS, on March 28, 2007, the Planning Commission reviewed the Public Hearing Draft of
the 2007 Bicycle Transportation Plan Update and its Mitigated Negative Declaration (GPI/ER 21 -07) at a
public hearing, and has recommended that the City Council approve the Plan and its Mitigated Negative
Declaration as forwarded by the Bicycle Transportation Committee and revised by the Planning
Commission including the changes recommended by staff and the meeting; and
WHEREAS, the City Council conducted a public hearing on May 15, 2007, and has considered
testimony of interested parties, the records of the Planning Commission hearing and action, and the
evaluation and recommendation of staff, and .
WHEREAS, the City Council has considered the draft Mitigated Negative Declaration of
environmental impact as prepared by staff and reviewed by the Planning Commission; and
NOW, THEREFORE BE IT RESOLVED by the Council of the City of San Luis Obispo as
follows:
SECTION 1: The City Council finds and determines that the Plan Update's Mitigated Negative
Declaration adequately addresses the potential significant environmental impacts of the proposed project,
and reflects the independent judgment of the City Council. The Council hereby approves said Mitigated
Negative Declaration and incorporates the following mitigation measures into the project:
R 9899
Resolution No. 9899 (2007 Se s) l�
Page 2
1. Architectural review of new bridge structures over Highway 101 shall be required with the goal to
reduce visual impacts.
2. Class I bike path lighting shall comply with City standards. Additionally, lighting placement shall
comply with the policies of the Bicycle Transportation Plan which call for lighting along creeks to
be designed to shine away from the creek corridor or not be installed at locations where impacts
cannot be mitigated.
SECTION 2: Findings. That this Council, after consideration of the 2007 Bicycle Transportation
Plan Update as recommended by the Bicycle Advisory Committee and Planning Commission, staff
recommendations, public testimony, and reports thereof, makes the following findings:
The proposed 2007 Bicycle Transportation Plan Update will promote the public health, safety and
welfare of persons working or living in the City by providing a network of convenient bikeways,
bicycling safety, and bicycling education.
2. The proposed 2007 Bicycle Transportation Plan Update will further General Plan goals to reduce
people's use of their cars by supporting and promoting alternatives such as walking, riding buses
and bicycles, and using car pools.
3. The proposed 2007 Bicycle Transportation Plan Update will provide new and improved bicycling
facilities which furthers existing General Plan policies and objectives to complete a network of safe
and convenient bikeways that connect neighborhoods with major activity centers and the county
bike routes
SECTION 3`. Ayproval. The 2007 Bicycle Transportation Plan Update of the City of San Luis
Obispo is hereby approved. The 2007 Bicycle Transportation Plan Update is on file in the Office of the
City Clerk.
SECTION 4: Resolution No. 9308 (2002 Series) is hereby rescinded.
Upon motion of Council Member Settle, seconded by Council Member Brown, and on the
following roll call vote:
AYES: Council Members Brown, Carter, and Settle, Vice Mayor Mulholland and Mayor
Romero
NOES: None
ABSENT: None
The foregoing resolution was adopted this 15`h day of May 2007.
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Resolution No. 9899 (2007 Series)
Page 3
ATTEST:
�Ld"l / A"
Audrey Hoo
City Clerk
APPROVED AS TO FORM:
City Attorney
�J
Mayor David F. Romero
Bicycle Transportation Plan
Updated May 15, 2007
Published By:
San Luis Obispo Public Works Department
919 Palm Street, San Luis Obispo, California 93401
Telephone (805) 781-7210; Fax (805) 781-7198
www.slocity.org
San Luis Obispo Bicycle Transportation Plan
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San Luis Obispo Bicycle Transportation Plan
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ACKNOWLEDGEMENTS
The following individuals and groups were
involved in the research, preparation, review or
adoption of this Plan.
City Council
David F. Romero Mayor
Paul Brown
Andrew Carter
Christine Mulholland
Allen K. Settle
Planning Commission
Andrea Miller Chair
John Ashbaugh
Amanda Brodie
Carlyn Christianson
Diana Gould-Wells
Jason McCoy
Charles Stevenson
Bicycle Advisory Committee (BAC)
Kevin Christian Chair
Jean Anderson
Tim Gillham
Trevor Keith
Ben Lerner
Glen Matteson
Tom Nuckols
Public Works Department
Jay Walter Administration
Timothy Bochum Administration
Peggy Mandeville Project Manager
Mary Andrews GIS Information
Adam Fukushima Technical Support
Jake Hudson Technical Support
Chris Overby Technical Support
Bryan Wheeler Technical Support
Special thanks…
Past BAC members:
Darren Brown, Mark Grayson, Mary Lou Johnson,
Kristen Kent, Dixon Moore, Chris Overby, Phil
Reimer.
Past staff members: Michelle Sindorf, Terry
Sanville.
San Luis Obispo County Bicycle Coalition
Kevin Christian (for exceptional database work)
San Luis Obispo Bicycle Transportation Plan
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TABLE OF CONTENTS____________________________________________
Preface ...................................................................................................................... 1
Bicycle Transportation Plan Changes ................................................................................................... 1
Bicycle Transportation Plan Accomplishments .................................................................................... 4
Introduction .............................................................................................................. 6
A SLO Vision of the Future.................................................................................................................. 6
History of Bicycle Planning in SLO ..................................................................................................... 6
Application ........................................................................................................................................... 7
Compliance ........................................................................................................................................... 7
Related Plans ........................................................................................................................................ 7
Structure ................................................................................................................................................ 8
Glossary ................................................................................................................................................ 8
Bicycling Goals and Objectives ............................................................................. 10
Program Goals .................................................................................................................................... 10
Program Objectives ............................................................................................................................ 10
1. Bikeways ............................................................................................................ 10
General Policies .................................................................................................................................. 10
Class I Bikeways Adjoining Creeks ................................................................................................... 11
Class I Bikeways & Flood Control Channels ..................................................................................... 12
Class I Bikeways on Agricultural Land .............................................................................................. 12
Class I Bikeways Near Laguna Lake .................................................................................................. 13
Class II Bikeways ............................................................................................................................... 13
Class III Bikeways .............................................................................................................................. 13
Bicycle Boulevards ............................................................................................................................. 13
Other Related Activities ..................................................................................................................... 14
Maintenance, Monitoring & Construction .......................................................................................... 15
Implementation Priorities ................................................................................................................... 15
Special Design Provisions .................................................................................................................. 15
2. Bicycle Parking & Storage ................................................................................. 16
General Policies .................................................................................................................................. 16
Short-Term Bicycle Parking Standards .............................................................................................. 16
Long-Term Bicycle Parking Standards .............................................................................................. 17
Bicycle Parking Maintenance Standards ............................................................................................ 18
Related Bicycle Parking Activities ..................................................................................................... 18
3. Other Support Facilities ..................................................................................... 19
Maps and Signs ................................................................................................................................... 19
Lighting ............................................................................................................................................... 20
Showers and Changing Facilities ........................................................................................................ 20
4. Education and Promotion .................................................................................. 20
5. Funding Bicycle Programs ................................................................................ 21
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6. Administration .................................................................................................... 22
References .............................................................................................................. 22
Appendices ............................................................................................................. 24
Appendix A: SLO Bicycle Commuters & Potential Impact of Plan
Implementation ...................................................................................................... 25
Appendix B: Existing & Proposed Land Use Development Patterns ................... 26
History and Existing Development Pattern ........................................................................................ 26
Proposed Settlement Pattern ............................................................................................................... 26
Appendix C: Description of Existing & Proposed Bikeways (February 2007) .... 27
Appendix D: Existing & Proposed End-of-Trip Bicycle Parking Facilities ........ 28
Evolution of Current Standards .......................................................................................................... 28
Additional Guidance for Bike Rack Installations ............................................................................... 28
Inventorying Existing Conditions and Needed Improvements ........................................................... 29
Appendix E: Existing & Proposed Bicycle Parking at Transportation Hubs ........ 30
Appendix F: Existing & Proposed Changing and Storage Facilities..................... 32
Appendix G: Bicycle Safety & Education Programs............................................ 33
Existing Programs ............................................................................................................................... 33
Effect on Accidents Involving Bicyclists. .......................................................................................... 33
Appendix H. Citizen & Community Involvement in Plan Development .............. 34
Background ......................................................................................................................................... 34
Public Input ......................................................................................................................................... 34
Appendix I: Relationship to Other Adopted Plans ................................................ 35
Specific Area Plans ............................................................................................................................. 35
Appendix J: Proposed Bikeway Projects .............................................................. 39
Setting Priorities ................................................................................................................................. 39
Project Priority Criteria ....................................................................................................................... 40
Ranking System .................................................................................................................................. 41
Financial Planning .............................................................................................................................. 41
New Bikeways Cost ............................................................................................................................ 41
Class II and Miscellaneous Projects ................................................................................................... 42
Bicycle Boulevards ............................................................................................................................. 42
Pavement Maintenance Areas Plan .................................................................................................... 43
List of Bikeway Projects Spreadsheet ................................................................................................ 44
Master Projects Descriptions (Pages 46-171) ..................................................................................... 46
Appendix K: Past Expenditures for Bicycle Facilities (1995 to 2007) ............... 172
Appendix L: Bikeway Surface Quality Maintenance Standards ......................... 174
Surface Quality ................................................................................................................................. 174
Appendix M: Bikeway Design Standards ........................................................... 175
Appendix N: Standard Mitigation For Class I Bikeways Adjoining Creeks....... 176
Appendix O: Adopting Resolution ...................................................................... 178
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LIST OF FIGURES
Figure #1A: Map: San Luis Obispo Land Use Settlement Patterns
Figure #1B: Map: Special Planning Areas
Figure #2A: Map: Bicycle Transportation Plan—Existing Bikeways
Figure #2B: Map: Bicycle Transportation Plan—Proposed Bikeways
Figure #2C: Map: Bicycle Transportation Plan—Existing and Proposed Bikeways
Figure #3: End-of-Trip Bicycle Parking Facilities
Figure #4: Bicycle Transportation Parking and Changing Facilities
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PREFACE
This Bicycle Transportation Plan was originally adopted by the San Luis Obispo City Council in April
1985. Since that original adoption, the City has adopted updates to the 1985 Plan in 1993, 2002, and
now, 2007.
Bicycle Transportation Plan Changes
Significant changes between 1993 and 2002 editions include the following:
2002 Bicycle Transportation Plan Update Changes
Location Description of Change
Figure # 1
after page 5
• Add a Class I Bike Path along Tank Farm Creek south of Tank Farm Road.
• Delete the Class I Bike Path that extends across the ridgeline of South
Hills.
• Add Class II Bike Lanes along Santa Fe Road and its proposed extension.
• Add Class I Bike Paths along the extension of Prado Road between Broad
Street and its current terminus east of S. Higuera Street, along the
Circulation Element’s alignment.
• Add Class I Bike Path along north side of Buckley Road from Broad St. to
Vachell Ln.
• Reconfigure the Class I Bike Paths along the Union Pacific Railroad.
• Create a Bicycle Boulevard along Morro Street between Santa Barbara and
Marsh Streets.
• Add Class II bike lanes to Prefumo Canyon Road west of Los Osos Valley
Road.
• Eliminate grade crossing on Orcutt Road at the railroad and realign Class I
Bike Path to connect with Laurel Lane and parallel Bullock Lane south of
Orcutt Road.
Page 13 • Bike racks must provide two vertical contact points for bike frames.
• Bike parking areas should be illuminated at night when the use is open to
the public.
• Bike parking areas should be sheltered when attractively accomplished as
part of the project’s architecture.
ADDITIONAL INFORMATION REQUIRED BY STATE CODES
Appendix A
Appendix B
Appendix C
• Estimate of bicycle commuters
• Existing and proposed settlement patterns
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Appendix D
Appendix E
Appendix F
Appendix G
Appendix H
Appendix I
Appendix J
Appendix K
• Description of existing bikeways
• Description of proposed bikeways
• Existing and proposed bike parking
• Bike parking at transportation hubs
• Changing and storage facilities
• Bicycle education and safety programs
• Citizen involvement in Plan development
• Relationship to other plans
• Setting priorities and financial planning for bikeways
Soon after the Council adopted the 2002 Bicycle Transportation Plan Update, the City’s Bicycle
Advisory Committee began work on another update; a comprehensive review of all of the Bike Plan’s
policies, programs, and projects.
On May 15, 2007 the City Council adopted the 2007 update to the Bicycle Transportation Plan.
Significant changes adopted in the 2007 Plan include the following:
2007 Bicycle Transportation Plan Update Changes
Location Description of Change
General Policies (Policy 1.1
- 1.6)
Establishes and promotes bicycling as an equal and viable
mode of transportation.
Class I Bikeways Adjoining
Creeks (Policy 1.7 - 1.10)
Establishes policies and standards for locating bikeways in
sensitive habitat areas. Standards derived from the Bob
Jones City-to-Sea Bike Trail Preliminary Alignment Plan
(November 2002).
Class I Bikeways Adjoining
Flood Control Channels
(Policy 1.11 - 1.14)
Establishes policies and standard for locating bikeways
where parallel flood control channels or expansions of
existing channels are planned.
Class III Bikeways (Policy
1.20 - 1.22)
Establishes new permissive standards for locating Class III
bikeways along certain types of public streets. Enables the
application of edge striping along certain Class III routes to
provide a minimal buffer area for bikes.
Bicycle Boulevards (Policy
1.23 - 1.24)
Establishes new criteria for locating Bicycle Boulevards on
certain types of public streets, with reference to the City’s
Neighborhood Traffic Management (NTM) program.
Bikeway Maintenance
(Policy 1.34 - 1.41)
Sets standards for pavement quality consistent with Caltrans
standards. Sets protocol for remedial actions to improve
bikeway maintenance as part of the City’s ongoing pavement
management program.
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Special Design Provisions
(Policy 1.44 - 1.47)
Establishes a permissive program for installing special
design treatments such as “colored” Class II bikeways at
locations of high bicycle-vehicle conflict. Establishes basic
setback standards for Class I bikeways adjoining the railroad.
Standards are consistent with the Railroad Safety Trail
Preliminary Alignment Plan (November 2001).
Short-Term Bike Parking
(Policy 2.7 - 2.8)
Stipulates that the inverted “U” or the “Peak” bicycle rack
design shall be used to satisfy short-term bike parking
requirements. Establishes minimum dimensions and
clearance requirements.
Long-Term Bike Parking
(Policy 2.9 - 2.12)
Establishes new location standards for bike lockers.
Establishes access criteria and minimum dimensions for
interior rooms to be used for bicycle storage. Introduces the
concept of establishing “Bicycle Centrals” at major
employment sites.
Related Bicycle Parking
Activities (Policy 2.15 -
2.19)
Promotes enhanced bicycle parking services (Bike Valet) at
community events and the “Racks with Plaques” bicycle rack
donation program.
Other Support Facilities
(Policy 3.1 - 3.12)
Stipulates that the City will develop and maintain a bike map
for the City. Provides general guidance for lighting of Class
I and II bikeways. Provides flexible standards for installing
showers and lockers at major employment sites.
Education and Promotion
(Policy 4.1 - 4.7)
Simplifies policy and focuses on joint efforts with other
agencies. Encourages the hiring a bicycle coordinator for
education and promotion activities and supports the use of a
“traffic school” option for persons involved in bicycle related
traffic violations.
Bicycle Funding Programs
(Policy 5.1 - 5.9)
Broadens the candidate use of TDA funds for bicycle-related
activities. Recommends that debt financing be used for
large bike project that are out of scale with grant funding.
Recommends that small-scale projects such as signing and
striping be incorporated into City paving projects.
Administration (Policy 6.1 -
6.2)
Establishes frequency of bike plan updates to comply with
the update requirements of the State’s BTA grant program.
Proposed Bikeway Projects Establishes a listing, description, and prioritizing spreadsheet
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(Appendix J) for over 50 projects in the Plan based on ten (10) criteria for
ranking. Establishes the Railroad Safety Trail and the Bob
Jones City-to-Sea Trails as generally the highest priority
projects. Lists new projects to include developing seven
more bicycle boulevards (two of which cross over Highway
101); extending the Prado Road a bike path (separated from
vehicle traffic) from the Margarita Area Specific Plan west to
Madonna Road; installing a pedestrian/bike signal at
Foothill/Ferrini intersection; establishing a bike lane on
Tassajara between Ramona Drive and Cerro Romauldo;
developing a bike path connection between Oceanaire Drive
and Laguna Lane, Ferrini Drive and North Chorro, and
Sacramento Drive and Laurel Lane; accommodating bike
lanes with a widening of Monterey Street between Santa
Rosa and Highway 101; and accommodating bike lanes with
a reconstruction of the California Avenue Bridge at San Luis
Drive and the Buena Vista bridge over Highway 101.
Bicycle Design Standards
(Appendix M)
Sets standards for various widths of Class I bikeways based
on geographic and traffic conditions. Provides for wider
Class II bike lanes along State Highways consistent with
Caltrans standards. Establishes a minimum width standard
for bicycle channelization adjoining turn lanes on multi-lane
arterial streets.
Appendix L and N Establishes standard mitigation requirements for Class I
bikeways adjoining creeks (consistent with Bob Jones Trail
plan) and establishes pavement quality standards consistent
with Caltrans Highway Design Manual.
Bicycle Transportation Plan Accomplishments
Between 2002 and 2007, the City of San Luis Obispo made significant progress implementing the
City’s Bicycle Transportation Plan. The following is a listing of major accomplishments.
2002 Bicycle Transportation Plan Accomplishments
Project/Policy Description of Accomplishment
Railroad
Safety Trail
Received conceptual approval for overall path design and location from
Union Pacific Railroad.
Railroad
Safety Trail
Received $350,000 in grant funding for overall right of way acquisition
and design of Class I path between the train station and Marsh Street.
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(Phase III)
Railroad
Safety Trail
(Phase IV)
Secured $541,800 in Bicycle Transportation Account funding for
construction of a Class I path between Foothill and Hathway.
Bob Jones
City-to-Sea
Trail
Secured $700,000 in grant funding for the design and construction of a
Class I bike path between Prado and Los Osos Valley Roads.
Mis-1 Bill
Roalman
Bicycle
Boulevard
• Closed Morro St. at Santa Barbara Ave. to vehicle traffic while
accommodating bicycle access to intersection.
• Designed and installed bike blvd signage and striping.
• Modified traffic control at intersections to facilitate bicycle circulation
Public Bicycle
Parking
Developed and launched “Rack with Plaques” bicycle rack donation
program in 2005. To date over 100 new bicycle parking spaces have been
added in the City through this program.
City Bike Map Partnered with the SLO County Bicycle Coalition to develop, print, and
distribute a City bicycle map.
Bicycle Safety
Promotion
Provided bike bells and blinking lights to the general public to promote
bicycle safety.
Bicycle Safety
Messages
• Developed and screened bicycle safety messages at local movie
theatres
• Developed and screened bike safety messages on public access
Channel 20
Traffic Safety
Report
Expanded Annual Traffic Safety Report to include section of bicycle and
pedestrian collisions.
Mis-3 Widened South St between Beebee and Higuera to include bike lanes.
Mis-12 Reconstructed three gutters along Broad St. north of Tank Farm Road.
Mis-17 Installed Class II bike lanes on the outside of parking bays on Prefumo
Canyon Rd west of Los Osos Valley Road.
Mis-27 Installed edge striping on Chorro St between Lincoln and Foothill.
Bike Ed Assisted League of American Bicyclists certified instructors in their efforts
to teach bicycle education to the general public.
Bike Counts Conducted biannual bike counts to track bicycle ridership and identify
trends.
Bike Valet Supported the downtown Farmers’ Market Bike Valet parking service by
providing a grant to create a website, which provides for online volunteer
registration as well as promotion of the service.
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INTRODUCTION
As San Luis Obispo grows there will be pressure
for it to expand into surrounding pastoral valleys.
Maintaining a compact urban form is one way of
combating sprawl and preserving open space and
agricultural lands.
Compact communities allow residents and visitors
to travel between in-town destinations in the
minimum amount of time, covering the minimum
distance. However, if all residents and visitors use
private motor vehicles to reach these destinations,
traffic congestion, noise levels and air pollution will
increase and more and more land will be needed to
accommodate motor vehicles.
Since 1982, San Luis Obispo’s long-range plans
have promoted the use of modes of transportation
other than private motor vehicles. The 1994
General Plan Circulation Element includes specific
objectives for reducing vehicle use and promoting
these other modes – with bicycling being a very
important transportation choice.
Bicycling in San Luis Obispo has many advantages:
the weather is good, trip distances and times are
relatively short, the cost of purchasing and
maintaining a bicycle is modest, connections
between origins and destinations can be direct and
convenient, and bicycling is healthful – one way of
combating the negative effects of a sedentary life
style.
But not all bicyclists are equal. For children,
seniors and novice riders, concerns for safety and
avoiding fast moving traffic are paramount. More-
experienced riders have a higher tolerance for
riding in traffic, yet still need and appreciate
separation from cars and trucks, especially where
traffic is moving much faster than they are. The
challenge here in San Luis Obispo is to provide
safe, relatively conflict-free spaces that meet the
needs of both novice and skilled bicyclists.
A SLO Vision of the Future
By 2026, all San Luis Obispo residents shall have
access to a safe and well maintained network of
interconnected bikeways
linking all important origins and destinations.
Where bicyclists share streets with motorists,
sufficient space will be reserved for their safe
passage. And once at their destinations, bicyclists
will find convenient and secure places to park.
Children learn how to safely ride bicycles and can
continue to ride as they become adults. Bicycling
becomes one important element of the City’s
economy, with safe connections provided for
tourists to important regional destinations such as
beaches or inland parks. And for tourists and
residents alike, the careful location and design of
off-street paths (such as the Railroad Safety Trail
and the Bob Jones City-to-Sea Trail) allow them to
safely appreciate unique community features.
History of Bicycle Planning in SLO
In April 1985, the City of San Luis Obispo adopted
its first bicycle plan. The Bicycle Facilities Plan
identified a network of on-street bikeways
Source: City of Santa Barbara Bicycle Master Plan
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An important destination for bicyclists of all ages
extending throughout the community – mostly
along arterial and collector roads.
In October 1993, the City adopted a Bicycle
Transportation Plan. The second-generation
document expanded the scope of bicycle planning
in San Luis Obispo by calling for a more complete
network of both on- and off-street bikeways, and by
establishing standards for bicycle parking. In May
2002 the Plan was amended a third time to
incorporate technical information required to
comply with the California Streets and Highways
Code in 2007, this fourth generation of the Bicycle
Transportation Plan represents a comprehensive
update of the City’s bicycle program. Standards for
bicycle facilities have been revised, new facilities
identified and prioritized, and the successful
experiences of other bicycle-friendly communities
have been incorporated when they address San Luis
Obispo’s needs.
The San Luis Obispo Public Works Department and
the Bicycle Advisory Committee (BAC) prepared
this fourth generation plan. For more information,
contact the Department at (805) 781-7210. This
Plan can also be viewed on the City’s website:
www.slocity.org/publicworks/documents.
Application
The provisions of this Plan apply to the
planning, development and maintenance of
bicycle facilities and activities within the
corporate limits of San Luis Obispo. In
addition, this Plan represents the City’s official
policy for the design and development of
bikeways in adjoining territory under County
jurisdiction but within San Luis Obispo’s
Urban Reserve – the anticipated outward limit
of City growth.
Compliance
This Plan includes information required by Section
891.2 of the California Streets and Highways Code.
This Plan has been submitted to the California
Department of Transportation’s Bicycle Unit and
has been certified as being in compliance with
applicable codes.
Bikeway standards included in this Plan comply
with or exceed those in Chapter 1000 of the
Highway Design Manual (Fifth Edition) published
by the California Department of Transportation.
This Plan was prepared and adopted in compliance
with the California Environmental Quality Act
(CEQA) and its guidelines. Copies of its Mitigated
Negative Declaration are available from the Public
Works Department upon request.
Related Plans
In 1994, the City adopted its General Plan
Circulation Element. A goal of the Circulation
Element is to increase the use of bicycles and
reduce the use of single-occupant motor vehicles.
The provisions of this Plan are consistent with the
goals and objectives of the Circulation Element
This Plan supports the policies and standards of the
General Plan Conservation & Open Space
Element (2006) and the creek setback provisions of
the Zoning Regulations (2007) by including
specific policies and standards for locating and
designing bikeways in sensitive areas adjoining
creeks or across open space areas.
This Plan supports the vision of the General Plan
Parks and Recreation Element (2001), to expand
recreation paths and trails to link recreation
facilities throughout the community.
This Plan supports the goals, objectives and actions
of the Clean Air Plan (1998) adopted by the
County Board of Supervisors. Since fifty percent of
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California’s air pollution comes from motor
vehicles, implementing this plan will help achieve
the Clean Air Plan’s goals.
This Plan complements the County Bikeways Plan
(2005 Update) adopted by the Board of
Supervisors. Special effort was made to design
linkages between City and County bikeways,
especially those that provide access to important
regional destinations.
This Plan is consistent with the Preliminary
Alignment Plans adopted by the City Council in
2001 and 2002 for the Railroad Safety Trail and
the Bob Jones City-to-Sea Trail, key elements of
the planned bikeway network.
This Plan supports and is supported by provisions
of A Conceptual Physical Plan for the City’s
Center (revised 1997), which states that the City
should “provide more facilities that encourage and
enhance the use of bicycles.”
Structure
This Plan presents goals, objectives, polices,
actions, and standards. Each of these terms is
defined below:
Goals are broad statements of intent.
Objectives are specific endeavors that support
the achievement of goals.
Policies are principles that guide to
implementation of this Plan and
other actions associated with
bicycling.
Actions are specific steps needed to
implement this Plan.
Standards describe how a particular facility or
activity should be provided,
located, or designed.
Glossary
As used in this document, these terms have the
following meanings:
Bicycle Advisory Committee - Provides oversight
and policy direction on matters related to bicycle
transportation in San Luis Obispo and its
relationship to bicycling outside the City.
Bicycle Boulevard – Is a shared roadway (bicycles
and motor vehicles share the space without marked
bike lanes) where the through movement of
bicycles is given priority over motor vehicle travel
on a local street.
Bicycle Central – Is a consolidated sheltered
storage area for employee bicycles, integrated into
the design of job sites, and may be combined with
showers and bicycle repair and support facilities.
Bicycle Commuter – Is a person making a trip by
bicycle, primarily for transportation purposes, and
does not include a trip primarily for physical
exercise or recreation.
Bicycle Facilities - Are any physical feature that
serves the needs of bicyclists, including bike lanes
and paths, bicycle racks and lockers, signs,
pavement markings and symbols, places to post
information, lighting, and traffic controls.
Channelization –Is the separation or regulation of
conflicting traffic movements into definite paths of
travel by use of pavement markings, raised islands,
or other suitable means, to facilitate the safe and
orderly conduct of motorists, bicyclists, and
pedestrians.
Bicycle parking at the popular downtown center.
San Luis Obispo Bicycle Transportation Plan
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Bikeways – Are bike lanes, paths, streets or routes
that provide for bicycle travel. (A description of
bikeway design standards is located in the City’s
Engineering Standards)
Class I Bikeway (Bike Path) - Provides a right-of-
way reserved for bicycles and pedestrians that is
completely separated from streets.
Class II Bikeway (Bike Lane) - Provides a striped
lane for one-way bicycle travel on a street or
highway. In San Luis Obispo:
Class II-A Bikeways are located on the
outside of curb parking bays.
Class II-B Bikeways are located at the edge
of the roadway where no vehicle parking
exists and next to a curb where present.
Class III Bikeways (Bike Routes) - Are generally
lightly traveled streets that provide alternative
routes for recreational riders, and in some cases
commuters.
Commercial Core - Includes the Downtown
Commercial (CD) Zoning District in downtown San
Luis Obispo.
Downtown Planning Area - Includes the
commercial core and surrounding neighborhoods as
shown in the General Plan Land Use Element.
Long-Term Bike Parking – Is bicycle parking
meant to accommodate employees, students,
residents, commuters, and others expected to park
on a regular basis for more than four hours. This
parking is to be provided in a secure, weather-
protected manner and location. Long-term parking
type will be a bicycle locker, a locked room with
standard racks and access limited to bicyclists only,
or standard racks in a monitored location.
Multi-Tenant Work Sites - Consist of a structure,
or group of structures, on one worksite where more
than one employer conducts business.
Shared-Lane Markings - Otherwise known as
Sharrows, shared-lane markings are pavement
legends intended to improve the positioning of
bicyclists on roadways with regular bicycle use and
a curb lane width too narrow for motorists and
cyclists to safely travel side by side within the lane.
Short-Term Bike Parking – Is parking provided to
accommodate visitors and customers, who are
parking for less than four hours. Bicycle racks
meeting City standards satisfy this need.
Showers – Are bathing stalls accompanied by
clothing lockers and changing areas reserved for
each gender at a work site.
Specific Planning Areas – Are lands surrounding
or within San Luis Obispo where the City has
adopted, or intends to adopt, a specific plan, district
plan, enhancement plan, area plan, route plan, or
alignment plan to guide its use.
Example of Long-Term, Locker-type Bike parking
Example of a Shared Lane Marking, or “Sharrow”
San Luis Obispo Bicycle Transportation Plan
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BICYCLING GOALS AND OBJECTIVES
Program Goals
1. Increase the percentage of all trips made by
bicycle within San Luis Obispo.
2. Establish and maintain an integrated system
of bikeways and parking facilities that
enables safe and convenient bicycling.
3. Advocate bicycling as a way of preserving
clean air, reducing traffic congestion and
noise, conserving land and energy
resources, and promoting good health.
4. Develop financial partnerships with other
organizations when the resultant bicycle
facilities or activities provide significant
benefits to San Luis Obispo residents.
Program Objectives
1. By 2017, complete a network of Class II
and III Bikeways and related improvements
within the City Limits.
2. By 2027, complete a network of Class I
Bikeways that are located outside of
specific planning areas. Construct Class I
Bikeways within Specific Planning Areas
consistent with the phasing called for by
each plan.
3. Sponsor partnership programs that provide
bicycle parking for land uses that lack
needed facilities.
4. Require new development to provide
bikeways and bicycle parking consistent
with adopted City plans and standards.
5. Contribute to bicycle safety, promotion and
education activities in cooperation with
other organizations that share a common
vision and purpose.
6. Provide guidelines and technical assistance
to agencies, property owners, designers and
developers for designing and locating
bicycle facilities.
7. Cooperate with the County, State, San Luis
Obispo Council of Governments, and Cal
Poly in the planning and design of bicycle
facilities such as the Bob Jones City to Sea
Bike Trail and the Railroad Safety Trail.
8. Secure and earmark sufficient funds to
implement this plan.
9. Improve bicycle circulation by identifying
and addressing barriers to bicycling.
1. BIKEWAYS___________________
General Policies
1.1 All public streets shall be designed and
maintained to accommodate bicyclists.
1.2 Bikeways shall be established at locations
shown on Figure #2C: Existing & Proposed
Bikeways. Where a bikeway is located
within a Specific Planning Area, its
location shall be as shown by the Specific
Plan (see Appendix I for affected areas).
After receiving input from the Bicycle
Advisory Committee, the Public Works
Director may approve changes in the
location and/or designation of bikeways to
reduce environmental impacts, better serve
San Luis Obispo Bicycle Transportation Plan
-11-
the needs of bicyclists, or provide a
bikeway connection through a new
development.
1.3 All bikeways shall meet or exceed
minimum standards set forth in the
California Highway Design Manual (Fifth
Edition).
1.4 Annexation, planning and development
activities, and street reconstruction or
reconfiguration projects shall provide
bikeways as prescribed by this plan.
1.5 All new developments/subdivisions shall be
designed with bicycle use as an equal and
viable option for transportation to, from,
and within a development. Access shall
include bicycle routes to schools serving
the community, Class II bike lanes (or
Class I bike paths), and approved bicycle
parking as referenced in the Plan’s short-
term bike parking standards.
1.6 The location, design and installation of
bikeways shall be coordinated with
Suggested Routes to School programs in
residential neighborhoods.
Class I Bikeways Adjoining Creeks
1.7 Class I Bikeways shall be located outside of
creek setbacks except where otherwise
allowed or as provided for in the
Conservation & Open Space Element.
1.8 Where setback encroachments cannot be
avoided, their extent shall be minimized
and existing riparian vegetation shall be
reinforced with native plants to create
landscaped buffers between the bikeway
and the riparian canopy. (Other mitigation
measures are described in Appendix M.)
1.9 Bikeway encroachments into the creek
setback shall be subject to the exception
process of the Creek Setback Regulations
contained in the Municipal Code.
1.10 The number of bicycle-pedestrian bridges
over creeks shall be minimized. Bridges
shall:
a) Be of a “clear span” design
b) To the greatest extent possible, be
located to avoid removal of native trees
and streamside habitat or impacts to
important aquatic habitat areas
c) Minimize grading of creek banks or
changes to the channel alignment
d) Include a smooth riding surface to
minimize noise
Illustration of Policy 1.8 Bikeway within Creek Setback
San Luis Obispo Bicycle Transportation Plan
-12-
Illustration of Policy 1.11: Class I Bikeways and Flood Control Channels
Class I Bikeways & Flood Control Channels
1.11 Where an existing creek channel is widened
to establish a new top of bank, Class I
Bikeways shall be located as prescribed by
Standard 1.7.
1.12 Where parallel flood control channels are
constructed, Class I Bikeways may be
located within the riparian canopy
established by the new flood control
channel, parallel to the channel side that is
farthest from the parent creek.
1.13 When existing creeks are
widened or when new flood
control channels are constructed,
Class I Bikeways should be
installed at the same time or, at a
minimum, their rights-of-way
shall be reserved and maintained
as clear space to enable their
eventual installation.
1.14 Along parallel flood control
channels, Class I Bikeways and
service roads may share the same
alignment. The structural design
of these facilities shall be
sufficient to support maintenance
vehicles.
Class I Bikeways on Agricultural Land
1.15 Bikeways that cross or border agricultural
land shall:
a) Use existing service roads where shared
use is compatible with agricultural and
bicycling operations
b) Be fenced and signed to discourage
trespassing onto adjoining areas
c) Avoid dividing properties in a way that
unduly complicates agricultural
operations
ck
Illustration of Policy 1.7 Bikeway outside of Creek
Setback
San Luis Obispo Bicycle Transportation Plan
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One Illustration of Policy 1.18
Source: City of Davis Comprehensive Bicycle Plan (May
2001)
Class I Bikeways Near Laguna Lake
1.16 Bikeways located near Laguna Lake,
should:
a) Be located beyond and adequately
buffered from wetland habitat
b) Not alter the hydrological dynamics of
the wetland
c) Be closed when flood hazards exist
d) Be preceded by a census of bird life in
adjoining areas. Bird populations should
be periodically monitored, and remedial
action taken, as needed
Class II Bikeways
1.17 In the long-term, all arterial streets and
State Highways (except Route 101) should
include Class II Bikeways.
1.18 The preferred location of Class II Bikeways
is at the edge of the road, adjacent to a curb.
However, in the Downtown Planning Area
where more than 50% of the curb area is
used by motor vehicle parking during the
day or night (and off-street parking is not
available) bike lanes should be located
along the outside of parking bays.
1.19 Channelization should be provided at
signalized intersections along streets
that have Class II Bikeways and where
dedicated right- or left turn lanes are
provided. The City will evaluate
existing intersections, consider
constraints to achieving this standard,
and program improvements as
appropriate.
Class III Bikeways
1.20 Class III Bikeways should be located along
streets that meet the following criteria:
a) Motor vehicle traffic is less than 10,000
vehicles per day
b) The 85th percentile speed of traffic is
less than 35 mph
c) Travel lanes are a minimum of 12 ft.
wide
d) The route provides a connection between
Class II Bikeways, or is a low- volume
motor vehicle route, parallel to a Class II
Bikeway
1.21 Class III Bikeways shall include “Bike
Route” signage when the route provides a
connection between Class II Bikeways or a
connection to a Class I Bikeway.
1.22 Along Class III Bikeways traffic lanes may
be narrowed to 10 ft. and edge stripes
installed to reduce vehicle speed.
Bicycle Boulevards
1.23 Figure # 2C identifies approved and
proposed bicycle boulevards. Prior to
installation, the Bicycle Advisory
Committee and the Architectural Review
Commission must approve the design of
bicycle boulevards.
San Luis Obispo Bicycle Transportation Plan
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Illustration of a “Bicycle Boulevard” and candidate facilities
Source: Oregon Bicycle and Pedestrian Plan (1995)
1.24 Bicycle Boulevards shall:
a) Be located along local or collector streets
that provide for through bike connections
to important destinations
b) Be established only after residents or
businesses have been provided sufficient
opportunity to participate in the
development and review of the design
c) Be considered and coordinated with any
proposal to adopt a Neighborhood Traffic
Management Plan
d) Where necessary, include traffic calming
devices that reduce the differential
between motor vehicle and bicycle speeds
e) Avoid diverting a significant amount of
motor vehicle traffic to other residential
streets, consistent with adopted
Neighborhood Traffic Management
Guidelines
Other Related Activities
1.25 City and regional transit vehicles shall
continue to provide racks for the transport
of bicycles and increase capacity as demand
increases and rack design improves.
1.26 Neighborhood traffic management projects
(traffic calming) shall be designed to safely
accommodate bicyclists.
1.27 New or modified traffic signals along
designated Class II or III Bikeways shall
include detection for bicycles. Video
detection is the preferred system. If in-
pavement detection is used, stencil
markings shall be applied to the road
surface that identifies optimum spots for
bicyclists to queue.
1.28 Where cul-de-sacs are used in subdivisions,
pedestrian/bikeway connections shall be
provided to through streets. Where
perimeter walls are employed, breaks shall
be provided at safe locations to enable
pedestrian and bicycle circulation to
adjoining areas or public streets.
1.29 Reconstruction of “at grade” railroad
crossings by the Union Pacific Railroad or
others shall include the installation of
concrete panels on the approaches and
between the tracks.
1.30 When installing new drainage inlets or
replacing old ones, grates should be kept
out of Class II Bikeways.
1.31 The City’s Subdivision Regulations shall be
revised to include cross-sections for streets
that include Class II Bikeways.
San Luis Obispo Bicycle Transportation Plan
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Illustration of Policy 1.30
Source: Madison Urban Area Bicycle Transportation Plan
1.32 Laws against motorists illegally occupying
Class II Bikeways shall be strictly enforced.
Maintenance, Monitoring & Construction
1.33 The pavement surface of bikeways shall be
smooth and free of potholes, and shall be
maintained consistent with Section 1003.6
(2) and Table 1003.6 of the Caltrans
Highway Design Manual (see Appendix L
for details).
1.34 The City will establish an easily accessible
reporting system to aid the reporting of
maintenance problems. Once problems are
reported, the corrective maintenance must
be undertaken within a reasonable time.
1.35 Transportation staff will inspect bikeways
annually. As problems are discovered, they
will be prioritized for repair by City crews.
Candidate problems include, but are not
limited to
a) Potholes
b) “Alligator” cracks
c) Longitudinal & transverse cracks
d) Drop-offs or steps in the pavement
surface
e) Hazardous drainage grates
f) Sunken or raised utility trenches or
covers
g) Encroaching vegetation
h) Faded or missing bike lane striping,
pavement symbols or signs
i) Poor street repairs (uneven surfaces)
1.36 Class II Bikeways along arterial streets and
highways shall be swept on a routine basis
to remove road debris and litter.
1.37 When a street with Class II Bikeways is
repaved, smooth surfaced asphalt must be
used. The asphalt pavement within a bike
lane must be installed without seams or
creases.
1.38 Traffic Control Plans prepared for work
within the street right-of-way shall address
bicycles during construction.
1.39 Before a street with Class II Bikeways is
slurry sealed, pavement deficiencies such as
severe cracking and potholes shall be
repaired. Existing surface elevation
differences between the edge of asphalt and
the concrete gutter shall be made flush.
Streets with bikeways shall only receive a
Type I or Type II slurry seal. Chip seals are
not to be used on streets with bikeways.
1.40 As part of the City’s Annual Traffic Safety
Report, the City Traffic Engineer will
review bicycle incident reports and will
take remedial action when the condition or
design of the bikeway is judged to be a
contributing factor.
Implementation Priorities
1.41 All bikeway projects shall be prioritized
pursuant to Appendix J of this plan.
1.42 The City may accelerate the
implementation of lower priority projects
when opportunities to establish funding
partnerships, participation by property
owners, or other special circumstances are
present.
Special Design Provisions
1.43 On streets where bike lanes are not
provided and where curb lanes are too
narrow for motorists and cyclists to safely
travel side by side within the lane, the City,
San Luis Obispo Bicycle Transportation Plan
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Illustration of Standard 1.45
Illustration of Standard 1.46
with input from the Bicycle Advisory
Committee, may install shared lane
markings (also known as “Sharrows”) to
improve the positioning of bicyclists on
roadways with regular bicycle use.
1.44 Where vehicle travel lanes cross bikeways
or in other potential conflict areas, the City
may test the use of contrasting colored
pavement or other design treatments to alert
drivers to this interaction.
1.45 New bicycle and pedestrian bridges along
the Railroad Safety Trail should generally
be separate from existing bridges.
1.46 Class I Bikeways along the railroad should
include appropriate setbacks and fencing to
ensure safe and compatible operations with
active rail lines.
2. BICYCLE PARKING & STORAGE__
General Policies
2.1 The City shall maintain bicycle parking
requirements as part of the Zoning Chapter
of its Municipal Code (reference MC
17.016.060).
2.2 As stipulated by the Zoning Regulations,
short- and long-term bicycle parking shall
be provided whenever a new structure is
erected or enlarged or whenever a new use
is established which requires a total of 10
more vehicle parking spaces.
2.3 The City’s Community Design Guidelines
shall contain illustrations of how bicycle
parking should be installed and oriented as
part of new development projects.
2.4 The Bicycle Advisory Committee shall
review and provide recommendations on
proposed updates to the City’s Zoning
Regulations affecting bicycle parking.
2.5 The City’s 2003 Zoning Regulations shall
be amended to include a provision for
bicycle parking where there is a need and
for high demand destinations where
existing City bicycle parking requirements
may not be sufficient. Locations will be
identified by staff and through the City
Racks with Plaques bicycle rack donation
program.
2.6 Should grant funds become available, the
City shall offer racks or lockers for high
need locations to businesses outside the
downtown core if they agree to install and
maintain them.
Short-Term Bicycle Parking Standards
2.7 Bicycle racks shall:
a) Stand a minimum of 30 in. (750mm)
from ground level and support bikes in a
San Luis Obispo Bicycle Transportation Plan
-17-
Typical Inverted “U” Type Bike Rack, Per
Standard 2.8
Typical “Peak” Type Bike Rack, Per
Standard 2.8
stable position by providing at least two
vertical contact points for the bicycle’s
frame. Racks should be coated with, or
constructed of, a durable material that
prevents rust or corrosion
b) Allow the frame and both wheels (one
wheel removed from the frame) to be
locked to the rack using common locking
devices such as a standard-sized “U” lock
c) Be installed with mounting brackets on a
concrete surface with access provided by
clear aisles at least five feet wide
d) Be installed at highly visible locations
that are as close to the main entrance of
the destination as possible, at least as
convenient as the most convenient
automobile parking space available to the
general public
e) Be distributed to serve all tenants/visitors
on sites that contain more than one
structure or building entry
f) Be visible from the interior of the
destination
g) Be placed where vehicles will not
damage them
h) Be located where clear and safe
pedestrian circulation is ensured
i) Be illuminated at night to the extent that
the destination supports nighttime activity
j) Be sheltered, when shelter can be
attractively integrated with the project’s
architecture.
2.8 Inverted “U” racks or Peak Racks
(www.peakracks.com) shall be used to
meet the City’s short-term parking
requirement. Racks shall be installed
pursuant to the City’s Community Design
Guidelines and the manufacturer’s
specifications for placement and clearance
from obstructions
Long-Term Bicycle Parking Standards
2.9 Bicycle lockers, lockable rooms reserved
for bicycle storage, and Bicycle Centrals
shall be used to satisfy the need for long-
term bike parking.
San Luis Obispo Bicycle Transportation Plan
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Typical 2-door bicycle locker w/clearances,
per Standard 2.9
2.10 Bicycle lockers shall:
a) Be located at least as conveniently as the
most convenient automobile parking
space and installed at highly visible
locations that are as close to the main
employee entrance as possible
b) In the commercial core, be provided in
parking structures, surface parking lots,
or incorporated into new buildings and
managed to enable safe and convenient
access by downtown employees and
residents
c) To the greatest extent possible, be
integrated into a project’s overall
architecture and site design themes
d) Be constructed of durable materials and
be waterproof. Fiberboard or high-
density foam walls or dividers should be
avoided as construction materials
e) Be installed on, and securely attached to
a pad with a cross slope between one and
two percent. Concrete is the preferred
pad material
f) Employ secure locking mechanisms that
make it easy for the intended users to
access them
2.11 When interior locked rooms are used to
provide long-term bicycle storage, these
rooms shall:
a) Have a minimum dimension of 11 ft.
(unless bicycles are stored vertically) to
accommodate a 6-ft.-long bike plus 5 ft.
of aisle space outside of the doorway area
b) Include means to organize bike storage
c) Be located near or at the employee street
level entry and arranged in a way that
enables convenient ingress and egress for
people with bicycles
d) Exclude other routine indoor activities
and be reserved for bicycle storage
2.12 The City encourages the development of
Bicycle Centrals at employment centers and
locations where people gather.
Bicycle Parking Maintenance Standards
2.13 Bicycle racks located within public rights-
of-way shall be inspected annually and
repairs undertaken. Defects that warrant
repair include racks that have been
damaged, are missing anchor bolts or are
missing protective surface covering.
2.14 In the commercial core, bicycle racks shall
be colored forest green consistent with City
Council Resolution # 9278 (2002 Series).
Related Bicycle Parking Activities
2.15 The City shall promote and support
enhanced bicycle parking services (e.g.
bike valet) at community events such as
Thursday night’s Farmers’ Market and the
Tour of California when over 100 attendees
are expected.
San Luis Obispo Bicycle Transportation Plan
-19-
Example of Policy 2.15: Bike Valet at Farmers’ Market
in Downtown San Luis Obispo. (Photo courtesy of
Robert Davis)
Example of Standard 2.16: Racks with Plaques donated bicycle
rack.
.
2.16 City shall continue to promote and manage
its Racks with Plaques bicycle rack
donation program which provides short-
term public bicycle parking at public
facilities and throughout the downtown area
at no cost to the City
2.17 Bicycle parking shall be provided where
direct connections between surface modes
of transportation are made (e.g. train
stations, bus terminals, and park-and-ride
facilities), and at public parks, plazas or
other recreation facilities.
2.18 Development plans submitted for
consideration by the Architectural Review
Commission, Planning Commission, or
Community Development Director shall
include dimensioned drawings that clearly
describe and depict the location,
orientation, number, type, and storage
capacity of long- and short- term bicycle
parking facilities.
2.19 As funding becomes available, the City
shall institute an ongoing program of
working cooperatively with property
owners to install bike parking on legally
nonconforming sites, consistent with the
following priorities:
First Priority: retail shopping areas, major
office complexes, entertainment centers,
and locations requested by the general
public, Bicycle Advisory Committee
(BAC), and staff that lack bike parking
Second Priority: manufacturing and service
commercial businesses with 50 or more
employees that lack bike parking
Third Priority: retail shopping areas, major
office complexes, and entertainment
centers, where parking is poorly designed
or located
Fourth Priority: multi-family housing
complexes that lack bike parking
(See Appendix D for application of these
priorities)
3. OTHER SUPPORT FACILITIES____
Maps and Signs
3.1 The City shall maintain and make available
a Bike Map for the City.
3.2 The City shall install signs and pavement
markings along Class I and II Bikeways,
San Luis Obispo Bicycle Transportation Plan
-20-
Example of Standard 3.3
consistent with Caltrans standards or those
contained in adopted Specific Plans (see
Appendix J).
3.3 Along collector or
arterial streets where
there are gaps in the
Class II Bikeway
network, Share the
Road signs should be
installed, using
existing sign or
streetlight poles
wherever possible.
3.4 Directional signs should be installed where
bikeways intersect, turn, or terminate.
Lighting
3.5 Lighting should illuminate the edge of
pavement along all Class II Bikeways and
Class I Bikeways.
3.6 Lighting for all bikeways along the railroad
shall be consistent with City plans, located
overhead (to reduce vandalism), generally
not be more than 16 ft. (5 m) high, direct
light downward, have bulbs well recessed
to avoid direct glare, and comply with City
regulations.
3.7 Lighting for Class I Bikeways along creeks
shall be designed to shine away from the
creek corridor or not installed at locations
where potential environmental impacts
cannot be mitigated.
Showers and Changing Facilities
3.8 The City will explore the feasibility of
establishing an employer-supported
program where commuting or touring
bicyclists can shower, change and possibly
store their bicycles at athletic and fitness
clubs and gymnasiums in the San Luis
Obispo area.
3.9 Showers and changing facilities at public
recreation buildings (such as the Recreation
Center on Santa Rosa Street) should be
available for use by commuting or touring
bicyclists.
3.10 Work sites, including multi-tenant work
sites, with fifty (50) or more employees
shall provide showers and clothing lockers
as follows:
# Employees Clothing
Lockers
Shower
Stalls
50-199 1 per 20 2
200+ 1 per 20 4
3.11 Full-length and well-ventilated clothing
lockers are the preferred type of facility for
storing personal gear and bicycling
equipment.
3.12 The City may require a particular land use
to provide more than the minimum number
of showers or lockers noted above when it
determines that the use will generate higher
demand for these facilities.
4. EDUCATION AND PROMOTION___
The City will:
4.1 Consider hiring a bicycle coordinator to
help manage bicycle capital projects,
prepare grant applications, review
development projects to ensure consistency
with bicycle facility standards, and
coordinate City-sponsored bicycle
promotion and education activities.
4.2 Prepare and distribute Request for
Proposals to organizations that can
San Luis Obispo Bicycle Transportation Plan
-21-
establish and sustain City-funded bicycle
promotion and educational activities that
benefit San Luis Obispo’s residents,
workforce, and visitors.
4.3 Continue to work with the San Luis Obispo
Coastal Unified School District to create
and support “Suggested Routes to School
Plans” and programs for all elementary
schools in San Luis Obispo. Work with the
San Luis Obispo’s Junior and Senior High
Schools to encourage the use of bicycles.
4.4 Continue to promote and sponsor programs
and events designed to teach children and
adults safe riding methods and the benefits
of bicycling.
4.5 Continue to work with the SLO Regional
Rideshare, the SLO County Bicycle
Coalition, the League of American
Bicyclists and others to support bicycle
promotion and education activities, such as
the annual Bike to Work Week, Bike
Rodeo, bike education classes, after-school
programs, bike valet and bike helmet
giveaway programs.
4.6 Continue to provide incentives for
employees to commute to work by bicycle
and encourage local business to do the
same.
4.7 Promote and support the use of a “traffic
school” option for persons involved in
bicycle-related traffic violations.
5. FUNDING BICYCLE PROGRAMS__
The City shall:
5.1 Reserve a minimum of two percent (2%) of
its Transportation Development Act (TDA)
funds for bicycle projects and programs.
Candidate activities for use of these funds
include, but are not limited to:
a) Support cost of bicycling safety
education.
b) Minor capital projects such as bicycle
parking.
c) Planning, engineering, and
environmental studies for bicycle capital
projects.
d) bicycle promotional activities and
materials.
5.2 Continue to include major bicycle capital
projects, including the Railroad Safety
Trail, in its Transportation Impact Fee
(TIF) program.
5.3 Require that new development contribute
its fair share to support the costs of bicycle
facilities and programs.
5.4 Continue to apply for regional, state and
federal grants to help pay for bicycle
projects and programs. Candidate grant
programs include, but are not limited to:
Grant Program Level
Air Quality Enhancements Regional
State Highway Account (SHA) Regional
Regional Transportation
Enhancements
Regional
Statewide Transportation
Enhancements
State
Bicycle Transportation Account
(BTA)
State
Safe Routes to School Programs State
Community Development Block
Grants
Federal
5.5 Make an effort to establish a financial
partnership with Cal Poly University and
others to complete the extension of the
Railroad Safety Trail to the Cal Poly
campus.
5.6 Employ debt-financing strategies for large
bikeway projects, where their costs are out
of scale with potential funding from
regional, state or federal grant programs or
from the City’s Capital Improvement Fund.
5.7 Include small-scale projects, such as
signing and striping, in upcoming City
paving projects when appropriate.
San Luis Obispo Bicycle Transportation Plan
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As part of the City’s two-year financial planning
process, the Bicycle Advisory Committee (BAC)
shall:
5.8 Provide the City Council with a proposal
for annual funding of miscellaneous bicycle
facilities that include bicycle racks, lockers,
and minor intersection or segment
improvements such as striping.
5.9 Submit a list of prioritized projects the
Committee recommends for City funding
during the two-year budget cycle. This
funding shall be used for the design and
construction of bicycle facilities that
improve bicycle transportation.
6. ADMINISTRATION_____________
6.1 The City shall update its Bicycle
Transportation Plan every four (4) years, to
maintain eligibility for State Bicycle
Transportation Account (BTA) grants, and
shall undertake a more comprehensive
review every eight (8) years.
6.2 Any person may file a request for
amendment to this Plan with the San Luis
Obispo Public Works Department.
Requests must identify all proposed
changes (additions, deletions, or
modifications to goals, objectives, policies,
activities, standards or maps) and provide a
rationale for the proposed changes.
Amendment requests are subject to the
City’s environmental review process. They
will be acted on no more frequently than
semi-annually by the City Council, after
review and report by the Bicycle Advisory
Committee (BAC) and the Planning
Commission. The Department may charge
applicants a fee to evaluate a proposed
amendment. The fee will cover the cost of
evaluation and process administration by
staff.
REFERENCES ___________________
1. Airport Area Specific Plan, City of San Luis
Obispo, August 2005.
2. Bicycle Master Plan, City of Portland, Oregon,
May 1996.
3. Bicycle Master Plan, City of Santa Barbara
California, October 1998.
4. Bicycle Parking Facilities Guidelines, City of
Portland, 2002.
5. Bicycle Transportation Plan, City of Santa Cruz
California, 2004.
6. Bicycle Transportation Plan: Madison Urban
Area and Dane County, Madison Wisconsin,
September 2000.
7. Bicyclist’s Manual, Oregon Department of
Transportation.
8. Blue Bike Lanes for Greater Safety, City of
Portland, 1999.
9. Bob Jones City-to-Sea Trail, Preliminary
Alignment Plan, September 2002.
10. Boulder Transportation Master Plan, Chapter 6,
Bicycle System Plan, City of Boulder Colorado,
1989.
11. California Streets and Highways Code, Section
891.2
12. City of Davis Comprehensive Bicycle Plan,
Davis Public Works Department, May 2001
13. City of Petaluma Bicycle Plan, October 1999.
14. County Bikeways Plan, County of San Luis
Obispo, 2005.
15. Denver Bicycle Master Plan, City of Denver
Colorado, 2001.
16. Greenways Master Plan, City of Boulder
Colorado, December 2001.
San Luis Obispo Bicycle Transportation Plan
-23-
17. Highway Design Manual (fifth edition),
Chapter 1000, California Department of
Transportation.
18. Oregon Bicycle & Pedestrian Plan, 1995.
19. Planning and Development Guidelines, City of
Berkeley, California.
20. San Francisco’s Shared Lane Pavement
Markings: Improving Bicycle Safety, San
Francisco Department of Parking & Traffic,
February 2004.
San Luis Obispo Bicycle Transportation Plan
-24-
APPENDICES
APPENDIX A: SLO Bicycle Commuters & Impact of Plan Implementation
APPENDIX B: Existing & Proposed Land Use Development Patterns
APPENDIX C: Description of Existing & Proposed Bikeways (February 2007).
APPENDIX D: Existing & Proposed End-of-Trip Bicycle Parking Facilities
APPENDIX E: Existing & Proposed Bicycle Parking at Transportation Hubs
APPENDIX F: Existing & Proposed Changing and Storage Facilities
APPENDIX G: Bicycle Safety & Education Programs
APPENDIX H: Citizen & Community Involvement in Plan Development
APPENDIX I: Relationship to Other Adopted Plans
APPENDIX J: Proposed Bikeway Projects
APPENDIX K: Past Expenditures for Bicycle Facilities (1995 to 2007)
APPENDIX L: Bikeway Surface Quality Maintenance Standards
APPENDIX M: Bikeway Design Standards
APPENDIX N: Standard Mitigation for Class I Bikeways Adjoining Creeks
APPENDIX O: City Council Adopting Resolution
San Luis Obispo Bicycle Transportation Plan
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APPENDIX A: SLO BICYCLE COMMUTERS & POTENTIAL IMPACT OF PLAN
IMPLEMENTATION
To prepare an estimate of the number of bicycle commuters
within San Luis Obispo’s urban reserve, information was taken from:
• The 2000 Federal Decennial Census; and
• The 2001 Transportation Survey – a random sample of the transportation behaviors of 3,500 households
in San Luis Obispo.
The transportation survey provided an estimate of the number of adults that ride bicycles at least once a week
and the percentage of their trips that were commute trips. The survey’s estimate (a percentage of all
respondents) was then applied to the number of adult City residents, as reported by the 2000 Federal Census.
The result is an estimate of adult bicycle commuters within the City limits in 2001.
California Polytechnic State University adjoins the City Limits and has an on-campus resident population of
2,800 students. The transportation survey provides an estimate of the percentage of Cal Poly students that are
bicycle commuters. This percentage was applied to the total on-campus student population to estimate the
number of university student bicycle commuters. Adding the results described above provides an estimate of
the 2001 adult bicycle commuters within the City’s urban reserve – San Luis Obispo’s planning area (see item
“i” below).
The 2001 Transportation Survey also provides an estimate of the number of “non-bike riders” that would ride a
bike for commute purposes if certain inducements (e.g. additional bikeways and parking) were provided. These
types of inducements are central components of this Bicycle Transportation Plan. Therefore, from the survey,
we can estimate how many additional adult bicycle commuters may result from full implementation of the
bicycle plan. Adding this number to the number of existing bicycle commuters provides an estimate of total
potential bicycle commuters in San Luis Obispo using base year population (see item “p” below).
Item Result Information Source
a. Percentage of adult riders in SLO 27.2% 2001 Transportation Survey
b. Total number of adults in SLO 38,011 2000 Federal Census
c. Adult bike riders in SLO (a x b) 10,339 --
d. Percentage of bike riders that commute 63.0% 2001 Transportation Survey
e. Adult commute bicyclists in SLO (c x d) 6,514 --
f. University students living on Cal Poly Campus 2,800 Cal Poly University
g. Percentage of on-campus students that bicycle commute 23% 2001 Transportation Survey
h. Cal Poly resident bike commuters (f x g) 644 --
i. Existing adult bike commuters in SLO’s urban reserve (e +h) 7,158 --
j. Percentage of adults that do not ride bikes 72.8% 2001 Transportation Survey
k. Non-bike riding adults in SLO (b x j) 27,772 --
l. Percentage of non-riders respond to any inducements 91.7% 2001 Transportation Survey
m. % of non-riders that respond to bike plan inducements 54.4% 2001 Transportation Survey
n. Number of potential riders (k x l x m) 13,854 --
o. Percentage of potential riders who are commuters (d x n) 8,728 --
p. Total potential commute bike commuters, 2001 population (i +o) 15,886 --
Estimated San Luis Obispo Urban Area Population
(2001)
48,000
San Luis Obispo Bicycle Transportation Plan
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APPENDIX B: EXISTING & PROPOSED LAND USE DEVELOPMENT PATTERNS
History and Existing Development Pattern
The community of San Luis Obispo began in 1772 with the founding of Mission San Luis Obispo de Tolosa.
During its first century, a retail and financial district and government center formed around the old mission.
Today this area employs more that 6,000 people. Following a traditional expansion pattern, offices and
residential neighborhoods now surround the Downtown Core, extend outward and are served by arterial streets,
some of which are also State highways. With this outward expansion over the second century came new
shopping and employment centers located near the town’s periphery.
At the close of the 19th century, the Southern Pacific Railroad (now the Union Pacific Railroad) pushed through
the eastern side of San Luis Obispo, forming a circulation barrier for community residents but providing a vital
link to interstate destinations. In 1901, the California Polytechnic School was founded at the north edge of the
City, adjoining the railroad. Today Cal Poly State University employs almost 3,000 faculty and staff that
support 18,000+ students. In the mid 1950s, Highway 101, a four-lane freeway, was constructed along the
town’s western edge, dividing some older neighborhoods and again limiting cross-town access.
Today, San Luis Obispo occupies approximately ten square miles, has a total daytime workforce of 34,000, and
a resident population of 45,000 living in 20,000 dwellings. Residential neighborhoods have developed
following a more-or-less traditional pattern and often include schools, churches, retail shopping centers, and
neighborhood and community parks. San Luis Obispo is the County seat and includes offices for City, County,
State and Federal agencies located in the Downtown Core, on South Higuera Street near Prado Road, and at
several other scattered locations. Major employment centers include Cal Poly, the Downtown Core, and light
industrial and office development along Broad and South Higuera Streets.
Proposed Settlement Pattern
To the north and east, outward growth of San Luis Obispo is limited by topography (e.g. the Santa Lucia
Foothills and Bishop Peak) and by State-owned land (Cal Poly University). To the west, productive agricultural
lands and a flood plain surrounding Laguna Lake border Los Osos Valley Road and Foothill Boulevard. These
areas are part of a “green belt” proposed for preservation as open space.
Most urban growth is slated for areas along the southern edge of the City. The extent of future growth is shown
on the accompanying map and includes two new residential neighborhoods (the Margarita and Orcutt Areas),
significant expansions of retail commercial uses along Madonna Road and Los Osos Valley Road, and
substantial industrial development north of the County Airport in the Airport Area. Specific Plans have been
prepared for these “expansion areas” that incorporate a network of Class I and II bikeways connected to the
existing system.
Full development of land, as envisioned by San Luis Obispo’s General Plan, will result in the City occupying
about 12 square miles, with a total daytime workforce of 45,7001 people, and a resident population of 58,000
people living in 24,000 dwellings by the year 2022.
1 Estimate assumes that the proportional relationship between San Luis Obispo’s labor force and resident population does
not change in the future with full development within the General Plan urban reserve.
San Luis Obispo Bicycle Transportation Plan
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APPENDIX C: DESCRIPTION OF EXISTING & PROPOSED BIKEWAYS (FEBRUARY
2007)
Class I Bike Paths Separated From Streets. In 1995 the City began to construct a bike path along the 4.5-
mile stretch of the Union Pacific Railroad that bisects San Luis Obispo known as the Railroad Safety Trail.
Class I bike paths have been constructed along 1.5 miles of this corridor – about 1/3 of its total length. Part of
this system includes paths at the south end of town that parallel the east side of the railroad and were constructed
as part of housing subdivisions. In this area, an under-track crossing that links neighborhoods separated by the
railroad has been installed, using a refurbished arched stone culvert originally built by the Southern Pacific
Railroad. Along with the development of the Railroad Safety Trail, the City erected a 168-foot-long pedestrian
and bicycle bridge over the railroad at Jennifer Street, linking eastern neighborhoods to San Luis Obispo’s
Downtown Core.
Class II Bike Lanes Along Streets. The accompanying map (Figure# 2A) shows the location of existing Class
I and II Bike Lanes in San Luis Obispo. There are over 25 miles of bike lanes located along major streets. It is
the City’s long-term goal to establish and maintain Class II bike lanes along all arterial streets and highways
(except U.S. 101) since these corridors provide the most direct access to important destinations and are
frequently used by commuting bicyclists.
San Luis Obispo’s bike lanes are designed to comply with standards presented in Chapter 1000 of the Highway
Design Manual published by Caltrans. However, the City’s standards are somewhat more generous, requiring
new bike lanes along heavily trafficked streets to be 6 feet wide. Since the vast majority of existing City streets
was not originally designed to accommodate bikeways and land within the community is now almost fully
developed, achieving a full 6-foot width may not always be possible.
San Luis Obispo’s bike lanes are located at the edge of the roadway adjoining raised concrete curbs or along the
outside of parking bays where parallel vehicle parking is provided. In this latter situation, the City stripes both
sides of the bike lane to provide greater guidance to motorists for efficiently parking their vehicles outside the
bike lane.
Some arterial streets within the City’s Urban Reserve are under the jurisdiction of San Luis Obispo County or
the California Department of Transportation (Caltrans). Portions of Orcutt and Tank Farm Roads are examples
of County roads, while portions of Broad and Santa Rosa Streets (Route 227 and Route 1 respectively) are State
highways under Caltrans control. The County has installed bike lanes or paved shoulders along their streets so
that reasonable connectivity with the City’s bikeway network can be maintained. However, some of the bike
lanes are of minimal width (3.9 ft) and may warrant improvement given the number and speed of passing
motorists. Caltrans has included bike lanes or paved shoulders along State Routes 1 and 227.
Class III Bike Routes. The City’s Bicycle Transportation Plan identifies a number of streets in residential and
commercial districts that are used by cyclists to connect to the Class II bike lane network. These streets have
been identified by the Plan as “Bike Routes.” The City’s policy is to install bike route signs along streets that
provide important links to the Class II bike lane network.
Bicycle Boulevards. The Bill Roalman Bicycle Boulevard on Morro Street extends from Marsh Street to Santa
Barbara Street and includes the closure of the street at its south end and installation of a traffic signal at the
Morro-Upham-Santa Barbara intersection. This Plan defines bicycle boulevards as “a shared roadway (bicycles
and motor vehicles share the space without marked bike lanes) where the through movement of bicycles is given
priority over motor vehicle travel on a local street.”
San Luis Obispo Bicycle Transportation Plan
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APPENDIX D: EXISTING & PROPOSED END-OF-TRIP BICYCLE PARKING
FACILITIES
Evolution of Current Standards
Until 1993, San Luis Obispo did not have bicycle parking standards. With the adoption of the Bicycle
Transportation Plan (October 1993), bicycle parking became a “condition of approval” for new development,
except for very small-scale projects. This bike plan’s standards stipulated that both short- and long-term bicycle
parking be provided and specified the amount of bicycle parking to be provided – keyed to the number of
required motor vehicle spaces required for a particular land use. The 1993 bike plan also included location and
design standards for bike racks. As part of the 2002 update, the design and location standards were refined to
include new provisions that address night lighting, shelter, and level of support for bicycles that don’t have
kickstands, among other refinements.
In November 1994, San Luis Obispo adopted a new General Plan Circulation Element. The Circulation
Element contains broad policies and programs that address bicycling in San Luis Obispo, including the
provision for parking by new development. Relevant Circulation Element provisions include:
• New development should provide bikeways, secure bicycle storage, parking facilities and showers
consistent with City plans and standards (reference Policy 3.4, page 14).
• The City will modify its zoning regulations to establish standards for the installation of lockers, secured
bicycle parking, and showers (reference Program 3.12, page 15).
In 1999 the City amended its Zoning Regulations to include Table 6.5. The zoning regulations also stipulate
that development projects that provide more bicycle and/or motorcycle spaces than required may reduce the
required car spaces at the rate of one car space for each five bicycle spaces, up to a 10% reduction. All bicycle
parking that exceeds the required number of spaces shall be apportioned between short-term and long-term
bicycle spaces as stipulated by Table 6.5.
In 2007, the City updated its Bicycle Transportation Plan. The new plan clarified the distinction between short
term vs. long term bicycle parking, includes the Racks with Plaques bicycle rack donation program, and adds a
new provision for bicycle parking at community events such as Farmers’ Market.
In sum, guidance for bicycle parking is currently provided in the following ways:
Feature Source
Broad Policy Direction General Plan Circulation Element (1994)
Number and Type of Bike Parking Spaces Zoning Regulations, Table 6.5 of Section 17.16.060 (2007)
Location and General Design of Bike
Racks
Bicycle Transportation Plan (2007)
Community Design Guidelines (2003)
Installing Bicycle Racks @ Existing
Commercial & Institutional Uses
Bicycle Transportation Plan (2007)
Installing Bicycle Racks Downtown and at
Public Facilities
“Racks with Plaques” Bicycle Rack Donation Policy
Additional Guidance for Bike Rack Installations
The following additional provisions support those identified in this plan and should assist those designing
bicycle parking in deciding where racks should be located.
San Luis Obispo Bicycle Transportation Plan
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• Visibility: Cyclists should easily spot short-term parking when they arrive from the street. A highly
visible location discourages theft and vandalism. Avoid locations “off on the side,” “around the corner,”
or in unsupervised parking structures or garages.
• Avoid conflict with pedestrians: Locate racks so that parked bicycles do not block a pedestrian path.
Select a bike rack that is of sufficient height to be visible, with no protruding bars that could trip or
injure cyclists or pedestrians.
• Avoid conflict with motor vehicles: Separate bicycle parking and auto parking and road areas with
space and a physical barrier. This prevents motor vehicles from damaging parked bicycles and keeps
some thieves at a distance (Many professional bike thieves use vans or similar vehicles to hide their
activities and make a get-away). The closer bicycle parking is to automobile parking, alleys, roads, etc.,
the better the opportunity for a bike thief.
• Access: The parking area should be convenient to building entrances and street access, but away from
normal pedestrian and auto traffic. Avoid locations that require bicycles to travel over stairs. Access for
those on tricycles should be near a ramp used by people in wheelchairs.
• Security: Surveillance is essential to reduce theft and vandalism. For security, locate parking within
view of passers-by, retail activity, or office windows.
• Lighting: Bicycle parking areas should be well lit for theft protection, personal security and accident
prevention.
• Weather protection: Whenever possible protect bicycle parking areas from weather. Alternative
treatments include using an existing overhang or covered walkway, constructing a canopy or roof—
either freestanding or attached to a building.
Inventorying Existing Conditions and Needed Improvements
Citizen volunteers and members of the City’s Bicycle Advisory Committee surveyed many of the retail
shopping areas, employment centers, and major public facilities throughout San Luis Obispo. While this initial
inventory was not exhaustive and will require future refinements, it did point out areas where bicycle parking
should be improved, either by installing bike racks for the first time, replacing racks that are poorly designed, or
improving bike rack placement.
The Downtown Core contains the highest concentration of bicycle racks installed by the City. The City of San
Luis Obispo has an annual program of inspecting downtown bike racks and replacing or repairing those that are
in poor condition. Also, through the City’s Racks with Plaques bicycle rack donation program, over 24 racks
(with parking for more than 100 bicycles) have been installed at no cost to the City since the program began in
March 2005.
San Luis Obispo Bicycle Transportation Plan
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APPENDIX E: EXISTING & PROPOSED BICYCLE PARKING AT
TRANSPORTATION HUBS
Figure #4 Identifies the location of existing bicycle parking at bus, rail, and airport hubs in and surrounding San Luis
Obispo. The following table identifies each location and inventories the number and type of parking facilities. Any
proposed additional facilities are also noted by type and capacity.
Existing & Proposed Bicycle Parking @ Transportation Hubs
Existing Proposed
Location Type of
Facility
Capacity Type of
Facility
Total Capacity
Amtrak Passenger Rail
Terminal: 1011 Railroad
Avenue
4 inverted “U”
bike racks
8 bicycles Retain Existing 8 bicycles
Greyhound Bus Station:
146 South Street
None NA Install 2 Inverted
“U” bike racks
4 bicycles
CCAT Bus Transfer
Center: 1050 Monterey
Street
1 “wave” bike
rack
6 bicycles Peak Rack 12 bicycles
Downtown Transit
Center: 990 Palm Street
4 inverted “U”
bike racks
8 bicycles Retain Existing 8 bicycles
SLO County Airport:
835 Airport Drive
None NA Install 2 Inverted
“U” bike racks
4 bicycles
San Luis Obispo Transit (SLO Transit) operates a daily fixed route transit service within San
Luis Obispo’s urban reserve, serving major employment centers and all residential
neighborhoods. Each SLO Transit bus includes a front-mounted bicycle rack that can carry two
(2) bicycles. As growth occurs, the SLO Transit system will be expanded into new areas along
the southern edge of the community. The Airport Area Specific Plan identifies a proposed transit
routing strategy. All buses serving new growth areas will be equipped with on-board bicycle
racks.
In 2002 the City improved its Downtown Transit Center located at 990 Palm Street. The
improvements included the replacement of the older slotted-wheel bike rack with new inverted
“U” racks, placed parallel to each other for maximum support.
The Central Coast Area Transit System (CCAT) operates a four-route regional transit system
that serves all urban quadrants of San Luis Obispo County, with its major hub in the Downtown
Core of San Luis Obispo. Each CCAT bus has front- and rear-mounted bicycle racks that have a
capacity for four (4) bicycles per bus. In the near future, new racks will be installed on CCAT
buses that will provide a capacity of six (6) bicycles per bus. CCAT’s transit center is located
adjacent to the Downtown Transit Center. It includes a “wave” bicycle rack for CCAT patrons.
Since San Luis Obispo is an employment destination with a substantial influx of workers each
morning, it does not provide park-and-ride lots since they are normally located at the origin of
San Luis Obispo Bicycle Transportation Plan
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commute trips. San Luis Obispo is served by AMTRAK passenger rail service: the Coast
Starlight and the Pacific Surfliner. Bicycles can be accommodated on the Coast Starlight when
they are properly packed in boxes provided by AMTRAK. They must be checked as baggage and
there is a box and handling fee. For the Pacific Surfliner, bicycles can be directly loaded onto the
passenger cars; at least one train per day features bike racks on passenger cars.
San Luis Obispo Bicycle Transportation Plan
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APPENDIX F: EXISTING & PROPOSED CHANGING AND STORAGE
FACILITIES
The Streets and Highway Code requires that this Bike Plan describe and map existing and
proposed facilities for changing and storing clothes and equipment. These shall include, but not
be limited to, locker, restroom, and shower facilities near bicycle parking facilities.
Few facilities exist in San Luis Obispo that are specifically designed to provide long-term bicycle
parking, changing rooms with storage for clothes and equipment, and showers at the same
location. Exceptions include a few larger employers such as Caltrans, some County agencies,
and RRM Design, which provide them for employees who commute to work by bicycle or public
transit combined with bicycling.
Other employers (for example, downtown City offices) provide bicycle lockers for their
employees (that provide some storage), restrooms that enable changing, with showers located in
separate nearby buildings. However, the provision of showers is most likely the missing
component. In-town employee work commute trips are generally less than four miles in length
and 20 minutes in duration. Therefore, showers may not be necessary. In contrast, inbound
work commute trips from surrounding communities generally are in excess of twelve miles.
Showers may be warranted for these commuters and for bicyclists touring the central coast;
however they comprise a small segment of the bicycling public.
The City maintains parks and public plazas scattered throughout San Luis Obispo that include
public restrooms, accessible during daylight hours. The map on the following pages identifies the
locations of these facilities. While restrooms in parks and plazas provide opportunities for
changing, they do not provide for long-term storage of clothes or equipment and may be remote
from long-term bicycle parking.
City construction codes currently require that non-residential uses provide restrooms when there
are on-site employees. These restrooms can be used for changing. However, construction codes
do not specifically require changing rooms and storage lockers. The City’s Community
Development Department uses its discretion to require changing rooms, lockers, and showers for
moderate- to larger-scale commercial projects as air quality and traffic reduction mitigation
measures. An example is the newly developing office project at 100 Cross Street.
In coordination with the San Luis Obispo Air Pollution Control District, the City has established
standards for lockers and showers at employment sites throughout San Luis Obispo. These
standards are shown as Policy 3.8-3.12.
San Luis Obispo Bicycle Transportation Plan
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APPENDIX G: BICYCLE SAFETY & EDUCATION PROGRAMS
Existing Programs
The following bicycle education programs are provided either by the City or other agencies:
• Annual Bicycle Safety Rodeo: Since 1998, the Police Department has sponsored an
annual safety rodeo during fall. The purpose of the rodeo is to teach safe riding practices
and vehicle code compliance to elementary and secondary school children. The rodeo is
typically held in a large parking lot and includes a skills course, demonstrations of safe
riding practices, and the distribution of literature. Participants come from throughout San
Luis Obispo County. The event is broadly advertised, and attracts over 200 children.
• Safety Assemblies: The City Police Department receives an Office of Traffic Safety
(OTS) grant that supports the cost of presentations at each elementary school throughout
San Luis Obispo. Students are provided basic information about safe riding techniques
and vehicle code requirements. Additionally, the San Luis Obispo County Regional
Rideshare hosts safety assemblies as part of an after school program at area schools.
• Bike to School Art Contest: Elementary school children are asked to provide a drawing
of biking as it relates to health, environment or to depict safe bicycle riding practices.
Cash prizes are awarded at various grade levels.
• University and High School Student Bike Rally: A “bike day” is declared on the Cal
Poly University and San Luis High School campuses and students are encouraged to
leave cars at home, with prizes distributed to all participants.
• Bike Month: People working in San Luis Obispo who ride their bike receive prizes and
information about safe riding practices.
• Public Service/Mass Marketing Campaign: An electronic and print media campaign
to promote safe bicycling.
• Adult Bicycle Education Classes: Provided periodically to teach adults legal, safe, and
confident bicycle riding skills.
Effect on Accidents Involving Bicyclists.
Since current bicycle safety activities are relatively new, the City does not have sufficient data to
determine if there is a relationship between bicycle safety programs and the incidents of accidents
involving bicyclists.
San Luis Obispo Bicycle Transportation Plan
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APPENDIX H. CITIZEN & COMMUNITY INVOLVEMENT IN PLAN
DEVELOPMENT
Background
In 1991 the San Luis Obispo City Council created a Bicycle Advisory Committee and asked it to
prepare a bicycle transportation plan that met State law requirements in place at that time. This
work was completed and a Bicycle Transportation Plan was adopted on October 27, 1993.
Since 1993, State codes that establishes the content of bicycle plans have changed. Therefore,
updating the City’s 1993 plan focused on developing and including new information as required
by Section 891.2 of the California Streets and Highways Code. This “update” process involved
City staff, members of the Bicycle Advisory Committee (BAC) and its subcommittee, and citizen
volunteers, as was completed in the spring of 2002. On May 7, 2002, the San Luis Obispo City
Council adopted the Plan, which was submitted to Caltrans Bicycle Facility Unit and
subsequently certified as meeting the requirements of the Streets and Highways Code.
The Bicycle Advisory Committee embarked on a second phase of updating the bicycle plan, this
time focusing on policy and design elements and standards. The committee reviewed an
administrative draft of the revised plan in November of 2006. A Public Review Draft was
published and distributed to interested agencies and organizations in February 2007. Also in
December 2006, the Community Development Director reviewed the Plan for its environmental
impact potential. The Director recommended that a mitigated negative declaration be granted.
Public Input
The Bicycle Advisory Committee spent over 20 public meetings updating the Bicycle
Transportation Plan over a 3-year period. The public review draft of the Bicycle Transportation
Plan was then reviewed at public meetings with the Bicycle Advisory Committee, the Planning
Commission, and the City Council. Copies of the draft plan were available for review at the
City’s Public Works offices and on the City’s web page (www.slocity.org).
San Luis Obispo Bicycle Transportation Plan
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APPENDIX I: RELATIONSHIP TO OTHER ADOPTED PLANS
Specific Area Plans
The City of San Luis Obispo uses the Specific Plan process to provide detailed planning for
residential neighborhoods and commercial districts. These specific plans (sometimes called
Enhancement Plans or District Plans) prescribe the arrangement of land uses, establish design
standards for new development, and identify alignments for transportation corridors, including
Class I and II bikeways. The City also adopts Route Plans for bikeways that will be retrofitted
into existing neighborhoods and business districts.
This plan is designed to be consistent with specific plans and route plans. Figure #2C: (Existing
and Proposed Bikeways) shows the type and general alignment of bikeways throughout San Luis
Obispo. However, the more precise alignment of bikeways is established by Specific Plans and
Route Plans adopted by the San Luis Obispo City Council. Most areas covered by these
particular plans are shown on Figure #1B and described below.
• The Railroad District Plan includes the Union Pacific Railroad and adjoining streets
from Johnson Avenue to Orcutt Road. The plan shows the general configuration of Class
I bikeways on both sides of the railroad and connections to neighborhood streets.
• Railroad Safety Trail Route Plan establishes a specific alignment for a Class I bikeway
along the Union Pacific Railroad from the AMTRAK passenger terminal on Santa Rosa
Street to Foothill Boulevard. This plan overlaps in part with the Railroad District Plan,
but is much more specific.
• Bob Jones City-to-Sea Bike Trail Route Plan establishes the alignment for Class I
bikeways along San Luis Obispo Creek from Madonna Road to Los Osos Valley Road
and along Prefumo Creek from Madonna Road to the east end of Calle Joaquin.
• Mid-Higuera Enhancement Plan includes properties along Higuera Street between
Marsh Street and a point just south of Madonna Road. The plan shows the configuration
of Class I bikeways along San Luis Obispo Creek and Class II bikeways along Higuera
and South Streets and Madonna Road.
• Edna-Islay Specific Plan includes residential properties between Orcutt Road and Broad
Street and is bisected by Tank Farm Road. Class I bikeways are prescribed along the
railroad and area creeks while Class II bikeways are shown on bordering and bisecting
arterial streets.
• Margarita Area Specific Plan establishes the design of a new residential neighborhood
east of the current end of Margarita Avenue, north of Prado Road. The plan shows Class
I bikeways in the South Hills Area and Class II bikeways along principal neighborhood
streets and along Prado Road and Broad Street.
• Airport Area Specific Plan establishes the design of service commercial and industrial
districts between S. Higuera and Broad Streets, generally north of the County Airport.
The plan shows Class I bikeways extending along two area creeks and Class II bikeways
along all area arterial and collector streets.
• Orcutt Area Specific Plan (draft) establishes the design of a new residential
neighborhood east of the railroad bordering Orcutt Road. Class I bikeways are planned
adjoining the railroad and along creek areas and Class II bikeways along bordering
arterials streets and collector streets within the neighborhood.
When this Bicycle Transportation Plan update was prepared, a number of the plans listed above
were not yet adopted and are subject to public review and City Council consideration. Should the
bikeways prescribed by these draft plans be modified, this Plan will be amended to achieve
San Luis Obispo Bicycle Transportation Plan
- 36 -
consistency with the resultant adopted Specific Plan. In general, changing the alignment or type
of bikeway prescribed by an adopted specific planning or area plan may require an amendment to
Figures #1A and 1B of this plan.
County Bikeway Plan: In September 1994, the County of San Luis Obispo adopted a County
Bikeways Plan; this plan was updated in 1996 and again in 2005. This plan prescribes bikeways
throughout the County including Class II bikeways along major road corridors leading into the
City (e.g. Orcutt Road, SR 227, South Higuera Street, Los Osos Valley Road, O’Connor Lane,
and Foothill Boulevard) and Class I bikeways along the Union Pacific Railroad from the south
and Route 1 between San Luis Obispo and north Morro Bay. These bikeways generally link with
similarly classified bikeways within San Luis Obispo.
Regional Transportation Plan (RTP): The 2001 San Luis Obispo County Regional
Transportation Plan adopted by the San Luis Obispo Council of Governments includes provisions
for non-motorized transportation. The RTP identifies a variety of Class II bikeways along major
regional routes that pass through and border the City of San Luis Obispo as well as Class I
bikeways along the Union Pacific Railroad and San Luis Obispo Creek (the Bob Jones City-to-
Sea Trail).
This Plan and the 2001 RTP are consistent in that each shows bikeways along routes of regional
significance. However, in the Airport Specific Planning Area, the City has proposed a duel
system of Class I/II bikeways along Tank Farm Road, Prado Road and Buckley Roads while the
RTP only shows Class II bikeways along these corridors.
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Railroad Safety Trail Route Plan
The Railroad Safety Trail
Total Length Within City of San Luis Obispo
4.5 Miles
Total Length Completed (February 2007)
(Percentage of Total)
1.6 Miles
(33%)
Segments where Preliminary Engineering has
been funded
1.6 miles
Segments Where Conceptual Planning is
2 9 miles
Orcutt Area Margarita Area
Laguna Lake
Conceptual Planning Complete
Preliminary Engineering &
Environmental Documents
Complete
Central
Business
District
City Funding Earmarked for
Land Acquisition & Plans
Cerro San Luis
Construction Complete
Status of Project
Cal Poly State University
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Bob Jones City-to-Sea Bike Trail Route Plan
Alignment of the Adopted Bob
Jones City-to-Sea Bike Trail
Within San Luis Obispo
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APPENDIX J: PROPOSED BIKEWAY PROJECTS
Projects listed in the City of San Luis Obispo’s Bicycle Transportation Plan have been established
with community input, Bicycle Advisory Committee (BAC) and staff input, and incorporation of
the previous City of San Luis Obispo City Bicycle Transportation Plans. The plan contains over
50 projects, with the Railroad Safety Trail and the Bob Jones City-to-Sea Trail considered the
projects with the highest priority.
A listing of all the projects is at the end of this appendix. Each project is listed with a description
of its location and priority. In addition, the listings include an intent statement to clarify the basis
for the project. For evaluation purposes, each project lists the type of facility (e.g. Class II bike
path), elementary school zone, city road re-pavement schedule section, estimated cost, length, and
an overall priority ranking. Further relevant information unique to the project (specific data or
history) is listed in the notes section. For easier geographical reference, the projects have been
sorted according to the pavement maintenance areas plan (see map at the end of this appendix).
An electronic spreadsheet version containing all of the projects is available through the City. The
electronic spreadsheet may be sorted by certain project characteristics. An example for use is
when routine street maintenance occurs, staff would sort by “pave section” to determine which
projects should be considered in that area. Another example might be if funding became available
for a new Class I path, sorting by Bicycle path “class” and overall rank would yield the highest
priority project that fits that particular criterion.
Projects and their priorities should be reviewed by the BAC at least every two years in
conjunction with the City’s budget planning cycle. Specific projects should also be reviewed by
the BAC when new or special circumstances arise pertaining to an individual project.
Setting Priorities
Prioritizing bikeway projects in the City of San Luis Obispo involves a number of variables that
include, but are not limited to, the following:
• Bikeway projects are accomplished from a variety of funding sources and combinations
of funding sources. Every bikeway project does not compete for funding with all other
bikeway projects.
• Many bikeway projects are undertaken concurrent with a larger project such as a street
reconstruction or widening. The priority of the larger project often determines when a
bikeway project will be accomplished.
• Bikeway projects can be closely linked to, or a result of, development. Therefore, the
funding and construction of such projects is dependent upon the funding and construction
timing of the new development. It is difficult to predict accurately the timing for these
projects due to the many uncertainties inherent to the development process.
• Occasionally, the identification, and subsequent accomplishment of a project occurs so
quickly (i.e. due to safety concerns or funding grants), that the project may not be listed
or given a high priority.
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A priority ranking system has been established to ensure understanding and relevance of the
various bicycle projects. The end result is a general classification of the project as a 1st, 2nd, or 3rd
priority. To arrive at this classification a set of defined categories is used and each BAC member
individually ranks projects by category. An overall average rank is calculated and used to group
projects into the three general classifications. It should be noted that the calculated average value
is not used as the absolute priority due to the relative subjectivity of comparing divergent
projects. (Note that each project lists the individual criteria ranking, which is maintained for
historical purposes.)
Project Priority Criteria
The following table lists the ten criteria that have been established as a means to compare the
projects. The selected criteria address known grant fund requirements and provide continuity to
the criteria of past plans.
Facilitates
Commuting
The State of California defines bicycle commuting as "a trip by bicycle
primarily for transportation purposes" (California Streets and Highways
Code Section 890.3). Will the project be used for, be an aid to, or
increase bicycle commuting?
Facilitates Safety Does the project enhance overall safety in the transportation network?
(All forms – bicycles, motor vehicle and pedestrian should be
considered.)
Facilitates
Recreational riding
Will the project enhance or contribute to an increased use of
Recreational cycling?
Eases/Facilitates
Traffic Flow
Does the project improve traffic flow considering all users: motor
vehicles, pedestrians, and bicycles?
Educates Does the project educate all travelers? Educational efforts can include a
large range of projects, from specific education classes to street signage
or proper lane placement markings. (e.g., chevron markings in a shared
lane)
Encourages Bicycle
Use
Does the project provide specific advantages to using a bicycle as the
transportation choice? (i.e. parking advantage or travel time to
destination)
Implementation Is it feasible to expect implementation within 1-3 years (based on
known available funding or other variables)?
Links access/provides
convenience
Will the project improve continuity with existing or other proposed bike
routes? Does the project fill a void such as a lane designation?
Facilitates bicycle
transportation to
Schools
Does the project directly contribute to safer bike routes to school?
Provides Regional
Connectivity
Does the project provide/improve continuity with existing bike routes
that connect to major destinations outside of San Luis Obispo (e.g.
Cuesta College, Avila Beach)?
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Ranking System
Each BAC member individually ranks projects by category system (0 = no relevance, 1 = very
low relevance, 2 = medium relevance, 3 = moderately high relevance, 4 = high relevance, 5 =
very high relevance). The average total of assigned points establishes the project’s general
priority using the following breakdown.
1st priority = 31 – 50
2nd priority = 16 – 30
3rd priority = 0 – 15
Financial Planning
Bikeways in San Luis Obispo may be funded from the full range of financial resources available
to the city. These resources include the General Fund, Transportation Impact fees, mitigation
fees, and cost participation by other entities. In addition, bikeway projects may be eligible for
Regional, State or Federal funding when a bikeway project meets the appropriate program
criteria.
New Bikeways Cost
Where bikeways are included within specific planning areas or where the City Council has
adopted route plans for a particular bikeway, these adopted ancillary plans shall guide the
bikeway’s more precise placement while this plan presents its location in conceptual form.
Class I Bikeways include paths along the Union Pacific Railroad and parallel to major creek
corridors within San Luis Obispo’s urban reserve. Paths along these corridors have been divided
into segments or “phases” that can be individually implemented over time and collectively create
continuous uninterrupted access for bicyclists and pedestrians. The following tables provide a
synopsis of the detailed listings on the following pages. The cost of these facilities is substantial,
because of the number of structures (bridges and under crossings) that are required to overcome
obstacles. These projects also include connections to the local Class II bikeway network. Note:
Project costs are estimates, based on a 20 % increase in costs for 2007 over 2002.
Proposed New Major Class I Bikeways
Corridor Location Length (mi) Total $ Cost
Railroad Safety Trail Cal Poly to South City limits 5.59 26,010,907
Bob Jones City-to-Sea Trail Marsh St. to Octagonal Barn,
Madonna Rd. to Calle
Joaquin
4.48 10,432,724
GRAND TOTALS 10.07 mi 27,054,131
Specific Plans have been or are being prepared for these new residential neighborhoods that will
establish the paths’ precise alignments. Therefore this Plan only shows a conceptual
representation of Class I connections. Within the Margarita and Orcutt Areas, Class I and II
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bikeways will be installed as a condition of new residential subdivisions. If the City chooses to
accelerate their implementation, additional City costs will be incurred.
Class II and Miscellaneous Projects
Class II and Miscellaneous Projects are those that provide additional connectivity within the
community. Some of these projects will be within proposed expansion areas and include new
linkages through: the Orcutt Area between Orcutt and Tank Farm Roads; the Margarita Area
between South Higuera Street and Broad Street; along Buckley Road between Vachell Lane and
Broad Street, and through the Dalidio Property between Madonna Road and U.S. 101.
Numerous other small projects are necessary to overcome barriers created by major highways and
arterial streets, creeks, the Union Pacific Railroad, and in some cases topography. Each project
can be implemented individually and have a positive effect on bicycle and pedestrian circulation.
More than a few of these miscellaneous projects utilize a non-standard design
Bicycle Boulevards
The City has developed Morro Street south of the downtown as a bicycle boulevard. This Plan
defines a bicycle boulevard as “a shared roadway (bicycles and motor vehicles share the space
without marked bike lanes) where the through movement of bicycles is given priority over motor
vehicle travel on a local street.” The Bill Roalman Bicycle Boulevard on Morro Street, the City’s
first such facility, extends from Marsh Street to Santa Barbara Street and includes the closure of
the street at its south end and installation of a traffic signal at the Morro-Upham-Santa Barbara
intersection.
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Pavement Maintenance Areas Plan
For easier geographical reference, bikeway projects have been sorted according to pavement
maintenance areas.
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List of Bikeway Projects Spreadsheet
San Luis Obispo Bicycle Transportation Plan
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Master Projects Descriptions (Pages 46-171)
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APPENDIX K: PAST EXPENDITURES FOR BICYCLE FACILITIES (1995
TO 2007)
Every two years, the City Council adopts a Financial Plan. An integral part of the Financial Plan
is the Capital Improvement Program (CIP). The CIP identifies major equipment or facility needs
for the next four years. The information below is taken from CIPs dating back to 1995 and
reflects bicycle projects that are either completed or are under construction.
Where a bicycle facility was just a part of a larger project, an estimate of only the bicycle
component is shown. City expenditures for repaving and rehabilitating streets that include Class
II bike lanes are not shown in the table below.
Past Expenditures for Major Bicycle Facilities (1995 to 2007)
Type and Location of Facility Year
Completed
Total Cost
( x $1,000)
On-Street Bicycle Lanes: stripe over 4.5 miles of Class II bike
lanes along arterial streets.
1995 215
Johnson Park Bike & Pedestrian Path: a Class I bike path
through the park between Augusta St. and Southwood Dr.
1995 20
Jennifer Street Bridge: a 168-foot clear span bicycle &
pedestrian bridge over the Union Pacific Railroad.
1998 1,300
Railroad Bicycle Path (Phase I): a Class I bike path along the
east side of the railroad between Orcutt Rd. and Bushnell St.
1998 760
FPAC Property Acquisition: a parcel of land for the eventual
construction of a Class I bike path along the west side of the
railroad between Francis St. and McMillan Ave with connections
to the east end of Lawrence Dr.
1998 90
Railroad At-Grade Crossing Improvements: concrete inserts
between the rail lines and repaving of the at-grade railroad
crossings at Foothill Blvd. and Orcutt
2000-01 150 (1)
Railroad Safety Trail (Phase II): a Class I bike path along the
east side of the railroad between Bushnell St. and the Jennifer
Street Bridge.
2002 400
Railroad Safety Trail (Phase III): preliminary engineered plans
for the path between the AMTRAK passenger terminal and Marsh
St
2001 95
Railroad Safety Trail (Phase IV): preliminary engineering plans
for the path between Foothill Blvd and Hathaway St.
2006 60
Bob Jones City-to-Sea Bike Trail: preliminary engineering
plans for a path along SLO Creek between Madonna Rd. and Los
Osos Valley Rd. and along Prefumo Creek from Madonna Rd. to
Calle Joaquin.
2001 40
Railroad Transportation Center (RTC): a segment of Class I
bike and pedestrian path along the east side of a newly
2001 70
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constructed parking lot next to the railroad.
Bill Roalman Bicycle Boulevard: closing the south end of Morro
Street to vehicle access while maintaining bicycle access and use
of Morro Street as a downtown connector route.
2007 356
Bill Roalman Bicycle Boulevard Traffic Signal: install a traffic
signal at the Santa Barbara / Morro Street intersection that allows
cyclists and pedestrians to cross Santa Barbara Street more
conveniently.
2004 120
TOTAL $3,676,000
(1) Estimated expenditure by Union Pacific Railroad
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APPENDIX L: BIKEWAY SURFACE QUALITY MAINTENANCE
STANDARDS
Surface Quality
The surface to be used by bicyclists should be smooth, free of potholes, and the pavement edge
uniform. On new construction, the finished surface of bikeways should not vary more than 6 mm
from the lower edge when laid on the surface in any direction. See the California Department of
Transportation Highway Design Manual, 2006.
Table 1003.6 Bikeway Surface Tolerances
Direction of Travel Grooves (1) Steps (2)
Parallel to travel No more than 12mm
wide
No more than 10mm
high
Perpendicular to travel -- No more than 20mm
high
(1) Groove--A narrow slot in the surface that could catch a bicycle wheel, such as a
gap between two concrete slabs.
(2) Step--A ridge in the pavement, such as that which might exist between the
pavement and a concrete gutter or manhole cover; or that might exist between
two pavement blankets when the top level does not extend to the edge of the
roadway.
Source: Table 1003.6, California Department of Transportation
Highway Design Manual, 2006
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APPENDIX M: BIKEWAY DESIGN STANDARDS
BIKEWAY DESIGN STANDARDS
Type of
Bikeway
Minimum Paved
Width (feet)
Bikes Per
Peak Hour
Pedestrians Per
Peak Hour
Grade
Design Speed
(Bicycles)
Striping Additional Guidance
Class I 8 ft. < 60 < 60 <4% 20 mph Edge Strips Also use when located in creek setback
10 ft. < 60 < 60 >4% 20 mph Also use on bridge ramps
10 ft. >60 <60 <4% 20 mph Center Strip
12 ft. >60 >60 <4% 20 mph Center Strip
14 ft. >100 >150 <4% 20 mph Use two 6 ft. (1.8 m) treads, one for each
direction of travel, separated by a 2ft (610
mm) at-grade unpaved median.
Class I
Underpass
Center Stripe Underpasses shall include lighting (8.6 lux
minimum level) and provide a minimum
vertical clearance of 9 ft.
Minimum
Width (feet) a)
Vehicles
Per Day
85% Vehicle Speeds
(kilometers/hr)
Grade
Bicycle Speed
(Kilometers/hr)
Striping Additional Guidance
Class II-A
5 ft. c) <10,000 <35 mph <4% <20 mph 5 in. outside
6.5 ft. >10,000 >35 mph >4% >20 mph Same as Above
8 ft. >10,000 >45 mph <4% <20 mph Same as Above Where possible, use along State Highways
and on all new highway bridges.
Class II-B 4 ft. <10,000 <35 mph <4% <20 mph 6 in. outside
4 in. inside
5 ft. >10,000 <35 mph <4% <20 mph Same as Above
6.5 ft.
>10,000 >35 mph >4% >20 mph Same as Above Also use where there is adjoining high turn
over curb parking
Channeli-
zation
4 ft. d) Include at intersections with dedicated right-
or left-turn lanes for vehicles.
Further Guidance:
a) The width of a bicycle lane is measured from the face of curb to the center of the bike lane striping for Class II-A lanes, and from the outside of the parking bay stripe to the
center of the bike lane stripe for Class II-B lanes.
b) The required width of a bikeway is contingent upon all of the criteria shown in this table being met. Where one of the criterions is exceeded, the wider bikeway should be
installed.
c) Where space is limited, a 4 ft. (1.2 m) class II-A Bikeway is allowed where the roadway paving extends to the face of the curb and provides a seamless surface or where a
wide gutter (4 ft. or more) is constructed.
d) Where the bike channelization adjoins a right turn lane used as a designated bus route or truck route, the bike channelization (or adjoining turn lane) shall be widened by 1
ft. (300 mm) to 5 ft. (1.5 m).
e) Existing bikeways that do not meet the standards shown above are accepted as part of the City’s bikeway system and may be upgraded if funding is available and significant
environmental impacts avoided. Construction of short segments of Class II Bikeways should generally be consistent with the design of adjoining bikeway segments, unless
fully meeting these standards will provide significant improvement to the comfort or safety of bicycling.
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·1.2-meter (4 foot) tall wooden posts ·1.2-meter (4 foot) tall wooden posts
·Posts spaced 2.4 meters (8 foot) on center · Posts spaced 2.4 meters (8 foot) on enter
·Four (4) wire strands · Three (3) horizontal split rails
APPENDIX N: STANDARD MITIGATION FOR CLASS I BIKEWAYS
ADJOINING CREEKS
1. Permits: Construction through any creek, drainage, or riparian habitat shall not be
conducted until all required federal, state and local permits are approved and issued by
agencies with jurisdiction. Best Management Practices (BMPs) during construction
activities shall be employed to reduce impacts to water quality.
2. Fencing: Where a bikeway extends along a creek identified in the City’s General Plan
Open Space Element, a fence shall be installed at the inside edge of the bikeway to
discourage trail users from entering the creek setback area, riparian canopy or creek
channel. Fencing shall be as illustrated and described below, unless alternative designs
are approved or required by the natural resources manager:
3. Signs: Signs that identify the sensitive nature of all creek habitats, and post notice that
access is restricted into these areas, shall be installed along the corridor fencing and on
bridges.
4. Vegetation Enhancement: Locally occurring native plant species shall be installed
between the corridor fencing and the existing riparian habitat, or top of bank where no
habitat exists. Plantings should consist of low water using native species to increase the
diversity and width of the riparian corridor. Species should be selected that support local
bird and wildlife populations.
5. Lighting: Shielded lighting that provides for minimum illumination of bikeway junctions,
staging areas, bridges, and constriction points, shall be installed. The City’s Natural
Resources Manager shall review all lighting plans to ensure that light levels and spillage
will not impact sensitive habitat areas.
6. Rare Plant Survey: Where a bikeway is planned to encroach into a creek setback, a rare
plant survey will be conducted and mitigation strategies included in the project’s design
if rare species are found. The survey shall be conducted during times of the year when
candidate rare plants are both evident and identifiable. The survey shall follow
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applicable guidelines promulgated by the California Native Plants Society and the
California Department of Fish and Game. The Natural Resources Manager may exempt
specific bikeway projects from this requirement when the proposed bikeway will be
installed on land disturbed by urban development – such as service roads, parking lots,
other paved areas, or fenced storage areas.
7. Cultural Resource Mitigation: At the commencement of a project’s construction, a
qualified archaeologist shall give all workers associated with earth disturbing procedures
an orientation regarding the possibility of exposing unexpected cultural remains and
directed as to what steps are to be taken if such a find is encountered.
If any cultural resources are encountered during construction, construction shall cease
immediately and procedures established by the Advisory Council on Historic
Preservation concerning the protection and preservation of historic and cultural properties
shall be followed. In such an event, a qualified archaeologist with local expertise shall be
consulted immediately in order to assess the nature, extent, and possible significance of
any cultural remains encountered.
If human remains are unearthed, State Health and Safety Code Section 7050.5 requires
that no further disturbance shall occur until the County Coroner has made the necessary
findings as to the origin and disposition pursuant to Public Resources Code Section
5097.98.
If the remains are determined to be of Native American descent, the corner has 24 hours
to notify the Native American Heritage Commission (NAHC). The NAHC will then
identify the person(s) thought to be the Most Likely Descendent (MLD) of the deceased
Native American, who will then help determine what course of action should be taken in
dealing with the remains.
8. Water Quality Mitigation: A Storm Water Pollution Prevention Plan (SWPPP) shall be
developed prior to the initiation of grading for any bikeway segment and shall be
implemented for all construction activity. The SWPPP shall include specific Best
Management Practices (BMPs) to control the discharge of material from the site. BMPs
may include, but are not limited to:
• Seeding and mulching of bare surfaces
• Use of straw bales and rock dams
• Soil wetting during high wind conditions
• Soil stabilizers
• Re-vegetation of all slopes as soon as possible following construction
9. Flood Management Mitigation: Within thirty (30) days following flooding events,
bikeways adjoining creeks shall be inspected to determine if damage has occurred. If
significant damage is found, it shall be repaired immediately, with temporary signage to
indicate the trail’s closure until damage is repaired. Routine inspections shall be
conducted on an annual basis. In order to minimize damage to flood-prone portions of
bikeways, an anchored path structure should be used. Methods for anchoring the path
include, but are not limited to:
• Geo-web mesh as a trail base
• Gabions covered with soil cement as a trail base
• Finger dikes or groins along the trail edge
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