HomeMy WebLinkAbout10-23-2025 ATC Agenda Packet - Special Meeting
Active Transportation Committee
AGENDA
Thursday, October 23, 2025, 6:00 p.m.
Council Hearing Room, 990 Palm Street, San Luis Obispo
The Active Transportation Committee holds in-person meetings. Zoom participation will not be
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INSTRUCTIONS FOR PUBLIC COMMENT:
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Palm Street, San Luis Obispo, California, 93401.
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email, please include the date of the meeting and the item number (if applicable). Emails will not
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agenda item number you are calling about, and leave your comment. Verbal comments must be
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*All correspondence will be archived and distributed to members, however, submissions received
after the deadline may not be processed until the following day.
Public Comment during the meeting:
Meetings are held in-person. To provide public comment during the meeting, you must be
present at the meeting location.
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Chapter 1.3.8 of the Council Policies & Procedures Manual, members of the public who desire
to utilize electronic visual aids to supplement their oral presentation must provide display-ready
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Office at cityclerk@slocity.org or (805) 781-7114.
Pages
1.CALL TO ORDER
Chair Garrett Otto will call the Special Meeting of the Active Transportation
Committee to order.
2.PUBLIC COMMENT FOR ITEMS NOT ON THE AGENDA
At this time, people may address the Committee about items not on the agenda.
Persons wishing to speak should come forward and state their name and
address. Comments are limited to three minutes per person. Items raised at this
time are generally referred to staff and, if action by the Committee is necessary,
may be scheduled for a future meeting.
3.BUSINESS ITEMS
3.a PRADO ROAD INTERCHANGE - VALUE ANALYSIS PHASE UPDATE 5
Receive an update on the Prado Road Interchange Value
Analysis phase; and,
1.
Provide comments for City Council’s consideration that will
guide further development of project design of multi-modal
elements.
2.
4.ADJOURNMENT
The next Regular Meeting of the Active Transportation Committee meeting is
scheduled for November 20, 2025, at 6:00 p.m. in the Council Hearing Room at
City Hall, 990 Palm Street, San Luis Obispo.
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Agenda related writings or documents provided to the Active Transportation
Committee are available for public inspection on the City’s website:
https://www.slocity.org/government/mayor-and-city-council/agendas-and-
minutes. Meeting recordings may be found on the City’s website:
https://opengov.slocity.org/WebLink/Browse.aspx?id=60965
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City of San Luis Obispo, Agenda, Planning Commission
Active Transportation Committee
AGENDA REPORT ITEM 3A
DATE: October 23, 2025
FROM: Matt Horn, Major City Projects Manager
SUBJECT: Prado Road Interchange – Value Analysis Phase Update
Recommendation:
1. Receive an update on the Prado Road Interchange Value Analysis phase; and,
2. Provide comments for City Council’s consideration that will guide further development
of project design of multi-modal elements.
REPORT IN BRIEF
The Prado Road Interchange Project is a long-planned regional mobility improvement that
will extend Prado Road over US 101 to Dalidio Drive, realign Elks Lane, and add a
northbound auxiliary lane to Madonna Road. Together with the adjacent Prado Creek
Bridge Replacement and future Prado Road Extension projects, the interchang e will
complete a critical multimodal east–west connection across the City, improving
congestion, safety, and access for all travel modes.
City Council approved the Preferred Alternative in 2023 and awarded the Plans,
Specifications, and Estimate (PS&E) design phase to Consor Engineering in February
2025. At that time, Council expressed concern over escalating project costs —now
estimated at $147 million, with roughly $110 million still unfunded —and directed staff to
pursue additional cost-reduction strategies and regional funding opportunities.
Consor Engineering’s Value Analysis work determined that several refinements that
collectively reduce estimated construction costs by about $8 million while maintaining
multimodal functionality are feasible. These include using cast-in-drilled-hole (CIDH)
columns instead of driven piles, long-span precast girders to avoid falsework over US
101, reducing bridge design speed and deck width, and increasing use of recycled
materials. Further evaluation of traffic lane width reductions and traffic lane reductions
and a consolidated shared-use path on the south side of Prado Road could yield an
additional $12 million in savings.
To implement these refinements, Consor divided Prado Road into three segments,
tailoring cross-sections to context. Segment 1 (Dalidio Drive to US 101) narrows the
bridge from over 103 feet to 63 feet; Segment 2 (US 101 to Elks Lane) widens to 85 feet
to accommodate ramps; and Segment 3 (Elks Lane to South Higuera Street) transitions
to the upcoming Prado Creek Bridge improvements. Extending the shared -use-path
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Active Transportation Committee, October 23, 2025_ Page 2
design through the creek bridge could further reduce costs and provide corridor -wide
consistency.
Staff, in coordination with SLOCOG, Caltrans, and Consor, are preparing the project for
competitive grant cycles such as the Federal RAISE and State SB 1 Solutions for
Congested Corridors (SCCP) programs and exploring “bundling” the interchange with
adjacent corridor projects to improve funding competitiveness.
The Active Transportation Committee (ATC) is asked to provide input on the proposed
multimodal cross-section, confirm that it maintains an appropriate level of bicycle and
pedestrian service, and consider whether the same design should extend east to the
Prado Creek Bridge. Council will review the ATC’s recommendations on November 4,
2025, after which staff will prepare a Supplemental Project Report for Caltrans review.
Construction is anticipated to begin in 2029.
INTRODUCTION
The Prado Road Interchange Project is a long-planned regional mobility improvement that
will extend Prado Road over US 101 to Dalidio Drive, realign Elks Lane, and add a
northbound auxiliary lane to Madonna Road. Together, thes e improvements will relieve
congestion, strengthen multimodal connectivity, and improve emergency access across
the southern portion of the City.
On September 5, 2023, City Council reviewed several different alternatives for the Prado
Interchange Project and selected the Preferred Alternative and approved the Project
Report. The total current and future cost to implement the Preferred Alternative is
anticipated to be $147 million of which $110 million has yet to be secured and is
anticipated to be funded by both grants and debt financing.
On February 18, 2025, City Council awarded the Plans, Specifications & Estimate phase
of the project to Consor Engineering and expressed significant concern regarding the
total cost of the project, the anticipated amount of debt financing the City would be
required to take on, and expressed a strong desire to obtain additional regional funding
for the project. At that same time, City Council approved of the planned value analysis
work to reduce costs that is currently ongoing.
This report reviews the planned improvements associated with the approved preferred
project alternative and introduces revised project elements to reduce costs. Council will
benefit from the Active Transportation Committee’s thoughts on this value analysis work
and is scheduled to review this item on November 4, 2025.
PROJECT BACKGROUND
The US 101/Prado Road Interchange has been identified in City and Regional
Transportation Plans to address east–west connectivity constraints created by the US
101 and how the City has developed around the US 101. Current crossings at Los Osos
Valley Road (LOVR) and Madonna Road are at capacity, and regional growth is projected
to degrade operations on both US 101 and local streets. Completed housing projects,
such as San Luis Ranch and future planned housing development in the areas Margarita
Area and Tank Farm Road are dependent upon completion of this project.
Both the Preferred Alternative and the Value Analysis alternative for the Prado
Interchange Project will:
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Active Transportation Committee, October 23, 2025_ Page 3
Extend Prado Road over US 101 to Dalidio Drive, creating a continuous east–west
arterial connection.
Reconstruct the northbound on/off-ramps and add a northbound auxiliary lane
between Prado and Madonna.
Realign Elks Lane behind the RTA facility and 40 Prado Homeless Services Center
to connect with Prado Road at a new signalized intersection.
Widen Prado Road between Elks Lane and South Higuera Street with sidewalks
and bikeways.
These improvements will reduce citywide vehicle miles traveled (VMT) by approximately
0.5% (≈ 2,700 miles per day), relieve congestion at neighboring interchanges, and
complete a critical multimodal corridor identified as a Tier 1 priority in the 2021 Active
Transportation Plan.
Figure 1 – Plan View of the Preferred Alternative
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Active Transportation Committee, October 23, 2025_ Page 4
Figure 2 – Interchange Renderings (US
101 Northbound)
Figure 3 – Interchange Renderings (US
101 Southbound)
RELATED PROJECTS – PRADO CORRIDOR CONNECTIVITY PROJECTS
The Prado Road Interchange is one of three coordinated projects that together will create
a critical east–west connection linking Broad Street to Madonna Road. This continuous
multimodal corridor will provide improved access for vehicles, bicycles, pedestrians, and
transit, relieving congestion on existing interchanges and enhancing connectivity between
key employment, residential, and commercial areas in the southern portion of the City.
The three related projects are shown below in Figure 4 and include:
Prado Road Bridge Replacement.
Located west of South Higuera Street, this separate bridge replacement is required due
to structural deficiencies of the bridge and will proceed before the interchange. This
project will reconstruct the Prado Road and Higuera Street intersection, replace the
existing Prado Road Bridge at San Luis Creek and improve Prado Road from Higuera
Street westerly to the beginning of the City’s Water Resource Recovery Facility and
provide bicycle facilities on Prado Road east of Higuera Street to the Serra Meadows
Roundabout. Coordination between both projects is ongoing to ensure design
consistency and minimize disruption.
Future Prado Road Extension.
The City has a long-range plan to extend Prado Road east to Broad Street to complete
the corridor connecting Broad to Madonna. Timing of this future project will depend on
private development participation and right-of-way dedication.
It is the intent of both the Prado Interchange and Prado Creek Bridge projects to size and
construction the planned improvements to facilitate a future connection to Broad Street.
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Active Transportation Committee, October 23, 2025_ Page 5
Figure 4 – Related Project Vicinity Map
PRADO INTERCHANGE DELIVERY PROCESS - CALTRANS DELIVERY PROCESS
The Prado Interchange Project is a partnership between the City and Caltrans. Caltrans
is assisting the City with project delivery and will eventually assume maintenance of
portions of this facility. Throughout the process (from planning to construction), Caltrans
staff review and approve major deliverables to ensure compliance with Caltrans
standards. Once the interchange is constructed, Caltrans will assume maintenance for
the bridge structure, ramps, and operation of the Prado Road/US 101 Northbound Ramps
traffic signal. All improvements within Caltrans Right-of-Way must be designed to
Caltrans Standards.
The Caltrans interchange delivery process is divided into four phases which are as
follows:
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Active Transportation Committee, October 23, 2025_ Page 6
1. Project Study Report – Project Development Support (PSR-PDS): This is the
project initiation phase which outlines the transportation problem and potential
solutions. This phase for the Prado Interchange Project was completed in
2018.
2. Project Approval & Environmental Document (PA/ED): This phase of work
develops several alternatives, completes the necessary environmental review
and clearance, and upon completion the selection of the Preferred Alternative
for further design in the next phase. Due to the anticipated project cost, a value
analysis was completed in order to reduce costs where appropriate. The PAED
phase of work was completed in 2024.
3. Plans, Specifications & Estimate (PS&E): This phase of work will complete the
value analysis work that was started in the PAED phase and complete the plan
develop for the Prado Road Interchange to a state in which the City will be able
to publicly bid the project for a contractor to construct the Prado Interchan ge.
This is the current phase of the project which is anticipated to be complete in
2029.
4. Construction: This phase of work will construct the design improvements.
Construction is anticipated to start in 2029 and be complete in 2031.
VALUE ANALYSIS AND ALTERNATIVES TO REDUCE PROJECT COST
A formal five-day Value Analysis workshop was completed in March 2023 and evaluated
opportunities to reduce cost and improve constructability while maintaining multimodal
goals. Recommendations from this work included:
1. Use cast-in-drilled-hole columns instead of driven piles.
2. Use long-span precast girders to increase the speed of construction.
3. Reduce the bridge design speed from 45 mph to 35 mph which will reduce
structure size and cost.
4. Reduce lane and shoulder widths to reduce deck area.
5. Increase recycled content (aggregate, steel, fly ash) in the concrete design to lower
cost and emissions.
On September 5, 2023, City Council reviewed several different alternatives for the Prado
Interchange Project and selected the Preferred Alternative. The Preferred Alternative for
the interchange is shown in Figure 1 of this report and includes the following
improvements:
Tight-diamond partial interchange with northbound ramps.
Two travel lanes each direction on Prado Road with median/turn lane.
Protected sidewalks and bikeways on both sides of the bridge.
Elevated roadway segments supported by columns to avoid floodplain impacts.
Elks Lane realignment and new signalized intersection.
Space reserved for potential future southbound ramps.
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Since that time, however, the costs for construction of the project have escalated $34.2
million. The total current and future cost to implement the Preferred Alternative is
anticipated to be $147 million of which $110 million has yet to be secured and is
anticipated to be funded by both grants and debt financing.
On February 18, 2025, City Council awarded the Plans, Specifications & Estimate phase
of the project to Consor Engineering and expressed concern regarding the total cost of
the project and approved of the planned value analysis work to reduce costs that is
currently ongoing. Given this concern, Consor Engineering’s first action was to evaluate
how these cost reduction-strategies could be integrated into the final design for Council’s
consideration.
Consor Engineering’s Value Analysis Work
Consor Engineering evaluated the value analysis recommendations to confirm which
recommendations could be integrated into final design to improve constructability, reduce
cost, and maintain multimodal functionality consistent with Caltrans standards and the
City’s design objectives.
Consor Engineering’s review confirmed that several key recommendations are technically
sound and should be incorporated into the project:
1. Cast-in-Drilled-Hole (CIDH) Columns: Replacing driven piles with large-diameter
CIDH shafts reduces construction noise, minimizes vibration impacts to nearby
facilities such as 40 Prado and the Regional Transit Authority (RTA) campus, and
reduces the need for large underground pile caps. This approach also shortens
construction time and simplifies foundation work within constrained utility and
floodplain areas.
2. Long-Span Precast Bridge Girders: Utilizing longer precast girders eliminates
the need for falsework over U.S. 101, which reduces traffic impacts, improves
safety, and lowers required bridge elevation. The reduced profile shortens overall
bridge length and results in substantial material and cost savings.
3. Reduced Design Speed and Roadway Width: Lowering the bridge design speed
from 45 to 35 miles per hour allows for tighter horizontal and vertical geometry and,
in combination with slightly narrower lane and shoulder widths, reduces the bridge
deck area by approximately 26 feet. This smaller footprint supports the City’s target
speed objectives and lowers construction and right-of-way costs while maintaining
acceptable traffic operations.
4. Increased Use of Recycled and Reclaimed Materials: The design will maximize
the reuse of existing pavement and base materials from Elks Lane, Prado Road,
and the freeway ramps. These materials can be incorporated into new asphalt and
concrete, reducing greenhouse gas emissions and material costs.
The combination of these refinements is estimated to reduce total project construction
costs by approximately $8 million. In addition to cost savings, these changes provide
environmental and community benefits by reducing noise, lowering construction duration,
and maintaining access for nearby facilities. Staff will be recommending inclusion of
these changes to Council.
The same value analysis also highlighted that traffic lane and shoulder widths could be
reduced to further reduce project costs. In addition to these reductions Consor
Engineering looked at the context of the corridor. The project is essentially abutting two
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Active Transportation Committee, October 23, 2025_ Page 8
existing but separate shared use bike and pedestrian paths that are not currently planned
to be connected. See Figure 5 below:
Figure 5 – Location of San Luis Ranch and Bob Jones path terminuses
Consor Engineering is recommending implementation of the traffic lane width reductions
identified in the 2023 Value Analysis to reduce overall construction costs while
maintaining multimodal connectivity. In addition, Consor Engineering proposes
consolidating bicycle and pedestrian facilities into a single shared -use path along the
southerly side of Prado Road, rather than providing separate on-street striped bike lanes
and sidewalk-level one-way protected bike lanes on both sides. This approach reduces
the total bridge width and is anticipated to reduce project costs by approximately $12
million while still meeting the City’s multimodal objectives. Con sor Engineering’s design
philosophy emphasizes providing on-street bicycle facilities for strong and confident
riders, while also incorporating a protected shared-use path on one side of the street for
users who prefer greater separation from vehicle traffic.
Consor Engineering’s Value Analysis Lane Reductions
Along Prado Road, the Preferred Alternative design provides two travel lanes in each
direction, a center lane used for turning movements or m edian, and paved shoulders on
both sides of the roadway. The design also includes one-way sidewalk-level protected
bicycle lanes and sidewalks on both sides to accommodate multimodal travel. To support
this cross section, the bridge portion of the project spanning US 101 must be constructed
with a width exceeding 103 feet. Based on current market conditions, each additional foot
of bridge width adds approximately $500,000 to the total construction cost. These costs
are expected to escalate over the next four years as the project approaches its anticipated
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Active Transportation Committee, October 23, 2025_ Page 9
construction start. Figure 6 below illustrates a typical cross section of the proposed
roadway.
Figure 6 – Typical Roadway Section for the Preferred Alternative along Prado Road
Given the significant cost associated with bridge construction, Consor Engineering
focused on strategies to reduce the overall bridge width while still meeting the project’s
transportation and multimodal goals. To achieve this, the design team divided Prad o
Road into three functional segments, as illustrated in Figure 7. Segment 1 extends from
the existing roundabout at Dalidio Drive within the San Luis Ranch development eastward
to the northbound on- and off-ramps at US 101. Segment 2 continues from the ramps
across the bridge structure to the realigned Elks Lane and the Water Resource Recovery
Facility (WRRF) entrance. Segment 3 extends east from Elks Lane to South Higuera
Street, providing a transition to the planned Prado Creek Bridge improvements.
By separating the roadway into these segments, Consor was able to tailor the cross
section and structural design for each segment—narrowing travel lanes, adjusting median
widths, and varying structural support types where appropriate—to minimize bridge width
and associated construction costs while maintaining safety, access, and multimodal
continuity across the corridor.
Figure 7 – Prado Road Segments
Segment 1 reduces the bridge width from more than 103 feet to approximately 63 feet by
providing a more efficient cross section consisting of one travel lane in each direction, a
center lane used for turning movements or as a median, on-street bike lanes, a sidewalk
on the north side of the bridge, and a shared-use path on the south side. This
configuration maintains multimodal access while significantly reducing bridge width and
overall construction cost.
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Active Transportation Committee, October 23, 2025_ Page 10
Figure 8 – Segment 1
Segment 2 increases the bridge width from approximately 63 feet to roughly 85 feet to
accommodate the northbound on- and off-ramps connecting Prado Road to US 101. The
added width allows for two additional travel lanes to manage ramp traffic and improve
operations through the interchange area. This segment continues the shared -use path
along the south side of Prado Road, with two travel lanes in each direction and a center
turn lane or median. The configuration enhances safety and accessibility for all user s
while providing direct access to the realigned Elks Lane and the City’s Water Resource
Recovery Facility (WRRF).
Figure 9 – Segment 2
Segment 3 transitions the Segment 2 improvements to the planned improvements of the
Prado Creek Bridge Replacement Project. The section provides two travel lanes in each
direction, a center turn lane or median, a sidewalk and protected bike path on the north
side of the roadway, and a shared-use path on the south side. This segment ties into
future improvements at the Prado Road/South Higuera Street intersection and supports
the City’s long-term goal of establishing a continuous east-west multimodal corridor from
Broad Street to Madonna Road.
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Active Transportation Committee, October 23, 2025_ Page 11
Figure 10 – Segment 3
Figures 11 and 12 below illustrate the planned improvements for the Prado Creek Bridge
Replacement Project. This project is currently designed to provide six travel lanes, on-
street shoulders/bike lanes, one-way sidewalk-level protected bike lanes on each side of
the street, sidewalks, and includes relocation of the existing Bob Jones Trail bridge to
accommodate the widened roadway. The current estimated cost of the project is
approximately $45.5 million. If the previously discussed bicycle and pedestrian
configuration from Segments 1 and 2 featuring a shared-use path on the south side and
consolidated multimodal facilities were extended through the creek bridge project, there
is an opportunity to achieve consistency across the corridor and may reduce overall
project costs.
Figure 11 – Plan View of Prado Creek Bridge Project
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Active Transportation Committee, October 23, 2025_ Page 12
Figure 12 – Prado Road Section for the Prado Creek Bridge Project
COST COMPARISON
Table 1 presents a comparison of Prado Road Interchange project costs by phase. The
column labeled PA represents the cost of implementing the Preferred Alternative selected
by City Council in 2023. The column labeled PA VA reflects the same Preferred
Alternative that incorporates the Value Analysis recommendations, including use of cast-
in-drilled-hole columns, long-span precast girders, reduced bridge design speed, and
increased use of recycled materials. The column labeled PA Reduction includes the Value
Analysis recommendations and additional cost savings associated with narrower travel
lane and lane reductions.
It is assumed that costs for other project phases, including design, right of way acquisition,
utility relocation, construction administration, and construction management, will remain
largely unchanged regardless of which construction cost reductions are implemented.
Because a large portion of the project cost is anticipated to be debt financed, the table
also identifies the corresponding annual debt service savings that would be realized over
a 30-year repayment period under each reduced cost alternative.
Table 1 – Cost Comparison
Phase PA PA VA PA Reduction
Design $10,045,780 $10,045,780 $10,045,780
Right of Way $2,000,000 $2,000,000 $2,000,000
Utilities Relocation $2,000,000 $2,000,000 $2,000,000
Construction Admin $2,000,000 $2,000,000 $2,000,000
Construction Management $11,000,000 $11,000,000 $11,000,000
Construction $119,000,000 $111,000,000 $99,000,000
Total $147,545,780 $139,545,780 $127,545,780
Annual Savings for 30
years - $490,664 $1,222,660
Debt service payments for projects included in the City’s Capital Improvement Plan are
funded through future allocations from the Capital Improvement Plan budget. As a result,
any reduction in the total project cost directly increases the City’s future capacity to deliver
other capital improvements, including ATP projects. Conversely, higher project costs
would reduce the amount of funding available over the next 30 years for other public
improvements such as roadway rehabilitation, sidewalk replacement, and park
development.
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Active Transportation Committee, October 23, 2025_ Page 13
Future Grant Possibilities
Staff, in coordination with SLOCOG and Consor Engineering, are actively monitoring
several federal and state funding programs that align with the Prado Road Interchange
Project. The most competitive opportunities are anticipated to include the Federal RAISE
(Rebuilding American Infrastructure with Sustainability and Equity) program and the State
SB 1 Solutions for Congested Corridors (SCCP) program, both of which prioritize
multimodal connectivity, safety, and climate-resilient infrastructure.
In addition, there may be opportunities to enhance overall grant competitiveness by
bundling the Prado Interchange with complementary corridor improvements, such as the
Prado Creek Bridge Replacement and future active transportation connections. This
bundling approach has been successfully utilized within the region to secure SB 1 funds
for the US 101 South County Mobility Improvement Project.
Staff will continue coordination with SLOCOG, Caltrans, and Consor to position the
project for upcoming funding cycles and to maximize external grant contributions, thereby
reducing the City’s future debt obligations associated with interchange construction.
Consistency with the Active Transportation Plan
The City’s Active Transportation Plan (ATP), adopted by City Council on February 2,
2021, is a 20-year blueprint to make walking, bicycling, and other human-powered travel
safe, connected, and accessible for people of all ages and abilities. Replacing the 2013
Bicycle Transportation Plan, it supports the City’s Climate Action Plan and General Plan
Circulation Element goals to reduce vehicle use and carbon emissions. The ATP includes
a prioritized network of new and improved bikeways, sidewalks, and crossings; design
guidelines aligned with state and national best practices; and programs to encourage and
educate residents about active travel.
In the vicinity of US 101, the ATP’s Figure 18 on Page 99 proposes bike and pedestrian
improvements shown in Table 2 below.
Roadway ATP Identified Improvements
Prado Road Protected Bike Lanes
Los Osos Valley Road Protected Bike Lanes
Madonna Road Shared Use Path & Protected Bike Lanes
California Shared Use Path
Table 2
Ultimately, the tangible changes from an active transportation perspective proposed with
the Value Analysis (VA) Alternative are relatively limited but meaningful. The changes
include:
1. Eliminating a one-way protected bike lane on the north side of Prado Road for a
portion of the corridor,
2. Consolidating pedestrian and bicycle facilities on the south side of the street as a
shared-use path, and
3. Allowing two-way bicycle travel on the south side of the street.
Pros: The proposed modification would lower overall project cost, improving the likelihood
that the interchange can be built at all. It would also create a more intuitive and convenient
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Active Transportation Committee, October 23, 2025_ Page 14
two-way bicycle connection between the San Luis Ranch shared -use paths and the Bob
Jones Trail, reducing the likelihood of wrong-way cycling behavior.
Cons: Pedestrians would need to share space with bicycles along the south side of the
corridor, which can increase potential conflicts at intersections and driveways compared
to the previously proposed one-way bikeway configuration.
If supported by the ATC and City Council, Prado Road’s proposed improvements are
modified from protected bike lanes to a shared use path, no formal amendment of the
ATP would be required. Per Resolution No. 11222 (2021 Series) adopting the Active
Transportation Plan, the City Council authorized the Public Works Director to make
administrative, non-policy amendments to the plan “as necessary and appropriate”.
This means that if proposed improvements from the ATP are modified, deferred, or
installed differently but the changes do not alter the plan’s policies, goals, or priorities,
they can be addressed administratively by staff. However, if changes would substa ntially
modify policy direction, project prioritization, or overall network intent —for example,
deleting a Tier 1 project, or changing the plan’s modal targets then a formal amendment
requiring City Council approval is needed.
DISCUSSION QUESTIONS FOR ATC
At Council’s February 6, 2018 meeting the Bicycle Advisory Committee was transitioned
to the Active Transportation Committee (ATC). The ATC’s purview was enhanced to
provide oversight and policy decisions on matters related to bicycle and pedestrian
transportation in the City of San Luis Obispo and its relationship to bicycling and walking
outside the City. The ATC’s purview and meeting framework is memorialized in the City’s
Advisory Body Handbook.
For the purposes of this item, the following process could be used to obtain input from
staff, the ATC and the Community: 1) Receive Staff Presentation on the item, 2) ATC
asks clarifying question of staff, 3) The Community provides public input on the item for
ATC’s consideration, 4) The ATC discusses and provides comments.
To guide Council discussion on November 4, 2025, the ATC is asked to comment on the
following:
A. Does the proposed Value Analysis Alternative provide the appropriate level of
service for bicycle and pedestrian travel?
B. Should the same multimodal design standard be extended east to South Higuera
Street and integrated into the Prado Creek Project to ensure corridor continuity
and reduce project costs?
NEXT STEPS
After the ATC provides input on Prado Road, this information will be taken to City Council
for their review and direction on November 4, 2025. After direction is received, the
consultant team will prepare a Supplemental Project Report for Caltrans rev iew and
approval. It should be noted that all of the value analysis changes within Caltrans Right-
of-Way will require Caltrans formal approval through the Supplemental Project Report
Process. A one-page milestone, status and timing table is provided in Attachment C of
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Active Transportation Committee, October 23, 2025_ Page 15
this report for the ATC’s review. Currently the project is anticipated to start construction
in 2029.
ATTACHMENTS
Attachment A: Preferred Alternative
Attachment B: Proposed VA Refined Design
Attachment C: Project Milestone & Schedule Summary
Attachment D: Project Cost Summary
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PRADO ROAD
ELKS LANE
PLAN: PRADO ROAD
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MATCHLINE "NB ON" STA 11+20
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S
B
October 9, 2025
B
B
C
C
US
1
0
1
N
B
H
I
G
U
E
R
A
S
T
R
E
E
T
Attachment B: Proposed VA Refined Design
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SECTION A-A
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SECTION B-B
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Attachment C: Project Milestone & Schedule Summary
Milestone Status Target
Completion Date
PHASE I: Value Analysis
Task 1 – Project Management and Meetings Ongoing April 2026
Task 2.0 – Grant Assistance Pending September 2025
Task 3.0 – Project Vision and Handoff In
Progress
August 2025
Task 4.0 – Surveying/Topographic Mapping In
Progress
September 2025
Task 5.0 – Design Technical Reports In
Progress
April 2026
Task 6.0 – Value Analysis In
Progress
October 2025
Task 7.0 – Schematic Aesthetic Development Pending March 2026
Task 8.0 – Utility Coordination (Phase I) In
Progress
April 2026
Task 9.0 – Bridge Type Selection Pending April 2026
Task 10.0 – Public Outreach (Phase I) In
Progress
April 2026
Task 11.0 – Advisory Body Assistance Pending April 2026
Task 12.0 – 30% Submittal Pending April 2026
PHASE II: PS&E Development
Task 13.0 – Phase I Finalization Pending June 2026
Task 14.0 – Project Management (Phase II) Pending May 2029
Task 15.0 – Grant Assistance (Phase II) Pending May 2029
Task 16.0 – Utility Coordination (Phase II) Pending January 2028
Task 17.0 – Right-of-Way Coordination Pending August 2028
Task 18.0 – 65% PS&E Package Pending January 2028
Task 19.0 – Final Aesthetic Development Pending August 2027
Task 20.0 – 90% PS&E Submittal Pending July 2028
Task 21.0 – 100% PS&E Submittal Pending December 2028
Task 22.0 – Final PS&E Package Pending May 2029
Task 23.0 – Advisory Body Assistance (Phase
II)
Pending February 2029
Task 24.0 – Public Outreach (Phase II) Pending February 2029
Task 25.0 – Phase II Finalization Pending May 2029
PHASE III: Bid, Advertisement, & Award
Task 26.0 – Advertising Preparation Pending July 2029
Task 27.0 – Bid and Award Phase Assistance Pending August 2029
PHASE IV: Construction Pending August 2031
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Attachment C: Project Milestone & Schedule Summary
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Attachment D: Project Cost Summary
Completed Phases Costs – Table 1
Phase Cost
Project Study Report $250,000
Project Approval Environmental Document $1,500,000
Current and Future Cost – Table 2
Phase Existing 2027-28 2028-29 2029-30
Design $11,545,780
Phase1 $3,049,853
Phase 2 $5,901,488
Phase 3 $94,439
Contingencies $1,000,000
Third Party Review $1,500,000
Right of Way $2,000,000
Utilities Relocation $2,000,000
Construction Admin $2,000,000
Construction
Management
$11,000,000
Contract $10,000,000
Contingency $1,000,000
Construction $119,000,000
Contract $99,166,667
Contingency $19,833,333
Total $11,545,780 $2,000,000 $2,000,000 $132,000,000
Grand Total $147,545,780
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Attachment D: Project Cost Summary
Funding Plan for Current and Future Cost – Table 3
Funding Source Existing 2027-28 2028-29 2029-30
Local Funds:
Capital Outlay (LRM) $15,261
Debt Finance $75,000,000
Regional Funds:
CIP Regional Grant (County) $1,435,260
Developer Funds:
Capital Outlay (SLR) $9,967,681 $2,000,000 $2,000,000 $11,000,000
Airport Area Impact Fee $79,205
Transportation Impact Fee $436,177
Grants:
Grant (SLOCOG) $10,000,000
Grant (Future) $25,000,000
Total $11,933,584 $2,000,000 $2,000,000 $121,000,000
Grand Total $136,933,584
Funding Plan for Current and Future Cost – Table 4
Item Amount
Current and Future Cost Funding Needs – Table 2 $147,545,780
Funding Plan for Current and Future Cost – Table 3 $136,933,584
Additional Funding Needs or Cost Reduction Needs $10,612,196
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