HomeMy WebLinkAbout5/19/2026 Item 6b, Floyd and Schwartz - Staff Agenda CorrespondenceCity of San Luis Obispo, Council Memorandum
City of San Luis Obispo
Council Agenda Correspondence
DATE: May 19, 2026
TO: Mayor and Council
FROM: Aaron Floyd, Public Works and Utilities Director
Prepared By: Luke Schwartz, Transportation Manager
VIA: Whitney McDonald, City Manager
SUBJECT: ITEM #6b – 2026 VISION ZERO ACTION PLAN
Staff received the following questions regarding the 2026 Vision Zero Action Plan. The
questions are below with staff’s response shown in italics:
1) Is it possible to rename the “Vision Zero Action Plan” to use a title that more
clearly identifies the purpose of the plan?
If an alternative title is proposed, staff recommends retaining the phrase “Vision
Zero Action Plan” in some capacity, potentially as a subtitle, as this terminology
may assist with future grant funding opportunities related to traffic safety.
The following are examples of alternative plan titles that may help guide Council
discussion on this topic:
a) SLO Safe Streets Plan
b) SLO Safe Mobility Plan
c) Safe Streets for SLO
d) San Luis Obispo Road Safety Plan
2) What is the City doing to address unsafe use of e-bikes and other motorized
bicycles/scooters?
The growth in popularity of various types of electronic mobility devices, including
e-bikes, motorized scooters, electric motorcycles/mopeds, and other motorized
personal transportation devices has increased access to sustainable
transportation options, but also introduced unique challenges with safety and
enforcement of these emerging transportation modes, particularly among minors.
Item #6b – 2026 Vision Zero Action Plan Page 2
Many communities, including San Luis Obispo, have experienced increased
reports of reckless riding, excessive speeds, conflicts with pedestrians, and other
safety concerns associated with unsafe operation of these devices. In many cases,
these concerns involve high-powered electric motorcycles or mopeds that may
resemble traditional bicycles or scooters but are regulated differently under the
California Vehicle Code due to their motor power and speed capabilities. Some of
these devices may not be legal to operate on public streets, bike lanes, or shared -
use paths, while others may require vehicle registration, a driver’s license, and the
driver must be 16 years or older.
The Vision Zero Action Plan includes recommendations to continue targeted
education and enforcement efforts related to e-bike and motorized device safety. The
City’s Roll and Stroll Resource Hub includes educational materials focused on e-bike
safety, and staff will continue to expand outreach efforts through City -led
communications and partnerships with organizations such as Bike SLO County, the
SLO Bicycle Club, SLO Rideshare, SLO County Public Health, and the San Luis
Coastal Unified School District.
Several existing state laws already regulate e-bike operation based on classification,
age, and location. For example, Class 3 e -bikes (pedal assist up to 28 mph) are
prohibited for riders under 16 years of age. Cities and counties throughout California
are increasingly exploring local ordinances to further regulate e -bike access and
operation in response to safety concerns. These discussions have included expanded
age restrictions for Class 1 and Class 2 e-bikes, as well as operational restrictions in
certain areas. In some cases, additional authority from the State Legislature may be
required before local agencies can implement or enforce certain regulations. Current
state classifications for e-bikes include the following:
• Class 1: Pedal-assist only, with a maximum assisted speed of 20 mph.
• Class 2: Throttle-assisted (no pedaling required), with a maximum assisted
speed of 20 mph.
• Class 3: Pedal-assist only, with a maximum assisted speed of 28 mph; helmet
use is required; restricted to ages 16 and older, and operation on shared-use
pedestrian/bicycle paths is restricted unless specifically permitted.
City staff will continue to monitor relevant legislation and provide support consistent
with the City’s Legislative Action Platform. Staff will also continue researching potential
local ordinances for consideration by the Active Transportation Committee and City
Council.
Item #6b – 2026 Vision Zero Action Plan Page 3
3) Has the City observed a clear increase in crash frequency or severity due to
the rise in popularity of e-bikes and other electronic devices?
Staff reviewed recent severe and fatal collision data to better understand trends
associated with these transportation modes. During the collision analysis period
included in the Vision Zero Action Plan (2020–2024), four severe injury collisions
involved e-bikes, e-skateboards, or e-scooters, accounting for approximately 5%
of all severe injury and fatal collisions citywide. Review of preliminary 2025 collision
data indicates a recent increase in severe injury and fatal collisions involving e -
bikes and e-scooters, with five such collisions reported for the 2025 calendar year.
While this trend warrants continued monitoring, the majority of severe and fatal
bicycle-related crashes during the analysis period did not specifically involve e -
bikes.
4) Has staff considered amending the City’s Municipal Code to allow bicycle
riding on sidewalks for all users, or at a minimum for minors?
Currently, the City Municipal Code prohibits bicycle riding on sidewalks within the
City limits. In recent years, however, several community members have suggested
reconsidering these restrictions, particularly for school-aged children and other
riders who may not feel comfortable bicycling in higher-stress on-street
environments.
The California Vehicle Code generally delegates regulation of sidewalk bicycling
to local agencies. As a result, regulations vary significantly between jurisdictions.
Some cities and counties permit sidewalk riding only for minors, some allow
sidewalk riding for all users, and others, including San Luis Obispo, prohibit
sidewalk riding altogether.
The Active Transportation Committee (ATC) held a focused discussion on this
topic at its January 19, 2023, meeting; however, no formal recommendation or
action was taken at that time.
The Vision Zero Action Plan does not currently recommend amendments to the
Municipal Code related to sidewalk bicycling. Potential arguments in favor of
allowing sidewalk cycling, at least for minors, the potential to increase cycling
mode share and comfort for riders who may not feel comfortable riding in higher -
stress on-street environments where protected or off-street bikeways are not
available. From an enforcement standpoint this would be very challenging to
address. Opposing arguments against legalizing sidewalk riding include concerns
regarding conflicts with pedestrians. Some studies show higher crash rates when
cycling on the sidewalk vs. riding on street, potential for increased legal exposure
to the City if crashes involve a cyclist on the sidewalk, and increased potential for
ambiguity and confusion in assigning fault/liability when crashes occur between
motor vehicles and cyclists riding on sidewalks (the State Vehicle Code has some
ambiguity regarding right-of-way when riding on street vs. on sidewalks).
Item #6b – 2026 Vision Zero Action Plan Page 4
Staff anticipates continued discussions on this topic with the Police Department,
the Active Transportation Committee, and the community prior to advancing any
formal recommendations related to Municipal Code amendments.
5) Can you provide more details on the crash history for San Luis Drive? (i.e.
crash locations, severity, types/factors, related to SLO High School
activities?)
There were 14 reported collisions along San Luis Drive between California
Boulevard and Johnson Avenue between 2020 and 2025. Collision history shows
a concentration of speed-related and/or run-off-road collisions, fixed-object
collisions, and turning conflicts involving bicyclists and other roadway users
outside of motor vehicles.
Three collisions at the San Luis Drive/Johnson Avenue intersection involved
drivers failing to obey traffic signals, while two collisions at the San Luis
Drive/California Boulevard intersection involved improper turning movements.
Additional collisions occurred near the southbound bike lane, the San Luis Obispo
High School driveway, and various midblock locations along the corridor.
While it is difficult to definitively determine whether collisions were directly related
to San Luis Obispo High School activities, four of the 14 collisions occurred during
typical school arrival or dismissal periods, suggesting potential school-related
travel. These collisions included the following:
• A severe injury collision involving a high school-aged driver making a
southbound left turn into the high school driveway and failing to yield to a
northbound motorcyclist.
• A northbound vehicle turning into the State Farm driveway and failing to yield
to a southbound high school-aged bicyclist.
• A passenger exiting a parked vehicle on the southbound side of the roadway
and opening a door into a skateboarder traveling in the bike lane on the way
to school.
• An illegal U-turn by a high school-aged driver north of the California Boulevard
intersection resulting in a collision with a bicyclist.
6) How does the Vision Zero Action Plan address Safe Routes to School
priorities?
Safe Routes to School considerations are a key component of the Vision Zero
Action Plan and are reflected in both specific recommendations and broader
systemic safety strategies. This includes Table 11, Policy and Planning
Recommendation #7 regarding Safe Routes to School planning, and Table 13,
Recommendation #1 regarding improvements near San Luis Obispo High School.
Item #6b – 2026 Vision Zero Action Plan Page 5
Additional recommendations throughout the Plan include pursuing reduced speed
limits in school zones, prioritizing traffic calming and crosswalk daylighting near
schools, and improving access to low-stress walking and bicycling routes that
parallel major high-speed corridors (see Figure 19 and Table 11, Engineering
Recommendation #9).
Additionally, on September 19, 2025, the Active Transportation Committee (ATC)
created a subcommittee to evaluate whether a recommendation should be made to
the City Council to pursue development of a Citywide Safe Routes to School Plan,
either as a stand-alone plan or as a supplement to the current Active Transportation
Plan. The subcommittee provides regular updates during public ATC meetings and
expects to present findings and recommendations to the full committee in summer of
2026. This timing would allow the ATC to provide recommendations to the City Council
for consideration during development of the FY 2027–29 Financial Plan and Major
City Goals discussion.
7) Why are we not seeing more “quick-build” projects advanced more rapidly?
The City’s Active Transportation Plan includes recommendations to advance quick-
build walking and bicycling improvements using lower-cost temporary materials and
pilot projects where feasible. “Quick-build” projects generally utilize materials such as
paint, signage, delineators, rubber curbing, or temporary barriers that can be installed
more quickly and at a lower cost than permanent concrete or roadway reconstruction
improvements. Similarly, the Vision Zero Action Plan recommends using quick -build
strategies both to accelerate implementation of safety improvements and to test street
design changes prior to permanent installation.
While quick-build projects can often be implemented more rapidly than permanent
capital improvements, they still require engineering review, coordination with
emergency services and transit providers, community outreach, and evaluation of
potential impacts to surrounding neighborhoods and roadway users and sometimes
require monitoring results during a “pilot” period to determine effectiveness. Staff
works to ensure that proposed quick-build improvements do not create unintended
safety concerns or negatively impact adjacent residents, businesses, pedestrians,
bicyclists, transit operations, or drivers before implementation.
In recent years, the City has implemented numerous quick-build projects, including
the following:
• Pilot street reconfiguration on Higuera Street in the downtown core during the
COVID-19 pandemic in 2020, converting a third traffic lane into a striped bike
lane using paint prior to permanent installation in 2022.
• Installation of painted quick-build bulbouts along the Morro and Nipomo
Greenways in 2022.
• Pilot five-lane to three-lane street reconfiguration on Johnson Avenue between
Bishop Street and Laurel Lane in 2021 prior to permanent installation in 2023.
Item #6b – 2026 Vision Zero Action Plan Page 6
• Pilot complete streets improvements on Grand Avenue in 2024, including a
five-lane to three-lane street reconfiguration, quick-build bulbouts, new
crosswalks, and protected bike lanes prior to planned permanent
improvements associated with the 2027 paving project.
• Quick-build pedestrian crossing improvements at numerous locations using
solar-powered Rectangular Rapid Flashing Beacons (RRFBs), which can be
deployed more quickly than hard-wired electrical systems or more substantial
crossing improvements such as traffic signals or pedestrian hybrid beacons.
There have also been several complete streets projects that may otherwise have
required phased quick-build implementation if the City had not successfully
secured outside state and federal grant funding for more comprehensive
improvements, including the North Chorro Greenway and Higuera Complete
Streets Project.
Staff will continue to deploy quick-build strategies where feasible, including through
the forthcoming speed cushion pilot program, and complete streets planning for
South Broad Street and Foothill Boulevard, both of which have obtained Federal
Safe Streets and Road for All (SS4A) grant funding to support pilot/quick -build
safety improvements.
8) Why does the Action Plan not include specific safety improvement
recommendations for Johnson Avenue or other streets where community
members have expressed concerns for safety?
The location-specific engineering recommendations contained in the Vision Zero
Action Plan focus on the High Injury Network (HIN), which represents
approximately 11% of City streets and where 80% of fatal and severe injury
crashes occur. The Plan recommends prioritizing City funding and staffing
resources within the HIN in order to most effectively improve traffic safety
outcomes.
This is not intended to suggest that safety concerns in other areas of San Luis
Obispo are not valid or worthy of attention. The Plan includes numerous systemic
safety recommendations intended for broader implementation citywide, as
resources allow. These include speed reduction measures on higher-speed
arterial roadways, crosswalk daylighting, and pedestrian and bicycle
improvements near schools, parks, and senior living facilities.
Additionally, Appendix A of the Plan includes a list of other local high -crash
intersections and roadway segments beyond the HIN, as well as links to an online
crash data map and a Vision Zero public input map. These tools may help guide
future traffic safety projects, enforcement efforts, and planning initiatives,
particularly where improvements can be coordinated with other City capital
projects or development review processes.
Item #6b – 2026 Vision Zero Action Plan Page 7
Johnson Avenue does not currently meet the threshold for inclusion in the High
Injury Network based on crash frequency and severity. However, this does not
preclude future implementation of proactive safety improvements along the
corridor, including speed limit reductions, radar speed feedback signs, intersection
daylighting, or pedestrian and bicycle crossing enhancements.
Pedestrian crossing concerns at the Johnson Avenue/Southwood Drive
intersection have been raised in several pieces of public correspondence related
to the Vision Zero Action Plan. This intersection was evaluated during planning for
the 2024 Roadway Sealing Project. Engineering staff concluded that more
substantial intersection enhancements, such as a roundabout or pedestrian hybrid
beacon, would likely be necessary beyond what could reasonably be implemented
as part of a routine paving project or through lo wer-cost striping and signage
improvements.
9) What can the City do to address safety concerns on Santa Rosa Street?
As noted in the Action Plan, a portion of Santa Rosa Street between Marsh Street
and the northern City limits is identified as part of the High Injury Network. The
Plan includes analysis of crash trends and recommendations for future engineering
improvements along this corridor, as summarized in Table 21.
As also discussed in the Plan, the majority of Santa Rosa Street north of Walnut
Street is designated as State Route 1 and falls under the jurisdiction of the
California Department of Transportation (Caltrans). The City regularly collaborates
with Caltrans through data-sharing, coordination, and project development efforts
related to state highway facilities within City limits. However, the City does not have
full discretion to implement roadway design changes on these facilities without
Caltrans review and approval.
Recently, the City partnered with Caltrans and SLOCOG to advance safety
improvements at the Santa Rosa Street/Highland Drive intersection, which
Caltrans is anticipated to construct in summer 2026. Staff intends to continue
coordinating closely with Caltrans regarding future improvements along Santa
Rosa Street where feasible, including recommendations identified in the Vision
Zero Action Plan such as potential pedestrian crossing improvements between
Olive Street and Murray Avenue and safety enhancements at the Santa
Rosa/Foothill Boulevard and Santa Rosa/Boysen Avenue intersections.
10) Table 2 in the staff report suggests numerous short-term funding priorities.
Are there any actions identified for the Laguna Middle School or SLO High
School areas (from the Chapter 3 tables) that would be good candidates for
short-term funding priorities?
Yes. Under the “Projects Already in Progress” section of the staff report, the
following improvements are already planned in the San Luis Obispo High School
area as part of the 2026 Roadway Sealing Project:
Item #6b – 2026 Vision Zero Action Plan Page 8
• San Luis Drive restriping between California Boulevard and Johnson Avenue
to add buffered bike lanes, green conflict zone markings, narrower travel
lanes to reduce speeding, improved bike lane channelization at the SLO High
School main entrance, additional school zone warning signage, a bike box at
the San Luis Drive/Johnson Avenue intersection, and strategically placed flex
posts to reduce illegal parking and encroachment into bike lanes.
• Johnson Avenue improvements, including buffered bike lanes between
Buchon Street and San Luis Drive, radar speed feedback signs, additional
speed limit warning signage, and pavement markings between San Luis Drive
and Bishop Street.
Of the new projects recommended for prioritization through the end of FY 2027 in
Table 2, the following are located near Laguna Middle School or San Luis Obispo
High School:
• Los Osos Valley Road (LOVR)/Descanso traffic signal modification.
• Speed limit reductions and visibility enhancements, including evaluation of
reduced speed limits along LOVR near Laguna Middle School and along San
Luis Drive and Johnson Avenue near SLO High School.
• Installation of up to six radar speed feedback signs along the High Injury
Network. Final locations have not yet been determined but could include San
Luis Drive.
• Crosswalk daylighting improvements prioritizing locations near schools,
parks, senior facilities, and areas with a history of pedestrian and bicycle
collisions, including Laguna Middle School and San Luis Obispo High School.
Additional major capital projects or planning efforts near these schools would
typically be considered through development of the FY 2027 –29 Financial Plan.
Potential CIP project requests may include a focused safe routes to school
improvement plan for SLO High, which could explore more substantive
improvements along San Luis Drive and along (or parallel to Johnson Ave), such
as preliminary planning/engineering for the Flora-Fixilini Greenway route.
11) Table ES-1 #2 says that recent changes in state code would allow for
decreasing speed limits in certain areas. Can any of these be implemented
now or do they require additional analysis?
Staff has begun evaluating streets that may qualify for reduced speed limits under
recent state law changes. However, implementation requires updated speed
surveys and preparation of Engineering and Traffic Studies to support revisions to
posted speed limits. This effort is identified as a priority recommendation in Table
2 of the staff report, and staff believes speed limit reductions on several High Injury
Network corridors may be feasible within the coming months.
Item #6b – 2026 Vision Zero Action Plan Page 9
12) What is the LOSSAN rail/facility project identified in Table ES-2?
The LOSSAN Central Coast Layover Facility is a planned project near the existing
San Luis Obispo rail station intended to support future expansion of Amtrak
passenger rail service. During project planning, the City coordinated with LOSSAN
to include construction of a portion of the City’s planned shared -use pedestrian
and bicycle path along the west side of the Union Pacific Railroad tracks as part of
the project.
The path is expected to be constructed in phases. The first phase would include
the segment between the Amtrak station and Alphonso Street, while a future phase
would extend the facility south toward Francis Avenue. Staff is not 100% certain
on the latest schedule for start of construction but can research this further if
desired.
13) What improvements identified for South Higuera St in Table ES-2 are not
already identified in the current complete streets plan?
The Vision Zero Action Plan recommends several additional improvements for the
Higuera Street corridor that extend beyond what could feasibly be advanced
within the scope of the Higuera Complete Streets Project. These
recommendations include the following:
• Construction of improvements associated with the Prado Creek Bridge Project,
including reconstruction of the Higuera/Prado intersection as a protected
intersection with improved lighting, protected -only left-turn signal phasing, and
high-visibility reflective signal backplates.
• Construction of planned roadway widening and sidewalk gap closure
improvements along the east side of Higuera Street between Chumash Lane
and Fontana Avenue. Although this project has been designed, it has been
deferred due to challenges obtaining the necessary off-site right-of-way.
• Modification of the Higuera/Suburban traffic signal to provide protected -only left-
turn phasing, high-visibility signal backplates, and an illuminated “RIGHT TURN
YIELD TO BIKE/PED” sign. This project is currently under construction and is
anticipated to be completed by June 2026.
• Evaluation of additional modifications at the Higuera/Suburban intersection to
address a history of bicycle right-hook collisions. Potential improvements may
require right-of-way acquisition, utility relocations, and tree removal to
accommodate a dedicated northbound right-turn lane and/or protected bicycle
intersection features.
• Consideration of raised center medians at locations with a history of broadside
collisions to restrict left turns from midblock driveways.
• Evaluation of modifications to reduce complexity at the
Higuera/Bianchi/High/Pismo intersection, potentially including realignment of
Bianchi Lane opposite High Street.
Item #6b – 2026 Vision Zero Action Plan Page 10
• Improved awareness and expansion of low-stress pedestrian and bicycle routes
parallel to Higuera Street, including future extensions of the Bob Jones Trail and
the planned shared-use path between Prado Road and Innovation Way.
• Evaluation of future opportunities to reconstruct on-street bike lanes along
Higuera Street as sidewalk-level protected bicycle lanes, which may require
roadway widening.
14) Does the injury/death data have age or disability status? Could hotspots for
children and folks with disabilities be identified?
The currently available collision data cannot be readily filtered by disability status;
therefore, staff does not currently have detailed information regarding crash trends
involving disabled victims.
Chapter 2 of the Vision Zero Action Plan (see page 84) does include age -related
data for severe injury and fatal collisions during the five-year analysis period
(2020–2024). During this period, 6% of severe injury crash victims involved
individuals between the ages of 0 and 19, and no fatal collisions were reported
within this age group.
The severe injury collisions involving victims between the ages of 0 and 19
occurred at the following locations:
• 2021 – Foothill Boulevard/Santa Rosa Street (18-year-old pedestrian)
• 2022 – San Luis Drive/California Boulevard (17-year-old motorcyclist)
• 2023 – Foothill Boulevard/Patricia Drive (8-year-old vehicle passenger)
• 2024 – Osos Street/Islay Street (17-year-old driver)
• 2024 – Higuera Street/Suburban Road (7- and 8-year-old vehicle passengers)
Recommended Administrative Edits to Vision Zero Action Plan:
In addition to the above-listed questions, staff is recommending a series of minor
administrative edits to the 2026 Vision Zero Action Plan based on feedback provided
between publication of the staff report and the May 19, 2026, Council Hearing.
As part of the staff presentation, the following edits to the Plan (Attachment A) are
proposed for Council consideration:
1) Table ES-1 and Table 11 (Safer Streets (Engineering) Proactive Safety
Recommendations:
a. Minor revisions to Engineering Recommendation #2 (Traffic Calming) and
#3 (Bicyclist Safety Recommendations) to clarify that emergency services
will review proposed projects during design, and that final approval authority
rests with the City Council.
2) Figure 19 (Low-Stress Bicycle Routes Parallel to High Injury Network)
a. Add Flora-Fixilini Greenway to map as a parallel low-stress route to San
Luis Drive and Johnson Avenue.
Item #6b – 2026 Vision Zero Action Plan Page 11
3) Table ES-2 and Table 23 (Education Recommendations)
a. Minor revisions to Recommendation #2 to clarify that bicyclist safety
education includes information regarding safe e-bike use, proper operation
of electric motorcycles and mopeds, and awareness of non-street-legal
electric devices.
4) Table ES-4 and Table 26 (Post Crash Care Recommendations)
a. Refined language in Recommendation #6 to affirm recommendation to
explore feasibility of more nimble emergency response vehicles with future
fire apparatus purchases and replacements.
5) Road Diet Terminology
a. Replace use of the term “road diet” with “road reconfiguration” throughout
the Action Plan where appropriate. “Road reconfiguration” is also a
commonly used term in state and federal transportation planning guidance
for traffic lane reductions.
Markups reflecting these proposed administrative edits to the currently published Vision
Zero Action Plan are included as Attachment A to this agenda correspondence. Note that
because the term “road diet” is used numerous times in the Action Plan, each individual
edit to replace “road diet” with “road reconfiguration” per #5 above is not shown in
Attachment A.
ATTACHMENT
A - Proposed Vision Zero Action Plan Edits
131
1 Improve Visibility and Awareness of Posted Speed Limits
Install speed feedback signs and additional speed limit signs and markings to increase awareness of posted speed limits to
address illegal speeding.
2 Implement Traffic Calming Measures
a. Consider striping changes to narrow vehicle lanes and reduce number of traffic lanes where capacity far exceeds
demand, where feasible and including review and input from approved by emergency services.
b. Install curb extensions and bulb outs at intersections with large pedestrian crossing distances or high vehicle turning
speeds.
c. Install raised medians to consolidate left-turns and restrict minor street movements where appropriate.
d. Install radar speed feedback signs on high-speed arterial and collector streets.
e. Explore addition of physical traffic calming elements on streets with high collision rates, history of high speeds, and
near concentrations of vulnerable road users (i.e. schools, parks, senior living facilities, priority ATP corridors).
Consider use of speed humps, speed tables/raised crosswalks, speed cushions (on priority emergency response and
transit corridors) and neighborhood traffic circles at appropriate locations and where approved by emergency service
providers.
3 Bicyclist Safety Recommendations
a. Evaluate the feasibility of bicycle left turn boxes at high-speed signalized intersections.
b. Install protected bike lanes (where approved by including review and input from emergency services), shared use
paths, and buffered bike lanes pursuant to the City’s Active Transportation Plan (ATP).
c. Install green pavement markings and warning signage where bike lanes cross high-traffic driveways and
intersections.
d. Explore bicyclist crossing improvements, such as dedicated bicycle signals, and high-visibility crossings with flashing
beacon systems, when appropriate, on high-speed streets with roadway sections that have a long distances between
controlled crossing opportunities and/or high levels of bicycle crossing demand.
e. Install “WRONG WAY” bicycle lane signage at locations along the corridor with a history of illegal/unsafe behavior by
cyclists and where opportunities to provide two-way bicycle access are not appropriate/feasible.
f. Install right/left turn yield to bikes signage when appropriate.
4 Pedestrian Safety Recommendations
a. Install high-vis crosswalks at all marked crosswalks and advance limit lines at stop signs and signalized intersections.
b. Explore pedestrian crossing improvements, such as traffic signals or Pedestrian Hybrid Beacons (PHBs) when
appropriate, on high-speed streets with roadway sections that have a limited presence of controlled intersection
crossings for large distances.
c. Enhance unsignalized crosswalks with Rectangular Rapid Flashing Beacons (RRFBs) with median refuge islands.
d. Install signage to discourage crossings at locations with a history of illegal/unsafe pedestrian behavior and explore
opportunities to install alternative facilities at nearby locations.
e. Evaluate right-turn on red blank out signs or restrictions at signalized intersections.
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Figure 19: Low-Stress Bicycle Routes Parallel to High Injury Network
San Luis Obispo, CA
City Limit
High Injury Network
Low-Stress Bicycle Network - Existing
Low-Stress Bicycle Network - Proposed
Cerro Romauldo
Neighborhood Greenway
Planned Marsh Street
Undercrossing Shared-Use Path
Madonna Road Shared-Use Path
Planned Madonna Road Separated Bikeway
Shared-Use Path (Madonna Inn to Higuera)
Oceanaire Neighborhood Greenway
Bob Jones Trail
Planned Bob Jones Trail Extension
(LOVR to Octagon Barn)
Existing Railroad Safety Trail
(Cal Poly to Mill)
Planned Pepper St Bikeway
Improvements
Existing Downtown
Neighborhood Greenways and
Bike Lanes
Planned Railroad Safety Trail on
West Side of UPRR Tracks (High
Street to McMillan)
Railroad Safety Trail (Orcutt to
Amtrak Station)
Planned Railroad Safety Trail
Extension (Tiburon to Orcutt)
Railroad Safety Trail (Tank Farm
to Tiburon)
Dalidio & Froom Ranch Way
Shared-Use Paths
Planned Bikeway Connection
between Tank Farm and Prado
Woodbridge/Victoria
Neighborhood Greenway
North Chorro
Neighborhood Greenway
2020-2024
Potential Bicycle/Pedestrian
Connection (Ferrini to Boysen)
Flora-Fixlini Neighborhood Greenway
(Southwood to SLO High School)
169
2 Target focused road user education on the following topics, which address the user behavior
identified in collision data and violation analysis that contribute to the most severe collision types:
Drivers
Illegal Speeding
Distracted Driving
Impaired Driving
Dangerous behaviors during nighttime hours
Yielding Right-of-Way to Bicycles and Pedestrians at Intersections/Driveways and
Crossings with Pedestrian Beacons
Pedestrians
Safe Practices for Street Crossings & Right-of-Way Laws
Night-Time Visibility
Tips for Using Pedestrian Beacons
Proper Use of Scooters and Micro-mobility Devices (with a focus on middle and high school
age users)
Bicyclists
Wrong-Way & Sidewalk Riding
Night-Time Visibility
Safety Tips at Intersection Crossings
Proper Use of E-Bikes, motorized bicycles/mopeds, and non-street-legal motorized devices
(with a focus on young and older age users)
Public Works/Mobility
Services
3 Target traffic safety education and outreach to unhoused community members, who are
overrepresented in roadway fatalities and severe injuries. Topic areas include pedestrian right-of-
way laws, pedestrian/bicycle visibility, and available services for overnight shelter and transitional
housing.
Public Works/Mobility
Services
4 Continue to update the City’s Legislative Action Platform (as approved by the City Council) and
advocate for policy and regulatory changes at the state and national levels to support mental health
services and transitional housing for unhoused community members. City Administration
5 Initiate an education campaign to raise awareness of the City’s low-stress bicycle routes, as shown
in Figure 19Figure 19, highlighting them as alternative routes parallel to the High Injury Network.
Public Works
Mobility Services
City
Admin/Communications
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