HomeMy WebLinkAbout12-4-2018 Item 12 Reading File - Safe Routes to School Plan Bishops Peak and Pacheco ElementarySafe Routes to School Plan
Bishop’s Peak &
Pacheco Elementary Schools
Adopted August 15, 2017
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report i July 2017
Table of Contents
I. INTRODUCTION ............................................................................................................................. 1
BACKGROUND ....................................................................................................................................... 1
HOW TO USE THIS PLAN ........................................................................................................................ 3
II. ABOUT SAFE ROUTES TO SCHOOL ........................................................................................... 4
WHAT IS SAFE ROUTES TO SCHOOL? .................................................................................................... 4
RELATIONSHIP TO 5 E’S ......................................................................................................................... 4
OTHER RELEVANT PLANS, PROJECTS AND PROGRAMS .......................................................................... 4
III.NEEDS ASSESSMENT ................................................................................................................... 6
COMMUNITY OUTREACH ........................................................................................................................ 6
EXISTING CONDITIONS REVIEW .............................................................................................................. 6
SUMMARY OF NEEDS ASSESSMENT ..................................................................................................... 11
IV.RECOMMENDATIONS .............................................................................................................. 14
TRANSPORTATION IMPROVEMENT PROJECT RECOMMENDATIONS ......................................................... 14
COORDINATION, ENFORCEMENT & EDUCATION RECOMMENDATIONS .................................................... 22
PLAN EVALUATION .............................................................................................................................. 23
IMPLEMENTATION STRATEGIES ............................................................................................................ 23
APPENDICES
A – Project Fact Sheets
B – Traffic Data and Analysis
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 1 July 2017
I. Introduction
Background
Bishop’s Peak and Pacheco Elementary are two elementary schools nestled in vibrant neighborhoods
of the City of San Luis Obispo. While ideally located in their neighborhoods and within reasonable
walking or cycling distance to most residents, the clear majority of the students attending these
schools arrive by car. This isn’t unique to these specific schools, or to the City of San Luis Obispo. Not
long ago, children commonly moved around their neighborhood, and often to and from school, by foot
or bicycle. In 1969, roughly 50 percent of children 5 to 14 years of age walked or bicycled to school
nationwide. This figure was even higher—89 percent—for children who lived within one mile of school.
Over time, these figures have decreased dramatically. As of 2009, only 13 percent of all children 5 to
14 years of age range walked or biked to school, and only 35 percent of those living within one mile of
school did so.1 2
For school age children, the benefits of walking and bicycling are considerable. In addition to the
health benefits of fighting physical inactivity and obesity, educators affirm that kids who walk or bike to
school arrive brighter and more alert for their first morning class than those who have arrived by car.
Biking and walking to school can also help children gain independence, think responsibly, and get to
know their neighborhoods and environment better. Kids like it as well and often cite hanging out with
their friends on the way to school as their favorite part of the experience.
Many factors contribute to the low rate of children walking and bicycling to school. Over time,
traditional land use planning and transportation engineering decisions have improved the convenience
of driving, often to the detriment of walking and bicycling. As auto traffic increases, parents often
become less willing to allow their children to walk or bicycle to school due to traffic-related safety
concerns. Parents of Bishop’s Peak and Pacheco Elementary students have echoed these concerns
to city leaders, and clearly expressed their desire for improvements to make active forms of
transportation—walking and biking—more viable options for their families. To address these requests,
the City of San Luis Obispo has prepared this Safe Routes to School Plan.
The purpose of this Safe Routes to School Plan is to identify specific transportation
improvements, education, outreach and enforcement strategies to make walking
and bicycling to Bishop’s Peak and Pacheco Elementary Schools safe, accessible,
and attractive options for children and their families.
The study area for the SRTS Plan is shown below in Figure 1.
1 The National Center for Safe Routes to School, 2011.
2 U.S. Department of Transportation, 1972.
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SAFE ROUTES TO SCHOOL STUDY AREA
Safe Routes to School Improvements for Bishop's Peak & Pacheco Elementary Schools
1/2-Mile Walkshed/Bikeshed
Bishop's Peak Elementary
Pacheco Elementary
¬«1 ±NOT TO SCALE
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 3 July 2017
How to Use This Plan
This Safe Routes to School (SRTS) Plan is one of many tools available to staff and stakeholders to
implement strategies to increase the safety and attractiveness of bicycling and walking to and from
Bishop’s Peak and Pacheco Elementary Schools. The SRTS Plan provides a blueprint to guide
transportation infrastructure investment priorities, traffic enforcement strategies, education and
outreach programs to make active transportation modes more viable mobility options for students and
families. It will be used in tandem with the City General Plan, Bicycle Transportation Plan, and private
development review procedures to lead transportation improvement projects, and will be a helpful tool
for the city in pursuing grant applications and during the biennial budget planning process.
Navigating the Plan – The remainder of the SRTS Plan is organized in into the following sections:
About Safe Routes to School – Page 4
What does the term “Safe Routes to School” mean, and what are the key elements of an
effective SRTS Program? This section defines the term and the relevant city plans, programs
and policies that support SRTS planning and implementation.
Needs Assessment – Page 6
What are the primary barriers to walking and bicycling to school? This section describes the
most prevalent transportation safety and mobility issues identified by the parents and
community members that deter children and families from walking and bicycling to school at
Bishop’s Peak and Pacheco Elementary.
Recommendations – Page 14
What transportation improvements and enforcement/coordination measures are recommended
to reduce barriers to walking and bicycling to school? This section identifies specific
infrastructure projects, targeted traffic enforcement strategies, coordination activities, and
describes implementation priorities and responsible agencies/parties.
Transportation Improvement Project Fact Sheets – Appendix A
Appendix A includes detailed fact sheets for each transportation improvement project
recommended in the SRTS Plan. The project fact sheets include a description of the
issue/concern that the project addresses, a summary of the recommended design features and
conceptual design drawings (where applicable), planning-level cost estimates, and strategies
for implementation.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 4 July 2017
II. About Safe Routes to School
What is Safe Routes to School?
Safe Routes to School (SRTS) is a program to create safe, dignified, and enjoyable opportunities to
bicycle and walk to and from school. Starting in Scandinavia in the 1970s, SRTS is now an
international movement with the goal to reverse the decline in children bicycling and walking to
schools, increase safety, and address childhood obesity and inactivity.
Relationship to 5 E’s
According to the National Center for Safe Routes to School, a successful SRTS Program uses a
comprehensive model of 5 E’s—Engineering, Education, Enforcement, Encouragement, and
Evaluation—working together to make walking and bicycling to school safer and to increase the
number of students and families who choose to walk and bike together.
Engineering
Considering operational and physical improvements surrounding schools that reduce speeds and
potential conflicts with motor vehicle traffic and establishing more bike and pedestrian specific
infrastructure such as crossing enhancements, sidewalks, and bikeways.
Education
Communicating to children, parents and those in the neighborhood about the safety in the vicinity of
schools, as well as the broad range of transportation choices, as well as important safety skills in
creating lifelong bicycling and walking behavior.
Enforcement
Partnering with local law enforcement to ensure traffic laws are obeyed in the vicinity of schools
including enforcement of speeds, yielding to pedestrians in crossings, and proper walking and
bicycling behavior.
Encouragement
Using events and activities to promote walking and bicycling such as Walk to School Day (October)
and Bike to School Day (May) to drum up support and help normalize bicycling and walking as socially
accepted and fun modes of transportation.
Evaluation
Collecting data before and after improvements or activities and monitoring the outcomes and trends in
order to gauge effectiveness.
Other Relevant Plans, Projects and Programs
The Bishop’s Peak & Pacheco Elementary SRTS Plan is consistent with the City’s General Plan. The
General Plan provides the overarching vision, goals, policies, and programs for the city and is
implemented through city ordinances, regulations, and guidance documents. Policy support for this
SRTS Plan includes:
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 5 July 2017
The Land Use and Circulation Elements (2014) – General Plan Land Use and Circulation Elements
(LUCE) calls for a network of pedestrian and bicycle facilities that promote connections to community
facilities such as schools. The Circulation Element has a modal split objective of 20% for bicycles and
18% for walking, car pools, and other forms of non-single occupancy vehicular use. It also encourages
the use of bicycles by students and staff travelling to local educational facilities and for the Bicycle
Transportation Plan to consider SRTS.
Table 1: General Plan Circulation Element Modal Split Objectives
Type of Transportation % of City Resident Trips
Motor Vehicles 50%
Transit 12%
Bicycles 20%
Walking, Carpools, and other Forms 18%
Bicycle Transportation Plan (2013) – provides for the planning, development, and maintenance of
facilities and activities within the city that are safe and convenient for bicyclists of all ability levels,
laying out a network of proposed bikeways to connect the city for travel by bike with special emphasis
on travel to schools. Within the study area of the SRTS Plan, the Bicycle Plan proposes a number of
improvements including bicycle boulevards on Broad and Cerro Romauldo, bike lanes on Highland, as
well as intersection enhancements on Foothill at Patricia, La Entrada, and Ferrini.
Broad Street Bicycle Boulevard – is a planning effort concurrent to this Safe Routes to School Plan
with the aim to provide a safe and convenient through route for bicyclists and pedestrians between
downtown San Luis Obispo and Foothill Boulevard. While it is separate from this effort, what it
envisions is complementary to this plan to improve conditions for pedestrians and cyclists of all ages
and ability levels from the downtown and North Broad Street neighborhoods to Pacheco and Bishop’s
Peak Schools.
La Entrada and Ramona Neighborhood Traffic Management (NTM) Project – The neighborhoods
of La Entrada and Ramona Streets are in the queue for the development of a Neighborhood Traffic
Management (NTM) Improvement Plan. Utilizing engineering, education, and enforcement tools, the
NTM program strives for equitable and effective solutions to issues affecting traffic safety and quality
of life in the city’s neighborhoods and involves a high level of community participation and
collaboration. Planning efforts for the La Entrada and Ramona NTM project is anticipated to begin in
2020 and will identify appropriate traffic calming improvements within these neighborhoods.
Vision Zero – The message of the Vision Zero initiative—adopted as
policy by the San Luis Obispo City Council in 2016—is simple: one
death on our city streets is too many. Rather than accepting traffic-
related deaths as “accidents” and singularly faulting road users, the
Vision Zero initiative places the core responsibility for traffic safety on
proper street system design, enforcement and public education. The premise is that humans are
fallible and will make mistakes—properly designed transportation systems can help minimize the
consequences and severity of these mistakes when they occur. Through data-driven analysis,
innovative street improvements, strategic traffic enforcement and education, the City of San Luis
Obispo is committed towards a goal of zero traffic-related deaths or severe injuries by 2030.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 6 July 2017
III. Needs Assessment
In order to identify and prioritize potential transportation improvements, enforcement needs, and
outreach strategies needed to improve conditions for walking and bicycling to school, a detailed Needs
Assessment was conducted. The Needs Assessment efforts included community outreach activities to
document concerns and issues identified by parents, school representatives and neighbors, as well as
a detailed review of existing transportation conditions and data within the vicinity of Bishop’s Peak and
Pacheco Elementary Schools.
Community Outreach
As part of the development of this plan, a multi-pronged community-based public engagement effort
focused on understanding the needs and priorities of stakeholders and local residents.
A major component of community outreach consisted of a series of in-person meetings held at
Pacheco School. During the first community meeting, neighbors and parents identified issues and
areas where they have experienced challenges and desired analysis for possible improvements.
Significant discussion focused on the need for crossing improvements of Foothill Boulevard and ways
to make the crossing less challenging for pedestrians and bicyclists. Following staff analysis of the
needs, the second community meeting featured a presentation of Draft Improvement
Recommendations. This included transportation improvement project recommendations (physical
improvements) and coordination and enforcement strategies among the schools, San Luis Coastal
Unified School District (SLCUSD), and the city public works and police departments.
Other outreach efforts included an invitation to leave feedback on the project’s website
(http://www.peakdemocracy.com/3736) and ongoing coordination with school representatives and
SLCUSD staff.
Existing Conditions Review
To supplement the community outreach efforts of the Needs Assessment, staff conducted a detailed
review of available transportation data and studies, and conducted in-person field observations to
identify other mobility and safety needs and verify issues identified by the community.
Study Area Transportation System
To better understand the multimodal circulation system within the vicinity of the SRTS plan area, an
inventory of study area roadways, bicycle facilities, sidewalks and intersection crossings was
conducted. Figure 2 shows the Study Area Transportation System, including signalized crossing
locations, existing and planned bicycle facilities within the vicinity of Bishop’s Peak and Pacheco
Elementary Schools.
Traffic Volume & Speed Data
The City of San Luis Obispo conducts regular traffic counts at major intersections, roadway segments
and bicycle/pedestrian trails as part of the City’s biennial traffic monitoring program. Traffic counts
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 7 July 2017
capture auto, pedestrian and bicycle count data. The most recent traffic volume data set collected by
the City is from 2016 and can be viewed on the City’s online traffic data map3.
City Transportation Staff collects traffic speed data regularly for the purposes of setting speed limits,
investigating neighborhood traffic concerns and for studying traffic safety issues at various locations
throughout the City. Current speed survey data for many city streets can be accessed via the city’s
online traffic data map. As part of the SRTS Plan Needs Assessment phase, speed data was collected
and reviewed to investigate concerns expressed by parents and neighbors about locations where high
vehicle speeds created uncomfortable conditions for pedestrians and bicyclists traveling to school.
Collision History
As part of the City’s Traffic Safety Program, collision reports are collected from the San Luis Obispo
Police Department and analyzed on an annual basis to identify collision trends throughout the City.
The City’s Annual Traffic Safety Report4 documents citywide trends by collision type (total collisions,
fatal/injury collisions, pedestrian & bicycle collisions) and identifies mitigation strategies for high-
collision rate locations, with a focus on locations with high rates of collisions involving pedestrians,
bicyclists and injuries. Potential mitigation recommendations may include physical improvements, as
well as targeted education and enforcement strategies.
As part of the SRTS Needs Assessment, collision data from the previous 10 years was reviewed for
intersections and streets within typical walking or biking distance from Bishop’s Peak and Pacheco
Elementary Schools (0.25-0.5 miles). This assessment included a focused investigation of locations
with a documented history of pedestrian or bicycle collisions to identify potential trends that could be
addressed through SRTS improvement strategies. Collision history within the study area is
summarized in Figure 2.
Field Observations
City Transportation Staff also conducted in-person field visits to
observe existing conditions and better understand potential
constraints to walking and biking to school. Staff walked the
SRTS study area extensively to observe activity during school
drop-off and pick-up times, and joined a group of parents and
students for a bicycle tour following their typical routes to/from
school. Through these field visits, staff observed locations
missing accessible sidewalks or curb ramps, gaps in the bicycle
network and locations where bicycle facilities do not provide a
low-stress environment desired to serve users with less
experience, such as elementary school-age children.
3 http://slocity.maps.arcgis.com/apps/OnePane/basicviewer/index.html?appid=f808ee341ad743259b9f7b455cd7b69b
4 http://www.slocity.org/government/department‐directory/public‐works/documents‐online/traffic‐safety‐reports
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 8 July 2017
Prior Route to School Planning
SLO Regional Rideshare, a division of the San Luis Obispo Council of Governments (SLOCOG),
serves as the central SRTS program coordinator for San Luis Obispo County. As part of previous
SRTS activities, SLO Rideshare prepared SRTS infrastructure maps for Bishop’s Peak and Pacheco
Schools, and administered a survey asking parents of local school children about SRTS topics. The
survey asked parents to provide information about student travel patterns, issues affecting their
decisions to allow or not allow their children to walk or bike to school, and types of infrastructure,
education or outreach opportunities that may encourage them to allow their children to walk, bike or
take the bus to school more often. SLO Rideshare generously shared their SRTS transportation maps
and data from the 2014 surveys completed by parents of Bishop’s Peak and Pacheco Elementary
School parents. The SLO Rideshare survey data and SRTS infrastructure maps were reviewed by city
staff to confirm key transportation issues and concerns within the SRTS study area.
Primary Routes to School
Based on review of existing transportation conditions and input provided by parents and school
representatives, primary suggested routes to school were identified for Bishop’s Peak and Pacheco
Schools. These routes identify suggested paths for walking and/or biking to school that best utilize
existing pedestrian and bicycle infrastructure, while attempting to avoid high-stress streets and
intersection crossings. These suggested bicycling and walking paths also provide a reference for
prioritizing needed transportation improvements for locations where they would provide the most
benefit to walking and bicycling to school. Suggested Primary Routes to School are mapped in Figure
3 below.
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STUDY AREA TRANSPORTATION SYSTEM
Safe Routes to School Improvements for Bishop's Peak & Pacheco Elementary Schools
±NOT TO SCALE
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FIGURE 3
SUGGESTED ROUTES TO SCHOOL
Safe Routes to School Improvements for Bishop's Peak & Pacheco Elementary Schools
±NOT TO SCALE
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Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 11 July 2017
Summary of Needs Assessment
Table 2 below summarizes the primary SRTS issues identified through the Needs Assessment phase.
The location associated with each issue/concern is also identified in the map on Figure 4.
Table 2: SRTS Needs Assessment Summary
# Issue
1 Foothill Crossing Enhancements (at Ferrini Rd.) – Pedestrian/bicycle crossing improvements
needed at unsignalized intersection of Foothill Blvd. & Ferrini Rd. to improve safety and
connectivity between the schools and neighborhoods south of Foothill Blvd.
2 Foothill Crossing Enhancements (at Patricia /La Entrada) – Crossing improvements needed at
signalized intersection of Foothill Blvd. & Patricia Dr./La Entrada Ave., where current conditions are
inconvenient for bicyclists to make a safe, legal crossing. Also consider sight distance issues at La
Entrada approach to Foothill Blvd., high speeds of eastbound right-turning vehicles, and narrow
sidewalk width along south side of Foothill Blvd. west of La Entrada, where walking bikes on the
sidewalk can be difficult.
3 Ferrini Rd. & Felton Way Intersection – Intersection in close proximity to Pacheco Elementary
and lacks curb ramps.
4 Ramona Dr. & Palomar Ave. Intersection – Improvements needed to enhance sight distance and
safety crossing Ramona Dr. at Palomar Ave. In addition to accommodating students walking to
school, the intersection is in the vicinity of a senior residential community, where vulnerable
pedestrians would benefit from crossing enhancements.
5 Pacheco Elementary Bike Parking – Need more supply/better access to bike racks at the
Pacheco Elementary campus. Consider potential for shared bike parking at Pacheco
Elementary/Throop Park.
6 Santa Rosa St. (Hwy 1) & Highland Dr. Bike Lane – bike symbol at Highland Dr. approach to
Highway 1/Highland Dr. intersection is in wrong location and conflicts with right-turning cars.
7 Cerro Romauldo Ave. & Tassajara Dr. Intersection – It can be difficult to see approaching
vehicles and crossing pedestrians at this two-way stop-controlled intersection.
8 Highland Dr. & Patricia Dr. Intersection – Cars parked close to intersection limit sight distance.
Desire for crossing guard at Highland Dr./Patricia Dr. intersection during school drop-off/pickup
times.
9 Highland Dr. & Cuesta St. Intersection – Cars parked close to intersection limit sight distance.
10 Tassajara Dr. Sidewalks – Gaps in sidewalk along Tassajara Dr. between Ramona Dr. and
Luneta Dr.
11 Craig Way. Sidewalks – Gaps in sidewalk along Craig Way between Jeffrey and Patricia.
12 Highland Dr. School Traffic – Congestion and erratic driving behavior (i.e. double parking, U-
turns where not permitted, etc.) along Highland Dr. west of Patricia Dr. near Bishop’s Peak
Elementary northern entry during school drop-off/pickup times.
13 Pacheco Elementary School Traffic & Parking – Speeding along streets near Pacheco
Elementary during school drop-off/pickup times (Ferrini Rd., Felton Way, Cerro Romauldo Ave.,
Cuesta Dr.). Also, parents often park illegally in the permit parking district across from the school
instead of in the designated drop-off area. The designated drop-off area is often full, despite signs
that prohibit parking there.
14 Foothill Blvd. Traffic Signal Compliance/Visibility – Concerns regarding red light running and
glare at signalized intersections along Foothill Blvd. during mornings.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 12 July 2017
# Issue
15 Foothill Blvd. Bicycling Environment – Some parents do not feel comfortable riding with young
ones in bike lanes along Foothill Blvd. and choose to illegally ride in sidewalk instead. Also, there
are concerns regarding rough pavement surface within bike lanes along Foothill Blvd.
16 Pacheco Elementary School Bus Circulation – School buses do not always comply with
preferred route leaving Pacheco Elementary (via Highland Dr. to Highway 1), and instead drive
through neighborhood streets such as Ferrini and Cerro Romauldo.
17 Ferrini Rd. & Cerro Romauldo Intersection – Need for traffic calming at this intersection.
Consider a roundabout/traffic circle to slow speeds and discourage school buses from using this
route.
18 Patricia Dr. & Craig Way Bicycle Facilities – Desire for enhanced bicycle facilities/treatments
along Patricia Dr. north of Foothill Blvd. and along Craig Way accessing the Bishop’s Peak
Elementary School campus.
19 Highland Dr. & Jeffrey Dr. Intersection – Intersection lacks curb ramps at two corners.
20 Bishop’s Peak Bike Parking – Need to improve bike parking at southern entrance (Jaycee Dr.)
and northern entrance (Highland Dr.). Current racks are less-than-ideal.
21 La Entrada Dr. & Ramona Dr. Intersection – Intersection lacks curb ramps.
22 La Entrada Dr. & Del Norte Way Intersection – Intersection lacks curb ramps.
23 Ramona Dr. Bicycling Environment – Traffic volumes and speeds along Ramona Dr. create an
uncomfortable bicycling environment for families with young children. Traffic calming is needed
along this street.
24 Traffic Enforcement – Need focused traffic enforcement within the neighborhood, particularly
along Patricia Dr., Highland Dr. and at the Highland Dr./Chorro St. intersection where drivers
illegally go around the median.
25 Throop Parking Lighting – The parking lot lighting at Throop Park is very dim at night, creating an
unsafe feeling.
26 Highland Dr. Striping – Recommend adding a centerline stripe to Highland Dr. between Patricia
Dr. and Chorro St. to encourage drivers to stay in the proper lanes and slow traffic.
^_
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FIGURE 4
TRANSPORTATION NEEDS ASSESSMENT MAP
Safe Routes to School Improvements for Bishop's Peak & Pacheco Elementary Schools
±NOT TO SCALE
!(#
LEGEND
Transportation Need/Issue Number
(See Table 2 for details)
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 14 July 2017
IV. Recommendations
As stated earlier in this Plan, an effective SRTS program includes the 5 E’s—Engineering, Education,
Enforcement, Encouragement, and Evaluation—all working together. This Plan for Pacheco and
Bishop’s Peak schools includes a coordinated effort to identify and prioritize needed transportation
improvements as well as integrate activities in education, enforcement, encouragement programs, and
evaluation to measure progress. To address the issues and concerns identified in the Needs
Assessment phase (summarized previously in Table 2), specific recommendations were developed
and organized into the following two categories:
Transportation Improvement Projects
o Physical Improvements
Coordination, Enforcement & Education Strategies
o On-campus improvements outside of City jurisdiction
o Issues not addressed by off-campus physical improvements
o Issues best addressed through targeted traffic enforcement, education and outreach
activities
Transportation Improvement Project Recommendations
Transportation improvement projects include infrastructure improvements to improve the safety and
functionality of pedestrian and bicycle facilities within the SRTS study area. Table 3 below
summarizes the 19 transportation improvement project recommendations, which are listed in the order
they were raised in the community Needs Assessment phase. Project locations are shown in Figure 5.
Table 3: Transportation Improvement Project Recommendations
# Project
Fact Sheet
Page #
(Appendix A)
1 Foothill Blvd. & Ferrini Rd. Crossing Enhancement: Install enhanced
pedestrian/bicycle crossing at Foothill/Ferrini intersection, including a Pedestrian
Hybrid Beacon (a.k.a. “HAWK”), high-visibility crossing markings and signage.
A-1
2 Foothill Blvd. & Patricia Dr./La Entrada Ave. Crossing Enhancement: Signalize
the La Entrada street approach at Foothill and operate Foothill/Patricia/La Entrada as
a single signalized intersection with dedicated signal phases for vehicles/bicyclists
and pedestrians crossing Foothill.
A-3
3 Ramona Dr. to Foothill Blvd. Class I Path: Construct Class I Bicycle/Pedestrian
Path along eastern portion of LDS Church property to provide low-stress connection
between Ramona Drive at Foothill. This connection will link the Broad St. Bike
Boulevard and proposed Foothill/Ferrini enhanced crossing. (Requires agreement
with LDS Church for potential easement or right-of-way acquisition)
A-5
4 Foothill Blvd. Bicycle Improvements: Investigate feasibility of bicycle facility
improvements along Foothill between Patricia and Santa Rosa. Potential
improvements to be considered include buffered bike lanes, protected bikeways
(“Cycle Tracks”), and intersection/conflict zone enhancements such as green
markings, bike boxes and bike signals.
A-7
5 Ferrini Rd. & Felton Way Curb Ramps: Construct ADA curb ramps. A-8
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 15 July 2017
# Project
Fact Sheet
Page #
(Appendix A)
6 Ramona Dr. & Palomar Ave. Crossing Enhancements: Phase 1 – Extend on-street
parking restrictions on north side of Ramona to improve sight distance at pedestrian
crossing. Phase 2 – Improve visibility of crossing and calm traffic by constructing
sidewalk bulbout and raised crosswalk/speed table.
A-9
7 Cerro Romauldo Ave. & Ferrini Rd. Intersection Improvements: Construct raised
intersection, where street is flush with sidewalks.
A-11
8 Highland Dr. & Highway 1 Bicycle Improvements: Convert the eastbound shared
through/right-turn lane to a dedicated right-turn lane. Restripe eastbound & westbound
Highland approaches to include a bike slot between the right-turn lane and through
lane.
A-13
9 Cerro Romauldo Ave. & Tassajara Dr. Intersection Improvements: Investigate
feasibility of neighborhood traffic circle.
A-15
10 Highland Dr. & Cuesta Dr. Intersection Improvements: Modify intersection striping,
install red curb parking restrictions ultimately reconstruct corner to tighten turning
radius.
A-16
11 S. Tassajara Dr. Sidewalk Improvements: Work with property owners to construct
sidewalks on west side of Tassajara between Ramona and Luneta.
A-18
12 Craig Way Sidewalk Improvements: Work with property owners to construct
sidewalks on north or south side of Craig between Jeffrey and Patricia.
A-19
13 Patricia Dr. & Craig Way Bicycle Facilities: Install sharrows & “Bike May Use Full
Lane” signs along Patricia north of Foothill and along Craig approaching Bishop’s
Peak School
A-20
14 Highland Dr. & Jeffrey Way Curb Ramps: Construct ADA curb ramps. A-21
15 La Entrada Ave. & Del Norte Way & Ramona Dr. Curb Ramps: Construct ADA
curb ramps.
A-22
16 Ramona/La Entrada Traffic Calming: Pursue speed reduction measures, which may
include neighborhood traffic circles, speed humps/tables, bulbouts or other measures.
A-23
17 Highland Dr. Striping Improvements: Add centerline stripe and sharrow markings
along Highland Dr. [COMPLETED 2016]
A-24
18 Patricia Dr. & Fel Mar Dr. Curb Ramps: Construct ADA curb ramps. A-25
19 Foothill/Patricia & Foothill/Broad/Chorro Pedestrian Signal Enhancements:
Upgrade pedestrian crossing signals to include countdown timers and talking
pushbuttons.
A-26
Detailed fact sheets for each project, which include concept drawings, planning-level cost estimates
and implementation strategies, are provided in Appendix A. A comprehensive summary of traffic data
and technical analysis utilized to (a) investigate transportation issues identified in the SRTS Needs
Assessment, and (b) evaluate the feasibility and effectiveness of potential improvement options to
address these issues, is included in Appendix B.
Project prioritization and implementation strategies are discussed in the “Implementation Strategies”
section of this report.
^_
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JEFFREYCUESTABishop'sPeakElementary
Pacheco Elementary
FIGURE 5
TRANSPORTATION IMPROVEMENT PROJECT RECOMMENDATIONS
Safe Routes to School Improvements for Bishop's Peak & Pacheco Elementary Schools
±NOT TO SCALE
Transportation Improvement Projects
*See Table 3 for details
Foothill Blvd. & Ferrini Rd. Crossing Enhancement
Foothill Blvd. & Patricia/La Entrada Crossing Enhancement!(2
!(1
Ramona Dr. to Foothill Blvd. Class I Path
Foothill Blvd. Bicycle Improvements!(4
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Ferrini Rd. & Felton Way Curb Ramps
Ramona Dr. & Palomar Ave. Crossing Enhancements!(6
!(5
Cerro Romauldo Ave. & Ferrini Rd. Intersection Improvements
Highland Dr. & Highway 1 Bicycle Improvements!(8
!(7
Cerro Romauldo Ave. & Tassajara Dr. Intersection Improvements
Highland Dr. & Cuesta Intersection Improvements!(10
!(9
S. Tassajara Dr. Sidewalk Improvements
Craig Way Sidewalk Improvements!(12
!(11
Patricia Dr. & Craig Way Bicycle Facilities
Highland Dr. & Jeffrey Way Curb Ramps!(14
!(13
La Entrada Ave. & Del Norte Way & Ramona Dr. Curb Ramps
Ramona/La Entrada Traffic Calming!(16
!(15
Highland Dr. Striping Improvements!(17
Patricia Dr. & Fel Mar Dr. Curb Ramps
Foothill/Patricia & Foothill/Broad/Chorro Ped. Signal Enhancements!(19
!(18
Coordination, Enforcement & Education Strategies
Pacheco Elementary Bike Parking
Bishop's Peak Elementary School Traffic!(2
!(1
Pacheco Elementary School Traffic & Parking
Pacheco Elementary School Bus Circulation!(4
!(3
Bishop's Peak Elementary Bike Parking
School District Wellness Policy!(6
!(5
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 17 July 2017
Several key transportation improvement projects are highlighted below:
Foothill Blvd. & Ferrini Rd. Crossing Enhancement (Project #1)
This project is aimed at improving connectivity and comfort for users crossing Foothill Boulevard. High
vehicle speeds/volumes on Foothill and lack of marked crossings and traffic control create a
significant barrier for pedestrians and bicyclists traveling from the neighborhoods south of Foothill to
the schools north of Foothill. Proposed improvements feature crossing enhancements at the
intersection of Foothill and Ferrini, including addition of high visibility crossing markings, signage and
installation of a Pedestrian Hybrid Beacon (a.k.a. “HAWK”). Where warrants prevent the installation of
standard traffic signals, the Pedestrian Hybrid Beacon provides an alternative that provides a
controlled crossing phase for pedestrians and bicyclists, but stops road traffic only
as needed.
Sequencing of Pedestrian Hybrid Beacon for
Drivers, Pedestrians and Bicyclists
Potential Pedestrian Hybrid Beacon (HAWK) at Foothill & Ferrini
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 18 July 2017
Foothill Blvd. & Patricia Dr./La Entrada Ave. Crossing Enhancement (Project #2)
This project is intended to address the
challenging configuration of the
Foothill/Patricia-La Entrada intersection,
where sidewalks are constrained and
crossing is difficult for bicycles and
pedestrians, and drivers experience
sight distance limitations when exiting La
Entrada. The improvements will modify
the traffic signal at Patricia to include La
Entrada so that both intersections
function as a single signalized
intersection, which helps with sight
distance limitations, reduces conflicts
with turning movements, and improves
the crossing for students walking and
bicycling to school.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 19 July 2017
Ramona Dr. to Foothill Blvd. Class I Path (Project #3)
This project is aimed at addressing the
uncomfortable walking and bicycling
environment along Ramona Drive and
Foothill Boulevard due to high traffic
volumes and/or speeds. Limited bicycle
accommodations at the Foothill/Broad
intersection and lack of other controlled
crossing along Foothill Boulevard further
impact connectivity between the
neighborhoods north and south of Foothill.
The proposed improvements include
construction of a Class I Bicycle and
Pedestrian Path along the eastern edge of
the Church of Jesus Christ of Latter-Day
Saints (LDS) property between Ramona
and Foothill. This will provide a low-volume
and low-stress alternative to Broad and
Foothill. The pathway is related to Project
#1 in that it will lead up to the crossing treatments along Foothill at Ferrini. The project will also benefit
from connectivity to the planned Broad Street Bicycle Boulevard in providing a connection for bicycling
and walking to areas further south of Foothill Blvd, including downtown.
**It should be noted that implementation of this project would require an agreement between the City
and LDS Church for an access easement or right-of-way acquisition**
Potential Class I Bicycle/Pedestrian Path Between Foothill and Ramona
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 20 July 2017
Foothill Blvd. Bicycle Improvements (Project #4)
Although Foothill Blvd is one of the most heavily used bicycle corridors in the City, high traffic
volumes/speeds create an uncomfortable walking and bicycling environment for less-experienced
cyclists. Less experienced riders and parents with school-age children can feel uncomfortable riding in
bike lanes adjacent to high-speed traffic, and often ride illegally in the sidewalk instead. This project
recommends a focused study to evaluate the feasibility of bicycle facility improvements along the
Foothill corridor from Patricia to Santa Rosa (Highway 1). Potential types of improvements to be
considered include buffered bike lanes, protected bikeways (“cycle tracks”), and intersection crossing
improvements such as green markings through conflict areas, bike boxes and bicycle signals.
Because some of these features potentially require significant modifications to the roadway
configuration of Foothill Boulevard, a detailed analysis is required to analyze potential traffic
operations impacts, benefits and costs associated with various improvements. Specific design
recommendations can be refined in conjunction with planned updates to the City’s Bicycle
Transportation Plan and could be implemented as a stand-alone Capital Improvement Project or in
conjunction with future roadway resurfacing projects (ETA for Pavement Zone #7 ~ 2021/22).
Potential Foothill Boulevard bicycle enhancements include buffered bike lanes, protected bike lanes (cycle tracks), and crossing
improvements (green bike lanes, bike signals, bike boxes, two-stage turn boxes, etc.)
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 21 July 2017
Ramona Dr. & Palomar Ave. Crossing Improvements (Project #6)
This project addresses concerns regarding crossing sight distance and safety along Ramona Drive at
Palomar. This intersection is in the vicinity of a senior residential community and student housing, and
a SLO Transit bus stop and would be expected to experience additional crossing demand with the
potential implementation of the Class I Pedestrian/Bicycle Path in Project #3. Improvements include
crossing enhancements to improve safety and comfort for bicycles and pedestrians crossing Ramona
at Palomar. The first phase would include low-cost treatments, such as extension of on-street parking
restrictions on the north side of Ramona to improve sight distance, and potential markings and paint to
reduce the effective roadway width at the crossing. The second phase will include higher-cost,
permanent treatments to improve crossing visibility and calm traffic by construction, including concrete
sidewalk bulbouts and a raised crosswalk or speed table.
Phase 1 improvements may include low-cost features, such
as parking restrictions, painted markings
Phase 2 improvements may include higher-cost features, such as concrete
bulbouts and a raised crosswalk/speed table
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 22 July 2017
Coordination, Enforcement & Education Recommendations
Several of the key issues and concerns identified by the community in the Needs Assessment phase
are items that are best addressed through strategies other than city-initiated transportation
improvement projects. In many cases, issues relating to erratic/unsafe travel behavior, speeding, and
parking concerns are best addressed through targeted traffic enforcement by local police and focused
community education and outreach strategies. Similarly, requests for improved multimodal
connections or facilities within the Bishop’s Peak or Pacheco Elementary campuses would need to be
addressed by school representatives and/or SLCUSD, as these facilities are outside of the jurisdiction
of City Public Works.
As shown in the Needs Assessment summary (see Table 2), the most common community concerns
that would be best addressed through enforcement, coordination and education strategies relate to a
desire for increased traffic and parking enforcement during school drop-off and pickup times, improved
on-campus bicycle parking facilities and improved multimodal access to campus, particularly at
Bishop’s Peak Elementary. Table 4 below summarizes the key coordination, enforcement and
education recommendations presented in this SRTS Plan, listed in no specific order.
Table 4: Coordination & Enforcement Recommendations
# Project
(Responsible Agency/Party in Italics)
Fact Sheet
Page #
(Appendix A)
1 Pacheco Elementary Bike Parking: Identify additional locations for bicycle racks at
the Pacheco Elementary campus. (SLCUSD)
A-27
2 Bishop’s Peak Elementary School Traffic:
Implement SLCUSD’s planned access improvements to the Bishop’s Peak
Elementary School campus. Improvements anticipated to include modifications
to Jaycee Dr. along the school frontage to improve ingress/egress during school
drop-off and pickup times, as well as relocation and upgrades of bicycle racks to
improve access to bicycle parking. (SLCUSD)
Distribute informational material to parents regarding appropriate student drop-
off/pickup procedures. (SLCUSD, Bishop’s Peak School)
Coordinate targeted traffic enforcement efforts along Highland Dr. and Patricia
Dr. to reduce erratic driving behavior during school times. (SLO PD)
A-28
3 Pacheco Elementary School Traffic & Parking:
Distribute informational material to parents regarding appropriate student drop-
off/pickup procedures. (SLCUSD, Pacheco School)
Coordinate targeted traffic and parking enforcement efforts along Ferrini Rd. to
reduce erratic driving behavior during school times. (SLO PD)
Pursue traffic calming improvements within the vicinity of Pacheco Elementary
as part of the planned Cerro Romauldo Bicycle Boulevard Project. (City PW)
A-29
4 Pacheco Elementary School Bus Circulation: Evaluate feasibility of restricting all
school bus routes from exiting Pacheco Elementary to Foothill Blvd. via neighborhood
streets such as Ferrini Rd. and Cerro Romauldo Ave. (SLCUSD)
A-30
5 Bishop’s Peak Elementary Bike Parking: Identify potential bicycle parking access
and equipment improvements at the Bishop’s Peak Elementary campus. Pursue these
improvements as part of the planned campus access & facilities modifications.
(SLCUSD)
A-31
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 23 July 2017
# Project
(Responsible Agency/Party in Italics)
Fact Sheet
Page #
(Appendix A)
6 School District Wellness Policy: Draft and adopt formal wellness policy at a district-
wide level that specifically promotes bicycling and walking to school. Such an addition
improves the competitiveness of future grant applications through SLOCOG’s Safe
Routes to School funding program. (SLCUSD)
A-32
While not identified as a specific need in the community
meetings, educational and encouragement efforts will
work in tandem with improvements in infrastructure and
enforcement. These efforts include coordinated Bike and
Walk to School Days throughout the year and efforts by
SLO Regional Rideshare and the SLO County Public
Health Department to bring bike safety assemblies and
bike rodeos. These events encourage kids to bike and
walk and teach traffic safety as well as handy bike skills.
A detailed fact sheet describing each recommendation in
included in Appendix A, pages A-27 through A-32.
Plan Evaluation
In evaluating the Safe Routes to School Plan, the City will coordinate with SLCUSD in documenting
the number of students who bike and walk to school. In addition, the City will be monitoring collision
rates around the schools as part of its Annual Traffic Safety Report as well as pedestrian and bicycle
counts in its annual traffic survey.
Implementation Strategies
Projects are prioritized based on several factors including the safety and comfort benefits of each
project relative to costs, the desire for each improvement based on the community input, and whether
a project was stand alone or could be incorporated into existing programs. Planning-level cost
estimates were developed for the transportation improvement projects identified previously in Table 3.
Planned Bishop’s Peak Campus improvements will enhance on-site bicycle
parking and improve access for drivers, bikes and pedestrians
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 24 July 2017
While preliminary in nature, these cost estimates provide a basis for incorporating these
recommendations into future City Capital Improvement Programs, and provide a valuable tool to assist
city staff in pursuing SRTS grant funding opportunities.
Transportation improvement project prioritization and planning-level cost estimates are summarized in
Table 5 below.
Table 5: Transportation Improvement Project Prioritization & Cost
Draft
Priority # Project Project
ID Cost
1 Foothill Blvd. & Ferrini Rd. Crossing
Enhancement
1 $295,000
2 Ramona Dr. to Foothill Blvd. Class I Path 3 $143,000 -
$514,000
3 Foothill Blvd. & Patricia Dr./La Entrada Ave.
Crossing Enhancement
2 $230,000
4 Highland Dr. & Cuesta Dr. Intersection
Improvements
10 $10,000 – $20,000
5 Ramona Dr. & Palomar Ave. Crossing
Enhancements
6 $1,000 (Phase 1)
$53,000 (Phase 2)
6 Cerro Romauldo Ave. & Ferrini Rd. Intersection
Improvements
7 $240,000
7 Patricia Dr. & Craig Way Bicycle Facilities 13 $5,000
8 Foothill/Patricia & Foothill/Broad/Chorro
Pedestrian Signal Enhancements
19 $135,000
9 Highland Dr. & Highway 1 Bicycle
Improvements
8 $47,000
10 S. Tassajara Dr. Sidewalk Improvements 11 $54,000
11 Craig Way Sidewalk Improvements 12 $49,000
Other* Foothill Blvd. Bicycle Improvements 4 TBD
Other* Ferrini Rd. & Felton Way Curb Ramps 5 $39,000
Other* Cerro Romauldo Ave. & Tassajara Dr.
Intersection Improvements
9 $20,000 - $50,000
Other* Highland Dr. & Jeffrey Way Curb Ramps 14 $52,000
Other* La Entrada Ave. & Del Norte Way & Ramona
Dr. Curb Ramps
15 $98,000
Other* Ramona/La Entrada Traffic Calming 16 TBD
Other* Patricia Dr. & Fel Mar Dr. Curb Ramps 18 $30,000
Complete Highland Dr. Striping Improvements:
[COMPLETED 2016]
17 N/A
*Not assigned a priority for the purposes of this plan, as these projects can be best implemented
as part of other ongoing City programs (Neighborhood Traffic Management, Pavement
Resurfacing, Community Development Block Grant for curb ramps, etc.) or as part of
private development projects.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Draft Report 25 July 2017
Appendix
A – Project Fact Sheets
B – Traffic Data and Analysis
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
A – Project Fact Sheets
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-1
Transportation Improvement Project #1
Addresses Needs
Assessment Issue #:
#1
Estimated Cost:
$295,000
Priority:
#1 (High Priority)
Foothill Blvd. & Ferrini Rd. Crossing Enhancement
Access/Safety Issue Identified by Community:
High vehicles speeds/volumes on Foothill Blvd. and lack of marked
crossing and traffic control create a barrier for pedestrians and bicyclists
attempting to cross Foothill Blvd. at the unsignalized intersection with
Ferrini Rd. Crossing enhancements are needed to improve safety and
connectivity between the schools and neighborhoods south of Foothill Blvd.
Recommended Project Description:
Install an enhanced bicycle/pedestrian crossing at the Foothill Blvd./Ferrini
Rd. intersection, including a Pedestrian Hybrid Beacon (a.k.a. “HAWK”) and
high-visibility crossing markings and signage.
Notes:
See conceptual designs on following page.
STOPFERRINIFOOTHILL
B
P
B
P
CITY SPECIFICATION NO.
DATE:
1 of
SHEET NO.
DESIGNED BY:
DRAWN BY:
CHECKED BY:
APPROVED BY:
SCALE:PROJECT TITLE:SHEET TITLE:1SAFE ROUTES TO SCHOOL IMPROVEMENTS FORBISHOP'S PEAK & PACHECO ELEMENTARY SCHOOLSN
1" = 20'
YIELD LINE SET 50' BACK
FROM CROSSING
SIDEWALK BULBOUT SHORTENS FOOTHILL CROSSING
DISTANCE. WIDENED SIDEWALK (12') SERVES AS
SHARED BICYCLE/PEDESTRIAN PATH THROUGH
CROSSING AREA.
ENHANCED PEDESTRIAN/BICYCLE CROSSING
WITH HYBRID BEACON ("HAWK") SIGNAL AND
HIGH-VISIBILITY MARKINGS/SIGNAGE
(SEE DETAIL A & B)
DETAIL A - HAWK SIGNAL OPERATIONS DETAIL B - SIGNAL INDICATIONS
PED SIGNAL
(CROSSING)
HAWK SIGNAL
(MAIN STREET)
BIKE SIGNAL
(CROSSING)
BP
BIKE RAMPBIKE RAMP
PUSH BUTTON FOR
BICYCLISTS
CONCEPT FOR FOOTHILL & FERRINI CROSSING IMPROVEMENTSCROSSING SIGNAL ACTIVATED
BY PEDESTRIAN PUSH BUTTON
AND/OR BICYCLE LOOP
DETECTION
RELOCATE EXISTING BUS STOP
150' TO THE EAST
FOOTHILL PLAZASERVICE DRIVEWAYPROPOSED PATHTHROUGH CHURCH FIELD
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-3
Transportation Improvement Project #2
Addresses Needs
Assessment Issue #:
#2
Estimated Cost:
$230,000
Priority:
#3 (High Priority)
Foothill Blvd. & Patricia Dr./La Entrada Ave.
Crossing Enhancement
Access/Safety Issue Identified by Community:
The offset configuration of the Foothill Blvd./Patricia Dr./La Entrada Ave.
intersection and narrow sidewalks make it difficult for bicyclists to make a
safe, legal crossing of Foothill Blvd. In addition, sight distance constraints
and high turning speeds at the Foothill Blvd./La Entrada Ave. intersection
add to the uncomfortable crossing environment for bicycles and
pedestrians.
Recommended Project Description:
Modify the traffic signal at Foothill & Patricia to include signalization of the
offset La Entrada street approach. With these improvements,
Foothill/Patricia/La Entrada would function as a single signalized
intersection, with dedicated signal phases for vehicles/bicycles and
pedestrians crossing Foothill Boulevard from Patricia and La Entrada.
Notes:
See conceptual designs on following page.
Implementation Strategy:
Can be implemented as City Capital Improvement Project.
FOOTHILL
LA ENTRADAPATRICIACITY SPECIFICATION NO.
DATE:
1 of
SHEET NO.
DESIGNED BY:
DRAWN BY:
CHECKED BY:
APPROVED BY:
SCALE:PROJECT TITLE:SHEET TITLE:CONCEPT FOR FOOTHILL & PATRICIA CROSSING ENHANCEMENT1SAFE ROUTES TO SCHOOL IMPROVEMENTS FORBISHOP'S PEAK & PACHECO ELEMENTARY SCHOOLSN
1" = 20'
LOOP DETECTION FOR
BICYCLISTS
LOOP DETECTION FOR
BICYCLISTS
COORDINATE WITH PROPERTY OWNER
TO REALIGN PRIVATE DRIVEWAY TO
ALLOW AREA FOR CROSSWALK
LANDING WITH ADA CURB RAMP
INSTALL TRAFFIC SIGNAL AT
FOOTHILL/LA ENTRADA. OPERATE
FOOTHILL/PATRICIA/LA ENTRADA
SIGNAL AS SINGLE INTERSECTION
TO OPTIMIZE TRAFFIC
PROGRESSION.
TRAFFIC SIGNAL PROVIDES SIGNALIZED
CROSSING OPPORTUNITY FOR
PEDESTRIANS AND BICYCLISTS AT
FOOTHILL/LA ENTRADA
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-5
Transportation Improvement Project #3
Addresses Needs
Assessment Issue #:
#1,15, 23
Estimated Cost:
$143,000-$514,000
Priority:
#2 (High Priority)
Ramona Dr. to Foothill Blvd. Class I Path
Access/Safety Issue Identified by Community:
High traffic volumes/speeds create an uncomfortable walking and bicycling
environment along Ramona Dr. and Foothill Blvd. Limited bicycle
accommodations at the Foothill Blvd./Broad St. intersection, and lack of
other controlled crossings along Foothill Blvd. further impact connectivity
between the neighborhoods north and south of Foothill Blvd.
Recommended Project Description:
Pursue construction of a Class I bicycle/pedestrian path along the eastern
edge of the Church of Jesus Christ of Latter Day Saints property to provide
a low-stress north-south connection between Ramona Dr. and Foothill Blvd.
This connection would provide a link between the planned Broad St. Bicycle
Boulevard and the proposed enhanced crossing at Foothill Blvd./Ferrini Rd.
(see Transportation Improvement Project #1).
Notes:
Project requires agreement between City and LDS Church for access
easement or right-of-way acquisition. See conceptual designs on following
page.
Implementation Strategy:
Can be implemented as City Capital Improvement Project, pending
agreement with LDS Church representatives.
ShoulderBicycle/Pedestrian PathShoulderSafetyFence &LightingTYPICAL CROSS SECTION FOR CLASS I BICYCLE/PEDESTRIAN PATHExistingShoppingCenterWallChurchFieldPROPOSED CLASS I BICYCLE/PEDESTRIAN PATHTHROUGH CHURCH PROPERTY CONNECTINGRAMONA TO FOOTHILL NEAR FERRINIFOOTHILL BLVDN1" = 80'BROAD STREETRAMONA DRIVEFERRINI DRIVETHE CHURCH OF JESUSCHRIST OF LATTER-DAYSAINTSPLANNED BROAD STREET BICYCLE BOULEVARDPROVIDES KEY NORTH-SOUTH CONNECTION BETWEENDOWNTOWN AND FOOTHILL CORRIDORPLANNED BICYCLE/PEDESTRIAN CROSSING ATFOOTHILL & FERRINI INTERSECTION AS PARTOF SAFE ROUTES TO SCHOOL PROJECTPOTENTIAL TWO-WAY PROTECTED BIKEWAY("CYCLE TRACK") ALONG RAMONA DRIVE AS PART OFBROAD STREET BICYCLE BOULEVARDCITY SPECIFICATION NO.DATE:1ofSHEET NO.DESIGNED BY:DRAWN BY:CHECKED BY:APPROVED BY:SCALE:PROJECT TITLE:
SHEET TITLE:
RAMONA TO FOOTHILL CLASS I BICYCLE/PEDESTRIAN PATH
1SAFE ROUTES TO SCHOOL IMPROVEMENTS FOR
BISHOP'S PEAK & PACHECO ELEMENTARY SCHOOLSWIDENED SIDEWALK PROVIDES LINKAGE BETWEENCLASS I BICYCLE/PEDESTRIAN PATH AND PLANNEDFOOTHILL/FERRINI CROSSING
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-7
Transportation Improvement Project #4
Addresses Needs
Assessment Issue #:
#15
Estimated Cost:
TBD
Priority:
N/A - Requires further
study. To be implemented
as part of other program.
Foothill Blvd. Bicycle Improvements
Access/Safety Issue Identified by Community:
Although Foothill Blvd is one of the most heavily used bicycle corridors in
the City, high traffic volumes/speeds create an uncomfortable walking and
bicycling environment for less-experienced cyclists. Less experienced
riders and parents with school-age children can feel uncomfortable riding in
bike lanes adjacent to high-speed traffic, and often ride illegally in the
sidewalk instead.
Recommended Project Description:
Investigate the feasibility of bicycle facility improvements along the Foothill
Blvd. corridor from Patricia Dr. to Santa Rosa (Highway 1). Potential types
of improvements to be considered include buffered bike lanes, protected
bikeways (“cycle tracks”), and intersection crossing improvements such as
green markings through conflict areas, bike boxes and bicycle signals.
Notes:
N/A
Implementation Strategy:
Further evaluation is required to study the feasibility and costs of specific
design features. Specific design recommendations can be refined in
conjunction with planned updates to the City’s Bicycle Transportation Plan
and could be implemented as a stand-alone Capital Improvement Project
or in conjunction with future roadway resurfacing projects (ETA for
Pavement Zone #7 ~ 2021/22).
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-8
Transportation Improvement Project #5
Addresses Needs
Assessment Issue #:
#3
Estimated Cost:
$39,000
Priority:
N/A - To be implemented as
part of other program.
Ferrini Rd. & Felton Way Curb Ramps
Access/Safety Issue Identified by Community:
Intersection in close proximity to Pacheco Elementary and lacks accessible
curb ramps.
Recommended Project Description:
Construct ADA curb ramps.
Notes:
N/A
Implementation Strategy:
Can be implemented as part of City Community Development Block Grant
(CDBG) Program for curb ramp improvements.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-9
Transportation Improvement Project #6
Addresses Needs
Assessment Issue #:
#4, 23
Estimated Cost:
$1,000 (Phase 1)
$53,000 (Phase 2)
Priority:
#5 (Medium Priority)
Ramona Dr. & Palomar Ave. Crossing
Improvements
Access/Safety Issue Identified by Community:
Improvements needed to enhance sight distance and safety crossing
Ramona Dr. at Palomar Ave. In addition to accommodating students
walking to school, the intersection is in the vicinity of a senior residential
community (The Villages), where vulnerable pedestrians would benefit from
crossing enhancements.
Recommended Project Description:
Phase 1: Improve visibility at crossing by extending on-street parking
restrictions along north side of Ramona Dr.
Phase 2: Improve visibility of crossing and calm traffic along Ramona Dr.
by constructing sidewalk bulbout and raised crosswalk/speed table. Explore
relocation of private driveway at southeast corner of intersection.
Notes:
See conceptual designs on following page.
Implementation Strategy:
Phase 1 to be implemented by City Streets Maintenance Crew. Phase 2
improvements refined and implement as part of planned La
Entrada/Ramona Neighborhood Traffic Management Project (ETA ~
2019/20).
STOP
RAMONA
PALOMARBUMPBUS STOP
STOP
RAMONA
PALOMARBUMPBUMPBUS STOP
CITY SPECIFICATION NO.
DATE:
1 of
SHEET NO.
DESIGNED BY:
DRAWN BY:
CHECKED BY:
APPROVED BY:
SCALE:PROJECT TITLE:SHEET TITLE:CONCEPT FOR RAMONA & PALOMAR CROSSING IMPROVEMENTS1SAFE ROUTES TO SCHOOL IMPROVEMENTS FORBISHOP'S PEAK & PACHECO ELEMENTARY SCHOOLSN
1" = 30'
PHASE 1: EXPAND PARKING RESTRICTIONS AT CROSSING
PHASE 2: CONSTRUCT SIDEWALK BULBOUT & RAISED CROSSWALK
IMPROVE SIGHT LINES AT CROSSING BY
EXTENDING RED CURB ZONE. RESULTS
IN LOSS OF APPROXIMATELY 7-8
ON-STREET SPACES
IMPROVE SIGHT LINES AT CROSSING BY
CONSTRUCTING SIDEWALK BULBOUT AND RAISED
CROSSWALK WITH HIGH-VISIBILITY MARKINGS. RESULTS
IN LOSS OF APPROXIMATELY 3-4 ON-STREET SPACES
POTENTIAL FOR GREEN STREET
ELEMENTS WITHIN BULBOUT
SIGHT TRIANGLES FOR 25 MPH
STOPPING SIGHT DISTANCE
SIGHT TRIANGLES FOR 25 MPH
STOPPING SIGHT DISTANCE
BUS STOP FOR SLO TRANSIT ROUTES 4A,6
BUS STOP FOR SLO TRANSIT ROUTES 4A,6
COORDINATE WITH PROPERTY OWNER TO RELOCATE
PARKING LOT DRIVEWAY FROM RAMONA TO PALOMAR
EXPLORE REDUCING CORNER
RADIUS TO SLOW SPEEDS FOR
RIGHT-TURNING VEHICLES
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-11
Transportation Improvement Project #7
Addresses Needs
Assessment Issue #:
#13, 17
Estimated Cost:
$240,000
Priority:
#6 (Medium Priority)
Cerro Romauldo Ave. & Ferrini Rd. Intersection
Improvements
Access/Safety Issue Identified by Community:
Improvements are needed at the Cerro Romauldo Ave./Ferrini Rd.
intersection to reduce speeding and discourage school buses from using
Cerro Romauldo and Ferrini to access Pacheco Elementary from Foothill
Blvd.
Recommended Project Description:
Reconstruct as raised intersection, where the roadway is flush with the
sidewalk level. Similar to other vertical elements, such as speed humps and
raised crosswalks, this treatment provides speed reduction and safety
benefits. Bollards are installed along sidewalk to prevent vehicles from
encroaching on intersection corners. Other options that may be explored
include construction of corner bulbouts or installation of a neighborhood
traffic circle.
Notes:
See conceptual designs on following page.
Implementation Strategy:
Refine potential improvements and implement as part of planned Cerro
Romauldo Bicycle Boulevard Project (ETA TBD).
STOPCERRO ROMAULDO FERRINICITY SPECIFICATION NO.
DATE:
1 of
SHEET NO.
DESIGNED BY:
DRAWN BY:
CHECKED BY:
APPROVED BY:
SCALE:PROJECT TITLE:SHEET TITLE: CERRO ROMAULDO & FERRINI INTERSECTION IMPROVEMENTS1SAFE ROUTES TO SCHOOL IMPROVEMENTS FORBISHOP'S PEAK & PACHECO ELEMENTARY SCHOOLSN
1" = 20'
BOLLARDS ALONG CORNERS KEEP MOTORISTS FROM
CROSSING INTO THE PEDESTRIAN SPACE
INTERSECTION RAISED FLUSH WITH
SIDEWALK LEVEL.
LIKE SPEED HUMPS OR OTHER VERTICAL
ELEMENTS, THIS TREATMENT PROVIDES
SPEED REDUCTION BENEFITS.
RAISED INTERSECTION EXAMPLES
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-13
Transportation Improvement Project #8
Addresses Needs
Assessment Issue #:
#6
Estimated Cost:
$47,000
Priority:
#10 (Low Priority)
Highland Dr. & Highway 1 Bicycle Improvements
Access/Safety Issue Identified by Community:
The bike lane (and bike loop detector) at the eastbound approach to the
Highland Dr./Highway 1 intersection is positioned so that right-turning
vehicles conflict with bicycles traveling eastbound to Cal Poly. At the
westbound intersection approach, the bike lane is located along the curb
side, which is not the current design standard for an intersection approach
with a dedicated right-turn only lane.
Recommended Project Description:
Convert the eastbound shared through/right-turn lane to a dedicated right-
turn lane. Restripe the eastbound and westbound approaches to transition
the bike lane from the curbside to the left side of the right-turn lane.
Notes:
Because the intersection is within State jurisdiction, project would
require Caltrans approval and resources to implement. Cal Poly would
need to approve/implement proposed changes to the east leg of
Highland Dr. See conceptual designs on following page.
Implementation Strategy:
Can be implemented as City Capital Improvement Project, pending
approval from Caltrans and Cal Poly.
HIGH
L
A
N
D
D
R
H
IG
HW
A
Y
1
CITY SPECIFICATION NO.
DATE:
1 of
SHEET NO.
DESIGNED BY:
DRAWN BY:
CHECKED BY:
APPROVED BY:
SCALE:PROJECT TITLE:SHEET TITLE:CONCEPT FOR HIGHLAND & HIGHWAY 1 BICYCLE IMPROVEMENTS1SAFE ROUTES TO SCHOOL IMPROVEMENTS FORBISHOP'S PEAK & PACHECO ELEMENTARY SCHOOLSN
1" = 40'
CONVERT SHARED
THROUGH/RIGHT-TURN
LANE TO A DEDICATED
RIGHT-TURN LANE
RELOCATE
BIKE LOOP
DETECTOR
RE-STRIPE EASTBOUND
APPROACH TO PROVIDE WIDTH
FOR BIKE LANE SLOT ON LEFT
SIDE OF RIGHT-TURN LANE.
GREEN PAVEMENT INCREASES
VISIBILITY OF BICYCLISTS
THROUGH CONFLICT AREA
EXTEND WESTBOUND LANE EDGE
LINE TO CROSSWALK IN ORDER
TO BETTER DEFINE BORDER OF
VEHICULAR TRAVEL LANE AND
SHOULDER FOR BICYCLISTS
RE-STRIPE WESTBOUND APPROACH TO
PROVIDE WIDTH FOR BIKE LANE SLOT ON
LEFT SIDE OF RIGHT-TURN LANE. PROVIDE
GREEN PAVEMENT TO INCREASE VISIBILITY
OF BICYCLISTS THROUGH CONFLICT AREA
NOTE: HIGHWAY 1/HIGHLAND DRIVE
INTERSECTION IS UNDER STATE
JURISDICTION. PROPOSED
IMPROVEMENTS WOULD REQUIRE
CALTRANS APPROVAL. IN ADDITION,
MODIFICATIONS TO HIGHLAND DRIVE
EAST OF HWY 1 WOULD REQUIRE CAL
POLY PARTICIPATION
INSTALL
BIKE LOOP
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-15
Transportation Improvement Project #9
Addresses Needs
Assessment Issue #:
#7, 13, 16
Estimated Cost:
$20,000-$50,000
Priority:
N/A - To be implemented
as part of other program.
Cerro Romauldo Ave. & Tassajara Dr. Intersection
Improvements
Access/Safety Issue Identified by Community:
Sight distance limitations and speeding vehicles along Tassajara Dr.
make it difficult to safely navigate the Cerro Romauldo Ave./
Tassajara Dr. intersection from the side-street (Cerro Romauldo)
approaches—particularly for bicycles and pedestrians.
Recommended Project Description:
Sight distance studies were conducted and red curb parking restrictions
were implemented in 2015 to improve sight lines from side-street
approaches. Consider installation of a neighborhood traffic circle as part of
the planned Cerro Romauldo Bicycle Boulevard Project.
Notes:
N/A
Implementation Strategy:
Refine improvements and consider implementation as part of planned
Cerro Romauldo Bicycle Boulevard Project (ETA TBD).
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-16
Transportation Improvement Project #10
Addresses Needs
Assessment Issue #:
#9
Estimated Cost:
$10,000 - $20,000
Priority:
$4 (Medium Priority)
Highland Dr. & Cuesta Dr. Intersection
Improvements
Access/Safety Issue Identified by Community:
The offset configuration of the Highland Dr./Cuesta intersection creates
confusion for drivers and sight lines are obstructed when vehicles park too
close to the intersection.
Recommended Project Description:
Modify intersection striping and install additional red curb parking
restrictions to improve sight lines at intersection approaches. In long-term,
reconstruct southwest corner of intersection to reduce large corner radius.
Notes:
See conceptual designs on following page.
Implementation Strategy:
Can be implemented as City Capital Improvement Project.
STOPSTOPSTOPSTOPCUESTA CUESTAHIGHLANDSTOPCITY SPECIFICATION NO.DATE:1ofSHEET NO.DESIGNED BY:DRAWN BY:CHECKED BY:APPROVED BY:SCALE:PROJECT TITLE:
SHEET TITLE:
CONCEPT FOR HIGHLAND & CUESTA INTERSECTION IMPROVEMENTS
1SAFE ROUTES TO SCHOOL IMPROVEMENTS FOR
BISHOP'S PEAK & PACHECO ELEMENTARY SCHOOLS N1" = 20'RELOCATE STOP BAR FOREASTBOUND INTERSECTIONAPPROACHFROM HERETO HEREFOR SHORT-TERM, INSTALL EDGE STRIPING AND TEMPORARY RAISEDISLAND TO SHORTEN CROSSING DISTANCE AND DECREASE TURNINGRADIUS AND RESTRICT PARKING ALONG CURVE.FOR LONG-TERM, CONSTRUCT CURB EXTENSION.APPLY RED CURB PAINT TORESTRICT PARKING WITHIN SIGHTDISTANCE TRIANGLEEXISTING RED CURBSIGHT TRIANGLE FOR 25MPH STOPPING SIGHTDISTANCE
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-18
Transportation Improvement Project #11
Addresses Needs
Assessment Issue #:
#10
Estimated Cost:
$54,000
Priority:
#11 (Low Priority)
South Tassajara Dr. Sidewalk Improvements
Access/Safety Issue Identified by Community:
Gaps in the sidewalk network along South Tassajara Dr. south of Ramona
Dr. limit pedestrian access and connectivity.
Recommended Project Description:
Work with property owners to construct sidewalks per City Standards on
the west side of South Tassajara Dr. between Ramona Dr. and Luneta Dr.
Notes:
Project implementation may require easement between City and private
property owners to provide sufficient right-of-way for sidewalk construction.
Implementation Strategy:
Can be implemented as City Capital Improvement Project, although limited
funding will be available. Project could be implemented in more timely
manner through a collaborative effort between property owners, or as a
potential public-private partnership through the City’s Neighborhood
Matching Grant Program.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-19
Transportation Improvement Project #12
Addresses Needs
Assessment Issue #:
#11
Estimated Cost:
$49,000
Priority:
#12 (Low Priority)
Craig Way Sidewalk Improvements
Access/Safety Issue Identified by Community:
Gaps in the sidewalk network along Craig Way between Jeffrey Dr. and
Patricia Dr. limit pedestrian access and connectivity.
Recommended Project Description:
Work with property owners to construct sidewalks per City Standards on
the north or south side Craig Way between Jeffrey Dr. and Patricia Dr.
Notes:
Project implementation may require easement between City and private
property owners to provide sufficient right-of-way for sidewalk construction.
Implementation Strategy:
Can be implemented as City Capital Improvement Project, although limited
funding will be available. Project could be implemented in more timely
manner through a collaborative effort between property owners, or as a
potential public-private partnership through the City’s Neighborhood
Matching Grant Program.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-20
Transportation Improvement Project #13
Addresses Needs
Assessment Issue #:
#18
Estimated Cost:
$5,000
Priority:
#10 (Medium Priority)
Patricia Dr. & Craig Way Bicycle Facilities
Access/Safety Issue Identified by Community:
Although Patricia Dr. is designated as a Class III Bike Route between
Foothill and Highland in the City’s Bicycle Transportation Plan, there are
currently no signs or pavement markings identifying this street as a
bicycle route. The community has expressed interest in enhanced bicycle
facilities/treatments along Patricia Dr. and along Craig Way to better define
these streets as a shared route for bicyclists accessing Bishop’s Peak
Elementary.
Recommended Project Description:
Install shared lane markings (“sharrows”) and “Bike May Use Full Lane”
signage along Patricia Dr. between Foothill and Highland, and along Craig
Way between Patricia Dr. and the Bishop’s Peak Elementary entrance.
Notes:
N/A
Implementation Strategy:
Can be implemented as an individual City Capital Improvement Project, or
can be included part of the City’s regular Pavement Management Program
(ETA for Pavement Zone #7 ~ 2021/22).
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-21
Transportation Improvement Project #14
Addresses Needs
Assessment Issue #:
#19
Estimated Cost:
$52,000
Priority:
N/A - To be implemented
as part of other program.
Highland Dr. & Jeffrey Dr. Curb Ramps
Access/Safety Issue Identified by Community:
Intersection is in close proximity to Bishop’s Peak Elementary and lacks
accessible curb ramps.
Recommended Project Description:
Construct ADA curb ramps.
Notes:
N/A
Implementation Strategy:
Can be implemented as part of City Community Development Block
Grant (CDBG) Program for curb ramp improvements.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-22
Transportation Improvement Project #15
Addresses Needs
Assessment Issue #:
#21, 22
Estimated Cost:
$98,000
Priority:
To be implemented as part
of other program.
La Entrada Ave. & Del Norte Way & Ramona Dr.
Curb Ramps
Access/Safety Issue Identified by Community:
Intersection is in close proximity to Bishop’s Peak Elementary and lacks
accessible curb ramps.
Recommended Project Description:
Construct ADA curb ramps.
Notes:
N/A
Implementation Strategy:
Can be implemented as part of City Community Development Block Grant
(CDBG) Program for curb ramp improvements.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-23
Transportation Improvement Project #16
Addresses Needs
Assessment Issue #:
#23
Estimated Cost:
N/A
Priority:
N/A - To be implemented
as part of other program.
Ramona/La Entrada Traffic Calming
Access/Safety Issue Identified by Community:
Traffic volumes and speeds along Ramona Dr. and La Entrada Ave. create
an uncomfortable bicycling environment for families with young children.
Traffic calming is desired along this street.
Recommended Project Description:
Pursue speed reduction measures, which may include neighborhood traffic
circles, vertical deflection (speed humps/tables), bulbouts, or other traffic
calming features.
Notes:
Speed surveys conducted in 2014 and 2016 indicate that the prevailing
speeds along Ramona Dr. and La Entrada Ave. ranged between 28 and 30
mph, exceeding the posted speed limits (25 mph). The La Entrada/Ramona
Neighborhood is currently in the official queue for development of a Traffic
Improvement Plan as part of the City’s Neighborhood Traffic Management
Program. NTM planning efforts are anticipated to begin in 2019/20.
Implementation Strategy:
Refine improvement recommendations and implement as part of planned
La Entrada/Ramona Neighborhood Traffic Management Project (ETA ~
2019/20).
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-24
Transportation Improvement Project #17
Addresses Needs
Assessment Issue #:
#26
Estimated Cost:
N/A
Priority:
N/A
Highland Dr. Striping Improvements
Access/Safety Issue Identified by Community:
Residents have expressed concerns regarding drivers failing to stay within
proper travel lanes along Highland Dr.
Recommended Project Description:
Recommend adding a centerline stripe to Highland Dr. between Patricia Dr.
and Chorro St. to encourage drivers to stay in the proper lanes and slow
traffic.
Notes:
Centerline striping, shared lane markings (“sharrows”) and “Bicycles May
Use Full Lane” signage added to Highland Dr. between Patricia and Chorro
as part of City’s 2016 Roadway Resurfacing Project.
Implementation Strategy:
Project Completed Summer of 2016.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-25
Transportation Improvement Project #18
Addresses Needs
Assessment Issue #:
N/A
Estimated Cost:
$30,000
Priority:
N/A - To be implemented as
part of other program.
Patricia Dr. & Fel Mar Dr. Curb Ramps
Access/Safety Issue Identified by Community:
Intersection is in close proximity to Bishop’s Peak Elementary and lacks
accessible curb ramps.
Recommended Project Description:
Construct ADA curb ramps.
Notes:
N/A
Implementation Strategy:
Can be implemented as part of City Community Development Block Grant
(CDBG) Program for curb ramp improvements.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-26
Transportation Improvement Project #19
Addresses Needs
Assessment Issue #:
N/A
Estimated Cost:
$135,000
Priority:
#9 (Medium Priority)
Foothill/Patricia & Foothill/Broad/Chorro Pedestrian
Signal Enhancements
Access/Safety Issue Identified by Community:
Intersections lack pedestrian signal equipment that meets current best
design best practices and/or ADA guidance.
Recommended Project Description:
Install pedestrian crossing signals with countdown timers and “talking”
pedestrian push buttons at the intersections of Foothill/Patricia,
Foothill/Broad and Foothill/Chorro.
Notes:
N/A
Implementation Strategy:
Pursue funding through Safe Routes to School grant opportunities.
Can be implemented as individual City Capital Improvement Project.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-27
Coordination & Enforcement Recommendation #1
Addresses Needs
Assessment Issue #:
#5
Estimated Cost:
$2,000
Pacheco Elementary Bike Parking
Access/Safety Issue Identified by Community:
There is a need for improved access to bike parking at the Pacheco
Elementary campus. Consider potential for shared bike parking at Pacheco
Elementary/Throop Park.
Recommendation:
Coordinate with SLCUSD to identify additional locations for bicycle racks at
the Pacheco Elementary campus.
Notes:
N/A
Responsible Party/Agency:
Improvements to be implemented by SLCUSD.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-28
Coordination & Enforcement Recommendation #2
Addresses Needs
Assessment Issue #:
#12, 24
Estimated Cost:
N/A
Bishop’s Peak Elementary School Traffic
Access/Safety Issue Identified by Community:
Long queues and delays along Craig Way and Jayce Dr. approaching the
main pickup/drop-off area at Bishop’s Peak Elementary School.
Congestion and erratic driving behavior (i.e. double parking, U-turns where
not permitted, etc.) along Highland Dr. west of Patricia Dr. near Bishop’s
Peak Elementary northern entry during school drop-off/pickup times.
Recommendation:
SLCUSD is planning access improvements to the Bishop’s Peak
Elementary School campus. Improvements anticipated to include
modifications to Jaycee Dr. along the school frontage to improve
ingress/egress during school drop-off and pickup times, as well as
relocation and upgrades of bicycle racks to improve access to bicycle
parking.
In addition to these efforts, coordinate with SLCUSD and Bishop’s Peak
Elementary representatives to distribute informational material to parents
regarding appropriate student drop-off/pickup procedures. Coordinate with
SLO Police Department to schedule targeted traffic enforcement efforts
along Highland Dr. and Patricia Dr. to reduce erratic driving behavior during
school times.
Responsible Party/Agency:
Improvements and distribution of informational materials to be implemented
by SLCUSD and Bishop’s Peak Elementary staff. Targeted enforcement
efforts by SLO Police Department.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-29
Coordination & Enforcement Recommendation #3
Addresses Needs
Assessment Issue #:
#13, 24
Estimated Cost:
N/A
Pacheco Elementary School Traffic & Parking
Access/Safety Issue Identified by Community:
Speeding and erratic traffic maneuvers along near Pacheco Elementary
during school drop-off/pickup times (Ferrini, Felton, Cerro Romauldo,
Cuesta). In addition, parents often park illegally in the permit parking district
across from the school instead of in the designated drop-off area.
Recommendation:
Coordinate with SLCUSD and Pacheco Elementary representatives to
distribute informational material to parents regarding appropriate student
drop-off/pickup procedures.
Coordinate with SLO Police Department to schedule targeted traffic and
parking enforcement efforts along Ferrini Rd. to reduce erratic driving
behavior during school times.
Pursue traffic calming improvements within the vicinity of Pacheco
Elementary as part of the planned Cerro Romauldo Bicycle Boulevard
Project.
Notes:
Speed surveys conducted in the fall of 2016 on a typical school day found
the prevailing speeds along Ferrini Rd., Felton Wy., Cerro Romauldo Ave.
and Cuesta Dr. to be at or below the posted speed limits (25 mph).
Responsible Party/Agency:
Distribution of informational materials to be implemented by SLCUSD and
Pacheco Elementary staff. Targeted enforcement efforts by SLO Police
Department. City to pursue traffic calming improvements as part of future
bicycle boulevard planning efforts.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-30
Coordination & Enforcement Recommendation #4
Addresses Needs
Assessment Issue #:
#16
Estimated Cost:
N/A
Pacheco Elementary School Bus Circulation
Access/Safety Issue Identified by Community:
School buses do not always comply with preferred route leaving Pacheco
Elementary (via Highland Dr. to Highway 1), and instead drive through
neighborhood streets such as Ferrini Rd. and Cerro Romauldo Ave.
Recommendation:
Coordinate with SLCUSD to evaluate feasibility of restricting all school bus
routes from exiting Pacheco Elementary to Foothill Blvd. via neighborhood
streets such as Ferrini Rd. and Cerro Romauldo Ave.
Notes:
N/A
Responsible Party/Agency:
SLCUSD to determine preferred bus routes and monitor driver compliance.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-31
Coordination & Enforcement Recommendation #5
Addresses Needs
Assessment Issue #:
#20
Estimated Cost:
$2,000
Bishop’s Peak Elementary Bike Parking
Access/Safety Issue Identified by Community:
There is a need for improved access to bike parking at the southern
entrance (Jaycee Dr.) and northern entrance (Highland Dr.) to the Bishop’s
Peak Elementary School campus. In addition, current bike rack types are
not ideal.
Recommendation:
Coordinate with SLCUSD to identify potential bicycle parking access and
equipment improvements at the Bishop’s Peak Elementary campus.
Pursue these improvements as part of the planned campus access &
facilities modifications.
Notes:
N/A
Responsible Party/Agency:
Improvements to be implemented by SLCUSD.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix A: Project Fact Sheets A-32
Coordination & Enforcement Recommendation #6
Addresses Needs
Assessment Issue #:
#1-4, others
Estimated Cost:
N/A
School District Wellness Policy
Access/Safety Issue Identified by Community:
There is a need to include the promotion of bicycling and walking to
school in the school district’s wellness policy. Such an addition will make
grant applications more competitive for Safe Route to School funding
offered by the San Luis Obispo Council of Governments (SLOCOG).
Recommendation:
Coordinate with SLCUSD to identify policy language that will satisfy
SLOCOG’s criteria for Safe Routes to School funding.
Notes:
N/A
Responsible Party/Agency:
Improvements to be implemented by SLCUSD.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
B – Traffic Data and Analysis
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix B: Traffic Data & Analysis B-1
Appendix B: Traffic Data and Analysis
I. Traffic Data
Several types of traffic data are utilized to (a) investigate transportation issues identified in the SRTS
Needs Assessment, and (b) evaluate the feasibility and effectiveness of potential improvement options
to address these issues. Data utilized in this study includes traffic volume data, speed survey data,
collision records, sight distance evaluations and in-person field observations.
Volume Data
The City of San Luis Obispo conducts regular traffic counts at major intersections, roadway segments
and bicycle/pedestrian trails as part of the City’s biennial traffic monitoring program. Traffic counts
capture autos, pedestrians and bicycles and include 48-hour Average Daily Traffic (ADT) counts on
roadway segments and trails, and peak period (AM, Midday and PM) turning movement counts at
intersections. Traffic data is normally collected during typical weekdays, avoiding school holidays,
construction impacts, inclement weather or other unusual events.
The most recent traffic volume data set collected by the City is from 2016 and is available on the City’s
website here:
http://slocity.maps.arcgis.com/apps/OnePane/basicviewer/index.html?appid=f808ee341ad743259b9f7
b455cd7b69b
Speed Data
City Transportation Staff collects traffic speed data regularly for the purposes of setting speed limits,
investigating neighborhood traffic concerns and for studying traffic safety issues at various locations
throughout the City. A typical speed survey involves the use of Lidar or Radar equipment to measure
vehicle speeds along a selected corridor. Speeds are recorded for vehicles in free-flow conditions
(avoiding congested locations or platoons of vehicles grouped tougher) and a sample of at least 100
vehicles is recorded in each survey. Speed data is most often used to determine the prevailing (85th
percentile) speeds for a given street. As part of the SRTS Needs Assessment phase, speed data was
collected and reviewed to investigate concerns expressed by parents and neighbors regarding potential
locations near Bishop’s Peak and Pacheco Elementary Schools where high vehicle speeds created
uncomfortable conditions for pedestrians and bicyclists traveling to school.
Collision History
As part of the City’s Traffic Safety Program, collision reports are collected from the San Luis Obispo
Police Department and analyzed on an annual basis to identify collision trends throughout the City. The
City’s Annual Traffic Safety Report documents citywide trends by collision type (total collisions,
fatal/injury collisions, pedestrian & bicycle collisions) and identifies mitigation strategies for high-collision
rate locations, with a focus on locations with high rates of collisions involving pedestrians, bicyclists and
injuries. Potential mitigation recommendations may include physical improvements, as well as targeted
education and enforcement strategies.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix B: Traffic Data & Analysis B-2
As part of the SRTS Needs Assessment, collision data from the previous 10 years was reviewed for
intersections and streets within typical walking or biking distance from Bishop’s Peak and Pacheco
Elementary Schools (0.25-0.5 miles). This assessment included a focused investigation of locations with
a documented history of pedestrian or bicycle collisions to identify potential trends that could be
addressed through SRTS improvement strategies.
Sight Distance Studies
City Transportation Staff conducts studies regularly to evaluate sight distance issues at driveways,
intersections and roadway crossings. Sight distance is the length of roadway visible to a user. At a
minimum, the City endeavors to provide adequate stopping sight distance at roadway access points,
intersections and crossings to ensure that road users have sufficient time to view a potential obstacle in
the roadway, such as a stopped vehicle, debris or pedestrian crossing, and come to a stop before
colliding with this object. As part of the SRTS Needs Assessment, staff conducted sight distance
evaluations at locations where potential traffic safety concerns were identified to validate concerns and
investigate potential improvement strategies.
Site Investigations & Observations
In addition to collecting and evaluating quantitative traffic data as part of the SRTS Needs Assessment
phase, City Transportation Staff also conducted in-person field visits to observe existing conditions and
better understand potential constraints to walking and biking to school. Staff walked the SRTS study
area extensively to observe activity during school drop-off and pick-up times, and joined a group of
parents and students for a bicycle tour following their usual route to/from school.
II. Technical Analysis
This section summarizes the technical analysis conducted for several of the recommended SRTS
Transportation Improvement Projects where improvement recommendations involved significant
modifications to roadway or intersection configurations, installation of new traffic control devices, or
modifications to existing traffic signal operations. No technical analysis was conducted for projects such
as curb ramp installations, minor striping improvements or traffic calming treatments that have minor or
negligible effects on traffic operations.
Where appropriate, traffic operations are analyzed for roadway segments or intersections to evaluate
potential effects of recommended improvement projects. Depending on the type of improvements
considered, auto and bicycle levels of service1 were analyzed to assess operations with and without
proposed project improvements compared to the City’s standards. The City has adopted multimodal
level of service standards, which establish target objectives and level of service minimums for auto,
bicycle, pedestrian and transit modes. For autos, the City sets a level of service objective of LOS C, with
1 Level of Service (LOS) is a standard qualitative measure used to describe conditions for transportation modes. For auto
modes, level of service reflects typical speed, travel time, delays and driver convenience. For other modes, level of service
may reflect the quality and comfort of the travel experience. LOS is defined using letter grades “A” through “F”, with LOS A
representing free‐flow conditions, and LOS F representing heavy congestion with traffic demands exceeding capacity for
auto modes.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix B: Traffic Data & Analysis B-3
a minimum standard of LOS D outside of the Downtown. For bicycle and pedestrian modes, the City
sets a level of service objective of LOS B, with a minimum standard of LOS D.
In addition to level of service, vehicle queueing is analyzed for locations where proposed improvements
have potential to affect queues at intersections. Vehicle queuing has potential to negatively impact traffic
operations and safety if queues spill back from turn pockets into adjacent through lanes and/or where
through lane queues extend to the point where upstream intersections or major driveways are blocked.
Queuing is typically analyzed in terms of 95th percentile queues2, which provide a conservative
assessment of peak queues for transportation planning purposes.
Foothill Boulevard & Ferrini Road Crossing (Improvement Project #1)
Access/Safety Issue Identified: High vehicles speeds/volumes and lack of marked crossing and traffic
control create a barrier for pedestrians and bicyclists attempting to cross Foothill Boulevard at the
unsignalized intersection with Ferrini Road. Crossing enhancements are needed to improve safety and
connectivity between the schools and neighborhoods south of Foothill.
Recommended Project: Install an enhanced bicycle/pedestrian crossing at the Foothill/Ferrini
intersection, including a Pedestrian Hybrid Beacon (a.k.a. “HAWK”) and high-visibility crossing markings
and signage.
Analysis Required: Review existing traffic data, conduct traffic control device warrant analysis, and
review relevant design guidance and current best practices for recommended treatments at uncontrolled
crossings. Analyze potential impacts to traffic operations associated with recommended crossing
treatment.
Data Review
Existing traffic data was reviewed for the Foothill/Ferrini intersection to better understand existing traffic
conditions and crossing demand for bicycles and pedestrians. Within the vicinity of Ferrini, Foothill
Boulevard is a 30-40 mph residential arterial that carries 13,000-17,000 vehicles per day. There are four
travel lanes, bike lanes, sidewalks and limited on-street parking along the north side of the street. The
overall curb-to-curb width is 62 feet and the Ferrini approach is stop-controlled. In the most recent 10-
year period, six (6) collisions have been recorded at the Ferrini/Foothill intersection. Of the six collisions,
half were broadside collisions, two were rear-end collisions, and one involved a bicyclist riding illegally
on the north sidewalk and losing control.
Existing peak hour traffic volumes, pedestrian and bicycle crossing volumes at the Foothill/Ferrini
intersection are summarized below:
2 The 95th‐percentile queue is defined to be the queue length (measured in vehicles or feet) that has only a five‐percent
probability of being exceeded during the analysis time period. It is a common parameter in traffic engineering for
determining the appropriate length of turn pockets, but it is not typical of what an average driver would experience
regularly.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix B: Traffic Data & Analysis B-4
Foothill & Ferrini Intersection Traffic Data
Proj. Crossing
Demand (b)
EB WB Total NB SB Total Peds Bikes Peds Bikes Peds Bikes
AM 850 421 1,271 148 90 238 3 5 19 21 14 9 24+
PM 538 768 1,306 80 39 119 1 3 22 20 10 11 20+
Existing Crossing DemandFerrini Rd. @ Foothill
Auto Volume
Peak
Hour
Period
Notes:
a) Auto, Pedestrian & Bicycle count data collected in 2016. Peak hours are 8:00‐9:00 AM and 4:45‐5:45 PM.
b) Projected pedestrian & bicycle crossing demand at Foothill/Ferrini is estimated assuming a moderate percent (20%‐25%) of existing peds & bikes
that currently cross at Foothill Blvd. at Broad and Tassajara shift to a new enhanced crossing at Foothill/Ferrini, and/or if additional ped/bike trips
are generated based on crossing enhancements.
Foothill Blvd. @ Ferrini
Auto Volume Crossing Foothill
@ Ferrini
Crossing Foothill
@ Broad
Crossing Foothill
@ Tassajara
Crossing Foothill
@ Ferrini
(Peds+Bikes)
As shown in the table above, there are currently about eight (8) pedestrians and bicyclists crossing
Foothill Boulevard at Ferrini Road during the morning peak commute period, despite the high vehicle
volumes/speeds and lack of a control device or crosswalk markings. The crossing activity is generally
consistent throughout the morning through the early afternoon school pickup periods. With the potential
addition of an enhanced crossing at Foothill/Ferrini, it is reasonable to anticipate that additional
pedestrians/bicyclists who currently cross Foothill at Broad or Tassajara would shift to a Ferrini crossing
to more conveniently access Pacheco Elementary School. If a nominal portion (20-25%) of these users
shifted to cross at Foothill/Ferrini, the projected crossing demand would increase to over 20 crossings
per hour, as shown in the table above. This demand could be expected to increase further with the
potential construction of a Class I pedestrian/bicycle path through the LDS Church, as identified in the
recommended SRTS Transportation Improvement Project #3.
For the purposes of this analysis, both the existing crossing volumes, and the projected increased
crossing demand with addition of an enhanced crossing treatment/device are considered at
Foothill/Ferrini.
Crossing Treatment Selection
California MUTCD Guidance
To evaluate the appropriate type of treatment recommended for the proposed pedestrian/bicycle
crossing at the Foothill/Ferrini intersection, traffic control device warrants from the 2014 California
Manual on Traffic Control Devices (CA MUTCD) were reviewed. A warrant is a condition that an
intersection must meet to justify installation of a traffic control device, such as all-way stop-control, a
traffic signal or Pedestrian Hybrid Beacon. Warrants typically consider multiple characteristics of an
intersection, such as traffic volumes, collision history, pedestrian/bicycle crossing demand. The
satisfaction of a warrant or warrants shall not itself require the installation of a traffic signal, but provides
guidance to be considered as part of a comprehensive engineering study.
Warrants for potential traffic signal and pedestrian hybrid beacon installation were reviewed for the
Foothill/Ferrini intersection. Warrants for all-way stop-control were not considered in this analysis, as
this was assumed to be an inappropriate traffic control option for the Foothill/Ferrini intersection based
on existing traffic volumes and speeds. Further, installation of a marked crosswalk without further
enhancements at the Foothill/Ferrini intersection would not be recommended based on City of San Luis
Obispo Crosswalk Policy.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix B: Traffic Data & Analysis B-5
MUTCD - Traffic Signal Warrants
The CA MUTCD Section 4C contains nine (9) warrants for consideration when determining
whether installation of a traffic signal is justified at a particular location. The results of a traffic
signal warrant analysis for the Foothill/Ferrini intersection are summarized below:
WARRANT 1 (Eight-Hour Vehicular Volume) NOT MET
WARRANT 2 (Four-Hour Vehicular Volume) NOT MET
WARRANT 3 (Peak-Hour Delay/Volumes) NOT MET
WARRANT 4 (Pedestrian Volume) NOT MET
WARRANT 5 (School Crossing) NOT MET
WARRANT 6 (Coordinated Signal System) NOT MET
WARRANT 7 (Crash Experience) NOT MET
WARRANT 8 (Roadway Network) NOT MET
WARRANT 9 (Grade Crossing) NOT MET
As shown above, traffic signal warrants are not satisfied for the Foothill/Ferrini intersection, even
when considering additional projected pedestrian/bicycle crossing demand with the addition of a
controlled crossing.
MUTCD - Pedestrian Hybrid Beacon Guidance
The CA MUTCD Section 4F contains guidance regarding potential installation of a pedestrian
hybrid beacon, often referred to as a “HAWK device”. Installation of a pedestrian hybrid beacon
may be considered to facilitate pedestrian or bicycle crossings at a location where a traffic signal
is not justified, but insufficient gaps in traffic or high vehicle speeds on the major street do not
permit pedestrians to cross the street safely and efficiently.
As shown below, the Foothill/Ferrini location was evaluated for installation of a potential
pedestrian hybrid beacon using CA MUTCD guidance with existing and projected
pedestrian/bicycle crossing demand.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix B: Traffic Data & Analysis B-6
Foothill & Ferrini Pedestrian Hybrid Beacon Evaluation
Based on CA MUTCD guidance, consideration for installation of a pedestrian hybrid beacon is
justified for the Foothill/Ferrini intersection when considering a reasonable amount
shift/increase in pedestrian/bicycle crossing demand with the addition of a controlled crossing.
NCHRP Report 562 Guidance
To supplement the pedestrian crossing guidance found in the MUTCD, the Foothill/Ferrini crossing was
analyzed based on guidance provided in National Cooperative Highway Research Program (NCHRP)
Report 562: Improving Pedestrian Safety at Unsignalized Crossings. NCHRP Report 562 provides
guidance to transportation planners and engineers for selecting appropriate engineering treatments to
improve safety for pedestrians crossing high-volume, high-speed roadways at unsignalized
intersections. These guidelines include quantitative procedures using input variables such as pedestrian
volume, street crossing width, volume and speeds to recommend one of four possible crossing treatment
categories:
No Treatment
Marked Crosswalk (standard crosswalk markings)
Enhanced/Active (high-visibility markings/signs, passive or active beacons/flashers)
Red Signal or Beacon Device (devices w/ circular red, such as a Pedestrian Hybrid Beacon)
Conventional Traffic Signal
For locations where no treatment is recommended, NCHRP Report 562 identifies other measures that
can be implemented to improve pedestrian safety, such as addition of a median refuge, curb extensions
or other roadway narrowing, lighting improvements and traffic calming.
The Foothill/Ferrini intersection was assessed using the guidance of NCHRP Report 562. Consistent
with the recommendation per CA MUTCD guidance, considering the additional pedestrian/bicycle
Source: CA MUTCD Figure 4F‐2
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix B: Traffic Data & Analysis B-7
crossing demand projected with the addition of an enhanced crossing at Ferrini and the proposed Class
I pedestrian/bicycle path through the LDS Church property, the installation of a Red Signal Device, such
as a Pedestrian Hybrid Beacon (aka HAWK) is recommended.
Considering only existing pedestrian/bicycle crossing volumes at Foothill/Ferrini, the recommended
crossing improvements would include the addition of safety measures such as narrowing the roadway
width, installation of a pedestrian median refuge and traffic calming measures along Foothill Boulevard.
Traffic Operations Analysis
In order to assess potential vehicular traffic impacts associated with the addition of an enhanced
crossing with a pedestrian hybrid beacon device at the Foothill/Ferrini intersection, average roadway
segment levels of service and queues were calculated along Foothill Boulevard at this location. Potential
level of service impacts for Foothill Boulevard would be considered significant if this roadway segment
were to degrade below the City’s adopted performance target of LOS D. Queueing impacts would be
considered significant if the addition of a pedestrian hybrid beacon were to cause vehicular queues to
spill back to the nearest upstream intersection when the device is activated.
Traffic impacts were analyzed for weekday AM and PM peak hour conditions using Synchro/SimTraffic
v9 traffic analysis software. Because current analysis software does not have the capabilities to
specifically analyze operations with a pedestrian hybrid beacon, the Foothill/Ferrini intersection was
modeled as a pedestrian signal. This approach is conservative, as this analysis does not fully reflect the
traffic capacity benefits of a hybrid beacon over a signal – with the flashing red interval during a crossing
phase, main street vehicles stop and pass through the intersection when clear, instead of remaining
stopped during the full pedestrian clearance phase (as with a traffic signal). This analysis was performed
using existing auto traffic volumes with projected increased pedestrian/bicycle crossing volume
estimates. Results are summarized below:
Foothill Boulevard (Patricia to Chorro) Roadway Segment Travel Times and Levels of Service
Travel
Time (s)
Speed
(mph)
∆ Speed
(mph)
Speed as
a % of
BFFS
LOS
Travel
Time
(s)
Speed
(mph)
∆
Speed
(mph)
Speed
as a %
of BFFS
LOS
EB 176 16 ‐42% D 128 23 ‐58% C
WB 122 23 ‐59% C 136 21 ‐53% C
EB 179 16 ‐0.3 42% D 132 22 ‐0.6 57% C
WB 131 21 ‐1.5 55% C 142 20 ‐0.9 51% C
Notes:
a) Roadway segment travel times and average speeds calculated using SimTraffic analysis software and 2016 traffic data.
b) Segment levels of service determined based on HCM 2010 Urban Street LOS criteria, which is based on Travel Speed as a percentage of Base Free‐
Flow Speed (BFFS). Average travel speed includes delays at intersections along study segment.
c) Base Free‐Flow Speed calculated per HCM 2010 methodology.
d) Locations that exceed the City's established level of service target (LOS D) are highlighted.
Existing +
Pedestrian Hybrid Beacon
Scenario Dir.
AM Peak Hour PM Peak Hour
Existing Conditions
As shown in the table above, with the addition of an enhanced crossing with a pedestrian hybrid beacon
at the Foothill/Ferrini intersection, roadway segment levels of service would continue to operate at the
City’s level of service standard of LOS D or better during AM and PM peak hour conditions.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix B: Traffic Data & Analysis B-8
Foothill Boulevard Queueing w/ Pedestrian Hybrid Beacon at Ferrini
Max
Allowed(b)Queue
Max
Allowed(b)Queue
AM 42 23
PM 27 32
AM 174 88
PM 111 103
Existing +
Pedestrian Hybrid Beacon
Notes:
a) Queueing values represent 95th percentile queues measured in feet, as calculated using
SimTraffic analysis software.
b) Max Allowed represents the maximum vehicle queue before reaching the nearest
upstream intersection. At this point, queuing spillback from Foothill/Ferrini crossing
would significantly impede corridor traffic progression.
Existing Conditions
Scenario Peak
Hour
EB Foothill WB Foothill
600880
As shown in the table above, with the addition of the proposed pedestrian hybrid beacon at
Foothill/Ferrini, peak hour vehicle queues (measured as 95th percentile queues) would not be expected
to spill back to the point where upstream intersections or high-volume driveways would be impacted.
Foothill & Patricia /La Entrada Crossing (Improvement Project #2)
Access/Safety Issue Identified: The offset configuration of the Foothill/Patricia/La Entrada intersection
and narrow sidewalks make it difficult for bicyclists to make a safe, legal crossing of Foothill. In addition,
sight distance constraints, high turning speeds and queuing from the Foothill/Patricia intersection create
a difficult environment for pedestrian/bicycle crossing and for vehicle turning movements at the
Foothill/La Entrada intersection.
Recommended Project: Modify the traffic signal at Foothill & Patricia to include signalization of the offset
La Entrada street approach. With these improvements, Foothill/Patricia/La Entrada would function as a
single signalized intersection, with dedicated signal phases for vehicles/bicycles and pedestrians
crossing Foothill Boulevard from Patricia and La Entrada.
Analysis Required: Analyze potential impacts to traffic operations associated with recommended traffic
signal modification.
Traffic Operations Analysis
In order to assess potential vehicular traffic impacts associated with the proposed modification of the
Foothill/Patricia traffic signal to include the Foothill/La Entrada approach, peak hour intersection levels
of service and vehicle queues were analyzed. Potential level of service impacts for the intersection would
be considered significant if this location were to degrade below the City’s adopted performance target
of LOS D. Queueing impacts would be considered significant if the vehicular queues for turn movements
were to spill back beyond the available turn pocket storage lengths. Traffic impacts were analyzed for
weekday AM and PM peak hour conditions using Synchro v9 traffic analysis software with traffic
volumes. Results are summarized below:
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix B: Traffic Data & Analysis B-9
Foothill/Patricia/La Entrada Intersection Levels of Service
Delay LOS Delay LOS
Foothill/Patricia Signal 18.5 B 9.5 A
Foothill/La Entrada SSSC 19.4 C 15.0 C
Foothill/Patricia Signal 29.9 C 10.4 B
Foothill/La Entrada Signal 9.5 A 14.6 B
Traffic
Control
Existing
Conditions
Existing +
Signal Modification
Intersection
Notes:
a) Intersection levels of service calculated based on Synchro 9 methodology, as HCM 2010
methodology does not support clustered intersections.
b) Signal ‐ Signalized Control; SSSC ‐ Side‐street Stop‐Control
c) For signalized intersection, LOS reported for intersection average. For SSSC intersection,
LOS reported for worst‐case approach.
AM Peak Hour PM Peak HourScenario
As shown in the table above, with the proposed signal modification, the intersections of Foothill/Patricia
and Foothill/La Entrada would continue to operate at acceptable LOS C or better for AM and PM peak
hour conditions.
Foothill/Patricia/La Entrada Intersection Queueing
Storage Queue Storage Queue Storage Queue Storage Queue Storage Queue Storage Queue Storage Queue
AM 101 50 #412 <25 86 <25
PM 60 29 157 <25 261 <25
AM <25 ‐<25 ‐
PM <25 ‐<25 ‐
AM 200 86 #668 <25 <25 <25
PM 128 48 273 <25 <25 <25
AM 38 25 <25 275
PM 35 <25 36 #604
75
‐
70
Notes:
a) Queueing values represent 95th percentile queues, as calculated using Synchro 9 analysis software.
b) Where turn pockets exist, storage lengths are measured in feet.
c) Locations are highlighted where projected queues are estimated to extend at least one vehicle length (25') beyond the provided turn pocket storage or upstream intersection.
d) # indicates locations where the volume exceeds capacity, actual queues may be longer.
‐
75
WBL
25
100
25
100‐
‐100
Foothill/La Entrada
Intersection
‐
‐100 ‐75 120
75 ‐
NBL/R
Foothill/Patricia
Foothill/La Entrada
Foothill/Patricia
WBR
Existing +
Signal Modification
SBL/R EBL EBT WBT
Existing
Conditions
Scenario Peak
Hour
As shown in the highlighted portion of the table above, peak (95th percentile) queues in the westbound
direction at Foothill/Patricia can currently back up past La Entrada in the AM peak hour, impeding turning
movements from La Entrada to Foothill. By signalizing the Foothill/La Entrada intersection and
coordinating traffic progression between the two closely-spaced intersections, the westbound queueing
issue between the intersections is eliminated. However, peak queues for through movement on Foothill
Boulevard would be expected to increase at the Foothill/Patricia/La Entrada intersection approaches
due to the need to increase the traffic signal cycle length as part of the proposed signal modifications.
Overall, implementation of the proposed signal modifications at Foothill/Patricia/La Entrada is not
anticipated to result in a significant impact to traffic operations.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix B: Traffic Data & Analysis B-10
Foothill Boulevard Bicycle Improvements (Improvement Project #4)
Access/Safety Issue Identified: Although Foothill Boulevard is one of the most heavily used bicycle
corridors in the City, high traffic volumes/speeds create an uncomfortable walking and bicycling
environment for less-experienced cyclists. Less experienced riders and parents with school-age children
can feel uncomfortable riding in bike lanes adjacent to high-speed traffic, and often ride illegally in the
sidewalk instead.
Recommended Project: Investigate the feasibility of bicycle facility improvements along the Foothill
Boulevard corridor from Patricia Dr. to Santa Rosa (Highway 1). Potential types of improvements to be
considered include buffered bike lanes, protected bikeways (“cycle tracks”), and intersection crossing
improvements such as green markings through conflict areas, bike boxes and bicycle signals.
Analysis Required: Review existing traffic data and street cross section elements. Analyze planning-
level auto and bicycle levels of service for the Foothill Boulevard corridor for existing conditions and with
potential enhanced bicycle facilities. Conduct more detailed analysis of potential improvements as part
of planned update to the City’s Bicycle Transportation Plan and/or as future stand-alone project.
Data Review
Existing traffic data and roadway characteristics were reviewed for the Foothill Boulevard corridor
between Patricia and Santa Rosa (Highway 1) to better understand existing traffic operations and
conditions for bicyclists. Foothill Boulevard is classified as a Residential Arterial with a posted speed
limit of 40 mph between Patricia and Ferrini, and 30 mph east of Ferrini. Foothill carries an average daily
traffic volume of approximately 12,000-13,000 between Patricia and Ferrini and approximately 17,000-
20,000 between Ferrini and Santa Rosa. There are 5-6-foot bike lanes on both sides of the street and
on-street parking on both sides of the street between Patricia and Tassajara and on the north side only
between Tassajara and Broad. The curb-to-curb width of Foothill Boulevard is 64 feet and the vehicle
travel lane configurations along the corridor are as follows:
Patricia to Tassajara
o 1 EB travel lane
o 1 WB travel lane
o 1 center turn lane
Tassajara to 500’ West of Ferrini
o 2 EB travel lanes
o 1 WB travel lane
o 1 center turn lane
500’ West of Ferrini to 400’ East of Ferrini
o 2 EB travel lanes
o 2 WB travel lane
400’ East of Ferrini to Santa Rosa (Highway 1)
o 2 EB travel lanes
o 2 WB travel lane
o 1 center turn lane
In the most recent 10-year period, 166 collisions have been recorded along Foothill Boulevard between
Patricia and Santa Rosa (excluding the Foothill/Santa Rosa intersection itself) at the Ferrini/Foothill
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix B: Traffic Data & Analysis B-11
intersection. Further, segments of Foothill have been included in the ranking of top high collision-rate
arterial streets in the City’s annual Traffic Safety Report each of the past three years. Of the 166
collisions reported in the previous 10-year period, 16 involved bicyclists and three (3) involved
pedestrians. Existing auto, pedestrian and bicycle volumes along the Foothill corridor are summarized
below:
Foothill Boulevard Corridor Traffic Volumes
EB 857 484 6,489 11 5 69
WB 375 678 5,887 7 6 52
Total 1,232 1,162 12,376 10 15 135 18 11 121
EB 879 504 7,027 18 4 88
WB 358 708 6,295 2 6 64
Total 1,237 1,212 13,322 14 17 166 20 10 152
EB 906 574 8,613 32 16 248
WB 531 837 8,457 17 21 237
Total 1,437 1,411 17,070 240 241 480 49 37 485
EB 890 617 9,467 68 27 359
WB 493 850 9,480 5 36 347
Total 1,383 1,467 18,947 323 262 584 73 63 706
Notes:
a) Traffic data collected in 2016.
b) Pedestrian volumes summarized for total street segment, which includes peds traveling eastbound and westbound on either side of the street.
Foothill (Tassajara to Ferrini)
Foothill (Ferrini to Broad/Chorro)
Foothill (Broad/Chorro to Santa Rosa
Daily AM Peak
Hour
PM Peak
Hour Daily
Foothill (Patricia to Tassajara)
Roadway Segment Dir.
Auto Volumes Pedestrian Volumes Bicycle Volumes
AM Peak
Hour
PM Peak
Hour Daily AM Peak
Hour
PM Peak
Hour
It should be noted that the segments of Foothill east of Ferrini, including the stretch from Santa Rosa to
California, represent 4 of the 10 highest-volume bicycle street segments in the City. While bike lanes
are currently provided along this stretch, they are generally limited to 5-6 feet in width—less than the
standard width of eight (8) feet identified in the City Bicycle Transportation Plan for a corridor with these
characteristics. Further, current best practices for bicycle facility design recommend the addition of
buffers, preferably with physical separation, for bicycle facilities on corridors with auto speeds and
volumes similar to Foothill Boulevard. Based on this information, it would be prudent to explore bicycle
facility enhancements along this corridor.
Preliminary Analysis of Potential Corridor Modifications
In order to assess the relative benefits or impacts to traffic and bicycling conditions along the Foothill
Boulevard corridor with potential bicycle facility enhancements, a preliminary level of service analysis
was performed for auto and bicycle modes under one potential improvement scenario. The potential
improvement scenario selected for consideration involves reconfiguring the street cross section along
Foothill between Patricia and Broad Street to accommodate enhanced bicycle facilities, such as
protected or buffered bike lanes.
One potential configuration for these corridor improvements, which involves eliminating the second
eastbound travel lane between Tassajara and Ferrini to provide enhanced bicycle facilities, is shown on
the following page.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix B: Traffic Data & Analysis B-12
Typical Foothill Boulevard Cross Section – Tassajara to Ferrini (EXISTING)
Typical Foothill Boulevard Cross Section – Tassajara to Ferrini (POTENTIAL)
Forms of physical separation for protected bike lanes can
include flexible posts, raised curb, planters or other
vertical elements
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix B: Traffic Data & Analysis B-13
Results of a planning-level analysis of auto and bicycle levels of service with these potential corridor
modifications is summarized below:
Foothill Boulevard (Patricia to Chorro) Roadway Segment Auto Levels of Service
Travel
Time (s)
Speed
(mph)
∆ Speed
(mph)
Speed as
a % of
BFFS
LOS Travel
Time (s)
Speed
(mph)
∆ Speed
(mph)
Speed as
a % of
BFFS
LOS
EB 176 16 ‐42% D 128 23 ‐58% C
WB 122 23 ‐59% C 136 21 ‐53% C
EB 186 16 ‐0.9 40% D 138 21 ‐1.6 54% C
WB 133 21 ‐1.9 54% C 178 16 ‐4.8 41% D
AM Peak Hour PM Peak Hour
Notes:
a) Roadway segment travel times and average speeds calculated using Synchro/SimTraffic v9 analysis software.
b) Segment levels of service determined based on HCM 2010 Urban Street LOS criteria, which is based on Travel Speed as a percentage of Base Free‐
Flow Speed. Average travel speed includes delays at intersections along study segment. Base Free‐Flow Speed calculated per HCM 2010
methodology.
c) Locations that exceed the City's established level of service target (LOS D) are highlighted.
Scenario Direction
Existing Conditions
Existing + Improvements
As shown in the table above, with the addition of the potential roadway modifications, which include
elimination of the second eastbound travel lane between Tassajara and Ferrini, roadway segment auto
levels of service would continue to operate at the City’s auto level of service standard of LOS D or better
during AM and PM peak hour conditions.
Foothill Boulevard Roadway Segment Bicycle Levels of Service
Score LOS Score LOS Score LOS Score LOS
EB 4.35 E 4.06 D < 0.25 A < 0.25 A
WB 3.93 D 4.23 D < 0.25 A < 0.25 A
EB 3.29 C 3.01 C < 0.25 A < 0.25 A
WB 3.91 D 4.25 D < 0.25 A < 0.25 A
EB 2.07 B 1.84 A 0.63 A 0.40 A
WB 1.80 A 2.03 B 0.36 A 0.59 A
EB 2.06 B 1.88 A 0.62 A 0.44 A
WB 1.76 A 2.04 B 0.32 A 0.60 A
Notes:
a) Roadway volumes collected in January 2016 and represent the average of two typical weekdays.
b) Bicycle Levels of Service for roadway links calculated based on Highway Capacity Manual (HCM) 2010 methodology.
Foothill Boulevard
(Tassajara to Ferrini)
Foothill Boulevard
(Ferrini to Broad/Chorro)
Foothill Boulevard
(Broad/Chorro to Santa Rosa)
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak HourDir.
Existing Conditions Existing + Improvements
Foothill Boulevard
(Patricia to Tassajara)
Segment
As shown in the table above, with the addition of the potential roadway modifications, which include
addition of protected bike lanes on both sides of the Foothill Boulevard corridor, roadway segment
bicycle levels of service would improve significantly compared to existing conditions, particularly along
the segments between Patricia and Ferrini where bicyclists currently experience the discomfort of
adjacent on-street parking activity on the right and auto traffic traveling at 40 miles per hour on the left.
The City has set a bicycle level of service target objective of LOS B, with LOS D as a minimum
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix B: Traffic Data & Analysis B-14
acceptable standard. With the modifications included in this example improvement scenario, which
include addition of protected bike lanes to physically separate bicycle facilities from auto traffic, bicycle
levels of service for the Foothill corridor would meet or exceed the City’s target objective.
Based on preliminary planning-level analysis, potential corridor improvements would likely to provide
substantial benefits to the bicycling environment along Foothill Boulevard between Patricia and Santa
Rosa (Highway 1). Additional analysis is recommended to evaluate near-term and long-term traffic
operations and other constraints prior to proceeding further with development of detailed improvement
recommendations.
Highland & Highway 1 (Improvement Project #8)
Access/Safety Issue Identified: The bike lane (and bike loop detector) at the eastbound approach to the
Highland Drive/Highway 1 intersection is positioned so that right-turning vehicles conflict with bicycles
traveling eastbound to Cal Poly. At the westbound intersection approach, the bike lane is located along
the curb side, which is not the correct design for an intersection approach with a dedicated right-turn
lane.
Recommended Project: Convert the eastbound shared through/right-turn lane to a dedicated right-turn
lane. Restripe the eastbound and westbound approaches to transition the bike lane from the curbside
to the left side of the right-turn lane.
Analysis Required: Review existing bicycle volumes and collision history. Analyze traffic operations at
Highway 1/Highland intersection with and without proposed modifications.
Data Review
Existing traffic volumes and transportation characteristics were reviewed at the Highway 1/Highland
intersection. This intersection serves as the primary western entrance to Cal Poly and as the northern
gateway to the City. Over 800 bicyclists per day use this intersection to ingress/egress the Cal Poly
campus—the vast majority of whom travel via the Highland Drive neighborhood west of Highway 1.
At the eastbound Highland Drive intersection approach, a bike lane is provided along the curb, adjacent
to a shared through/right-turn lane. With the current intersection configuration, eastbound vehicles often
encroach into the bike lane when making right-turns and conflict with bicyclists continuing eastbound on
Highland to Cal Poly—particularly during the morning commute when traffic volumes entering Cal Poly
are highest. At the westbound approach, a bike lane is provided along the curbside adjacent to a right-
turn lane. This configuration is not consistent with current design practices, which recommend placement
of a bike lane to the left side of right-turn lanes at intersections to reduce potential for right hook
collisions. In the most recent 10-year period, 10 collisions have been recorded at the Highway
1/Highland intersection. Of the 10 collisions, one involved a bicyclist and one involved a pedestrian.
Traffic Operations Analysis
In order to assess potential vehicular traffic impacts associated with the proposed modifications to the
eastbound and westbound lane configurations at Highway 1/Highland, peak hour intersection levels of
service and vehicle queues were analyzed. Potential level of service impacts for the intersection would
be considered significant if this location were to degrade below Caltrans’ adopted performance target of
the threshold of LOS C/D. Queueing impacts would be considered significant if the vehicular queues for
turn movements were to spill back beyond the available turn pocket storage lengths. Traffic impacts
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix B: Traffic Data & Analysis B-15
were analyzed for weekday AM and PM peak hour conditions using Synchro v9 traffic analysis software
with traffic volumes. Results are summarized below:
Highway 1/Highland Drive Intersection Levels of Service
Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS
Existing
Conditions 38.5 D 28.9 C 53.5 D 52.5 D 38.5 D 39.1 D 50.0 D 26.7 C 82.2 F 49.4 D
Existing +
Improvements 38.5 D 28.9 C 63.7 E 52.5 D 39.9 D 39.1 D 50.0 D 28.4 C 82.2 F 49.5 D
Int. Avg.Scenario NB
AM Peak Hour
NB
PM Peak Hour
WBEBSBInt. Avg.WBEBSB
Notes:
a) Intersection LOS calculated using Synchro 9 analysis methodology, as HCM 2010 methodology does not support the existing intersection lane configuration.
As shown in the table above, with the proposed intersection modifications, the overall intersection levels
of service would remain unchanged. The intersection would continue to operate at LOS D for the AM
and PM peak hour periods with an increase to the average delay of about 1 second per vehicle. The
eastbound intersection approach would degrade from LOS D to LOS E with an addition of approximately
10 seconds/vehicle of delay during the AM peak hour in conjunction with the modifications.
Highway 1/Highland Drive Intersection Queueing
Storage Queue Storage Queue Storage Queue Storage Queue Storage Queue Storage Queue Storage Queue Storage Queue Storage Queue Storage Queue Storage Queue Storage Queue
AM 95 734 57 179 500 16 163 262 ‐68 72 0
PM 136 #700 45 52 #736 17 107 60 ‐#246 #249 24
AM 95 734 57 179 500 16 156 #473 47 68 72 0
PM 136 #700 45 52 #736 17 102 106 17 #246 #249 24
210
210 ‐210180 330‐210 ‐340 75 75‐
WB
LTR
EB
LTRR
‐210 ‐340180‐330
T
Notes:
a) Queueing values represent 95th percentile queues, as calculated using Synchro 9 analysis software.
b) Where turn pockets exist, storage lengths are measured in feet.
c) Locations are highlighted where projected queues are estimated to extend at least one vehicle length (25') beyond the provided turn pocket storage.
d) # indicates locations where the volume exceeds capacity, actual queues may be longer.
Scenario Peak
Hour LLTR
NB SB
Existing
Conditions
Existing +
Improvements
210 ‐‐75
As shown in the highlighted portion of the table above, peak (95th percentile) queues in the westbound
left-turn lane will continue to extend beyond the available turn pocket storage length, but are not
anticipated to increase with the addition of the proposed intersection modifications. Peak queues for the
eastbound Highland Drive approach will continue to exceed the available left-turn pocket storage during
the AM peak hour because through movement queues block access to the left-turn lane. Because the
eastbound and westbound approaches operate with split phasing, spillback from a left-turn pocket is not
a significant concern, as the left and through movements receive a green light at the same time. Peak
eastbound through movement queues are anticipated to increase by approximately 210 feet (8 car
lengths) during the AM peak hour period with the proposed intersection modifications. While this would
likely add some frustration for drivers at this intersection during the AM commute period when observing
a longer queue of vehicles at this approach, an increase to through movement vehicle queues does not
necessarily trigger a significant traffic impact based on City standards. Further, a review of AM peak
hour traffic operations using SimTraffic simulation software shows that even with no changes to the
current signal timing plan, the vast majority of the analysis period there is sufficient green time for the
full queue of vehicles at the eastbound approach to clear the intersection each cycle.
Safe Routes to School Improvements for
Bishop’s Peak & Pacheco Elementary Schools
Appendix B: Traffic Data & Analysis B-16
The recommended intersection modifications at the Highway 1/Highland Drive intersection would
provide significant benefit for bicyclists approaching the intersection from either Highland Drive
approach. Based on this preliminary traffic analysis, additional review by City and Caltrans traffic
engineering staff is recommended to fully understand the potential benefits and tradeoffs associated
with these improvements prior to implementation.