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Home My WebLink About08-20-2020 ATC Agenda PacketCity of San Luis Obispo, Agenda, Planning Commission Agenda ACTIVE TRANSPORTATION COMMITTEE Thursday, August 20, 2020 6:00 p.m. SPECIAL MEETING Teleconference Based on the threat of COVID-19 as reflected in the Proclamations of Emergency issued by both the Governor of the State of California, the San Luis Obispo County Emergency Services Director and the City Council of the City of San Luis Obispo as well as the Governor’s Executive Order N-29-20 issued on March 17, 2020, relating to the convening of public meetings in response to the COVID-19 pandemic, the City of San Luis Obispo will be holding all public meetings via teleconference. There will be no physical location for the Public to view the meeting. Below are instructions on how to view the meeting remotely and how to leave public comment. Additionally, members of the Active Transportation Committee are allowed to attend the meeting via teleconference and to participate in the meeting to the same extent as if they were present. Using the most rapid means of communication available at this time, members of the public are encouraged to participate in Council meetings in the following ways: 1. Remote Viewing - Members of the public who wish to watch the meeting can view: ➢ View the Webinar: ➢ Registration URL: https://attendee.gotowebinar.com/register/567722242650441229 ➢ Webinar ID: 517-606-491 2. Public Comment - The Active Transportation Committee will still be accepting public comment. Public comment can be submitted in the following ways: • Mail or Email Public Comment ➢ Received by 3:00 PM on the day of meeting - Can be submitted via email to emailcouncil@slocity.org or U.S. Mail to City Clerk at 990 Palm St. San Luis Obispo, CA 93401 ➢ Emails sent after 3:00 PM and up until public comment is opened on the item – Limited to one page emailed to cityclerk@slocity.org, which will then be read aloud during the public comment period on the item specified. • Verbal Public Comment o Received by 3:00 PM on the day of the meeting - Call (805) 781-7164; state and spell your name, the agenda item number you are calling about and leave your comment. The verbal comments must be limited to 3 minutes. All voicemails will be forwarded to the Committee Members and saved as Agenda Correspondence. Active Transportation Committee Agenda August 20, 2020 Page 2 o During the meeting – Comments can be submitted up until the Public Comment period is opened for the item when joining via the webinar (instructions above). Please contact the City Clerk’s office at cityclerk@slocity.org to more information. All comments submitted will be placed into the administrative record of the meeting. MISSION: The purpose of the Active Transportation Committee (ATC) is to provide oversight and policy direction on matters related to bicycle and pedestrian transportation in San Luis Obispo and its relationship to bicycling and walking outside the City. CALL TO ORDER: Chair Jonathan Roberts ROLL CALL : Committee Members Thomas Arndt, Lea Brooks (vice chair), Donette Dunaway, Timothy Jouet, Briana Martenies, Russell Mills, Jonathan Roberts (chair) PUBLIC COMMENT: At this time, people may address the Committee about items not on the agenda. Persons wishing to speak should come forward and state their name and address. Comments are limited to three minutes per person. Items raised at this time are generally referred to staff and, if action by the Committee is necessary, may be scheduled for a future meeting. CONSIDERATION OF MINUTES 1. Minutes of the July 16, 2020 Regular Meeting ACTION ITEM 2. ACTIVE TRANSPORTATION PLAN IMPLEMENTATION (FUKUSHIMA – 110 MINUTES) At the June 11, 2020 meeting, the ATC requested a meeting to discuss the Implementation chapter of the Active Transportation Plan (ATP) before it begins administrative review and the public draft of the Plan in its entirety is released in the fall. The Implementation Chapter details the steps necessary to implement the Active Transportation Plan, as well as lists projects in terms of highest priority, information on equity, funding strategies, maintenance, monitoring, and evaluation. In addition to the Implementation Chapter, a consolidated list of all draft policies in the Active Transportation Plan is being provided for the committee for review. This item will provide an opportunity to review all of the draft policies before the Plan completes graphic design, administrative review, and the public draft of the Plan in its entirely is released in the fall. Active Transportation Committee Agenda August 20, 2020 Page 3 Note: To aide in referencing individual policies, line numbering has been added. These numbers are only temporary and will only be used until a full numerical policy list is completed in the public draft release. Staff Recommendation: Receive input on the Implementation Chapter and the consolidated list of Plan policies and recommend continued development of the Active Transportation Plan in anticipation of the release of the entire public release draft and beginning of environmental review. Attachment 2: DRAFT Implementation Chapter Attachment 3: Consolidated List of DRAFT ATP Policies ADJOURNMENT The next Regular Meeting of the Active Transportation Commi ttee is scheduled for Thursday , September 17 , 20 20, at 6:00 p.m., by teleconference. ATTACHMENTS 1.Minutes of the July 16, 2020 Special Meeting 2.DRAFT Implementation Chapter 3.Consolidated List of DRAFT ATP Policies The City of San Luis Obispo wishes to make all of its public meetings accessible to the public. Upon request, this agenda will be made available in appropriate alternative formats to persons with disabilities. Any person with a disability who requires a modification or accommodation in order to participate in a meeting should direct such request to the City Clerk’s Office at (805) 781-7100 at least 48 hours before the meeting, if possible. Telecommunications Device for the Deaf (805) 781-7107. Agenda related writings and documents are available online or for public inspection at the Public Works Department, 919 Palm Street, SLO. Meeting audio recordings can be found at the following web address: http://opengov.slocity.org/WebLink/1/fol/60965/Row1.aspx Minutes – Active Transportation Committee Meeting of July 16, 2020 Page 1 Minutes - DRAFT ACTIVE TRANSPORTATION COMMITTEE Thursday, July 16, 2020 1 Regular Meeting of the Active Transportation Committee 2 3 CALL TO ORDER 4 5 A Regular Meeting of the San Luis Obispo Active Transportation Committee was called to order 6 on Thursday, July 16, 2020 at 6:05 p.m. via teleconference by Chair Roberts. 7 8 ROLL CALL 9 10 Present: Committee Members Thomas Arndt, Lea Brooks (vice chair), Timothy Jouet (joined 11 at 6:10), Briana Martenies, and Jonathan Roberts (chair) 12 13 Absent: Donette Dunaway 14 15 Staff: Active Transportation Manager Adam Fukushima, Associate Planner Kyle Bell, and 16 Recording Secretary Lareina Gamboa 17 18 PUBLIC COMMENT ITEMS NOT ON THE AGENDA 19 None. 20 21 --End of Public Comment-- 22 23 APPROVAL OF MINUTES 24 25 1.Review Minutes of the Active Transportation Committee Meeting of June 11, 2020:26 27 ACTION: UPON MOTION BY COMMITTEE MEMBER BROOKS, SECONDED BY 28 COMMITTEE MEMBER MILLS, CARRIED 5-0-2 (COMMITTEE MEMBERS 29 DUNAWAY AND JOUET ABSENT), to approve the Minutes of the Active Transportation 30 Committee Meeting of June 11, 2020, as presented. 31 32 Public Comment 33 None. 34 35 --End of Public Comment-- 36 37 ACTION ITEMS 38 39 2.600 Tank Farm Road Active Transportation Facilities40 Associate Planner Kyle Bell and Active Transportation Manager Fukushima provided a41 presentation and responded to Committee inquiries in regards to the 600 Tank Farm Road mixed-42 use development and its relation to Active Transportation projects in the city. The applicant for43 Attachment 1, Page 1 of 2 Minutes – Active Transportation Committee Meeting of July 16, 2020 Page 2 the project, represented by Darin Cabral from RRM Design Group, also provided a presentation 44 and responded to questions. 45 46 ACTION: UPON MOTION BY COMMITTEE MEMBER BROOKS, SECONDED BY 47 COMMITTEE MEMBER ARNDT, CARRIED 6-0-1 (COMMITTEE MEMBER 48 DUNAWAY ABSENT), to recommend providing committee suggestions to staff and the 49 applicant for consideration as the project progresses. 50 51 Public Comment 52 None. 53 54 --End of Public Comment-- 55 56 3. Climate Action Plan For Community Recovery 57 58 Active Transportation Manager Fukushima provided a PowerPoint presentation and 59 responded to Committee inquiries in regards to the Climate Action Plan for Community 60 Recovery and its relation to the Active Transportation Plan. 61 62 Public Comment 63 None. 64 65 --End of Public Comment-- 66 67 ACTION: UPON MOTION BY COMMITTEE MEMBER ARNDT, SECONDED BY 68 COMMITTEE MEMBER BROOKS, CARRIED 6-0-1 (COMMITTEE MEMBER 69 DUNAWAY ABSENT), to thank City staff for their work putting together the Climate 70 Action Plan, and moves to request that the list of Climate Action Plan comments recorded 71 during the meeting be included for consideration. 72 73 ADJOURNMENT 74 75 The meeting was adjourned at 8:00 p.m. The next Regular Active Transportation Committee 76 meeting is scheduled for Thursday, September 17, 2020 at 6:00 p.m., by teleconference. 77 78 79 APPROVED BY THE ACTIVE TRANSPORTATION COMMITTEE: XX/XX/2020 80 81 82 Attachment 1, Page 2 of 2 DraftImplementing the Active Transportation Plan This chapter outlines the City’s strategy to invest in bicycle and pedestrian infrastructure projects. Given that this Plan identifies over 240 projects, it is imperative that the projects are prioritized based on their greatest potential to increase bicycling and walking given the high cost of infrastructure investments and limited city resources to implement them. Therefore, the bicycle and pedestrian recommendations were evaluated against a set of criteria and scored. The following criteria were used to prioritize the proposed bicycle and pedestrian projects: (placeholder for graphic) •Ridership/Usage •Safety/Collisions •Disadvantaged Communities •Outreach Results •Destination Proximity •Alignment with Existing Pavement Projects The projects have been categorized into the following categories: Tier 1: Projects with the highest potential to increasing the number of people bicycling and walking. The City will actively pursue funding for these projects. Tier 2: Projects with a lower potential than Tier 1 in increasing bicycling and walking yet still play an important role. These projects will be pursued as funding opportunities arise. Tier 3: Projects that help complete the bicycling and walking network will be funded mostly by development projects. Some of proposed projects can be completed more quickly, based on having minimal challenges and positive community support. Other projects still need to go through a community design process to evaluate challenges, undertake additional study, or require multi- agency coordination. Tier One, Two, and Three Projects The prioritization corridors were organized into three tiers based on the evaluation metrics. Figure xx shows the recommended bicycle facilities which are separated by priority. Tier 1 projects, in purple, are considered to be the City’s top priority. It is important to note that the prioritization projects shown on the map below include both bicycle and pedestrian projects. The prioritization tiers in this chapter are intended to serve as general guidelines. Implementation priorities may change as a result of a variety of factors including funding opportunities or integration with other planning efforts, pavement projects, or development. Figure xx shows the proposed crossing improvements throughout the City. Table xx shows the Tier 1, Tier 2, and Tier 3 projects. A more detailed project list can be found in Appendix xx. Community Collaboration The City of San Luis Obispo is committed to provide community engagement as bicycle and pedestrian projects move from ideas into designs and eventually built infrastructure. The City engagement process will use a number of tools to ensure outreach is inclusive. Depending on the project, tools include identifying the groups and individuals having a stake in the project, using a variety of outreach methods including pop-up workshops, online engagement tools, community-based meetings to reach community members that do not usually engage in traditional town hall type meetings. Engagement will also work to identify disadvantaged communities informed by the SLOCOG Disadvantaged Communities Assessment as well as other tools to ensure an inclusive outreach process depending on the project. Equity Principles Planning and implementing this Plan through an “Equity Lens” is critical in pursuing the kind of transformational mode shift described in the Active Transportation Plan. Community engagement that effectively considers equity in its implementation through diverse stakeholder consultation, guarantees equitable distribution of burdens and benefits, ensures transparency and accountability to stakeholders, and tackles today’s issue without creating burdens for future generations is capable of achieving significant increases in bicycling Attachment 2, Page 1 of 16 Draftand walking and enhancing the quality of life of the City’s most vulnerable populations. In the implementation of the Active Transportation Plan, the City of San Luis Obispo is committed to the following actions across four areas of equity: • Procedural equity – Implementation strategies for the Plan will be informed by a cognizance of diverse stakeholders from community organizations, individuals, and academia to ensure equity considerations are fully integrated into how the ATP is implemented. • Distributional equity – Upon assessing all feasible options for a project, the City will identify solutions that distribute financial benefits and burdens equitably across stakeholders while prioritizing those that are low-cost, high-impact. • Structural equity – The City will maintain transparency through regular reporting to the public and the Active Transportation Committee on program progress throughout implementation, including feedback from those participating in the program. • Transgenerational equity – The City will focus on utilizing strategies that effectively increase bicycling and walking that have benefit across generations. Attachment 2, Page 2 of 16 Draft Attachment 2, Page 3 of 16 DraftAttachment 2, Page 4 of 16 Draft Attachment 2, Page 5 of 16 DraftAttachment 2, Page 6 of 16 DraftTier 1 Projects *A more detailed project list can be found in Appendix xx. Corridor User Project Components Miles Anholm Neighborhood Greenway Bike/Ped Shared Use Path Bike Lane Cycle Track Neighborhood Greenway Crossing Improvement (Minor) 1.83 Broad Street/Santa Barbra Corridor Bike/Ped Cycle Track Crossing Improvement (Major) Crossing Improvement (Minor) Grade Separated Crossing 2.42 Foothill Boulevard Bike/Ped Cycle Track Crossing Improvement (Major) Crossing Improvement (Minor) Grade Separated Crossing 1.28 Higuera Street Bike/Ped Cycle Track Crossing Improvement (Major) Crossing Improvement (Minor) 3.82 Los Osos Valley Road Bike/Ped Shared Use Path Cycle Track Crossing Improvement (Major) Crossing Improvement (Minor) Grade Separated Crossing 2.63 LOVR to Broad Street Corridor Bike/Ped Shared Use Path Crossing Improvement (Major) 1.02 Marsh Street Bike/Ped Bike Lane Cycle Track Neighborhood Greenway Crossing Improvement (Major) Crossing Improvement (Minor) 1.43 Mill Street Bike/Ped Neighborhood Greenway 0.45 Morro Street Bike/Ped Neighborhood Greenway 0.27 Oceanaire Neighborhood Greenway Bike/Ped Shared Use Path Cycle Track Neighborhood Greenway Crossing Improvement (Major) 1.39 Prado/Dalidio/Hopkins Bike/Ped Shared Use Path Bike Lane Cycle Track Crossing Improvement (Major) 4.45 Railroad Safety Trail Bike/Ped Shared Use Path Cycle Track Crossing Improvement (Minor) At Grade Crossing 1.09 Attachment 2, Page 7 of 16 DraftGrade Separated Crossing Santa Barbra Street Bike/Ped Cycle Track Crossing Improvement (Minor) 0.32 South Street Bike/Ped Cycle Track Crossing Improvement (Major) Crossing Improvement (Minor) 0.78 Tank farm Road Bike/Ped Shared Use Path Cycle Track Crossing Improvement (Minor) 2.73 Tier 2 Projects *A more detailed project list can be found in Appendix xx. Corridor User Type Miles Broad Street Bike/Ped Bike Lane Crossing Improvement (Minor) 0.3 Nipomo Neighborhood Greenway Bike/Ped Neighborhood Greenway 0.83 Orcutt Road Bike Cycle Track 0.81 Grand Avenue Bike/Ped Cycle Track Crossing Improvement (Minor) 0.54 Johnson Avenue Bike/Ped Cycle Track Intersection Improvement (Major) 2.13 Monterey Street Bike/Ped Cycle Track Crossing Improvement (Major) Crossing Improvement (Minor) 0.79 Chorro Street Bike Bike Lane 0.25 Industrial Way Bike Bike Lane 0.39 Santa Rosa Street Ped Crossing Improvement (Major) N/A Cerro Romauldo Neighborhood Greenway Bike/Ped Neighborhood Greenway .81 Highland Drive Bike Bike Lane 0.2 Buena Vista Street Bike/Ped Cycle Track 0.13 Toro Neighborhood Greenway Bike/Ped Neighborhood greenway 0.69 Elks Lane Bike Lane Bike Bike Lane 0.12 Bob Jones Trail Bike/Ped Shared Use Path 0.19 Islay Street Bike/Ped Neighborhood Greenway 0.59 General Curb Ramp Upgrades Ped Curb Ramps N/A Street Light Installations Bike/Ped Street Lights N/A Attachment 2, Page 8 of 16 DraftTier 3 Projects *A more detailed project list can be found in Appendix xx. Corridor User Type Miles Avila Ranch Bike/Ped Shared Use Path Bike Lane Creek Crossing 7.5 Bob Jones Trail Bike/Ped Shared Use Path 0.27 California Boulevard Bike/Ped Shared Use Path 0.62 Santa Rosa/Cal Poly Bike/Ped Grade Separated Crossing N/A Highland/Santa Rosa Bypass Bike/Ped Shared Use Path Crossing Improvement (Major) 0.51 Laguna Lake Paths Bike/Ped Shared Use Path 3.69 RRST Bike/Ped Shared Use Path 0.27 Santa Rosa Street (State Route 1) Bike/Ped Cycle Track Crossing Improvement (Major) 1.1 Attachment 2, Page 9 of 16 DraftCosts Planning level, construction cost estimates for each project are provided in appendix xx. Being a planning level assessment, project unknowns exist, and therefore a high and low-cost estimate is provided. The broad range of potential costs is appropriate given the level of uncertainty in the design at this point in the planning process. The following provides greater detail on some of the associated costs estimates: Facility Type Per Cost Estimate (LOW) Cost Estimate (HIGH) Shared Use Path Mile $787,500 $1,575,000 Bicycle Lane Mile $138,600 $406,350 Bicycle Route Mile $24,150 $36,750 Protected Bike Lane Mile $326,550 $931,350 Neighborhood Greenway Mile $304,500 $1,071,000 Rectangular Rapid Flashing Beacon (RRFB) EA $31,500 $63,000 Pedestrian Refuge Island EA $10,500 $52,500 Protected Intersection EA $787,500 $1,575,000 High Visibility Crosswalk EA $2,625 $5,250 ADA Curb Ramps EA $3,675 $5,250 Curb Extensions EA $15,750 $131,250 Crossing Signals LS $5,250 $525,000 HAWK Signal EA $210,000 $420,000 Proposed Bikeway Level of Traffic Stress Back in Chapter 3, a street’s Level of Traffic Stress (LTS) was introduced in order to better understand the needs of the different types of bicyclists in San Luis Obispo. The level of traffic stress scores was mapped to reflect the existing low stress connections and gaps throughout San Luis Obispo. Figure xx returns to this methodology to map a future in which the proposed bicycle network for San Luis Obispo has been implemented. This map illustrates the bikeway level of traffic stress after each project has been implemented. The results of this analysis demonstrate the benefit for low-stress connectivity associated with completion of the proposed bicycle network. Proposed Bikeway Level of Traffic Stress Findings The proposed network supports a complete, connected low-stress bicycle network for San Luis Obispo. The addition of protected bike lanes (Class IV), particularly along roadways in the central and southern areas of the City support more comfortable travel that connects to new or existing shared- use paths (Class I), other low stress routes, and destinations across the city. When compared to the existing LTS scores, more than 25 miles of roadway are improved from high stress (LTS 3 or LTS 4) to low stress (LTS 1 or LTS 2). In fact, nearly 30 miles of roadways in the proposed network will score as LTS 1 as compared to fewer than 3 miles in the existing conditions network, over 10% of the City’s roadways will be updated to be LTS 1. Attachment 2, Page 10 of 16 DraftAttachment 2, Page 11 of 16 DraftImplementation Strategies The City of San Luis Obispo will continue to build a strong connected active transportation network using a variety of implementation strategies. The Plan will be built over a number of years focusing on the Tier 1 projects that have the highest potential to increase walking and biking. Throughout the implementation process staff will continue to work with critical partners and the community to gather input. The implementation of the Plan, will be incremental, but is guided by established policy to continue to prioritize funding toward meeting the City’s goals for increasing bicycling and walking. Below are a number of implementation strategies that the City of SLO will use to build the active transportation network: Building the Network by Tiers As described above, the City is committed to building projects that have the highest potential to increase walking and biking. The majority of these projects are on large corridors that provide direct connections to important destinations. These projects also focus on improving the comfort level on higher-stress roads. A number of these projects in Tier 1 will require additional study due to their complexity and the need for focused outreach. While the Tier structure provides a path forward and a long-term guide, SLO will remain flexible and innovative to ensure that the City implements the plan quickly and takes advantage of opportunities when they arise. Quick-Build, Opportunistic and Pilot Projects As implementation of the active transportation network begins, the City will be smart, innovative, and opportunistic to efficiently deliver projects. The City shall review the project list to determine which ones can be accelerated to be done quickly and efficiently. These “quick-build” projects are typically inexpensive “low-hanging fruit” projects that achieve a more connected network. Such projects could include: o Bike routes and neighborhood greenways o Bike lanes that require striping only to complete o Short sidewalk gaps that provide better connectivity o Crossing improvements to join pathway/trail segments When evaluating effectiveness, Quick Build Projects should remain installed for enough time to allow for behavioral adjustments to new traffic control or facility features provided if no safety concerns or other unforeseen concerns arise. Results will be provided at the conclusion of the evaluation period with findings and future recommendations, depending on the project. The city shall update the Neighborhood Traffic Management Program to provide additional flexibility for community-driven traffic calming projects and for more rapid deployment of temporary quick-build treatments to address potential neighborhood traffic safety concerns related to high vehicle speeds and/or unsafe driving patterns. The city shall consider developing a toolbox of pre-approved, low cost, temporary residential traffic calming designs/elements that can be installed rapidly, such as traffic circles, painted intersections, mid-road flex posts, chicanes, medians and roadway planters that can be installed by the city or by local residents, businesses or community groups with the City’s oversight and approval. The intent is to increase the comfort level for walking, running, biking, playing, and socializing especially for our youngest and most vulnerable residents. Pre-approved design and potential for community-led implementation will reduce the time and cost it takes the City to typically implement these features. The City may decide to make these permanent or upgrade them during road repaving efforts. While not always the easiest or cheapest, opportunistic project implementation relies on coordination and planning. The opportunistic implementation focuses on leveraging on-going or planned projects to build active transportation projects such as: • Bike lanes or shoulder bikeways in conjunction with roadway resurfacing projects as they occur. • Improvement of crosswalks to improve visibility while resurfacing. • Coordinating and combining projects to leverage economies of scale for sidewalk and curb ramp improvement projects. An additional opportunity is to ensure that the city works with developers to pay for or implement active transportation project that Attachment 2, Page 12 of 16 Draftare necessary for their new developments. The city has been successful with this strategy and have established policies to assist in this effort. The City requires that development contribute its share toward the costs of active transportation facilities and programs. This creates a “win-win” scenario for the community and the developer as it provides a necessary treatment to improve the community while providing transportation options for the residents, workers and visitors of the development and potentially reduces vehicle miles traveled and greenhouse gases. “Pilot” or “Demonstration” Projects are a way to test the impacts of changes to the transportation network by temporarily constructing improvements using removable materials, that can be adjusted or removed entirely as experience is gained. These projects enable the City to study the real-world efficacy of such changes, often at a relatively modest cost. Utilizing before and after data collection, project prioritization can be monitored to understand benefits and tradeoffs, with the goal of adjusting the final design before committing to a more expensive permanent capital project. Short-term demonstration projects, sometimes called tactical urbanism or temporary installations, are installed for short periods of time in order to quickly evaluate a project and to gather feedback from the public. These projects usually use cones, temporary marking tape, moveable planters, and other non-permanent materials that can be easily be installed, modified, and removed, as needed. Longer-term pilot projects may be intended to eventually become permanent. This allows for extensive data collection and public input, especially for potentially contentious projects. Materials could range from temporary to more durable materials like paint and bolted in features. Opportunities for Curb Ramps, Street Lighting, and Other Pedestrian Amenities In addition to the pedestrian projects included as part of Tiers 1-3, the City will also actively pursue opportunities to construction pedestrian- specific improvements such as curb ramps and street lighting in the downtown, and in areas within 500 feet of schools (including Cal Poly University), parks, and senior living facilities. Placeholder for map Attachment 2, Page 13 of 16 DraftFunding Strategies The City of SLO provides significant funding to bicycle and pedestrian projects. In accordance with the General Plan mode share budget goals, the City plans to spend a minimum of 20% of all transportation funds on bicycle projects an projects, 12% on transit, and 18% on walking, car pools, and other forms of transportation than non-single occupancy motor vehicle use. The City shall secure and earmark sufficient funds to implement Tier 1 projects by 2035 as called for in this Plan’s Objectives. While these funding commitments are significant, the cost of these projects far exceed the City’s general funds. There are a variety of funding sources that exist to supplement local funding for bicycle and pedestrian infrastructure projects, programs, and studies. Below are a number of common local grants: • SLOCOG Safe Routes to School Capital Grant Program This small grant program is administered by SLOCOG which allows cities within its jurisdiction to apply for funds to implement Safe Routes to School infrastructure to support walking and biking. • Road Maintenance and Rehabilitation Account (RMRA SB-1) Funds made available by this program can be used to satisfy match requirements of a state or federal program, or for projects that include, road maintenance and rehabilitation, safety projects, railroad grade separations, traffic control devices, and complete streets components. • The Transportation Development Act (TDA) The TDA provides two major sources of funding for public transportation: The Local Transportation Fund (LTF)and State Transit Assistance (STA). LTF is distributed to the region by the State and allocated by SLOCOG to each of the seven cities. • Measure G This local revenue source provides the City with $7.5 million annually to offer essential municipal services and fund infrastructure projects including neighborhood street paving and bicycle and pedestrian improvements. State and federal competitive grants provide another opportunity to support the study, design and construction of large bikeway projects and programs. • California’s Active Transportation Program (ATP) Funds infrastructure and programmatic projects that support the program goals of shifting trips to walking and biking, reducing greenhouse gas emissions, and improving public health. • Caltrans Sustainable Transportation Planning Grant This grant is available to communities for planning, study, and design work to identify and evaluate projects, including conducting outreach or implementing pilot projects. • Caltrans Highway Safety Improvement Program (HSIP) Funds projects on any publicly owned road or active transportation facility, including bicycle and pedestrian improvements. • Urban Greening Program The program funds the development of green infrastructure projects that reduce greenhouse gas emissions. Developer fees will also contribute to the construction of bicycle and pedestrian projects. The City shall require that development contribute its share toward the cost of active transportation facilities and programs. Following adoption of the Active Transportation Plan, the City shall update the Citywide Traffic Impact Fee Program to include the Attachment 2, Page 14 of 16 Drafthighest-priority bicycle and pedestrian projects included in the plan. The City shall explore available funding options beyond local funds to expedite implementation of the highest priority active transportation projects, including state and federal grant programs, development impact fees, public/private partnerships and debt financing for high- cost projects that offer significant benefits to pedestrian and bicycle safety and mobility. Maintenance The City of San Luis Obispo maintains its street infrastructure in an effort to keep bicycle and pedestrian facilities comfortable and free of hazards. This includes making sure traffic control devices, street lights, signs, and pavement are in good working order. Facilities with cracked pavement, vegetation, broken glass and other debris are a hazard and a barrier to walking and biking. The City has a number of systems in place to ensure proactive maintenance of bicycle and pedestrian facilities in the City’s right of way. • Street, bicycle, and pedestrian maintenance issues can be reported to the Public Works department for response. • The pavement management program provides an opportunity to upgrade both bicycle and pedestrian facilities. Repaving of streets creates the opportunity to make sidewalk repairs, and to install sidewalk ramps and new bicycle facilities. • The addition of protected bike lanes to the bicycle network will require the facilities to be free and clear of debris, but traditional street sweepers are too large to fit. Planters will also need to be watered and maintained. Strategies to address the maintenance of protected bike lanes include: o Partnering with neighborhoods, volunteers, and community groups to coordinate planter and facility maintenance. o Using contractors to provide the work when it makes fiscal sense. o Exploring the use of a City-owned sweeper designed for narrow facilities such as protected bike lanes. This plan also proposes strategies to incorporate maintenance concerns as part of the planning and design process, and to collaborate across different departments at the City of San Luis Obispo: • Incorporate maintenance needs into the design and planning of bicycle and pedestrian facilities to ensure proper maintenance after construction. • Identify and regularly update annual maintenance costs for bicycle and pedestrian facilities to ensure adequate funding levels for routine maintenance costs. • Include other operational issues such as parking, traffic enforcement, and traffic operations during the design of bicycle and pedestrian facilities to ensure the proper operation and maintenance. Monitoring and Evaluation Ongoing monitoring and evaluation are critical in achieving the goals of this Plan. The City’s Annual Traffic Safety Program identifies high collision locations within the City and actively pursues corrective measures to reduce collision rates and improve safety. The City performs Traffic Data counts for all modes of transportation every 2 years at selected intersections and segments. Bicycle and pedestrian counts show volume over a 24-hour period. Several other programs to highlight and understand the progress of implementing this plan include: • Conducting citywide statistically valid surveys with active transportation questions on a regular basis to track the behaviors and issues of bicycling and walking. • Conduct pre and post implementation evaluations of all Tier 1 infrastructure improvements to understand the change in use, and the community impacts and benefits. • Conduct bi-annual Traffic Data counts at high volume bicycle and pedestrian corridors to understand usage patterns. • Dovetailing with the Climate Action Plan monitoring, the City will provide an update every other year to report on status of Attachment 2, Page 15 of 16 Draftactive transportation project implementation and on overall progress towards achieving the City’s adopted mode share targets. • As part of the City’s two-year financial planning process, the Active Transportation Committee shall provide recommendations for prioritization of funding for active transportation projects. Attachment 2, Page 16 of 16 Chapter 1: Introduction A discussion of what an ATP is and its role in guiding decisions regarding active transportation investments NO POLICIES IN THIS CHAPTER Attachment 3, Page 1 of 35 Chapter 2: Vision and Goals Vision: San Luis Obispo will be an active transportation friendly city where bicycling and walking are healthy, safe, convenient, and comfortable forms of transportation for people of all ages and abilities. Attachment 3, Page 2 of 35 Goal 1: Safety, Health & Sustainability This Plan will empower residents to live a more active lifestyle by providing a network of safe and, efficient, and enjoyable facilities to support walking and bicycling as functional and dignified forms of transportation. The Plan will support the City’s climate action goals by reducing dependence on fossil fuel powered forms of transportation. What will the Plan do for SLO? How will SLO Implement the Plan? •Will the Plan help reduce crashes and fatalities, particularly involving vulnerable road users? •Does the Plan increase opportunities for physical activity among residents, workers and visitors? •Does the Plan help reduce air pollution, asthma rates, and greenhouse gas emissions? •Eliminate transportation related fatalities and severe injuries for both bicyclists and pedestrians by 2030. •Increase level of outreach and education programs. •Increase percentage of K-12 students receiving bicycling and pedestrian education. •Reduce air pollution, traffic congestion, and greenhouse gas emissions Objective Actions A.Reduce frequency and severity of bicycle and pedestrian crashes through the implementation of systematic safety improvements and street designs that prioritize safety for vulnerable road users 1. Continue implementation of the City’s Vision Zero policies and traffic safety programs to develop a transportation system that will reduce fatal and severe crashes around San Luis Obispo. 2. Prioritize rapid implementation of bicycle and pedestrian improvements on San Luis Obispo’s high-injury network to rapidly address known safety issues. Prioritize public safety and active transportation mobility over motor vehicle throughput and street parking when considering tradeoffs of transportation safety improvements. 3. Continue the implementation of the City’s new streetlight installation program, prioritizing new lighting installations at locations where known bicycle and pedestrian safety concerns exist. Attachment 3, Page 3 of 35 4. Apply bicycle and pedestrian design policies and guidance as presented in the Plan Design Guidelines (Appendix X) and consider innovative guidance from organizations such as NACTO and ITE publications, and the Dutch CROW Manual. Guide planners and engineers to design streets that support safe bicycle and pedestrian transportation. 5. Fund safety education programs that encourage safe behaviors for all road users. 6. Design for traffic speeds of 20-25 mph on residential and local streets and for 15-20 mph along neighborhood greenways and within school zones. Explore development of a city ordinance to authorize posting speed limits as low as 15 mph in designated school zones consistent with California Vehicle Code procedures. Apply strategies and innovative best practices to reduce speeds on arterial and collector streets where collision patterns exist. 7. Within the legal framework of the California Vehicle Code, apply best practices for setting safe speed limits on collector and arterial streets using guidelines such as Caltrans’ California Manual for Setting Speed Limits, and NACTO’s City Limits: Setting Safe Speed Limits on Urban Streets. 8. Improve enforcement of City’s traffic control requirements around construction zones to minimize impacts to pedestrian and bicycle accessibility and safety during construction activities. 9. Partner with community health groups to address safety concerns related to walking and biking. B. Promote an active lifestyle that includes biking and walking. 1. Support and incorporate bicycling and walking programs by community partners. 2. Promote programs that encourage residents to walk and bike together on city streets. 3. Develop tools such as a web-based map or app to promote the use of the bicycle and pedestrian network and distribute them as part of a wayfinding strategy. C. Reduce air pollution, asthma rates, and greenhouse gas emissions 1. Develop a bicycle and pedestrian network that provides the freedom for residents and visitors of San Luis Obispo to active modes of transportation other than driving by providing low-stress, well- connected facilities and integrating bicycling and walking with transit. 2. Consistent with the City's Climate Action Plan, implement programs, policies and physical improvements to support targeted reductions in automobile vehicle miles traveled annually as residents, workers, and visitors meet daily needs by walking, biking, and using transit. 3. Advocate for active transportation as a key strategy for addressing climate change, preserving clean air, reducing traffic congestion and noise, promoting good health, and conserving land and energy resources. Attachment 3, Page 4 of 35 Goal 2: Access & Mode Shift This Plan will serve as a catalyst for significantly increasing citywide bicycle and pedestrian transportation mode share through improved access to community destinations such as employment centers and schools, grocery and shopping centers, senior facilities, recreation centers, and transit stops. Pedestrian and bicycle facilities will be designed to provide an accessible, low-stress experience for users of all ages and ability levels. What does the Plan Address? How do we Measure Progress? •Does the Plan prioritize projects and programs that offer the greatest potential to increase walking and biking? •Does the Plan support infrastructure that accommodates users of all ages and ability levels? •Does the Plan help support and complement access to transit services and other potential forms of transportation? •Does the Plan provide flexibility for rapid development of priority projects and programs? •Increase the density of low-stress bike facilities so that 90% or more of San Luis Obispo residents live within 1/4 mile of a low stress bikeway. •Regularly measure progress towards increasing percent of highest-priority (Tier 1) bikeway and pedestrian projects completed each year. •Increase the share of commute trips made by active transportation users to 20% by bicycle and 18% by walking /carpool, and other forms of transportation •Consistent with the City’s Climate Action Plan, achieve the General Plan mode share target of 50% city wide trips by single occupant motor vehicles by 2030 •Continue to allocate transportation capital project expenditures by transportation mode consistent with City’s adopted mode split percentages •commuters to match percentage of all commuters •Double the mode share for all bicycle and pedestrian trips for K-12 schools Attachment 3, Page 5 of 35 Objective Actions A. Increase access to jobs, grocery and shopping centers, senior centers, parks, schools, recreation centers, transit, and other neighborhood destinations 1. Build low-stress bicycle and pedestrian facilities that provide access to local destinations in every neighborhood in San Luis Obispo. 2. Complete the highest-priority (Tier 1) bicycle and pedestrian projects recommended in this Plan by 2035. Complete lower-priority (Tier 2 and 3) projects as opportunities arise based on funding, potential to combine with other capital projects, and as part of private-public partnerships. 3. Prioritize mobility, connectivity, and comfort for active transportation users over motor vehicle throughput and street parking when considering tradeoffs of transportation improvement projects, particularly on collector and arterial streets. 4. Develop and implement a quick-build program, allowing for rapid implementation of priority active transportation projects using lower-cost, interim materials to provide immediate benefits for safety and mobility while exploring funding for higher-cost permanent improvements. 5. Continue to evaluate all streets during pavement resurfacing to determine if pedestrian or bicycle facilities can be provided and/or improved. Prioritize streets with planned Tier 1 and Tier 2 bicycle and pedestrian improvement projects when establishing each pavement management program schedule. 6. Install additional controlled bicycle and pedestrian crossings across major arterial and collector streets to connect neighborhoods to major destinations. Guided by the bicycle facility selection tools provided in the Plan Design Guidelines (Appendix X), and the proposed future network illustrated in Chapter 5, develop low speed/volume neighborhood greenways, physically separated bikeways on higher-speed thoroughfares, and intersection crossings that prioritize pedestrian and bicycle safety. 7. Develop a focused Safe Routes to School Improvement Plan for all K-12 schools in San Luis Obispo to reduce safety and mobility barriers to walking and biking to school. 8. Increase the supply of bicycle parking at neighborhood destinations like schools, medical centers, grocery stores, and government offices. 9. Implement a bikeshare program in partnership with Cal Poly to maximize convenient access to bicycling as a form of transportation. If supported by the City Council, explore additional micromobility transportation options to increase sustainable transportation choices in San Luis Obispo. Explore allowing expanded use for personally-owned skateboards, scooters, and other personal mobility devices in the Municipal Code. Attachment 3, Page 6 of 35 B. Coordination and maintenance 1. Coordinate the implementation of active transportation facilities with the City’s paving program to deliver bicycle and pedestrian enhancements in a cost-effective manner while maintaining pavement and sidewalk systems in a good state of repair. 2. Continue and improve a maintenance program for pedestrian and bicycle facilities to provide continued safe and comfortable use of the network. Procure a low-profile street/sidewalk sweeper to maintain pedestrian pathways and physically-separated bikeways. 3. Look at other resources to expand maintenance funding opportunities, including community partnerships and volunteer programs to assist with bikeway/sidewalk sweeping and other minor maintenance activities. C. Support access to public transit service and integration between active transportation modes 1. Design bikeways and pedestrian facilities that safely and efficiently facilitate first and last mile connections to transit. 2. Locate future micromobility stations at popular transit stops and explore mobility as a service system to incentivize use of transit and micromobility as seamless transportation services. 3. Work with SLO Transit and the Regional Transit Authority to improve bicycle and pedestrian access to transit stations and the comfort of transit stops. 4. Work with SLO Transit and the Regional Transit Authority to improve transit stations by providing more seating, shade and lighting to increase comfort for users. 5. Install secure, long-term bicycle parking at, transit centers, and other major stations. D. Serve people with mobility challenges 1. Ensure that bikeway designs do not create additional barriers for people with mobility challenges, including cyclists using bicycles with trailers, recumbent bicycles or other devices adapted for those with diverse mobility needs. 2. Expand bikeshare opportunities for people with physical mobility challenges. 3. Install or upgrade curb ramps, sidewalks, and traffic control devices to improve access for pedestrians with mobility challenges and visual impairments per current ADA standards. 4. Provide ample crossing time at signalized crossings at or near major destinations that are heavily used by pedestrians. Provide additional clearance time at crossings frequented by seniors and users with mobility challenges. At crossings of high volume/speed collector and arterial streets, provide pedestrian refuge treatments where feasible. Attachment 3, Page 7 of 35 B. Create an active transportation environment that is interesting, enjoyable, and inviting. 1. Work with local businesses to provide additional opportunities for sidewalk dining, parklets and other forms outdoor seating to encourage a vibrant, human-scaled pedestrian environment. 2. Support streetscape enhancements, public art and other placemaking strategies that promote a more interesting, enjoyable walking experience. 3. Support open streets and pilot active transportation projects, such as creation of temporary pedestrianized, car-free streets within the downtown to expand public space for visitors and community members. 4. Support land use and community design policies that allow more residents to live closer to places of employment, schools, and neighborhood retail services--such as grocery stores, drug stores and restaurants--improve the convenience of active transportation modes for daily trips. Promote development strategies that create a “15-minute City”, where most residents can access their day-to-day destinations within a 15-minute walk, bike or transit trip. 5. Incorporate landscaping, stormwater treatments and other “green street” infrastructure as part of active transportation projects where feasible. Expand the City’s urban forest, encouraging installation of new street trees to provide shade, physical separation from auto traffic, and a more inviting pedestrian realm. 6. Cooperate with the County, State, San Luis Obispo Council of Governments, Cuesta College and Cal Poly in the planning and design of regional bicycle and pedestrian facilities, such as the Bob Jones City to Sea Bike Trail, to expand regional transportation and recreation opportunities. Attachment 3, Page 8 of 35 Goal 3: Collaboration and Equity This Plan will foster more equitable and inclusive access to the public planning process. The Plan will lead to investment in active transportation infrastructure, policies and programs that benefit all members of the community, particularly low-income and otherwise disadvantaged communities who will benefit most from increased access to lower-cost transportation options and opportunities for physical activity, safer streets, reduced air pollution and greenhouse gas emissions. Understanding the Community What is Progress? •Were community members consulted from the beginning and throughout the planning process? •Do community members of all economic backgrounds feel like they have equal opportunity to participate in the City’s plans? •Does the Plan address primary mobility barriers to vulnerable populations? •Does the City incorporate community feedback in their projects? •Does the City follow through? •Does the Plan help reduce the burden of household transportation costs (e.g. by reducing the need for vehicle ownership)? •The City utilizes innovative strategies to engage all community members in the project planning process, including working with Community Organizations to broaden participation. •Follow through with project and program implementation. •Conduct and publish results of citywide Active Transportation survey and all project specific studies. •Implement projects that improve public health and access to reduce transportation cost- burdens. Objective Actions A.Increase equitable and inclusive access to the public planning process for all community members 1. Target outreach efforts to reach community members who may not be able to participate in traditional, evening townhall meetings. Strategies may include increased electronic/online outreach, pop-up workshops at popular community destinations, and less-formal, children- friendly community workshops where participants may feel more comfortable engaging with staff and other community members. Attachment 3, Page 9 of 35 2. Ensure project-level planning efforts for Active Transportation Projects follow inclusive public engagement practices. 3. Work with community-based organizations to host outreach events and interact with more people as part of future planning processes. Leverage existing relationships and cultivate new relationships with community-based organizations to distribute information and encourage public participation with planning efforts. B. Continue to build community trust with transparent and inclusive planning and decision-making 1. Implement short-term, high visibility projects in collaboration with community-based organizations that can be applied throughout the city. 2. Incorporate opportunities to enhance neighborhood vitality and livability as part of active transportation projects, such as incorporating public art, traffic calming, landscaping and other elements. Encourage neighborhood residents to participate in selecting design elements that best fit the unique character of their neighborhoods. 3. Leverage electronic media resources, including the City's website and social media forums to provide easily-accessible project information, outreach materials, community surveys, and public meeting schedules for active transportation projects. C. Improve access to active transportation for disadvantaged communities and implement strategies to reduce the burden of household transportation costs 1. Implement bicycle and pedestrian projects that address disparities in access to sustainable and low-cost transportation options in neighborhoods with higher concentrations of economically-disadvantaged or historically unrepresented populations. 2. Evaluate the feasibility of low- or no-cost bikeshare memberships to economically-disadvantaged individuals. 3. Promote bicycling and walking as cost-effective ways to reduce transportation costs. Include educational information on the comprehensive costs to the community and individual of using different transportation modes. 4. Continue working with partners on programs that promote low-cost bicycle maintenance. Explore opportunities to provide grants, discounts, or credits for low-income individuals towards the purchase of bicycles from local businesses, with particular focus on increasing access to cargo bicycles, which provide increased flexibility for transporting children, groceries and other goods. 5. Continue to refine the City’s Zoning Code to ensure that free, safe, and secure bicycle parking is provided with new development projects to meet growing demand. 6. Explore opportunities to provide free and secure long-term bicycle parking at transit stops to allow for more convenient multi-modal connections to transit. Attachment 3, Page 10 of 35 Chapter 3: Bicycling and Walking in San Luis Obispo1 2 3 This chapter describes the current state of bicycling and walking in SLO. It describes our recent successes and challenges in increasing mode 4 share, provides collision data, and data on disadvantaged communities. Also introduces Level of Traffic Stress methodology. 5 6 NO POLICIES IN THIS CHAPTER 7 8 Attachment 3, Page 11 of 35 Chapter 4: Community Engagement9 10 11 This chapter documents the public outreach campaign conducted in the fall of 2019 and provides feedback on what SLO residents think the 12 barriers are to walking and bicycling and what they recommend the City should focus efforts on in the ATP. Includes survey data including the 13 results of the web mapping exercise, sample comments, and people profiles to tell the story of how walking and bicycling are important to us 14 here in SLO. 15 16 NO POLICIES IN THIS CHAPTER 17 18 Attachment 3, Page 12 of 35 Chapter 5: Recommended Bicycle & Pedestrian Projects19 20 21 Shows multiple maps detailing the complete proposed bicycle and pedestrian network. Provides information on the bicycle and pedestrian 22 facilities toolbox and detailed information about each kind of facility type 23 24 NO SPECIFIC POLICIES IN THIS CHAPTER 25 26 Attachment 3, Page 13 of 35 Chapter 6: Bicycle & Pedestrian Programs27 28 29 • Maintain funding for a full-time active transportation manager as well as sufficient support staff to manage capital projects, seek grant 30 funding, review development projects, ensure consistency with active transportation policies, and coordinate City-sponsored active 31 transportation promotion and education activities 32 • Continue to sponsor and provide funding for active transportation promotion and education as well as safe behaviors for all modes that 33 make bicycling and walking challenging 34 • The City shall work with the San Luis Coastal Unified School District to create and support Safe Routes to School Plans and programs for 35 all schools in San Luis Obispo 36 • Work with partners on programs that reduce transportation costs and provide active transportation education and opportunities to 37 underserved populations 38 • Develop tools such as a web-based map or app to promote the use of the bicycle and pedestrian network and distribute them as part of 39 a wayfinding strategy. Coordinate with online map and navigation companies where feasible to ensure that bicycle and pedestrian 40 navigation services accurately route users to low-stress bicycle and pedestrian routes within the city. 41 • Enforce traffic laws regarding active transportation rights and responsibilities while also emphasizing that facility design efforts may be 42 more effective in making bicycling and walking more safe and attractive. 43 • The City should continue providing incentives for employees to commute to work by walking and bicycling and encourage local 44 businesses to do the same. 45 46 Existing Programs 47 • Bicycle Rodeo • Bike Light Pop-Up • Pedestrian Halloween Safety Campaign • Racks with Plaques • Bike Education Workshops • Kidical Mass • Bike Kitchen • RideWell Program • Fall Prevention for Seniors • Back N Forth Club Attachment 3, Page 14 of 35 • Rideshare Week • Bike Month • Bike and Walk to School Days • Ticket Diversion Program 1 Recommended Programs: 2 • Safe Routes to School 3 • Safe Routes for Seniors 4 • Pop-Up Bicycle and Pedestrian Safety Campaigns 5 • Bicycle and Pedestrian Safety Media Campaigns 6 • Open Streets Events 7 • Demonstration Projects 8 • Bikeshare Programs 9 10 11 Attachment 3, Page 15 of 35 Chapter 7: Implementation12 13 14 15 16 Implementing the Active Transportation Plan 17 • The following criteria were used to prioritize the proposed bicycle and pedestrian projects: 18 o Ridership/Usage, Safety/Collisions 19 o Disadvantaged Communities 20 o Outreach Results 21 o Alignment with Existing Pavement Projects 22 o Destination Proximity (schools, Parks and Rec facilities, Cal Poly, downtown, retail and employment centers, senior 23 facilities) 24 • The projects have been categorized into the following categories: 25 o Tier 1: Projects with the highest potential to increasing the number of people bicycling and walking. The City will 26 actively pursue funding for these projects. 27 o Tier 2: Projects with a lower potential than Tier 1 in increasing bicycling and walking yet still play an important role. 28 These projects will be pursued as funding opportunities arise. 29 o Tier 3: Projects that help complete the bicycling and walking network will be funded mostly by development projects. 30 31 Community Collaboration 32 • The City of San Luis Obispo is committed to provide community engagement as bicycle and pedestrian projects move from 33 ideas into designs and eventually built infrastructure. The City engagement process will use a number of tools to ensure 34 outreach is inclusive. Depending on the project, tools include identifying the groups and individuals having a stake in the 35 project, using a variety of outreach methods including pop-up workshops, online engagement tools, community-based 36 meetings to reach community members that do not usually engage in traditional town hall type meetings. Engagement will also 37 Attachment 3, Page 16 of 35 work to identify disadvantaged communities informed by the SLOCOG Disadvantaged Communities Assessment as well as 38 other tools to ensure an inclusive outreach process depending on the project. 39 40 Equity Principles 41 •Procedural Equity-Implementation strategies for the Plan will be informed by a cognizance of diverse stakeholders from42 community organizations, individuals, and academia to ensure equity considerations are fully integrated into how the ATP is43 implemented.44 •Distributional equity – Upon assessing all feasible options for a project, the City will identify solutions that distribute financial45 benefits and burdens equitably across stakeholders while prioritizing those that are low-cost, high-benefit.46 •Structural equity – The City will maintain transparency through regular reporting to the public and the Active Transportation47 Committee on program progress throughout implementation, including feedback from those participating in the program.48 •Transgenerational equity – The City will focus on utilizing strategies that effectively increase bicycling and walking that have49 benefit across generations.50 51 Implementation Strategies 52 53 •Building the Network by Tiers: City is committed to building projects that have the highest potential to increase walking and54 biking. The majority of these projects are on large corridors that provide direct connections to important destinations. These55 projects also focus on improving the comfort level on higher-stress roads.56 ➢A number of these projects in Tier 1 will require additional study due to their complexity and the need for focused57 outreach.58 ➢While the Tier structure provides a path forward and a long-term guide, SLO will remain flexible and innovative to ensure59 that the City implements the plan quickly and takes advantage of opportunities when they arise.60 61 •Quick-Build, Opportunistic, and Pilot Projects: As implementation of the active transportation network begins, the City will62 be strategic, innovative, and opportunistic to efficiently deliver projects. The City shall review the project list to determine63 which ones can be accelerated to be implemented rapidly. These “quick-build” projects are typically inexpensive “low-hanging64 fruit” projects that achieve a more connected network. Such projects could include:65 Attachment 3, Page 17 of 35 66 o Bike routes and neighborhood greenways that do not require costly traffic calming or crossing improvements 67 o Bike lanes that require striping only to complete68 o Protected bike lanes that can be implemented with low-cost physical separation, such as plastic flex posts, rubber69 armadillos, or by relocating curbside on-street parking to the left of the bikeway.70 o Short sidewalk gaps completed with lower-cost temporary materials, such as asphalt, to provide better connectivity.71 o Lower cost crossing improvements to join pathway/trail segments72 o Temporary bulbouts with paint and flex-posts73 ➢When evaluating effectiveness, quick-build projects should remain installed for enough time to allow for behavioral74 adjustments to new traffic control or facility features provided if no safety concerns or other unforeseen concerns arise.75 Results will be provided at the conclusion of the evaluation period with findings and future recommendations,76 depending on the project.77 ➢The City shall update the Neighborhood Traffic Management Program to provide additional flexibility for community-78 driven traffic calming projects and for more rapid deployment of temporary quick-build treatments to address traffic79 safety concerns related to high vehicle speeds and/or unsafe driving patterns. The City shall consider developing a80 toolbox of pre-approved, low cost, temporary residential traffic calming designs/elements that can be installed rapidly,81 such as traffic circles, painted intersections, mid-road flex posts, chicanes, medians and roadway planters that can be82 installed by the City or by local residents, businesses or community groups with the City’s oversight and approval. The83 intent is to increase the comfort level for walking, running, biking, playing, and socializing especially for our youngest84 and most vulnerable residents. Pre-approved design and potential for community-led implementation will reduce the85 time and cost it takes the City to typically implement these features. The City may decide to make these permanent or86 upgrade them during road repaving efforts.87 ➢While not always the easiest or cheapest, opportunistic project implementation relies on coordination and planning. The88 opportunistic implementation focuses on leveraging on-going or planned projects to build active transportation projects89 such as:90 ✓Bike lanes or shoulder bikeways in conjunction with roadway resurfacing projects as they occur.91 ✓Improvement of crosswalks to improve visibility while resurfacing.92 Attachment 3, Page 18 of 35 ✓Coordinating and combining projects to leverage economies of scale for sidewalk and curb ramp improvement 93 projects.94 ➢An additional opportunity is to ensure that the city works with developers to pay for or implement active transportation95 project that are necessary for their new developments. The city has been successful with this strategy and have96 established policies to assist in this effort.97 ➢The City requires that development contribute its share toward the costs of active transportation facilities and programs.98 This creates a “win-win” scenario for the community and the developer as it provides a necessary treatment to improve99 the community while providing transportation options for the residents, workers and visitors of the development and100 potentially reduces vehicle miles traveled and greenhouse gases.101 ➢“Pilot” or “Demonstration” Projects are a way to test the impacts of changes to the transportation network by102 temporarily constructing improvements using removable materials, that can be adjusted or removed entirely as103 experience is gained. These projects enable the City to study the real-world efficacy of such changes, often at a104 relatively modest cost. Utilizing before and after data collection, project prioritization can be monitored to understand105 benefits and tradeoffs, with the goal of adjusting the final design before committing to a more expensive permanent106 capital project.107 ➢Short-term demonstration projects, sometimes called tactical urbanism or temporary installations, are installed for short108 periods of time in order to quickly evaluate a project and to gather feedback from the public. These projects usually use109 cones, temporary marking tape, moveable planters, and other non-permanent materials that can be easily be installed,110 modified, and removed, as needed.111 ➢Longer-term pilot projects may be intended to eventually become permanent. This allows for extensive data collection112 and public input, especially for potentially contentious projects. Materials could range from temporary to more durable113 materials like paint and bolted in features.114 115 •Opportunities for Curb Ramps, Street Lighting, and Other Pedestrian Amenities: In addition to the pedestrian projects116 included as part of Tiers 1-3, the City will also actively pursue opportunities to construction pedestrian-specific improvements117 such as curb ramps and street lighting in the downtown, and in areas within 500 feet of schools (including Cal Poly118 University), parks, and senior living facilities.119 120 Funding Strategies 121 Attachment 3, Page 19 of 35 •In accordance with the General Plan mode share budget goals, the City plans to spend a minimum of 20% of all transportation 122 funds on bicycle projects an projects, 12% on transit, and 18% on walking, car pools, and other forms of transportation than 123 non-single occupancy motor vehicle use. 124 •The City shall secure and earmark sufficient funds to implement Tier 1 projects by 2035 as called for in this Plan’s Objectives.125 •The City shall require that development contribute its share toward the cost of active transportation facilities and programs.126 •Following adoption of the Active Transportation Plan, the City shall update the Citywide Traffic Impact Fee Program to127 include the highest-priority bicycle and pedestrian projects included in the plan.128 •The City shall explore available funding options beyond local funds to expedite implementation of the highest priority active129 transportation projects, including state and federal grant programs, development impact fees, public/private partnerships and130 debt financing for high-cost projects that offer significant benefits to pedestrian and bicycle safety and mobility.131 132 Maintenance 133 134 •The City has a number of systems in place to ensure proactive maintenance of bicycle and pedestrian facilities in the City’s135 right of way.136 ➢Street, bicycle, and pedestrian maintenance issues can be reported to the Public Works department for response.137 ➢The pavement management program provides an opportunity to upgrade both bicycle and pedestrian facilities. Repaving of138 streets creates the opportunity to make sidewalk repairs, and to install sidewalk ramps and new bicycle facilities.139 ➢The addition of protected bike lanes to the bicycle network will require the facilities to be free and clear of debris, but140 traditional street sweepers are too large to fit. Planters will also need to be watered and maintained. Strategies to address141 the maintenance of protected bike lanes include:142 143 o Partnering with neighborhoods, volunteers, and community groups to coordinate planter and facility maintenance.144 o Using contractors to provide the work when it makes fiscal sense.145 o Exploring the use of a City-owned sweeper designed for narrow facilities such as protected bike lanes.146 147 •This plan also proposes strategies to incorporate maintenance concerns as part of the planning and design process, and to148 collaborate across different departments at the City of San Luis Obispo:149 Attachment 3, Page 20 of 35 ➢ Incorporate maintenance needs into the design and planning of bicycle and pedestrian facilities to ensure proper 150 maintenance after construction. 151 ➢ Identify and regularly update annual maintenance costs for bicycle and pedestrian facilities to ensure adequate funding 152 levels for routine maintenance costs. 153 ➢ Include other operational issues such as parking, traffic enforcement, and traffic operations during the design of bicycle 154 and pedestrian facilities to ensure the proper operation and maintenance. 155 ➢ 156 Monitoring Plan 157 158 • Ongoing monitoring and evaluation are critical in achieving the goals of this Plan. The City’s Annual Traffic Safety Program 159 identifies high collision locations within the City and actively pursues corrective measures to reduce collision rates and 160 improve safety. The City performs Traffic Data counts for all modes of transportation every 2 years at selected intersections 161 and segments. Bicycle and pedestrian counts show volume over a 24-hour period. 162 • Several other programs to highlight and understand the progress of implementing this plan include: 163 ➢ Conducting citywide statistically valid surveys with active transportation questions on a regular basis to track the behaviors 164 and issues of bicycling and walking. 165 ➢ Conduct pre and post implementation evaluations of all Tier 1 infrastructure improvements to understand the change in 166 use, and the community impacts and benefits. 167 ➢ Conduct bi-annual Traffic Data counts at high volume bicycle and pedestrian corridors to understand usage patterns. 168 169 • Dovetailing with the Climate Action Plan monitoring, the City will provide an update every other year to report on status of 170 active transportation project implementation and on overall progress towards achieving the City’s adopted mode share targets. 171 • As part of the City’s two-year financial planning process, the Active Transportation Committee shall provide recommendations 172 for prioritization of funding for active transportation projects 173 . 174 Attachment 3, Page 21 of 35 Design Appendix: Design Policies175 176 177 The Overall Network 178 •All bikeways and pedestrian facilities shall meet or exceed minimum standards set forth in the current version of the California Highway179 Design Manual and the City’s Standard Specifications and Engineering Standards.180 •Traffic Calming: On streets where vehicle volume, speed, or collisions are impacting bicycle and pedestrian travel, the City shall consider181 possible remedies such as signage, striping, other traffic calming devices, or roadway right sizing.182 •In accordance with the Circulation Element of the General Plan, the City shall design and operate city streets to enable safe,183 comfortable, and convenient access and travel for all users of all abilities including pedestrians and bicyclists.184 •All developments/subdivisions shall be designed with bicycle and pedestrian use as an equal and viable option for transportation to,185 from, and within a development.186 •Developments shall adhere to all policies in this Plan, include all bicycle and pedestrian improvements described within this Plan that are187 within or adjacent to their property as required per applicable entitlement approvals, and include approved bicycle parking as188 referenced in the Plan’s bicycle parking policies.189 •After receiving input from the Active Transportation Committee, the Public Works Director may approve adjustments in the location190 and/or designation of bicycle or pedestrian improvements to reduce environmental impacts, better serve the needs of bicycling or191 walking, or provide a bikeway bike or pedestrian connection through a new development consistent with the intent of the Plan.192 •Signs and pavement markings shall be installed along City bikeways, consistent with Caltrans and City standards and those contained in193 adopted Specific Plans.194 •Where cul-de-sacs are used in subdivisions, pedestrian/bikeway connections shall be provided to through streets. Where perimeter195 walls are employed, breaks shall be provided and maintained at safe locations to enable pedestrian and bicycle circulation to adjoining196 areas or public streets.197 •All bicycle and pedestrian facilities shall be designed for users of all ages and abilities.198 •Bicycle Level of Traffic Stress (LTS) should be utilized for analysis of roadway traffic impacts in lieu of Bicycle Level of Service (LOS).199 •Unpaved trails and paved walkways identified in this Plan provide bikeway and walkway connections and therefore shall be retained and200 Attachment 3, Page 22 of 35 remain open for use by the general public 201 202 Operations and Maintenance 203 • Annexation, planning and development activities, street reconstruction or reconfiguration projects, and street maintenance shall 204 provide for bikeways and bicyclists as prescribed by this Plan. 205 206 • New active transportation facilities shall be considered a priority for installation in advance of, or during the first phases of 207 development. 208 209 210 • Shared Use Paths and Protected Bike Lanes should be kept clear of debris and litter which service may in part be performed by volunteer 211 organizations. 212 • Bikeways and sidewalks along arterial routes shall be swept on a routine basis to remove road debris and litter 213 • The pavement surface of bikeways shall be smooth and free of potholes, and shall be maintained consistent with the table below. 214 Include table on bikeway surface tolerances Update Graphic showing grooves no more than 1/2 in, and steps no more than 1/2 inch 215 horizontal to travel 216 • Construction Work Zone Safety 217 o Traffic control plans prepared for work within the street right of-way shall address bicycling and walking during construction. 218 Signage should warn bicyclists, pedestrians, and motorists in advance of any location where the bicycle lane or sidewalk is 219 closed. 220 o Where space is available, a coned-off four (4) foot wide area for bicycle travel shall be provided between the construction zone 221 and the vehicle travel lane. If space is not available, measures must be taken to reduce roadway speeds such that it is safe for 222 bicycles to share the road with motor vehicles. 223 o If a sidewalk must be closed, signage must be provided in advance of the closure so that an alternative route can be taken. If 224 space is available, a separated area for pedestrian travel shall be provided. 225 o All efforts shall be taken to avoid placing traffic control signage in the bike lane or sidewalk including placing signage on utility 226 poles. 227 Attachment 3, Page 23 of 35 • Bikeways and pedestrian facilities shall be inspected regularly, especially before pavement upgrades, to identify opportunities for 228 maintenance and upgrades, including upgrading old style drain grates and pedestrian ramps. 229 • New or modified traffic signals along designated bikeways shall include detection for bicycles. Video detection is the preferred system. If 230 in-pavement loop detection is used, pavement legends shall be applied to the road surface and maintained to identify the optimum 231 location for bicyclists to position their bikes to trigger a signal change. Push button actuation may be used, when appropriate, to avoid 232 accidental detection by motor vehicles. 233 234 Designing Intersections for Bicycles and Pedestrians 235 • Roundabouts 236 o Roundabouts shall be the preferred intersection control device 237 o On multilane roundabouts, additional crossing enhancements should be considered such as Rapid Reflective Flashing Beacons 238 (RRFB). 239 o Where roundabouts are installed, A) curb ramps should be designed using best practices for bike and pedestrian safety and 240 convenience and B) separated facilities for bicycle and pedestrian travel should be provided in the roundabout design 241 • Protected Intersections 242 o For signalized intersections, protected intersections shall be the preferred bikeway facility. 243 o Where protected intersections are infeasible, other bikeway intersection tools must be considered including bike boxes and 244 colored pavement 245 • Bicycle Channelization at Right Turn Lanes 246 o At intersections with high speed streets, bike channelization should be avoided in favor of alternative strategies including 247 protected intersections or dedicated bike signal phases to facilitate more comfortable intersection crossing. The City shall 248 encourage Caltrans and the County to do the same. 249 • Freeway Crossings and Interchanges 250 o The City shall work with Caltrans to encourage freeway overcrossing and undercrossing or interchange projects to incorporate 251 the needs of bicycling and walking as part of the project design. 252 Attachment 3, Page 24 of 35 • Angled Parking 253 o The City shall avoid combining front-end angled parking with bike lanes given concerns for visibility. 254 • Bicycle Push Buttons 255 o When used, push button for bicycles should be accessible so that bicyclists do not have to dismount too actuate 256 257 Pedestrian Facilities 258 • Marked Crosswalks 259 o The crosswalk should be located to align as closely as possible with the through pedestrian zone of the sidewalk corridor 260 o Users should not have to leave the crosswalk or reorient themselves from the crosswalk when accessing the curb ramp onto the 261 sidewalk 262 o High-visibility ladder, zebra, and continental crosswalk markings are preferable to standard parallel or dashed pavement 263 markings. 264 o To reinforce yielding to pedestrians and reduce vehicle incursion into the crosswalk, consider using an advanced stop bar in 265 advance of the crosswalk and advance yield markings ahead of uncontrolled crosswalks. 266 • Sidewalk Zone Widths 267 o Sidewalk widths above minimums in the Zoning Regulations may be required based on pedestrian Level of Traffic Stress 268 thresholds 269 • Curb Ramps 270 o Curb ramps must be installed at all intersections and midblock locations where pedestrian crossings exist, as mandated by 271 federal legislation. All newly constructed and altered roadway projects must include curb ramps. In addition, existing facilities 272 must be upgraded to current standards when appropriate. 273 o Where feasible, separate directional curb ramps for each crosswalk at an intersection should be provided rather than having a 274 single ramp at a corner for both crosswalks 275 • Curb Extensions (Bulbouts) 276 Attachment 3, Page 25 of 35 o For purposes of efficient street sweeping, the minimum radius is 10 ft or per applicable city standards 277 278 Bicycle Facilities 279 280 Bicycle Routes & Neighborhood Greenways 281 o Class III bike routes shall only be provided on streets with prevailing speeds of 20-25 mph. Where existing speeds exceed these282 levels, traffic calming measures should be incorporated.283 o Neighborhood Greenways shall be constructed with traffic volume and speed management measures to provide for target284 speeds of 15-20 mph and traffic volumes preferably under 1,500 vehicles/day, but no greater than 3,000 vehicles/day. Traffic285 diversion should be considered where volumes exceed 1,500 vehicles/day.286 o Neighborhood Greenways should include branded pavement markings, signage, hi-visibility crosswalk markings, public artwork,287 green street elements, and other features to specifically convey priority for cyclists and pedestrians along these routes.288 o Advisory bike lanes may be considered as an alternative to Class III bike routes or neighborhood greenways on streets where289 there is insufficient width to install standard Class II or IV bikeways.290 291 Bicycle Ramps 292 o Bike ramps should have a minimum width of 6 feet with flared transitions instead of vertical curbs, where feasible. Bike ramp293 entry and exit angles shall be forgiving with angles of 30 degrees or less measured from the approach alignment. Entry angles294 shall be less than 15 degrees on downhill approaches where cyclists are likely to enter ramps at higher speeds.295 o Bike ramps should not include truncated domes that can be confused with pedestrian ramps. Other design elements, such as296 tactile guide strips, shall be used to provide ADA-compliant visual and tactile warning to distinguish bicycle ramps from297 pedestrian ramps.298 299 Bike Lanes & Protected Bike Lanes 300 o Protected bike lanes are the preferred bikeway facility and should be installed as part of the overall bikeway network.301 o The preferred location of bike lanes is at the edge of the road, adjacent to a curb. Bike lanes shall run parallel to the motor302 vehicle lane, not the curb. Where on-street motor vehicle parking is allowed, bike lanes shall be located along the outside of303 parking bays next to the travel way (protected bike lanes excluded).304 Attachment 3, Page 26 of 35 o When a street with bike lanes or protected bike lanes is repaved, smooth surfaced material shall be used. The pavement within a 305 bike lane shall be installed without seams or creases. 306 o Before a street with bike lanes is slurry sealed, pavement deficiencies such as severe cracking and potholes shall be repaired. 307 Existing surface elevation differences between the edge of asphalt and the concrete gutter shall be made flush. Streets with 308 bikeways shall only receive a Type I or Type II slurry seal. Chip seals are not to be used on streets with bikeways. 309 o Bike lanes shall be kept clear of all vegetation, including overhead (a minimum of 8 feet of vertical clearance) 310 o When installing new drainage inlets along bike lanes under curb inlets shall be used to eliminate grates from the bikeway. When 311 resurfacing roadways or performing other construction maintenance, inspection and assessment for replacement or repair of 312 drain grates shall be performed and corrective measures pursued. 313 o When constructing protected bike lanes, elevated or sidewalk level bikeways should be the preferred facility, where feasible. 314 o A quick-build strategy shall be considered when constructing bikeways, allowing for rapid implementation of priority active 315 transportation projects using lower-cost, interim materials to provide immediate benefits for safety and mobility while exploring 316 funding for permanent improvements 317 o Bicycle Level of Traffic Stress (LTS) should be utilized for any analysis of roadway traffic impacts in lieu of Level of Service (LOS). 318 o Separated bike ways should be designed to avoid incompatibility with other micromobility devices 319 o Bikeway Width Design Standards 320 321 Update Graphic to include Class IV widths including 7 foot recommended with, 6 feet minimum on street, and 5 feet when elevated or on 322 sidewalk (width of protected bike lane does not include width of physically separated area from motor vehicle traffic or gutter pan)" 323 324 Shared Use Paths 325 • Intersections 326 o Intersections of shared use paths and roadways should align at 90 degrees, either at crossings where motorists can be expected 327 to stop, or a location completely out of the influence of any other intersection. Design of intersections not able to align at 90 328 degrees should consider assignment of right of way via traffic control devices 329 • Adjoining Creeks 330 Attachment 3, Page 27 of 35 o Shared Use Paths shall be located outside of creek setbacks except where otherwise allowed or as provided for in the City’s 331 Conservation & Open Space Element. 332 o Where setback encroachments cannot be avoided, their extent shall be minimized, and existing riparian vegetation shall be 333 reinforced with native plants to create landscaped buffers between the bikeway and the riparian canopy. 334 o Bikeway encroachments into the creek setback shall be subject to the exception process of the Creek Setback Regulations 335 contained in the Municipal Code 336 o The number of bicycle-pedestrian bridges over creeks shall be minimized. Bridges shall: 337 a. Be of a “clear span” design. 338 b. To the greatest extent possible, be located to avoid removal of native trees and streamside habitat or impacts to 339 important aquatic habitat areas . 340 c. Minimize grading of creek banks or changes to the channel alignment. 341 d. Include a smooth riding surface to minimize noise" 342 • On Agricultural Land 343 o Shared Use Paths that cross or border agricultural land shall: a. Use existing service roads where shared use is compatible with 344 agricultural and bicycling operations. b. Be fenced and signed to discourage trespassing onto adjoining areas. c. Avoid dividing 345 properties in a way that unduly complicates agricultural operations." 346 • Near Laguna Lake 347 o Shared Use Paths located near Laguna Lake, should: 348 a. Be located beyond and adequately buffered from wetland habitat. 349 b. Not alter the hydrological dynamics of the wetland. 350 c. Be closed when flood hazards exist. 351 d. Ensure construction is preceded by a census of bird life in adjoining areas. Bird populations should be periodically 352 monitored, and remedial action taken, as needed. 353 Attachment 3, Page 28 of 35 • On Flood Control Channels 354 o Where an existing creek channel is widened to establish a new top of bank, Class I bikeways shall be located outside of creek 355 setbacks except where otherwise allowed or as provided for in the City’s Conservation & Open Space Element. 356 o Where parallel flood control channels are constructed, shared use paths may be located within the riparian canopy established 357 by the new flood control channel, parallel to the channel side that is farthest from the parent creek. 358 o When existing creeks are widened or when new flood control channels are constructed, shared use paths should be installed at 359 the same time or, at a minimum, their rights-of-way shall be reserved and maintained as clear space to enable their eventual 360 installation. 361 o Along parallel flood control channels, shared use paths and service roads may share the same alignment. The structural design of 362 these facilities shall be sufficient to support maintenance vehicles" 363 • Near Railroad 364 o Reconstruction of “at-grade” railroad crossings by the Union Pacific Railroad or others should be at right angles and shall include 365 the installation of bicycle friendly panels on the approaches and between the tracks 366 o New bicycle and pedestrian bridges along the Railroad Safety Trail should generally be separate from existing railroad bridges. 367 o Shared Use Paths along the railroad should include appropriate setbacks and fencing to ensure safe and compatible operations 368 with active rail lines." 369 • Lighting 370 o Vandal resistant lighting shall be provided for all Class I bikeways and shall be consistent with City plans, located overhead 371 (including in under crossings), generally not more than 16 ft. (5 m) high, direct light downward, have bulbs well recessed to 372 avoid direct glare, and comply with City regulations. approaches and between the tracks 373 • Access Control for Shared Use Paths. 374 o Obstacle posts (bollards) and gates are fixed objects and placement within the bicycle path traveled way can cause them to be 375 an obstruction to bicyclists. Obstacles such as posts or gates may be considered only when other measures have failed to stop 376 unauthorized motor vehicle entry. Also, these obstacles may be considered only where safety and other issues posed by actual 377 unauthorized vehicle entry are more serious than the safety and access issues posed to bicyclists, pedestrians, and other 378 authorized path users by the obstacles. 379 Attachment 3, Page 29 of 35 o The 3-step approach to prevent unauthorized vehicle entry is: 380 a. Post signs identifying the entry as a bicycle path with regulatory signs prohibiting motor vehicle entry where roads and 381 bicycle paths cross and at other path entry points. 382 b. Design the path entry so it does not look like a vehicle access and makes intentional access by unauthorized users more 383 difficult. Dividing a path into two one-way paths prior to the intersection, separated by low plantings or other features 384 not conducive to motor vehicle use, can discourage motorists from entering and reduce driver error. 385 c. Assess whether signing and path entry design prevents or minimizes unauthorized entry to tolerable levels. 386 387 Pedestrianized Streets (“Woonerfs”) 388 • Pedestrianized streets, such as woonerfs, shall be designed to encourage vehicle speeds of 15 mph of less, giving special attention to the 389 safety of pedestrians. 390 • Pedestrianized streets should include pavers, stamped/colored concrete, street murals, or other unique surface treatments to convey 391 that these streets are unique human-scaled environments where road space is prioritized for walking and bicycling. 392 393 Bicycle Parking 394 • General Provisions 395 o As part of the goal to increase all trips in the City to 20% by bicycle, the City shall maintain bicycle parking requirements as part 396 of the Zoning Chapter of its Municipal Code 397 o "As stipulated by the Zoning Regulations, short and long-term 398 o bicycle parking shall be provided whenever a new structure is erected or enlarged or whenever a new use is established" 399 o The City shall explore areas in the downtown to add more bike corrals. 400 o The City shall look for opportunities to provide cargo and other large bicycle parking accommodations in the downtown. It shall 401 also develop standards to accommodate the needs of these types of bicycles. 402 o The City shall explore ways to accommodate the needs of electric bicycles and their charging equipment. 403 • Bicycle Parking Design & Engineering 404 Attachment 3, Page 30 of 35 o Development plans submitted for consideration by the City shall include dimensioned drawings that clearly describe and depict 405 the location, orientation, number, type, and storage capacity of long and short-term bicycle parking facilities. 406 o The City shall encourage existing development to upgrade their bicycle parking facilities to meet current City standards (e.g. type407 of rack, number of bicycles accommodated)408 o The City’s Community Design Guidelines shall contain illustrations of how bicycle parking should be installed and oriented as409 part of new development projects410 o "Bicycle racks and lockers shall be installed pursuant to City411 o requirements and the manufacturer’s specifications for placement and clearance from obstructions."412 o The City shall maintain and regularly update bicycle parking standards in its Engineering Standards.413 o In the Commercial Core, bicycle racks shall be colored forest green consistent with City Council Resolution # 9278 (2002 Series)414 o Where bike corrals are considered for installation. bicycle racks should be mounted off the street to the extent possible, to allow415 for street sweeping and to minimize conflicts with drainage. Preferred locations shall include:416 a.Low traffic speed and volume streets417 b.Just prior to mid-block pedestrian crosswalks418 c.Prior to driveway/street intersections outside of normal turning Radii and where turning volumes are low419 d.High visibility areas420 e.High pedestrian volume421 f.Known high bicycle parking demand areas422 o "Bicycle parking shall be provided where direct connections423 o between surface modes of transportation are made (e.g. train station, bus terminals, park-and-ride facilities, ride hailing pick up424 points), at public buildings, medical centers, public facilities serving disadvantaged communities, and at public parks, plazas or425 other recreation facilities."426 o "City transit vehicles shall continue to provide racks427 Attachment 3, Page 31 of 35 o for the transport of bicycles and increase capacity as demand increases and rack design improves. City transit vehicles shall also 428 continue efforts to accommodate electric bikes on bus racks as much as possible." 429 o Should grant funds become available, the City shall offer racks or lockers to businesses at high bicycle parking demand locations430 if they agree to install and maintain them.431 o "The City shall continue to require enhanced bicycle parking432 o services, such as Bike Valet, at community events such as Thursday night’s Farmer’s Market, or Concerts in the Plaza, when over433 300 attendees are expected."434 •Short-Term Bicycle Parking (Typically used for 4 hours or less)435 o Bicycle rack siting and design:436 a.Install at highly visible locations that are as close to the main entrance of the destination as possible, at least as437 convenient as the most convenient automobile parking space available to the general public.438 b.Be visible from the interior of the destination.439 c.Be located where clear and safe pedestrian circulation is ensured.440 d.Parked bicycles should neither be in jeopardy of damage by other area users, nor create unexpected hazards to those441 users.442 e.Be distributed to serve all tenants/visitors on sites that contain more than one structure or building entry.443 f.Avoid locations that require bicyclists to travel over stairs.444 g.Area shall be illuminated during nighttime hours of use.445 h.Whenever possible protect bicycle parking areas from weather.446 i.To the extent possible, accommodate cargo and other larger bicycles as well as electric bicycles and charging equipment447 o The City shall continue to promote and manage its Racks with Plaques bicycle rack donation program which provides short term448 public bicycle parking to serve public facilities and throughout the downtown area.449 o Inverted “U” racks, Peak Rack type racks, or other City approved design shall be used to meet the City’s short-term parking450 requirement. Wave, comb, and toast style racks are examples of racks not permitted by the above guidelines. "451 Attachment 3, Page 32 of 35 •Long-term Bicycle Parking (Typically used for more than 4 hours) 452 o Bicycle lockers, lockable rooms reserved for bicycle storage, and Bicycle Centrals (Stations) shall be used to satisfy the need for453 long-term bike parking.454 o Bicycle Centrals are defined as consolidated sheltered storage areas for employee or tenant bicycles, integrated into the design455 of job sites or developments, which may be combined with showers and bicycle repair and support facilities.456 o The City shall encourage the development of bicycle centrals at employment centers, mixed use developments, and locations457 where people gather.458 o Bicycle lockers shall:459 a.Be located at least as conveniently as the most convenient automobile parking space and installed at highly visible460 locations that are as close to the main employee entrance as possible.461 b.In the commercial core, be provided in parking structures, surface parking lots, or incorporated into new buildings and462 managed to enable safe and convenient access by downtown employees and residents.463 c.To the greatest extent possible, be integrated into a project’s overall architecture and site design themes.464 d.Be constructed of durable materials and be waterproof. Fiberboard or high-density foam walls or dividers shall be465 avoided as construction materials.466 e.Be installed on, and securely attached to a pad with a cross slope between one and two percent. Concrete is the467 preferred pad material.468 f.Employ secure locking mechanisms that make it easy for the intended users to access them.469 g.Encouraged to employ designs that prevent or discourage uses for anything other than bicycle storage470 h.To the extent possible, accommodate larger bicycles for cargo use or electric bicycles."471 o When interior locked rooms are used to provide long-term bicycle storage, these rooms shall:472 a.Have a minimum dimension of 11 feet (unless bicycles are stored vertically) to accommodate a 6-foot-long bike plus 5473 feet of aisle space outside of the doorway area.474 b.Include a means to organize bike storage with at least one wheel touching the ground.475 Attachment 3, Page 33 of 35 c.Be located near or at the employee street level entry and arranged in a way that enables convenient ingress and egress 476 for people with bicycles.477 d.Exclude other routine indoor activities and be reserved for bicycle storage.478 e.To the extent possible, accommodate cargo and other larger bicycles and electric bicycles and charging equipment"479 •Long-Term Bicycle Parking Support Facilities480 o The City shall support programs where commuting or touring bicyclists can shower, change, and possibly store their bicycles at481 athletic and fitness clubs and gymnasiums in the San Luis Obispo area.482 o The City shall maintain requirements for the provision of shower and locker facilities at workplaces and their upkeep for original483 intended use. Work sites that are not required to provide showers and clothing lockers should be strongly encouraged to do so.484 o The City may require a particular land use to provide more than the minimum number of showers or locker facilities, as485 established by the City Zoning Regulations, when it determines that the land use will generate higher demand for these facilities.486 o Full-length and well-ventilated clothing lockers shall be the preferred type of facility for storing personal gear and bicycling487 equipment.488 489 Parklets 490 491 •Parklets are defined as public seating platforms that convert curbside parking spaces into vibrant community spaces. Parklets are often492 the product of a partnership between the city and local businesses, residents, or neighborhood associations. Most parklets have a493 distinctive design that incorporates seating, greenery, and/or bike racks and accommodate unmet demand for public space on thriving494 neighborhood retail streets or commercial areas.495 •The decision to install parklets shall consider the speed of the roadway and its impact on the safety of individuals using the parklet496 space.497 •Parklets must be closed off on 3 sides, and open to sidewalk498 •Locations for potential parklets shall avoid vertical obstructions that may impact the safety of individuals using parklet space499 •Parklet designs must be compliant with the Americans with Disabilities Act and should use a slip resistant surface500 Attachment 3, Page 34 of 35 •Parklets shall not inhibit storm water drainage or block any utility access such as but not limited to drainage inlets, valves, or fire501 hydrants.502 •Parklets shall not block bicycle racks or bike corrals503 •Parklets shall include vertical separation to increase visibility and additional delineation for corners adjacent to travel lanes for safety504 •Any bolting to the street or curb will not be allowed without prior written permission from the City505 •Opportunities should be explored to combine parklets with adjacent bike corrals, where possible.506 •Parklets should have a flush transition at the sidewalk and curb to permit easy access and avoid tripping hazards.507 Attachment 3, Page 35 of 35