Arroyo Grande City Council
March 14, 2023

Complete Streets Plan Page 15

2. EXISTING CONDITIONS
Figure 6 - Existing Bicycle LTS

2. EXISTING CONDITIONS
Complete Streets Plan
Transit Services
The San Luis Obispo Regional Transit Authority (SLORTA) provides public transit fixed-route bus service in the City of Arroyo Grande. SLORTA also provides regional connection to South County with Regional Transit Authority (RTA) Route 10, which stops at a transfer hub on El Camino Real just east of Halcyon Road. SLORTA South County Transit (SCT) Routes 21, 24, 27, and 28, provide local routes. Routes 21 and 24 provide service between Arroyo Grande, Grover Beach, and Pismo Beach with stops near Halcyon Road at East Grand Avenue and El Camino Real (park and ride lot/transfer hub). Routes 27 and 28 provide service between Arroyo Grande, Grover Beach, and Oceano with stops near Halcyon Road on El Camino Real (park and ride/transfer hub) and Fair Oaks Avenue (Hospital). The routes cross Halcyon Road without providing direct service along the Halcyon Road corridor.

Park and Ride Facilities
The Halcyon Park and Ride Lot located on the north side of El Camino Real just east of Halcyon Road is one of 15 formal park & ride lots in San Luis Obispo County. The lot has 85 parking spaces and includes eight bike lockers.

RTA Route 10 and SCAT Route 23 serve a bus stop at the facility.

Park & Ride Lot at the north end of Halcyon Road
SCT crosses Halcyon Road, but there is no transit on Halcyon Road.

Complete Streets Plan Page 17

2. EXISTING CONDITIONS
Traffic Collisions
Collision Data within the Halcyon Road study corridor area was obtained from California Highway Patrol's Statewide Integrated Traffic Records Systems (SWITRS) and from the Traffic Accident Surveillance and Analysis System (TASAS) database (Caltrans) for a 5-year period between January 1, 2011 and December 31, 2015. Subsequently, A review of the data shows that approximately 120 total collisions occurred along the Halcyon Road study corridor during this 5-year period, however, there were no fatalities. Approximately 92 of the collisions occurred at intersections or within 100 feet of an intersection along the corridor. The majority of these collisions occurred at East Grand Avenue (14 collisions), Fair Oaks Avenue (14 collisions), Farroll Avenue (8 collisions), and The Pike (14 collisions).

Collision rates and fatality plus injury percentages for each Context Zone segment, and detailed collision history at Halcyon Road and The Pike are contained in the Existing Conditions Analysis Memorandum, included in Appendix D.

Collisions Involving Bicyclists or Pedestrians
Of those collisions that occurred at intersections along the Halcyon Road study corridor, one collision at East Grand Avenue involved a bicycle being struck by a westbound vehicle making a right-turn while the bicyclist was travelling eastbound on the wrong side of the road. One collision at Halcyon Road and The Pike involved a pedestrian being struck by a vehicle traveling southbound on Halcyon Road. The pedestrian was reported to be in the road/shoulder.

Collision rates were calculated for the three Context Zones in terms of "accidents per million vehicle miles traveled", and are based on the number of collisions per year, and the vehicle miles traveled per year (equal to the ADT volumes multiplied by the length of the segment). The calculated collision rates were then compared with statewide average rates compiled by Caltrans as published in their most recent 2014 Collision Data on California State Highways1document. The document provides basic average accident rates for various types of roadways and intersections categorized by number of lanes, travel speed, terrain, and area type, and are derived from the California SWITRS data. Fatality and injury (F+I) rates were also calculated as a percentage of total recorded collisions.

In summary, Context Zone 2 exceeds both the statewide F+I percentage and the statewide collision rate for similar roadway facilities, and Context Zone 4 exceeds the statewide average F+I percentage for similar roadway facilities.

Additionally, the City has completed a Systemic Safety Analysis Report (SSAR, GHD 2021) and a Local Road Safety Plan (LRSP, GHD 2021) which evaluated collisions citywide between 2014 and 2018, and F+I collisions also through 2020. These collisions along Halcyon Road are presented in the image to the left. The SSAR identified Halcyon Road at The Pike and at Farroll Avenue as within the top 10 highest ranked intersections for equivalent property damage only (EPDO) collisions, where higher severity has higher weight. Halcyon Road segment from E. Grand Avenue to Fair Oaks Avenue was ranked third highest EDPO. The SSAR identifies installing a pedestrian hybrid beacon at Farroll Avenue. At Halcyon Road/ E. Grand Avenue, the SSAR identifies improving signal hardware, crossings, and implementing a Leading Pedestrian Interval (LPI).

Halcyon Road at The Pike
The intersection of Halcyon Road and The Pike was improved to an all-way stop control in 2019, from the prior two-way stop control on The Pike, based on the multi-way stop control warrant analysis conducted as part of this study in 2018 and the collision data (see Appendix D). Based on the collision history between 2011 and 2015, there were at least five collisions susceptible to correction by a multi-way stop control, which therefore supported the installation of a multi-way stop control measure.

This intersection presents the transition between the City and the County, where the speed limit goes from 45 mph to 40 mph as you approach the intersection from the south. Additionally, visibility to oncoming traffic from The Pike is limited due to the existing hill approaching the intersection.

Speed Surveys
Recent speed surveys have been conducted within the City and County for the following segments of Halcyon Road:
 Context Zone 1 between East Grand Avenue and Bennett Avenue (2018);  Context Zone 2 between Park Way and Dodson Way (2018);  Context Zone 2 between Dodson Way and Fair Oaks Avenue (2018); and  Context Zone 3 between Fair Oaks Avenue and The Pike (2018)

1. California Department of Transportation 2014 Collision Data on California State Highways (road miles, travel, collisions, collision rates), Division of Traffic Operations, Sacramento, CA.

Halcyon Road Corridor Collision Locations

2. EXISTING CONDITIONS
Complete Streets Plan
The 85th percentile speed is the speed at or below which 85 percent of vehicles are traveling. The posted speed limit on Halcyon Road from East Grand Avenue to Bennett Avenue is 35 mph, and the 85th percentile directional speeds were measured at 35.6 mph (northbound) and 35.1 mph (southbound). The posted speed limit on Halcyon Road between Park Way and Dodson Way is 35 mph and the 85th percentile speed was measured at 37.0 mph in both northbound and southbound directions.

The posted speed limit on Halcyon Road between Dodson Way and Fair Oaks Avenue is 40 mph and the 85th percentile speed was measured at

38.0 mph in both northbound and southbound directions. The posted speed limit on Halcyon Road from The Pike to SR 1 is 45 mph based on the most recent speed survey conducted by the County. The County does not currently have 85th percentile speed data on Halcyon Road between The Pike and SR 1. The posted speed limits are in conformance with the California Vehicle Code whereby the posted speed is the nearest 5 mph increment from the measured 85th percentile speed. Note that a slight reduction (1 mph or more) in the 85th percentile speed on Halcyon Road between Dodson Way and Fair Oaks Avenue would result in a reduction in a 5 mph reduction in the posted speed limit, from 40 mph to 35 mph.

Existing Conditions Analysis Summary
Although the existing vehicular traffic conditions operate at acceptable service levels along most of the Halcyon Road corridor, pedestrian and bicycle conditions are inadequate at several locations with lack of connectivity between residential, retail, recreational, and employment areas, as well as access to transit services. The key findings of this existing conditions analysis of Halcyon Road between El Camino Real and The Pike in the City of Arroyo Grande are as follow:
 Although pedestrian LOS is adequate at signalized intersections, unsignalized crossings are long and do not provide median refuge;  Bicycle LOS at the signalized intersection of Halcyon Road and East Grand Avenue is calculated to be LOS D in the AM and PM peak hours;
 No dedicated bicycle facilities currently exist on Halcyon Road in the City of Arroyo Grande;
 Bicycle Level of Traffic Stress (LTS) is level 4 (uncomfortable for most riders) along the entire length of the Halcyon Road corridor. In addition to the lack of dedicated bike lanes north of The Pike, the speed and volumes of vehicles traveling along Halcyon Road, the presence of on-street parking, and the wide roadway width present difficulties for cyclists attempting to travel along and across Halcyon Road;
 Within the City of Arroyo Grande, the sidewalk network has numerous gaps and does not provide continuous pedestrian access along the Halcyon Road corridor;
 Continuous pedestrian access is also key for transit accessibility.

Currently, pedestrian access is provided on Halcyon Road near the East Grand Avenue and Fair Oaks Avenue bus stops. However, continuous pedestrian facilities are not provided further south in the residential areas of the City (Context Zone 3). However, as part of the 2022 Pedestrian Crossing Improvements Project, several ADA ramps and sidewalk gap closures were constructed on the east side of Halcyon Rod between Cameron Ct and Virginia Dr. Sidewalk gaps still remain on the east side of Halcyon Rd between The Pike and Virginia Dr. In Context Zone 1, there are several gaps in the sidewalk for access to the Park & Ride lot on El Camino Real.
 Pedestrians have made evident pathways adjacent to the roadway where there are gaps in the sidewalk.
 Harloe Elementary schoolchildren and parents, Arroyo Grande High School students, hospital employees, and residents have expressed concerns for safely crossing Halcyon Road; and
 The collision rate in Context Zone 2 exceeds the statewide average for similar facilities, and the rate of fatality and injury collisions in Context Zone 2 exceeds the statewide average.

Presently, the Halcyon Road corridor does not provide necessary bicycle accommodations and lacks adequate pedestrian accommodations.

Unsignalized crossings and intersections with poor visibility, lack of sidewalk connectivity, the absence of bike lanes, unclear or poorly marked lane markings, and high vehicle speeds present challenges to overall corridor safety.

3. COMMUNITY PARTICIPATION
Complete Streets Plan
Public Participation Program Goals
 Solicit feedback to understand the needs and
expectations of residents, business owners, and
other community members.
 Convey technical designs, limitations, and
opportunities in a clear and concise manner.
 Provide options and opportunities for alternate
plans and facilitate the means to provide the
community the opportunity to determine which
trade-offs they are comfortable with.
 Use exciting and engaging forms of community
collaboration, including new technology, to ensure
broad participation throughout the planning
process.

Stakeholder Participation
The City formed a Stakeholder Advisory Group (33
members) to discuss the corridor and provide input on
key areas of concern and potential improvements.

Invitations were sent out to various key members in the community asking for representatives from the Planning
Commission, Traffic Commission, and a wide-range of
community stakeholder groups. The advisory group also
assisted in relaying information about the planning
process to their respective constituents, as well as
advising on the development of conceptual design
alternatives.

3. COMMUNITY PARTICIPATION
As part of the Halcyon Road Plan, Alta Planning & Design led the Public Participation Plan during the initial planning stages in 2016 and 2017, with assistance from Chuck Anders of Strategic Initiatives, through the use of various types of outreach and opportunities for community input. These
included social media, printed media, pop-up workshops, community charrettes, and stakeholder meetings. This
public outreach process was inclusive, interactive, and productive in order to build support and momentum for
Complete Streets while conveying technical issues in a clear and easy-to-understand manner. Alta Planning & Design also provided Spanish translation services at community
outreach events, for written materials, and for websites.

Appendix F provides the memorandum by Alta Planning &
Design, dated March 13, 2017, which details the outreach and results.

Public Outreach Participation Plan
The Public Participation Plan (PPP) engaged citizens by providing a straightforward communication style through direct outreach and the use of the latest technology. The public outreach methods included the following various
opportunities for community input:
 Pop-Up Outreach & Surveys (August 12-14, 2016)
 Community Charrettes 1&2 (September 14 & 15, 2016)
 Map & Facility Boards
 Breakout Groups
 Instant Voting
 Comment Cards
 Community Charrettes 3&4 (April 12 & 13, 2017)
 Recommended Plan
 Polling and Discussion
 Online: Interactive Map, Online Survey, and Text
Messages
 Stakeholder Advisory Group Meetings
Project Team Meeting

3. COMMUNITY PARTICIPATION
Complete Streets Plan
Pop-Up Outreach Survey
A Pop-Up Outreach Survey was conducted between August 12th and 14th at three community events:
 Arroyo Grande Summer Carnival at Elm Street Park (Friday, August 12th);
 Olohan Alley Farmers’ Market (Saturday August 13th); and  Summer Concert at the Heritage Square Park (Sunday, August 14th) This 14-question survey asked respondents, including members of the Stakeholders Advisory Group, for their familiarity with the project area, to rate the conditions of the facility, and their desire for changes.

The majority of respondents stated that they did not stop on Halcyon Road, but used it primarily to get to destinations in other places, while stakeholder group members stated that work and shopping were their most frequent destinations along Halcyon Road. Drivers mostly rated the street as good or fair while walking/bicycling conditions were mostly rated fair or poor. Overall, the majority of people responded that it was very important or important to improve conditions for all modes.

Community Charrettes
Four interactive charrette-style meetings were held at Harloe Elementary School on Halcyon Road in order to engage the community to learn about the project and provide input on the vision and objectives for the corridor. At the beginning of all four meetings, attendees reviewed and provided insightful comments on aerial maps and street cross-sections along the corridor. The meetings also consisted of presentations to explain the challenges and opportunities along Halcyon Road and gather feedback on each of the four “Context Zones” along the corridor. At the first round of meetings, the presentation and discussion focused around community priorities and potential locations in need of improvement. At the second round of meetings, the presentation and discussion focused around proposed designs and improvements that addressed the initial input.

The presentations were followed by an interactive question-and-answer session with the project team. Strategic Initiatives, the public meeting facilitator, provided polling key pads (clickers) for attendees to anonymously answer questions about their interaction with Halcyon Road. After opinions were collected, Strategic Initiatives opened the floor up for discussion where attendees shared their specific concerns and brought attention to problem areas along the corridor. The primary purpose was to listen to the community and gain an understanding of their current concerns and desires for the future of the corridor moving forward. Interactive polling technology was utilized to collect information regarding the charrette participant’s preferences in real time. The participants were able to prioritize the importance of issues relating to Complete Streets along the corridor and then the results were immediately presented back to the group for a focused discussion.

Comment cards were also utilized for participants to voice their opinions and suggest potential improvements. People favored increasing safety for pedestrians by installing more traffic calming devices like warning lights, traffic signals, and stop signs. Several participants specifically called for stop signs in all directions at The Pike, and a road diet along Halcyon Road. One comment emphasized the need for better sidewalks connecting Harloe Elementary School to housing in Zone 3. Comments around congestion relief on Halcyon Road focused on stacking lanes on Grand Avenue, eliminating parking between Sandalwood Avenue and Farroll Avenue, and installing additional access points to Arroyo Grande High School to avoid Halcyon Road altogether. Participants were also concerned with aggressive drivers running red lights and not yielding at crosswalks.

Charrettes 1 & 2 (September 14 and 15, 2016)
In order to gauge the community's desire for changes to Halcyon Road and determine what issues or areas are most important to the community and stakeholders, two community charrettes were held at Harloe Elementary School in the Fall of 2016. Forty-one people signed in on the September 14th charrette and 25 people signed in on the 15th.

Citizen going over the questionnaire at one of the pop-up events Residents in attendance at one of the Community Charrettes

3. COMMUNITY PARTICIPATION
Complete Streets Plan
Charrettes 3 & 4 (April 12 and 13, 2017)
Once proposed changes and alternative designs were developed, two additional community charrettes at Harloe Elementary School were hosted in the spring of 2017. Twenty three people signed in on the September 12th charrette and twenty two people signed in on the 13th.

The interactive voting system showed that roughly half of the participants had attended the previous meetings.

Overall, there was support for many of the proposed changes, with roughly 50-60% supporting the changes and another 10-20% remaining neutral. There was near unanimous support for safety improvements to The Pike - and a clear desire for these improvements to move forward quickly regardless of the rest of the project. There was also frustration regarding the confusion caused by the transition from two southbound lanes to one lane south of Fair Oaks Avenue. Many participants expressed support for removing parking between El Camino Real and East Grand Avenue for
continuity. When asked if
individuals supported a
roundabout or a traffic
signal at Fair Oaks Avenue,
11 of the 16 respondents
supported the roundabout.

Additionally, a storyboard was utilized in order to tally which design elements would be most favored. Attendees were given three stickers and were asked to place them next to their preferred examples of typical Complete Streets engineering treatments on a “What is a Complete Street” board. The stickers were used to show their support for one or more treatments they would like to see along Halcyon Road. Overall, the most preferred were high visibility crosswalks (12 dots) and on-street separated bikeways (11 dots).

The storyboard used to show the preferred treatments
Polling results for Community Charrettes 1 & 2
Residents providing feedback at one of the pop-up events Residents provided comments with sticky notes on the large aerial of the proposed improvements Strong support for Roundabouts
0%
20%
40%
60%
80%
100%
Category of Greatest Concern (Select Top Three)
Polling Results - Charrettes 1 & 2 Combined
Context Zone 1
Context Zone 2
Context Zone 3
Context Zone 4
69%
25%
6%
0%
20%
40%
60%
80%
Alt 1 - Road Diet
/ Roundabout
Alt 2 - Signalized
Intersection
Other
Which Alternative do You Prefer?
Charrette #3 - April 12, 2017
Based on the survey conducted, safety was the number one concern for attendees and most attendees (53%) lived or worked in Context Zone 3.

3. COMMUNITY PARTICIPATION
Complete Streets Plan
Social Media and Online
Engagement
A project specific website was created for
posting project information and allowing the
public to provide further input in addition to
the pop-up outreach and community
charrettes. The website provided information
on the project and Complete Streets in
general, proposed plans for the Context
Zones and simulation videos, past public
workshop presentations, related links to local
and regional planning and policy documents,
community meeting information and flyers,
and links to the online survey and interactive
map.

Online Survey
A five-page, 59-question online survey was
posted in both English and Spanish in order
to better understand the key issues that are
discouraging people from walking and
bicycling, and improvements that would
encourage greater use of existing or new
multimodal facilities. Seventeen people
completed the survey, and of those, 15 live
less than one mile from Halcyon Road.

Overall respondents felt it is important or
very important to improve bicycling/walking
conditions along Halcyon Road and were in
favor or building more sidewalk and traffic
calming/crosswalk measures.

Online Survey Results for Bicycle Improvements Online Survey Results for Walking Improvements New or improved
sidewalks
Traffic calming
(slower speeds)
Benches
Lighting
Landscaping (e.g.,
street trees,
planted areas)
Improved
crosswalk facilities
Access
improvements for
people with limited
mobility (ADA
compliance)
New or improved
sidewalks
Traffic calming
(slower speeds)
Benches
Lighting
Landscaping (e.g.,
street trees,
planted areas)
Improved
crosswalk facilities
Access
improvements for
people with limited
mobility (ADA
compliance)
Other

3. COMMUNITY PARTICIPATION
Complete Streets Plan
Online Interactive Map
An interactive map was also provided to post comments
at specific locations as another method utilized for public outreach and to view others’ comments. The map
appeared to have attracted a more technical crowd, who
provided detailed design recommendations. Of the few
comments posted on the website’s interactive map,
users’ comments called for:
 Removing on-street parking in Context Zones 1, 2
and 3,
 Improving intersection efficiency at Halcyon Road/
East Grand Avenue,
 Improving intersection efficiency at Halcyon Road/
Fair Oaks Avenue,
 Providing bike lanes,
 Providing a two-way center left-turn lane,
 Concern for congestion and safety with the proposed
roundabout at Halcyon Road and Fair Oaks Avenue.

Social Media
The Alta Planning & Design team collaborated with City
staff to develop an effective social media campaign to
reach a broad audience. Alta Planning & Design created
Facebook and Twitter accounts (English and Spanish
language posts) to educate, promote, and document the
project’s process for stakeholders and community
members.

E-Mail Updates
Alta Planning & Design maintained a mailing list of
people interested in the project via sign-up forms at
meetings and events. E-mails were also provided in
English and Spanish languages and sent to promote
upcoming opportunities for community engagement
including public workshops.

The City has provided an Online Interactive Map for the project

3. COMMUNITY PARTICIPATION
Complete Streets Plan
2023 Outreach: Stakeholder &
Neighborhood Group Meetings
[PLACEHOLDER PAGE FOR ADDING CONTENT RELATED TO NEW
NEIGHBORHOOD GROUP & STAKEHOLDER OUTREACH—2023.

Stakeholder and Neighborhood Group Outreach is anticipated to begin in March 2023

4. COMPLETE STREETS ELEMENTS
Complete Streets Plan

4. COMPLETE STREETS

ELEMENTS
A Complete Street is planned, designed, operated, and
maintained to provide safe mobility for all users,
including bicyclists, pedestrians, transit vehicles,
truckers, and motorists, appropriate to the street’s
function and context. Every Complete Street looks
different, according to its context, community
preferences, the types of road users, and their needs.

These streetscape components can be used to unify the
Halcyon Road corridor, as well as distinguish the
different Context Zones.

The proposed improvements to Halcyon Road include
some elements of Complete Streets, which were
selected based on feedback from the public and
stakeholders, and given the context and constraints of
the project area. For many projects across the United
States, transportation engineers prioritized the fast
movement of motor vehicles over the safety of
neighbors and users of the road. Complete streets work
to create streets that continue to efficiently convey
vehicular traffic, but are also welcoming and pleasant
for everyone and, most importantly, safe for everyone.

Like any large-scale project, the proposed designs of
Halcyon Road are made of a cumulative impact of
smaller elements. These elements are founded on local
and national guidelines and apply standard traffic
engineering tools and designs. Key street features
recommended in these guidelines are described below.

For more specific details about the tools, facilities and design elements referred within, refer to Caltrans
Complete Streets Resources and Complete Streets
Elements Toolbox (Version 2.0), the 2012 AASHTO Guide
for the Development of Bicycle Facilities, the 2004
AASHTO Guide for the Planning, Design, and Operation
of Pedestrian Facilities, the NACTO Urban Bikeway
Design Guide, Second Edition, the NACTO Urban Street
Design Guide, and the NACTO Urban Street Stormwater
Guide.

Types of Complete Streets
Elements
The following are types of street treatments and
streetscape components that have become defining
elements of Complete Streets.

Planted Medians, Landscaping, & Street Trees can
reduce head-on and turning collisions and provide
refuge for pedestrian crossings, all while beautifying the area (pictured on the left). Street trees and medians
also work to visually narrow the roadway and calm
traffic. Sidewalk plantings can provide shade and a
pleasant street experience for people walking and
create a buffer between pedestrians and vehicle traffic (pictured below). Landscaping elements can provide for
stormwater management opportunities, including
treatment and infiltration to reduce runoff and flooding.

Drought tolerant plants can be used to help conserve
water and reduce irrigation requirements.

Landscape Buffer

4. COMPLETE STREET ELEMENTS
Complete Streets Plan
Curb Extensions and Median Refuge Areas improve visibility for pedestrians crossing and reduce pedestrian crossing distances. Curb Extensions also reduce vehicle speeds by reducing turning radius, which increase the chance of survival for a pedestrian in the event of a collision.

High Visibility Crosswalks
include additional paint,
often in a zebra stripe
pattern, that can enhance a
motorist’s awareness of a
crosswalk. Near schools,
crosswalks are painted
yellow for additional
visibility, and in accordance
with the MUTCD. Inroadway lighting can
further enhance crosswalk
visibility.

Leading Pedestrian Intervals (LPIs) give pedestrians the opportunity to enter the crosswalk at an intersection 3-7 seconds before vehicles are given a green indication. Pedestrians can better establish their presence in the crosswalk before vehicles have priority to turn right or left. LPIs increase the likelihood of motorists yielding to pedestrians, enhance safety by increasing visibility of crossing pedestrians, and reduce conflicts between pedestrians and vehicles.

Flashing Crossing Beacons like the Rectangular Rapid Flashing Beacon (RRFB) enhance the visibility of crosswalks marked by just paint. Flashing lights and additional signage alert motorists to the presence of crosswalks and pedestrian traffic. These are used for unsignalized or mid-block crossings. They can be activated by pedestrians manually by a push button or passively by a pedestrian detection system.

Flashing School Zone Signs enhance the visibility of school zones by adding flashing beacons to the speed limit signs. Flashing lights alert motorists to the presence of the school zone and schoolchildren.

Curb Extensions
Pedestrian Median Refuge
Leading Pedestrian Interval (LPI)
Flashing Crossing Beacons
High Visibility Crosswalk
School Zone Speed Limit Sign with Flashing Beacons

4. COMPLETE STREETS ELEMENTS
Complete Streets Plan
Shared-Use/Multi-Use Paths (Class I Bikeway) provide exclusive right-ofway for bicyclists and pedestrians outside of the roadway, and with cross flows by motor traffic minimized. Class I facilities provide for both recreational and commuting opportunities. In this Plan, a 10-foot wide Class I facility is proposed at the roundabout at Halcyon Road at Fair Oaks Avenue and connects to the adjacent on-street facilities.

On-Street Separated or Protected Bikeways (Class IV) provide full physical separation between bicyclists and motor vehicles, but are part of the roadway network. Class IV bicycle facilities can also be two-way Cycle Tracks. On-Street Separated Bikeways, or Protected Bike Lanes, are increasingly common across California and provide additional protection and space via a raised median or curb, or a painted buffer with bollards, planters, signs or other physical protection or barrier.

Bike Lanes (Class II) provide a designated space for bicyclists to ride, helping to define where each mode of traffic can travel easily. Bike lanes can be installed along a curb or between parked cars and traffic. Bike lanes may be distinguished using color, lane markings, signage, and intersection treatments. Bike lanes should be 5 feet wide, at a minimum with gutter (refer to MUTCD Figure 9C-102(CA) for further guidance).

Buffered Bike Lanes are conventional bike lanes paired with a designed buffer space separating the bike lane from the vehicular lane and/or parking lane. The buffer area should be marked with diagonal or chevron hatching if 4 feet or wider. The buffer shall be a minimum of 18 inches (MUTCD Figure 9C-104(CA)).

Shared Lane Markings (“Sharrows”) help remind motorists that bicyclists are allowed to use the full lane and remind bicyclists to avoid riding too close to parked cars for safety. The shared lane markings help bicyclists with lateral positioning in lanes that are too narrow for a motor vehicle and a bicycle to travel side by side within the same traffic lane. These markings are primarily recommended on low-speed streets. Due to Halcyon Road’s posted speed limits and heavy vehicle volumes, this feature is only included as an option to share the roadway when navigating the roundabout, and approaching E. Grand Avenue southbound where the roadway width is constrained.

Green Colored Pavement for Bikeways may be installed within bicycle lanes or the extension of the bicycle lane through an intersection or Buffered Bike Lane transition trough a conflict area as a supplement to bike lane markings.

Bike Lane
Shared Lane Marking
Protected Bikeway
Shared-Use Path
Green Colored Pavement for Bike Lane in Merge Area

4. COMPLETE STREET ELEMENTS
Complete Streets Plan
The contrasting color makes the bike lane more conspicuous to all travelers, increasing awareness that bicyclists may be present. Green colored pavement is proposed in this Plan in the Bike Box, Bike Lanes approaching signalized intersections, and in conflict areas such as where traffic crosses the Bike Lane to enter a right turn lane, and across commercial driveways such as the Arroyo Grande Hospital. The pattern of the green colored pavement may be dotted/dashed in a manner that matches the pattern of the dotted lines per MUTCD.

Protected Intersections reduce turning conflicts between drivers and bicyclists by providing clear and protected paths for each user. These are relatively new to the United States and have been shown to reduce collisions. In conjunction with separated bikeways, the design provides corner islands that keep cyclists to the right and adjacent to the crosswalk, and also facilitates left turns. A similar, less intensive version can include Bike Boxes.

Bike Boxes designate an area for bicyclists to queue in front of automobiles, but behind the crosswalk at signalized intersections. Bike boxes provide cyclists a safe way to be visible to motorists by getting ahead of the queue during the red signal phase, and they reduce vehicle incursion into crosswalks. Bike Boxes also improve safety for conflicts with right-turning vehicles when the traffic signal turns green. Bike boxes can be utilized to facilitate left turn positioning and gives priority to cyclists.

Road Diets reduce the number of vehicular lanes; the most typical type of road diet converts street with four-lanes to two-lanes with center turn lane and bike lanes. Separating the left-turning vehicles from through traffic can reduce the chance of both rear end and left turning collisions.

The extra space can also be used for planted medians, pedestrian refuges, or curb extensions.

Roundabouts have been proven to reduce collisions, as well as the severity of collisions. Roundabouts also provide safer, two-stage crossings for pedestrians. Roundabouts have been proven to allow for a greater capacity of vehicle traffic, improving traffic flow without widening roadways. Trucks are also accommodated through the design and implementation of the truck apron. Speeding through the intersection is controlled throughout the design. Roundabouts improve safety overall.

Bike Ramps at Roundabouts provide entry and exit between the Bike Lanes on the roadways and the Class I path off-street. The design of the bike ramps are not subject to ADA requirements, but are designed per the guidelines outlined in NCHRP Report 672: Roundabouts an Informational Guide.

The Halcyon Road Complete Streets Plan proposes to utilize many of these standard elements of Complete Streets to create a street that will help to improve the safety, convenience, and beauty of Arroyo Grande, while maintaining the character and nature of the public realm. While it may be possible to implement some of these elements in an ad hoc manner, the cumulative improvements of the entire proposal will have the largest impact on the area and stakeholders.

Protected Intersection
Road Diet
Modern Roundabout
Bike Ramp to Shared-Use Path
Bike Box in City of San Luis Obispo

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan

5. ALTERNATIVES ANALYSIS &

PLAN RECOMMENDATIONS
This section discusses the proposed multimodal Plan
for each Context Zone, addressing the circulation
needs for pedestrians, bicycles, transit users, and
automobiles. While not every street can be designed
to serve all users equally, there are opportunities to
enhance service for all users while maintaining its
principal transportation function. The Complete Street
Plan for Halcyon Road incorporates community values
and retains the distinctive transitions between the
adjacent land uses while ensuring safety and mobility
for all users.

Throughout the Halcyon Road corridor, pedestrian and
bicycle facility conditions are inadequate at several
locations with lack of connectivity between residential, retail, recreational, school, and employment areas, as
well as access to transit services. Implementation of
various Complete Streets improvements along Halcyon
Road corridor were initially compared to find the best
possible outcome for all modes of travel based on the
project goals and current policies.

Overall, this Complete Street Plan includes buffered
bike lanes where achievable, a road diet with a center
turn lane south of East Grand Avenue, improved
pedestrian crossings and signage, including some curb
extensions, and installing sidewalks where there are
gaps in connectivity. Design concepts, alignments, and
improvements presented in this Plan should be
considered conceptual in nature and may be adjusted
during future processes to respond to additional sitespecific information, community concerns, or environmental factors.

Multiple alternatives were evaluated for the
intersection of Fair Oaks Avenue at Halcyon Road.

Ultimately, two alternatives for the intersection of
Halcyon Road at Fair Oaks Avenue were identified, as
well as an option for implementation of a Class IV
protected bikeway between East Grand Avenue and
Fair Oaks Avenue (Context Zone 2), which are the only
variations between the alternatives of the entire
corridor. The alternatives analyzed have the same
vehicular lane geometrics at all intersections, except at the intersection of Fair Oaks Avenue and Halcyon
Road. The operational analysis of the two alternatives
for the Fair Oaks Avenue intersection improvements
are detailed in this Chapter.

Alternative 1 proposes improving the traffic signal at
Fair Oaks Avenue with enhanced bicycle facilities,
improved signal timings, and to limit the impact on
existing rights-of-way via continuation of the proposed road diet and single through lanes. Alternative 1 is
shown in Figure 13. Alternative 2 proposes installing a single-lane compact roundabout at Fair Oaks Avenue/
Halcyon Road, presented in Figure 14.

This Chapter first presents and describes in detail the proposed multimodal improvements for each Context
Zone, outside of the two selected alternatives for the
Fair Oaks Avenue intersection. Then, a comparative
analysis of the two alternatives is presented. The Plan also supports sustainable growth and livability, while
preserving the community values.

Roundabout Concept at Halcyon Road and Fair Oaks Avenue Halcyon Road at Fair Oaks Avenue
 Alternative 1: Traffic Signal with Road Diet
 Alternative 2: Single-lane Compact Roundabout

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
Context Zone 1: Urban (El Camino Real to
East Grand Avenue)
Context Zone 1 is predominantly developed with urban uses oriented toward El Camino Real and East Grand Avenue; two arterial streets which provide critical access to important commercial and retail areas of the City, including downtown. The proposed typical roadway cross-sections for this segment generally include one travel lane in each direction and Class II Buffered Bike Lanes. On-street parking (1-hour) will only be available in front of the Arroyo Grande Police Department.

Bicycle Facilities
Class II Buffered Bike Lanes are proposed for both sides of North Halcyon Road throughout the majority of Context Zone 1, apart from areas near the El Camino Real and East Grand Avenue intersections, where space is limited. At the intersection of North Halcyon Road and El Camino Real, the northbound approach will utilize a Bike Box to better accommodate left turning bicycle traffic and provide safe and adequate visibility of cyclists to motorists. The Bike Box will provide priority to cyclists and connectivity to the Class III Bike Route on El Camino Real. Green pavement treatment will also be provided for the conflict zone of left-turning bicycle traffic and motorists making a right at El Camino Real, (i.e., the transition where there is a dedicated right-turn lane). This color treatment will make bicyclists more visible and provide a clearly defined route for bicycles to access the Bike Box. Just north of the intersection of N. Halcyon Road and East Grand Avenue, the southbound approach lane configurations are proposed to be modified with a left turn pocket and a shared through and right turn lane in order to accommodate the Bike Lane. This improved configuration also addresses the existing issue with the lane alignments through the intersection and includes traffic signal timing improvements.

Pedestrian Facilities
Existing sidewalk gaps will be filled to provide complete sidewalk infrastructure in the northbound direction. A curb ramp is also proposed at the northeast corner of Bennett Avenue and Halcyon Road.

Figure 7 presents closer views of each section of the context zone. Figure 8 on the following page presents the proposed multimodal improvements for the entire Context Zone 1 and the proposed cross-sections.

Figure 7 - Recommended Context Zone 1: Sections 1—3 Plan Context Zone 1
Section 1
Context Zone 1
Section 2
Context Zone 1
Section 3

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
Figure 8 - Context Zone 1: Recommended Complete Streets Plan & Cross-Sections

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
Context Zone 2: Urban Transition
(East Grand Avenue to Fair Oaks Avenue)
Context Zone 2 is a mix of multi-family, single-family, medical professional buildings, and the Arroyo Grande Community Hospital. There are generally three proposed typical roadway cross-sections for this segment:
 A three-lane section with two travel lanes, a center turn lane, and buffered Class II Bike Lanes with on-street parking southbound between Grand Avenue and Dodson Way. In this section, the southbound bike lane has a buffer area on both sides between the parking for the door zone, and between the travel lane.  A brief section south of Dodson Way has a three-lane segment with a Bike Lane northbound, and a Class IV parking-protected Bike Lane southbound. Four onstreet parking spaces are provided southbound in front of the Arroyo Grande Optometry building at Dodson Way.
 The third typical cross-section is between Dodson Way and Fair Oaks Boulevard.

This is also a three-lane segment with two travel lanes, a center turn lane, and Class II Buffered Bike Lanes northbound and southbound where achievable.

Figures 9A, 9B, and 9C present closer views of each section of the context zone.

Figure 9 on the following page presents the proposed multimodal improvements for Context Zone 2 and the proposed cross-sections.

Bicycle Facilities
Class II Buffered Bike Lanes are proposed for the majority of both sides of Halcyon Road from Grand Avenue to Fair Oaks Avenue, with two small portions of protected bike lane. Where a buffered bike lane is not achievable, a striped Bike Lane is proposed without the striped buffer. A Class IV Separated Bikeway is provided from Dodson Way to approximately 130’ feet south, in between the sidewalk and the parking zone, via a separated landscaped median. The transition to this area through the intersection at Dodson Way is depicted in Figure 9B. Additionally, a Class IV Separated Bikeway is provided northbound, with a separated landscaped median, from the main hospital driveway to approximately 120’ north to avoid any conflicts with bicyclists and right-turning vehicular traffic and provide a safe area for bicyclists between the two driveways. At the intersection of Halcyon Road/Grand Avenue, the conflict zone between northbound bicycle traffic and right turning motorists should be separated and treated with green pavement markings. Green pavement markings should also be placed in the Bike Lane at all conflict zones and driveways.

Buffered Bike Lanes and Curb Extensions at Halcyon Road and Dodson Way Pedestrian Facilities
The existing marked pedestrian crossing located at Halcyon Road/Dodson Way will remain, but with the addition of a marked crossing on the north side of the intersection. Curb extensions are proposed at all corners of the Dodson Way intersection. The curb extension in the southwest corner of Dodson Way will accommodate pedestrian access and initiate the Class IV Separated Bikeway.

Figure 9A - Recommended Context Zone 2: Section 1 Plan

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
Figure 9 - Context Zone 2: Recommended Complete Streets Plan & Cross-Sections Context Zone 2
Section 2
Context Zone 2
Section 3
Figure 9B - Recommended Context Zone 2: Section 2 Plan Figure 9C - Recommended Context Zone 2: Section 3 Plan

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
Figure 10A - Recommended Context Zone 3: Section 1 Plan Figure 10B - Recommended Context Zone 3: Section 2 Plan Context Zone 3: Neighborhood (Fair Oaks
Avenue to The Pike)
Context Zone 3 serves primarily single-Family residential areas and provides access to Harloe Elementary School. The proposed typical cross-section for this segment is generally three lanes, with two travel lanes, a center turn lane, and Class II Buffered Bike lanes where achievable. On-street parking is proposed along Halcyon Road northbound between Cameron Court and 130’ north of Sandalwood Avenue. Additionally, the Plan proposes to restrict left turns out of Farroll Avenue due to the severe delays currently experienced by turning motorists, multiple turning conflicts, and safety concerns with vehicles and schoolchildren at this intersection. Figure 10A and 10B to the right present closer views of each section of the context zone. Figure 11 on the next page presents the proposed multimodal improvements for the entirety of Context Zone 3 and the proposed cross-sections.

Bicycle Facilities
Class II Bike Lanes are proposed southbound, without a striped buffer, between Olive Street and Sandalwood Avenue. Class II Buffered Bike Lanes are proposed for both sides of Halcyon Road between Fair Oaks Avenue and Olive Street, and between Sandalwood Avenue and The Pike. Northbound, a Class IV Separated Bikeway via a landscaped median, is proposed from Farroll Avenue to the first driveway downstream, approximately 130 feet. For the intersections of Halcyon Road/Farroll Avenue and Halcyon Road/The Pike, the conflict zones between southbound bicycle traffic and right turning motorists will be treated with green pavement markings, (i.e., the transition where there is a dedicated right-turn lane, and through the intersection). This color treatment will make bicyclists more visible and provide a clearly defined route.

Pedestrian Facilities
There are 3 uncontrolled pedestrian crossings identified in this section, at Farroll Avenue (new), Sandalwood Avenue, and Sycamore Avenue (new).

These improved pedestrian crossings will have high visibility markings and a flashing beacon (RRFB) is proposed at the crossing at Sandalwood Avenue.

There is an existing RRFB at Sandalwood Avenue that has recently been improved, as it is the first uncontrolled crossing north of The Pike. Two new two-stage crossings with RRFBs are proposed with a refuge island in the center lane: one on the north side of Sycamore Drive, and the second on the north side of Farroll Avenue. Restricting the left turns out of Farroll Avenue allows for this opportunity to provide a safer pedestrian crossing at this intersection. At Farroll Avenue, the northbound left turns will still be allowed in to access

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
Figure 11 - Context Zone 3: Recommended Complete Streets Plan & Cross-Sections Farroll Avenue, and the southbound right turn lane will also remain. A new marked crosswalk has recently been installed for crossing Sandalwood Avenue. Several curb extensions are proposed at various intersections. New curb ramps are also proposed at various corners where crossing or sidewalk improvements are proposed. Improvements to the intersection of Halcyon Road at The Pike include additional pedestrian crossings and curb ramps. A continuous 6-foot wide sidewalk is proposed on the east side of Halcyon Road from The Pike to Willow Lane, and a 7-foot wide sidewalk is proposed from Willow Lane to Cameron Court. For the sidewalk to be implemented north of The Pike, a retaining wall will be required. As part of the 2022 Pedestrian Crossing Improvements several ADA ramps and sidewalk gap closures were constructed along the east side of Halcyon approximately 140' north of Willow Lane to Virginia Dr.

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
Table 2: On-Street Parking
Segment
Existing Proposed Road Diet Spaces Lost

SB NB SB NB SB NB
Start End Spaces Spaces Spaces Spaces Spaces Spaces
El Camino Real Faeh 9 5 0 0 9 5
Faeh Bennett 10 9 0 0 10 9
Bennett Grand Avenue 16 13 0 2 16 11
Subtotal Context Zone 1 35 27 0 2 35 25
Grand Avenue Park 6 2 0 0 6 2
Park Dodson 21 14 21 0 0 14
Dodson Fair Oaks 8 0 4 0 4 0
Subtotal Context Zone 2 35 16 25 0 10 16
Fair Oaks Farroll 0 7 0 0 0 7
Farroll Sandalwood 5 4 1 4 4 0
Sandalwood Willow 10 7 0 7 10 0
Willow Virginia 6 0 0 0 6 0
Virginia The Pike 7 2 0 0 7 2
Subtotal Context Zone 3 28 20 1 11 27 9
Total 98 63 26 13 72 50
Grand Total 161 Existing 39 Retained 122 Lost
Notes: EB = Eastbound, WB = Westbound, NB = Northbound, SB = Southbound Parking
As described for each Context Zone, a limited number of on-street parking will remain available, where feasible.

Table 14 presents the number of standard on-street parking spaces available under the proposed plan for each direction of travel and each Context Zone, compared to the existing available spaces and the total amount of spaces being removed.

As shown in Table 2, currently there are an estimated 161 available parking spaces, with the majority in Context Zone 1. The plan proposes to keep the one-hour parking zone in front of the police station in Context Zone 1. The Plan also proposes to keep 21 spaces on Halcyon Road southbound between Park Way and Dodson Way, and another four spaces south of Dodson Way in Context Zone 2 for the local adjacent businesses. The Plan proposes to provide 11 parking spaces northbound and 1 space southbound between Farroll Avenue and Willow Lane south of the school in Context Zone 3. Currently, there are no on-street parking spaces designated in Context Zone 4 and the plan does not propose any new spaces for this segment. Overall, 39 on-street parking spaces (24%) are proposed to be retained, with the majority located in Context Zone 2. This could potentially present impacts to the adjacent residential streets, and a parking utilization survey should be conducted by the City for each Context Zone along the Halcyon Road corridor to further determine any impact. On-street parking utilization throughout the day and at peak times can be analyzed to determine when and where on-street parking is being used and the relationship to the adjacent land uses.

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
Future Traffic Operations Analysis
& Alternatives Comparison
With future development in Arroyo Grande, the
surrounding Five-Cities area, and regional growth on SR 1 and US 101, traffic volumes are projected to increase on Halcyon Road. For planning purposes, traffic
forecasts and operations were evaluated approximately
20 years out. The traffic is a mix of local, regional, and interregional users throughout the Halcyon Road
corridor.

Forecast Year 2040 Traffic Volume
Projections
Caltrans and other agencies typically require 20 years or more of design life span for improvements to their
transportation facilities. Recognizing these concerns,
Year 2040 was determined to be the cumulative or longterm future conditions. Year 2040 is also consistent with the SLOCOG Regional Transportation Plan (RTP), the
Arroyo Grande General Plan Circulation Element, and
the County’s General Plan. The SLOCOG regional travel
demand model was utilized in developing the Year 2040
forecast traffic volumes for this analysis, given that the study area serves regional traffic in addition to local traffic. The model was modified to consider any planned or approved developments within the City that were not
already considered in the model.

Projected ADT volumes on Halcyon Road under Year
2040 conditions are estimated at 10,000 - 16,000
vehicles per day along the corridor. The proposed Road
Diet along Halcyon Road is projected to operate at LOS
C/D, which is under the City’s LOS threshold and within the capacity of the roadway as a two-lane arterial with a center turn lane (south of East Grand Avenue).

As new roadway connections are planned and
constructed in the southeastern area of the City, traffic patterns on Halcyon Road may shift. Under existing lane geometrics and control, some of the study intersections are projected to operate acceptably; however, Halcyon
Road at Fair Oaks Avenue is projected to worsen to LOS
E during the AM peak hour, and Farroll Avenue is
projected to worsen to LOS F conditions during both AM
and PM peak hours.

Fair Oaks Avenue Intersection Alternatives
This Plan presents conceptual alternatives that would
need to be further refined for ultimate design of a
preferred concept. The preliminary concepts in this Plan and alternatives analysis are based on the long-term
traffic projections. Another alternative to improve the signalized intersection with added lanes to
accommodate future traffic operations was considered
but ultimately deemed infeasible due to the impacts to
adjacent properties. Additionally, a modern roundabout
with a larger central island and larger inscribed circle diameter was considered, however the modern
roundabout footprint would encroach into the property
in the southeast corner. Therefore, a smaller, compact
roundabout concept with a mountable center island
was developed as the proposed Alternative 2.

Alternative 1: Traffic Signal Upgrade with
Road Diet
Alternative 1 maximizes the lane usage of the
intersection with the proposed road diet while providing enhanced bicycle and pedestrian facilities and
minimizing impacts to existing rights-of-way. The
proposed improvements to the intersection include
installing green-colored Class II Bike Lanes on all
approaches and delineating the bike lane through the
intersection with green paint markings. Where right
turn lanes are proposed, the Bike Lane would be located to the left of the right turn lane. This type of
improvement reduces the risk of collisions between
right-turning vehicles and bicyclists.

All approaches propose Bike Boxes behind the
crosswalks, in front of where vehicles would stop, which Buffered Bike Lanes and Curb Extensions at Halcyon Road and Dodson Way (Both Alternatives)

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
provide cyclists a safe way to be visible to motorists by getting ahead of the queue during the red signal phase. Additionally, two-stage left-turn boxes for bicycles are proposed on all approaches to facilitate left turns for bicyclists when they have the green indication.

Both types of bicycle boxes provide a designated space for turning cyclists.

Cyclists would use either the bike box (when the light is red) or the twostage bicycle turn box (when the light is green) to safely turn left and reduce conflicts with vehicles.

In addition, this alternative proposes to improve the signal timings to improve vehicle throughput and efficiency to reduce traffic delays. The signal timings will be upgraded to have a Leading Pedestrian Interval (LPI), which allows pedestrians to enter the crosswalk before vehicles have the green indication. Upgrading the traffic signal will require new signal poles, heads, and mast arms. This alternative prioritizes bicycle and pedestrian safety and access through the intersection, and minimizes right-of-way acquisition needs. As such, a single through lane on each approach is proposed, with turn lanes where feasible, that will result in additional delays and queues during peak times (as presented subsequently).

Pedestrian crossing distances across vehicular lanes will also be reduced with Alternative 1 compared to existing conditions, which has a single through lane in each direction, turn lanes on the northbound, southbound, and westbound approaches, and buffered bike lanes on all of the receiving lanes. Alternative 1 proposes to have the left turn lanes set back to accommodate truck turning radii for large trucks making left turns. of the corridor, and improve intersection efficiency, without the need for multiple lanes on each approach. The roundabout will provide a continuous flow of traffic, which will in turn discourage cut-through traffic on Todd and Olive Streets.

The crosswalks at Halcyon Road/Fair Oaks Avenue would be improved with the Roundabout to become two-stage crossings by allowing pedestrians to focus on one traffic stream at a time while crossing and taking refuge in the splitter islands of the roundabout, as opposed to crossing the entire road at once as presented in the signal alternative.

Pedestrian crossings at roundabouts can also have signage with rectangular rapid flashing beacons. The crosswalks are set back from the vehicle yield line at the intersection so that pedestrians have a safe space to cross and vehicles have space to yield before entering the roundabout.

The proposed roundabout will also provide a 10-foot wide multi-use path for both pedestrians and bicyclists to safely navigate around the perimeter of the roundabout. The multi-use path is separated from the roadway by a landscaped buffer.

The proposed roundabout at Halcyon Road/Fair Oaks Avenue will provide bike ramps at all approaches leading to the multi-use path, for cyclists to easily maneuver their way to the shared-use path. For more confident cyclists who wish to remain on the road, shared lane markings are present through the roundabout. The implementation of both bike ramps and shared lane markings will accommodate all levels of cyclists.

The roundabout is designed to accommodate the turning radii of large vehicles. Large trucks, including emergency vehicles like fire trucks, will be Two-stage turn queue boxes offer bicyclists a safe way make left turns at multi-lane signalized intersections from a right side bike lane or cycle track.

They improve bicyclist ability to safely and comfortably make left turns, provide a formal queuing space for bicyclists making a two-stage turn, and reduce turning conflicts between bicyclists and motor vehicles. (Urban Bikeway Design Guide, 2nd Ed., NACTO)
Two-stage Bicycle Turn Box
Bicycle Box
However, this alternative does not propose to modify the corners to accommodate turning radii of large trucks, and proposes to retain the curb lines as they are today. The only exception is the northeast corner, by the hospital, where Alternative 1 proposes to widen the approach to accommodate a Class II Bike Lane and a right turn lane. The northeast corner is the only corner that would require right-of-way acquisition, for Alternative 1. Figure 13 presents the layout concept of Alternative 1.

Alternative 2: Compact Roundabout
Alternative 2 would replace the existing traffic signal at Halcyon Road/Fair Oaks Avenue with a modern compact roundabout with single entry and exit lanes, except for the westbound approach which proposes a right turn lane and a shared thru/left lane. There would be a single circulating lane around the roundabout. Motorists at the roundabout would be required to yield the right-of-way to pedestrians and bicyclists. The single-lane roundabout would provide adequate capacity for the diverse travel needs Pedestrian Crossings at Roundabouts

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
able to easily navigate the roundabout. The roundabout’s center island will have be fully mountable that large trucks can comfortably use when navigating through the roundabout.

The truck apron is designed for large vehicles to use, and would not be comfortable for passenger vehicles, as it is slightly raised from the pavement. The roundabout will allow all vehicle types to easily perform turns and U-turn maneuvers.

While the northeast and southwest corners of the roundabout would require more right-of -way acquisition needs than the signalized intersection (Alternative 1), the signal design would result in long traffic delays, and the roundabout would provide acceptable traffic operations with continuous traffic flow. The roundabout alternative would not encroach into any existing building structures (i.e., residences), and most of the acquisition needs being to the northeast corner where the hospital is. Figure 14 presents the layout concept of Alternative 2.

Roundabouts can have a traffic calming effect because they reduce vehicle speeds through and approaching the intersection as a result of the geometric design. Roundabouts may be an optimal choice for intersection control in the vicinity of schools because of the reduced speeds and the significantly reduced number of conflict points (as shown in the below image) as compared to a traffic signal. Roundabouts also provide substantial cost savings to society due to the reduction in crashes, particularly fatal and injury crashes.

A four-leg single-lane roundabout has 75% fewer vehicle conflict points and no crossing conflict points compared to a conventional intersection.
(NCHRP Report 672 Roundabouts: An Informational Guide, 2nd Ed. 2010.) Figure 12 above presents the potential right-of-way impacts at the intersection and along Halcyon Road and Fair Oaks Avenue for Alternative

2. As shown, the proposed roundabout would encroach into the right-of-way at the northeast and southwest corners of the intersection, and would not affect existing building structures. The right of way dedication required for the northwest corner was provided with the recordation of Tract Map 3101 in April 2022. The proposed concept would be further refined in its design in the future if selected.

Figure 12 - Alternative 2 Potential Right of Way Impacts Traffic Signal Roundabout
Number of Conflict Points by Control Type

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
Figure 13 — Alternative 1 Lane Geometrics (Traffic Signal with Road Diet at Halcyon Road and Fair Oaks Avenue) Arroyo Grande
Community Hospital
FAIR OAKS Avenue
Harloe Elementary
School
SOUTH HALCYON Road
TODD Lane

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
Figure 14 — Alternative 2 Lane Geometrics (Compact Roundabout at Halcyon Road and Fair Oaks Avenue) Arroyo Grande
Community Hospital
Harloe Elementary
School

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
Traffic Operations Analysis
Table 3 presents the forecasted daily traffic volumes along the roadway segments for each Context Zone for Alternative 1 with the traffic signal.

Table 4 presents the forecasted daily traffic volumes along the roadway segments for each Context Zone for Alternative 2 with the roundabout.

As shown, construction of the roundabout at Fair Oaks Avenue would provide additional capacity for the two-lane roadway, and all segments are projected to operate at LOS C or better, which is an improvement compared to the traffic signal alternatives.

Tables 5, 6, 7 and 8 on the following page present projected intersection Level of Service (LOS) for vehicular, pedestrian, and bicycle modes, under Forecast Year 2040 conditions for both Alternatives, based on HCM 6 methodologies.

Overall, all intersections are projected to operate at an acceptable LOS C or better for Caltrans facilities (El Camino Real), and LOS D or better for roadway segments or intersections within City of Arroyo Grande.

For Alternative 1, the proposed signal at Fair Oaks Avenue is projected to operate at LOS D in the AM peak hour and LOS C in the PM peak hour. For Alternative 2, the proposed roundabout at Fair Oaks Avenue is projected to operate at LOS B in the AM and PM peak hours .

For the other two signalized intersections along Halcyon Road (El Camino Real and East Grand Avenue), pedestrian and bicycle LOS are projected to be at LOS C or better. Northbound and southbound Halcyon Road Bike LOS scores with the proposed Bike Lanes are at LOS A/B. Without the complete street improvements along Halcyon in place, the Bike LOS would be at LOS C/D.

Although methodologies have not yet been developed to address the effect of all-way stop control or yield control on intersection performance from a pedestrian or bicycle perspective, it is reasoned that this type of control has negligible influence on pedestrian service at the unsignalized intersections.

In addition to the intersection operations in terms of LOS, queuing analysis was performed for the intersection of Halcyon Road/Fair Oaks Avenue for both alternatives. Table 9 presents the comparison of the 95th percentile queue lengths for the two alternatives.

Table 3 - Alternative 1: Forecast Year 2040 Roadway Segment Conditions with Traffic Signal Context
Zone Segment on Halcyon Road
No. of
Lanes
Target
LOS
ADT
Volume LOS Classification
1 El Camino Real to E. Grand Avenue 2 C 10,740 C 2-Lane Arterial (no left-turn lane) 2 E. Grand Avenue to Fair Oaks Avenue 2 C 16,130 D 2-Lane Arterial (with left-turn lane) 3 Fair Oaks Avenue to The Pike 2 C 14,490 C 2-Lane Arterial (with left-turn lane) Table 4 - Alternative 2: Forecast Year 2040 Roadway Segment Conditions with Roundabout Segment on Halcyon Road
No. of
Lanes
Target
LOS
ADT
Classification
Context
Zone Volume LOS
1 El Camino Real to Bennett Avenue 2 C 10,740 C 2-Lane Arterial (no left-turn lane) 2 E. Grand Avenue to Fair Oaks Avenue 2 C 16,130 B 2-Lane Arterial with Roundabout 3 Fair Oaks Avenue to The Pike 2 C 14,490 B 2-Lane Arterial with Roundabout Intx. # Intersection Control Type1
Target
LOS2
AM Peak Hour PM Peak Hour
Delay LOS Delay LOS
1 N. Halcyon Road & El Camino Real3SIGNAL C 20.1 C 24.3 C 2 N. Halcyon Road & Bennett Avenue TWSC D 20.7 C 30.0 D 3 Halcyon Road & E. Grand Avenue SIGNAL D 19.7 B 23.7 C 4 S. Halcyon Road & Dodson Way TWSC D 20.7 C 19.8 C
5 S. Halcyon Road & Fair Oaks Avenue See Table 6 for Alternatives 6 S. Halcyon Road & Farroll Avenue TWSC D 10.9 B 10.9 B 7 S. Halcyon Road & Sycamore Drive TWSC D 11.0 B 14.1 B 8 S. Halcyon Road & The Pike AWSC D 31.4 D 13.7 B
Notes: 1. AWSC = All Way Stop Control; TWSC = Two Way Stop Control; RNDBT = Roundabout

2. LOS = Delay based on worst minor street approach for TWSC intersections, Average of all approaches for AWSC, Signal, RNDBT

3. Operations calculated using Synchro and HCM 2000 methodology for signalized intersections due to non-standaRoad NEMA phasing Table 5 - Forecast Year 2040 Intersection Conditions: Vehicular LOS Intx.
# Intersection Control Type
Target
LOS1
AM Peak Hour PM Peak Hour
Delay LOS Delay LOS
5 S. Halcyon Road & Fair Oaks Avenue SIGNAL D 53.2 D 22.7 C 5 S. Halcyon Road & Fair Oaks Avenue RNDBT D 13.7 B 10.7 B Notes:

1. LOS = Delay based on average of all approaches for Signal and RNDBT. Operations calculated using Synchro HCM 6methodology for the traffic signal. Operations calculated using SIDRA standard methodology which considers geometric delays for the roundabout.

Table 6 - Alternatives Analysis Forecast Year 2040 Intersection Conditions: Vehicular LOS

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
Table 8 - Forecast Year 2040 Intersection Conditions Bicycle LOS Table 7 - Forecast Year 2040 Intersection Conditions: Pedestrian LOS Intersection Approach
AM Peak Hour PM Peak Hour
Ped. Crosswalk Score LOSPed. Crosswalk Score LOS
N. Halcyon Road/El Camino Real
EB NP1- NP1-
WB 2.01 B 2.06 B
NB 2.39 B 2.38 B
SB NP1
- NP1-
Halcyon Road/E. Grand Avenue
EB 2.79 C 2.84 C
WB 3.01 C 2.88 C
NB 2.69 B 2.69 B
SB 2.29 B 2.31 B
Notes: 1. NP = Pedestrian crossing not permitted.

Intersection Approach
AM Peak Hour PM Peak Hour
Bicycle
LOS Score LOS
Bicycle
LOS Score LOS
N. Halcyon Road/El Camino Real
EB 1.62 A 2.25 B
WB 1.36 A 1.39 A
NB 1.75 A 1.50 A
SB NP1
- NP1-
Halcyon Road/E. Grand Avenue
EB 2.96 C 3.19 C
WB 2.85 C 2.77 C
NB 2.75 B 2.28 B
SB 1.91 A 2.19 B
Notes: 1. NP = Pedestrian crossing not permitted.

Table 9 - Forecast Year 2040 Conditions Queuing Analysis for Halcyon Road & Fair Oaks Avenue Alternatives As shown, Alternative 1 would have a 95th percentile queue length of approximately 625 feet on the northbound through lane during the AM peak hour that would exceed or block turn lanes, and would extend back to Farroll Avenue. The 95th percentile queues estimated for Alternative 1 (traffic signal with road diet) are projected to exceed available storage lengths for most turn lanes, and have excessive queues during both the AM and PM peak hours.

The queue on the westbound approach would potentially effect access for the Arroyo Grande Hospital. Emergency vehicles will be able to continue to access the Arroyo Grande Hospital on both Halcyon Road and Fair Oaks Avenue via the center turn lane provided. However, “Keep Clear” pavement markings should be installed on westbound Fair Oaks Avenue at the full-access driveway nearest to the intersection to maintain ingress and egress of emergency vehicles. The roundabout (Alternative 2) presents queue lengths that are significantly lower than the Signal Alternative 1 on all approaches of the intersection.

Intersection Available
Storage
#of
Lanes
AM Peak Hour PM Peak Hour
Queue (ft)1 Queue (ft)
1 Alternative 1: Traffic Signal with a Road Diet
Eastbound Left 120 1 195 135
Eastbound Thru/Right 560 1 375 180
Westbound Left 150 1 255 230
Westbound Thru 900 1 355 190
Westbound Right 65 1 145 120
Northbound Left 200 1 125 50
Northbound Thru 650 2 625 215
Northbound Right 200 1 225 130
Southbound Left 150 1 240 155
Southbound Thru 950 1 220 280
Southbound Right 150 1 75 120
Intersection Available
Storage
#of
Lanes
AM Peak Hour PM Peak Hour
Queue (ft)1 Queue (ft)
1 Alternative 2: Single-lane Roundabout
Eastbound Left/Thru/Right 570 1 180 140
Westbound Left/Thru 900 1 110 65
Westbound Right 200 1 75 20
Northbound Thru/Left/Right 650 1 385 90
Southbound Left/Thru/Right 560 1 135 235

1. 95th Percentile Queue per Lane; outputs calculated using Sim-Traffic for Signals, and Sidra

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
Implementation of protected bikeways are generally low-cost by making use of existing pavement and drainage and by using a parking lane as a barrier. More information regarding design guidance and standards can be found in the Urban Bikeway Design Guide, National Association of City Transportation Officials, 2nd Edition, (NACTO 2014).

Figure 15 on the next page presents the proposed layout of the Class IV Protected Bikeway option in Context Zone 2 with parking on southbound Halcyon Road, and without parking northbound. As shown, the protected bikeway would be 6 to 9.5 feet wide, have a 3- to 6-foot curb between the bikeway and the travel lane or parking lane, and would have intermittent breaks where driveways exist to allow vehicles access. The bikeway would be marked and signed accordingly, so that the bikeway and travel lanes are clearly assigned. The implementation of the protected bikeway could also use a painted buffer with flexible posts as well, if desired.

Protected Bikeway Option
Protected bikeways are also known as Class IV bikeways, Separated Bike Lanes, or Cycle Tracks. They are at street level and use a variety of methods for physical protection from passing traffic including combinations of horizontal separation (e.g., buffer distance) and vertical separation (e.g., curb, parking, flexible posts, or planters). The physical separation and barrier from traffic provides an area on the street exclusively for bicyclists to ride separated from moving traffic and eliminates the risk of over-taking vehicles or vehicles parking, stopping, or loading in the bike lane. Protected bikeways improve comfort and safety and make riding a bike a pleasant and practical way for many more people.

A protected bikeway could be implemented along portions of Halcyon Road, if desired. This Complete Street Plan identifies a protected bikeway as an Optional Alternative for Context Zone 2. Implementing a protected bikeway along Halcyon Road would provide a more attractive bicycle facility for bicyclist of all ages and abilities.

Example of Class IV Protected Bikeway
Example of Class IV Protected Bikeway with Parking

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
Figure 15 – Class IV Protected Bikeway Option (with and without on-street parking)

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
Figure 16 - Bicycle Level of Traffic Stress Comparison
Note: with Traffic Signal at Fair Oaks Avenue
Note: with Traffic Signal at Fair Oaks Avenue
Bicycle LTS Analysis
In addition to the vehicular traffic operations analysis, the bicycle Level of Traffic Stress (LTS) was evaluated along the roadway and at unsignalized intersections. Alta Planning & Design performed a bicycle LTS analysis for the Halcyon Road corridor evaluating existing conditions, and two
bicycle alternatives that were being considered, with and without Buffered Bike Lanes. Alta’s detailed analysis is provided in Appendix E. The analysis demonstrates that
Buffered Bike Lanes are preferred, but would not result in lower LTS where higher speeds exist without additional
implementation of traffic calming measures or providing a physical separation for the bikeway.

GHD has updated the analysis to evaluate the proposed
alternatives in this study. Figure 16 presents the Bicycle LTS analysis results for Existing Conditions, Alternative 1 (Traffic Signal with Road Diet), Alternative 2 (Roundabout), and the Class IV Option for Zone 2. LTS scores are shown for each zone along the roadway and at intersection
crossings. Both alternatives propose the installation of Buffered Bike Lanes throughout the corridor, and a ‘Road Diet’ in Context Zone 2 south to Farroll Avenue.

While both alternatives improve the comfort of bicyclists over the existing conditions, Alternative 2 provides the greatest benefit to people who walk and bike, both in
terms of travel along and across Halcyon Road.

The Class IV Protected Bikeway option in Zone 2 would
provide a LTS 1 as it is separated from vehicular traffic with both a horizontal buffer and a vertical barrier.

While the LTS analysis focuses on bicycle travel,
improvements for bicyclists generally translate into
improved conditions for pedestrians, as well. This is
particularly true for crossing conditions, as improvements are measured in terms of reduced exposure to motor
vehicle travel speed and the number of travel lanes
crossed.

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
average for costing the value of time for automobiles and trucks was used.

An average delay cost of $18.65/person/hour was used—a value escalated from the original value in the published data by Caltrans for Vehicle Operation Costs Parameters for 2016 (https://dot.ca.gov/programs/ transportationplanning/ economics-datamanagement/transportationeconomics/vehicle-operation-cost-parameters). The rate was grown by 12% from the 2016 values, based on 2% per year, and was weighted based on heavy vehicle percentages. The delay reduction benefit, therefore, includes the reduction in delay in dollar amounts compared to No Build conditions.

Fuel Benefit
To calculate the fuel cost for the alternatives, the vehicle operating costs were quantified. The fuel costs (vehicle operating costs) were computed using the delay for the AM and PM peak hour periods of all alternatives.

An average fuel price for regular unleaded automobile fuel of $4.09 was used based on the last year’s average price at the pump adjusted to rates.

Environmental Benefit
To calculate the environmental cost, the greenhouse gas emissions costs were quantified for the project. The health cost of Carbon Monoxide (CO) in a rural/suburban California town is $84/ton. The health cost of Nitrogen Oxide is $15,568/ton. The methodology for using the environmental costs comes from the Caltrans Intersection Control Evaluation (ICE) guidelines.

Construction Cost
Based on the concept-level preliminary project costs estimates, the total estimated project construction costs (including design, environmental, right of way, construction, and construction management costs) for each alternative are presented in the Life Cycle Benefit/Cost Analysis results tables below.

Other Costs
Operation and maintenance costs are other important components of the cost associated within the various alternatives. The operation and maintenance costs for a traffic signal include providing power service to the signal and street lighting ($750/year), signal retiming ($1,000/year), and signal maintenance for power outages/new detector loops/etc. ($1,500/year).

The roundabout alternative would have lower operation and maintenance costs limited to power service for street lighting ($750/year). These values are typical industry averages.

Life Cycle Benefit/Cost Analysis
Table 9 presents a summary of the life cycle benefits and costs for the two proposed intersection alternatives at Halcyon Road and Fair Oaks Avenue, and Table 10, on the following page, presents the summary of the benefit/ cost analysis.

Life-Cycle Benefit/Cost Analysis
This section briefly discusses the parameters used to assess and monetize the life-cycle benefits and costs for the two proposed alternatives at the intersection of Halcyon Road at Fair Oaks Avenue. The benefits are evaluated against a “No Build” scenario which would not improve the existing intersection configuration or traffic signal over a 20- year period. The analysis of the roundabout was based on a preliminary alternative considered without the westbound right turn lane and presents a conservative analysis, because the concept was modified per City direction after the analysis was completed.

Safety Benefit
To calculate the safety benefit, the cost of collisions is evaluated based on the existing collision rate, forecasted traffic volumes, and collision reduction factors for the proposed improvements. To compute the existing collision rate, existing collision data over a five year period was utilized. The intersection ADT was converted to a Million Vehicle Entering (MVE) per year. The number of collisions were then divided by the total number of vehicles to obtain a collision rate (collision/MVE). This determines the base cost of collisions for existing conditions.

In the future as traffic volumes increase, more collisions may occur without any improvements, therefore improving the intersection would result in a larger safety benefit over the 20-year life-cycle. Costs associated with collisions anticipated for each proposed intersection alternative were quantified using the Caltrans Intersection Control Evaluation Collision Cost Analysis spreadsheet.

As previously mentioned, the benefits of converting to a roundabout includes reducing the number of conflict points for vehicles. Additionally, roundabouts reduce the entry speed of vehicles which in turn reduce the severity of collisions. Signal improvements aim to reduce congestion, which would in turn reduce potential collisions, however higher speeds and right-angle collisions are not reduced.

Vehicular Delay Reduction Benefit
To calculate the delay reduction benefit, the value of travel time was quantified for each proposed alternative. Costs associated with vehicular delay were computed using the delay for the AM and PM peak hour periods of all the alternatives. In assessing the delay costs, the weighted Life Cycle Costs
(20 year design) No Build Traffic Signal Alternative 1
Roundabout
Alternative 2
Collision and Mobility Costs
Collision Costs of predicted crashes $6,535,000 $6,318,000 $307,000 Delay Costs $1,650,000 $2,210,000 $1,230,000
Fuel and GHG Costs $2,122,000 $2,253,000 $2,143,000
Project Costs Including Design, Construction and Maintenance Operations and Maintenance Costs $55,000 $55,000 $31,000 Construction Costs $0 $1,843,700 $3,908,900
Total Life Cycle Costs $10,362,000 $12,679,700 $7,619,900 Notes:

1. Existing geometry is analyzed for Ultimate Design Year traffic volumes.

2. The collision costs presented within this table were derived using the Caltrans tool for Intersection Control Evaluation Collision Cost Analysis and B/C
Table 9 - Life-Cycle Costs Comparison Summary

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
As shown, the Roundabout Alternative has a B/C of 2.2 while the Traffic Signal has a B/C of –0.3. Generally, B/C ratios less than 1.0 are unfavorable, and a negative value is anticipated with Alternative 1 as the increase in delays and GHGs are anticipated to not be beneficial . Other potential benefits of roundabouts, which are not quantified here, include particulate matter/pollutants for air quality considerations. The B/C analysis is presented for comparison of the two alternatives at the Fair Oaks Avenue intersection, and does not present the benefit of the corridor as a whole.

Alternatives Analysis Summary
If the existing intersection at Halcyon and Fair Oaks Avenue is not improved to either an improved traffic signal with signal timing adjustments or improved with installation of a roundabout, then traffic operations will deteriorate with severe delays and queueing.

With implementation of a road diet and either improving the traffic signal or installing a roundabout at Halcyon Road/Fair Oaks Avenue, the multimodal improvements identified in this Complete Street Plan will enhance pedestrian and bicycle safety, providing a continuous multimodal corridor along Halcyon Road.

However, improving the traffic signal at Fair Oaks Avenue with the proposed road diet while remaining within existing rights-of-way has limitations on the capacity and throughput during the peak hours.

Constructing a roundabout at Halcyon Road/Fair Oaks Avenue will provide a safer and more comfortable environment for
vulnerable road users including schoolchildren,
pedestrians, and bicyclists alike, as well as provide a safer and more efficient intersection for motorists. Retaining a traffic signal at Fair Oaks Avenue will operate less
effectively when compared to the roundabout with
excessive queues during peak hours.

Constructing a roundabout at Halcyon Road/Fair Oaks
Avenue in conjunction with the proposed road diet
between East Grand Avenue and Farroll Avenue is
projected to provide acceptable traffic operations at both the intersection and adjacent roadway segments due to
the added capacity and improved operations that the
roundabout provides.

Although Alternative 1 improves the traffic signal to
enhance and provide safer pedestrian and bicycle access through the intersection, it does not address the
operational issues anticipated and the potential for more severe right-angle collisions remains.

Roundabouts:
 Improve safety
 Promote lower speeds and traffic calming
 Reduce conflict points
 Lead to improved operational performance
 Meet a wide range of traffic conditions because they are versatile in size, shape, and design
Roundabouts | Intersection Safety - Safety | Federal Highway Administration (dot.gov) Life-Cycle Benefit/Cost Ratio
No Build VS
Improved Signal Alt. 1
No Build VS
Roundabout Alt. 2
Safety Benefit $ 217,000 $ 6,228,000
Delay Reduction Benefit $ (560,000) $ 1,550,000
Fuel and GHG Benefit $ (131,000) $ 590,000
Total Benefits $ (474,000) $ 8,368,000
Added Operations & Maintenance Costs $ - $ (24,000)
Construction Costs $ 1,843,700 $ 3,908,900
Total Costs $ 1,843,700 $ 3,884,900
Life Cycle Benefit/Cost Ratio (0.3) 2.2
Table 10 - Benefit/Cost Analysis Results

5. ALTERNATIVES ANALYSIS & RECOMMENDATIONS
Complete Streets Plan
Metric
Alternative 1:

Traffic Signal
Alternative 2:

Compact Roundabout
Traffic Operations 
✓
 Significant improvements would be needed to provide
efficient operations for future travel demand, including widening the intersection approaches to provide
additional turn lanes and turn lane extensions.
 Forecasted operations are LOS D in AM peak hour, and
LOS C in PM peak hour.
✓
✓
 Would provide a continuous flow of traffic, where entering vehicles yield to circulating traffic, bicyclists, and pedestrians.  Forecasted operations are LOS B in AM and PM peak hours. 95th Percentile Queue Lengths   Northbound traffic in the AM peak is heaviest and results in the longest projected queue length at 625 feet.
✓  Shorter queue lengths compared to the traffic signal alternative.

Longest projected queue length is in the AM peak northbound at 385 feet.

Pedestrian and Bicycle Accessibility ✓


 Dedicated bike lanes on all approaches with Bike Boxes two-stage turn boxes, and green paint through the
intersection.
 Long crossings without median refuges. Pedestrians and cyclists wait for signal.
 Priority is given to vehicles, but must yield to pedestrians and bicyclists when turning. Increased risk for right-turn collisions with pedestrians during green light.
✓
✓
✓
 10-foot wide shared-use path along the perimeter of the roundabout for both walking and biking.
 Shorter, safer pedestrian crossings with median refuges.

Pedestrians cross one direction of travel at a time.
 Priority is given to pedestrians and bicyclists. Vehicles yield to pedestrians before entering and after leaving the roundabout.

Safety 

✓
 Higher speeds during green light and off-peak periods.

Does not calm traffic.
 Potential for high-severity collisions with more conflict points and multiple travel lanes.
 Would provide a leading pedestrian interval (LPI) for all crossings.
✓
✓
✓
 Slower speeds approaching and circulating due to geometric design. Single lane of travel.
 Fewer conflict points and low-risk for severe collisions.  Would provide options for bicyclists to traverse the roundabout either via the shared-use path or via the roundabout’s circulating lane
Right-of-Way Impact ✓  Both alternatives would encroach on the northeast corner. Retains existing ROW as much as possible.
✓  Impacts to intersection corners, but would not affect any existing building structures.

Construction Cost (preliminary/
conceptual)
  $1.8 Million— funding not identified ✓  $3.9 Million with State funding awarded Life-Cycle Benefit/Cost   Lower Construction Cost but increased delays and GHGs.

Low safety benefit.
 B/C is –0.3
✓  Very high safety benefit. Lower delays and GHGs. Lower Operations & Maintenance costs.
 B/C is 2.2.

Table 10 - Alternatives Analysis Summary
The planning-level conceptual alternatives presented in this Plan do not represent the ultimate designs. Additional details (i.e., surveying, utilities) will be needed and evaluated to refine the preferred concept. Roundabouts are a Proven Safety Countermeasure, per the Federal Highway Administration, and are an effective alternative to the conventional intersection. Both the road diet and the roundabout will significantly enhance safety and improve multimodal connectivity for all roadway users while maintaining the urban/suburban interface.

Table 10 presents a summary comparison of the two alternatives.

6. FUNDING OPPORTUNITIES & IMPLEMENTATION
Complete Streets Plan

6. FUNDING OPPORTUNITIES
& IMPLEMENTATION
This chapter provides potential phasing for
implementation of the Complete Streets Plan as well
as a listing of available funding sources with a brief
description of each source, and the processes for
obtaining the funds. Some funding sources are
designed for planning and preliminary engineering
level studies while other sources are intended for
design and construction of improvements.

Phasing Potential
The key elements of the Plan as presented in Chapter
5 consists of a road diet in Context Zone 2, and
buffered bike lanes throughout. The road diet reduces
the number of through lanes in Context Zone 2 and
provides width to stripe buffered bicycle lanes and
construct curb extensions at the Dodson Way
crosswalks. Should a phased approach to
implementing the plan be considered, intersection
improvements at Fair Oaks Avenue would need to be
constructed prior to the installation of buffered bike
lanes and crosswalk enhancements in Context Zone 2.

Assuming funding for the largest projects will take the longest to secure, a phased approach with the lesser
cost items that could be constructed with or without
the roundabout/road diet could follow the following
sequence:
 Construct sidewalk gap closure projects in all
Context Zones
 Construct crosswalk enhancements in Zone 3
 Slurry seal and restripe with Buffered Bike Lanes in
Context Zones 1 and 3
 Construct signalized intersection improvements
 Construct roundabout at Fair Oaks Avenue;
construct crosswalk enhancements at Dodson
Way; slurry seal and restripe with Buffered Bike
Lanes in Context Zone 2
Communities Betterment Grant
This grant is administered by SLOCOG and is for
community-level infrastructure improvements that
support sustainable transportation goals. The City of
Arroyo Grande was awarded $750,000 for a majority
of the Zone 3 improvements, as part of the phased
implementation, including installing buffered bike
lanes and pedestrian improvements from Fair Oaks
Avenue to The Pike.

Funding Opportunities
Funding for the construction of bike and pedestrian
improvement projects is available through various
State & Federal Programs (i.e. Active Transportation
Program). The road diet concept between E. Grand
Avenue and Fair Oaks Avenue is made possible by the
conversion of the signalized intersection at Fair Oaks
Avenue to a roundabout. Funding for the construction
of the roundabout could possibly come from the
federal Congestion Mitigation and Air Quality (CMAQ)
Program or the Regional Surface Transportation
Program (RSTP).

Federal Funding Programs
Congestion Mitigation and Air Quality
The Congestion Mitigation and Air Quality (CMAQ)
program was implemented to support surface
transportation projects and other related efforts that
contribute air quality improvements and provide
congestion relief. Funds are directed to transportation projects and programs, which contribute to the
attainment and maintenance of National Ambient Air
Quality Standards in non-attainment or air quality
maintenance areas for ozone, carbon monoxide, or

6. FUNDING OPPORTUNITIES & IMPLEMENTATION
Complete Streets Plan
particulate matter under provisions in the Federal Clean Air Act.

Eligible CMAQ projects include public transit improvements; high occupancy vehicle lanes; Intelligent Transportation System Infrastructure; traffic management and traveler information systems (i.e., electric toll collection systems); employer-based transportation management plans and incentives; traffic flow improvement programs (signal coordination); fringe parking facilities serving multiple occupancy vehicles; shared ride services; bicycle and pedestrian facilities; flexible work-hour programs; outreach activities establishing Transportation Management Associations; fare/fee subsidy programs; and under certain conditions, Particulate Matter improvement projects.

Surface Transportation Block Grant Program (STBG)
The STBG is a program under the Bipartisan Infrastructure Law (BIL) and has the most flexible eligibilities among all Federal-Aid highway programs.

The STBG promotes flexibility in State and local transportation decisions and provides flexible funding to best address State and local transportation needs. (See RSTP)
Highway Safety Improvement Program (HSIP)
The intent of this program is to significantly reduce public roadway fatalities and serious injuries. The emphasis will be at locations that are data and strategically driven. The HSIP has several major program features; separate fact sheets are available on each of these:
 Strategic Highway Safety Plan (SHSP)
 High Risk Rural Roads (HRRR)
 Reporting Requirements (HSIP Reports)
The project must be on any public road or publicly owned bicycle, pedestrian pathway, or trail. Projects must identify a specific safety problem that can be corrected or improved substantially. City or County transportation planning agencies can apply for these funds. The maximum funding amount for a project is $1 million, and the federal reimbursement rate is 90 percent. Caltrans district staff will solicit candidate projects from eligible public agencies. Interested agencies must submit an application by the due date to compete for funding. Caltrans staff will evaluate applications based on a Safety Index (calculated based on traffic safety data). A notice is made once a year to local agencies to submit applications for candidate HSIP projects.

Improvements to Halcyon Road at Sandalwood and sidewalk improvements along the east side of Halcyon Road between Cameron Court and Virginia Street have been partially funding through the 2018 Safe Routes to School Capital Program (Cycle 2), for a $100,000 grant and $23,900 from the City Sidewalk Repair Fund. HSIP Cycle 10 set-aside funding was recently awarded for pedestrian crossing enhancements at the intersections of Halcyon Road at Sandalwood Avenue and at Farroll Avenue to completely fund these projects. A total of $250,000 was awarded to be divided between 3 intersections (another crossing on Grand Avenue not apart of this study). $100,000 Safe Routes to School Grant.

State Funding Programs
State Transportation Improvement Program (STIP) and
Interregional Transportation Improvement Program
(ITIP)
At the State level, these funds are divided into two programs: (1) the Regional Improvement Program (RIP) funded from a local share of the 75 percent of State Highway Account (SHA) funds set aside for regional transportation agency programming, and the Interregional Improvement Program (IIP), funded from the remaining 25 percent available for State programming. SLOCOG has authority to decide how to program the San Luis Obispo County regional share of RIP funds, subject to STIP eligibility guidelines. To be eligible, projects must be nominated by the regional agency in their Regional Transportation Improvement Program (RTIP).

Caltrans has the authority to program the Interregional Transportation Improvement Funds. Similar to the RTIP, Caltrans must nominate projects within the ITIP.

STIP funds are primarily intended for capital projects. Eligible projects include constructing and widening state highways, local roads, public transit (including buses), pedestrian and bicycle facilities, grade separations, intermodal facilities, and safety projects. While these funds may also be used for local road rehabilitation, the California Transportation Commission (CTC), which has authority over the STIP, has not supported the programming of STIP funds for road rehabilitation projects in recent STIP cycles.

State Highway Operations and Protection Program
(SHOPP)
The State Highway Operating and Protection Plan (SHOPP) is a four‐year program of projects that have the purpose of collision reduction, major damage restoration, bridge preservation, roadway preservation, roadside preservation, mobility enhancement, and preservation of other transportation facilities related to the state highway system. Non‐capital projects are programmed through the SHOPP. The SHOPP is adopted simultaneously with the STIP every two years. While SLOCOG is allowed input to the SHOPP, the State has sole discretionary authority over the use of SHOPP funds.

The SHOPP program includes projects designed to maintain the safety and operational integrity of the state highway system. Most of the projects are for pavement rehabilitation, bridge rehabilitation, and traffic safety improvements. Other projects may include such things as operational improvements (e.g. traffic signalization) and roadside rest areas. It does not include projects to add through lanes to increase capacity.

Active Transportation Program (ATP)
On September 26, 2013, Governor Brown signed legislation creating the Active Transportation Program (ATP) in the Department of Transportation (Senate Bill 99, Chapter 359 and Assembly Bill 101, Chapter 354). The ATP consolidates existing federal and state transportation programs, including the Transportation Alternatives Program (TAP), Bicycle Transportation Account (BTA), and State Safe Routes to School (SR2S), into a single program with a focus to make California a national leader in active transportation. The ATP is administered by the Division of Local Assistance, Office of Active Transportation and Special Programs. The purpose of ATP is to encourage increased use of active modes of transportation by achieving the following goals:
 Increase the proportion of trips accomplished by biking and walking  Increase safety and mobility for non-motorized users
 Advance the active transportation efforts of regional agencies to

6. FUNDING OPPORTUNITIES & IMPLEMENTATION
Complete Streets Plan
achieve greenhouse gas reduction goals
 Enhance public health
 Ensure that disadvantaged communities fully share in the benefits of the program
 Provide a broad spectrum of projects to benefit many types of active transportation users.

The City of Arroyo Grande was awarded funding for implementation of this Plan for ATP Cycle 6.

Regional Surface Transportation Program (RSTP)
Surface Transportation Block Grant Program funds are apportioned to States to provide flexible funding that may be used by States and localities for projects to preserve or improve conditions and performance on any Federal-Aid highway, bridge projects on any public road, facilities for active transportation, transit capital projects and public bus terminals and facilities. Fifty percent of a State’s funds are to be distributed to areas based on population, known as Regional Surface Transportation Program (RSTP) funds. In addition, a portion of its RSTP funds is to be set aside for bridges not on Federal-Aid highways. Furthermore, a special rule is provided to allow a portion of funds reserved for rural areas to be spent on rural minor collectors.

Examples of projects eligible for RSTP include highway projects; bridges (including construction, reconstruction, seismic retrofit, and painting); transit capital improvements; carpool, parking, bicycle, and pedestrian facilities; safety improvements and hazard elimination; research; traffic management systems; surface transportation planning; transportation enhancement activities and control measures; and wetland and other environmental mitigation.

Safe Routes To School
Safe Routes to School (SRTS) is an approach that promotes walking and bicycling to school through infrastructure improvements, enforcement, tools, safety education, and incentives to encourage walking and bicycling to school. Separate state and federal Safe Routes to School programs serve California. Caltrans distributes Safe Routes funding from the Federal Highway Administration.

Local Streets and Roads (LSR) Program
The purpose of the program is to provide approximately $1.5 billion per year to cities and counties for basic road maintenance, rehabilitation, and critical safety projects on the local streets and roads system.

Developer In-Kind Contributions
Infrastructure frontage improvements in correlation with land development are typically the responsibility of the developer, unless other funding sources can be identified. This cost would be included within the project budget. Developer-responsibility for improvements within the Halcyon Road corridor would include frontage roads providing access to commercial and/or residential development east and west of Halcyon Road.

City Traffic Impact Fee (TIF) and County Road Impact Fee (RIF) Programs
The City of Arroyo Grande and San Luis Obispo County each have their own transportation impact fee programs consistent with Government Code 66000, which was created by AB 1600. Recognizing the arterial function of Halcyon Road, this roadway and its intersections have been and will continue to be in their respective impact fee programs, for the segments of this roadway that are contained in each jurisdiction.

Therefore, transportation impact fees could be a resource for at least a portion of the costs for the identified improvements in this Plan.

The transportation impact fee programs fund the expansion of existing traffic facilities and the construction of new facilities that will be needed to provide and maintain adequate traffic circulation within the fee area to support new development. Currently, improvements to State Route 1 at Halcyon Road intersections are programmed in the South County planning area Capital Improvements Program and RIF.

Additional Grant Programs
Additional grant programs that may fund active transportation improvements like those included in this Plan include:
 Clean Mobility Options
 Local Partnership Program
 Office of Traffic Safety Grant Program
 Safe Streets and Roads for All (SS4A)
 Solutions for Congested Corridors
 Sustainable Transportation Equity Project
 Transformative Climate Communities
 Transportation Development Act Funding

APPENDIX
Complete Streets Plan

APPENDIX

APPENDIX
Complete Streets Plan
Appendix A - Current Policy, Planning
Documents & References
This section summarizes current policies and planning documents that guide or regulate transportation planning decisions related to Complete Streets. The Complete Streets Plan aims to align its recommendations with these available documents. To the extent feasible, the following documents were referenced for this study:

South Halcyon Road Corridor Study
The South Halcyon Road Corridor Study was conducted in 2014 and reviews and addresses safety and mobility concerns for pedestrian and bicyclists. The study assesses existing and future multimodal conditions of Halcyon Road between Fair Oaks Avenue and The Pike, and recommends Complete Street improvements including Class II Bike Lanes, and pedestrian crosswalk enhancements.

City of Arroyo Grande General Plan
The City of Arroyo Grande General Plan was adopted in 2007 and presents a set of policies and programs that form a plan for long-term development within the City. The General Plan aims to meet local and regional planning requirements, and guides City development. It is a basis for decision-making on land use, housing, city services, public works, conservation, safety, and economic development. The Circulation Element, updated in 2021, provides objectives and policies related to roadway standards, Level of Service (LOS), Bicycle Level of Traffic Stress (LTS), alternative circulation and transportation systems, and coordination with the Land Use Element.
2015/16 County Bikeways Plan
The County Board of Supervisors,
Department of Public Works, and the
Bicycle Advisory Committee prepared
the County’s Bikeways Plan. It
promotes the increased use of bicycles
as a transportation mode. The plan
considers policies and programs
related to bicycling from the Regional
Transportation Plan and General Plan.

The plan provides recommendations
Streets Bill/Act. Effective January 1, 2011, AB 1358 requires revisions to a County’s or City’s Circulation Element to include provisions for the accommodation of all roadway users including bicyclists, pedestrians, and transit vehicles. The legislation impacts local general plans by adding the following language to Government Code section 65302(b)(2)(A) and (b)(2)(B):
“(A) Commencing January 1, 2011, upon any substantial revision of the circulation element, the legislative body shall modify the circulation element to plan for a balanced, multi-modal transportation network that meets the needs of all users of the streets, roads, and highways for safe and convenient travel in a manner that is suitable to the rural, suburban, or urban context of the general plan;
(B) For the purposes of this paragraph, - users of streets, roads, and highways‖ means bicyclists, children, persons with disabilities, motorists, movers of commercial goods, pedestrians, users of public transportation, and seniors.”
Urban Bikeway Design Guide, 2nd Edition, NACTO
The National Association of City
Transportation Officials (NACTO) published
this guide in 2014. This guide provides
innovative design solutions for bicycle
related treatments within urbanized areas
and conforms with policy and guidance of
the Manual on Uniform Traffic Control
Devices (MUTCD). For each treatment
identified, this guide provides required,
recommended, and optional features.

Urban Street Design Guide, NACTO
NACTO published this guide in 2013 and it
provides innovative multimodal design
solutions for urban environments, focusing
on city streets and public places. The guide
also conforms with policy and guidance of
the Manual on Uniform Traffic Control
Devices (MUTCD).
for goals and implementations to close gaps in existing bikeways, to provide connections between communities, and to provide multimodal access to transit. The plan serves to identify and prioritize bikeway facilities within the unincorporated areas of San Luis Obispo County over the next 20 years.

SLOCOG Regional Transportation Plan
(RTP)/Sustainable Communities Strategy
(SCS): Connecting Communities
The San Luis Obispo Council of Governments
(SLOCOG) is responsible for preparing the
RTP, a major transportation planning
document for the entire region. The Plan
supports the policies of the RTP’s Motorized
and Non-motorized Transportation Program.

City Climate Action Plan
The City of Arroyo Grande Climate
Action Plan (CAP) was adopted in
November 2013. The CAP is a longrange plan to reduce greenhouse gas (GHG) emissions from City
government operations and
community activities within Arroyo
Grande and prepare for the
anticipated effects of climate change.

The CAP establishes the baseline 2005
GHG emissions, identifies the quantity of GHG emissions reduction required to meet the emissions target of 15 percent below 2005 levels by year 2020 (consistent with AB 32), and identifies strategies and implementation measures to achieve the emissions reduction target. The CAP also provides procedures to implement, monitor, and verify the effectiveness of the CAP measures in order to adapt efforts as necessary.

The CAP helps achieve multiple community goals including lowering energy costs, reducing air pollution, supporting economic growth, and improving quality of life.

California AB 1358 - Complete Streets Act
The California Assembly Bill (AB) 1358 of 2008 is known as the Complete

APPENDIX
Complete Streets Plan
California AB 32
The Global Warming Solutions Act of 2006, Assembly Bill 32, sets the 2020 greenhouse gas emissions reduction goal into law. It directs the California Air Resources Board to begin developing discrete early actions to reduce greenhouse gases while also preparing a scoping plan to identify how best to reach the 2020 limit.

City of Arroyo Grande Bicycle and Trails Master Plan
The City’s Bicycle & Trails Master Plan
was adopted in 2012 and builds upon
the recommendations from the first
adopted bicycle plan in 2006. The
current Bicycle & Trails Master Plan
identifies existing and proposed bicycle
and pedestrian infrastructure, which
encourage improvements that enhance
safety for active transportation modes.

The plan serves as a guide for active
transportation improvements within
the City and prioritizes improvements in
order to guide federal, state, and local funding and planning mechanisms.

As shown in the graphic to the right , Class II Bike Lanes are designated for Halcyon Road within the Bicycle and Trails Master Plan. The Complete Streets Plan proposes to accommodate Class II Bike Lanes as a minimum requirement along Halcyon Road.

Road Diet Informational Guide, FHWA
The Federal Highway Administration (FHWA) published this guide in November 2014. It provides the definition of a road diet and the supporting documentation that road diets improve safety for both motorists and pedestrians while improving multimodal accessibility and mobility. This guide also presents factors that determine feasibility of a road diet, and how road diets are implemented as a Complete Street solution, including design considerations, as utilized within this plan.

Roundabouts: An Informational Guide, Second Edition (2010) (NCHRP Report 672)
The report was part of the National Cooperative Highway Research Program (NCHRP) conducted by the Transportation Research Board, and builds on the first edition published by FHWA. The guide continues to be comprehensive to both professionals and the public for introductory material, planning and design guidance, operational and safety performance evaluation, construction and maintenance, and presents a wide range of potential applications.

Main Street, California: A Guide for Improving Community and Transportation Vitality, 2003
The report, published by Caltrans, provides planning, design, maintenance, and operational
concepts for main street
projects and serves as a guide to
Complete Streets and active
transportation planning along
State Highways.

Complete Streets
Implementation Action Plan

2.0 (CSIAP 2.0), June 2014 - June 2017
The CSIAP was prepared by Caltrans to describe the Complete Streets policy framework currently held by Caltrans for planning and implementation of Complete Streets on the state highway system. The CSIAP 2.0 is required by the Deputy Directive 64-Revision 2: Complete Streets - Integrating the Transportation System (DD-64-R2), which is an update of the State’s Complete Streets policy signed in October 2014. DD64-R2 provides the following Caltrans policy on Complete Streets:
“The California Department of Transportation (Caltrans) provides for the needs of travelers of all ages and abilities in all planning, programming, design, construction, operations, and maintenance activities and products on the State highway system [and] recognizes bicycles, pedestrian, and transit modes as integral elements of the transportation system.”
DD-64-R1 is limited to state owned and maintained streets, roads, and highways and focuses on the planning, construction, and maintenance of Complete Streets and, when possible given the Caltrans‘s limited jurisdiction, on the creation of multimodal networks. Nonetheless, the goals of DD-64-R1 provide important guidance for the design of the streets that make up a local integrated multimodal transportation Bicycle Facilities Map near Halcyon Road, Bicycle and Trails Master Plan

APPENDIX
Complete Streets Plan
network.

Safe Routes to School
In 2005, the United States Congress passed the Safe, Accountable, Flexible, Efficient, Transportation Equity Act: A Legacy for Users Act (SAFETEA-LU). This transportation reauthorization bill included funding for the Federal Safe Routes to School (SRTS) program. The objective of the SRTS program is to support the use of safe, active transportation modes (i.e. walking and bicycling) for children to and from schools. The availability of active transportation modes can increase children‘s activity levels and decrease the likelihood of childhood diseases. This is especially important as childhood obesity rates and other illnesses related to inactivity are rapidly increasing both nationally and in California. The SRTS program is administered by the Federal Highway Administration (FHWA), which distributes program funds to individual State Departments of Transportation.

Local multimodal transportation networks should address the needs of parents and children by providing safe alternate transportation options (i.e. walking and bicycling) to and from schools. Doing so can reduce vehicle trips, reduce congestion, and improve road safety near schools, and increase children‘s activity levels. While the general plan itself is not eligible for funding, SRTS programs can help implement part of a connected, safe multimodal transportation network. Schools are an important node to include in the development of a local multimodal transportation network.

Park and Ride lot.

The urban, urban transition, and neighborhood Context Zones (Context Zones 1, 2, and 3) would be subject to the plans and policies of the Arroyo Grande General Plan. The small portion of the neighborhood Context Zone in unincorporated County areas would also be subject to the South County Area Plan, County of San Luis Obispo Land Use Ordinance, and County of San Luis Obispo General Plan.

Vehicle Miles Traveled (VMT)
In addition to the environmental constraints analysis, the project’s potential impacts on transportation have also been evaluated. Per SB 743, VMT is the measure to determine transportation impacts under CEQA. Per the City’s VMT guidance, which are consistent with the Governor’s Office of Planning and Research Technical Advisory on Evaluating Transportation Impacts in CEQA (OPR, 2018), a Road Diet, or reduction of number of through lanes, would not likely lead to a substantial increase in VMT, and therefore should not require an induced travel analysis. This applies to the Halcyon Road Complete Streets Plan. Additionally, this Plan proposes to improve and enhance pedestrian and bicycle facilities along the corridor, and install a roundabout, which are all identified as transportation projects which would not likely lead to an increase in VMT. Therefore, the proposed Halcyon Road Complete Streets Plan does not have a significant impact on VMT.

Appendix B - Potential Environmental
Constraints
Potential environmental constraints associated with project development are summarized in this section, based on a memorandum by SWCA Environmental Consultants dated September 7, 2016 (Appendix C) and updated on [CITY TO PROVIDE DATE].

Context Zones 1, 2, and 3: Urban, Urban Transition, and Neighborhood
Potential Construction Impacts:

Environmental constraints within these Context Zones are anticipated to be predominantly limited to construction-related impacts. These zones contain a high number of sensitive receptors, including residences, schools, and the Arroyo Grande Community Hospital.

Construction-related impacts could include:
 Construction noise and traffic,
 Dust generated from grading and demolition activities,  Vehicle emissions from heavy equipment,
 Increased congestion and bicycle/pedestrian and traffic detours,  Temporary loss of access and/or parking, and
 Temporary degradation of visual setting.

Each of these effects could temporarily adversely impact proximate residences and businesses within these zones. Construction-related congestion and loss of access could also affect emergency access to and from the Arroyo Grande Police Station and Arroyo Grande Hospital.

Improvements within the existing road shoulder areas could require removal of mature street trees and utility relocations. Each of these potential impacts are mitigated by measures in the Mitigation Monitoring and Reporting Program (Appendix J of the Environmental Document).

Consistency with Other Plans
The Halcyon Road Plan is intended to improve circulation along Halcyon Road for all modes of travel, including connectivity of pedestrian and bicycle facilities throughout. The Plan should consider and be consistent with improvements associated with the proposed Brisco-Halcyon Road/ US 101 Interchange Modification Project and the existing El Camino Real

Complete Streets Plan
Appendix D
Existing Conditions Analysis
Memorandum

943 Reserve Drive l Suite 100 l Roseville, CA 95678 l p. 916.782.8688 l omnimeans.com Concord l Napa l Redding l Roseville l San Luis Obispo l Visalia Memorandum
To: City of Arroyo Grande Date: April 18, 2018
Attn: Matt Downing, Planning Manager Project: Halcyon Road Complete Streets Plan From: Martin Inouye
Rosanna Southern, EIT
Job No.: 11144937
Re: Existing Conditions Analysis File No.: C2170MEM003.DOCX Introduction
Funded in large part by the Caltrans Sustainable Transportation Planning Grant Program, the City of Arroyo Grande has retained Omni-Means to prepare the Halcyon Road Complete Streets Plan (Plan) for the Halcyon Road corridor in the City of Arroyo Grande and the County of San Luis Obispo. The California Complete Streets Act (AB 1358) of 2008 was signed into law on September 30, 2008. Beginning January 1, 2011, AB 1358 requires circulation elements to address the transportation system from a multimodal perspective. This project will develop a plan for an improved transportation corridor that provides for multi-modal safety, mobility, and accessibility needs.

This memorandum summarizes the existing transportation (vehicle, pedestrian, and bicycle) conditions for the Halcyon Road corridor and identifies deficiencies in relation to complete streets and multi-modal circulation priorities. The results of this analysis will inform subsequent project objectives to improve circulation through all modes of travel, and will be used in the development of a comprehensive complete streets plan for the Halcyon Road corridor.

Setting
The City of Arroyo Grande is an incorporated city located approximately 10 miles south of the City of San Luis Obispo, in the County of San Luis Obispo. The City is 5.84 square miles in area, and is adjacent to the incorporated areas of the City of Pismo Beach to the northwest and the City of Grover Beach to the west.

The Halcyon Road study corridor extends approximately 1.7 miles north-to-south from its junction with US Route 101/El Camino Real in Arroyo Grande, to its junction with State Route (SR) 1 in the County of San Luis Obispo. For the purposes of this report "Halcyon Road" will be used for both North Halcyon Road (north of E. Grand Avenue) and South Halcyon Road (south of Grand Avenue). Halcyon Road transitions from City to County jurisdiction at The Pike, and reaches Caltrans jurisdiction at its junction with SR 1. Further south beyond the study area, Halcyon Road continues south to the community of Nipomo. For the purposes of this plan, the study corridor is divided into four (4) Context Zones to illustrate the changes in adjacent land uses and roadway character along the corridor. The Context Zones are identified as follows, and as shown on Figure 1.
 Context Zone 1: Urban (El Camino Real to E. Grand Avenue)  Context Zone 2: Urban Transition (E. Grand Avenue to Fair Oaks Avenue)  Context Zone 3: Neighborhood (Fair Oaks Avenue to The Pike)  Context Zone 4: Rural (The Pike to SR 1)

Brisco Road
0 Scale: 1"=
650
650'
omni means
2170EX001.dwg
Figure 1
July 18, 2016 Arroyo Grande, California

HALCYON ROAD COMPLETE STREETS PLAN

HALCYON ROAD CONTEXT ZONES
Halcyon Road
U.S. 101
Grand Avenue Fair Oaks Avenue The Pike Highway 1
Halcyon Road
CONTEXT ZONE 1
Urban
CONTEXT ZONE 2
Urban Transition
CONTEXT ZONE 3
Neighborhood
CONTEXT ZONE 4
Rural
Arroyo Grande
Community Hospital
Harloe Elementary School
Old Halcyon Town Site
Arroyo Grande Creek
Arroyo Grande
Police Department
El Camino Real
Context Zone 1(Looking Southbound) Context Zone 2 (Looking Northbound) Context Zone 3 (Looking Northbound) Context Zone 4 (Looking Northbound)

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 3 Context Zones
The Halcyon Road Complete Streets Plan will evaluate the corridor relative to each segment's context, and the four distinct contexts found in the study corridor are discussed in detail below.

Figures A-1 through A-4 illustrating each context zone are included in the Appendix.

Context Zone 1: Urban
The urban context zone on Halcyon Road extends approximately 0.3 miles from El Camino Real to E. Grand Avenue. Both El Camino Real and E. Grand Avenue are signalized intersections, and the posted speed limit is 35 mph. Halcyon Road through this context zone is a two-lane roadway with on-street parking permitted on approximately 25% of the curb faces, and approximately 20 access points including private driveways and three local roads. There is completed sidewalk infrastructure in the southbound direction, and incomplete sidewalk infrastructure in the northbound direction. Sidewalk width ranges from 5 feet to 10 feet. There are no designated bike lanes in this zone.

The following land uses are located within this context zone: Arroyo Grande Police Department; a church; a cemetery; professional office buildings; commercial buildings; and a convenience store.

Context Zone 2: Urban Transition
The urban transition context zone on Halcyon Road extends approximately 0.4 miles from E.

Grand Avenue to Fair Oaks Avenue. Both E. Grand Avenue and Fair Oaks Avenue are signalized intersections. The posted speed limit is 35 mph south of E. Grand Avenue and transitions to 40 mph south of Dodson Way, with a school zone speed limit of 25 mph beginning just north of Fair Oaks Avenue. Halcyon Road through this context zone is a four-lane roadway with a two-way left-turn lane begins south of Dodson Way, and continues south to Fair Oaks Avenue. On-street parking is permitted on approximately 60% of the curb faces, and there are approximately 26 access points including private driveways, two local roads, and several side streets. There is completed sidewalk infrastructure in both the southbound and northbound directions. Sidewalk width ranges from 5 feet to 7 feet. There are no designated bike lanes in the urban transition context zone.

A marked pedestrian crossing with signage is located at the Halcyon Road/Dodson Way intersection, which is side-street stop-controlled. Harloe Elementary School is located just south of the Halcyon Road/Fair Oaks Avenue intersection, and the school zone begins just north of Fair Oaks Avenue, with a posted 35 mph/25 mph when children are present speed limit. Marked pedestrian crossings and pedestrian signal phases are provided across all legs of the Fair Oaks Avenue intersection.

The following land uses are located within this context zone: Arroyo Grande Community Hospital; residential houses and apartment buildings; professional office buildings; and commercial buildings.

Context Zone 3: Neighborhood
The neighborhood context zone on Halcyon Road extends approximately 0.44 miles from Fair Oaks Avenue to The Pike. The Halcyon Road/The Pike intersection is two-way stop controlled for The Pike (note the driveway on the east side of the intersection forms the fourth leg). The posted speed limit on Halcyon Road is 40 mph, with a school zone speed limit of 25 mph beginning just north of Sandalwood Avenue to Fair Oaks Avenue for Harloe Elementary School.

Halcyon Road through this context zone transitions from a four-lane roadway to a two-lane roadway with a two-way left-turn lane just south of Olive Street. The two-way left-turn lane ends

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 4 just south of Virginia Drive. There are approximately ten local roads that connect with Halcyon Road within this context zone, and approximately 16 private driveways with direct access to Halcyon Road. There is completed sidewalk infrastructure in the southbound direction, and incomplete sidewalk infrastructure in the northbound direction, ranging from 5 feet to 7 feet in width.

There is a bike route sign on Halcyon Road at The Pike and another just north of Farroll Avenue; there is a bike route sign at the Halcyon Road/Fair Oaks Avenue intersection directing bicycle traffic eastbound on Fair Oaks Avenue. Fair Oaks Avenue has Class II bike lanes west of Halcyon Road, and east of Halcyon Road a Class II bike lane exists in the eastbound direction. In the westbound direction, the Class II bike lane on Fair Oaks Avenue terminates at the Arroyo Grande Community Hospital Driveway. There are no designated bike lanes along Halcyon Road in the neighborhood context zone.

Harloe Elementary School is located on the west side of Halcyon Road, just south of the Halcyon Road/Fair Oaks Avenue intersection. Arroyo Grande High School is located approximately 0.8 miles east of Halcyon Road along Fair Oaks Avenue. The neighborhood context zone is residential south of Fair Oaks Avenue.

Context Zone 4: Rural
The rural context zone on Halcyon Road extends approximately 0.58 miles from The Pike to State Route (SR) 1, and falls within County jurisdiction. There is a Class II bike lane sign in the southbound direction; however, no bike lane markings are provide, the edge line stripe is four inches, and the shoulder width between The Pike and SR 1 varies and in most cases is less than the required minimum for Class II bike lanes. There is no existing sidewalk infrastructure along Halcyon Road within this rural context zone. There is no allowed on-street parking within this rural context zone.

South of Temple Street, there are three residential houses with direct access to Halcyon Road, with residential density increasing north of Temple Street to The Pike. The surrounding landscape is primarily open space and agriculture land.

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 5 Existing Transportation System
According to the City of Arroyo Grande 2001 General Plan Update, Halcyon Road is classified as a two-lane and four-lane arterial in the City of Arroyo Grande. According to the County of San Luis Obispo 2014 circulation map for Oceano Urban Reserve Limit, Halcyon Road is classified as a two-lane collector.

Roadway Facilities
The following roadway facilities service the existing Halcyon Road corridor in the study area.

State Freeways
Controlled access facilities whose junctions are free of at-grade crossing with other roadways, railways, or pedestrian pathways, and instead are served by interchange facilities are classified as Freeways. Freeways usually have posted speed limits up to 70 mph. The following freeway services the Halcyon Road corridor:

U.S. Highway 101 (US 101) is a major north-south interstate that traverses along coastal California. US 101 serves as the principal inter-regional auto and truck travel route that connects San Luis Obispo County (and other portions of the Central Coast) with the Los Angeles urban basin to the south, the San Francisco Bay Area to the north, and beyond to Oregon and Washington. Within San Luis Obispo County, US 101 provides major connections between and through several cities. Through South County, US 101 represents a major commuter travel route and has a four-lane divided crosssection. Within the study area of Nipomo, US 101 forms full access interchanges with Los Berros Road/Thompson Avenue, Willow Road, Tefft Street, and SR 166. Between the Los Berros Road/Thompson Avenue and Traffic Way interchanges, US 101 is an expressway with at-grade intersections.

State Highways
Controlled access facilities whose junctions with cross streets are characterized by at grade intersections rather than interchanges are classified as highways. Highways can either be divided or undivided roadways, with speed limits up to 55 mph. The following highway services the Halcyon Road corridor:

State Route 1 (SR 1/Highway 1) is a state highway that runs predominantly in a northsouth direction. SR 1 branches off of US 101 within Pismo Beach and traverses south through the Fee Study Area and beyond, to the southern County line. SR 1 connects the South County area to the Five Cities area to the north, and connects to Guadalupe and Santa Maria to the south. SR 1 represents a significant parallel commuter route to US 101, as well as a recreational travel route. Through South County, SR 1 is a conventional two-lane highway.

Arterial Streets
Major arterial facilities serve to connect areas of major activity within the urban area and function primarily to distribute cross-town traffic from freeways/highways to collector streets. In addition, two lane arterial facilities with two-way left-turn lanes generally have limited access to adjacent land uses and have a maximum design capacity of 15,000 vehicles per day. E. Grand Avenue, Fair Oaks Avenue, and The Pike service the Halcyon Road corridor, and are considered arterials in the City of Arroyo Grande.

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 6 Collectors and Local Streets
Collectors function as connector routes between local and arterial streets providing access to residential, commercial, and industrial property. Local streets provide direct access to abutting properties and allow for localized movement of traffic. Local streets are characterized by low daily volumes. A network of collectors and local streets service the Halcyon Road corridor.

Existing Multi-Modal Facilities
Along the study corridor, there are three signalized intersections with crosswalks, and two unsignalized pedestrian crossings, including one near the elementary school. There are currently no classified bike routes on Halcyon Road in the City of Arroyo Grande. South of The Pike, signs are installed along Halcyon Road indicating Class II bike lanes, however the width of the paved bike lane is below the required minimum of 4 feet. Class II bike lanes are located along El Camino Real and pass east-west through the Halcyon Road/US Route 101/El Camino Real intersection. Similarly, Fair Oaks Avenue provides Class II bike lanes on either side of Halcyon Road. Sidewalk infrastructure is incomplete or non-existent north of Bennett Avenue and south of The Pike.

The City of Arroyo Grande 2012 Bicycle & Trail Master Plan recognizes three classes of bikeways:

Class I Multi Use Path typically known as bike paths, Class I facilities are multi-use facilities that provide a completely separated right-of-way for the exclusive use of bicycles and pedestrians with cross flows of motorized traffic minimized.

Class II Bike Lane known as bike lanes, Class II facilities provide a striped and signed lane for one way bicycle travel on each side of a street or highway. The minimum width for bike lanes ranges between four and five feet. Bike lanes are demarcated by a six-inch white stripe, signage and pavement legends.

Class III Bike Route known as bike routes, Class III facilities provide signs for shared use with motor vehicles within the same travel lane on a street or highway. Bike routes may be enhanced with warning or guide signs and shared lane marking pavement stencils. While Class III routes do not provide measures of separation, they have an important function in providing continuity to the bikeway network.

Note the City's Bicycle & Trails Master Plan identifies the entire length of Halcyon Road within the City Limits as a proposed Class II bike facility. The County of San Luis Obispo Bikeways Plan, 2016 Update (adopted August 9, 2016) recognizes the above classes of bikeways and adds a fourth:

Class IV Bikeway (Cycle Tracks or Separated Bikeways) promote active transportation and provide a right-of-way designated exclusively for bicycle travel adjacent to a roadway and which are protected from vehicular traffic. Types of separation include, but are not limited to, grade separation, flexible posts, inflexible physical barriers, or on-street parking.

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 7 Transit Facilities
San Luis Obispo Regional Transit Authority (SLORTA) operates numerous routes which serve the study corridor. As shown in Figure 2, Routes 21, 23, 24, and Regional RTA Route 10 provide service stops near Halcyon Road.

Nearby transit stops are at the following locations:
 El Camino Real (Route 28 and Route 10 located at the Park & Ride Lot)  E. Grand Avenue (westbound Route 21 located east of Halcyon Road, and eastbound Route 24 located west of Halcyon Road at Alder Street), and El Camino Real (RTA Route 10 and westbound Route 23 at the park and ride lot on El Camino Real east of Halcyon Road), and
 Fair Oaks Ave (westbound Route 27 and, eastbound Route 28, both located east of Halcyon Road).

Park and Ride Facilities
The Halcyon Park and Ride Lot located on the north side of El Camino Real just east of Halcyon Road is one of 15 formal park & ride lots in San Luis Obispo County. The lot has 85 parking spaces and includes 8 bike lockers. A bus stop at the facility is served by RTA Route 10 and SCAT Route 23.

Figure 2: Transit Service

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 8 Analysis Methodology and Technical Parameters
The following section outlines the analysis methodology and technical parameters used to quantify operations for all transportation modes using Level of Service (LOS) determined using methodologies within the Transportation Research Board publication Highway Capacity Manual, Sixth Edition: A Guide for Multimodal Mobility Analysis (HCM 6). The following subsections outline the methodology and analysis parameters used to quantify the multi-modal traffic operations on roadway segments and at study intersections.

Roadway LOS Methodologies
Roadway segment LOS is estimated using HCM 6 methodologies. Table 1 presents the ADTbased capacity thresholds applied in this study (for determining roadway capacity conditions).

TABLE 1: DAILY ROADWAY CAPACITIES BY FACILITY TYPE

LOS A LOS B LOS C LOS D LOS E
4-Lane Arterial (with left-turn lane) 22,000 25,000 29,000 32,500 36,000 4-Lane Arterial (no left-turn lane) 18,000 21,000 24,000 27,000 30,000 2-Lane Roundabout Arterial 14,300 16,250 18,850 20,800 23,400 2-Lane Arterial (with left-turn lane) 11,000 12,500 14,500 16,000 18,000 2-Lane Arterial (no left-turn lane) 9,000 10,500 12,000 13,500 15,000 2-Lane Roundabout Collector 7,800 9,750 11,700 13,650 15,600 2-Lane Collector 6,000 7,500 9,000 10,500 12,000
Roadway Segment Type
Total Two-Way Average Daily Traffic (ADT)
Based on methodologies within the Highway Capacity Manual, Sixth Edition: A Guide for Multimodal Mobility Analysis, Transportation Research Board, 2016.

Note: All volumes are approximate and assume ideal roadway characteristics. Actual threshold volumes for each Level of Service listed above may vary depending on a variety of factors including curvature and grade, intersection or interchange spacing, driveway spacing, percentage of trucks and other heavy vehicles, travel lane widths, signal timing characteristics, on-street parking, volume of cross traffic and pedestrians, etc. Traffic exceeding LOS E thresholds is LOS F.

Intersection LOS Methodologies
LOS are calculated for various intersection control types using the methods documented in the HCM 6. Level of Service is a qualitative measure of traffic operating conditions, whereby a letter grade A through F is assigned to an intersection or roadway segment representing progressively worsening traffic conditions.

Vehicular Parameters
For signalized intersections and All-Way-Stop-Controlled (AWSC) intersection, the intersection delays and LOS are average values for all intersection movements. For Two-Way-StopControlled (TWSC) intersections, the intersection delays and LOS is representative of those for the worst-case movement. LOS definitions for different types of intersection controls and vehicular threshold criteria are outlined in Table 2 on the following page.

The Synchro Version 10 software suite by Trafficware has been used to implement the HCM 6 analysis methodologies. The peak hour capacity tables contained in this report present the intersection delay and LOS estimates as calculated using the Synchro software. Existing traffic signal timing information was obtained from the City and Caltrans and is input into the Synchro model to accurately represent the existing conditions at the signalized intersections.

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 9 TABLE 2: VEHICULAR LOS CRITERIA FOR INTERSECTIONS
Level
of
Service
Type of
Flow Delay Maneuverability
Stopped Delay/Vehicle
Signalized
Two-Way
Stop
All-Way
Stop
A
StableFlow
Very slight delay. Progression is
very favorable, with most vehicles
arriving during the green phase
not stopping at all.

Turning movements
are easily made, and
nearly all drivers find
freedom of operation.
< 10.0 < 10.0 < 10.0
B
StableFlow
Good progression and/or short
cycle lengths. More vehicles stop
than for LOS A, causing higher
levels of average delay.

Vehicle platoons are
formed. Many drivers
begin to feel somewhat
restricted within groups
of vehicles.
>10.0
and
< 20.0
>10.0
and
< 15.0
>10.0
and
< 15.0
C
StableFlow
Higher delays resulting from fair
progression and/or longer cycle
lengths. Individual cycle failures
may begin to appear at this level.

The number of vehicles stopping
is significant, although many still
pass through the intersection
without stopping.

Back-ups may develop
behind turning
vehicles. Most drivers
feel somewhat
restricted
>20.0
and
< 35.0
>15.0
and
< 25.0
>15.0
and
< 25.0
D
ApproachingUnstableFlow
The influence of congestion
becomes more noticeable. Longer
delays may result from some
combination of unfavorable
progression, long cycle lengths, or
high volume-to-capacity ratios.

Many vehicles stop, and the
proportion of vehicles not stopping
declines. Individual cycle failures
are noticeable.

Maneuverability is
severely limited during
short periods due to
temporary back-ups.
>35.0
and
< 55.0
>25.0
and
< 35.0
>25.0
and
< 35.0
E
Unstable Flow
Generally considered to be the
limit of acceptable delay.

Indicative of poor progression,
long cycle lengths, and high
volume-to-capacity ratios.

Individual cycle failures are
frequent occurrences.

There are typically
long queues of
vehicles waiting
upstream of the
intersection.
>55.0
and
< 80.0
>35.0
and
< 50.0
>35.0
and
< 50.0
F
Forced Flow
Generally considered to be
unacceptable to most drivers.

Often occurs with over saturation.

May also occur at high volume-tocapacity ratios. There are many individual cycle failures. Poor
progression and long cycle
lengths may also be major
contributing factors.

Jammed conditions.

Back-ups from other
locations restrict or
prevent movement.

Volumes may vary
widely, depending
principally on the
downstream back-up
conditions.
> 80.0 > 50.0 > 50.0

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 10 Multi-Modal Level of Service
LOS for bicyclists and pedestrians is calculated using HCM 6 analysis methodologies within Synchro. Bicycle and pedestrian LOS is calculated based on existing bicyclist and pedestrian volumes at signalized intersections. Pedestrian LOS is further determined for each approach based on the available pedestrian area at the corner which corresponds to the crosswalk, the effective walk time, crosswalk length, and the permitted vehicular flow rate during the pedestrian phase. The bicycle LOS is further determined for each approach based on the bicycle lane and shoulder widths, cross-street width, curb presence, effective green time, and on-street parking presence.

Pedestrian Parameters
Pedestrian LOS at intersections was also determined using Synchro 10. Synchro 10 uses HCM 6 methodologies for determining pedestrian LOS, and requires technical inputs beyond those included for vehicular LOS. Table 3 presents critical technical parameters required and our assumptions. Any parameters not included in Table 3 will use software default values. For signalized intersections, LOS determination is based on the Pedestrian LOS Score for each crosswalk, which is influenced by the traffic signal timings, right and left turning vehicles allowed during the pedestrian phase, crosswalk length, and pedestrian areas at corners. Table 4 presents the pedestrian LOS criteria for intersections, per HCM 6.

TABLE 3:

PEDESTRIAN TECHNICAL PARAMETERS FOR INTERSECTION ANALYSIS Parameter Assumption

1. Right Corner Size A, Size B, and Curb
Radius Estimated from Aerials

2. Number of Right-Turn Islands Identified from Aerials

3. Crosswalk Widths Default Value of 10 feet

4. Ped Left-Right Flow Rate Half of Two-Way Flow Rate

5. Ped Right-Left Flow Rate Half of Two-Way Flow Rate

6. Ped R Sidewalk Flow Rate Same as Crossing Volume

7. Vehicle Perm Left Flow in Ped Phase Based on Synchro Calculations

8. Vehicle Perm Right Flow in Ped Phase Based on Synchro Calculations

9. Vehicle Right Turn on Red Based on Synchro Calculations TABLE 4: PEDESTRIAN LOS CRITERIA FOR INTERSECTIONS
Ped LOS
Score
LOS by Average Pedestrian Space (ft2/p)
>60 >40-60 >24-40 >15-24 >8.0-15a <8.0a
≤2.00 A B C D E F
>2.00-2.75 B B C D E F
>2.75-3.5 C C C D E F
>3.5-4.25 D D D D E F
>4.25-5.00 E E E E E F
>5.00 F F F F F F
Notes: 1. Based on Highway Capacity Manual, Sixth Edition: A Guide on Multimodal Mobility Analysis, Transportation Research Board, 2016

2. All thresholds are approximate and assume ideal roadway characteristics. Actual thresholds for each LOS listed above may vary depending on a variety of factors including (but not limited to) roadway curvature and grade, intersection or interchange
a
In Cross-Flow situations, the LOS E/F threshold is 13 ft2/p

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 11 Procedures have not been developed yet to address the effect of all-way stop control or yield control on intersection performance from a pedestrian or bicycle perspective. HCM 6 Methodologies for the pedestrian mode at two-way stop-controlled intersections is limited to the uncontrolled crossing. No methodology exists for evaluating pedestrian performance for the stop-controlled approach (cross-street). However, it is reasoned that this type of control has negligible influence on pedestrian service along the segment.

Bicycle Parameters
Intersection bicycle LOS was also determined using Synchro 10. Synchro 10 uses HCM 6 methodologies for determining bicycle LOS, and requires technical inputs beyond those included for vehicular and pedestrian LOS. Table 5 presents critical technical parameters required and our assumptions. Any parameters not included in Table 5 will use software default values. For signalized intersections, LOS determination is based on the Bicycle LOS Score for each approach. The Bicycle LOS Score is influenced primarily by the traffic signal timings, but also takes into account the roadway cross-section including number of lanes, width of the crossstreet, presence of curb and gutter, on-street parking and occupancy, vehicular lane width, bicycle lane width (if present), paved shoulder width, and vehicular demand flow rates. The Bicycle LOS Score can be calculated for any intersection approach, regardless of whether it has marked bike lanes. However, this calculation does not take into account any delay cyclists incur due to weaving with vehicles turning right, or if drivers do not acknowledge the bicycle right-ofway. Table 6 presents the bicycle LOS criteria for intersections, per HCM 6.

TABLE 5: BICYCLE TECHNICAL LOS PARAMETERS FOR INTERSECTION ANALYSIS Parameter Assumption

1. Bike Flow Rate From Counts

2. Bike Lane Width Measured from Aerials

3. Paved Shoulder Width Measured from Aerials

4. Curb is Present Identified from Aerials

5. On Street Parking Identified from Aerials

6. Pavment Condition Identified from Aerials
TABLE 6: BICYCLE LOS CRITERIA FOR INTERSECTIONS
LOS Criteria for Bicycle and
Transit Modes

LOS LOS SCORE
A ≤2.00
B >2.00-2.75
C >2.75-3.5
D >3.50-4.25
E >4.25-5.00
F >5.00
Notes:

1. Based on Highway Capacity
Manual, Sixth Edition: A Guide for
Multimodal Mobility Analysis,
Transportation Research Board, 2016

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 12 Level of Service Policies
The City of Arroyo Grande General Plan Circulation Element specifies minimum level-of-service standards for all the streets and intersections within the City's jurisdiction. In section CT2, the City establishes the following performance standards for acceptable LOS:
"CT2: Attain and maintain Level of Service (LOS) ’C’ or better on all streets and controlled intersections.

CT2-1: Where deficiencies exist, mitigate to an LOS ‘D’ at a minimum and plan improvement to achieve LOS ‘C’ (LOS ‘E’ or ‘F’ unacceptable = significant adverse impact unless Statement of Overriding Considerations or CEQA Findings approved). The design and funding for such planned improvements shall be sufficiently definite to enable construction within a reasonable period of time."
Per the County of San Luis Obispo 2004 South County Circulation Study Update:
“The current County policy calls for LOS “D” or better service on roadways in urban areas and LOS “C” on rural roads.”
Halcyon Road south of The Pike is classified as rural in the Circulation Element of the County's General Plan and therefore LOS "C" will be used as the minimum acceptable in Context Zone 4.

In addition to the City of Arroyo Grande designated LOS “C” as the minimum acceptable LOS standard on City facilities, Caltrans LOS policy for state highways will also be considered. The Caltrans published Guide for the Preparation of Traffic Impact Studies (dated December 2002) states the following:
“Caltrans endeavors to maintain a target LOS at the transition between LOS “C” and LOS “D” on State highway facilities, however, Caltrans acknowledges that this may not be always feasible and recommends that the lead agency consult with Caltrans to determine the appropriate target LOS.”
Consistent with Caltrans policies quoted above and City policies, LOS “C” has been taken as the general threshold for acceptable operations at study intersections and roadway segments maintained by the City, and at study intersections and roadways maintained by the State.

Halcyon Road south of The Pike is classified as rural in the Circulation Element of the County's General Plan and therefore LOS "C" was used as the minimum acceptable service level in Context Zone 4.

Bicycle and Pedestrian Level of Service
Multi-modal objectives and level of service thresholds are in development in agencies across the state, however at this time neither the City of Arroyo Grande nor County of San Luis Obispo have bicycle and pedestrian Level of Service policies.

Existing Traffic Operations
Study Intersections and Roadway Segments
The following intersections were selected for analysis within this study for weekday AM and PM peak hour conditions:

1. Halcyon Road/El Camino Real

2. Halcyon Road/Bennett Avenue

3. Halcyon Road/E. Grand Avenue

4. Halcyon Road/Dodson Way

5. Halcyon Road/Farroll Avenue

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 13 6. Halcyon Road/Fair Oaks Avenue

7. Halcyon Road/Sycamore Drive

8. Halcyon Road/The Pike

9. Halcyon Road/La Due Street

10. Halcyon Road (North leg)/SR 1

11. Halcyon Road (South leg)/SR 1
The following roadway segments along Halcyon Road were selected for analysis for average daily travel (ADT) conditions:

1. Between El Camino Real and Bennett Avenue

2. Between Bennett Avenue and E. Grand Avenue

3. Between E. Grand Avenue and Dodson Way

4. Between Dodson Way and Fair Oaks Avenue

5. Between Fair Oaks Avenue and Farroll Avenue

6. Between Farroll Avenue and Sycamore Drive

7. Between The Pike and La Due Street

8. Between La Due Street and SR 1
Existing Volumes
Existing weekday AM and PM peak hour traffic volume counts for the study intersections of Halcyon Road/Fair Oaks Avenue, Halcyon Road/Farroll Avenue, and Halcyon Road/The Pike were collected by Omni-Means in September 2014. Existing weekday AM and PM traffic volume counts for the remaining study intersections were collected by Omni-Means in May 2016.

Bicycle and pedestrian volumes were collected at all study intersections.

The AM peak hour is defined as one hour of peak traffic flow (which is the highest total volume count over four consecutive 15-minute count periods) counted between 7:00 am and 9:00 am on a typical weekday. The PM peak hour is defined as one hour of peak traffic flow counted between 4:00 pm and 6:00 pm on a typical weekday.

Existing roadway segment counts on Halcyon Road between El Camino Real and Bennett Avenue were conducted in September 2015. Existing counts for the remaining roadway segments were conducted in May 2016.

Figure 3 shows the existing intersection lane geometrics and traffic control for all study intersections. Figure 4 shows the existing peak hour traffic volumes.

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 16 Existing Intersection Operations
Tables 3, 4, and 5 present existing intersection LOS conditions for vehicle, pedestrians, and bicyclists, respectively. As shown in Table 3, Halcyon Road S/SR 1 is currently operating at unacceptable LOS in the AM peak hour, and Halcyon Road N/SR 1 and Halcyon Road S/SR 1 are currently operating at unacceptable LOS in the PM peak hour. All other intersections are currently operating at acceptable LOS in both the AM and PM peak hours. As shown in Table 4, under AM and PM peak hour conditions, the three signalized intersections along the study Halcyon Corridor are currently operating at acceptable LOS B for pedestrians.

TABLE 3
EXISTING CONDITIONS: VEHICULAR LEVEL OF SERVICE
Delay LOS Delay LOS
1 N. Halcyon Road & El Camino Real 3 SIGNAL C 22.7 C 29.2 C 2 N. Halcyon Road & Bennett Ave TWSC C 15.3 C 18.7 C
3 Halcyon Road & E. Grand Ave SIGNAL C 24.2 C 27.2 C
4 S. Halcyon Road & Dodson Way TWSC C 18.2 C 18.6 C
5 S. Halcyon Road & Fair Oaks Ave SIGNAL C 20.8 C 22.6 C 6 S. Halcyon Road & Farroll Ave TWSC C 16.6 C 17.7 C
7 S. Halcyon Road & Sycamore Drive TWSC C 10.4 B 12.4 B 8 S. Halcyon Road & The Pike TWSC C 19.2 C 19.8 C
9 S. Halcyon Road & La Due Street TWSC C 13.0 B 14.2 B
10 S. Halcyon Road (N leg) & SR 1 AWSC C 24.3 C 38.6 E
11 S. Halcyon Road (S leg) & SR 1 AWSC C 57.3 F 96.7 F
Notes:

Target
LOS

2. LOS = Delay based on worst minor street approach for TWSC intersections, average of all approaches for AWSC, Signal, RNDBT

3. Operations calculated using Synchro and HCM 2000 methodology for signalized intersections due to non-standard NEMA phasing
Intersection
Control
Type1,2 #

1. AWSC = All Way Stop Control; TWSC = Two Way Stop Control; RNDBT = Roundabout AM Peak Hour PM Peak Hour
TABLE 4
EXISTING CONDITIONS: PEDESTRIAN LEVEL OF SERVICE
AM Peak Hour PM Peak Hour
Ped.

Crosswalk
Score LOS
Ped.

Crosswalk
Score LOS
EB NP1- NP1-
WB 2.01 B 2.04 B
NB 2.27 B 2.29 B
SB NP1
- NP1-
EB 2.69 B 2.76 C
WB 2.61 B 2.65 B
NB 2.62 B 2.59 B
SB 2.23 B 2.29 B
EB 2.09 B 2.07 B
WB 2.23 B 2.19 B
NB 2.57 B 2.61 B
SB 2.57 B 2.57 B

1. NP = Pedestrian crossing not permitted.
1 Halcyon
Road/El
Camino
Real
3 Halcyon
Road/E.

Grand
Avenue
5 Halycon
Road/Fair
Oaks
Avenue
# Intersection Approach

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 17 TABLE 5: EXISTING CONDITIONS BICYCLE LEVEL OF SERVICE AM Peak Hour PM Peak Hour
Bicycle LOS
Score LOS
Bicycle LOS
Score LOS
EB 1.70 A 2.03 B
WB 1.38 A 1.41 A
NB 2.80 C 2.73 B
SB NP1
- NP1-
EB 3.10 C 3.33 C
WB 2.90 C 2.96 C
NB 3.92 D 3.52 D
SB 2.92 C 3.10 C
EB 1.85 A 1.64 A
WB 3.16 C 3.21 C
NB 2.65 B 2.59 B
SB 2.48 B 2.63 B

1. NP = Bicycle acces not permitted on US 101.
5 S. Halycon
Road/Fair
Oaks
Avenue
# Intersection Approach
1 N. Halcyon
Road/El
Camino
Real
3 Halcyon
Road/E.

Grand
Avenue
As shown in Table 5, the three signalized intersections along the study Halcyon Corridor are currently operating at LOS C or higher for bicyclists in the AM and PM peak hours, with the exception of the northbound Halcyon Road at E. Grand Avenue, which is operating at LOS D in the AM and PM peak hours.

Existing Roadway Segment Operations
The LOS for the eight roadway segments along the Halcyon Road corridor were established using the capacities in Table 1. Table 6 presents existing roadway average daily traffic (ADT) and LOS conditions. Figure 5 shows the existing ADT along the study corridor.

TABLE 6
EXISTING CONDITIONS: ROADWAY SEGMENTS VEHICULAR LEVEL OF SERVICE Segment Volume LOS
1 Halcyon Road El Camino Real to Bennett Avenue 2 C 9,089 B 2 Halcyon Road Bennett Avenue to E. Grand Avenue 2 C 8,658 A 3 Halcyon Road E. Grand Avenue to Dodson Way 4 C 13,216 A 4 Halcyon Road Dodson Way to Fair Oaks Avenue 4 C 14,095 A 5 Halcyon Road Fair Oaks Avenue to Farroll Avenue 4 C 12,685 A 6 Halcyon Road Farroll Avenue to The Pike 2 C 11,757 B
7 Halcyon Road The Pike to La Due Street 2 C 8,406 A
8 Halcyon Road La Due Street to SR 1 2 C 8,127 C
Street
No.

Lanes
Target
LOS
Average Daily Traffic
As presented in Table 6, all segments along Halcyon Road are currently operating at acceptable LOC C or better for vehicular traffic. Bicycle and pedestrian facilities are not evaluated using LOS criteria for roadway segments in this memorandum, rather an inventory of existing bicycle lane and sidewalk facilities, any gaps in the network, are discussed in the Context Zones section of this memorandum and presented on Figures A-1 through A-4 in the Appendix.

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 19 Collision History
Collision data within the Halcyon Road study corridor was obtained from California Highway Patrol's Statewide Integrated Traffic Records Systems (SWITRS) and from the Traffic Accident Surveillance and Analysis System (TASAS) database (Caltrans) for a 5-year period between January 1, 2011 and December 31, 2015. A review of the data shows that approximately 120 total collisions occurred along the Halcyon Road study corridor during this 5-year period. Table 7 presents the collision type and severity of the 120 total reported collisions. No fatalities were reported during this 5-year period.

TABLE 7
5-YEAR: COLLISION TYPE AND SEVERITY
Injury
(Compaint
of Pain)
Injury
(Other
Visible)
Injury
(Severe)
Property
Damage
Only Total
2011 3 1 4 8
Hit Object 1 1 2
Rear End 2 4 6
2012 3 1 5 9
Broadside 1 2 3
Head-On 1 1
Overturned 1 1
Rear End 1 1
Sideswipe 3 3
2013 13 2 24 39
Broadside 5 1 4 10
Hit Object 2 4 6
Overturned 1 1 2
Rear End 3 1 12 16
Sideswipe 2 3 5
2014 11 1 23 35
Broadside 4 5 9
Head-On 1 2 3
Hit Object 1 4 5
Rear End 6 8 14
Sideswipe 2 2
Other 2 2
2015 6 3 20 29
Broadside 1 1 1 3
Head-On 2 2
Hit Object 1 5 6
Rear End 4 1 6 11
Sideswipe 5 5
Vehicle/Ped 1 1
Other 1 1
Total 36 6 2 76 120
As shown in Table 7, 73 collisions were reported as occurring on Halcyon Road from El Camino Real to The Pike, in the City of Arroyo Grande, during this 5-year period. Of the 73 total collisions, there were zero fatalities, 2 resulted in serious injuries, 26 resulted in non-serious injury, and 45 involved property damage only (PDO). One collision involved a bicycle, and no collisions involved a pedestrian. One collision in 2015 involved a pedestrian at Halcyon Road/The Pike intersection. Approximately 47 collisions were reported as occurring on Halcyon Road from The Pike to State Route 1, in the County of San Luis Obispo, during this 5-year period. Of the 47 collisions, 31 involved property damage only (PDO) accidents, and 16 resulted in some degree of injury.

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 20 Intersection Collisions
Approximately 76 of the 120 reported collisions occurred within 100 feet of an intersection along the Halcyon Road study corridor. To account for collisions resulting from rear-ends within 300 feet of an intersection, an additional 16 collisions are considered to have occurred at an intersection along the Halcyon Road study corridor, with a total of 92 collisions. Of the 92 intersection collisions, the majority occurred at E. Grand Avenue (14 collisions), Fair Oaks Avenue (8), Farroll Avenue (8), The Pike (14), and State Route (SR) 1 (28). (Note: There are two intersections at Halcyon Road/SR1 within 235 feet of each other; these collisions recorded at Halcyon Road/SR 1 occurring at the western or eastern intersection are not distinguished.

However, due to the proximity of these intersections to one another, collisions occurring at either intersection are assumed within the abovementioned total number of collisions (28).) Bicycle and Pedestrian Accidents
Of those collisions that occurred at intersections along the Halcyon Road study corridor, one (1) collision at E. Grand Avenue involved a bicycle being struck by a westbound vehicle making a right-turn while the bicyclist was travelling eastbound on the wrong side of the road. One (1) collision at The Pike involved a pedestrian being struck by a vehicle traveling southbound on Halcyon Road. The pedestrian was reported to be at fault.

Turning Movement Collisions
Twenty-two (22) of the 92 intersection collisions resulted from a left-turn movement, with 10 vehicles making left turns from Halcyon Road onto a side street, and 12 vehicles making left turns onto Halcyon Road from a side street. Five (5) left-turn collisions occurred at Halcyon Road/The Pike; four (4) left-turn collisions occurred at Halcyon Road/Farroll Avenue; and 11 left-turn collisions occurred at Halcyon Road/SR 1 (see Note above). Four (4) collisions resulted from a right-turn movement, with one (1) making a right turn off of Halcyon Road onto E. Grand Avenue, and one (1) making a right turn onto Halcyon Road from The Pike.

Rear End Collisions
Forty-six (46) of the 92 intersection collisions resulted from a rear end incident. The majority of those collisions involved vehicles proceeding straight, and one involved vehicles changing lanes, one entering traffic, or 7 stopping or slowing in the travel lane. Eight (8) rear end collisions occurred at the E. Grand Avenue/Halcyon Road intersection, with 3 in the northbound, 1 in the southbound, 2 in the westbound, and 2 in the eastbound direction (1 proceeding direction was not reported). Twelve (12) rear end collisions occurred at the SR1/Halcyon Road intersection, with 3 in the northbound, 3 in the southbound, 3 in the westbound, and 3 in the eastbound direction.

Roadway Segment Collisions
In addition to collisions occurring at intersections along the Halcyon Road study corridor, approximately 24 collisions occurred on Halcyon Road, located more than 100 feet from the nearest intersection and not resulting from a rear end incident. As such, these collisions are not analyzed as intersection collisions, but rather as roadway collisions. Fourteen (14) additional collisions occurred on major side streets intersecting with Halcyon Road, located more than 100 feet from the intersection and not resulting from a rear end incident.

Context Zone 1: Urban
One (1) collision occurred on Halcyon Road between El Camino Real and E. Grand Avenue in 2015, when a northbound vehicle struck a parked vehicle while proceeding straight on Halcyon Road.

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 21 Context Zone 2: Urban Transition
Nine (9) collisions occurred on Halcyon Road between E. Grand Avenue and Fair Oaks Avenue, resulting in 5 accidents with one or more injuries, and 4 property damage reports. No collisions involved a bicyclist or pedestrian. Table 8 provides a summary of collisions that occurred within the urban transition zone.

TABLE 8
CONTEXT ZONE 2 ROADWAY SEGMENT COLLISIONS
Year Location Description (Collision type: Proceeding movement, direction of travel) 2013 Park Wy 130 ft S of Halcyon Rd Broadside: Making Left Turn, traveling in the Northbound direction 2013 Dodson Wy 352 ft S of Halcyon Rd Broadside: Entering Traffic, traveling in the Eastbound direction 2013 East Grand Av 364 ft S of Halcyon Rd Broadside: Entering Traffic, traveling in the Eastbound direction 2014 Fair Oaks Av 400 ft N of Halcyon Rd Broadside: Making Left Turn, traveling in the Westbound direction 2014 Dodson Wy 237 ft N of Halcyon Rd Hit Object: Proceeding Straight, traveling in the Southbound direction 2014 Dodson Wy 250 ft S of Halcyon Rd Other: Parking Maneuver, traveling in the Southbound direction 2014 Park Wy 149 ft S of Halcyon Rd Broadside: Making Left Turn, traveling in the Eastbound direction 2015 Dodson Wy 345 ft S of Halcyon Rd Rear End: Proceeding Straight, traveling in the Northbound direction 2015 Fair Oaks Av 202 ft N of Halcyon Rd Hit Object: Ran Off Road, traveling in the Southbound direction Context Zone 3: Neighborhood
One (1) collision occurred on Halcyon Road between Fair Oaks Avenue and The Pike in 2013, when a northbound vehicle was changing lanes and sideswiped a highway construction equipment vehicle proceeding straight in the lane of travel.

Context Zone 4: Rural
Approximately seven (7) collisions occurred on Halcyon Road between The Pike and State Route 1, five (5) of which occurred near State Route 1, and two (2) occurred south of The Pike.

Five resulted in property damage only, and two resulted in injury (complaint of pain). Four (4) were caused by a vehicle hitting a stationary object, two (2) were caused by a vehicle sideswiping another vehicle, and one was caused by a broadside collision.

Collision Rates
Collision data for the study roadway segments including intersections on Halcyon Road was derived from SWITRS for a five year period between January 2011 to December 2015, and include roadway collisions and intersection collisions within the study corridor. Average daily traffic (ADT) data is provided for the study roadway segments based on traffic counts on Halcyon Road between El Camino Real and Bennett Avenue conducted in September 2015, and counts for the remaining roadway segments conducted in May 2016. Collision rates were calculated in terms of "accidents per million vehicle miles traveled", and are based on the number of collisions per year, and the vehicle miles traveled per year (equal to the average daily traffic (ADT) volumes multiplied by the length of the segment), as shown in the following equation:

𝐶𝑜𝑙𝑙𝑖𝑠𝑖𝑜𝑛 𝑅𝑎𝑡𝑒 =
(Number of Collisions) x (1,000,000)
Vehicle Miles Traveled
The calculated collision rates were compared with statewide average rates compiled by the California Department of Transportation (Caltrans) as published in their most recent document

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 22 2012 Collision Data on California State Highways1. The document provides basic average accident rates for various types of roadways and intersections categorized by number of lanes, travel speed, etc., and are derived from the California Statewide Integrated Traffic Records System (SWITRS). Fatality and injury rates were calculated as a percentage of total recorded collisions.

Table 9 summarizes the resulting study roadway segment injury and "fatality plus injury" (F+I) percentages and collision rates compared against statewide averages for each context zone along the Halcyon Road study corridor. Context Zone 1 was analyzed as an urban two-lane roadway; Context Zones 2-4 were analyzed as suburban 2-lane roadways. Note that intersection collisions are included in the summary, excepting those which occurred on the side street and not on Halcyon Road itself. Collisions which occurred at an intersection at a Context Zone boundary (i.e. Grand Ave., Fair Oaks Ave and The Pike) where assigned to the Context Zone based on which side of the intersection the collision occurred.

TABLE 9

HALCYON ROAD CORRIDOR COLLISION RATES
Study Roadway Segments
Length
(mi)
Total
Collisions
(5 year)
Total #
Injury
(5 year)
Fatality
(F) +
Injury (I)
(5 year)
Average
% F + I
Statewide
% F + I ADT
Collision Rate
(ACC/MVM)
Statewide
Basic
Average
Rate
Context Zone 1: Urban 0.3 10 4 4 0.400 0.425 8874 2.06 2.21 Context Zone 2: Urban Transition 0.4 27 13 13 0.481 0.425 13656 2.71 2.39 Context Zone 3: Neighborhood 0.44 20 6 6 0.300 0.425 11757 2.12 2.39 Context Zone 4: Rural 0.58 15 8 8 0.533 0.425 8267 1.71 2.39 As can be seen in Table 9, Context Zone 2 exceeds both the statewide F+I rate and the collision rate for similar roadway facilities. Context Zone 4 exceeds the statewide F+I rate.

1 California Department of Transportation 2012 Collision Data on California State Highways (road miles, travel, collisions, collision rates), Division of Traffic Operations, Sacramento, CA.

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 23 Multi-Way Stop Control Warrants
The intersection at Halcyon Road/The Pike is currently a two-way stop controlled intersection.

Due to the number of collisions which have occurred at this intersection, factors supporting the employment of an multi-way stop control measure were reviewed. The Manual on Uniform Traffic Control Devices (MUTCD) Section 2B.07 states the following as a criterion which could on its own warrant installation of a multi-way stop control:

Five or more reported crashes in a 12-month period that are susceptible to correction by a multi-way stop installation. Such crashes include right-turn and left-turn collisions as well as right-angle collisions.

Table 10 presents a collision summary for Halcyon Road/The Pike from January 2011 to December 2015. As shown, nine (9) collisions occurred within a 12-month period between March 2014 and March 2015, and each collision appears to be of a type susceptible to correction with installation of an all-way stop. This includes the March 2015 collision which identified the pedestrian at fault. Providing a controlled intersection and crosswalk may have reduced the likelihood of this type of collision. With the nearest existing pedestrian crosswalk located 1,300 feet to the north at Sandalwood Avenue, pedestrians are currently expected to cross at uncontrolled locations.

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 24 TABLE 10
5-YR COLLISION HISTORY AT THE INTERSECTION OF HALCYON ROAD/THE PIKE Year Month Day Collision Type Proceeding movement, direction of travel 2011 05 Monday Rear End
Driver: Proceeding Straight, traveling in the Eastbound direction Involved Party: Slowing/Stopping, traveling in the Eastbound direction 2013 02 Tuesday Rear End
Driver: Proceeding Straight, traveling in the Southbound direction Involved Party: N/A
2013 04 Sunday Broadside
Driver: Making Left Turn, traveling in the Northbound direction Involved Party: Proceeding Straight, traveling in the Southbound direction 2013 11 Wednesday Broadside
Driver: Making Left Turn, traveling in the Eastbound direction Involved Party: Proceeding Straight, traveling in the Southbound direction 2014 03 Friday Broadside
Driver: Making Left Turn, traveling in the Eastbound direction Involved Party: Proceeding Straight, traveling in the Northbound direction 2014 04 Friday Rear End
Driver: Proceeding Straight, traveling in the Northbound direction Involved Party: N/A
2014 04 Friday Broadside
Driver: Making Right Turn, traveling in the Eastbound direction Involved Party: Proceeding Straight, traveling in the Southbound direction 2014 07 Tuesday Rear End
Driver: Proceeding Straight, traveling in the Southbound direction Involved Party: (2 vehicles) Slowing/Stopping, traveling in the Southbound direction 2014 07 Tuesday Rear End
Driver: Proceeding Straight, traveling in the Southbound direction Involved Party: Slowing/Stopping, traveling in the Southbound direction 2014 10 Thursday Rear End
Driver: Proceeding Straight, traveling in the Southbound direction Involved Party: N/A
2014 10 Thursday Head-On
Driver: Making Left Turn, traveling in the Eastbound direction Involved Party: Proceeding Straight, traveling in the Southbound direction 2015 01 Friday Sideswipe
Driver: Making Left Turn, traveling in the Westbound direction Involved Party: Proceeding Straight, traveling in the Southbound direction 2015 03 Thursday Vehicle/Ped
Driver: Proceeding Straight, traveling in the Southbound direction Involved Party: Pedestrian at fault
2015 08 Tuesday Rear End
Driver: N/A
Involved Party: N/A
Halcyon Road/The Pike
Based on the information presented in Table 10, installation of an all-way stop is warranted at the intersection of Halcyon Road and The Pike based on collision history. An engineering study is recommended by the MUTCD in support of a decision to install multi-way stop control.

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 25 Speed Surveys
Recent speed surveys have been conducted within the City and County for the following segments of Halcyon Road:
 Context Zone 1 between E. Grand Avenue and Bennett Avenue (2014);  Context Zone 2 between Park Way and Dodson Way (2014);  Context Zone 2 between Dodson Way and Fair Oaks Avenue (2016);  Context Zone 3 between Fair Oaks Avenue and The Pike (2014); and  Context Zone 4 between The Pike and State Route 1.

The posted speed limit on Halcyon Road from E. Grand Avenue to Bennett Avenue is 35 mph, and the 85th percentile directional speeds were measured at 35.6 mph (northbound) and 35.1 mph (southbound). The posted speed limit on Halcyon Road between Park Way and Dodson Way is 35 mph and the 85th percentile speed was measured at 37.0 mph in both northbound and southbound directions. The posted speed limit on Halcyon Road between Dodson Way and Fair Oaks Avenue is 40 mph and the 85th percentile speed was measured at 38.0 mph in both northbound and southbound directions. The posted speed limit on Halcyon Road from The Pike to State Route 1 is 45 mph based on the most recent speed survey conducted by the County.

The County does not currently have 85th percentile speed data on Halcyon Road between The Pike and SR 1.

The posted speed limits are in conformance with the California Vehicle Code whereby the posted speed is the nearest 5 mph increment from the measured 85th percentile speed. Note that a slight reduction (1 mph or more) in the 85th percentile speed on Halcyon Road between Dodson Way and Fair Oaks Avenue would result in a reduction in a 5 mph reduction in the posted speed limit, from 40 mph to 35 mph.

Conclusion
The key findings of this existing conditions analysis of Halcyon Road between El Camino Real in the City of Arroyo Grande and State Route 1 in the County of San Luis Obispo are as follow:
 Vehicular Level of Service is adequate at all study intersections and roadway segments with the exception of at the Halcyon Road / State Route 1 intersections which experience LOS D in the PM peak hour at the western intersection and LOS F in both the AM and PM peak hours at the eastern intersection;
 Although pedestrian LOS is adequate at signalized intersections, unsignalized crossings are long and do not provide median refuge;
 Bicycle LOS at the signalized intersection of Halcyon Road and East Grand Avenue is calculated to be LOS D in the AM peak hour; Bicycle LOS is adequate at all study intersections with the exception of at Halcyon Road northbound at E. Grand Avenue which is calculated to be LOS D in the AM and PM peak hours;  No dedicated bicycle facilities currently exist on Halcyon Road in the City of Arroyo Grande;
 South of The Pike in the County of San Luis Obispo "bike lane" signs are in place however the shoulder width is less than Class II minimums in most locations;  In the City of Arroyo Grande, the sidewalk network has numerous gaps as shown on Figures A-1 through A-4;
 Continuous pedestrian access is also key for transit accessibility. Currently, pedestrian access is provided on Halcyon Road near the East Grand Avenue and Fair Oaks Avenue bus stops. However, continuous pedestrian facilities are not provided further

Halcyon Road Complete Street Plan – Existing Conditions April 18, 2018 26 south in the residential areas of the City (Context Zone 3). In Context Zone 1, there are several gaps in the sidewalk for access to the Park & Ride lot on El Camino Real.  Pedestrians have made evident pathways adjacent to the roadway where there are gaps in the sidewalk.
 Harloe Elementary schoolchildren and parents, Arroyo Grande High School students, hospital employees, and residents have expressed concerns for safely crossing Halcyon Road; The collision rate in Context Zone 2 exceeds the statewide average for similar facilities and the rate of injury collisions in both Context Zone 2 and Context Zone 4 exceeds the statewide average;
 The collision rate in Context Zone 2 exceeds the statewide average for similar facilities, and the rate of fatality and injury collisions in both Context Zone 2 and Context Zone 4 exceed the statewide average; and
 The intersection of Halcyon Road and The Pike meets collision warrants for installation of multi-way (all-way) stop control.

Presently, the Halcyon Road corridor does not provide necessary bicycle accommodations and lacks adequate pedestrian accommodations. Unsignalized crossings and intersections with poor visibility, lack of sidewalk connectivity, the absence of bike lanes, unclear or poorly marked lane markings, and high vehicle speeds present challenges to overall corridor safety.

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Figure A-1
April 25, 2018 Arroyo Grande, California

HALCYON ROAD COMPLETE STREETS PLAN
EXISTING CONDITIONS - CONTEXT ZONE 1

EXISTING CLASS II BIKE LANE

EXISTING CLASS III BIKEWAY

EXISTING SIDEWALK GAP

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80 80' NORTH
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Figure A-2
April 25, 2018 Arroyo Grande, California

HALCYON ROAD COMPLETE STREETS PLAN
EXISTING CONDITIONS - CONTEXT ZONE 2

EXISTING CLASS II BIKEWAY

EXISTING CLASS III BIKEWAY

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80 80' NORTH
2170EX002.dwg
Figure A-3
April 25, 2018 Arroyo Grande, California

HALCYON ROAD COMPLETE STREETS PLAN
EXISTING CONDITIONS - CONTEXT ZONE 3

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ENGINEERING SOLUTIONS
April 25, 2018
2170EX002.dwg
A-4

Complete Streets Plan
Appendix E
Bicycle LTS Analysis

MEMORANDUM
617 W 7th Street, Suite 505
Los Angeles, CA 90017
(213) 489-7443
To: Nate Stong, PE, Omni-Means
From: Marc Caswell & Kim Voros, Alta Planning + Design
Date: April 4, 2017
Re: Halcyon Road Complete Streets Plan Bicycle Level of Traffic Stress Analysis Introduction
To help inform the design of the Halcyon Road Complete Streets Plan, an investigation of existing bicycle riding conditions was completed using a standardized Bicycle Level of Traffic Stress (LTS) Analysis. This analysis uses street characteristics to rate the roadway on a scale of 1 being most comfortable to 4 being least comfortable. The LTS analysis framework was then used to evaluate two alternative roadway configurations.

The resulting analysis performed and detailed below will help highlight locations where potential improvements are expected to have the biggest effect on the experience of bicycle users along Halcyon Road.

This analysis compared the existing facilities on Halcyon Road, as well as two proposed alternatives. Broadly, the designs which were compared are as follows:
 Existing condition of Halcyon Road includes only a standard Class II bike lane in Context Zone 4; the remainder of the corridor have no bicycle facilities.  Alternative 1 proposes the installation of Buffered Bike lanes throughout the corridor, and a ‘Road Diet’ in Zone 2. The bike lane is widened in Zone 4.  Alternative 2 proposes the installation of Buffered Bike lanes in Zone 1 and standard Class II bike lanes throughout the corridor with intermittent buffers in Zone 2. The bike lane is widened in Zone 4.

This analysis found that the existing conditions of Halcyon Road do not provide adequate comfort to bicyclists, and the corridor consistently scored an LTS 4 throughout the corridor. While both alternatives improved the comfort of bicyclists over the existing conditions, the analysis found that Alternative 1 provided the greatest benefit to people who walk and bike, both in terms of travel along and across Halcyon Road. A map detailing these findings is included at the end of this memorandum.

2 | Alta Planning + Design
While the LTS completed focuses on bicycle travel, improvements for bicyclists generally translate into improved conditions for pedestrians, as well. This is particularly true for crossing conditions, as improvements are measured in terms of reduced exposure to motor vehicle travel speed and the number of travel lanes crossed.

The methods used for the Level of Traffic Stress Analysis were adapted from the 2016 Oregon Department of Transportation (ODOT) Analysis Procedure Manual. 1 . The
approach outlined in the ODOT report uses roadway network data, including posted speed limit, the number of travel lanes, and the presence and character of bicycle lanes, as a proxy for bicyclist comfort level in urban context and ADT and shoulder or bike lane width in rural settings. Road segments are classified into one of four levels of traffic stress based on these factors.

The lowest level of traffic stress, LTS 1, is assigned to roads that would be suitable for most children to ride, and also to multi-use paths that are separated from motorized traffic. LTS 2 roads are those that could be comfortably ridden by the average adult population.

The higher levels of traffic stress, LTS 3 and 4, correspond to types of cyclists characterized by Portland’s bicycle coordinator Roger Geller in his Four Types of Cyclists report,2 a categorization of cyclist types which is commonly accepted throughout the U.S. bicycle planning field. LTS 3 is the level assigned to roads that would be acceptable to current “enthused and confident” cyclists while LTS 4 is assigned to segments that are only acceptable to “strong and fearless” bicyclists, who will tolerate riding on roadways with higher motor traffic volumes and speeds. The definitions for each level of traffic stress are shown in Table 1. Figure 1 shows examples of each LTS level using streets found in Rochester, New York.

1 Analysis Procedure Manual methodology relies heavily on the 2012 Mineta Transportation Institute Report 11-19: Low-Stress Bicycling and Network Connectivity
2 Source: Roger Geller. Four Types of Cyclists.
http://www.portlandoregon.gov/transportation/article/237507

3 | Arroyo Grande Halcyon Road Complete Streets Project, Level of Traffic Stress Analysis Table 1. Levels of Traffic Stress Definitions Source: ODOT Analysis Procedure Manual, Version 2
LTS 1 Represents little traffic stress and requires less attention, so is suitable for all cyclists.

This includes children that are trained to safely cross intersections (around 10 yrs. old/5th grade) alone and supervising riding parents of younger children. Generally, the age of 10 is the earliest age that children can adequately understand traffic and make safe decisions which is also the reason that many youth bike safety programs target this age level. Traffic speeds are low and there is no more than one lane in each direction. Intersections are easy to cross by children and adults. Typical locations include residential local streets and separated bike paths/cycle tracks.

LTS 2 Represents little traffic stress but requires more attention than young children can handle, so is suitable for teen and adult cyclists with adequate bike handling skills.

Traffic speeds are slightly higher but speed differentials are still low and roadways can be up to three lanes wide in total for both directions. Intersections are not difficult to cross for most teenagers and adults. Typical locations include collector-level streets with bike lanes or a central business district.

LTS 3 Represents moderate stress and suitable for most observant adult cyclists. Traffic speeds are moderate but can be on roadways up to five lanes wide in both directions.

Intersections are still perceived to be safe by most adults. Typical locations include low-speed arterials with bike lanes or moderate speed non-multilane roadways.

LTS 4 Represents high stress and suitable for experienced and skilled cyclists. Traffic speeds are moderate to high and can be on roadways from two to over five lanes wide in both directions. Intersections can be complex, wide, and or high volume/speed that can be perceived as unsafe by adults and are difficult to cross. Typical locations include highspeed or multilane roadways with narrow or no bike lanes.

Figure 1. The four urban/suburban LTS levels visualized

4 | Alta Planning + Design
Methodology
The categorization of Halcyon Road completed through an analysis of street segments, intersections, and approaches using spatial data, aerial imagery and proposed designs.

The Halcyon Road corridor was analyzed using the four Context Zones developed previously. The urban/suburban LTS methodology was used to assess Context Zones 1 – 3 while the rural LTS method was used to assess Context Zone 4.

Broadly, every street link (a section of roadway) received up to three scores based on its characteristics. One score was based on its segment, the space of roadway between intersecting streets. Another score was based on its approach, the area of the segment with turn lanes, where present. A third score was based on its intersection, where one segment crosses another. All roadways received a segment score. However, not all roadways received an intersection or an approach score. For example, a midblock portion of a street link received a segment score, but because it doesn’t intersect another street, nor does it have turn lanes, neither an intersection nor approach score was assigned. Figure 2 helps illustrate the three possible sections of a roadway that were scored.

Figure 2. A street link showing the three possible scores it could receive. Because not all links have these three sections, some links may instead receive one or two scores.

The three scores assigned were based on a link’s characteristics that affect a bicyclist’s feeling of safety and comfort. The scores ranged from 1 to 4, where 1 represents the lowest stress, and 4 represents highest stress and discomfort. These three scores, (when all were assigned), determined the overall LTS score. The overall LTS score a link received was based on a “weakest link” methodology. That is, if a link received a segment score of 2, an approach score of 4, and an intersection score of 3, the overall link score assigned was LTS 4.

The following list is a summary of street characteristics that affect a segment, approach, and intersection LTS score a link received, thereby affecting the overall LTS score assigned. Tables 2-8 include detailed descriptions of how street characteristics affected urban/suburban LTS while Tables 9 and 10 detail the rural LTS.

5 | Arroyo Grande Halcyon Road Complete Streets Project, Level of Traffic Stress Analysis Urban/Suburban Segment
 Bike lane or mixed traffic
 Width of bike lane, if present
 Bike lane along parking lane or curb, if present
 Posted speed limit
 Number of travel lanes
 Frequent lane blockage (commercial vehicles, transit vehicles, etc.)  Presence of centerline
 Presence of sharrow markings
Table 2. Scoring criteria for bike lane segments without adjacent parking lane (ODOT) 1 Lane per direction ≥2 lanes per direction
Prevailing
or Posted
Speed
≥ 7’
(Buffered
bike lane)

5.5’ – 7’
Bike
lane
≤ 5.5’
Bike
lane
Frequent bike
lane blockage1
≥ 7’
(Buffered
bike lane)
<7’ bike lane
or frequent
blockage1

≤30 mph LTS 1 LTS 1 LTS 2 LTS 3 LTS 1 LTS 3
35 mph LTS 2 LTS 3 LTS 3 LTS 3 LTS 2 LTS 3
≥40 mph LTS 3 LTS 4 LTS 4 LTS 4 LTS 3 LTS 4
1 Typically occurs in urban areas (i.e. delivery trucks, parking maneuvers, stopped buses).

Table 3. Scoring criteria for bike lane segments with adjacent parking lane 1 Lane per direction ≥2 lanes per direction
Prevailing or
Posted Speed
≥ 15’ bike lane
+ parking
14’ – 14.5’
bike lane +
parking
≤ 13’ bike
lane +
parking or
Frequent
blockage
≥ 15’ bike
lane +
parking
≤ 14.5’ bike
lane +
parking or
Frequent
blockage1
≤25 mph LTS 1 LTS 2 LTS 3 LTS 2 LTS 3
30 mph LTS 1 LTS 2 LTS 3 LTS 2 LTS 3
35 mph LTS 2 LTS 3 LTS 3 LTS 3 LTS 3
≥40 mph LTS 2 LTS 4 LTS 4 LTS 3 LTS 4
1 Typically occurs in urban areas (i.e. delivery trucks, parking maneuvers, stopped buses).

Table 4. Scoring criteria for urban/suburban mixed traffic Prevailing Speed
or Speed Limit
(mph)
Unmarked
Centerline
1 lane per
direction
2 lanes per
direction
3+ lanes per
direction
≤ 251 LTS 1 LTS 2 LTS 3 LTS 4
30 LTS 2 LTS 3 LTS 4 LTS 4
≥ 35 LTS 3 LTS 4 LTS 4 LTS 4
1 Presesence of “sharrow” markings may reduce the LTS by a level for 25 mph or less sections depending on overall area context.

6 | Alta Planning + Design
Urban/Suburban Approach
 Presence of right turn lanes (where bikes and cars might mix)  Presence of left turn lanes (where a bike must merge/cross to reach left turn)  Length of turn lane
 Posted speed limit
Table 5. Scoring criteria for approaches with right turn lanes Right-turn lane
configuration
Right-turn
lane length
(ft)
Bike Lane
Approach
Alignment
Vehicle Turning
Speed (mph)2
LTS
Single ≤ 150 Straight ≤ 15 2
Single >150 Straight ≤ 20 3
Single Any Left ≤ 15 3
Single1 or Dual Exclusive/
Shared
Any Any Any
4 1
Any other single right turn lane configuration not shown above. 2This is vehicle speed at the corner, not the speed crossing the bike lane. Corner radius can also be used as a proxy for turning speeds.

Table 6. Scoring criteria for approaches with left turn lanes Left Turn Lane Criteria
Prevailing Speed or
Speed Limit (mph)
No lane
crossed1
1 lane crossed 2+ lanes
crossed
Dual shared or
exclusive left
turn lane2
≤25 LTS 2 LTS 2 LTS 3 LTS 4
30 LTS 2 LTS 3 LTS 4 LTS 4
≥ 35 LTS 3 LTS 4 LTS 4 LTS 4
1 For shared through left lanes or where mixed traffic conditions occur (no bike lanes) 2Any other single left turn lane configuration not shown above.

7 | Arroyo Grande Halcyon Road Complete Streets Project, Level of Traffic Stress Analysis Urban/Suburban Intersection
 Presence of traffic signal
 Number of lanes crossed
 Posted speed limit
 Presence of median island
Table 7. Scoring criteria for unsignalized intersection crossing without median refuge Prevailing Speed
or Speed Limit
(mph)
Total Lanes Crossed (Both Directions)
≤ 3 Lanes 4 -5 Lanes ≥ 6 Lanes
≤ 25 LTS 1 LTS 2 LTS 4
30 LTS 1 LTS 2 LTS 4
35 LTS 2 LTS 3 LTS 4
≥ 40 LTS 3 LTS 4 LTS 4
Table 8. Scoring criteria for unsignalized intersection crossing with median refuge Prevailing Speed
or Speed Limit
(mph)
Maximum Through/Turn Lanes Crossed per Direction
1-2 Lanes 2-3 Lanes 4+ Lanes
≤ 25 LTS 11 LTS 11 LTS 2
30 LTS 11 LTS 2 LTS 3
35 LTS 2 LTS 3 LTS 4
≥ 40 LTS 3 LTS 4 LTS 4
1 Refuge should be at least 10 feet to accommodate a wide range of bicyclists (i.e. bicycle with a trailer) for LTS 1, otherwise LTS=2 for refuges 6 to <10 feet.

8 | Alta Planning + Design
Rural Segment
 Posted speed of 45 mph or higher
 Daily motor vehicle volume
 Presence and width of paved shoulder or bike lane
Table 9. Unsignalized rural section with posted speeds 45 mph or greater 1,2,3 Daily Volume (vpd) Paved Shoulder Width
0 - < 2 ft 2 - < 4 ft 4 - < 6 ft > 6ft
< 400 LTS 2 LTS 2 LTS 2 LTS 2
400 – 1500 LTS 3 LTS 2 LTS 2 LTS 2
1500 – 7000 4 LTS 4 LTS 3 LTS 2 LTS 2
7000 + LTS 4 LTS 4 LTS 3 LTS 3
1 Based on p1-3 & Table 1-2 from the Oregon Bicycle and Pedestrian Design Guide, 2011. 2 Adequate stopping sight distances on curves and grades assumed. A high frequency of sharper curves and short vertical transitions can increase the stress level especially on roadways with less than 6’ shoulders. Engineering judgement will be needed to determine what impact this will have on LTS level on a particular segment.
3 Segments with flashing warning beacons announcing presence of bicyclists (typically done on narrow long bridges or tunnels) may, depending on judgement, reduce the LTS by one, but no less than LTS 2. 4 Over 1500 AADT, the Oregon Bicycle and Pedestrian Design Guide indicates the need for shoulders.

Rural Intersection
 Posted speed of 45 mph or higher
 Daily motor vehicle volume
 Number of travel lanes
Table 10. Scoring criteria for unsignalized intersection crossing with median refuge1

Daily Volume (vpd) ≤ 3 Lanes 4 – 5 Lanes ≥ 6 Lanes
< 400 LTS 2 n/a n/a
400 – 1500 LTS 2 n/a n/a
1500 – 7000 4 LTS 2 LTS 3 n/a
7000 + LTS 3 LTS 4 LTS 4
1 For roadway being crossed

9 | Arroyo Grande Halcyon Road Complete Streets Project, Level of Traffic Stress Analysis Results
Maps showing the results of the corridor analysis are attached to this memorandum.

Overall, while both Alternatives provide an improvement over the existing condition, Alternative 1 provides a greater overall improvement for travel conditions along and across the corridor. Table 11 shows the average LTS score for each zone under existing conditions and each alternative.

Table 11. Summary of LTS Alternatives Assessment for Halcyon Corridor .

Zone 1 Zone 2 Zone 3 Zone 4
Along Across Along Across Along Across Along Across
Existing
Conditions
4 2 4 3 4 3 4 3
Alternative
1 2 2 2/3 3 3 3 3 3
Alternative
2 2 2 3/4 3 3/4 3 3 3
LTS 1 roadways, which would be shown in dark green are not present along the Halcyon Corridor. Generally LTS 1 facilities are completely separated from motor vehicle traffic or present only on very low traffic local roadways. This condition is not present on the Halcyon Road corridor in either existing or proposed designs.

LTS 2 roadways, shown in lighter green, made up a significant portion of improved conditions in zones 1 and portions of zone 2 in Alternative 1. Wide buffered bikeways are the key improvement.

LTS 3 roadways, shown in orange, are the prevailing condition in zones 3 and 4 in both improvement alternatives and zone 2 in alternative 2. The proximity and speed of motor vehicle traffic is likely to deter most average adults from these portions of Halcyon Road.

LTS 4 roadways, shown in red, represent the existing conditions throughout the corridor at the present time as well as the southern part of zone 2 and northern part of zone 3 in alternative 2. The proximity and speed of motor vehicle traffic is very likely to deter most average adults from these portions of Halcyon Road.

10 | Alta Planning + Design
Discussion of Improvements
Zone 1, Alternatives 1 and 2 (Urban/Suburban LTS)
Both proposed alternatives for Zone 1 were identical, so a distinction could not be drawn from this analysis. A summary of the potential improvements over the existing conditions is discussed.

Along. Conditions in zone 1 are improved significantly by a buffered bike lanes in both directions.

Across. Intersection crossing conditions are still an LTS 2, based on posted speed and number of lanes. Addition of the bicycle lane and subsequently narrowing of the motor vehicle travel lanes may produce some improvement but is not considered within the LTS framework. The improvements created at El Camino Real by the bike box are mitigated by the retention of the slip lane for eastbound traffic.

Zone 2, Alternative 1 (Urban/Suburban LTS)
Along. Conditions in zone 2 are improved somewhat by standard bike lanes installed in the northern end of the alignment until about 200’ south of Park Way. Buffered bike lanes extend south to the roundabout at Fair Oaks Avenue. Most adults would feel comfortable bicycling in this area. At the roundabout bicyclists have the option to take the lane and mix with motor vehicle traffic or take the shared use pathway, which would be comfortable for most users. This alternative assumes a slowed travel speed of 35 mph south of Dodson Way.

Across. Both bicyclists and pedestrians crossing Halcyon Way would benefit from the reduced exposure afforded by the road diet.

Zone 2, Alternative 2 (Urban/Suburban LTS)
Along. Conditions in zone 2 are improved somewhat by standard bike lanes installed in the northern end of the alignment until about 200’ south of Park Way. Buffered bike lanes extend south to the roundabout at Fair Oaks Avenue. Most adults would feel comfortable bicycling in this area.

Across. Both bicyclists and pedestrians crossing Halcyon Way would benefit from the reduced exposure afforded by the road diet.

Zone 3, Alternative 1 (Urban/Suburban LTS)
Along. The dual lane approach to the roundabout at Fair Oaks Avenue would require cyclists to cross the right turn lane to enter the roundabout and make through or left turn movements, which results in LTS 3 for this northern portion of zone 3. Removing

11 | Arroyo Grande Halcyon Road Complete Streets Project, Level of Traffic Stress Analysis the exclusive right turn "slip lane" and making the approach as a single lane entry would result in all approaches of LTS 2. In either case, the roundabout includes an LTS 1 pathway for all movements whereby inexperienced cyclists can navigate around the roundabout on a shared use path and cross as a pedestrian at the crosswalks.

The existing posted speed limit of 40 mph in zone 3 results in LTS 3 despite the buffered bike lanes throughout. There is the potential for prevailing speeds to be reduced with the proposed addition of an all-way stop at The Pike, a roundabout at Fair Oaks Avenue, narrowing of travel lanes to 11 feet, curb extensions at Farroll Ave and Sandalwood Ave, and crosswalk enhancements such as RRFBs. Although it is not possible to quantify the speed reduction at this time, driver behavior is influenced by the physical roadway environment and the proposed changes have the potential to result in some speed reduction. Should prevailing speeds be reduced by 5 mph to 35 mph, the result for zone 3 would be LTS 2.

Across. While bicyclists and pedestrians benefit from reduced exposure (number of motor vehicle lanes crossed) the posted travel speed of 40 mph results in a score of LTS 3. There is an improvement over Alternative 2, though not enough to result in a score change. If prevailing speeds were reduced to 35 mph, the score would like be improved to a result of LTS 2.

Zone 3, Alternative 2 (Urban/Suburban LTS)
Along. Buffered bike lanes and a posted travel posted of 40 MPH result in an LTS score of 3. Intermittent buffer in the northern end of the corridor results in an LTS score of 4.

However, there is potential for the proposed intersection treatments at Fair Oaks Avenue and The Pike in combination with roadway reconfiguration to translate to lower motor vehicle speeds.

Across. Posted speed and number of lanes results in a crossing score of LTS 3.

Zone 4, Alternatives 1 and 2 (Rural LTS)
Both proposed alternatives for Zone 4 were identical, so a distinction could not be drawn from this analysis. A summary of the potential improvements over the existing conditions is discussed.

Along. Both alternatives propose the installation of wide dedicated bike lanes. This results in a score of LTS 3.

Across. The roadway speed and ADT indicate an LTS 3 for the difficulty of crossing.

While actual conditions are likely to be better during not peak hours. Traffic during peak times is likely to afford few gaps and create more challenging conditions.

12 | Alta Planning + Design
Conclusion
Based on this LTS assessment by the project team we recommend improvements to Halcyon Road. While both Proposed Alternatives may not address all more stressful locations (e.g., the double right turn lanes into the roundabout at Fair Oaks Avenue or the slip lane at El Camino Real), both proposed designs would significantly improve the comfort of people bicycling and walking along Halcyon Road compared to the existing conditions. Comparing the two Proposed Alternatives, the LTS analysis shows that buffered bike lanes and reduction in the number of travel lanes as described in Alternative 1 would be the preferred option for improved bicycle and pedestrian conditions.

W Branch St
el Camino Real el Camino Real
Wilshire St
N Halcyon Rd
el Camino Real
S Halcyon Rd
Brisco Rd
Rodeo Dr
S Alpine St
Fair Oaks Ave
The Pike
Temple St
Magnolia Dr
Dodson
Alder St
Way
Faeh
Ave
Bell St
N Alpine St
Dodson Way
N Rena St
Woodland Dr
S Rena St
Diana Pl
Sycamore Dr
Grand Ave
Hiawatha Ln
Thyrring
Maple St
Dower
Ave
Helena St
Cameron
Ct
Farroll Ave
Linda Dr
Olive St
Pecan St
Beech St
Todd Ln
Ash St
Willow Ln
Cabrillo Hwy
Virginia Dr
Gaynfair Ter
Sunset Dr
Bennett Ave
S Halcyon Rd
Zone 1 Zone 2 Zone 3 Zone 4

HALCYON ROAD

COMPLETE STREETS
PLAN

EXISTING CONDITIONS - ALONG

LEVEL OF TRAFFIC

STRESS ANALYSIS
(ALONG CORRIDOR)
Level of Traffic Stress (LTS) is a
measure of bicyclist comfort. A
corrdor can be rated on comfort
of travel along the corridor and
across the corridor. The scores
for each direction of travel may
be different (e.g., a segment may
score LTS 2 in the middle of a
segment and an LTS 3 on the
intersection approach. The
higher score, LTS 3 is used for the
overall travel along score. The same
segment may score an LTS 4 for
travel across.)
0 0.1 0.2
MILES
¹
Data provided by the ESRI, Omni Means, Alta
Map produced March, 2017.

W Branch St
el Camino Real el Camino Real
Wilshire St
N Halcyon Rd
el Camino Real
S Halcyon Rd
Brisco Rd
Rodeo Dr
S Alpine St
Fair Oaks Ave
The Pike
Temple St
Magnolia Dr
Dodson
Alder St
Way
Faeh
Ave
Bell St
N Alpine St
Dodson Way
N Rena St
Woodland Dr
S Rena St
Diana Pl
Sycamore Dr
Grand Ave
Hiawatha Ln
Thyrring
Maple St
Dower
Ave
Helena St
Cameron
Ct
Farroll Ave
Linda Dr
Olive St
Pecan St
Beech St
Todd Ln
Ash St
Willow Ln
Cabrillo Hwy
Virginia Dr
Gaynfair Ter
Sunset Dr
Bennett Ave
S Halcyon Rd
Zone 1 Zone 2 Zone 3 Zone 4
W Branch St
el Camino Real el Camino Real
Wilshire St
N Halcyon Rd
el Camino Real
S Halcyon Rd
Brisco Rd
Rodeo Dr
S Alpine St
Fair Oaks Ave
The Pike
Temple St
Magnolia Dr
Dodson
Alder St
Way
Faeh
Ave
Bell St
N Alpine St
Dodson Way
N Rena St
Woodland Dr
S Rena St
Diana Pl
Sycamore Dr
Grand Ave
Hiawatha Ln
Thyrring
Maple St
Dower
Ave
Helena St
Cameron
Ct
Farroll Ave
Linda Dr
Olive St
Pecan St
Beech St
Todd Ln
Ash St
Willow Ln
Cabrillo Hwy
Virginia Dr
Gaynfair Ter
Sunset Dr
Bennett Ave
S Halcyon Rd
Zone 1 Zone 2 Zone 3 Zone 4
ALTERNATIVE 1 - ALONG
ALTERNATIVE 2 - ALONG
LTS - Rider Type
1 - All Ages and Abilities
2 - Most Adults
3 - Confident Adults
4 - Fearless Adults

LTS SCORES WERE CALCULATED USING LTS

METHODS DEVELOPED BY THE OREGON

DEPARTMENT OFTRANSPORTATION (ODOT)

AND DOCUMENTED IN THE ANALYSIS
PROCEDURE MANUAL.
@ Roundabout at Fair Oaks Ave also
includes an LTS 1 shared use pathway
@

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W Branch St
el Camino Real el Camino Real
Wilshire St
N Halcyon Rd
el Camino Real
S Halcyon Rd
Brisco Rd
Rodeo Dr
S Alpine St
Fair Oaks Ave
The Pike
Temple St
Magnolia Dr
Dodson
Alder St
Way
Faeh
Ave
Bell St
N Alpine St
Dodson Way
N Rena St
Woodland Dr
S Rena St
Diana Pl
Sycamore Dr
Grand Ave
Hiawatha Ln
Thyrring
Maple St
Dower
Ave
Helena St
Cameron
Ct
Farroll Ave
Linda Dr
Olive St
Pecan St
Beech St
Todd Ln
Ash St
Willow Ln
Cabrillo Hwy
Virginia Dr
Gaynfair Ter
Sunset Dr
Bennett Ave
S Halcyon Rd
Zone 1 Zone 2 Zone 3 Zone 4

EXISTING CONDITIONS - ACROSS
0 0.1 0.2
MILES
¹
Data provided by the ESRI, Omni Means, Alta
Map produced March, 2017.
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W Branch St
el Camino Real el Camino Real
Wilshire St
N Halcyon Rd
el Camino Real
S Halcyon Rd
Brisco Rd
Rodeo Dr
S Alpine St
Fair Oaks Ave
The Pike
Temple St
Magnolia Dr
Dodson
Alder St
Way
Faeh
Ave
Bell St
N Alpine St
Dodson Way
N Rena St
Woodland Dr
S Rena St
Diana Pl
Sycamore Dr
Grand Ave
Hiawatha Ln
Thyrring
Maple St
Dower
Ave
Helena St
Cameron
Ct
Farroll Ave
Linda Dr
Olive St
Pecan St
Beech St
Todd Ln
Ash St
Willow Ln
Cabrillo Hwy
Virginia Dr
Gaynfair Ter
Sunset Dr
Bennett Ave
S Halcyon Rd
Zone 1 Zone 2 Zone 3 Zone 4
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W Branch St
el Camino Real el Camino Real
Wilshire St
N Halcyon Rd
el Camino Real
S Halcyon Rd
Brisco Rd
Rodeo Dr
S Alpine St
Fair Oaks Ave
The Pike
Temple St
Magnolia Dr
Dodson
Alder St
Way
Faeh
Ave
Bell St
N Alpine St
Dodson Way
N Rena St
Woodland Dr
S Rena St
Diana Pl
Sycamore Dr
Grand Ave
Hiawatha Ln
Thyrring
Maple St
Dower
Ave
Helena St
Cameron
Ct
Farroll Ave
Linda Dr
Olive St
Pecan St
Beech St
Todd Ln
Ash St
Willow Ln
Cabrillo Hwy
Virginia Dr
Gaynfair Ter
Sunset Dr
Bennett Ave
S Halcyon Rd
Zone 1 Zone 2 Zone 3 Zone 4
ALTERNATIVE 1 - ACROSS
ALTERNATIVE 2 - ACROSS

HALCYON ROAD

COMPLETE STREETS
PLAN

LEVEL OF TRAFFIC

STRESS ANALYSIS
(ACROSS CORRIDOR)
Level of Traffic Stress (LTS) is a
measure of bicyclist comfort. A
corrdor can be rated on comfort
of travel along the corridor and
across the corridor. The scores
for each direction of travel may
be different (e.g., a segment may
score LTS 2 in the middle of a
segment and an LTS 3 on the
intersection approach. The
higher score, LTS 3 is used for the
overall travel along score. The same
segment may score an LTS 4 for
travel across.)
NOTE: Signalized intersections do
not receive an intersection score.

LTS - Rider Type
1 - All Ages and Abilities
2 - Most Adults
3 - Confident Adults
4 - Fearless Adults

LTS SCORES WERE CALCULATED USING LTS

METHODS DEVELOPED BY THE OREGON

DEPARTMENT OFTRANSPORTATION (ODOT)

AND DOCUMENTED IN THE ANALYSIS
PROCEDURE MANUAL.

Complete Streets Plan
Appendix F
Outreach Memorandum

MEMORANDUM
233 A Street, Suite 703
San Diego, CA 92101
(619) 269-5982
www.altaplanning.com

To: Nate Stong, Omni Means
From: Connery Cepeda and Marc Caswell, Alta Planning + Design Date: July 7, 2017
Re: Outreach Summary for Halcyon Road Complete Streets Plan Summary
The Halcyon Road Complete Streets
Plan includes a variety of types of
outreach and opportunities for
community input. In advance of any
planning efforts, the City of Arroyo
Grande hired a team of consultants to
conduct outreach and solicit feedback
from residents, visitors, and other
people who use Halcyon Road. This
memo serves to summarize many of
those responses.

Section I describes the responses from the Pop-Up Outreach Survey, conducted between August 12th and 14th at various community events. This 14-question survey asked respondents for their familiarity with the project area, and their desire for changes. The survey was also distributed to nine members of the Stakeholder Advisory Group (SAG), whose responses are described in the narrative below. The SAG responses were not included the full analysis.

Section II describes the responses from the attendees at the four community charrettes on September 14th & 15th, 2016 and April 12th & 13th, 2017 at Harloe Elementary School. A total of 66 people signed in at the September 2016 charrettes and 45 people signed in at the April 2017.

The responses were collected as meeting notes, votes on interactive poster boards, interactive polling, and comment cards.

Section III serves as a placeholder for feedback received from the project website, which is still in progress and open to the public as of the date of this memo.

Contents
Summary – Page 1
I. Pop-Up Outreach Survey Results Summary -

II. Community Charrettes Summary – Page 4
III. Online Feedback Summary – Page 8
IV. Appendix - Page 12

I. Pop-Up Outreach Survey Results Summary
Alta Planning + Design (Alta) staff created a 14-question survey that was conducted at community events on August 12th through the 14th, 2016. Alta staff attended three community events and collected 45 responses to the surveys. The events were:

1. Arroyo Grande Summer Carnival at Elm Street Park (Friday, August 12th);

2. Olohan Alley Farmers’ Market (Saturday, August 13th), and

3. Summer Concert at the Heritage Square Park (Sunday, August 14th).

The respondents were screened by asking if they were familiar with Halcyon Road, and if they would be interested in taking survey about their use of the road. Many members of the public declined to participate due to lack of familiarity with the corridor, but were still given a “teaser” flyer to inform them of the upcoming community charrettes.

Familiarity with Halcyon Road
The majority of the respondents lived close to Halcyon Road. 37% lived within one mile of the road, and an additional 51% lived within 1-5 miles. A third of respondents use Halcyon Road more than 4 times a week, and an additional 44% use it 1-3 times a week. The overwhelming majority of respondents use Halcyon Road in a motor vehicle. These results correspond to additional questions on general travel behavior that found that the majority of respondents (59%) never ride a bike and 22% never walk for more than 5 minutes in a single trip. For the stakeholder group, half lived less than 5 miles from the road, and the other half lived greater than 10 miles away. For those lived close, all used Halcyon Road at least 4+ times per week, mostly by motor vehicle. Those who lived farther away, they used the road less frequently, but a higher percentage use the road for bicycling than those who lived closer.

Respondents were asked to identify their destinations on Halcyon Road. The majority of respondents (54%) stated that they did not stop on Halcyon Road, but used it primarily to get to destinations in other places. Interestingly, no respondents stated that they used Halcyon Road to get to school, which seems like an anomaly, since Harloe Elementary School is located on the corner of Halcyon Road and Fair Oaks Avenue. Stakeholder group members stated that work and shopping were their most frequent destinations along Halcyon Road.

Conditions of Halcyon Road
The surveys asked respondents to rate the conditions on Halcyon road by each mode (walking, bicycling, transit, and driving). Many of the respondents stated that they could not sufficiently answer the question if they had not used that mode on the corridor, so the amount of responses for driving is much higher than the other modes. However, those who reported waking or bicycling on Halcyon Road rated the conditions as ‘Fair’ or ‘Poor’ – with no one rating the conditions for waking or bicycling as ‘Excellent.’ Those who drove generally rated the street as ‘Good’ and ‘Fair’ with two rating it as ‘Excellent’ and one rating it as ‘Poor.’ Among the stakeholder group, walking conditions were rated poor or fair, but never excellent, while all but one respondent rated bicycling conditions as ‘Poor.’

Desire to Improve Halcyon Road
The survey also asked respondents to rate how important it was to improve the conditions on Halcyon road for each mode (walking, bicycling, transit, and driving). Similar to the previous question asking respondents to rate conditions, many felt that they could not sufficiently answer this question if they had not used this mode on Halcyon Road. For walking, bicycling, and driving, the majority (between 68-71%) responded that it was ‘Very Important’ or ‘Important’ to improve conditions for each mode. Unsurprisingly, all members of the stakeholder group felt that walkability and bikeability improvements along Halcyon Road were ‘Important’ or ‘Very Important.’
II. Community Charrettes Summary
Omni-Trans, Alta Planning + Design, and Strategic Initiatives held two rounds of community charrettes (September 14th & 15th, 2016 and April 12th & 13th, 2017) at Harloe Elementary. At 41 people signed in on the September 14th charrette and 25 people signed in on the 15th. 23 people signed in on the April 12th charrette and 22 people signed in on the 13th.

At the beginning of all four meetings attendees reviewed and provided insightful comments on aerial maps and cross sections along the corridor. At the first round of meetings, they were given three stickers and asked to place them next to their preferred examples of typical Complete Streets engineering treatments on a “What is a Complete Street” board. The stickers were used to show their support for one or more treatments they would like to see along Halcyon Road.

Consultants then led a Powerpoint presentation to explain the challenges and opportunities along Halcyon Road and gathered feedback on each of the four “Context Zones” along the corridor. At the first round of meetings, the presentation and discussion was focused around community priorities and potential locations in need of improvement. At the second round of meetings, the presentation and discussion was focused around proposed designs and improvements that addressed the initial input.

Strategic Initiatives provided “clickers” for attendees to anonymously answer questions about their interaction with Halcyon Road. After opinions were collected, Strategic Initiatives opened

the floor up for discussion where attendees shared their specific concerns and brought attention to problem areas along the corridor. These concerns were written down by Alta Planning + Design.

This section summarizes the feedback from the two charrettes and is organized by type of feedback received.

Meeting Notes
Throughout the community charrettes, note takers chronicled participants’ preferred areas of improvements and recommendations. Overall, participants recognized the need for more bicycle safety, enforcement and beautification on Halcyon Road. Halcyon Road was subdivided into 4 context zones for identification purposes during the activities. A summary of all comments received during the Charrettes is provided in the Appendix of this document.

In Zone 1, attendees of the first round of meetings commented that poor traffic signal timing coupled with long waits for pedestrians to cross create unsafe roads for all users. People also shared their confusion on whether the 100 N. Halcyon Road block was a parking lane or a travel lane. At the second round, attendees expressed their approval of improved traffic flow, but some were skeptical of the need for any bike lanes along Halcyon.

In Zone 2, multiple participants at the first round of meetings reported increased speeding, inconsistent speed limits, low driver visibility when entering shopping centers and hospitals, and road and sidewalk damage caused by tree roots. A road diet was encouraged for this stretch of the road. At the second round, there was mixed opinions on the roundabout, with some stating they liked the reduced speeds and smoother traffic flow, while others were concerned about the ability for students to cross a roundabout. The lane reduction (‘Road Diet’) was perceived as mostly positive, though concerns about increased traffic from future developments and hospital access were raised.

In Zone 3, participants at the first round of meetings vocalized that low visibility and speeding has created dangerous crossings for pedestrians at the intersections of Virginia Drive and Farroll Avenue. Midblock crosswalk improvements need enhanced lighting and school zones could benefit from higher visibility crosswalks, crossing guards, lower speed limits and more traffic enforcement. At the second round, the parking near intersections Farroll were still a concern and additional crosswalks between The Pike and Fair Oaks were requested.

In Zone 4, attendees of the first round of meetings commented that the intersection at Halcyon Road and The Pike is unsafe for all users due to high speeds and reduced visibility caused by the guardrail and terrain. People suggested a roundabout at Highway 1 and Halcyon Road, but prefer to not lose farmland for these improvements. Although bike lanes run through the area, they are substandard in quality and could use improvement. At the second meeting, there was boisterous applause for the proposed stop sign at the Pike and a desire for immediate improvements to that intersection, regardless of the rest of this project. There were requests for more sidewalks along the eastern side of Halcyon Road and concerns around the projects’ potential impact to the historic Post Office.

Existing Conditions Map
Attendees used aerial maps and cross sections of the corridor to identify specific intersections or stretches that could benefit most from improvements to enhance driver and pedestrian safety. A comment focused on the difficulty walking due to narrow sidewalks and large utility poles on Fair Oaks Avenue. Inadequate signal timings result in long wait times for drivers, and cause increased traffic congestion at the intersection of Grand Avenue. Lack of pedestrian facilities like crosswalks, warning lights and sidewalks at Dodson Way make the crossing difficult and dangerous. For drivers, inconsistent numbers of lanes are confusing and used by speeding drivers to unsafely pass slower cars. Poor visibility on Virginia Drive, Sycamore Drive, The Pike, Sandalwood Avenue, Farroll Avenue and Halcyon Drive put drivers and pedestrians at increased risk for collisions.

Storyboard Dot Tallies
Of all design elements, high visibility crosswalks had the most support over the two-day charrette period with 12 dots total. The next most popular was On-Street Separated Bikeways, which had 11 dots. Crossing beacons came in third with eight dots; planted medians and street trees had six dots, bike lanes had six dots, protected intersections had five dots, road diets had four dots, roundabouts had three dots, curb extensions and median refuges had one dot, and shared lane markings received no dots. The board, with the total votes from the two charrettes is featured below.

Interactive Polling
Using interactive polling, participants at both community charrettes shared their thoughts and experiences about Halcyon Road’s bikeability and walkability. Of those polled, male-identified individuals represented a marginal majority with 52% and over 60% identified being over 51 years of age. Only 14% completed the survey prior to polling. Sixty-nine percent reported living in Arroyo Grande and almost 90% live within 5 miles of Halcyon Road. Nearly all of those polled are long-term residents of the area with 22% living on the Central Coast for 10-20 years and 66% for more than 20 years.

Residents reported high rates of walking a significant distance, with over half reporting they walk 4 or more times per week. However, few do so on Halcyon Road. 66% of respondents reported that they walk on Halcyon Road less than 3 times a month, and 80% never bike along Halcyon Road. Most respondents travel along Halcyon Road by car, with 69% stating they drive on the road at least 4 times per week.

About 45% of those polled report living or working near Zone 3: Fair Oaks Avenue to the Pike, the zone with the highest amount of housing in the study area. In all context zones, safety was ranked the highest and most pressing concern. Traffic congestion was the second most important concern in zones 1, 2, and 4. Zone 3 differed in that respondents heavily weighed walkability as a concern.

The stakeholder advisory group similarly cast their votes in an interactive polling activity separate from the community charrettes. Although SAG members shared similar demographics and relationships with the area, a majority reported living further away from Halcyon Road but showed an equal frequency of driving trips along Halcyon Road. About 64% of stakeholder group members used their bike for any purpose but 71% never biked along Halcyon Road. Unlike community charrette participants, members of the stakeholder group identified the hospital as their most popular destination. A significant majority of stakeholders reported not living within the context zones analyzed, but similarly chose safety as the priority concern for zones 2, 3, and 4. Details of the Interactive Polling results can be found in the Appendix.

Comment Cards
Participants used comment cards to voice their opinions on issues of bikeability and walkability in the community and suggest potential improvements. People favored increasing safety for pedestrians by installing more traffic calming devices like warning lights, traffic signals and stop signs. Participants specifically called for stop signs in all directions at The Pike, and a road diet along Halcyon Road. One comment emphasized the need for better sidewalks connecting Harloe Elementary School to housing in Zone 3. Comments around congestion relief on Halcyon Road focused on stacking lanes on Grand Avenue, eliminating parking between Sandalwood Avenue and Farroll Avenue, and installing an additional access points to AGHS to avoid Halcyon Road altogether. Participants were also concerned with aggressive drivers running red lights and not yielding at crosswalks.

III. Online Feedback Summary
As part of the Halcyon Road Complete Streets Plan project, Alta staff also created a website (HalcyonCompleteStreets.com) for posting project information and allowing the public to provide further input in addition to the pop-up outreach and community charrettes.

User Survey
With input from the City and Omni Means, Alta developed a 5-page, 59-question online survey to help create an understanding of key issues that are discouraging people from walking and bicycling, and improvements that would encourage greater use of existing or new facilities. The survey was provided in English and Spanish through third-party provider SurveyMonkey. As of March 13, 2017, 17 people have completed the survey.

Of the 17 respondents, 15 responded that they live less than one mile from Halcyon Road, and the remaining two stated they lived less than 5 miles from the project. The majority of respondents use Halcyon Road by car more than 4 times per week and 2/3 of the respondents use a bicycle more than once a month.

There clearly was an appetite for changes to Halcyon Road, however, with 56% of respondents disagreed or strongly disagreed with the statement "The transportation options available to me along Halcyon Road are suitable to my needs." Combined, 93% of respondents felt it is important or very important to improve walking conditions along Halcyon Road, and 73% feel the same way about bicycling conditions.

Other questions showed strong favorability towards building more sidewalks (100%) and Traffic Calming (93%) and crosswalks (86%). There is clearly overwhelming support to improve the safety of bicycling and walking along Halcyon Road, though the exact design features were not as clear cut.

Thought 44% of people stated that they never bike on Halcyon Road, when asked if specific designs would improve their travel experiences, the respondents clearly favored more physical separation from motor vehicles. When asked “Would the following changes to Halcyon Road improve your travel experience?”
- 37% said ‘yes’ to Sharrows
- 56% said ‘yes’ to bike lanes
- 68% said ‘yes’ to buffered bike lanes
- 81% said ‘yes’ to a wide bike lane separated from traffic by a curb or parked cars - 94% said ‘yes’ to a multi-use path completely separated from traffic When asked if roundabouts replaced four way stops and traffic lights, 44% agreed that it would improve their experience along Halcyon Road. 43% stated they would not like a travel lane removed, but 19% stated that they were not sure. Nearly all respondents (88%) favored the addition of sidewalks along the entire corridor.

Interactive Map
The interactive map (HalcyonCompleteStreets.com/Map/) is another method for the public to provide comments at specific locations, and view others’ comments. The map appears to have attracted a more technical crowd, who provided detailed design recommendations. There were 6 unique and relevant comments, which are detailed below:

Zone 1:
- Request for a Class II Bike Lane on El Camino Real
- At Grand Avenue: remove parking in southbound direction of Halcyon, just north of East Grand Avenue.
- At Grand Avenue: “Increase intersection efficiency. Purchase property on northwest side of intersection to increase intersection visibility. Overlap northbound/southbound phasing or provide roundabout.”
Zone 2:
- At Fair Oaks Avenue: “S. Halcyon Rd. is a very busy roadway with two lanes traveling south (with a third turn lane at the intersection). Reducing it to one lane for the "round about" will cause significant traffic congestion. Additionally, without the traffic signals, it reduces the control and safety of the elementary school children walking to/from school and crossing this busy roadway. For example, a vehicle entering the roundabout southbound, wanting to turn right onto Fair Oaks, will be traveling at speed making the right turn and exiting, with no time to react if a child is stepping in to the crosswalk from the north curb of Fair Oaks trying to get to school. The same is true on each corner.” - “Comment for both zone 2 and 3. Remove parking on both sides of roadway. Provide two-way left hand turn lane and one travel lane in each direction. Provide bike lanes.

Increase intersection efficiency at Halcyon/Fair Oaks. Provide adequate pedestrian crossings for children.”
Zone 3:
- “Removing parking Fair Oaks would significantly increase traffic during school drop-off and pick-up”
Zone 4:
[No comments]
General Website Comments
The website also allowed for people to submit comments on the project in a generalized or specific form. The open format of the prompt allowed for a wide range of comments, detailed below.
 NO all-way stop at Pike/S. Halcyon!
Reduce speed/increase visibility!

 Plant more trees.

Install ADA compliant sidewalk on S. Halcyon all the way to city limit.

Increase buffer zone between S. Halcyon oncoming traffic and vehicles turning left onto Virginia Dr -or- prohibit traffic leaving Virginia Dr onto S. Halcyon altogether.  Reduce speed limit on County section of S. Halcyon to 40 mph. Reduce speed limit between Pike and Hwy 101 to 35 mph. Increase school zone size. Re-install crosswalk at Willow Ln. with flashing beacon.
 I bike/commute along this corridor, south towards highway 1. Both of my children attend Harloe elementary school. Our entire family walks and bikes along Halcyon road in both directions. Any idea involving widening bike lanes, lighted cross walks (like in the village), sidewalks being extended where there are none, sidewalk improvements, road improvements, anything to make the area safer! I am definitely going to make an effort to attend one of the two meetings. Thanks for involving the community.
 My wife and I own the house at [Removed for privacy] South Halcyon Road in Arroyo Grande. We were unable to attend the meetings this week at Harloe Elementary School concerning Halcyon Street improvements. However, we do have major issues with recent changes made on Halcyon Road.

Since moving into this house in June of 2006 we have been disturbed by the increase in the amount of traffic in front of our house and the speed in which these vehicles pass down Halcyon Road. It is necessary for us to back out of our driveway onto Halcyon when leaving the house. Many time the vehicles are driving so fast we have little time to make the turn out of the driveway. If there is any way to decrease traffic and/so slow down the large amount of traffic taking that portion of Halcyon Road, we would be in favor. Decreasing the speed limit to 30 to 35 mpg would be helpful. When we moved in the speed limit was lower than it is now. I don't know the rationale for the higher speed limit on Halcyon Road given the location of Harloe Elementary School and the Hospital. A greater police enforcement of speeds along Halcyon would also be a deterrent to speeders.
 i attended the thursday nite meeting at harloe.
i didnt want to be tar and feathered so i kept a couple ideas private. obviously we are a growing community.that means more traffic inwhich means tough choices.one of the most obvious things to do to lesson traffic onhalcyon is to build a road across from the highschool to grand.that would be the route of choice from the mesa. also,the powers to be of halcyon were not truthful.there are 2 existing dirt roads still used and another overgrown.2 exit onto the pike near gaynfair. regarding the pike halcyon intersection ,i feel if the road was graded down to a visable level it would help,traffic light needed.also a center turn lane for the pike and also the post office
 I frequently walk from my house on S. Alpine up Halcyon under the freeway and up the hill to Trader Joe's for small errands. Good for my body.

 Your website give no indication on the length of time tht this project is projected to take. how long will this be 'in progress'?
 Came away from the meeting tonight at Harloe with the distinct feeling this whole project is geared around getting bike lanes on Halcyon. My feeling is we have a LONG way to go in correcting the traffic and safety problems before anymore devolpment OR bike lanes are added to the equation.

Appendix
Appendix A: Raw Meeting Notes from Charrettes 1 & 2 (September 14 & 15, 2016) Appendix B: Interactive Polling from Charrettes 1 & 2 (September 14 & 15, 2016).

Appendix C: Interactive Polling from Stakeholder Advisory Committee (October 10, 2016) Appendix D: Raw Meeting Notes from Charrettes 3 & 4 (April 12 & 13, 2017) Appendix E: Interactive Polling from Charrettes 3 & 4 (April 12 & 13, 2017) Appendix F: Results from Online Survey (Up through March 13, 2017)

617 West 7th Street
Los Angeles, CA 90017
www.altaplanning.com

December 12, 2016
Meeting Notes
Halcyon Road Complete Street Charrettes Round 1
Location
Harloe Elementary, Halcyon Road, Arroyo Grande, CA
Attendees
41 attendees on 9/14/2016; 25 attendees on 9/15/2016
Meeting facilitated by Nate Stong, Omni-Means Engineering ___________________
Overall Feedback
 How many people use Halcyon daily? (ADT)
 Not a safe road to bike
 Add hospital as a destination
 Where can we find the survey? Halcyoncompletestreets.com  Paper survey? Contact Info. in Sign-in
 Told no stop lights or other improvements 2 years ago  Bulbouts possible? Possible
 Traffic study completed?  Existing conditions analysis o Especially for medical facility on Fair Oaks
o Forecast
 Briscoe access to 101
Zone 1
 Cigar shop with parking in front
o Odd spot- one lane or two? Lane narrows
 Signal timing bad for driving and walking and long wait to turn left to Halcyon from Grand o Long wait to turn left to Halcyon from Grand
o 7/11 nothing to prevent drivers from crossing double yellow and blocking traffic o Left and straight lane not well marked
 NB Halcyon at Grand- lane markings faded
o Congestion at lane bottleneck (21)
o Lane striping not well aligned.- head on collisions (continuity of traffic lanes)  El Camino failed intersection for bicycling
o Taking life into one’s hand
 By cemetery- crosswalk needed for walking
 Opening of Briscoe Ave access to 101?
o Studied- environmental doc later this year unknown at this time

MEETING NOTES

 Closing off SB Ramps from 101? No plans
 Signals do not detect scooters by hospital increase sensitivity  Bennett St development traffic impacts?
o No plans now, but good suggestion for this plan
 Oak Tree across cemetery- hawks nest (do not disturb)  Separate ‘speed’ from ‘safety’ option
 Make it inspirational to bike and walk
 Roundabouts should be considered
 Parking dangerous Bennett to Grand NB and SB by 7/11
 Few places to park
 Aggressive driving in AM peak
 No bike lanes
 Left-turns from SB 101 not safe- conflict points
 El Camino Real has great paving and bike lanes
 Halcyon missing connectivity and safety is always #1
 Traffic conflicts from Briscoe closure confusion
 Ride bike thru parking lots and paths instead of Halcyon  Drivers run red lights
 18-wheelers turning to Grand- tough turn over median
 Traffic shown on Google Street View at El Camino Real  Congestion and safety are related
 Cemetery as Gateway/ Landmark
 Beautification potential- two narrow road
Zone 2
 No access NB to residential driveway without double yellow  Consistent speed limit, instead of 35/40/25
 Speeding issue: brought up 2 years ago- city said no studies to be done o Traffic calming?
 Left-turn lane storage short at Fair Oaks
 Low visibility from left-turns by liquor store/laundromat  More signs, instead of markings
 Lane alignment issues by hospital
 Higher traffic when school is in session
o When were traffic counts done? When school was in
 17,000 ADT high collisions? Rate less than state average except at the Pike  SB from Dodson challenging
 Root damage to sidewalk by hospital
 Center-turn lane cuts short by business
 Speeding
 Flashing lights by school zone? Advance warning
 Bollards by school indicate danger zone
 Not turn SB by Dodson

MEETING NOTES

 More markings on where people can cross safely by eye doctor o With push button to activate
 Between 7:50-8, students crossings without guard
 NB Left-turn lane does not have enough storage
 Speed limit- 35-40- 25 school zone
 Lot of driveways/curb cuts a safety issue for walking o Low visibility for drivers exiting hospital
 Should be consistently 35mph
 Road diet potential to 1 lane each way (11’ wide)
 High-volume arterial
 Sidewalks uneven
 Drainage runoff issues by hospital- bulbouts and landscaping (infiltration)  Consider undergrounding utilities
Zone 3
 NB/SB splits? Comparable 11,000 ADT
 Crosswalk moved- sandalwood
 Parents ignore no parking signs to pick up students
 Traffic has quadrupled in 15 years
o Will county study alternative route to access 101
 Speeding
 Virginia Dr. difficult to turn left to Halcyon
o Speeding and low visibility
 Halcyon SB to Virginia- head on collision potential at counter-turn lane  3-way stop at the Pike?
 2 accidents in recent was at Farroll
o Drivers do not slow for school crosswalk- nothings been done o Police do not enforce
 Vehicles larger then cars parked on-street block visibility  Trailers RVs and oversized vehicles speeding
 One has to drive over yellow line if cars parked on-street in places  Speed limit one of highest in city
 Lack of enforcement
 Flashing light at crosswalk not effective
 Crosswalk at multi-lane dangerous
 Lack of sidewalks with ADA ramps (for strollers)
 Crossing guard needed at Farroll
 Expand school zone area
 Continuation of road diet potential
o Lack of lane consistency a safety concern
 Make it safe for children- vs. bollards and k-rail at corner (bad design)  Parents do not let children walk/bike at the pike
 High-visibility crosswalk with flashing lights at the Pike needed

MEETING NOTES

 High speeds during school hours
 Mid-block crosswalk with multiple lanes a safety issue and uncontrolled intersection o False sense of security for children
 Speed limit should not be 40 in a residential neighborhood  Known as acceleration/racing zone as drivers head to SR-1  Tons of close calls- especially with on-street parking  Why was crosswalk relocated away from school?
o Instead of closer
 Lack of enforcement – 15 mph/ $200 fine in Nevada
 Push button crosswalk, like in the village?
 Street design important- raised crosswalks for traffic calming  Ambulances can get to hospital quickly- prioritize access  Awful visibility at Farroll
 Evolution of corridor as arterial- balance residents vs. commuters o “highway/arterial” in general plan
 Merge area by school does not make sense
Zone 4
 Speed
 Congestion on 1 when something happened on 101
o signal
 3-way stop or signal at Pike
 Overpass by Creek?
 Lot of cyclists using sub-standard bike lanes
o Tourists and children
 99% of collisions rear-end someone waiting to turn left o Flashing lights? Stop ahead
 I avoid Pike intersection when possible
 Will speed be analyzed?
o Speed surveys done 40mph not appropriate for residential  I drive to post office instead of walk- not safe
 Outside of city limits- coordination w/county
 Connectivity- improve bike lane condition
 SW corner of the pike (w/guard rail) a blind corner
o Tons of collisions by trailer park
 Both intersections at Highway 1 part of study
 Roundabout at the pike? Note elevation change
 Congestion at highway 1- especially when 101 closes
o Emergency access concern
 Add right-turn lane from Mesa to Highway 1
 $2 million + on studies at Highway 1- realign bridge?  NO loss of farmland roundabout? By Highway 1
 The Pike has been discussed for over 40 years

MEETING NOTES

o Signal potential solution
 By general store: passing over double yellow line
 Another entry/exit for Halcyon community?
Mapping Exercise
 Left turns coming out of 7-11 to go southbound- cross double yellow lines. Jams up southbound Halcyon.
 Street parking (1 spot?) in front of Cigar shop. Needs to go. It’s awkward, unsafe, confusing. There’s not enough room for traffic, when southbound wanting to  Leaving this lot- going southbound is dangerous left. Have to cross 2+ lanes, poor visibility  Longer left hand turn lane
 This turn lane is too short (E Grand Ave) Sometimes have to wait 2-3 light cycles to get into the lane and on the way…
 Need advance warning lights. Need crosswalks on both sides of intersection missing sidewalk. (Dodson Way)
 Very difficult to turn left out of Dodson way at 7:30-9am, 2-3:30 pm, 4:30-6pm  Need better crossing assistance for students before and after school (Fair Oaks Ave)  Sidewalk too narrow utility poles (Fair Oaks Ave)
 High speeds in lane drop area
 Farroll Ave and Halcyon Rd
o Dip
o Poor sight distance
 Halcyon Rd- need lane delineation
 Crosswalk (Sandalwood Ave across Halcyon)
 Inaccurate extent of striping! (Halcyon Rd.)
 Sight distance speed of thru traffic (Halcyon Rd.)
 Sight distance problem, uneven pavement (Willow Lane)  Left turns into and out of Virginia Drive are dangerous. When Southbound going head on with a car turning left onto Sycamore. From Virginia to Halcyon more visibility  Visibility turning left at Pike and Halcyon is very poor. Maybe a good spot for a roundabout?  Cars parked near corners reduce already bad visibility. Case in point!  Many accidents (the Pike)
 Speed transition (the Pike)
Comment Cards
 Great job- good turnout
 City used to provide crossing guard. Now they’re provided by district. Less pay, less training.  I used my stickers for my idealistic idea of what Halcyon could/should look like. I think road diets are what would work best in reality for this project.
 I think you needed to list the hospital people go for rehab, outpatient surgery visit patients etc. so it is a major destination and needs to be considered.
 Need longer stacking lanes on Corand to turn left on Halcyon  Warning lights near Pike stating stop sign up ahead

MEETING NOTES

 3-way stop at the Pike. On the block between Farrell and Sandalwood on W. side that is no parkingPlease print curb road. I live on Sandalwood. Cars park there to pick up kids and block visibility of the crosswalk and I have witnessed near misses of kids getting ready to cross (even with lights flashing at crosswalk). Also going N to S on Halcyon- indicate 35 mile zone ahead. Going S to N from Grand it starts at 35 miles per hour (painted on street) which is great then there are posted 40 “poles” just before the hospital. Very confusing.
 Going North on Halcyon Road from the Pike-only driveway is directly across from Virginia Street. The only options I have to turn left into my driveway is “pray” none come barreling from the South and hits me or illegally enter the solid yellow lines of the diamond <> to be out of traffic.  2 foot camera should be placed at Halcyon and El Camino because numerous people run the red lights- not just when it turns yellow but speeding through long after light has turned red!  17,000 daily trips at Halcyon and Grand intersection
 Please keep the walkability/bikeability at the utmost importance especially in Zone 3 around the school. If we encourage safe walking/biking it will cut down on congestion! Harloe has the highest number of students in attendance and this needs to be extra safe! Sidewalks definitely need to be put in safe, and protected. Please force people to slow down.  The blinking light at Sycamore and Halcyon need to be take more serious by the drivers. Harloe has the highest number of children at an Elementary School in the 5 cities with 670 children. Making Halcyon a safer place would not be a waste of money. Thank you! Tori Perkins- 670 Woodland Ct.  Thank you for your efforts to help make Halcyon Road a safer place for everyone. – Karen M. White  Road from AGHS to Grand Ave across fields and creek would alleviate traffic on Halcyon  Pike and Halcyon on- Traffic Signal, crosswalks poor visibility due to hill. Shave hill down.  Halcyon traffic access to Pike, 2 existing dirt roads already.  Good presentation.
 Worried about taking land Halcyon store, office.
 Congestion go to and leaving Halcyon.
 Halcyon is a major artery. I like that I can use it to get to 101 quickly.  Put a light at the Pike to solve the problem with visibility and to introduce traffic breaks for turning onto the street in zone 3.

MEETING NOTES

Text Message
“Strip the parking and add Two-Way Left Turn Lane within City reach. Add buffered bike lane through entire reach. Provide wide sidewalk on both sides of the street through city limits. Improve intersection efficiency at Halcyon/Fair Oaks Ave to discourage cut-through traffic on Todd and Olive Streets. Add enhanced ped crossings throughout reach. Buy property at Halcyon/Grand and fix the signal.” Dot Tallies
Bike Lanes  6
Crossing Beacons  8
Curb Extensions and Median Refuge  1
High Visibility Crosswalks  12
On‐Street Separated Bikeways  5
Planted Medians and Street Trees  6
Protected Intersections  5
Road Diets  4
Roundabouts  3
Shared Lane Markings (“Sharrows”)  0
Grand Total  50

Session Name
Halcyon Rd Charrettes Merged Sessions 9-14-15-2016Date Created Active Participants Total Participants9/22/2016 1:10:56 PM 66 66Average Score Questions0.00% 22 Results by Question

1. What is your favorite football team? (Select One)
Percent Count
Los Angels Rams 8.00% 4
San Diego Chargers 6.00% 3
Oakland Raiders 14.00% 7
San Francisco 49ers 30.00% 15
Los Angeles Buccaneers 0.00% 0
Who Cares! 42.00% 21
Totals 100% 50

2. What is your gender? (Select One)
Percent Count
Female 47.27% 26
Male 52.73% 29
Totals 100% 55
ResponsesResponses

0.00%5.00%

10.00%15.00%20.00%25.00%30.00%35.00%40.00%45.00%
Los Angels
Rams
San Diego
Chargers
Oakland
Raiders
San
Francisco
49ers
Los Angeles
Buccaneers
Who Cares!

44.00%45.00%46.00%47.00%48.00%49.00%50.00%51.00%52.00%53.00% Female Male

3. What is your age? (Select One)
Percent Count
18 and under 1.85% 1
19-35 11.11% 636-50 14.81% 851-70 46.30% 25
Over 70 25.93% 14
Totals 100% 54

4. Where do you live? (Select One)
Percent Count
Arroyo Grande 68.85% 42
Grover Beach 0.00% 0
Pismo Beach/Shell Beach 3.28% 2
Oceano 0.00% 0
Halcyon* 22.95% 14
Nipomo Mesa 0.00% 0
Other 4.92% 3
Totals 100% 61
ResponsesResponses

0.00%5.00%

10.00%15.00%20.00%25.00%30.00%35.00%40.00%45.00%50.00%
18 and under 19‐35 36‐50 51‐70 Over 70

0.00%

10.00%20.00%30.00%40.00%50.00%60.00%70.00%
*NOTE: Based on comments at the 9/14/16 charrette, the polling choice "Nipomo" was changed to "Halcyon" for the 9/15/16 charrette.  The number of participants who chose "Nipomo" on 9/14/16 was "0" while 11 participants chose "Other," including those whose choice would have been "Halcyon."  On 9/15/16, 5 participants chose "Halcyon" while 1 chose "Other." Therefore, in order to estimate the number of participants who would have chosen "Halcyon" and "Other" on 9/14/16, the results from the 9/14/16 charrette were adjusted based on the results from 9/15/16. The percent of participants choosing "Halcyon" in the "Halcyon" plus "Other" categories on 9/15/16 was 5/(5+1) = 83.33%. Assuming the number of participants who would have chosen “Halcyon” was in the same ratio on 9/14/16 as9/15/16, the number of participants who would have chosen “Halcyon” on 9/14/16 can be estimated by multiplying the number of participants who selected "Other" by 83.33%, which is 11 x 83.33% = 9.16.  Therefore, the total number of participants who would have chosen "Halcyon" is estimated to be 9+5=14 and the total number of participants who would have chosen "Other" is estimated to be 2+1 = 3.

5. How close do you live to Halcyon Rd? (Select One)
Percent Count
<1 mi. 71.70% 38
1 – 5 mi. 16.98% 9
6 – 10 mi. 1.89% 1
> 10 mi. 9.43% 5
Totals 100% 53

6. How long have you lived on the Central Coast? (Select One) Percent Count
Less than 1 year 1.69% 1
1 - 4 years 3.39% 2
5 - 10 years 5.08% 3
11 - 20 years 22.03% 13
More than 20 years 66.10% 39
Not Applicable 1.69% 1
Totals 100% 59
ResponsesResponses

0.00%

10.00%20.00%30.00%40.00%50.00%60.00%70.00%80.00%
<1 mi. 1 – 5 mi. 6 – 10 mi. > 10 mi.

0.00%

10.00%20.00%30.00%40.00%50.00%60.00%70.00%
Less than 1
year
1 ‐ 4 years 5 ‐ 10 years 11 ‐ 20
years
More than
20 years
Not
Applicable

7. How often do you walk for a significant distance, i.e., more than 5 minutes for a single trip? (Select One) Percent Count
Never 16.36% 9
1-3 times per month 14.55% 8
1-3 times per week 18.18% 10
4+ times per week 50.91% 28
Totals 100% 55

8. How often do you bike for any purpose? (Select One)
Percent Count
Never 68.33% 41
1-3 times per month 18.33% 11
1-3 times per week 5.00% 3
4+ times per week 8.33% 5
Totals 100% 60
ResponsesResponses

0.00%

10.00%20.00%30.00%40.00%50.00%60.00%
Never 1‐3 times per
month
1‐3 times per
week
4+ times per week

0.00%

10.00%20.00%30.00%40.00%50.00%60.00%70.00%
Never 1‐3 times per
month
1‐3 times per
week
4+ times per week

9. How often do you drive along Halcyon Road? (Select One) Percent Count
Never 3.51% 2
1-3 times per month 19.30% 11
1-3 times per week 8.77% 5
4+ times per week 68.42% 39
Totals 100% 57

10. How often do you walk along Halcyon Road? (Select One) Percent Count
Never 39.66% 23
1-3 times per month 25.86% 15
1-3 times per week 8.62% 5
4+ times per week 25.86% 15
Totals 100% 58
ResponsesResponses

0.00%5.00%

10.00%15.00%20.00%25.00%30.00%35.00%40.00%
Never 1‐3 times per
month
1‐3 times per
week
4+ times per week

0.00%

10.00%20.00%30.00%40.00%50.00%60.00%70.00%
Never 1‐3 times per
month
1‐3 times per
week
4+ times per week

11. How often do you bike along Halcyon Road? (Select One) Percent Count
Never 82.46% 47
1-3 times per month 8.77% 5
1-3 times per week 5.26% 3
4+ times per week 3.51% 2
Totals 100% 57

12. What are your key destinations along Halcyon Road? (Select all that apply) Percent Count
Work 16.27% 27
Hospital* 6.02% 10
Church 3.01% 5
Friend’s house 13.86% 23
School 8.43% 14
Recreation area 11.45% 19
Shopping 16.87% 28
destination: walking for fitness or leisure 13.86% 23
I never walk along Halcyon Road 4.82% 8
Other 5.42% 9
Totals 100% 166
ResponsesResponses

0.00%

10.00%20.00%30.00%40.00%50.00%60.00%70.00%80.00%90.00%
Never 1‐3 times per
month
1‐3 times per
week
4+ times per week

0.00%2.00%4.00%6.00%8.00%

10.00%12.00%14.00%16.00%18.00%
*NOTE: Based on comments at the 9/14/16 charrette, the polling choice "Bus Stop" was changed to "Hospital" for the 9/15/16 charrette.  The number of participants who chose "Bus Stop" on 9/14/16 was "0" while 13 participants chose "Other," including those whose choice would have been "Hospital."  On 9/15/16, 3 participants chose "Hospital" while 3 chose "Other." Therefore, in order to estimate the number of participants who would have chosen "Hospital" and "Other" on 9/14/16, the results from the 9/14/16 charrette were adjusted based on the results from 9/15/16. The percent of participants choosing "Hospital" in the "Hospital" plus "Other" categories on 9/15/16 was 3/(3+3) = 50%. Assuming the number of participants who would have chosen “Hospital” was in the same ratio on 9/14/16 as 9/15/16, the number of participants who would have chosen “Hospital” on 9/14/16 can be estimated by multiplying the number of participants who selected "Other" by 50%, which is 13 x 50% = 6.5.  Therefore, the total number of participants who would have chosen "Hospital" is estimated to be 7+3=10 and the total number of participants who would have chosen "Other" is estimated to be 6+3 = 9.

13. Did you complete a survey? (Select One)
Percent Count
Paper 7.14% 4
Online 7.14% 4
Both 0.00% 0
None 85.71% 48
Totals 100% 56

14. Do you live or work in or near a Context Zone? (Select One) Percent Count
e 1 El Camino Real to E. Grand Avenue 9.09% 5
one 2E. Grand Avenue to Fair Oaks Ave 10.91% 6
Zone 3Fair Oaks Avenue to The Pike 45.45% 25
Zone 4The Pike to SR 1 14.55% 8
Do not live or work near a Context Zone 20.00% 11
Totals 100% 55
ResponsesResponses

0.00%

10.00%20.00%30.00%40.00%50.00%60.00%70.00%80.00%90.00%
Paper Online Both None

0.00%5.00%

10.00%15.00%20.00%25.00%30.00%35.00%40.00%45.00%50.00%
Zone 1 El
Camino Real
to E. Grand
Avenue
Zone 2E.

Grand Avenue
to Fair Oaks
Ave
Zone 3Fair
Oaks Avenue
to The Pike
Zone 4The
Pike to SR 1
Do not live or
work near a
Context Zone

15. Context Zone 1 - El Camino Real to E. Grand Avenue (Select top three) Percent Count
Safety 30.50% 43
Traffic Congestion 23.40% 33
Bikeability 12.06% 17
Walkability 13.48% 19
Access to Transit 2.13% 3
Parking 4.26% 6
of Place(streetscape, landscape, noise) 12.06% 17
Other 2.13% 3
Totals 100% 141

16. Context Zone 1 - El Camino Real to E. Grand Avenue (Select most important)* Percent Count
Safety 45.83% 11
Traffic Congestion 33.33% 8
Bikeability 8.33% 2
Walkability 0.00% 0
Access to Transit 4.17% 1
Parking 4.17% 1
of Place(streetscape, landscape, noise) 4.17% 1
Other 0.00% 0
Totals 100% 24
ResponsesResponses

0.00%5.00%

10.00%15.00%20.00%25.00%30.00%35.00%

0.00%5.00%

10.00%15.00%20.00%25.00%30.00%35.00%40.00%45.00%50.00%
*NOTE: Includes data from 9/15/16 only.  No polling data was collected on this question at the   9/14/16 charrette.

17. Context Zone 2 - E. Grand Avenue to Fair Oaks Avenue (Select top three) Percent Count
Safety 30.43% 42
Traffic Congestion 19.57% 27
Bikeability 14.49% 20
Walkability 14.49% 20
Access to Transit 2.17% 3
Parking 4.35% 6
of Place(streetscape, landscape, noise) 11.59% 16
Other 2.90% 4
Totals 100% 138

18. Context Zone 2 - E. Grand Avenue to Fair Oaks Avenue (Select most important) Percent Count
Safety 58.49% 31
Traffic Congestion 11.32% 6
Bikeability 11.32% 6
Walkability 7.55% 4
Access to Transit 0.00% 0
Parking 0.00% 0
of Place(streetscape, landscape, noise) 9.43% 5
Other 1.89% 1
Totals 100% 53
ResponsesResponses

0.00%5.00%

10.00%15.00%20.00%25.00%30.00%35.00%

0.00%

10.00%20.00%30.00%40.00%50.00%60.00%

19. Context Zone 3 - Fair Oaks Avenue to The Pike (Select top three) Percent Count
Safety 31.69% 45
Traffic Congestion 18.31% 26
Bikeability 11.97% 17
Walkability 18.31% 26
Access to Transit 0.70% 1
Parking 4.23% 6
of Place(streetscape, landscape, noise) 14.08% 20
Other 0.70% 1
Totals 100% 142

20. Context Zone 3Fair Oaks Avenue to The Pike (Select most important) Percent Count
Safety 65.96% 31
Traffic Congestion 4.26% 2
Bikeability 6.38% 3
Walkability 19.15% 9
Access to Transit 0.00% 0
Parking 0.00% 0
of Place(streetscape, landscape, noise) 4.26% 2
Other 0.00% 0
Totals 100% 47
ResponsesResponses

0.00%5.00%

10.00%15.00%20.00%25.00%30.00%35.00%

0.00%

10.00%20.00%30.00%40.00%50.00%60.00%70.00%

21. Context Zone 4The Pike to SR 1 (Select top three)
Percent Count
Safety 29.79% 42
Traffic Congestion 21.28% 30
Bikeability 14.89% 21
Walkability 19.15% 27
Access to Transit 1.42% 2
Parking 0.71% 1
of Place(streetscape, landscape, noise) 12.06% 17
Other 0.71% 1
Totals 100% 141

22. Context Zone 4The Pike to SR 1 (Select most important) Percent Count
Safety 50.00% 26
Traffic Congestion 17.31% 9
Bikeability 11.54% 6
Walkability 17.31% 9
Access to Transit 0.00% 0
Parking 0.00% 0
of Place(streetscape, landscape, noise) 3.85% 2
Other 0.00% 0
Totals 100% 52
ResponsesResponses

0.00%5.00%

10.00%15.00%20.00%25.00%30.00%

0.00%5.00%

10.00%15.00%20.00%25.00%30.00%35.00%40.00%45.00%50.00%

Session Name: SAG Meeting Results 10‐10‐2016 5‐42 PM
Date Created: 10/10/2016 3:46:17 PM Active Participants: 15 of 15Average Score: 0.00% Questions: 24 ___________________________________________________________________________________ Percent Count
Yes – Wed. (9/14) 15% 2
Yes – Thurs. (9/15) 31% 4
Did not participate 54% 7
Totals 100% 13
Results By Question

1.) Did you attend a charrette?
Responses

Percent Count
Los Angels Rams 18% 2
San Diego Chargers 9% 1
Oakland Raiders 9% 1
San Francisco 49ers 18% 2
Los Angeles Buccaneers 0% 0
Who Cares! 45% 5
Totals 100% 11
Percent Count
Female 42% 5
Male 58% 7
Totals 100% 12

2.) What is your favorite football team?
Responses

3.) What is your gender?
Responses
012345
123456
2 11
2 0
5 01234567
12 5
7

Percent Count
18 and under  0% 0
19‐35  15% 236‐50  8% 151‐70  69% 9
Over 70 8% 1
Totals 100% 13

4.) What is your age?
Responses
0123456789
12345
0 2
1 9
1

Percent Count
Arroyo Grande 36% 5
Grover Beach 0% 0
Pismo Beach/Shell Beach 14% 2
Oceano 0% 0
Halcyon  7% 1
Nipomo / Nipomo Mesa 14% 2
Other 29% 4
Totals 100% 14

5.) Where do you live?
Responses
012345
1234567
5 0
2 0
1 2
4

Percent Count
<1 mi. 8% 1
1 – 5 mi. 33% 4
6 – 10 mi. 17% 2
> 10 mi. 42% 5
Totals 100% 12

6.) How close do you live to Halcyon Rd?
Responses
012345
1234
1 4
2 5

Percent Count
Less than 1 year 0% 0
1 ‐ 4 years 8% 1
5 ‐ 10 years 17% 2
11 ‐ 20 years 17% 2
More than 20 years  58% 7
Not Applicable  0% 0
Totals 100% 12
Percent Count
Never 8% 1
1‐3 times per month 23% 3
1‐3 times per week 31% 4
4+ times per week 38% 5
Totals 100% 13

7.) How long have you lived on the Central Coast?
Responses

8.) How often do you walk for a significant distance, i.e., more than 5 minutes for a single trip? Responses
01234567
123456
0 1
22 7
0 012345
1234
1 3
4 5

Percent Count
Never 36% 5
1‐3 times per month 43% 6
1‐3 times per week 0% 0
4+ times per week 21% 3
Totals 100% 14
Percent Count
Never 8% 1
1‐3 times per month 31% 4
1‐3 times per week 31% 4
4+ times per week 31% 4
Totals 100% 13

9.) How often do you bike for any purpose?
Responses

10.) How often do you drive along Halcyon Road?
Responses
0123456
1234
5 6
0 3
01234
1234
1 4 44

Percent Count
Never 71% 10
1‐3 times per month 29% 4
1‐3 times per week 0% 0
4+ times per week 0% 0
Totals 100% 14
Percent Count
Never 71% 10
1‐3 times per month 21% 3
1‐3 times per week 7% 1
4+ times per week 0% 0
Totals 100% 14

11.) How often do you walk along Halcyon Road?
Responses

12.) How often do you bike along Halcyon Road?
Responses
0123456789
10 1234
10 4
00 0123456789
10 1234
10 3
1 0

Percent Count
Work  13% 4
Hospital 23% 7
Church 0% 0
Friend’s house  16% 5
School  6% 2
Recreation area  16% 5
Shopping 3% 1
No particular destination: (e.g.,
walking/biking for fitness or leisure)
13% 4
None 3% 1
Other  6% 2
Totals 100% 31

13.) What are your key destinations along Halcyon Road? (Select all that apply) Responses
01234567
1 2 3 4 5 6 7 8 9 10
4 7
0 5
2 5
1 4
1 2

Percent Count
Paper 45% 5
Online 9% 1
Both 9% 1
None 36% 4
Totals 100% 11
Percent Count
Zone 1 El Camino Real to E. Grand
Avenue
18% 2
Zone 2E. Grand Avenue to Fair Oaks Ave 9% 1
Zone 3Fair Oaks Avenue to The Pike 9% 1
Zone 4The Pike to SR 1 9% 1
Do not live or work near a Context Zone 55% 6
Totals 100% 11

14.) Did you complete a survey?
Responses

15.) Do you live or work in or near a Context Zone?
Responses
012345
1234
5 1
1 4
0123456
12345
2 1
11 6

Percent Count
Safety 18% 6
Traffic Congestion 18% 6
Bikeability 21% 7
Walkability 15% 5
Access to Transit 9% 3
Parking 3% 1
Sense of Place(streetscape, landscape,
noise)
15% 5
Other 0% 0
Totals 100% 33

16.) Context Zone 1 - El Camino Real to E. Grand Avenue (Top Three) Responses
0%5%
10%15%20%25%
12345678
18% 18% 21%
15%
9%
3%
15%
0%

Percent Count
Safety 20% 2
Traffic Congestion 10% 1
Bikeability 30% 3
Walkability 10% 1
Access to Transit 10% 1
Parking 0% 0
Sense of Place(streetscape, landscape,
noise)
20% 2
Other 0% 0
Totals 100% 10

17.) Context Zone 1 - El Camino Real to E. Grand Avenue (Single Most Important) Responses
0%5%
10%15%20%25%30%
12345678
20%
10%
30%
10% 10%
0%
20%
0%

Percent Count
Safety 26% 10
Traffic Congestion 8% 3
Bikeability 21% 8
Walkability 24% 9
Access to Transit 11% 4
Parking 0% 0
Sense of Place(streetscape, landscape,
noise)
11% 4
Other 0% 0
Totals 100% 38

18.) Context Zone 2 - E. Grand Avenue to Fair Oaks Avenue (Top Three) Responses
0%5%
10%15%20%25%30%
12345678
26%
8%
21%
24%
11%
0%
11%
0%

Percent Count
Safety 42% 5
Traffic Congestion 0% 0
Bikeability 25% 3
Walkability 8% 1
Access to Transit 17% 2
Parking 0% 0
Sense of Place(streetscape, landscape,
noise)
8% 1
Other 0% 0
Totals 100% 12

19.) Context Zone 2 - E. Grand Avenue to Fair Oaks Avenue (Single Most Important) Responses
0%5%
10%15%20%25%30%35%40%45%
12345678
42%
0%
25%
8%
17%
0%
8%
0%

Percent Count
Safety 36% 8
Traffic Congestion 5% 1
Bikeability 18% 4
Walkability 23% 5
Access to Transit 5% 1
Parking 5% 1
Sense of Place(streetscape, landscape,
noise)
9% 2
Other 0% 0
Totals 100% 22

20.) Context Zone 3 - Fair Oaks Avenue to The Pike (Top Three) Responses
0%5%
10%15%20%25%30%35%40%
12345678
36%
5%
18%
23%
5% 5%
9%
0%

Percent Count
Safety 50% 5
Traffic Congestion 0% 0
Bikeability 20% 2
Walkability 10% 1
Access to Transit 0% 0
Parking 10% 1
Sense of Place(streetscape, landscape,
noise)
10% 1
Other 0% 0
Totals 100% 10

21.) Context Zone 3 - Fair Oaks Avenue to The Pike (Single Most Important) Responses
0%
10%20%30%40%50%
12345678
50%
0%
20%
10%
0%
10% 10%
0%

Percent Count
Safety 33% 10
Traffic Congestion 17% 5
Bikeability 17% 5
Walkability 13% 4
Access to Transit 3% 1
Parking 0% 0
Sense of Place(streetscape, landscape,
noise)
17% 5
Other 0% 0
Totals 100% 30
Responses

22.) Context Zone 4 - The Pike to SR 1 (Top Three)
0%5%
10%15%20%25%30%35%
12345678
33%
17%
17%
13%
3%
0%
17%
0%

Percent Count
Safety 45% 5
Traffic Congestion 18% 2
Bikeability 18% 2
Walkability 9% 1
Access to Transit 0% 0
Parking 0% 0
Sense of Place(streetscape, landscape,
noise)
9% 1
Other 0% 0
Totals 100% 11

23.) Context Zone 4 - The Pike to SR 1 (Single Most Important) Responses
0%
10%20%30%40%50%
12345678
45%
18%
18%
9%
0% 0%
9%
0%

617 West 7th Street
Los Angeles, CA 90017
www.altaplanning.com

July 6, 2017
Meeting Notes
Halcyon Road Complete Street Charrettes Round 2
Location
Harloe Elementary, Halcyon Road, Arroyo Grande, CA
Attendees
23 attendees 4/12/2017; 22 attendees 4/13/2017
Meeting facilitated by Nate Stong, Omni-Means Engineering ___________________
Written Notes (April 12, 2017)
Zone 1
 Like the more controlled traffic flow
 Eliminating parking: positive
 Need to cut the volume of traffic
 Bike lanes unnecessary and/or dangerous
 Precedence of bikes over cars is a bad idea. There aren’t many bikes.  Traffic flow more important than bike lanes
 Traffic too heavy for this plan
 Why not keep Halcyon for cars and put bikes on other roads?  Like that it clears up El Camino Real intersection
 Need to improve turn lane signage at Camino Real
 Bike Box is confusing
 Lane shift at Grand should be fixed
 Northwest Corner building at Grand needs to be removed  Can the Halcyon exit be extended?
 Bikes are there, so build lanes
 Bikes are on sidewalk – bike lanes give people place to ride  Training for bikes
 Bikes need safe streets; they are not surrounded by armor like cars  Protected bike lanes -- at least buffer
 Bike ridership is increasing - this is a good investment for the future  Inadequate access for bikes currently
 Need to address uses in area
o Schools, hospital, houses = bike lanes
o Rural = no biking needed
 Don’t want to take property
o Protect Cemetery Wall
o Longer left pockets at El Camino Real

MEETING NOTES

Zone 2
 Jockeying Northbound at north of Fair Oaks
 Roundabout: Have ambulances been considered & hospital consulted?  Roundabout: Will roundabout be an issue for large vehicles and buses?  Likes that it slows, but doesn’t stop.
o Flows nicely. Gives neighborhood feel and safety for bike/ pedestrian  Like reduction of speed, smoother flow
o Worry about students walking cross
 Light provides stop in traffic, making it easier to get through as child pedestrian  High school release same as Elementary – High School kids tend to drive poorly  SE corner at Grand: future development impacts?
 Road Diet Support
o Does the Road Diet work without roundabout?
o Has proposed development at NW corner of Fair Oaks driveways been considered?  Road diets: Yes.
o Roundabout: Pedestrian safety
 Request for Crossing guards to stay
 How to handle so many kids to/from school. Was Traffic Count during school year?  All four crossings at Dodson is great (reiterated by two other people)  Likes improvements, but worry at Grand – specifically turns onto Grand  Also concerned about turns into/out of hospital
 Is projected 23% increase in traffic enough? Does it take into account future development?  Like the roundabout
 Try one ride on Halcyon as is, and everyone will like bike lanes  Kids bike on sidewalk – will this keep them safe?
 Signage for pedestrians
Digital Voting System had Error at April 13 meeting. Vote by Hand for prefer Roundabout or Signal:
 Prefer Roundabout: 12
 Prefer Signal: 1
 Neutral: 1
Zone 3
 Parking just South of Farroll, limits visibility for southbound traffic. Lots of crashes.  Need another Crosswalk closer to school. Olive Street?  Crosswalk at Virginia would be good for Students
 Add stop signs at Sandalwood or between Pike and Fair Oaks  Will this design improve backing out of driveways?
Zone 4
 All-Way Stop at Pike: Woohoo! Yes!
 The Pike stop sign is essential (reiterated by at least three people)  Need crosswalks at Pike on all three legs
 What happens to Barricade at Pike?
 Been hit twice at Pike. Needs safer.
 Mobile Home Residents should have stop too, so call it Four Way Stop at Pike  Regrade Pike to make flat to increase visibility

MEETING NOTES

 How about adding a roundabout to the Pike?
 Need improvements to the Pike now! Not later.
 How will Stop at Pike affect circular driveway just south?  Left turns to/from Temple Street onto Halcyon are difficult/dangerous  Speed limits should be decreased
 Mobile home walks to High School, need sidewalks northbound  Mobile home walk to Post Office, need sidewalks south to Post Office  Sidewalk on West side to access Post office by foot
 Road widening could compromise historic Post Office
 Archeological area near mobile homes may make widening difficult  Property taking for widening?
 Need space to decelerate/join road for left turns on/off La Due  Bike lane narrow due to mud – needs to be widened

Session Name: Halcyon Charrette Results 4‐12‐2017 8‐33 PM Date Created: 4/12/2017 5:28:07 PM Active Participants: 33 of 33 Questions: 21
________________________________________________________________________________________ Percent Count
Walk 32% 7
Bike 5% 1
Skateboard 0% 0
Car 59% 13
Bus 5% 1
Horse 0% 0
Motorcycle 0% 0
Airplane 0% 0
Other 0% 0
Totals 100% 22
Note: Due to a technical issues, data was not saved for the 4/13/17 meeting. Results generally mirrored those of the previous night, found here.

Results By Question

1.) How did you get here tonight? (Multiple Choice)
Responses
0%
10%
20%
30%
40%
50%
60%
1 2 3 4 5 6 7 8 9
32%
5%
0%
59%
5%
0% 0% 0% 0%

Percent Count
Female 54% 13
Male 46% 11
Totals 100% 24
Percent Count
18 and under  0% 0
19‐35  13% 336‐50  9% 251‐70  43% 10
Over 70 35% 8
Totals 100% 23

3.) What is your age? (Demographic Assignment)
Responses

2.) What is your gender? (Demographic Assignment)
Responses
40%
45%
50%
55%
1 2
54%
46%
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
1 2 3 4 5
0%
13%
9%
43%
35%

Percent Count
Arroyo Grande 63% 15
Grover Beach 0% 0
Pismo Beach/Shell Beach 8% 2
Oceano 0% 0
Nipomo  0% 0
Nipomo Mesa 0% 0
Other 29% 7
Totals 100% 24
NOTE: Other includes Halcyon
Percent Count
<1 mi. 90% 19
1 – 5 mi. 5% 1
6 – 10 mi. 0% 0
> 10 mi. 5% 1
Totals 100% 21

4.) Where do you live? (Demographic Assignment)
Responses

5.) How close do you live to Halcyon Rd? (Demographic Assignment) Responses
0%
10%
20%
30%
40%
50%
60%
70%
1 2 3 4 5 6 7
63%
0%
8%
0% 0% 0%
29%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
1 2
3 4
90%
5%
0% 5%

Percent Count
Less than 1 year 4% 1
1 ‐ 4 years 4% 1
5 ‐ 10 years 8% 2
11 ‐ 20 years 8% 2
More than 20 years  75% 18
Not Applicable  0% 0
Totals 100% 24
Percent Count
Never 13% 3
1‐3 times per month 22% 5
1‐3 times per week 22% 5
4+ times per week 43% 10
Totals 100% 23

6.) How long have you lived on the Central Coast? (Demographic Assignment) Responses

7.) How often do you walk for a significant distance, i.e., more than 5 minutes for a single trip? (Demographic Assignment) Responses
0%
10%
20%
30%
40%
50%
60%
70%
80%
1 2 3 4 5 6
4% 4% 8% 8%
75%
0%
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
1 2
3 4
13%
22% 22%
43%

Percent Count
Never 64% 14
1‐3 times per month 23% 5
1‐3 times per week 5% 1
4+ times per week 9% 2
Totals 100% 22
Percent Count
Never 0% 0
1‐3 times per month 14% 3
1‐3 times per week 0% 0
4+ times per week 86% 18
Totals 100% 21

9.) How often do you drive along Halcyon Road? (Demographic Assignment) Responses

8.) How often do you bike for any purpose? (Demographic Assignment) Responses
0%
10%
20%
30%
40%
50%
60%
70%
1 2
3 4
64%
23%
5% 9%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
1 2
3 4
0%
14%
0%
86%

Percent Count
Never 43% 10
1‐3 times per month 13% 3
1‐3 times per week 13% 3
4+ times per week 30% 7
Totals 100% 23
Percent Count
Never 80% 20
1‐3 times per month 16% 4
1‐3 times per week 4% 1
4+ times per week 0% 0
Totals 100% 25

10.) How often do you walk along Halcyon Road? (Demographic Assignment) Responses

11.) How often do you bike along Halcyon Road? (Demographic Assignment) Responses
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
1 2
3 4
43%
13% 13%
30%
0%
10%
20%
30%
40%
50%
60%
70%
80%
1 2
3 4
80%
16%
4%
0%

Percent Count
Work  16% 12
Bus stop  3% 2
Church 10% 8
Friend’s house  12% 9
School  8% 6
Recreation area  6% 5
Shopping 16% 12
No particular destination: walking for
fitness or leisure
6% 5
I never walk along Halcyon Road 3% 2
Other  21% 16
Totals 100% 77
NOTE: Other includes Hospital

12.) What are your key destinations along Halcyon Road? (check all that apply) (Multiple Choice - Multiple Response) Responses
0%
5%
10%
15%
20%
25%
1 2 3 4 5 6 7 8 9 10
16%
3%
10%
12%
8%
6%
16%
6%
3%
21%

Percent Count
Paper 8% 2
Online 21% 5
Both 8% 2
None 63% 15
Totals 100% 24
Percent Count
Yes 56% 14
No 44% 11
Totals 100% 25

13.) Did you complete a survey? (Demographic Assignment) Responses

14.) Did you attend a workshop in September 2016? (Demographic Assignment) Responses
0%
10%
20%
30%
40%
50%
60%
70%
1 2
3 4
8%
21%
8%
63%
0%
20%
40%
60%
1 2
56%
44%

Percent Count
Strongly Support 29% 6
Support 38% 8
Somewhat Support 0% 0
Neutral 10% 2
Somewhat Oppose 0% 0
Oppose 10% 2
Strongly Oppose 14% 3
Totals 100% 21

15.) Context Zone 1 - To what extent do you support the proposed concept? (Multiple Choice) Responses
0%
5%
10%
15%
20%
25%
30%
35%
40%
1 2 3 4 5 6 7
29%
38%
0%
10%
0%
10%
14%

Percent Count
Strongly Support 19% 3
Support 13% 2
Somewhat Support 25% 4
Neutral 25% 4
Somewhat Oppose 6% 1
Oppose 6% 1
Strongly Oppose 6% 1
Totals 100% 16

16.) Context Zone 2 - To what extent do you support the proposed concept? (Multiple Choice) Responses
0%
5%
10%
15%
20%
25%
1 2 3 4 5 6 7
19%
13%
25% 25%
6% 6% 6%

Percent Count
Strongly Support 12% 2
Support 6% 1
Somewhat Support 6% 1
Neutral 29% 5
Somewhat Oppose 12% 2
Oppose 18% 3
Strongly Oppose 18% 3
Totals 100% 17
Percent Count
Alt 1 – Road Diet / Roundabout 69% 11
Alt 2 – Signalized Intersection 25% 4
Other 6% 1
Totals 100% 16

18.) Which alternative do you prefer? (Multiple Choice) Responses

17.) Context Zone 2 - To what extent do you support the signalized alternative? (Multiple Choice) Responses
0%
5%
10%
15%
20%
25%
30%
1 2 3 4 5 6 7
12%
6% 6%
29%
12%
18% 18%
0%
10%
20%
30%
40%
50%
60%
70%
1 2
3 69%
25%
6%

Percent Count
Strongly Support 50% 8
Support 19% 3
Somewhat Support 13% 2
Neutral 13% 2
Somewhat Oppose 6% 1
Oppose 0% 0
Strongly Oppose 0% 0
Totals 100% 16

19.) Context Zone 3 - To what extent do you support the proposed concept? (Multiple Choice) Responses
0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
50%
1 2 3 4 5 6 7
50%
19%
13% 13%
6%
0% 0%

Percent Count
Strongly Support 31% 5
Support 13% 2
Somewhat Support 19% 3
Neutral 19% 3
Somewhat Oppose 6% 1
Oppose 13% 2
Strongly Oppose 0% 0
Totals 100% 16
Percent Count
Very effective 71% 10
Effective 14% 2
Somewhat effective 7% 1
Not very effective 0% 0
Not at all effective 7% 1
Totals 100% 14
Responses

20.) Context Zone 4 - To what extent do you support the proposed concept? (Multiple Choice) Responses

21.) How effective was this meeting to understand and discuss alternatives for Halcyon Rd. (Multiple Choice) 0%
5%
10%
15%
20%
25%
30%
35%
1 2 3 4 5 6 7
31%
13%
19% 19%
6%
13%
0%
0%
10%
20%
30%
40%
50%
60%
70%
80%
1 2 3 4 5
71%
14%
7%
0%
7%

3/13/2017 SurveyMonkey Analyze ­ Arroyo Grande Halcyon Road Complete Streets Plan (English) https://www.surveymonkey.com/analyze/4gnzhln5_2B1y6qJuhmwrQovZp_2B_2B2ybqDPPgtoHAq6Ijo_3D 1/27 Create a team to collaborate with others on surveys and share templates, logos, themes and more. Create a team now ] Arroyo Grande Halcyon Road Complete Streets Plan (English) Summary ] Design Survey ] Collect Responses ] Analyze Results w RESPONDENTS: 17 of 17
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Q1
Q2
PAGE 1: Demographics
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0.00% 0

11.76% 2

35.29% 6

47.06% 8

5.88% 1
Which age group are you in?
Answered: 17 Skipped: 0
Total 17
18 or under
19­35
36­50
51­70
Over 70
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices – Responses –
– 18 or under
– 19­35
– 36­50
– 51­70
– Over 70
Export
How many children under the age of 13 are
in your household?
Answered: 15 Skipped: 2
w Responses (15) C Text Analysis z My Categories (0)
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3/13/2017 SurveyMonkey Analyze ­ Arroyo Grande Halcyon Road Complete Streets Plan (English) https://www.surveymonkey.com/analyze/4gnzhln5_2B1y6qJuhmwrQovZp_2B_2B2ybqDPPgtoHAq6Ijo_3D 2/27 Q3
Q4
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Showing 15 responses
Categorize as... Filter by Category s
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88.24% 15

11.76% 2

0.00% 0

0.00% 0
How close do you live to Halcyon Road?
Answered: 17 Skipped: 0
Total 17
<1 mile
1­5 miles
6­10 miles
>10 miles
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices – Responses –
– <1 mile
– 1­5 miles
– 6­10 miles
– >10 miles
Customize Export
How often do you drive, walk, or bike along
Halcyon Road?
Answered: 17 Skipped: 0

3/13/2017 SurveyMonkey Analyze ­ Arroyo Grande Halcyon Road Complete Streets Plan (English) https://www.surveymonkey.com/analyze/4gnzhln5_2B1y6qJuhmwrQovZp_2B_2B2ybqDPPgtoHAq6Ijo_3D 3/27 Q5
PAGE 2: General Travel Behavior

82.35% 14

17.65% 3

0.00% 0

0.00% 0
Total 17
4+ times per
week
1­3 times per
week
1­3 times per month
Never
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices – Responses –
– 4+ times per week
– 1­3 times per week
– 1­3 times per month
– Never
Customize Export

62.50% 10

12.50% 2

6.25% 1

18.75% 3
How often do you walk for a significant
distance, i.e., more than 5 minutes for a
single trip?
Answered: 16 Skipped: 1
Total 16
4+ times per
week
1­3 times per
week
1­3 times per month
Never
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices – Responses –
– 4+ times per week
– 1­3 times per week
– 1­3 times per month
– Never

3/13/2017 SurveyMonkey Analyze ­ Arroyo Grande Halcyon Road Complete Streets Plan (English) https://www.surveymonkey.com/analyze/4gnzhln5_2B1y6qJuhmwrQovZp_2B_2B2ybqDPPgtoHAq6Ijo_3D 4/27 Q6
Q7
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18.75% 3

12.50% 2

31.25% 5

37.50% 6
How often do you bike for any purpose?
Answered: 16 Skipped: 1
Total 16
4+ times per
week
1­3 times per
week
1­3 times per month
Never
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices – Responses –
– 4+ times per week
– 1­3 times per week
– 1­3 times per month
– Never
Customize Export

37.50% 6

37.50% 6
What if bike markings ("sharrows" as
pictured above) were added?
Answered: 16 Skipped: 1
Yes
No
I'm not sure
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices – Responses –
– Yes
– No

3/13/2017 SurveyMonkey Analyze ­ Arroyo Grande Halcyon Road Complete Streets Plan (English) https://www.surveymonkey.com/analyze/4gnzhln5_2B1y6qJuhmwrQovZp_2B_2B2ybqDPPgtoHAq6Ijo_3D 5/27 Q8
Q9

25.00% 4
Total 16
– I'm not sure
Customize Export

56.25% 9

25.00% 4

18.75% 3
What if a bike lane (as pictured above) was
added?
Answered: 16 Skipped: 1
Total 16
Yes
No
I'm not sure
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices – Responses –
– Yes
– No
– I'm not sure
Customize Export

68.75% 11

12.50% 2
What if a buffered bike lane (as pictured
above) was added?
Answered: 16 Skipped: 1
Yes
No
I'm not sure
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices – Responses –
– Yes
– No

3/13/2017 SurveyMonkey Analyze ­ Arroyo Grande Halcyon Road Complete Streets Plan (English) https://www.surveymonkey.com/analyze/4gnzhln5_2B1y6qJuhmwrQovZp_2B_2B2ybqDPPgtoHAq6Ijo_3D 6/27 Q10
Q11

18.75% 3
Total 16
– I'm not sure
Customize Export

81.25% 13

0.00% 0

18.75% 3
What if a wide bike lane separated from
traffic by a curb or parked cars (as pictured
above) was added?
Answered: 16 Skipped: 1
Total 16
Yes
No
I'm not sure
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices – Responses –
– Yes
– No
– I'm not sure
Customize Export

93.75% 15
What if a multi­use path completely
separated from traffic (as pictured above)
was added?
Answered: 16 Skipped: 1
Yes
No
I'm not sure
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices – Responses –
– Yes

3/13/2017 SurveyMonkey Analyze ­ Arroyo Grande Halcyon Road Complete Streets Plan (English) https://www.surveymonkey.com/analyze/4gnzhln5_2B1y6qJuhmwrQovZp_2B_2B2ybqDPPgtoHAq6Ijo_3D 7/27 Q12
Q13

0.00% 0

6.25% 1
Total 16
– No
– I'm not sure
Customize Export

43.75% 7

50.00% 8

6.25% 1
What if roundabouts replaced four­way
stops and traffic lights (as pictured above)?
Answered: 16 Skipped: 1
Total 16
Yes
No
I'm not sure
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices – Responses –
– Yes
– No
– I'm not sure
Customize Export

37.50% 6
What if a traffic lane were removed (as
pictured above)?
Answered: 16 Skipped: 1
Yes
No
I'm not sure
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices – Responses –
– Yes

3/13/2017 SurveyMonkey Analyze ­ Arroyo Grande Halcyon Road Complete Streets Plan (English) https://www.surveymonkey.com/analyze/4gnzhln5_2B1y6qJuhmwrQovZp_2B_2B2ybqDPPgtoHAq6Ijo_3D 8/27 Q14
Q15

43.75% 7

18.75% 3
Total 16
– No
– I'm not sure
Customize Export

87.50% 14

12.50% 2

0.00% 0
What if sidewalks (as pictured above) were
added?
Answered: 16 Skipped: 1
Total 16
Yes
No
I'm not sure
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices – Responses –
– Yes
– No
– I'm not sure
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31.25% 5
What if benches and other street furniture
(similar to what is pictured above) were
added?
Answered: 16 Skipped: 1
Yes
No
I'm not sure
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices – Responses –
– Yes

3/13/2017 SurveyMonkey Analyze ­ Arroyo Grande Halcyon Road Complete Streets Plan (English) https://www.surveymonkey.com/analyze/4gnzhln5_2B1y6qJuhmwrQovZp_2B_2B2ybqDPPgtoHAq6Ijo_3D 9/27 Q16
Q17
PAGE 3: Halcyon Road Travel Behavior

50.00% 8

18.75% 3
Total 16
– No
– I'm not sure
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93.75% 15

87.50% 14

56.25% 9

75.00% 12

0.00% 0

6.25% 1

18.75% 3

0.00% 0
Please indicate what modes of
transportation you use to travel along
Halcyon Road (select all that apply)
Answered: 16 Skipped: 1
Total Respondents: 16
Drive alone
Drive with
others (Fami...

Bike
Walk
Public transit
Taxi/ridesharin
g service
Scooter,
skateboard, ...

Other (please
specify)
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices – Responses –
– Drive alone
– Drive with others (Family, Friends or Carpool)
– Bike
– Walk
– Public transit
– Taxi/ridesharing service
– Scooter, skateboard, or low speed electric device
– Other (please specify) Responses
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How Often do you walk along Halcyon Road
for a significant distance, i.e., more than 5
minutes for a single trip?
Answered: 16 Skipped: 1