Arroyo Grande City Council
January 28, 2025

RESOLUTION NO.

PAGE 2
NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Arroyo Grande hereby incorporate the Recitals herein, and adopt a Resolution to approve the Active Transportation Plan as attached hereto as Exhibit “A” incorporated herein by this reference.

On motion by Councilmember ________, seconded by Councilmember_______, and by the following roll call vote, to wit:

AYES:

NOES:

ABSENT:
the foregoing Resolution was adopted this 28th day of January, 2025.

RESOLUTION NO.

PAGE 3
___________________________________

CAREN RAY RUSSOM, MAYOR
ATTEST:
___________________________________

JESSICA MATSON, CITY CLERK
APPROVED AS TO CONTENT:
___________________________________

MATTHEW DOWNING, CITY MANAGER
APPROVED AS TO FORM:
___________________________________

ISAAC ROSEN, CITY ATTORNEY

RESOLUTION NO.

PAGE 4
EXHIBIT “A”
Active Transportation Plan

City of Arroyo Grande
Active Transportation Plan
DRAFT PLAN - JANUARY 2025
Exhibit A

ii CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

CONSULTANTS TO THE CITY
KTUA
Joe Punsalan, Principal
Jacob Leon, Senior Associate
Marina Varano, Senior Planner
Morgen Ruby, Senior Planner
Mariella Delfino, Designer
Central Coast Transportation Consulting
Joe Fernandez, Principal
Michelle Matson, Senior Transportation Engineer

A SPECIAL THANK YOU TO OUR

STAKEHOLDER WORKING GROUP
MEMBERS:

Aileen Nygaard, City of Pismo Beach Planning
Bailey Barton, Caltrans D5
Craig Angello, Five Cities Fire
Jeff Chambers, South County Chambers of Commerce
Kyle Bell, City of Grover Beach Planning
Mary Gardner, SLO Regional Transit Agency
Pat Dempsey, Arroyo Grande Resident
Rick Ellison, Bike SLO County
Stephen Hanamaikai, San Luis Obispo Council of Governments

ACKNOWLEDGMENTS

CITY COUNCIL
Caren Ray Russom, Mayor
Kate Secrest, Mayor Pro Tem, District 1
Aileen Loe, Councilmember, District 2
Jamie Maravigilia, Councilmember, District 3
Jim Guthrie, Councilmember, District 4

PLANNING COMMISSION
Bruce Berlin
Catherine Sackrison
Jamie Maraviglia
Kevin Buchanan
Virginia Roof

CITY STAFF
Brian Pedrotti, Director of Community Development
Andrew Perez, Planning Manager
Shayna Gropen, Assistant Planner
Shannon Sweeney, City Engineer
This project was funded by Caltrans.

iii

TABLE OF CONTENTS
Planning Process...........................................................................................................................................................................................................12 Overview of the Document.......................................................................................................................................................................................13 Existing Conditions......................................................................................................................................................................................................14 Community Engagement ......................................................................................................................................................................................... 22 Recommendations ...................................................................................................................................................................................................... 23 Plan Overview................................................................................................................................................................................................................ 30 Active Transportation Trends ................................................................................................................................................................................... 32 Benefits of Active Transportation........................................................................................................................................................................... 34 Primary Guidance......................................................................................................................................................................................................... 36 Applicable Legislation................................................................................................................................................................................................. 37 Planning Context .......................................................................................................................................................................................................... 38 1 2

INTRODUCTION

EXISTING CONDITIONS

ES EXECUTIVE SUMMARY
Community Profile....................................................................................................................................................................................................... 52 Commute Characteristics......................................................................................................................................................................................... 54 Land Use.......................................................................................................................................................................................................................... 56 Activity Centers ............................................................................................................................................................................................................ 58 Street Classification.................................................................................................................................................................................................... 60 Posted Speed Limit ..................................................................................................................................................................................................... 62 Pedestrian Infrastructure.......................................................................................................................................................................................... 64 Existing and Previously Proposed Bike Facilities............................................................................................................................................... 68 Public Transit.................................................................................................................................................................................................................. 70 Collision History............................................................................................................................................................................................................ 72 Bicycle Level of Traffic Stress Analysis.................................................................................................................................................................. 74 Bicycle-Pedestrian Propensity Model................................................................................................................................................................... 76 Popular Active Transportation Routes.................................................................................................................................................................. 78 Health and Equity......................................................................................................................................................................................................... 80 Schools............................................................................................................................................................................................................................. 87

iv CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

TABLE OF CONTENTS
Conventional Bicycle Treatments...........................................................................................................................................................................119 Enhanced Bicycle Treatments .................................................................................................................................................................................120 Pedestrian Treatments...............................................................................................................................................................................................123 Traffic Calming ..............................................................................................................................................................................................................125 Public Transit Enhancements...................................................................................................................................................................................129 Green Street Improvements.....................................................................................................................................................................................131 Placemaking...................................................................................................................................................................................................................133 New Mobility ..................................................................................................................................................................................................................134 Pop-up Events ...............................................................................................................................................................................................................105 Community Events ......................................................................................................................................................................................................106 Community Survey ......................................................................................................................................................................................................108 Stakeholder Meetings.................................................................................................................................................................................................112 Other Engagement Efforts........................................................................................................................................................................................115 Bicycle Network ............................................................................................................................................................................................................138 Pedestrian and ADA Enhancements......................................................................................................................................................................144 Safe Routes to School Recommendations .........................................................................................................................................................151 Future Traffic Studies..................................................................................................................................................................................................162 Priority Projects.............................................................................................................................................................................................................164 Program Recommendations ....................................................................................................................................................................................176 3 5

COMMUNITY ENGAGEMENT
ACTIVE TRANSPORTATION TOOLKIT 4

RECOMMENDATIONS
APPENDIX A Appendix A - Applicable Guidance and Legislation..........................................................................................................................................186 Appendix B - Community Engagement Results ................................................................................................................................................194 Appendix C - Caltrans Guidance............................................................................................................................................................................. 226 Appendix D - Priority Project Conceptual Drawings........................................................................................................................................ 227 Appendix E - Potential Funding Sources .............................................................................................................................................................. 248

v

LIST OF FIGURES
Figure E-1: Existing Sidewalks .........................................................................................................................................................................................................................15 Figure E-2: Existing Curb Ramps ...................................................................................................................................................................................................................16 Figure E-3: Existing Bicycle Facilities ...........................................................................................................................................................................................................18 Figure E-4: Bicycle and Pedestrian-Related Collisions (2012-2022).................................................................................................................................................19 Figure E-5: Bicycle and Pedestrian Propensity Model...........................................................................................................................................................................21 Figure E-6: Proposed Bicycle Network........................................................................................................................................................................................................24 Figure E-7: Proposed Pedestrian Enhancement Areas..........................................................................................................................................................................25 Figure E-8: Priority Projects ............................................................................................................................................................................................................................27 Figure 2-1: Land Use...........................................................................................................................................................................................................................................57 Figure 2-2: Activity Centers.............................................................................................................................................................................................................................59 Figure 2-3: Street Classification....................................................................................................................................................................................................................61 Figure 2-4: Posted Speed Limit .....................................................................................................................................................................................................................63 Figure 2-5: Sidewalk Infrastructure..............................................................................................................................................................................................................65 Figure 2-6: Curb Ramp Infrastructure.........................................................................................................................................................................................................67 Figure 2-7: Existing and Previously Proposed Bicycle Facilities .........................................................................................................................................................69 Figure 2-8: Public Transit Routes and Stops ............................................................................................................................................................................................. 71 Figure 2-9: Bicycle and Pedestrian-Related Collisions.......................................................................................................................................................................... 73 Figure 2-10: Bicycle Level of Traffic Stress................................................................................................................................................................................................. 75 Figure 2-11: Bicycle and Pedestrian Propensity Model .......................................................................................................................................................................... 77 Figure 2-12: Popular Active Transportation Routes................................................................................................................................................................................. 79 Figure 2-13: Transportation Equity Index....................................................................................................................................................................................................82 Figure 2-14: CalEnviroScreen 4.0...................................................................................................................................................................................................................83 Figure 2-15: Healthy Places Index .................................................................................................................................................................................................................84 Figure 2-16: SLOCOG Disadvantaged Communities...............................................................................................................................................................................85 Figure 2-17: Areas within Walking Distance to Arroyo Grande Schools............................................................................................................................................88 Figure 2-18: Areas within Bicycling Distance to Arroyo Grande Schools.........................................................................................................................................89 Figure 2-19: Harloe Elementary Active Transportation Routes and Facilities ..............................................................................................................................93 Figure 2-20: Ocean View Elementary Active Transportation Routes and Facilities ...................................................................................................................95 Figure 2-21: Paulding Middle School Active Transportation Routes and Facilities .....................................................................................................................97 Figure 2-22: Arroyo Grande High School Active Transportation Routes and Facilities .............................................................................................................99 Figure 3-1: How often do you walk in Arroyo Grande? ...........................................................................................................................................................................108 Figure 3-2: How often do you bike in Arroyo Grande? ...........................................................................................................................................................................108 Figure 3-3: What are your reasons for using active transportation? (Select all that apply).....................................................................................................109 Figure 3-4: Where would you like to see better walking and bicycling routes to? (Select all that apply) ...........................................................................109 Figure 3-5: What would make it easier for you to walk or roll (wheelchair, skateboard, etc.) more in your community? (Select all that apply)...109

vi CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
Maps and photos are by the City of Arroyo Grande, project consultants, open source, or otherwise cited by source.

LIST OF FIGURES
Figure 3-6: What would make it easier for you to bike more in your community? (Select all that apply)...........................................................................109 Figure 5-1: Proposed Bicycle Network.........................................................................................................................................................................................................139 Figure 5-2: Proposed Pedestrian Enhancement Areas..........................................................................................................................................................................145 Figure 5-3: SRTS Recommendations: Harloe Elementary School .....................................................................................................................................................153 Figure 5-4: SRTS Recommendations: Ocean View Elementary School...........................................................................................................................................155 Figure 5-5: SRTS Recommendations: Fairgrove Elementary School ................................................................................................................................................157 Figure 5-6: SRTS Recommendations: Paulding Middle School ..........................................................................................................................................................159 Figure 5-7: SRTS Recommendations: Arroyo Grande High School....................................................................................................................................................161 Figure 5-8: Future Traffic Study Areas.........................................................................................................................................................................................................163 Figure 5-9: Priority Projects ............................................................................................................................................................................................................................165 Figure A-1: Survey Question 1: How would you best describe your relationship with Arroyo Grande? (Select all that apply)......................................204 Figure A-2: Survey Question 2: Which age group are you in? (Select one)......................................................................................................................................204 Figure A-3: Survey Question 3: What form(s) of active transportation do you mainly use? (Select all that apply) .........................................................205 Figure A-4: Survey Question 4: How often do you walk in Arroyo Grande?....................................................................................................................................205 Figure A-5: Survey Question 5: I walk in Arroyo Grande for (Check all that apply):......................................................................................................................206 Figure A-6: Survey Question 6: How often do you bike in Arroyo Grande? ....................................................................................................................................206 Figure A-7: Survey Question 7: I bike in Arroyo Grande for (Check all that apply): .......................................................................................................................207 Figure A-8: Survey Question 8: What are your reasons for using active transportation? (Select all that apply)..............................................................207 Figure A-9: Survey Question 9: What time of day do you use active transportation? (Select all that apply)....................................................................208 Figure A-10: Survey Question 10: Where would you like to see better walking and bicycling routes to? (Select all that apply) .................................208 Figure A-11: Survey Question 11: What would make it easier for you to walk or roll more in your community? (Select all that apply)......................209 Figure A-12: Survey Question 12: What would make it easier for you to bike more in your community? (Select all that apply).................................210

vii

LIST OF TABLES
Table E-1: Proposed Bicycle Facilities Summary....................................................................................................................................................................................23 Table E-2: Priority Projects ............................................................................................................................................................................................................................26 Table 1-1: Relevant Capital Improvement Program Projects (FY 2024/25 to 2028/29)...........................................................................................................41 Table 1-2: SLOCOG Funded and Planned Active Transportation Projects in Arroyo Grande ..................................................................................................44 Table 1-3: SLOCOG Unconstrained and Unfunded Active Transportation Projects in Arroyo Grande................................................................................45 Table 2-1: Summary of Pedestrian and Bicycle Collisions Near Arroyo Grande Schools (2012-2022) ................................................................................90 Table 2-2: Percent of Students Eligible for the Free and Reduced-Price Meals Program at Each School.........................................................................91 Table 5-1: Proposed Bicycle Facilities Summary....................................................................................................................................................................................138 Table 5-2: Proposed Bicycle Network Ranked........................................................................................................................................................................................141 Table 5-3: Pedestrian Enhancement Recommendations ..................................................................................................................................................................146 Table 5-4: Priority Projects............................................................................................................................................................................................................................164 Table A-1: Pop-Up Event #1: Citywide Map Activity Comments.......................................................................................................................................................194 Table A-2: Pop-Up Event #2: Citywide Map Activity Comments.....................................................................................................................................................195 Table A-3: Pop-Up Event #3: Draft Priority Corridor Comments .....................................................................................................................................................196 Table A-4: Pop-Up Event #3: Draft Bicycle Recommendations Comments ...............................................................................................................................196 Table A-5: Pop-Up Event #3: Draft Pedestrian Recommendations Comments ........................................................................................................................197 Table A-6: Workshop #1: Voting Activity Results ...................................................................................................................................................................................198 Table A-7: Workshop #1: Citywide Map Activity Comments .............................................................................................................................................................199 Table A-8: Workshop #2: General Comments ........................................................................................................................................................................................200 Table A-9: Workshop #2: Draft Priority Corridor Comments.............................................................................................................................................................200 Table A-10: Workshop #2: Draft Bicycle Recommendations Comments .....................................................................................................................................201 Table A-11: Workshop #2: Bicycle Project Prioritization Comments...............................................................................................................................................201 Table A-12: Workshop #2: Draft Pedestrian Recommendations Comments ..............................................................................................................................202 Table A-13: Workshop #2: Draft SRTS Recommendations Comments..........................................................................................................................................203 Table A-14: Online Map Comments ............................................................................................................................................................................................................220 Table A-15: Priority Projects...........................................................................................................................................................................................................................227 Table A-16: Cost Estimate: East Grand Avenue (Oak Park Boulevard to El Camino Real)........................................................................................................228 Table A-17: Cost Estimate: Elm Street (Linda Drive to Paul Place)...................................................................................................................................................229 Table A-18: Cost Estimate: Fair Oaks Avenue (Elm Street to Valley Road) ....................................................................................................................................230 Table A-19: Potential Funding Sources ......................................................................................................................................................................................................248

viii CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

A NOTE FROM THE DIRECTOR

OF COMMUNITY DEVELOPMENT
The Active Transportation Plan (ATP) is a first-of-its-kind planning document for the City of Arroyo Grande. It presents a tremendous opportunity to outline a roadmap for transforming our city into a pedestrian, rolling, and bicycle-friendly environment, connecting our homes, schools, businesses, and public spaces with safe and convenient routes.

We recognize that a truly inclusive transportation system must serve everyone – regardless of age, ability, race, income, or background. As we look to the future, this ATP is a key step in achieving this vision to improve the health of our citizens, reduce environmental impacts associated with vehicle use, reduce traffic congestion, improve safety, and create more vibrant and equitable communities by increasing mobility options for all people. The ATP builds off many elements that make the City of Arroyo Grande a desirable place for many residents and businesses, as well as an exciting destination for visitors.

Together we can build a future where the City of Arroyo Grande is a leader in active transportation choices for our communities.

Thank you for being part of this exciting journey!
Brian Pedrotti
Brian Pedrotti, Director of Community Development

E
Executive Summary Page 190 of 475

12 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
The City of Arroyo Grande (City) developed the Arroyo Grande Active Transportation Plan (ATP) to promote walking, riding a bicycle, using a mobility aid device, and taking public transit as safe, viable, and enjoyable means of transportation within the city and to neighboring communities. The City will use the ATP to pursue and secure grant funding; develop new programs; and implement Capital Improvement Projects to advance active transportation throughout Arroyo Grande.

THE ATP ADDRESSES THE FOLLOWING GOALS:

1. Identify gaps and barriers, both perceived and actual, in the existing active transportation network.

2. Engage with the community to gather local knowledge on existing challenges and opportunities.

3. Analyze the existing infrastructure around activity centers such as parks, schools, and commercial areas to explore potential solutions.

4. Develop a list of prioritized projects that improve the active transportation facilities along key corridors.

5. Create programmatic recommendations that promote walking, rolling, and bicycling as viable transportation modes.

6. Provide the City with a clear framework for implementation that can be used to pursue future grant and funding opportunities.

PLANNING PROCESS
The ATP was developed through a comprehensive 18-month planning process that included an in-depth review of local and regional planning documents; a data-driven analysis of existing conditions; extensive engagement with community members, stakeholders, and City staff; and the development of recommendations that address active transportation gaps and needs.

RECOMMENDATIONS
Review relevant local
and regional policies
and evaluate the existing
conditions of Arroyo
Grande’s pedestrian and
bicycle infrastructure.

Engage community
members and key
stakeholders in the
planning process through
a variety of activities and
events.

Develop recommendations
for infrastructure projects
and programs that will
respond to community
needs and advance active
transportation.

Present the ATP to the
Planning Commission and
then the City Council for
adoption.

Phase 1:

Existing Conditions
Analysis
Phase 2:

Community
Engagement
Phase 3:

Recommendations
Development
Phase 4:

Plan
Adoption

EXECUTIVE SUMMARY 13

OVERVIEW OF THE DOCUMENT
The ATP contains a summary of existing planning efforts; an analysis of the existing transportation system; an assessment of key active transportation needs; input from the community; an overview of active transportation facilities; recommendations for improvement; and more. The ATP is organized into an executive summary, five chapters, and an appendix, all of which are described below.

EXECUTIVE SUMMARY
The Executive Summary provides an overview of the document, identifies key issues and themes within Arroyo Grande’s transportation system, and summarizes the ATP’s recommendations.

CHAPTER 1: INTRODUCTION
Chapter 1 provides an overview of active transportation trends, benefits, primary guidance, applicable legislation, and relevant local and regional planning documents. This foundational chapter introduces the purpose of the ATP and sets the stage for the rest of the document.

CHAPTER 2: EXISTING CONDITIONS ANALYSIS
Chapter 2 documents and analyzes the existing conditions of Arroyo Grande’s transportation system. The chapter includes geospatial analyses of several relevant datasets, such as land use, activity centers, existing active transportation infrastructure, public transit, activity centers, collision history, and more. Chapter 2 findings were used in combination with community input to identify key active transportation gaps, needs, and priorities.

CHAPTER 3: COMMUNITY ENGAGEMENT
Chapter 3 summarizes the information gathered from the community engagement process. The chapter includes key takeaways from public input collected through community surveys, five stakeholder meetings, three pop-up events, and two community workshops.

The chapter identifies key issues and priorities of the community and stakeholders, which were used to develop recommendations.

CHAPTER 4: ACTIVE TRANSPORTATION TOOLKIT
Chapter 4 provides an overview of potential active transportation infrastructure facilities that can be implemented in Arroyo Grande. This chapter serves as a toolkit of solutions to make it safer, easier, and more enjoyable to walk, ride a bicycle, and use a mobility aid device in Arroyo Grande. Many of the active transportation “tools” described in Chapter 4 are included as recommended infrastructure improvements in Chapter 5.

CHAPTER 5: RECOMMENDATIONS
Chapter 5 proposes physical improvement projects and programmatic recommendations to facilitate and encourage active transportation in Arroyo Grande. Project recommendations include a future bicycle network, pedestrian and ADA enhancements, Safe Routes to School (SRTS) improvements, and conceptual designs for three priority projects.

APPENDIX
The Appendix contains descriptions of primary guidance and applicable legislation (Appendix A), the complete results of community engagement efforts (Appendix B), guidance from Caltrans (Appendix C), high-level planning drawings for the ATP’s three priority projects (Appendix D), and potential funding sources for ATP implementation (Appendix E).

14 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

EXISTING CONDITIONS

EXISTING PEDESTRIAN FACILITIES

SIDEWALKS
Sidewalks are the foundation of pedestrian infrastructure. However, Arroyo Grande lacks a complete sidewalk network. Figure E-1 displays the existing sidewalk infrastructure in Arroyo Grande. Figure E-1 shows that many streets in Arroyo Grande lack sidewalks, which forces pedestrians and mobility aid device users to walk or roll alongside vehicular traffic in the street or avoid these routes altogether.

CURB RAMPS
A curb ramp is a short ramp that cuts through or is built up to a curb to facilitate access between a sidewalk and a roadway for people using wheelchairs, walkers, strollers, skateboards, scooters, mobility devic- es, or health-related mobility limitations. Americans with Disabilities Act (ADA) standards require that new curb ramps include detectable warnings to alert pedestrians with vision impairments of an upcoming hazard, such as passing traffic. Detectable warnings consist of a series of small domes, also known as truncated domes, that contrast in color with the surrounding sidewalk or street. Curb ramps with truncated domes are essential infrastructure that allow people to safely access their desired destination.

Figure E-2 shows a current inventory of curb ramps with and without truncated domes, as well as pedestrian crossings that are missing curb ramps altogether. Collecting an inventory of missing curb ramps is the first step to identifying and prioritizing curb ramp installation projects that will make Arroyo Grande more accessible for people with dis- abilities. In recent years, the City has made strides to install new curb ramps in priority areas, such as near Harloe Elementary and Ocean View Elementary schools, as well as others.

EXECUTIVE SUMMARY 15 Figure E-1: Existing Sidewalks Page 195 of 475 16 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN Figure E-2: Existing Curb Ramps Ramp without

EXECUTIVE SUMMARY 17

EXISTING BICYCLE FACILITIES
There are 15.5 miles of existing bicycle facilities in Arroyo Grande (Figure E-3). Arroyo Grande’s existing network of bicycle facilities mostly consists of Class II bicycle lanes, with short segments of Class I multi-use paths and Class III bicycle routes. The existing bicycle facility network was analyzed for safety and connectivity within Arroyo Grande and to neighboring jurisdictions. Gaps currently exist along key corridors, including Oak Park Boulevard, East Grand Avenue, Elm Street, Farroll Avenue, and West Branch Street. Additionally, there are opportunities for greater levels of separation and protection between vehicles and bicyclists along existing bicycle facilities on East Grand Avenue, Fair Oaks Avenue, Huasna Road, West Branch Street, Valley Road, and more. The ATP aims to strengthen and expand Arroyo Grande’s existing bicycle network by recommending new and improved bicycle facilities.

BICYCLE AND PEDESTRIAN COLLISION HISTORY
Bicycle and pedestrian collision data were obtained from the Transportation Injury Mapping System (TIMS) managed by SafeTec to provide Statewide Integrated Traffic Records System (SWITRS) collision data. This dataset captures reported bicycle-vehicle, pedestrian-vehicle, and bicycle-pedestrian collisions that resulted in injury or property damage in Arroyo Grande in the 11-year period of 2012 through 2022. Collision density and location data are displayed in Figure E-4.

During these 11 years, there were a total of 45 pedestrian-related collisions and 50 bicycle-related collisions, which resulted in 94 injuries and three fatalities. The bulk of both collision types resulted in visible injury (47 percent) or complaint of pain (35 percent), with 18 percent resulting in severe injury or death. It is important to note that collisions involving bicyclists and pedestrians are known to be underreported, and therefore such collisions are likely under-represented in this analysis. Collision history was used to develop and prioritize pedestrian and bicycle recommendations proposed by this ATP.

Class I Multi-Use Paths: 0.8 miles Class II Bicycle Lanes: 14.6 miles Class III Bicycle Routes: 0.1 miles

18 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN Figure E-3: Existing Bicycle Facilities Page 198 of 475 EXECUTIVE SUMMARY 19 Figure E-4: Bicycle and Pedestrian-Related Collisions (2012-2022) Page 199 of 475 20 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

BICYCLE AND PEDESTRIAN PROPENSITY MODEL
To help identify priority areas for active transportation infrastructure, a Geographic Information System (GIS)-based model called a Bicycle-Pedestrian Propensity Model (BPPM) was created to reveal relationships between several key factors, including activity centers, demographic data, and physical infrastructure. A BPPM was developed to establish where bicyclists and pedestrians are most likely to be, both currently and if improvements were to be made. The BPPM is comprised of three submodels:

Attractor Model: Attractors are activity centers known to attract bicyclists and pedestrians, such as schools, public transit stops, and shopping centers.

Generator Model: Generators estimate potential pedestrian and bicyclist volumes based on how many people live and work within an area. Demographic data used to model generators include population density, employment density, primary mode of transportation to work, and vehicle ownership.

Barrier Model: Barriers are features likely to discourage or detract people from bicycling or walking. These are generally physical limitations, such as areas with missing sidewalks, high vehicle volumes and speeds, and high numbers of bicycle or pedestrian-related collisions.

These three sub-models were combined to create the composite BPPM, displayed in Figure E-5, to demonstrate areas in greatest need of active transportation infrastructure. The BPPM shows the highest likely bicycle and pedestrian use near mixed-use and commercial areas, especially around the Village, East Grand Avenue, Halcyon Road, West Branch Street, and Traffic Way. However, bicycle and pedestrian propensity is not only concentrated on the major roadways, it also permeates into local streets that people tend to use frequently. When comparing community input with the BPPM, there was a correlation between commonly mentioned corridors and high-propensity areas for bicycling and walking.

EXECUTIVE SUMMARY 21 Figure E-5: Bicycle and Pedestrian Propensity Model Page 201 of 475 22 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

COMMUNITY ENGAGEMENT
Engaging Arroyo Grande community members in the planning process was essential to the development of the ATP. Community engagement methods were designed to be open, transparent, and accessible to Arroyo Grande residents, stakeholders, and visitors.

The primary methods used to engage Arroyo Grande community members were:
» Community Survey
» Five (5) Stakeholder Meetings
» Three (3) Pop-up Events
» Two (2) Community Workshops
» One (1) City Council Study Session
» Project Website
» Social Media

COMMUNITY ENGAGEMENT TAKEAWAYS
Key takeaways from community feedback include:
» Across all community engagement methods, it was evident that Arroyo Grande residents, visitors, and stakeholders see the value of safe and efficient active transportation facilities. » Community engagement participants frequently expressed the desire for complete sidewalks, a connected system of bicycle facilities, and safe walking and bicycling routes to schools, parks, the Village, the Library, and commercial corridors, such as East Grand Avenue.
» Corridors mentioned most by community engagement participants were: East Grand Avenue, West Branch Street, East Branch Street, Halcyon Road, Fair Oaks Avenue, and Oak Park Boulevard.

EXECUTIVE SUMMARY 23

RECOMMENDATIONS
The ATP proposes new and improved bicycle, pedestrian, and ADA facilities to make it safer, easier, and more comfortable to use active transportation throughout Arroyo Grande. The ATP also contains programmatic recommendations and funding resources to support, encourage, and celebrate active transportation. Recommendations, which can be found in greater detail in Chapter 5, can be used by the City to secure and allocate future funding to create a safe and interconnected network of bicycle and pedestrian infrastructure.

PROPOSED BICYCLE NETWORK
Information gathered throughout the planning process, including through community and stakeholder input, field observations, existing conditions analyses, previous planning, and Capital Improvement Projects (CIPs), was used to develop a future bicycle network. The ATP proposes 33 miles of new bicycle facilities to expand and upgrade Arroyo Grande’s existing bicycle network.

The bicycle facilities proposed in Table E-1 and Figure E-6 are intended to facilitate a future where Arroyo Grande has an interconnected bicycle network. These recommendations are meant to serve as a guide to help the City pursue and allocate funds as they become available through various sources.

Table E-1: Proposed Bicycle Facilities Summary

PROPOSED PEDESTRIAN

ENHANCEMENTS
Through a process similar to the one used to develop the proposed bicycle network, the ATP identifies over 60 opportunities for improved pedestrian facilities, including both site-specific and corridor-wide enhancements. Recommendations for pedestrian enhancements are displayed in Figure E-7 and include a range of proposed amenities, such as new sidewalks, mid-block crossings, curb extensions, and traffic calming treatments. The proposed pedestrian recommendations were developed to enhance safety, comfort, and walkability to schools, parks, and commercial destinations. A list of proposed pedestrian enhancements corresponding to the numbers in Figure E-7 is provided in Table 5-3 in Chapter 5.

PROPOSED SAFE ROUTES TO SCHOOL

IMPROVEMENTS
Making it safe for students and their families to walk, ride a bicycle, or use a mobility aid device to get to school is a top priority for the City.

The ATP evaluated the pedestrian and bicycle facilities surrounding Arroyo Grande’s four public schools: Harloe Elementary School, Ocean View Elementary School, Paulding Middle School, and Arroyo Grande High School. Recommendations were also developed to improve the route from Arroyo Grande to Fairgrove Elementary School in Grover Beach. To support and encourage walking and bicycling to school, the ATP proposes several Safe Routes to School (SRTS) improvements for the areas surrounding schools. The proposed improvements include bicycle, pedestrian, ADA, and traffic calming recommendations, such as high-visibility crosswalks, LED stop signs, curb extensions, speed feedback signs, pedestrian crossing signals, bicycle facilities, etc.

BICYCLE FACILITY TYPE MILES
Class I Multi-use Path 6.6
Class II Bicycle Lane 5.1
Class III Bicycle Route 10.9
Class IV: Separated Bikeway/Class IIB Buffered Bicycle Lane* *Determination of whether a Class IV or Class IIB bicycle facility is installed will be based on considerations for cost, maintenance, and availability of adequate right-of-way to install the improvements.

10.5 Total 33.0

24 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN Figure E-6: Proposed Bicycle Network *Determination of whether a
Class IV or Class IIB bicycle
facility is installed will be based
on considerations for cost,
maintenance, and availability of
adequate right-of-way to install
the improvements.

EXECUTIVE SUMMARY 25 Figure E-7: Proposed Pedestrian Enhancement Areas 65

26 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

PRIORITY CORRIDORS
The City developed planning-level conceptual drawings for three priority projects to streamline future funding pursuits and project implementation. The three corridors shown in Table E-2 and Figure E-8 were selected for several reasons, including their role in providing connections to schools, parks, and commercial destinations; their need for safety improvements; their importance to the community; and more.

Conceptual drawings include proposed bicycle facilities, pedestrian and ADA enhancements, and traffic calming measures to facilitate safe and comfortable active transportation along key corridors. An overview of each priority corridor is provided in Chapter 5 and the planning-level conceptual drawings are provided in Appendix D.

STREET

BETWEEN LENGTH

FROM TO (MILES)
East Grand Avenue Oak Park Boulevard Branch Street 1.68 Elm Street Linda Drive City Limit 1.05
Fair Oaks Avenue Elm Street Traffic Way 1.59
Table E-2: Priority Projects
East Grand Avenue Elm Street Fair Oaks Avenue

EXECUTIVE SUMMARY 27 Figure E-8: Priority Projects Page 207 of 475 1 Introduction Page 208 of 475

30 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

PLAN OVERVIEW

PURPOSE
The Arroyo Grande Active Transportation Plan (ATP) was developed to provide the City of Arroyo Grande (City) a guidebook for making Arroyo Grande a safe and comfortable place to walk, roll, and ride.

The ATP includes an inventory of existing bicycle and pedestrian infrastructure, identifies key gaps and safety needs, and proposes recommendations for improvement. The recommendations in this ATP - both physical and programmatic - are meant to improve active transportation infrastructure; promote walking, rolling, and bicycling in Arroyo Grande; and create viable travel options to support the existing and future population.

The ATP uses the latest design standards and guidelines by the State of California (State), technical experts, and peer communities to ensure that all recommendations are feasible and eligible for grants. The ATP includes short-, mid-, and long-term projects that can be implemented once funds are made available. The City will use the ATP to guide the study, design, and implementation of active transportation projects in Arroyo Grande to improve sustainable mobility options throughout the community and to neighboring cities.

SCOPE
The ATP will guide the development of active transportation projects and programs that will support safe and efficient walking, rolling, and bicycling in Arroyo Grande.

The ATP addresses the following goals:

1. Identify gaps and barriers, both perceived and actual, in the existing active transportation network.

2. Engage with the community to gather local knowledge on existing challenges and opportunities.

3. Analyze the existing infrastructure around activity centers such as parks, schools, employment, and commercial centers to explore potential solutions.

4. Develop a list of prioritized projects that improve the active transportation facilities along key corridors.

5. Create programmatic recommendations that promote walking, rolling, and bicycling as viable transportation modes.

6. Provide the City with a clear framework for implementation that can be used to pursue future grant and funding opportunities.

Photo Source: Visit Arroyo Grande

CHAPTER 1: INTRODUCTION 31

STUDY AREA
Arroyo Grande is a 5.5-squaremile incorporated community located within the “Five Cities”
area of San Luis Obispo county,
California. Arroyo Grande lies
about 200 miles south of the San
Francisco Bay Area and 150 miles
north of Los Angeles. Regionally,
Arroyo Grande is approximately
10 miles south of the city of San
Luis Obispo and conveniently
located along the U.S. Highway
101 (U.S. 101) coastal corridor.

Arroyo Grande is bordered
by the city of Pismo Beach
to the northwest, the city of
Grover Beach to the west, the
unincorporated town of Oceano
to the south, and unincorporated
rural and suburban land to the
east. U.S. 101, which bisects Arroyo
Grande, is the primary State
highway that provides regional
access and connects the city with
other parts of San Luis Obispo
county and California. State Route
227 (SR-227) also provides more
localized access to/from the city,
connecting Arroyo Grande with
the city of San Luis Obispo and
surrounding communities.

32 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

ACTIVE TRANSPORTATION
TRENDS
Trends in active transportation planning and design have evolved significantly over the last decade. Communities across the country and throughout California have seen the growth of both conventional and contemporary active transportation infrastructure. Local leaders, community members, and advocates are showing ongoing interest in ensuring that active transportation and new mobility facilities are not only included but prioritized in their built environment. The State continues to show its commitment to this movement through its Active Transportation Program, which draws from federal and state funds to provide roughly $320 million annually for bicycle and pedestrian projects across California.1 Since the program was launched in 2013, over 800 active transportation projects across California have been funded.2 Similarly, the United States Congress authorized the Active Transportation Infrastructure Investment Program as part of the Infrastructure Investment and Jobs Act, securing $45 million in funding to kick-start the program in 2023, with more funding to come in 2024.3

INTEREST IS CHANGING
The benefits of active transportation are far-reaching and multi-faceted. Access to active transportation facilities has long been proven to improve mental and physical health, as well as serve as a focal point of community pride and recreation activities. The benefits associated with effective active transportation facilities and programming can be demonstrated through nationwide activity numbers. For example, the Rails to Trails Conservancy, a national trail advocacy organization, reported in 2020 that “more Americans are walking, biking and using trails in 2020 than ever before—bike sales have boomed and trail use is up 60% over the same period in 2019.” In 2022, the Rails to Trails Conservancy reported that these trends are holding steady as data shows “trail use in 2022 is 45% higher than in 2019, demonstrating enduring demand for trails across the country.”4
Similarly, StreetLight
Data reported that bicycle activity in the United States has increased substantially in 2020 and 2021, and held steady in 2022 with overall growth since 2019 at 37%.”5 Contrastingly, StreetLight Data reported that walking activity in the United States declined by 36% between 2019-2022, likely due to remote work and empty downtowns drawing fewer pedestrians.6 It is critical to continue investing in active transportation safety, infrastructure, and programming to bring walking activity up and continue to accelerate interest in hiking and bicycling.

Photo Source: Visit Arroyo Grande Photo Source: Visit Arroyo Grande

CHAPTER 1: INTRODUCTION 33

SAFETY IS ESSENTIAL
Encouraging more active transportation requires the provision of safe, protected, and connected facilities, as well as programs and events to boost awareness and interest. In 2023, the Rails to Trails Conservancy released poll results that revealed that improved connectivity and increased active transportation infrastructure would help people walk and bike more.7 The poll found that the top five factors to increase behavior are: (1) more destinations within a 10-to-20-minute walking distance; (2) friends and family to join them; (3) trails and greenways separated and protected from traffic; (4) more sidewalks; and (5) more protected bike lanes.8 The Rails to Trails Conservancy also found that nearly one-third of people say that interconnected trail networks would make it easier to walk or bike to their destination instead of driving.9 Trends related to the type of infrastructure being built and advocated for have also shown a growing preference for facilities that enhance pedestrian and bicyclist safety, particularly bicycle lanes that are physically separated from motor vehicle traffic. Class 1 multi-use paths and Class 4 separated bikeways are being highlighted as the types of facilities that most encourage people to bicycle more to reach their local destinations. Pedestrian infrastructure such as enhanced crossings with rectangular rapid flashing beacons (RRFB) or pedestrian hybrid beacons (PHB) are being installed at higher rates since studies have shown increased safety for pedestrians.

ELECTRIC BICYCLE RIDERSHIP RISES
In the last several years, electric bicycles (e-bicycles) - both personal and shared - have swept the nation. The increasing prevalence of e-bicycles and e-scooters has welcomed an influx of new active transportation users by providing people with disabilities, seniors, and others with viable mobility options for reaching destinations near and far.

People across the country now use personal and shared e-bicycles and e-scooters to get to work and school, run errands, and access community services, leisure activities, and recreational opportunities.

The National Association of City Transportation Officials (NACTO) reported that shared e-bicycle and e-scooter trips in the United States and Canada have grown by 40 percent since 2018 and have increased 35-fold from 2010.10 In 2021 and 2022, there were 112 and 113 million shared e-bicycle and e-scooter trips in the United States, respectively.

Along the same lines, e-bicycle sales in the United States increased by over 145 percent between 2019 and 2020.11 NACTO also emphasizes the reality that more people ride when cities build high-quality, protected bicycle lanes. As alternative modes of transportation become increasingly popular, it is important to design active transportation infrastructure, amenities, policies, and enforcement mechanisms to facilitate the safe use of shared-use facilities for both motorized and non-motorized users.

34 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

BENEFITS OF ACTIVE

TRANSPORTATION
As shown by the trends in active transportation, investing in a network of bicycle and pedestrian facilities will bring a variety of environmental, health, and social benefits to Arroyo Grande community members.

HEALTH BENEFITS
Vehicle-generated air pollution contains harmful emissions such as carbon dioxide, carbon monoxide, methane, nitrous oxide, and volatile organic compounds. These pollutants and irritants can cause asthma, bronchitis, pneumonia, decreased resistance to respiratory infections. and other health impacts. Increasing access to active transportation and other related clean mobility choices will decrease dependency on car-generated trips, contribute to the reduction of vehicle emissions, and, ultimately, improve air quality.12
Beyond the environmental and community-wide health benefits associated with active transportation, increased access to and opportunity for physical activity offers the potential for substantial health benefits on an individual level. Regular exercise also reduces the risk of high blood pressure, heart attacks, and strokes. Exercise has also been shown to improve mental health by relieving symptoms of depression, anxiety, and stress. Trails, in particular, have been shown to improve quality of life, promote health and well-being, and foster a sense of community and belonging.13

SAFETY BENEFITS
The development of pedestrian and bicycle facilities that are physically separated from vehicular traffic will not only encourage more people to walk or bicycle to their destinations but will also significantly reduce the potential for collisions with vehicles. Data from the U.S.

Department of Transportation’s National Highway Traffic Safety Administration shows that fatalities and injuries to pedestrians and bicyclists in traffic collisions are on the rise. In 2021, 7,388 pedestrians and 966 bicyclists were killed in traffic crashes (a 12.5 and 1.9 percent increase from 2020, respectively).14 Pedestrian and bicycle fatalities are unacceptable and demand aggressive improvements to active transportation facilities and programming to eliminate these unnecessary tragedies. Cities across the U.S. are implementing policy and infrastructure changes to curb the rise in collisions involving pedestrians and bicyclists.15 Off-street and protected bicycle and pedestrian facilities are among the current best practices for providing safe active transportation infrastructure and are overwhelmingly preferred by acPage 214 of 475 CHAPTER 1: INTRODUCTION 35
tive transportation users.16 Additionally, several major U.S. cities, such as Washington D.C., San Francisco, Los Angeles, Seattle, and Denver, have proposed or passed laws that ban right turns on red lights in areas with high pedestrian volumes or citywide.17 The City will continue to monitor emerging safety trends and consider implementing best practices, where appropriate.

EQUITY & ACCESSIBILITY BENEFITS
Developing an equitable and accessible transportation system starts with recognizing the reality that systemic inequality has left many communities, especially low-income and communities of color, with inequitable access to open space, employment opportunities, healthy food options, and other critical needs. Prioritizing active transportation projects in disadvantaged and underserved communities helps to provide people with additional transportation options and to increase access to important services, resources, and opportunities. The Project for Public Spaces reported in 2021 that health equity and access are major themes across mobility planning. This is evident in the State’s Active Transportation Program, which has allocated over 85 percent of funds in every funding cycle toward projects that will benefit disadvantaged communities throughout California.18 In addition to locating active transportation projects in communities with the greatest need for them, it is also important to design new facilities to be inclusive and accessible for everyone. Increasingly, trails and paths across the United States are incorporating inclusive design features, such as ADA-accessible trails, sensory trails, shareduse trails, trails for children, and trails designed for those with cognitive disabilities.19 This is especially important because people with disabilities rely on active transportation and public transit to a greater degree than those without disabilities.20 Other features, such as educational and wayfinding signage, welcoming public art, and inclusive marketing materials can help trail users feel safe, prepared, and welcome. Providing a variety of safe, affordable, accessible, and equitable transportation options is essential to community health, well-being, and vitality.

ENVIRONMENTAL BENEFITS
According to the United States Environmental Protection Agency (EPA), the transportation sector accounted for the largest portion of greenhouse gas (GHG) emissions (29 percent) in the United States in 2021.21 Light-duty vehicles (i.e., sports utility vehicles, passenger cars, minivans, and light-duty trucks) account for 58 percent of transportation-related GHG emissions and medium-and-heavy-duty trucks account for 23 percent.22 With roughly 81 percent of transportation-related GHG emissions in the U.S. attributed to personal and single-occupancy vehicles, reducing the number of vehicle miles traveled in cars is imperative to mitigating climate change and can be accomplished, in part, by making active transportation a viable travel option. Additionally, the construction of new bikeways or pedestrian infrastructure will also provide opportunities to design and introduce green infrastructure into the public realm. The EPA acknowledges the many benefits of green infrastructure, including treating stormwater at its source, reducing flooding, adding street trees, improving air quality, creating new habitats, and improving community pride. Examples of active transportation facilities that integrate green infrastructure include bicycle lanes protected by stormwater planter boxes and curb extensions designed with vegetated bioswales, both of which provide safety benefits while retaining and filtering stormwater runoff.

36 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

PRIMARY GUIDANCE
Active transportation design guidance has traditionally come from the California Department of Transportation (Caltrans) and the California Manual on Uniform Traffic Control Devices (CA MUTCD). However, cities are increasingly turning to national organizations for guidance on best practices. Leading national organizations include the National Association of City Transportation Officials (NACTO), the American Association of State Highway and Transportation Officials (AASHTO), and the Federal Highway Administration (FHWA).

Fortunately for California cities, there is increased flexibility in design guidance offered by both Caltrans and the FHWA. In 2014, Caltrans officially endorsed the NACTO Urban Street Design Guide and Urban Bikeway Design Guide as valuable toolkits for designing and constructing safe and attractive local streets. California cities may also apply for experimental designation from the FHWA for projects not in conformance with the CA MUTCD, which allows cities to endorse innovative projects that are outside of conformance standards prescribed by the CA MUTCD. The guidance documents used to inform this ATP are listed below and described in detail in Appendix A.

CALIFORNIA MANUAL ON UNIFORM TRAFFIC CONTROL

DEVICES
Since 2014, the CA MUTCD has been updated eight times, most recently in January 2024. The standards set by CA MUTCD provide guidance to balance safety and convenience for everyone, including drivers, pedestrians, and bicyclists. Multimodal policies for safer crossings, work zones, and intersections are integrated into the CA MUTCD, with improvements including:
» Crosswalks Enhancements Policy
» Temporary Traffic Control Plans
» Work Zone and Higher Fines Signs and Plaques
» Traffic Control for School Areas
Additionally, NACTO guidance was analyzed to ensure flexibility and innovation in the design and operations of streets and highways in California. Much of the guidance provided in the CA MUTCD is consistent with the NACTO Urban Bikeway Design Guide.

ADDITIONAL GUIDANCE
In addition to the CA MUTCD, the following guidance documents were also used to guide the development of this ATP.
» AASHTO Guides for Pedestrian and Bikeway Facilities
» Caltrans Highway Design Manual, Chapter 1000: Bicycle Transportation Design » FHWA Bikeway Selection Guide
» FHWA Separated Bike Lane Planning and Design Guide
» Massachusetts Department of Transportation Separated Bike Lane Planning & Design Guide
» NACTO Transit Street Design Guide
» NACTO Urban Bikeway & Street Design Guides
» NACTO Urban Street Stormwater Guide

CHAPTER 1: INTRODUCTION 37

APPLICABLE LEGISLATION
Active transportation in California is supported by legislation at the federal, state, and local levels. Legislation to advance active transportation is driven by a variety of factors, including safety; GHG emissions reduction; community health and well-being; equity and environmental justice; and more. The following section lists applicable federal and state policies that influence active transportation planning, decision-making, and funding. Descriptions for each piece of legislation can be found in Appendix A.

FEDERAL LEGISLATION
» Interim Approval for Optional Use of an Intersection Bicycle Box (IA-18)
» Infrastructure Investment and Jobs Act

STATE LEGISLATION
» AB-32 California Global Warming Solutions Act
» AB-43 Traffic Safety
» AB-98 Planning and Zoning: Logistics Use: Truck Routes » AB-285 Forecast Impacts of Emerging Technologies
» AB-361 Vehicles: Photographs of Bicycle Lane Parking Violations » AB-390 Pedestrian Crossing Signals
» AB-413 Vehicles: Stopping, Standing, and Parking
» AB-712 Tenancy: Personal Micromobility Devices
» AB-773 Street Closures and Designations
» AB-902 Traffic Violations and Diversion Programs
» AB-1096 Electric Bicycles as Vehicles
» AB-1193 Bikeways
» AB-1266 Bicycle Guidance Signs Through an Intersection » AB-1358 Complete Streets Act
» AB-1371 Passing Distance/Three Feet for Safety Act
» AB-1774 E-Bike Modification
» AB-1909 Vehicles: Bicycle Omnibus Bill
» AB-1778 E-Bike Pilot Age Restrictions
» AB-2086 Transportation Accountability Act
» AB-2147 Pedestrians
» AB-2669 Banning Bridge Tolls for People Walking and Biking » AB-2863 Green Building Standards: Bicycle Parking
» SB-1 Transportation Funding
» SB-375 Redesigning Communities to Reduce Greenhouse Gases » SB-400 Clean Cars 4 All Program
» SB-672 Traffic-Actuated Signals: Motorcycles and Bicycles » SB-689 Bike Lanes in Coastal Areas
» SB-743 CEQA Reform
» SB-760 Transportation Funding: Active Transportation: Complete Streets
» SB-922 California Environmental Quality Act Exemption: Transportation-related Projects » SB-932 General Plans: Circulation Element: Bicycle and Pedestrian Plans and Traffic Calming Plans
» SB-960 Complete Streets Bill
» SB-1000 Planning for Healthy Communities Act
» SB-1216 Limits on Class III Bikeways
» SB-1271 E-Bike Battery Safety Standards
» California Active Transportation Program
» California Transportation Plan 2050
» Caltrans’ Deputy Directive 64-R2
» CEQA for Bicycle and Pedestrian Plans
» Design Information Bulletin 89-02
» Executive Order N-19-19

38 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

PLANNING CONTEXT
The ATP incorporates regional and local planning efforts directly related to active transportation. These efforts range from long-range regional planning to street-specific plans. The following information summarizes the planning documents evaluated as part of the ATP development.

Photo Source: Visit Arroyo Grande Page 218 of 475
CHAPTER 1: INTRODUCTION 39

LOCAL PLANNING CONTEXT
ARROYO GRANDE GENERAL PLAN (2001)
The Arroyo Grande General Plan, adopted in 2001, is a comprehensive citywide plan that guides future growth while preserving quality of life. The General Plan is comprised of eight elements: (1) Agriculture, Conservation, and Open Space, (2) Circulation, (3) Economic Development, (4) Housing, (5) Land Use, (6) Noise, (7) Parks and Recreation, and (8) Safety. The Circulation and Parks and Recreation elements, in particular, are most relevant to this ATP.
*Note: The City is currently undergoing a comprehensive General Plan update process. While the General Plan has not been released or adopted, relevant findings from the General Plan community engagement process were reviewed and integrated into the ATP.

Arroyo Grande General Plan: Circulation Element (2021)
The Circulation Element of the General Plan, updated in 2021, seeks to provide safe and easy travel within and through the city for pedestrians, bicyclists, and motor vehicles. The Circulation Element’s vision is for Arroyo Grande to become “a community that embraces mobility through the use of all transportation modes.”
One goal of the Circulation Element is to seamlessly connect Arroyo Grande and adjacent communities via a safe and convenient bicycle and pedestrian network for recreational and commuter use, while also improving air quality by reducing vehicular trips. Initial steps to achieve this goal involve completing the following Circulation Element policies:
» Update the City’s Bicycle & Trails Master Plan in the form of an Active Transportation Plan, to incorporate pedestrian travel, in accordance with State guidelines and industry best practices. » Expand the City’s Bicycle & Trails Master Plan into a citywide Active Transportation Plan including pedestrian mode improvement plan and policies.

This ATP updates and expands upon the City’s existing Bicycle & Trails Master Plan to include pedestrian travel and up-to-date best practices for active transportation. By developing this document in alignment with the Circulation Element, the ATP is able to incorporate recommendations that are consistent with City policies and visions.

Arroyo Grande General Plan: Parks and Recreation Element (2001)
The Parks and Recreation Element of the General Plan, adopted in 2001, guides the long-term planning and provision of parks and recreation facilities in Arroyo Grande. The Parks and Recreation Element contains an objective for the City to establish a network of recreational trails, bicycle lanes, and bikeways for residents and visitors to the Arroyo Grande Valley. This objective includes policies that prioritize the development of trails that provide connections to schools and recreation facilities, a regional recreational trail along Arroyo Grande Creek, and safe crossings for any trails crossing major streets.

HALCYON COMPLETE STREETS PLAN (2023)
The City adopted the Halcyon Road Complete Streets Plan in 2023 to improve mobility and accessibility throughout the 1.7-mile Halcyon Road corridor, a major urban arterial in Arroyo Grande. The plan proposes concepts for an improved transportation corridor that facilitates safe mobility and accessibility for all users, including pedestrians, bicyclists, transit vehicles, trucks, and motorists. The plan proposes multimodal transportation enhancements, such as infilling sidewalk gaps, installing buffered and separated bicycle lanes, and implementing a road diet. Additionally, the plan proposes two alternative improvements at Halcyon Road and Fair Oaks Avenue: an upgraded traffic signal with enhanced bicycle facilities or a roundabout. The plan concludes that a single-lane roundabout will significantly enhance safety and improve multimodal connectivity.

40 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

ARROYO GRANDE BICYCLE AND TRAILS MASTER PLAN
(2012)
The City’s Bicycle & Trails Master Plan was adopted in 2012 to improve and encourage bicycle and off-street pedestrian transportation within Arroyo Grande by achieving the following goals:

CITY OF ARROYO GRANDE MUNICIPAL CODE
The City’s Municipal Code contains regulations relevant to the ATP, including, but not limited to improvements to circulation, transportation, and trail facilities; street tree requirements; street and sidewalk obstructions; building setbacks; and the use of bicycle and wheeled toys. ATP recommendations consider and are consistent with the City’s Municipal Code. » Goal 1: Safe, Convenient Bicycle and Pedestrian Access » Goal 2: A “Bicycle Friendly Community”
» Goal 3: Maximize Bicycle and Pedestrian Improvement Funding Opportunities
» Goal 4: Demonstrate City Commitment to Bicycle and Pedestrian Improvement
The plan proposed a bicycle and trail system and recommended the following ten priority improvement projects:

1. East Branch Street from Paulding Middle School to Le Point Terrace Road (Class II Bicycle Lane)

2. East Branch Street from Traffic Way to Le Point Terrace Road (Class III Bicycle Boulevard)

3. West Branch Street from Traffic Way to El Camino Real (Class III Bicycle Route)

4. Fair Oaks Avenue from Traffic Way to Orchard Avenue (Class III Bicycle Route)

5. Fair Oaks Avenue from Orchard Avenue to Elm Street (Class III Bicycle Route - Class II Bicycle Lane)

6. North Oak Park Boulevard from the City Limit to SLO County Line (Class II Bicycle Lanes)

7. Tally Ho from Printz Road to East Branch Street (Class III Bicycle Route and Bicycle Boulevard)

8. Roundabout - East Branch Street, Husana Road, and Corbett Canyon Road (Roundabout and Class II Bicycle Lane)

9. Valley Road from High School to City Limits (Class II Bicycle Lane)

10.Wayfinding Sign System (Expanded throughout community) To date, projects #1, #4, #5, and #9 are complete. Projects #2, #3, #6, #7, #8, and #10 are not complete and were integrated into the recommendations presented in Chapter 5 of this ATP.

CHAPTER 1: INTRODUCTION 41

CAPITAL IMPROVEMENT PROJECTS
In 2024, the City adopted its five-year Capital Improvement Program (CIP) to address infrastructure maintenance and improvements throughout Arroyo Grande between Fiscal Year (FY) 2024/25 to 2028/29. The CIP is divided into six major project types – miscellaneous, parks, streets, drainage, sewer, and water. The CIP is funded through a variety of sources including significant grants and transfers from other funds. Table 1-1 displays relevant streets projects slated to occur between FY 2024/25 to 2028/29.

Table 1-1: Relevant Capital Improvement Program Projects (FY 2024/25 to 2028/29)

PROJECT DESCRIPTION TOTAL COST
Fair Oaks Avenue Active
Transportation Improvements
(Valley Road to Traffic Way)
Construct improvements on this corridor with better pedestrian and bicycle facilities, traffic calming, and improved access and circulation at the intersection of US 101 southbound ramps and Orchard Avenue.
$350,000
Halcyon Road Complete Streets
The project consists of Complete Streets improvements along 1.7 Miles of Halcyon Road from US 101 to The Pike. The project narrows vehicle driving lanes, adds buffered bike lanes with green conflict striping, fills in sidewalk gaps, adds two-staged crossings with stop control at key intersections, and installs a new signal or roundabout at Fair Oaks Avenue. $7,866,000
Bridge Street Bridge Habitat
Mitigation
Post-construction environmental mitigation and monitoring for the Bridge Street Bridge Rehabilitation project. $97,256
Arroyo Grande Creek Stabilization Geotechnical engineering investigation to determine the stability of the slopes, and to recommend remediation for potential slope failures. $340,000 Pavement Management Program The City annually performs pavement maintenance on public streets. Streets are selected based on pavement condition, location, and the type of maintenance application. $10,346,624 Sidewalk Repairs and Improvements Biennial funding is allocated towards sidewalk improvements and repairs throughout the City. $1,063,000 Traffic Way Bridge Replacement Design and construction to replace the three-lane bridge constructed in 1932 over Arroyo Grande Creek. $13,822,938
Wayfinding Install wayfinding signage in the Village. $60,000

42 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN Photo Source: Visit Arroyo Grande Page 222 of 475 CHAPTER 1: INTRODUCTION 43

REGIONAL PLANNING CONTEXT
SLOCOG REGIONAL TRANSPORTATION PLAN (2023)
Every four years, the San Luis Obispo Council of Governments (SLOCOG) is required to prepare and adopt a Regional Transportation Plan (RTP). The RTP is the region’s blueprint for a transportation system that enhances quality of life and meets the mobility needs of the region’s residents and visitors, now and in the future. Through policies, programs, strategies, and investments in strategic transportation improvements, the RTP envisions a fully integrated, intermodal transportation system that facilitates the safe and efficient movement of people, goods, and information within and throughout the region. To achieve this vision, the 2023 RTP outlines transportation system investments, financing, and policy recommendations through the year 2045.

The RTP promotes a sustainable, multimodal transportation system that reduces the amount of time people spend on the road, reduces greenhouse gas emissions, and attracts funding for San Luis Obispo county communities. Issues addressed by the RTP include efficiency, equity, accessibility, reliability, sustainability, health, safety, and choice.

Input from the public, stakeholders, and SLOCOG staff led to the generation of seven overarching goals for the RTP:

1. Maintain and improve the efficiency of the existing transportation system.

2. Improve intermodal mobility and accessibility for all people.

3. Support a vibrant, resilient economy.

4. Improve public safety and security.

5. Foster livable and healthy communities and promote equity.

6. Project and enhance the environment.

7. Practice financial stewardship.

Over the course of the RTP’s 23-year planning horizon (2023-2045), SLOCOG forecasts approximately $3.1 billion to be available for transportation expenditures through federal, state, and local programs. Of the $3.1 billion budget, an estimated $184 million will be allocated towards active transportation projects, such as regional bikeway corridors, Safe Routes to School, bikeways, complete streets, and safety and livability improvements.

The RTP also listed several funded and constrained active transportation projects in Arroyo Grande (Table 1-2). Constrained projects are likely to be implemented before 2046 with reasonably expected funding from federal, state, and local funding sources. Table 1-3 displays additional unfunded and unconstrained projects identified in the RTP.

Unconstrained projects are outside of the RTP’s planning horizon and cannot reasonably be delivered before 2046.

Photo Source: Visit Arroyo Grande

44 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
Table 1-2: SLOCOG Funded and Planned Active Transportation Projects in Arroyo Grande

PROJECT DESCRIPTION TIME HORIZON
Halcyon Road Complete Streets
Improvements
Construct Class II/IV bicycle lanes and pedestrian crossing improvements on Halcyon Road between E. Grand and Highway 1
Fully funded through
construction in December 2022
E. Grand Avenue Midblock Crosswalk Install rapid flashing beacon and upgrade crosswalk Short (before 2029) Farroll Road and S. Halcyon Road Crosswalk and ADA improvements Short (before 2029) Elm Street Improvements: Ash
Street to Grand Avenue (Phase 1) Restripe for road diet improvements Mid (before 2036) Elm Street Improvements: Farroll
Avenue to city limits (Phase 2) Restripe for road diet improvements Mid (before 2036) Huasna Road: Safe Routes to School
Improvements
Infill sidewalks and Class II/IV bicycle lanes between E. Branch Street and city limits Mid (before 2036)
Arroyo Grande Creek Trail (Phase 2) City of Arroyo Grande, including the Village Long (before 2046) Photo Source: Visit Arroyo Grande
Note: All SLOCOG projects listed in Table 1-2 on Halcyon Road will be addressed through the Halcyon Road Complete Streets Project. The remaining projects in Table 1-2 were integrated into the recommendations presented in Chapter 5 of this ATP.

CHAPTER 1: INTRODUCTION 45
Table 1-3: SLOCOG Unconstrained and Unfunded Active Transportation Projects in Arroyo Grande

PROJECT DESCRIPTION TIME HORIZON
Strother Park/Bicycle Pedestrian
Improvements Bicycle/pedestrian crossing over Arroyo Grande Creek Unconstrained (after 2045) Corbett Canyon Road Bicycle Lanes:

Huasana Road to city limits Install Class II bicycle lanes Unconstrained (after 2045) E. Grand Avenue and E. Branch
Street Bicycle Improvement
Install bicycle lanes, sharrows, and bicycle-related signage on streets connecting residential uses to commercial areas, parks, public facilities, and schools Unconstrained (after 2045) Safe Streets Bicycle/Pedestrian
Improvements at Schools
Improve pedestrian and bicycle safety between five area schools by developing safer pedestrian crossings and intersections as well as installing bicycle lanes Unconstrained (after 2045) Meadow Creek Bridge Repair pedestrian bridge Short (before 2029) Arroyo Grande Creek Bridge Reinforce the swinging pedestrian bridge Short (before 2029) W. Branch Street Safe Routes to
School Improvements Construct sidewalk infill between E. Grand Avenue and Rodeo Drive Unconstrained (after 2045) Scenic Creekside Walkway (Phase 4) Extend existing creekside trail to Kiwanis Park Unconstrained (after 2045) South County Regional Center
Creekwalk: Rodeo Drive to W.

Branch Street
Extend trail Unconstrained (after 2045)
Scenic Creekside Shared Use Path Construct shared use path west of U.S. 101 between E. Grand Avenue and Fair Oaks Avenue Unconstrained (after 2045)
Tally Ho Road Multimodal
Improvements
Construct class II/IV bicycle lanes and pedestrian enhancements between Printz Road and N. Mason Street Short (before 2029)
S. Halcyon Road at Sandalwood Crosswalk and ADA improvements Short (before 2029) Paulding Middle School Bicycle/
Pedestrian Improvements (Phase 1) Multi-use pathway along E. Branch Street from Garden Street to Stanley Avenue Long (before 2046) Ocean View Elementary Safe Routes
to School Improvements Sidewalk infill on S. Elm Street from Poplar Street to Sunset Drive Short (before 2029) Paulding Middle School Bicycle/
Pedestrian Improvements (Phase 2)
Bicycle/pedestrian crossing over Arroyo Grande Creek to provide a critical link between residential neighborhoods and school Long (before 2046) Note: All SLOCOG projects listed in Table 1-3 were integrated into the recommendations presented in Chapter 5 of this ATP except for the Meadow Creek Bridge, Arroyo Grande Creek Bridge, and Strother Park/Bicycle Pedestrian Improvement projects. The Meadow Creek Bridge and Arroyo Grande Creek Bridge projects were omitted because they are already complete. The Strother Park/Bicycle Pedestrian Improvement project was excluded because it proposes a new creek crossing that could only be accessed through a privately owned residential property and is not feasible. Instead, the City will explore opportunities to create a different creek crossing at Coach Road, which is already within the City right-of-way and would improve local connectivity to destinations for residents living in southeast Arroyo Grande.

46 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

SLOCOG REGIONAL ACTIVE TRANSPORTATION PLAN
(2021)
The SLOCOG Regional Active Transportation Plan (RATP) (2021) is a compilation of active transportation corridor planning studies and technical reports for the San Luis Obispo county region and its seven cities, Arroyo Grande, Atascadero, Grover Beach, Morro Bay, Paso Robles, Pismo Beach, and San Luis Obispo. The objective of the RATP is to create healthy and appealing alternatives to driving for the region’s residents and visitors.

SLOCOG’s goals for regional active transportation are safety, connectivity, livability, accessibility to transit, coordination and collaboration with local agencies, and focus on disadvantaged communities. Prioritized initiatives to meet these goals include:
» Toward Zero Deaths: Eliminating fatalities and serious injuries caused by traffic crashes.
» Regional Bike & Hike Tourism: Enhancing the attractiveness of bicycle tourism and pedestrian facilities in the region to boost local economies.
» Safe Routes to School: Promoting projects that enhance the safety and convenience of walking and bicycling to school while reducing traffic congestion and pollution around school zones.
» Transit & Rail Connectivity: Providing safe active transportation connections to rail and transit to help facilitate first/last mile mobility without a vehicle.
» Significant Regional Corridors: Coordinating with jurisdictions in the region to prioritize the connection of significant routes and corridors for a robust active transportation network
» Complete Streets: Promoting complete street projects that provide safe spaces and access for users of all ages, abilities, and transportation modes.
» Bicycle Wayfinding & Signage Development: Developing a consistent bicycle wayfinding signage program to improve the visibility of routes and the overall network.
» Data Collection & Analysis: Tracking and measuring progress to inform the process of evaluating, prioritizing, and developing projects.

For Arroyo Grande, SLOCOG approved funding for sidewalk gap closures at Harloe Elementary School through its Safe Routes to School Capital Improvement Program. SLOCOG also recognizes the Arroyo Grande Creek Trail as an Active Route of Regional Significance due to its potential to provide pedestrian and bicycle access from the Oceano Dunes through the center of the Arroyo Grande Village, and potentially even Lopez Lake. Currently, the Class I multi-use path through this corridor is still in the long-range planning stages. However, Class II bicycle lanes are planned along the corridor. The Complete Streets network in/near this corridor has the potential to be improved greatly.

In the short term, Complete Streets are planned along Halcyon Road from The Pike to El Camino Real, and Class II bicycle lanes are planned along the remainder of Grand Avenue and Branch Street in the midterm.

CALTRANS DISTRICT 5 ACTIVE TRANSPORTATION PLAN
(2021)
The Caltrans District 5 Active Transportation Plan (2021) identifies challenges and potential solutions for walking and bicycling on and across the State Highway System. Caltrans collaborated with partners from local and regional agencies, community organizations, and advocacy groups to develop and implement the Plan. The Plan’s main output is a prioritized list and map of location-based needs that Caltrans staff and regional and agency partners will use to address high-priority needs along and across Caltrans roadways. Needs identified in the Plan will inform future investments by Caltrans and local partners. Identified needs in Arroyo Grande include, but are not limited to bicycle and pedestrian improvements along State Route 227 and at the Oak Park Boulevard overcrossing.

CHAPTER 1: INTRODUCTION 47
CHAPTER 1 REFERENCES
1 Metropolitan Transportation Commission. (2023). Active Transportation Program. https://mtc.ca.gov/funding/investment-strategies-commitments/ climate-protection/active-transportation-program
2 Metropolitan Transportation Commission. (2023). Active Transportation Program. https://mtc.ca.gov/funding/investment-strategies-commitments/ climate-protection/active-transportation-program
3 Rails to Trails Conservancy. (2023). Connecting America’s Active Transportation System. https://www.railstotrails.org/media/1344243/caats_factsheet_12323.pdf 4 Rails to Trails Conservancy. (2022). New Rails-to-Trails Conservancy Data Shows Strong Demand for Places to Walk, Bike and Be Active Outside. https://www.railstotrails.org/resource-library/resources/new-rails-to-trails-conservancy-data-shows-strong-demand-for-places-to-walk-bike-andbe-active-outside/#:~:text=Nationwide%2C%20RTC’s%20trail%20counters%20showed,for%20trails%20across%20the%20country 5 StreetLight Data. (2023). Walking in America: Metro & Statewide Pedestrian & Mode Share Trends. 6 StreetLight Data. (2023). Bike Boom or Bust?: Metro & Statewide U.S. Bicyle Activity Trends. 7 Rails to Trails Conservancy. (2023). New Data Illustrates Importance of Connected Trail Infrastructure to the Nation. https://www.railstotrails.org/ resource-library/resources/connected-trail-infrastructure/ 8 Rails to Trails Conservancy. (2023). New Data Illustrates Importance of Connected Trail Infrastructure to the Nation. https://www.railstotrails.org/ resource-library/resources/connected-trail-infrastructure/ 9 Rails to Trails Conservancy. (2023). New Data Illustrates Importance of Connected Trail Infrastructure to the Nation. https://www.railstotrails.org/ resource-library/resources/connected-trail-infrastructure/ 10 NACTO. (2022). Shared Micromobility in the U.S. and Canada: 2022. https://nacto.org/wp-content/uploads/2023/11/NACTO_sharedmicromobilitysnapshot_correctedNov3-2023-1.pdf 11 Glusac, E. (2021). Farther, Faster and No Sweat: Bike-Sharing and the E-Bike Boom. The New York Times. https://www.nytimes.com/2021/03/02/ travel/ebikes-bike-sharing-us.html
12 U.S. Center for Disease Control and Prevention. (2023). CDC Transportation Recommendations: Promote Active Transportation. https://www.cdc. gov/transportation/Improve-air-quality.html
13 American Trails. (2020). Why Trails? https://www.americantrails.org/why-trails 14 U.S. Department of Transportation. (2023). Traffic Safety Facts - Pedestrians. https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813458; U.S. Department of Transportation. (2023). Traffic Safety Facts - Bicyclists and Other Cyclists. 15 U.S. cities consider banning “right on red” laws amid rise in pedestrian deaths. (2023, November 5). CBS News. https://www.cbsnews.com/news/ pedestrian-deaths-right-on-red-ban/

48 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
16 The League of American Cyclists. (2022). Benchmarking Bike Networks. https://bikeleague.org/sites/default/files/Benchmarking-Bike-Networks-Report-final.pdf 17 Meyersohn, N. (2024, January 20). Why do we have right-on-red, and is it time to get rid of it? ABC7 Los Angeles. https://abc7.com/red-light-righton-traffic-turn/14343661/; U.S. cities consider banning “right on red” laws amid rise in pedestrian deaths. (2023, November 5). CBS News. https:// www.cbsnews.com/news/pedestrian-deaths-right-on-red-ban/; Zipper, D. (2023, June 14). It’s time to ban ‘right-on-red’. Fast Company. https:// www.fastcompany.com/90908929/its-time-for-a-nationwide-ban-of-right-on-red 18 California Transportation Commission. (n.d.). Active Transportation Program. https://catc.ca.gov/programs/active-transportation-program 19 American Trails. (2020). Why Trails? https://www.americantrails.org/why-trails 20 Rails to Trails Conservancy. (2019). Active Transportation Transforms America. https://www.railstotrails.org/media/847675/activetransport_2019-report_finalreduced.pdf 21 United States Environmental Protection Agency. (2023). Fast Facts on Transportation Greenhouse Gas Emissions. https://www.epa.gov/greenvehicles/fast-facts-transportation-greenhouse-gas-emissions 22 United States Environmental Protection Agency. (2023). Fast Facts on Transportation Greenhouse Gas Emissions. https://www.epa.gov/greenvehicles/fast-facts-transportation-greenhouse-gas-emissions

2 Existing Conditions Page 230 of 475

52 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
Understanding the existing demographics, land use, roadway conditions, previously planned projects, and other foundational information about Arroyo Grande is essential to planning for the future. Each dataset in this chapter provides valuable information that contributes to a comprehensive understanding of Arroyo Grande’s current pedestrian and bicycle network and how to improve it through the addition of new and improved facilities and programs.

The findings of this analysis, combined with the input from a comprehensive community engagement process, were used to develop a set of projects and programs to facilitate safe, comfortable, and enjoyable modes of active transportation throughout Arroyo Grande. The recommended projects are presented in Chapter 5.

COMMUNITY PROFILE
A demographic profile was completed using the most current data available from the 2022 U.S. Census Bureau American Community Survey (ACS) 5-Year Estimates. Arroyo Grande has a total population of 18,435 residents and 8,016 housing units within its 5.5-square-mile city boundary, resulting in a population density of 3,352 people per square mile.

Key demographics and comparisons with San Luis Obispo
county and California statistics:
» Race & Ethnicity: The racial make-up in Arroyo Grande is 78.3 percent white, 3.6 percent Asian, 0.5 percent Black, 0.6 percent American Indian, 0.1 percent Native Hawaiian, 2.4 percent some other race, and 14.5 percent two or more races. Approximately 16.1 percent of the population is Hispanic or Latino. » Age: The median age of Arroyo Grande (45.3) is slightly higher than county and state averages (40.0 and 37.3, respectively). » Approximately 24.3 percent of Arroyo Grande residents are 65 or older, which is higher than 21.1 percent countywide and 14.9 percent statewide.
» Roughly 19.6 percent of Arroyo Grande residents are under age 18, which is in between the county and state percentages of 17.4 and 22.3 percent, respectively.
» Income & Poverty: Arroyo Grande’s median household income of $99,143 is higher than the average of $90,158 for San Luis Obispo county and $91,905 for California. Additionally, the reported percentage of people in poverty in Arroyo Grande (6.0 percent) is roughly half that of San Luis Obispo county (12.6 percent) and California (12.1 percent). » Vehicle Availability: The majority of Arroyo Grande households have access to one or more vehicles, with roughly 0.9 percent reporting lacking access to a vehicle.

CHAPTER 2: EXISTING CONDITIONS 53

KEY DEMOGRAPHICS

RACE ETHNICITY

AGE VEHICLE AVAILABILITY
Percent Above 65
Percent Under 18
Percent Adults (19-64)

56.1%

24.3%

19.6%
Hispanic or Latino
Not Hispanic or
Latino

16.1%

83.9%
No vehicle available
1 vehicle available
2 vehicles available
3 or more vehicles
available

0.9%

49.8%

14.2%

35.1%
White
Black
Asian
American Indian
Native Hawaiian
Some other race
Two or more races

78.3%

14.5%

3.6%

2.4%
<1%
Source: U.S. Census Bureau. (2022). American Community Survey, ACS 5-Year Estimates Subject Tables DP05, S0101, S0801. Page 233 of 475 54 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

COMMUTE CHARACTERISTICS

TRANSPORTATION MODE SHARE
Transportation mode share is used to identify commuting patterns within a community. The ATP is particularly interested in supporting and encouraging the following mode shares as viable alternatives to driving in single-occupancy vehicles:
» Walking Mode Share: The walking mode share measures the percentage of workers aged 16 years and over who commute to work by foot. Walking mode share patterns are connected to the relative proximity of housing to employment centers. Walking mode share reflects how well infrastructure and land-use patterns support travel to work by foot. » Bicycling Mode Share: Similar to the walking mode share, bicycling mode share measures the percentage of resident workers aged 16 years and over who commute to work by bicycle.
» Public Transit Mode Share: Public transit mode share measures the percentage of workers aged 16 years and over who commute to work by transit. This mode share reflects how well first-mile-lastmile infrastructure (facilities that support safe and easy travel to and from transit stops), transit routes, and land-use patterns support travel to work by transit.

According to the 2022 ACS 5-Year Estimates from the U.S. Census Bureau, approximately 7,675 Arroyo Grande residents commute to work by driving, walking, bicycling, taking public transit, or other means.

Additionally, roughly 900 residents work from home. Currently, the majority of Arroyo Grande residents (71.7 percent) rely on personal vehicles to travel to and from work. This mode is followed in prevalence by carpooling (14.1 percent), working from home (10.5 percent), walking (1.8 percent), taxicab/motorcycle/other (1.4 percent), public transportation (0.3 percent), and bicycling (0.2 percent). Improving active transportation facilities along routes to key destinations and public transit stops has the potential to shift transportation mode preferences away from single-occupancy vehicles and towards walking, bicycling, and public transit. Source: U.S. Census Bureau.
(2022). American Community
Survey, ACS 5-Year Estimates

CHAPTER 2: EXISTING CONDITIONS 55

TRAVEL TIME TO WORK
The 2022 ACS 5-Year Estimates from the U.S. Census Bureau were used to evaluate travel time to work for Arroyo Grande commuters.

The average time it takes Arroyo Grande commuters to get to work (across all travel modes) is estimated at 21.6 minutes. Approximately 31 percent of commuters have a commute time greater than 25 minutes, indicating a moderate amount of non-localized employment. However, a large majority of Arroyo Grande commuters, about 69 percent, spend less than 25 minutes commuting. In particular, roughly 20.8 percent of commuters spend less than 10 minutes traveling to work. With a fifth of commuters getting to work in less than 10 minutes, the City has a promising opportunity to help short-distance commuters opt for walking, bicycling, or public transit instead of driving.

Source: U.S. Census Bureau. (2022). American Community Survey, ACS 5-Year Estimates Subject Table S0801.

56 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

LAND USE
Figure 2-1 displays existing land use patterns in Arroyo Grande. Arroyo Grande is dominated by residential land uses primarily in the form of very low to medium-density single-family housing with some pockets of high to very high-density multi-family housing. Interspersed with residential housing are community facilities, such as parks and schools.

Mixed-use and commercial corridors are primarily concentrated near Highway 101, along East Grand Avenue, and in the Village Core. Agricultural lands and open spaces lie adjacent to residential areas in the northwestern, northeastern, and southeastern parts of Arroyo Grande, giving the city its scenic character.

Photo Source: Visit Arroyo Grande

CHAPTER 2: EXISTING CONDITIONS 57 Figure 2-1: Land Use Page 237 of 475 58 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

ACTIVITY CENTERS
To be eligible for State funding, a city’s bicycle and pedestrian plan must address connections between specific activity-center types. Activity centers are essential destinations within a community, including schools, parks, major employers, office buildings, industrial sites, government sites, retail centers, hospitals, and tourist attractions. Identifying these activity centers, and their distribution in a community, is essential to creating useful bicycle and pedestrian networks. Figure 2-2 shows activity centers in Arroyo Grande, such as City Hall, the Library, the Police Department, Arroyo Grande Community Hospital, and the Village, as well as schools, parks, and shopping areas. The active transportation projects proposed in Chapter 5 are intentionally located along key corridors that will connect people to major destinations.

CHAPTER 2: EXISTING CONDITIONS 59 Figure 2-2: Activity Centers Page 239 of 475 60 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

STREET CLASSIFICATION
Figure 2-3 depicts Arroyo Grande streets based on the following street classifications from the General Plan Circulation Element: 4-lane (Primary) arterial, 2-lane arterial, collector, local collector, and local street.

U.S. 101 and CA SR-227 provide regional access to Arroyo Grande.

Arterials (4-lane and 2-lane), which provide local access to major destinations throughout Arroyo Grande, include:
» Branch Street
» Corbett Canyon Road
» East Grand Avenue
» El Camino Real
» Elm Street
» Fair Oaks Avenue
» Halcyon Road
» Huasna Road
» Traffic Way
» Valley Road
The remaining collector and local streets provide access to residential housing, schools, parks, and other destinations. Knowing that the arterial roadways provide access to essential local destinations highlights the need for active transportation facilities that support safe and comfortable non-motorized travel along these car-oriented corridors.

CHAPTER 2: EXISTING CONDITIONS 61 Figure 2-3: Street Classification Page 241 of 475 62 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

POSTED SPEED LIMIT
Figure 2-4 displays the posted speed limits throughout Arroyo Grande’s road network. Arroyo Grande’s high-volume corridors include:
» Branch Street
» Brisco Road
» Corbett Canyon Road
» East Grand Avenue
» El Camino Real
» Elm Street
» Fair Oaks Avenue
» Halcyon Road
» Huasna Road
» Traffic Way
The posted speed limit for these corridors varies between 25 and 45 miles per hour (mph). None of the surface streets within Arroyo Grande have posted speeds of 50 mph or above. Most of Arroyo Grande’s minor streets have a posted speed limit of 30 mph, which make them viable for potential ATP recommendations. Posted speed limits along principal and minor arterials will play an important role in the development of enhanced recommendations appropriate for these larger streets.

CHAPTER 2: EXISTING CONDITIONS 63 Figure 2-4: Posted Speed Limit Page 243 of 475 64 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

PEDESTRIAN INFRASTRUCTURE

SIDEWALK NETWORK
Sidewalks and curb ramps are the foundation of pedestrian infrastructure, yet Arroyo Grande does not have a complete sidewalk network. Figure 2-5 shows that many streets in Arroyo Grande are missing sidewalks, which forces pedestrians to walk alongside vehicular traffic in the street or avoid walking altogether.

While many areas are missing sidewalks, some areas have a more critical need than others, such as near schools, parks, and other key destinations. For example, it is especially important for streets approaching or adjacent to schools and parks to have complete sidewalks due to the prevalence of children using those roads to reach their destination. Figure 2-5 shows that all four of the schools in Arroyo Grande are in proximity to streets with missing sidewalks, indicating a pressing need for sidewalk installation to support safe access for children and their families. Figure 2-5 is a useful tool that can be used alongside pedestrian collision data and community feedback to identify potential sidewalk installation projects.

CHAPTER 2: EXISTING CONDITIONS 65 Figure 2-5: Sidewalk Infrastructure Page 245 of 475 66 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

CURB RAMPS
A curb ramp is a short ramp that facilitates access between a sidewalk and a roadway for people using wheelchairs, walkers, strollers, skateboards, scooters, mobility devices, or are otherwise limited in their mobility. Americans with Disabilities Act (ADA) standards require that newly constructed curb ramps include detectable warnings to alert pedestrians with vision impairments of an upcoming hazard, such as passing traffic. Detectable warnings consist of a series of small domes, also known as truncated domes, that contrast in color with the surrounding sidewalk or street. Curb ramps with truncated domes allow people to safely access their desired destination. Figure 2-6 shows the distribution of curb ramps with and without truncated domes, as well as pedestrian crossings that are missing curb ramps altogether.

The ADA requires state and local governments to provide curb ramps at pedestrian crossings and at public transportation stops where walkways intersect with a curb. The ADA also requires state and local governments to install curb ramps on any newly constructed or altered streets, roads, highways, and pedestrian walkways (aside from circumstances excepted by Title 28 Part 35 of the Code of Federal Regulations). Streets, sidewalks, roads, and highways that were built before the ADA went into effect may be missing curb ramps, as evidenced by the red circles in Figure 2-6. Collecting an inventory of missing curb ramps is the first step to identifying and prioritizing curb ramp installation projects that will make Arroyo Grande more accessible for people with disabilities. In recent years, the City has made strides to install new curb ramps in priority areas, such as near Harloe Elementary and Ocean View Elementary schools, as well as others.

Curb Ramp without Truncated Domes
Missing Curb Ramp
Curb Ramp with Truncated Domes

CHAPTER 2: EXISTING CONDITIONS 67 Figure 2-6: Curb Ramp Infrastructure Page 247 of 475 68 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

EXISTING AND PREVIOUSLY PROPOSED BIKE FACILITIES
Figure 2-7 displays existing and previously proposed bicycle facilities in Arroyo Grande.

Class I: Multi-use Path
A two-way facility physically
separated from motor vehicles and
used by pedestrians, bicyclists, and
other non-motorized users.

Class II: Bicycle Lane
A one-way facility that provides an
exclusive travel lane for bicyclists on
the roadway. These are not physically
separated from motor vehicles.

Class III: Bicycle Route
A roadway that is shared by bicyclists
and motor vehicles through the
placement of signage and/or
pavement markings.
*Class III bicycle routes can be upgraded to “bicycle boulevards” by adding traffic calming measures (e.g., traffic diverters, street trees, green infrastructure, etc.).

Class IV: Separated Bikeway
A one or two-way facility that
provides an exclusive travel lane
for bicyclists on the roadway with
physical protection from traffic.

The General Plan Circulation Element (2021) proposes 30.5 miles of additional bikeways, including:
» 8.1 miles of Class I multi-use paths
» 12.3 miles of Class II bicycle lanes (with option to upgrade to Class IV separated bikeways on arterials)
» 4.8 miles of Class III bicycle routes
» 5.4 miles of Class III bicycle routes upgraded to bicycle boulevards The previously proposed bicycle facilities documented in the General Plan Circulation Element (2021), Arroyo Grande Bicycle and Trails Master Plan (2012), SLOCOG Regional Transportation Plan (2023), and SLOCOG Regional Active Transportation Plan (2021) provided a foundation for the bicycle network proposed by this ATP in Chapter 5.

Currently, there are 15.5 miles of existing bikeways, including:
» 0.8 miles of Class I multi-use paths
» 14.6 miles of Class II bicycle lanes
» 0.1 miles of Class III bicycle routes

CHAPTER 2: EXISTING CONDITIONS 69 Figure 2-7: Existing and Previously Proposed Bicycle Facilities Page 249 of 475 70 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

PUBLIC TRANSIT
Currently, just 0.3 percent of commuters in Arroyo Grande use public transit as their primary mode of transportation to work. Public transit in Arroyo Grande is provided by South County Transit (SoCo Transit), a branch of the San Luis Obispo Regional Transit Authority (SLO RTA).

There are five fixed bus routes (Routes 10, 21, 24, 27, and 28) that provide service in Arroyo Grande, as shown in Figure 2-8. The Avila-Pismo Trolley (not shown in Figure 2-8) connects to SoCo Transit Routes at the Pismo Premium Outlets. All SoCo Transit Routes make stops at the Town Center/Walmart and Ramona Gardens Park, and Routes 21 and 24 make stops at the Pismo Premium Outlets. Amenities at each bus stop vary by location and may include benches, trash receptacles, and bus shelters. Improving active transportation facilities along bus routes can help address the first-last mile problem (i.e., the distance between a bus stop and the final destination) that often deters people from taking public transportation.

CHAPTER 2: EXISTING CONDITIONS 71 Figure 2-8: Public Transit Routes and Stops Page 251 of 475 72 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

COLLISION HISTORY
Bicycle and pedestrian collision data were obtained from the Transportation Injury Mapping System (TIMS) managed by SafeTec to provide Statewide Integrated Traffic Records System (SWITRS) collision data. This dataset captures reported bicycle-vehicle, pedestrian-vehicle, and bicycle-pedestrian collisions that resulted in injury or property damage in Arroyo Grande in the 11-year period of 2012 through 2022. Collision density and location data are displayed in Figure 2-9.

During these 11 years, there were a total of 45 pedestrian-related collisions and 50 bicycle-related collisions, which resulted in 94 injuries and three fatalities. The bulk of both collision types resulted in visible injury (47 percent) or complaint of pain (35 percent), with 18 percent resulting in severe injury or death. It is important to note that collisions involving bicyclists and pedestrians are known to be underreported, and therefore such collisions are likely under-represented in this analysis. Additionally, collisions on off-street paths are not reported in the dataset.

PEDESTRIAN-RELATED COLLISIONS
Between 2012 and 2022, there were 45 pedestrian-related collisions in Arroyo Grande, which resulted in 46 injuries and two fatalities. Most pedestrian-related collisions were caused by a driver failing to yield to the pedestrian right-of-way (62 percent) and a pedestrian failing to yield to the vehicle right-of-way (18 percent). A variety of driver, bicyclist, and pedestrian violations caused the remainder of the collisions. Of all pedestrian-related collisions, approximately 69 percent were categorized as the fault of drivers, 20 percent as the fault of pedestrians, and 11 percent were unclear or not listed.

BICYCLE-RELATED COLLISIONS
Between 2012 and 2022, there were 50 bicycle-related collisions in Arroyo Grande, which resulted in 50 injuries and one fatality. Most bicycle-related collisions were caused by the bicyclist being on the wrong side of the road (20 percent), improper turning (16 percent), or some other hazardous violation (18 percent). A variety of driver, bicyclist, and pedestrian violations caused the remainder of the collisions.

CHAPTER 2: EXISTING CONDITIONS 73 Figure 2-9: Bicycle and Pedestrian-Related Collisions Page 253 of 475 74 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

BICYCLE LEVEL OF TRAFFIC STRESS ANALYSIS
The Bicycle Level of Traffic Stress (LTS) analysis is a Geographic Information Systems (GIS)-based tool used to quantify a bicyclist’s perception of comfort given specific roadway conditions, such as traffic volume, speed, and proximity to vehicles. These conditions can either increase or decrease a bicyclist’s level of stress while traveling along a roadway. Because different bicyclists have different tolerances for stress, the LTS method identifies four levels of stress, with level one (LTS 1) being the least stressful or most comfortable, and level four (LTS 4) being the most stressful.

These LTS classifications help to acknowledge the variety in characteristics and infrastructure preferences of different bicyclists.

The LTS analysis was applied to Arroyo Grande’s entire street network, as shown in Figure 2-10. Of all of the bicycle facilities in Arroyo Grande, the only one to show a low level of traffic stress (LTS 1) is a very short segment of Nelson Street. Five streets have portions with moderate levels of traffic stress (LTS 2): East Cherry Avenue, Elm Street, Courtland Street, Rodeo Drive, and Mason Street. However, much more common are streets with high and very high levels of stress (LTS 3 and 4). All main corridors in Arroyo Grande have very high levels of traffic stress (LTS 4), meaning that only the most confident, experienced, and capable bicyclists are willing to ride on these streets.

With the majority of roadways in Arroyo Grande ranking LTS 3 and LTS 4, less confident and experienced bicyclists are not likely to feel safe or comfortable riding a bicycle as a means of transportation to their desired destination. Bicycle facility planning should use a wide variety of options, from shared roadways to separated facilities, to accommodate as many user types as possible and to provide a comfortable and safe experience for the greatest number of bicyclists.

ALL AGES & ABILITIES
LTS 1 LTS 2 LTS 3 LTS 4

INTERESTED BUT CONCERNED ENTHUSIASTIC AND CONFIDENT STRONG AND FEARLESS Almost all people,
including children, feel
comfortable riding on
LTS 1 streets and trails
Most adults are
comfortable riding on LTS
2 streets, where there are
dedicated bicycle facilities
LTS 3 streets are tolerable
for experienced adults who
prefer separate bicycle
facilities, but are confident
riding with traffic
Only the most skilled adult
bicylists will tolerate LTS 4
streets, where they share
space with vehicles on
higher speed roadways

CHAPTER 2: EXISTING CONDITIONS 75 Figure 2-10: Bicycle Level of Traffic Stress Page 255 of 475 76 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

BICYCLE-PEDESTRIAN PROPENSITY MODEL
To help identify priority areas for active transportation infrastructure, a GIS-based model called a Bicycle-Pedestrian Propensity Model (BPPM) was created to reveal relationships between several key factors, including activity centers, demographic data, and physical infrastructure. A BPPM was developed to establish where bicyclists and pedestrians are most likely to be, both currently and if improvements were to be made.

The BPPM is comprised of three submodels:

These three sub-models were combined to create the composite BPPM, displayed in Figure 2-11, to demonstrate areas in greatest need of active transportation infrastructure. The BPPM shows the highest likely bicycle and pedestrian use near mixed-use and commercial areas, especially around the Village, East Grande Avenue, Halcyon Road, West Branch Street, and Traffic Way. However, bicycle and pedestrian propensity is not only concentrated on the major roadways, it also permeates into local streets that people tend to use frequently. When comparing community input with the BPPM, there was a correlation between commonly mentioned corridors and high-propensity areas for bicycling and walking. The BPPM was used to develop general recommendations and to help select the priority projects proposed in Chapter 5.

ATTRACTOR MODEL GENERATOR MODEL BARRIER MODEL
Attractors are activity centers
known to attract bicyclists and
pedestrians, such as schools,
parks, public transit stops, and
shopping centers.

Generators estimate potential
pedestrian and bicyclist volumes
based on how many people live
and work within an area. Demographic data used include population density, employment density, primary mode of transportation to
work, and vehicle ownership.

Barriers are features likely to discourage or detract people from bicycling or walking. These are generally physical limitations, such as areas with missing sidewalks, high
vehicle volumes and speeds, and
high numbers of bicycle or pedestrian-related collisions.

CHAPTER 2: EXISTING CONDITIONS 77 Figure 2-11: Bicycle and Pedestrian Propensity Model Page 257 of 475 78 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

POPULAR ACTIVE

TRANSPORTATION ROUTES
Knowing popular active transportation routes that community members take within Arroyo Grande can help the City identify corridors in which improvements would have the greatest impact on those already using them. Figure 2-12 displays the most commonly used routes by people walking, rolling, and riding a bicycle based on data from Replica, an independent company used widely by planning professionals, including Caltrans, to analyze near real-time, high-quality data sources to understand mobility, land use, people, and economic activity patterns. Bicycle and pedestrian data from Replica is based on a vast array of datasets that use observed data from phones, vehicles, consumer spending transactions, survey data, counts, and more.

While the routes displayed in Figure 2-12 are already popular, most are LTS 3 and LTS 4 (Figure 2-10), indicating that they are tolerable for experienced adult bicyclists, rather than comfortable for all ages and abilities. Providing safer active transportation facilities along these popular corridors would improve conditions for those who already use them while enabling new users of all ages and abilities to try walking, rolling, or riding to reach their destination. The routes displayed in Figure 2-12 are consistent with the areas of moderate to high propensity displayed in Figure 2-11, further supporting the need for high-quality active transportation facilities near mixed-use and commercial areas, as well as schools and parks.

CHAPTER 2: EXISTING CONDITIONS 79 Figure 2-12: Popular Active Transportation Routes Page 259 of 475 80 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

HEALTH AND EQUITY
Understanding the geographic distribution of various social, economic, health, and environmental risks and burdens is essential to identifying the areas in greatest need of infrastructure improvements and supportive resources. Transportation, in particular, is a key component of healthy and equitable communities. For example, communities with safe and affordable multi-modal transportation options have expanded access to employment and education opportunities, healthy food sources, recreational spaces, and more. The provision of viable non-vehicular transportation options, such as public transit and bicycle and pedestrian facilities, enables people without access to a vehicle to reach their desired destination with relative ease. At the same time, improving the safety of problematic transportation corridors in underserved communities through traffic calming and other safety measures is another important way to improve comfort and quality of life.

Prioritizing the allocation of resources in underserved areas is an important step towards improving equity and quality of life for all community members, regardless of socioeconomic status. For this assessment, three sources of data were analyzed: the Transportation Equity Index, CalEnviroScreen 4.0, and the California Healthy Places Index.

Analyzing health and equity patterns in Arroyo Grande is critical in leveraging funds from not only the Caltrans ATP grant but also other funding sources aimed at supporting equitable communities.

TRANSPORTATION EQUITY INDEX
In 2024, Caltrans launched the spatial screening tool, Transportation Equity Index (EQI), to identify transportation-based priority populations at the Census block level and operationalize Caltrans’ commitment to equity. Transportation-based priority populations are communities that are most burdened by the transportation system and receive the fewest benefits. The EQI integrates transportation and socioeconomic indicators into three “screens” to identify transportation-based priority populations.

A census block will meet the threshold of a transportation-based priority population if the Demographic Overlay, Traffic Exposure Screen, and Access to Destinations criteria are all met:
» Demographic Overlay: Communities with low-income and/or tribal land status. If either of the low-income household or Tribal Land criteria are met, the block is screened for inclusion for further analysis with the transportation-specific indicators (traffic exposure and access to destinations indicators).
» Traffic Exposure: Communities with low-income and/or tribal land status that are the most burdened through high exposure to traffic and crashes. Exposure to traffic is measured by proximity, volume, and vehicle type for all interstates, highways, principal arterials, and minor arterials in the state. Exposure to crashes is measured through a statewide crash exposure calculation.
» Access to Destinations: Communities with low-income and/or tribal land status that have the greatest gaps in multimodal access to destinations. Access to destinations is measured by three unique indicators designed to evaluate gaps in transit, bicycle, and pedestrian access to work and non-work destinations.

Because the EQI is a novel tool, the practical applications of the EQI are still being tested. For example, the EQI is currently being piloted for use in the Caltrans System Investment Strategy (CSIS). Other program-specific use cases for the EQI are also under development.

However, generally, the EQI was developed to identify transportation-based priority populations for applicable funding programs, to support planning- and project-level analysis, and to identify opportunities to advance equitable outcomes during project planning, development, and design. For these reasons, the EQI was used as one of three tools to evaluate health and equity in Arroyo Grande.

Figure 2-13 displays the results of the EQI for Arroyo Grande. While Arroyo Grande has census blocks that meet the Demographic Overlay and Access to Destinations criteria, it does not have any census blocks that meet the criteria of all three EQI screens. Therefore, Arroyo Grande does not have any transportation-based priority populations. However, the census blocks that meet two of the three criteria, as shown in Figure 2-13, demonstrate areas that experience more

CHAPTER 2: EXISTING CONDITIONS 81
transportation-related burdens than the rest of Arroyo Grande even if they are not considered a transportation-based priority population.

CALENVIROSCREEN 4.0
CalEnviroScreen 4.0 is a mapping tool from CalEPA and the California Office of Environmental Health Hazard Assessment (OEHHA) that identifies areas most affected by an accumulation of environmental pollution, health burdens, and social stressors. CalEnviroScreen provides a score based on the cumulative impacts experienced by a particular community, with higher scores experiencing greater burdens and lower scores experiencing lower burdens. These scores are used to identify and prioritize communities that are most burdened by environmental injustices.

Figure 2-14 displays the range of CalEnviroscreen scores across the three census tracts in Arroyo Grande. All three census tracts in Arroyo Grande have low scores, indicating that, on the whole, the city does not experience significant exposure to pollution or other environmental hazards relative to other census tracts in California. While all three census tracts have very low CalEnviroScreen scores, the census tract on the southwestern part of Arroyo Grande has a slightly higher score, indicating that the area experiences more exposure to pollution than other areas in Arroyo Grande.

CALIFORNIA HEALTHY PLACES INDEX
The California Healthy Places Index (HPI) is a peer-reviewed data mapping platform created by the Public Health Alliance of Southern California. The HPI maps data for social indicators that impact health, such as education, job opportunities, access to clean air and water, and more. Similar to CalEnvioScreen 4.0, HPI is a useful tool to help identify health inequities affecting neighborhoods across California.

Overall, Arroyo Grande has an HPI score of 79.6, meaning that the city has healthier conditions than 79.6 percent of other cities in California.

HPI scores can also be broken down into census tracts to better understand health patterns within a city and how they compare to other census tracts across California.

Figure 2-15 displays the HPI scores for different census tracts in Arroyo Grande, with lower percentile areas (light green) experiencing less healthy conditions than higher percentile areas (dark green).

While all of Arroyo Grande ranks highly in comparison to other cities in California, there is a drop in HPI scores on the south side of U.S. 101 with the two census tracts south of U.S. 101 ranking 10 to 20 percentile points lower than the census tract north of U.S. 101. The difference in HPI scores is due to a combination of differences in social, health, and environmental factors, including tree canopy, automobile access, homeownership, and poverty level. Additionally, the proportion of Hispanic/Latino community members south of U.S. 101 is roughly double that of the population north of U.S. 101, which reflects ethnic disparities in community health outcomes. The HPI scores help to demonstrate which areas would benefit most from infrastructure and programs aimed at improving community health and safety, access to opportunities, and quality of life.

SLOCOG DISADVANTAGED

COMMUNITIES
Based on the State’s definition of disadvantaged communities under Senate Bill 535, no San Luis Obispo County census tracts are designated as disadvantaged communities. For this reason, SLOCOG created a regional definition of disadvantaged communities to help distribute funds more equitably across the region. SLOCOG defines regional disadvantaged communities as disproportionately burdened areas that are economically distressed and/or historically underrepresented as a part of the local government process.

SLOCOG’s Disadvantaged Communities Assessment is based on the following variables: racial minority, ethnic minority, disability status, household income, free or reduced-price meals, educational attainment, renter affordability, housing ownership affordability, older adults, youth, households with no vehicle available, and households with no computing device available. As shown in Figure 2-16, several areas in Arroyo Grande are designated as disadvantaged communities by SLOCOG. Figure 2-16 helped guide the prioritization of projects recommended in Chapter 5.

82 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN Figure 2-13: Transportation Equity Index Page 262 of 475 CHAPTER 2: EXISTING CONDITIONS 83 Figure 2-14: CalEnviroScreen 4.0 Page 263 of 475 84 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN Figure 2-15: Healthy Places Index Page 264 of 475 CHAPTER 2: EXISTING CONDITIONS 85 Figure 2-16: SLOCOG Disadvantaged Communities Page 265 of 475 86 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN Page 266 of 475 CHAPTER 2: EXISTING CONDITIONS 87

SCHOOLS
Providing safe routes to schools can enable students and their families to walk, roll, or ride a bicycle to school instead of driving. Safe Routes to School (SRTS) is a movement that promotes walking and bicycling to school through a combination of infrastructure improvements, edu- cational campaigns, encouragement programs, and enforcement. Ac- tive transportation and traffic calming infrastructure near schools, in combination with education and encouragement programs, can lead to more students getting to school by foot or bicycle, which in turn re- duces traffic congestion and air pollution near schools and promotes active lifestyle habits for students and their families. This section in- cludes information on the current conditions at each Arroyo Grande school, which was used in combination with community input to devel- op the SRTS recommendations in Chapter 5.

WALKING AND RIDING TO SCHOOL IN

ARROYO GRANDE
Arroyo Grande contains four schools in the Lucia Mar Unified School District: Harloe Elementary School, Ocean View Elementary School, Paulding Middle School, and Arroyo Grande High School. As displayed in Figure 2-17, a substantial portion of residential neighborhoods and parks are within walking distance of Arroyo Grande schools, which helps to inform the geographic extent of where SRTS infrastructure improvements should be considered and recommended. For added emphasis, Figure 2-18 displays the areas within bicycling distance to Arroyo Grande schools and shows that nearly the entire city is within a five to ten-minute bicycle ride to a school. Given that a substantial amount of the community lives within walking or bicycling distance of a school, the provision of safety programs and infrastructure improve- ments that would help youth and their families opt for active trans- portation has the potential to make a large impact on Arroyo Grande mobility patterns.

Additionally, Fairgrove Elementary School is located just outside of the southwestern city limit and is attended by children living in Arroyo Grande. While not included in the subsequent analysis, Fairgrove Ele- mentary was considered when developing project recommendations.

88 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN Figure 2-17: Areas within Walking Distance to Arroyo Grande Schools Page 268 of 475 CHAPTER 2: EXISTING CONDITIONS 89 Figure 2-18: Areas within Bicycling Distance to Arroyo Grande SchoolsPage 269 of 475 90 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

COLLISIONS NEAR SCHOOLS
All students who live within walking or bicycling distance should have the opportunity to walk or ride a bicycle to school without fear or threat of collision. Unfortunately, in Arroyo Grande, both perceived and real safety threats to pedestrians and bicyclists exist in the areas surrounding each school. As previously displayed in Figure 2-10, the bicycle levels of traffic stress near Arroyo Grande schools are LTS 3 and 4, meaning that the roads leading to schools are only suitable for experienced and enthusiastic bicyclists. Additionally, some pedestrian and bicyclist-related collisions have occurred within a half-mile radius of Arroyo Grande schools between 2012 to 2022 (Table 2-1). Altogether, there were 29 pedestrian and 34 bicycle collisions over the 11-year period, which resulted in 17 complaints of pain, 44 injuries, and one fatality. The highest number of collisions occurred near Ocean View Elementary, while the lowest number of collisions occurred near Arroyo Grande High.

Table 2-1: Summary of Pedestrian and Bicycle Collisions Near Arroyo Grande Schools (2012-2022) SUMMARY OF PEDESTRIAN AND BICYCLE COLLISIONS NEAR SCHOOLS (2012-2022) Radius Fatal Severe Injury Visible Injury Complaint of Pain Pedestrian Bicycle Total Harloe Elementary School
<.25 mi. 0 0 7 1 4 4 8
.25 - .5 mi. 0 1 3 3 3 4 7
Total 0 1 10 4 7 8 15
Ocean View Elementary School
<.25 mi. 0 3 4 3 2 8 10
.25 - .5 mi. 1 2 9 4 7 9 16
Total 1 5 13 7 9 17 26
Paulding Middle School
<.25 mi. 0 1 2 1 1 4 5
.25 - .5 mi. 0 2 5 5 11 1 12
Total 0 3 7 6 12 5 17
Arroyo Grande High School
<.25 mi. 0 0 0 0 0 0 0
.25 - .5 mi. 0 0 5 0 1 4 5
Total 0 0 5 0 1 4 5
Total (All Schools in Arroyo Grande)
<.25 mi. 0 4 13 5 7 16 23
.25 - .5 mi. 1 5 22 12 22 18 40
Total 1 9 35 17 29 34 63
Source: Transportation Injury Mapping System (TIMS)

CHAPTER 2: EXISTING CONDITIONS 91

FREE AND REDUCED-PRICE MEALS PROGRAM
In the 2022–23 school year, California became the first state to implement a statewide Universal Meals Program for all school children. All students attending public school districts, county offices of education, and charter schools are eligible for breakfast and lunch at no charge, regardless of their eligibility for free and reduced-price meals. While all children are now eligible for free meals, the Free and Reduced Price Meal (FRPM) Eligibility dataset provided by the California Department of Education is still useful for measuring student poverty levels within schools. FRPM data uses specified family size and income standards to identify and distribute additional resources to students experiencing poverty.

Table 2-2 shows the percentage of students eligible for the FRPM program at each school in Arroyo Grande. Schools with greater percentages of students eligible for the FRPM program, such as Harloe Elementary School, should be prioritized for programs and projects aimed at improving safe and easy access to school as a way to uplift underserved communities.

SCHOOL PERCENT ELIGIBLE FOR FREE AND REDUCED PRICE MEALS Harloe Elementary School 52.5%
Arroyo Grande High School 47.5%
Paulding Middle School 46.6%
Ocean View Elementary School 33.3%
Source: California Department of Education
Table 2-2: Percent of Students Eligible for the Free and Reduced-Price Meals Program at Each School

92 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

FIVE-MINUTE WALK ZONES
Figure 2-19 through Figure 2-22 display popular active transportation routes, existing bicycle and pedestrian facilities, and historic collisions within a five-minute walk zone (quarter-mile) around all four schools in Arroyo Grande. By zooming into the five-minute walk zone, safety issues and missing facilities in high-priority areas become easier to recognize. The missing facilities and opportunity areas identified within the five-minute walk zones were used alongside community input to develop the SRTS recommendations in Chapter 5.

HARLOE ELEMENTARY SCHOOL
Harloe Elementary School is located in the southern part of Arroyo Grande. Between 2012 and 2022, there were seven
pedestrian collisions and eight bicycle collisions within a halfmile radius of Harloe Elementary School. Figure 2-19 shows that bicycle facilities are minimal, 19 curb ramps are missing, and several sidewalks are incomplete within the five-minute walk zone, including along the popular active transportation routes.

CHAPTER 2: EXISTING CONDITIONS 93 Figure 2-19: Harloe Elementary Active Transportation Routes and Facilities Page 273 of 475 94 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

OCEAN VIEW ELEMENTARY SCHOOL
Ocean View Elementary School is located in the central-western part of Arroyo Grande. Between 2012 and 2022, there were nine pedestrian collisions and 17 bicycle collisions within a half-mile radius of Ocean View Elementary School. Figure 2-20 shows that, much like Harloe Elementary School, bicycle facilities are extremely limited, seven curb ramps are missing, and several sidewalks are incomplete within the five-minute walk zone and along common active transportation routes.

CHAPTER 2: EXISTING CONDITIONS 95 Figure 2-20: Ocean View Elementary Active Transportation Routes and Facilities Page 275 of 475 96 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

PAULDING MIDDLE SCHOOL
Paulding Middle School is located in the northeastern part of Arroyo Grande. Between 2012 to 2022, there were 12
pedestrian collisions and five bicycle collisions within a halfmile radius of Paulding Middle School. The most striking feature is that nearly all streets within the five-minute walk zone have incomplete sidewalks on one or both sides of the street (Figure 2-21). Additionally, there are nine missing curb ramps within the five-minute walk zone. Both findings indicate a major need to improve pedestrian facilities around Paulding Middle School.

CHAPTER 2: EXISTING CONDITIONS 97 Figure 2-21: Paulding Middle School Active Transportation Routes and Facilities Page 277 of 475 98 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

ARROYO GRANDE HIGH SCHOOL
Arroyo Grande High School is located in the central-eastern part of Arroyo Grande. Between 2012 to 2022, there was one pedestrian collision and four bicycle collisions within a halfmile radius of Arroyo Grande High School. Figure 2-22 shows that while many streets within the five-minute walk zone have incomplete sidewalks, all minor arterials within the five-minute walk zone have Class I or Class II bicycle facilities, indicating a strong bicycle network.

CHAPTER 2: EXISTING CONDITIONS 99 Figure 2-22: Arroyo Grande High School Active Transportation Routes and Facilities Page 279 of 475 3 Community Engagement Page 280 of 475
Photo Source: Namu Williams

102 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
Hearing the lived experiences of people who regularly use Arroyo Grande’s transportation network was essential to identifying the areas in greatest need of new and improved active transportation infrastructure. Comprehensive community engagement was conducted throughout the various phases of the project to facilitate a collaborative planning process and to gather meaningful input from residents, stakeholders, and City staff.

The primary methods used to engage Arroyo Grande community members were:
» Community Survey
» Two (2) Community Workshops
» Three (3) Pop-up Events
» Five (5) Stakeholder Meetings
» One (1) City Council Study Session
» Project Website
» Social Media
This chapter provides a summary of the key findings from feedback gathered throughout the community engagement process. These findings were used to develop the recommendations presented in Chapter 5. The complete results of all community engagement efforts are in Appendix B.

PROJECT PUBLICITY
Several tools were used to inform the community about the ATP and to engage community members in the planning process. Tools included social media posts, a project website, and distinct project branding.

All engagement materials were provided in both English and Spanish.

PROJECT BRANDING
Distinct branding was developed for the ATP to promote project familiarity and distinguish the project as a new planning effort. A unique project logo and color palette was used for all outreach materials and presentations.

PROJECT WEBSITE
A project website was created to provide information about the project, share project announcements, and gather community feedback.

The website included an interactive online comment map that enabled community members to add location-specific comments about Arroyo Grande’s transportation network.

SOCIAL MEDIA
Social media was used throughout the development of the ATP to share information and invite community members to participate in a collaborative planning process. Social media posts were made to publicize the ATP, promote events and feedback opportunities, and share project updates.

Project Logo and Color Palette Project Website Social Media Posts to Promote Community Survey

CHAPTER 3: COMMUNITY ENGAGEMENT 103

COMMUNITY ENGAGEMENT TIMELINE

104 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN Page 284 of 475 CHAPTER 3: COMMUNITY ENGAGEMENT 105

POP-UP EVENTS
POP-UP #1: HARVEST FESTIVAL 2023
A pop-up booth was held on September 30th, 2023 at the annual Harvest Festival in the Village. The booth had several informational and interactive poster boards that invited community members to provide input on Arroyo Grande’s transportation network. Input collected at this event helped the planning team gain an initial understanding of community priorities and key problematic corridors in need of better active transportation infrastructure. Several location-specific comments related to traffic calming and bicycle, pedestrian, and driving concerns were made for a range of streets in Arroyo Grande with Huasna Road, East Branch Street, and the streets near Arroyo Grande High School receiving the most comments.

POP-UP #2: FARMERS MARKET
A pop-up booth was held on April 20th, 2024 at the Arroyo Grande Farmers Market in the Village. The booth had exhibits that shared findings from the existing conditions analysis and invited community members to provide input on mobility needs throughout Arroyo Grande.

On a citywide map, participants noted specific areas in need of active transportation improvements, such as traffic calming, bicycle facilities, sidewalks, and street maintenance. While comments were placed on several streets, East Grand Avenue, Fair Oaks Avenue, and Huasna Road received the most comments. The planning team used participant input to identify problem areas and develop community-driven solutions.

POP-UP #3: HARVEST FESTIVAL 2024
A pop-up booth was held on September 28th, 2024 at the annual Harvest Festival to collect community feedback on draft ATP recommendations. Over 120 people stopped by the booth, resulting in 40 written comments either showing support of draft recommendations or identifying areas in need of improvement. Participants expressed the need for better enforcement for vehicles and objects obstructing sidewalks; improved maintenance of sidewalks and curb ramps; enhanced crossings and traffic calming measures; and more bicycle facilities. This feedback was incorporated into the draft recommendations.

Pop-Up #3: Harvest Festival 2024
Pop-Up #1: Harvest Festival 2023
Pop-Up #2: AG Farmers Market

106 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

COMMUNITY EVENTS
COMMUNITY WORKSHOP #1
A community workshop was held on December 13th, 2023 at the City Council Chambers. The workshop consisted of an overview presentation to introduce the project and an open discussion before inviting participants to provide input at various exhibits. Interactive exhibits were designed to educate participants on the existing conditions of Arroyo Grande’s transportation system and to solicit feedback on the current strengths, needs, and opportunities for making the community a safer and easier place to walk and ride a bicycle.

Participants were invited to add location-specific comments to citywide maps; vote on a variety of bicycle and pedestrian infrastructure facilities; and share any other ideas or concerns related to active transportation. The active transportation facilities that received the most votes from participants were Class IV separated bikeways, signage and lighting, traffic calming circles, enhanced crossings, and bus shelters. Several location-specific comments related to traffic calming and bicycle, pedestrian, and driving concerns were made for a range of streets in Arroyo Grande. The streets that received the most location-specific comments were Huasna Road, Fair Oaks Avenue, East Branch Street, Corbett Canyon Road, Traffic Way, and James Way.

COMMUNITY WORKSHOP #2
A community workshop was held on September 26th, 2024 at the City Council Chambers to give the public an opportunity to provide input on draft recommendations, including the draft bicycle network, pedestrian improvements, SRTS projects, and priority corridors. Participants shared ideas for improving proposed bicycle recommendations along Brisco Road, Fair Oaks Avenue, and Traffic Way and noted the need for more pedestrian improvements, such as enhanced crosswalks, traffic calming measures, LED stop signs, and sidewalk infill at various locations. Participants also identified opportunities for additional active transportation facilities along the three priority corridors: East Grand Avenue, Elm Street, and Fair Oaks Avenue. Input collected at the workshop was used to inform the draft recommendations.

Community Workshop #1: Needs Assessment
Co
mmunity Workshop #2: Draft Recommendation
s

108 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

COMMUNITY SURVEY
A community survey was used to understand needs, concerns, and priorities for active transportation in Arroyo Grande. The 15-question survey was open to the public for five months from December 2023 to April 2024. The survey was available in English and Spanish and provided as hard copies at in-person events and online on the ATP project website. The survey was promoted on social media and at community events. At the end of the survey window, 101 surveys were collected. A summary of the survey results is included in this chapter. Complete survey results can be found in Appendix B.

SURVEY RESULTS SNAPSHOT
The survey results provided a useful source of community input on active transportation patterns and the need for improvements. Generally, survey respondents were interested in walking and bicycling in Arroyo Grande, but expressed serious concern regarding safety. Survey respondents stressed the need for continuous sidewalks and contiguous, protected bicycle paths, particularly along routes leading to key community destinations, such as schools, the Library, the Village, and the hospital. Respondents also expressed the importance of high-visibility crosswalks and traffic calming measures to promote pedestrian and bicyclist safety.

Figure 3-1: How often do you walk in Arroyo Grande? Figure 3-2: How often do you bike in Arroyo Grande?

CHAPTER 3: COMMUNITY ENGAGEMENT 109
Figure 3-3: What are your reasons for using active transportation? (Select all that apply)
Figure 3-4: Where would you like to see better walking and bicycling routes to? (Select all that apply)
Figure 3-5: What would make it easier for you to walk or roll (wheelchair, skateboard, etc.) more in your community? (Select all that apply) Figure 3-6: What would make it easier for you to bike more in your community? (Select all that apply)

110 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

PRIORITY STREETS
The most common answers to the survey question, “Do you avoid certain streets to walk or bike on?,” were the following streets (in order of prevalence):

Additionally, many survey respondents expressed the need for safer bicycle and pedestrian routes around Harloe Elementary School, Arroyo Grande High School, and the Library. The streets and destinations shared by survey respondents are consistent with the findings of the analyses of the existing conditions in Chapter 2.

1. EAST
GRAND
AVENUE

2. WEST
BRANCH
STREET

3. THE

VILLAGE

4. HALCYON
ROAD

5. FAIR OAKS
AVENUE

6. HUASNA
ROAD

7. CORBETT
CANYON
ROAD

CHAPTER 3: COMMUNITY ENGAGEMENT 111
I was the student hit by a car
outside of AGHS on December 4th.

Despite being extremely cautious
(staying in the bike lanes, wearing
a helmet, etc.). I was still sent
to the ER from the impact, and
the injuries will make for lifelong
dentist appointments, scarring, and
medical bills. I strongly believe in
the need for protected bike lanes
in school zones. There are many,
many children just like me who are
vulnerable to lifelong injuries if the
issue is not addressed.

I used to walk from
the Village to the
library, however, the
lack of sidewalks
makes it more
difficult as I get
older.

We visit the region several
times a year. We always travel
by bike once we’re there. We’ve
opted to spend more time
and money in the cities that
have focused on improving
bike infrastructure. Because of
that, we’ve spent much more
time and money in SLO rather
than in AG. AG would be more
attractive if the streets were
safer for bikes.

It would be wonderful
to encourage more
bike/walking. Currently,
the lack of pathways/
protection makes
the whole thing very
unattractive for most
people.

Areas around schools
MUST be prioritized for the
sake of parents and kids
walking and encouraging
active transportation.

Our kids need to know
that they can walk in our
community and get around
without a car.

QUOTES FROM THE SURVEY RESPONDENTS

112 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

STAKEHOLDER MEETINGS
Five stakeholder meetings were held throughout the course of the ATP planning process. Stakeholders included representatives from local organizations, governmental agencies, schools, and businesses, as well as City staff and individual community members. Each meeting is summarized below. Complete minutes for all stakeholder meetings are in Appendix B.

Participating organizations included:
» Bike SLO County
» Caltrans, District 5
» City of Arroyo Grande, Planning Department
» City of Grover Beach, Planning Department
» City of Pismo Beach, Planning Department
» Five Cities Fire Authority
» San Luis Obispo Council of Governments (SLOCOG)
» San Luis Obispo Regional Transit Authority (RTA)
» South County Chambers of Commerce
STAKEHOLDER MEETING #1: PROJECT

KICK-OFF & GOAL SETTING
The first stakeholder meeting was held virtually via Zoom on March 7th, 2024. The meeting consisted of stakeholder introductions; an informational presentation to introduce the ATP and report on progress to date; and an open discussion to understand the major concerns and goals of the stakeholders. The open discussion involved resource and idea sharing, as well as establishing an initial set of desired outcomes for the ATP. Most notably, stakeholders expressed their desire for the ATP to result in the following outcomes:
» Providing safe routes to key destinations such as schools and parks. » Slowing down vehicular traffic along commercial corridors. » Considering ways to support the use of active transportation for tourists and visitors.
» Prioritizing project recommendations to help the City allocate resources to the highest priority projects first. » Supporting increased priority for separated bicycle lanes. » Increasing the availability of bicycle racks, particularly in front of businesses.

CHAPTER 3: COMMUNITY ENGAGEMENT 113
STAKEHOLDER MEETING #2:

SAFE ROUTES TO SCHOOL AND

PRIORITIZATION CRITERIA
The second stakeholder meeting was held virtually via Zoom on May 2nd, 2024. The meeting consisted of a community engagement update, a review of existing active transportation infrastructure around schools, and an open discussion on prioritization criteria used to rank recommended bikeway projects. Stakeholders reviewed potential criteria (e.g., schools, parks, transit, collisions, population density, etc.) and discussed how criteria should be weighted based on Arroyo Grande’s demographics and needs. In particular, stakeholders shared that the following criteria are important and should be weighted higher during the prioritization process:
» Proximity to transit stops and routes
» Child population density
» Senior population density
Additionally, stakeholders asked questions about the project and recommended additional resources for the planning team to use when developing recommendations, such as the SLOCOG Disadvantaged Communities geodatabase.

STAKEHOLDER MEETING #3: DRAFT

BIKEWAY NETWORK
The third stakeholder meeting was held virtually via Zoom on July 30th, 2024. At this meeting, stakeholders reviewed and provided feedback on the draft bicycle facility recommendations, including the proposed citywide network of Class I multi-use paths, Class II bicycle lanes, Class III bicycle routes, and Class IV separated bikeways. Stakeholders also received an update on the prioritization criteria and had a second opportunity to share input. Stakeholder questions and input were used to modify and improve the draft bikeway network before sharing it with the community at large at the final community events in late September 2024.

STAKEHOLDER MEETING #4:

COMMUNITY WORKSHOP
In lieu of a standard stakeholder meeting, stakeholders were invited to participate in Community Workshop #2 on September 26th, 2024.

This meeting gave stakeholders an opportunity to meet each other in person and interact with members of the public. Stakeholders participated in the workshop by listening to the presentation and providing input on draft recommendations. Stakeholder input was used to modify draft recommendations and finalize the draft ATP.

STAKEHOLDER MEETING #5: DRAFT

PLAN REVIEW
The final stakeholder meeting was held virtually via Zoom on November 25th, 2024. Stakeholders were asked to review the draft ATP before the meeting and bring their feedback for group discussion. At the meeting, stakeholders shared input and asked questions about the ATP. Stakeholder feedback, including suggestions for expanding the educational programs and referencing existing regional programs, was integrated into the draft ATP.

114 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN Page 294 of 475 CHAPTER 3: COMMUNITY ENGAGEMENT 115

OTHER ENGAGEMENT EFFORTS

CITY COUNCIL PRESENTATION
The planning team presented an ATP progress report at the City Council meeting on October 22nd, 2024. The purpose of the presentation was to provide the City Council and members of the public with an overview of the ATP, including the project objectives, planning process, data analysis findings, community engagement efforts, and draft recommendations. The planning team received one public comment regarding Class IV separated bikeways, as well as questions and comments from City Council members. City Councilmember comments were related to adopting the ATP and adding it to the Capital Improvement Program; including The Pike in the ATP; emphasizing the importance of safe commuting for students at Arroyo Grande High School; and taking a further look at East Grand Avenue safety.

ONLINE COMMENT MAP
To enable community members to
participate in the planning process
from their own homes, an online
comment map was hosted on the
project website. The online comment map invited community members to share location-specific input by dropping a pin and leaving a comment related to pedestrian, bicyclist, ADA, driving, and other transportation-related issues. The issues that received the most comments were
bicyclist concerns and the locations that received the most comments were West Branch Street, East Grand Avenue, Huasna Road, Traffic Way, El Camino Real, and Elm Street.

ARROYO GRANDE GENERAL

PLAN UPDATE
Concurrent with the development of this ATP,
the City is also updating its General Plan. Several community engagement opportunities were held as part of the General Plan update
process, including a survey, workshops, social media campaigns, and more. Throughout these engagement efforts, active transportation came up as a top priority for community members. The information below is from the document titled Community Engagement Summary Report: City of Arroyo Grande General Plan Update prepared by Mintier Harnish for the City.

HIGHLIGHTS FROM COMMUNITY ENGAGEMENT FOR

THE GENERAL PLAN UPDATE
Several engagement participants identified a lack of safe pedestrian and bicycle infrastructure as a major problem in the community. Some participants expressed their desire for enhanced active transportation infrastructure along school routes, advocating for features like dedicated bike lanes and crosswalks equipped with flashing light beacons to encourage reduced traffic speed near educational institutions.

Participants also identified the lack of bicycle routes to Paulding Middle School and the absence of sidewalks along routes to Ocean View Elementary as areas for improvements. Specific suggestions for bicycle infrastructure improvements were made for Corbett Canyon Road, East Branch Street through the Village, and Tally Ho Road. Pedestrian infrastructure improvements were also recommended, with a focus on East Branch Street, the Village, and walking paths. Additional suggestions included improving signage along the Grace Lane Trail. “In the future, Arroyo Grande will… be easier to get around without a car.” - Vision statement from a General Plan outreach participant

4 Active Transportation Toolkit Page 296 of 475

118 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
Providing pedestrian and bicycle infrastructure that promotes safer and less stressful circulation is a major focus across the nation. For example, a significant transformation in the state of practice for bicycle travel has occurred over the last decade. Much of this may be attributed to bicycling’s changing role in the overall transportation system. No longer viewed as an “alternative” mode, bicycling is increasingly considered a conventional transportation mode that should be actively promoted as a means of achieving environmental, social, and economic goals. While connectivity and convenience remain essential bicycle travel quality indicators, recent research indicates that increased acceptance and adoption of daily bicycling will require the provision of “low-stress” bicycle routes, which are typically understood to be those that provide bicyclists with separation from high-volume and high-speed vehicular traffic.

Similarly, pedestrian improvements are essential components of an inclusive active transportation plan because they help to serve populations who cannot or do not want to drive or ride a bicycle. People are more likely to rely on walking or rolling (with a wheelchair or mobility aid) for recreation or their daily mobility needs when the road network feels safe, comfortable, and designed for pedestrians. Newer innovations like all-way pedestrian crossings (also known as pedestrian scrambles), modified signal timing, and flashing beacons are making pedestrians more visible and creating safer streets for all.

This chapter provides an overview of both conventional and innovative forms of active transportation infrastructure to inform the recommendations proposed in Chapter 5. This “toolkit” also includes treatments for traffic calming, public transit enhancements, green street improvements, placemaking, and new mobility because they enhance the safety, comfort, and convenience of people walking, rolling, and bicycling. This toolkit can serve as a reference and starting point for the City in developing and implementing active transportation improvement projects across Arroyo Grande. Many of the active transportation facilities described in this chapter are integrated into the site-specific recommendations provided in Chapter 5.

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CONVENTIONAL BICYCLE TREATMENTS
There are four conventional bikeway types recognized by Caltrans. Details of their design, associated wayfinding, and pavement markings can be found in the CA MUTCD and CA Highway Design Manual.

Class I: Multi-Use Path
CLASS I: MULTI-USE PATHS
Class I multi-use paths are physically separated from motor vehicle travel routes, with exclusive rights-of-way for non-motorized users like bicyclists and pedestrians. They require physical buffers to ensure the safety and comfort of the path user.

CLASS II: BICYCLE LANES
Class II bicycle lanes are one-way facilities that carry bicycle traffic in the same direction as the adjacent motor vehicle traffic. They are typically located along the right side of the street (although they can be on the left side) and are between the adjacent travel lane and the curb, road edge, or parking lane. They are not physically separated from motor vehicle traffic.

CLASS III: BICYCLE ROUTES
Class III bicycle routes are suggested bicycle corridors marked by signs designating a preferred street between destinations. They are recommended where traffic volumes and roadway speeds are low (35 mph or less).

CLASS IV: SEPARATED BIKEWAYS
Class IV separated sikeways, sometimes called cycle tracks, are onstreet bicycle facilities with a physical separation between the bikeway and vehicle travel lanes. Physical protection measures can include raised curbs, parkway strips, reflective bollards, or parked vehicles.

Separated bikeways can be either one-way or two-way, depending on the street network, available right-of-way, and adjacent land use.

Class II: Bicycle Lane
Class III: Bicycle Route
Class IV: Separated Bikeway

120 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

ENHANCED BICYCLE TREATMENTS
While conventional bicycle facility types can be found throughout the United States, there has been a distinct shift towards incorporating enhanced bicycle treatments that provide additional protection and visibility. These enhancements are low-cost, easy to install, and provide additional awareness about the likely presence of bicyclists. In many instances, the installation of these bicycle route enhancements can be coordinated as part of street resurfacing projects. For example, the use of green markings has also become a simple and effective way to communicate the likely presence of bicyclists and to denote potential conflict zones between bicyclists and vehicles.

ADVISORY BICYCLE LANES
An advisory bike lane is a preferred space for bicyclists and motorists to operate on narrow streets that would otherwise be a shared roadway. Roads with advisory bike lanes accommodate low to moderate volumes of two-way motor vehicle traffic and provide a safer space for bicyclists with little or no widening of the paved roadway surface. Due to their reduced cross-section requirements, advisory bike lanes have the potential to open up more roadways to accommodate comfortable bicycle travel.

BICYCLE BOULEVARDS
Bicycle boulevards provide a convenient, low-stress bicycling environment for people of all ages and abilities. They are installed on streets with low vehicular volumes and speeds and often parallel higher volume, higher speed arterials. Bicycle boulevard treatments use a combination of signs, pavement markings, traffic diverters, and traffic calming measures that help to discourage through trips by motor vehicle drivers and create safe, convenient bicycle crossings of busy arterial streets. They are similar to Class III bicycle routes but tend to include more traffic calming and diversion infrastructure.

BICYCLE DETECTION
Bicycle detection is used at intersections with traffic signals to alert the signal controller that a bicycle crossing event has been requested.

Bicycle detection can occur either through the use of push buttons or by automated means and is marked by standard pavement symbols.

Advisory Bicycle Lane
Bicycle Boulevard
Bicycle Detection

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BICYCLE SIGNALS
Bicycle signals include all types of traffic signals directed at bicyclists.

These can include typical green/yellow/red signals with signage explaining the signal controls, or special bikeway icons displayed within the signage lights themselves. Nearside bicycle signals may incorporate a “countdown to green” display, as well as a “countdown to red.”

BIKE BOXES
A bike box is a designated area at the head of a traffic lane at a signalized intersection that provides bicyclists with a safe and visible way to wait ahead of queuing traffic during the red signal phase. This positioning helps encourage bicyclists traveling straight through not to wait against the curb for the signal change.

BUFFERED BICYCLE LANES
Buffered bicycle lanes provide additional space between the bicycle lane and traffic lane, parking lane, or both, to provide a more protected and comfortable space for bicyclists than a conventional bicycle lane.

The buffering also encourages bicyclists to avoid riding too close to parked vehicles, keeping them out of the “door zone” where there is the potential danger of drivers or passengers suddenly opening doors into the bicyclists’ path.

COLORED BICYCLE LANES
Colored pavement increases the visibility of bicycle routes, identifies potential areas of conflict or transition, and reinforces bicyclist priority in these areas. Colored pavement can be used as a corridor treatment, along the length of a bicycle lane, or within a protected bikeway.

Additionally, it can be used as a spot treatment, such as crossing markings at particularly complex intersections where the bicycle path may be unclear. Consistent application of color across a bikeway corridor is important to promote clear understanding for all roadway users.

Bicycle Signal
Bike Box
Colored Bicycle Lane
Buffered Bicycle Lane

122 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

GREEN COLORED TRANSITION STRIPING
Green-colored striping can be used to highlight conflict areas between bicyclists and vehicles, such as where bicycle lanes merge across motor vehicle turn lanes or driveways.

PROTECTED INTERSECTIONS
Protected intersections maintain the integrity (low-stress experience) of their adjoining separated bicycle lanes by fully separating bicyclists from motor vehicles at intersections. Features of these protected intersections include two-stage crossings supported by an advanced queuing space, protective concrete corner islands, special signal phasing, and special bicycle-cross markings (parallel with crosswalks).

SHARED LANE MARKINGS (“SHARROWS”)
Shared lane markings, also known as sharrows, are commonly used where parking is allowed adjacent to the travel lane. It is now common practice to center them within the typical vehicular travel route in the rightmost travel lane to ensure adequate separation between bicyclists and parked vehicles.

SIGNAGE AND WAYFINDING
Signage and wayfinding on all streets and bicycle routes are intended to identify routes to both bicyclists and drivers, provide destination information, and inform all users of changes in roadway conditions.

TWO-STAGE LEFT TURN QUEUE BOX
Two-stage left-turn queue boxes can provide a more comfortable leftturn crossing for many bicyclists because they entail two low-stress crossings, rather than one potentially high-stress one. They also provide a degree of separation from vehicular traffic, because they do not require merging with vehicle traffic to make left turns. Bicyclists wanting to make a left turn can continue into the intersection when they have a green light and pull into the green queue box. Bicyclists then turn 90 degrees to face their intended direction and wait for the green light of a new signal phase to continue through.

Green Colored Transition Striping
Protected Intersection
Signage and Wayfinding
Sharrow

CHAPTER 4: ACTIVE TRANSPORTATION TOOLKIT 123

CURB EXTENSIONS
Curb extensions, also called bulb-outs or neck-downs, extend the curb line outward into the travelway to increase pedestrian visibility, reduce the pedestrian crossing distance, and reduce the effective street width. They must not interfere with bicycle lanes or separated bikeways. If both treatments are needed, additional design features, such as ramps or half-sized curb extensions, should be considered.

DAYLIGHTING
Daylighting refers to the removal of parked cars next to crosswalks to allow people walking, bicycling, and driving to see each other better.

Daylighting can be used as a tool to improve visibility and safety at intersections, particularly on highways and arterials. The 2023 MUTCD allows, for the first time, “daylighting” of intersections using only paint and flex posts.

Curb Extension
Enhanced Crosswalk Marking
Daylighting

PEDESTRIAN TREATMENTS
Pedestrian treatments can help to reduce pedestrian crossing distances, increase pedestrian visibility, and reduce unpredictable crossings between intersections to enhance pedestrian comfort and safety.

ENHANCED CROSSWALK MARKINGS
Enhanced crosswalk markings with perpendicular striping, in addition to parallel stripes, can be installed at existing or proposed crosswalk locations. Their bold pattern is designed to both guide pedestrians and to alert drivers of a crossing location.

LEADING PEDESTRIAN INTERVALS
A Leading Pedestrian Interval (LPI) is a signal timing technique that typically gives pedestrians a three to seven-second head start when entering a crosswalk with a corresponding green signal in the same direction of travel. LPIs enhance the visibility of pedestrians in the intersection and reinforce their right-of-way ahead of turning vehicles, especially in locations with a history of conflict. Generally, this leads to a greater likelihood of vehicles yielding. Depending on intersection volume and safety history, an otherwise legal right-turn-on-red might be explicitly prohibited during the LPI phase.

124 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

PEDESTRIAN-SCALE LIGHTING
Pedestrian-scale lighting provides many practical and safety benefits, such as illuminating the path and making crossing pedestrians and bicyclists more visible to drivers. Lighting can also be designed to be fun, artistic, and interactive to enhance user experience.

MID-BLOCK CROSSINGS
Mid-block crossings provide convenient locations for pedestrians and bicyclists to cross thoroughfares in areas with infrequent intersection crossings or where the nearest intersection creates substantial out-of-direction travel. Mid-block crossings should be paired with additional traffic-control devices, such as traditional pedestrian signals, pedestrian hybrid beacons, rectangular rapid flashing beacons, LED-enhanced flashing signs, and/or refuge islands.

MODIFIED TRAFFIC SIGNAL TIMING
Adjusting the timing, phasing, and actuation needed to cross high-volume and wide streets decreases waiting times and provides additional safety and comfort for pedestrians and bicyclists.

Mid-block Crossing
Modified Traffic Signal Timing
Refuge Island
Pedestrian Scramble

PEDESTRIAN SCRAMBLE
Pedestrian scrambles, also known as all-way pedestrian phases, stop vehicular traffic flow simultaneously in all directions to allow pedestrians to cross the intersection in any direction. These are used at intersections with particularly heavy pedestrian crossing levels. Unless cycle lengths can be kept under 90 seconds, LPIs are generally preferred over pedestrian scrambles.

REFUGE ISLAND
Refuge islands provide pedestrians and bicyclists a relatively safe place within an intersection and midblock crossing to pause and observe before crossing the next lane of traffic.

SENIOR ZONES
Designated senior zones can be enhanced with street signage, increased crossing times at traffic signals, benches, bus stops with shelters, and pedestrian lighting.

CHAPTER 4: ACTIVE TRANSPORTATION TOOLKIT 125

TRAFFIC CALMING
Traffic calming involves changes in street alignment, installation of barriers, and other physical measures to reduce traffic speeds and/or motor vehicle traffic volumes. Traffic calming is used to alter driver behavior and to improve street safety, livability, and other public purposes. Other techniques consist of operational measures, such as police enforcement and speed displays.

BEACONS AND WARNING DEVICES
Traditional pedestrian signals with countdown timers remain the gold standard for high-quality pedestrian crossings, although some cases warrant new signal technologies. Pedestrian Hybrid Beacons (PHBs) and Rectangular Rapid Flashing Beacons (RRFBs) are special signals used to warn traffic at unsignalized locations and assist pedestrians crossing a street via a marked crosswalk.

PHBs include a “red phase” that requires vehicles to come to a full stop while RRFBs are yield stops. Either of these devices should be installed at locations that have pedestrian desire lines connecting people to popular destinations, such as schools, parks, and retail.

Research has shown that PHBs tend to have a 90 percent motorist compliance rate versus RRFBs, which tend to have an 80 percent motorist compliance rate. Traditional pedestrian signals with countdown timers at signalized intersections tend to have a near 100 percent compliance rate.

Signals and warning devices should be paired with additional pedestrian improvements, where appropriate, such as curb extensions, enhanced crosswalk markings, lighting, median refuge islands, corresponding signage, and advance yield markings to mitigate multiple threat crashes on multi-lane roadways.

CHICANES
Chicanes are a series of narrowings or curb extensions that alternate from one side of the street to the other forming an S-shaped path. Chicanes reduce drivers’ speeds by causing them to shift their horizontal path of travel.

Rectangular Rapid Flashing Beacon (RRFB)
Chicane
Pedestrian Hybrid Beacon (PHB)

126 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

HARDENED CENTER LINES
Hardened centerlines are small rubber barriers next to crosswalks that require people driving to make slower and more square left-hand turns. This small change has been shown to significantly slow down vehicle speeds at crosswalks and improve safety for people in the crosswalk.

LIGHT-UP STOP SIGNS
Light-up stop signs are eye-catching stop signs that use flashing LEDs to encourage motor vehicle drivers to properly stop for pedestrians and bicyclists.

NECKDOWNS
Neckdowns narrow a street by extending the sidewalk or widening the landscape area to give the perception that speeds should be reduced.

ONE-WAY COUPLETS
One-way couplets are a pair of parallel one-way streets with motor vehicle traffic traveling in opposing directions. Couplets are often used in high-volume areas to manage and increase the capacity of travel.

ON-STREET EDGE FRICTION
Edge friction is a combination of vertical elements, such as on-street parking, bicycle lanes, chicanes, site furnishings, street trees, and shrubs, that reduce the perceived street width, which has been shown to reduce motor vehicle speeds.

Light-up Stop Sign
On-street Edge Friction
Neckdown
Hardened Center Line

CHAPTER 4: ACTIVE TRANSPORTATION TOOLKIT 127
Speed Display

REFLECTIVE BORDER ON SIGNAL HEADS
Reflective borders on signal heads improve the visibility of signal heads with a backplate and are made even more conspicuous by framing them with a yellow retroreflective border. These are more visible in both daytime and nighttime conditions.

ROUNDABOUTS/TRAFFIC CIRCLES
Roundabouts are circular intersections with yield control at their entry that allows a driver to proceed at controlled speeds in a counter-clockwise direction around a central island. Roundabouts are designed to maximize motorized and non-motorized traffic through their innovative design which includes reconfigured sidewalks, bikeway bypasses, high-visibility crosswalks, pedestrian flashing beacons, and other traffic measures. Roundabouts can be implemented on most streets but may require additional right-of-way.

Traffic circles are small-scale traffic calming measures commonly applied at uncontrolled intersections on low-volume, local residential streets. They lower traffic speeds on each approach and typically avoid or reduce right-of-way conflicts because the overall footprint is smaller compared to roundabouts. Traffic circles may be installed using simple markings or raised islands but are best accompanied by drought-tolerant landscaping or other attractive vertical elements.

SPEED DISPLAYS
Speed displays measure the speed of approaching vehicles by radar and inform drivers of their speeds using an LED display. Speed displays contribute to increased traffic safety because they are particularly effective in getting drivers traveling ten or more miles per hour over the speed limit to reduce their speed.

Reflective Border On Signal Heads
Roundabout

128 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
Speed Cushion
School Pick-up/Drop-off Zone
Traffic Diverter

SPEED TABLES/RAISED CROSSWALKS
Speed tables are flat-topped road humps, often constructed with textured surfacing on the flat section. Speed tables and raised crosswalks help to reduce vehicle speeds and enhance pedestrian safety.

SPEED CUSHIONS
Speed cushions are a form of vertical traffic calming with wheel cutouts that allow emergency vehicles to easily pass. Speed cushions help to reduce vehicle speeds and enhance pedestrian safety.

SCHOOL PICKUP/DROP-OFF ZONE
School pick-up/drop-off zones are designated areas typically managed by schools where school buses and parent and guardian motor vehicles can drop off and pick up children.

TRUCK APRONS
Truck aprons allow large vehicles, such as trucks, buses, and recreational vehicles, to turn without striking fixed objects or people walking, rolling, or bicycling. They are located between the road surface and the sidewalk, or inner circle of a roundabout. The pavement is raised slightly to encourage light vehicles to stay on the main road surface.

TRAFFIC DIVERTERS
A traffic diverter is a roadway design feature placed in a roadway to prohibit vehicular traffic from entering into or exiting from the street.

Raised Crosswalk

CHAPTER 4: ACTIVE TRANSPORTATION TOOLKIT 129

PUBLIC TRANSIT ENHANCEMENTS
Public transit rider satisfaction and interest can be enhanced through the provision of safe, convenient, and fast service. By making public transit easy to access, comfortable to use, and efficient, transit providers can improve public perception of transit and encourage increased use.

BUS RAPID TRANSIT
Bus Rapid Transit (BRT) is a high-quality bus-based transit system that delivers fast and efficient service through the use of bus-only lanes, busways, traffic signal priority, off-board fare collection, elevated platforms, and enhanced stations. BRT offers more reliable and faster public transit service than regular buses because it is designed to avoid typical delays, such as waiting in traffic or waiting for a line of riders to pay their fare.

FLOATING BUS ISLAND
A floating bus island is located between travel lanes and bicycle lanes where transit passengers board and alight transit vehicles. Pedestrians cross the bike lane when traveling to or from the platform where the bus stop is located. This eliminates conflict between bicyclists traveling in bike lanes and transit vehicles that must pull curbside to load and unload passengers.

MICROTRANSIT
Microtransit refers to a publicly provided on-demand rideshare service that offers the flexibility of a ride-hailing service like Uber or Lyft, but at affordable rates. Microtransit programs typically provide rides for short local trips with small shuttles within designated service zones, offering safe and convenient travel for quick trips. On top of already affordable rates, it is common for microtransit programs to offer reduced rates to seniors, people with disabilities, and/or Medicare recipients.

Bus Rapid Transit
Microtransit
Floating Bus Island

130 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

MOBILITY HUBS
Mobility hubs offer an integrated suite of mobility options that serve a critical function in the regional transportation system as the origin, destination, or transfer point for a significant share of transit trips. They allow for a combination of transportation options to gather in one space to encourage people to use non-motorized forms of travel with ease. Mobility hubs are typically located along a bicycle facility and a transit stop and are paired with multimodal elements, such as bikeshare, scootershare, bicycle lockers, battery charging for e-bicycles, wayfinding signage, ridesharing pickup/dropoff zones, and pedestrian amenities, such as curb extensions, street furniture, and lighting.

REAL-TIME BUS INFORMATION
Real-time bus information allows riders to predict their journey and manage their time more effectively. This increases the convenience of transit for riders by providing an accurate, updated location of their bus.

TRANSIT STOP AMENITIES
Transit stop amenities help to increase the comfort and safety of public transit users. Transit stop amenities can include posted route schedules, trash receptacles, lighting, sheltered waiting areas that provide protection from rain and sun, real-time arrival updates, Wi-Fi connectivity, and more. The provision of these amenities improves rider satisfaction and may encourage increased transit use.

Mobility Hub
Real-time Bus Information
Transit Stop with Amenities

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GREEN STREET IMPROVEMENTS
Green street improvements incorporate tried and true stormwater management practices into transportation infrastructure to reduce stormwater runoff, prevent flooding, improve water quality, provide habitat for local flora and fauna, and create an enjoyable streetscape. These improvements can be installed alongside sidewalks, roadways, parking lots, medians, and more to create a more sustainable and resilient mobility system. The green street improvements listed below are from the U.S. Environmental Protection Agency’s Green Streets Handbook.

BIOSWALES
Bioswales, also known as bioretention swales or vegetated swales, are surface depressions that use bioretention soil media and vegetation to facilitate stormwater infiltration, retention, sedimentation, and pollution removal. Bioswales serve as stormwater conveyance treatment devices and are typically located along public rights-of-way, parking lots, sidewalks, road medians, and road shoulders to capture water flow from nearby impervious surfaces.

INFILTRATION TRENCHES
Infiltration trenches are excavated linear areas filled with layers of stone and sand wrapped in geotextile fabric. These trenches are covered with stone, gabion, sand, or grass with surface inlets. Stormwater is stored in the stone reservoir and slowly infiltrates through the bottom and sides of the trench. Infiltration trenches are ideal for linear spaces, such as along a roadway, parking lot, or median.

PERMEABLE PAVEMENT
Permeable pavements allow stormwater runoff to infiltrate through void space into the ground below or another stormwater management system instead of becoming surface runoff. Types of permeable pavement include porous asphalt, porous recycled surface products, pervious concrete, and pavers arranged with void spaces. Permeable pavement can be used instead of impervious materials on parking lots, parking lanes, driveways, sidewalks, walking paths, bicycle lanes, parkways, road shoulders, and low-traffic roads.

Bioswale
Infiltration Trench
Permeable Pavement

132 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

STORMWATER CURB EXTENSIONS
Stormwater curb extensions, or stormwater bump outs, combine two street improvements - traffic calming and stormwater filtration - to produce multiple streetscape benefits. This strategy involves filling the area behind the curb with a bioretention soil media and vegetation similar to a bioretention cell or bioswale. Stormwater curb extensions can be located at intersections, midblock crossings, neighborhood or collector streets, or any length of a roadway.

STORMWATER PLANTERS
Stormwater planters are narrow, flat-bottomed landscaped areas designed to receive stormwater runoff from surrounding impervious surfaces, such as rooftop areas, sidewalks, and roadways. Stormwater planters are typically rectangular with vertical walls and are best suited for urban areas with limited space or areas with steep slopes.

STORMWATER TREE SYSTEMS
Stormwater tree systems, such as tree pits or tree trenches, contain a tree or shrub planted in a bioretention soil mix and a gravel reservoir designed to capture stormwater. Stormwater tree systems are typically located along sidewalks, medians, and parking lots and receive stormwater runoff through a curb cut, catch basin, or stormwater inlet.

Stormwater Planter

STREET TREES
Street trees along roadways provide numerous benefits, such as shade, cooler temperatures, better air quality, on-street edge friction, and streetscape enhancement - all of which improve the overall pedestrian experience.

SUBSURFACE INFILTRATION/DETENTION
Subsurface infiltration and detention systems capture, temporarily store, and slowly release stormwater to reduce peak runoff discharge.

Subsurface infiltration systems use an infiltrative chamber system made of concrete or plastic with perforated pipes, galleys, and chambers to store large amounts of runoff and slowly let it infiltrate into the ground. Subsurface detention systems temporarily store runoff before releasing it to a conveyance system downstream. These systems are most suitable for parking lots, sidewalks, and roadways.

Stormwater Curb Extension
Street Trees
Stormwater Tree System

CHAPTER 4: ACTIVE TRANSPORTATION TOOLKIT 133

PLACEMAKING
The inclusion of placemaking urban elements, such as parklets, encourages walking and provides usable space for all ages. In many cities, these elements have helped transform urban villages and downtowns into walkable destinations. Coordination with local Arroyo Grande businesses and organizations, such as the great examples currently found in the Village, may provide collaborative design and funding opportunities between the City, its businesses, residents, and visitors.

PARKLETS
Parklets are conversions of one or two parking spaces for outdoor seating, dining, and other amenities. Parklets can be used to activate and improve the aesthetics of a streetscape.

PUBLIC ART
Displaying community art is a great way to showcase the history, culture, and pride of an area and create a sense of place for residents and visitors alike. Community art can include murals, sculptures, artistic paths and benches, and more.

SPECIAL INTERSECTION PAVING AND

CROSSWALK ART
Special intersection paving and crosswalk art provide unique opportunities to highlight crossings or key civic or commercial locations at intersections while breaking the visual monotony of asphalt. Intersection paving treatments and crosswalk art can integrate context-sensitive colors, textures, and scoring patterns.

Paving treatments and crosswalk art do not define a crosswalk and should not be seen as a safety measure. Standard transverse or longitudinal high-visibility crosswalk markings are still required.

STREET FURNISHINGS
Transit shelters, bicycle racks, seating, drinking fountains, and pedestrian-scale lighting are important amenities for the functionality, design, and vitality of the urban environment. They show that the street is a safe and comfortable place to be.

Public Art
Street Furnishing
Parklet

134 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

NEW MOBILITY
New mobility refers to evolving and emerging forms of clean and/or shared forms of transportation, which can include micromobility, ride-hailing, carpools, and automated and connected vehicles. These forms of transportation can provide alternatives to gas-powered, single-occupancy cars and help reduce air pollution and GHG emissions. Clean mobility and shared options also help address transportation equity by providing affordable transportation choices for lower-income households and those who are unable to drive or own a car.

DOCKED BIKESHARE
Docked bikeshare is a shared transport service in which bicycles or e-bicycles are made available for shared use to individuals on a shortterm basis for a price or for free. Docked bikeshare systems allow people to borrow a bicycle from a “dock” or station and return it to another dock belonging to the same system. Docked bikeshare systems often include electric-assist bicycles that provide extra comfort for users.

E-SCOOTERSHARE
Scootershare programs are popular forms of shared transportation services that involve the rental of electric motorized scooters for short trips. These programs involve the use of a mobile application to look for, rent, pay, and park the rented scooter. Scootershare programs provide a high degree of flexibility for the individual user and can be an effective method for closing mobility gaps. Short trips to visit family members and access to schools, parks, commercial areas, and transit stops are all possible with a scootershare program.

ELECTRIC CARSHARING SERVICE
An electric carsharing service could be established by purchasing a fleet of electric cars. These cars could be rented by residents to address their transportation needs, such as commuting to work, running errands, or getting to medical appointments. The City would have its own EV charging infrastructure which could be combined with other electric mobility options, such as electric shuttles and electric vanpool/ carpool services.

ELECTRIC SHUTTLES
Electric shuttles can help address gaps within a community by supplementing the existing transit network or by creating new transit routes where they currently don’t exist. Depending on the make and model, electric-powered shuttles can be used to offer transit services within a specified radius.

PUBLICLY ACCESSIBLE EV CHARGERS
As electric vehicles (EVs) become more common, the need for publicly accessible EV charging stations will increase, especially for those who cannot install an EV charger at their home. Cities can help facilitate an equitable transition to EVs by installing publicly accessible EV charging stations at City-owned parking lots and structures. Not only can public EV charging stations support community members, but they can also attract new visitors into town.

Docked Bikeshare
EV Charging Station

5 Recommendations Page 316 of 475

138 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
Chapter 5 proposes new and improved bicycle, pedestrian, ADA, and SRTS facilities to improve the safety, comfort, and convenience of active transportation throughout Arroyo Grande. The chapter includes an overview of how projects were developed, assessed for feasibility, and prioritized. The chapter contains maps and tables that provide key project information, such as type, location, and extent. To build momentum for future implementation, the ATP provides conceptual drawings for three priority projects. This chapter also contains programmatic recommendations and funding resources to support, encourage, and celebrate active transportation.

The recommendations proposed in this chapter are meant to serve as a guide to help the City pursue and allocate funds as they become available through various sources. While the recommendations listed in this chapter are comprehensive, the City remains open to receiving and addressing additional community needs on an ongoing basis. Other active transportation projects and programs will be considered as new issues and opportunities arise. The City can update the ATP regularly to ensure the document is appropriately responding to community priorities.

Balancing the needs of all travel modes within the confines of existing roadway widths can be challenging in cases where there is not enough space for all roadway users to travel safely. Throughout ATP implementation, the City is encouraged to consider shifting away from car-centric priorities and move towards a future that prioritizes active transportation facilities, especially around schools, parks, and other major destinations.

BICYCLE NETWORK
The ATP proposes 33 miles of new bicycle facilities to expand and upgrade Arroyo Grande’s existing bicycle network. Developing the proposed bicycle network included a review of previous planning documents, including the 2021 Arroyo Grande General Plan Circulation Element, 2023 SLOCOG Regional Transportation Plan, 2021 SLOCOG Regional Active Transportation Plan, and Capital Improvement Projects, as well as findings of the existing conditions analysis and input collected from community members and stakeholders. Through this approach, ‘streets of importance’ were identified as candidates for bicycle facilities. Each street of importance was reviewed with the following considerations: existing pedestrian amenities and bicycle facilities; network gaps; connectivity to schools, parks, activity centers, and other destinations; community and stakeholder input; and existing road width, lane striping, and on-street parking.

This process resulted in an ambitious, yet feasible proposed bicycle network for Arroyo Grande. If implemented, the proposed bicycle network shown in Figure 5-1 will provide community members with bicycle connectivity to all of Arroyo Grande’s major activity centers, offering residents viable options for bicycling to popular destinations.

BICYCLE FACILITY TYPE MILES
Class I Multi-use Path 6.6
Class II Bicycle Lane 5.1
Class III Bicycle Route 10.9
Class IV: Separated Bikeway/Class IIB Buffered Bicycle Lane* *Determination of whether a Class IV or Class IIB bicycle facility is installed will be based on considerations for cost, maintenance, and availability of adequate right-of-way to install the improvements.

10.5 Total 33.0
Table 5-1: Proposed Bicycle Facilities Summary
NOTE: FUTURE COORDINATION WITH CALTRANS IS NEEDED
The City will need to coordinate with a Caltrans project development team for all proposed projects within the Caltrans right-of-way, including along the Fair Oaks Avenue overcrossing, East Grand Avenue overcrossing, Brisco Road undercrossing, and Oak Park Boulevard overcrossing. Any proposed improvements on the State Highway System are conceptual and will require a safety, operational, and/or warrant analysis prior to any Caltrans approval.

CHAPTER 5: RECOMMENDATIONS 139 Figure 5-1: Proposed Bicycle Network *Determination of whether a
Class IV or Class IIB bicycle
facility is installed will be based
on considerations for cost,
maintenance, and availability of
adequate right-of-way to install
the improvements.

140 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

BICYCLE NETWORK PRIORITIZATION
A prioritization analysis was conducted to rank proposed bicycle facilities in terms of need and importance. City staff and the Stakeholder Working Group developed and refined the criteria. The City will use the results of the prioritization analysis to direct resources toward the highest-need and highest-impact projects. The prioritization analysis ranked projects based on the following criteria (listed in order of weight):
» Schools: How many schools are along the project corridor? » Parks: How many parks are along the project corridor? » Households w/ No Vehicle (HNV): How many households with no vehicles are within the project area? » Gap Closure: Does the project close a gap in the existing bicycle network? » Commercial Land Use: How many mixed-use, commercial, and office, land uses are along the project corridor? » Collision History: How many bicycle and pedestrian-related collisions occurred along the project corridor between 2012 and 2022? » Transit Stops: How many bus stops are along the project corridor? » Regional Network Connectivity: Does this project close a gap in connection to an adjacent community? » Public Input: How many public comments were received for the project corridor? » Increased Separation from Motor Vehicles: Is the project a Class I multi-use path or a Class IV separated bikeway? » Population Density: How many people live in the project area? » Child Density: How many children under 16 years old live in the project area? » Senior Density: How many people age 65 or older live in the project area? » Walk to Work: How many people walk to work in the project area? » Bike to Work: How many people ride a bicycle to work in the project area? » Transit to Work: How many people take transit to work in the project area? » Disadvantaged Communities: What percentage of the project falls within a SLOCOG-defined Disadvantaged Community? » Median Income: What percentage of the project falls within a census tract that has a median household income of less than $73,524/year (80% of statewide median from 2018-2022 ACS)?
» Identified in a Previous Project: Has this project been identified in another project (i.e., Arroyo Grande General Plan, SLOCOG RTP, etc.)? Table 5-2 displays proposed bicycle projects ranked in order of priority. For instances where the prioritization analysis resulted in ties between bicycle projects, the planning team broke ties based on site context, community need, and professional expertise. The City will use this list to direct the pursuit and allocation of funding sources towards projects in order of priority. Additionally, the City used the prioritization analysis results to help select the three corridors to develop conceptual designs.

While the ranking process provides prioritization through objective data analysis and qualitative community engagement, the City has the right to select the projects that move forward for conceptual design and even implementation based on capital improvement funding, grant opportunities and programs, and projects that can take advantage of bicycle lane striping such as street repaving or incoming development projects.

CHAPTER 5: RECOMMENDATIONS 141
Table 5-2: Proposed Bicycle Network Ranked

RANK STREET FROM TO FACILITY TYPE LENGTH
(MILES)
1 E. Grand Avenue Oak Park Road W. Branch Street Class IV Separated Bikeway or Class IIB Buffered Bicycle Lane* 1.68 2 Elm Street Linda Drive City Limit Class III Bicycle Route/Class IIB Buffered Bicycle Lane* 1.05 3 E. Branch Street Traffic Way Stanley Avenue Class III Bicycle Route/Class I Multi-use Path 0.76 4 Oak Park Blvd North of James Way The Pike Class IV Separated Bikeway or Class IIB Buffered Bicycle Lane* 1.57 5 Halcyon Road El Camino Real The Pike Class IV Separated Bikeway or Class IIB Buffered Bicycle Lane* 1.16 6 Alder Street/Cameron Court Grand Avenue Halcyon Road Class III Bicycle Route 0.79 7 Farroll Avenue Elm Street Halcyon Road Class II Bicycle Lane 0.51 8 Fair Oaks Avenue Elm Street Traffic Way Class II Bicycle Lane (existing) and Class IV Separated Bikeway or Class IIB Buffered Bicycle Lane* (proposed) 0.9
9 Soto Park Ash Street Elm Street Class I Multi-use Path 0.55 10 W. Branch Street Oak Park Road Traffic Way Class IV Separated Bikeway or Class IIB Buffered Bicycle Lane* 1.69 11 Ash Street City Limit Elm Street Class II Bicycle Lane 0.40 12 Arroyo Grande Creek Trail City Limit Los Berros Road Class I Multi-use Path 3.18 13 Valley Road Fair Oaks Avenue Los Berros Road Class IV Separated Bikeway or Class IIB Buffered Bicycle Lane* 0.91 14 Brisco Road W. Branch Street Grand Avenue Class III Bicycle Route/Class II Bicycle Lane 0.49 15 Nelson Street/Whitely Street/
Ide Street/Garden Street/
Myrtle Street/Stillwell Drive
Traffic Way Cherry Avenue Class III Bicycle Route 0.82
16 Arroyo Grande High School
Path #2 Grand Avenue Fair Oaks Avenue Class I Multi-use Path 0.32 17 Arroyo Grande High School
Path #1 Grand Avenue Fair Oaks Avenue Class I Multi-use Path 0.44 18 Courtland Street Newport Avenue Ash Street Class III Bicycle Route 0.71 19 Traffic Way W. Branch Street S. Traffic Way Class IV Separated Bikeway or Class IIB Buffered Bicycle Lane* 0.54 20 El Camino Real Brisco Road Grand Avenue Class II Bicycle Lane 0.19 21 Stonecrest Drive/Linda Drive
Extension (Pedestrian Bridge) El Camino Real W. Branch Street Class I Multi-use Path 0.08 22 Linda Drive El Camino Real Halcyon Road Class III Bicycle Route 0.84 23 Orchard Street Fair Oaks Avenue Castillo Del Mar Class III Bicycle Route 0.45 24 Juniper/Popular/Aspen Grand Avenue Ash Street Class III Bicycle Route 0.55 25 Huasna Road Corbett Canyon Road City Limit Class IV Separated Bikeway or Class IIB Buffered Bicycle Lane* 0.80 *Determination of whether a Class IV or Class IIB bicycle facility is installed will be based on considerations for cost, maintenance, and availability of adequate right-of-way to install the improvements. Page 321 of 475 142 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

RANK STREET FROM TO FACILITY TYPE LENGTH
(MILES)
26 Dodson Way/Alpine Street/
Cerro Vista Circle Alder Street Woodland Drive Class III Bicycle Route 0.39 27 Soto Park/School/Care
Center Soto Park Farroll Avenue Class I Multi-use Path 0.14 28 Corbett Canyon Road City Limit Huasna Road Class I Multi-use Path/Class IIB Buffered Bicycle Lane/Class II Bicycle Lane 1.24
29 Rodeo Drive James Way W. Branch Street Class II Bicycle Lane 1.05 30 Stanley Avenue Huasna Road Myrtle Street Class III Bicycle Route with Class I Multi-use Path 0.23 31 Station Way Traffic Way Fair Oaks Avenue Class III Bicycle Route 0.25 32 West Arroyo Grande Class I
Path Oak Park Plaza James Way Class I Multi-use Path 0.13 33 Mason Street Le Pointe Street Nelson Street Class III Bicycle Route 0.21 34 Montego Street Newport Avenue Linda Drive Class III Bicycle Route 0.20 35 Spruce Street Poplar Street Ash Street Class III Bicycle Route 0.29 36 Los Berros Creek Path Halcyon Road City Limit (east of Valley Road) Class I Multi-use Path 0.72
37 Newport Avenue/Hillcrest
Drive Oak Park Road El Camino Real Class III Bicycle Route 0.58 38 Branch Mill Road Cherry Avenue City Limit Class IV Separated Bikeway or Class IIB Buffered Bicycle Lane* 1.23 39 Crown Hill Street Branch Street
Huasna Road/
Corbett Canyon
Road
Class III Bicycle Route 0.34
40 Arroyo Grande Library Class
I Path Rodeo Drive W. Branch Street Class I Multi-use Path 0.46 41 Woodland Drive Cerro Vista Circle Virginia Drive Class III Bicycle Route 0.46 42 Oro Drive Gularte Road Huasna Road Class III Bicycle Route 0.48 43 Le Point Street/Crown
Terrace Crown Hill Street Corbett Canyon Road Class III Bicycle Route 0.33 44 Emerald Bay Drive/Miller
Way/Le Pointe Rodeo Drive Mason Street Class III Bicycle Route 0.54 45 Carpenter Canyon Road City Limit Printz Road Class II Bicycle Lane 0.36 46 Tally Ho Road James Way Mason Street Class II Bicycle Lane 0.41 47 Virginia Drive Halcyon Road Woodland Drive Class III Bicycle Route 0.17 48 Printz Road Noyes Road Carpenter
Canyon Road Class III Bicycle Route 1.41
Total Miles of Proposed Bicycle Facilities 33.0
*Determination of whether a Class IV or Class IIB bicycle facility is installed will be based on considerations for cost, maintenance, and availability of adequate right-of-way to install the improvements. Page 322 of 475

144 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

PEDESTRIAN AND ADA

ENHANCEMENTS
The ATP proposes pedestrian enhancements to improve the safety, comfort, and walkability of corridors leading to key activity centers, such as schools, parks, the Village, and commercial destinations. Pedestrian recommendations were developed based on the 2021 Arroyo Grande General Plan Circulation Element, 2023 SLOCOG Regional Transportation Plan, the ATP’s existing conditions analysis (presented in Chapter 2), community input (presented in Chapter 3), and professional evaluation. The planning team first reviewed previously proposed pedestrian facilities from the 2021 Arroyo Grande General Plan Circulation Element and 2023 SLOCOG Regional Transportation Plan to assess, modify, and update pedestrian enhancements, where needed. Then, the planning team developed additional recommendations based on the findings of the ATP’s existing conditions analysis and community engagement efforts.

The locations of proposed pedestrian enhancements, such as new or upgraded crossings, curb extensions, sidewalk infill, and traffic calming measures, are displayed in Figure 5-2. Figure 5-2 highlights where enhancements are proposed along corridors, intersections, and midblock locations throughout Arroyo Grande. While pedestrian enhancements may be needed in other areas of Arroyo Grande, the ATP focuses on improving pedestrian facilities on streets along and connecting to schools, parks, and commercial areas. To review the specific pedestrian enhancements at each location, see Table 5-3.

The pedestrian enhancements shown in Figure 5-2 and Table 5-3 are not ranked in order of priority. The City will consider proximity to schools, parks, and commercial destinations; cost and available funding; planned and required maintenance; and safety needs when implementing projects.

In addition to pedestrian enhancements at specific locations, the following overarching recommendations should be considered citywide:
» Install curb ramps, preferably directional curb ramps when feasible, where missing (as identified in Figure 2-6) with curbs leading to schools, parks, public buildings, and commercial destinations prioritized. » Retrofit existing curb ramps without detectable warnings (identified in Figure 2-6) to have truncated domes, focusing on high-priority areas, such as near schools, parks, and along commercial corridors. » Ensure all new sidewalks are outfitted with curb ramps with detectable warnings to facilitate safe crossings and alert pedestrians with vision impairments of an upcoming hazard, such as passing traffic. » Infill sidewalk gaps identified in Figure 2-5 adjacent to schools, parks, and commercial corridors, as funding becomes available. » Install high-visibility crosswalk markings at crosswalks adjacent to schools, parks, and commercial corridors.
» Install Leading Pedestrian Intervals (LPIs) and Accessible Pedestrian Signals at every signalized intersection adjacent to schools, parks, and commercial corridors.
» After evaluating need, consider installing wayfinding signage and traffic calming measures (e.g., LED speed feedback signs) along gateway corridors, such as Corbett Canyon Road, Elm Street, Grand Avenue, Halcyon Road, Huasna Road, and Oak Park Boulevard. As the City implements improvement projects along these corridors, wayfinding signage and traffic calming measures will be integrated where appropriate.

NOTE: FUTURE COORDINATION WITH CALTRANS IS NEEDED
The City will need to coordinate with a Caltrans project development team for all proposed projects within the Caltrans right-of-way, including along the Fair Oaks Avenue overcrossing, East Grand Avenue overcrossing, Brisco Road undercrossing, and Oak Park Boulevard overcrossing. Any proposed improvements on the State Highway System are conceptual and will require a safety, operational, and/or warrant analysis prior to any Caltrans approval.

CHAPTER 5: RECOMMENDATIONS 145 Figure 5-2: Proposed Pedestrian Enhancement Areas 65

146 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
Table 5-3: Pedestrian Enhancement Recommendations
MAP
# STREET AT RECOMMENDATION
1 Arroyo Grande Creek Stanley Avenue Install a pedestrian bridge. 2 Ash Street Courtland Street Consider improvements for safe pedestrian crossing. 3 Ash Street Oak Park Boulevard to Elm Street Implement traffic calming measures. 4 Ash Street Elm Street to Alder Street Infill sidewalk gaps. 5 Ash Street Spruce Street Consider improvements for safe pedestrian crossing. 6 Brisco Road U.S. 101 undercrossing Consider conducting a new traffic study to improve multi-modal safety at Brisco Road undercrossing.
7 Brisco Road Southwest of El Camino Real Infill sidewalk gaps. 8 Castillo del Mar Place Valley Boulevard to Orchard Infill sidewalk gaps. 9 Cherry Avenue Leedham Place Consider improvements for safe pedestrian crossing. 10 Corbett Canyon Road Huasna Road
Conduct a traffic study at this intersection to determine if a roundabout or other traffic control device is warranted. Install LED stop signs and traffic calming measures in the interim.
11 Crown Hill McKinley Street Consider improvements for safe pedestrian crossing. 12 Crown Hill E. Branch Street Consider improvements for safe pedestrian crossing. 13 Crown Terrace Le Pointe Street to Crown Hill Street Implement traffic calming measures. 14 Dodson Way Alder Street to Alpine Street Infill sidewalk gaps. 15 East Branch Street Le Point Terrace Install pedestrian improvements.

Install an east-west high-visibility crosswalk.
16 East Branch Street Short Street Consider upgrading the existing RRFB to have head-level flashing beacons. 17 East Grand Avenue Oak Park Boulevard to El Camino Real Implement traffic signal and timing improvements consistent with the City’s Systemic Safety Analysis Report (SSAR).
18 East Grand Avenue Juniper Street Consider pedestrian crossing improvements to enhance visibility, safety, and comfort.
19 East Grand Avenue Alder Street Consider pedestrian crossing improvements to enhance visibility, safety, and comfort.
20 East Grand Avenue Bell Street Consider a new pedestrian crossing and other improvements at Bell Street consistent with SSAR.
21 East Grand Avenue U.S. 101 overcrossing
In partnership with Caltrans, conduct a traffic study at the U.S. 101 overcrossing to determine if a road diet or other multi-modal improvements are warranted to improve bicyclist and pedestrian safety.

CHAPTER 5: RECOMMENDATIONS 147
MAP
# STREET AT RECOMMENDATION
22 El Camino Real Oak Park Boulevard to Halcyon Road Upgrade to pedestrian countdown timers and video detection to identify bicycles at traffic signals and intersections.
23 Elm Street Ash Street Install curb extensions.
24 Elm Street Poplar Street to Sunset Drive Infill sidewalk gaps. 25 Elm Street Pacific Pointe Way to The Pike Infill sidewalk gaps. 26 Fair Oaks Avenue Alder Street Consider intersection improvements, such as curb extensions and/or crosswalk art.
27 Fair Oaks Avenue Elm Street Install high-visibility crosswalks at the north leg of the intersection and brighten the crosswalk markings on the east leg.
28 Fair Oaks Avenue Orchard Street
Enhance crossing safety by adding curb extensions and LED stop signs.

Depending on sidewalk infill, crossing enhancements at the U.S. 101 SB exit, and future land development, consider installing a N/S crossing. The crossing type will be dependent on future development and associated pedestrian/bicycle volumes.
29 Fair Oaks Avenue Orchard Street to Traffic Way Conduct a traffic study along Fair Oaks Avenue between Orchard Street and Traffic Way to explore options for improving bicycle and pedestrian safety. 30 Fair Oaks Avenue Woodland Drive Consider improvements for safe pedestrian crossing. 31 Fair Oaks Avenue Woodland Drive to Station Way Infill sidewalk gaps. 32 Fair Oaks Avenue Valley Boulevard Install curb extensions. 33 Farroll Avenue Bakeman Lane (eastern intersection) Consider improvements for safe pedestrian crossing. 34 Farroll Avenue Elm Street Install curb extensions and high-visibility crosswalks. Ensure consistency with the Halcyon Complete Streets Project.
35 Farroll Avenue Carmella Drive Consider improvements for safe pedestrian crossing. 36 Farroll Road Halcyon Road Conduct crosswalk and ADA improvements.

Consider improvements for safe pedestrian crossing.
37 Halcyon Road Bennett Avenue Infill sidewalk gaps and consider improvements for safe pedestrian crossing. 38 Halcyon Road Sandalwood Conduct crosswalk and ADA improvements. 39 Halcyon Road Sycamore Drive Consider improvements for safe pedestrian crossing. 40 Halcyon Road The Pike Install a high-visibility east-west crossing. 41 Huasna Road Maydock Street to eastern City limit Infill sidewalk gaps from Branch Street to east City limits. 42 Huasna Road Rosewood Lane Consider installing curb extensions and other improvements for safe pedestrian crossing.
43 Huasna Road Stagecoach Road Install a pedestrian refuge island and/or curb extensions. Opportunity to make intersection more perpendicular to improve visibility and safety.

148 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
MAP
# STREET AT RECOMMENDATION
44 U.S. 101 Near Town Center Drive (north);
Stonecrest Drive (south)
Install a pedestrian bridge. Coordination will be needed between jurisdictions for implementation.
45 James Way Equestrian Way Consider improvements for safe pedestrian crossing. 46 James Way La Canada Street Consider improvements for safe pedestrian crossing. 47 James Way Salida Del Sol Consider improvements for safe pedestrian crossing. 48 James Way Oak Park Road to Tally Ho Road Infill sidewalk gaps where missing and implement traffic calming measures near parks, trailheads, and proposed crossings.
49 Mason Street Poole Street Consider improvements for safe pedestrian crossing. 50 Nelson Street Bridge Street; Short Street; Mason
Street Install a high-visibility crosswalk.
51 Oak Park Boulevard Branch Street Consider improvements for safe pedestrian crossing. 52 Oak Park Boulevard Farroll Avenue Implement a protected intersection and high-visibility crosswalks. 53 Orchard Street Cherry Avenue Install high-visibility crosswalks at all intersection legs. 54 Rancho Parkway Via Vaquero Consider improvements for safe pedestrian crossing. 55 Rodeo Drive Grace Lane Consider improvements for safe pedestrian crossing. 56 Station Way Fair Oaks Avenue to Traffic Way Infill sidewalk gaps. 57 Tally Ho Road James Way Install high-visibility crosswalks at all intersection legs. 58 Tally Ho Road Le Pointe Avenue Install a pedestrian bridge. 59 Tally Ho Road Printz Road to Mason Street
Infill sidewalk gaps on the south side of the street and consider installing improvements where sidewalk gaps occur on one side to allow safe pedestrian crossing.
60 The Pike Del Sol Street Consider improvements for safe pedestrian crossing. Opportunity to upgrade to a raised crossing to slow traffic.
61 The Pike Elm Street
Opportunity to redesign intersection to improve safety and comfort. Redesign may include removal of right-turn slip lane and the addition of signage, green striping, and high-visibility crosswalks.
62 The Pike Garfield Place Consider improvements for safe pedestrian crossing. 63 Traffic Way Bridge Street Relocate the bus stop to Station Way or Bridge Street to allow ADA access. 64 Traffic Way Cherry Avenue Consider installing an enhanced pedestrian crossing, such as an RRFB, PHB, and/or pedestrian refuge island. Conduct a traffic study to determine the best treatment. 65 Traffic Way Nelson Street
Consider upgrading crossing by installing an RRFB or creating a new signalized intersection. Add curb extension if space allows. Conduct a traffic study to determine the best treatment.

CHAPTER 5: RECOMMENDATIONS 149
MAP
# STREET AT RECOMMENDATION
66 Traffic Way Station Way Remove the free right turn. Opportunity to make intersection more perpendicular to improve visibility and safety.
67 Valley Road Fair Oaks Avenue to southern City
limit Infill sidewalk gaps.
68 Valley Road Castillo Del Mar
Conduct a traffic study to determine the best treatment.

Conduct a traffic study at this intersection to determine if a roundabout or other traffic control device is warranted.
69 West Branch Street
East Grand Avenue to Rodeo Drive Infill sidewalk gaps on the north side.

Rodeo Drive Conduct a traffic study to determine the best treatment. 70 West Branch Street Bridge Street/Nevada Street
Add curb extensions to the existing crossing and consider upgrading the existing RRFB to have head-level flashing beacons. Ensure RRFB is consistent with improvements at Short Street.
71 West Branch Street Traffic Way
Opportunity to make intersection more perpendicular to improve visibility and safety where the free-right turn onto southbound Traffic Way exists to reduce the distance pedestrians need to cross. Placemaking opportunity for an interim creative crosswalk with painted art.

Tighten the eastbound free right turn by expanding the corner island width to create more of a pedestrian refuge space. Add rubber humps on the north edge of the crossing to further enhance protection.

Conduct a traffic study at this intersection to determine if a roundabout or other traffic control device is warranted.

Consider adding a crosswalk at the 4th leg of the intersection.

Install curb extensions at the north corners of the intersection.

150 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN Page 330 of 475 CHAPTER 5: RECOMMENDATIONS 151

SAFE ROUTES TO SCHOOL

RECOMMENDATIONS
Throughout the community engagement process, participants frequently expressed the need for safe walking and bicycling routes to schools in Arroyo Grande. Making it safe for students and their families to walk, ride a bicycle, or use a mobility aid device to get to school is a top priority for the City. To support and encourage active transportation to schools, the ATP proposes several bicycle, pedestrian, ADA, and traffic calming recommendations for the areas surrounding the following schools:
» Harloe Elementary School
» Ocean View Elementary School
» Fairgrove Elementary School
» Paulding Middle School
» Arroyo Grande High School
The City can use these recommendations to pursue funding and implement SRTS projects at Arroyo Grande schools.

152 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

HARLOE ELEMENTARY SCHOOL
Harloe Elementary School is located in the southern part of Arroyo Grande. Between 2012 and 2022, there were seven pedestrian collisions and eight bicycle collisions within a half-mile radius of Harloe Elementary. Figure 5-3 displays SRTS recommendations for the fiveminute (quarter-mile) walk zone around Harloe Elementary School, which include Class III bicycle routes, Class II bicycle lanes, and Class IV separated bikeways/Class IIB buffered bicycle lanes* on the streets leading to the school. Figure 5-3 also shows recommendations for installing curb ramps and high-visibility crosswalk markings where missing and retrofitting existing curb ramps to have truncated domes.

The City may consider additional improvements, such as curb extensions and/or crosswalk art at Fair Oaks Avenue and Alder Street.

GRADE LEVELS:

K-6
NUMBER OF STUDENTS:
581

STUDENTS QUALIFYING FOR
FREE OR REDUCED MEALS:

52.5%
BICYCLE AND PEDESTRIANRELATED COLLISIONS
(2012-2022):
15 Sources: National Center for Education Statistics. (2023). Search for Public Schools.; California Department of Education. (2023). 2022-23 California Longitudinal Pupil Achievement Data System (CALPADS) Fall 1; Transportation Injury Mapping System.

Safe Routes to School Crash Data. (2012-2022)
*Determination of whether a Class IV or Class IIB bicycle facility is installed will be based on considerations for cost, maintenance, and availability of adequate right-of-way to install the improvements.

CHAPTER 5: RECOMMENDATIONS 153 Figure 5-3: SRTS Recommendations: Harloe Elementary School Page 333 of 475 154 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

OCEAN VIEW ELEMENTARY SCHOOL
Ocean View Elementary School is located in the central-western part of Arroyo Grande. Between 2012 and 2022, there were nine pedestrian collisions and 17 bicycle collisions within a half-mile radius of Ocean View Elementary. Figure 5-4 displays SRTS recommendations for the five-minute (quarter-mile) walk zone around Ocean View Elementary School, which include Class III bicycle routes, Class II bicycle lanes, and Class IV separated bikeways/Class IIB buffered bicycle lanes* on the streets leading to the school. Figure 5-4 also shows recommendations for installing sidewalks, curb ramps, and high-visibility crosswalk markings where missing; retrofitting existing curb ramps to have truncated domes; and installing new LED stop signs. Additionally, the Brisco Road/U.S. 101 undercrossing has been identified as a barrier for safe walking and bicycling to school. Due to the complexity of this undercrossing, a future traffic study is recommended to determine appropriate solutions.

GRADE LEVELS:

K-6
NUMBER OF STUDENTS:
525

STUDENTS QUALIFYING FOR
FREE OR REDUCED MEALS:

33.3%
BICYCLE AND PEDESTRIANRELATED COLLISIONS
(2012-2022):
26 Sources: National Center for Education Statistics. (2023). Search for Public Schools.; California Department of Education. (2023). 2022-23 California Longitudinal Pupil Achievement Data System (CALPADS) Fall 1; Transportation Injury Mapping System. Safe Routes to School Crash Data. (2012-2022) *Determination of whether a Class IV or Class IIB bicycle facility is installed will be based on considerations for cost, maintenance, and availability of adequate right-of-way to install the improvements.

CHAPTER 5: RECOMMENDATIONS 155 Figure 5-4: SRTS Recommendations: Ocean View Elementary School Page 335 of 475 156 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

FAIRGROVE ELEMENTARY SCHOOL
Fairgrove Elementary School is located just outside the western city limit, however, a significant number of students reside in Arroyo Grande.

Between 2012 and 2022, there were five pedestrian collisions and 12 bicycle collisions within a half-mile radius of Fairgrove Elementary.

Though the school is outside city limits, part of the route students take to get there is in Arroyo Grande. As a result, SRTS recommendations were developed to improve the route for students traveling from Arroyo Grande to Fairgrove Elementary. Figure 5-5 displays SRTS recommendations for the five-minute (quarter-mile) walk zone around Fairgrove Elementary School, which include installing improvements for safe pedestrian crossing, such as high-visibility crosswalk markings, an LED stop sign, and an RRFB, if warranted.

GRADE LEVELS:

K-6
NUMBER OF STUDENTS:
386

STUDENTS QUALIFYING FOR
FREE OR REDUCED MEALS:

62.7%
BICYCLE AND PEDESTRIANRELATED COLLISIONS
(2012-2022):
17 Sources: National Center for Education Statistics. (2023). Search for Public Schools.; California Department of Education. (2023). 2022-23 California Longitudinal Pupil Achievement Data System (CALPADS) Fall 1; Transportation Injury Mapping System. Safe Routes to School Crash Data. (2012-2022)

CHAPTER 5: RECOMMENDATIONS 157 Figure 5-5: SRTS Recommendations: Fairgrove Elementary SchoolPage 337 of 475 158 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

PAULDING MIDDLE SCHOOL
Paulding Middle School is located in the northeastern part of Arroyo Grande. Between 2012 to 2022, there were 12 pedestrian collisions and five bicycle collisions within a half-mile radius of Paulding Middle.

Figure 5-6 displays SRTS recommendations for the five-minute (quartermile) walk zone around Paulding Middle School, including Class III bicycle routes, Class II bicycle lanes, Class IV separated bikeways/ Class IIB buffered bicycle lanes*, and Class I multi-use paths. Figure 5-6 also shows recommendations for installing curb ramps and highvisibility crosswalk markings where missing; retrofitting existing curb ramps to have truncated domes; installing an LED stop sign and speed feedback sign; and considering improvements for safe pedestrian crossing, such as an RRFB and PHB, if warranted. Additionally, a future traffic study is recommended to explore options for improving multimodal safety at the Huasna Road/Corbett Canyon Road intersection.

GRADE LEVELS:
7-8
NUMBER OF STUDENTS:
536

STUDENTS QUALIFYING FOR
FREE OR REDUCED MEALS:

46.6%
BICYCLE AND PEDESTRIANRELATED COLLISIONS
(2012-2022):
17 Sources: National Center for Education Statistics. (2023). Search for Public Schools.; California Department of Education. (2023). 2022-23 California Longitudinal Pupil Achievement Data System (CALPADS) Fall 1; Transportation Injury Mapping System. Safe Routes to School Crash Data. (2012-2022) *Determination of whether a Class IV or Class IIB bicycle facility is installed will be based on considerations for cost, maintenance, and availability of adequate right-of-way to install the improvements.

CHAPTER 5: RECOMMENDATIONS 159 Figure 5-6: SRTS Recommendations: Paulding Middle School Page 339 of 475 160 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

ARROYO GRANDE HIGH SCHOOL
Arroyo Grande High School is located in the central-eastern part of Arroyo Grande. Between 2012 to 2022, there was one pedestrian collision and four bicycle collisions within a half-mile radius of Arroyo Grande High. Figure 5-7 displays SRTS recommendations for the fiveminute (quarter-mile) walk zone around Arroyo Grande High School, including Class III bicycle routes, Class IV separated bikeways/Class IIB buffered bicycle lanes*, and Class I multi-use paths. Figure 5-7 also shows recommendations for installing curb ramps and high-visibility crosswalk markings where missing; retrofitting existing curb ramps to have truncated domes; and installing a new LED stop sign and speed feedback sign. Additionally, a traffic study is recommended to explore options for improving multi-modal safety between Orchard Street and Traffic Way.

In addition to the infrastructure recommendations shown in Figure 5-7, bicycle and pedestrian infrastructure improvements are needed along Valley Road leading to Arroyo Grande High School from outside of the southern city limit. While outside of city limits, some students travel from the Arroyo Grande Mesa to Arroyo Grande High School and lack safe active transportation facilities. As a result, this ATP recommends that the City:
» Explore opportunities to partner with the County to improve bicycle and pedestrian infrastructure for people traveling to Arroyo Grande High School from outside of the southern city limit.
» Explore opportunities to partner with the County to reconfigure the existing S-curve along Valley Road to reduce vehicular speeding and improve safety and visibility for bicyclists. In the interim, advocate for the implementation of traffic calming measures.

GRADE LEVELS:
9-12
NUMBER OF STUDENTS:
1,991

STUDENTS QUALIFYING FOR
FREE OR REDUCED MEALS:

47.5%
BICYCLE AND PEDESTRIANRELATED COLLISIONS
(2012-2022):
5 Sources: National Center for Education Statistics. (2023). Search for Public Schools.; California Department of Education. (2023). 2022-23 California Longitudinal Pupil Achievement Data System (CALPADS) Fall 1; Transportation Injury Mapping System. Safe Routes to School Crash Data. (2012-2022) *Determination of whether a Class IV or Class IIB bicycle facility is installed will be based on considerations for cost, maintenance, and availability of adequate right-of-way to install the improvements.

CHAPTER 5: RECOMMENDATIONS 161 Figure 5-7: SRTS Recommendations: Arroyo Grande High School Page 341 of 475 162 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

FUTURE TRAFFIC STUDIES
In addition to the proposed bicycle, pedestrian, ADA, and SRTS improvements, there are several key areas in need of future traffic studies due to their importance and complexity. The following intersections (shown in Figure 5-8) will require individual traffic studies to identify solutions that will facilitate safe multi-modal transportation:
» Brisco Road/U.S. 101 Undercrossing: Partner with Caltrans to identify options for improving bicycle and pedestrian safety. » Coach Road from Huasna Road to Branch Mill Road: Evaluate the feasibility of using existing City-owned right-of-way along Coach Road to establish a new public road and creek crossing. This new road has the potential to provide an alternative route to the Village and improve multi-modal connectivity to local destinations. » Corbett Canyon Road/Huasna Road: Determine if a roundabout or other traffic control device is warranted.
» East Grand Avenue/U.S. 101 Overcrossing: Partner with Caltrans to determine if a road diet or other multi-modal improvements are warranted.
» Fair Oaks Avenue/U.S. 101 Overcrossing/Traffic Way: Partner with Caltrans to identify options for improving bicycle and pedestrian safety.
» West Branch Street/Traffic Way Intersection: Determine if a roundabout or other traffic control device is warranted.

Fair Oaks Avenue and Traffic Way Intersection
NOTE: FUTURE COORDINATION WITH CALTRANS IS NEEDED
The City will need to collaborate with a Caltrans project development team for all proposed traffic studies within the Caltrans right-of-way, including the Fair Oaks Avenue overcrossing, East Grand Avenue overcrossing, and Brisco Road undercrossing.

CHAPTER 5: RECOMMENDATIONS 163 Figure 5-8: Future Traffic Study Areas Page 343 of 475 164 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

PRIORITY PROJECTS
Three planning-level conceptual drawings were developed for priority projects to streamline future funding pursuits and project implementation. The three corridors shown in Figure 5-9 and Table 5-4 were selected for several reasons, including their role in providing connections to schools, parks, and commercial destinations; their need for safety improvements; their importance to the community; and more.

Conceptual drawings include proposed bicycle facilities, pedestrian and ADA enhancements, and traffic calming measures to facilitate safe and comfortable active transportation along key corridors. The following section summarizes the infrastructure recommendations proposed for three priority projects. The planning-level conceptual drawings are provided in Appendix D.

STREET

BETWEEN LENGTH

FROM TO (MILES)
E. Grand Avenue Oak Park Boulevard Branch Street 1.68
Elm Street Linda Drive City Limit 1.05
Fair Oaks Avenue Elm Street Traffic Way 1.59
Table 5-4: Priority Projects
East Grand Avenue
Elm Street
Fair Oaks Avenue
NOTE: FUTURE COORDINATION WITH CALTRANS IS NEEDED
The City will need to collaborate with a Caltrans project development team for all proposed projects within the Caltrans rightof-way, including along the Fair Oaks Avenue overcrossing and East Grand Avenue overcrossing. Any proposed improvements on the State Highway System are conceptual and will require a safety, operational, and/or warrant analysis prior to any Caltrans approval.

CHAPTER 5: RECOMMENDATIONS 165 Figure 5-9: Priority Projects Page 345 of 475 166 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
PRIORITY PROJECT 1: E. GRAND AVENUE
START:

END:

LENGTH:

AT A GLANCE:

RECOMMENDATIONS
Proposed Bicycle Facilities:
» Class IV separated bikeways/Class IIB buffered bicycle lanes are recommended throughout the corridor.* In areas where Class IV separated bikeways cannot be accommodated, such as along driveways, Class IIB buffered bicycle lanes are recommended. » Green conflict striping is proposed across intersections to alert drivers that bicyclists may be crossing and encourage slower vehicular speeds during merge conditions.

Proposed Pedestrian Facilities:
» Where missing:
» Install high-visibility crosswalks
» Retrofit existing curb ramps without detectable warnings to have truncated domes
» Install new curb ramps with truncated domes
» Implement traffic signal and timing improvements consistent with the City’s Systemic Safety Analysis Report (SSAR).
» Consider pedestrian crossing improvements to enhance visibility, safety, and comfort at Juniper Street and Alder Street. » Consider a new pedestrian crossing and other improvements at Bell Street consistent with SSAR.
» Consider implementing a protected intersection at the East Grand Avenue/Elm Street intersection.

Other Recommendations:
» Partner with Caltrans to conduct a traffic study at the U.S. 101 overcrossing to determine if a road diet and/or other multi-modal improvements are warranted to improve bicyclist and pedestrian safety.
» Consider removing or restricting street parking in some segments (where necessary and not heavily utilized) to accommodate bicycle facilities. See Appendix D for proposed removal.

Oak Park Boulevard
Branch Street

1.68 miles

EXISTING CONDITIONS
East Grand Avenue is a 4-lane arterial that runs east to west with a posted speed limit of 35 mph. East Grand Avenue passes over U.S. 101, connects Arroyo Grande to Grover Beach, and contains a variety of retail, restaurant, office, service, and entertainment uses. The corridor has ten bus stops, two vehicle travel lanes per direction, a center turn lane, and is controlled by five signalized intersections. Onstreet parallel parking is permitted intermittently throughout the corridors with parking prohibited in many areas. Class II bicycle lanes exist along portions of the corridor with gaps near Brisco Road and east of Halcyon Road. Nine pedestrian and 21 bicyclist collisions were reported on the corridor between 2012 and 2022. 0 SCHOOLS
9 PEDESTRIAN

COLLISIONS
0 PARKS
21 BICYCLIST

COLLISIONS
*Determination of whether a Class IV or Class IIB bicycle facility is installed will be based on considerations for cost, maintenance, and availability of adequate right-of-way to install the improvements.

CHAPTER 5: RECOMMENDATIONS 167
» Consider collaborating with SLO RTA to move bus stops where additional curb space is available. See Appendix D for proposed relocation. » New curb cuts for driveways along East Grand Avenue should not be installed where vehicular access is provided from side streets or existing driveways. Where possible, driveways should be eliminated and replaced by City standard curb, gutter, and sidewalk.

Proposed Bicycle Facility
Class I Multi-use Path
Class II Bicycle Lane
Class III Bicycle Route
Class IV Separated Bikeway/
Class IIB Buffered Bicycle Lane*
Existing Bicycle Facility
Class I Multi-use Path
Class II Bicycle Lane
Class III Bicycle Route
Proposed Pedestrian and ADA Enhancement
Install Curb Ramp
Install Truncated Domes
Install High-Visibility Crosswalk
Infill Sidewalk Gap
Install Curb Extensions
Install PHB or RRFB
Install LED Stop Sign
Install Speed Feedback Sign
Other
Traffic Study Needed
East Grand Avenue (Oak Park Boulevard to Elm Street)
E. GRAND AVE.

OAK PARK BLVD.COURTLAND ST.JUNIPER ST.

ELM ST.

Consider pedestrian crossing
improvements to enhance
visibility, safety, and comfort.

Modify traffic signal and timing (reflective backplates, push buttons, leading pedestrian intervals, clearance values, etc.).

Consider protected intersection at Elm Street.

Widening and median reconstruction required.

Consider removing
street parking to
accommodate
bicycle facilities. See
Appendix D.

Consider removing
right turn lane
to accommodate
bicycle facilities. Consider restricting
northbound left turn
and replacing with a
pedestrian refuge island.

Notes:
» The Circulation Element identified East Grand Avenue from Oak Park Boulevard to El Camino Real as a future Streetscape Project and study area.
» The Circulation Element identified the East Grand Avenue/El Camino Real intersection as a location for a new traffic signal or roundabout.

168 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
East Grand Avenue (Halcyon Road to Branch Street)
ALPINE ST.

EL CAMINO REAL
BELL ST.OAK ST.

W. BRANCH ST.

E. GRAND AVE. U.S. 101
RENA ST.

Proposed Bicycle Facility
Class I Multi-use Path
Class II Bicycle Lane
Class III Bicycle Route
Class IV Separated Bikeway/
Class IIB Buffered Bicycle Lane*
Existing Bicycle Facility
Class I Multi-use Path
Class II Bicycle Lane
Class III Bicycle Route
Proposed Pedestrian and ADA Enhancement
Install Curb Ramp
Install Truncated Domes
Install High-Visibility Crosswalk
Infill Sidewalk Gap
Install Curb Extensions
Install PHB or RRFB
Install LED Stop Sign
Install Speed Feedback Sign
Other
Traffic Study Needed
East Grand Avenue (Elm Street to Halcyon Road)
E. GRAND AVE.

HALCYON RD.

Consider pedestrian crossing
improvements to enhance visibility,
safety, and comfort. Consider removing
right turn lane
to accommodate
bicycle facilities.

Consider
removing
eastbound
right turn
lane to
accommodate
bicycle
facilities.

Consider pedestrian
crossing and improvements
at Bell Street consistent
with SSAR.

Construct signal or roundabout
at East Grand Avenue/El Camino
Real consistent with Circulation
Element.

In coordination with the El Camino Real
intersection improvements, restrict left turns
from Rena Street to Oak Street with median
to accomodate Class IIB buffered bicycle lanes
or Class IV separated bikeways. Alternatively,
consider road diet from Rena Street to Oak Street.

Modify traffic signal and timing
(reflective backplates, push
buttons, clearance values, etc.).

CHAPTER 5: RECOMMENDATIONS 169
PRIORITY PROJECT 2: ELM STREET
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END:

LENGTH:

AT A GLANCE:

EXISTING CONDITIONS:

Elm Street runs north to south with posted speed limits between 25 and 35 mph. The corridor is classified as a local street (north of E.

Grand Avenue), a 4-lane arterial (from E. Grand Avenue to Ash Street), and a 2-lane arterial (from Ash Street to the city limit). Land uses along Elm Street include single and multi-family residential, mixed-use, and community facilities. Key destinations along this corridor include Soto Park, Elm Street Dog Park, and Ocean View Elementary School. Elm Street ranges from one or two vehicle lanes per direction with a center turn lane provided between Ash Street and Farroll Avenue. Elm Street is controlled by one signalized intersection and four stop-controlled intersections. On-street parallel parking is permitted along most of the corridor. The corridor has Class IIB buffered bicycle lanes from Ash Street to Farroll Avenue and six bus stops. Four pedestrian and three bicyclist collisions were reported on this segment between 2012 and 2022.
1 SCHOOL
4 PEDESTRIAN

COLLISIONS
2 PARKS
3 BICYCLIST

COLLISIONS
Linda Drive
Branch Street

1.05 miles
RECOMMENDATIONS:

Proposed Bicycle Facilities:
» A Class III bicycle route is recommended between Linda Drive and East Grand Avenue. Class IIB buffered bicycle lanes are recommended from East Grand Avenue to Ash Street and from Farroll Avenue to the southern city limit.
» Green conflict striping is proposed across intersections to alert drivers that bicyclists may be crossing and encourage slower vehicular speeds during merge conditions.

Proposed Pedestrian Facilities:
» Where missing:
» Install high-visibility crosswalks
» Retrofit existing curb ramps without detectable warnings to have truncated domes.
» Install new curb ramps with truncated domes
» Infill sidewalk gaps near Sunset Drive and Lancaster Drive. » Install curb extensions where Elm Street intersects with Ash Street and Farroll Avenue.
» Consider redesigning Elm Street/The Pike intersection to improve safety and comfort. Redesign may include removal of right-turn slip lane and the addition of signage, green striping, and high-visibility crosswalks.
» Implement traffic signal and timing improvements consistent with the City’s SSAR at the Elm Street/East Grand Avenue intersection. » Consider a protected intersection at the East Grand Avenue/Elm Street intersection.

170 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
Elm Street (Linda Drive to Poplar Street)
Elm Street (Poplar Street to Fair Oaks Avenue)
ELM ST.

LINDA DR.

ELM ST. ELM ST. BRIGHTON AVE.

E. GRAND AVE.

SUNSET DR.

POPLAR ST.

MAPLE ST.ASH ST.

FAIR OAKS AVE.

ASPEN ST.

ASPEN ST.

ELM ST.

Proposed Bicycle Facility
Class I Multi-use Path
Class II Bicycle Lane
Class III Bicycle Route
Class IV Separated Bikeway/
Class IIB Buffered Bicycle Lane*
Existing Bicycle Facility
Class I Multi-use Path
Class II Bicycle Lane
Class III Bicycle Route
Proposed Pedestrian and ADA Enhancement
Install Curb Ramp
Install Truncated Domes
Install High-Visibility Crosswalk
Infill Sidewalk Gap
Install Curb Extensions
Install PHB or RRFB
Install LED Stop Sign
Install Speed Feedback Sign
Other
Traffic Study Needed
Consider protected intersection at
Elm Street. Widening and median
reconstruction required.

Consider a road diet from Grand Avenue
to Ash Street to increase space for
bicycle and pedestrian facilities while
maintaining on-street parking.

Consider a road diet from Grand Avenue
to Ash Street to increase space for
bicycle and pedestrian facilities while
maintaining on-street parking.

Modify traffic signal and timing
(reflective backplates, push
buttons, leading pedestrian
intervals, clearance values, etc.).

CHAPTER 5: RECOMMENDATIONS 171
Elm Street (Fair Oaks Avenue to The Pike)
Elm Street (The Pike to City Limit)
ELM ST.

ELM ST.

FARROLL AVE.

THE PIKE
BRITTANY DR.

CAROL PL. LA VISTA CT. PACIFIC POINTE WAY
PAUL PL.BASIN ST.

LANCASTER DR.

Opportunity to redesign intersection to
improve safety and comfort. Redesign may
include removal of right-turn slip lane and
the addition of signage, green striping, and
high-visibility crosswalks.

Proposed Bicycle Facility
Class I Multi-use Path
Class II Bicycle Lane
Class III Bicycle Route
Class IV Separated Bikeway/
Class IIB Buffered Bicycle Lane*
Existing Bicycle Facility
Class I Multi-use Path
Class II Bicycle Lane
Class III Bicycle Route
Proposed Pedestrian and ADA Enhancement
Install Curb Ramp
Install Truncated Domes
Install High-Visibility Crosswalk
Infill Sidewalk Gap
Install Curb Extensions
Install PHB or RRFB
Install LED Stop Sign
Install Speed Feedback Sign
Other
Traffic Study Needed
Consider a road diet from Farroll
Avenue to The Pike increase
space for bicycle and pedestrian
facilities while maintaining onstreet parking.

172 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
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LENGTH:

AT A GLANCE:

PRIORITY PROJECT 3: FAIR OAKS AVENUE RECOMMENDATIONS:

Proposed Bicycle Facilities:
» Class IV separated bikeways/Class IIB buffered bicycle lanes are recommended from Woodland Drive to Traffic Way.* In areas where Class IV separated bikeways cannot be accommodated, such as along driveways, Class IIB buffered bicycle lanes are recommended. » Green conflict striping is proposed across intersections to alert drivers that bicyclists may be crossing and encourage slower vehicular speeds during merge conditions.

Proposed Pedestrian Facilities:
» Where missing:
» Install high-visibility crosswalks.
» Retrofit existing curb ramps without detectable warnings to have truncated domes.
» Install new curb ramps with truncated domes.
» Infill sidewalk gaps between Woodland Drive and Station Way. » Consider installing a safe pedestrian crossing at Woodland Drive. » Install curb extensions at Valley Road and consider a roundabout or protected intersection.
» Install curb extensions and LED stop signs at Orchard Street. » Install a speed feedback sign to alert drivers heading eastbound toward Arroyo Grande High School.

Other Recommendations:
» Conduct a traffic study between Valley Road and Traffic Way to explore options for improving bicycle and pedestrian safety.

Notes:
» A roundabout will be installed at Halcyon Road as part of the Halcyon Complete Streets Project. » The Circulation Element identified Fair Oaks Avenue (from Woodland Drive and Traffic Way) as a future Complete Streets Project. » Active transportation improvements may change pending future development plans, road modifications, intersection improvements at Fair Oaks Avenue and SB U.S. 101 off-ramp, and/or traffic studies. 2 SCHOOLS
3 PEDESTRIAN

COLLISIONS
2 PARKS
8 BICYCLIST

COLLISIONS
Elm Street
Traffic Way

1.59 miles
EXISTING CONDITIONS:

Fair Oaks Avenue runs east to west with posted speed limits between 30 and 40 mph. The corridor is classified as a 2-lane arterial (from Elm Street to Woodland Drive) and a 4-lane arterial (from Woodland Drive to Traffic Way). Land uses along Fair Oaks Avenue include single and multi-family residential, professional offices, agriculture, mixeduse, and community facilities. Key destinations on this corridor include Soto Park, Elm Street Dog Park, Harloe Elementary School, Arroyo Grande High School, and the Arroyo Grande Community Hospital. Fair Oaks Avenue ranges from one or two vehicle lanes per direction with a center turn lane provided between Halcyon Road and Woodland Drive. The corridor is controlled by four signalized intersections and four stop-controlled intersections. On-street parallel parking is permitted intermittently throughout the corridor. Fair Oaks Avenue contains four bus stops and Class II bicycle lanes. Three pedestrian and eight bicyclist collisions were reported between 2012 and 2022. *Determination of whether a Class IV or Class IIB bicycle facility is installed will be based on considerations for cost, maintenance, and availability of adequate right-ofway to install the improvements. Page 352 of 475 CHAPTER 5: RECOMMENDATIONS 173
Fair Oaks Avenue (Elm Street to Alder Street)
Fair Oaks Avenue (Alder Street to Arroyo Grande Creek)
FAIR OAKS AVE.

FAIR OAKS AVE.

ELM ST.WALNUT ST.ALDER ST.

PECAN ST.BEECH ST.

HALCYON RD.

WOODLAND DR.

ARROYO GRANDE CREEK
TODD LN.

Planned Roundabout
(Halcyon Complete Streets Project)
Proposed Bicycle Facility
Class I Multi-use Path
Class II Bicycle Lane
Class III Bicycle Route
Class IV Separated Bikeway/
Class IIB Buffered Bicycle Lane*
Existing Bicycle Facility
Class I Multi-use Path
Class II Bicycle Lane
Class III Bicycle Route
Proposed Pedestrian and ADA Enhancement
Install Curb Ramp
Install Truncated Domes
Install High-Visibility Crosswalk
Infill Sidewalk Gap
Install Curb Extensions
Install PHB or RRFB
Install LED Stop Sign
Install Speed Feedback Sign
Other
Traffic Study Needed

174 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
Fair Oaks Avenue (Arroyo Grande Creek to Valley Road)
Fair Oaks Avenue (Valley Road to Traffic Way)
FAIR OAKS AVE.

VALLEY RD.

CALIFORNIA ST.TRAFFIC WAY

STATION WAY
E. CHERRY AVE.

FAIR OAKS AVE.

ORCHARD ST.

Consider a road diet from
Woodland Drive to Valley Road
to increase space for bicycle
and pedestrian facilities while
maintaining on-street parking.

Note: The City is
exploring intersection
improvements at the
entrance of the school
parking lot.

Proposed Bicycle Facility
Class I Multi-use Path
Class II Bicycle Lane
Class III Bicycle Route
Class IV Separated Bikeway/
Class IIB Buffered Bicycle Lane*
Existing Bicycle Facility
Class I Multi-use Path
Class II Bicycle Lane
Class III Bicycle Route
Proposed Pedestrian and ADA Enhancement
Install Curb Ramp
Install Truncated Domes
Install High-Visibility Crosswalk
Infill Sidewalk Gap
Install Curb Extensions
Install PHB or RRFB
Install LED Stop Sign
Install Speed Feedback Sign
Other
Traffic Study Needed
Consider a protected
intersection or a
roundabout.

Future development along Fair Oaks Avenue should integrate active transportation facilities, including safe bicycle and pedestrian connections to Arroyo Grande High School.

Coordinate improvements
along Fair Oaks Avenue with
any future modifications to
the U.S. 101 off-ramp.

Photo Source: Namu Williams CHAPTER 5: RECOMMENDATIONS 175

176 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN

PROGRAM

RECOMMENDATIONS
While infrastructure projects represent the most visible and perhaps most tangible evidence of a walkable and bikeable city, they are brought to life by programs and events that encourage people to use them. The proposed infrastructure improvements outlined at the beginning of this chapter provide the foundation for a safe and convenient active transportation system. However, encouraging proper and widespread use of these facilities requires extra efforts in the way of programs, design elements, education, and more. Bicycle and pedestrian infrastructure projects are increasingly paired with encouragement and education programs to generate community excitement and promote walking and bicycling as attractive travel options.

The following programs are organized as a menu of recommendations for the City to consider throughout the implementation of this ATP.

The programmatic recommendations are organized by the “Six E’s” of transportation planning developed by the Safe Routes Partnership:

Encouragement, Education, Equity, Enforcement, Engineering, and Evaluation.

Photo Source: SLOCOG

COLLABORATION IS KEY
Creating a walkable and bikeable Arroyo Grande will require an all-hands-on-deck approach that leverages partnerships with local organizations, agencies, and businesses, such as:
» Arroyo Grande Police
Department
» Bike SLO County
» Caltrans, District 5
» City of Grover Beach
» City of Pismo Beach
» County of San Luis Obispo
» Lucia Mar School District
» SLOCOG
» SLO RTA
» SoCo Transit
» South County Chamber of
Commerce
...and more!

CHAPTER 5: RECOMMENDATIONS 177

ENCOURAGEMENT
Vehicle usage can be decreased in part by actively encouraging residents and visitors to walk, ride a bicycle, and take transit for a variety of trips and purposes. Encouragement is all about making walking, bicycling, and transit more fun, healthy, and easy to do. To achieve this, the City, along with local partners, can organize activities and events that promote active transportation.

Participate in National Bike Month
Participate in National Bike Month by hosting a community activity, such as a Bike Breakfast, Bike to Work Day, Bike Fridays, etc. During May, cities across the country organize events and campaigns to educate people about bicycling and to encourage them to ride a bicycle more to their destinations.

Host Guided Walks, Hikes, and Bike Rides
Host guided walks, hikes, and bicycle rides to encourage trail, pedestrian, and bicycle facility usage in a safe and welcoming setting (e.g., Bike SLO County’s ‘Kidical Mass’ event). Events can be promoted as tours to local destinations, such as parks, trailheads, or the Village.

Events should include helpful tips about road safety and trail use and can be geared towards certain age groups (e.g., family-friendly, seniors, etc.) or skill levels.

Hold a Ride and Walk of Lights
Hold a winter evening family-friendly walk and bike ride where participants use battery lights and/or bike lights to be more visible.

Host Walking Tours
Host family-friendly themed walks where participants have the opportunity to explore key locations including historical buildings, parks, murals, and businesses.

Host Food-Focused Bike Rides
Host food-focused bike ride events where participants get together to enjoy food and patron local businesses while cruising through the city’s streets. These events are an innovative way to bridge bike riding with community building.

Continue to Host 5K Running/
Walking Events
Continue to host free five-kilometer running and walking events, such as the Turkey Trot
Fun Run. These events are an
excellent way to encourage
people to explore their city on
foot. Post-race refreshments and
healthy snacks can be provided to
participants.

Host Open Streets Events
Host an Open Streets Event by temporarily
closing a street to motorists and opening it for
active transportation. Open Streets Events allow for
the reclamation of public space for community gathering, play, and movement. Open Streets Events encourages physical activity, increases local business, and has a positive social impact on the community.

These events can include live music, public art installations, outdoor games, food vendors, exercise classes, bicycle repair stations, etc.

Promote Walk and Bike to School Days
Partner with the Lucia Mar Unified School District and SLOCOG/ Rideshare to promote a ‘Walk to School Day’ and a ‘Bike to School Day’ that gives students and families the opportunity to socialize, start the day off with enthusiasm, and build connections with other members of the community. Fairgrove Elementary and Harloe Elementary both participated in 2024.

Encourage Schools to Create a ‘Bike Bus’
Encourage local schools to create a ‘Bike Bus’ to facilitate fun and safe bicycling to school. Bike buses are led by a “bus driver”—an adult on a bike— who guides a slowly moving group of bicyclists along a predefined route to school. Kids and their families can join the group as they pass by on their way to school.

178 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
Create a Public Map of Bicycle
Facilities and Trails
Develop a public-facing map of bicycle facilities and trails to help community members plan active transportation routes throughout the city.

Run Creative Campaigns and
Challenges
Continue to run interactive campaigns and
challenges to encourage walking, bicycling,
and public transit in Arroyo Grande.

Encourage Bike-friendly Businesses
Encourage local businesses, such as coffee shops, restaurants, stores, and hotels, to become bike-friendly businesses to encourage people to ride and support the local economy. Bike-friendly elements include but are not limited to bicycle parking or storage, bicycle maps or information, bicycle repair or fix-it stations, and air pumps. Incentivize local businesses to provide discounts to patrons who arrive at their business by walking or bicycling.

Coordinate with SLO RTA and SoCo Transit to Improve FirstLast Mile Mobility Coordinate with SLO RTA and SoCo Transit to improve active transportation facilities along bus routes to help address the first-last mile problem (i.e., the distance between a bus stop and the final destination) that often deters people from taking public transit. Examples of improvements include installing safe and comfortable bicycle facilities connecting bus stops to common destinations and other improvements to the built environment, such as landscaping, pedestrian-scale lighting, shade trees, and access to parks and recreation amenities.

Where feasible, improve bus stop conditions such as adding bus shelters, lighting, and seating.

EDUCATION
Pedestrian and bicyclist safety can be improved through public education campaigns and workshops. These education campaigns can help teach motorists, pedestrians, and bicyclists how to share the road safely. Educational programs can be incorporated into regularly scheduled programs, such as the City’s Recreation Services programs, hosted as stand-alone events, or held as a multi-part series. The City is encouraged to partner with local agencies and organizations, such as Bike SLO County and SLOCOG, on public education programs.

Promote Motorist-targeted Messaging
Explore areas to install educational signage (temporary or permanent) to inform motorists of pedestrian and bicycling safety. Such messaging should encourage drivers to be more cognizant when sharing the road with bicyclists.

Launch a Bicycle and Pedestrian Safety Education Campaign Conduct an ongoing pedestrian and bicycle safety education campaign to increase community-wide awareness and knowledge of how to safely share the road with users of different transportation modes.

A campaign may include tabling at community events, hosting educational workshops, posting educational messaging on social media, installing informational signage, and more.

Provide Family Bicycling Education
Provide family-friendly interactive training and infrastructure tours to increase the confidence of pedestrians and bicyclists. Participants can receive free helmets and bike lights and are taught about the bicycle rules of the road, and how to be visible and predictable when riding.

Host Bicycle and Pedestrian Safety Workshops
Collaborate with Bike SLO County to host workshops that teach habits, skills, and tips for walking, hiking, and bicycling safely and comfortably. Workshops can cover lessons on street signs and infrastructure; rules and responsibilities of the road; “on-bike” maneuvers; and more.

Giveaways, such as free helmets, bicycle lights, or reflective gear, should be provided to support safe walking and bicycling.

Photo Source: Bike SLO County

CHAPTER 5: RECOMMENDATIONS 179
Host Bicycle Maintenance Workshops
Collaborate with Bike SLO County to host bicycle maintenance and ride workshops to teach riders how to fix and ride a bicycle as well as how to navigate the rules of the road. Workshops can be geared to- ward youth and/or adults. These workshops can offer giveaway items, such as a bicycle, helmet, lights, or repair tools.

Host Safety Assemblies and On-Bike Education at Schools Encourage the Lucia Mar School District to collaborate with Bike SLO County to provide on-bike education programs for fourth and fifth grade students during physical education and to host safety assem- blies that teach students foundational safety information, including the rules of the road and how to safely walk and ride a bicycle.

Host Pedestrian and Bike Traffic Safety Fairs
Collaborate with Bike SLO County to host an obstacle course to teach pedestrians and bicyclists how to identify different street signs and how to use street infrastructure to increase safety. Youth and children navigate the obstacle course to win free helmets and lights.

EQUITY
The ATP seeks to address and remove barriers to the safe and easy use of pedestrian, bicycle, and public transit facilities for recreation and transportation. Projects should be prioritized in the areas with the greatest need for multi-modal transportation solutions or recreational resources. In addition to constructing projects in underserved areas, it is important to integrate universal and accessible design features into new projects, to the greatest extent possible. Efforts to advance eq- uitable access to high-quality, well-maintained, and enjoyable pedes- trian, bicycle, and public transit facilities are essential to a successful multi-modal transportation system.

Consider the Transportation Needs of Traditionally Under- served Populations
Recognize the importance of addressing the barriers that prevent trips from being safe, especially for the youth, elderly, disabled, and low- er-income populations who cannot afford, operate, or choose to forgo vehicle ownership.

180 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
Prioritize Projects in Underserved Areas
Implement improvements in areas that are disproportionately affected by health and safety burdens, acknowledging that policies and designs that improve conditions for vulnerable groups can benefit everyone in the community.

Encourage Public Involvement
Continue to engage community members throughout ATP implementation and monitoring.

Distribute Walking, Hiking, and Bicycling Equipment
Secure funding to distribute free equipment to support safe and easy walking, hiking, and bicycling in Arroyo Grande. Equipment can include free bicycles, helmets, lights, first aid kits, etc.

ENFORCEMENT
Pedestrian and bicycle-related collisions are often a result of road user error, such as a vehicle, pedestrian, or bicycle failing to follow the rules of the road. While education is an essential first step towards improving collective understanding and awareness of how to properly share the road and interact with new active transportation infrastructure, enforcement can help reinforce the importance of pedestrian and bicycle safety. City staff can collaborate with the Police Department to ensure officers receive training on pedestrian and bicycle issues and solutions, as well as best practices for enforcement.

Collaborate with Law Enforcement to Promote Pedestrian and Bicycle Safety
Partner with law enforcement to promote pedestrian and bicycle safety. Collaboration may include targeted enforcement to educate drivers, bicyclists, and pedestrians about applicable traffic laws and the need to share the road. This effort may include developing a brochure or tip card explaining each road user’s rights and responsibilities and selecting a designated law enforcement liaison to address pedestrian and bicycle safety issues and concerns.

Launch a “Share the Road” Campaign
Educate motorists on how to share the road with non-motorists and new bicycle and pedestrian or traffic calming infrastructure.

Hold Speed Enforcement Campaigns
Place speed feedback trailers at specific locations where pedestrians and bicyclists are frequently present. Speed feedback trailers help to reduce speeding by warning motorists of their current speed and instructing them to slow down if they are going above the speed limit.

Establish a Process for Schools to Report Safety Issues Establish a communication process that encourages students and parents to notify the school and law enforcement of the occurrence of a crash or near-miss during school commute trips involving auto, bus, pedestrian, or bicycle transportation.

Photo Source: SLOCOG

CHAPTER 5: RECOMMENDATIONS 181

ENGINEERING
A variety of engineering tools can be used to make sure that the roadways in Arroyo Grande are designed to keep bicyclists and pedestrians safe at all times while maintaining efficient travel throughout the city. Some of these tools include street design techniques that are meant to reduce traffic congestion, decrease vehicular speeds, and enhance pedestrian and bicycle safety and comfort. Some examples of engineering and traffic enhancements that provide a safer environment for pedestrians and bicyclists include:
» Traffic control signs
» Curb and high visibility pavement markings
» Signal timing
» Parking controls
» Traffic safety monitoring
Implement Quick-Build Demonstration Projects
Design and install quick-build active transportation infrastructure using temporary materials to test a new facility type in the community.

Quick-build projects can be used to educate residents about potential bicycle, pedestrian, and traffic calming facilities and collect community input before construction. Quick-build projects may include but are not limited to curb extensions, sidewalks, midblock crossings, Class IV separated bikeways, and parklets. For example, the City may choose to pilot Class IV separated bikeways along East Grand Avenue as a quick-build project before investing in more permanent construction.

Many grant programs provide funding specifically for quick-build demonstration projects, such as the Road to Zero Community Traffic Safety Grant Program, the Clean Mobility Options Grant Program, and the Community Spark Grant Program. The City is encouraged to pursue and leverage grant funding opportunities for quick-build projects in Arroyo Grande.

EVALUATION
Regular evaluation is necessary to monitor, maintain, and improve active transportation facilities in Arroyo Grande. Additionally, sharing and addressing evaluation findings with the public can help promote transparency and accountability for the City. The following examples include ways the City can evaluate programs and infrastructure.

Establish an Active Transportation Advisory Committee
Consider creating an Active Transportation Advisory Committee to provide oversight for the ongoing implementation of this ATP and planning and promoting active transportation. Many municipalities have developed similar advisory committees to address issues and opportunities related to walking, bicycling, and transit. This group can support City staff collaboration with residents and community partners to address issues and monitor ATP implementation.

Conduct Bicycle and Pedestrian Counts
Conduct regular bicyclist and pedestrian counts throughout Arroyo Grande to determine baseline mode share and subsequent changes in travel behavior as the ATP is implemented. Conducting counts would allow the City to understand active transportation trends throughout Arroyo Grande and identify where walking and bicycling are most frequent. In particular, conducting counts before and after constructing active transportation projects is essential to monitoring the impact of new improvements on travel patterns and behaviors.

Additionally, bicycle and pedestrian counts should be collected as part of any existing traffic counts. Data from counts can be used to prioritize and justify projects when funding is solicited and received.

Results should be regularly recorded for inclusion in a bicycle and pedestrian report card.

Review Collision Data
Encourage the Police Department to collect, track, and report collision data. Traffic collisions involving bicyclists and pedestrians should be regularly reviewed and analyzed to develop plans to reduce their frequency and severity. Any such plans should include Police Department involvement and should be monitored to determine their effectiveness.

182 CITY OF ARROYO GRANDE ACTIVE TRANSPORTATION PLAN
Develop a Bicycle and Pedestrian Report Card
Develop a bicycle and pedestrian report card to measure the success of the ATP implementation. The report card could be used to identify the magnitude of accomplishments in the previous year and general trends. The report card could include, but not be limited to, keeping track of system completion, travel by bicycle or on foot (counts), number of collisions, etc.

Include Active Transportation on Community Priorities Survey Enable community members to provide input on active transportation satisfaction in the City’s community priorities survey. Every two years, the City launches a community priorities survey, inviting residents, businesses, and stakeholders to share their input on the City’s upcoming two-year budget. Active transportation can be included to help the City better understand the importance of active transportation to the community and allocate resources accordingly.

Include ATP Implementation in Annual CIP Progress Report Include ATP implementation in the City’s annual CIP progress report and annual update to the Planning Commission and City Council. This annual report presents an opportunity to identify proposed projects from the ATP and report on construction progress.

Partner with Lucia Mar Unified School District
Develop a working partnership with the Lucia Mar Unified School District to evaluate bicycle and pedestrian safety around and leading to Arroyo Grande schools. Forming a strong relationship with the Lucia Mar Unified School District can help to identify and address major SRTS needs and facilitate ongoing improvements.

Monitor and Maintain Active Transportation Facility Conditions Conduct regular monitoring of pedestrian and bicycle facility conditions to identify areas in need of maintenance, litter removal, beautification, or improvement. Address safety concerns and issues along pedestrian and bicycle facilities promptly to maintain a safe and enjoyable active transportation experience for community members.

Photo Source: SLOCOG Page 362 of 475
Photo Source: Bike SLO County Page 363 of 475 CHAPTER 5: RECOMMENDATIONS 183 A
Appendix Page 364 of 475

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APPENDIX A - APPLICABLE

GUIDANCE AND LEGISLATION

PRIMARY GUIDANCE

AASHTO GUIDES FOR PEDESTRIAN AND BIKEWAY

FACILITIES
The American Association of State Highway and Transportation Officials (AASHTO) bicycle and pedestrian design guides are important national resources for planning, designing, and operating bicycle and pedestrian facilities. In particular, the Guide for the Development of Bicycle Facilities is especially useful for bike path design outside of a typical road right of way. The NACTO Urban Bikeway Design Guide and the Institute of Transportation Engineers (ITE) Designing Urban Walkable Thoroughfares Guide build upon the flexibilities provided in the AASHTO guides, which can help communities plan and design safe and convenient facilities for pedestrians and cyclists.

FHWA supports the use of these resources to further develop non-motorized transportation networks, particularly in urban areas. Moreover, in August of 2013, the FHWA issued a memo on Bicycle and Pedestrian Facility Design Flexibility issuing their support for taking a flexible approach to bicycle and pedestrian facility design. Moving away from standards and towards flexibility in design using the designer’s judgment is an important step towards contextual design, implementing the appropriate facility based on location and context.

CALIFORNIA MANUAL ON UNIFORM TRAFFIC CONTROL
DEVICES (UPDATED IN 2023)
In 2014, the California Department of Transportation (Caltrans) updated the California Manual on Uniform Traffic Control Devices (CA MUTCD) to provide uniform standards and specifications for all official traffic control devices in California. Since 2014, the CA MUTCD has been updated eight times, most recently in December 2023. The purpose of the CA MUTCD is to improve safety and mobility for all travelers by setting minimum standards and providing guidance intended to balance safety and convenience for everyone in traffic, including drivers, pedestrians, and bicyclists.

The CA MUTCD contains the basic principles that govern the design and use of traffic control devices to promote highway safety and efficiency through the orderly movement of all road users on streets, highways, bikeways, and private roads open to public travel. Multimodal policies for safer crossings, work zones, and intersections are integrated into the CA MUTCD, with improvements including:
» Crosswalks Enhancements Policy
» Temporary Traffic Control Plans
» Work Zone and Higher Fines Signs and Plaques
» Traffic Control for School Areas
Additionally, NACTO guidance was analyzed to ensure flexibility and innovation in the design and operations of streets and highways in California. Much of the guidance provided in the CA MUTCD is consistent with the NACTO Urban Bikeway Design Guide.

CALTRANS HIGHWAY DESIGN MANUAL, CHAPTER 1000:

BICYCLE TRANSPORTATION DESIGN (UPDATED IN 2020)
Chapter 1000 of the Caltrans Highway Design Manual serves as the official design standard for bikeways in California. This chapter defines a “bikeway” as a facility that is provided primarily for bicycle travel and recognizes its importance in improving bicycling safety and convenience. Chapter 1000 intends to help accommodate motor vehicle and bicycle traffic on the roadway system, or as a complement to the road system to meet the needs of bicyclists. This chapter classifies bikeway facilities into five different types that include:
» Shared Roadway (No Bikeway Designation)
» Class I Bikeway (Bike Path)
» Class II Bikeway (Bike Lane)
» Class III Bikeway (Bike Route)
» Class IV Bikeways (Separated Bikeways)

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However, Chapter 1000 states that these designations should not be construed as a hierarchy of bikeways since each bikeway type has its appropriate application. Additionally, Chapter 1000 only provides design guidance for Class I bike paths, Class III bike routes, and trails.

FHWA SEPARATED BIKE LANE PLANNING AND DESIGN
GUIDE (2015)
The Federal Highway Administration (FHWA) Separated Bike Lane Planning and Design Guide (2015) is the most recent national bike lane design guide and for many, the primary national resource for planning and designing bicycle facilities. It captures the state of practice of bicycle facility design within the street right of way. It provides a menu of design options covering typical one and two-way cycle tracks and provides detailed intersection design information covering topics such as turning movement operations, signalization, signage, and onroad markings.

FHWA BIKEWAY SELECTION GUIDE (2019)
The FHWA Bikeway Selection Guide (2019) is an important complement to the FHWA Separated Bike Lane Planning and Design Guide. It has a focus on designing for all ages and abilities. It gives the designer additional tools such as matrices, flow charts, and graphs that facilitate the design of the appropriate bikeway based both on roadway characteristics and the intended type of bicyclist.

MASSACHUSETTS DEPARTMENT OF TRANSPORTATION
(MASSDOT) SEPARATED BIKE LANE PLANNING &
DESIGN GUIDE (2015)
The Massachusetts Department of Transportation (MassDOT) Separated Bike Lane Planning & Design Guide (2015) draws on research and best practices from the United States and around the world to cover topics not covered in other manuals, such as protected intersections and cycle tracks within roundabouts. Although it is a state guide and not a national guide, the up-to-date information and the easy-to-read graphics make it an important reference guide for bicycle planners and designers.

NACTO TRANSIT STREET DESIGN GUIDE (2016)
As transit gains a more prominent role in cities, more people are using buses, streetcars, and light rail than ever before. As a result, street design is shifting to give transit the space it deserves. The National Association of City Transportation Officials (NACTO) Transit Street Design Guide (2016) provides design guidance for the development of transit facilities on streets, as well as for prioritizing transit, improving its service quality, and supporting other related goals.

The majority of design elements included in this guide are consistent with MUTCD standards, including signage, markings, and signal elements that have received interim approval. These guidelines were developed using other design guidance as a basis, along with city case studies, best practices, research and evaluation of existing designs, and professional consensus.

NACTO URBAN BIKEWAY & STREET DESIGN GUIDES
The NACTO Urban Bikeway Design Guide (2012) and Urban Street Design Guide (2013) represent the industry standard for innovative bicycle and streetscape facilities and treatments in the United States.

In 2014, Caltrans officially endorsed the NACTO Urban Street Design Guide and Urban Bikeway Design Guide as valuable toolkits for designing and constructing safe, attractive local streets. At the time, Caltrans was only the third State Department of Transportation to officially endorse the guides. It is also important to note that virtually all of the Urban Bikeway Design Guide design treatments (with two exceptions) are permitted under the Federal MUTCD.

NACTO URBAN STREET STORMWATER GUIDE (2017)
The NACTO Urban Street Stormwater Guide (2017) provides guidelines on how to create streets that are resilient to climate impacts and also provide quality public spaces with social and economic benefits. This guide focuses on green infrastructure within urban streets, including the design and engineering of stormwater management practices that support and improve mobility. It also intends to reduce the impacts of stormwater runoff and human activity on natural ecological processes.

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One of the main goals of this guide is to encourage interdepartmental partnerships around sustainable infrastructure, which includes communicating the benefits of such projects. However, this guide does not address stormwater management strategies on private property, nor does it address drainage and infiltration around controlled-access highways.

APPLICABLE LEGISLATION
Several pieces of legislation support increased bicycling and walking in the State of California. Much of the legislation addresses greenhouse gas (GHG) reduction and employs bicycling and walking as a means to achieve reduction targets. Other legislation highlights the intrinsic worth of bicycling and walking and treats the safe and convenient accommodation of bicyclists and walkers as a matter of equity.

The most relevant legislation concerning bicycle and pedestrian policy, planning, infrastructure, and programs are described in the following sections.

FEDERAL LEGISLATION
Interim Approval for Optional Use of an Intersection Bicycle Box (IA-18)
Intersection bicycle boxes are designated areas at signalized intersections that provide bicyclists with a space in which to wait in front of stopped motor vehicles during the red signal phase so that they are more visible to motorists. Since they are still considered experimental traffic control devices, the FHWA issued an Interim Approval to allow the provisional use of intersection bicycle boxes in October 2016. This Interim Approval does not create a new mandate compelling the use of intersection bicycle boxes but will allow agencies to install intersection bicycle boxes, pending official rulemaking revising the MUTCD, to facilitate more efficient operations at intersections. Interim Approval of a provisional device typically results in its inclusion in a future Notice of Proposed Amendments to revise the MUTCD. However, this Interim Approval does not guarantee the adoption of the provisional device, either in whole or in part, in any future rulemaking that revises the MUTCD.

Infrastructure Investment and Jobs Act (2021)
In November 2021, Congress passed a new transportation bill, the Infrastructure Investment and Jobs Act of 2021, also known as the Bipartisan Infrastructure Law. The law targets a wide variety of infrastructure investments aimed at reducing GHG emissions from the nation’s transportation network and increasing the resilience of transportation infrastructure to extreme weather and climate impacts. Among other things, the law allocates $1.4 billion for the Transportation Alternatives Program in FY 2022, which will support pedestrian and bicycle infrastructure, recreational trails, safe routes to school, and more. Additionally, the law provides $1 billion in FY 2022 for the new Safe Streets and Roads for All program, which will provide funding directly to local and tribal governments to make streets safer with a particular focus on those walking, biking, and rolling.

STATE LEGISLATION AND POLICIES
AB-32 California Global Warming Solutions Act (2006)
AB-32 requires California to reduce its GHG emissions to 1990 levels by 2020. AB-32 also directs the California Air Resources Board (CARB) to develop specific early actions to reduce greenhouse gases while also preparing a scoping plan to identify how best to reach the 2020 limit.

AB-43 Traffic Safety (2021)
AB-43 allows local jurisdictions to lower speed limits to make streets safer for people who walk and ride a bicycle. In particular, AB-43 gives local authorities more options for reducing speeding along high-injury streets and commercial districts.

AB-98 Planning and Zoning: logistics use: truck routes (2024) AB-98 establishes specific standards for truck routes and requires a county or city, by January 1, 2028, except as provided, to update its circulation element, as prescribed, including identifying and establishing specific travel routes for the transport of goods, materials, or freight for storage, transfer, or redistribution to safely accommodate additional truck traffic and avoid residential areas and concentrations of sensitive receptors, including schools, parks, and homes.

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AB-285 California Transportation Plan (2019)
AB-285 requires the California Transportation Plan (CTP), produced by Caltrans, to address how it will help meet state GHG emission and clean air goals. Starting in 2025, the CTP will have to forecast the potential impacts of future transportation technologies on infrastructure, access, and the overall transportation system. It will also be required to consider environmental justice in its planning for transportation and freight movement.

AB-361 Vehicles: Photographs of Bicycle Lane Parking Violations (2023) AB-361 allows local jurisdictions to install forward-facing parking control devices on city-owned parking enforcement vehicles and take photographs of parking violations in bicycle lanes. AB-361 enables local jurisdictions to review parking violations and issue citations to the registered owner of a vehicle within 15 calendar days.

AB-390 Pedestrian Crossing Signals (2017)
AB-390 authorizes a pedestrian facing a flashing “DON’T WALK” or “WAIT” or approved “Upraised hand” symbol with a “countdown” signal to proceed, so long as the pedestrian completes the crossing before the display of the steady “DON’T WALK OR WALK” or “WAIT” or approved “Upraised Hand” symbol.

AB-413 Vehicles: stopping, standing, and parking (2023) AB-413, also known as the Daylighting to Save Lives Bill, changes the California Vehicle Code to prohibit the stopping, standing, or parking of a vehicle within 20 feet of the vehicle approach side of any unmarked or marked crosswalk or 15 feet of any crosswalk where a curb extension is present. AB-413 will improve visibility for vehicles approaching crosswalks by giving them more time to see and yield to a person approaching an intersection. Prior to January 1, 2025, AB-413 jurisdictions may only issue a warning for a violation unless the violation occurs in an area marked using paint or a sign.

AB-712 Tenancy: personal micromobility devices (2023)
AB-712 prohibits landlords from prohibiting a tenant from owning personal micromobility devices or from storing and recharging up to one personal micromobility device in their dwelling unit for each person occupying the unit.

AB-773 Street Closures and Designations (2021)
AB-773 authorizes local authorities to adopt a rule or regulation to implement a slow streets program, which may include closures to vehicular traffic or through vehicular traffic of neighborhood local streets with connections to citywide bicycle networks, destinations that are within walking distance, or green space.

AB-902 Traffic Violations and Diversion Programs (2015) AB-902 allows any person of any age who commits an infraction not involving a motor vehicle to participate in a diversion program sanctioned by local law enforcement. The bill eliminates the requirement that such a program charge no fee, as well as other technical changes.

Prior law provided that a local authority may not allow a person who has committed a traffic violation under the Vehicle Code to participate in a driver awareness or education program as an alternative to the imposition of those penalties and procedures unless the program is a diversion program for a minor who commits an infraction not involving a motor vehicle and for which no fee is charged.

AB-1096 Electric Bicycles as Vehicles (2015)
AB-1096 defines an “electric bicycle” as a bicycle with fully operable pedals and an electric motor of fewer than 750 watts and creates three classes of electric bicycles. AB-1096 prohibits the operation of the most powerful Class 3 electric bicycles on specified paths, lanes, or trails unless that operation is authorized by a local ordinance. AB1096 also authorizes a local authority or governing body to prohibit, by ordinance, the operation of Class 1 or Class 2 electric bicycles on specified paths or trails. Prior law defined a “motorized bicycle” as a device that has fully operative pedals for propulsion by human power and has an electric motor that meets specified requirements.

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AB-1193 Bikeways (2014)
AB-1193 amends various code sections, all relating to bikeways in general, specifically by recognizing a fourth class of bicycle facility, cycle tracks. However, another component of AB-1193 may be even more significant to future bikeway development.

Prior law required Caltrans, in cooperation with county and city governments, to establish minimum safety design criteria for the planning and construction of bikeways, and requires the department to establish uniform specifications and symbols regarding bicycle travel and traffic-related matters. Prior law also required all city, county, regional, and other local agencies responsible for the development or operation of bikeways or roadways to utilize all of those minimum safety design criteria and uniform specifications and symbols.

AB-1193 revises these provisions to require Caltrans to establish minimum safety design criteria for each type of bikeway and also authorizes local agencies to utilize different minimum safety criteria if adopted by resolution at a public meeting.

AB-1266 Bicycle Guidance Signs Through an Intersection (2019) AB-1266 aims to make it safer for bicycle riding in California at busy intersections. The bill requires Caltrans to develop standards for lane striping, pavement markings, and appropriate regulatory signs that allow bicyclists to go straight from a right or left turn lane and to safely cross outside of the high-traffic lanes.

AB-1358 Complete Streets Act (2008)
AB-1358 requires the legislative body of a city or county, upon revision of the Circulation Element of their General Plan, to identify how the jurisdiction will provide for the routine accommodation of all users of the roadway including drivers, pedestrians, cyclists, individuals with disabilities, seniors, and public transit users. The bill also directs the California Governor’s Office of Planning and Research (OPR) to amend guidelines for General Plan Circulation Element development so that the building and operation of local transportation facilities safely and conveniently accommodate everyone, regardless of their travel mode.

AB-1371 Passing Distance/Three Feet for Safety Act (2013) AB-1371, widely referred to as the “Three Foot Passing Law,” requires drivers to provide at least three feet of clearance when passing bicyclists. If traffic or roadway conditions prevent drivers from giving bicyclists three feet of clearance, they must “slow to a speed that is reasonable and prudent” and wait until they reach a point where passing can occur without endangering the bicyclists. Violations are punishable by a $35 base fine, but drivers who collide with bicyclists and injure them in violation of the law are subject to a $220 fine.

AB-1774 E-Bike Modification (2024)
AB-1774 prohibits the sale of electric bicycle modification devices that enable the electric motor to exceed 750 watts. This effectively ensures that electric bicyclists are complying with the maximum electric bicycle speed limit of twenty-eight miles per hour under Class 3, the fastest classification of electric bicycles.

AB-1778 E-Bike Pilot Age Restrictions (2024)
AB-1778 regulates the use of Class 2 electric bicycles by setting the minimum age to operate a Class 2 electric bicycle to sixteen and requiring all Class 2 electric bicycle riders to wear a helmet. Riders under sixteen years of age are still legally allowed to ride Class I electric bicycles.

AB-1909 Vehicles: Bicycle Omnibus Bill (2022)
AB-1909 included four changes to the California Vehicle Code aimed at improving the rights of bicyclists to safely access public bikeways and streets. AB-1909 (1) requires vehicles to change lanes when passing someone on a bike if a lane is available; (2) allows Class 3 electric bicycles on a bicycle path or trail, bikeway, bicycle lane, equestrian trail, or hiking or recreational trail unless specifically prohibited by a local jurisdiction; (3) allows bicyclists to cross an intersection during a pedestrian walk signal; and (4) prohibits a jurisdiction from requiring bicycles operated within its jurisdiction to be licensed. Together, these four changes will make it easier and safer to ride a bicycle in California.