Group 1

Ana Brkic-Group Leader

Robert Betts

Wes Bennion

Daniel Carley

Wednesday, November 30, 2005

“I certify that I have attended every minute of each session connected to this lab and that I have contributed the following share of work:

Signature Percent of Work

Table of Contents

Table of Figures

Executive Summary 3

Background & Approach 4

Results and Discussion 5

Special Projects 6

Multi-Modal Station 6

Greenbelt Path 7

Pedestrian Bridges 8

Bus/Bike Boulevard 8

Land Use 9

Roadway 11

Bus 12

Rail 14

BICYCLES 15

PEDESTRIAN 16

Limitations 16

Conclusion 17

Figure 1: Regional Connection Concept Map 5

Figure 2: Multi-Modal Design Example 6

Figure 3: Greenbelt Path 7

Figure 4: Prado Bike/Pedestrian Bridge 8

Figure 5: Higuera and Marsh Street Typologies 9

Figure 1: Land Use 18

Figure 2: Roadway 19

Figure 3: Public Tranportation 20

Figure 4: Bike and Pedestrian 21

Figure 1: Overlay Map 22

Appendix A

Appendix B

Executive Summary

The SLO South Lab was designed to focus on developing a highly sustainable network of transportation for the southern portions of San Luis Obispo for the year 2050. Initial research was completed on both citywide and countywide documents that address the future needs of the area. During these initial stages, our design team concluded that if we wanted to accurately assess the transportation needs of the southern portion of San Luis Obispo, we must start with the broader picture, or first assess the future of the regional travel patterns for San Luis Obispo County. These steps lead to the creation of goals and objectives that focus on bringing countywide commuters into the city of San Luis Obispo, and then providing them with feasible, sustainable transportation options to get around.

The major components of the future network would include:

Commuter Rail - Brings commuters into the City from the County

Multi-Modal Stations - Provides the interface for regional commuters and local transportation options

Bus Rapid Transit (BRT)-Provides fast, reliable connection between all multi-modal stations

Local Bus-Provides links between all major activity centers and multi-modal stations

Downtown Shuttle-Provides direct access to Downtown core from multi-modal station

Bike Paths-Provides a seamless transporta- tion option for bikers around the city

Pedestrian Paths - Dedicated lanes for pedestrian only travel

Greenbelt - Interior path of open space linking existing open space areas and providing grade separating crossings at major highways and arterials for bikes and pedestrians.

All of these elements are used to create a feasible, cohesive transportation network that is based on sustainable mobility principles. While limitations were addressed that included limited resources and travel behaviors, the overall concepts will help San Luis Obispo maintain its small town character and still allow it to function as the center for employment and tourist activities in the future.

Background & Approach

The SLO South Lab was designed to focus on developing a highly sustainable network of transportation for the southern portions of San Luis Obispo for the year 2050. This geographic area was chosen due to a generous amount of new development in the area and a newly adopted Airport Specific Plan that addresses the future of the land use patterns in the area. The highly contentious Marketplace project and Prado Road extensions also add a political twist to the area.

Initial research was completed on both citywide and countywide documents that address the future needs of the area. These documents included:

City of San Luis Obispo General Plan

Margarita Area Specific Plan, City of San Luis Obispo

Airport Area Specific Plan, City of San Luis Obispo

Vision 2025-2005 Regional Transportation Plan, SLOCOG

During these initial stages, our design team concluded that if we wanted to accurately assess the transportation needs of the southern portion of San Luis Obispo, we must start with the broader picture, or first assess the future of the regional travel patterns for San Luis Obispo County. Population projections and economic growth was initially forecasted to determine a significant increase in countywide population, with slower growth occurring within the City of San Luis Obispo city limits. Our estimates approximated a population of 65,000 for San Luis Obispo City in 2050, while the County would be close to 450,000.

Although housing and population increases are forecasted to occur primarily outside of San Luis Obispo, many regional employment centers would still be concentrated within the city. Recent investments in County facilities have given stability to the job market for years to come. These types of projects, along with a growing University and a successful tourist market, give the City an attractive quality for outsiders.

Our goals for the project were then based upon developing feasible strategies for promoting alternative modes of transportation for citywide and countywide travelers. Specifically they are:

To reduce automobile dependence by promoting alternative modes such as walking, bicycling, riding the bus, and ridesharing.

To create a linked system of open space through an interior Greenbelt.

To increase transportation options for county-wide commuters in the form of alternative modes of transportation.

To measure these goals, we’ve created five objectives:

Increase the use of alternative forms of transporta tion and decrease single occupancy vehicle usage.

Complete a functional, cohesive network of bicycle l anes and paths, sidewalks and pedestrian paths, and public transportation within existing developed parts of the city by 2040, and extend the system to serve new growth areas.

Support the efforts of the County Air Pollution Control District to implement traffic reduction programs.

Support county-wide programs that manage population growth to minimize county-wide travel demand.

Support county-wide programs that support modal shift while utilizing our existing road system and reducing air pollution and traffic congestion.

Results and Discussion

As stated earlier in our goals, the overall structure of the network is to bring county-wide commuters into San Luis Obispo and then provide them with options to get around the city (Figure 1). The first stage of the process is achieved by implementing a reliable commuter rail system. Once we have these commuters in the city, we will develop multi-modal stations that will provide an interface for numerous mobility options for the commuter based upon his/her preferences. These multi-modal stations play a large role in our formula for a successful transportation system and are described in further detail in the Special Projects section.

The following report will report on all modes of current travel within San Luis Obispo, as well as the land use patterns, and then changes were recommended based on a cohesive transportation network for 2050. To better understand some of the key elements of the design, a Special Projects section will first be described.

Special Projects

Multi-Modal Station

The key linkages between the County and City will occur at our proposed multi-modal stations. The design for these stations should functionally meet the needs of all commuters using all modes of transit. Our design incorporates three such stations at the following locations:

Cal Poly Campus (North End)

Railroad Tracks and Marsh Street

Railroad Tracks and Industrial Way

At these stations, the following modes would connect:

Commuter Rail (not Cal Poly)

Bus Rapid Transit

Local Bus

Shuttle Bus or Trolley (rubber wheeled)

Bike

Pedestrian

A typical diagram of how these modes would interact is shown in Figure 2.

Aside from functioning as a key transition point for these modes, these stations would provide transit related services that are typically associated with work related trip-chaining. These services would be limited to a small store size and include a small grocery, dry cleaning, coffee shop, etc.

These stations would be linked by a bus rapid transit system (BRT) that would utilize preferential treatment techniques to obtain short headways and reliable scheduling. The downtown station, or Marsh Street Station, would also be linked to the newly formed pedestrian zone with a shuttle bus or rubber wheeled trolley explained later in Bus Section. This system would also have preferential treatment which would allow it to run short headways and consistent schedules.

To provide commuters with options at these stations, a bike check out system should also be set-up. This system would work similar to a library check-out system. Your uniform transit pass (earlier discussed) would track your usage and deduct a small user fee based upon the time you use it. A GPS system would monitor the bikes and there location within the city.

This bike check out program should be complimented by a shower and locker system for those who choose to use this mode. Regional commuters should have the option to store a bike at one of the multi-modal stations in a locker.

Greenbelt Path

The San Luis Obispo General Plan makes strong emphasis on maintaining its small town character and protecting the natural resources in and around the city. To meet these needs, our design has incorporated an interior Greenbelt that links large areas of open space within the southern portion of San Luis Obispo. Specifically, the areas connected would include Laguna Lakes, Margarita Open Space, and the Islay Hill Area and the design would tie into the proposed Greenbelt suggested by the Margarita Area Specific Plan.

The series of open space would serve as an east to west connector in South San Luis Obispo, eventually becoming extended into a path that not only connects all the open spaces and major activity centers throughout San Luis Obispo but also with other existing bike paths including the Bob Jones Trail running all the way to the Pacific Ocean in Avila Beach. This dedicated Class I bike path (Figure 3) make it easier and safer for locals to commute to work during the week, and also be widely used by all the active people in this area for recreational purposes. It will also address the concerns that most parents in this area have with allowing their children to ride bicycles anywhere, due to their fear of it being unsafe. Not only will kids have a safe place to ride their bikes and get around on their own, it will also keep many parents from constantly worrying about letting them go outside and be active. This Greenbelt should be created with the biker and pedestrian in mind.

For the pedestrian, the path would also have a dedicated lane and should include pedestrian amenities such as benches and drinking fountains. Landscaping should also be used to provide shade for the users along the path. To address the problems of the major obstacles along the route, including Highway 101 and Broad Street, pedestrian bridges should be built to offer grade separations from busy and dangers crossings. These bridges are discussed further in the next section.

Pedestrian Bridges

As stated earlier, in order to form a cohesive network along the Greenbelt, grade separations should occur along Highway 101 and Broad Street in southern San Luis Obispo. Our design suggests using bridges to accomplish this goal. Due to their location, these bridges could also function as key elements for a gateway to the City from the south. Unique architecture, lighting, and signage along these bridges could give the City a distinctive landmark that would showcase the use of bikes and walking as a viable alternative to the automobile (Figure 4). The bridge above Highway 101 could also be designed to accommodate emergency vehicles. Removable or electronic barriers could allow emergency vehicles to access the bridge during certain situations.

Bus/Bike Boulevard

Downtown San Luis Obispo is a highly desirable and attractive portion of the City and the County. The area provides for a number of employment, shopping, and tourist activities. To preserve the ambiance of the Downtown, the area should be designated a pedestrian zone. While current demands do not warrant closing of streets for the pedestrian, traffic calming techniques and public transportation choices should be employed.

Our design suggests changes along Marsh and Higuera to be more pedestrian, bike, and transit friendly. Specific changes to the street typology are displayed in Figure 5. The major changes include:

Add a dedicated transit lane

Convert one-way traffic to two way pattern

Incorporate removable barriers or overrunable me- dians to act as a buffer between traffic and the bike

These design changes will slow traffic and allow the pedestrian and biker a more comfortable atmosphere to travel in.

Land Use

San Luis Obispo has outlined its desire to maintain its small town character and our design addresses these desires thru 2050. San Luis Obispo is not just a municipal corporation; it’s a culture that wants to influence its surrounding region. San Luis Obispo should “choose its future, rather than let it happen.” While it may be obvious that San Luis Obispo and the surrounding region will be more populous, as time goes on, it should be one step ahead of the demographic changes to create a desired mutual future in 2050.

An updated Land Use map is shown in Figure 1 of Appendix A. While San Luis Obispo has a tight urban growth boundary and relatively few parcels left for development, we feel infill development should be pursued to help bridge the current jobs to housing imbalance. The infill development should be built to LEED (Leadership in Energy and Environmental Design) standards, and should be approached with “smart growth” strategies to accommodate the existing way of life. San Luis Obispo should maintain existing neighborhoods and assure that new development occurs without urban sprawl. The city should keep a clear boundary between San Luis Obispo’s urban development and surrounding open space. The awareness of past residents and ways of life should be fostered, and the heritage of historic buildings and places should be preserved.

The development of buildings should complement the natural farmland landscape. The buildings should contribute to the sense of place and architectural heritage. San Luis Obispo should provide an interior Greenbelt (discussed earlier in more detail) as a safe and pleasant place to walk and ride a bicycle, for recreation as well as transportation.

San Luis Obispo can benefit greatly in 2050 if more mixed-use design is incorporated into 2020 planning. Being a well balanced community, environmental, social, and economic factors must be taken into account. The city land use element says “A healthy economy depends on a healthy environment.” Employment opportunities appropriated for area residents’ desires and skills must be provided. The Downtown and a small portion of the Dalidio property will be desirable for mixed-use zoning due to their close proximity to the existing commercial land. For the economy to sustain a well-balanced community in 2020, the existing businesses and agencies needs to be retained and be able to expand in 2050 if needed. This may be a challenge due to retrofitting of historic buildings, primarily in the Downtown.

In addition, an adequate revenue base needs to be provided for local government and public schools. The city can also make use of existing commercial buildings and land areas already zoned for urban development in a more productive and efficient manner. The city should provide adequate facilities and services that can be provided in pace with development. While ensuring that demands do not exceed resources, San Luis Obispo should be able to provide a high quality of public services.

The government agencies, in particular, the planning department, should be able to cooperate with other agencies in the county to assure that the increase of population due to college students as well as workers does not continue to outpace the housing availability. Through affordable housing programs such as HASLO, the city should be able to accommodate residents within all income groups. The city should start having developers bear the costs of resources and services needed for their developments. In conjunction with providing affordable housing, the city should encourage opportunities for elder care and child care within the city.

Accommodating people with various backgrounds, talents, occupations, and interests should enrich the community culturally and socially. The city may accommodate these people by providing high quality education and access to museums, art galleries, public art, and libraries. In addition the city should provide a wide range of parks and sports and recreational facilities for the enjoyment of the citizens.

Due to the unavoidable changes in modern day living, the economic base should be resilient without causing overall harm to the community. San Luis Obispo should continue to serve as the county’s hub for county and state government, education, transportation, tourist activity, entertainment, culture, professional, medical, and social services, community organizations, and retail trade.

San Luis Obispo should protect and enhance the natural beauty that encompassing within its city limits. This includes protecting the quality of air, water, and open space. Over time some wildlife has been deemed endangered around creeks, wetlands, and hills and ridges. The city should sustain and protect these areas so that native plants and animals will flourish and be enjoyed for generations to come. Some of the public views near the South hills area and Cerro San Luis Mountain along with the Laguna Lake area also need to be protected. This land is primarily farming land and its importance needs to be considered when city officials are negotiating with developers. The natural landforms, such as the volcanic morros, hillsides, marshes, and creeks must be protected and restored. The identification and mapped natural assets will help to preserve the open space.

Roadway

While the focus of the design project was on sustainable mobility options, the automobile is still undoubtedly the dominant mode and its network needs to be analyzed. The major changes include:

Reassigning Highway 227 to Buckley Road

Classifying Prado Road as a collector

Classifying Bullock Lane as a collector

Moving the downtown one-way couplets from Higuera and Marsh to Peach and Pismo.

The updated roadway network is shown in Figure 2 of Appendix A. The shift of Highway 227 from South Street to Buckley Road is a key element in diverting heavy traffic from Broad Street and could eventually go into the City Core. While a heavy capital cost would be associated with this alternative, safety and quality of life benefits should offset these financial decisions. Using Prado Road as an alternative for Highway 227 seems counteractive of the desire to improve quality of life through smart land use planning. Added air pollutants, noise, and a decrease in safety in an area where children and families will be concentrated seems to be a poor mixture from a planning perspective. The City’s desire to develop the Damon Garcia Sports Fields in their current location should not include an arterial road, but rather a toned down collector street.

Bus

The current bus system in San Luis Obispo is fairly adequate for the current needs of the city. The headways range from thirty minutes to one hour and the ten routes in the city, including a downtown trolley, sufficiently cover the most populated areas. These routes blanket the city with plenty of service for transit users, and all of the routes terminate in the downtown area by the Library, City Hall, and the County Government Center. This allows for people anywhere in the city to access the downtown using public transportation. There are also “deep discount” group passes for Cal Poly students that allow students to use their ID card to ride unlimited rides, and the school pays a lump sum for all students to use the bus system.

The future of public transportation in San Luis Obispo should recognize that the most effective way for allowing citizens to get around without the use of the personal automobile is the bus system. The bus routes, although fixed, are much more flexible and expansive than a traditional rail system, while being more efficient for long trips than biking or walking. Since there are going to be more people in the city in fifty years, there is going to need to be more bus routes that service the areas that are scheduled for development. To accommodate this increase, the city should implement the following procedures:

Develop a bus rapid transit line that will connect the multi-modal stations

Provide a downtown circulator

Reverse the direction of the current bus route #2

Adopt two more bus routes

Through these modifications, the city of San Luis Obispo will be better suited to deal with the demands of a transit oriented city. An updated public transportation map can be seen in Appendix A, Figure 3.

A bus rapid transit route is recommended because it would allow people to travel from the southern multi-modal station to the northern multi-modal station with little delays and few stops. This BRT line would run from Industrial Way to the multi-modal station on Marsh Street. The route would travel northbound on Bullock Lane, turn north on Laurel Lane, and then travel down Johnson Avenue and make its way to California Boulevard. This route would only have three stops at major activity centers such as French Hospital and the High School. Reducing stops would decrease travel time and increase reliability. The BRT would also have preferential treatment like signal timing and as demand warranted, its own designated lane on Johnson Avenue. The BRT stops would have floor level platforms to allow wheelchair access and ease of boarding. The BRT would run on memory schedules and have peak headways around 10 minutes in the peak hours depending on demand.

It is also recommended that the bus system become less dependant on fossil fuels and more environmentally friendly. This would be possible by adopting hybrid buses on many, if not all of the routes in the city. Hybrid buses are becoming more efficient and more practical as technology progresses. An electric bus could even be used as the downtown trolley which would have no environmental impacts at all. Due to the technology like regenerative braking and fuel cells, hybrid and electric buses are becoming more and more attractive compared to their polluting diesel counterparts.

The current bus route #2 travels south from the downtown transit center along Palm St., and makes its way down Higuera Street and loops around Elks Lane before continuing down Higuera Street and turning around the Higuera Plaza. The route then goes north on Higuera Street, all the way to Marsh Street, and terminates at the transit center. This route, although quite effective in moving people from the south side of San Luis Obispo to the downtown area, would be more efficient if it traveled from the down town directly to the Higuera Plaza down Higuera St. This would make the travel times from the south to downtown shorter and transit would be a more attractive option to the citizens.

A downtown city circulator is also going to be important in making San Luis Obispo a city with many public transportation options. By implementing a downtown bus or trolley, and forcing people out of their cars in the downtown area, the downtown would become more pedestrian friendly and less congested. Implemented a dependable downtown shuttle would also validate an increase in parking costs in the core. This would discourage people from using personal automobiles and make them rely on alternative modes.

To provide adequate transit for the development in the Margarita area and the Orcutt Road area, two more bus routes are needed. The routes would originate at the transit center at Industrial Way and loop around the major activity centers in the southern part of San Luis Obispo. One route would travel down Broad Street to Tank Farm Road, cross the freeway on Los Osos Valley Road, turn on Madonna Road, turn on South Street, and return to the multi-modal station down Broad Street This route would allow residents of the southern part of the city access to many major retail and commercial areas. This route would also benefit rail passengers who commute to work because they would be able to get off at this station and take the bus anywhere in the city with a minimum number of transfers.

The second proposed route would run from Industrial Way down Broad Street to the airport where it would reverse direction and travel back up Broad Street. The bus would then turn on to Marsh Street and return to the transit center via Johnson Avenue and Orcutt Road. This route would also enable commuters from the south county cities like Arroyo Grande, Pismo Beach, and even Santa Maria, to ride a commuter train to this station and easily access the downtown area.

Rail

San Luis Obispo is located along an existing rail line that runs northwest along the east side of the city, cuts through fairly populated areas, and leaves the city by the Cal Poly campus. This rail line currently is owned and utilized by the Union Pacific Rail Road freight traffic. Amtrak is also allowed to use this track for their Surfliner and Coast Starlight trains that provide passengers inter-regional and inter-state travel from as far north as Seattle to San Diego in the south. The current system, however, is not practical for commuters into or out of San Luis Obispo due to the station spacing and long travel times.

As previously mentioned, San Luis Obispo County will continue to grow in the next fifty years to approximately 450,000 residents. This increase in population and corresponding commercial development will force the current rail system to provide for the needs of the city. There are many ways in which this may be achieved, the most practical being the addition of a commuter rail network and a series of multi-modal stations. As briefly mentioned above and described in full detail in the Special Projects section, San Luis Obispo should build three multi-modal stations, with two located adjacent to the tracks and accommodating rail service. These new stations would alleviate some of the congestion that is expected in the future due to the population growth, not only in San Luis Obispo, but also in the entire county. This out of town growth, coupled with San Luis Obispo’s commercial and business centers, will only make travel to the city more difficult and congested. By adding a northern and southern multi-modal station in the city and converting the current station to accommodate multiple modes, rail will be viewed as a useful commuting tool and will be very attractive compared to personal automobiles.

The two locations for the new multi-modal stations are along the railroad tracks at Industrial Way, and on Marsh Street. The placement of these stations is to facilitate easy transfer to other modes of transit during one’s trip to work or recreation. These stations will also have bike lockers and storage, and will have several different bus routes that serve major areas of interest to those traveling by rail.

Two other aspects of preparing for San Luis Obispo’s growth would be to double track between the multi-modal stations, and to tunnel through the Cuesta Grade. By double tracking in the city, the Union Pacific Rail Road would be able to avoid interference with the commuter rail lines and vice versa. If a commuter train had to clear the track for a freight train, that could significantly alter people’s view and opinion of rail and they may choose the personal automobile instead. However, if the commuter train didn’t interfere with the Union Pacific’s traffic (Union Pacific owns the track and therefore has rights and priority) then the commuter train could function without obstruction or delays. Tunneling through the Cuesta Grade would also decrease travel time to and from the city because the train would not have to wind around the mountain to remain within the maximum slope capabilities of the train. Instead, the train would be able to make minimal changes in speed and direction and would therefore reduce the time to get through the mountainous area and into San Luis Obispo.

Another way to improve the transit system of the city of San Luis Obispo would be to have a streamlined ticketing and fare collection system. The tickets for one mode would be good for all modes which would be a huge incentive for people to adopt transit over personal automobiles. To streamline fare collection, kiosks would be at all the multi-modal stations and would make buying tickets as easy as possible. Another way to streamline this process for those who consistently ride rail or even bus would be to have an automated collection system that uses personal transit cards or even cell phones as payment tools. This would allow ticketless travel and ensure all registered passenger would be charged as they board the train and it exits the station. This kind of technology could make using the rail and bus systems easier for those who use public transportation often, and could increase ridership.

BICYCLES

In keeping with the small town atmosphere, it is desirable to promote more bicycle activity in order to achieve a more sustainable city in the future. Although bicycles can get around much easier than pedestrians, they are still sensitive to distance and topography. It is important to realize that a change in the infrastructure is needed before a more sustainable town can be achieved. It is probable that more people will be willing to use their bicycle as an alternative mode if there are more incentives, such as a beautiful and safe path to get around on. Providing a safe, dedicated path will attract more people that live in town will choose to ride their bicycles, especially those close to major activity centers.

Although San Luis Obispo has all the ingredients to be a year-round active community, there are still a lot of people who use a private automobile as their primary mode of transportation. With the rise of gas prices and the decline in gasoline supply in the near future, the incentive to use other modes will increase, so it is better to invest in them as soon as possible. To entice more people to ride bicycles after they arrive to San Luis Obispo by the rail options provided, there will be bicycle stations with check out at each multi-modal station (See Special Projects for further description of the multi-modal centers). There will also be bicycle lockers for those who wish to use their own bicycles. A Class I bicycle path is proposed to run alongside the existing railroad track, which would connect all three of the multi-modal stations as well as other paths, including the Greenbelt, connecting the rest of the city. Class II bike lanes would also be integrated into Marsh and Higuera Street as discussed earlier

PEDESTRIAN

Although pedestrians are the most flexible as far as transportation is concerned, they are also the most sensitive to distance and topography out of all the transportation modes. In order to encourage and promote this type of alternative transportation it is important that pedestrians feel safe walking/running around San Luis Obispo. Sidewalks will be placed wherever possible as well as safe crossings at major streets to entice people to walk whenever possible. The Greenbelt will also assist in serving this purpose, but can also be used for the more active people in this city for recreation purposes. As mentioned before, the Greenbelt will be an east to west connector through South San Luis Obispo and will connect to other paths, creating a network that encircles the entire city. This will enable pedestrians to get places that are nearby safer as well as make it more convenient with a smaller network of paths. The Greenbelt will have a designated pedestrian path with landscaping to provide some shaded spots as well as street furniture if a rest stop is needed. With the addition of bicycle/bus lanes in the downtown area comes a lane dedicated to parking, which will serve as buffer zone between moving traffic and pedestrians creating a different ambiance while walking around downtown.

Limitations

While a number of changes have been suggested to develop a cohesive, functional, transportation network, many other factors need to be considered. These factors include:

Cost

Availability of future fossil fuels

Travel Preferences

All public transportation projects come with the burden of financing and operating and maintenance costs. While public transportation is still an unprofitable enterprise based on farebox recoveries, gaining public support is always a challenge. The decision to use Bus Rapid Transit rather than light rail was made based on economic considerations. Capital Costs for BRT systems are nearly half of similar light rail systems and operating costs are also significantly lower.

For our design, we assumed the availability of fossil fuels would significantly decline over the next 50 years. This is why a great deal of focus was sustainable modes such as the bike and pedestrian. Fuel technology is bound to change for the better and with these changes will come new trends in transit alternatives.

Travel preferences play a major role in deciding which mode an individual will take. The ability to predict these behaviors is very challenging but needs to be integrated into any analysis procedure. It should not be assumed that by simply providing transportation alternatives we will see a change in the way people travel.

Conclusion

Our design for this project is an attempt to provide transportation solutions that work toward creating a sustainable transportation network in San Luis Obispo. While it is recognized the staff and resources at the state, regional, county, and city level are dedicated toward solving the same important issues facing the future of travel in the Greater San Luis Obispo area, our design hopes to generate a fresh look outside the political arena and possible add to the current wisdom already developed.

 

 

 

 

 

 

Figure 1: Land Use

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Figure 2: Roadway Network

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Figure 4: Bike and Pedestrian

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Appendix B

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