CIRCULATION 3.1 BASIC DESIGN OBJECTIVES 3.2 ROADWAY MASTER PLAN & STREET CLASSIFICATION 3.3 TRAFFIC CALMING 3.4 ALTERNATIVE MODES CIRCULATION 3-1

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1 C H A P T E R 3 CIRCULATION 3.1 BASIC DESIGN OBJECTIVES 3.2 ROADWAY MASTER PLAN & STREET CLASSIFICATION 3.3 TRAFFIC CALMING 3.4 ALTERNATIVE MODES CIRCULATION 3-1

2 3-2 RIO D ORO SPECIFIC PLAN

3 CHAPTER 3 Circulation Getting Around. The Master Circulation Plan for the Rio d Oro community is based upon the notion that transportation is about moving people, not cars, as the highest priority. To this end the Circulation Master Plan not only covers the design of backbone roadways but contemplates alternative modes of transportation such as bicycling and transit that allow for the efficient movement of people within and through the community. The following chapter discusses the basic design objectives of the Circulation Plan, identifies policies that further promote these basic design principles, and establishes appropriate roadway and trail sections. 3.1 Basic Design Objectives The primary goal of the Circulation Master Plan is to reduce the impact to the environment and create a healthy, attractive community by providing and promoting alternatives to vehicle use and by reducing the number and length of vehicular trips. This is achieved by the following basic design objectives in the development of the Circulation Master Plan: Reduce Automobile Dependence Design Environmentally Superior Streets Design a Pedestrian Friendly Network of Streets, Paths, and Trails Create an Efficient, Connected Circulation Network CIRCULATION 3-1

4 3.1.1 Reducing Automobile Dependence No other invention in history has had as profound an impact on development patterns as the automobile. The creation of extensive roadway systems has provided humans with easy access to nearly every corner of the earth and has resulted in the establishment of suburban and rural communities far from urban centers. The distances between urban and residential communities has created a dependence on the automobile, forcing residents to get in their car and drive for every purpose: going to work, attending school, picking up groceries, or accessing everyday services such as dry-cleaning. This dependence has been exacerbated by the lack of public transit systems and the creation of communities that make walking, bicycling and other modes of transportation difficult and dangerous. The result of this automobile dependence is smog, traffic and public health concerns as people become affected by the poor air quality, the stress of sitting in traffic, and a lack of physical activity. Rio d Oro proposes a different approach than typical suburban development. Rather than segregating land uses in such a way that residents are required to travel significant distances for everyday services, Rio d Oro provides a wide range of uses to allow for the everyday needs and activities of its residents within close proximity. The Commercial Village provides residents with everyday retail uses and services such as grocers, restaurants, dry cleaners, beauty salons, barbers, video stores, pharmacies, drug stores, and other similar uses. The school provides educational services for families. Parks and open space areas provide recreational opportunities for the community. All retail and community services are linked to neighborhoods by low speed streets, sidewalks, bike routes or trails, providing residents with the option of walking, biking, or using an electric vehicle or segway to access these services. Public transit stops, shuttle services, and ride share programs also provide residents with an opportunity to use public transit rather than a single occupancy vehicle. These transit options help reduce dependence on motor vehicles, improving air quality, increasing physical activity, reducing traffic, and improving the quality of life. 3-2 RIO D ORO SPECIFIC PLAN

5 3.1.2 Environmentally Superior Streets In response to development pressures, increased dependence on the automobile and the changing importance of the vehicle in modern day society, streets have evolved from narrow tree-lined streets to wide multi-lane roadways, often barren of vegetation. The effect of these expansive roadways are increased pavement areas that demand more natural resources, require more maintenance, reduce natural stormwater percolation, collect and channel pollutants, create a heat island effect, and reduce human scale and comfort. Rio d Oro seeks to provide environmentally superior streets by returning to traditional street designs, resulting in low-speed streets. The reduced pavement sections and landscaping of traditional streets provides a number of benefits: Reduced Ambient Air Temperature - Less pavement and greater shading of pavement areas results in less absorption of heat, reducing the surrounding air temperature. Improved Air Quality - Reduced ambient air temperatures results in better air quality by reducing smog. Reduced Energy Use - Reduced ambient air temperature means the surrounding neighborhoods are also cooler. Cooler neighborhoods mean less need for air conditioning use, reducing the consumption of energy. Resource Conservation - Narrow paving section means a reduction in the use of paving materials. This reduction in material use also means a reducing in the energy required for manufacture and transportation of these materials. Reduces Construction Costs - Less pavement requires less capital improvement funding. Reduced Maintenance Costs - Less pavement means less maintenance; furthermore, pavement shaded by trees requires resurfacing less often than pavement exposed to direct sunlight. Pedestrian Friendly Streets - Narrow tree-lined streets slow local traffic, deter through traffic, and are more aesthetically pleasing, creating quieter, safer walking environments suitable as part of the public realm. CIRCULATION 3-3

6 3.1.3 Pedestrian Friendly Streets Public streets are the single most important defining element of any neighborhood. Their design determines the quality and character of each neighborhood, subconsciously influences the behavior of its users, and contributes to the overall health of a community. Creating pedestrian friendly streets requires careful design and consideration of all the street s elements including travel lanes, parking, walkways, landscape areas, and other design features to ensure the street feels safe and attractive for all users. Pedestrian friendly streets consider the needs of the pedestrian, the bicyclist and the car, and strike a balance between these different modes of transportation. The basic components of pedestrian friendly streets are as follows: Narrow street sections - Narrower travel lanes reduce the driver s comfort level, forcing the driver to slow down. Drivers pay more caution to the pedestrian and bicyclist on the street resulting in safer and more comfortable environments. Sidewalk both sides - Sidewalks on both sides maximize pedestrian access and promote greater connectivity, making it easier for people to walk from place to place. Parking both sides - Parking also serves as a detriment to speeders since it forces them to consider the adjacent parked cars. Cars also provide a buffer between the travel way and the sidewalk, creating safer walking environments. Landscaping - Landscaping creates more comfortable environments by softening the hardscapes of the street. Large shade trees are an integral part of this landscaping by providing shade to pedestrians, bicycles, and parked cars. Trees also help to define the edge of the street, furthering the apparent narrowness of the street and slowing drivers down. Trees lend a timeless charm and human scale. Mid block crossings - Mid block crossings provide easier access for pedestrians, particularly along collector roads where intersections are sometimes far apart. Mid block crossings require proper traffic controls such as enhanced crossings that alert drivers of a pedestrian presence. Enhanced crossing - Enhanced crossings include features such as special paving, enhanced landscaping, signage and other design features that alert drivers to a pedestrian presence, creating a safer, more comfortable walking environment and encouraging pedestrian use. Limit speed - Lower speed limits provide a safer pedestrian environment by slowing the driver down and allowing the driver more time to react. Traffic calming - Traffic calming features such as bulb-out and roundabouts 3-4 RIO D ORO SPECIFIC PLAN

7 encourage slower driving speeds. Roundabouts require drivers to slow down significantly in order to navigate through the roundabout. Bulb-outs create a narrower street section at intersections which has two benefits: shorter pedestrian crossings and a narrower street section that forces drivers to slow down. Street lighting and furniture - Street lighting and street furniture highlight and amplify the street space as a place that is intended for a pedestrian. Pedestrian scale lighting, as opposed to large overhead cobra lights, establish a more attractive streetscape and benches allow for intermittent opportunities to rest. Short block lengths - New urbanist principles dictate maximum block lengths between 400 and 600 feet in length to create more direct connectivity and more potential pedestrian routes. Blocks can either be broken up by paseos or street connections. This concept is also discussed in the Neighborhood Design Chapter. Minimize or avoid walls and gates - Walls and gates shut out a community from the rest of the world, deactivating the streetscene and creating unwelcoming appearance. These features discourage pedestrians by creating barriers and by removing eyes from the public streetscape, thus reducing the pedestrian efficiency, safety and comfort in the street environment. Walls should only be used when no other solution is feasible to mitigate noise. When used, they should be attractively designed and heavily landscaped or otherwise screened to minimize their impact on the streetscape Circulation Efficiency Efficient circulation systems are intentionally designed to create an even distribution of traffic through an area. They provide multiple connections and alternative routes to avoid impacting one roadway over another, establish a hierarchy of streets that discourage cut-through traffic and maintain safe neighborhood environments; they establish direct routes that allow drivers to reach destinations quickly. The results are less traffic, shorter drive times and vehicular trips, improved air quality, quiet and safe neighborhoods, and happy residents. The Rio d Oro Roadway Master Plan has been carefully designed in concert with the Land Use Plan to provide a Master Roadway Plan that evenly distributes traffic along major vehicular corridors through the Specific Plan Area. A traffic report prepared by KD Anderson and Associates was used to determine the anticipated traffic volumes of each roadway. Street sections were then designed accordingly to maintain a level of service of C or better. Residential streets and lanes, which are not shown on the Roadway Master Plan, were designed to discourage cut-through traffic while still providing access to individual homes within each village. CIRCULATION 3-5

8 3.2 Roadway Master Plan & Street Classification The Roadway Master Plan shown as Exhibit 3-1 establishes the hierarchy of vehicular corridors through and within the Specific Plan Area. The established hierarchy of streets distributes vehicular traffic efficiently to destinations within and outside of the Rio d Oro community while at the same time accommodating pedestrians, bicycles, and alternative modes of transportation. The following section describes each roadway type within the Specific Plan Area. GREEN CONCEPT Create appealing and comfortable pedestrian street environments to promote pedestrian activity. Roadways will be constructed in accordance with the recommendations of the civil engineer, the transportation engineer, and the geotechnical engineer. GREEN CONCEPT Use recycled content and local materials and services in the construction of roadways Highway 70 Highway 70, a State designated highway, divides the Specific Plan Area into two distinct sections. The highway is intended to carry relatively high-speed traffic and relatively high-speed, large volume traffic. Vehicular speeds are restricted to a maximum of 55 miles per hour. This highway serves as a regional link to Oroville and other communities within Butte County and beyond. Access from Highway 70 to the Specific Plan is limited to the Palermo Road intersection, the Pacific Heights/Ophir Road Intersection, and a gated access approximately midway between these two intersections. As part of the Specific Plan approval process, a traffic study will be conducted to determine the impact of development to the Pacific Heights/Ophir Road/Highway 70 Intersection and the Highway 70/Palermo Road intersections and any necessary improvements required to mitigate these impacts. The only significant changes to the current condition of Highway 70 that are known at this time include the abandonment of the mid-way access point and the landscaping improvements along the project s frontage. 3-6 RIO D ORO SPECIFIC PLAN

9 Exhibit 3-1: Roadway Master Plan CIRCULATION 3-7

10 Improvements along the Highwa y 70 frontage are intended to create an attractive gateway to both the project and the City of Oroville. On the east side, the designation of open space uses requires little or no improvement since this designation preserves the scenic views of the adjacent foothills. On the west side, frontage improvements are limited to those portions of roadway abutting proposed residential uses. Since these uses will be sensitive to noise generated by highway traffic, design of these frontages is a critical component of the Specific Plan. In order to reduce or avoid the need for sound-attenuating walls along Highway 70, the Specific Plan has intentionally provided a frontage road that extends parallel to the highway. This frontage road allows homes to front onto the highway so that the home provides a buffer between the traffic noise and proposed private rear yard spaces. In addition to the frontage road, approximately 60 feet of buffer land has been provided between the highway s right-of-way and the frontage road. The frontage road and buffer are illustrated in Exhibit 3-2: Highway 70 Interface. This area has been designated as Scenic Open Space to allow for additional screening treatments. Screening is intended to provide privacy to the adjacent homes and improve the appearance of the project s frontage along Highway 70. The final design of this landscape buffer will be determined during the development of the adjacent village; however, the materials chosen should be consistent with the Guidelines for walls, fencing, and landscaping as described in the Community Design Chapter, Chapter 4. As part of the Specific Plan approval process, a sound study was conducted to determine required noise mitigation along this corridor. One recommendation included the inclusion of double-paned windows and stucco finishes for homes facing the highway, which will provide adequate attenuation of noise to meet the Butte County noise standards. Special attention shall be given to the entry sequence along State Route 70 as one approaches the Project site and the City of Oroville from the south. The site frontage distance along Highway 70 is approximately one mile. An entry landscape announcing arrival to the City of Oroville is envisioned at the southeast corner of the Project site. This entry landscaping will transition to the Highway 70 buffer area. A site for public art has been identified mid-way between this entry landscape and the northern end of the landscape buffer. The purposes of the landscape buffer, entry and public art, are to improve the scenic qualities of the highway corridor and provide a separation 3-8 RIO D ORO SPECIFIC PLAN

11 Exhibit 3-2: Highway 70 Interface CIRCULATION 3-9

12 3-10 RIO D ORO SPECIFIC PLAN Exhibit 3-3: Arterial at Commercial Village (Main Street)

13 between highway traffic and future residential uses. This linear entry sequence will be designed to accommodate future widening of Highway Perimeter Streets Access from Highway 70 to the Specific Plan Area is currently provided by two existing rural roadways. Palermo Road provides access to the easterly portion of the Specific Plan Area while Pacific Heights Road provides access to the westerly portion of the Specific Plan Area. Both roads are two lane rural county roads Arterial at Commercial Village (Main Street) Arterials are intended to move high volumes of traffic through an area and provide connections to regional circulation systems such as Highway 70. The design speed for arterials is approximately 45 miles per hour. Arterials are also intended for the use of bicycles and people and should therefore be designed to strike a balance between these three modes of transportation. Due to the large volume of traffic and the numerous modes of transportation, arterials should limit driveway intersections. In order to avoid walls, this can be achieved by using rear loaded homes, green court homes, or siding homes and buildings onto the roadways. The Rio d Oro Roadway Master Plan includes one type of arterial. The four lane arterial street occurs in the Commercial Village. For the majority of the section, the street is single loaded, abutting the edge of the arroyo. Only small sections include two sides of commercial uses. The arterial includes two travel lanes in each direction, separated by a landscaped median and Class II bike lanes in each direction. Side walk and onstreet parking will occur in front of commercial uses only and will be punctuated by 8-foot wide planter pop-out to accommodate street trees. Primary and secondary street trees and low, evergreen ground covers will be planted in the median. Planting along the edge of the arroyo will include native oak trees and low shrubs. All planting in the median and planter pop-outs will have permanent irrigation. See Exhibit 3-3: Arterial at Commercial Village (Main Street). CIRCULATION 3-11

14 3.2.4 Collectors Collectors are intended to collect traffic from local roadways and direct it to higher volume roadways such as portions of Pacific Heights Road, Ophir Road, and Highway 70. These roads can also provide access to adjacent properties. The Rio d Oro Master Roadway Plan includes two types of collectors. Design speeds for collectors are between 25 and 35 miles per hour. Divided East Loop Collector The Divided East Loop Collector provides entry into the Rio d Oro community at the southeast corner of the Specific Plan Area. This road consists of two 15-foot travel lanes separated by a landscaped median. The median varies from 40 feet at the Community Entry and narrows to as little as 16 feet as it transitions to the Undivided East Loop Collector. The median may include left turn-pockets as necessary. The paved area also includes a dedicated Class II bike lane in either direction. This street section does not allow on-street parking to maintain the aesthetic appearance of the community entry. The landscape concept for this street section includes a 8-foot to 10-foot wide parkway strip, an 8-foot sidewalk, and an 8-foot to 10-foot wide landscape edge that separated the roadway from adjacent uses. Formal tree plantings will occur on the northern side of the road and within the median, adjacent to residential neighborhoods. Informal tree plantings of native oaks will occur along the southern edge of the street to blend with the adjacent open space and arroyo. All planting in the north side landscape edge, within parkways and within the median will have permanent irrigation. See Exhibit 3-4: DIvided East Loop Collector.. Undivided East Loop Collector The East Loop Collector is a single-loaded street that parallels State Route 70 or occurs adjacent to the arroyo, depending on location. The paved area includes a total of two travel lanes and two Class II Bike Lanes. The landscape concept for this street section includes the minimum 8-foot wide parkway strip and an 8-foot wide sidewalk at the residential frontage. The parkway may be replaced by parking bays in key locations to provide on-street parking for adjacent residences. A row of primary street trees overhangs the walk, with one tree located in the PFE, within the front yards, and the other tree located in the parkway. Low, evergreen ground covers will be planted in the parkway. The sidewalk or trail may occur within the open space along the arroyo. All planting within the parkway will have permanent irrigation. See Exhibit 3-5: Undivided East Loop Collector RIO D ORO SPECIFIC PLAN

15 Exhibit 3-4: Divided East Loop Collector CIRCULATION 3-13

16 3-14 RIO D ORO SPECIFIC PLAN Exhibit 3-5: Undivided East Loop Collector

17 Divided West Loop Collector The Divided West Loop Collector provides access to the multi-family neighborhoods within Rio d Oro. This section consists of a divided roadway, two travel lanes, parking and sidewalk on both sides, and a Class III bike route in each direction. A landscape median separates both directions of traffic and provides left turn pockets when necessary. The planting concept for this street section includes a 10 foot sidewalk punctuated by tree wells. Primary and secondary street trees are to be used. Low, evergreen ground covers will be planted in the parkway. The sidewalk will occur on both sides of the street. All planting will have permanent irrigation. See Exhibit 3-6: Divided West Loop Collector. Undivided West Loop Collector The Undivided West Loop Collector extends through Villages 1, 2 and 3, connecting to the Divided West Loop Collector in the north and the East Loop Collector in the south. The paved area includes one travel lane, a Class III bike route, and a parking lane on each side of the street. The planting concept for this street section includes a minimum 8-foot wide parkway strip on both sides of the street, with a 5-foot wide sidewalk. Primary street trees will be planted within the PFE. Secondary street trees and low, evergreen ground covers will be planted in the parkway. All planting will have permanent irrigation. See Exhibit 3-7: Undivided West Loop Collector. CIRCULATION 3-15

18 3-16 RIO D ORO SPECIFIC PLAN Exhibit 3-6: Divided West Loop Collector

19 Exhibit 3-7: Undivided West Loop Collector CIRCULATION 3-17

20 3.2.5 Local Roads Local Roads provide direct access to residential homes in each neighborhood. Design speeds are less than 25 miles per hour. Local Roads carry the lowest volumes of traffic in the Specific Plan Area. These roads typically include significant pedestrian activity and therefore must be designed to promote slow speeds and pedestrian safety. Local Road Type I Local Road Type I is provided within the interior of each village and typically have front or side yards on both sides of the street right-of-way. The paved area is comprised of one parking lane and one travel lane in each direction, with a narrower pavement area. The landscape improvements include an 8-foot wide parkway strip and a 5-foot wide walk on both sides of the street. The primary street tree would be planted in the parkway strip and the secondary street tree would be planted in the 12-foot wide PFE at side or front yards. Lawn or a low, evergreen ground cover would be planted in the parkways. All planting will have permanent irrigation. See Exhibit 3-8: Local Road Type I. Local Road Type II Local Road Type II is similar to the Local Road Type I, with the exception that there are no parkway strips. The paved area is comprised of one parking lane and one travel lane in each direction. There is a 5-foot wide walk and angled curb on both sides of the street. The primary street tree would be planted in the 12-foot wide PFE at side or front yards. See Exhibit 3-9: Local Road Type II. Local Road Type III Local Road Type III is a single-loaded street that occurs along the arroyos within some of the villages. The paved area includes a total of two travel lanes, with parking on the residential side of the street. A 5.5-foot wide sidewalk and angled curb occurs on one side of the street in front of homes and the other side of the street abuts the linear park. Within the linear park, the Arroyo Trail is separated from the roadway by a minimum 8-foot landscape area. The Primary street trees will be planted in the parkway and in the PFE, within the front yards. Low, evergreen ground covers will be planted in the parkway. All planting will have permanent irrigation. See Exhibit 3-10: Local Road Type III RIO D ORO SPECIFIC PLAN

21 Exhibit 3-8: Local Road Type I CIRCULATION 3-19

22 3-20 RIO D ORO SPECIFIC PLAN Exhibit 3-9: Local Road Type II

23 Exhibit 3-10: Local Road Type III CIRCULATION 3-21

24 3.2.6 Lanes Lanes refer to relatively narrow drive-aisles that provide direct access to the garages of rear -loaded homes. Unlike local streets, lanes are not intended for through traffic and are designed for speeds of 15 miles per hour or less. The Specific Plan Area provide two options for lanes serving rear-loaded homes and cluster homes. Lane Type I - Single-loaded, one-way Several villages at Rio d Oro will have rear-loaded homes, with the garage and resident parking located in the back of the residence and accessed by a rear lane. This arrangement improves the livability at the front of the home and adjacent streetscape by eliminating the garage, narrowing the lot, and expanding the front garden. Often, the front yard can be located along a park or paseo edge rather than along the street. The single-loaded lane has a paved width of 16 feet within a 20-foot wide right-of-way. Garages are located on one side of the lane and a front or side yard on the other. One or two street trees can be planted in pockets at side yards. Lighting is provided with wall-mount or pole fixtures. See Exhibit 3-11: Lane Type I - Single Loaded, One-way. Lane Type II - Double-loaded, two-way The double-loaded lane has a paved width of 20 feet within a 22-foot wide right-of-way. Garages are located on both sides of the lane. One or two street trees per lot can be planted in pockets that are carefully located between lots and back of curb. Two-car garages are typical, and one additional parking space can be provided next to the garage. Lighting is provided with wall-mount fixtures. See Exhibit 3-12: Lane Type II - Single Loaded, Two-way.. Exhibit 3-11: Lane Type I- Single Loaded, One-way Exhibit 3-12: Lane Type II- Double Loaded, Two-way 3-22 RIO D ORO SPECIFIC PLAN

25 3.3 Traffic Calming The streets at Rio d Oro are designed to safely move the anticipated number of daily vehicle trips. Travel speeds are established by local law, but are often exceeded due to the driver s perception of conditions, and the fact that some streets are designed for higher speeds prescribed by law. Various street improvements have been included in the public rights-of-way at Rio d Oro to slow down and calm traffic, thus improving safety for both drivers and pedestrians. Roundabouts or traffic circles will be installed at key four-way intersections along the primary and secondary collectors to reduce and control speeds, direct traffic, and minimize acceleration. Bulb-outs are devices that shrink the paving expanse at intersections by expanding the curbs out into the street. Roundabouts The design of roundabouts will adhere to federal transportation standards. See Exhibit 3-13: Roundabout. Single lane roundabouts will be sufficient for the traffic demands anticipated at Rio d Oro. Standard features of roundabouts include a landscaped traffic circle, concrete apron, deceleration medians, splitter islands, signage and striping, and strategically placed street lights to minimize confusion. Bulb-outs The use of bulb-outs results in shorter crosswalks and narrow travel lanes, both of which slow vehicular traffic. Slower vehicular traffic improves walkability and pedestrian safety. See Exhibit Bulb-outs also create terminations to parking lanes and further clarify separation of parked and moving vehicles, including buses. Textured crosswalks, accent lighting, and unique plant materials associated with village entries will increase awareness of pedestrian activities. Bulb-outs can occur at three- or four-way intersections. CIRCULATION 3-23

26 SPLITTER ISLAND CROSSWALK WITH ENHANCED PAVING GROUNDCOVER PLANTING Exhibit 3-13: Roundabout 3-24 RIO D ORO SPECIFIC PLAN

27 Exhibit 3-14: Typical Intersection with Bulb-Outs CIRCULATION 3-25

28 3.4 Alternative Modes One of the main goals of the circulation plan is to provide alternatives to vehicle travel by providing other transportation options. These alternative modes of transportation are intended to reduce vehicle emissions, create cleaner air, and provide a healthier living environment. The Specific Plan considers a variety of alternative transportation options including walking, biking, public transit, segways, smart cars, car share programs, shuttle services and more. Exhibit 3-15: Alternative Transportation Modes Diagram illustrates the various routes of alternative transit within the Specific Plan Area. Each type of route and mode is described in further detail below Pedestrians and Bicycles Pedestrian and bicycle connectivity is key to a healthy and livable community. Visible and safe circulation routes will invite residents to explore the community and encourage walking and bicycling as an alternative to vehicle use. To promote the use of these clean transportation modes, an integrated trail system has been designed into the streets, parks, and open spaces of Rio d Oro. This integrated system consists of four types of routes: The Arroyo Trail, sidewalks, on-street bike lanes, and on street bike routes. Additional trails may also be provided in scenic open space areas when appropriate. Sidewalks GREEN CONCEPT Promote public health through physical activity by creating integrated and interconnected trail systems. All streets within the Specific Plan Area provide sidewalks on both sides of the street except when adjacent to the arroyo. Sidewalks are intended for the exclusive use of pedestrians. Sidewalks range from 5 feet to 10 feet in width depending upon their location in the community. Refer to the individual street sections provided in the previous section RIO D ORO SPECIFIC PLAN

29 Exhibit 3-15: Alternative Transportation Modes Diagram CIRCULATION 3-27

30 The Arroyo Trail The CalTrans Class I Trail standard will be integrated within the linear park that parallels the main arroyo. A conceptual alignment of this trail is illustrated in Exhibit Generally this trail will be located at the top of the arroyo bank, meandering along one side. Starting at the south end of the main arroyo at the specific plan boundary, the trail provides a future potential connection into the Oroville Wildlife Refuge if the Refuge should choose to pursue this connection. The trail then travels around the banks of the detention basin and heads north along the southerly bank of the main arroyo to the Village Green in Village 2. At the Village Green, the trail crosses the arroyo via a pedestrian bridge. The final pedestrian bridge location should be coordinated with a check dam location to the greatest extent feasible to reduce the impacts to the arroyo. The bridge crossing shall be subject to review and approval of the regulatory agency. After crossing the bridge, the trail continues north along the northerly bank of the arroyo, travels along the southerly edge of the multifamily neighborhoods, and terminates at the East Loop Collector. At this termination point, the trail connects to the Class II bike lanes and 8-foot sidewalk along the East Loop Collector, providing direct access to the Commercial Village. The Class I trail section consists of a 14-foot wide easement, with 2 feet of quarry fines or decomposed granite on both sides of an 10-foot wide paved trail as illustrated in Exhibit 3-16: Arroyo Trail Section Adjacent to Road and Exhibit 3-17: Arroyo Trail Section Adjacent to Residential. The Arroyo Trail can accommodate bicyclists, joggers and walkers simultaneously. The paving can consist of a number of different materials; however, asphalt shall not be permitted within environmental conservation area. The design of all trails within the arroyo and associated buffer areas require regulatory agency approval RIO D ORO SPECIFIC PLAN

31 Exhibit 3-16: Arroyo Trail Section Adjacent to Road CIRCULATION 3-29

32 3-30 RIO D ORO SPECIFIC PLAN Exhibit 3-17: Arroyo Trail Section Adjacent to Residential

33 Bike Lanes and Routes All arterial and collector streets within the Specific Plan accommodate bicycle travel by providing dedicated Class II bike lanes or Class III bike routes, allowing both bicyclists and vehicles to travel along these roadways. Figure 3-14: Alternative Modes demonstrates the location of bike lanes and bike routes throughout the Specific Plan Area. GREEN CONCEPT Encourage bike use by providing facilities such as bike trails, bike routes, bicycle racks, and other areas for bicycle storage to encourage people to use bicycles rather than cars. GREEN CONCEPT Provide interconnected and efficient bicycle network to promote bicycling as an alternative to vehicle use. Bicycle use will further be encouraged throughout the Specific Plan by providing bicycle racks within parks, at key points along the arroyos, within the Commercial Village, and within multi-family areas. All Village Greens are required to provide bicycle racks, and additional racks should be provided as appropriate in Neighborhood Greens and linear parks. All commercial uses and all multifamily residential buildings are required to provide bicycle parking or storage for no less than 15% of the offstreet parking provided for cars. CIRCULATION 3-31

34 3-32 RIO D ORO SPECIFIC PLAN Exhibit 3-18: Typical Bus Stop and Shelter Design

35 3.4.2 Public Transit B-Line (Butte Regional Transit), owned and operated by the Butte County Association of Governments, provides regional public transit to the Oroville Area as well as Chico, Paradise, and other communities throughout Butte County. Currently B-line s Route 25 provides transit service along Feather River Boulevard as far south as Feather River Cinemas. Route 25 also provides service to downtown Oroville and the Oroville Transit Center. The Specific Plan proposes extending this line to provide service to the Rio d Oro Commercial Village and possibly the rest of the community, depending upon ridership demand and the ability of B-line to provide services to the area. Timing of implementation of public transit will be determined through a development agreement or similar mechanism. Exhibit 3-14 illustrates the proposed bus route and bus stop locations. Bus stops have been indicated within 1/4 mile of each other to promote walkability. GREEN CONCEPT planned transit services. Locate new development near existing or Bus stops, bus layback lanes, and shelters will be designed to meet B-line standards and are subject to review and approval by Butte Regional Transit. Exhibit 3-18 : Typical Bus Stop and Shelter Design demonstrates a conceptual design that meets B- Line standards. Bus stops will occur typically at the major streets. Bus stops shall be located adjacent to sidewalks and the sidewalks will expand to surround the shelter. The bus stops at Rio d Oro will provide a comfortable and safe experience for those residents and workers who use bus transit for transportation. The facilities will include safety lighting, rain protection, seating, schedules/map case, trash collection, and bicycle parking. The proposed transit shelter, as illustrated in Exhibit 3-18, identifies the transit shelter specification required by B-line and features solar panels. CIRCULATION 3-33

36 3.4.3 Other Transportation Options In addition to public transit, additional motorized transportation options are available to reduce the number of single occupancy vehicle trips. The following provides a list of potential programs or service that might be considered within the Specific Plan Area: Shuttle Service - Shuttle service could potentially be offered by employers or by the neighboring casino if enough demand exists to support such services. Segways These programs could designate a location for pickup and drop-off as well as establish a schedule for the Rio d Oro Community. Ride Share Programs - A community ride-share program could be established to introduce residents who travel in the same direction for work or other purposes to one another so that they may carpool. Segways, scooters, golf carts, and other personal transportation devices - The use of these devices that result in less fuel use and fewer greenhouse Electric Vehicle gas emissions are encouraged within the Specific Plan Area. Promoting the use of these types of transportation devices is achieved by providing designated, prime parking locations to accommodate these types of devices within parks and the Commercial Village. Electric Vehicle - The use of electric vehicles may be encouraged by providing designed, prime parking locations and by providing charging stations in key locations such as parks and the Commercial Village. GREEN CONCEPT Encourage the use and implementation of alternative modes of transportation that reduce the use of single occupancy vehicles RIO D ORO SPECIFIC PLAN