City of Buena Park | Complete Streets Master Plan Ii BUENA PARK COMPLETE STREETS MASTER PLAN

BUENA PARK COMPLETE STREETS MASTER PLAN BUENA PARK COMPLETE STREETS MASTER PLAN

TABLE OF CONTENTS

Introduction...... 1 Complete Streets...... 1 Buena Park Complete Streets...... 9 Complete Streets Prioritization...... 18 Design Plans...... 21 Implementation – Adoption Into The General Plan...... 25 Draft Section For Mobility Element Update...... 26 Cost And Funding...... 28

LIST OF FIGURES Figure 1 – Orange County Complete Streets Initiative Street Types...... 4 Figure 2 – City of Buena Park Existing Circulation Plan...... 7 Figure 3 – City of Buena Park Buildout Circulation Plan...... 8 Figure 4 – Fourth District Bikeways Strategy – Buena Park Area...... 11 Figure 5 – Buena Park Transit Routes...... 12 Figure 6 – Buena Park Schools...... 16 Figure 7 – Existing Daily Roadway Volumes...... 17

LIST OF TABLES Table 1 – Orange County Complete Streets Initiative Prevalent Street Types...... 6 Table 2 – Summary of Accident History...... 15 Table 3 – Buena Park Complete Streets Candidate Street Selection Focus...... 19 Table 4 – Summary of Street Characteristics and Programs...... 22 Table 5 – Street Types with Typical Complete Streets Components...... 29

APPENDICES Appendix A – Complete Streets Legislation – Assembly Bill 1358 Appendix B – Glossary of Terms Appendix C – City of Buena Park Resolution No 12712 Appendix D – Complete Streets Template Plans Appendix E – Complete Streets Components Typical Costs Appendix F – Complete Streets Funding Sources

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INTRODUCTION

The City of Buena Park received a grant from St. Jude Hospital for the preparation of a Complete Streets Master Plan. The intent is to use and build on the Orange County Complete Streets Initiative (OCCSI) Design Handbook, recently adopted by the Orange County Council of Governments (OCCOG). The goal is to create a series of Complete Streets engineering plans for actual projects in the City, using the guidance and policies from the OCCSI Design Handbook. The City of Buena Park will incorporate Complete Streets concepts and designs, where feasible and appropriate, on streets throughout the City.

This document provides a brief background of the Complete Streets state legislation and County initiative, description of the efforts undertaken in the City of Buena Park, and a summary of the steps taken toward achieving this goal.

COMPLETE STREETS

The following provides a summary of Complete Streets policy documents, adopted guidelines, and related programs and initiatives associated with a Complete Streets program.

Complete Streets – California Legislation In 2008, the California State Legislature adopted Assembly Bill 1358 (AB 1358), the California Complete Streets Act (the Act). A copy of AB 1358 is provided in Appendix A. Implementation of the Act requires that cities and counties adopt a Complete Streets policy amendment to the Circulation Element of the General Plan, when the Element is being substantively revised.

The basic premise of the Complete Streets Act is that a balanced, multimodal transportation network will help to make the most efficient use of the transportation infrastructure, thereby reducing greenhouse gas emissions. Complete Streets are also intended to improve public health by providing a safe mobility environment that encourages individual physical activity in getting from one place to another; shifting short trips from the automobile to biking or walking; and the use of public transit.

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The purpose of Complete Streets design is to create a safe and convenient, multimodal transportation system that meets the mobility needs of all users of streets, roads, and highways; including motorists, pedestrians, bicyclists, children, persons with disabilities, seniors, movers of commercial goods, and users of public transportation. By shifting the transportation mode share from single passenger cars to public transit, bicycling and walking, vehicle miles traveled and greenhouse gas emissions will be reduced. Complete Streets not only improve individual mobility and safety; they promote better health, provide a cleaner environment, and enhance a sense of place and community. A Glossary of Complete Streets terminology is provided in the Appendix B.

Orange County Complete Streets Initiative In 2016, the Orange County Council of Governments (OCCOG) adopted the Orange County Complete Streets Initiative (OCCSI) Design Handbook. The purpose of the Handbook was “to provide policy and design best practices and guidelines for jurisdictions, agencies, design professionals, private developers, and community groups for the improvement of streets and pedestrian areas throughout Orange County.” The primary goal of the OCCSI is to provide Orange County jurisdictions, such as the City of Buena Park, with draft policies that can be incorporated into the Circulation Element of their General Plan, ensuring that the requirements of AB 1358 are met.

A copy of the Complete Street Initiative Design Handbook can be downloaded from the OCCOG

website at: https://www.occog.com/occog-complete-streets/.

The OCCSI Design Handbook presents the overall concept and purpose behind Complete Streets, and provides a framework for establishing a Complete Streets program. The OCCSI handbook categorizes streets into nine broad types of streets, and identifies the Complete Streets components that would be applicable for implementation for each street type. The nine street types are:

1. Multimodal Freeway Corridor 2. Movement Corridor 3. Mixed Land Use Corridor / Hub 4. Industrial / Business Park Street 5. Neighborhood Main Street 6. Downtown Street 7. Residential Street 8. Shared Street 9. Alley

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Based on the framework provided in the OCCSI handbook, it was determined that the streets and roadways in the City of Buena Park typically fall into one of four street types as shown on Figure 1 and discussed below:

Mixed Land Use Corridor – These streets typically have a high volume of traffic that provide access to a multitude of different land uses, such as retail, office, and shopping center. Streets in Buena Park that fall into this category include arterials such as Knott Avenue, Beach Boulevard, Orangethorpe Avenue, and La Palma Avenue. Complete Streets components that could be incorporated on the Mixed Land Use street type include:

• consolidated business access, • amenities for transit users, • wider sidewalks with shade trees, • pedestrian crossings, including mid-block crossings, and • separated (buffered) bikeways.

Neighborhood Main Street – These are mixed-use streets designed for a mix of transportation modes, including pedestrian and sometimes bicycle. Many of these four-lane arterials in the City of Buena Park also have residential frontage along one or both sides of the street. Artesia Boulevard, Crescent Avenue, Western Avenue, and Dale Avenue are examples of this type of street. Complete Streets components that could be incorporated on the Neighborhood Main Street category include: • reduced lane widths, • amenities for transit users, • wider sidewalks with shade trees, • traffic calming features, • pedestrian crossings, including mid-block crossings, and • Class II or Class III bikeways.

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Downtown Street – These are mixed-use streets in the heart of a downtown or attraction area, and are generally designed for a mix of transportation modes, including transit and pedestrian movements. Although the Downtown Buena Park area and the Entertainment Zone are not traditional downtown areas, the streets directly serving these areas accommodate the Downtown Street function. Complete Streets components that could be incorporated on the Downtown Street category include:

• reduced lane widths, • amenities for transit users, • wider sidewalks with shade trees, • traffic calming features, • pedestrian crossings, including mid-block crossings, and • curb extensions at crossing points.

Residential Street – These streets serve primarily residential and school areas, including providing access to local community facilities. Streets directly serving residential properties and surrounding school and park sites would fall into this category. Complete Streets components that could be incorporated on the Residential Street category include:

• traffic calming features, • sidewalks with shade trees, • curb extension at crossing points, including mid-block crossings where appropriate, • and bikeways with sharrows (a pavement legend in the vehicular travel-way that consists of a symbol for a bicycle and an arrow, indicating that the lane is to be shared by cars and bicyclists).

Each of the streets that are categorized by these four street types are summarized on Table 1, and are depicted on Figure 1.

City of Buena Park Mobility Element The City’s Mobility Element of the General Plan shows the existing and future street network for the City. It also describes the different classifications of arterials in the City, ranging from a Principal 8-lane highway to a 2-lane Local street, and provides a street cross-section for each street classification, indicating number of lanes, center divider treatments, and standard widths for lanes, median, bike lanes, parkway, and right-of-way. A copy of the City of Buena Park Existing and Buildout Circulation Plans from the current Mobility Element of the General Plan is provided on Figure 2 and Figure 3, respectively. Whereas the street type categories in the OCCSI focus on adjacent land uses and roadway function, the City’s roadway classification system is based on street design and capacity.

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TABLE 1: ORANGE COUNTY COMPLETE STREETS INITIATIVE PREVALENT STREET TYPES

Buena Park Mixed Land Neighborhood/ Downtown Residential Circulation Element Streets Use Corridor Main

Arterials Malvern Avenue 4 Stage Road 4 Artesia Boulevard 4 Commonwealth Ave 4 Whitaker Street 4 Orangethorpe Avenue 4 La Palma Avenue 4 Crescent Avenue 4 Lincoln Avenue 4 Ball Road 4 Valley View Street 4 Knott Avenue 4 Western Avenue 4 Beach Boulevard 4 Stanton Avenue 4 Dale Street 4 Residential Streets 7th Street 4 8th Street 4 9th Street 4 Indiana Street 4 Gramercy Street 4 Los Robles Avenue 4 Val Verde Avenue 4 Monroe Avenue 4 San Marino Drive 4 Holder Street 4 Camelia Drive 4 Primrose Drive 4

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The City of Buena Park General Plan was adopted in 2010. The Mobility Element contains a general reference to Complete Streets. AB 1358 requires that cities and counties adopt a Complete Streets policy amendment to the Circulation Element (Mobility Element) of the General Plan, when the Element is being substantively revised. Recommendations for adopting a more formal policy for Complete Streets, as required by AB 1358, when the City’s Mobility Element undergoes a substantive revision, are provided in a later section of this document.

BUENA PARK COMPLETE STREETS

Given the comprehensive and detailed nature of the OCCSI Design Handbook, including the depth of guidance and resources it provides, at the outset of this effort for the City of Buena Park, it was agreed that a separate Complete Streets design manual was not needed. Rather, this study would build on the policies and guidance provided in the Handbook, and apply those policies to specific implementation in the City. An effort was undertaken to identify the Complete Streets features that would be most appropriate to include on the primary street types in the City of Buena Park, and to then select candidate streets for preliminary design of those features. As part of the evaluation, the following street characteristics and functions were taken into consideration.

Bicycles The Orange County Transportation Authority (OCTA) adopted the Fourth District Bikeways Strategy in February 2012. The Buena Park City Council also adopted a resolution supporting implementation of the bikeway plan within Buena Park. A copy of Resolution 12712 is provided in Appendix C. The document identified a list of ten regional bikeway corridors for implementation of a county-wide bikeway vision. Six of those corridors run along City streets, either through or along the perimeter of Buena Park. They consist of:

• Malvern Avenue, • Artesia Boulevard, • Orangethorpe Avenue, • Crescent Avenue, • Stanton Avenue, and • Dale Street.

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The Bikeway Strategy plan also includes bikeway corridors along the Coyote Creek Trail (completed), and the Edison Transmission Line Trail. The Coyote Creek Trail, which runs through the northwestern part of the City of Buena Park, is part of the Orange County Loop (OC Loop). The OC Loop is a continuous, 66-mile walking and biking path located in the north and west portion of Orange County, which provides connections to other regional facilities, such as the Santa Ana River Bikeway, the Coastal Bikeway, and the San Gabriel River Bikeway. A copy of Figure E.1 – Fourth Supervisorial District Regional Bikeway Corridors from the Fourth District Bikeways Strategy document, showing the existing and proposed bikeways in the Buena Park area, is provided on Figure 4.

Transit The City of Buena Park is served by OCTA Bus Routes 21, 24, 25, 26, 29, 30, 33, 38, 42/42A, and 46; LA Metro Route 460; and Anaheim Resort Transportation (ART) Route 18, which provides service between Disneyland and Knott’s Berry Farms. Within the City, bus routes operate along the following arterials: • Valley View Street, • Knott Avenue, • Western Avenue, • Beach Boulevard, • Dale Street, • Artesia Boulevard, • Commonwealth Avenue, • Orangethorpe Avenue, • La Palma Avenue, • Crescent Avenue, • Lincoln Avenue, and • Ball Road.

A map depicting the bus routes that serve the City of Buena Park is provided on Figure 5.

Beach Boulevard Multi-Modal Mobility Action Plan The City prepared a Multi-Modal Mobility Action Plan for Beach Boulevard, the purpose of which is “to provide guidance to create a safer multi-modal network within the City’s Entertainment Zone and connectivity to commercial, retail, and neighborhood streets.” The document describes proposed pedestrian improvements along La Palma Avenue and Beach Boulevard, connecting to the Edison Transmission Line Corridor, which is a proposed Class I Multi-use path and Regional Corridor, as shown in the OCTA Fourth District Bikeways Strategy document.

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The Beach Boulevard plan also discusses potential bicycle-related improvements along Orangethorpe Avenue, La Palma Avenue, Crescent Avenue, Western Avenue, Stanton Avenue, and Dale Street.

Safe Routes to School The City’s schools are separated into three elementary school districts: the Buena Park School District, which covers the area mostly north of the SR-91; the Centralia School District, which covers the neighborhoods mostly south of SR-91; and the Savanna School District, which covers the southern- most area of the City. Each of the elementary schools in the City, as well as the Speech and Language Development Center on Holder Street, have School Route Plans for pedestrians. School Route Plans identify the preferred route for pedestrians and bicyclists to follow to get to and from the schools, what side of the street to walk on, and the intersections that have marked crosswalks. These routes are mostly on residential streets, with some routes on primary and secondary arterials.

Within the Buena Park School District, these arterial and local streets are part of school route plans: • Malvern Avenue, • Gramercy Street, • Western Avenue, • Holder Street, • Knott Avenue, • Stanton Avenue, • 8th Street, • Dale Street. • 9th Street,

Within the Centralia School District, these arterial and local streets are part of school route plans:

• La Palma Avenue, • Ball Road, • Crescent Avenue, • Lincoln Avenue, • Valley View Street, • Stanton Avenue, • San Marino Drive, • Dale Street, • Holder Street, • Camelia Drive, • Knott Avenue, • Primrose Drive.

Within the Savanna School District, Holder Street is part of the school route plan.

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FIT Cities The City of Buena Park has undertaken a program to promote healthy neighborhoods through the Fifteen in Twenty-Twenty (FIT) program. The City received a FIT Cities grant from the County of Orange for community planning purposes that focuses on childhood obesity and improving the health of the Buena Park community.

As part of the program, the City has conducted FIT Committee Neighborhood Walking Tours in the vicinity of the Whitaker Elementary (near Dale Street, north of the I-5 Freeway) and Gilbert Elementary (on 8th Street, west of Western Avenue) schools.

From the Whitaker Elementary walking tour, observations along Dale Street and Indiana Street consisted of:

• No crosswalk at Dale Street-Auto Center Drive intersection • Commuters travel fast along Dale Street to Auto Center Drive • Landscape improvements needed • No shade areas on Dale Street • No sidewalk on Indiana Street to Los Robles

From the Gilbert Elementary walking tour, observations along 8th Street, 9th Street, Knott Avenue, Gramercy, and Western Avenue consisted of:

• Observed flooding in crosswalk areas along 8th Street • Narrow or missing sidewalks • Congested streets • Complete Street potential

The locations of the City’s elementary schools, including the schools that are a focus of the FIT Committee, are shown on Figure 6.

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Traffic Volumes Daily traffic volume data was collected for the selected streets segments, to measure traffic volume and peak flows on the candidate streets.Existing average daily traffic volumes are shown on Figure 7. Traffic volume data is useful in determining whether or not certain Complete Street features that focus on down-sizing the street and de-emphasizing vehicular use of the street would be feasible, given the current vehicular demand. For example, converting a travel lane to a bike lane and / or on-street parking would not be advisable for a street that is carrying daily traffic volumes that are near or over the street capacity.

Accidents Traffic accident data in the City of Buena Park was obtained from the Statewide Integrated Traffic Records System (SWITRS) for years 2014 through 2016. The accident data is summarized on Table 2 for the candidate streets, based on the total number of reported accidents, and number of accidents involving pedestrians or bicyclists. The purpose of breaking out accidents involving bicycles and pedestrians was to determine if a particular location or candidate street segment is prone to accidents involving pedestrians or bicyclists, and whether or not Complete Street features could be incorporated to improve the walkability or bike-ability of the street.

TABLE 2: SUMMARY OF ACCIDENT HISTORY Accident Data Street ADT Total Accidents 2014 2015 2016 2014 2015 2016 Bike Ped Bike Ped Bike Ped Stanton Avenue 15,309 13 31 31 0 3 4 0 1 0 Dale Street - north of I-5 Freeway 6,955 13 11 11 0 0 1 0 1 0 Dale Street - south of I-5 Freeway 14,549 8th Street 2,707 4 2 4 2 1 0 0 0 0 9th Street 3,879 7 3 10 0 0 0 0 0 0

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COMPLETE STREETS PRIORITIZATION

Implementation of Complete Streets improvements may take the form of a formal Complete Streets project along a key travel corridor or roadway in the City, when funding for the engineering, design, and construction is procured; or it may consist of incorporating Complete Streets elements one component at a time, as part of a development project or roadway improvement project, as the opportunities present themselves.

The selection process for identifying candidate streets for Complete Streets projects or locations for Complete Streets elements takes into account such factors as existing needs, street function, community desire, physical feasibility, and financial viability for completion of the project.

As shown on Table 3, Priorities for implementation of Complete Streets along the city’s arterials (primary and secondary arterials) will focus on multi-modal mobility and connectivity throughout the City for all users. Priority would be given to streets that are a transit route, a Safe Routes to School route, and streets that have been identified as a candidate for bicycle and pedestrian improvements, or have been the focus of the FIT Committee efforts. Streets serving and connecting to the Entertainment Zone would also be included. Higher priority would be given to arterials that serve two or more of these functions.

Local neighborhood streets will have an added focus on health and safety for children and families as they travel to and from schools and parks, community centers and libraries, and between neighborhoods. Complete Streets elements on local neighborhood streets will be designed to encourage children and families to walk or bicycle to and from these community facilities and between neighborhoods. Streets that directly serve schools and parks, and streets that are identified as a Safe Routes to School route would be the highest priority for Complete Streets improvements. Improvements would include well-maintained sidewalks, marked crosswalks, bike lanes or sharrows, and shade trees.

Other non-arterial streets that provide connections or access to schools, parks, and other community facilities, such as a library, Boys & Girls Club, sports facilities, etc. would also be good candidates for Complete Streets components to encourage walking and biking to those destinations.

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TABLE 3: BUENA PARK COMPLETE STREETS CANDIDATE STREET SELECTION FOCUS Arterials

Focus: Multi-modal mobility and connectivity for all users. Priority A Dale Street Stanton Street Orangethorpe Avenue La Palma Avenue Whitaker Street Holder Street Other Streets serving the Downtown and Entertainment Zone Areas • Crescent Avenue • Grand Avenue • Western Avenue Priority B Malvern Avenue Artesia Boulevard Commonwealth Avenue Stage Road Lincoln Avenue Ball Road Cerritos Avenue Neighborhood / Connector Streets

Added Focus: Health and safety for children and families as they travel to and from schools and parks, community facilities, and between neighborhoods. Priority A: 8th Street Primrose Drive Safe Routes to School Route and 9th Street Franklin Street FIT Committee Focus Indiana Street Rostrata Avenue Gramercy Street Fullerton Street San Marino Drive Burnham Avenue Holder Street Western Avenue Camelia Drive Kingman Avenue Priority B: Los Robles Avenue Other streets providing access to schools, Monroe Avenue parks, other community facilities and El Dorado Drive attractions (sample list) San Rio Drive Country Club Drive Rosecrans Avenue Kenwood Avenue

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Complete Streets Candidate Street Selection Based on review of the documents and programs listed above, a summary matrix of the streets included in each program is provided to show the streets in the City of Buena Park which have been the focus of one or more of these documents. A copy of the matrix is provided on Table 4. The purpose of this matrix was to facilitate the process of determining which streets could be included as Complete Streets candidates.

As a result of the review efforts, the following candidate streets were identified: Stanton Avenue – Downtown Street • Stanton Avenue is designated as a Primary Arterial on the City’s Circulation Element. The daily vehicular capacity along a Primary Arterial is 20,000 to 30,000 vehicles per day. • Stanton Avenue is identified as a Safe Route to School, and is listed as a candidate for potential bicycle and pedestrian improvements in the Fourth District Bikeways Strategy and the Beach Boulevard Mobility Action Plan documents.

Dale Street – Neighborhood / Main Street • Dale Street is designated as a Secondary Arterial on the City’s Circulation Element. The daily vehicular capacity of a Secondary Arterial is 10,000 to 20,000 vehicles per day. • Dale Street is a transit route, is identified as a Safe Route to School, is listed as a candidate for potential bicycle and pedestrian improvements in the Fourth District Bikeways Strategy and the Beach Boulevard Mobility Action Plan documents, and is the focus of the FIT Committee efforts for Whitaker Elementary School.

8th and 9th Streets – Residential Streets • 8th and 9th Street are local residential streets. Local streets are planned to carry 4,000 vehicles or fewer per day. • They are identified as a Safe Route to School, and both are the focus of the FIT Committee efforts for Gilbert Elementary School.

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DESIGN PLANS

Complete Streets conceptual design plans have been prepared the three street types (Downtown Street, Neighborhood/Main Street and Residential Streets as part of this effort:

Downtown Street • Concept plans have been prepared for a Downtown Street, which would typically be a Primary Arterial, such as Stanton Avenue. • Complete Street elements incorporated into the plan include: Green Lane bicycle lanes (5 to 6 feet wide) on both sides of the street, with a 2- to 5-foot buffer between the bicycle lane and the traffic lane; Bike sharrows designating the bike lane transition through a side street intersection; An 8-foot parking lane; Lane transitions and markings, as needed to accommodate the added bike lanes and buffers.

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TABLE 4: SUMMARY OF STREET CHARACTERISTICS AND PROGRAMS

Fourth Beach Blvd Buena Park OCTA Safe FIT CMP District Multi-Modal Circulation Element Bus Route to Committee Segment Bikeways Mobility Streets Route Strategy Action Plan School Focus Arterials Malvern Avenue 4 4 Stage Road Artesia Boulevard 4 4 Commonwealth Ave 4 Whitaker Street 4 Orangethorpe Avenue 4 4 4 4 La Palma Avenue 4 4 4 Crescent Avenue 4 4 4 4 Lincoln Avenue 4 4 Ball Road 4 4 Valley View Street 4 4 Knott Avenue 4 4 4 Western Avenue 4 4 4 4 Beach Boulevard 4 4 4 Stanton Avenue 4 4 4 Dale Street 4 4 4 4 4 Residential Streets 7th Street 8th Street 4 4 9th Street 4 4 Indiana Street 4 Gramercy Street 4 4 Los Robles Avenue Monroe Avenue San Marino Drive 4 Holder Street 4 Camelia Drive 4 Primrose Drive 4

Note: Shaded streets were selected as candidate streets for Complete Streets features.

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Neighborhood / Main Street • Concept plans have been prepared for a Neighborhood/Main Street, which would typically be a Secondary Arterial, such as Dale Street. • Complete Street elements incorporated into the plan include: Green Lane bicycle lanes (5 feet wide) on both sides of the street; Incorporate bicycle bypass lanes around transit stops; 8-foot parking lanes on both sides of the street; The bicycle lanes will be separated from the lanes of moving traffic by being placed on the inside, between the parking lane and the sidewalk, with a 3-foot striped buffer to leave room for the passenger side doors to open; Yellow ladder-style crosswalks; Curb extensions, or bulb-outs at intersections, to reduce the distance needed to cross the street; Lane transitions and markings, as needed to accommodate the added parking lanes, bike lanes, and buffers.

Bike Sharrow – Lake Street, Huntington Beach, CA

Before – No Sharrow (2014) After – Sharrow (2015)

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Before – 2015

BUENA PARK COMPLETE STREETS MASTER PLAN

Residential Street • Concept plans have been prepared for a Residential Street type, which would typically be a local residential street, such as 8th or 9th Street. • Complete Street elements incorporated into the plan include: Shared Roadway Bicycle Markings (sharrows) for both directions of travel, 8-foot parking lanes on both sides of the street; Yellow ladder-style crosswalks; Curb extensions, or bulb-outs at intersections, to reduce the distance needed to cross the street at all side streets: Lane transitions and markings, as needed to accommodate the added lane changes and curb extensions

An 11” x 17” copy of each of these plans is provided in Appendix D.

Each of these plans provide a generic template design. The purpose is to provide the City with a plan showing the design of various Complete Streets components and the associated markings, plan notes, and measurements on the three street types that are representative of many streets within the City. These plans can then be used a starting point in the future for implementation on roadways of the same street type throughout the City, as funding becomes available for additional Complete Streets projects.

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IMPLEMENTATION – ADOPTION INTO THE GENERAL PLAN

The City of Buena Park Mobility Element of the General Plan (adopted in 2010) currently contains the following reference to Complete Streets:

AB 1358 requires that at the time of the next update or substantive revision of the Mobility Element, the City must adopt a Complete Streets policy amendment.

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DRAFT SECTION FOR MOBILITY ELEMENT UPDATE

The following Complete Streets policy amendment, with Principles, Goals, and Policies, is recommended for incorporation into the City of Buena Park Mobility Element:

Complete Streets In 2008, the California State Legislature adopted Assembly Bill 1358 (AB 1358), the California Complete Streets Act (the Act). Implementation of the Act requires that cities and counties adopt a Complete Streets policy amendment when the Circulation Element of the General Plan is being substantively revised.

The Complete Streets Act is premised on the concept that a balanced, multimodal transportation network will help to make the most efficient use of the transportation infrastructure, thereby reducing greenhouse gas emissions. Complete Streets are also intended to improve public health by providing a safe mobility environment that encourages individual physical activity in getting from one place to another; shifting short trips from the automobile to biking, walking, and the use of public transit.

In 2016, the Orange County Council of Governments (OCCOG) adopted the Orange County Complete Streets Initiative (OCCSI) Design Handbook. A copy of the Complete Streets Initiative

Design Handbook can be downloaded from the OCCOG website at: https://www.occog.com/ occog-complete-streets/. The purpose of Complete Streets design is to create a safe and convenient, multimodal transportation system that meets the mobility needs of all users of streets, roads, and highways; including motorists, pedestrians, bicyclists, children, persons with disabilities, seniors, movers of commercial goods, and users of public transportation. By shifting the transportation mode share from single passenger cars to public transit, bicycling and walking, vehicle miles traveled and greenhouse gas emissions will be reduced. Complete Streets not only benefit transportation and safety; they promote better health, provide a cleaner environment, and enhance a sense of place and community.

In an effort to meet the requirements of the Complete Streets Act, the Mobility Element includes goals and policies to prioritize implementation of Complete Streets components, and to develop programs supporting Complete Streets principles and standards in the City of Buena Park.

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The following are the City of Buena Park Complete Streets Mobility Element Principles, Goals, and Policies.

PRINCIPLE: COMPLETE STREETS Create a safe and convenient multimodal transportation system that meets the mobility needs of all users of streets, roads, and highways; including motorists, pedestrians, bicyclists, children, persons with disabilities, seniors, movers of commercial goods, and users of public transportation.

Goal: A transportation system that incorporates Complete Streets features through thoughtful and intentional design, and that safely accommodates all modes of travel. Policy 1 Establish street cross sections and design guidelines that incorporate Complete Streets features and promote multimodal travel in the City of Buena Park. Policy 2 Coordinate the implementation of Complete Streets with all City departments. Policy 3 Seek opportunities to engage with adjacent cities to promote the continuation of Complete Streets design across city boundaries. Policy 4 Consider the needs and safety of all street users, including pedestrians, bicyclists, and transit users. Policy 5 Promote and prioritize Complete Streets components where improvements will improve the safety of sidewalk and bicycle access to schools, and encourage healthy activities, such as walking and biking. Policy 6 Consider reducing the number of travel lanes dedicated to vehicles (de-emphasized streets), or removing on-street parking where existing infrastructure or site conditions limit the ability to implement Complete Streets features. Policy 7 Consider repurposing rights-of-way to enhance connectivity for pedestrians, bicyclist and transit. Policy 8 Implement Complete Streets improvements throughout the Entertainment Zone and adjoining areas, to encourage visitors to walk and use transit or hotel shuttles to get to and from area attractions. Policy 9 Promote street connectivity and create local connections within neighborhoods and seek opportunities to rebalance rights-of-way to enhance connectivity for pedestrians, bicyclists and transit users. Policy 10 Promote incorporation of Complete Streets concepts when designing new roadways or making retrofits or improvements to existing roadways and intersections. Policy 11 Require incorporation of Complete Streets design features in conjunction with new development. Policy 12 Implement Complete Streets through single projects or incrementally through a series of smaller improvements or maintenance activities over time. Policy 13 Ensure any future improvements to the transportation system are integrated with the city’s existing and future bikeway and trail systems. Policy 14 To measure the effectiveness of Complete Streets improvement, monitor relevant performance measures, such as: reduction of accidents and injuries to pedestrians and bicyclists, increase of pedestrian and bicycle usage of improved streets, increase in transit ridership.

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COST AND FUNDING Costs The Orange County Complete Streets Initiative Design Handbook provides typical costs for the individual components that may be included as part of a Complete Streets improvement project. A copy of the Typical Costings summary is provided in Appendix E of this report.

Table 5 provides a summary of the typical components that could be incorporated into Complete Streets projects for the three predominant street types in the City of Buena Park (Downtown, Neighborhood Main, and Residential street types). Each Complete Streets project will need to be evaluated and costed separately, based on existing conditions and facilities, and physical constraints.

Funding Sources Grants and financial assistance to help fund Complete Streets projects, improvements, and programs are available from many sources, including federal and state grants, regional and local agencies, as well as grants from private industry, public/private partnerships, trusts or foundations. A listing of several federal, state, regional, local, and private funding sources currently available is provided in Appendix F. The OCCOG Complete Streets Initiative also includes a Funding Toolkit, which provides guidance for jurisdictions on the basics of applying for grant funding for Complete Streets projects in Orange County. A copy of the Complete Streets Initiative Funding Toolkit can be downloaded from the OCCOG website at: https://www.occog.com/occog-complete-streets/

City of Buena Park | Complete Streets Master Plan 28 BUENA PARK COMPLETE STREETS MASTER PLAN

TABLE 5: STREET TYPES WITH TYPICAL COMPLETE STREETS COMPONENTS

Complete Typical # of Curb-

Center On-Street Candidate

Streets General Plan Lanes/ to-Curb Typical Improvements Median Parking Streets Street Type Classification Direction Width Cycle track bike lane - Stanton Avenue one or both sides Raised or Knott Avenue On-street parking both sides Downtown Primary 2 striped - 84’ / 100’ Both Sides Commonwealth Ave Transit amenities / shade trees 14’ typical La Palma Avenue Curb Extensions/ Bulb-outs at crossings Dale Street Bike Lane - one or both sides None, with Both sides, Western Avenue On-street Parking - one side parking; or no median; or Neighborhood Whitaker Street Transit amenities / shade trees Secondary 2 center turn 64’ / 80’ No parking, Main Crescent Avenue Curb Extensions/ lane with with center turn Stanton Avenue Bulb-outs at crossings no parking lane (north of La Palma) Pedestrian refuge areas Shared Auto / Bike Lane Indiana Street (Sharrows) Monroe Avenue On-street parking on both sides San Marino Drive Maintain / repair / 36-40’ / Residential Local 1 None Both sides Holder Street widen sidewalks varies Camelia Drive Provide shade trees / benches Primrose Drive Curb extensions/ 9th Street Bulb-outs at crossings Speed tables to calm traffic

City of Buena Park | Complete Streets Master Plan 29 BUENA PARK COMPLETE STREETS MASTER PLAN

APPENDIX A Complete Streets Legislation Assembly Bill 1358

City of Buena Park | Complete Streets Master Plan Assembly Bill No. 1358

CHAPTER 657

An act to amend Sections 65040.2 and 65302 of the Government Code, relating to planning.

[Approved by Governor September 30, 2008. Filed with Secretary of State September 30, 2008.]

legislative counsel’s digest AB 1358, Leno. Planning: circulation element: transportation. (1) Existing law requires the legislative body of each county and city to adopt a comprehensive, long-term general plan for the physical development of the county or city with specified elements, including a circulation element consisting of the general location and extent of existing and proposed major thoroughfares, transportation routes, terminals, any military airports and ports, and other local public utilities and facilities, all correlated with the land use element of the plan. This bill would require, commencing January 1, 2011, that the legislative body of a city or county, upon any substantive revision of the circulation element of the general plan, modify the circulation element to plan for a balanced, multimodal transportation network that meets the needs of all users of streets, roads, and highways, defined to include motorists, pedestrians, bicyclists, children, persons with disabilities, seniors, movers of commercial goods, and users of public transportation, in a manner that is suitable to the rural, suburban, or urban context of the general plan. By requiring new duties of local officials, this bill would impose a state-mandated local program. (2) Existing law establishes in the Office of the Governor the Office of Planning and Research with duties that include developing and adopting guidelines for the preparation of and content of mandatory elements required in city and county general plans. This bill would require the office, commencing January 1, 2009, and no later than January 1, 2014, upon the next revision of these guidelines, to prepare or amend guidelines for a legislative body to accommodate the safe and convenient travel of users of streets, roads, and highways in a manner that is suitable to the rural, suburban, or urban context of the general plan, and in doing so to consider how appropriate accommodation varies depending on its transportation and land use context. It would authorize the office, in developing these guidelines, to consult with leading transportation experts, including, but not limited to, bicycle transportation planners, pedestrian planners, public transportation planners, local air quality management districts, and disability and senior mobility planners.

91 Ch. 657 — 2 —

(3) The California Constitution requires the state to reimburse local agencies and school districts for certain costs mandated by the state. Statutory provisions establish procedures for making that reimbursement. This bill would provide that no reimbursement is required by this act for a specified reason.

The people of the State of California do enact as follows:

SECTION 1. This act shall be known and may be cited as the California Complete Streets Act of 2008. SEC. 2. The Legislature finds and declares all of the following: (a) The California Global Warming Solutions Act of 2006, enacted as Chapter 488 of the Statutes of 2006, sets targets for the reduction of greenhouse gas emissions in California to slow the onset of human-induced climate change. (b) The State Energy Resources Conservation and Development Commission has determined that transportation represents 41 percent of total greenhouse gas emissions in California. (c) According to the United States Department of Transportation’s 2001 National Household Travel Survey, 41 percent of trips in urban areas nationwide are two miles or less in length, and 66 percent of urban trips that are one mile or less are made by automobile. (d) Shifting the transportation mode share from single passenger cars to public transit, bicycling, and walking must be a significant part of short- and long-term planning goals if the state is to achieve the reduction in the number of vehicle miles traveled and in greenhouse gas emissions required by current law. (e) Walking and bicycling provide the additional benefits of improving public health and reducing treatment costs for conditions associated with reduced physical activity including obesity, heart disease, lung disease, and diabetes. Medical costs associated with physical inactivity were estimated by the State Department of Health Care Services to be $28 billion in 2005. (f) The California Blueprint for Bicycling and Walking, prepared pursuant to the Supplemental Report of the Budget Act of 2001, sets the goal of a 50 percent increase in bicycling and walking trips in California by 2010, and states that to achieve this goal, bicycling and walking must be considered in land use and community planning, and in all phases of transportation planning and project design. (g) In order to fulfill the commitment to reduce greenhouse gas emissions, make the most efficient use of urban land and transportation infrastructure, and improve public health by encouraging physical activity, transportation planners must find innovative ways to reduce vehicle miles traveled and to shift from short trips in the automobile to biking, walking, and use of public transit. (h) It is the intent of the Legislature to require in the development of the circulation element of a local government’s general plan that the circulation

91 — 3 — Ch. 657 of users of streets, roads, and highways be accommodated in a manner suitable for the respective setting in rural, suburban, and urban contexts, and that users of streets, roads, and highways include bicyclists, children, persons with disabilities, motorists, movers of commercial goods, pedestrians, public transportation, and seniors. SEC. 3. Section 65040.2 of the Government Code is amended to read: 65040.2. (a) In connection with its responsibilities under subdivision (l) of Section 65040, the office shall develop and adopt guidelines for the preparation of and the content of the mandatory elements required in city and county general plans by Article 5 (commencing with Section 65300) of Chapter 3. For purposes of this section, the guidelines prepared pursuant to Section 50459 of the Health and Safety Code shall be the guidelines for the housing element required by Section 65302. In the event that additional elements are hereafter required in city and county general plans by Article 5 (commencing with Section 65300) of Chapter 3, the office shall adopt guidelines for those elements within six months of the effective date of the legislation requiring those additional elements. (b) The office may request from each state department and agency, as it deems appropriate, and the department or agency shall provide, technical assistance in readopting, amending, or repealing the guidelines. (c) The guidelines shall be advisory to each city and county in order to provide assistance in preparing and maintaining their respective general plans. (d) The guidelines shall contain the guidelines for addressing environmental justice matters developed pursuant to Section 65040.12. (e) The guidelines shall contain advice including recommendations for best practices to allow for collaborative land use planning of adjacent civilian and military lands and facilities. The guidelines shall encourage enhanced land use compatibility between civilian lands and any adjacent or nearby military facilities through the examination of potential impacts upon one another. (f) The guidelines shall contain advice for addressing the effects of civilian development on military readiness activities carried out on all of the following: (1) Military installations. (2) Military operating areas. (3) Military training areas. (4) Military training routes. (5) Military airspace. (6) Other territory adjacent to those installations and areas. (g) By March 1, 2005, the guidelines shall contain advice, developed in consultation with the Native American Heritage Commission, for consulting with California Native American tribes for all of the following: (1) The preservation of, or the mitigation of impacts to, places, features, and objects described in Sections 5097.9 and 5097.993 of the Public Resources Code.

91 Ch. 657 — 4 —

(2) Procedures for identifying through the Native American Heritage Commission the appropriate California Native American tribes. (3) Procedures for continuing to protect the confidentiality of information concerning the specific identity, location, character, and use of those places, features, and objects. (4) Procedures to facilitate voluntary landowner participation to preserve and protect the specific identity, location, character, and use of those places, features, and objects. (h) Commencing January 1, 2009, but no later than January 1, 2014, upon the next revision of the guidelines pursuant to subdivision (i), the office shall prepare or amend guidelines for a legislative body to accommodate the safe and convenient travel of users of streets, roads, and highways in a manner that is suitable to the rural, suburban, or urban context of the general plan, pursuant to subdivision (b) of Section 65302. (1) In developing guidelines, the office shall consider how appropriate accommodation varies depending on its transportation and land use context, including urban, suburban, or rural environments. (2) The office may consult with leading transportation experts including, but not limited to, bicycle transportation planners, pedestrian planners, public transportation planners, local air quality management districts, and disability and senior mobility planners. (i) The office shall provide for regular review and revision of the guidelines established pursuant to this section. SEC. 4. Section 65302 of the Government Code is amended to read: 65302. The general plan shall consist of a statement of development policies and shall include a diagram or diagrams and text setting forth objectives, principles, standards, and plan proposals. The plan shall include the following elements: (a) A land use element that designates the proposed general distribution and general location and extent of the uses of the land for housing, business, industry, open space, including agriculture, natural resources, recreation, and enjoyment of scenic beauty, education, public buildings and grounds, solid and liquid waste disposal facilities, and other categories of public and private uses of land. The location and designation of the extent of the uses of the land for public and private uses shall consider the identification of land and natural resources pursuant to paragraph (3) of subdivision (d). The land use element shall include a statement of the standards of population density and building intensity recommended for the various districts and other territory covered by the plan. The land use element shall identify and annually review those areas covered by the plan that are subject to flooding identified by flood plain mapping prepared by the Federal Emergency Management Agency (FEMA) or the Department of Water Resources. The land use element shall also do both of the following: (1) Designate in a land use category that provides for timber production those parcels of real property zoned for timberland production pursuant to the California Timberland Productivity Act of 1982 (Chapter 6.7 (commencing with Section 51100) of Part 1 of Division 1 of Title 5).

91 — 5 — Ch. 657

(2) Consider the impact of new growth on military readiness activities carried out on military bases, installations, and operating and training areas, when proposing zoning ordinances or designating land uses covered by the general plan for land, or other territory adjacent to military facilities, or underlying designated military aviation routes and airspace. (A) In determining the impact of new growth on military readiness activities, information provided by military facilities shall be considered. Cities and counties shall address military impacts based on information from the military and other sources. (B) The following definitions govern this paragraph: (i) “Military readiness activities” mean all of the following: (I) Training, support, and operations that prepare the men and women of the military for combat. (II) Operation, maintenance, and security of any military installation. (III) Testing of military equipment, vehicles, weapons, and sensors for proper operation or suitability for combat use. (ii) “Military installation” means a base, camp, post, station, yard, center, homeport facility for any ship, or other activity under the jurisdiction of the United States Department of Defense as defined in paragraph (1) of subsection (e) of Section 2687 of Title 10 of the United States Code. (b) (1) A circulation element consisting of the general location and extent of existing and proposed major thoroughfares, transportation routes, terminals, any military airports and ports, and other local public utilities and facilities, all correlated with the land use element of the plan. (2) (A) Commencing January 1, 2011, upon any substantive revision of the circulation element, the legislative body shall modify the circulation element to plan for a balanced, multimodal transportation network that meets the needs of all users of streets, roads, and highways for safe and convenient travel in a manner that is suitable to the rural, suburban, or urban context of the general plan. (B) For purposes of this paragraph, “users of streets, roads, and highways” means bicyclists, children, persons with disabilities, motorists, movers of commercial goods, pedestrians, users of public transportation, and seniors. (c) A housing element as provided in Article 10.6 (commencing with Section 65580). (d) (1) A conservation element for the conservation, development, and utilization of natural resources including water and its hydraulic force, forests, soils, rivers and other waters, harbors, fisheries, wildlife, minerals, and other natural resources. The conservation element shall consider the effect of development within the jurisdiction, as described in the land use element, on natural resources located on public lands, including military installations. That portion of the conservation element including waters shall be developed in coordination with any countywide water agency and with all district and city agencies, including flood management, water conservation, or groundwater agencies that have developed, served, controlled, managed, or conserved water of any type for any purpose in the county or city for which the plan is prepared. Coordination shall include

91 Ch. 657 — 6 — the discussion and evaluation of any water supply and demand information described in Section 65352.5, if that information has been submitted by the water agency to the city or county. (2) The conservation element may also cover all of the following: (A) The reclamation of land and waters. (B) Prevention and control of the pollution of streams and other waters. (C) Regulation of the use of land in stream channels and other areas required for the accomplishment of the conservation plan. (D) Prevention, control, and correction of the erosion of soils, beaches, and shores. (E) Protection of watersheds. (F) The location, quantity and quality of the rock, sand and gravel resources. (3) Upon the next revision of the housing element on or after January 1, 2009, the conservation element shall identify rivers, creeks, streams, flood corridors, riparian habitats, and land that may accommodate floodwater for purposes of groundwater recharge and stormwater management. (e) An open-space element as provided in Article 10.5 (commencing with Section 65560). (f) (1) A noise element that shall identify and appraise noise problems in the community. The noise element shall recognize the guidelines established by the Office of Noise Control and shall analyze and quantify, to the extent practicable, as determined by the legislative body, current and projected noise levels for all of the following sources: (A) Highways and freeways. (B) Primary arterials and major local streets. (C) Passenger and freight on-line railroad operations and ground rapid transit systems. (D) Commercial, general aviation, heliport, helistop, and military airport operations, aircraft overflights, jet engine test stands, and all other ground facilities and maintenance functions related to airport operation. (E) Local industrial plants, including, but not limited to, railroad classification yards. (F) Other ground stationary noise sources, including, but not limited to, military installations, identified by local agencies as contributing to the community noise environment. (2) Noise contours shall be shown for all of these sources and stated in terms of community noise equivalent level (CNEL) or day-night average level (Ldn). The noise contours shall be prepared on the basis of noise monitoring or following generally accepted noise modeling techniques for the various sources identified in paragraphs (1) to (6), inclusive. (3) The noise contours shall be used as a guide for establishing a pattern of land uses in the land use element that minimizes the exposure of community residents to excessive noise. (4) The noise element shall include implementation measures and possible solutions that address existing and foreseeable noise problems, if any. The

91 — 7 — Ch. 657 adopted noise element shall serve as a guideline for compliance with the state’s noise insulation standards. (g) (1) A safety element for the protection of the community from any unreasonable risks associated with the effects of seismically induced surface rupture, ground shaking, ground failure, tsunami, seiche, and dam failure; slope instability leading to mudslides and landslides; subsidence, liquefaction, and other seismic hazards identified pursuant to Chapter 7.8 (commencing with Section 2690) of Division 2 of the Public Resources Code, and other geologic hazards known to the legislative body; flooding; and wildland and urban fires. The safety element shall include mapping of known seismic and other geologic hazards. It shall also address evacuation routes, military installations, peakload water supply requirements, and minimum road widths and clearances around structures, as those items relate to identified fire and geologic hazards. (2) The safety element, upon the next revision of the housing element on or after January 1, 2009, shall also do the following: (A) Identify information regarding flood hazards, including, but not limited to, the following: (i) Flood hazard zones. As used in this subdivision, “flood hazard zone” means an area subject to flooding that is delineated as either a special hazard area or an area of moderate or minimal hazard on an official flood insurance rate map issued by the Federal Emergency Management Agency. The identification of a flood hazard zone does not imply that areas outside the flood hazard zones or uses permitted within flood hazard zones will be free from flooding or flood damage. (ii) National Flood Insurance Program maps published by FEMA. (iii) Information about flood hazards that is available from the United States Army Corps of Engineers. (iv) Designated floodway maps that are available from the Central Valley Flood Protection Board. (v) Dam failure inundation maps prepared pursuant to Section 8589.5 that are available from the Office of Emergency Services. (vi) Awareness Floodplain Mapping Program maps and 200-year flood plain maps that are or may be available from, or accepted by, the Department of Water Resources. (vii) Maps of levee protection zones. (viii) Areas subject to inundation in the event of the failure of project or nonproject levees or floodwalls. (ix) Historical data on flooding, including locally prepared maps of areas that are subject to flooding, areas that are vulnerable to flooding after wildfires, and sites that have been repeatedly damaged by flooding. (x) Existing and planned development in flood hazard zones, including structures, roads, utilities, and essential public facilities. (xi) Local, state, and federal agencies with responsibility for flood protection, including special districts and local offices of emergency services. (B) Establish a set of comprehensive goals, policies, and objectives based on the information identified pursuant to subparagraph (A), for the protection

91 Ch. 657 — 8 — of the community from the unreasonable risks of flooding, including, but not limited to: (i) Avoiding or minimizing the risks of flooding to new development. (ii) Evaluating whether new development should be located in flood hazard zones, and identifying construction methods or other methods to minimize damage if new development is located in flood hazard zones. (iii) Maintaining the structural and operational integrity of essential public facilities during flooding. (iv) Locating, when feasible, new essential public facilities outside of flood hazard zones, including hospitals and health care facilities, emergency shelters, fire stations, emergency command centers, and emergency communications facilities or identifying construction methods or other methods to minimize damage if these facilities are located in flood hazard zones. (v) Establishing cooperative working relationships among public agencies with responsibility for flood protection. (C) Establish a set of feasible implementation measures designed to carry out the goals, policies, and objectives established pursuant to subparagraph (B). (3) After the initial revision of the safety element pursuant to paragraph (2), upon each revision of the housing element, the planning agency shall review and, if necessary, revise the safety element to identify new information that was not available during the previous revision of the safety element. (4) Cities and counties that have flood plain management ordinances that have been approved by FEMA that substantially comply with this section, or have substantially equivalent provisions to this subdivision in their general plans, may use that information in the safety element to comply with this subdivision, and shall summarize and incorporate by reference into the safety element the other general plan provisions or the flood plain ordinance, specifically showing how each requirement of this subdivision has been met. (5) Prior to the periodic review of its general plan and prior to preparing or revising its safety element, each city and county shall consult the California Geological Survey of the Department of Conservation, the Central Valley Flood Protection Board, if the city or county is located within the boundaries of the Sacramento and San Joaquin Drainage District, as set forth in Section 8501 of the Water Code, and the Office of Emergency Services for the purpose of including information known by and available to the department, the office, and the board required by this subdivision. (6) To the extent that a county’s safety element is sufficiently detailed and contains appropriate policies and programs for adoption by a city, a city may adopt that portion of the county’s safety element that pertains to the city’s planning area in satisfaction of the requirement imposed by this subdivision. SEC. 5. No reimbursement is required by this act pursuant to Section 6 of Article XIII B of the California Constitution because a local agency or

91 — 9 — Ch. 657 school district has the authority to levy service charges, fees, or assessments sufficient to pay for the program or level of service mandated by this act, within the meaning of Section 17556 of the Government Code.

91 BUENA PARK COMPLETE STREETS MASTER PLAN

APPENDIX B Complete Streets Glossary of Terms

City of Buena Park | Complete Streets Master Plan COMPLETE STREETS GLOSSARY OF TERMS

AASHTO American Association of State Highway and Transportation Officials

Access management is defined as the management of potential interference between Access Management through-traffic and traffic entering, leaving, and crossing a major street.

A term describing the degree to which something is accessible by as many people as possible regardless of physical ability or income level. In transportation design, accessibility is often used to focus on people with disabilities and their right of access to thoroughfares, Accessibility buildings and public transportation. Accessibility also refers to transportation facilities that comply with Public Rights-of-Way Accessibility Guidelines related to the Americans with Disabilities Act (ADA).

Accessible Pedestrian Signal (APS) A device that communicates crosswalk signals in non-visual formats – audible tones and vibro-tactile surfaces.

Active transportation is travel powered by human energy. Walking and biking are the most Active Transportation common means of active transportation. To encourage more walking and biking, communities must create active transportation systems – networks of accessible trails, sidewalks, and on-road bicycle facilities.

Advanced Pedestrian Also known as Leading Pedestrian Interval (LPI) gives pedestrians an advanced walk signal Signals before motorists get a green signal.

Positive elements which contribute to the overall convenience and attractiveness of an area, Amenities such as street benches, tables, trees and landscaping, etc.

The Americans with Disabilities Act of 1990 gives civil rights protections to individuals with disabilities similar to those provided to individuals on the basis of race, color, sex, national Americans with origin, age, and religion. It guarantees equal opportunity for individuals with disabilities in Disabilities Act (ADA) public accommodations, employment, transportation, State and local government services, and telecommunications.

Arterial roads are designed as high-capacity urban roads that connect smaller local roads with larger ones, connecting many destinations and neighborhoods. Automobile traffic Arterial Roads generally travels at high speeds and there is less emphasis on travelers by foot, bicycle, or public transit.

Average Daily Traffic ADT or Annual Average Daily Traffic (AADT) is the average volume of traffic on a highway or (ADT) road each day.

A design characteristic that maximizes accessibility for people with physical or cognitive Barrier-free difficulties.

Complete Streets - 1 - Glossary of Terms COMPLETE STREETS GLOSSARY OF TERMS

A bicycle boulevard is a roadway that motorists may use, but that prioritizes bicycle traffic through the use of various treatments. Through motor vehicle traffic is discouraged by periodically diverting it off the street. Remaining traffic is slowed to approximately the same speed as bicyclists. Stop signs and signals on the bicycle boulevard are limited to the Bicycle Boulevard greatest extent possible, except where they aid bicyclists in crossing busy streets. The development of a bicycle boulevard may include the alteration of intersection controls, the installation of signage, stencils, or other treatments that facilitate bicycling. Bicycle boulevards are most effective when several treatments are used in combination.

A portion of the roadway which has been designated by striping, signing and pavement Bicycle Lane marking for the preferential or exclusive use by bicyclists.

A community’s vision to make bicycling an integral part of daily life. A Bicycle Plan Bicycle Plans recommends projects, programs and policies to encourage use of bicycling as a mode of active transportation.

Bicycle Route A roadway or path that has been identified by signing as a bicycle route.

Bicycle Share Bicycles available for rent for short periods of time.

A bio-retention swale is a landscaped feature designed to capture, retain, filter and convey Bio-retention Swale storm water runoff.

Bollards are vertical posts often arranged in a line to separate automobile traffic from people on foot or riding bicycles. They may also be used to prevent parking on sidewalks, to Bollards demarcate special bus-only lanes, and to manage and calm traffic flow. They may be fixed (permanent) or flexible (movable or able to bend and return to their original position). Sometimes other objects, such as planters, are used as bollards.

Buffer or Planting Strip An undeveloped or landscaped area separating sidewalks from roadways.

Bulb-outs, also known as curb extensions, used to shorten the distance required to cross a street, and improve sight distance for pedestrians. They can bring down the speed of cars Bulb-out or Curb making right turns, add visual emphasis to important pedestrian crossings, and make it Extensions easier for people in cars and people on foot to see each other. Curb extensions are commonly used at intersections, but are also helpful at midblock crossings and other locations. Sometimes the added area is landscaped and used to filter storm water.

Bus Lane A traffic lane for public bus transportation only.

An enclosed waiting area located near a bus station or stop that typically provide a roof, a Bus Shelter back wall and two side walls, and a bench where passengers may wait for a bus. Bus schedules and/or advertisements are usually posted on the shelter.

Caltrans California Department of Transportation

Complete Streets - 2 - Glossary of Terms COMPLETE STREETS GLOSSARY OF TERMS

Maximum hourly rate at which vehicles can reasonably be expected to pass a given point Capacity (roadway) based on the roadway, traffic, and control conditions.

A short-range plan, usually 4-6 years, which identifies capital projects and equipment Capital Improvements purchases, provides a planning schedule and identifies options for financing the plan. The Plan (CIP) plan provides a link between a local government entity and a comprehensive and strategic plans and the entity's annual budget.

Vehicles available for rent over short periods of time. Car sharing allows people to walk, Car Sharing bike, carpool, or use transit, and use the car sharing service in instances when a vehicle is needed for a short period of time.

CCTV Closed circuit television system used for remote video monitoring in streets.

A series of offset curb extensions or bulb-outs along a roadway that narrow the roadway Chicane and slow traffic, forcing it to follow the curved roadway.

Refers to the environmental and social quality of an area as perceived by residents, employees, customers and visitors, including safety and health, local environmental Community Livability conditions, quality of social interactions, opportunities for recreation and entertainment, aesthetics and existence of unique cultural and environmental resources.

A toolkit of design features that can be used to improve safety, comfort and efficiency for a Complete Streets variety of roadway users, encourage all travel modes, and can also make a street more Elements attractive and improve ecological functions.

Context sensitive solutions (CSS) is a collaborative, interdisciplinary approach that involves all stakeholders to develop a transportation facility that fits its physical setting and Context Sensitive preserves scenic, aesthetic, historic and environmental resources, while maintaining safety Solutions (CSS) and mobility. CSS is an approach that considers the total context within which a transportation improvement project will exist.

A walkable strip behind and including the curb for access through a non-walkable planted Convenience Strip parkway or tree well to parking areas.

A transportation pathway that provides for the movement of people and goods between and within activity centers. A corridor encompasses single or multiple transportation routes Corridor or facilities (such as thoroughfares, public transit, railroads, highways, bikeways, etc.), the adjacent land uses and the connecting network of streets.

Countdown pedestrian signals are a combination of traditional pedestrian signals that direct Countdown Pedestrian people on foot as to when they may and may not cross a street and an added display that Signal shows the number of seconds remaining to safely cross.

The organization of space within the right-of-way of a street, including vehicle travel lanes, Cross Section pedestrian realm, local access lanes, bicycle lanes, and the median.

A street crossing point, designated with pavement striping and advance signage. A raised Crosswalk crosswalk lifts the level of the crosswalk to that of the sidewalk, providing a level crossing for pedestrians, and encouraging drivers to slow.

Complete Streets - 3 - Glossary of Terms COMPLETE STREETS GLOSSARY OF TERMS

A ramp providing a smooth transition between sidewalk and street that complies with the Curb Ramp or Curb Cut American with Disabilities Act (ADA) standards.

Density The number of dwelling units, square yards of floor space or people per acre of land.

A desire line is an informal path or route that pedestrians follow. It is often the shortest Desire Line route or most easily navigated route to a destination.

Ergonomic Design Design of equipment and furniture that fits the human body and its cognitive abilities.

FHWA Federal Highway Administration

Floating bus stops are bumped-out islands that accommodate a bikeway between the bus Floating Bus Stop stop and the sidewalk.

A landscape feature used to intercept and absorb storm water run-off prior to entering the Flow-through Planter storm water infrastructure.

Roadway functional categories based on the amount of travel a street is intended to Functional Classification accommodate.

Goods Movement The transportation of goods (such as freight) by road, rail or air.

Streets that incorporate sustainable elements including storm water infiltration, street trees Green Streets and other landscaping.

Linear corridors of land that connect key resources and open space within a region. A greenways network includes greenways as well as hubs of specifically identified natural Greenways resources or open space and man-made features or destinations that influence the development of the linear greenway corridor.

Sometimes referred to as back-in diagonal parking. Head-out angled parking is a type of on- street parking where cars are backed into diagonal spaces. Accommodates more vehicles than traditional parallel parking. Provides a better view of oncoming traffic for the driver Head-out Angled Parking pulling out of the parking space. Head-out angled parking is useful in narrowing the overall width of a roadway to promote compliance with speed limits. On-street parking in general also provides a buffer between people who are walking and automobile traffic, creating a more pleasant pedestrian environment.

Heads–up Map A heads-up map is a wayfinding map that is aligned with the direction the user is facing.

Complete Streets - 4 - Glossary of Terms COMPLETE STREETS GLOSSARY OF TERMS

High Occupancy Vehicle Vehicles that can carry more than two persons, such as a bus, vanpool, and carpool. (HOV)

High Occupancy Vehicle A lane dedicated exclusively to vehicles carrying more than one person. (HOV) Lane

The basic facilities, services, and installations needed for the functioning of a community, Infrastructure such as transportation, water and power lines, and public institutions.

The actual use or intended purpose for each parcel of land (e.g. industrial, commercial, Land Use residential).

An indicator of the quality of operating conditions that is typically applied to roadways and Level of Service (LOS) intersections to indicate the ratio of vehicle demand to roadway capacity and resulting delay.

Streets with a low level of traffic mobility and a high level of land access, serving residential, Local Roads commercial and industrial areas.

A policy-based document that provides the vision of a community, but does not or cannot Master or regulate properties or land use. It dictates public policy in terms of transportation, utilities, Comprehensive land use, recreation, and housing over large geographical areas and a long-term time Development Plan horizon.

Medians are raised areas within a roadway that separate opposing lanes of traffic. They may Median feature decorative landscape, trees, or other barriers. Pedestrians may use medians as a safe place to stop when crossing streets.

Median tip extensions are painted or raised areas at the ends of medians to provide additional space for pedestrians to pause while crossing the street, shorten overall crossing Median Tip Extension distances, and improve alignment of travel lanes.

Mid-block Crosswalks Crosswalks in the middle of a street block rather than at an intersection.

An appropriate combination of multiple uses (e.g. residential, commercial, community, leisure), inside a single structure or place within a neighborhood, where a variety of Mixed-use Development different living activities (live, work, shop, and play) are in close proximity (walking or biking distance) to most residents.

A ranking of transportation modes in order to identify which mode should be given higher Modal Priorities consideration in decisions concerning physical design and operations.

Complete Streets - 5 - Glossary of Terms COMPLETE STREETS GLOSSARY OF TERMS

The proportion of people who use each of the various modes of transportation in relation to Mode Share the total number.

The shift away from single occupant vehicle use and dependency to a greater variety of Mode Shift transportation modes.

Refers to the availability of transportation options within a system or corridor for walking, Multi-Modal bicycling, driving, or transit.

MMLOS is a rating system that is used to broadly assess the travel experiences for Multi-Modal Level of pedestrians, bicyclists, transit users, and vehicle drivers along a specified corridor or Service (MMLOS) location.

MUTCD Manual on Uniform Traffic Control Devices

Non-Motorized Existing infrastructure for nonmotorized transportation, including sidewalks, bicycle lanes Transportation and routes, and mixed-use paths.

Open Space Plazas, parks, street openings, etc. to create a vibrant public realm.

An authoritative decree or direction for a community. Establishes the law for implementing Ordinance a community’s vision. It is sometimes called a code.

Overpasses/underpasses A street crossing separating pedestrians from motor vehicle traffic (e.g. bridge or tunnel).

Parking Lane A curbside lane on the roadway utilized primarily for the parking of vehicles.

Parklet A space created by converting on-street parking spaces into a temporary public space.

A landscaped portion of the sidewalk area between the face of curb and the pedestrian Parkway walkway.

The one-hour period during which the maximum amount of travel occurs. Generally, there is Peak Hour a morning peak and an afternoon peak on typical weekdays.

A ground treatment that allows storm water to pass through the surface and infiltrate the Permeable Surface ground, reducing storm water run-off into infrastructure.

A holistic and community-based approach to the development and revitalization of cities Placemaking and neighborhoods. Placemaking creates unique places with lasting value that are compact, mixed-use, and pedestrian and transit-oriented, and that have a strong civic character.

Formal public spaces in a city where people gather to partake in a wide variety of public Plaza activities.

Complete Streets - 6 - Glossary of Terms COMPLETE STREETS GLOSSARY OF TERMS

Pocket Park Small, less formal areas of open space that adjoin the sidewalk.

A high-level overall plan to embrace general goals and acceptable procedures, especially of Policy a governmental body. Policy guides a city’s actions and decisions toward those that are most likely to achieve a desired outcome.

Public Transportation/ A shared passenger transportation service which is available for use by the general public and may include buses, trolleys, trams and trains, rapid transit (metro/subways/ Transit undergrounds etc.), and ferries.

Provides transit users with up-to-date information on transit schedules and anticipated Real-time Transit arrival time for the next bus or train. Provided at transit stops and may be available through Information mobile phone applications.

Resolution A formal expression of opinion, intention, support or vision.

The maximum volume and rate that automobile traffic can pass along a road within a Road Capacity particular set of conditions.

Road diets (also known as conversions or re-channelization) are often employed on roadways that have more travel lanes than needed for the level of automobile traffic. Travel lanes are removed or narrowed to create on-road space for bicycle lanes, center turn lanes, Road Diet or on-street parking. They may be removed or narrowed to provide wider sidewalks and medians. Most commonly, road diets transform a four-lane, bi-directional roadway into a three-lane road with one travel lane in each direction, a center turn lane or median, and bicycle lanes.

A system in which streets and highways are grouped into classes (by speed, volume, type, or Road Hierarchy jurisdiction) according to the character of service they are intended to provide.

A circular intersection designed to improve the flow of traffic to and from two or more roadways. The entrance of a roundabout is flared with a splitter island deflecting vehicles Roundabout around the center in one direction, maintaining continuous movement on the roundabout. Vehicles entering the roundabout must yield to on-coming vehicles.

An initiative that conducts projects to improve safety and accessibility by identifying Safe Routes to School preferred walking and biking routes between neighborhoods and schools, based on the locations of sidewalks, crosswalks, signal, crossing guards, etc..

A condition of being safe, free from danger, risk, or injury. In traffic engineering, safety involves reducing the occurrences of crashes, reducing the severity of crashes, improving Safety crash survivability, developing programmatic safety programs and applying appropriate design elements in transportation improvement projects.

Complete Streets - 7 - Glossary of Terms COMPLETE STREETS GLOSSARY OF TERMS

A pedestrian crossing system that allows pedestrians to cross all legs of an intersection in all Scramble Crossing directions at the same time, sometimes also including crossing diagonally across the intersection.

Shared spaces are streets that are designed to allow traffic to be fully integrated with Shared Space pedestrians. This is achieved by removing curbs and using a consistent surface material across the street.

A facility for active transportation modes (including walking, jogging, cycling and skating) Shared-Use Path which is generally constructed to a wider standard. May be asphalt, concrete or granular.

A pavement marking symbol (a bicycle with arrows) in the travel lane of a roadway Sharrow indicating that bicyclists may use the full lane, and that motorists must share the lane with bicycles.

The curbside area that is adjacent to roadway travel lanes and is on the same level as the Shoulder roadway. For roadways with curb and gutter, this area is typically delineated by solid white striping and is usually narrower than vehicular parking lanes.

Sidewalk A paved walkway that allows pedestrians to walk along, but separated from, the roadway.

Sidewalk Area The portion of the public right-of-way between the face of curb and property line.

The distance that a driver can see along a travel way in order to observe and successfully react to a hazard, obstruction, decision point, or maneuver; both an issue when a vehicle is traveling along a roadway and when entering a roadway from a side street. The “sight Sight Distance triangle” defines the area within which a driver needs to look in order to see approaching vehicles and safely enter the street. Physical obstructions are not to be located within the sight triangle.

Computer-based traffic signal control system that monitors traffic conditions and selects Signal Prioritization appropriate signal timing strategies.

Invests time, attention, and resources into restoring community and vitality to center cities and older suburbs. New smart growth is more town-centered, is transit and pedestrian Smart Growth oriented, and has a greater mix of housing, commercial and retail uses. It also preserves open space and many other environmental amenities.

A speed cushion is a speed hump that has wheel cutouts to allow large vehicles to pass Speed Cushion unaffected by the traffic calming device.

Is a parabolic vertical traffic calming device intended to slow vehicles speed. The size of a Speed Hump speed hump is determined by the posted speed limit and target speed reduction.

Speed Limit The legally-defined maximum speed of vehicles on a road.

Speed Management Processes and techniques to mitigate excessive traffic speeds.

A speed table is a wider speed hump that fits the entire wheel base of a vehicle to reduce its Speed Table traffic speed. Often these are used at intersections and midblock crossings.

Complete Streets - 8 - Glossary of Terms COMPLETE STREETS GLOSSARY OF TERMS

Defines a street, taking into consideration the land use context, relationship of buildings to Street Type the street and the number of travel lanes, volume, type and speed of traffic.

A streetcar is a mode of transit that travels on rails within the street environment. Streetcar Streetcars are also known as light rail or trams.

All the elements that make up the physical environment of a street and define its character Streetscape including the roadway, sidewalk, building setbacks, height and style. Also paving treatments, trees, lighting, pedestrian amenities and street furniture.

Provide pedestrians with designated routes along a construction site when sidewalks and Temporary Walkways other pedestrian travel ways have been closed.

A totem is a vertical wayfinding device that is positioned at decision points within the street Totem environment.

Physical changes (e.g. roundabouts, road diets, speed bumps, lane narrowing, tree Traffic Calming placement at road edge, speed reduction) to a street to encourage drivers to drive slowly or to discourage cut-through traffic.

A traffic circle is used as a traffic calming measure at intersections to slow vehicles and balance priority on streets with low volumes of traffic. A traffic circle can be retrofitted into Traffic Circle existing intersections. Usually vehicles must stop before proceeding through the traffic circle.

A traffic island is a raised section within the central median that acts as a traffic calming Traffic Island device but also as a refuge for pedestrians crossing the street.

An official device or signage that gives a specific message, either by words or symbols, to the Traffic Sign public.

A visual signal to control the flow of traffic. Pedestrian signals let pedestrians know when Traffic Signal they have priority and warn drivers to stop/yield for pedestrians. There are varying kinds of signals.

The creation of compact, walkable communities centered around high quality transit Transit Oriented systems. Residential and commercial districts designed to maximize access by public transit Development (TOD) and non-motorized transportation, with good connectivity, mixed-use, parking management and other design features that facilitate public transit use and maximize overall accessibility.

An interconnected transportation pathway that provides for the movement of people and goods between and within activity centers. A corridor encompasses single or multiple Transportation Corridor transportation routes or facilities (such as thoroughfares, public transit, railroads, highways, bikeways, etc.), the adjacent land uses and the connecting network of streets.

Travel Way The portion of the roadway for the movement of vehicles, exclusive of shoulders.

Complete Streets - 9 - Glossary of Terms COMPLETE STREETS GLOSSARY OF TERMS

A speed change lane within the median to accommodate left turning vehicles from either Two-Way Left-Turn Lane direction.

The design of buildings, streets, services, transportation systems and public spaces to Universal Design accommodate the widest range of potential users – by removing barriers for those with mobility, visual and hearing impairments and other special needs.

The unplanned, uncontrolled spreading of urban development into areas adjoining the edge Urban Sprawl of a city, often creating low density development, auto dependency, and congestion.

Utilities are services and associated infrastructure that are provided for public use, for Utilities example telecommunications, electricity, gas, water and sewage.

Vehicle Miles Traveled A measurement of miles traveled by vehicles in a specified region for a specified time (VMT) period.

A Vehicle Per Hour Per Day (VPHPD) count is used to calculate the average daily traffic VPHPD volumes.

Streets and places designed or reconstructed to provide safe and comfortable facilities for pedestrians, and are safe and easy to cross for people of all ages and abilities. Walkable streets and places provide a comfortable, attractive and efficient environment for the pedestrian including an appropriate separation from passing traffic, adequate width of Walkability roadside to accommodate necessary functions, pedestrian-scaled lighting, well-marked crossing, protection from the elements (e.g. street trees for shade, awnings, or arcades to block rain), direct connections to destinations in a relatively compact area, facilities such as benches, attractive places to gather or rest such as plazas and visually interesting elements (e.g. urban design, streetscapes, architecture of adjacent buildings).

Wayfinding Signage that will assist travelers in walking to local destinations.

In urban areas, paved shoulders are not normally provided on major roads. A wider outside (or curbside) lane allows a motorist to safely pass a cyclist while remaining in the same lane Wide Shoulders and this can be a significant benefit and improvement for cyclists, especially more experienced riders. A wider outside lane also helps trucks, buses, and vehicles turning onto the major road from a driveway or wide street.

Dividing an area into zones or sections reserved for different purposes such as residence, Zoning business, and manufacturing.

Source: Orange County Complete Streets Initiative

Complete Streets - 10 - Glossary of Terms BUENA PARK COMPLETE STREETS MASTER PLAN

APPENDIX C

City of Buena Park

Resolution No. 12712

City of Buena Park | Complete Streets Master Plan

BUENA PARK COMPLETE STREETS MASTER PLAN

APPENDIX D Complete Streets Template Plans • Downtown Street (Primary Arterial) • Neighborhood/Main Street (Secondary Arterial) • Residential Street

City of Buena Park | Complete Streets Master Plan

BUENA PARK COMPLETE STREETS MASTER PLAN

APPENDIX E Complete Streets Components Typical Costs

City of Buena Park | Complete Streets Master Plan BUENA PARK COMPLETE STREETS MASTER PLAN

COMPLETE STREETS COMPONENTS TYPICAL COSTS Improvement Unit Cost Bicycle Painted buffer strip, 3 ft. wide LF $26 - $31 Raised buffer strip, 1 ft. wide LF $3 - $8 Bicycle dotted line marking extension LF $2.50 - $4 Bicycle lane colored surfacing LF $4 - $7 Painted road marking line LF $3 - $4 Bicycle storage shed Each $10,000+ Bicycle stand Each $150 - $250 Bicycle two-stage turn queue box Each $2,600 - $2,900 Bicycle locker Each $950 - $1,100 Bus Stop Bench Each $600 - $700 Bin Each $650 - $800 Shelter Each $23,000 - $26,500 Sign post Each $190 - $220 Lighting New streetlight Each $4,750 - $6,000 Retrofit streetlight to pedestrian scale Each $300 - $400 Pavement Marking Bicycle buffer strip, 3 ft. wide LF $26 - $31 Crosswalk marking - high visibility LF $25 - $40 Crosswalk marking - standard Sq. Ft. $4 - $6 Crosswalk marking - striped LF $10 - $15 Line marking LF $3 - $4 Parallel parking space Each Space $8 - $10 Angled parking space Each Space $8 - $10 Bicycle shared lane marking LF $4 - $6 Shared lane signage Each $145 - $160 Planting Raised planter Each $1,000+ Planting Sq. Ft. $20 - $25 Irrigation Sq. Ft. $1.00 - $2.50 Soil Sq. Ft. $3 - $5 Geotextiles Sq. Ft. $2.50 - $4.00 Tree - 13 ft. height Each $950 - $1,100 Tree - 20 ft. height Each $1,300 - $1,600

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Improvement Unit Cost Placemaking Public art Each $5,000+ Open street / other event traffic management Each $5,000+ Kiosk Each $10,000+ Parklet Each $55,000 - $70,000 Wayfinding totem Each $3,500 - $5,000 Curb Ramp Concrete Pavement Sq. Ft. $15 - $25 Detectable Warning Strip Sq. Ft. $40 - $45 Drop Curb LF $20 - $25 Roadway Conversion Bridge widening Sq. Ft. $170 - $190 Pedestrian and bicycle overbridge LF $1,100 - $1,400 Intersection realignment Each $3,000,000+ Lane conversion - 11 ft. width Mile $2.6 - $2.9M Lane realignment Mile $1,000,000+ HOV Lane Mile $2.6 - $2.8M LRT Mile $48 - $55M Crossing island Each $4,500+ Raised crosswalk Each $3,800 - $4,500 Raised intersection Each $11,800 - $13,750 Speed hump Each $1,900 - $2,200 Traffic circle Each $4,500 - $6,000 Signage Electronic variable message sign Each $50,000 - $150,000 Transit lane signposts Each $280 - $350 Mid-block crossing lights / beacons Each $3,500+ Mid-block crossing signage Each $150+ Wayfinding fingerpost Each $1,600 - $1,850 Wayfinding totem Each $3,500 - $5,000 Surfacing New concrete curb LF $25 - $35 New curb LF $40 - $55 Drop curb LF $20 - $25 Curb realignment LF $13 - $16 Asphalt Sq. Ft. $3 - $4 Block paving Sq. Ft. $5 - $10

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Improvement Unit Cost Concrete pavement Sq. Ft. $15 - $25 Colored concrete Sq. Ft. $18 - $25 Resin bound gravel Sq. Ft. $7 - $10 Permeable paving Sq. Ft. $8 - $15 Mill and re-surface roadway Mile $200,000+ Street Furniture Bench Each $600 - $750 Bicycle stand Each $150 - $200 Bollards Each $500+ Bollards removable Each $600 - $650 Trash can Each $600 - $850 Combined trash and recycling Each $1,900 - $2,200 Concrete jersey barriers Each $650 - $800 Kiosk Each $10,000+ Soundwall Mile $2.3 - $2.6M Traffic Signals Add bicycle signalization Each $2,100 - $2,400 Add pedestrian signalization Each $950 - $1,100 New signal Each Pole $425,000 - $500,000 Reconfigure signal timing Each $30,000+ Trails Equestrian trail LF $15 - $25+ Trail light Each $1,450 - $1,650+ Recreational trail LF $2.50 - $4 Shared path LF $220 - $250 Wayfinding fingerpost Each $1,600 - $1,850

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APPENDIX F Complete Streets Funding Sources

City of Buena Park | Complete Streets Master Plan BUENA PARK COMPLETE STREETS MASTER PLAN

FUNDING SOURCES MATRIX

Grant Funder Purpose(s) Eligibility Requirements / Activities Website Link Opportunity Name

FEDERAL FHWA / FTA Metropolitan Planning Transportation planning in urbanized areas in accordance with 23 Transit, bicycle, and pedestrian planning as part of the metropolitan http://www.fta.dot.gov/fun ding/ (23 USC 104(f)) USC 134 and 49 USC 5303. planning process. grants/grants_financin g_3563.html FHWA / FTA Statewide Planning Statewide transportation planning in accordance with 23 USC 135 Transit, bicycle and pedestrian planning as part of the statewide http://www.fta.dot.gov/gra nts.html (23 USC 505) and 49 USC 5304. planning process. FHWA National Highway System (NHS) Improvements to rural and urban roads that are part of the NHS or Construction of pedestrian walkways and bicycle transportation http://www.fhwa.dot.gov/pl anning/ (23 USC 103) that are NHS Intermodal connectors. facilities on land adjacent to any highway on the NHS. NHS funds national_highway_s ystem/ may also be used to fund transit improvements in NHS corridors FHWA Surface Transportation Program Construction, reconstruction, rehabilitation, resurfacing, restoration, Construction of pedestrian walkways and bicycle transportation https://www.fhwa.dot.gov/ map21/ (STP) (23 USC 133) and operational improvements for highways and bridges including facilities; non-construction projects for safe bicycle use; modify factsheets/stp.cfm construction or reconstruction necessary to accommodate other public sidewalks to comply with the Americans with Disabilities Act. transportation modes. Funds may be used (as capital funding) for public transportation capital improvements, car and vanpool projects, fringe and corridor parking facilities, bicycle and pedestrian facilities, and intercity or intracity bus terminals and bus facilities. Funds can be used for surface transportation planning activities, wetland mitigation, transit research and development, and environmental analysis. Other eligible projects under STP include transit safety improvements and most transportation control measures. FHWA Congestion Mitigation and Air Funds projects in non-attainment and maintenance areas that Eligible activities include transit system capital expansion and http://www.fhwa.dot.gov/e Quality Improvement Program reduce transportation related emissions with the objective of improvements that are projected to realize an increase in ridership; nvironment/air_quality/cma q/ (CMAQ) (23 USC 149) improving the Nation’s air quality and managing traffic congestion. travel demand management strategies and shared ride services; CMAQ projects and programs are often innovative solutions to pedestrian and bicycle facilities and promotional activities that common mobility problems. Capital and Operating funds for new encourage bicycle commuting. Construction of pedestrian walkways transit service. Funds are apportioned to States based on a formula and bicycle transportation facilities; non-construction projects for safe that considers the severity of their air quality problems. bicycle use. Projects do not have to be within the right-of-way of a Federal-aid highway, but must demonstrate an air quality benefit. USDOT TIGER The Transportation Investment Generating Economic Recovery, or Funding was available to units of government - including state, tribal http://www.transportation. gov/ TIGER Discretionary Grant program, provides a unique opportunity and local governments,transit agencies, port authorities, MPOs and tiger for USDOT to invest in road, rail, transit and port projects that multi-jurisdictional entities - for capital investments in highway or promise to achieve national objectives. Since 2009, Congress has bridge projects; public transportation projects; passenger and freight dedicated more than $4.1 billion for six rounds of TIGER to fund rail transportation projects; port infrastructure investments; and projects that have a significant impact on the Nation, a region or a intermodal facilities. Additional TIGER solicitations are anticipated. metropolitan area.

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Grant Funder Purpose(s) Eligibility Requirements / Activities Website Link Opportunity Name

FHWA Safe Routes to School (SRTS) 1. To enable and encourage children, including those with "Eligible Infrastructure Projects are planning, design, and "http://www.fhwa.dot.gov/e (S-LU Sec. 1404) disabilities, to walk and bicycle to school; construction of infrastructure-related projects that will substantially nvironment/safe_routes_to 2. To make bicycling and walking to school a safer and more improve the ability of students to walk and bicycle to school, _school/" appealing transportation alternative, thereby encouraging a healthy including sidewalk improvements, traffic calming and speed and active lifestyle from an early age; and reduction improvements, pedestrian and bicycle crossing 3. to facilitate the planning, development, and implementation of improvements, on-street bicycle facilities, off-street bicycle and projects and activities that will improve safety and reduce traffic, fuel pedestrian facilities, secure bicycle parking facilities, and traffic consumption, and air pollution in the vicinity of schools diversion improvements in the vicinity of schools. Eligible Non-Infrastructure projects include activities to encourage walking and bicycling to school, such as public awareness campaigns and outreach to press and community leaders; traffic education and enforcement in the vicinity of schools; student sessions on bicycle and pedestrian safety, health, and environment; and funding for training volunteers and managers of safe routes to school programs. FHWA Highway Bridge Replacement Replace and rehabilitate deficient highway bridges and to Pedestrian walkways and bicycle transportation facilities on highway http://www.fhwa.dot.gov/b ridge/ and Rehabilitation (HBRRP) (23 seismically retrofit bridges located on any public road. bridges. If a highway bridge deck is replaced or rehabilitated, and hbrrp.htm USC 144) bicycles are permitted at each end, then the bridge project must include safe bicycle accommodations (within reasonable cost). (23 USC 217(e)) FHWA Highway Safety Improvement The overall purpose of this program is to achieve a significant Improvements for pedestrian or bicyclist safety. Construction and http://safety.fhwa.dot.gov/ hsip/ Program (HSIP) (23 USC 148) reduction in traffic fatalities and serious injuries on all public roads yellow-green signs at pedestrian- bicycle crossings and in school through the implementation of infrastructure-related highway safety zones. Identification of and correction of hazardous locations, improvements. sections, and elements (including roadside obstacles, railway- highway crossing needs, and unmarked or poorly marked roads) that constitute a danger to bicyclists and pedestrians. Highway safety improvement projects on publicly owned bicycle or pedestrian pathways or trails. FTA Urbanized Area Formula Grants Transit capital and planning assistance to urbanized areas with Funding can be used for planning, engineering design and http://www.fta.dot.gov/fun ding/ (49 USC 5307) populations over 50,000 and operating assistance to areas with evaluation of transit projects, and other technical transportation- grants/grants_financin g_3561.html populations of 50,000 - 200,000. related studies. Funding can also be used for capital investments in bus and bus-related activities such as replacement, overhaul, and rebuilding of buses. For urbanized areas with populations of 200,000 or more, at least one percent of the funding apportioned to each area must be used for transit enhancement activities such as historic preservation, landscaping, public art, pedestrian access, bicycle access, and enhanced access for persons with disabilities. FTA Urbanized Area Formula Grants 1% set-aside of section 5307 funds for areas with population over Pedestrian and bicycle access, bicycle storage facilities, and installing http://www.fta.dot.gov/fun ding/ Transportation Enhancements 200,000 population for 9 specific activities included in the definition equipment to transport bicycles on mass transportation vehicles. grants/grants_financin g_3561.html Set-aside (49 USC 5307(k)) of Transit Enhancement Activities in 49 USC 5302(a)(15). US Department of Beyond Traffic: Smart City To demonstrate and evaluate a holistic, integrated approach to Projects using advanced data and intelligent transportation systems https://www.transportation.gov/ Transportation Challenge improving surface transportation performance within a city and (ITS) technologies and applications to reduce congestion, keep smartcity/nofo integrating this approach with other smart city domains such as travelers safe, protect the environment, respond to climate change, public safety, public services, and energy. connect underserved communities, and support economic vitality.

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Grant Funder Purpose(s) Eligibility Requirements / Activities Website Link Opportunity Name

US Department Transit-Oriented Development To support FTA's mission of improving public transportation for Comprehensive planning projects that support economic https://www.federalregister.gov/ of Transportation Planning Pilot Program America's communities by providing funding to local communities to development, ridership, multimodal connectivity and accessibility, articles/2016/04/14/2016-08538/ - Federal Transit integrate land use and transportation planning with a transit capital increased transit access for pedestrian and bicycle traffic, and transit-oriented-development- Administration investment that is seeking, or has recently received, funding through mixed-use development near transit stations. planning-pilot-program#h-13 the CIG Program. Federal Transit FTA Transit Funds Provide increased access to transit for all users. Projects funded with FTA transit funds must provide access to transit. https://www.transit.dot.gov/ Administration (FTA) Bicycle infrastructure plans and projects funded with FTA funds must regulations-and-guidance/ be within a 3-mile radius of a transit stop or station, or if further than environmental-programs/livable- 3 miles, must be within the distance that people could be expected to sustainable-communities/bicycles- safely and conveniently bike to use the particular stop. transit FHWA National Highway Performance The purposes of the National Highway Performance Program NHPP projects must benefit National Highway System (NHS) https://www.fhwa.dot.gov/ Program (NHPP) (NHPP) are: corridors. specialfunding/nhpp/160309.cfm 1.To provide support for the condition and performance of the National Highway System (NHS); 2.To provide support for the construction of new facilities on the NHS; and 3.To ensure that investments of Federal-aid funds in highway construction are directed to support progress toward the achievement of performance targets established in a State's asset management plan for the NHS. FHWA Surface Transportation Block The Surface Transportation Block Grant program (STBG) provides Bicycle transportation non-construction projects related to safe https://www.fhwa.dot.gov/ Grant Program (STBG) flexible funding that may be used by States and localities for bicycle use are eligible under STBG. specialfunding/stp/ projects to preserve and improve the conditions and performance on any Federal-aid highway, bridge and tunnel projects on any public road, pedestrian and bicycle infrastructure, and transit capital projects, including intercity bus terminals. Dept of the Interior Land and Water Conservation For planning, acquisition and development of facilities that provide Recreational bicycle and pedestrian facilities in parks and other http://www.nps.gov/lwcf/ (DOI) / Fund (Dep't of the Interior / recreational opportunities. outdoor recreation areas National Park National Park Service) System (NPS) STATE CA Department of Sustainable Transportation Provide a safe, sustainable, integrated and efficient transportation Transportation planning studies of interregional and statewide http://www.dot.ca.gov/hq/tpp/ Transportation Planning Grant Program - system to enhance California’s economy and livability significance, in partnership with Caltrans; can address projects grants.html Strategic Partnerships (STPG-SP) formerly funded under Environmental Justice, Community-Based Transportation Planning, and Transit Planning grant programs CA Department of Sustainable Transportation Provide a safe, sustainable, integrated and efficient transportation Studies of multimodal transportation issues having statewide, http://www.dot.ca.gov/hq/tpp/ Transportation Planning Grant Program - system to enhance California’s economy and livability interregional, regional or local significance to assist in achieving the grants.html Sustainable Communities (STPG) Caltrans mission and overarching objectives; can address projects formerly funded under Environmental Justice, Community-Based Transportation Planning, and Transit Planning

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Grant Funder Purpose(s) Eligibility Requirements / Activities Website Link Opportunity Name

CA Department of Congestion Mitigation and Air The purpose of the CMAQ Program is to fund transportation Eligible Projects and Program for CMAQ funding include: http://www.dot.ca.gov/hq/ Transportation Quality (CMAQ) projects or programs that will contribute to attainment or Congestion Reduction and Traffic Flow Improvements; Transit transprog/federal/cmaq/Official_ Improvement Program maintenance of the National Ambient Air Quality Standards (NAAQS) Improvements; Bicycle and Pedestrian Facilities Programs; Travel CMAQ_Web_Page.htm for ozone, carbon monoxide, and particulate matter. Demand Management; Public Education and Outreach Activities; Transportation Management Associations; Carpooling and Vanpooling; Carsharing; Training related to implementing air quality improvements; Innovative Projects; Development of Alternative Fueling Infrastructure and Vehicle Purchase CA Department of Active Transportation Program To encourage increased use of active modes of transportation; Capital infrastructure that furthers the goals of the program; the http://www.dot.ca.gov/hq/ Transportation (ATP) consolidates existing federal and state transportation programs, development of a community-wide bicycle, pedestrian, safe LocalPrograms/atp/cycle-3.html including the Transportation Alternatives Program (TAP), Bicycle routes to school, or active transportation plan in a disadvantaged Transportation Account (BTA), and State Safe Routes to School community; education, encouragement, and enforcement activities (SR2S) that further the goals of this program. CA Department Recreational Trails Program To develop and maintain recreational trails and trail-related facilities Acquisition of easements and fee simple title to property for http://www.parks.ca.gov/?page_ of Parks and (RTP) for both non-motorized and motorized recreational trail uses recreational trails and recreational trail corridors; and, development, or id=24324 Recreation rehabilitation of trails, trailside, and trailhead facilities ; 70% of funds for non-motorized /30% motorized. No work within road right-of-way California Office of Pedestrian & Bicycle Safety Development of programs to increase awareness of traffic rules, Pedestrian and Bicycle Saftery Program Area Goals: To reduce the http://www.ots.ca.gov/Grants/ Traffic Safety (OTS) rights, and responsibilities among various age groups. These total number of pedestrians killed; To reduce the total number of Pedestrian_and_Bicycle_Safety. programs are developed to be attractive and interactive in an effort pedestrians injured; To reduce the total number of bicyclists killed asp to truly impact students. At the elementary school level, parents and in traffic related collisions; To reduce the total number of bicyclists teachers are drawn into the programs as active role models and injured in traffic related collisions; To increase bicycle helmet mentors in traffic safety. compliance for children aged 5 to 18 California Statewide Total Road Improvement The Gas Tax Accelerated Street Improvement Program will allow The use of proceeds from the Gas Excise Tax, an 18-cent State http://cscda.org/Public- Communities Program (TRIP) local governments to leverage their State Motor Vehicle Fuel Tax excise tax collected on fuel sales, is restricted to the maintenance Agency-Programs/Total-Road- Development (the “Gas Excise Tax”) to finance road improvement projects. and construction of public streets and highways. The obligations Improvement-Programs-(TRIP) Authority will be secured solely by a pledge of Gas Excise Tax revenues of the participating agencies. CA Department of Infrastructure State Revolving To provide an accessible low-cost financing option to eligible Capital projects for infrastructure and economic expansion including http://www.ibank.ca.gov/ Transportation Fund borrowers for a wide range of infrastructure projects roads, trails, transit, public facilities and infrastructure infrastructure_loans.htm CA Department of Affordable Housing and IMPLEMENTATION: To invest in projects that reduce GHG Integrated land use and transportation projects supporting low- http://www.sgc.ca.gov/s_ Transportation Sustainable Communities emissions by supporting more compact, infill development patterns, carbon transportation options ahscprogram.php Program (AHSC - GHGF) encouraging active transportation and transit usage, and protecting agricultural land from sprawl development

City of Buena Park | Complete Streets Master Plan 42 BUENA PARK COMPLETE STREETS MASTER PLAN

Grant Funder Purpose(s) Eligibility Requirements / Activities Website Link Opportunity Name

REGIONAL Southern Sustainability Planning Grants The goals of the 2017 Active Transportation Call for Proposals are to: The AT CFP will fund two types of projects http://sustain.scag.ca.gov/Docume California Council Program (SPG)/ 2017 Active • Increase the proportion of trips accomplished by biking and 1) Community or Area -Wide Active Transportation Plans in nts/2017CallForProjects/01_2017_ of Governments Transportation walking Disadvantaged Communities (including First-Last Mile Plans) and SPG_ATCFP_Guidelines.pdf (SCAG) • Increase safety and mobility of non-motorized users 2) Non-Infrastructure Projects. • Continue to foster jurisdictional support and promote implementation of the goals, objectives, and strategies of the 2016 RTP/SCS. • Seed active transportation concepts and produce plans that provide a preliminary step for future ATP applications." Southern Regional Transportation Plan/ RTP/SCS is a long-range visioning plan that balances future Highway improvements, railroad grade separations, bicycle lanes, http://scagrtpscs.net/ California Council Sustainable Communities mobility and housing needs with economic, environmental and new transit hubs and replacement bridges. Pages/2016RTPSCS.aspx of Governments Strategy (RTP/SCS) public health goals. The plan seeks to reduce traffic bottlenecks, (SCAG) improve the efficiency of the region’s network and expand mobility choices for everyone. South Coast AQMD AB 2766 Motor Vehicle To encourage the development of measures or projects that result in Previously funded projects include Alternative Fuels, Alternative http://www.aqmd.gov/home/ Subvention Program the reduction of motor vehicle emissions Transportation, Public Transportation, Traffic Management and programs/local-government/local- Signal Coordination, Traffic Demand Management, Vehicle government-detail?title=ab2766- Emissions Abatement motor-vehicle-subvention-program LOCAL Orange County Local Fair Share Program LFSP provides flexible funding to help cities and the County of Pavement management program to ensure timely street http://www.octa.net/Projects-and- Transportation (Project Q) (LFSP) Orange pay for the escalating cost of restoring the aging street maintenance, major streets improvements consistent with Programs/All-Projects/Streets- Authority system. Cities can use these funds for other local transportation the countywide Master Plan of Arterial Highways (MPAH) to Projects/Overview/ needs such as residential street projects, traffic and pedestrian ensure efficient traffic flow across city boundaries; traffic signal safety near schools, signal priority for emergency vehicles, etc. synchronization programs and projects. transit-friendly land use This program is intended to augment, rather than replace, existing planning strategies , including bike and pedestrian access and transportation expenditures. reduce reliance on the automobile. Orange County Bicycle Corridor Improvement The goals of the BCIP are to increase the number of biking and Examples of eligible projects include, but are not limited to the http://www.octa.net/Projects-and- Transportation Program (BCIP) 2016 Call for walking trips; provide regional linkages to key destinations; close following: New bicycle (Class I, Class II, Class III) or multi-use Programs/Plans-and-Studies/ Authority Projects bikeways corridor gaps; promote mobility options by increasing facilities; Bicycle boulevard and sharrows; Bicycle racks, lockers, Funding-Programs/Call-for- safety; implement projects with community support; improve air and parking; Bicycle crossings and associated traffic control devices Projects/BCIP-Call-For-Projects/ quality across Orange County. necessary for the function of the bicycle facility, consistent with CMAQ requirements; Improvements on existing bicycle facilities; Pedestrian improvements when constructed with bicycle facilities

City of Buena Park | Complete Streets Master Plan 43 BUENA PARK COMPLETE STREETS MASTER PLAN

Grant Funder Purpose(s) Eligibility Requirements / Activities Website Link Opportunity Name

PUBLIC AND PRIVATE PARTNERSHIP / PRIVATE FOUNDATIONS St. Jude Hospital Restricted Project Grant - To prevent and reduce obesity by assisting the City of Buena Park in To develop a Complete Streets Master Plan with an Active https://www.sjmfoundation.com/ Complete Streets (Buena Park) supporting residents to increase physical activity and eat healthier. Transportation Focus. The Complete Streets Plan will integrate the foundation-grants/grant-request- OCCOG Complete Street Design Manual, The Buena Park Bike instructions Master Plan, and the Safe Routes to School Plan. Program will aim to engage low-income community residents. Kaiser Permanente Healthy Eating Active Living To support policies and environmental changes that promote Programs must embrace healthy eating and active living, result in a https://share.kaiserpermanente. Foundation (HEAL) Grants & Partnerships healthy eating and active living (often referred to as HEAL) in thriving and engaged community, provide a community-based health org/article/healthy-eating-active- neighborhoods, schools and workplaces. service, substantially reduce racial and ethnic health disparities, be living-heal-grants-partnerships/ sustainable over time (7 to 10 year partnerships), and adopt evidence- based practices. Conservation Fund American Greenways Program Provides funding to organizations that are growing our nation's Eligible projects could include activities such as green- or blueway http://www.conservationfund.org/ network of greenways, blueways, trails and natural areas. or trail mapping, ecological assessments, surveying, conferences, kodak_awards Preference given to non-profit organizations. and design; developing brochures, interpretative displays, audio- visual productions or public opinion surveys; building a foot bridge, signage or other physical improvement or addition to a green- or blueway; planning a bike path. In general, grants can be used for any appropriate expense needed to complete, expand or improve a greenway including planning, technical assistance, legal and other cost. Bikes Belong Grant Program To foster and support partnerships between city or county Grants will primarily fund the construction or expansion of bicycle "http://www.sustainable.org Coalition governments, non-profit organizations, and local businesses to facilities such as bike lanes, trails, and paths. The grants committee /living/health-nutrition-a- improve the environment for bicycling in the community. will also consider advocacy projects that promote bicycling as a recreation/903-bikes- belong- safe and accessible mode of transportation. Fundable projects grant-program" include paved bike paths, lanes, and rail-trails as well as mountain bike trails, bike parks, BMX facilities, and large-scale bicycle advocacy initiatives. People for Bikes Community Grant Program To fund important and influential projects that leverage federal Grants will focus on bicycle infrastructure projects such as Bike http://www.peopleforbikes.org/ Foundation funding and build momentum for bicycling in communities across paths, lanes, trails, and bridges; Mountain bike facilities; Bike parks pages/grant-guidelines the United States. and pump tracks; BMX facilities; End-of-trip facilities such as bike racks, bike parking, and bike storage. In addition, advocacy projects, such as: Programs that transform city streets, such as Ciclovías or Open Streets Days; Initiatives designed to increase ridership or the investment in bicycle infrastructure

City of Buena Park | Complete Streets Master Plan 44