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POMONA — Traffic studies cited by Cal Poly Pomona administrators seeking to assuage student concerns after the on-campus deaths of a pedestrian and bicyclist make no mention of the safety of non-motorists.

In March, a week after the death of student bicyclist Ivan Aguilar, Cal Poly Vice President of Student Affairs Doug Freer said the university has “consistently been reviewing and re-reviewing safety on the campus as it relates to vehicles, bicycles, pedestrians and the other ways students and faculty move around the campus. “

But the most recent traffic studies performed by the university, released in response to a Freedom of Information Act request by the Los Angeles News Group, make no mention of either pedestrians or bicyclists, and focus instead only on speed limits “” which the studies recommend raising in some locations.

Bicyclist and pedestrian matters are typically looked at in other reports, Freer said Friday.

“When we’ve done big projects, like the campus master plan, which we did back in 2000, we looked at pedestrian and bicycle demands,” he said. “It’s related to really big picture planning. “

The plans “look at the university holistically, so pedestrian flow is a small part of it,” said Uyen Mai, executive director of public affairs.

The university is currently working on a new master plan, but simple fixes to bike safety issues may not be possible, according to Mai.

“People aren’t aware of the complexity” of adding speed bumps or adding bike lanes, she said. “The way that Kellogg Drive is classified, we can’t put in speed bumps. ” The road, as it is now, is not wide enough to accommodate a bike lane. Adding a bike lane would probably cause traffic to back up onto Interstate 10, and that would cause a different sort of dangerous condition. “

The 75-page traffic study was released on March 20, three weeks after the Feb. 28 traffic collision that led to the death of Aguilar, who was bicycling on Kellogg Drive near South Campus Drive when he was struck by a car. He later died of his injuries.

His death has given new urgency to long-standing concerns expressed by students, faculty and staff who say the university has paid little attention to the safety of those not behind the wheel of a car.

The words “bicycle,” “bicyclist” and “pedestrian” do not appear anywhere in the 2013 traffic study document.

It’s the same story with the 2006-2007 traffic study, which was released a year after student Matthew Myers was struck and killed in a crosswalk on Kellogg Drive, a tenth of a mile west of University Drive, across from Parking Lot F-9. The study was reviewed and signed off on by engineering Professor Peter J. Clark.

The posted speed limit on that stretch of road is 35 miles per hour, but the 17 year old student driving the Ford Mustang that struck him was going 47 to 49 miles per hour at the time of the collision, according to Cal Poly’s official summary of the accident, which was obtained via a Freedom of Information Act request.

“Matthew Myers sustained fatal injuries from the impact by the vehicle,” the summary reads in part. “There was no evidence to suggest that he contributed to the cause of the collision in any way. “

The driver turned himself into the university’s police station more than a month later and was charged with misdemeanor manslaughter in Los Angeles County Juvenile Court in Pomona.

Although the 2006-2007 traffic study recommended keeping the 35 mile per hour speed limit at the site of Myers’ death intact, it also indicated that 85 percent of motorists along that stretch were driving up to 45 miles per hour down that stretch of roadway.

California law requires traffic studies to be conducted every five years for the purposes of setting, and enforcing, speed limits.

“The purpose of this speed zoning survey is to update the speed zones on the Cal Poly campus, as required by the 2013 California Vehicle Code (CVC),” the 2013 study reviewed and signed off on by Clark reads in part. “By having posted speed limits in compliance with the state laws as defined in the CVC, speed limits will be enforceable and the roadways should be safer. “

The university’s focus on motorists, rather than bicyclists or pedestrians, was no shock to John Lloyd, an associate professor of history who runs a bicycling blog, BoyOnABike.Wordpress.com, that has been critical of the university’s unfriendliness to bicycles.

“I’m not surprised that the traffic studies didn’t address pedestrian or bicyclist safety, disappointed, but not surprised,” he said. “The prioritization of automobile volume and speed over safety in street design is a problem that extends beyond Cal Poly and has only recently begun to change, as more communities seek to become bike- and pedestrian-friendly. The U.S. is undergoing a shift away from automobile-only transportation planning, but it is still in its infancy (as compared to Europe, for instance), so I’m not sure I’d fault Cal Poly exclusively. “

The university’s traffic studies appear to follow the standard on how speed limits are set, he said.

“As a bicyclist, I don’t think those established rules adequately consider the safety of vulnerable road users such as bicyclists and pedestrians,” Lloyd said.

Once a commuter school, Cal Poly now requires freshmen to live on the 385-acre campus, which both brings more revenue to the university and, studies show, raises the chances that any given student will eventually graduate.

“Bicycle ridership is quite low for a university campus,” the 2000 master plan reads in part. “This is partially a result of the commuter nature of the campus. As additional on-campus housing is built, the demand for more defined bicycle routes and bicycle racks for storage will become apparent. Currently, there are no bike lanes designated on the campus. “

University officials held a pair of traffic safety forums on April 18.

“We wanted to have a conversation with the campus community about their impression of both this incident and campus safety in general,” Freer said. “We tackled everything from people’s impression of driving on campus, to being a pedestrian and riding a bike, and whether riding a skateboard or scooters were a good idea. “

The university is just beginning to compile the data from those forums, he said.

“Probably over the next month or two, we’ll have all the data compiled from that, and then we’ll probably have a conversation at the university level over what we want to do,” Freer said. “We’ll have a good game plan of what we’re going to do by the end of summer. “

At the forums, Walter Marquez, Cal Poly’s associate vice president for facilities, planning and management, said the university has limited resources that it can devote to additional safety measures for bicyclists and pedestrians.

“And that’s why this forum becomes important to determine what the priorities are and where we should focus our resources,” Marquez told those in attendance.

Pressure is building on administrators to do just that:

On April 24, the Cal Poly’s Academic Senate passed a resolution calling on the administration to redesign traffic through the campus “to enhance the safety of cyclists and pedestrians,” including adding bike lanes, sidewalks and additional signage.

During a May visit to the campus, Cal State University Chancellor Timothy P. White said the university has the ability to improve bicyclist safety on campus without breaking the bank as part of annual maintenance expenses.

“It doesn’t cost any more money to paint your stripes differently” and create more space for bike lanes, he said.

And the school could theoretically go even further, he said: “Some of the greatest colleges in the world don’t allow cars into the center of campus.”