HomeMy WebLinkAbout09/29/1981City Council Minutes
September 29, 1981 - 7:00.p.m.
Page 2
Terry Sanville, Senior Planner, stated that on August 31, 1981, the
City Council discussed the Edna -Islay Specific Plan at a study session.
The Council used the Planning Commission's report as a discussion
guide for that meeting. The Council completed their preliminary re-
view of the first eight items listed in the report. After the Council
had completed its discussion of the 29 issues listed, there were other
topics outlines in the Staff Report (dated July 1981) which should be
addressed.
' After the Council finished reviewing the two reports, the Planning
staff would be prepared to present additional information of specific
issues that the Council might wish to amplify. He continued that Mr.
Jekel was in the audience tonight requesting Council reconsideration
of items three and four involving his property but that he understood
the Council wished to go through the Edna -Islay Specific Plan to the
end before going back to individual properties for rediscussion. He
stated staff would pay special attention to his concerns.
Mayor Billig also reiterated Council's desire to finish with the plan
before going back to specific properties and thanked Mr. Jekel for
his interest.
9. ISSUE: NEIGHBORHOOD SHOPPING LOCATION
The specific plan now showed convenient shopping facilities at the pro-
posed intersection of Edna Road and Tank Farm Road. The city should
consider locating convenient shopping at the existing market property
(William's Bros. Market) north of the site on planning area on Broad
Street. Planning area should be expanded along Broad Street to in-
clude the Industrial Way. Planning of this area should be resolved
as part of the specific plan.
PLANNING COMMISSION ACTION:
The Commission felt that the neighborhood commercial area should be
retained at its proposed location and that William's Bros. should not
be reinforced as a neighborhood shopping center. Also, the Commission
recommended that the service commercial area be combined with the
neighborhood commercial area. This would generate a total of 5.9
acrea of neighborhood commercial area. The Commission also set a limit
of 90,000 square feet of floor area (gross) for commercial uses.
Upon general consensus the Council opted for the Planning Commission
recommendation, which was option "A ", "Determine that the location
of the proposed neighborhood commercial area at Tank Farm Road - Edna
Road intersection was the most appropriate location. The types of land
uses allowed on the William's Bros. property should be as specified
by the city's general plan. No amendments were required to the specific
plan."
10. ISSUE: EQUESTRIAN USE IMPACTS
Not enough study was done on the potential for damage to the slopes at
Islay Hill from placing stables, rings, and caretaker houses so high on
the hill. Unrestricted horse -use of Islay Hill, as well as the parking
for the stable, was more serious than the EIR estimates.
PLANNING COMMISSION ACTION:
The Commission decided that a use permit must be approved by the Planning
Commission before an equestrian facility is developed. Two alternative
sites for the equestrain facilities were noted -- Orcutt Road and near
the railroad and Islay area.
City Council Minutes
September 29, 1981 - 7:00 p.m.
Page 3
The Planning Commission also felt that, as an alternative use of the
proposed Orcutt Equestrian Center site, four large lots could be
created on the lower flanks of Islay Hill. The Commission also felt
that a local street should link the Islay Hill housing area with Orcutt
Road. The location of the proposed intersection was south of the
southern curb and was also shown on the proposed specific plan map.
Terry Sanville, Senior Planner, reviewed staff recommendations stating
that most potential development problems discussed could be more spec-
ifically defined and mitigated when a specific site plan was developed
for the project and reviewed by the city. Site plan approval was required
by the city zoning regulations for equestrian facilities in the AC zone.
However, in the near future the content of the zoning regulations could
change. To be on the safe side, the specific plan could include the
following additional provisions:
1. A use permit be approved by the Planning Commission before the pro-
posed equestrian facility could be constructed on Islay Hill. If
the permit for this use was not approved, the designated "private
recreation area" should be used in a fashion similar to other scenic
open -space portions of Islay Hill.
2. Plans for the proposed equestrian facilities would address issues
such as odor control, insect control, animal waste management,
aesthetics andlandscape, screening, on and off site drainage, access
.points, grading, and associated visual and geological concerns.
3. Additional environmental studies might be needed at the time that
plans for equestrian facilities were submitted to the city for con-
sideration.
Councilwoman Dovey stated that she concurred with staff recommendations.
Councilman Settle stated that he agreed but he would leave flexibility
to allow moving some of these equestrian sites for possible trade -off
of properties later.
Councilman Dunin "stated that he agreed with the staff'rec_ommendations
but felt that a focused EIR would-be- required -
Councilman Griffin stated that he would like to see the specific plan
address specific criteria for the site. The railroad location was less
preferable but in any event, a use permit would probably be the most
appropriate.
Mayor Billig asked the Council if it was their consensus then to not
define a specific location but concur with the use permit procedures,
with the thought that it be included as part of the specific plan in
terms of seeing that down the line some kind of schematic approval be
required but defer location based upon further testimony and information
at a particular time and include Mr. Dunin's comments with the suggestion
for a focused EIR.
Council concurred with Mayor Billig's statement.
11. ISSUE: NOISE LEVELS ON ORCUTT ROAD
Noise levels along Orcutt Road north and south of the proposed Tank
Farm Road intersection would increase to 64.5dB(A) and 62.2dB(A)
respectively. A portion of Phase 7 adjacent to Orcutt Road was
proposed for low- density residential development. Homes within 75
feet of the roadway would be exposed to unacceptable levels of noise.
It should be noted that the low traffic volumes on Orcutt Road gen-
erated high noise levels due to the high speed of traffic on the roadway.
City Council Minutes
September 29, 1981 - 7:00 p.m.
Page 4
PLANNING COMMISSION ACTION:
Landscaped berms should be built along portions of Orcutt Road where
housing is planned. Also, houses should be built close to Orcutt Road
to act as noise barriers to protect interior yards. The Commission felt
that noise walls should not be built along Orcutt Road. Rear fencing
of yards was appropriate.
Terry Sanville reviewed staff comments stating that to reduce the impact
of noise to acceptable levels along Orcutt Road, either the distance
from the roadway to yard areas would have to be increased or barriers
developed between the road and yards. As part of the specific plan,
design standards should be developed for Orcutt Road. These standards
should be mutually acceptable to both the city and county. The specific
plan report should include schematic drawings showing how frontage im-
provements would be developed. These drawings would be similar to those
shown.for Tank Farm Road. The Orcutt Road street frontage should include
space for landscaping, sidewalks and bike paths. A solid fence or mas-
onry wall should be built along the rear lot lines of homesites. The
design of the wall or fence should follow standards adopted by the City
Council. The resolution of this issue should be coordinated with the
resolution of issue #7. Road improvement standards should also be
developed for the segment of Orcutt Road between the Islay area and
the south end of Johnson Avenue.
Councilman Settle stated that he would support,the Planning Commission
recommendation but did not wish to preclude walls as an option, option "B ".
Councilman Dunin stated that he partly agreed with Councilman Settle,
except for the walls.
Councilman Griffin agreed with Councilman Dunin regarding the walls. He
stated that the plans should be structured in such a way so that if the
walls would be the most appropriate, then they should not be excluded.
Councilwoman Dovey agreed with Councilman Griffin to leave in the pos-
sibility of walls or fences, perhaps combined with low berms.
Mayor Billig stated this was an essentially rural area and didn't want
it looking like Los Osos Valley Road or a freeway in Los Angeles and
walls often times have a tendency to do just that. This is a rural area,
and she would like to keep it looking that way. She could not support
heavy-masonry-type walls.
Councilman Dunin stated that he was hesitant about using berms because
of the water problems. He felt berms should only be used when all other
avenues had been explored and determined not to work.
Upon general consensus Council agreed with Planning Commission recommen-
dations for design standards but not to preclude any type of landscaping
that might be appropriate, which could include walls.
12. ISSUE: RAILROAD NOISE LEVELS
Where housing is proposed near the railroad tracks in the Islay area,
noise attenuation concepts 1 and 2 would be employed, which would result
in respective noise levels of approximately 59 -60 dB(A) at the edge of
the residential area, depending on the height and density of vegetation
in the buffer zones. Thus where concept 2 is utilized, additional noise
attenuation measures would be necessary.
PLANNING COMMISSION ACTION:
The Commission felt that the proposed noise attenuation methods were ade-
quate to protect future households (option "C "). The Commission further
stated that block walls, when used, should be screened with landscaping
on both sides. Berms and vegetation should be favored as a solution when
they meet noise reduction performance standards.
City Council Minutes
September 29, 1981 - 7:00 p.m.
Page 5
Terry Sanville reviewed the staff observations and stated that effective
noise mitigating measures should be incorporated into the specific plan
for those two areas. In the Islay area mitigation concept 2 was not
effective. It should be replaced with either concept 1 (which would
include a wall berm) or concept 4 (which would require special site
planning of residential structures). Eliminating housing from areas
subject to noise levels greater than 60 dB(A) would also work but
would require redesign of parts of the specific plan. In the Edna
area, the 10 -foot wall berm should be replaced with a 15- foot.wall
berm. Staff would encourage increasing the height of the landscaped
berm and minimizing the height of the masonry wall. Either a wall
or berm or preferably a combination of the two would be effective in
this area.
Councilman Dunin stated that he would support both portions of options
"A" and "B" which were (a) require that housing along the railroad tracks
in the described area be set back far enough so that noise attenuation
concept 2 is capable of reducing noise to acceptable levels, (b) require
that one of the other noise attenuation concepts be applied which will
result in acceptable noise levels.
Councilman Settle raised the question of security and was concerned
whether the berm would mitigate this or not. He could support the
Planning Commission recommendation.
Councilman Dunin was also concerned about security and was wondering
if it would be legally possible to require metal screens in the back
windows of these houses which front the railroad.
Geoff Grote, Legal Assistant, stated that legally it would probably
be possible but that legally owners might not want it, and the city
would be hard pressed to try to enforce it.
There was considerable discussion on ways to mitigate the safety prob-
lem, to include no windows on the back house using skylights in place
of windows, using bars, etc.
Councilwoman Dovey stated that she could go with options "A" and "B"
to include concept 1 along with the Planning Commission recommendation
for landscaping and shrubbery wherever possible.
Councilman Griffin agreed with options "A" and "B" and staff recommen-
dation and the last part of "C ", which stated that the proposed noise
attenuation methods were adequate to protect future households.
Terry Sanville stated that the Police Department had reviewed this and
had not found that security was a significant problem.
Mayor Billig stated that she would support Planning Commission recommen-
dation for option "C ".
After brief discussion and upon general consensus, it was agreed to go
with the Planning Commission recommendation of option "C" and to direct
staff to look further into the security problem.
13. ISSUE: EDNA AREA CIRCULATION SYSTEM
The EIR states that traffic circulation to the southern portion of the
Edna area is poor because there is no connection to Edna Road being pro-
vided. MDW felt that this was not a perfect traffic situation but it
was certainly not a poor situation as indicated on page 53, last para-
graph, of the EIR. Fuller Road would be improved as development occur-
red in the Secondary Planning Area.
City Council Minutes
September 29, 1981 - 7:OO.p.m.
Page 6
PLANNING COMMISSION ACTION:
The Commission decided that no additional access need be provided to
the Edna area. They supported option "A ", which reads, "Determine
that the circulation proposed by the draft plan is adequate to serve
the southern part of the Edna area. Because of the proposed "loop
street" system in the Edna area, emergency access should be adequate
and no immediate connections with Fuller Road are required."
Terry Sanville reviewed staff observations and staff's conclusion that
additional street connections to the south Edna area are not essential
but nevertheless would be a good idea. Staff recommends that the
specific plan report include the following strategy:
1. Fuller Road: A connection with the eastern end of Fuller Road
should be accomplished as part of Phase 4 development in the Edna
area. Emergency access from Fuller Road should be secured while
other types of access should be restricted. Full use of Fuller
Road as a second route entering the Edna area should be allowed when
Fuller Road is paved and improved between Edna Road and its current
terminus at the old PC railroad right -of -way.
2. Pedestrian Safety: Bike routes within Phase 1 and 4 of the Edna
area could be separated from the street. Bike routes could be
placed in a parkway setting similar to the treatment proposed for
Tank Farm Road. The important section of the proposed section of
the bike.route that needs looking at is the section north of the
proposed park extending to Tank Farm Road. The city could require
special design features to be incorporated into the construction
of the intersections of the interior streets with Tank Farm Road.
These could include changing the pavement material and striping
to emphasize these areas as a pedestrian activity zone. This type
of thing could be done at all local street intersections at Tank
Farm Road within the Primary Planning area.
3. Emergency Access: When Phase 8 is developed in the Edna area, sec-
ondary access from Fuller Road_ via adjacent county land should be
available. As development o c curs.in the county, the city would
continue to recommend that a street connection be required as part
of adjoining county projects. If this street connection has not
been made prior to or concurrent with Phase 8 subdivision, other
ways of mitigating the emergency access problem which were accept-
able to the City Fire Department would be required. These could
include requirements for using fire retardent materials, on site
water storage, sprinkler systems, or some other secured route to
the area through city or county areas.
Councilwoman Dovey questioned when, what, and by whom would off -site
improvements be paid if the Fuller Road connection is required.
Terry Sanville stated that the improvements would include the paving
of Fuller Road and the physical connection of the paved portion to
the other streets and possibly improvement of the bridge that crosses
it. It is presumed that the developer of the Edna -Islay development
would pay a portion of it as outlined by the priorities of the city's
CIP.
Councilwoman Dovey questioned whether it would be feasible to use cobble
stones instead of striping to alert autos to pedestrians and bikers
crossing the road, as aesthetically this would be much nicer looking.
Wayne Peterson, City Engineer, stated there was a type of brick that was
nicer looking but that cobble stones presented too much of a danger.
City Council Minutes
September 29, 1981 - 7:00 p.m.
Page 7
Upon question by Councilman Dunin, Terry Sanville discussed the possi-
bility of using Bullock Lane as an emergency access; and he stated
that it would be a more direct route to the planning area and faster,
however, it also constitutes a major expenditure.
Councilman Dunin stated his primary concern was for the safety of the
residents and that many of them were outside of the 4- minute response
time, he would like to see Bullock Lane go through as this would be the
most direct route from the fire station.
Terry Sanville explained that there were several alternatives for fire
protection. 1) Purchasing amore powerful fire truck equipped with a
larger water tank and devices for Fire Station #3. 2) Providing service
from the county airport fire station developing an agreement with the
city and county to use the county airport station as an additional
station. 3) Extending Bullock Lane to Tank Farm Road (this would improve
the response time from Fire Station #3). 4) Moving Fire Station #3
closer to the Edna -Islay area. He explained though that items B, C, and
D would be extremely expensive and may not be cost- effective.at all.
Chief Minor stated that Bullock Lane would provide a good access in
the event that the Orcutt Road overpass does not go through.
Councilman Griffin stated that he would support staff proposals.
Councilman Settle stated that Fuller Road should be.used as an emergency
access. He was also supportive of the Planning Commission recommendation,
but he wished to be sure that there was an emergency access.
Mayor Billig stated she could support the Planning Commission recommen -.
dation and could go along with the staff recommendation on a larger
emergency vehicle.
Councilman Dunin.stated he would also support the Planning
recommendation. He was strongly concerned about emergency
He felt that some type of additional access was necessary,
would support the Bullock Lane connection. He also felt t
system" was fine the way it was.
1
Commission '
access.
and he
Ze "loop
Mayor Billig asked if it were general consensus to support the Planning
Commission recommendation with special emphasis at strengthening the
bridge at Fuller Road.
Councilwoman Dovey added that possibly Fuller Road would be improved
by the time the development gets to Phase 8. She would certainly like
to leave that option open.
Terry Sanville stated that Fuller Road was indeed to become an access
road in the future. The question here is that it should be done in a
timely manner and does the Council wish it to be done as the development
proceeds or at a later time?
Upon general consensus Council agreed with the Planning Commission recom-
mendation plus the three recommendations as listed by staff. Motion
carried, with Councilman Dunin voting no, as he wished to receive the
report by the City Engineer first.
14. ISSUE: ORCUTT ROAD IMPROVEMENTS
The county stated that it would not allow any connection of Tank Farm
Road to Orcutt Road until the developer entered into a cooperative
project to improve Orcutt from Tank Farm Road to Johnson Avenue, and
until Orcutt Road was realigned at Tank Farm Road to county standards.
1
1
1
City Council Minutes
September 29, 1981 - 7:00 p.m.
Page 8
PLANNING COMMISSION ACTION
The Commission decided that an 84' arterial street right -of -way should
be established along Orcutt Road. Rural street improvements consistent
with county standards would be constructed within that right -of -way.
This is the same as the standard applied to the Perrozzi -Kuden Tract
north of the planning area adjacent to the city. No sidewalks would
be required along the planning area's Orcutt Road frontage. Also,
bike paths were deferred at this time until the issue could be resolved
as part of the Circulation Element. If land north of the planning area
was annexed to the city and developed with urban uses, Orcutt Road
would be improved to full urban arterial street standards. The Planning
Commission supported the intersection of Tank Farm Road and Orcutt
Road and felt it could be determined by city and county staff. The
Commission's preference was the "T" intersection with the part of
Orcutt Road running north -south as the bottom of the "T" with Tank
Farm Road extension aligned with the east -west part of Orcutt Road as
the top of the "T ".
Terry Sanville reviewed staff strategy which was arrived at after dis-
cussions with county and city engineering staff, planners, and the Edna -
Islay property owners and representatives. The city and county staff
supported this strategy which could be undertaken as part of the work
scope of the proposed airport area specific plan.
1. Establish City- County Policies
Policies for improving major streets would be adopted by the city and the
county. The street policies would:
- identify the county and city roads that may need to be improved to
handle urban levels of traffic.
- establish procedures for determining the impact of development pro-
jects within the urban reserve on these roads.
- establish assessment procedures for collecting fees (of some other
mechanism) for off -site and on -site street improvements.
- establish a strategy for phasing road improvements.
2. Establish Street Standards
The city and the county would mutually adopt standards for all types of
streets within the city's urban reserve area.
3. Additions to the Specific Plan
The specific plan would indicate that full development of the primary
planning area would have an affect on adjacent and nearby county roads
( Orcutt, Edna, and Tank Farm Roads).
The specific plan would include language which states that future developers
of the primary planning area would participate in an off -site road improve-
ment program when (or if) it is adopted by the city and county.
Upon question by Councilman Dunin, Wayne Peterson, stated that the engin-
eering division did support the "T" intersection, although there would
have to be modification to the hill as the side access was poor.
Councilman Dunin felt that there should have been better coordinated
efforts between the engineering and the planning staff on this item.
Councilman Settle stated he would support the Planning Commission rec-
ommendation; and he liked the "T" intersection at Tank Farm Road and
Orcutt, but he had no problem as far as holding it off for further report
if the Council so desired.
City Council Minutes
September 29, 1981 - 7:00 p.m.
Page 9
Councilman Griffin had three general concerns: 1) If Orcutt Road were
widened to four lanes, then he would like to see in the future bike
paths and sidewalks installed; 2) he would like to give direction to
county and engineering staff to collaborate with respect to the design
standards for the streets; and 3) he supported the "T" intersection
design.
Councilwoman Dovey was concerned primarily with issue X114, which was
how much right -of -way we're going to have on Orcutt Road. She agreed
with the Planning Commission recommendation, and she felt that the "T"
intersection looked fine. The other access onto Orcutt Road she.felt
needed additional information.
Mayor Billig summed up Council's comments and upon general consensus
it was agreed that staff should work with the county to determine
street standards in general. Council also supported the "T" intersection
concept. They would like to hold off on design for location of a local
street connection, and the nature of Orcutt Road in this area should be
as per the Planning Commission recommendation in having a rural charac-
ter of Orcutt.
8:50 p.m. Mayor Billig declared a recess. 9:10 p.m. City Council
reconvened, all Councilmembers present.
15. ISSUE: ORCUTT ROAD BIKE LANES
The text states that "bikeways will connect to the regional bike.circul-
ation system at Orcutt Road and Highway 227." Orcutt does not have paved
shoulders to accommodate bicycles between the project area and Johnson
Avenue. Should there be a mitigation of this potential safety problem
associated with the project?
PLANNING COMMISSION ACTION:
The requirement for bike paths should be'deferred "at this time until the
issue can be resolved as part of the Circulation Element now being con-
sidered.
Terry Sanville reviewed staff recommendations stating that because
frontage.improvements would be required as part of the Islay Hill
development,,the -specific plan should include schematic- design standards
for Orcutt Road between -the city limits and current terminus of Johnson
Avenue. Because Orcutt Road was a major arterial street leading into
the city, it should include bike lanes on both sides of the street.
The specific plan should contain a schematic cross - section similar to
figure 22 or 23 shown in the specific plan. In general, Orcutt Road
should have an ultimate right -of -way of 84'. This was similar to other
city arterial streets and would provide for (1) four 12 -foot travel lanes,
(2) two 8 -foot bike lanes, and (3) two 10 -foot sidewalk areas. Separated
bike paths should be considered. Staff would discourage parking on
either side of Orcutt Road, especially along the section of Orcutt that
now borders the city limits in the Islay Hill area. The city and county
staff should determine how road improvements would be phased.
Councilman Settle agreed with the Planning Commission recommendation to
defer bike lanes at this time.
Wayne Peterson, City Engineer, stated that widening of the road in the
future would likely be a city expense. There would also be a large
amount of vegetation that would be required to be removed. If we go 1
with the plan as is, the city would have to live with it for a long time.
Councilwoman Dovey stated that this should be partially paid for by the
developer. She also agreed in part with the Planning Commission. She
wondered if the plan might read, "that the bike lane idea would be addressed
along with the standards that are set in the Circulation Element when it's
adopted.
City Council Minutes
September 29, 1981 - 7:00 p.m.
Page 10
Mayor Billig stated she agreed with the other Councilmembers and that she
could go along with the Planning Commission's motion, not the action as
outlined on page 59 and its intent with respect to the type of road that
Orcutt Road should be and with reference to coming back after the Council
had made a firm decision as to bike lanes, etc. She could also go along
with comments with respect to the county's three recommendations. Council
had general consensus to Mayor Billig's comments.
16. &17. ISSUES: BULLOCK LANE AND FIRE PROTECTION
Bullock Lane was discussed as a potential outlet onto Orcutt Road. The
EIR made no mention of this proposal. It was felt that Bullock Lane offered
much greater potential to solve the traffic problem than did the extension
of Tank Farm Road to Orcutt Road.
The draft of the Specific Plan states that the city should enter into a
mutual "automatic aide" agreement with the county to help provide fire
service to the Edna -Islay neighborhood. Protection would be provided
from the county facilities at the airport. The city fire department
questioned whether this was the best strategy for fire protection. Their
memo of March 17 indicated that the strategy had a number of disadvantages.
Equipment and manpower from the county facility may not be available when
needed to fight a fire in the Edna -Islay area. The manpower at the county
facility may not be sufficient. The city would lose some control on
how to administer fire services in that part of the city. Emergency
medical services provided by the city fire department would not be pro-
vided by the county agency.
PLANNING COMMISSION ACTION:
Bullock Lane was not necessary to provide access to the Edna -Islay area.
The Commission supported the strategy prepared by the city staff after
discussions with property owners and the fire department. This was
basically option "B ", which would provide service from the county airport
fire station and would involve: ('1) the city property owners conducting
additional studies; (2) selecting one of two options at the completion
of those studies; and (3) providing 4- minute fire service to all of the
urban parts of the planning area by the time that Phase 4 was approved.
The Planning Commission felt that of all the service options considered,
shared use and operation of the county airport fire station was the pre-
ferred option. Other options listed were:
1. Improve response from fire station #3 by purchasing a more powerful
fire truck equipped with a larger water tank.
2. Provide service from the county airport fire station.
3. Extend Bullock Lane to Tank Farm Road.
4. Move fire station #3 closer to the Edna -Islay area.
Terry Sanville reviewed staff's recommendations and stated that staff did
not feel Bullock Lane was necessary to provide adequate traffic circul-
ation and access to the area. If option "B" was approved, it should be
noted that the city could legally secure land in the county for public
purposes. He stated that fire station #3 at its existing location has
certain benefits. It was located near high - valued property and could
easily serve nearby hillside areas. Also, it would allow service from
downtown Fire Station #1 to deal only with the high - valued downtown
area and not have to be concerned with providing service to the northern
part of Johnson Avenue neighborhoods. Relocating the fire station would
Bullock Lane could
be extended to and
tie into the
Edna - Islay local
street system when
and if property to
the north of
the planning area
develops. (This was basically option
"A"). Also,
in the event that the
proposed intersection
of Tank Farm Road
with Orcutt
Road was prohibited
by the county, the
city would consider
the Bullock
Lane connection as an
alternative.
The Commission supported the strategy prepared by the city staff after
discussions with property owners and the fire department. This was
basically option "B ", which would provide service from the county airport
fire station and would involve: ('1) the city property owners conducting
additional studies; (2) selecting one of two options at the completion
of those studies; and (3) providing 4- minute fire service to all of the
urban parts of the planning area by the time that Phase 4 was approved.
The Planning Commission felt that of all the service options considered,
shared use and operation of the county airport fire station was the pre-
ferred option. Other options listed were:
1. Improve response from fire station #3 by purchasing a more powerful
fire truck equipped with a larger water tank.
2. Provide service from the county airport fire station.
3. Extend Bullock Lane to Tank Farm Road.
4. Move fire station #3 closer to the Edna -Islay area.
Terry Sanville reviewed staff's recommendations and stated that staff did
not feel Bullock Lane was necessary to provide adequate traffic circul-
ation and access to the area. If option "B" was approved, it should be
noted that the city could legally secure land in the county for public
purposes. He stated that fire station #3 at its existing location has
certain benefits. It was located near high - valued property and could
easily serve nearby hillside areas. Also, it would allow service from
downtown Fire Station #1 to deal only with the high - valued downtown
area and not have to be concerned with providing service to the northern
part of Johnson Avenue neighborhoods. Relocating the fire station would
City Council Minutes
September 29, 1981 - 7:00 p.m.
Page 11
meet ISO fire service standards. This means that fire protection service
meeting the criteria established by ISO could be provided which could
reflect stable fire insurance rates which apply to the entire community.
Extending Bullock Lane would provide for fire service that meets city
604 -A standards but would not meet ISO standards. The effect of not
meeting ISO standards was unknown at this time.
Richard Minor, Fire Chief, stated that he supported option "A" to improve
the response from Fire Station #3 by purchasing a more powerful fire 1
truck equipped with a larger water tank and devices which would change
the traffic signals at key intersection. It would also require adding
an additional fire fighter to the engine company. Further, it would
develop a device which lets a fire truck know when the railroad tracks
are being blocked by a train at Orcutt Road and by purchasing a fast -
response fire apparatus with off -road capability. He would recommend
the developer pay a portion of these additional needed expenses. He
stated that there was only a very minimum area that would not be served
with the 4- minute response time by going this route. A new pumper .
was required at Station X63 anyway, and he could not support going in
with the county as in essense, this would be adding a fifth station. He
felt the other alternatives were simply not cost effective.
Councilman Dunin questioned whether Chief Minor felt that the Bullock
Lane connection was necessary at this time and, further, if the extension
of Bullock Lane went through, would we still have the need of a new fire
truck.
Chief Minor stated that the booster tank would be required in either case.
He would still opt for recommendation "A" with future consideration to
extend Bullock Lane. He felt that due to time constraints, the truck
needs to be ordered now. Bullock Lane would be some time in the future.
Councilwoman Dovey stated she would combine options "A & C" as outlined
on page 62 of the Planning Commission's report. She did not feel that 1
Bullock Lane was important at this time as she felt that the fire - response
time was sufficient throughout the early stages of development. She
would like to see staff working with the county for setting standards
on roads and would agree with the Planning Commission's recommendation
except for the second paragraph which she no longer felt was pertinent
which reads, "Also, in the event that the proposed intersection of Tank
Farm Road with Orcutt Road is prohibited by the county, the city will
consider the Bullock Lane connection as an alternative."
Councilman Settle agreed with Councilwoman Dovey's comments. He would
go for option "A" but not to include the fire personnel expense to the
developer, and he would not favor the extension of Bullock Lane at this
time.
Councilman Griffin stated that he wished to take all of the alternatives
but to key them towards the individual phases. For instance, he felt
option "B" might be well served with the county for an interim support
service until we got to another phase.
Terry Sanville clarified that the plan does call for the extension of
Bullock Lane. The question here was whether or not Bullock Lane needed
to be extended for this particular development and if it required these
fire services. He again did not feel that options "B ", "C" or "D" were
cost - effective.
Councilman Dunin stated again that he felt that Bullock Lane should be '.
considered now because sooner or later the city will wish to do it and
it will only be more expensive later. He would rather not see the city
get involved with the county if at all possible. He would also support
option "A" but would remove the requirement for an additional firefighter.
He felt that at the time that it can be justified for that position, then
it can be provided at that time. He would like to see the city buy the
City Council Minutes
September 29, 1981 - 7:00.p.m.
Page 12
firefighter equipment necessary now and get a promise from the developer
to pay a portion of that cost. In all cases where safety was concerned,
he felt that the fire opinion should prevail over planning decisions.
Mayor Billig agreed with .comments made by Councilwoman Dovey to go with
options "A" and "C ". She did not feel it was necessary to delete the
position of firefighter at this time as she felt that-the plan calls
for the firefighter position which is what the city needs to know as far
as going ahead or not going ahead with this plan as far as who is to
pay for it, whether it be the developer or the city, that can be addressed
at a later time.
It was general consensus to go with options "A" and "C" of page 62 of
the Planning Commission report with options "A" on page 56 with respect
to improved equipment and response time, with areas outside of the
4- minute response time to have specific mitigating measures, reimburs-
ment by the developer of some kind for the additional equipment, staff
to monitor in that area as it develops with respect to public services,
and Bullock Lane to be extended in the future as properties to the north
are developed.
Councilmembers Griffin and Dunin questioned as to who will pay for the
extension of Bullock Lane.
Mayor Billig stated that this is in the county now and that the city can
require the developers to share pay for it if and when the city annexes
it..
Councilman Settle agreed that we should not force participation by the
developer at this time.
There was continued discussion as to whether or not Bullock Lane exten-
tion was required for fire protection response time now.
1 Councilwoman Dovey suggested that when the Bullock Lane extension is
necessary, possibly after about Phase 6, then it should be undertaken
at that time that the developer should pay for a portion of it.
Mayor Billig felt that the extension should be tied into future develop-
ment and that we should not be obligating the applicants now.
Councilman Griffin stated that the specific plan calls for the eventual
extension of Bullock Lane. He felt that there would be sufficient time
as during which, the city would be monitoring the 4- minute response
time and other safety and circulation needs. At the time the decision
is made to extend Bullock Lane from Orcutt to Tank Farm Road, the cost
should be borne by the developers who are developing the project, the
developers to the north; and the city in general.
Councilwoman Dovey agreed.
Upon general consensus the Council agreed to consider supporting the
future extension of Bullock Lane.based on criteria such as fire - safety
needs, circulation, and other related factors, with participation of
cost to be determined by equitable distribution among those who profit
from it, which would not necessarily include these current developers. (5 -0)
E -1. City Council Comment on the Construction of a Sewage Treatment
Facility in the Country Club - Rolling Hills Estates Area
Henry Engen, Community Development Director, stated that there had been
septic- system problems in the Country Club- Rolling Hills Estates area
for two years. To remedy the problem a community service area was
established, and the voters of that area approved the construction of
a sewage treatment facility. However, the design of the new facility
would enable the tripling of the area's population. This population
City Council Minutes
September 29, 1981 - 7:00 p.m.
Page 13
increase-is not anticipated or supported by the city's general plan.
New subdivisions have been proposed on what is now the golf course
area of the village. A specific plan for these subdivisions are now being
reviewed by the County Environmental Coordinator's Office. In general,
the proposed treatment facility should be designed to serve existing
population and "infill" development of existing subdivisions within the
CSA 418. As proposed, the project is growth inducing, and in fact, could
lead to the outward expansion of the village.
Staff would recommend that the Mayor .sign and send a letter, opposing
the project as currently designed, to SLO COG as the city's official
response.
After brief discussion it was moved by Councilman Griffin, seconded
by Councilwoman Dovey, to authorize the Mayor to sign the letter and
send it to COG as the city's official response. Motion carried, all
ayes.
10:25 p.m. Mayor Billig adjourned the Council to Closed Session for
discussion of Litigation Matters. 10:50 p.m. City Council reconvened,
all Councilmembers present.
10:53 p.m. Mayor Billig adjourned the meeting to Thursday, September 30,
1981, at 4:00 p.m. at Discovery Inn to discuss Personnel Matters.
C,44� 1 X66
UA
X.mela Voges, C' y Clerk
APPROVED BY COUNCIL: 10/27/81
C
1
I
L