HomeMy WebLinkAboutItem 12 - Authorization to advertise the 2021 Downtown Pavement Impv. Project Department Name: Public Works
Cost Center: 5006
For Agenda of: May 5, 2021
Placement: Consent
Estimated Time: N/A
FROM: Matt Horn, Public Works Director
Prepared By: Brian Rodriguez, Engineer II
SUBJECT: AUTHORIZATION TO ADVERTISE 2021 DOWNTOWN PAVEMENT
IMPROVEMENTS PROJECT, SPECIFICATION NO. 1000167
RECOMMENDATION
1. Approve the project plans (Attachment A) and specifications (Attachment B) for the 2021
Downtown Pavement Improvements Project, Specification No. 1000167 (Project); and
2. Authorize staff to advertise for bids; and
3. Authorize the City Manager to award the construction contract including the Base Bid and
any Additive Alternates if the lowest responsible bid is within the Publicly Disclosed
Funding Amount of $3,400,000 and the funding amount is consistent with the adopted 2021-
22 budget appropriation for this project; and
4. Authorize the City Engineer to approve Contract Change Orders up to available project
budget of $4,233,095
REPORT-IN-BRIEF
Following the City of San Luis Obispo’s (City) Pavement Maintenance Plan (Pavement Plan),
staff is requesting authorization to advertise a pavement improvement project for construction.
The project will provide pavement maintenance and striping improvements to the streets shown
in Figure 1 on the following page and the attached vicinity map (Attachment C).
Pavement maintenance projects often involve complete removal and replacement of roadway
striping and pavement markings, which provides excellent opportunities to incorporate planned
safety and complete street1 improvements as part of these larger roadway maintenance efforts.
The 2021 Project will implement several complete street modifications envisioned for Marsh and
Higuera Streets in the City’s Downtown Concept Plan and the recently adopted Active
Transportation Plan to improve downtown safety and mobility for all road users. These strategies
include design elements intended to improve pedestrian crossing safety, increase separation
between bicyclists and motor vehicle traffic, and calm traffic and reduce speeds through the
downtown. Staff is requesting that funding be appropriated in the upcoming 2021-23 Financial
Plan to complete this project.
1 A complete street is a transportation facility that is planned, designed, operated, and maintained to provide safe
mobility for all users, including bicyclists, pedestrians, transit vehicles, truckers, and motorists, appropriate to the
function and context of the facility.
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Background
On April 14, 1998, the City Council adopted the City’s Pavement Plan. In 2009, the Pavement
Plan was updated to provide additional emphasis on arterial streets. A key element of the
Pavement Plan is a rotating and methodical approach to ensuring all areas of the City receive
regular preventative and/or corrective paving maintenance. The City implements this rotation by
performing maintenance in two neighborhood Pavement Areas in one year, and then focusing on
arterial street work in the second year, thereby alternating between neighborhood areas and
arterials biennially. Last summer, streets maintenance funding was used for local neighborhood
streets in Pavement Areas 4 and 5 (Attachment D), which included roadway sealing and striping
enhancements. Improvements to both pedestrian and bicycle access in the form of curb ramps,
buffered bike lanes, and addition of two new neighborhood greenways were also completed.
2021 Downtown Pavement Improvements Project
This year, the pavement maintenance work is planned for the following streets, as shown visually
in Figure 1 below:
a. Higuera Street (Marsh to Nipomo and Santa Rosa to Pepper)
b. Marsh Street (Higuera to Nipomo and Santa Rosa to California)
c. Nipomo Street (Buchon to Leff)
d. Johnson Street (Mill to Phillips)
e. Phillips Lane (Johnson to Pepper)
f. Pepper Street (Phillips to Mill)
Figure 1: Project Vicinity Map
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It is important to note that while work on segments of Higuera and Marsh outside of the
downtown core is planned to proceed this upcoming summer and fall (2021), segments within
the downtown core (between Nipomo and Santa Rosa) are planned to be deferred until
summer/fall of 2022. This schedule is proposed to avoid the deconstruction of many recently
installed parklets within the downtown core and to reduce potential disruption to activities within
the core of the downtown where auto traffic, pedestrian activity, and on-street parking demand
are highest. This will also provide time for planning and engagement with businesses and the
community to determine viability and methods for implementation of a long term parklet
program and not interrupt economic recovery following the pandemic.
Pavement Reconstruction and Maintenance
A pavement investigation was completed (November 2020), which confirmed that Nipomo
Street and Johnson/Philips/Pepper were in a failing condition and structurally deficient to carry
current traffic loading, including frequent heavy transit bus traffic on Johnson/Philips/Pepper for
which the original pavement was not designed. These pavement areas have moderate to severe
cracking, rutting in wheel-paths, potholes, and have reached the end of their useful life. Full
depth replacement is necessary to bring the pavement to new condition and eliminate the need
for more frequent smaller maintenance repairs that would be ineffective in the long term. This
selected method of reconstruction is the most cost effective, with an expected service life of 15-
20 years. The old pavement removed from the roadway will be recycled by the receiving
aggregate plants for future recycled asphalt pavement (RAP) in other pavement projects.
The majority of Marsh and Higuera asphalt pavement is underlaid by concrete, creating a solid
foundation. This pavement structure is acceptable, however, the pavement on Marsh and Higuera
from Nipomo to the intersection of Marsh and Higuera is deteriorated and failing due to age and
wear. This pavement will be removed and replaced to create a new smooth driving surface. On
Marsh and Higuera East of Santa Rosa, pavement maintenance will include installation of a
slurry seal coat. Slurry seal is a cost-effective treatment that extends pavement life up to 8 years
and prevents more expensive maintenance work in the future. Applied as a thin pavement sealant,
it shields the pavement beneath from ultraviolet damage, minimizes water intrusion, and
provides a new wearing surface for vehicles. This preventative maintenance treatment is less
costly than asphalt replacement. In advance of this year’s paving project, the City’s Street
Maintenance team has completed crack sealing treatment and spot repairs on Higuera Street
(Pepper to Santa Rosa) and Marsh Street (California to Santa Rosa). This preparatory work
increases the long-term effectiveness of the planned roadway slurry seal coat installation and
reduces overall construction costs.
In addition to roadway maintenance, this project will upgrade curb ramps to current ADA and
City standards, as well as replace roadway striping and pavement markings, which provides an
excellent opportunity to implement several complete street improvements as identified in the
City’s Traffic Safety Report, Active Transportation Plan and Downtown Concept Plan. These
complete street improvements, which are described in more detail in the section below, will
support the City’s 2021-23 Major City Goal of Climate Action, Open Space and Sustainable
Transportation, as well as the City’s mode shift targets and Vision Zero goal to eliminate traffic-
related fatalities and severe injuries citywide.
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Complete Street Design Elements
The Project includes the following complete streets elements along Marsh and Higuera Streets,
which are intended to improve mobility and safety for all road users. Note that the summary
below describes the design elements proposed for the full extent of Marsh and Higuera Streets,
including the segments between Santa Rosa and Nipomo Streets within the downtown core,
which are not planned for implementation until 2022. Staff will be conducting additional
community outreach for the segments within the downtown core and the Council will have the
opportunity to review and approve those designs when staff returns with a request to advertise
the 2022 Paving Improvements Project for construction next spring.
a. Auto Lane Reductions – Reduce the number of auto lanes on Marsh and Higuera Streets
from three to two, as envisioned in the Downtown Concept Plan and Active
Transportation Plan, and as currently exists on Higuera Street between Santa Rosa and
Nipomo as an Open SLO pilot installation. Current plans also propose reducing the
segment of Higuera from Johnson to Toro Street from two to one lane to provide width
for dedicated bike lanes, similar to recent modifications to Pismo Street south of the
downtown. (See Figure 2 below for lane reduction locations). Lane reductions, also
referred to as “road diets” provide an opportunity to “right-size” oversized roadways to
accommodate the actual auto traffic demand required, which provides the benefit of
reducing illegal speeding and freeing up additional road space for other features, such as
bike lanes, future sidewalk widening, or parking/parklets. Lane reductions also shorten
pedestrian crossing distances and the number of conflict points at crosswalks, which
improves the pedestrian crossing experience and safety.
A Transportation Impact Study was prepared to evaluate potential traffic impacts
associated with these lane reductions. The traffic study concluded that these
modifications would retain sufficient traffic capacity to accommodate existing and future
auto traffic volumes, while preserving width for existing on-street parking and flexibility
to retain parklets if the Council decides to extend the City’s pilot parklet installations
beyond the current pilot program. Attachment E provides a visual summary of the
existing and future roadway capacity and auto traffic demand on Marsh and Higuer a
Streets with and without the proposed lane reductions. Attachment F includes the
comprehensive Transportation Impact Study prepared for the project.
b. Curb Ramps – Upgrade pedestrian curb ramps to current ADA standards at several
locations. (see Figure 2 below).
c. Accessible On-Street Parking – Provide additional ADA on-street parking at multiple
locations. Six new ADA on-street parking stalls will be added as part of the 2021 plans
and approximately 5 will be added in 2022.
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d. Pedestrian Crossing Upgrades – Installation of high-visibility “ladder-
style” marked crosswalks at several intersections, and addition of push-button flashing
beacon systems (RRFBs) at several pedestrian crossings, such as Higuera/Beach (new
crossing), Marsh/Toro (existing crossing) and Higuera/Johnson (new crossing). A new
crossing at Marsh/Beach was evaluated extensively, but ultimately is not feasible at this
time due to significant constraints. While this crossing is still desired in the future and
will be considered as part of subsequent planning efforts, it will not be installed as part of
this project.
Upon request from the Active Transportation Committee, staff will also be investigating
the feasibility of adding a pedestrian crossing to the north leg of the Santa Rosa/Marsh
intersection. This evaluation will be done during the design phase for the 2022 paving
project plans and will be incorporated into the 2022 paving project, if feasible.
e. Protected Bike Lanes – Install protected bike lanes (“cycle tracks”) along most of
Higuera and Marsh Streets within the project limits, as identified in the Downtown
Concept Plan and Active Transportation Plan. Current plans for physical bikeway
separation include installation of concrete medians and landscaped planter boxes. Note
that the planter boxes will be installed via a separate landscaping contract following the
completion of the Downtown Paving Project.
f. Buffered Bike Lanes – Provide striped bike lane buffers (no physical barriers)
where protected bike lanes are infeasible without significant parking removal, or due to
and conflicts with bus stops, downtown delivery staging, Farmer’s Market operations
and/or fire access.
g. Green Bike Lane Markings – Install green bike lane markings at higher-volume
driveways and through intersection crossings to increase visibility of bicycle-vehicle
conflict areas. Application of green bike lane coloring throughout the length of the
buffered bike lane on Higuera between Santa Rosa and Nipomo is being considered as
part of the 2022 pavement project to add additional awareness of the bike lane and to help
address concerns with vehicles illegally blocking the bike lane for commercial and/or
passenger loading.
Figure 2 on the next page illustrates the locations of complete street improvements within the
project extent, including both the 2021 and 2022 paving areas. A larger copy of this map is
provided in Attachment G. Typical street cross section illustrations of each segment are provided
in Attachment H.
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Figure 2: Downtown Complete Street Elements Considered
On-Street Parking and Parklets
The design approach for the Downtown Paving Project intentionally focuses on minimizing loss
of on-street parking, opting to reduce auto lanes to accomplish multimodal goals in lieu of
wholesale street parking removal. Currently, many of the on-street parking spaces do not meet
current City Standards for on-street parking or sight visibility at intersections. Therefore, there
are locations throughout the corridor where on-street parking spaces will be removed. These
reductions in parking are necessary regardless of changes to the street configuration. While
approximately 93% of existing parking is to remain, approximately 35 spaces are proposed to be
removed. Attachment I shows the approximate location and number of spaces to be removed.
The current design does not preclude retaining the vast majority of existing parklets if Council
decides to retain parklets beyond the temporary Open SLO pilot program. The only exception is
the temporary parklet on Higuera near the Creamery, which was installed for Mistura and
conflicts with the proposed project designs. Mistura has used this parklet sparingly and have
additional outdoor dining space on-site within their patio. This parklet is planned for removal
towards the end of summer prior to the paving work.
It should be noted, the project concept is not proposing protected bike lanes at this time, as called
for per the Active Transportation Plan, on Higuera between Santa Rosa and Nipomo and on
Marsh east of Johnson Street. The widths of these segments do not accommodate protected bike
lanes without the elimination of on-street parking (approximately 75 spaces). Staff proposes to
revisit these segments at a future time—most likely after completion of the Palm/Nipomo
Parking Structure and/or following a more focused Safe Routes to School Plan for San Luis High
School.
Equity Considerations
As currently proposed, this project supports the equity goals and policies of the Active
Transportation Plan as follows:
a. The project is located within the area of the city officially designated by the state as a
“Low-Income Community” per State Assembly Bill (AB) 1550, which reflects proximity
to the neighborhoods in the northern half of San Luis Obispo, which statistically includes
higher concentrations of lower-income, and often student-occupied, households.
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b. The proposed improvements directly improve access to lower-cost transportation options,
such as walking and bicycling, and indirectly improves first/last mile connectivity to the
Downtown Transit Center. This is particularly important within the downtown, where
many lower-income service workers would benefit from improved transportation options
that do not require owning or using an automobile.
c. The proposed improvements include several specific strategies to improve access for
those with mobility challenges, including ADA curb ramp upgrades, some sidewalk
repairs, and the addition of several new on-street parking stalls reserved for disabled
persons.
Benefits to Downtown Vitality & Street scape Aesthetics
Where feasible, staff endeavors to incorporate design elements that not only serve a functional
purpose but add to the vibrant downtown environment. For example, staff is pursuing
aesthetically appealing options for the physical buffer separating the protected bike lanes from
vehicular traffic in lieu of plastic flex posts or other less visually appealing features. The current
design approach includes use of concrete medians with “Mission Style” concrete color/finish,
and addition of planter boxes within these medians where feasible, similar to those installed in
cities like Vancouver and Seattle (see photo below for example). Where on-street parking exists
adjacent to protected bike lanes, planter boxes would be located to retain access for passengers
accessing their vehicles. Installation and maintenance of the planter boxes will be secured under
a separate contract immediately following the complete installation of the medians.
Example of Protected Bike Lanes with Landscaped Planter Boxes (Vancouver, BC)
In addition, providing a fresh and smooth surface creates the perfect canvas for future street art
installations, which can be explored following the roadway sealing project as part of the City’s
Public Art Program.
Economic Recovery and Downtown Business Considerations
As the designs have developed, and through the public engagement activities described further in
this report, staff has received initial feedback from residents, visitors, and businesses in the
downtown.
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One of the questions/concerns raised during the project planning process relates to the timing of
this project and the effects it can have on downtown businesses as they hope to continue
recovering from the impacts of the COVID-19 pandemic. Based on discussions with the
downtown community, strategies proposed by staff to minimize potential disruption to
downtown road users and businesses during construction activities for both 2021 and 2022
paving efforts include:
a. Deferring start of any disruptive construction activities along Marsh or Higuera Streets
until September 1st, avoiding the peak of the summer tourist season.
b. Where feasible, scheduling working hours outside of peak weekday business hours,
including a goal to maintain two lanes of traffic on Marsh and Higuera between 10 a.m.
and 6:00 p.m. as much as possible.
c. Advance noticing to adjacent businesses and residents prior to start of construction to
provide project details, schedule and contact information for questions and project
updates.
d. Regular (weekly or bi-weekly) construction updates to notify the community of
upcoming project activities and schedules.
Previous Council or Advisory Body Action
Council Adopted the Active Transportation Plan on February 2, 2021.
Policy Context
The project directly supports several key City plans, policies and goals. The complete street
components of the project support the recommendations of the Downtown Concept Plan and
Active Transportation Plan—with installation of protected bike lanes and priority
pedestrian/bicycle crossing s along Marsh and Higuera Streets identified as Tier 1 (highest-
priority) projects in the Active Transportation Plan. The improvements also indirectly support
the General Plan mode share targets and recommendations of the City’s Climate Action Plan for
Community Recovery to improve active transportation and reduce reliance on single-occupant
vehicles. The project also supports the current Sustainable Transportation and Climate Action
Major City Goals, as well as the current Meta Goal for Economic Stability, Recovery and
Resiliency, which includes a strategy to continue implementation of shovel-ready capital projects
(particularly infrastructure maintenance).
Consistent with the October 2018 Purchasing Policy Update to the July 2015 Financial
Management Manual, Council must approve the request to proceed with this project, as approval
is required for Public Projects that cost over $175,000.
Public Engagement
1. The public outreach process conducted for the City’s recently adopted Active
Transportation Plan took place over more than two years from 2018-2021 and guided
complete street recommendations proposed within the 2021 paving project.
2. On January 11, 2021 a virtual meeting was held with the Downtown SLO Response and
Recovery Board Meeting.
3. On February 4, 2021, Transportation staff had a virtual meeting with SLO Transit and the
Regional Transit Authority (RTA) to review the project components and timeline.
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4. On February 25, 2021 a community-wide virtual workshop was held to inform the public of
the project and its scope and to request input on proposed designs, focusing largely on the
Higuera and Marsh Street elements proposed within the downtown area. Notification of the
event consisted of an advertisement in The New Times, social media posts, sandwich boards
posted and rotated throughout the downtown and e-notification distribution including
Downtown SLO and Bike SLO County’s memberships. Approximately 15-20 people
attended and actively participated using this virtual style of public meeting.
5. On Saturday, March 6, 2021 a “Pop-Up” Style Virtual Presentation was held to provide an
option for community members to attend outside of a typical weekday evening meeting
format. Unfortunately, there was no community participation in this event.
6. An informational web page (http://www.slocity.org/downtownpavingproject) was created to
provide background and updates on the different project elements. The webpage also
provides opportunities for the public to leave direct feedback on the project via comment
boxes. The intent is that the webpage can continue to be used as a tool to provide
information for the public throughout the construction of the project.
7. An interactive web-based map was also created allowing the public to leave comments
directly on a map of the downtown project and proposed design elements.
Example of Remix Mapping/Comment Tool
CONCURRENCE
This project has been reviewed and has concurrence from the Utilities, Fire, and Community
Development Departments. The Active Transportation Committee has reviewed the proposed
pedestrian and cyclist improvements and provided its recommendation to Council to proceed
with implementation of the project.
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It should be noted that the Active Transportation Committee recommended retaining the existing
striped bike lanes on both sides of the street along Marsh Street east of Johnson Avenue in lieu of
staff’s initial proposal to provide a protected bike lane in the eastbound direction and shared lane
in the westbound direction. Considering the traffic volumes and speeds along this segment of
Marsh Street, the Committee preferred retaining a dedicated bike lane in each direction, even if
that left insufficient street width to install physical bike lane separation in either direction. This
recommendation is reflected in the final plans proposed for implementation.
ENVIRONMENTAL REVIEW
This project is categorically exempt from environmental review pursuant to section 15301 of the
CEQA Guidelines (Existing Facilities) since it is a maintenance and replacement project. A
Notice of Exemption will be filed through the Community Development Department.
The complete street elements are consistent with the Land Use and Circulation Element as well
as the Active Transportation Plan, therefore consistent with the environmental review of those
documents. In addition, the types of complete street improvements proposed as part of this
Project would all be considered categorically exempt from CEQA in the category of Existing
Facilities, maintenance activities. Therefore, no additional environmental review is triggered.
FISCAL IMPACT
Budgeted: Proposed in FY21/23 Financial Plan Budget Year: 2021-22
Funding Identified: Yes
Fiscal Analysis:
Approval to Bid with Final Project Funding Dependent on Budget Adoption for 2021-22.
In order to allow for project implementation during the summer months, and to lessen impacts to
the traveling public, staff is requesting permission to advertise the project for construction prior
to the new fiscal year. However, the construction contract will not be awarded until after the
2021-23 Financial Plan has been adopted by the Council and work will not begin until the budget
appropriation is made available.
The project is structured with a Base Bid and two Additive Alternatives to maximize the scope of
the pavement replacement project within the available funding. The strategy is to award the
contract with the Base Bid and as many of the Additive Alternatives as funding will allow, up to
the Publicly Disclosed Funding amount of $3,400,000 in compliance with Public Contract Code
Section 20103.8C. The Base Bid portion includes Higuera and Marsh from Nipomo to where
they intersect, Higuera and Marsh from Santa Rosa to the eastern limits, and Nipomo from
Buchon to Leff. The additive alternatives include additional asphalt removal and replacement
along Johnson from Mill to Phillips, Phillips from Johnson to Pepper, and Pepper from Phillips
to Mill.
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There is currently a remaining balance of $216,781 in the 2020 Roadway Sealing (1000114)
account, $46,565 in Water funds, $41,550 in Sewer funds, and $80,000 in the Bicycle/Pedestrian
Quick Build Project (1000162) account, which are proposed to be used to support the 2021
Downtown Pavement Improvements Project. This brings the current available balance to
$384,896. Additional funding of $3,848,109 is proposed in the 2021-23 Financial Plan to provide
adequate funding for this project. The new funding is proposed via a combination of two capital
project, Water, and Sewer funds request in the 2021-23 Financial Plan: $3,513,199 for the Street
Reconstruction and Resurfacing project, $200,000 for the Active Transportation Plan
Implementation project, $50,000 for Water funds, and $85,000 for Sewer funds. If the 2021-22
budget is adopted as proposed, the additional funding will be available July 1, 2021, bringing the
total available project funding balance to $4,233,095.
Funding Sources
Current FY
Cost
Annualized
On-going Cost
Total Project
Cost
General Fund $2,894,752
State Gas Tax SB1 $835,228
Federal
Fees
Other: $503,115
Total $4,233,095
LRM Fund,
Capital
Outlay Fund
State Gas
Tax SB1 LRM Fund Capital Outlay
Fund Water Fund Sewer Fund
Construction Estimate $1,757,794 $835,228 $173,913 $69,565 $84,000 $34,500 $2,955,000
Contingencies (15%)$388,988 $26,087 $10,435 $12,565 $5,175 $443,250
Total Construction Estimate $2,146,782 $835,228 $200,000 $80,000 $96,565 $39,675 $3,398,250
Construction Management:$200,000 $200,000
Materials Testing:$20,000 $20,000
Printing & Advertising:$2,000 $2,000
Public Relations $15,000 $15,000
Total Project Estimate $2,383,782 $835,228 $200,000 $80,000 $96,565 $39,675 $3,635,250
Available Project Balance:$0 $0 $0 $80,000 $46,565 $41,550 $168,115
Remaining from 1000114
Roadway Sealing $216,781 $216,781
Financial Plan Funding
Available after 7/1/2021 $2,677,971 $835,228 $200,000 $0 $50,000 $85,000 $3,848,199
Total Funding After 7/1/2021:$2,894,752 $835,228 $200,000 $80,000 $96,565 $126,550 $4,233,095
Planter Box Landscaping and
Maintenance
(Separate from Paving
Contract)$75,000
$75,000
Publically Disclosed Funding
Amount $3,400,000
ESTIMATED PROJECT COST BY FUNDING SOURCES
2021 Downtown Pavement Improvements Project, Specification No. 1000167
2021-23 Active
Transportation
Plan
Implementation
Bicycle/Pedestrian
Quick Build Projects
(1000162)
Sewer MH
Cover
Adjustments Project Total
Costs
Water Valve
Cover
Adjustments
Street R&R
Master Account
(90346)
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ALTERNATIVES
1.Deny Authorization to advertise. The City Council may choose not to authorize project
advertisement prior to consideration of the 2021-21 budget review and approval. Staff does
not recommend this alternative because this is the ideal time to advertise paving projects for
summer construction.
2.Continue with the 2021 Downtown Paving Project but defer 2022 downtown core paving to
2023. The City Council may choose to continue with the paving work planned for 2021, but
direct staff to defer paving work within the downtown core (Higuera and Marsh Streets
between Nipomo and Santa Rosa) from 2022 to 2023. This would provide additional time for
the City Council to weigh in on long-term plans for downtown parklets and provide
additional opportunities for downtown circulation and commerce activity to normalize
following disruptions in recent years related to construction of two large hotels, the Marsh
Street Bridge Replacement Project and ongoing impacts associated with the COVID -19
pandemic.
Attachments:
a - COUNCIL READING FILE - Spec No. 1000167 Project Plans
b - COUNCIL READING FILE - Spec No. 1000167 Specifications
c - Spec No. 1000167 Vicinity Map
d - Pavement Areas
e - Volume Capacity Charts
f - COUNCIL READING FILE - Traffic Analysis Report
g - Downtown Complete Street Elements Considered
h - Typical Street Cross Section Illustrations
i - Estimated Changes in On-Street Parking Spaces
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2021 DOWNTOWN PAVEMENT
IMPROVEMENTS PROJECT
VICINITY MAP 1 OF 1
AREA 'A'
AREA 'D'
Project
Locations
0
SCALE IN FEET
1000
AREA 'C'
AREA 'B'
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SanLuisObispo
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Traffic Volume and Capacity Charts Current Daily Volumes (Pre‐COVID) Higuera Street Marsh Street Page 1 of 2 Item 12Packet Page 99
Traffic Volume and Capacity Charts Future Daily Volumes Assumes full buildout of the City’s General Plan Higuera Street Marsh Street Page 2 of 2 Item 12Packet Page 100
Complete Street Elements Considered Item 12Packet Page 101
Downtown Paving 2021 & 2022
Concept Cross Sections
Higuera Pepper to Johnson
Higuera Johnson to Toro
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Higuera Toro to Santa Rosa
Higuera Santa Rosa to Nipomo
Higuera Nipomo to Marsh
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Marsh Johnson to California
Marsh Johnson to Toro
Marsh Toro to Higuera
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Estimated Changes in On-Street Parking Spaces
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