HomeMy WebLinkAbout04-01-2014 B2 RFP for LOVR 101 Interchange
FROM: Daryl R. Grigsby, Public Works Director
Prepared By: Kyle Rowland, Engineering Inspector
SUBJECT: REQUEST FOR PROPOSALS FOR CONSTRUCTION MANAGEMENT OF
THE LOS OSOS VALLEY ROAD/US 101 INTERCHANGE
IMPROVEMENTS PROJECT, SPECIFICATION NO. 99821
RECOMMENDATIONS
1. Approve the Request for Proposals for construction management of the Los Osos Valley
Road/US 101 Interchange Improvements Project, Specification No. 99821.
2. Authorize staff to advertise for construction management proposals.
3. Authorize the City Manager to award a contract up to $2,408,315 for Construction Management
services when funding becomes available for the construction management phase.
4. Authorize the transfer of $759,475 from the Land Acquisition phase to the Construction
Management phase of the 99821 project account.
DISCUSSION
Background
The City of San Luis Obispo and Caltrans have been working since 2001 to design and construct the
Los Osos Valley Road / US 101 interchange project. The project will correct operational
deficiencies and improve safety at the southern entry to the City at Los Osos Valley Road. The
project includes widening Los Osos Valley Road to four lanes between the recently constructed
Calle Joaquin intersection and South Higuera Street. To accomplish this, a new two-lane bridge
structure will be constructed south of, and adjacent to, the existing overcrossing. The existing
bridge will carry the westbound traffic and the new bridge will carry eastbound traffic. An adjacent
bridge crossing of San Luis Obispo Creek will be widened to accommodate the four travel lanes.
The project will also include 6-foot wide sidewalks, 6.5-foot wide bike lanes, and will improve the
on and off-ramps. As set forth in the 2011 Project Report and Environmental Determination, the
Project will improve operations, safety and capacity in and around the interchange to accommodate
a minimum of twenty years of traffic growth. (See website links listed as Attachment 1 and 2)
The City is the project sponsor, with the California Department of Transportation serving in an
oversight role since they are stewards of the State Highway System. The City submitted 100% plans
for Caltrans review in March 2014, and final approval from Caltrans is expected soon. Utility
coordination is currently in progress. In February 2013, the City made offers to acquire right of
way and easements needed for the project. As of August 2013, all necessary property acquisitions
have been secured.
Project Management Services
In January of 2014, the City finalized engagement of Project Management (PM) services with
Southstar Engineering, as authorized by the Council at their September 17, 2013 meeting. The PM
Meeting Date
Item Number April 1, 2014
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RFP for CM Services for Los Osos Valley Road/US 101 Interchange Improvements Project Page 2
is assisting the City with final plans and specifications review, and project permitting. The PM also
assisted with the development of the RFP for the Construction Management service. In addition,
they will have a key role in processing the project through advertising and awarding phases. During
the construction phase, the PM is responsible to keep the City apprised of all activities on site,
potential problems, and provide direct oversight to the construction inspection staff.
Construction Management Support
In order to complete delivery of the City’s Capital Improvement Plan and provide the necessary
support and oversight for this large and complex project, staff is recommending hiring Construction
Manager (CM) services. The CM services role in a project of this magnitude has proven to
facilitate construction issue identification, problem-solving, and other tangible benefits.
During the construction phase, the CM firm, in conjunction with the Project Manager and other City
staff, will provide construction oversight and keep management and stakeholders informed of
activities, changes, and potential problems. The CM firm will also oversee the contractor’s work,
interact with the public, maintain construction documentation, and complete claim avoidance work.
Finally, the CM will assist the City in closing out the project once construction is complete.
It is anticipated that the CM firm will work part-time for 3 months (July-September 2014) leading
up to the construction phase, full-time during the 17 month construction phase, and part-time during
the 3 month post-construction phase. The CM firm will employ various sub-consultants to provide
specialty inspection and monitoring services throughout the project. Some of the required services
will include: utility coordination, structure inspection, surveying, public outreach, environmental
monitoring, and material inspection and testing.
Approval of the recommended action will allow staff to select a qualified firm that will provide the
necessary services.
FISCAL IMPACT
In 2008, the City applied to the San Luis Obispo Council of Governments for State Transportation
Improvement Program (STIP) for funds for the project. The project uses a combination of grants,
fees collected as part of development, and debt financing. This project is identified in the 2013-15
Financial Plan, Appendix B – Capital Improvement Plan, page 3-252 through 3-255, with
$4,248,000 budgeted for Construction Management in 2014-15. The following table contains
expense phasing and proposed funding sources:
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RFP for CM Services for Los Osos Valley Road/US 101 Interchange Improvements Project Page 3
2013-142014-15
PM Services Pre-Construction from 13-15 Financial Plan 100,000$
PM Services Pre-Construction March 2014-October 2014 153,010$ 187,630$
CM Services Pre-Construction July 2014-October 2014 418,835$
Construction 17,769,090$
Project Management* 1,299,545$
Construction Management*2,408,300$
Construction Contingencies*540,955$
Total253,010$ 22,624,355$
2013-142014-15
Citywide TIF 100,000$
Proposed transfer from Land Acquisition phase (see table below)759,475$
Proposed RIP Funding (grant) 16,000,000$
Debt Financing**6,017,890$
Total859,475$ 22,017,890$
Expense Phasing
Funding Sources
*CM Phase of Financial Plan
**Currently in review
From the $4,248,800 budgeted in 2014-15 Construction Management phase, $1,299,545 is allocated
to fund the PM, Southstar Engineering. This leaves $2,949,255 remaining to fund the estimated
CM firm costs of $2,408,300. The remaining $540,955 in the Construction Management phase will
serve as a contingency for any unexpected costs associated with delays or extra work. It is
estimated that the firm providing CM services will have a cost breakdown of:
All values used to derive the above expenses are within average industry standards and based upon
interchange projects with similar size and scope. Upon reviewing the submitted Request for
Proposals, the actual CM costs may be less than the anticipated $2,408,315. The proposals will be
evaluated on the basis of qualifications and costs, and the contract awarded to obtain the best overall
value for the City.
Construction Management Firm Labor 772,400$
Structures Representative 421,900$
Roadway/Structures/Specialty Inspection 636,900$
Utility Coordination 60,100$
Public Outreach 75,000$
Surveying 200,000$
Materials, SIQMP, etc.242,000$
Total2,408,300$
Construction Management Firm Expenses
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RFP for CM Services for Los Osos Valley Road/US 101 Interchange Improvements Project Page 4
Interim Funding Transfer
The proposed final budget for the upcoming portions of the project is scheduled for Council
consideration on May 6, 2014. At that time, staff will outline all expected expenses and proposed
funding sources for each remaining phase of the project. Preliminary debt financing information
will also be presented along with repayment options for Council consideration and direction.
The $100,000 currently allocated for PM Services in the 2013-2014 budget will be depleted in early
April and staff is expecting funds from the 2014-2015 debt financing to be available in October
when the project construction contract is awarded. Therefore, there is insufficient funding to keep
the project moving until October. In order to pay the interim $340,640 in PM expenses (April-
October) and the $418,835 in CM expenses (July-October), staff is proposing the transfer of
$759,475 from the Land Acquisition phase to the Construction Management phase of the 99821
project account. The table below contains details of this transfer:
99821 LOVR-U.S. 101 Interchange Phase Current Change Proposed
Land Aquisition (LA)999,637$ (759,475)$ 240,162$
Construction Managment (CM)*27,305$ 759,475$ 786,780$
*Balance after payment of February 2014 invoice
Total1,026,942$ -$ 1,026,942$
2013-2014 Phase Transfer for Interim Expenses
The General Fund provided $999,637 for the Land Acquisition phase of this project. Staff is
requesting that $759,475 be moved to fund the Construction Management phase.
ATTACHMENTS
1. Project Report
2. Environmental Determination
3. 99821 RFP for Construction Manager Services
4. CM Services Cost Estimate Detail
t:\council agenda reports\2014\2014-04-01\rfp for lovr-101 interchange (grigsby-rowland)\99821 car approve rfp for cm services.docx
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20.XX.075.600
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LOS OSOS VALLEY ROAD INTERCHANGE
Project Report
LOS OSOS VALLEY ROAD INTERCHANGE
ON US-101
IN THE CITY OF SAN LUIS OBISPO
I have reviewed the right of way information contained in this Project Report and the Right-of-Way Data Sheet attached hereto,
and find the data to be complete, current, and accurate:
SPIROS KARIMBAKAS, Central Region Division Chief, Right of Way Date
APPROVAL RECOMMENDED:
DOUGLAS J. HEUMANN, Project Manager
APPROVED: *
RICHARD KRUMHOLZ, District 5 Director Date
* Approval is for only those features affecting State Highways
TO DOWNTOWN
SAN LUIS OBISPO
TO ARROYO
GRANDE
PROJECT SITE
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LOS OSOS VALLEY ROAD INTERCHANGE
This Project Report has been prepared under the direction of the following registered civil engineer.
The registered civil engineer attests to the technical information contained herein and the engineering
data upon which recommendations, conclusions, and decisions are based.
___________________________________________________________
Matthew N. Griggs, PE Date
Dokken Engineering
Matthew N. Griggs
54168
12-31-2011
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TABLE OF CONTENTS
1. INTRODUCTION ......................................................................................................................... 1
2. RECOMMENDATION................................................................................................................. 2
3. BACKGROUND ............................................................................................................................ 2
4. NEED AND PURPOSE ................................................................................................................. 5
A. Problems, Deficiencies, Justification ....................................................................................................... 5
B. Regional and System Planning ................................................................................................................. 7
C. Traffic ....................................................................................................................................................... 8
5. ALTERNATIVES ........................................................................................................................ 12
A. Viable Alternatives ................................................................................................................................. 12
B. Rejected Alternatives ............................................................................................................................. 19
6. CONSIDERATIONS REQUIRING DISCUSSION ................................................................. 20
A. Hazardous Waste .................................................................................................................................... 20
B. Value Analysis ....................................................................................................................................... 21
C. Resource Conservation ........................................................................................................................... 22
D. Right of Way Issues ............................................................................................................................... 22
E. Environmental Issues ............................................................................................................................. 23
F. Air Quality Conformity .......................................................................................................................... 25
G. Title VI Consideration ............................................................................................................................ 25
H. Accommodation of Oversized Loads ..................................................................................................... 26
7. OTHER CONSIDERATIONS ................................................................................................... 26
8. PROGRAMMING ....................................................................................................................... 30
9. REVIEWS .................................................................................................................................... 31
10. PROJECT PERSONNEL ........................................................................................................... 32
11. LIST OF ATTACHMENTS ....................................................................................................... 34
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PROJECT REPORT
1. INTRODUCTION
This Project Report identifies improvements to the Los Osos Valley Road/US-101 interchange
and on Los Osos Valley Road (LOVR) in the City of San Luis Obispo through the design year
2035. These improvements are in addition to operational improvements currently planned or
under construction by Caltrans and the City. The purpose of the proposed project is to maximize
the efficiency of LOVR and the LOVR/US-101 interchange to preempt any degradation of traffic
operations within the 20-year design period in conjunction with other planned improvements.
The project limits extend along LOVR between Auto Park Way to the west and South Higuera
Street to the east and along US-101 for approximately 2500 feet south and 4300 feet north of the
LOVR Overcrossing. The preferred alternative includes several design features such as widening
of LOVR, bridgework on the LOVR overcrossing, widening of the interchange ramps, the
addition of bike lanes and sidewalks where lacking, and landscaping. See Attachment A for the
Project Location Map.
The City of San Luis Obispo is the project sponsor for this project that will be developed through
the cooperative efforts of the City, San Luis Obispo Council of Governments (SLOCOG), the
California Department of Transportation (Caltrans) and the Federal Highway Administration
(FHWA). Caltrans is the lead agency for CEQA and NEPA. The City of San Luis Obispo and
Caltrans have entered into a cooperative agreement to identify the responsibilities of the City and
the State for the proposed improvements. The project is assigned Project Category 3. The project
has been formally adopted into the 2010 Regional Transportation Improvement Program (RTIP)
with $13.8 and $5.8 million allocated from the Regional Improvement Program and Local
Transportation Funds respectively. The Plans, Specifications and Estimate (PS&E) phase of
project development began in August 2008 with a Ready to List date of January 2013. The PS&E
phase is budgeted at $2.5 million with funding from the City of San Luis Obispo. It is intended
that the primary source for future capital funding will come from STIP funds and some City
Traffic Impact Fees.
Two viable alternatives for the proposed improvements were identified in the Draft Project
Report and Mitigated Negative Declaration (MND). The MND was approved on December 28,
2009 with Alternative 3 identified as the preferred alternative for the Los Osos Valley Road
Interchange Project. See Attachment B for the MND cover sheet.
A brief description of Alterative 3 is as follows:
The project proposes to widen LOVR between the recently reconstructed Calle Joaquin
intersection with LOVR west of US-101 and South Higuera Street east of US-101. The widening
will be accomplished by constructing a separate US-101 overcrossing to carry the 2 eastbound
lanes. LOVR will be a split profile over US-101 to accommodate the westbound lanes on the
existing overcrossing. The project will lengthen the San Luis Obispo Creek culvert crossing on
the south side and construct sidewalks with curb and gutter on both the north and south sides of
the culvert. These widening efforts will accommodate four 12-foot through-lanes, bike lanes,
sidewalks with curb and gutter, and a median 5 feet to 16 feet in width, which will be widened
from the northbound ramps intersection with LOVR to 500 feet east. The southbound on-ramp
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will be reconstructed near the current location opposite the southbound off-ramp. The estimated
construction cost is $16.1 million which includes right of way capital costs.
2. RECOMMENDATION
It is recommended that this Project Report be approved with Alternative 3 as the preferred
alternative and the project proceed to the PS&E phase.
The City of San Luis Obispo and the County of San Luis Obispo have been consulted with
respect to the recommended plan and both local agencies concur with the project proposed as the
preferred alternative.
3. BACKGROUND
Project History
A Project Study Report (Project Development Support, PSR-PDS) was developed for this project
by the City of San Luis Obispo and approved by Caltrans on February 27, 2004. Following the
PSR-PDS the Draft Project Report (DPR) was developed and approved by Caltrans on June 12,
2008. This Project Report varies slightly from the interchange construction discussed in the PSR,
but does not vary from the project discussed in the DPR. No additional issues have been
identified since the approval of the DPR and no right of way has been acquired. The following
changes were made in the project scope between the PSR and the DPR.
§ The realignment of Calle Joaquin to LOVR was completed by the City of San Luis
Obispo in April 2007 as a separate project.
§ A developer completed an encroachment permit project in May 2007 to restripe LOVR
between the southbound and northbound ramp intersections. This project will increase
the westbound through-put on LOVR at the southbound off-ramp intersection by adding a
second westbound lane.
§ Alternative 3 has been modified to widen LOVR to the south side only, resulting in the
ability to construct the overcrossing widening portion for standard vertical clearance, and
also allow the modification of the existing San Luis Obispo Creek Bridge to occur to the
downstream side only.
§ Under Alternative 3, the profile of the intersection of LOVR and the southbound off-
ramp was raised to improve stopping sight distance on LOVR.
A project technical review meeting with District and Headquarters Geometricians was held on
April 11, 2007 to discuss the two viable alternatives and their related design exceptions.
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Community Interaction
Public Informational Workshops were held at the Mountainbrook Community Church on March
27, 2003 and July 1, 2004. The meetings provided opportunities for the public to see the
proposed alternatives and provide their input. The meetings were attended by approximately 40
and 25 members of the public respectively.
Two individual meetings with Los Verdes Home Owners Association were held on March 11,
2003 and July 1, 2008 at the Los Verdes Board Meeting Room.
The project was presented to City Council on August 28, 2003. The council expressed negative
opinions of alternatives 2 and 4 with a resolution to continue study of alternatives 3, 6 and 7. Alt
2 is approximately twice the cost of Alt 3, and addresses a larger purpose and need than is
proposed by this project. The Council requested that the final approved alternative not preclude
the opportunity to construct the alternative connection from LOVR to South Higuera Street as a
separate project in the future.
Alternative 4 was rejected by the Council, because they disliked the relocation of the southbound
ramps onto farmland, which would result in a large right of way acquisition and subsequent
required mitigation. This location of the ramps was felt to be too far from LOVR. Southbound
travelers would be required to back track too far. Traffic concerns were not resolved with
Alternative 4.
Alternative 7 was included originally to show what a full standard diamond interchange would
look like in this location. Once the Alternative 6 was modified to eliminate almost all the major
design exceptions, maintenance of Alt 7 was unnecessary, except for estimate comparison
purposes.
A formal Public Hearing was held on July 8, 2008 at City Hall in the Council Chambers. The
environmental impacts of Alternatives 3 and 6 were presented to 42 attending members of the
public. Following a short presentation the public was invited to discuss the project with the
project development team and to present formal comments in writing or to the court recorder.
See Section 5 of this report for a discussion of public comments obtained at the Public Hearing.
Existing Facility
US-101 – This portion of US-101 is a four-lane freeway with 12-foot lanes, 8-foot right
shoulders, and a varying median width from 40 to 60 feet. The original two-lane roadway was
built in 1933 and was replaced with a four-lane facility in 1954. The existing vertical clearance
for loads on US-101 is limited to 14 feet 10 inches at the LOVR Overcrossing, with similar and
lower limits at other overcrossings through the City.
US-101/LOVR Interchange – The US-101/LOVR interchange is configured as a diamond
interchange with the exception that a loop ramp in the southeast quadrant of the interchange
provides access from LOVR to northbound US-101. The LOVR Overcrossing (No. 49-0185)
was built in 1962 to carry two lanes of traffic. The bridge was widened in 1987 to ultimately
carry three lanes of traffic. The existing bridge is a four-span structure of approximately 300.5
feet in length and 55 feet in width. Roadway embankments up to 20 feet in height were
constructed for the overcrossing. Southeast of the interchange, within the project limit, LOVR
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passes over San Luis Obispo Creek. The on-ramp to southbound US-101 is accessed from
LOVR. The southbound US-101 off-ramp intersects LOVR opposite the southbound on-ramp.
The realigned Calle Joaquin intersects LOVR approximately 300 feet to the west of the
southbound US-101 on/off-ramp intersection. Caltrans recently completed construction on a
maintenance/rehabilitation project from the Higuera Street interchange to approximately 0.8
miles north of the City Limits that encompasses the LOVR interchange.
LOVR – Los Osos Valley Road, within the proposed project site, has two westbound and one
eastbound lane with posted speeds of 35 mph; however, the current design speed is approximately
20 mph due to stopping sight distance limitations. The design speed is dictated by a sight
distance issue caused by the crest profile over the overcrossing and the sag vertical curve at the
LOVR/US-101 southbound ramps intersection. As LOVR approaches South Higuera Street after
the interchange, it widens to three lanes for left turn pockets into Los Verdes Park 1 and 2, and
gains a right turn pocket at the intersection with South Higuera Street. The intersection of LOVR
with Los Verdes Drive is an unsignalized intersection with stop control on Los Verdes Drive.
LOVR becomes a 4-lane road with a two-way left-turn lane (TWLTL) from the intersection at
Calle Joaquin (north) to the intersection at Auto Park Way. LOVR currently has sidewalks on
either side of the roadway from the intersection with South Higuera Street for approximately 800
ft. The northside of LOVR has sidewalk on the San Luis Obispo Creek Culvert and on the US
101 overcrossing. From the overcrossing, sidewalk is continuous to past Auto Park Way.
Calle Joaquin – Recently reconstructed, Calle Joaquin (south) is a 2-lane local street that
provides access to highway commercial uses that are developed in the southwest quadrant of the
interchange. Calle Joaquin (north) is a 2-lane local street that provides access to existing
commercial development located in the northwest quadrant of the interchange. Both streets have
no cross streets and terminate without connection to any other road network.
Land Use – Land use intensification is occurring in the southern portion of San Luis Obispo and,
in particular, along the LOVR corridor. The South Higuera Street corridor has impacted traffic
operations at the interchange of US-101 and LOVR. The parcels located on the west side of the
interchange are currently developed with highway commercial uses such as motels, service
stations and restaurants. Several auto dealerships are developed on the north side of LOVR
further to the west of US-101. A dense residential park is developed on the north and south sides
of LOVR, between US-101 and South Higuera Street. Traffic generated by these developments,
as well as other development in the southern portion of the City, utilizes the LOVR interchange to
access US-101 or to circulate between the east and west sides of US-101.
Drainage – Wreco, the hydraulic consultant, performed a Location Hydraulic Study for the
project, dated November 2010. This study addresses the capacity of San Luis Obispo Creek and
Prefumo Creek through the project limits.
A triple barrel multi-plate arch structure carries LOVR over San Luis Obispo Creek and box
culverts carry Prefumo Creek under the southbound off-ramp and US-101 mainline. The
Prefumo Creek box culverts are estimated to pass the 10-year peak storm event in their existing
condition. Froom Creek passes under US-101 immediately downstream of the project and joins
with San Luis Obispo Creek on the east side of the northbound off-ramp. It is carried under US-
101 and the northbound off-ramp in a two-cell box culvert.
Biofiltration strips and swales run parallel to US-101 on the northbound shoulder between the Los
Osos Valley Road interchange and the Prado Road interchange.
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Structures - Existing bridges within the proposed project limits include the LOVR Overcrossing
(Bridge No. 49-0185) and the San Luis Obispo Creek Bridge (Bridge No. 49C-0401). Existing
box culverts within the project limits include Froom Creek (dbl 5’x5’) and Prefumo Creek under
US-101 (18’x8’, Bridge No. 49-0062) and Prefumo Creek under the US-101 southbound off-
ramp (dbl 12’x8’, Bridge No. 49-0062K).
4. NEED AND PURPOSE
A. Problems, Deficiencies, Justification
The project is needed to respond to projected increases and current regional and local traffic
demand on the state and local roadway systems at the LOVR/US-101 interchange. The study
area’s lack of alternative routes and presence of non-standard existing roadway geometrics,
combined with increased traffic, escalates congestion and reduces traffic safety for vehicle,
bicycle and pedestrian travel.
The purpose of this project is to improve traffic operations and safety on LOVR and the
LOVR/US-101 interchange. The acceptable Level of Service (LOS) for the proposed project
within the State Right of Way is the cusp of level C/D at the year 2035 in conjunction with other
planned improvements. The project alternative provides additional traveled lanes on LOVR over
US-101 and through the ramp intersections. The alternative includes improvements to the
existing non-standard on- and off-ramps to better serve the needs of local and regional traffic
(including bicycle and pedestrian traffic.) The project is to be designed such that it will not
preclude the planned ultimate widening of US-101 or future interchange improvements. Table 1
summarizes the current and projected LOS for the LOVR Interchange intersections.
TABLE 1
Existing and Projected LOS
AM
LOS
PM
LOS
AM
LOS
PM
LOS
LOVR/US-101 SB Off-ramp/Calle Joaquin EDFF
Calle Joaquin/SB On-ramp AAFF
LOVR/US-101 NB RampsEFFF
Existing (2005)2035 Projected
(No Build)Intersection
The traffic demand on the LOVR corridor will increase as the area continues to develop. New
commercial uses are proposed for development on LOVR west of the interchange at US-101. A
Home Depot, Costco and Marriott Hotel have recently opened for business west of the
interchange. Additionally, a Hampton Inn is proposed to start construction on Calle Joaquin
(south). San Luis Obispo County has development plans south of the LOVR Interchange that
include an expansion to the San Luis Obispo County Regional Airport and planned developments
occurring in the south portion of the county. The traffic from these developments as well as other
potential new development in the area will increase volumes at the LOVR/US-101 interchange
and the current interchange design will not be adequate to serve the increased traffic demand.
Projected Travel Demand (No Project) – As Table 2 indicates, all of the study intersections
associated with the LOVR/US-101 interchange will experience LOS E or F conditions during
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peak hours. Without the proposed improvements, the capacity of the existing interchange will be
exceeded, resulting in severe congestion.
TABLE 2
Design Year (2035) Intersection LOS Summary – No Build Alternative (with Prado)
Location Traffic Control
Level of Service and Average Delay
(seconds per vehicle)
AM PM
LOVR / Auto Park Way Signal F (163) E (77)
LOVR / Calle Joaquin Signal F (134) F (84)
LOVR / US-101 SBND Ramps Signal F (>200) F (>200)
LOVR / US-101 NBND Ramps Signal F (>200) F (>200)
LOVR / Los Verdes Drive Side Street Stop Control F (182) F(>200)
LOVR / South Higuera Street Signal C (30) F(>200)
South Higuera Street / Vachell Lane Side Street Stop Control F (58) F (>200)
Notes: (1) Average delay reported in seconds per vehicle for signalized intersections. For side-street stop controlled
intersections, the work movement delay is reports in seconds per vehicle; (2) LOS= Level of Service; Bold font
indicates deficient study locations based on analysis criteria
Source: Fehr & Peers, Associates, Inc. 2006
Unless the proposed improvements are undertaken, future planned development and background
regional growth will increase traffic volumes such that all intersections in the vicinity of the
LOVR/US-101 interchange will operate with severe congestion during both the a.m. and p.m.
peak hours resulting in congestion on US-101 from backups at the off-ramp intersections. The
traffic from these developments as well as other potential new development in the area will
increase volumes at the LOVR/US-101 interchange. Neither the current interchange design nor
the proposed design alternative will be adequate to serve the increased traffic demand unless all
the General Plan improvements enumerated in Section C. Traffic are constructed.
Project Objectives – To meet the stated project purpose, and address the project need, the project
alternative shall be responsive to the following key project objectives:
§ Provide for Public Safety
§ Improve Traffic Operations
§ Ensure Consistency with Adopted Local and Regional Plans
§ Remove Transportation Obstacles to the Economic Growth of Local Businesses
§ Reduce Traffic Congestion and Resultant Air Quality Impacts
§ Provide Solutions that are Responsive to Caltrans and Local Agency Standards and
Guidelines
§ Minimize Environmental Impacts and Concerns
§ Acceptable to Local Businesses, Residents, State and Local Government
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B. Regional and System Planning
Identify Systems
The functional classification of this segment of US-101 is a Principal Arterial and is included in
the National Highway System. US-101 is also a SHELL (State Highway Extra Legal Load) route
and an oversize truck route. Commute traffic is the primary use through this portion of US-101,
but a large percentage of travel through the study area is interregional.
State Planning
The Transportation Concept Report (TCR), dated 2001, recommends that US-101 be expanded to
a six-lane freeway through this segment in the long term as a solution to projected peak/non-peak
hour LOS F/E. Widening of this segment is recommended beyond the 20 year projection after all
other measures outlined in the TCR have been fully implemented and if the level of service
continues to deteriorate as expected. All proposed bridge work for the project will be compatible
with and accommodate the ultimate 6-lane widening of US-101 with a standard cross section.
However, widening of US-101 is not part of this project for the following reasons; the mainline
LOS is not deteriorating as rapidly as the interchange, there is a lack of funding for such an
endeavor at this time, and per the TCR it is not recommended until all other operational
improvements have been made.
The District System Management Plan acknowledges the LOVR/US-101 interchange as a major
transportation emphasis area needing improvements to accommodate traffic for the next 20 years.
Regional Planning
The project has been formally adopted into the 2008 Regional Transportation Improvement
Program (RTIP) with $13.8 and $5.8 million allocated from the Regional Improvement Program
and Local Transportation funds respectively. The project is also included in the 2011
Transportation Improvement Program (TIP) which makes the project eligible for federal funding
following clearance of NEPA requirements.
Local Planning
The City Circulation Element of the General Plan is dated April 4, 2006. In it, LOVR
Interchange Improvement Project and the LOVR widening are listed as Transportation Capital
Project C.2.
The City is developing a bikeway recreational trail (Bob Jones City-to-Sea Bikeway) that
generally follows the San Luis Obispo Creek from the Madonna Road Overcrossing to LOVR,
ultimately connecting to the existing Avila Beach trail segment. Currently, there is no formal
adopted route from the LOVR interchange to the Octagonal Barn to the south. The Bob Jones
trail stops approximately 350 feet north of the LOVR interchange. A separate project, by the
City, is in the engineering phase to connect the completed portion of the Bob Jones trail to
LOVR. The bikeway project includes separate environmental permits, and if the final alignment
is within State right of way, it will include a Caltrans Encroachment Permit and meet access
control requirements.
Transit Operator Planning
Intercity transit in this area is operated by the San Luis Obispo Regional Transit Authority
(SLORTA). Currently Route 10 of SLORTA provides local transit service in the area but does
not use the LOVR Interchange. Transit service within the City of San Luis Obispo is provided by
SLO Transit. SLO Transit does not operate any routes that utilize the LOVR interchange.
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The possibility of transit service using the LOVR Interchange has been reviewed but was not
warranted or determined to be an efficient route service at this time.
Limited opportunities to enhance transit service are provided by this project as the project is
mainly focused on widening LOVR between the ramp intersections on either side of US-101
where no appropriate locations exist for transit stops. Other improvements include ramp
widenings, which do not present opportunities for transit enhancements.
The project will reduce congestion along this transit corridor and will not have any negative
impacts on existing or future transit service.
C. Traffic
Current and Forecast Traffic
The approved Final Traffic Operations Report dated September 2007 forecasts traffic volumes
and operational analysis in the project area. The text of this Final Traffic Operations Report is
incorporated as Attachment I of this report. Current and forecast volumes for years 2015 and
2035 are shown in Figures 2, 5a-5d and 7a-7d of the Traffic Report and summarized in Tables 3
through 6, below.
The traffic volume forecasts were generated using the City of San Luis Obispo Citywide Traffic
Model (SLOCTM) and the General Plan Buildout conditions are reflected in the Design Year
(2035) forecasts. The existing AM traffic volume counts were collected by the City in March and
April of 2005, and the existing PM traffic volume counts were collected by Traffic Data Service
in November of 2005. The data showed peak traffic volumes within the project area occurring
between 7:45 to 8:45 a.m. and 4:00 to 5:00 p.m.
From the updated model, a.m. and p.m. peak hour traffic volume forecasts were generated for
2005 existing, interim year 2015, and design year 2035 conditions. The interim year 2015
analysis was performed assuming the Prado Road interchange would not be completed before this
project and therefore would not yet exist. See Attachment I, Appendix H for traffic information
with no Prado Road Interchange. Caltrans District 5 Traffic Operations is in agreement with this
strategy. The design year 2035 condition assumes the following roadway improvements to be
completed:
§ Prado Road extension from Madonna Road to Broad Street
§ Full interchange at Prado Road/Route 101
§ Collector road from Dalidio property to Froom Ranch Way
§ Extension of Buckley Road to Higuera Street and prohibition of westbound left-turns at
Higuera Street/Vachell Lane
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TABLE 3
Current (2005) Peak Hour Traffic Volumes
Approach Movement AM PM
NB US-101
Left 396 440
Through 2265 1676
Right 139 134
SB US-101
Left 303 267
Through 1027 2173
Right 170 250
WB Los Osos Valley Road
Left 107 147
Through 509 664
EB Los Osos Valley Road
Through 643 643
Right 387 510
TABLE 4
Alt 3 – 2015 Peak Hour Traffic Volumes
Approach Movement AM PM
NB US-101
Left 630 530
Through 2570 1870
Right 240 150
SB US-101
Left 340 290
Through 1160 2470
Right 230 350
WB Los Osos Valley Road
Left 130 160
Through 850 770
EB Los Osos Valley Road
Through 940 900
Right 510 630
TABLE 5
Alt 3 – 2035 Peak Hour Traffic Volumes
Approach Movement AM PM
NB US-101
Left 760 570
Through 2990 2270
Right 140 140
SB US-101
Left 260 270
Through 1500 3020
Right 310 420
WB Los Osos Valley Road
Left 130 210
Through 800 920
EB Los Osos Valley Road
Through 1100 850
Right 380 730
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An additional analysis was requested, during the March 22, 2007 PDT meeting, to show the
operational condition of the LOVR Interchange if the Prado Road Interchange is not completed
by design year 2035. The analysis is presented in Appendix H of the Final Traffic Operations
Report and the peak hour traffic volumes are summarized below in Table 6. While the US-101
mainline volumes would not be significantly affected, an analysis of the US-101/LOVR ramp
intersections indicate that these are projected to operate at unacceptable levels (LOS E or F) if a
full Prado Road interchange is not provided under Design Year Conditions. See Attachment I,
Appendix H.
TABLE 6
Alt 3 – 2035 Peak Hour Traffic Volumes – No Prado
Approach Movement AM PM
NB US-101
Left 1060 770
Through 2690 2070
Right 140 140
SB US-101
Left 290 303
Through 1450 2962
Right 330 445
WB Los Osos Valley Road
Left 130 210
Through 1490 1720
EB Los Osos Valley Road
Through 1680 1407
Right 900 1430
The additional traffic results in decreased LOS at the northbound on- and off-ramps, but they
remain within minimum acceptable operation levels. However, the LOS at the intersection of
LOVR and Calle Joaquin exceeds capacity with LOS E in the a.m. and LOS F in the p.m.
Collision Rates
Freeway mainline collision data near the LOVR/US-101 interchange was provided by Caltrans
for the three-year period from January 2003 to December 2005. See Attachment J for the TASAS
Table B. This information indicated that a total of 75 collisions occurred on the US-101 mainline
and 48 collisions occurred near the ramp merge and diverge locations. For both sets of data,
nearly 60 percent of the collisions occurred in the southbound direction near the interchange. The
data for each facility type is presented below.
Freeway Mainline Collisions
These incidents occurred throughout the day with the highest total during any one hour of 14
collisions occurring between 5:00 pm and 6:00 pm. In terms of the day of the week, approximately
60 percent of the collisions occurred on Tuesday, Friday, or Saturday. June, November, and
December represented the months with the highest proportion of collisions, while all of the
remaining months included fewer than 10 percent each of the collision total. Over the 36-month
period, a total of two fatalities and 30 injured persons were reported from mainline collisions.
The primary collision factors (PCFs) of speeding and improper lane change represented the
highest proportion of mainline collisions at roughly 31 percent and 24 percent, respectively.
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Approximately 45 percent of vehicles hit an object, and 31 percent of the total involved a rear-
end collision. Of those that hit an object, 20 hit the barrier or guardrail, while other objects hit
included dikes or curbs, cut slope or embankments, and fences. Other factors including weather,
roadway conditions or lighting did not appear to contribute substantially to the reported collisions
based on the summary data provided.
Ramp Junction Collisions
Collisions at the ramp junctions occurred throughout most of the day; however, no incidents were
reported between 11:00 pm and 1:00 am during the 3-year period. Of the 48 reported collisions,
63 percent occurred in May, September, October and December, with May and October
representing the highest proportion. Contrary to the mainline totals, the highest percentage of
collisions occurred on Tuesdays and Fridays with approximately 17 percent and 29 percent of the
total, respectively.
Speeding and failure to yield constituted the most prevalent PCFs representing 59 percent of the
total, and rear-end collisions were the most frequent type of collision at nearly 52 percent. Most
of the collisions occurred on clear days during daylight with dry pavement conditions. Of note is
the number of collisions (37 or nearly 77 percent) that occurred on the ramp near the adjacent
local intersection. Similar to the freeway collisions, none of the other factors including weather,
roadway conditions or lighting appeared to contribute substantially to the reported ramp junction
collisions.
Collision Rates and Total Collisions are shown in Table 7. Collision data for this traffic analysis
was obtained from Caltrans (TASAS Selective Record Retrieval) for the thirty-six (36) month
time period from 1-1-03 to 12-31-05.
TABLE 7
Summary of Collision Rate Data
Ramp/US-101 Segment Post Mile Collisions
Total Fatal Injury Average Actual
US-101 Mainline 25.0-26.6 75 2 23 1.02 0.70
NB Off-Ramp to LOVR 25.6 10 2 0.90 1.43
NB On-Ramp from LOVR 25.8 15 5 0.70 3.86
SB Off-Ramp to LOVR 26.1 17 7 1.50 2.99
SB On-Ramp from LOVR 25.9 6 0 0.80 0.86
F = Fatality I = Injury F+I = Fatality plus Injury
This data shows two fatalities at the mainline segments and no fatalities at the ramps during the
three-year analysis period. While the mainline rate is below the statewide average, all of the ramp
locations have higher than average rates. The actual rate for the NB On-Ramp from LOVR is
approximately five times the statewide average, and the SB Off-Ramp to LOVR is approximately
twice the statewide average. As noted above, no specific problems can be identified from the
summary data provided as to a consistent cause of collisions at any of the study locations. A
breakdown of the collision types experienced are shown below in Table 8.
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TABLE 8
Collision Types
Type of Collision
Head On Sideswipe Rear End Broadside Hit Obj Overturn
Freeway Mainline 0 4 23 1 34 12
NB Off-ramp 2 0 6 0 2 0
NB On-ramp 2 2 6 4 1 0
SB Off-ramp 0 0 10 3 2 1
SB On-ramp 0 0 3 3 0 0
This data shows that the rear end collisions are the most common type of collision for the ramps.
To address the issue of rear end collisions the project will add lanes and capacity for both off-
ramps. To improve sight distance and reduce broadside collisions the preferred alternative will
also include improvements to the southbound ramp intersection with LOVR.
Design Vehicle
The design vehicle for the LOVR interchange is the STAA standard truck. Since US-101 is on
the National Network truck route, the local facilities directly connected to the State facility are
designed to the STAA standard. The STAA truck has a total length of 69 ft. Intersection curb
returns have been designed to meet at least the minimum practical turning radius of 50 ft.
5. ALTERNATIVES
A. Viable Alternatives
Two viable alternatives were studied in the DPR and IS/MND with the same level of effort and
both alternatives met the purpose and need of the project to the design year. The two alternatives
vary substantially in environmental impacts and project costs with Alternative 3 having fewer
impacts at a lower cost. Therefore, Alternative 3 was selected by the project development team
as the preferred alternative. See Attachment D for the project Layout Exhibit.
Changes Resulting from Public Comment
Public comments collected throughout the planning phase of the project generally followed two
topics: the Bob Jones City to Sea Class I trail project, and the Los Verdes Parks I and II. The
following project features were added to the project description as a result of public comment.
In response to concerns related to accommodation of the future Bob Jones City to Sea trail, the
San Luis Obispo Creek Bridge will be further widened to accommodate future Class I trails on
either side of the structure. Class I facilities along LOVR will not be constructed with the project.
Class II bike lanes will be constructed along LOVR through the project area.
§ Use imprinted AC for crosswalks for increased visibility.
§ Place bicycle detector loops at signalized intersections.
§ Utilize open-grade or rubberized asphalt on Los Osos Valley road in front of the Los
Verdes Parks I and II.
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No-Build Alternative
This alternative assumes no improvements are made to the LOVR/US-101 interchange. The
traffic levels of service (LOS) for the existing conditions are presented in Table 1.
Proposed Engineering Features of Alternative 3 (The Project):
The project proposes to widen LOVR between the recently constructed Calle Joaquin intersection
with LOVR west of US-101 and the Los Verdes Park community east of US-101 to 4-lanes,
construct a new 2-lane structure adjacent the existing LOVR Overcrossing, and widening San
Luis Obispo Creek culvert crossing. See Attachment D for the Project Layout Exhibit, and
Attachment E for the Bridge Planning Studies.
The actual work to be performed under the project includes:
1. Widen LOVR to four lanes from South Higuera Street to the existing four-lane section
west of Calle Joaquin.
2. Extend the existing San Luis Obispo Creek culvert crossing to accommodate widened
LOVR.
3. Construct retaining walls to avoid Prefumo Creek and business impacts at LOVR and the
US-101 southbound ramps.
4. Construct sidewalks and Class II bike lanes along both sides of LOVR.
5. Change the existing signals at the LOVR and US-101 ramp intersections.
6. Widen and rebuild the US-101 northbound off-ramp and build a retaining wall to avoid
creek impacts.
7. Change the landscaping and sidewalks along LOVR at Los Verdes.
8. Change the striping, medians, and lane widths along LOVR at Los Verdes.
9. Restripe South Higuera Street to optimize the capacity of the South Higuera Street/LOVR
intersection, given the widening of LOVR.
10. Pavement section for ramps and LOVR will be 0.2’ rubberized asphalt concrete over 0.3’
hot mix asphalt over 1.67’ aggregate based on the Life Cycle Pavement Cost Analysis
findings. Concrete paving will be used at both off-ramp ends.
11. Use street print through crosswalks for increased visibility.
12. Use open-grade or rubberized asphalt on LOVR in front of the Los Verdes Parks I and II.
13. Plant native landscaping within the intersections and ramps where appropriate.
14. Construct retaining walls to avoid San Luis Obispo Creek impacts.
15. Construct a separate US-101 overcrossing to carry the two eastbound lanes with a split
profile.
16. Raise the intersection of LOVR at the US-101 southbound ramps.
17. Construct new street lighting along LOVR.
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18. Raise headwalls on Prefumo Creek box culvert under the southbound off-ramp to
accommodate ramp raising and widening.
19. Widen the US-101 southbound off-ramp and construct retaining walls.
20. Change the storm drain system along LOVR to accommodate widening and profile
changes.
21. Construct a standard acceleration lane from the southbound on-ramp.
Changes to Work to be Performed Resulting from Value Analysis and Public Comment
22. Include pedestrian crossing controls at all signalized intersections unless specific
movements are determined unsafe or detrimental to traffic conditions.
23. Further widen San Luis Obispo Creek Bridge to accommodate a future Class I trail on
either shoulder of the structure.
24. Restripe LOVR for two eastbound lanes and one westbound lane in front of the Los
Verdes Parks I and II driveways to assist with access.
25. Construct a right turn lane from eastbound LOVR to northbound US-101 on-ramp.
26. Use concrete paving at off-ramp termini.
27. Use imprinted AC for crosswalks for increased visibility, outside limits of state right-of-
way.
28. Place bicycle detector loops at signalized intersections.
The design year (2035) traffic analysis was performed on the above improvements. The results
are presented in the following Table 9.
TABLE 9
Design Year (2035) Intersection LOS Summary – The project
Location Traffic Control
Level of Service and Average
Delay
(seconds per vehicle)
AM PM
Los Osos Valley Road / Auto Park Way Signalized C (26) C (31)
Los Osos Valley Road / Calle Joaquin Signalized B (15) C (35)
Los Osos Valley Road / US-101 SBND Ramps Signalized B (16) C (24)
Los Osos Valley Road / US-101 NBND Ramps Signalized C (34) C (27)
Los Osos Valley Road / Los Verdes Drive Side Street Stop Control E (36) F (150)
Los Osos Valley Road / South Higuera Street Signalized C (29) E (63)
Notes: (1) Average delay reported in seconds per vehicle for signalized intersections. For side-street stop controlled
intersections, the work movement delay is reports in seconds per vehicle; (2) LOS= Level of Service; Bold font
indicates deficient study locations based on analysis criteria
Source: Fehr & Peers, Associates, Inc. 2007
The design year traffic analysis was also performed for the scenario in which the Prado Road
Interchange is not constructed. While the US-101 mainline volumes would not be significantly
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affected, an analysis of the US-101/LOVR ramp intersections indicate that these intersections are
projected to operate at unacceptable levels (LOS E or F) if a full Prado Road interchange is not
provided under Design Year Conditions. See Attachment I, appendix H.
The above improvements, specifically Item 16, aid in the increase of the design speed from 20 to
35 mph. This design standard is reached along the majority of the project, with the exception of
specific locations where design exceptions will be requested. The posted speed will remain at 35
mph with the project, but drivers will be able to achieve the posted speed under safer conditions
with these improvements.
Nonstandard Mandatory and Advisory Design Features
Decisions to incorporate mandatory nonstandard features are contained in the fact sheet approved
on December 5, 2008. Decisions to incorporate advisory nonstandard features are contained in
the fact sheet approved on December 3, 2008. See Attachment C for the Geometric Concept
Drawing, and Attachment E for the Bridge Planning Studies.
Mandatory Standards
1. Non-standard horizontal curvature (HDM 203.2) – The ramp radii for Horizontal Curves
10 and 14 do not meet the minimum values listed in Table 203.2. Current standards call
for 215 feet radii for Curve 14, and 488 feet for Curve 10.
2. Non-standard superelevation rate (HDM 202.2) – The superelevation rate for Horizontal
Curve 14 does not meet the value listed in Table 202.2.
3. Non-standard vertical clearance (HDM 309.2(1) (a)) – The existing LOVR Overcrossing
vertical clearance is 14’-10”. Current standards call for 16’-6”.
4. Non-standard intersection spacing (HDM 504.3(3)) – Intersection spacing between the
southbound on/off-ramp intersection and the Calle Joaquin intersection on LOVR is 230
feet. Current standards call for 400 feet.
5. Non-standard deceleration length (HDM 504.2) – The existing southbound off-ramp to
LOVR includes a radius of 400 feet and provides a deceleration length of 302 feet.
Current standards call for 470 feet.
6. Non-standard sight distance (HDM 201.1) – Stopping sight distance for Vertical Curve 2
does not meet the current standards listed in Table 201.1. Current standards call for a
stopping sight distance of 360 feet for a design speed of 45 mph.
Advisory Standards
1. Non-standard vertical curve length (HDM 204.4) – The length for Vertical Curves 2, 3,
and 6 do not meet the minimum design standards per HDM 204.4. A design speed of 45
mph requires all vertical curves to be a minimum of 450 feet.
2. Non-standard superelevation transition (HDM 202.5(1) and 205.1(3)) – This non-
standard feature occurs in 4 locations. Current standards can be found in diagram and
tabular format in Figure 202.5A.
3. Non-standard superelevation runoff (HDM 202.5(2)) – This non-standard feature occurs
in 2 locations. Current standards call for 2/3 of the superelevation runoff to be on the
tangent and 1/3 within the curve.
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4. Non-standard side slopes (HDM 304.1) – The side slope grading along the northbound
and southbound off-ramps is proposed to be 2:1 slopes. Current standards call for 4:1
slopes or flatter for embankment (fill).
5. Non-standard access control (HDM 504.8) – This non-standard feature occurs in 2
locations. The first is the driveway access for the local Arco Fuel Station located 64 feet
from the end of the curb return of the southbound off ramp. Current standard states that
for new construction, access control should extend 100 feet beyond the end of the curb
return or ramp radius. The second is opposite the northbound ramp terminals, where the
existing maintenance access road will be gated or closed with bollards, but not
completely eliminated. This non-standard feature was approved in January 2010 as a
Supplemental Fact Sheet.
High Occupancy Vehicle (HOV) Lanes
No HOV lanes are proposed for this project.
Park and Ride Facilities
Two specific potential locations have been identified within the limits of this project for
development of a Park and Ride lot. The first location for the lot is the existing gas station
adjacent to the SB off-ramp at LOVR just east of Calle Joaquin (north). The other location for
the lot is the former Denny’s restaurant site on the east side of Calle Joaquin (north).
Construction of the Park and Ride lot is not considered a part of this project. A park and ride lot
project just outside of the project area is being pursued by the City and SLOCOG as a separate
project. No project actions are precluding the development of possible park and ride lots in the
adjacent area.
Ramp Metering
Ramp metering is not proposed for the northbound or southbound on-ramps as part of this project.
The northbound on-ramp junction will operate at LOS C at 2015, similar to that of the mainline,
also C. This intersection is planned to remain signal controlled through the Design Year 2035.
The southbound on-ramp junction will operate at LOS B/D, also similar to the mainline at LOS
B/D. Ramp metering could be considered in the future as an option to widening or incremental
improvement to US-101.
Utility and Other Owner Involvement
A summary of utility involvements can be found on the Utility Information Sheet included in
Attachment G. The following is a list of the existing affected utilities within the study area:
§ Charter Communications (Cable) § PG&E (Electrical)
§ Conoco Phillips (Petroleum) § AT&T Communication (Telephone)
§ City of San Luis Obispo (Water & Sewer) § Southern California Gas Co. (Natural Gas)
§ MCI Telecommunications (Telephone)
There are two existing longitudinal encroachments along the northbound off-ramp for the
underground facilities of Conoco Phillips and Southern California Gas Company. The utilities
exist in the right of way under prior rights established under a Joint Use Agreement established in
December, 1948. These utilities can be serviced, maintained, and operated without being
accessed from the through traffic roadways and do not adversely affect the safety, design,
construction, maintenance or stability of the highway. Relocation of these easements and
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facilities is deemed infeasible with this project due to extraordinary cost and the close proximity
of San Luis Obispo Creek. The Division of Design approved an exception for longitudinal utility
encroachments on January 27, 2011. A copy of the approved exception is included in Attachment
G.
The longitudinal natural gas line is an active transmission line and meets the definition of a high
risk utility. The operator reports no maintenance activities on the lines have occurred recently
and that annual visual inspections are the only planned or routine maintenance. Potholing
established the natural gas lines are encased under the northbound ramp – LOVR intersection.
Beyond the limits of the intersection, the lines are backfilled with sand. The operator confirmed
the lines have cathodic protection.
The two 8” petroleum pipelines are currently idle and Conoco Phillips has no proposed date for
re-activating the lines. Activities planned in the State right of way include only an annual visual
inspection of the lines. These petroleum lines are considered high risk utilities. The petroleum
lines are encased under the ramp intersection. The project will excavate the uncased sections of
the lines along the northbound off-ramp and maintenance access road and cover the lines with 6
inches of lean concrete for additional protection. Conoco Phillips confirmed the lines have
cathodic protection.
The cost for the project share of potential utility relocation for the proposed alternative has been
included in the Project Cost Estimate (Attachment F) and the Utility Data Sheet (Attachment G.)
Highway Planting
It is proposed to include some highway planting of native species plants with this project.
Proposed planting areas include the south face of the overcrossing embankments, the inside of the
northbound loop on-ramp and along the shoulders of the southbound on and off-ramps. A total of
$300,000 has been included in the project estimate for this work.
Erosion Control
Funds for erosion control have been included in the Project Cost Estimate. Erosion control will
be included in the PS&E. See Attachment L for the Storm Water Data Report Title Sheet, and
Attachment M for the Preliminary Geotechnical Report.
Noise Barriers
An Environmental Noise Analysis was performed by LSA Associates in January, 2006. The
Noise Study Report was prepared for the two alternatives being considered and the no-build
alternative, to identify the change in traffic noise levels that would occur for each of the
improvement alternatives, and to consider noise levels due to construction activities associated
with the interchange improvements. For the purpose of this analysis, the existing and future noise
environments have been evaluated. Predicted noise levels were compared to the applicable
Caltrans/FHWA and the City of San Luis Obispo noise level criteria. The analysis was
performed in accordance with the guidelines of the Caltrans Traffic Noise Analysis Protocol.
The predicted future plus project traffic noise levels are not expected to approach or exceed
Caltrans Noise Abatement Criteria at the residential, commercial and professional uses identified
within the project study area. Furthermore, with the use of quiet pavement technologies, the
project is consistent with the policies and regulations of the City of San Luis Obispo as they relate
to noise.
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Non-Motorized and Pedestrian Facilities
It is proposed to provide Class II bike lanes throughout the project on both sides of Los Osos
Valley Road. Sidewalks and curb ramps at intersections that satisfy ADA requirements are
included in the project along both sides of all local streets involved. To assist non-motorized
forms of transportation in crossing intersections, the project would limit use of free slip ramps,
include single lane ramps, and review the southwest corner of the US-101 NB off-ramp/LOVR
intersection to determine if a widened area is needed to create a bigger “landing” area.
The project will provide 6 foot Class II bike lanes throughout the project on both sides of LOVR.
These lanes will continue into the existing 6 foot bike lanes in front of the Los Verdes Parks I and
II developments. Sidewalks on both sides of the San Luis Obispo Creek Bridge would be
widened to accommodate Class I Trails. Safety device placement, striping, and signage of the
Class I trail would be completed once the location and alignment of the Bob Jones Facility is
determined south of the interchange. Any at-grade crossing of LOVR by the Bob Jones Trail
would utilize appropriate and safe design guidelines for visibility and signal operations. Bicycle
detector loops would be placed at all signalized intersections. Project design will remain
consistent with the Bob Jones Project Master Plan and the City of San Luis Obispo Bicycle
Transportation Plan.
The proposed Bob Jones City-to-Sea bikeway passes through the project. An existing portion of
the bikeway terminates approximately 350’ north of LOVR. A separate City project is currently
in the design phase to extend the bikeway over Prefumo Creek, up the existing maintenance
access road and join to LOVR at the northbound on/off ramp intersection. The existing Prefumo
Creek box culvert is not long enough for the bikeway to cross over the creek without encroaching
onto the mainline right of way within the clear recovery zone. The City bikeway extension
project requested a design exception to authorize the bikeway within a portion of the US-101
clear recovery zone. On October 1, 2010 the State denied this request for the clear recovery zone
design exception. The City is pursuing an individual creek crossing as part of a separate bikeway
project.
Cost Estimate
For a complete estimate of non-escalated construction costs for the proposed project see
Attachment F. A summary of the project costs are as follows:
The Project
Roadway Construction $ 10,200,000
Bridge/Wall Construction $ 5,200,000
Right of Way & Utility Relocation $ 700,000
Capital Cost Subtotal $ 16,100,000
Preliminary Engineering $ 2,200,000
Right of Way Support $ 200,000
Construction Engineering $ 1,900,000
Support Cost Subtotal $ 4,300,000
Project Total Cost $ 20,400,000
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Right of Way Data Sheets
See Attachments G and H for the Right of Way Data Sheet and Layout Exhibit.
B. Rejected Alternatives
Alternatives that were considered and rejected by the Project Development Team include:
Alternative 2 proposed to realign LOVR beginning at Calle Joaquin west of US-101 and
terminating at a new intersection with South Higuera Street south of the housing development.
The realigned portion of LOVR would accommodate four 12 foot through-lanes, bike lanes and
curb, gutter and sidewalks on both sides, and a 14 foot median, which would be used for left turn
pockets where needed. The existing LOVR OC structure would be replaced on the new
alignment and the SLO Creek culvert crossing would be replaced with a bridge. The severed
portion of LOVR that provides access to the housing development would be extended to intersect
LOVR 400 feet west of the NB ramps intersection. The NB on- and off-ramps from US-101
would be realigned as ‘hook ramps’ to cross SLO Creek with a bridge and intersect LOVR. The
SB on- and off- ramps from US-101 would be realigned to move the intersection with LOVR
west, towards US-101, to achieve the mandatory intersection spacing with the Calle
Joaquin/LOVR intersection. Calle Joaquin south of LOVR would be realigned such that the
existing ‘T’ intersection of LOVR and Calle Joaquin north of LOVR would be converted to a
‘Four-Leg’ intersection.
This alternative was rejected because it has the greatest environmental impacts and highest cost of
the alternatives studied. Alternative 2 would cost approximately twice as much as alternative 3.
Operationally, the layout tends to direct more traffic to the Higuera/US-101 Interchange. While
the alternative does address some regional circulation issues, those are not a specific part of the
projects defined need and purpose to increase capacity of the Los Osos Valley Road Interchange.
This alternative was discussed by the PDT on November 23, 2004 and is no longer considered
viable.
Alternative 4 was carried forward from the PSR (PDS) and proposed to relocate the southbound
on/off-ramps north of the interchange. The ramps would be hook on/off-ramps terminating on
Calle Joaquin (north). This alternative was developed to address the possibility of providing
southbound ramps between LOVR and Prado Road. Public support for this alternative was
virtually non-existent at the public workshops.
Adverse traffic operations associated with moving the SB on-ramp a significant distance north of
LOVR, conversion of prime farmland (land use) for the ramp relocations, public input and
discussions of the Project Development Team (PDT) render this alternative to be no longer
feasible. This conclusion was reached unanimously by the PDT on April 27, 2004. This
alternative would require southbound motorists to drive northward on Calle Joaquin to reach the
on-ramp, would isolate the southbound ramps from the interchange by nearly a half mile, and
would require the acquisition of a large piece of farmland for ramp run-offs and the Calle Joaquin
extension.
Alternative 6 – Moderate Build, Near Full Standard
This alternative proposed to widen LOVR between Calle Joaquin west and the Los Verdes
Communities east of US-101. The existing LOVR Overcrossing was to be replaced to improve
the profile, vertical clearance and space required for the SB hook off-ramp. The existing NB loop
on-ramp to US-101 was to be reconstructed and the NB off-ramp would be widened. A new NB
diagonal on-ramp to US-101 may have been added in the NE quadrant of the interchange as a
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phased improvement. An auxiliary lane was to be added to NB US-101 beginning at the terminus
of the NB loop on-ramp and ending 1000 feet beyond the terminus of the NB diagonal on-ramp.
The NB diagonal on-ramp would have been supported by retaining walls and an additional bridge
over Prefumo Creek. The existing SB on- and off- ramps from US-101 were to be removed.
South of LOVR, new SB on- and off-ramps from US-101 would have been constructed in a
‘Hook Ramp’ configuration. In a recent City project, Calle Joaquin south of LOVR has been
realigned to create a ‘Four-Leg’ intersection with Calle Joaquin north. The realignment
accommodated the proposed location of the SB US-101 ramps in this alternative.
The DPR and IS/MND studied alternatives 3 and 6 with the same level of effort. The two
alternatives vary substantially in project costs and environmental impacts with alternative 3
having fewer impacts in both categories. Therefore, alternative 6 was not selected as the
preferred alternative. For a more detailed comparison of alternative 3 and 6 see the IS/MND.
Alternative 7 was carried forward as a full standard diamond interchange. This alternative
proposed to replace the LOVR OC structure on the current alignment to achieve standard vertical
clearance over US-101. The profile of LOVR approaching the overcrossing will be adjusted to
match the profile of the replacement structure. LOVR would be widened between Calle Joaquin
west of US-101 and the housing development east of US-101 to accommodate four 12-foot
through-lanes, bike lanes and curb, gutter and sidewalks on both sides, and a 14-foot median,
which will be used for left turn pockets where needed. The SLO Creek culvert crossing would be
lengthened and modified to accommodate a wider LOVR with revised superelevations. The NB
off-ramp and the SB on- and off-ramps from US-101 will be realigned to achieve standard design
speeds, sight distance and superelevation transitions. The NB loop on-ramp to US-101 will be
deleted. A new NB diagonal on-ramp to US-101 will be added in the NE quadrant of the
interchange. Calle Joaquin would be relocated farther west of its current connection to LOVR to
achieve the standard intersection spacing.
Alternative 7 was included originally to show what a full standard diamond interchange would
look like in this location. Once the Alternative 6 was modified to eliminate almost all the major
design exceptions, maintenance of Alt 7 was unnecessary, except for estimate comparison
purposes. This alternative includes tremendous Right of Way costs for business relocation,
purchase, and clean-up. This alternative was ultimately rejected based on environmental concerns
including greater negative impact to: wetland, farmland, and riparian habitat, relocation of Calle
Joaquin onto delineated wetland, greater impact to migratory bird habitat, as well as impact to
open space and conservation areas. This alternative will not meet the Army Corp of Engineers
LEDPA requirement. Alternative 7 is not a truly viable alternative from a community impacts or
cost standpoint.
6. CONSIDERATIONS REQUIRING DISCUSSION
A. Hazardous Waste
Based on the governmental records database search, site survey, aerial photograph, topographic
map review, records search, review of historical photographs and the visual site survey conducted
on November 16, 2006, the potential for environmental impacts from hazardous waste is low for
this project. However, some actions are recommended to reduce the risk of encountering
hazardous materials during construction. A phase II site assessment is recommended for the open
cases to determine if contaminants encroach into the City right-of-way. The results will be
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reported within a phase II assessment report. The phase II assessment will take place during
PS&E.
The location of the petroleum pipelines and all other utility pipelines will be potholed as
necessary and noted on all construction plans to avoid ruptures. See Attachment H for the Utility
Layout Exhibit.
A phase II assessment report would perform a case file review and conduct interviews with
owners/managers of the ARCO gas station, former Texaco gas station site, and Perry Ford car
dealership to determine the current status of remediation at these sites. Access to private parcels
for the phase II assessment may require temporary access permission.
Construction of box culvert modifications for Prefumo Creek and storm drains may require
dewatering adjacent to the ARCO gas station. The proposed project will not acquire permanent
right of way from any of the properties that contain open case files. Permanent access easements
to San Luis Obispo Creek will be acquired from the farm land parcel on the east bank of San Luis
Obispo Creek. Reconstruction of the ARCO driveways to LOVR is anticipated with the project,
but this work will involve raising the elevations and not major excavation.
A phase II assessment report would also perform a preliminary aerially deposited lead (ADL)
investigation in areas of exposed soil within 50 feet of the paved surfaces of US-101 to determine
the possible presence and levels of aerially deposited lead from motor vehicle exhaust emissions.
Also, testing would need to be conducted and removal requirements set for yellow striping and
pavement marking materials in accordance with Caltrans Construction Program Procedure
Bulletin 99-2 (CPB 99-2).
B. Value Analysis
A Value Analysis was completed on February 8th, 2008. The VA team identified six key VA
alternatives that were considered to address the following functions: Improve Traffic OPS,
Enhance Aesthetics and Reduce Maintenance. All of the alternatives maintain functionality, offer
performance improvements, and some alternatives reduce initial costs and/or life cycle costs.
Three VA alternatives were accepted. Implementing these VA alternatives would maintain
design intent and reduce maintenance but would increase initial costs. The estimated increase of
initial costs of accepted VA alternatives is $79,000; however, these accepted VA alternatives
would offer performance improvement by 12% and 11% in value improvement. One VA
alternative was conditionally accepted.
By implementing the VA alternative 1.0, despite a minimal additional initial cost of $37,000, both
mainline and local traffic operations would be improved. This alternative would offer the
improvement of overall performance by 17% and 16% in value improvement. See table 10
below for a summary of accepted VA alternatives.
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TABLE 10
VA Accepted Alternatives
Alternative
Number Status Description Potential
Savings Performance
2.0 Accepted Use Portland cement concrete (PCC)
at the ramp terminus ($4,000) +9%
3.0 Accepted Incorporate existing bike lane [Bob
Jones Trail] with LOVR ($38,000) +8%
1.0 Accepted Construct dedicated right turn from
EB LOVR onto NB loop ramp. ($37,000) +17%
C. Resource Conservation
Energy conserving features include street widening and signalization that reduce congestion and
move traffic more efficiently.
Energy conservation measures will be considered for incorporation into the electrical portions of
the project, such as signals and lighting. It is anticipated that all signal faces and pedestrian heads
will be of the light-emitting diode type, and street lights will be high-pressure sodium light bulbs.
Effort will be made to recycle any AC pavement removed in construction as fill or sub-base as is
acceptable per the structural section design by the geotechnical engineer in the PS&E phase. This
project does not intend to remove or destroy any existing drainage, but supplement it as
necessary. The reuse of existing signs will be applied wherever possible along widened sections
of the project.
The Project fulfills resource conservation efforts in maximizing the use of in-place facilities on
the existing roadways
D. Right of Way Issues
All right of way acquisitions will be outside of State right of way and within the City limits.
Acquisitions will be performed by the City with Caltrans oversight. Upon approval of this
Project Report the City will work with SLOCOG to adjust the STIP allocations to remove right of
way support programming.
One parcel along LOVR will require a partial fee acquisition to accommodate the widening of
LOVR. With the reconstruction of the southbound on/off-ramps the intersection of LOVR and
southbound ramps will be raised approximately 6 feet, resulting in modifications to two of the
driveways of the ARCO gas station property. Temporary Construction Easements will be
required for three parcels, including one for access to San Luis Obispo Creek. A sliver of the old
Calle Joaquin alignment will be dedicated to Caltrans for the reconstructed southbound on ramp.
Acknowledgement of the dedication and timing will be included in the Cooperative Agreement.
See Attachments G and H for the Right of Way Data Sheet and Right of Way layout exhibits for
both the overall project and each impacted property.
Access Control will be applied in the area of this project as shown in Figure 504.8 of the
Highway Design Manual. Direct access to US-101 and the ramps by the adjacent properties will
be prohibited and access control will be protected with fencing or other approved barriers, as
appropriate, as dictated by Index 104.4 of the HDM. Access control of the on- and off-ramps will
end at the ramp termini. At these locations access rights transfer from Caltrans jurisdiction to the
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City of San Luis Obispo jurisdiction. Please see the Right of Way layout exhibit under
Attachment H for identified locations of access control.
A utility maintenance access driveway utilized by Conoco Phillips and Southern California Gas
Company is located on the “T” intersection of the northbound US-101 ramps and LOVR. This
utility easement is protected under a 1948 Joint Use agreement between the State and the Union
Oil Company of California. Full access control cannot be placed across this driveway because of
the rights granted in the Joint Use Agreement. However the project proposes to restrict access to
the maintenance road with the installation of access control fencing and gates. Removable
bollards will be appropriate if the Bob Jones Bikeway receives authorization for access via a
separate Encroachment Permit project. If the bikeway does not receive approval, a chain link
gate will be installed with access allowed to the City, Conoco Phillips, Southern California Gas
Company and the State. The installation of the bollards or the gates will provide near complete
vehicular access control in lieu of the open roadway that exists currently.
E. Environmental Issues
The Mitigated Negative Declaration has been prepared in accordance with Caltrans’
environmental procedures, as well as State and federal environmental regulations. A Categorical
Exclusion with technical studies has been approved. The attached MND is the appropriate
document for CEQA. See Attachment B for the MND cover sheet. The MND will be approved
in August 2011.
Water Quality
Adverse impacts to water quality could result from both construction activities and post
construction impacts if temporary and permanent BMP’s identified in the Storm Water Data
Report are not implemented. Existing interchange conditions create 13.8 acres of impervious
area within the State right of way. The project is anticipated to disturb 16.0 acres of State right of
way. It will produce 2.0 acres of net new impervious area within the State right of way and a
total net new impervious area of 2.5 acres . See Attachment L for the Storm Water Data Report
cover sheet.
Anticipated increase in pollutant loading would occur temporarily during the construction phase
of the project. Temporary Mitigation Measures WQ-1 (Erosion Control Measures), WQ-2
(Measures to Control Turbidity), WQ-3 (Spill Prevention and Control), and BIO-5 (Prevent
Erosion in Wetlands and Drainages), BIO-18 (Water Quality Measures), BIO-23 (Minimize Loss
of Steelhead Spawning and Rearing Habitat), and BIO-24 (Avoid Substantial Increases in Water
Temperature) would ensure that construction does not cause adverse impacts to water quality.
The Project Cost Estimate includes $259,000 for Temporary Storm Water Pollution control which
is approximately 1.75% of the Project Construction Cost.
Also, because the proposed project consists of a permanent increase in impervious surfaces, there
remains potential for a permanent increase in runoff and pollutant loading without
implementation of construction, design, and treatment BMP’s. Biofiltration strips and swale
locations will be identified during the PS&E phase. Additional mitigation measures WQ-4 (Use
of San Luis Obispo Creek Waterway Management Plan When Feasible) and WQ-5 (Use Local
Standards When Feasible) would prevent adverse water quality impacts from post-construction
operation of the interchange when local standards do not contradict Caltrans guidance. The
Storm Water Data Report has identified candidate areas for permanent treatment BMP placement
within the existing right of way, while the Project Cost Estimate includes $70,000 for Permanent
Treatment BMPs.
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Biology
Impacts to wetlands and waters of the U.S. will be mitigated. The project area is not designated
critical habitat for the red-legged frog, but California red-legged frogs were identified near the
project area during protocol surveys in the summer of 2006. The San Luis Obispo and Prefumo
Creeks in the study area are known to support south-central California coast steelhead and
warrant mitigation measures to minimize potential impacts. Prefumo and San Luis Obispo
Creeks in the study area provide suitable aquatic habitat for the Southwestern pond turtle and
two-striped garter snake.
Non-developed portions of the study area provide potential tree-, shrub-, and ground- nesting
habitat for Cooper’s hawk, northern harrier, white-tailed kite, western burrowing owl, and other
migratory birds and raptors. Vegetation removal, ground-disturbance, and noise associated with
construction activities could result in the disturbance of nesting migratory birds and raptors if
active nests are present within or near the permanent or temporary construction impact area.
Concrete bridges and culvert structures in the study area provide potential habitat for nesting
swallows. Tree removal will need to be mitigated with replanting of native species.
The City will compensate for temporary construction-related loss of riparian forest vegetation and
shaded riverine aquatic (SRA) cover vegetation at Prefumo Creek and San Luis Obispo Creek at a
minimum ration of 1:1 (1 acre restored for every 1 acre temporarily affected) by replanting the
temporary access areas with the native species removed. The City will compensate for the
permanent loss of riparian forest vegetation within and adjacent to the study area along Prefumo
and San Luis Obispo Creeks at a minimum ration of 2:1. All permanent riparian impacts will first
be mitigated at the treatment ponds adjacent to the study area. While these commitments are
made in the environmental document, final locations and quantities for compensation will be
confirmed through coordination with state and federal agencies as part of the permitting process
and final design phase and will be based on the impacts calculated and presence of appropriate
environmental conditions for enhancement or creation. Compensation would also include
enhancement of the creek corridor through removal of nonnative species.
With implementation of the proposed project compensation can be achieved through
enhancement of 1.64 acres of existing riparian habitat within and adjacent to the study area by
removing nonnative species and planting this area with native riparian trees and shrubs.
Aesthetics
The change to the aesthetic quality of the site will likely be considered neutral. It is expected that
the project, although widening the overcrossing and slightly reconfiguring ramp locations, will
not impact the view shed because of the existing interchange and its previous integration with the
surrounding land uses. Removal of vegetation and utilization of a variety of permanent storm
water treatment BMPs will result in a temporary high level of change in the visual quality of the
project area itself. Replanting, as stated above, will mitigate this temporary impact. Some
modest structural aesthetic treatments are being considered for the overcrossing and the retaining
walls. Treatments under consideration are form liners for the retaining walls and barrier recess,
and enhanced lighting on the bridge.
Noise
An Environmental Noise Analysis was performed by LSA Associates in January, 2006. The
Noise Study Report was prepared for the two viable alternatives being considered and the no-
build alternative, to identify the change in traffic noise levels that would occur for each of the
improvement alternatives and to consider noise levels due to construction activities associated
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with the interchange improvements. The predicted future plus project traffic noise levels are not
expected to approach or exceed Caltrans Noise Abatement Criteria at the residential, commercial
and professional uses identified within the project study area. Further explanation of the Noise
Analysis is included in Section 5A under Viable Alternatives.
Paleontology
A fossil locality search using the University of California Museum of Paleontology (UCMP)
online database was performed in 2007 and is summarized here. Based on the UCMP record
search and field efforts, no fossils have been found in the project area. The Central Region of
California, however, is considered to be a sensitive area for paleontological resources.
The geologic formations within the area of potential effect include Younger Alluvium, Terrace
Deposits, and Melange Franciscan Assemblage. Younger Alluvium deposits are not likely to
produce paleontological resources since these soils are more recent than the fossils. An adjacent
Preliminary Environmental Analysis Report (2003) reports that the Terrace Deposit formations
have a high likelihood to produce paleontological material and have produced important fossils in
San Luis Obispo County including mastodons, mammoths, horse, elk, bison, American lion,
short-faced bear, deer, and beaver. The Melange Franciscan Assemblage in this area of San Luis
Obispo County has unknown paleontological significance. This formation has produced
significant fossils in parts of San Luis Obispo County including a plesiosaur; however most fossil
finds have been deformed beyond recognition due to metamorphic activity.
Construction of the proposed project would affect Young Alluvium deposits and is not likely to
result in the discovery or degradation of paleontological resources.
Cultural Resources
No historic properties were identified within or immediately adjacent to the project area of
potential effect. The project would not have an adverse effect on any cultural resources.
However, if previously unidentified cultural materials were unearthed during construction, it is
Caltrans' policy that work be halted in that area until a qualified archaeologist could assess the
significance of the find.
F. Air Quality Conformity
The proposed project is fully compatible with the design concept and is included in the adopted
RTP, Vision 2025 – a Regional Transportation Plan and adopted TIP, 2007 Transportation
Improvement Program. The proposed project is identified in Appendix 1 from the RTP as MPO
ID: 222300000081, Los Osos Valley Road Interchange Project (San Luis Obispo Council of
Governments 2005). SLOCOG’s TIP identifies the proposed project as TIP ID: MPO ID:
222300000081, Los Osos Valley Road Interchange Project (San Luis Obispo Council of
Governments 2006). Air quality modeling conducted by SLOCOG has been conducted showing
that emissions associated with the RTP and TIP are within the allowable emission budgets for
ozone precursors (San Luis Obispo Council of Governments 2006). Consequently, the proposed
project is considered a conforming transportation project for these regional nonattainment
pollutants.
G. Title VI Consideration
Title VI of the Civil Rights Act entails that no person be excluded from, denied the benefits of, or
discriminated by any federal aid activity because of race, color, religion, national origin, gender,
age or handicap. The Department and FHWA policies demonstrate commitment to this
requirement. The proposed project complies with Executive Order 12898, “Federal Actions to
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Address Environmental Justice in Minority Populations and Low-Income Populations,” which is
an extension of the Title VI. It further requires prevention of “disproportionately high and
adverse” health or environmental impacts to minority and/or low-income populations to the
fullest extent possible.
This project addresses Title VI intentions in two manners: 1) making improvements to multiple
modes of transportation, and 2) improving an existing roadway consistent with the City General
Plan. This project provides completes connectivity for pedestrians and cyclists through the
interchange and provides safer facilities for their use. The project considered seven build
alignments and selected this alternative that improves the existing Los Osos Valley Road, rather
than constructing a new alignment.
H. Accommodation of Oversized Loads
The proposed project will leave the existing structure in place for westbound traffic and will
construct a new structure for eastbound traffic. The existing structure provides 14’-10” of
vertical clearance and does not meet the minimum standard vertical clearance of 16’-6”. Three
high load hits have occurred since 1970, all over southbound number 2 lane. To avoid the
nonstandard structure which would remain with the proposed project, high loads can bypass the
structure by exiting US-101 via the southbound off-ramp to Los Osos Valley Road and utilize the
through movement provided from the off-ramp to the southbound on-ramp to return to US -101.
7. OTHER CONSIDERATIONS
Public Hearing Process
The Public Hearing was held on July 8, 2008 at the City of San Luis Obispo City Hall. The
hearing consisted of a short initial presentation discussing the two viable build alternatives
followed by an open-house format allowing members of the public to voice specific concerns and
ask questions at focused presentation stations. Representatives of Caltrans, the City of San Luis
Obispo, and the consultant design team were on hand to answer questions and clarify design
features. A court recorder documented the presentation as well as one-on-one public comments
during the open-house portion of the hearing. Written public comments were collected during the
meeting, through mail in post cards, and through the onsite court recorder. The public comment
window closed on July 18, 2008 ten days after the Public Hearing.
Public comments collected throughout the planning phase of the project generally followed two
topics: the Bob Jones City to Sea Class I trail project, and the Los Verdes Parks I and II. The
following project features were added to the project description as a result of public comment.
In response to concerns related to accommodation of the future Bob Jones City to Sea trail, the
San Luis Obispo Creek Bridge will be further widened to accommodate future Class I trails on
either side of the structure. Class I facilities along LOVR will not be constructed with the project.
Class II bike lanes will be constructed along LOVR through the project area.
§ Use imprinted AC for crosswalks for increased visibility.
§ Place bicycle detector loops at signalized intersections.
§ Utilize open-grade or rubberized asphalt on Los Osos Valley road in front of the Los
Verdes Parks I and II.
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Permits
Encroachment permits will be obtained from Caltrans for surveys, geotechnical borings,
construction activities and any other activities requiring work inside the access control lines.
Resource agency permits will be required for geotechnical borings and construction activities.
The following approvals and permits will be obtained prior to project construction
§ Clean Water Act (CWA) Section 402/National Pollutant Discharge Elimination System
(NPDES) permit from the State Water Resources Control Board. Notice of Intent will be
filed with the Central Coast Regional Water Quality Control Board to comply with the
NPDES.
§ CWA Section 404 nationwide permit from the U.S. Army Corps of Engineers (Corps)—
Nationwide 14 (linear transportation) and 33 (temporary access and dewatering)
§ CWA Section 401 water quality certification from the Regional Water Quality Control
Board
§ California Fish and Game Code Section 1602 streambed alteration agreement from the
California Department of Fish and Game
§ Biological Opinion from NOAA Fisheries for potential adverse affects on south-central
California Coast steelhead
§ Biological Opinion from USFWS for potential adverse affects on California red-legged
frog (CRLF)
Cooperative Agreements
The City of San Luis Obispo and the State of California (Caltrans) entered into Cooperative
Agreement #05-0212 for the PS&E and right of way phases of the project to define their
respective responsibilities for preliminary engineering and right of way activities. The City
approved this agreement on January 18, 2011, and it was fully executed on February 1, 2011. It
is anticipated that a second cooperative agreement will be executed to cover construction and
construction administration activities. The existing Maintenance Agreement between the City
and Caltrans will need to be revised before construction is completed. All project related right of
way work will be conducted by the City.
Route Matters
The proposed project will not require a superseding freeway agreement, abandonment of Right of
Way, or new access breaks for the northbound ramps requiring Federal Highway Administration
or California Transportation Commission approvals.
Transportation Management Plan
A Transportation Management Plan (TMP) has been developed for this project and is included as
Attachment K. Significant traffic delays are anticipated due to the construction staging at the
southbound off-ramp intersection. The majority of construction can be accomplished using
conventional traffic controls. A public information campaign will be launched to alert area
residents, commuters and tourists of the impending construction. Night work is anticipated for
managing transitions between construction stages and falsework erection.
The most critical transportation management issues will be maintaining US-101 operations.
Freeway traffic will be maintained with two lanes of traffic in each direction continuing through
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the falsework for the overcrossing widening or replacement. Falsework erection and removal will
be performed at low traffic volume work periods. Median crossovers will be used temporarily to
maintain northbound flow. Southbound flow will be detoured onto the existing southbound off-
ramp, through the intersection of LOVR, and back onto the freeway via the existing southbound
on-ramp. Such activities will be restricted to periods when a single lane in each direction will be
sufficient.
Widening and reconstruction of the ramps will require some ramp closures. For the northbound
off- and southbound on-ramp closures, traffic will be detoured to the Higuera / US-101
interchange. Shorter closures will be scheduled for the northbound on- and southbound off-ramp
closures, which will require traffic to use ramps at Prado Road and Madonna Road.
Stage Construction
The concept for traffic handling during construction entails constructing the new bridge
embankment and eastbound Los Osos Valley Road lanes while traffic continues to operate on the
existing roadway and with the existing signals.
Stage 1:
§ Construct eastbound LOVR widening
§ Construct US-101 overcrossing for eastbound lanes
§ Widen San Luis Obispo Creek Bridge
§ Reconstruct Prefumo Creek box culvert headwalls at US-101 southbound off-ramp
Stage 2:
§ Reconstruct northbound on- and off-ramps
§ Reconstruct southern ½ of northbound ramp intersection to new grade
§ Shift traffic on overcrossing and SLO Creek Bridge to south side
§ Remove falsework over US-101
Stage 3:
§ Reconstruct southbound on- and off-ramps
§ Reconstruct southern ½ of southbound ramp intersection to new grade
§ Shift traffic to south side of southbound ramp intersection
§ Construct improvements to north side of SLO Creek Bridge
Stage 4:
§ Reconstruct northern ½ of southbound ramp intersection
§ Complete final project paving and striping
Drainage Improvements
The existing interchange has experienced flooding in recent years with Prefumo Creek
overtopping US-101. Detailed hydraulic analysis reported in the original project Location
Hydraulic Study dated April 2008, by Wreco indicates that to remedy the 25- and 100 year
flooding of this interchange would require improvements to increase capacity in San Luis Obispo
Creek downstream of the interchange and increase capacity for Prefumo Creek under US-101.
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Among the creek improvements necessary are clearing of vegetation and the removal of
sediments in the creek bed downstream of the confluence of San Luis Obispo and Prefumo
Creeks. These improvements were identified, but are not included in the scope of this project
because the cost of the improvements is too high in relation to the benefits.
A Revised Location Hydraulic Study dated November 2010, by Wreco states that overall, the
proposed project and the Prefumo Creek Commons project would not have a significant impact
on the overall floodplain within the project limits. The revised study includes the development
of the Prefumo Creek Commons upstream of the project on Prefumo Creek. The study concludes
the proposed project and Prefumo Creek Commons project would have an insignificant impact on
the channel flow velocities of San Luis Obispo Creek, Prefumo Creek, and Froom Creek.
The existing San Luis Obispo Creek Bridge has adequate capacity to handle the 100 year storm
events without overtopping. This bridge will be widened to accommodate a wider LOVR.
The existing Prefumo Creek box culvert under the US-101 southbound off-ramp will receive
modifications to the upstream headwall and parapet, but no lengthening. A General Plan
depicting these revisions is included in Attachment E. This box culvert is approximately one-
third larger than the mainline box culvert and could pass a 25 year storm if improvements were
made to the US-101 culvert and San Luis Obispo Creeks to reduce tailwater effects. The
replacement of the westerly upstream wingwall and the parapet wall should have no impacts on
the flow characteristics of the creek. No changes to the hydraulics are proposed for any of the
Prefumo Creek box culverts.
No changes to the hydraulics are proposed for Froom Creek. Froom Creek crosses US-101
downstream from the interchange and the Froom Creek culvert is not impacted by the project.
For that reason, the Froom Creek culvert does not need to be modified as a result of the project.
The interchange project does not preclude or increase the cost of improvements to the Froom
Creek capacity in the future. Like the Prefumo Creek crossings, reduction of tailwater effects in
San Luis Obispo Creek is the most efficient and cost effective method to increase the flow
capacity within the existing box culvert.
Risk Management Plan
A Risk Management Plan has been developed during the PA&ED phase of the project and is
included in Attachment N. The plan will be referred to during the PS&E and updated periodically
by the project team as new risk elements are identified. The risk elements noted in the plan are
either being addressed or are planned to be monitored and resolved in the PS&E phase of the
project.
Life Cycle Cost Analysis
A pavement life cycle costs analysis was prepared for the project and is included as Attachment
O. Separate analyses were performed for the US-101 ramps and Los Osos Valley Road. Three
alternative pavement sections were reviewed: 1) rubberized asphalt concrete over hot mix asphalt
over aggregate base, 2) hot mix asphalt over aggregate base and 3) jointed plain concrete
pavement. For the ramps and Los Osos Valley Road the recommended section is rubberized
asphalt concrete over hot mix asphalt over aggregate base.
Attachment 1
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05-SLO-101
PM 25.5 TO 26.3
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LOS OSOS VALLEY ROAD INTERCHANGE
30
8. PROGRAMMING
The funding for the design engineering (Plans, Specifications, and Estimate) is included in the
City of San Luis Obispo’s Capital Improvement Plan (CIP) budgets. The project has been
formally adopted into the 2010 Regional Transportation Improvement Program (RTIP) with
$13.8 and $5.8 million allocated from the Regional Improvement Program and Local
Transportation Funds respectively. The 2010 RTIP shows $13.8 million in RIP funds for fiscal
year 14/15, along with $1.2 million in Local funds for a total of $15 million for construction. An
escalation rate of 4% per year for 5 years has been applied to these values.
Upon approval of this Project Report the City will work with SLOCOG to explore ways to move
the funding up to an earlier fiscal year.
TABLE 11
Proposed Programmed Funds (in $1,000’s)
PRIOR 10/11 11/12 12/13 13/14 14/15 Total
PA&ED $845 $845
PS&E $2,385 $2,385
R/W Support $120 $120
R/W Capital $1,200 $1,200
Construction $15,000 $15,000
TOTAL $3,350 $1,200 $15,000 $19,550
TABLE 12
Schedule
Circulate Draft PR/Draft ED June 18, 2008
Public Hearing July 8, 2008
PA & ED August 2011
PS&E – Ready To List January 2013
Construction Complete October 2016
Attachment 1
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9. REVIEWS
See Attachment P for the Distribution List.
April 11, 2007 – Geometric Review meeting with Ken Cozad, Project Development Coordinator,
and Mike Janzen, Geometric Reviewer, at District 5, provided conceptual approval
October 16, 2007 – Final Traffic Operations Report Approved by District Traffic Unit
June 9, 2008 – Initial Study with Proposed Mitigated Negative Declaration Signed
June 12, 2008 – Draft Project Report Signed
June 18, 2008 – Public Comment Period Begins
July 18, 2008 – Public Comment Period Ends
November 4, 2008 – Storm Water Data Report signed by District Stormwater Coordinator
December 28, 2009 – Final Mitigated Negative Declaration Approved
January 27, 2011 – Longitudinal Utility Encroachment Approved by Division of Design
Attachment 1
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32
10. PROJECT PERSONNEL
Douglas J. Heumann.
Project Manager
Caltrans District 5
Externally Financed Projects
1150 Laurel Lane, Room 1-105
San Luis Obispo, CA 93401-8616
(805) 549-3788
Tim Bochum
City Project Manager
City of San Luis Obispo
Public Works Department
919 Palm Street
San Luis Obispo, CA 93401
(805) 781-7203
Jessica Berry
Transportation Planner
San Luis Obispo Council of Government (SLOCOG)
1150 Osos Street, Suite 202
San Luis Obispo, CA 93401
(805) 781-5764
Matthew Griggs
Consultant Project Manager
Dokken Engineering
2365 Iron Point Road, Suite 200
Folsom, CA 95630
(916) 858-0642
Richard Marshall
Traffic Engineer
County of San Luis Obispo
County Government Center
San Luis Obispo, CA 93408
(805) 781-5252
Norman Wong
Traffic Analysis
Fehr and Peers
160 West Santa Clara St., Suite 675
San Jose, CA 95113
(408) 848-3122
Attachment 1
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Namat Hosseinion
Environmental Project Manager
Dokken Engineering
2365 Iron Point Road, Suite 200
Folsom, CA 95630
(916) 858-0642
Gary Parikh
Geotechnical
Parikh Consultants, Inc.
2360 Qume Drive, Suite A
San Jose, CA 95131
(408) 452-9000
Han-Bin Liang
Hydrology & Hydraulics
Wreco
1243 Alpine Road, Suite 108
Walnut Creek, CA 94596
(925) 941-0017
Joey Mendoza
R/W Estimates
Overland, Pacific & cutler
2280 Market Street, Suite 340
Riverside, CA 92501
(951) 683-2353
John Fouche
Design Oversight Engineer
Caltrans District 5
50 Higuera Street
San Luis Obispo, CA 93401-5415
(805) 549-3330
Connie Shellooe
R/W Coordinator
Caltrans District 5
50 Higuera Street
San Luis Obispo, CA 93401-5415
(805) 540-3471
Matt Fowler
Environmental Manager
Caltrans District 5
50 Higuera Street
San Luis Obispo, CA 93401-5415
(805) 542-4603
Paul McClintic
Traffic Operations Engineer
Caltrans District 5
50 Higuera Street
San Luis Obispo, CA 93401-5415
(805) 549-3473
Attachment 1
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34
11. LIST OF ATTACHMENTS
A. Location Map
B. Final Environmental Document Title Sheet
C. Geometric Concept Drawing
D. Project Layout Exhibit
E. Bridge Planning Studies
F. Project Cost Estimate
G. Right of Way & Utility Data Sheet
H. Right of Way & Utility Layout Exhibit
I. Traffic Operations Report
J. TASAS Table B
K. Traffic Management Plan Data Sheet & Checklist
L. Storm Water Data Report Title Sheet
M. Preliminary Geotechnical Report
N. Risk Management Plan
O. Pavement Lifecycle Cost Analysis
P. Distribution List
Q. Cooperative Agreement
Attachment 1
B2 - 41
Los Osos Valley Road/US 101
Interchange Improvements Project
San Luis Obispo County, California
05-SLO-101-PM 25.5-26.3
05-0000-0082
05-0H7300
SCH# 2008061098
Initial Study with
Mitigated Negative Declaration
Photo simulation of proposed roadway
Prepared by the
State of California Department of Transportation
August 2011
Attachment 2
B2 - 42
General Information About This Document
What’s in this document?
This document contains a Mitigated Negative Declaration, which examines the environmental effects of a
proposed project on US 101 in San Luis Obispo County.
The Initial Study with proposed Mitigated Negative Declaration was circulated for public review and comment
from June 18, 2008 to July 18, 2008. Responses to the circulated document are shown in the Comments and
Responses section of this document (Appendix D), which has been added since the draft. Elsewhere throughout
this document, a line in the margin indicates where changes have been made since the draft document was
circulated.
What happens after this?
The proposed project has completed environmental compliance after the circulation of this document. When
funding is approved, the California Department of Transportation can design and construct all or part of the
project.
For individuals with sensory disabilities, this document is available in Braille, in large print, on audiocassette, or on computer
disk. To obtain a copy in one of these alternate formats, please call or write to Caltrans, Attn: Jason Wilkinson, 50 Higuera
Street, San Luis Obispo, CA 93401; (805) 542-4663 Voice, or use the California Relay Service TTY number at (805) 549-
3259.
Attachment 2
B2 - 43
Attachment 2
B2 - 44
Attachment 2
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Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
i
Mitigated Negative Declaration
Pursuant to: Division 13, Public Resources Code
Project Description
The California Department of Transportation (Caltrans) proposes to improve the Los Osos Valley
Road/US 101 interchange in the City and County of San Luis Obispo. The project would correct
operational deficiencies and improve safety. The project would widen the Los Osos Valley Road
overcrossing and widen the adjacent bridge crossing San Luis Obispo Creek. Alternative 3 was
selected by Caltrans on September 26, 2008.
Determination
Caltrans has adopted a Mitigated Negative Declaration for this project. This determination has
been made based on comments received by interested agencies and the public during circulation
of the Initial Study.
Caltrans has prepared an Initial Study for this project and has determined from this study that the
proposed project would not have a significant effect on the environment for the following
reasons: The proposed project would have no effect on land use and planning, mineral resources,
population and housing, or recreation. In addition, the proposed project would have no significant
effect on agricultural resources, utilities, or service systems.
In addition, the proposed project would have no significantly adverse effect on aesthetics, air
quality, biological resources, cultural resources, geology and soils, hazards and hazardous
materials, hydrology and water quality, noise, public services, transportation/traffic, or mandatory
findings of significance because the following mitigation and minimization measures would
reduce potential effects to insignificance:
Impacts on aesthetics would be mitigated by Mitigation Measures V-1 through V-4. The
proposed project would implement a landscape plan, a revegetation plan, and a lighting plan.
Air quality impacts would be mitigated by Minimization Measures AQ-1 through AQ-3.
The proposed project would implement a dust control plan, measures for construction
emissions, and toxic control measures for naturally occurring asbestos. In addition the
proposed project would utilize Best Management Practices.
Impacts to biological resources would be mitigated by Mitigation Measures BIO-1 through
BIO-27. The project would implement conservation measures, environmentally sensitive
area fencing, Biological Opinion minimization measures, construction season restrictions,
and Best Management Practices.
Impacts to cultural resources would be mitigated by Mitigation Measures CR-1 through CR-
3. The proposed project would stop work if cultural resources are found and notify the
county coroner and Caltrans District 5.
Impacts to paleontological resources would be mitigated by Mitigation Measure PALEO-1.
The project would stop construction activities if buried paleontological materials are
inadvertently discovered.
The potential for hazardous waste impacts would be minimized by Minimization Measures
HW-1 through HW-8. The proposed project would determine the status of remediation,
perform a preliminary aerially deposited lead investigation, conduct a lead-based paint
survey, test yellow stripe and pavement marking material, conduct asbestos and naturally
occurring asbestos surveys, and test leaking transformers. The project would also follow
Caltrans standards if unknown hazards are discovered.
Water quality impacts would be mitigated and minimized by Mitigation/Minimization
Measures BIO-5, BIO-18, BIO-23, BIO-24 and WQ-1 through WQ-3. The project would
Attachment 2
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Attachment 2
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Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
iii
Summary
The California Department of Transportation (Caltrans) proposes to improve the Los Osos Valley
Road/US 101 interchange in the City and County of San Luis Obispo. The project would correct
operational deficiencies and improve safety by widening the Los Osos Valley Road overcrossing
and an adjacent bridge crossing San Luis Obispo Creek. The project could also potentially
relocate and reconfigure the freeway ramps, depending on the alternative chosen.
Two build alternatives—Alternative 3 and Alternative 6—and a No-Build Alternative are being
considered. The estimated construction cost of the build alternatives ranges from $20 million to
$29 million. Alternative 3 has been identified by the City of San Luis Obispo as the locally
preferred alternative.
The build alternatives differ in the method used to provide additional travel lanes on Los Osos
Valley Road at the US 101 overcrossing. Alternative 3 would use the existing structure to carry
the westbound lanes and would construct a separate but adjacent overcrossing structure to carry
the eastbound lanes. Alternative 6 would replace the existing structure with a new, wider structure
that would accommodate both the westbound and eastbound lanes. Other differences include type
and location of the southbound on- and off-ramps and the configuration of the northbound on-
and off-ramp intersection with Los Osos Valley Road.
Below is a summary of the major potential environmental impacts, both beneficial and adverse,
for the project. At the end is a table showing the impacts for each alternative.
Impacts to Biological Resources
Sensitive biological resources within the project area include anadromous fish and the California
red-legged frog. Both Prefumo and San Luis Obispo creeks contain habitat suitable for the
southwestern pond turtle, southern steelhead trout, the California red-legged frog, and the two-
striped garter snake. Froom Creek may also provide habitat for sensitive aquatic species during
the wet season. The vegetation existing within both riparian (streamside) corridors provides
habitat for nesting birds, including Cooper’s hawk, the northern harrier, the white-tailed kite, the
western burrowing owl, and other migratory birds and raptors. The existing rangeland extending
into the hillsides west of US 101 presents suitable habitat for the burrowing owl. Implementation
of the proposed project may result in potentially substantial impacts to these species during the
construction phase of the project, including temporary loss of habitat, degradation from increased
creek turbidity and the potential for fuel or oil spills, and increased human activity within habitat
areas.
Rectifying existing hydrologic conditions is intended to improve the in-stream channel
conditions. To avoid sediment discharge into the channel during removal of piles and from
construction of bridge abutments and piles, temporary sedimentation and erosion control
mitigation measures would be required during construction.
Impacts to Visual Quality
Visual impacts from the project are considered generally positive based on construction or
replacement of existing structures using enhanced engineering architecture and aesthetic
treatment and more distinctive and modern features that would improve the gateway nature of the
project setting. Loss of mature vegetation within the project site and along the approaches is
likely considered a substantial change, but would be mitigated by the replacement of vegetation
and trees conforming to the City’s policy.
Attachment 2
B2 - 48
Summary
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
iv
Summary of Major Potential Impacts from Alternatives
Potential Impact Alternative 3 Alternative 6 No-Build Alternative
Land Use
Consistency
with the City of
San Luis
Obispo General
Plan
Yes: The project is consistent
with the City’s Land Use
Element, and requires minor
right-of-way sliver takes.
Yes: The project is consistent
with the City’s Land Use
Element, and requires minor
right-of-way sliver takes.
Projected roadway level of
service is inconsistent with
City’s Circulation Element.
Consistency
with the San
Luis Obispo
County
General Plan
Yes: The project is consistent
with the County’s Land Use
Element and General Plan.
Yes: The project is consistent
with the County’s Land Use
Element and General Plan.
Projected roadway level of
service is inconsistent with
County Circulation
Element.
Growth
No adverse impact. The project
would not affect the location,
distribution, density, or growth
rate of the population within the
area of the proposed project.
No adverse impact. The project
would not affect the location,
distribution, density, or growth
rate of the population within the
area of the proposed project.
Projected roadway level of
service is inconsistent with
City’s Circulation Element.
Utilities/Emergency Services
Alternative 3 would require
utility coordination and
relocation of MCI, AT&T,
PG&E, SBC, Southern
California Gas, City of San Luis
Obispo, Carter Communications,
and TOSCO.
Alternative 6 would require
utility coordination and
relocation of PG&E, SBC,
Southern California Gas, City of
San Luis Obispo, and Charter
Communications.
No impact.
Traffic and Transportation/
Pedestrian and Bicycle
Facilities
No Impact No Impact Congestion under the no-
build would increase.
Visual/Aesthetics
Long-term impact considered
neutral. Some short-term
impacts from loss of mature
vegetation.
Long-term impact considered
neutral. Some short-term
impacts from loss of mature
vegetation.
No change from current
views.
Hydrology and Floodplain No Impact No Impact
Existing culvert capacity is
deficient and occasionally
overtops US 101. No-Build
Alternative will maintain
existing deficient conditions
unable to pass the 25-year
design flow.
Water Quality and
Stormwater Runoff
Alternative 3 would result in a
small increase in surface runoff
from the proposed project, but
would not result in flows
exceeding the capacity of
existing or planned storm
drainage facilities.
Alternative 6 would result in a
small increase in surface runoff
from the proposed project, but
would not result in flows
exceeding the capacity of
existing or planned storm
drainage facilities.
No impact.
Attachment 2
B2 - 49
Summary
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
v
Potential Impact Alternative 3 Alternative 6 No-Build Alternative
Geology/Soils/
Seismic/Topography
Portions of the project site are
situated on soils with moderate
expansion potential, and the
proposed project is located
within, or in close proximity to,
the Los Osos fault zone.
Portions of the project site are
situated on soils with moderate
expansion potential, and the
proposed project is located
within, or in close proximity to,
the Los Osos fault zone.
No impact.
Paleontology
Alternative 3 would not likely
result in the discovery or
degradation of paleontological
resources.
Construction of Alternative 6
could have potential impacts to
unique paleontological
resources.
No impact.
Hazardous Waste/Materials
There are several areas of
concern for hazardous waste
during construction, including
potential lead paint, aerial
deposited lead, and potential
asbestos-containing materials
associated with construction of
this alternative. Soil and/or
groundwater contamination may
exist at 3 properties in the
project area.
There are several areas of
concern for hazardous waste
during construction, including
potential lead paint, aerial
deposited lead, and potential
asbestos-containing materials
associated with construction of
this alternative. Soil and/or
groundwater contamination may
exist at 3 properties in the
project area.
No impact.
Natural Communities No Impacts. No Impacts. No impact.
Wetlands and other Waters
The study area supports seasonal
wetland, freshwater marsh,
seasonal drainage, and perennial
drainage. These would receive
minor temporary and permanent
impacts. Alternative 3 has a
smaller footprint than the other
build alternative with forecast
impacts (temporary plus
permanent) listed below.
Alternative 3 Impacts
1. Seasonal wetland/ freshwater
marsh (0.20 acre)
2. Seasonal drainage (0.04 acre)
3. Perennial drainage (0.26 acre)
The study area supports seasonal
wetland, freshwater marsh,
seasonal drainage, and perennial
drainage. These would receive
minor temporary and permanent
impacts. Alternative 6 has a
larger footprint than the other
build alternative with forecast
impacts (temporary plus
permanent) listed below.
Alternative 6 Impacts
1. Seasonal wetland/ freshwater
marsh (0.19 acre)
2. Seasonal drainage (0.07 acre)
3. Perennial drainage (0.26 acre)
No impact.
Biological Resources
Field investigations found that
57 sensitive plant species and 17
sensitive wildlife (and fish)
species have the potential to
occur in the project region.
Field investigations found that
57 sensitive plant species and 17
sensitive wildlife (and fish)
species have the potential to
occur in the project region.
No impact.
Cumulative Impacts No impact No Impact No impact.
Attachment 2
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Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
vi
Table of Contents
Mitigated Negative Declaration ............................................................................................... i
Summary .................................................................................................................... iii
List of Figures ................................................................................................................... vii
List of Abbreviated Terms ..................................................................................................... ix
Chapter 1. Proposed Project .......................................................................................... 1
1.1. Introduction ............................................................................................................. 1
1.2. Purpose and Need .................................................................................................... 4
1.2.1. Purpose ........................................................................................................ 4
1.2.2. Need ............................................................................................................ 4
1.3. Alternatives ............................................................................................................. 7
1.3.1. Build Alternatives ....................................................................................... 8
1.3.2. No-Build Alternative ................................................................................. 23
1.3.3. Comparison of Alternatives ...................................................................... 23
1.3.4. Identification of a Preferred Alternative ................................................... 24
1.3.5. Alternatives Considered but Eliminated From Further Discussion .......... 24
1.4. Permits and Approvals Needed ............................................................................. 27
Chapter 2. Affected Environment, Environmental Consequences, and Avoidance,
Minimization, and/or Mitigation Measures ............................................... 28
2.1. Human Environment ............................................................................................. 29
2.1.1. Land Use ................................................................................................... 29
2.1.1.1. Existing and Future Land Use ...................................................... 29
2.1.1.2. Consistency with State, Regional, and Local Plans ..................... 29
2.1.2. Farmlands .................................................................................................. 30
2.1.3. Real Property Aquisition ........................................................................... 30
2.1.4. Utilities/Emergency Services .................................................................... 31
2.1.5. Traffic and Transportation/Pedestrian and Bicycle Facilities ................... 33
2.1.6. Visual/Aesthetics ....................................................................................... 36
2.2. Physical Environment ........................................................................................... 43
2.2.1. Hydrology and Floodplain ........................................................................ 43
2.2.2. Water Quality and Storm Water Runoff ................................................... 44
2.2.3. Geology/Soils/Seismic/Topography .......................................................... 49
2.2.4. Paleontology .............................................................................................. 51
2.2.5. Hazardous Waste or Materials .................................................................. 51
2.2.6. Air Quality ................................................................................................. 54
2.3. Biological Environment ........................................................................................ 57
2.3.1. Natural Communities ................................................................................ 57
2.3.2. Wetlands and Other Waters ....................................................................... 65
2.3.3. Animal Species .......................................................................................... 75
2.3.4. Threatened and Endangered Species ......................................................... 84
2.4. Construction Impacts ............................................................................................. 94
2.5. Cumulative Impacts ............................................................................................. 101
2.6. Climate Change under the California Environmental Quality Act ..................... 102
Chapter 3. Comments and Coordination ................................................................... 114
Chapter 4. List of Preparers ...................................................................................... 117
Chapter 5. References ............................................................................................... 120
Attachment 2
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Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
vii
Appendix A California Environmental Quality Act Checklist .................................... 124
Appendix B Title VI Policy Statement ........................................................................ 134
Appendix C Minimization and/or Mitigation Summary ............................................. 135
Appendix D Public Comments and Responses ............................................................ 167
List of Technical Studies that are Bound Separately ...................................................... 30625
List of Figures
Figure 1.1-1: Project Location ............................................................................................ 2
Figure 1.3-1: Alternative 3 – Engineering Features .......................................................... 12
Figure 1.3-2: Alternative 3 – Engineering Overview ....................................................... 14
Figure 1.3-3: Alternative 6 – Engineering Features .......................................................... 19
Figure 1.3-4: Alternative 6 – Engineering Overview ....................................................... 21
Figure 2.1-1: Photo Simulation 1, View South of Traveler on US 101 ............................ 39
Figure 2.1-2: Photo Simulation 2, View North of Traveler on US 101 ............................ 40
Figure 2.1-3: Photo Simulation 4. The Project Alternatives as Seen From Los Osos
Valley Road, View West of Traveler on Los Osos Valley Road over US
101 ................................................................................................................ 41
Figure 2.3-1: Biological Resources – Alternative 3.......................................................... 59
Figure 2.3-2: Biological Resources – Alternative 6.......................................................... 61
Figure 2.6-1 California Greenhouse Gas Inventory ........................................................ 104
Figure 2.6-2: Fleet Carbon Dioxide (CO2) Emissions vs. Speed (Highways) ................ 106
Figure 2.6-3: Outcome of Strategic Growth Plan ........................................................... 109
Attachment 2
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Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
viii
List of Tables
Summary of Major Potential Impacts from Alternatives ................................................... iv
Table 1.2-1: Existing and Projected Level of Service (LOS) ............................................. 4
Table 1.2-2: Design Year (2035) Intersection Level of Service Summary - No-Build
Alternative ...................................................................................................... 5
Table 1.2-3: Design Year (2035) Peak-Hour Level of Service for Alternative 3 and
Alternative 6 with and without Prado Interchange ......................................... 5
Table 1.2-4: Summary of Collision Rate Data .................................................................... 7
Table 1.3-1: Preferred Alternative Selection Criteria ....................................................... 24
Table 1.4-1: Permits, Reviews, and Approvals Required for Project Construction ......... 27
Table 2.1-1: Proposed Utility Relocations ........................................................................ 32
Table 2.1-2: Opening Year (2015) Intersection Levels of Service ................................... 34
Table 2.1-3: Design Year (2035) Intersection Level of Service Summary ...................... 35
Table 2.2-1 Potential Hazardous Waste Sites ................................................................... 52
Table 2.2-2: Air Quality Standards ................................................................................... 56
Table 2.3-1: Impacts to Wetlands and Other Waters of the U.S. ...................................... 69
Table 2.3-2: Sensitive Wildlife and Fish Species Potentially Occurring in the Study
Area .............................................................................................................. 76
Table 2.3-3 Impacts to Habitat for Special-Status Animals ............................................. 79
Table 2.3-4: Threatened Species Potentially Occurring in the Study Area ...................... 85
Table 2.3-5 Impacts to Habitat for Threatened Species .................................................... 87
Table 2.4-1: Level of Construction Activity Requiring Mitigation .................................. 96
Table 2.4-2: Construction Emission Estimates in pounds/day ......................................... 97
Table 2.4-3 Construction Control Measures ..................................................................... 99
Table 2.4-4 Typical Construction Equipment Noise Levels ........................................... 100
Table 2.6-1: Design Year (2015) Intersection Level of Service Summary .................... 106
Table 2.6-2: Design Year (2035) Intersection Level of Service Summary .................... 107
Table 2.6-3: Improving Transportation System Efficiency ............................................ 111
Attachment 2
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Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
ix
List of Abbreviated Terms
Caltrans California Department of Transportation
CEQA California Environmental Quality Act
PM post mile
Attachment 2
B2 - 54
Los Osos Valley Road/US-101 Interchange Improvements Project Initial Study
1
Chapter 1. Proposed Project
1.1 Introduction
The California Department of Transportation (Caltrans) proposes to improve the Los Osos Valley
Road/US 101 interchange in the City and County of San Luis Obispo. The project lies in the City
of San Luis Obispo at the edge of the Los Osos Valley, against the Irish Hills (see Figure 1.1).
The existing Los Osos Valley Road/US 101 interchange is a diamond interchange, except for a
loop ramp in the southeast quadrant. The Los Osos Valley Road overcrossing was constructed in
1962 to carry two lanes of traffic. It was widened in 1987 to carry three lanes of traffic. The two-
lane US 101 alignment was constructed in 1933 and was widened to four lanes in 1954. This
portion of US 101 is used mostly by local commuters, although interregional traffic also uses it.
The project setting includes both natural resource features and a developed, urban environment.
The interchange vicinity also has San Luis Obispo Creek, Prefumo Creek, and Froom Creek
stream crossings within the project area. Riparian vegetation, sycamore, and annual grasslands
comprise the primary vegetation resources within the interchange area and host several species
and habitats of special concern. Land uses in the area include vacant, residential, commercial,
light industrial, and agricultural activity.
The existing Los Osos Valley Road Bridge (Bridge No. 49 0185) is a four-span structure about
300.5 feet long and 55 feet wide. The on-ramp to southbound US 101 is accessed from Calle
Joaquin south and not directly from Los Osos Valley Road. The southbound US 101 off-ramp
intersects Los Osos Valley Road at the Los Osos Valley Road/Calle Joaquin south intersection.
Calle Joaquin north intersects Los Osos Valley Road approximately 300 feet west of the
southbound US 101 off-ramp/Calle Joaquin south intersection. This portion of US 101 is a four-
lane freeway with 12-foot lanes, 8-foot right shoulders, and a median width of 40 feet.
The project would correct operational deficiencies and improve safety; it would widen the Los
Osos Valley Road overcrossing and an adjacent bridge crossing San Luis Obispo Creek. The
project could also potentially relocate and reconfigure the freeway ramps, depending on the
alternative chosen.
Both build alternatives are compatible with the design concept and are included in the adopted
Regional Transportation Plan, Vision 2025–a Regional Transportation Plan and adopted
Transportation Improvement Program, 2007 Transportation Improvement Program. The proposed
project is identified in Appendix 1 of the Regional Transportation Plan as Metropolitan Planning
Organization ID: 222300000081, Los Osos Valley Road Interchange Project.
San Luis Obispo Council of Government’s Transportation Improvement Program identifies the
proposed project as Transportation Improvement Program ID: Metropolitan Planning
Organization ID: 222300000081, Los Osos Valley Road Interchange Project.
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1.2 Purpose and Need
1.2.1 Purpose
The purpose of the project is to improve traffic operations and safety on Los Osos Valley Road
and the Los Osos Valley Road/US 101 interchange.
1.2.2 Need
The project is needed to respond to projected increases in regional and local traffic demand on the
state and local roadway systems at the Los Osos Valley Road/US 101 interchange. The area’s
current lack of alternative routes and presence of non-standard existing roadway design combine
with increased traffic to escalate congestion and reduce traffic safety for vehicle, bicycle, and
pedestrian travel.
The following features do not meet current Caltrans design standards: the current intersection
spacing between Calle Joaquin and the southbound ramps, the vertical clearance provided by the
Los Osos Valley Road overcrossing, the deceleration lane lengths for the northbound and
southbound off-ramps, and the acceleration lane lengths for the northbound and southbound on-
ramps. The Circulation Element (San Luis Obispo 1994) of the General Plan identifies this
segment of Los Osos Valley Road as an arterial street. The Circulation Element states that outside
the downtown core, arterial streets should include bicycle lanes and can include two to four travel
lanes, a maximum Level of Service of D, and maximum speeds of 40 miles per hour.
Table 1.2-1 summarizes the current and projected Level of Service. According to the
Transportation Research Board’s Highway Capacity Manual (2000), Level of Service is a quality
measure describing operational conditions within a traffic stream or intersection, generally in
terms of such service measures as speed and travel time, freedom to maneuver, traffic
interruptions, and comfort and convenience. Level of Service is measured on a scale of A through
F, with “A” being optimum conditions and “F” being worst conditions.
Table 1.2-1: Existing and Projected Level of Service (LOS)
AM
LOS
PM
LOS
AM
LOS
PM
LOS
Los Osos Valley Road US 101 Southbound Off-
ramp/Calle Joaquin EDFF
Calle Joaquin/Southbound On-ramp AAFF
Los Osos Valley Road /US 101 Northbound RampsEFFF
Existing (2005)2035 Projected
(No Build)Intersection
The traffic demand on the Los Osos Valley Road corridor will increase as the area continues to
develop. New commercial uses have recently been built on Los Osos Valley Road west of the
interchange at US 101. Home Depot and Costco stores have recently opened west of the
interchange. Two new hotels have been proposed for development on Calle Joaquin (south). The
traffic from these developments as well as other potential new development in the area has
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increased and will continue to increase traffic volumes at the Los Osos Valley Road/US 101
interchange. The current interchange design is not adequate to serve the increased traffic demand.
Projected Travel Demand (No Project) – As Table 1.2-2 indicates, three of the four study
intersections associated with the Los Osos Valley Road/US 101 interchange will experience
Level of Service E or F conditions during both peak hours. Without the proposed improvements,
the capacity of the existing interchange will be exceeded, resulting in severe congestion.
Table 1.2-2: Design Year (2035) Intersection Level of Service Summary
- No-Build Alternative
Location Traffic Control
Level of Service
and Average Delay
(seconds per vehicle)
AM PM
Los Osos Valley Road/Auto Park Way Signal F (163) E (77)
Los Osos Valley Road/Calle Joaquin Signal F (134) F (84)
Los Osos Valley Road/US 101 Southbound Ramps Signal F (>200) F (>200)
Los Osos Valley Road/US 101 Northbound Ramps Signal F (>200) F (>200)
Los Osos Valley Road/Los Verdes Drive Side Street
Stop Control F (182) F (>200)
Los Osos Valley Road/South Higuera Street Signal C (30) F (>200)
South Higuera Street/Vachell Lane Side Street
Stop Control F (58) F (>200)
Notes: (1) Average delay reported in seconds per vehicle for intersections with traffic signals. For side-street stop-controlled intersections, the
work movement delay is reported in seconds per vehicle; bold font indicates deficient study locations based on analysis criteria. (Traffic
Analysis. 2006)
An additional analysis was conducted to show operational condition of the Los Osos Valley Road
interchange if the Prado Road interchange is not completed by design year 2035. Peak hour traffic
volumes are summarized below in Table 1.2-3. While the US 101 mainline volumes would not be
significantly affected, an analysis of the US 101/Los Osos Valley Road ramp intersections
indicates that these are projected to operate at unacceptable levels (LOS E or F) if a full Prado
Road interchange is not built under design year conditions.
Table 1.2-3: Design Year (2035) Peak-Hour Level of Service for Alternative 3 and
Alternative 6 with and without Prado Interchange
AM
LOS
PM
LOS
AM
LOS
PM
LOS
AM
LOS
PM
LOS
AM
LOS
PM
LOS
Los Osos Valley Road and Calle Joaquin (Southbound
Ramps Alternative 6)AACCCCEF
US 101 Los Osos Valley Road Southbound Ramps BCN/AN/ADEN/AN/A
Los Osos Valley Road /US 101 Northbound RampsCCBBFDDC
2035
Projected
Alt 3 No
Prado
2035
Projected
Alt 6 No
Prado
2035
Projected
Alt 3Intersection
2035
Projected
Alt 6
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The additional traffic results in a decreased Level of Service at the northbound on- and off-ramps,
though that Level of Service remains within required levels. However, the higher traffic count
also decreases the Level of Service at the intersection of Los Osos Valley Road and Calle
Joaquin, which exceeds capacity with Level of Service E in the morning and Level of Service F
in the afternoon.
Future planned development and general regional growth will increase traffic volumes to the
degree that all intersections in the vicinity of the Los Osos Valley Road/US 101 interchange
would operate with severe congestion during both the morning and afternoon peak hours. This
would result in congestion on US 101 from backups at the off-ramp intersections. This congestion
would negatively affect both local traffic on Los Osos Valley Road and regional traffic on US
101, by degrading future Level of Service conditions.
Collision Rates
Data for freeway collisions near the Los Osos Valley Road/US 101 interchange were studied for
the three-year period from January 2003 to December 2005. The data indicated that a total of 75
collisions occurred on the US 101 mainline, and 48 collisions occurred near the ramp merge and
diverge locations. For both sets of data, nearly 60 percent of the collisions occurred in the
southbound direction near the interchange.
Freeway Mainline Collisions
Freeway Mainline incidents occurred throughout the day. The highest total during any one-hour
was 14 collisions, occurring between 5:00 p.m. and 6:00 p.m. Approximately 60 percent of the
collisions occurred on Tuesday, Friday, or Saturday. June, November, and December were the
months with the highest proportion of collisions; the remaining months had fewer than 10 percent
each of the collision total. Over the 36-month period, a total of two fatalities and 30 injured
persons were reported from mainline collisions.
Speeding and improper lane changes were the factors representing the highest proportion of
mainline collisions at roughly 31 percent and 24 percent, respectively. Approximately 45 percent
of vehicles hit an object, and 31 percent of the accidents involved a rear-end collision. Of those
that hit an object, 20 hit a barrier or guardrail, while others hit dikes or curbs, cut slope or
embankments, and fences. Factors such as the weather, roadway conditions, or lighting did not
appear to contribute substantially to the reported collisions.
Ramp Junction Collisions
Collisions at the ramp junctions occurred throughout most of the day; however, no incidents were
reported between 11:00 p.m. and 1:00 a.m. during the three-year period. Of the 48 reported
collisions, 63 percent occurred in May, September, October, and December, with May and
October having the highest proportion. The highest percentage of collisions occurred on Tuesdays
and Fridays, with approximately 17 percent and 29 percent of the total, respectively.
Speeding and failure to yield were the main collision factors, representing 59 percent of the total,
and rear-end collisions were the most frequent type of collision at nearly 52 percent. Most of the
collisions occurred on clear days during daylight with dry pavement conditions. Of note is the
number of collisions (37 or nearly 77 percent) that occurred on the ramp near the adjacent local
intersection. No other factors such as weather, roadway conditions, or lighting appeared to
contribute substantially to the reported ramp junction collisions.
Collision rates and total collisions are shown in Table 1.2-4. Collision data came from the
Caltrans Traffic Accident Surveillance and Analysis System for the 36-month period from
January 1, 2003 to December 31, 2005.
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Table 1.2-4: Summary of Collision Rate Data
Ramp/US 101
Segment Post Mile
Actual Collision Rates Average Collision Rates
Total
Accidents Fatal Fatal
+Injury
Total
Rates Fatal Fatal
+Injury
Total
Rates
US 101
Mainline 25.0-26.6 75 0.019 0.23 0.70 0.011 0.37 1.02
Northbound
Off-ramp
to Los Osos
Valley Road
25.6 10 0.000 0.29 1.43 0.006 0.33 0.90
Northbound
On-ramp from
Los Osos
Valley Road
25.8 15 0.000 1.29 3.86 0.001 0.24 0.70
Southbound
On-ramp to Los
Osos Valley
Road
25.9 6 0.000 0.00 0.86 0.002 0.32 0.80
Southbound
Off-ramp from
Los Osos
Valley Road
26.1 17 0.000 1.23 2.99 0.005 0.61 1.50
The data show two fatalities at the mainline segments and no fatalities at the ramps during the
three-year analysis period. While the mainline rate is below the statewide average, all of the ramp
locations have higher than average rates. The actual rate for the northbound on-ramp from Los
Osos Valley Road is about five times the statewide average, and the rate for the southbound off-
ramp to Los Osos Valley Road is about twice the statewide average. Based on the summary data,
no specific cause of collisions at any of the study locations could be identified.
To address the issue of rear-end collisions, the project would add lanes and capacity for both off-
ramps. To improve sight distance and reduce broadside collisions, the preferred alternative would
also include improvements to the southbound ramp intersection with Los Osos Valley Road.
1.3 Alternatives
This section describes the proposed action and the design alternatives that were developed by a
multi-disciplinary team to achieve the project purpose and need while avoiding or minimizing
environmental impacts. Two build alternatives—Alternative 3 and Alternative 6—and a No-Build
Alternative are under consideration. Major features used for comparison of project alternatives
include project cost, level of service and other traffic data, and specific environmental impacts.
This section discusses the build alternatives, the No-Build Alternative, and previously eliminated
alternatives.
Caltrans proposes to improve the Los Osos Valley Road/US 101 interchange located in the City
and County of San Luis Obispo. The project would correct operational deficiencies, relieve
congestion, and improve safety.
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1.3.1 Build Alternatives
Two build alternatives (Alternative 3 and Alternative 6) have been identified to satisfy
the purpose and need for the project. Alternative 3 has been identified by the City of San
Luis Obispo as the locally preferred alternative. Alternative 3 and Alternative 6 are
described below.
Common Design Features of the Build Alternatives
This project is intended to accommodate current and future travel demands. Calle Joaquin
Road south of Los Osos Valley Road has been realigned so that the existing
T-intersection of Los Osos Valley Road and Calle Joaquin Road north of Los Osos
Valley Road has been converted to a four-way intersection. The Calle Joaquin Road
realignment was developed and completed by the Costco Wholesale Corporation as a
condition of approval and mitigation measure for traffic impacts.
The project limits extend 0.52 mile along Los Osos Valley Road between Auto Park Way
to the west and South Higuera Street to the east. Along US 101, project limits extend
about 2,500 feet south and 4,300 feet north of the Los Osos Valley Road overcrossing.
With Alternative 3 and Alternative 6, the San Luis Obispo Creek arch culvert would be
changed. Built in 1986, the existing large three-barrel structural steel-plate arch culvert
carries Los Osos Valley Road over San Luis Obispo Creek. This project would widen and
raise the roadway. These roadway changes require lengthening the culvert with a new but
matching structural steel arch and increasing the loading on the existing culvert. To
determine the feasibility of this increased loading, a structural analysis was conducted.
The analysis showed that the existing culvert can easily carry the additional loading,
making this a viable option.
To comply with the Americans with Disabilities Act, all project-related local streets
would receive, on both sides of each street, sidewalks with grades and curb. To help non-
motorized transportation such as pedestrians and bicyclists cross the intersections, the
project would limit use of free-slip ramps, include single-lane ramps, and review the
southwest corner of the US 101 northbound off-ramp and Los Osos Valley Road to
determine if a widened area is needed to create a bigger “landing” area.
A portion of the proposed Bob Jones City-to-Sea Bike Trail passes through the project,
providing bikeway access to connect to Los Osos Valley Road at the northbound on- and
off-ramp intersection. Project design would not preclude connection of the Prefumo
Creek trail extension to the future Bob Jones City-to-Sea Bike Trail, including possible
extension of the trail under or over Los Osos Valley Road. Each build alternative would
provide 6.5-foot-wide Class II bicycle lanes throughout the project on both sides of Los
Osos Valley Road. These lanes would connect to the existing 6-foot-wide sidewalks in
front of the Los Verdes Parks I and II developments.
Sidewalks on both sides of the San Luis Obispo Creek bridge would be widened to
accommodate Class I bicycle trails. Safety device placement, striping, and Class I trail
signs would be completed once the location and alignment of the Bob Jones City-to-Sea
Bike Trail is determined south of the interchange. Any at-grade crossings of the Los Osos
Valley Road by the Bob Jones City-to-Sea Bike Trail would use appropriate and safe
design guidelines for visibility and signal operations. Bicycle detector loops (subsurface
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wiring connected to the traffic signals) would be placed at all intersections that have
traffic signals. Project design would remain consistent with the Bob Jones City-to-Sea
Bike Trail Project Master Plan and the City of San Luis Obispo Bicycle Transportation
Plan.
The following are included in Alternative 3 and Alternative 6:
Widen Los Osos Valley Road to four lanes from South Higuera Street to 600 feet west of
Calle Joaquin to meet the existing four-lane section west of Calle Joaquin.
1. Extend the existing San Luis Obispo Creek culvert crossing to handle widened Los
Osos Valley Road
2. Construct retaining walls to avoid Prefumo Creek and business impacts at Los Osos
Valley Road and the US 101 southbound ramps
3. Construct sidewalks and Class II bike lanes along both sides of Los Osos Valley
Road.
4. Change the existing signals at the Los Osos Valley Road and US 101 ramp
intersections
5. Widen and rebuild the US 101 northbound off-ramp and build a retaining wall to
avoid impacts to San Luis Obispo Creek
6. Change the landscaping and sidewalks along Los Osos Valley Road at Los Verdes
Parks I and II
7. Change the striping, medians, and lane widths along Los Osos Valley Road at Los
Verdes Parks I and II
8. Restripe South Higuera Street to optimize the capacity of the South Higuera Street
and Los Osos Valley Road intersection (given the widening of Los Osos Valley
Road)
9. Include pedestrian crossing controls at all intersections that have traffic signals
(unless determined unsafe or detrimental to traffic conditions)
10. Further widen San Luis Obispo Creek bridge to accommodate a future Class I
bicycle trail on each shoulder of the structure
11. Use concrete paving at off-ramp ends
12. Use street print (stamped/imprinted asphalt or concrete) through crosswalks for
increased visibility
13. Use rubberized asphalt concrete, as a project feature, on Los Osos Valley Road in
front of the Los Verdes Parks I and II
14. Restripe Los Osos Valley Road from two to four lanes in front of the Los Verdes
Parks I and II driveways to assist with access
15. Plant native landscaping within the intersections and ramps where appropriate
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Unique Features of Build Alternatives
Alternative 3—Minimum Build
Alternative 3, the locally preferred alternative, is the minimum build alternative for this
project. This alternative would widen Los Osos Valley Road to four lanes between the
recently-constructed Calle Joaquin intersection with Los Osos Valley Road west of US
101 and the Los Verdes Park community east of US-101; construct a new two-lane
structure next to the existing Los Osos Valley Road Overcrossing; and widening San Luis
Obispo Creek culvert crossing.
The following is the actual project work to be done:
1. Widen Los Osos Valley Road to four lanes from South Higuera Street to the existing
four-lane section west of Calle Joaquin
2. Extend the existing San Luis Obispo Creek culvert crossing to accommodate widened
Los Osos Valley Road.
3. Construct retaining walls to avoid Prefumo Creek and impacts to business at Los
Osos Valley Road and the US 101 southbound ramps.
4. Construct sidewalks and Class II bicylce lanes along both sides of Los Osos Valley
Road
5. Change the existing signals at the Los Osos Valley Road and US 101 ramp
intersections
6. Widen and rebuild the US 101 northbound off-ramp and build a retaining wall to
avoid impacts to San Luis Obispo Creek
7. Change the landscaping and sidewalks along Los Osos Valley Road at Los Verdes
Parks I and II
8. Change the striping, medians, and lane widths along Los Osos Valley Road at Los
Verdes
9. Restripe South Higuera Street to optimize the capacity of the South Higuera Street
and Los Osos Valley Road intersection (given the widening of Los Osos Valley
Road)
10. Pavement sections for ramps and Los Osos Valley Road would be 0.2-foot-thick
rubberized asphalt concrete over 0.3-foot-thick hot-mix asphalt over 1.67-foot-thick
aggregate, based on the Life Cycle Pavement Cost Analysis findings. Concrete
paving would be used at both off-ramp ends
11. Use street print (stamped/imprinted asphalt or concrete) for crosswalks to increase
visibility
12. Use open-grade or rubberized asphalt on Los Osos Valley Road in front of the Los
Verdes Parks I and II
13. Plant native landscaping within the intersections and ramps where appropriate.
14. Construct retaining walls to avoid impacts to San Luis Obispo Creek
15. Construct a separated US 101 overcrossing to carry the two eastbound lanes
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16. Raise the intersection of Los Osos Valley Road at the US 101 southbound ramps
17. Construct new street lighting along Los Osos Valley Road
18. Raise headwalls on the Prefumo Creek box culvert under the southbound off-ramp to
allow for ramp raising and widening
19. Widen the US 101 southbound off-ramp and construct retaining walls
20. Change the storm drain system along Los Osos Valley Road to handle widening and
profile changes
21. Construct a standard acceleration lane from the southbound on-ramp
Changes to Work to be Performed Resulting from Value Analysis and Public
Comment
22. Include pedestrian crossing controls at all signalized intersections unless specific
movements are determined unsafe or detrimental to traffic conditions
23. Further widen San Luis Obispo Creek Bridge to handle a future Class I bicycle trail
on either shoulder of the structure.
24. Restripe Los Osos Valley Road from two to four lanes in front of the Los Verdes
Parks I and II driveways to assist with access.
25. Construct a right-turn lane from eastbound Los Osos Valley Road to the northbound
US 101 on-ramp.
26. Use concrete paving at end of off-ramps.
27. Outside of state right-of-way, use imprinted asphalt concrete for crosswalks for
increased visibility within project limits.
28. Place bicycle detector loops (subsurface connected to traffic signals) at signalized
intersections
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Alternative 6—Moderate Build, Near Full Standard
West of US 101 to east of US 101, this alternative proposes to widen Los Osos Valley
Road between Calle Joaquin and the Los Verdes communities (see Figures 1.3-3 and 1.3-
4). The existing Los Osos Valley Road overcrossing would be replaced to improve the
profile, vertical clearance, and space required for the southbound hook off-ramp.
In addition, the existing northbound loop on-ramp to US 101 would be reconstructed, and
the northbound off-ramp would be widened. A new northbound diagonal on-ramp to
US 101 may be added in the northeast quadrant of the interchange as a phased
improvement. An auxiliary lane would be added to northbound US 101 from the end of
the northbound loop on-ramp to 1,000 feet beyond the end of the northbound diagonal
on-ramp. The northbound diagonal on-ramp would be supported by retaining walls and
an additional bridge over Prefumo Creek. The existing US 101 southbound on- and off-
ramps would be removed. South of Los Osos Valley Road, new or relocated US 101
southbound on- and off-ramps would be constructed in a hook-ramp configuration. Calle
Joaquin south of Los Osos Valley Road is being realigned to handle the realigned
southbound US 101 ramps. The realign will create a US 101 and Calle Joaquin four-way
intersection north of Los Osos Valley Road.
The following is actual project work to be done:
1. Widen Los Osos Valley Road to four lanes from South Higuera Street to 600 feet
north of Calle Joaquin
2. Extend or reconstruct existing San Luis Obispo Creek culvert crossing to allow for
the widened Los Osos Valley Road
3. Replace the overcrossing at the Los Osos Valley Road and US 101 intersection
4. Relocate and reconstruct the southbound US 101 ramps
5. Reconstruct the northbound US 101 loop on-ramp
6. Construct the northbound US 101 slip on-ramp and merge lane to US-101
7. Construct the northbound US 101 on-ramp bridge and retaining walls at Prefumo
Creek
8. Construct the signalized intersection of US 101 southbound ramps and Calle Joaquin
9. Construct sidewalks and combined bicycle lane/shoulder along Los Osos Valley Road
10. Construct new street lighting along Los Osos Valley Road and Calle Joaquin
11. Modify existing signals at the Los Osos Valley Road and US 101 northbound
off-ramp intersection
12. Remove the existing southbound US 101 ramps and Perfumo Creek box culvert
13. Widen the US 101 northbound off-ramp and construct a retaining wall
14. Extend the Perfumo Creek box culvert under US 101 for the new southbound
off-ramp
15. Construct storm drain systems for Los Osos Valley Road and reconstruct ramps
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16. Modify landscaping and sidewalks along Los Osos Valley Road at Los Verdes Parks
I and II
17. Restripe South Higuera Street
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Transportation Systems Management and Transportation Demand Management
Alternatives
Transportation Systems Management, Transportation Demand Management, and modal
alternatives might be seen as reasonable alternatives, but they are not being considered as viable
alternatives for this project because they do not meet the safety component of the project’s
purpose and need.
Furthermore, ramp metering is not proposed for the northbound or southbound on-ramps as part
of this project. The northbound on-ramp junction would operate at Level of Service C in 2015,
similar to that of the mainline, also C. The southbound on-ramp would be metered in effect by the
stop-controlled intersection at Calle Joaquin for Alternative 6. That intersection would remain
stop-controlled through design year 2035. The southbound on-ramp junction would operate at
Level of Service B/D, also similar to the mainline at Level of Service B/D. Ramp metering could
be considered in the future as an option to widening US 101.
1.3.2 No-Build Alternative
Environmental review must consider the effects of not building the proposed project. The
No-Build Alternative provides a baseline for comparing the impacts of all alternatives.
Effects of the No-Build Alternative include a deteriorating level of service, impacts to air
quality, and continuing safety conditions. Unless operational improvements are made,
future planned development and general regional growth would increase traffic volumes
to a degree that all intersections in the vicinity of the Los Osos Valley Road and US 101
interchange would operate with severe congestion during both the morning and afternoon
peak hours. This would result in congestion on US 101 from backups at the off-ramp
intersections. This congestion would affect both local traffic on Los Osos Valley Road
and regional traffic on US 101. Decreasing operational efficiency may negatively affect
air quality and would likely affect existing safety
1.3.3 Comparison of Alternatives
The difference between Alternative 3 and Alternative 6 is the method used to add travel lanes on
Los Osos Valley Road at the US 101 overcrossing. Alternative 3 would use the existing structure
to carry the westbound lanes and would construct a separate but adjacent structure to carry the
eastbound lanes over US 101. Alternative 6 would replace the existing structure with a new,
wider structure that would accommodate both the westbound and eastbound lanes. These
alternatives also differ in the type and location of the southbound on- and off-ramps and the
configuration of the northbound on- and off-ramp intersection with Los Osos Valley Road, which
results in a larger ultimate project footprint for Alternative 6 (refer to Figures 1.3-1 through 1.3-
4). The estimated construction cost of these alternatives is $16 million for Alternative 3 and $23.5
million for Alternative 6.
Environmental impacts for the build alternatives are very similar in magnitude although
Alternative 3 would result in slightly less ground and creek disturbance than Alternative 6. Under
Alternative 6, therefore, the project would result in slightly more vegetation removal and impacts
to biological resources (refer to Section 2.3). Alternative 6 would also construct deeper footings,
which have the potential to affect paleontological resources. Table 1.3-1 includes a summary of
the criteria used to select a preferred alternative.
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Table 1.3-1: Preferred Alternative Selection Criteria
Selection Criteria Alternative 3 Alternative 6
Purpose and Need
Meets project purpose and need Preferred -
Design Features
Method used to add travel lanes on Los Osos Valley Road
at the US 101 overcrossing Preferred -
Location of the southbound on- and off-ramps Preferred -
Configuration of the northbound on- and off-ramp
intersection with Los Osos Valley Road Preferred -
Costs
The estimated construction cost Preferred -
Estimated right-of-way cost Preferred -
Environmental
Amount of ground and creek disturbance Preferred -
Amount of vegetation removal and impacts to biological
resources Preferred -
Depth of footings construction and impacts on
paleontological resources Preferred -
Public Input
Public input on preferred alternative Preferred -
1.3.4 Identification of a Preferred Alternative
After public review and comment, input from stakeholders and the Caltrans project development
team, and a comparison of the benefits and impacts of the alternatives, Alternative 3 was selected
by Caltrans as the preferred alternative and as the least environmentally damaging practicable
alternative (please refer to Table 1.3-1 for selection criteria). The City of San Luis Obispo (the
local project proponent) also identified Alternative 3 as the locally preferred alternative.
Alternative 3:
Meets the project’s purpose and need to the greatest extent of the viable alternatives.
Has the smallest environmental footprint of the viable alternatives.
Fully accommodates future highway widening.
Is the most feasible and attainable solution.
1.3.5 Alternatives Considered but Eliminated From Further Discussion
This section explains why certain alternatives in the early development process were not
considered further.
Alternative 1
Alternative 1 proposed to replace the Los Osos Valley Road overcrossing on the current
alignment to achieve standard vertical clearance over US 101. The profile of Los Osos Valley
Road approaching the overcrossing would be flattened to meet stopping-sight distance standards.
The San Luis Obispo Creek culvert crossing would be replaced with a bridge. The southbound
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25
on- and off-ramps from US 101 would be realigned to move the intersection with Los Osos
Valley Road west, toward US 101, to achieve standard intersection spacing. Calle Joaquin south
of Los Osos Valley Road would be realigned so that the existing “T” intersection of Los Osos
Valley Road and Calle Joaquin north of Los Osos Valley Road would be converted to a four-way
intersection. This alternative was rejected because of its similarity to Alternative 3, which
provides the same functionality while preserving existing infrastructure and minimizing cost.
Alternative 2
Alternative 2, known as the Los Verdes Bypass to South Higuera alternative, proposed to realign
Los Osos Valley Road from Calle Joaquin west of US 101 to a new intersection with South
Higuera Street, south of the Los Verdes neighborhood. The existing Los Osos Valley Road
overcrossing and the San Luis Obispo Creek culvert crossing would be completely replaced. The
severed portion of Los Osos Valley Road that provides access to Los Verdes would be either
extended to intersect Los Osos Valley Road 410 feet west of the northbound ramps intersection or
converted to a cul-de-sac. The northbound on- and off-ramps from US 101 would be realigned as
hook ramps to cross San Luis Obispo Creek with a bridge and intersect Los Osos Valley Road.
The southbound on- and off-ramps from US 101 could either intersect Los Osos Valley Road or
Calle Joaquin.
This alternative had the greatest environmental impacts and highest cost of all the alternatives
studied. Alternative 2 would cost approximately twice as much as Alternative 3. Operationally,
the layout directed more traffic to the Higuera/US 101 interchange. While the alternative
addressed some regional circulation issues, those are not a specific part of the project’s defined
need and purpose to increase capacity of the Los Osos Valley Road interchange. This alternative
was rejected from further consideration because of its higher environmental impacts and high
cost.
Alternative 4
This alternative proposed southbound ramps between Los Osos Valley Road and Prado Road.
The drawbacks of this alternative were the adverse traffic operations associated with moving the
southbound on-ramp a great distance north of Los Osos Valley Road and the conversion of prime
farmland (land use) for the ramp relocations. This alternative would require southbound motorists
to drive nearly a half-mile from the interchange and would require the acquisition of a large piece
of farmland for ramp runoffs and the Calle Joaquin extension. So, based on traffic evaluations,
land use planning, and public input, this alternative was rejected from further consideration.
Alternative 5
Alternative 5, with a roundabout, proposed to widen Los Osos Valley Road between the
southbound on- and off-ramps from US 101 and the Los Verdes neighborhood east of US 101.
Calle Joaquin north and south of Los Osos Valley Road and the southbound US 101 ramps would
be realigned to create one intersection with Los Osos Valley Road in the form of a roundabout
with six access points. This alternative was rejected based on heavy public opposition, traffic
operational concerns with six points of access, and severe business impacts.
Alternative 7
Alternative 7 was presented as a full standard alternative with respect to Caltrans design
standards. It proposed to replace the Los Osos Valley Road overcrossing on the current alignment
to achieve standard vertical clearance over US 101. The profile of Los Osos Valley Road
approaching the overcrossing would be flattened to meet stopping-sight distance standards. Los
Osos Valley Road would be widened between Calle Joaquin west of US 101 and the Los Verdes
neighborhood east of US 101. The US 101 ramps would be realigned in a standard diamond
configuration to achieve standard design speeds, sight distance, and super-elevation transitions.
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26
Calle Joaquin would be moved west of its current connection to Los Osos Valley Road to achieve
the standard intersection spacing. This alternative had high right-of-way costs for business
relocation, purchase, and cleanup. It was rejected based on environmental concerns: greater
negative impact to wetland, farmland, and riparian habitat; the relocation of Calle Joaquin onto
delineated wetland; greater impact to migratory bird habitat; and the impact to open space and
conservation areas. This alternative did not meet U.S. Army Corps of Engineers criteria for Least
Environmentally Damaging Practicable Alternative and is not a viable alternative from a
community impacts or cost standpoint.
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1.4 Permits and Approvals Needed
Table 1.4-1: Permits, Reviews, and Approvals Required for Project Construction
Agency Permit/Approval Status
U.S. Fish and Wildlife Service Section 7 Consultation for Threatened
and Endangered Species Review and
Comment on 404 Permit
Biological Opinion was obtained from
U.S. Fish and Wildlife Service on August
8, 2008
National Oceanic and
Atmospheric Administration
Section 7 Consultation for Threatened
and Endangered Species Review and
Comment on 404 Permit
Biological Opinion was obtained from the
National Oceanic and Atmospheric
Administration on July 14, 2009
U.S. Army Corps of Engineers Section 404 Permit for filling or
dredging Waters of the United States
Application for Section 404 permit
anticipated after distribution of the final
environmental document
California Department of Fish
and Game
Section 1602 Agreement for Lake or
Streambed Alteration
Application for 1602 permit anticipated
after distribution of the final environmental
document
Central Coast Regional Water
Quality Control Board
Water Quality Certification
Application for Section 401 permit
anticipated after distribution of the final
environmental document
State Water Resources Control
Board
Notice of Intent to comply with the
National Pollution Discharge
Elimination System Permit
Application for Section 402 permit
anticipated after distribution of the final
environmental document
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Chapter 2. Affected Environment, Environmental
Consequences, and Avoidance, Minimization, and/or
Mitigation Measures
This chapter explains the impacts that the project would have on the human, physical, and
biological environments in the project area. It describes the existing environment that could be
affected by the project, potential impacts from each of the alternatives, and proposed avoidance,
minimization, and/or mitigation measures. Any indirect impacts are included in the general
impacts analysis and discussions that follow.
As part of the scoping and environmental analysis conducted for the project, the following
environmental issues were considered, but no adverse impacts were identified. Consequently,
there is no further discussion regarding these issues in this document:
Growth—The improvements proposed for the existing interchange at Los Osos Valley Road
and US 101 consist of only operational improvements to correct existing and projected
deficiencies in the level of service for current traffic volumes (Traffic Study 2007).
Community Impacts—The interchange is an existing feature. Because no residential
relocations would occur, implementation of either build alternative would not divide or
directly affect any identified neighborhood or community. Impacts relating to relocations
would include only partial acquisition or temporary acquisitions for construction easements
related to either build alternative or the No-Build Alternative.
Cultural Resources—No historic properties were identified within or immediately adjacent
to the project area of potential effect. The project would not have an adverse effect on any
cultural resources. However, if previously unidentified cultural materials were unearthed
during construction, it is Caltrans’ policy that work be halted in that area until a qualified
archaeologist could assess the significance of the find. A Historic Property Survey Report
regarding cultural resources was completed in 2008. No cultural resources were identified.
Noise and Vibration—A Noise Impact Analysis was prepared that modeled sensitive land
uses in the project vicinity. Based on results of the noise modeling for traffic conditions in
the existing, future no-build, Alternative 3 and Alternative 6 scenarios, it is clear that
Caltrans federal noise thresholds have not been exceeded. With respect to the California
Environmental Quality Act, Caltrans defines a 12 dBA increase due to the project as
significant noise impact. Since the proposed project does not increase noise levels by 12
dBA or more, it would not result in a significant noise impact. However, the project would
use alternative paving technologies, which may include open-grade or rubberized asphalt
between South Higuera and San Luis Obispo Creek bridge on Los Osos Valley Road for Los
Verdes Parks I and II as an environmental enhancement measure. Rubberized and open-
grade asphalt is known as “quiet pavement” because it reduces the audible noise emanating
from traffic.
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2.1 Human Environment
2.1.1 Land Use
2.1.1.1 Existing and Future Land Use
Affected Environment
The project area is an existing roadway corridor and is identified in the Land Use Element and
Circulation Element of the San Luis Obispo General Plan (revised 2006). Adjacent to the Los
Osos Valley Road corridor are two residential communities named Los Verdes on both sides of
Los Osos Valley Road. These residences are between South Higuera and agricultural land before
the San Luis Obispo Creek. North of the San Luis Obispo Creek is the interchange and US 101
followed by some commercial properties until the end of the project at Calle Joaquin. North of
Calle Joaquin and the project area has been designated as a Vehicle Sales Area. The agricultural
land between Los Verdes and the creek is planned to be developed in the near future, but is
currently zoned as agriculture in the City’s Land Use Element. Portions of the existing and
widened Los Osos Valley Road are also located within the 100-year floodplains and within the
urban reserve creeks of the City.
Environmental Consequences
Current or future land uses surrounding the interchange would not change as a result of the
proposed project.
Avoidance, Minimization, and/or Mitigation Measures
No avoidance, minimization, and/or mitigation measures are required because the project does
not cause adverse impacts with respect to existing or future land use.
2.1.1.2 Consistency with State, Regional, and Local Plans
Affected Environment
The proposed project would improve an existing intersection in the City of San Luis Obispo and
partially within the unincorporated county. The project is currently listed in both the City and
County of San Luis Obispo’s General Plan Circulation Elements.
Environmental Consequences
Because the proposed project does not change land use, but rather increases functionality of the
existing interchange, the interchange improvements would not conflict with any applicable land
use plan, policy, or regulation of an agency with jurisdiction over the project.
Avoidance, Minimization, and/or Mitigation Measures
No avoidance, minimization, and/or mitigation measures are required. The project is consistent
with state, regional, and local plans and does not cause adverse impacts with respect to this aspect
of land use.
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2.1.2 Farmlands
Regulatory Setting
The California Environmental Quality Act requires the review of projects that would convert
Williamson Act contract land to non-agricultural uses. The main purposes of the Williamson Act
are to preserve agricultural land and to encourage open space preservation and efficient urban
growth. The Williamson Act provides incentives to landowners through reduced property taxes to
deter the early conversion of agricultural and open space lands to other uses.
Affected Environment
The vacant parcels east of San Luis Obispo Creek (Assessor Parcel Number 053-161-014 and
053-141-013) are identified as prime farmland in the City Conservation and Open Space Element
(Figure 10: 2006). Based on information from the San Luis Obispo County Tax Assessor’s
Office, neither parcel is subject to a Williamson Act contract. The future plan for these parcels is
currently unknown. These parcels are currently being farmed on an inconsistent basis.
Environmental Consequences
Impacts to prime farmland for Alternative 3 involve a 1.4-acre easement for channel silt removal
southwest of the interchange and 0.23 acre of fill associated with the widened Los Osos Valley
Road on a parcel (Assessor Parcel Number 053-161-014). Impacts to prime farmland for
Alternative 6 include the 1.4-acre easement and 0.28 acre of fill associated with the widened Los
Osos Valley Road on the same parcel south of Los Osos Valley Road (Assessor Parcel Number
053-161-014). None of this land is under a Williamson Act contract.
Avoidance, Minimization, and/or Mitigation Measures
No avoidance, minimization, and/or mitigation measures are required. The project is consistent
with state, regional, and local plans and does not cause adverse impacts with respect to farmland.
2.1.3 Real Property Aquisition
Affected Environment
The three parcels that would be partially or temporarily affected by the two build alternatives are
identified as Assessor Parcel Numbers (APN) 053-161-014, 053-141-013, and 053-151-016. APN
053-161-014 and 053-141-013 are identified as prime farmland in the City Conservation and
Open Space Element and are discussed in the Section 2.1.2 Farmlands. APN 053-151-016 is
owned by ARCO gas station, and a temporary construction easement would be required (to make
changes to its driveway). Temporary closure of this business could occur during construction for
both alternatives. If closures occur, displacement assistance would take place. These would not
cause disproportionately high and adverse effects on the health and environment of minority and
low-income populations.
Environmental Consequences
Current or future real property acquisition surrounding the interchange would not permanently
change as a result of the proposed project.
Avoidance, Minimization, and/or Mitigation Measures
No avoidance, minimization, and/or mitigation measures are required because the project does
not cause adverse impacts with respect to existing or future real property acquisition.
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2.1.4 Utilities/Emergency Services
Affected Environment
The City of San Luis Obispo uses a multi-source water supply strategy, obtaining water from
three sources: Salinas Reservoir (Santa Margarita Lake), Whale Rock Reservoir, and ground
water.
The City of San Luis Obispo’s wastewater collection system consists of 130 miles of sewer pipe
(at an average depth of six feet), more than 2,500 manholes, and eight sewage pump stations. This
system conveys about 4.5 million gallons of wastewater per day to the city’s water reclamation
facility, which is responsible for treating all of the wastewater (sewage) within the city, at Cal
Poly, and at the county airport.
The artificial ponds upstream of the project area along San Luis Obispo Creek were part of an
earlier city water treatment facility that is now closed. The ponds currently serve as informal
natural habitat for wildlife and the City is considering various options for improvement in this
capacity. Regional landfills in the area include Cold Canyon and the Chicago Grade Landfill.
The City of San Luis Obispo Fire Department provides fire protection and emergency services in
the project area. The department has four fire stations in San Luis Obispo. The station that serves
the project area is Fire Station Four at 1395 Madonna Road at the intersection of Madonna and
Los Osos Valley roads. The City of San Luis Obispo Police Department provides police
protection services in the project area. The department consists of 87 employees, 61 of which are
sworn police officers.
Environmental Consequences
Implementation of the proposed project would not result in the need for additional water supply
or sewer services, nor would it generate any wastewater or require new water supplies. The
project would relocate electric, telephone, gas, or other public utilities with minimal disruption to
service. Utility companies that are involved with the project influence area include: PG&E, SBC,
City of San Luis Obispo, County of San Luis Obispo, Southern California Gas Company
(Distribution and Transmission), Charter Communications, AT&T, MCI, and TOSCO. Details
regarding utility relocation may be modified and refined during the PS&E phase of design.
Proposed utility relocations at this time are as follows:
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Table 2.1-1: Proposed Utility Relocations
Alternative 3 Alternative 6
Utility Relocation Utility Company Utility Relocation Utility Company
Relocate
communication line
MCI and AT&T Relocate
communication line
MCI and AT&T
Relocate joint utility
and electric facilities
PG&E Relocate joint utility
and electric facilities
PG&E
Relocate telephone
facilities
SBC Relocate telephone
facilities
SBC
Relocate 16” high
pressure gas line
Southern California
Gas
Relocate 16” high
pressure gas line
Southern California
Gas
Adjust manhole cover
and water valve cover
City of San Luis
Obispo Sewer
Adjust manhole
covers and water
valve cover
City of San Luis
Obispo Sewer
Relocate cable TV
facilities
Charter
Communications -
Cable TV
Relocate cable TV
facilities
Charter
Communications -
Cable TV
Relocate 6” gas line TOSCO Adjust water valve
covers and relocate
fire hydrants
City of San Luis
Obispo Water
The project would also include minor changes to existing storm drainage facilities connecting
with the existing drainage system. Implementation of the proposed project would minimally
increase the amount of impermeable surfaces in the project area on the revised road alignment
and widened overcrossing. This small increase in surface area would result in a minimal increase
in storm water runoff, but would not require new storm water drainage infrastructure or facilities
beyond that proposed to bring existing interchange drainage facilities closer to current design
standards.
Project construction would generate a small amount of solid waste through the removal of earthen
material from the channel bottom during construction of support infrastructure for the bridge, and
general debris from project construction. Upon completion, the expanded bridge would not
generate any solid waste. It is expected that the small amount of solid waste generated by project
construction would be disposed of at an appropriate landfill that can easily accommodate the
small volume of solid waste.
Construction could temporarily affect police and fire emergency access during lane closures
needed to complete the improvements proposed under Alternatives 3 and 6. Completion of
construction would increase operational efficiency of the roadway and would ultimately improve
emergency access through the area.
Avoidance, Minimization, and/or Mitigation Measures
Utilities that are negatively disrupted due to construction of the proposed project would be
relocated, by the City. Utility companies would be coordinated with to avoid any unnecessary
disruption to utility services. Temporary interruption of service to utility customers during
relocation for construction may occur; permanent interruptions would not occur. No interruption
of emergency services is anticipated. Emergency service providers would be notified one month
before construction begins and provided with a transportation coordination plan identifying road
closures and construction schedules.
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33
2.1.5 Traffic and Transportation/Pedestrian and Bicycle Facilities
The traffic section discusses the project’s impacts on traffic and circulation, both during
construction (construction impacts) and after completion of the project (long-term impacts).
Regulatory Setting
Caltrans directs that full consideration should be given to the safe accommodation of pedestrians
and bicyclists during the development of federal-aid highway projects. The special needs of the
elderly and the disabled must be considered in all projects that include pedestrian facilities. When
current or anticipated pedestrian and/or bicycle traffic presents a potential conflict with motor
vehicle traffic, every effort must be made to minimize the detrimental effects on all highway
users who share the facility.
Caltrans is committed to carrying out the 1990 Americans with Disabilities Act by building
transportation facilities that provide equal access for all persons. The same degree of
convenience, accessibility, and safety available to the general public will be provided to persons
with disabilities.
Affected Environment
The US 101/Los Osos Valley Road interchange proposed for improvements is currently
configured as a diamond interchange, except for a loop ramp in the southeast quadrant. The Los
Osos Valley Road overcrossing was built in 1962 to carry two lanes of traffic. It was widened in
1987, maintaining two lanes, and restriped in 2007 to carry three lanes of traffic. The existing
bridge is a four-span structure about 300.5 feet long and 55 feet wide. The on-ramp to southbound
US 101 is accessed from Calle Joaquin South and not directly from Los Osos Valley Road. The
southbound US 101 off-ramp intersects Los Osos Valley Road at the Los Osos Valley Road/Calle
Joaquin South intersection. Calle Joaquin North intersects Los Osos Valley Road about 300 feet
west of the southbound US 101 off-ramp/Calle Joaquin-South intersection.
This portion of US 101 is a four-lane freeway with 12-foot lanes, 8-foot right shoulders, and a
median width of 40 feet. Local commuter traffic is the primary user of this portion of US 101, but
a large percentage of travel through the study area is interregional. US 101 is one of the main
interregional north-south travel routes in California, connecting the San Francisco Bay Area with
the Los Angeles area. The 2001 Transportation Concept Report recommends that US 101 be
expanded to a six-lane freeway through this segment. Widening US 101 is not part of this project,
but intersection improvements would not preclude future widening of US 101.
A Traffic Operations Report has been prepared to develop forecast traffic volumes and
operational analysis in the project area (2007). The traffic volume forecasts were generated using
the City of San Luis Obispo Citywide Traffic Model (SLOCTM); General Plan build-out
conditions are reflected in the Design Year (2035) forecasts. Information from the Traffic
Operations Report is summarized below. Current and forecast Level of Service and average delay
for opening year 2015 and for the design year 2035 are shown in Tables 2.1-2 and 2.1-3 below.
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Table 2.1-2: Opening Year (2015) Intersection Levels of Service
Intersection
Peak
Hour1
No-Build
Alternative Alternative 3 Alternative 6
Delay2 LOS3 Delay2 LOS3 Delay2 LOS3
Los Osos Valley Road/Auto Park Way AM
PM
77.1
89.9
E
F
22.1
23.4
C
C
23.6
25.9
C
C
Los Osos Valley Road/Calle Joaquin AM
PM
126.6
144.3
F
F
15.3
29.2
B
C
28.5
32.7
C
C
Los Osos Valley Road/US 101 Southbound
Off-Ramp-Calle Joaquin (South)
AM
PM
> 200
> 200
F
F
19.1
18.2
B
B
Intersection eliminated
with alternative
Calle Joaquin (South)/US 101 Southbound
On-Ramp (intersection without signals)
AM
PM
Intersection eliminated
with alternative
26.2
31.3
D
D
Los Osos Valley Road/US 101 Northbound
Ramps
AM
PM
> 200
> 200
F
F
23.9
25.2
C
C
19.6
14.7
B
B
Los Osos Valley Road/Los Verdes Drive
(intersection without signals)3
AM
PM
> 200
26.7
F
D
67.4
16.1
F
C
55.7
17.4
F
C
Los Osos Valley Road/South Higuera Street AM
PM
29.7
35.3
C
D
26.8
28.5
C
C
27.3
29.3
C
C
South Higuera Street/Vachell Lane (intersection
without signals)
AM
PM
> 200
> 200
F
F
> 200
> 200
F
F
> 200
> 200
F
F
Notes: 1 AM = Morning peak-hour, PM = Evening peak-hour.
2 Average delay reported in seconds per vehicle for signalized intersections. The worst movement/approach delay is
reported in seconds per vehicle for side-street, stop-controlled intersections.
3 LOS = Level of service
Bold font indicates unacceptable intersection operations (LOS E or worse).
Source: Traffic Operation Report, 2007.
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Table 2.1-3: Design Year (2035) Intersection Level of Service Summary
Intersection
Peak
Hour1
No-Build
AlternativeAlternative 3 Alternative 6
Delay2 LOS3 Delay2 LOS3 Delay2 LOS3
Los Osos Valley Road/Auto Park Way AM
PM
162.7
77.1
F
E
26.0
31.2
C
C
28.2
50.3
C
D
Los Osos Valley Road/Calle Joaquin (North) AM
PM
134.3
83.6
F
F
15.1
34.9
B
C
27.9
39.6
C
D
Los Osos Valley Road/US 101 Southbound
Off-Ramp-Calle Joaquin (South)
AM
PM
> 200
> 200
F
F
15.9
23.7
B
C
Intersection does not
exist with alternative
Calle Joaquin (South)/US 101 Southbound
On-Ramp (intersection without signals)
AM
PM
Intersection does not
exist with alternative
19.3
49.84
C
E
Los Osos Valley Road/US 101 Northbound
Ramps
AM
PM
> 200
> 200
F
F
34.2
26.9
C
C
18.5
14.6
B
B
Los Osos Valley Road/Los Verdes Drive
(intersection without signals)
AM
PM
181.8
> 200
F
F
36.0
150.3
E
F
37.7
110.3
E
F
Los Osos Valley Road/South Higuera Street AM
PM
30.0
> 200
C
F
28.8
63.4
C
E
28.9
72.4
C
E
South Higuera Street/Vachell Lane (intersection
without signals)
AM
PM
58.25
> 2005
F
F
65.25
74.55
F
F
79.65
103.75
F
F
Notes: 1 AM = Morning peak-hour, PM = Evening peak-hour.
2 Average delay reported in seconds per vehicle for signalized intersections. The worst movement/approach delay is
reported in seconds per vehicle for side-street, stop-controlled intersections.
3 LOS = Level of service
4 Westbound left turn delay.
5 The uncontrolled southbound left-turn delay is greater than the side-street stop-controlled delay because the southbound
queue extends north from Los Osos Valley Road and blocks the southbound left-turn pocket.
Bold font indicates unacceptable intersection operations (LOS E or worse).
Source: Traffic Operation Report, 2007.
These tables show that projected Level of Service and average stop delay times at each
intersection (except South Higuera Street at Vachell Lane) for Alternatives 3 and 6 improve over
future no-build conditions. Conditions improve for both morning and afternoon peak-hour traffic.
Delays at South Higuera Street and Vachell Lane are similar to the No-Build Alternative in 2015.
In 2035, the morning peak-hour traffic has a longer delay with Alternative 3 or 6 than with the
No-Build Alternative, but the afternoon delay for either build alternative is less than for the No-
Build Alternative at this intersection.
Environmental Consequences
The proposed project would not increase traffic, but would instead improve traffic operations and
safety on Los Osos Valley Road and at the Los Osos Valley Road/US 101 interchange. Because
completion of either build alternative improves rather than worsens traffic operations and brings
the City closer to General Plan operational efficiency goals, both build alternatives alleviate
existing and project traffic congestion and provide new/improved pedestrian/bicycle facilities for
safety. Three-year mainline collision data for the project area was provided by Caltrans for
analysis and review of collisions near the Los Osos Valley Road/US 101 interchange to determine
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appropriate safety improvements for the interchange. Expected project safety improvements are
discussed in Section 1.2.2. The acceptable Caltrans Level of Service for the proposed project is
Level of Service D on surface streets and Level of Service C/D cusp for US 101 at year 2035. The
C/D cusp is the transition point between Level of Service C and D. Project alternatives provide
additional travel lanes on Los Osos Valley Road over US 101 and through the ramp intersections
that would better serve the needs of local and regional traffic (including bicycle and pedestrian
traffic). The project is to be designed so that it would not preclude the planned future widening of
US 101 or future interchange improvements.
During the demolition and construction phases of the proposed project, auto traffic, bicyclists and
pedestrians would be diverted around construction areas, which would likely result in a temporary
change in emergency access.
Avoidance, Minimization, and/or Mitigation Measures
See Section 2.4 Construction Impacts for measures to control traffic during construction.
2.1.6 Visual/Aesthetics
Regulatory Setting
The California Environmental Quality Act establishes that it is the policy of the state to take all
action necessary to provide the people of the state “with…enjoyment of aesthetic, natural, scenic,
and historic environmental qualities.” [California Public Resources Code Section 21001(b)]
Affected Environment
The following descriptions of the affected visual environment, anticipated impacts, and proposed
avoidance and minimization measures are summarized from the Scenic Resources Evaluation
(2007).
Regionally, the project area lies within the Coast Ranges. This area has varied slopes on and next
to the project site, including the Irish Hills and Los Osos Valley, and even greater variability
beyond the project, specifically in the Cuesta Ridge of the Santa Lucia Mountains, within view of
the interchange. The interchange sits at the edge of the Los Osos Valley, against the Irish Hills.
Three creeks run through the project area: San Luis Obispo Creek, Prefumo Creek, and Froom
Creek. The San Luis Obispo and Prefumo creeks are heavily vegetated, however, and are
generally not visible even from the Irish Hills, except as bands of riparian vegetation.
The slopes and valley west of the interchange have historically been used for ranching by the
Madonna family. East of the interchange, agricultural fields and industrial uses have dominated.
Vegetation on the valley floor includes stands of native sycamore, cottonwood, Arroyo Willow,
annual grassland, and also non-native ornamentals associated with the developed land within the
project area (Natural Environment Study Report 2008). The adjacent hills remain largely
unchanged, with open California annual grassland and oak woodland.
The project setting includes both natural resource features and a developed, urban environment.
Natural resource features include the Irish Hills, Cuesta Ridge, and Los Osos Valley. Developed
features include Froom Ranch, which was determined eligible for the National Register of
Historic Places in connection with a local commercial development project, and a variety of
recent construction, including hotels, large-scale shopping centers, and residential developments.
Riparian vegetation, sycamore, and annual grasslands compose the primary vegetation resources
within the interchange area.
US 101 within the project area is not a designated scenic roadway, but is an eligible scenic
roadway by the California Department of Transportation. The City of San Luis Obispo 2006
Conservation and Open Space Element, however, identifies US 101 and the portion of Los Osos
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Valley Road north of the interchange in the Scenic Roadways section and gives these roadways a
designation of high scenic value through the project area.
The City’s scenic designation for the interchange location is based on the visual quality of the
landscape in the project area. The high visual quality of the Los Osos Valley Road and US 101
corridors is generally defined by two factors: the unobstructed views of the adjacent hillsides and
the rural character of the valley floor. This high visual quality rating for the project area is
moderated in areas where views to the hillsides are reduced by the existing interchange or where
the visual integrity of the rural open space has been compromised with existing transportation
elements.
The Los Osos Valley Road interchange is also defined in the City of San Luis Obispo 1994
Circulation Element and the April 4, 2006 amendment (Resolution No. 9785) as an entryway to
the community of San Luis Obispo. The Traffic Management section states that “segments of
these routes leading into San Luis Obispo should include landscaped medians and roadside areas
to better define them as community entryways.” Additionally, the Scenic Roadways section
establishes a policy to “preserve and improve views of important scenic resources from streets
and roads.”
The following policies from the 2006 Conservation and Open Space Element and 1994
Circulation Element address the scenic importance of designated local roads, such as Los Osos
Valley Road:
Policy 9.1.4.D – Streetscapes and major roadways. Encourage the use of water-conserving
landscaping, street furniture, decorative lighting and paving, arcaded walkways, public art,
and other pedestrian-oriented features to enhance the streetscape appearance, comfort, and
safety. (Conservation and Open Space Element)
Policy 9.2.1.B – Views to and from public places, including scenic roadways. Utilities,
traffic signals, and public and private signs and lights shall not intrude on or clutter views,
consistent with safety needs. (Conservation and Open Space Element)
Policy 15.1 – The City will participate with Caltrans, the county and other cities to establish
a program for enhancing the visual character of the Highway 101 corridor. (Circulation
Element)
The existing visual quality of the project setting is moderate. Views of the general project vicinity
from the main viewing corridors, Los Osos Valley Road and US 101, look mainly toward open
space and the scenic backdrop of the Irish Hills and Cuesta Ridge. Views from drivers on the
eastern and western sides of the Los Osos Valley Road/US 101 interchange, however, are
sometimes obstructed by the existing Los Osos Valley Road interchange, which from some
locations blocks background views. The rural character of that location is also diminished
somewhat by the presence of the development nearby and the auto dealerships, commercial, and
residential areas to the southeast. In spite of the increasing development and changing foreground
appearance, the Irish Hills and Cuesta Ridge continue to provide a visually dominant scenic
backdrop as seen from most of the Los Osos Valley Road interchange.
Environmental Consequences
There are no scenic vistas in the project area, and the overall regional view would not change
substantively because the project changes an existing interchange rather than builds a new facility
where none previously existed.
The proposed build alternatives would not substantially degrade the existing visual character or
quality of the site and its surroundings because an interchange already exists on the project site.
Modification of the interchange would not create new obstructions of middle-ground or
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background views. Photos of existing and photo simulation of future conditions are included in
Figure 2.1-1 through 2.1-3.
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Figure 2.1-1: Photo Simulation 1, View South of Traveler on US 101
Existing Conditions Above, Alternative 3 Center, Alternative 6 Below
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Figure 2.1-2: Photo Simulation 2, View North of Traveler on US 101
Existing Conditions Above, Alternative 3 Center, Alternative 6 Bottom
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Figure 2.1-3: Photo Simulation 4. The Project Alternatives as Seen From Los Osos
Valley Road, View West of Traveler on Los Osos Valley Road over US 101
Existing Conditions Above, Alternative 3 center, Alternative 6 Bottom
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As seen from US 101, Alternative 3 would be as visible as the current interchange is from the
north and the south. Views of the ramps under Alternative 6 are more visible from the southerly
view with the addition of the northbound on-ramp, but remain largely unchanged from the
northerly view. The minimal increase in structure height under both Alternatives 3 and 6 would
not substantially increase or block current views of the Irish Hills or Cuesta Ridge backdrops.
Lighting would be added to the bridge under both Alternatives 3 and 6; lighting would increase
the visibility of the structure. Removal of overhead utility lines would take away the break in the
tree line that currently exists from the southern view and would help to declutter the overall
interchange appearance under both Alternatives 3 and 6. Removal of vegetation would
temporarily increase visibility of concrete and retaining walls rather than natural vegetation.
Views for travelers on Los Osos Valley Road would remain largely unchanged under Alternatives
3 and 6. Broad background views of the Irish Hills and Cuesta Ridge may be slightly improved
with removal of some large vegetation and increased height of the new bridge structures. The
inclusion of lighting on the bridge would add a visual element to the setting.
Impacts are considered neutral because 1) similarities exist between the current structure and the
proposed new/parallel structure, 2) views of the surrounding areas would be improved from some
perspectives and remain unchanged in others, and 3) loss of mature vegetation would result in a
short-term impact to viewer groups because more concrete would be visible than is currently
visible. Temporary impacts include increased visibility of concrete due to vegetation removal
during construction.
Avoidance, Minimization, and/or Mitigation Measures
Mitigation Measure V-1: Screening of increased concrete visibility. The landscape plan would
include a planting screen along exposures of bridge abutments and at some proposed retaining
wall locations, where appropriate. The planting would complement the naturally appearing form
of the interchange and not look like a formal, manicured landscape. The design would avoid a
linear planting along the wall locations. The landscape plan would be developed in coordination
with Caltrans Landscape Architecture staff for areas within state right-of-way, as well as with the
City’s Architectural Review Committee and City staff. A Caltrans maintenance plan would be
developed during the Plans, Specifications, and Estimate phase of the project to ensure that
plantings within the state right-of-way establish to sufficiently reduce the identified impact.
Mitigation Measure V-2: Replace vegetation lost because of construction. This mitigation
would result in a naturalized condition comparable to the density, spacing, and species variety of
the existing conditions. The site would be replanted with similar species to those that were
affected by the project. Replacement plants would be sized to reach the existing plant sizes within
the minimal time feasible. Maintenance and monitoring would be required to assure plant survival
so the existing conditions are closely replicated within the determined timeframe. The
revegetation plan would be developed in coordination with Caltrans Landscape Architecture staff
for areas within state right-of-way, as well as with the City’s Architectural Review Committee
and City staff.
Mitigation Measure V-3: Consideration of aesthetic features for the bridge structure and
interchange setting. Implementation of architectural features, developed with Caltrans and City
aesthetic standards, would be considered to meet the desired goals as defined in the Conservation
and Open Space Element of the City’s General Plan. The aesthetic features would be developed
in coordination with Caltrans Landscape Architecture staff for areas within state right-of-way as
well as with the City’s Architectural Review Committee and City staff.
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Mitigation Measure V-4: Develop Lighting Plan. A lighting plan would be developed that
requires project lighting to be appropriately shielded. Project lighting design would be consistent
with all Caltrans and City lighting guidelines and standards and would be developed with
Caltrans and City aesthetic standards. The lighting plan would be developed in coordination with
Caltrans Landscape Architecture staff for areas within state right-of-way, as well as with the
City’s Architectural Review Committee and City staff.
2.2 Physical Environment
2.2.1 Hydrology and Floodplain
Regulatory Setting
Executive Order 11988 (Floodplain Management) directs all federal agencies to refrain from
conducting, supporting, or allowing actions in floodplains unless it is the only practicable
alternative. Requirements for compliance are outlined in 23 Code of Federal Regulations 650
Subpart A.
To comply, the following must be analyzed:
The practicability of alternatives to any longitudinal encroachments
Risks of the action
Impacts on natural and beneficial floodplain values
Support of incompatible floodplain development
Measures to minimize floodplain impacts and to preserve/restore any beneficial floodplain
values affected by the project.
The base floodplain is defined as “the area subject to flooding by the flood or tide having a one
percent chance of being exceeded in any given year.” An encroachment is defined as “an action
within the limits of the base floodplain.”
Affected Environment
The bridges and culverts associated with the Los Osos Valley Road/US 101 Interchange Project
lie in the San Luis Obispo Creek watershed and are described in the Location Hydraulic Study
Report (2010). The total watershed is about 84 square miles, with the area of watershed
influencing the project site equaling about 49 square miles.
San Luis Obispo Creek begins about nine miles upstream of the site. Prefumo Creek and Froom
Creek are both tributaries to San Luis Obispo Creek. Prefumo Creek begins at Laguna Lake, one
mile upstream of the project. Froom Creek begins 3.4 miles upstream of the project. Confluence
of San Luis Obispo Creek and Prefumo Creek occurs about 390 feet upstream of where Los Osos
Valley Road crosses San Luis Obispo Creek. The Froom Creek confluence occurs about 1,200
feet downstream of the Los Osos Valley Road crossing of San Luis Obispo Creek.
San Luis Obispo Creek flows north to south on the project site. It bends sharply upstream of the
Los Osos Valley Road overcrossing. Except for the widening done immediately upstream of the
Prefumo Creek confluence in 1978, San Luis Obispo Creek is natural through this section.
Prefumo Creek also flows north to south in the project area. Froom Creek is a relatively small
creek that flows west to east, with a drainage area of about 1.7 square miles.
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Flooding within the San Luis Obispo Creek system is generally caused by intense Pacific storm
systems from December to March. The San Luis Obispo Creek system responds quickly to short,
high-intensity rainfall bursts, which tend to result in high-volume, brief floods. According to the
2008 Federal Emergency Management Agency Flood Insurance Study, Effective August 28,
2008, seven damaging floods have occurred in the San Luis Obispo Creek drainage area between
1884 and 1973. The most serious of those floods were in January 1969 and February 1973,
causing $1.5 million and $4.5 million damage, respectively.
The San Luis Obispo County Flood Insurance Rate Map (FIRM), Panel 1331, August 28, 2008,
indicates that most of the project site is classified as Zone A (inundated by the 100-year flood);
some areas are classified as Zone AE (an area inundated by 100-year flooding, for which Base
Flood Elevations have been determined), Zone B (between Zone A and the limits of the 500-year
floodplain), and Zone C (areas of minimal flooding).
Natural and beneficial values of these floodplains include, but are not limited to: fish, wildlife,
plants, open space, natural beauty, scientific study, outdoor recreation, agriculture, aquaculture,
forestry, natural moderation of floods, water quality maintenance, and groundwater recharge.
A Location Hydraulics Study (2010) was prepared for this project, as the widening would
encroach on the 100-year floodplain of the San Luis Obispo Creek and Prefumo Creek. Existing
Prefumo Creek culverts have insufficient capacity to pass design flows greater than a 25-year
event. The US 101 mainline culvert has flow capacity less than the 10-year design flow rate for
Prefumo Creek, and the US 101 southbound off-ramp culvert has a flow capacity between 10-
year and 25-year design flow rates for Prefumo Creek. Even without the backwater effect from
the San Luis Obispo Creek, the existing Prefumo Creek culverts have insufficient capacity to
convey the 100-year flow downstream.
Environmental Consequences
Implementation of the project would increase the area of impervious surface on the widened
bridge and approach roadway segments by a small amount. This would result in a small increase
in surface runoff from the proposed project, but would not result in substantially increased
surface flows exceeding the capacity of existing or planned storm drainage facilities.
The widening of the Los Osos Valley Road bridge would increase the backwater effect upstream
and would also increase the water surface elevations upstream of the Los Osos Valley Road
bridge. this would, however, only impact the design water surface elevations of San Luis Obispo
Creek and Prefumo Creek between the Los Osos Valley Road bridge and the US 101 cross
culvert. Overall, the proposed project would not have a significant impact on the overall
floodplain within the project limits.
The following are identified short-term impacts to the natural and beneficial floodplain values:
1) temporary loss of vegetation; 2) potential effects to endangered species or their habitats (within
the project site) during maintenance and management activities; and 3) the potential removal of
bank aquatic habitats during construction. The proposed project would minimize impacts to the
extent practicable. Construction must avoid fish migration season
Avoidance, Minimization, and/or Mitigation Measures
Mitigation Measure BIO-17, 21, and 23. Construction must avoid fish migration season.
Typically, spawning gravel ranges from 10 to 50 millimeters. The proposed project would
minimize impacts to the extent practicable. Please refer to the Biological Resources section for
greater measure detail.
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2.2.2 Water Quality and Storm Water Runoff
Regulatory Setting
Section 401 of the Clean Water Act requires water quality certification from the State Water
Resources Control Board or from a Regional Water Quality Control Board when the project
requires a Clean Water Act Section 404 permit. Section 404 of the Clean Water Act requires a
permit from the U.S. Army Corps of Engineers to discharge dredged or fill material into waters of
the United States.
Along with Section 401 of the Clean Water Act, Section 402 of the Clean Water Act establishes
the National Pollutant Discharge Elimination System permit for the discharge of any pollutant
into waters of the United States. The federal Environmental Protection Agency has delegated
administration of the National Pollutant Discharge Elimination System program to the State
Water Resources Control Board and nine Regional Water Quality Control Boards. The State
Water Resources Control Board and Regional Water Quality Control Boards also regulate other
waste discharges to land within California through the issuance of waste discharge requirements
under authority of the Porter-Cologne Water Quality Act.
The State Water Resources Control Board has developed and issued a statewide National
Pollutant Discharge Elimination System Permit to regulate storm water discharges from all
Caltrans activities on its highways and facilities. Caltrans construction projects are regulated
under the statewide permit, and projects performed by other entities on Caltrans right-of-way
(encroachments) are regulated by the State Water Resources Control Board’s Statewide General
Construction Permit. All construction projects over 1 acre require a Storm Water Pollution
Prevention Plan to be prepared and implemented during construction. Caltrans activities of less
than 1 acre require a Water Pollution Control Program.
Affected Environment
The project area is located in the San Luis Obispo Creek watershed, which is about 84 square
miles. The area of watershed influencing the project site is about 49 square miles. San Luis
Obispo Creek originates about 9 miles upstream of the project site. Prefumo Creek and Froom
Creek are both tributaries to San Luis Obispo Creek. Prefumo Creek begins at Laguna Lake about
1 mile upstream of the project site. Froom Creek begins 3.4 miles upstream of the project site.
The confluence of San Luis Obispo Creek and Prefumo Creek occurs about 390 feet upstream of
the Los Osos Valley Road crossing with San Luis Obispo Creek. The Froom Creek confluence
with San Luis Obispo Creek occurs about 1,200 feet downstream of the Los Osos Valley Road
crossing with San Luis Obispo Creek. The bridges and culverts associated with the Los Osos
Valley Road/US 101 Interchange Project lie in the San Luis Obispo Creek watershed and are
described in the 2010 Location Hydraulic Study Report. A Water Quality Assessment Report was
prepared to analyze the difference between the existing conditions and the project build
conditions with respect to water quality impacts and considered the following issues:
Application of best management practices (number of best management practices, new
technologies, effectiveness)
Discharges into impaired waters (listed per Section 303[d] of the Clean Water Act or subject
to a Total Maximum Daily Load)
Pollutant levels (change in land use)
Impervious area and relation to amount of runoff (increase or decrease)
Clean Water Act Section 303(d) establishes the total maximum daily load process to assist in
guiding the application of state water quality standards; it requires states to identify streams
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whose water quality is “impaired” (affected by the presence of pollutants or contaminants) and to
establish the total maximum daily load or the maximum quantity of a particular contaminant that
a water body can assimilate without experiencing adverse effects. San Luis Obispo Creek within
the project area is listed on the 303(d) list for pathogens and total fecal coliform (State Water
Resources Control Board 2006a). Other pollutants are also present in elevated amounts that are of
concern for San Luis Obispo Creek (nitrates and nutrients) and Prefumo Creek (nitrates), but total
maximum daily loads have yet to be established for these pollutants in these two streams (State
Water Resources Control Board 2006b).
Beneficial Uses for Surface Waters
The designated beneficial uses for San Luis Obispo Creek, Froom Creek, and Prefumo Creek are
as follows: Municipal and Domestic Supply, Water Contact Recreation, Non-Contact Water
Recreation, Wildlife Habitat, and Commercial and Sport Fishing.
In addition to the beneficial uses listed above, San Luis Obispo Creek and Prefumo Creek have
the following designated uses: Agricultural Supply, Ground Water Recharge, Cold Fresh Water
Habitat, Migration of Aquatic Organisms, Spawning, Reproduction, and/or Early Development,
and Freshwater Replenishment.
San Luis Obispo Creek is also designated for the following beneficial use: Warm Fresh Water
Habitat.
Froom and Prefumo creeks’ beneficial uses are also listed for the following: Rare, Threatened, or
Endangered Species.
Environmental Consequences
No appreciable difference in long-term water quality impacts has been identified between either
build alternative. However, construction of either alternative would increase runoff from
hardscape areas and would require altering sections of San Luis Obispo Creek. The existing
project creates 25.5 total acres of impervious surface.
The project would disturb 16 acres of state right-of-way for Alternative 3 and 18.2 acres of state
right-of-way for Alternative 6. Alternative 3 improvements would produce an additional 0.8
acre of impervious surface within the state right-of-way (2 total acres of impervious surface).
Alternative 6 would produce a larger footprint and would add 2.5 acres of impervious surface
within the state right-of-way (3.4 total acres of impervious surface). During the design phase of
this project the amount of disturbed soil area and impervious surface may change. Minimizing
impervious surface and disturbed soil area is a design goal of this project.
Anticipated increase in pollutant levels would occur temporarily during the construction phase of
the project. Because the project consists of a permanent increase in impervious surface under
either build alternative, there remains potential for a permanent increase in runoff and pollutant
levels without implementation of construction, design, and treatment best management practices.
The proposed project would not substantially deplete groundwater resources or interfere with
groundwater recharge. While the increase in new impervious surface on the widened overcrossing
would intercept some rainfall, which serves to recharge local aquifers, the runoff would be
allowed to infiltrate into the soils through biofiltration swales and strips and would discharge to
the creeks during large storms; therefore, existing recharge functions would be minimally
affected.
Construction activities would disturb soil. If the soil were not contained and were directly
exposed to rain, soil erosion and sediment could flow into the creeks, potentially degrading water
quality. Construction-related runoff could also contain other pollutants that could contribute to
reduced water quality in San Luis Obispo Creek, Prefumo Creek, and Froom Creek. Construction
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equipment would use toxic chemicals (such as gasoline, oils, grease, lubricants, and other
petroleum-based products) that could be released accidentally. Additionally, excavation activities
could reach shallow groundwater levels, potentially requiring dewatering. During Departmental
runoff characterization studies, nitrogen was found to be discharging with a load or concentration
that commonly exceeds allowable standards; however, based on currently available Department-
approved Treatment Best Management Practices, it is considered treatable. This determination
classifies nitrogen as a Targeted Design Constituent within the project area (which is a statewide
guidance criterion used by Caltrans for addressing “Primary Pollutants of Concern”).
Avoidance, Minimization, and/or Mitigation Measures
Several treatment Best Management Practices (detention devices, media filters and multi-
chambered treatment trains) are proposed to ensure that water quality impacts are not adverse.
With incorporation of these measures, impacts to water quality would actually be improved over
current conditions since at present no treatment Best Management Practices are installed. Water
quality impacts overlap other impacts for the project because special-status species inhabit the
stream and surrounding environs. So, while the following measures focus on Water Quality
Minimization Measures, Biological Mitigation Measures 5, 18, 23, and 24 discussed in the
biology section also pertain to water quality issues. (Please refer to Section 3.2.)
Three Caltrans-approved temporary construction-related restrictions and permanent measures
consisting of design and treatment best management practices ensure that there would be no
adverse impacts to water quality under either build alternative.
Because the project would involve more than 1 acre of disturbance, the City would submit a
Notice of Intent to the State Water Resources Control Board and comply with the terms of the
Caltrans-specific National Pollutant Discharge Elimination System Permit (No. CAS000003).
Minimization Measure WQ-1: Implement Erosion-Control Measures During Project
Construction. According to Caltrans standard practice, to minimize the movement of sediment to
adjacent water bodies, the following erosion- and sediment-control measures would be included
in the Storm Water Pollution Prevention Plan, to be included in the construction specifications.
Measures include:
Cover or apply nontoxic soil stabilizers to inactive construction areas that could contribute
sediment to waterways within 48 hours of a predicted rainfall event.
Enclose and cover exposed stockpiles of dirt or other loose, granular construction materials
that could contribute sediment to waterways.
Contain soil and filter runoff from disturbed areas by using berms, vegetated filters, silt
fencing, fiber rolls, plastic sheeting, catch basins, or other means necessary to prevent the
escape of sediment from the disturbed area.
Prohibit the placement of earth or organic material where it may be directly carried into a
stream, marsh, slough, lagoon, or body of standing water.
Prohibit the following types of materials from being rinsed or washed into streets, shoulder
areas, or gutters: concrete, solvents and adhesives, fuels, dirt, gasoline, asphalt, and concrete
saw slurry.
Conduct dewatering activities according to the provisions of the Storm Water Pollution
Prevention Plan. Prohibit placement of dewatered materials in local water bodies or in storm
drains leading to such bodies without implementation of proper construction water quality
control measures.
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Minimization Measure WQ-2: Implement Measures to Control Turbidity. If water is flowing
in the streams during construction, the City of San Luis Obispo or its contractor(s) would control
the release of sediment to the creeks during construction by installing a sheet-pile cofferdam or
other method that would control turbidity (murky water) to the specifications given below. This
would ensure that activities result in a minimal increase in turbidity or suspended solids in the
channel.
During installation of the cofferdam, the City or its contractor would monitor turbidity and
suspended solids during the installation of the cofferdam, construction, and removal of the
cofferdam. If levels exceed the Central Coast Regional Water Quality Control Board Basin Plan
standards, the City or its contractor would stop work until levels are within Basin Plan limits.
Basin plan standards for turbidity state that project activities would not cause an increase in
ambient river turbidity by more than 20 percent above background turbidity where the natural
turbidity is between 0 and 50 Jackson Turbidity Units, or an increase by more than 10 percent
where natural turbidity is over 100 Jackson Turbidity Units (Central Coast Regional Water
Quality Control Board 1998).
During the first week of construction, turbidity measurements would be taken upstream of the
project construction area and at a distance of 200 feet downstream of the project construction area
(or far enough downstream where applicable mixing has occurred) to provide baseline
comparison conditions. During the construction period, measurements would be taken two times
per day and would be taken where the water flow pattern is similar to the relative water flow
pattern around the construction zone, so the sample represents the water quality affected by
construction. If turbidity limits are exceeded above the applicable turbidity level, operations
would stop and the Regional Water Quality Control Board would be notified. Investigation of the
cause of the significant turbidity increase would be conducted and corrections made in
construction operations where applicable.
This minimization may be modified in coordination with the Regional Water Quality Control
Board and/or other regulatory entities, provided that in no case would turbidity levels be allowed
to increase as a result of the project such that beneficial uses of the streams become substantially
degraded or impaired.
Minimization Measure WQ-3: Implement a Spill Prevention and Control Program. The
City of San Luis Obispo and/or its contractor(s) would develop and implement a spill prevention
and control program to minimize the potential for and effects from spills of hazardous, toxic, or
petroleum substances during project construction.
The federal reportable spill quantity for petroleum products, as defined by the Environmental
Protection Agency (40 Code of Federal Regulations 110) is any oil spill that 1) violates
applicable water quality standards, 2) causes a film or sheen upon or discoloration of the water
surface or adjoining shoreline, or 3) causes a sludge or emulsion to be deposited beneath the
surface of the water or adjoining shorelines. If a spill were reportable, the contractor’s
superintendent would notify the relevant San Luis Obispo County officials, which have spill
response and clean-up ordinances to govern emergency spill response.
A written description of reportable releases must be submitted to the Central Coast Regional
Water Quality Control Board. This submittal must include a description of the release, including
the type of material and an estimate of the amount spilled, the date of the release, an explanation
of why the spill occurred, and a description of the steps taken to prevent and control future
releases. The releases must be documented on a spill report form.
If an appreciable spill occurs and results determine that project activities have adversely affected
groundwater quality, a detailed analysis would be performed by a Registered Environmental
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Assessor to identify the likely cause of contamination. This analysis would conform to American
Society for Testing and Materials standards and would include recommendations for reducing or
eliminating the source or mechanisms of contamination. Based on this analysis, the City and/or its
contractors would select and implement measures to control contamination, with a performance
standard that groundwater quality must be returned to baseline conditions. These measures would
be subject to City approval.
At least three permanent treatment best management practices would also be used to ensure that
no adverse impacts occur to water quality due to future project operation:
Minimization Measure WQ-4: Where Possible Use San Luis Obispo Creek Waterway
Management Plan Design Criteria. Although the project is a transportation project and best
management practices must meet Caltrans standards, all treatment best management practices
should also meet local standards, established in the San Luis Obispo Creek Waterway
Management Plan, when these local specifications do not conflict with Caltrans guidance.
Minimization Measure WQ-5: Permanent Treatment Best Management Practices.
Appropriate permanent treatment best management practices would be implemented during final
design. Proposed best management practices may include infiltration or detention devices, media
filters, and multi-chambered treatment trains.
2.2.3 Geology/Soils/Seismic/Topography
Regulatory Setting
For geologic and topographic features, the key federal law is the Historic Sites Act of 1935,
which establishes a national registry of natural landmarks and protects “outstanding examples of
major geological features.” Topographic and geologic features are also protected under the
California Environmental Quality Act.
This section also discusses geology, soils, and seismic concerns as they relate to public safety and
project design. Earthquakes are prime considerations in the design and retrofit of structures.
Caltrans’ Office of Earthquake Engineering is responsible for assessing the seismic hazard for
Caltrans projects. The current policy is to use the anticipated Maximum Credible Earthquake
from young faults in and near California. The Maximum Credible Earthquake is defined as the
largest earthquake that can be expected to occur on a fault over a particular period of time.
Affected Environment
The proposed project lies in the San Luis Range, in the Coast Ranges’ Physiographic Province of
California. The San Luis Range sits between the Pacific Ocean to the west and the Sacramento-
San Joaquin Valley to the east. The Coast Ranges trend northwesterly along the California coast
for about 600 miles between Santa Maria and the Oregon border.
Based on published geologic literature, the project site is mostly underlain by Holocene (less than
11,000 years before present) alluvial deposits. These alluvial deposits typically consist of sands,
gravels, silts, and clays. In addition to the Holocene alluvium, Terrace Deposits and Melange
Franciscan Assemblage deposits may be present to the west approaching the Irish Hills.
The project sits within or close to the Los Osos fault zone, as defined in the Safety Element of the
General Plan. This fault zone is separated into four segments: the Estero Bay segment, Irish Hills
segment, Lopez Reservoir segment, and Newsom Ridge segment. Of the four segments, both the
Estero Bay segment and the Irish Hills segment are considered active by state standards. The
California Geological Survey and the State Geologist have established a Special Studies Zone
(Alquist-Priolo Act, as amended) along the portion of the Irish Hills segment immediately west of
San Luis Obispo city limits.
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Data from the communities of Los Osos and Baywood Park, along the Irish Hills segment of this
fault, indicate that strands of the Los Osos fault in these communities may be active and that
Special Studies Zones may also be appropriate in these areas. The project site is near the
southeasterly end of the Irish Hills segment near where the Los Osos fault zone transitions from
active to inactive by state standards (established for fault rupture hazards under the Alquist-Priolo
Act, as amended).
The project lies within a “low liquefaction potential” area, with the confluence of San Luis
Obispo and Prefumo creeks. Based on the nearly level topography in the immediate and
surrounding area, the potential for a landslide in or near the project area is minimal. On
moderately to steeply sloping areas within the Irish Hills southwest of the project area, the
landslide risk is moderate.
The Natural Resources Conservation Service has defined the project area soils as Salinas silty
clay loam, Cropley clay, Los Osos-Diablo complex, and Xerents-Xerolls Urban land complex.
These soil types have a low to high shrink-swell potential, and are low to moderately erodible.
The Caltrans Log of Test Borings for the existing Los Osos Valley Road/US 101 overcrossing
constructed in 1962 and reported on in the Preliminary Geotechnical Report (2002) is consistent
with this.
The subsoils in the general project area are expected to consist of alluvial deposits (silty clays,
sandy silts, and silty sands above layers of sand and gravel) overlying bedrock, which was
recorded as weathered shale or sandstone. Groundwater was encountered in the Log of Test
Borings at depths ranging between about 6 feet to 10 feet below ground (about elevation 94 feet
to 90 feet).
Environmental Consequences
There is some varying potential in the project location for rupture of known faults, strong seismic
ground shaking, seismic-related ground failure, and landslides.
The underlying soils have low to moderate erosion potential. Despite the low erosion
characteristic, there is a potential for erosion to occur during all site-disturbing phases of the
project, resulting in sedimentation entering the creek bed.
In regard to “liquefaction potential,” the project is not located on a geologic unit or soil that is
unstable, or that would become unstable as a result of the project.
Portions of the project site are situated on soils with moderate expansion potential. If improperly
designed, the interchange improvements could be subject to damage related to shrink-swell
movement.
Avoidance, Minimization, and/or Mitigation Measures
Design and construction of the proposed project would conform with all applicable stipulations of
the most recent Caltrans standard specifications, the Caltrans Bridge Design standards, and the
American Association of State Highway and Transportation Officials standards for bridge design.
Project design and construction would also conform with all applicable stipulations regarding the
use of appropriate backfill materials in the most recent Caltrans standard specifications.
Construction activity would include standard construction best management practices, a Storm
Water Pollution Prevention Plan, and applicable local erosion and sediment control plan, along
with Mitigation Measure WQ-1 outlined in the water quality section.
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2.2.4 Paleontology
Regulatory Setting
Paleontology is the study of life in past geologic time based on fossil plants and animals. A
number of federal statutes specifically address paleontological resources, their treatment, and
funding for mitigation as a part of federally authorized or funded projects (such as the Antiquities
Act of 1906 [16 United States Code 431-433], Federal-Aid Highway Act of 1935 [20 United
States Code 78]). Under California law, paleontological resources are protected by the California
Environmental Quality Act, the California Administrative Code, Title 14, Section 4306 et seq.,
and Public Resources Code Section 5097.5.
Affected Environment
A fossil site search, using the University of California Museum of Paleontology online database,
was performed in 2007. Based on the database search and field efforts, no fossils have been found
in the project area. The central region of California, however, is considered to be a sensitive area
for paleontological resources.
The geologic formations within the area of potential effects include Younger Alluvium, Terrace
Deposits, and Melange Franciscan Assemblage. Younger Alluvium deposits are not likely to
produce paleontological resources since these soils are more recent than the fossils.
An adjacent Preliminary Environmental Analysis Report (2003) noted that the Terrace Deposit
formations have a high likelihood to produce paleontological material and have produced
important fossils in San Luis Obispo County, including mastodons, mammoths, horse, elk, bison,
American lion, short-faced bear, deer, and beaver.
The Melange Franciscan Assemblage in this area of San Luis Obispo County has unknown
paleontological significance. This formation has produced significant fossils in parts of San Luis
Obispo County, including a plesiosaur; however, most fossil finds have been deformed beyond
recognition due to metamorphic activity.
Environmental Consequences
Construction of Alternative 3 would affect Young Alluvium deposits and is not likely to result in
the discovery or degradation of paleontological resources. Construction of Alternative 6 would
affect Young Alluvium, Terrace Deposits, and the Melange Franciscan Assemblage. Potential
impacts to unique paleontological resources could occur as a result of this alternative.
Avoidance, Minimization, and/or Mitigation Measures
Mitigation Measure PALEO-1: Stop Work if Buried Paleontological Materials Are
Inadvertently Discovered. If paleontological materials were discovered during construction, the
City of San Luis Obispo and/or its contractor(s) would be responsible for diverting all earth-
moving activity within and around the immediate discovery area a qualified paleontologist could
assess the nature and significance of the find.
2.2.5 Hazardous Waste or Materials
Regulatory Setting
Hazardous materials and hazardous wastes are regulated by many state and federal laws. These
include not only specific statutes governing hazardous waste, but also a variety of laws regulating
air and water quality, human health, and land use.
The main federal laws regulating hazardous wastes/materials are the Resource Conservation and
Recovery Act of 1976 and the Comprehensive Environmental Response, Compensation and
Liability Act of 1980. The purpose of this latter act, often referred to as Superfund, is to clean up
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contaminated sites so that public health and welfare are not compromised. The Resource
Conservation and Recovery Act provides for “cradle to grave” regulation of hazardous wastes.
Other federal laws include the following:
Community Environmental Response Facilitation Act of 1992
Clean Water Act
Clean Air Act
Safe Drinking Water Act
Occupational Safety and Health Act
Atomic Energy Act
Toxic Substances Control Act
Federal Insecticide, Fungicide, and Rodenticide Act
In addition to the acts listed above, Executive Order 12088, Federal Compliance with Pollution
Control, mandates that necessary actions be taken to prevent and control environmental pollution
when federal activities or federal facilities are involved.
Hazardous waste in California is regulated mainly under the authority of the federal Resource
Conservation and Recovery Act of 1976 and the California Health and Safety Code. Other
California laws that affect hazardous waste are specific to handling, storage, transportation,
disposal, treatment, reduction, cleanup, and emergency planning.
Worker health and safety and public safety are key issues when dealing with hazardous materials
that may affect human health and the environment. Proper disposal of hazardous material is vital
if it is disturbed during project construction.
Affected Environment
Field review, database searches, literature review, and interviews with various regulatory agency
personnel were done and reported in the 2008 Hazardous Waste Initial Site Assessment, as
summarized below. The Initial Site Assessment detailed the presence of suspected hazardous
waste.
The case files of the closed leaky Underground Storage Tank sites, (Chevron Station #94453,
Kimball Motor Company, and Sunset Honda) will be reviewed for potential residual
contamination remaining after site closure and documented within the phase II site assessment
report. No incidences of spillage or illegal dumping of hazardous materials have been recorded
within the project limits, but some areas of concern for hazardous waste remain:
Potential impacts due to soil and/or groundwater contamination may exist at the ARCO Station
and former Texaco gas stations sites and the Perry Ford car dealership property due to leaking
underground fuel tanks (sites and locations shown in Table 2.2-1).
Table 2.2-1 Potential Hazardous Waste Sites
Location Potential
Hazardous Waste Sites
12424 Los Osos Valley Road ARCO Station #6038 (aka
Ed’s ARCO Service)
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12398 Los Osos Valley Road Former Texaco Service
Station
12200 Los Osos Valley Road Perry Ford
A phase II site assessment within the city and state rights-of-way is recommended during the next
phase of the project for the above active remediation sites. This assessment would verify possible
soil and groundwater contamination within the footprint of the chosen project alternative and
document it in a phase II site assessment report. The phase II study would occur after
environmental document approval and during the Plans, Specifications, and Estimate phase of the
project.
Environmental Consequences
There may be potential impacts due to groundwater contamination from the
perchloroethylene/trichloroethylene plume emanating from historical up-gradient dry
cleaning businesses in the City of San Luis Obispo.
Elevated levels of aerially deposited lead may be encountered in areas of exposed soil within
50 feet of the roadway.
Painted areas on the existing bridge structure may also be of concern due to the possible use
of lead-based paint.
Yellow traffic stripe and pavement marking materials might need to be removed and these
materials may exceed hazardous waste criteria requiring disposal in a Class I disposal site.
Asbestos-containing materials have also been documented in the rail shim sheet packing,
bearing pads, support piers, and expansion joint material of bridges and could be present in
the interchange structures.
Naturally occurring asbestos has not been mapped as occurring within the project limits, nor
was naturally occurring asbestos encountered during the preliminary geotechnical
investigation. But there remains a possibility that serpentine parent material may be
incorporated into the existing road base.
Pole-mounted electrical transformers within the planned construction area may contain
polychlorinated biphenyl.
The use of materials considered hazardous would be limited to the fuels, oils, and solvents
contained in construction vehicles.
All materials stored or stockpiled in the staging area would be inert and are not considered
hazardous.
There may be potential impacts due to soil and/or groundwater contamination from the
ARCO gas station site, former Texaco gas station sites, and the Perry Ford car dealership
property due to leaking underground fuel tanks.
Avoidance, Minimization, and/or Mitigation Measures
Minimization Measure HW-1: Determine the Current Status of Remediation. The City of
San Luis Obispo shall perform a case file review and conduct interviews with owners/managers
of the ARCO gas station, former Texaco gas station site, and Perry Ford car dealership to
determine the current status of remediation at these sites. The proposed project alignment would
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not require acquisition of any of these properties; therefore, verification of completed remediation
of these properties is not necessary.
Minimization Measure HW-2: Perform a Preliminary Aerially Deposited Lead
Investigation. In areas of exposed soil within 50 feet of the paved surfaces of US 101, the City of
San Luis Obispo shall conduct a survey to determine the possible presence and levels of aerially
deposited lead from motor vehicle exhaust emissions. Ensure that all necessary soil management
and disposal procedures are followed and disposed of at an appropriate Class I facility.
Minimization Measure HW-3: Conduct Lead-Based Paint Survey. The City of San Luis
Obispo shall use a certified consultant to determine the absence or presence of lead-based paint
before any modification or demolition of the existing Los Osos Valley Road bridges in the study
area. The presence of lead shall require abatement and/or special construction worker health and
safety procedures during demolition activities. Lead-based paint removed from the site shall be
disposed of at an approved facility.
Minimization Measure HW-4: Test Yellow Stripe and Pavement Marking Materials. The
City of San Luis Obispo shall conduct tests and follow removal requirements for yellow striping
and pavement marking materials in accordance with Caltrans Construction Program Procedure
Bulletin 99-2 (CPB 99-2).
Minimization Measure HW-5: Conduct Asbestos Survey. The City of San Luis Obispo shall
use a certified consultant to determine the absence or presence of asbestos before any
modification or demolition of the Los Osos Valley Road bridges. The presence of asbestos shall
require abatement and/or special construction worker health and safety procedures during
demolition activities. Asbestos removed from the site shall be disposed of at an approved facility.
Minimization Measure HW-6: Conduct Naturally Occurring Asbestos Survey. The City of
San Luis Obispo shall use a certified consultant to determine the absence or presence of naturally
occurring asbestos in the existing road base materials in areas where the road base materials
would be removed or disturbed. The presence of asbestos shall require abatement and/or special
construction worker health and safety procedures during demolition activities. If it is determined
that asbestos is present, the asbestos to be removed by a certified contractor. Additional suspect
asbestos containing material may be discovered during the demolition process. In this event, work
will be stopped, and sampling for asbestos will begin. A specification for “Removal of Asbestos
and Hazardous Substances” shall be included in the Plans, Specifications and Estimate phase of
the project.
Minimization Measure HW-7: Test Leaking Transformers for PCBs if Disturbed. The City
of San Luis Obispo and/or its contractor(s) shall consider any leaking transformers observed
during the course of the project a potential polychlorinated biphenyl hazard unless tested and
should be handled accordingly. The contractor shall follow Unknown Hazards Procedures for
Construction as outlined by Caltrans in the current Construction Manual.
Minimization Measure HW-8: Follow Caltrans Standards if Unknown Hazards are
Inadvertently Discovered. For any previously unknown hazardous waste/material encountered
during construction, the contractor would follow Unknown Hazards Procedures for Construction
as outlined by Caltrans in the current Construction Manual.
2.2.6 Air Quality
Regulatory Setting
The Clean Air Act, as amended in 1990, is the federal law that governs air quality. Its counterpart
in California is the California Clean Air Act of 1988. These laws set standards for the
concentration of pollutants that can be in the air. At the federal level, these standards are called
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National Ambient Air Quality Standards. Standards have been established for six criteria
pollutants that have been linked to potential health concerns: carbon monoxide (CO), nitrogen
dioxide (NO2), ozone (O3), particulate matter (PM), lead (Pb), and sulfur dioxide (SO2).
Under the 1990 Clean Air Act Amendments, the U.S. Department of Transportation cannot fund,
authorize, or approve federal actions to support programs or projects that are not first found to
conform to the State Implementation Plan for achieving the goals of the Clean Air Act
requirements. Conformity with the Clean Air Act takes place on two levels—first, at the regional
level and, second, at the project level. The proposed project must conform at both levels to be
approved.
Regional-level conformity in California is concerned with how well the region is meeting the
standards set for carbon monoxide, nitrogen dioxide, ozone, and particulate matter. At the
regional level, Regional Transportation Plans are developed that include all of the transportation
projects planned for a region over a period of years, usually at least 20. Based on the projects
included in the Regional Transportation Plan, an air quality model is run to determine whether or
not the implementation of those projects would conform to emission budgets or other tests
showing that attainment requirements of the Clean Air Act are met. If the conformity analysis is
successful, the regional planning organization, such as the San Luis Obispo Council of
Government for San Luis Obispo County and the appropriate federal agencies, such as the
Federal Highway Administration, make the determination that the Regional Transportation Plan
is in conformity with the State Implementation Plan for achieving the goals of the Clean Air Act.
Otherwise, the projects in the Regional Transportation Plan must be modified until conformity is
attained. If the design and scope of the proposed transportation project are the same as described
in the Regional Transportation Plan, then the proposed project is deemed to meet regional
conformity requirements for purposes of the project-level analysis.
Conformity at the project-level also requires “hot spot” analysis if an area is in “non-attainment”
or “maintenance” for carbon monoxide and/or particulate matter. A region is a “non-attainment”
area if one or more monitoring stations in the region fail to attain the relevant standard. Areas that
were previously designated as non-attainment areas, but have recently met the standard are called
“maintenance” areas. “Hot spot” analysis is essentially the same, for technical purposes, as
carbon monoxide or particulate matter analysis performed for National Environmental Policy Act
and California Environmental Quality Act purposes. Conformity does include some specific
standards for projects that require a hot spot analysis. In general, projects must not cause the
carbon monoxide standard to be violated, and in “non-attainment” areas, the project must not
cause any increase in the number and severity of violations. If a known carbon monoxide or
particulate matter violation is located in the project vicinity, the project must include measures to
reduce or eliminate the existing violation(s) as well.
Affected Environment
An Air Quality Technical Report (2007) examining project-related impacts to air quality was
prepared for the project. Regional conditions, long-term impacts, and construction-related
impacts, considered in that document, are summarized here.
The region generally has good air quality, as it is attainment or unclassified for all National
Ambient Air Quality Standards. Also, air quality measurements indicate that San Luis Obispo
County is in attainment for all State Air Quality Standards, with the exception of particulate
matter (PM10) and 1-hour ozone. The San Luis Obispo County Air Pollution Control District is
required to monitor air pollutant levels to assure that federal and state air quality standards are
being met.
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Table 2.2-2: Air Quality Standards
Criteria
Pollutant
Federal Standard
(National Ambient Air
Quality Standards)
Federal
Attainment
Status
State
Standard
State
Attainment
Status
Carbon Monoxide
(CO)
35 ppm (1-hour average)
9 ppm
(8-hour average)
Attainment 20 ppm (1-hour average)
9 ppm (8-hour average)
Attainment
Nitrogen Dioxide
(NO2)
0.053 ppm
(1-hour annual average)
Unclassified/
Attainment
0.25 ppm (1-hour annual
average)
Attainment
Ozone (O3) 0.08 ppm (8-hour average) Unclassified/
Attainment
0.07 ppm (8-hour
average)
Nonattainment
Particulate Matter
(PM10)
150 g/m3 (24-hour
average)
Unclassified 50 g/m3 (24-hour
average)
Nonattainment
Particulate Matter
(PM2.5)
15 g/m3 (annual arithmetic
mean)
Unclassified/At
tainment
12 g/m3 (annual
arithmetic mean)
Attainment
ppm=parts per million
g/m3= micrograms per cubic meter
Ambient air quality is affected by climate conditions, topography, and airflow patterns. The
climate of San Luis Obispo County consists of warm, dry summers and cooler, relatively damp
winters. Along the coast, mild temperatures are the rule throughout the year due to the
moderating influence of the Pacific Ocean. This moderation diminishes inland with distance from
the ocean or by major intervening terrain features, such as the coastal mountain ranges.
Airflow plays an important role in the movement and dispersion of pollutants in the region.
During much of the year, onshore winds from the northwest generally prevail during the day,
flushing out pollutants. At night, the sea breeze weakens, and airflows reverse with cooler air
draining from the mountains. Occasionally, this pattern breaks down and stagnant conditions
form, with pollutants building up and raking back and forth across the region with weak onshore
and offshore breezes.
Environmental Consequences
The project is located in an attainment/unclassified area for all current federal air quality
standards (see Table 2.2-2 above); therefore, air quality conformity does not apply. The project is
included in the 2005 Regional Transportation Plan for the County of San Luis Obispo. The
Regional Transportation Plan has been determined to be consistent with the applicable State
Implementation Plan (SIP-the 2001 Clean Air Plan-CAP); therefore, the project is consistent with
the state air quality attainment goals of the San Luis Obispo County Air Pollution Control
District.
The project would require a National Emissions Standards for Hazardous Air Pollutants permit
for work that affects the structural members of the Los Osos Valley Road bridge.
Avoidance, Minimization, and/or Mitigation Measures
Measures to control emissions and dust during construction are discussed in Section 2.4
Construction Air Quality.
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2.3 Biological Environment
2.3.1 Natural Communities
Regulatory Setting
This section discusses natural communities of concern. The focus of this section is on biological
communities, not individual plant or animal species. This section also includes information on
wildlife corridors and fish passage and habitat fragmentation. Wildlife corridors are areas of
habitat used by wildlife for seasonal or daily migration. Habitat fragmentation involves the
potential for dividing sensitive habitat and thereby lessening its biological value.
Habitat areas that have been designated as critical habitat under the Federal Endangered Species
Act are discussed in Threatened and Endangered Species, Section 2.3.4. Wetlands and other
waters are discussed in Section 2.3.2.
Affected Environment
The study area supports five natural communities of special concern: Central Coast arroyo willow
riparian forest, seasonal wetland, freshwater marsh, seasonal drainage, and perennial drainage.
Other parts of the study area are developed or support common natural communities (Natural
Environment Study Report, 2008). The following sections discuss the Central Coast arroyo
willow riparian forest found within the study area, the project’s environmental consequences, and
avoidance, minimization, and/or mitigation measures that would be associated with this
community. Similar discussion for the remaining four natural communities of special concern can
be found under wetlands and other waters in Section 2.3.2.
San Luis Obispo Creek and Prefumo Creek are important wildlife corridors within an urbanizing
area and provide habitat for native fish species. During the wet season, intermittent drainages are
used by a variety of wildlife species. These habitats may serve as travel corridors for amphibians,
invertebrates, or other highly aquatic wildlife. Wildlife corridors are further discussed pertaining
to particular species in Section 2.3.3 and 2.3.4.
Central Coast Arroyo Willow Riparian Forest
Riparian forest communities are considered sensitive locally, regionally, and statewide because of
their habitat value and decline in extent. The California Department of Fish and Game has
adopted a no-net-loss policy for riparian forest habitat values, and the Streambed Alteration
Agreement would include mitigation requirements for loss of riparian forest vegetation. U.S. Fish
and Wildlife Service mitigation policy identifies California’s riparian forest habitats in Resource
Category 2, for which no net loss of existing habitat value is recommended (46 Code of Federal
Regulations 7644). Central Coast arroyo willow riparian forest communities occur along Prefumo
Creek and San Luis Obispo Creek west and east of Los Osos Valley Road. One small piece of
riparian forest habitat occurs near the realignment of Calle Joaquin.
Dominant tree species in the Central Coast arroyo willow riparian forest community include
arroyo willow (Salix lasiolepis), walnut (Juglans sp.), black cottonwood (Populus balsamifera
ssp. trichocarpa), and coast live oak (Quercus agrifolia). Common shrubs include coyote brush
(Baccharis pilularis), California coffeeberry (Rhamnus californica), California blackberry (Rubus
ursinus), and elderberry (Sambucus mexicana). Giant reed (Arundo donax), an invasive species
common in riparian forest areas, occurs in isolated clumps. Common herbaceous species in
riparian forest habitat include poison hemlock (Conium maculatum), common horsetail
(Equisetum arvense), sweetclovers (Melilotus albus and M. indica), mugwort (Artemisia
douglasiana), pearly everlasting (Anaphalis margaritacea), periwinkle (Vinca major), garden
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nasturtium (Troaeolum majus), cocklebur (Xanthium strumarium), manroot (Marah fabaceus),
and chain speedwell (Veronica catenata).
Riparian forest woodlands in the study area provide potential nesting and perching habitat for a
number of migratory birds and raptors seen during the 2006 field surveys. These include lesser
goldfinch (Carduelis psaltria), bushtit (Psaltriparus minimus), western scrub jay (Aphelocoma
californica), song sparrow (Melospiza melodia), black phoebe (Sayornis saya), American kestrel
(Falco tinnunculus), red-shouldered hawk (Buteo lineatus), red-tailed hawk (Buteo jamaicensis),
and great-horned owl (Bubo virginianus). Riparian forest vegetation provides escape cover and
foraging areas for wildlife that forage along the adjacent aquatic and grassland habitats. Mammals
found near riparian forests include California vole (Microtus californicus), Virginia opossum
(Didelphis virginiana), and raccoon (Procyon lotor). Common and terrestrial garter snakes
(Thamnophis sirtalis and elegans) can be found foraging and resting within this habitat.
The Central Coast arroyo willow riparian forest communities located along the creeks provide
shaded riverine aquatic cover. Shaded riverine aquatic cover vegetation is defined as streamside
vegetation growing where the wetted channel meets the streambank and includes woody,
terrestrial vegetation that extends over the wetted channel and associated tree roots and branches
projecting into the water column. Shaded riverine aquatic cover typically is composed of riparian
vegetation growing within 15 feet (horizontal distance) of the wetted channel.
Environmental Consequences
Impacts to the Central Coast arroyo willow riparian forest would include removal of trees during
construction activities in and adjacent to the creeks. Alternative 3 would result in 0.40 acre of
permanent impacts and 0.84 acre of temporary impacts. Alternative 6 would result in 1.01 acres
of permanent impacts and 0.52 acre of temporary impacts. Figures 2.3-1 and 2.3-2 show the
locations of these impacts.
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Figure 2.3-1: Biological Resources – Alternative 3
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S: \ GIS \ PROJECTS \ DOKKEN \ 06150_06 \ MAPDOC \ NES \ FIG_3_1B_ALT_6_BIO.MXD LD (10-30-07)
Figure 2.3-2 Impacts to Biological Resources Under Alternative 6 (Near Full Standard)Los Osos Valley Road Interchange Project San Luis Obispo, California 3250325650 FeetAerial Photo Source: City of San Luis Obispo, 2005LegendAgricultureAnnual Grassland Developed/Landscaped Freshwater Marsh Seasonal Drainage Perennial Drainage Central Coast Arroyo Willow Riparian Ruderal Seasonal Wetland Permanent Impact Area Under Alternative 6 (Near Full Standard)Limit of Temporary Impact Study AreaAttachment 2 B2 - 116
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Construction of the project would result in the permanent loss of native trees within the riparian
forest (Alternatives 3 and 6) community within the project footprint. Under both alternatives,
trees within the riparian forest would also be temporarily disturbed during project construction.
Trees adjacent to the construction area could sustain damage from equipment. All wildlife
corridors will be maintained throughout the project during and after construction. Implementation
of the avoidance and minimization measures would protect trees and avoid this potential impact.
Under the City tree ordinance, replacement of removed native trees would be required. The loss
or disturbance of native trees is considered adverse because the trees provide a variety of
important ecological functions and values. Implementation of Mitigation Measures BIO-2 and
BIO-3 for riparian forest would address the impacts on native trees. No additional mitigation is
recommended.
Avoidance, Minimization, and/or Mitigation Measures
Mitigation Measure BIO-1: Install Construction Barrier Fencing around the Construction Area to
Protect Sensitive Biological Resources to be Avoided. The City of San Luis Obispo and/or its
contractor(s) would install orange construction barrier fencing to identify environmentally
sensitive areas. A qualified biologist would identify sensitive biological habitat at each bridge site
before the final design plans are prepared so that the areas to be fenced can be included in the
plans.
The area to be generally required for construction, including staging and access, is shown as the
permanent and temporary impact area in Figures 2.3-1 and 2.3-2. Sensitive biological resources to
be avoided during construction would be fenced off to avoid disturbance. Sensitive biological
habitat next to the construction area includes the creek channels outside the construction zone,
wetlands, and any trees that support nests of special-status bird species.
Before construction, the contractor would work with the project engineer and a biological
resource specialist to identify the locations for the barrier fencing and would place stakes around
the sensitive resource sites (riparian vegetation, seasonal wetlands, and trees that support nests of
special-status birds) to indicate these locations. The protected areas would be designated as
environmentally sensitive areas and identified clearly on the construction plans. The fencing
would be installed before construction activities were initiated and would be maintained
throughout the construction period. The following paragraph would be included in the
construction specifications:
The contractor’s attention is directed to the areas designated as “environmentally sensitive
areas.” These areas are protected, and no entry by the contractor for any purpose will be
allowed unless specifically authorized in writing by Caltrans or the City of San Luis Obispo.
The contractor will take measures to ensure that contractor’s forces do not enter or disturb
these areas, including giving written notice to employees and subcontractors. Vehicle
operation, material and equipment storage, and other surface disturbing activities are
prohibited within the fenced environmentally sensitive areas.
Temporary fences around the environmentally sensitive areas would be installed as one of the
first orders of work. Temporary fences would be furnished, constructed, maintained, and removed
as shown on the plans, as specified in the special provisions, and as directed by the project
engineer. The fencing would be commercial-quality woven polypropylene, orange in color, and at
least 4 feet high (Tensor Polygrid or equivalent). The fencing would be tightly strung on posts set
at maximum intervals of 10 feet.
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Mitigation Measure BIO-2: Avoid and Minimize Potential Indirect Disturbance of Riparian
Forest Communities. To the extent possible, the City of San Luis Obispo would avoid and
minimize potential indirect disturbance of riparian forest communities by implementing the
following measures:
The potential for long-term loss of riparian forest vegetation would be minimized by
trimming vegetation rather than removing entire shrubs. Shrubs that need to be trimmed
would be cut at least 1 foot above ground level to leave the root systems intact and allow for
more rapid regeneration. Cutting would be limited to the minimum area necessary within the
construction zone. Cutting would be allowed only for shrubs; all trees would be avoided.
Also, cutting would be allowed only in areas that do not provide habitat for sensitive
species. To protect nesting birds, pruning or removal of woody riparian forest vegetation
would not be allowed between March 1 and August 15.
A certified arborist would be retained to perform any necessary pruning or root cutting of
riparian forest trees. Work in riparian forest areas will be conducted between June 1 and
October 1, and disturbed areas would be stabilized with erosion control measures before
October 1.
Mitigation Measure BIO-3: Compensate for Temporary and Permanent Loss of Riparian
Forest Vegetation. Riparian vegetation would be replanted, by the City of San Luis Obispo,
within 15 feet (horizontally) of the wetted channel until a minimum replacement ratio of 2:1 for
permanently affected shaded riverine aquatic cover vegetation is met. Once the requirement for
mitigation for shaded riverine aquatic cover vegetation is met, the remainder of riparian
vegetation mitigation can be replanted farther than 15 feet from the channel.
The City would compensate for temporary construction-related loss of riparian forest vegetation
and shaded riverine aquatic cover vegetation at Prefumo Creek and San Luis Obispo Creek at a
minimum ratio of 1:1 (1 acre restored for every 1 acre temporarily affected) by replanting the
temporary access areas with the native species removed. These include arroyo willow, California
black walnut, black cottonwood, coast live oak, coyote brush, coffeeberry, California blackberry,
and elderberry. Replanting at each creek would occur at the earliest opportunity following
completion of construction activities and during the time of year when maximum survival of
planted vegetation is assured.
The City would compensate for the permanent loss of riparian forest vegetation within and
adjacent to the study area along Prefumo and San Luis Obispo creeks at a minimum ratio of 2:1
(2 acres restored or created for every 1 acre permanently affected). All permanent riparian
impacts would first be mitigated at the treatment ponds adjacent to the study area. While these
commitments are made in the environmental document, final locations and quantities for
compensation would be confirmed through coordination with state and federal agencies as part of
the permitting process and final design phase and would be based on the impacts calculated and
presence of appropriate environmental conditions for enhancement or creation. Compensation
would also include enhancement of the creek corridor through removing non-native species such
as giant reed, castor bean, poison hemlock, English ivy, Himalayan blackberry, and big leaf
periwinkle and replacing these plants with native riparian trees and shrubs.
With implementation of Alternative 3, compensation in this area can be achieved through
enhancing 1.64 acres of existing riparian habitat within and adjacent to the study area. To replace
shaded riverine aquatic cover vegetation that is permanently lost as a result of the project, a
minimum of 520 linear feet of stream bank would need to be planted with riparian vegetation to
meet the minimum 2:1 replacement ratio identified for permanent impacts on shaded riverine
aquatic cover vegetation. To meet this mitigation requirement, shaded riverine aquatic cover
vegetation can be planted on either bank. The total bank length replanted must equal at least 520
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feet or 260 feet of stream length assuming both banks are planted. To replace shaded riverine
aquatic cover vegetation that is temporarily lost, a minimum 640 linear feet of stream bank would
need to be planted to meet the minimum 1:1 replacement ratio.
For Alternative 6, compensation would require enhancing 2.54 acres of existing riparian habitat
within and adjacent to the study area (see Figure 2.3-2). Enhancement activities for Alternative 6
would include removing the existing southbound off-ramp onto Los Osos Valley Road (including
a culvert across Prefumo Creek) and replanting with native riparian trees and shrubs. To replace
shaded riverine aquatic cover vegetation that is permanently lost as a result of the project, a
minimum of 1,820 linear feet of stream bank would need to be planted with riparian vegetation to
meet the minimum 2:1 replacement ratio identified for permanent impacts on shaded riverine
aquatic cover vegetation. To meet this mitigation requirement, shaded riverine aquatic cover
vegetation can be planted on either bank. The total bank length replanted must equal at least 910
linear feet or 455 linear feet of stream length assuming both banks are planted. To replace shaded
riverine aquatic cover vegetation that is temporarily lost, a minimum of 290 linear feet of stream
bank would need to be planted to meet the minimum 1:1 replacement ratio.
Riparian enhancement areas could occur within the study area; the exact location would be
determined in coordination with the City and state (Caltrans) and federal (U.S. Fish and Wildlife
Service) agencies. Plantings would consist of cuttings taken from local plants, or plants grown
from local material obtained within the Prefumo and San Luis Obispo creek watersheds. Plantings
would be monitored annually for three years, or as required in the project permits. A minimum of
75 percent of the plantings would survive at the end of the monitoring period. If the survival
criterion were not met at the end of the monitoring period, planting and monitoring would be
repeated until the survival criterion were met.
2.3.2 Wetlands and Other Waters
Regulatory Setting
Wetlands and other waters are protected under a number of laws and regulations. At the federal
level, the Clean Water Act (33 United States Code 1344) is the main law regulating wetlands and
waters. The Clean Water Act regulates the discharge of dredged or fill material into waters of the
United States, including wetlands. Waters of the United States include navigable waters,
interstate waters, territorial seas, and other waters that may be used in interstate or foreign
commerce. To classify wetlands for the purposes of the Clean Water Act, a three-parameter
approach is used that includes the presence of: hydrophytic (water-loving) vegetation, wetland
hydrology, and hydric soils (soils subject to saturation/inundation). All three parameters must be
present, under normal circumstances, for an area to be designated as a jurisdictional wetland
under the Clean Water Act.
Section 404 of the Clean Water Act establishes a regulatory program that provides that no
discharge of dredged or fill material can be permitted if a practicable alternative exists that is less
damaging to the aquatic environment or if the nation’s waters would be significantly degraded.
The Section 404 permit program is run by the U.S. Army Corps of Engineers with oversight by
the Environmental Protection Agency.
The Executive Order for the Protection of Wetlands (Executive Order 11990) also regulates the
activities of federal agencies with regard to wetlands. This order states that a federal agency, such
as the Federal Highway Administration, and Caltrans as assigned, cannot undertake or provide
assistance for new construction located in wetlands unless the head of the agency finds: 1) that
there is no practicable alternative to the construction, and 2) the proposed project includes all
practicable measures to minimize harm.
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At the state level, wetlands and waters are regulated mainly by the California Department of Fish
and Game and the Regional Water Quality Control Boards. In certain circumstances, the Coastal
Commission (or Bay Conservation and Development Commission) may also be involved.
Sections 1600-1607 of the Fish and Game Code require any agency that proposes a project that
would substantially divert or obstruct the natural flow of or substantially change the bed or bank
of a river, stream, or lake to notify the California Department of Fish and Game before beginning
construction. If the California Department of Fish and Game determines that the project may
substantially and adversely affect fish or wildlife resources, a Lake or Streambed Alteration
Agreement would be required.
The California Department of Fish and Game’s jurisdictional limits are usually defined by the
tops of the stream or lake banks, or the outer edge of riparian vegetation, whichever is wider.
Wetlands under jurisdiction of the U.S. Army Corps of Engineers may or may not be included in
the area covered by a Streambed Alteration Agreement obtained from the Department of Fish and
Game.
The Regional Water Quality Control Boards were established under the Porter-Cologne Water
Quality Control Act to oversee water quality. The Regional Water Quality Control Boards also
issue water quality certifications in compliance with Section 401 of the Clean Water Act. Please
see the Water Quality section for additional details.
Affected Environment
A preliminary delineation of waters of the United States in the study area has been prepared for
the proposed project. The study area supports seasonal wetland, freshwater marsh, seasonal
drainage, and perennial drainage (Wetland Delineation 2007). Based on the survey methodology
described in the Natural Environment Study, the Los Osos Valley Road/US 101 interchange study
area contains a total of 4.01 acres of waters of the United States. This acreage includes 1.75 acres
of potential jurisdictional other waters of the United States and 1.32 acres of potential
jurisdictional wetlands. In addition to potential jurisdictional features, 0.84 acre of non-
jurisdictional wetlands and 0.10 acre of jurisdictional drainages were also delineated in the study
area. Submittal of the report to the Corps and subsequent verification are pending.
Seasonal Wetlands
Seasonal wetland communities in the study area are associated mostly with roadside drainages
and basins south of Los Osos Valley Road. Two areas identified as seasonal wetland in the study
area lie in the northbound on-ramp cloverleaf area. One is near the culvert under the on-ramp, and
the other is in the adjacent area between the northbound off-ramp and the highway. These two
seasonal wetlands are connected by a culvert under the on-ramp and receive runoff from the
adjacent roads. These seasonal wetlands features appear to be unconnected to any of the creeks in
the area, and are likely to be considered non-jurisdictional.
Another seasonal wetland lies between the highway and Calle Joaquin where the roadside
drainage widens to a basin beneath a billboard. Common species in the seasonal wetlands include
poison hemlock, Bermuda grass (Cynodon sp.), birdfoot trefoil (Lotus corniculatus),
Mediterranean barley (Hordeum marinum ssp. gussoneanum), Italian ryegrass (Lolium
multiflorum), curly dock (Rumex crispus), bristly ox-tongue (Picris echioides), and Harding grass
(Phalaris aquatica). This feature displays potential connectivity to jurisdictional waters, and is
likely to be considered jurisdictional.
As shown in Figures 2.3-1 and 2.3-2, additional seasonal wetland areas within the Calle Joaquin
realignment project area include a spring-fed drainage channel that supports wetland vegetation
located west of Calle Joaquin Road (Drainage 1) and seasonal wetlands located within the
roadside drainage that crosses from the east side of Los Osos Valley Road to the west side of
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Calle Joaquin Road (Drainage 2). These roadside drainage wetlands convey runoff from the
freshwater marsh and riparian vegetation east of Los Osos Valley Road and from the adjacent
roads. Segments of these drainages function as seasonal drainages and are discussed in the
“Seasonal Drainages” section below.
Seasonal wetlands support many insects, which constitute a food source for a variety of birds,
amphibians, and reptiles. During the July 2006 field survey, a great egret (Ardea alba) and red-
winged blackbirds (Agelaius phoeniceus) were seen in the vicinity of seasonal wetlands in the
study area. Tall vegetation associated with the seasonal wetland on the west side of US 101 may
also provide nesting habitat for migratory birds.
Freshwater Marsh
The study area supports two locations of freshwater marsh community. One is located within the
approved Calle Joaquin realignment project in Froom Ranch at the base of the Irish Hills. The
marsh feature is within the floodplain of Froom Creek and is in an area of high ground water
(Calle Joaquin Wetland Delineation 2005). Portions of the marsh are perennially wet. Dominant
plant species there include iris-leaved rush (Juncus xiphioides), sedges (Carex spp.), creeping
leather root (Hoita orbiculatus), coastal silverweed (Potentilla anserina ssp. pacifica), bull thistle
(Cirsium vulgare), birdfoot trefoil, goldentop (Lamarckia aurea), and meadow fescue (Festuca
arundinacea). Dominant plant species in the wettest areas include tule (Scirpus acutus), iris-
leaved rush, seep monkeyflower (Mimulus guttatus), and watercress (Rorippa nasturtium-
aquatica).
The other freshwater marsh lies between US 101 and Calle Joaquin. This feature appears to be
perennial, possibly due to high ground water. Dominant species in this community include
narrow-leaved cattail (Typha angustifolia), iris-leaved rush, Himalayan blackberry (Rubus
discolor), sneezeweed (Helenium puberulum), and fringed willowherb (Epilobium ciliatum).
Common bird species seen in freshwater marsh habitats in the study area include red-winged
blackbird (Agelaius phoeniceus), song sparrow (Melospiza melodia), and mallard (Anas
platyrhynchos). Freshwater marsh wetlands in the study area also provide habitat for aquatic
amphibians and reptiles such as the Pacific tree frog (Hyla regilla) and common garter snake
(Thamnophis sirtalis).
Seasonal Drainages
Several seasonal drainages cross the study area. Two seasonal drainages have been previously
evaluated in a wetland delineation (2004) for the Calle Joaquin realignment project, identified as
Drainage 1 and Drainage 2 in that wetland delineation (segments of these drainages function as
seasonal wetlands and are discussed in the “Seasonal Wetlands” section above). Drainage 1 is
spring-fed and enters an underground culvert at its south end that emerges at the confluence with
Froom Creek on the west side of Calle Joaquin. Froom Creek crosses under US 101 at this
location to its confluence with San Luis Obispo Creek. Drainage 1 supports Central Coast arroyo
willow riparian forest vegetation, dominated by arroyo willow, dogwood (Cornus sericea),
California bay (Umbellularia californica), California blackberry, and cattail.
Drainage 2 parallels Los Osos Valley Road and US 101 and is fed by urban runoff. The north
portion of Drainage 2 in the study area floods into the adjacent freshwater marsh under high flow
conditions. The northern portion of Drainage 2 supports Central Coast arroyo willow riparian
forest vegetation, including arroyo willow, poison hemlock, sweet fennel (Foeniculum vulgare),
teasel (Dipsacus fullonum), and milk thistle (Silybum marinum). The southern portion along Calle
Joaquin supports scattered arroyo willow and eucalyptus, coyote brush, poison hemlock, a small
area of tule and cattail, and ruderal herbaceous species.
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The study area also includes a seasonal drainage that parallels US 101 and is separated from the
southern end of Drainage 2 by a stand of eucalyptus. This drainage flows south and expands into
a seasonal wetland in a basin area between US 101 and Calle Joaquin. The lowest point of the
basin supports freshwater marsh that appears to be perennial, then continues to another segment
of seasonal drainage at the southernmost part of the study area. The upstream portion of this
seasonal drainage is dominated by coyote brush, California blackberry, poison hemlock, and
mugwort. The southernmost end of the drainage supports Central Coast arroyo willow riparian
forest, with some non-natives, such as pepper tree.
The value of seasonal drainages as wildlife habitat varies with the duration and intensity of water
flow. During the wet season, intermittent drainages are used by a variety of wildlife species.
Mammals such as raccoons and opossum use the habitats for drinking and washing their food.
Shorebirds and waterfowl may use intermittent drainages for resting or foraging, whereas these
habitats may serve as travel corridors for amphibians, invertebrates, or other highly aquatic
wildlife. Wildlife species observed in or adjacent to seasonal drainages in the study area during
the 2006 field surveys included great egret, song sparrow, and mallard.
Perennial Drainages
Two perennial drainages—Prefumo Creek and San Luis Obispo Creek—cross roadways in the
study area via cement box culverts and steel-pipe culverts of varying sizes. Froom Creek, which
is intermittent in the vicinity of the study area, has a perennial reach upstream. These perennial
drainages provide habitat for a variety of wildlife and fish. Vegetation growing along the edges of
drainages provides nesting habitat for several bird species and foraging and refuge habitat for
amphibians, reptiles, and mammals occupying the open water and adjacent grassland habitats.
Birds such as herons (Ardeidae spp.) and belted kingfishers (Megaceryle alcyon) forage in these
communities, mainly along the water’s edge. Many species of insectivorous birds, including
white-throated swift (Aaeronautes saxatalis), barn swallow (Hirundo rustica), cliff swallow
(Petrochelidon pyrrhonota), black phoebe (Sayornis nigricans), and ash-throated flycatcher
(Myiarchus cinerascens), catch their prey over open water.
Native fish species in San Luis Obispo Creek and Prefumo Creek include speckled dace
(Rhinichthys osculus), prickly sculpin (Cottus asper), threespine stickleback (Gasterosteus
aculeatus), south-central California coast steelhead trout (Oncorhynchus mykiss), and Pacific
lamprey (Lampetra tridentata). Steelhead trout occur in perennial reaches of Froom Creek; the
segment of Froom Creek within the study area is used as a migratory corridor for adults migrating
to upstream spawning habitat and juveniles going to the ocean.
Introduced species such as goldfish, largemouth bass (Micropterus salmoides), green sunfish
(Lepomis cyanellus), bluegill (Lepomis macrochirus), mosquitofish (Gambusia affinis), channel
catfish (Ictalurus punctatus), brown bullhead (Ameiurus nebulosus), golden shiners (Notemigonus
crysoleucas), and fathead minnows (Pimephales promelas) are also present in the watershed.
Environmental Consequences
Table 2.3-1 shows total impacts, both permanent and temporary, to wetlands and other waters of
the U.S. for Alternatives 3 and 6.
The Seasonal Wetland (b) heading in Table 2.3-1 includes waters claimed as jurisdictional by the
California Department of Fish and Game, but not by the U.S. Army Corps of Engineers. Figures
2.3-1 and 2.3-2 show the locations of these impacts and the differences between Alternatives 3
and 6.
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Table 2.3-1: Impacts to Wetlands and Other Waters of the U.S.
Community
Type
Alternative 3 Alternative 6
Permanently
Affected (Acres)
Temporarily
Affected (Acres)
Permanently
Affected (Acres)
Temporarily
Affected (Acres)
Seasonal
Wetland (a) 0.03 0 0.02 0
Seasonal
Wetland (b) 0.17 0 0.17 0
Freshwater
Marsh 0 0 0 0
Seasonal
Drainage 0.04 0 0.07 0
Perennial
Drainage 0.07 0.19 0.15 0.11
Total Impacts 0.31 0.19 0.41 0.11
(a) Jurisdictional waters of the U.S., final acreages pending verification by the U.S. Army Corps of Engineers.
(b) Non-jurisdictional wetlands, final acreages pending verification by the U.S. Army Corps of Engineers.
Seasonal Wetland
Alternative 3: Implementation of Alternative 3 would result in the permanent loss of 0.03 acre
of potentially jurisdictional seasonal wetlands within Drainage 2 during construction of the
southbound on-ramp and 0.17 acre of non-jurisdictional seasonal wetland during construction of
the biofiltration swales and strips within the northbound loop on-ramp.
Alternative 6: Implementation of Alternative 6 would result in the permanent loss of 0.02 acre of
potentially jurisdictional seasonal wetlands within Drainage 2 during construction of the
southbound on-ramp and 0.17 acre of non-jurisdictional seasonal wetland during construction of
the biofiltration swales and strips within the northbound loop on-ramp.
With either alternative, indirect impacts on seasonal wetland could occur from adjacent
construction activity. Seasonal wetland habitat that is adjacent to the construction area would not
be removed for construction, but it could sustain damage from equipment. The loss or disturbance
of seasonal wetland is considered adverse because wetland provides a variety of important
ecological functions, including wildlife habitat, floodwater storage, and water quality
improvement. The Drainage 2 seasonal wetlands and the two seasonal wetlands within the
northbound off-ramp, however, are of limited functional value because they are surrounded by
roads and have a small watershed defined by the roads.
Freshwater Marsh
Alternative 3: Freshwater marsh habitat is outside the proposed construction zone for Alternative
3. Construction of Alternative 3, therefore, would avoid direct and indirect impacts on freshwater
marsh.
Alternative 6: Based on the extent of habitat shown in Figure 2.3-2, implementation of
Alternative 6 would avoid any direct impacts on freshwater marsh within the project footprint for
the Calle Joaquin/US 101 southbound on-ramp and off-ramp. It is likely that construction of the
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Calle Joaquin Road realignment project (Figure 2.3-2) has removed the freshwater marsh area
near proposed project construction since the field surveys were done. If any freshwater marsh
habitat remains next to the study area at the time of project construction, Alternative 6 could
result in indirect impacts on freshwater marsh from adjacent construction activity. The loss or
disturbance of freshwater marsh is considered adverse because it provides ecological functions,
including wildlife habitat, floodwater storage for Froom Creek, groundwater recharge, and
filtration of pollutants.
Seasonal Drainage
Construction of the project would result in the permanent loss of seasonal drainage within
Drainage 2. The permanent impact area would include loss of wetland vegetation. Temporary
impacts on seasonal drainage would occur due to removal of vegetation and disruption of the
drainage during construction activities in the right-of-way. No impacts on other seasonal
drainages, including Froom Creek, are anticipated. The amount of impact on Drainage 2 differs
between the two alternatives, as described below.
Alternative 3: Implementation of Alternative 3 would result in the permanent loss of 0.04 acre of
seasonal drainage for the reconstruction of the existing Calle Joaquin/US 101 southbound on-
ramp where it connects to the widened Los Osos Valley Road (Figure 2.3-1).
Alternative 6: Implementation of Alternative 6 would result in the permanent loss of about 0.07
acre of seasonal drainage within the project footprint for the reconstruction of the existing Calle
Joaquin/US 101 southbound on-ramp where it connects to the widened Los Osos Valley Road
(Figure 2.3-2).
Perennial Drainage
Construction of the project would result in the permanent loss of perennial drainage within
Prefumo and San Luis Obispo creeks. The permanent impact area would include the loss of
riparian and wetland vegetation. Temporary impacts on perennial drainages would occur due to
removal of vegetation and disruption of the drainages during construction activities in the right-
of-way. The amount of impact on the creeks differs between the two alternatives, as described
below.
Alternative 3: Implementation of Alternative 3 would result in the permanent loss of about 0.07
acre of perennial drainage and temporary disturbance of about 0.19 acre of perennial drainage for
the construction of a retaining wall at San Luis Obispo Creek, and the widening of the existing
Los Osos Valley Road overcrossing at Prefumo Creek and San Luis Obispo Creek (Figure 2.3-1).
Alternative 6: Implementation of Alternative 6 would result in the permanent loss of about 0.15
acre of perennial drainage and temporary disturbance of about 0.11 acre of perennial drainage for
the construction of a retaining wall at San Luis Obispo Creek, construction of a new northbound
on-ramp and bridge at San Luis Obispo and Prefumo creeks, and the widening of the existing Los
Osos Valley Road overcrossing at San Luis Obispo Creek (Figure 2.3-2).
Avoidance, Minimization, and/or Mitigation Measures
The impacts to wetlands have been minimized by project design features and minimization
measures listed below, but are unavoidable. Because the project modifies the existing interchange
by adding an additional eastbound traffic bridge on Los Osos Valley Road and by modifying on-
and off-ramps, moving the project or existing highways cannot avoid impacts to wetland
resources. The culvert modification to San Luis Obispo Creek is necessary to support the new
eastbound travel lanes of Los Osos Valley Road, while accommodating future US 101 widening.
Other alternatives to the proposed action were considered during project development, as
described in Section 1.3. Various design and operation improvements were developed for the
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interchange, ramps, and Los Osos Valley Road, ultimately resulting in Alternative 3 being
selected as the least-damaging practicable alternative.
In accordance with Executive Order 11990, the least environmentally damaging practicable
alternative selected for this project is Alternative 3. All practicable measures to minimize harm to
the affected wetlands and waters have been included in the proposed alternative(s) as design
features and additional avoidance, minimization, and mitigation measures. Below are design
minimizations common to both build alternatives (many of these are beneficial to all aspects of
the biological environment, but are discussed here for the sake of brevity). Then design
minimizations specific to individual alternatives are described.
Design Minimizations Common to Alternatives 3 and 6
1. Alignment adjustments
The northbound off-ramp was moved west toward US 101, away from San Luis Obispo
Creek, ensuring trees would not be removed in this area and work could be conducted
from the existing roadway. This avoidance measure ensures no loss of jurisdictional
waters along the northbound off-ramp.
Moving this off-ramp also avoids impacts to the Froom Creek outfall since the culvert
will not need to be extended to accommodate the road.
2. Retaining walls and embankment configurations
A retaining wall on the northbound off-ramp would limit impacts to San Luis Obispo
Creek.
A retaining wall on the southbound off-ramp would limit impacts to Prefumo Creek.
Steeper 2:1 side slopes are proposed along the northbound off-ramp and southbound off-
ramp. Current standards call for 4:1 slopes, but the steeper 2:1 gradients further restrict
the horizontal extent of the road embankment that would encroach into San Luis Obispo
Creek and Prefumo Creek.
3. In-stream changes
If disturbance to the gravel cannot be avoided in San Luis Obispo Creek, the gravel
would be removed temporarily and replaced to the extent practicable with gravel
removed from the site. Before gravel would be returned to the channel following
construction, gravel would be washed to remove fines (term for fine sediment) before
being placed back into the creek channel. If it becomes necessary to augment disturbed
gravel with gravel from outside sources, only washed river gravel (to remove fines)
appropriately sized for adult steelhead trout would be used..
Permanent fish passage would be maintained or improved at each structure that requires
modification.
a. Along San Luis Obispo Creek, fish passage would not be impeded by the rock slope
protection in the outfall.
4. Replanting and final grading
The two seasonal wetlands in the artificially created basins between US 101 and the
existing northbound on-ramps and off-ramps would be restored onsite as biofiltration
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swales and strips after the new ramps are constructed. To ensure sufficient ponding in
support of wetland vegetation, the basin would be excavated to pre-project conditions and
planted with a native seed mix.
All disturbed areas would be seeded with native mixes and mulched with certified weed-
free mulch (rice straw may be used in upland areas). Native, non-invasive species would
be used in erosion control plantings to stabilize site conditions and prevent invasive
species from colonizing.
Additional Alternative 3 Minimizations
Implementation of the avoidance and minimization measures would protect seasonal wetlands
and avoid this potential impact.
State and federal agencies would require avoidance, minimization, and compensatory mitigation
for the loss of seasonal wetlands.
Retaining walls and embankment configurations:
A retaining wall would be built along the southbound on-ramp, restricting fills into a portion
of Drainage Ditch #2.
A retaining wall would be built along westbound Los Osos Valley Road between US 101 and
the south southbound off-ramp. This would also restrict impacts to Prefumo Creek.
Additional Alternative 6 Minimizations
Implementation of the avoidance and minimization measures would protect freshwater marsh and
avoid this potential impact. No additional mitigation is proposed for freshwater marsh habitat.
State and federal agencies would require avoidance, minimization, and compensatory mitigation
for the loss of freshwater marsh.
Retaining wall:
The northbound diagonal on-ramp would use retaining walls and free-spans over Prefumo
Creek.
Only Practicable Finding
Based on the above considerations, Alternative 3 is the biologically preferred alternative for the
proposed construction in wetlands. The proposed action includes all practicable measures to
minimize harm to wetlands that may result from such use. In accordance with Executive Order
11990, the least environmentally damaging practicable alternative selected for this project is
Alternative 3. The basis for the least environmentally damaging practicable alternative
determination is that Alternative 3 requires less ground and creek disturbance, requires less
vegetation removal, has shallow footings to avoid paleontological resources, accommodates the
future highway widening, and has the smallest environmental footprint.
Based on the above considerations, it is determined that there is no practicable alternative to the
proposed construction in wetlands and that the proposed action includes all practicable measures
to minimize harm to wetlands that may result from such use.
Mitigation Measure BIO-4: Avoid and Minimize Potential Indirect Disturbance of Seasonal
Wetlands Near the Construction Area. The City would minimize the potential for indirect
disturbance of the seasonal wetlands in the US 101 northbound on-ramp portion of the study area
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by prohibiting the use of vehicles and equipment staging in this area. All access by vehicles in
this portion of the study area would occur via the paved on-ramp.
Mitigation Measure BIO-5: Protect Water Quality and Prevent Erosion in Wetlands and
Drainages. To protect water quality in seasonal wetlands, freshwater marsh, and Prefumo, San
Luis Obispo, and Froom creeks, the City would implement the following best management
practices before and during construction:
All earthwork or foundation activities involving creeks, culverts, and bridges would occur in
the dry season (generally between June 1 and October 1).
All work in the drainages that may contain fish would be limited to the low-flow period in
the dry season.
Equipment used in and around waters of the U.S. would be in good working order and free
of dripping or leaking engine fluids. All vehicle maintenance, staging, and materials storage
would occur at least 300 feet from all waters of the U.S. Any necessary equipment washing
would occur where the water cannot flow into the stream channel.
Any surplus concrete rubble, asphalt, or other rubble from construction would be taken to an
approved disposal site.
An erosion control plan would be prepared and implemented for the proposed project. It
would include the following provisions and protocols:
— Discharge from dewatering operations, if needed, and runoff from disturbed areas would
conform to the water quality requirements of the waste discharge permit issued by the
Regional Water Quality Control Board.
— Material stockpiles would be located in non-traffic areas only. Side slopes would not be
steeper than 2:1. All stockpile areas would be surrounded by a filter fabric fence and
interceptor dike.
— Erosion control measures would be applied throughout construction of the proposed
project. The Storm Water Pollution Prevention Plan for the project would detail the
applications and type of measures and the allowable exposure of unprotected soils.
— Soil exposure would be minimized through the use of temporary best management
practices, groundcover, and stabilization measures. Exposed dust-producing surfaces
would be sprinkled daily, if necessary, until wet; this measure would be controlled to
avoid producing runoff. Paved streets would be swept daily following construction
activities.
— The contractor would conduct periodic maintenance of erosion- and sediment-control
measures.
— All temporary erosion- and sediment-control measures would be removed after the
working area is stabilized or as directed by the engineer.
— An appropriate seed mix of native species would be planted on disturbed areas upon
completion of construction.
— Sandbagged silt fences would be installed in all named and unnamed waterways in which
construction work occurs, both upstream and downstream of the construction site. Any
accumulated sediment would be removed and trucked to an approved disposal site.
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Mitigation Measure BIO-6: Compensate for the Permanent Loss of Seasonal Wetlands. The
City of San Luis Obispo would compensate for permanent loss of seasonal wetlands at a
minimum ratio of 2:1 (2 hectares/acres restored for every 1 hectare/acre temporarily affected).
Permanent impacts on seasonal wetland would first be mitigated on-site. Any remaining seasonal
wetland mitigation that cannot be created on-site would be created off-site at an environmentally-
approved location to be determined, such as the city-owned Johnson Ranch or through the San
Luis Obispo Conservancy. While these commitments are made in the environmental document,
final locations and quantities for compensation would be confirmed through coordination with
state and federal agencies as part of the permitting process and final design phase and would be
based on the impacts calculated and presence of appropriate environmental conditions for the
creation of wetlands.
If Alternative 3 is built, total required compensation for impacts on seasonal wetland would be
0.16 hectare (0.40 acre). If Alternative 6 is built, total compensation for impacts on seasonal
wetlands would be 0.15 hectare (0.36 acre). Because the two of the affected seasonal wetlands
occur within artificially created basins between U.S. 101 and the northbound on- and off-ramps,
these wetlands would be restored on-site after construction. To ensure sufficient ponding to
support wetland vegetation, the basin north of the on-ramp would be excavated to pre-project
conditions and planted with a native seed mix.
Mitigation Measure BIO-7: Avoid and Minimize Potential Indirect Disturbance of
Freshwater Marsh near the Construction Area. The City would minimize the potential for
indirect disturbance of the freshwater marsh in the Calle Joaquin/US 101 southbound on-ramp
and off-ramp portion of the study area by prohibiting equipment staging in that area. All access
by vehicle in that portion of the study area would be limited to the project right-of-way.
Mitigation Measure BIO-8: Avoid and Minimize Potential Indirect Disturbance of Seasonal
Drainage near the Construction Area. The City would minimize the potential for indirect
disturbance of the seasonal drainages in the realigned portion of the Calle Joaquin/US 101
southbound on-ramp under Alternative 3 or the Calle Joaquin/US 101 southbound on-ramp and
off-ramp under Alternative 6 by prohibiting equipment staging in this area. All access by vehicle
in this portion of the study area would be limited to the project right-of-way.
Mitigation Measure BIO-9: Compensate for Permanent Loss of Seasonal Drainage Habitat.
The City would compensate for the permanent fill of seasonal drainage (a direct impact
associated with new road construction) at a minimum ratio of 2:1 (2 acres restored or created for
every 1 acre permanently affected).
Under Alternative 3, a minimum of 0.08 acre of compensation for permanent loss of
seasonal drainage would be required.
Under Alternative 6, a minimum of 0.07 acre of compensation for the permanent loss
seasonal drainage would be required.
Mitigation proposed includes a combination of onsite mitigation and compensation at
undetermined offsite locations such as the Johnson Ranch or through the San Luis Obispo Land
Conservancy. Onsite compensation would be accomplished by restoring and/or enhancing
riparian and in-stream habitats along Prefumo and San Luis Obispo creeks in the study area.
Compensation for other waters of the U.S. would be in addition to and would follow the
guidelines for riparian habitat compensation described under Section 4.1.1 of the Natural
Environment Study Report (2008). Permanent impacts to seasonal drainages that cannot be
mitigated onsite would be compensated at a ratio of at least 2:1 at offsite locations.
Temporarily disturbed portions of the drainages would be returned to original grade following
construction, and would result in no permanent impacts.
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Mitigation Measure BIO-10: Avoid and Minimize Potential Indirect Disturbance of
Perennial Drainage Near the Construction Area. The City would minimize the potential for
indirect disturbance of the perennial drainages, including Prefumo and San Luis Obispo creek, in
the project area by prohibiting equipment staging in these areas. All access by vehicle in these
portions of the study area would be limited to the project right-of-way.
Mitigation Measure BIO-11: Compensate for Permanent Loss and Temporary Disturbance
of Perennial Drainage Habitat. The City would compensate for temporary construction-related
loss of perennial drainage at a minimum ratio of 1:1 (1 acre restored for every 1 acre temporarily
affected) and would compensate for the permanent fill of perennial drainage (a direct impact
associated with new road construction) in San Luis Obispo creek at a minimum ratio of 2:1 (2
acres restored or created for every 1 acre permanently affected).
Under Alternative 3, a minimum of 0.33 acre of compensation for loss of perennial drainage
would be required.
Under Alternative 6, a minimum of 0.41 acre of compensation for the loss of perennial
drainage would be required.
Mitigation proposed includes a combination of onsite mitigation and compensation at
undetermined offsite locations such as the Johnson Ranch or through the San Luis Obispo Land
Conservancy. Onsite compensation would be accomplished by restoring and/or enhancing
riparian and in-stream habitats along Prefumo and San Luis Obispo creeks in the study area.
Compensation for other waters of the U.S. would be in addition to and would follow the
guidelines for riparian habitat compensation described under Section 4.1.1.2 of the Natural
Environment Study Report (2008). Permanent impacts to seasonal drainages that cannot be
mitigated onsite would be compensated at a ratio of at least 2:1 at offsite locations.
Temporarily disturbed portions of the drainages would be returned to original grade following
construction, and would result in no permanent impacts.
The two seasonal wetlands in the artificially created basins between US 101 and the existing
northbound on-ramps and off-ramps would be restored on-site as biofiltration swales and strips
after the new ramps are constructed. To ensure sufficient ponding in support of wetland
vegetation, the basin would be excavated to pre-project conditions and planted with a native seed
mix.
2.3.3 Animal Species
Regulatory Setting
Many state and federal laws regulate impacts to wildlife. The U.S. Fish and Wildlife Service, the
National Oceanographic and Atmospheric Fisheries Service, and the California Department of
Fish and Game are responsible for implementing these laws.
This section discusses potential impacts and permit requirements associated with wildlife not
listed or proposed for listing under the state or federal Endangered Species Act. Species listed or
proposed for listing as threatened or endangered are discussed in Section 2.3.4. All other special-
status animal species are discussed here, including California Department of Fish and Game fully
protected species and species of special concern, and the U.S. Fish and Wildlife Service or
National Oceanographic and Atmospheric Administration Fisheries Service candidate species.
Federal laws and regulations pertaining to wildlife include the following:
National Environmental Policy Act
Migratory Bird Treaty Act
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Fish and Wildlife Coordination Act
Marine Mammal Protection Act
State laws and regulations pertaining to wildlife include the following:
California Environmental Quality Act
Sections 1601–1603 of the Fish and Game Code
Sections 4150 and 4152 of the Fish and Game Code
Affected Environment
As described in the Natural Environment Study Report, sensitive species that could potentially
occur in the study area were identified based on a review of existing information, coordination
with agency personnel, and field surveys, including a reconnaissance-level field survey and
biological field surveys. With this information, the biologist determined that the sensitive wildlife
species shown in Table 2.3-2 have the potential to occur in the study area or may be affected by
construction activities.
Table 2.3-2: Sensitive Wildlife and Fish Species Potentially Occurring in the Study
Area
Common
Name,
Scientific
Name
Legal Status
Habitat
Requirements
Species
Present
in Study
Area?
Specific
Habitat
Present
in Study
Area?
Rationale
Federal State
Foothill yellow-
legged frog
Rana boylii
– Species of
Special
Concern
Creeks or rivers in
woodlands or forests
with rock and gravel
substrate and low
overhanging vegetation
along the edge; usually
found near riffles with
rocks and sunny banks
nearby
Not
observed
Yes No foothill yellow-
legged frogs were
observed during
protocol-level surveys
for California red-legged
frog
Southwestern
pond turtle
Emys marmorata
pallida
– Species of
Special
Concern
Ponds, marshes, rivers,
streams, and irrigation
canals with muddy or
rocky bottoms and with
watercress, cattails,
water lilies, or other
aquatic vegetation in
woodlands, grasslands,
and open forests.
Overwintering habitat
consists of mud in
stream and pond
bottoms or a variety of
upland habitats
including riparian
habitat. Eggs are laid in
earthen cavities, usually
in sunny locations
within 1,640 feet of
aquatic habitat.
Yes Yes Suitable aquatic habitat
for southwestern pond
turtles is present within
Prefumo and San Luis
Obispo creeks in the
study area. One adult
pond turtle was observed
in Prefumo Creek near
the confluence with San
Luis Obispo Creek in
the study area during the
April 2006 field surveys.
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Common
Name,
Scientific
Name
Legal Status
Habitat
Requirements
Species
Present
in Study
Area?
Specific
Habitat
Present
in Study
Area?
Rationale
Federal State
Two-striped
garter snake
Thamnophis
hammondii
– Species of
Special
Concern
Perennial and
intermittent streams
having rocky beds
bordered by willow
thickets or other dense
vegetation. Also
inhabits large sandy
riverbeds, such as the
San Luis Obispo Creek,
if a strip of riparian
vegetation is present,
and stock ponds if
riparian vegetation and
fish and amphibian prey
are present
Not
observed
Yes San Luis Obispo and
Prefumo creeks in the
study area provide
potential habitat for the
species. The species is
known to occur in San
Luis Obispo County
(California Natural
Diversity Database,
2006).
Cooper’s hawk
Accipiter
cooperii
– Species of
Special
Concern
Nests primarily in
riparian forests
dominated by
deciduous species; also
nests in densely
canopied forests from
grey pine–oak
woodland up to
ponderosa pine; forages
in open woodlands
Not
observed
Yes Species was not
observed during
reconnaissance-level
fields surveys conducted
between April and July
2006. Riparian forest in
the study area provides
suitable nesting and
wintering habitat for the
species.
Northern harrier
Circus cyaneus
– Species of
Special
Concern
Grasslands, meadows,
marshes, and seasonal
and agricultural
wetlands.
Not
observed
Yes Species was not
observed during
reconnaissance-level
fields surveys conducted
between April and July
2006. Emergent marsh
in the study area
provides suitable nesting
habitat for the species.
White-tailed kite
Elanus leucurus
– Fully
Protected
Low foothills or valley
areas with valley or live
oaks, riparian areas, and
marshes near open
grasslands for foraging.
Not
observed
Yes Species was not
observed during
reconnaissance-level
fields surveys conducted
between April and July
2006. Riparian forest in
the study area provides
suitable nesting and
wintering habitat for the
species.
Western
burrowing owl
Athene
cunicularia
hypugea
– Species of
Special
Concern
Level, open, dry,
heavily grazed or low-
stature grassland or
desert vegetation with
available burrows.
Not
observed
Yes Species was not
observed during
reconnaissance-level
fields surveys conducted
between April and July
2006. Annual grasslands
with active ground
squirrel burrows in the
study area provide
suitable nesting and
wintering habitat for the
species.
The special-status species described below were either seen in the project area or suitable habitat
for the species was present in the project area. These included the foothill yellow-legged frog
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(Rana boylii), southwestern pond turtle (Emys marmorata pallida), two-striped garter snake
(Thamnophis hammondii), Cooper’s hawk (Accipiter cooperii), northern harrier (Circus cyaneus),
white-tailed kite (Elanus leucurus), and western burrowing owl (Athene Cunicularia hypugea).
Foothill Yellow-legged Frog
Foothill yellow-legged frogs were reported just west of the study area in 1987, although the
frog(s) could have been misidentified California red-legged frogs. Foothill yellow-legged frogs
were not seen during field surveys or during protocol-level surveys for California red-legged frog
done within Prefumo and San Luis Obispo creeks in the study area. Prefumo and San Luis Obispo
creeks in the study area provide suitable habitat for this species.
Southwestern Pond Turtle
The southwestern pond turtle is designated as a state species of special concern. During the 2006
field surveys, a southwestern pond turtle was seen in Prefumo Creek, near the creek’s confluence
with San Luis Obispo Creek. Prefumo and San Luis Obispo creeks provide suitable aquatic
habitat for the species. Adjacent uplands in the study area occur within heavily disturbed urban
areas in the city of San Luis Obispo and do not provide suitable nesting or wintering habitat.
Prefumo and San Luis Obispo creeks in the study area provide suitable aquatic habitat and
basking sites for the species, and turtles may use riparian areas along these creeks as well.
Two-striped Garter Snakes
Two-striped garter snakes were not seen during field surveys done within Prefumo and San Luis
Obispo creeks in the study area. However, focused surveys for this species were not performed.
Suitable habitat is present within Prefumo and San Luis Obispo creeks, and the species is known
to occur in San Luis Obispo County.
Prefumo and San Luis Obispo creeks provide suitable aquatic habitat for two-striped garter
snakes.
Sensitive and Non-sensitive Migratory Birds
Several sensitive (including Cooper’s hawk and white-tailed kite) and non-sensitive migratory
birds could nest in and adjacent to the study area. The breeding season for most birds is generally
from March 1 to August 15.
The Cooper’s hawk, a state species of special concern, is a year-round resident throughout much
of California, except in the high Sierra Nevada. Migrants from the north spend winter in
California; residents move down slope and south from areas of heavy snow in fall and return in
spring. The Cooper’s hawk nests in coniferous and deciduous trees. It prefers second-growth
conifers and deciduous riparian areas along streams. It forages along forest edges and in broken
habitats for small birds and small mammals.
The white-tailed kite is a fully protected species under California Fish and Game Code 3511. The
species has a restricted distribution in the U.S., occurring only in California and western Oregon
and along the Texas coast. The species is fairly common in California’s Central Valley lowlands.
White-tailed kites nest in riparian and oak woodlands and forage in nearby grasslands, pastures,
agricultural fields, and wetlands. White-tailed kites use nearby treetops for perching and nesting
sites. Voles and mice are common prey.
The Cooper’s hawk and white-tailed kite have been seen within 10 miles of the study area, and
suitable nesting and foraging habitat is present within the study area. No Cooper’s hawk or white-
tailed kite was seen in the study area during the 2006 field surveys done between April and July.
A focused nest survey was not performed during the 2006 surveys.
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Within the study area, suitable nesting habitat for migratory birds occurs within riparian forest,
seasonal wetland, annual grassland, and emergent marsh habitats. Migratory birds seen in and
near the study area include the red-winged blackbird, northern mockingbird, lesser goldfinch,
song sparrow, red-shouldered hawk, and red-tailed hawk.
Western Burrowing Owl
The western burrowing owl is a federal species of concern and a state species of special concern.
The burrowing owl is a species of special concern in California because suitable habitat and both
local and statewide populations have declined. It is protected during its nesting season under the
Migratory Bird Treaty Act and the California Fish and Game Code Section 3503.5. Burrowing
owl is a ground-nesting raptor that typically uses the burrows of other species, such as ground
squirrels, for nesting and thermal and escape cover.
No burrowing owls were observed in the study area during the 2006 field surveys done between
April and July. Historically, burrowing owls are known to occur along Froom Creek, where they
were seen in 1988 during surveys conducted for the Froom Creek Project, northwest of the study
area. Within the study area, annual grasslands and agricultural lands provide potential breeding or
wintering habitat for burrowing owls. However, these areas are heavily disturbed by adjacent
development and ongoing agricultural practices, reducing the likelihood that burrowing owls
would occur within the study area. If burrowing owls are present in the project vicinity, they
could use existing ground squirrel burrows that exist in the annual grassland habitat west of Calle
Joaquin.
Swallows
Active swallow nests were not seen in the study area during the 2006 field surveys done between
April and July. However, existing bridges and box culverts in the study area provide potential
nesting areas for swallows. Swallows often build mud nests on the underside of concrete
structures over permanent or semi-permanent water sources.
Environmental Consequences
Table 2.3-3 shows permanent and temporary impacts to habitat for special-status animals in the
project area. Possible impacts for each species are described in the text that follows.
Table 2.3-3 Impacts to Habitat for Special-Status Animals
Special-Status
Animals
Alternative 3 Alternative 6
Permanent
Impacts (acres)
Temporary
Impacts (acres)
Permanent
Impacts (acres)
Temporary
Impacts (acres)
Foothill
yellow-legged
frog
0.51 1.03 1.23 0.63
Southwestern
pond turtle 0.47 1.03 1.16 0.63
Two-striped
garter snake 0.51 1.03 1.23 0.63
Cooper’s hawk 0.40 0.84 1.01 0.52
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Northern
harrier 1.46 none 1.82 none
White-tailed
kite 1.66 0.84 2.64 0.52
Western
burrowing owl 1.26 none 1.63 none
Foothill Yellow-legged Frog
The proposed project may affect potential breeding and dispersal habitat for foothill yellow-
legged frogs. If they are present in the creek channel or along the creek bank during construction,
they could be injured or killed by construction activities or personnel. In addition, dewatering
aquatic habitat during the period when eggs or larvae are developing could result in the loss of
frogs. Although construction in the stream channel would be conducted outside a portion of the
breeding season, tadpoles could still be present within the channel through the summer foothill
yellow-legged frogs bred in San Luis Obispo or Prefumo creeks.
Potential impacts on foothill yellow-legged frog would be the same under both Alternative 3 and
Alternative 6, except for the amount of habitat affected:
Implementation of Alternative 3 would result in a permanent loss of about 0.40 acre and a
temporary disturbance of about 0.84 acre of potential foraging habitat (riparian forest) in the
study area (see Figure 2.3-1). This alternative would also result in a permanent loss of about
0.11 acre and a temporary disturbance of about 0.19 acre of aquatic dispersal/summer
habitat for the foothill yellow-legged frog.
Implementation of Alternative 6 would result in a permanent loss of about 1.01 acres and a
temporary disturbance of about 0.52 acre of potential foraging habitat (riparian forest) in the
study area (see Figure 2.3-2). This alternative would also result in a permanent loss of about
0.22 acre and a temporary disturbance of about 0.11 acre of aquatic dispersal habitat for the
foothill yellow-legged frog.
Southwestern Pond Turtle
Southwestern pond turtles are very sensitive to disturbances and quickly retreat into the water
when threatened. If pond turtles are present in the creek channel or along the creek bank during
in-channel construction within Prefumo and San Luis Obispo creeks, they could become
entrapped in areas being dewatered during installation of diversion structures within these creeks
in the construction work area. Although the nature of potential impacts on southwestern pond
turtle would be the same under both Alternative 3 and Alternative 6, the amount of habitat
affected would be different.
The differences in impacts on riparian and aquatic habitat between Alternatives 3 and 6 are
described below:
Implementation of Alternative 3 would result in a permanent loss of about 0.40 acre and a
temporary disturbance of about 0.84 acre of riparian forest in the study area (see Figure 2.3-
1). This alternative would also result in a permanent loss of about 0.07 acre and a temporary
disturbance of about 0.19 acre of perennial aquatic habitat for the southwestern pond turtle.
Implementation of Alternative 6 would result in a permanent loss of about 1.01 acres and a
temporary disturbance of about 0.52 acre of riparian forest within the study area (see Figure
2.3-2). This alternative would also result in a permanent loss of about 0.15 acre and a
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temporary disturbance of about 0.11 acre of perennial aquatic habitat for the southwestern
pond turtle.
Two-striped Garter Snakes
If two striped-garter snakes are present in the creek channel or along the creek bank during in-
channel construction, it is expected that they would move out of the way of construction
equipment and would not be harmed. The potential exists for two-striped garter snakes to become
entrapped in areas being dewatered during installation of diversion structures within Prefumo and
San Luis Obispo creeks in the construction work area.
Potential impacts on two striped-garter snakes would be the same under both Alternative 3 and
Alternative 6.
Sensitive and Non-sensitive Migratory Birds
The proposed project would result in a permanent loss and temporary disturbance of potential
nesting habitat for the Cooper’s hawk, white-tailed kite, and other migratory birds. Vegetation
removal or noise associated with construction activities could result in the disturbance of nesting
migratory birds if active nests are present within or near the permanent or temporary construction
impact area. These disturbances could cause nest abandonment and death of young or loss of
reproductive potential at active nests in or near the study area. Such disturbance would violate
California Fish and Game Code Sections 3503 (bird nests), 3503.5 (raptor nests), 3511 (fully
protected birds), 3513 (migratory birds), and the Migratory Bird Treaty Act.
Potential impacts on Cooper’s hawks, white-tailed kites, and other migratory birds would be the
same for both Alternative 3 and Alternative 6. Impacts to habitat for these species are shown for
both alternatives in Table 2.3-3.
Western Burrowing Owl
The proposed project would result in a permanent and temporary loss of annual grassland and
agricultural lands that provide potential habitat for burrowing owls. Ground-disturbing activities
or noise associated with construction activities could result in the disturbance of breeding or
wintering burrowing owls if active burrows are present within or near the permanent or temporary
construction impact area. These disturbances could cause nest abandonment and death of young
or loss of reproductive potential at active nests in or near the study area. The Migratory Bird
Treaty Act and Section 3503.5 of the California Fish and Game Code prohibit the “take” of
migratory birds, nests, and young.
Potential impacts on burrowing owls would be the same for both Alternative 3 and Alternative 6.
Impacts to habitat for this species are shown for both alternatives in Table 2.3-3.
Swallows
Changes to the existing bridges and box culverts in the study area could result in the direct loss of
active swallow nests. Loss of a nest could in turn result in the death of adults, young, or eggs.
Construction activities that would remove any occupied nests with eggs or young would violate
California Fish and Game Code Sections 3503 (active bird nests), 3513 (migratory bids), and the
Migratory Bird Treaty Act (50 Code of Federal Regulations 10 and 21).
Potential impacts on nesting swallows would be the same for both Alternative 3 and Alternative
6. Impacts to habitat for this species are shown for both alternatives in Table 2.3-3.
Avoidance, Minimization, and/or Mitigation Measures
Many of the project design and avoidance features described in other sections of this document
would also benefit these animal species. Similarly, many of the biological mitigation measures
listed in other sections are also pertinent. All project avoidance, minimization, and/or mitigation
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measures and implementing agencies are summarized in table format in Appendix C. In addition
to those, the following mitigation measures would be used for wildlife:
Mitigation Measure BIO-12: Install Fencing and Monitor Dewatering Activities within the
Construction Work Area and Relocate Sensitive Aquatic Wildlife, if Necessary. To avoid
construction-related impacts on foothill yellow-legged frogs, southwestern pond turtles, and two-
striped garter snakes during work within Prefumo and San Luis Obispo creeks, the City of San
Luis Obispo would build fences upstream and downstream of the dewatering area to prevent these
species from entering the construction area. The fences would stand at the edge of or just outside
the area to be dewatered. The fences would be perpendicular to the creek and extend 100 feet out
from the center of the creek on each side.
The City would retain a qualified wildlife biologist to monitor fence installation and dewatering
activities associated with installation of cofferdams or water-diversion structures within Prefumo
and San Luis Obispo creeks. Before dewatering, the area would be surveyed for all life stages of
the foothill yellow-legged frog, southwestern pond turtle, and two-striped garter snake. If any
were found, the biologist would move them outside the barrier fences to suitable habitat at least
300 feet from the construction area.
In addition, if a foothill yellow-legged frog, southwestern pond turtle, or two striped garter snake
becomes entrapped in an area being dewatered or diverted, the biologist would help the contractor
provide a means for the animal to voluntarily move out of the construction area, or the biologist
would actually move the animal to an area outside the barrier fences. The biologist would have a
valid scientific collecting permit as well as authorization from the Department of Fish and Game
to relocate any of these three California species of special concern.
Mitigation Measure BIO-13: Conduct Preconstruction Nesting Bird and Raptor Surveys and
Establish a No-Disturbance Buffer, if Necessary. To avoid and minimize impacts on nesting
migratory birds and raptors, the City or its contractor would implement one or more of the
following surveys and restrictions:
If feasible, conduct all tree and shrub removal and grading (within annual grasslands) during
the non-breeding season (generally between August 16 and February 28) for most migratory
birds and raptors.
If construction activities are scheduled to occur during the breeding season for migratory
birds and raptors (generally between March 1 and August 15), a qualified wildlife biologist
(with knowledge of the species to be surveyed) would be retained to conduct the following
focused nesting surveys before the start of construction and within the appropriate habitat:
— For Cooper’s hawk, white-tailed kite, and other tree-nesting raptors: Tree-nesting raptor
surveys would be conducted before any construction disturbances occurring in or near
suitable nesting habitat (riparian forest) within the permanent and temporary impact area
and up to 300 feet outside the permanent and temporary impact area between March 1
and August 15.
— For tree- and shrub-nesting migratory birds: Tree- and shrub-nesting surveys for the
loggerhead shrike and other non-special-status migratory birds and raptors would be
conducted before any tree and shrub trimming or removal activities within the permanent
and temporary impact area between March 1 and August 15.
— For northern harrier and other ground-nesting migratory birds: Ground-nesting surveys
for northern harrier and other ground-nesting migratory birds would be conducted before
any construction disturbances occur in freshwater marsh, seasonal wetland, annual
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grassland, or agricultural areas within the permanent and temporary impact area between
March 1 and August 15.
Nesting surveys should be conducted within 1 week of beginning construction activities in
suitable habitat between March 1 and August 15. If no active nests were detected during these
surveys, no additional mitigation would be required.
If surveys indicate that migratory bird or raptor nests are found in the survey area identified
above, a no-disturbance buffer would be established around the site to avoid disturbance or
destruction of the nest site until after the breeding season or after a qualified wildlife biologist
determines that the young have fledged (left the nest on their own – usually in late June to mid-
July). The extent of these buffers would be determined by the biologist (coordinating with the
City, Caltrans, and California Department of Fish and Game) and would depend on the level of
noise or construction disturbance, line-of-sight between the nest and the disturbance, ambient
levels of noise and other disturbances, and other topographical or artificial barriers. Suitable
buffer distances may vary between species. If construction activities were scheduled to occur
within an area that supports an active nest site or within an established no-disturbance buffer,
construction would be delayed until after the breeding season or until the young have fledged (as
determined by the biologist).
Mitigation Measure BIO-14: Conduct a Preconstruction Survey for Burrowing Owl in
Accordance with the California Department of Fish and Game Guidelines and Establish a No-
Disturbance Buffer, if Necessary. The California Department of Fish and Game (1995)
recommends that a preconstruction survey be conducted to find active burrowing owl burrows in
the construction work area and within a 250-foot-wide buffer zone around the construction area.
A qualified wildlife biologist, hired by the City, would be retained to conduct a preconstruction
survey for active burrows according to the California Department of Fish and Game’s Staff
Report on Burrowing Owl Mitigation (California Department of Fish and Game 1995). The
preconstruction survey would be conducted within 30 days before construction activities begin. If
no burrowing owls were detected, no further mitigation would be required. If active burrowing
owl burrows were found in or near the permanent or temporary construction impact area, the City
would implement the following measures:
Occupied burrows would not be disturbed during the breeding season (February 1 to August
31).
When destruction of occupied burrows is unavoidable during the non-breeding season
(September 1 to January 31), unsuitable burrows would be enhanced (enlarged or cleared of
debris) or new burrows created (by installing artificial burrows) at a ratio of 2:1 on protected
lands approved by the California Department of Fish and Game. Newly created burrows
would follow guidelines established by the California Department of Fish and Game.
Mitigation Measure BIO-15: Compensate for the Loss of Burrowing Owl Habitat in Accordance
with Department of Fish and Game Guidelines. If active burrowing owl burrows are found within
the permanent or temporary construction impact area and the owls must be relocated, the City
would offset the loss of foraging and burrow habitat in the construction area by complying with
the California Department of Fish and Game’s Staff Report on Burrowing Owl Mitigation
California Department of Fish and Game 1995).
Mitigation Measure BIO-16: Conduct a Preconstruction Nesting Swallow Survey and Install
Exclusion Netting on the Underside of Bridges or Culverts to Prevent Swallows from Nesting. To
avoid impacts on nesting swallows and other bridge-nesting migratory birds that are protected
under the Migratory Bird Treaty Act and Fish and Game Codes, the City would implement the
following avoidance and minimization measures:
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If bridge or box culvert construction would take place during the breeding season (generally
between February 15 and August 31), a qualified wildlife biologist would be hired to inspect
these areas during the swallows’ non-breeding season (September 1 through February 14). If
nests are found and are abandoned, they may be removed. To avoid damaging active nests,
all nests must be removed before the breeding season begins (February 15).
After nests are removed, the undersides of the bridges and box culverts may be covered with
0.5- to 0.75-inch mesh net or poultry wire, or nests may be hosed and scraped every three
days during construction to prevent swallows from reestablishing new nests. All net
installation would occur before February 15. The netting would be anchored so that
swallows cannot attach their nests through gaps in the net.
If netting of the bridges and box culverts does not occur by February 15 or more than three
days lapse between scraping and hosing and swallows colonize these areas, changes to the
structure supporting active swallow nests should not begin before September 1 of that year
or until a qualified biologist has determined that the young have fledged and all nest use has
been completed.
If appropriate steps are taken to prevent swallows from constructing new nests, work can proceed
at any time of the year.
2.3.4 Threatened and Endangered Species
Threatened or endangered species are species of plants and animals that are formally listed as
endangered under the Federal Endangered Species Act or the California Endangered Species Act.
Caltrans is required to determine if the proposed projects would involve—and possibly affect—
proposed or listed species or their critical habitat.
Regulatory Setting
The main federal law protecting threatened and endangered species is the Federal Endangered
Species Act: United States Code, Section 1531, et seq. See also 50 Code of Federal Regulations
Part 402. This act and subsequent amendments provide for the conservation of endangered and
threatened species and the ecosystems on which they depend. Under Section 7 of this act, federal
agencies, such as the Federal Highway Administration, and Caltrans as assigned, are required to
consult with the U.S. Fish and Wildlife Service and the National Oceanographic and Atmospheric
Administration Fisheries Service to ensure that they are not undertaking, funding, permitting, or
authorizing actions likely to jeopardize the continued existence of listed species or destroy or
adversely modify designated critical habitat. Critical habitat is defined as geographic locations
critical to the existence of a threatened or endangered species. The outcome of consultation under
Section 7 is a Biological Opinion or an incidental take statement. Section 3 of the Federal
Endangered Species Act defines take as “harass, harm, pursue, hunt, shoot, wound, kill, trap,
capture, or collect or any attempt at such conduct.”
California has enacted a similar law at the state level, the California Endangered Species Act,
California Fish and Game Code, Section 2050, et seq. The California Endangered Species Act
emphasizes early consultation to avoid potential impacts to rare, endangered, and threatened
species and to develop appropriate planning to offset project-caused losses of listed species
populations and their essential habitats. The California Department of Fish and Game is the
agency responsible for implementing the California Endangered Species Act. Section 2081 of the
Fish and Game Code prohibits “take” of any species determined to be an endangered species or a
threatened species. Take is defined in Section 86 of the Fish and Game Code as “hunt, pursue,
catch, capture, or kill, or attempt to hunt, pursue, catch, capture, or kill.” The California
Endangered Species Act allows for take incidental to otherwise lawful development projects; for
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these actions an incidental take permit is issued by the California Department of Fish and Game.
For projects requiring a Biological Opinion under Section 7 of the Federal Endangered Species
Act, the California Department of Fish and Game may also authorize impacts to the California
Endangered Species Act species by issuing a Consistency Determination under Section 2080.1 of
the Fish and Game Code.
Affected Environment
The analysis of threatened/endangered species is based on a review of existing information,
coordination with resources agencies, and a variety of field surveys reported in detail in the
Natural Environment Study Report (2008), the Biological Assessment for South-Central
California Coast Steelhead (2008), and the Biological Assessment for California Red-legged Frog
(2008). Biological field surveys were conducted between February 2006 and August 2006.
The study area for biological resources was set around the existing Los Osos Valley Road and US
101 interchange and included portions of US 101, Los Osos Valley Road, Calle Joaquin Road,
and South Higuera Street (see Figures 2.3-1 and 2.3-2). The study area lies in San Luis Obispo
County within the San Luis Obispo and Pismo Beach 7.5-minute U.S. Geological Survey
quadrangles. Land uses in the study area are mostly urban and agricultural.
The study area sits in the known ranges of, and provides suitable habitat for, two threatened
species: the California red-legged frog (Rana aurora draytonii) (federally listed as threatened)
and south-central California coast steelhead trout (federally listed as threatened). See Table 2.3-4.
Table 2.3-4: Threatened Species Potentially Occurring in the Study Area
Common
Name,
Scientific Name
Legal Status
Habitat
Requirements
Species
Present
in Study
Area?
Specific
Habitat
Present
in Study
Area?
Rationale Federal State
Central California
Coast steelhead
trout
Oncorhynchus
mykiss
Threatened – Requires silt free
gravel for
spawning.
Juveniles require
cool water, refuge
cover, and
sufficient
dissolved oxygen.
Yes Yes Species has been documented
within San Luis Obispo and
Prefumo creeks in the study
area.
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Common
Name,
Scientific Name
Legal Status
Habitat
Requirements
Species
Present
in Study
Area?
Specific
Habitat
Present
in Study
Area?
Rationale Federal State
California red-
legged frog
Rana aurora
draytonii
Threatened Species of
Special
Concern
Permanent and
semi-permanent
aquatic habitats,
such as creeks and
coldwater ponds,
with emergent and
submergent
vegetation. May
aestivate in rodent
burrows or cracks
during dry
periods.
Not
observed
Yes Within the study area,
suitable habitat is present
within Prefumo Creek and
San Luis Obispo Creek and
within the adjacent
wastewater treatment ponds.
Several California red-legged
frogs were observed in
wastewater treatment facility
during protocol surveys (see
Appendix F).
California Red-legged Frog
California red-legged frog is a federally listed species that may be affected by the proposed
project. Some potential habitat is present in the study area, though no critical habitat for this
species has been identified.
Two individual California red-legged frogs were observed during protocol-level surveys in the
raceways at the wastewater treatment plant adjacent to the project area. No California red-legged
frogs were found in San Luis Obispo, Prefumo, or Froom creeks during the surveys. These creeks
do not provide suitable breeding habitat within the project area; however, riparian corridors
associated with San Luis Obispo and Prefumo creeks could provide potential foraging habitat,
summer habitat, and dispersal corridors.
California Coast Steelhead Trout
California Coast steelhead trout is a federally listed species that may be affected by the proposed
project, and critical habitat for this species is present within the project area.
In the study area, San Luis Obispo Creek supports rearing habitat for juvenile steelhead trout and
is a known migration corridor for adult steelhead and out-migrating juveniles, including steelhead
smolts. Within the study area, Prefumo Creek also supports migratory habitat for adult and
juvenile steelhead trout. Summer-rearing habitat may be available in wet years; it is unknown
how this habitat supports summer rearing.
The proposed project has potential to affect the federally listed south-central California Coast
steelhead trout and its critical habitat. Critical habitat was redesignated for south-central
California coast steelhead trout by the National Oceanic and Atmospheric Administration
Fisheries (70 Code of Federal Regulations 52574, September 2, 2005). San Luis Obispo,
Prefumo, and Froom creeks are included in the critical habitat designation. The south-central
California coast steelhead trout was listed as threatened by the National Oceanic and Atmospheric
Administration Fisheries on August 18, 1997 (62 Code of Federal Regulations 43937) and is a
California state species of special concern.
Consultation will also be necessary for the federally listed California red-legged frog and for the
south-central California Coast steelhead trout and its critical habitat, which has the potential to be
affected by the proposed project. Consultation for federally listed anadromous fish is under the
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jurisdiction of the National Oceanic and Atmospheric Administration Fisheries Service. A
Biological Assessment addressing potential project effects on the south-central California Coast
steelhead trout has been prepared for the proposed project.
Environmental Consequences
Table 2.3-5 shows permanent and temporary impacts to habitat for threatened species in the
project area. Possible impacts for each species are described in the text that follows.
Table 2.3-5 Impacts to Habitat for Threatened Species
Special-Status
Animals
Alternative 3 Alternative 6
Permanent
Impacts (acres)
Temporary
Impacts (acres)
Permanent
Impacts (acres)
Temporary
Impacts (acres)
California red-
legged frog 0.51 1.03 1.23 0.63
California coast
steelhead trout 0.47 1.03 1.16 0.63
California Red-legged Frog
The proposed project may adversely affect California red-legged frog foraging, summer, or
dispersal activities during construction efforts like dewatering or diversion, vegetation clearing,
and heavy equipment use in riparian habitat. Potential impacts on the California red-legged frog
would be the same under both Alternative 3 and Alternative 6, except for the amount of habitat
affected as shown in Table 2.3-5 and described below:
Implementation of Alternative 3 would result in a permanent loss of about 0.40 acre and a
temporary disturbance of about 0.84 acre of potential foraging habitat (riparian forest) in the
study area (see Figure 2.3-1). This alternative would also result in a permanent loss of about
0.11 acre and a temporary disturbance of about 0.19 acre of aquatic dispersal/summer
habitat for the California red-legged frog. On August 8, 2008, the U.S. Fish and Wildlife
Service released a Biological Opinion for this alternative. This Biological Opinion
concluded the following:
“After reviewing the current status of the California red-legged frog, the environmental
baseline for the action area, the effects of the proposed safety and operational highway
improvements, minor drainage improvements, and the cumulative effects, it is the Service’s
biological opinion that the proposed project is not likely to jeopardize the continued
existence of the California red-legged frog.”
Implementation of Alternative 6 would result in a permanent loss of about 1.01 acres and a
temporary disturbance of about 0.52 acre of potential foraging habitat (riparian forest) in the
study area (see Figure 2.3-2). This alternative would also result in a permanent loss of about
0.22 acre and a temporary disturbance of about 0.11 acre of aquatic dispersal habitat for the
California red-legged frog.
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South-Central California Coast Steelhead Trout
The project is expected to take three dry seasons, but work for the creek crossings and riparian
areas would be restricted to two dry seasons. The number of working days in these sensitive areas
would be determined during the permit phase, but would not exceed 300 days.
The removal of riparian vegetation along San Luis Obispo and Prefumo creeks is likely to
adversely affect rearing habitat for juvenile steelhead trout by reducing cover and shade.
However, these effects largely would be temporary until planted vegetation becomes established
in the affected areas. Changes in water temperature, channel morphology, and hydrology could
occur due to in-channel activities. However, no measurable changes to water temperature are
anticipated because: the amount of existing shade that would be affected would be small; shade
impacts would be temporary; and the additional shade created by bridge widening would offset,
in part, shade loss associated with riparian vegetation and shaded riverine aquatic cover removal.
Disturbance, injury, and mortality of individual fish could occur from work in and adjacent to
water bodies from fish salvage and relocation activities and from pile driving. In addition,
incidental take of steelhead trout could occur during dewatering of the stream channel to isolate
work areas for bridge pier construction and during pile driving. However, the action is expected
to have a minimal long-term effect on the stream or fish habitat, including spawning, rearing, or
migratory habitat.
The proposed extension of the arch culvert on San Luis Obispo Creek at the Los Osos Valley
Road stream crossing would avoid the potential for creating an impediment to fish passage
because the natural channel bottom would be maintained and the oversized culvert would avoid
or minimize the potential to create adverse hydraulic characteristics at this stream crossing
relative to existing conditions. On July 14, 2009, the National Oceanic and Atmospheric
Administration released a Biological Opinion for this project. The Biological Opinion concluded
the following: That the proposed action is not likely to jeopardize the continued existence of the
federally threatened steelhead or adversely modify critical habitat.
The National Marine Fisheries concluded that the proposed project is likely to result in incidental
take of steelhead trout and therefore included an incidental take statement with the Biological
Opinion. The incidental take statement includes reasonable and prudent measures that the
National Marine Fisheries Service believes are necessary and appropriate to minimize and
monitor incidental take of steelhead trout.
Avoidance, Minimization, and/or Mitigation Measures
Mitigation Measure BIO-26: Follow Programmatic Biological Opinion for Projects Funded or
Approved under the Federal Aid Program [HAD-CA, File #: Section 7 within the Ventura U.S.
Fish and Wildlife Service (US Fish and Wildlife Service), Document 3: S38192] (1-8-02-F-68).
1. Only biologists approved by the U.S. Fish and Wildlife Service would participate in activities
associated with the capture, handling, and monitoring of the California red-legged frog.
2. Ground disturbance would not begin until written approval is received from the U.S. Fish and
Wildlife Service that the biologist is qualified to conduct the work.
3. Only biologists approved by the U.S. Fish and Wildlife Service would survey aquatic and
riparian areas at the project site 48 hours before the onset of work activities. If any life stage
of the California red-legged frog is found and these individuals are likely to be killed or
injured by work activities, the approved biologist would be allowed sufficient time to move
them from the site before work activities begin. The Service-approved biologist would
relocate the California red-legged frog the shortest distance possible to a location that
contains suitable habitat and where it would not be affected by the activities associated with
the proposed project. The Service-approved biologist would maintain detailed records of any
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individuals that are moved (e.g. size, coloration, any distinguishing features, photographs) to
assist him or her in determining whether relocated animals are returning to the original point
of capture.
4. Before any activities begin on the project, a biologist approved by the U.S. Fish and Wildlife
Service would conduct a training session for all construction personnel. At a minimum, the
training would include a description of the California red-legged frog and its habitat, the
specific measures that are being implemented to conserve the California red-legged frog for
the current project, and the boundaries within which the project may be accomplished.
Brochures, books, and briefings may be used in the training session, provided that a qualified
person is on hand to answer any questions.
5. A biologist approved by the U.S. Fish and Wildlife Service would be present at the work site
until all California red-legged frogs are removed, workers have been instructed, and
disturbance of habitat is completed. After this time, the state or local sponsoring agency
would designate a person to monitor onsite compliance with all minimization measures. The
Service-approved biologist would ensure that this monitor receives the training outlined in
Measure 4 and in the identification of the California red-legged frog. If the monitor or the
approved biologist recommends that work be stopped because California red-legged frogs
would be affected to a degree that exceeds the levels anticipated by the U.S. Fish and
Wildlife Service during review of the proposed action, the monitor or biologist would notify
the resident engineer (the engineer directly overseeing and in command of construction
activities) immediately. The resident engineer would either resolve the situation by
eliminating the effect immediately or require that all action that is causing these effects be
halted. If work were stopped, the U.S. Fish and Wildlife Service would be notified as soon as
is reasonably possible.
6. During project activities, all trash that may attract predators would be properly contained,
removed from the work site, and disposed of regularly. Following construction, all trash and
construction debris would be removed from work areas.
7. All refueling, maintenance, and staging of equipment and vehicles would occur at least 60
feet from riparian habitat or water bodies and, preferably, not in a location from where a spill
would drain directly toward aquatic habitat. The monitor would ensure contamination of
habitat does not occur during such operations. Prior to the onset of work, the City would
ensure that a plan is in place for prompt and effective response to any accidental spills. All
workers would be informed of the importance of preventing spills and of the appropriate
measures to take should a spill occur.
8. Project sites would be revegetated with an assemblage of native riparian, wetland, and upland
vegetation suitable for the area. Locally collected plant materials would be used to the extent
practicable. Invasive, exotic plant would be controlled to the maximum extent practicable.
This measure would be implemented in all areas disturbed by activities associated with the
project, unless the U.S. Fish and Wildlife Service and the City determine that that it is not
feasible or practicable. (For example, an area disturbed by construction that would be used
for future activities need not be revegetated.)
9. Habitat contours would be returned to their original configuration at the end of project
activities. This measure would be implemented in all areas disturbed by activities associated
with the project, unless the U.S. Fish and Wildlife Service and the City determine that it is
not feasible or modification of original contours would benefit the California red-legged frog.
10. The number of access routes, size of staging areas, and the total area of the activity would be
limited to the minimum necessary to achieve the project goal. Environmentally Sensitive
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Areas would be established to confine access routes and construction areas to the minimum
area necessary to complete construction, and to minimize the impact to California red-legged
frog habitat; this goal includes locating access routes and construction areas outside of
wetlands and riparian areas to the maximum extent practicable.
11. The City would attempt to schedule work activities for times of the year when impacts to the
California red-legged frog would be minimal. For example, work that would affect large
pools that may support breeding would be avoided, to the maximum degree practicable,
during the breeding season (November through May). Isolated pools that are important to
maintain the California red-legged frog through the driest portions of the year would be
avoided, to the maximum degree practicable, during the late summer and early fall. Habitat
assessments, surveys, and informal consultation between the City and U.S. Fish and Wildlife
Service during project planning should be used to assist in scheduling work activities to avoid
sensitive habitats during key times of the year.
12. To control sedimentation during and after project implementation, the City would implement
best management practices outlined in any authorizations or permits, issued under the
authorities of the Clean Water Act that it receives for the specific project. If best management
practices are ineffective, the City would attempt to remedy the situation immediately, in
consultation with the Service. If a work site were to be temporarily dewatered by pumping,
intakes would be completely screened with wire mesh not larger than 0.2 inch to prevent any
California red-legged frog from entering the pump system. Water would be released or
pumped downstream at an appropriate rate to maintain downstream flows during
construction. The methods and materials used in any dewatering would be determined by the
City in consultation with U.S. Fish and Wildlife Service on a site-specific basis. Upon
completion of construction activities, any diversions or barriers to flow would be removed in
a manner that would allow flow to resume with the least disturbance to the substrate.
Alteration of the streambed would be minimized to the maximum extent possible; any
imported material would be removed from the streambed upon completion of the project.
13. Unless approved by U.S. Fish and Wildlife Service, water would not be impounded in a
manner that may attract the California red-legged frog.
14. A biologist approved by the U.S. Fish and Wildlife Service would permanently remove any
individuals of exotic species, such as bullfrogs, crayfish, and centrarchid fishes from the
project area, to the maximum extent possible. The Service-approved biologist would be
responsible for ensuring his or her activities are in compliance with the California Fish and
Game Code.
15. To ensure that diseases are not conveyed between work sites by the biologist approved by the
U.S. Fish and Wildlife Service, the fieldwork code of practice developed by the Declining
Amphibian Populations Task Force would be followed at all times.
Central California Coastal Steelhead Trout
As part of the proposed action, the City would implement preventive actions to avoid and
minimize potential adverse construction effects on aquatic and riparian resources by replanting
riparian vegetation disturbed or removed during construction. A Storm Water Pollution
Prevention Plan would be implemented as part of the National Pollutant Discharge Elimination
System’s General Construction Activity Storm Water Permit to minimize the potential for
sediment input to the aquatic system, where it could adversely affect steelhead spawning and
rearing habitat. A toxic materials control and spill response plan would be implemented to
regulate the use of hazardous materials, such as the petroleum-based products used as fuel and
lubricants for equipment and other potentially toxic materials associated with project
construction.
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Any activity that would temporarily divert flow from any segment of the river would require
implementation of a variety of constraints. Pile-driving activities would also require sound
minimization measures. Although construction would occur during the low-flow period (June 1
through October 1), in-channel construction activities could result in some harassment or delay of
migrating juvenile steelhead trout from noise, artificial light, and other disturbances. Injury or
death could also occur due to pile driving and fish salvage and relocation efforts. These
disturbances are expected to take place over two dry seasons, each four months in duration.
Some juvenile steelhead trout are expected to be in the project area during in-channel
construction and would be affected by project activities. Juvenile survival and growth could be
affected. Implementation of avoidance and minimization measures described under riparian forest
and seasonal wetlands, along with the following measures would ensure that the proposed project
avoids and minimizes potential adverse construction effects on steelhead trout in San Luis Obispo
and Prefumo creeks. The measures below apply to both creeks:
Mitigation Measure BIO-17: Limit In-Channel Construction Activities to the Low-
Precipitation Period. In-channel construction, including riverbank and channel bed construction
below the ordinary high-water mark, would be limited, by the City, to the summer low-
precipitation period (June 1 to October 1) to minimize adverse effects on adult fish spawning and
smolt migration. Project construction in the channel would also be subject to the following
constraints:
Construction requiring stream dewatering, stream crossings, or work in the channel bed
would not start before June 1. Upstream and downstream passage for fish, including juvenile
steelhead, would be provided through or around construction sites at all times. Cofferdams
would be installed in all creeks to divert stream flow around each footing excavation. The
construction period limits would also apply to a pipe diversion system that would be needed
on San Luis Obispo Creek and Prefumo Creek. Limiting in-channel construction to the June
1 to October 1 period would achieve two goals:
Construction would not be concurrent with the primary migration and spawning periods of
steelhead trout.
The length of the construction period would be maximized, thereby reducing the potential
for in-channel construction (i.e., below the ordinary high-water mark) to have to be extended
beyond October 1.
Minimization Measure BIO-18: Implement Water Quality Measures. The City would avoid
or minimize increased sediment input to the project area channel. As part of the National
Pollution Discharge Elimination System’s General Construction Activity Storm Water Permit, a
Storm Water Pollution Prevention Plan would be implemented that includes the following:
Conducting all construction work according to site-specific construction plans that minimize
the potential for sediment input to the aquatic system.
Identifying all areas requiring clearing, grading, revegetation, and recontouring, and
minimizing the areas to be cleared, graded, and recontoured.
Grading spoil sites to minimize surface erosion.
Avoiding riparian and wetland vegetation wherever possible and identifying and fencing
specific trees to protect existing riparian habitat.
Covering bare areas with mulch and revegetating all cleared areas.
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Avoiding equipment operation in flowing water during in-channel activities by constructing
cofferdams and diverting all stream flows through or around construction sites.
Constructing sediment catch basins across stream channels immediately below the project
site when performing in-channel construction to prevent silt- and sediment-laden water from
entering the main stream flow (accumulated sediments would be periodically removed from
the catch basin).
Increased pollutant input to the project area channel would also be minimized and avoided by:
Preventing raw cement, concrete or concrete washings, asphalt, paint or other coating
material, oil or other petroleum products, or any other substances that could be hazardous to
aquatic life from contaminating the soil or entering watercourses.
Establishing a spill prevention and countermeasure plan before project construction that
includes strict onsite handling rules to keep construction and maintenance materials out of
drainages and waterways
Cleaning up all spills immediately according to the spill prevention and countermeasure plan
and notifying California Department of Fish and Game and National Oceanic and
Atmospheric Administration Fisheries Service immediately of any spills and cleanup
activities.
Providing areas located outside the ordinary high-water mark for staging and storing
equipment, materials, fuels, lubricants, solvents, and other possible contaminants.
Removing vehicles from the normal high-water area of the waterway before refueling and
lubricating.
Avoiding operation of equipment in flowing water.
Implementation of measures to avoid or minimize the effects of increased sediment input would
also avoid and minimize increased input of pollutants associated with sediments (e.g., mercury)
and the potential for subsequent effects on steelhead trout.
Mitigation Measure BIO-19: Implement Stream Diversion Restrictions. The City of San Luis
Obispo and/or its contractor(s) shall ensure flow would be diverted in San Luis Obispo Creek and
Prefumo Creek during bridge widening and other in-channel work. Flow would be diverted from
June 1 to October 1. Any activity that temporarily diverts flow from any segment of the creeks
would trigger implementation of the following constraints:
Before flow is diverted, cofferdams would be placed so that flow to river segments
downstream from the construction site would not be interrupted.
Subject to the sufficiency of ambient conditions, adequate fish passage conditions would be
sustained by maintaining contiguous flows, avoiding the creation of vertical drops in excess
of 6 inches, and maintaining suitable water velocities (i.e., 8 feet per second or less) and
water depths (minimum of 1 foot).
Mitigation Measure BIO-20: Avoid Stranding Impacts to Fish in Dewatered Areas. The City
shall ensure a qualified fish biologist would be onsite during the installation of cofferdams and
during the cofferdam dewatering process to capture and move trapped salmonids and other fish.
The fish would be relocated to the nearest suitable habitat unaffected by construction activities
and upstream of the work area. Within temporarily drained stream channel areas, salvage
activities would be initiated before or at the same time as stream area draining and completed
within a timeframe necessary to avoid injury and death of steelhead trout. Protocols for the
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capture, handling, and release of fish would be developed in cooperation with the National
Oceanic and Atmospheric Administration Fisheries Service, California Department of Fish and
Game, the City, and Caltrans. Fish biologists would contact the National Oceanic and
Atmospheric Administration Fisheries Service and California Department of Fish and Game
immediately if any steelhead trout are found dead or injured.
Mitigation Measure BIO-21: Avoid and Minimize Impacts to Spawning Habitat. The City
would, to the extent practicable, avoid disturbance to any spawning gravel beds located in the
study area on San Luis Obispo Creek. If disturbance to the gravel cannot be avoided, the gravel
would be removed temporarily and replaced to pre-disturbance conditions. Before returning
gravel to the channel following construction, gravel would be washed to remove fines before they
are placed back into the creek channel. If it becomes necessary to augment disturbed gravel with
gravel from outside sources, only washed river gravel (to remove fines) appropriately sized for
adult steelhead trout (0.5 inch to 3 inches) would be used.
Mitigation Measure BIO-22: Minimize Noise Impacts from Pile Driving. Potential injury and
death associated with pile driving would be avoided or minimized by the City and/or its
contractor(s) by use of the following measures:
In-channel construction would be limited to the summer low-flow period (June 1 to October
1) when stream flow in the creek is typically low, thereby minimizing the potential for sound
pressure waves to travel long distances.
Restriction of pile driving activities to the low-flow period coincides with the least likely
occurrence of upstream migrating adults and downstream steelhead smolt migration.
The smallest pile driver and minimum force necessary would be used to complete the work.
Pile driving would be done within the dewatered cofferdams.
Mitigation Measure BIO-23: Minimize Loss of Steelhead Spawning and Rearing Habitat as a
Result of Permanent Changes to Stream Hydraulics, Sediment Processes, and Channel Bottom
Stabilization. The City would avoid or minimize the potential for loss of steelhead trout spawning
and rearing habitat by the following measures:
The amount of riparian vegetation removal, including vegetation providing shaded riverine
aquatic cover, substrate, and in-stream woody material necessary to ensure suitable fish
passage conditions, would be minimized, and existing spawning and rearing habitat would
be maintained.
Disturbance to the stream width, depth, velocity, and slope would be minimized, and
modified or disturbed portions of the stream, banks, and riparian areas would be restored as
nearly as possible to their pre-project contours (i.e., elevations, profile, and gradient).
Environmentally sensitive areas would be fenced to prevent encroachment of equipment and
personnel into riparian areas, stream channels, and banks to the maximum extent practicable
(see Measure BIO-1).
Disturbance and removal of aquatic vegetation would be avoided to the extent practicable;
temporary fills, cofferdams, and other in-channel structures would be removed in a manner
that minimizes disturbance to downstream flows and water quality; restores pre-existing
streambed gradient and contours; and as necessary, replaces appropriately sized spawning
gravel (0.5 inch to 3 inches).
Mitigation Measure BIO-24: Avoid Substantial Increases in Water Temperature as a
Result of Lost Shade and Disturbance to Streambed and Banks. The potential for substantial
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increases in water temperature would be avoided or minimized by the City using the
following measures:
Exclusionary fencing would be used to minimize the potential for the accidental removal of
more vegetation than is necessary to complete construction (see Measure BIO-1).
Soil compaction would be minimized by using equipment that can reach over sensitive
areas, thereby ensuring suitable soil conditions for mitigation plantings.
Disturbance to the stream width, depth, velocity, and slope would be minimized and
modified or disturbed portions of the stream, banks, and riparian areas would be restored as
nearly as possible to their pre-project contours (i.e., elevations, profile, and gradient); and
gaps in the post-construction canopy (i.e., shade), would be reduced by restricting extensions
of streambank rock slope protection or other bank protection (e.g., sheet piles or bank and
channel armoring) to the minimum necessary to protect essential infrastructure.
Mitigation Measure BIO-27: Follow Terms and Conditions in National Oceanic and Atmospheric
Administration’s National Marine Fisheries Service’s (NMFS) Biological Opinion (File #
SWR/2008/04273)
The City and/or its contractor(s) shall follow all measures and provisions set forth in the
Biological Opinion issued by the National Oceanic and Atmospheric Administration:
1. Develop and implement a monitoring plan to ensure the proposed action does not result in
reduced fish-passage opportunities within the area affected by the proposed action.
2. Submit future design drawings and findings from project analyses for National Marine
Fisheries Service’s review and agreement to ensure fish passage criteria are met within the
area affected by the proposed action.
3. Employ a fisheries biologist for the purposes of monitoring the affected area and for
removing and relocating steelhead trout from the affected area.
4. Report to the National Marine Fisheries Service activities associated with minimizing and
monitoring proposed action effects on steelhead trout.
2.4 Construction Impacts
Traffic Management
Major traffic delays are not expected due to construction staging. Most construction would be
accomplished using conventional traffic controls. Freeway traffic would be maintained with two
lanes of traffic in each direction continuing through the falsework for the overcrossing widening.
Falsework erection and removal would be performed during low traffic periods. Median
crossovers would be used temporarily to maintain northbound flow. Southbound flow would be
detoured onto the existing southbound off-ramp, through the intersection of Los Osos Valley
Road, and back onto the freeway via the existing southbound on-ramp. Such activities would be
restricted to periods when a single lane in each direction would be sufficient, which is likely at
night.
The widening and reconstruction of the ramps would require some brief ramp closures. For the
northbound off-ramp and southbound on-ramp closures, traffic would be detoured to the
Higuera/US 101 interchange. Shorter closures would be scheduled for the northbound on-ramp
and southbound off-ramp; those closures would require traffic to use ramps at Prado Road and
Madonna Road.
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Minimization Measure TRA-1: Prepare and Implement a Traffic Control Plan: In
accordance with the City of San Luis Obispo policy on street closures and traffic diversion for
arterial and collector roadways, the construction contractor would prepare a traffic control plan
per the most current version of the Manual on Uniform Traffic Control Devices and the
California Supplement to be approved by the City prior to construction.
The traffic control plan would include the following:
A street layout that shows the location of construction activity and surrounding streets to be
used as detour routes, including “special signage.”
The tentative start date and construction duration for each phase of construction.
The name, address, and emergency contact number for those responsible for maintaining the
traffic control devices during the course of construction.
Written approval to implement traffic control from other agencies, as needed.
Additionally, the traffic control plan would include the following stipulations:
Provide access for emergency vehicles at all times.
During lane closures, notify the City of San Luis Obispo Fire and Police Departments of
construction locations to ensure that alternative evacuation and emergency routes are
designed to maintain response times during construction periods, if necessary.
Maintain access for driveways and private roads, except for brief periods of construction, in
which case property owners would be notified.
Limit construction-related vehicle and equipment parking to the staging area. Or provide
adequate off-street parking or use designated public parking areas for construction-related
vehicles not in use throughout the construction period.
Maintain pedestrian and bicycle access and circulation during project construction, where
safe to do so. If construction encroaches on a sidewalk, provide a safe detour for pedestrians
at the nearest painted crosswalk. If construction encroaches on a bike lane, post warning
signs that indicate bicycles and vehicles are sharing the roadway.
Provide traffic controls to warn motorists of construction activity. Such controls may include
flag persons wearing Occupational Safety and Health Administration-approved vests and
using the “Stop/Slow” paddle.
Post standard construction warning signs in advance of the construction area and at any
intersection that provides access to the construction area.
Utilities/Emergency Services
Project construction would generate a small amount of solid waste through the removal of earthen
material from the channel bottom during construction of support infrastructure for the bridge, and
general debris from project construction. Upon completion, the expanded bridge would not
generate any solid waste. It is expected that the small amount of solid waste generated by project
construction would be disposed of at an appropriate landfill that can easily accommodate the
small volume of solid waste.
Cultural Resources
Mitigation Measures CR-1 through CR-3 would minimize the adverse effects and/or mitigate
such late discoveries.
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Mitigation Measure CR-1: Stop Work if Buried Cultural Resources Are Inadvertently
Discovered. If cultural materials were discovered during construction, the City and/or its
contractor(s) would be responsible for diverting all earth-moving activity within and around the
immediate discovery area until a qualified archaeologist could assess the nature and significance
of the find.
Mitigation Measure CR-2: Comply with State Laws Relating to Native American Remains.
If human remains were discovered, State Health and Safety Code Section 7050.5 states that
further disturbances and activities would cease in any area or nearby area suspected to overlie
remains, and the county coroner would be contacted. Per Public Resources Code Section 5097.98,
if the remains were thought to be Native American, the coroner would notify the Native
American Heritage Commission, which would then notify the Most Likely Descendent. At this
time, the person who discovered the remains would contact Valerie Levulett, District 5 Heritage
Resources Coordinator, so that she may work with the Most Likely Descendent on the respectful
treatment and disposition of the remains. Further provisions of Public Resources Code 5097.98
are to be followed as applicable.
Mitigation Measure CR-3: Comply with City Ordinances if Buried Cultural Resources Are
Inadvertently Discovered. In accordance with the City of San Luis Obispo Resolution 8459
(1995 series) 4.60 Archaeological Discoveries During Construction, if during the course of a
project, archaeological materials are identified by an archaeological monitor, City staff, the
project sponsor, or his/her representative or employee, all construction activities that may disrupt
those materials would cease. The District 5 Heritage Resources Coordinator, Valerie Levulett,
shall be notified immediately of the discovery of archaeological materials.
Construction Air Quality
Environmental Consequences
Implementation of the project would result in the construction of widened roads, overcrossings,
and embankments, as well as intersection improvements. Temporary construction emissions
would result from grubbing/land clearing, grading/excavation, drainage/utilities/subgrade, and
paving activities and construction worker commuting patterns. Pollutant emissions would vary
daily, depending on the level of activity, specific operations, and prevailing weather. It is
anticipated that construction activities would begin in 2010 and continue for approximately 24 to
36 months.
Minimization of construction activities is requested by the San Luis Obispo County Air Pollution
Control District when the following emission thresholds are exceeded by both fugitive and
combustion emissions, as presented in Table 2.4-1 (compare to Table 2.4-2).
Table 2.4-1: Level of Construction Activity Requiring Mitigation
Pollutant of
Concern
Thresholds Amount of Material Moved
Tons
per Quarter
Pounds
per Day
Cubic Yards
per Quarter
Cubic Yards
per Day
Reactive Organic
Gases 2.5 – 6.0 185 247,000 – 593,000 9,100
Nitrogen Dioxide 2.5 – 6.0 185 53,500 -129,000 2,000
PM10 2.5
Any project with a grading area greater than
4 acres of continuously worked area will
exceed the 2.5-ton PM10 quarterly threshold.
Combustion emissions should also be
calculated based on the amount of cut and
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fill expected.
Source: San Luis Obispo Air Pollution Control District
Greater than 185 pounds per day of reactive organic gases or nitrogen dioxide emissions
requires Best Available Control Technology for construction equipment.
Between 2.5 and 6.0 tons per quarter of reactive organic gases and nitrogen dioxide
emissions requires Best Available Control Technology.
Over 6.0 tons per quarter of reactive organic gases or nitrogen dioxide emissions requires
Best Available Control Technology plus further mitigation, including emission offsets.
Greater than 2.5 tons per quarter of PM10 requires Best Available Control Technology.
Construction emissions of reactive organic gases (ROG), nitrogen dioxide (NO2), carbon
monoxide (CO), and particulate matters less than 10 microns in diameter (PM10) were estimated
using the Road Construction Emissions Model (Version 5.2). The ambient air quality effects of
traffic emissions were evaluated. Estimation of criteria pollutant emissions associated with the
proposed project was done using an emission rate program and vehicle activity data provided by
the project traffic engineer.
Vehicular delays from construction would cause temporary build-up of carbon monoxide levels
within the roadway corridor. Although sensitive receptors (homes) are present, this would not be
a substantial impact because the project does not adversely affect existing conditions.
A temporary increase in ozone precursor (reactive organic gases and nitrogen dioxide) and PM10
emissions could occur during grading and construction activities.
The Road Construction Emissions Model (Version 5.2) was used to estimate construction-related
ozone precursors (reactive organic gases and nitrogen dioxide), carbon monoxide, and PM10 emissions from construction activities. It was assumed that construction activities would occur for
8 hours per day over a 12-month period. The total project length was assumed to be 0.70 mile,
with a total acreage of 9 acres, and a maximum of 1 acre disturbed per day. Construction
activities were divided into separate phases and analyzed separately. The results of modeling for
construction activities are summarized in Table 2.4-2.
Table 2.4-2: Construction Emission Estimates in pounds/day
Construction Phase Reactive Organic
Gases
Carbon
Monoxide
Nitrogen
Dioxide
PM10
Pounds per day
[tons per quarter]
Grubbing/land clearing 8 41 45 7
Grading/excavation 9 50 54 8
Drainage/utilities/subgrade 9 46 48 8
Paving 3 16 23 1
Maximum 9 50 54 8 [0.9]
Thresholds
Pounds per day [tons per quarter]
185 185 185 75 [2.5]
Exceedance No No No No
Note: Emissions calculations based on Road Construction Emissions Model (Version 5.2).
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The San Luis Obispo Air Pollution Control District recommends the implementation of all
feasible, effective, and comprehensive control measures to reduce PM10 emissions from
construction activities. These measures are summarized in Table 2.4-3, Construction Control
Measures.
In addition to Caltrans Standard Specifications being followed, the following Minimization
Measures AQ-1 through AQ-3 would insure that the project impacts for air quality are
minimized.
Minimization Measure AQ-1: The City and/or its contractor(s) shall implement California
Department of Transportation Standard Specification 7-1.01F and Standard Specification 10.
The project proponent will follow Caltrans Standard Specification 7-1.01F and Standard
Specification 10, which address the requirements of the local air pollution control district (San
Luis Obispo Air Pollution Control District) and dust control, respectively.
Minimization Measure AQ-2: The City and/or its contractor(s) shall implement San Luis
Obispo Air Pollution Control District Control Measures for Construction Emissions of PM10.
The project proponent will implement all feasible PM10 control measures required by the San
Luis Obispo Air Pollution Control District.
Minimization Measure AQ-3: The City and/or its contractor(s) shall implement Air Resources
Board Airborne Toxic Control Measures for Naturally Occurring Asbestos.
In addition, naturally occurring asbestos may exist at the site. A geological survey is required for
the site. If the naturally occurring asbestos is found, then the project proponent will implement all
feasible control measures required by the San Luis Obispo Air Pollution Control District to
comply with the requirements listed in the Air Resources Board’s Asbestos Airborne Toxic
Control Measures for Construction, Grading, Quarrying, and Surface Mining Operations. Such
measures include, but are not limited to, the following:
29. a. The San Luis Obispo Air Pollution Control District is notified in writing at least 14 days
before the beginning of the activity or in accordance with a procedure approved by the district.
30. b. All the following dust control measures are implemented during any road construction or
maintenance activity:
31. 1. Unpaved areas subject to vehicle traffic must be stabilized by being kept adequately
wetted, treated with a chemical dust suppressant, or covered with material that contains less than
0.25 percent asbestos.
32. 2. The speed of any vehicles and equipment traveling across unpaved areas must be no more
than 15 miles per hour unless the road surface and surrounding area is sufficiently stabilized to
prevent vehicles and equipment traveling more than 15 miles her hour from emitting dust that is
visible crossing the project boundaries.
33. 3. Storage piles and disturbed areas not subject to vehicular traffic must be stabilized by
being kept adequately wetted, treated with a chemical dust suppressant, or covered with material
that contains less than 0.25 percent asbestos.
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34. 4. Activities must be conducted so that no track-out from any road construction project is
visible on any paved roadway open to the public.
Implementation of appropriate control measures from this list would further minimize air quality
impacts from construction activities.
Table 2.4-3 Construction Control Measures
Category Control Actions
Standard Minimization
Measures for
Construction
Equipment
1. Maintain all construction equipment in proper tune according to manufacturer’s specifications.
2. Fuel all off-road and portable diesel-powered equipment, including but not limited to bulldozers, graders, cranes,
loaders, scrapers, backhoes, generator sets, compressors, auxiliary power units, with Air Resources Board certified motor
vehicle diesel fuel (non-taxed version suitable for use off-road).
3. Maximize to the extent feasible, the use of diesel construction equipment meeting the Air Resources Board’s 1996
or newer certification standard for off-road, heavy-duty diesel engines.
Discretionary
Minimization
Measures for
Construction
Equipment
1. Electrify equipment where feasible.
2. Substitute gasoline-powered for diesel-powered equipment, where feasible.
3. Use alternative fueled construction equipment on site where feasible, such as compressed natural gas (CNG),
liquefied natural gas (LNG), propane, or biodiesel.
4. Use equipment that has Caterpillar pre-chamber diesel engines.
Construction Best
Available Control
Technology
1. Install diesel oxidation catalysts (DOC), catalyzed diesel particulate filters (CDPF), or other District approved
emission reduction retrofit devices where feasible.
Activity Management
Techniques
1. Develop a comprehensive construction activity management plan designed to minimize the amount of large
construction equipment operating during any given time period.
2. Schedule construction truck trips during non-peak hours to reduce peak hour emissions.
3. Limit the length of the construction workday period, if necessary.
4. Phase construction activities, if appropriate.
Fugitive Dust Source
Category
1. Reduce the amount of the disturbed area where possible.
2. Use of water trucks or sprinkler systems in sufficient quantities to prevent airborne dust from leaving the site.
Increased watering frequency would be required whenever wind speeds exceed 15 miles per hour. Reclaimed (nonpotable)
water should be used whenever possible.
3. All dirt stock-pile areas should be sprayed daily as needed.
4. Permanent dust control measures identified in the approved project revegetation and landscape plans should be
implemented as soon as possible following completion of any soil-disturbing activities.
5. Exposed ground areas that are planned to be reworked at dates greater than one month after initial grading should
be sown with a fast-germinating native grass seed and watered until vegetation is established.
6. All disturbed soil areas not subject to revegetation should be stabilized using approved chemical soil binders, jute
netting, or other methods approved in advance by the Air Pollution Control District.
7. All roadways, driveways, sidewalks, etc. to be paved should be completed as soon as possible. In addition, road
surfaces should be laid as soon as possible after grading unless seeding or soil binders are used.
8. Vehicle speed for all construction vehicles shall not exceed 15 miles per hour on any unpaved surface at the
construction site.
9. All trucks hauling dirt, sand, soil, or other loose materials are to be covered or should maintain at least two feet of
freeboard (minimum vertical distance between top of load and top of trailer) in accordance with California Vehicle Code
(CVC) section 23114.
10. Install wheel washers where vehicles enter and exit unpaved roads onto streets, or wash off trucks and equipment
leaving the site.
11. Sweep streets at the end of each day if visible soil material is carried onto adjacent paved roads. Water sweepers
with reclaimed water should be used where feasible.
All categories 1. Any other control measures approved by the Air Pollution Control District where necessary.
Construction Noise
Environmental Consequences
Two types of short-term noise impacts would occur during construction of the project. First,
construction crew commutes and the transport of construction equipment and materials to the
project site would incrementally raise noise levels on access roads leading to the site. The pieces
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of heavy equipment for grading and construction activities would be moved onsite, remain for the
duration of each construction phase, and not add to the daily traffic volume in the project vicinity.
There would be a relatively high single-event noise exposure potential at a maximum sound level
of 87 dBA with trucks passing at 50 feet. (A-weighted decibels or dBA are adjusted to
approximate the way humans perceive sound.) However, the projected construction traffic would
be light when compared to the existing traffic volumes on US 101, Los Osos Valley Road, South
Higuera Street, and other affected streets; associated long-term noise level change would not be
perceptible. Therefore, short-term construction-related worker commutes and equipment transport
noise impacts would not be substantial.
The second type of short-term noise impact is related to noise generated during excavation,
grading, and roadway construction. Construction is performed in steps, each of which has its own
mix of equipment and, consequently, its own noise characteristics. These various sequential
phases would change the character of the noise generated and, therefore, the noise levels along
the alignments as construction progresses. Despite the variety in the type and size of construction
equipment, similarities in the dominant noise sources and patterns of operation allow
construction-related noise ranges to be categorized by work phase. Table 2.4-4 lists typical
construction equipment noise levels recommended for noise impact assessments, based on a
distance of 50 feet between the equipment and a noise receptor.
Table 2.4-4 Typical Construction Equipment Noise Levels
Type of Equipment
Range of Maximum Sound
Levels
Measured
(dBA at 50 feet)
Suggested Maximum Sound
Levels
for Analysis
(dBA at 50 feet)
Pile Drivers, 12,000 to 18,000 feet-lb/blow 81–96 93
Rock Drills 83–99 96
Jackhammers 75–85 82
Pneumatic Tools 78–88 85
Pumps 68–80 77
Dozers 85–90 88
Tractors 77–82 80
Front-End Loaders 86–90 88
Hydraulic Backhoe 81–90 86
Hydraulic Excavators 81–90 86
Graders 79–89 86
Air Compressors 76–86 86
Trucks 81–87 86
dBA = A-weighted decibels are adjusted to approximate the way humans perceive sound
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Project construction would produce a periodic increase in ambient noise levels in the project
vicinity above levels existing without the project. The project is also located within an airport
land use plan, and construction activities would produce noise levels that exceed local criteria for
short standards.
Minimization Measures NOI-1 through NOI-3 would reduce construction noise impacts for
sensitive receptors adjacent to the project site:
Minimization Measure NOI-1: Implement Caltrans Standard Provision Section 5.1. The
provisions are as follows:
“Sound control shall conform to the provisions in Section 7-1.01I (Sound Control
Requirements) of the Standard Specifications and these special provisions. The noise level
from the Contractor’s operations, between the hours of 9:00 p.m. and 6:00 a.m., shall not
exceed 86 dBA at a distance of 50 feet. This requirement in no way relieves the Contractor
from responsibility for complying with local ordinances regulating noise level. The noise
level requirement shall apply to the equipment on the job or related to the job, including but
not limited to trucks, transit mixer, or transient equipment that may or may not be owned by
the contractor. The use of loud signals shall be avoided in favor of light warnings except
those required by safety laws for the protection of personnel. Full compensation for
conforming to the requirements of this section shall be considered as included in the prices
paid for the various contract items of work involved and no additional compensation will be
allowed therefore.”
Minimization Measure NOI-2: Provide Contact Information for Noise Complaints. A notice
of the duration of potential impacts from noise, dust, and glare from the proposed construction
would be placed in local news media by the project sponsor two weeks in advance of the
beginning of construction. A number would be made available to the public for calls concerning
noise impacts or the proposed schedule. If noise complaints are received, temporary barriers of
plywood on safety shape can be effective at reducing noise impacts when the line of sight
between the source and receiver can be interrupted.
Minimization Measure NOI-3: Limit Night Work to Extent Feasible. Night construction
should be avoided. If it cannot be avoided, the contractor would do the noisiest operations nearest
the residents as early in the evening as possible. Final determination of working hours for
construction of the interchange would be determined during the final design phase. These
working hours would be consistent with mitigation measures identified in the environmental
documents and City ordinance requirements.
2.5 Cumulative Impacts
Regulatory Setting
Cumulative impacts are those that result from past, present, and reasonably foreseeable future
actions, combined with the potential impacts of this project. A cumulative effect assessment looks
at the collective impacts posed by individual land use plans and projects. Cumulative impacts can
result from individually minor, but collectively substantial, impacts occurring over time.
Cumulative impacts to resources in the project area may result from residential, commercial,
industrial, and highway development, as well as from agricultural development and the
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conversion to more intensive types of agricultural cultivation. These land use activities can
degrade habitat and species diversity through consequences such as displacement and
fragmentation of habitats and populations, alteration of hydrology, contamination, erosion,
sedimentation, disruption of migration corridors, changes in water quality, and introduction or
promotion of predators. They can also contribute to potential community impacts identified for
the project, such as changes in community character, traffic patterns, housing availability, and
employment.
Section 15130 of the California Environmental Quality Act Guidelines describes when a
cumulative impact analysis is warranted and what elements are necessary for an adequate
discussion of cumulative impacts. The definition of cumulative impacts, under the California
Environmental Quality Act, can be found in Section 15355 of the California Environmental
Quality Act Guidelines. A definition of cumulative impacts, under the National Environmental
Policy Act, can be found in 40 Code of Federal Regulations, Section 1508.7 of the Council on
Environmental Quality regulations.
Environmental Consequences
The project would not result in cumulative impacts that are individually limited or cumulatively
considerable. The project effects are mostly temporary and construction related. Cumulative
impacts were covered in the appropriate sections above. Since none of these impacts would result
in a substantial contribution to a cumulative impact, no further discussion is needed.
2.6 Climate Change under the California Environmental Quality Act
Regulatory Setting
While climate change has been a concern since at least 1988, as evidenced by the establishment
of the United Nations and World Meteorological Organization’s Intergovernmental Panel on
Climate Change, the efforts devoted to greenhouse gas1 emissions reduction and climate change
research and policy have increased dramatically in recent years.
In 2002, with the passage of Assembly Bill 1493 (AB 1493), California launched an innovative
and pro-active approach to dealing with GHG emissions and climate change at the state level.
Assembly Bill 1493 requires the California Air Resources Board (CARB) to develop and
implement regulations to reduce automobile and light truck GHG emissions. These stricter
emissions standards were designed to apply to automobiles and light trucks beginning with the
2009-model year; however, in order to enact the standards California needed a waiver from the
U.S. Environmental Protection Agency (EPA). The waiver was denied by EPA in December
2007. See California v. Environmental Protection Agency, 9th Cir. Jul. 25, 2008, No. 08-70011.
However, on January 26, 2009, it was announced that EPA will reconsider their decision
regarding the denial of California’s waiver. On May 18, 2009, President Obama announced the
enactment of a 35.5 mpg fuel economy standard for automobiles and light duty trucks which will
take effect in 2012. On June 30, 2009 EPA granted California the waiver. California is expected
to enforce its standards for 2009 to 2011 and then look to the federal government to implement
equivalent standards for 2012 to 2016. The granting of the waiver will also allow California to
implement even stronger standards in the future. The state is expected to start developing new
standards for the post-2016 model years later this year.
1 Greenhouse gases related to human activity, as identified in Assembly Bill 32, include: carbon dioxide
(CO2), methane, nitrous oxide, tetrafluoromethane, hexafluoroethane, sulfur hexafluoride, HFC-23, HFC-
134a*, and HFC-152a*.
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On June 1, 2005, Governor Arnold Schwarzenegger signed Executive Order S-3-05. The goal of
this order is to reduce California’s greenhouse gas emissions to: 1) 2000 levels by 2010, 2) 1990
levels by the 2020 and 3) 80 percent below the 1990 levels by the year 2050. In 2006, this goal
was further reinforced with the passage of Assembly Bill 32, the Global Warming Solutions Act
of 2006. Assembly Bill 32 sets the same overall greenhouse gas emissions reduction goals while
further mandating that Air Resources Board create a plan, which includes market mechanisms,
and implement rules to achieve “real, quantifiable, cost-effective reductions of greenhouse
gases.” Executive Order S-20-06 further directs state agencies to begin implementing Assembly
Bill 32, including the recommendations made by the state’s Climate Action Team.
With Executive Order S-01-07, Governor Schwarzenegger set forth the low carbon fuel standard
for California. Under this order, the carbon intensity of California’s transportation fuels is to be
reduced by at least 10 percent by 2020.
Climate change and greenhouse gas reduction is also a concern at the federal level; at this time,
no legislation or regulations have been enacted specifically addressing greenhouse gas emissions
reductions and climate change. However, California, in conjunction with several environmental
organizations and several other states, sued to force the U.S. Environmental Protection Agency to
regulate greenhouse gases as a pollutant under the Clean Air Act (Massachusetts vs.
Environmental Protection Agency et al., U.S. Supreme Court No. 05–1120. 549 U.S. Argued
November 29, 2006—Decided April 2, 2007). The court ruled that greenhouse gases do fit within
the Clean Air Act’s definition of a pollutant, and that Environmental Protection Agency does
have the authority to regulate greenhouse gases.
Despite the Supreme Court ruling, there are no promulgated federal regulations to date limiting
greenhouse gas emissions. The U.S. Environmental Protection Agency is currently determining
the implications to national policies and programs as a result of the Supreme Court decision.
Affected Environment
According to a recent white paper by the Association of Environmental Professionals2, “an
individual project does not generate enough greenhouse gas emissions to significantly influence
global climate change. Global climate change is a cumulative impact; a project participates in this
potential impact through its incremental contribution combined with the cumulative increase of
all other sources of greenhouse gases.”
Caltrans and its parent agency, the Business, Transportation, and Housing Agency, have taken an
active role in addressing greenhouse gas emission reduction and climate change. Recognizing that
98 percent of California’s greenhouse gas emissions are from the burning of fossil fuels and 40
percent of all human-made greenhouse gas emissions are from transportation, Caltrans has
created and is implementing the Climate Action Program at Caltrans (December 2006).
Transportation’s contribution to greenhouse gas emissions is dependent on 3 factors: the types of
vehicles on the road, the type of fuel the vehicles use, and the time/distance the vehicles travel.
Environmental Consequences
According to Recommendations by the Association of Environmental Professionals on How to
Analyze GHG Emissions and Global Climate change in CEQA Documents (March 5, 2007), an
individual project does not generate enough GHG emissions to significantly influence global
climate change. Rather, global climate change is a cumulative impact. This means that a project
2 Hendrix, Micheal and Wilson, Cori. Recommendations by the Association of Environmental
Professionals (AEP) on How to Analyze Greenhouse Gas Emissions and Global Climate Change in CEQA
Documents (March 5, 2007), p. 2.
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may participate in a potential impact through its incremental contribution combined with the
contributions of all other sources of GHG. In assessing cumulative impacts, it must be
determined if a project’s incremental effect is “cumulatively considerable.” See CEQA
Guidelines sections 15064(i)(1) and 15130. To make this determination the incremental impacts
of the project must be compared with the effects of past, current, and probable future projects. To
gather sufficient information on a global scale of all past, current, and future projects in order to
make this determination is a difficult if not impossible task.
As part of its supporting documentation for the Draft Scoping Plan, CARB recently released an
updated version of the GHG inventory for California (June 26, 2008). Shown below is a graph
from that update that shows the total GHG emissions for California for 1990, 2002-2004 average,
and 2020 projected if no action is taken.
Figure 2.6-1 California Greenhouse Gas Inventory
Taken from : http://www.arb.ca.gov/cc/inventory/data/forecast.htm
Caltrans and its parent agency, the Business, Transportation, and Housing Agency, have taken an
active role in addressing GHG emission reduction and climate change. Recognizing that 98
percent of California’s GHG emissions are from the burning of fossil fuels and 40 percent of all
human made GHG emissions are from transportation (see Climate Action Program at Caltrans
(December 2006), Caltrans has created and is implementing the Climate Action Program at
Caltrans that was published in December 2006. This document can be found at:
http://www.dot.ca.gov/docs/ClimateReport.pdf
One of the main strategies in the Department’s Climate Action Program to reduce GHG
emissions is to make California’s transportation system more efficient. The highest levels of
carbon dioxide from mobile sources, such as automobiles, occur at stop-and-go speeds (0-25
miles per hour) and speeds over 55 mph; the most severe emissions occur from 0-25 miles per
hour (see Figure below). To the extent that a project relieves congestion by enhancing operations
and improving travel times in high congestion travel corridors GHG emissions, particularly CO2,
may be reduced.
The proposed project would not increase traffic, but would instead improve traffic operations and
safety on Los Osos Valley Road and at the Los Osos Valley Road/US 101 interchange. Because
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completion of either build alternative improves, rather than worsens, traffic operations and brings
the City closer to General Plan operational efficiency goals; both build alternatives alleviate
existing and projected traffic congestion.
The San Luis Obispo Council of Governments 2006 Regional Transportation Plan recognizes the
projected congestion that would occur along Los Osos Valley without action. Along with
improving other modal options for travel, the Regional Transportation Plan states the need for
operational improvements (such as the one being provided by this proposed project) on existing
facilities in the San Luis Obispo region. The purpose of the project is to improve traffic
operations and safety on Los Osos Valley Road and the Los Osos Valley Road/US 101
interchange. Other modal options for this interchange project were not feasible as alternatives.
Rather, improvement of this interchange is one part of the 2006 Regional Transportation Plan,
which aims to improve transportation through operational improvements, non-motorized
enhancements, better transportation connectivity and more frequent transit service.
Since the proposed project would relieve congestion at ramps and intersections, emissions of CO2
are expected to be less with the project than with the No-Build Alternative. The proposed project
would improve the level of service and average delay at US 101/Los Osos Valley Road ramp
intersections, as shown in Table 2.1-2 in Chapter 2 of this document. Level of service is an
indication of traffic flow, where level of service A indicates free-flowing traffic and level of
service F indicates stop-and-go conditions.
Vehicles idling or traveling at low speeds as a result of congestion emit the greatest CO2
emissions. Figure 2.6-1 below shows the relationship between CO2 emissions (grams/mile) as a
function of speed (miles per hour). Vehicles traveling at speeds roughly 40 miles per hour and
less have a greater CO2 emissions rate than vehicles traveling between 40 and 65 miles per hour.
The rate of CO2 emissions is lowest at speeds of 45 to 50 miles per hour (Barth and
Boriboonsomsin 2008). The Traffic Operations Report for level of service analysis assumed free-
flowing speeds of 65 miles per hour along the US 101 mainline, 20-50 miles per hour for US 101
and Los Osos Valley Road ramps, and posted speed limits for local roads.
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Figure 2.6-2: Fleet Carbon Dioxide (CO2) Emissions vs. Speed (Highways)
In the year 2015, the highway levels of service in the peak hour would degrade to level of service
F for six of the seven intersections with the No-Build Alternative. Based on the project’s traffic
assumptions, speeds at the ramps and intersections could be less than 20 miles per hour during
congested peak hours with the No-Build Alternative. Only two intersections would reach level of
service F with Alternative 3. Alternative 3 would result in level of service B or C (free-flow and
near free-flow conditions) for five out of eight intersections. Also, two intersections out of seven
would reach a level of service of F, and one intersection would reach level of service D for
Alternative 6. Alternative 6 would also result in level of service B or C for four out of seven
intersections.
Since mainline level of service levels would not be affected by the proposed project, any CO2
increases as a result of mainline traffic speeds are not a result of the project, but rather, the
projected overall increase in vehicle traffic as a result of growth that would occur whether or not
the project were built.
Table 2.6-1 shows how each intersection would be affected in terms of level of service based on
the different alternatives in 2015. At nearly every intersection, the vehicle delay would be
substantially longer with the No-Build alternative than with either of the build alternatives.
Table 2.6-1: Design Year (2015) Intersection Level of Service Summary
Intersection Peak
Hour1
No-Build
Alternative Alternative 3 Alternative 6
Delay2 LOS3 Delay2 LOS3 Delay2 LOS3
Los Osos Valley Road/Auto Park Way AM
PM
77.1
89.9
E
F
22.1
23.4
C
C
23.6
25.9
C
C
Los Osos Valley Road/Calle Joaquin AM 126.6 F 15.3 B 28.5 C
Source: Center for Clean Air Policy— http://www.ccap.org/Presentations/Winkelman%20TRB%202004%20(1-13-04).pdf
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PM 144.3 F 29.2 C 32.7 C
Los Osos Valley Road/US 101 Southbound
Off-ramp-Calle Joaquin (South)
AM
PM
> 200
> 200
F
F
19.1
18.2
B
B
Intersection eliminated
with alternative
Calle Joaquin (South)/US 101 Southbound
On-ramp (intersection without signals)
AM
PM
Intersection eliminated
with alternative
26.2
31.3
D
D
Los Osos Valley Road/US 101 Northbound Ramps AM
PM
> 200
> 200
F
F
23.9
25.2
C
C
19.6
14.7
B
B
Los Osos Valley Road/Los Verdes Drive (intersection
without signals)3
AM
PM
> 200
26.7
F
D
67.4
16.1
F
C
55.7
17.4
F
C
Los Osos Valley Road/South Higuera Street AM
PM
29.7
35.3
C
D
26.8
28.5
C
C
27.3
29.3
C
C
South Higuera Street/Vachell Lane (intersection
without signals)
AM
PM
> 200
> 200
F
F
> 200
> 200
F
F
> 200
> 200
F
F
Notes: 1 AM = Morning peak-hour, PM = Evening peak-hour.
2 Average delay reported in seconds per vehicle for signalized intersections. The worst movement/approach delay is
reported in seconds per vehicle for side-street, stop-controlled intersections.
3 LOS = Level of service
Bold font indicates unacceptable intersection operations (LOS E or worse).
Source: Traffic Operation Report, 2007.
For the year 2035, the level of service would degrade to level of service F for seven of the seven
intersections without the project. Alternative 3 would result in level of service E or F for three out
of seven intersections, and level of service B or C for four intersections. Alternative 6 would
result in level of service E or F for four out of seven intersections, level of service C or D for two
intersections, and level of service B for one intersection. Table 2.6-2 shows how each intersection
would be affected in terms of level of service based on the different alternatives in 2035. At every
intersection, the vehicle delay would be substantially longer with the No-Build alternative than
with either of the build alternatives.
Table 2.6-2: Design Year (2035) Intersection Level of Service Summary
Intersection Peak
Hour1 No-Build
Alternative Alternative 3 Alternative 6
Delay2 LOS3 Delay2 LOS3 Delay2 LOS3
Los Osos Valley Road/Auto Park Way AM
PM
162.7
77.1
F
E
26.0
31.2
C
C
28.2
50.3
C
D
Los Osos Valley Road/Calle Joaquin (North) AM
PM
134.3
83.6
F
F
15.1
34.9
B
C
27.9
39.6
C
D
Los Osos Valley Road/US 101 Southbound
Off-ramp-Calle Joaquin (South)
AM
PM
> 200
> 200
F
F
15.9
23.7
B
C
Intersection does not exist
with alternative
Calle Joaquin (South)/US 101 Southbound
On-ramp (intersection without signals)
AM
PM
Intersection does not
exist with alternative
19.3
49.84
C
E
Los Osos Valley Road/US 101 Northbound Ramps AM
PM
> 200
> 200
F
F
34.2
26.9
C
C
18.5
14.6
B
B
Los Osos Valley Road/Los Verdes Drive (intersection
without signals)
AM
PM
181.8
> 200
F
F
36.0
150.3
E
F
37.7
110.3
E
F
Los Osos Valley Road/South Higuera Street AM
PM
30.0
> 200
C
F
28.8
63.4
C
E
28.9
72.4
C
E
South Higuera Street/Vachell Lane (intersection
without signals)
AM
PM
58.25
> 2005
F
F
65.25
74.55
F
F
79.65
103.75
F
F
Notes: 1 AM = Morning peak-hour, PM = Evening peak-hour.
2 Average delay reported in seconds per vehicle for signalized intersections. The worst movement/approach delay is
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Intersection Peak
Hour1 No-Build
Alternative Alternative 3 Alternative 6
Delay2 LOS3 Delay2 LOS3 Delay2 LOS3
reported in seconds per vehicle for side-street, stop-controlled intersections.
3 LOS = Level of service
4 Westbound left turn delay.
5 The uncontrolled southbound left-turn delay is greater than the side-street stop-controlled delay because the southbound
queue extends north from Los Osos Valley Road and blocks the southbound left-turn pocket.
Bold font indicates unacceptable intersection operations (LOS E or worse).
Source: Traffic Operation Report, 2007.
Overall, it is apparent that the proposed project would reduce CO2 emissions when compared to
the future No-Build condition as a result of improving level of service levels towards free-flowing
speeds. With the proposed project, there would be fewer intersections reaching level of service E
or F. Because CO2 emissions from the build alternatives are less than the No-Build Alternative,
the project’s contribution to climate change is not cumulatively considerable and the project has a
less than significant environmental effect on climate change.
Construction Emissions
GHG emissions for transportation projects can be divided into those produced during construction
and those produced during operations. Construction GHG emissions include emissions produced
as a result of material processing, emissions produced by onsite construction equipment, and
emissions arising from traffic delays due to construction. These emissions would be produced at
different levels throughout the construction phase; their frequency and occurrence can be reduced
through innovations in plans and specifications and by implementing better traffic management
during construction phases. In addition, with innovations such as longer pavement lives,
improved traffic management plans, and changes in materials, the GHG emissions produced
during construction can be mitigated to some degree by longer intervals between maintenance
and rehabilitation events.
CEQA Conclusion
Although future CO2 emissions from the build alternatives are predicted to be less than the No-
Build Alternative, it is Caltrans determination that in the absence of further regulatory or
scientific information related to GHG emissions and CEQA significance, it is too speculative to
make a significance determination regarding the project’s direct impact and its contribution on
the cumulative scale to climate change, Caltrans is firmly committed to implementing measures
to help reduce GHG emissions. These measures are outlined in the following section.
Assembly Bill 32 Compliance
Caltrans continues to be actively involved on the Governor’s Climate Action Team as CARB
works to implement the Governor’s Executive Orders and help achieve the targets set forth in AB
32. Many of the strategies Caltrans is using to help meet the targets in AB 32 come from the
California Strategic Growth Plan, which is updated each year. Governor Arnold
Schwarzenegger’s Strategic Growth Plan calls for a $238.6 billion infrastructure improvement
program to fortify the state’s transportation system, education, housing, and waterways, including
$100.7 billion in transportation funding through 2016. As shown on the figure below, the
Strategic Growth Plan targets a significant decrease in traffic congestion below today’s level and
a corresponding reduction in GHG emissions. The Strategic Growth Plan proposes to do this
while accommodating growth in population and the economy. A suite of investment options has
been created that combined together yield the promised reduction in congestion. The Strategic
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Growth Plan relies on a complete systems approach of a variety of strategies: system monitoring
and evaluation, maintenance and preservation, smart land use and demand management, and
operational improvements. 3
As shown in the figure below, the Strategic Growth Plan targets a significant decrease in traffic
congestion below today’s level and a corresponding reduction in greenhouse gas emissions. The
Strategic Growth Plan proposes to do this while accommodating growth in population and the
economy. A suite of investment options has been created that combined together yield the
promised reduction in congestion. The Strategic Growth Plan relies on a complete systems
approach including a variety of strategies: system monitoring and evaluation, maintenance and
preservation, smart land use and demand management, and operational improvements. The
project fits in with transportation strategy number 1) “More efficient transportation systems” of
the Climate Action Program at Caltrans by “improv[ing] operational efficiency of existing and
new transportation systems” and “reliev[ing] congestion by enhancing operations and improving
travel times in high congestion travel corridors (Caltrans 2006).”
Figure 2.6-3: Outcome of Strategic Growth Plan
As part of the Climate Action Program at Caltrans (December 2006), Caltrans is supporting
efforts to reduce vehicle miles traveled by planning and implementing smart land use strategies:
job/housing proximity, developing transit-oriented communities, and high density housing along
transit corridors. Caltrans is working closely with local jurisdictions on planning activities;
however, Caltrans does not have local land use planning authority.
Caltrans is also supporting efforts to improve the energy efficiency of the transportation sector by
increasing vehicle fuel economy in new cars, light and heavy-duty trucks. However, it is
important to note that the control of fuel economy standards is held by the U.S. Environmental
Protection Agency and the California Air Resources Board.
3 Governor’s Strategic Growth Plan, Fig. 1 (http://gov.ca.gov/pdf/gov/CSGP.pdf)
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Lastly, the use of alternative fuels is also being considered; Caltrans is participating in funding for
alternative fuel research at the University of California at Davis. Table 2.6-1 summarizes the
department’s statewide efforts to reduce greenhouse gas emissions.
For more detailed information about each strategy, please see Climate Action Program at Caltrans
(December 2006); it is available at http://www.dot.ca.gov/docs/ClimateReport.pdf.
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Table 2.6-3: Improving Transportation System Efficiency
Strategy Program Partnership Method/Process Estimated CO2 Savings
(MMT)
2010 2020
Smart Land Use IGR Lead: Caltrans
Partner: Local
Governments
Review and seek to mitigate
development proposals
Not Estimated Not Estimated
Planning Grants Lead: Caltrans
Partner: Local and
regional agencies and
other stakeholders
Competitive selection process Not Estimated Not Estimated
Regional Plans
and Blueprint
Planning
Lead: Regional Agencies
Partner: Caltrans
Regional plans and application
process
0.975 7.8
Operational
Improvements and
Intelligent Trans.
System (ITS)
Deployment
Strategic Growth
Plan
Lead: Caltrans
Partner: Regions
State ITS; Congestion
Management Plan
.007 2.17
Mainstream Energy
and greenhouse gas
into Plans and
Projects
Office of Policy
Analysis and
Research; Division
of Env. Analysis
Interdepartmental effort Policy establishment, guidelines,
technical assistance
Not Estimated Not Estimated
Educational and
Information Program
Office of Policy
Analysis &
Research
Partner:
Interdepartmental,
CalEPA, CARB, CEC
Analytical report, data collection,
publication, workshops, outreach
Not Estimated Not Estimated
Fleet Greening and
Fuel Diversification
Division of
Equipment
Department of General
Services
Fleet Replacement
B20
B100
0.0045 0.0065
0.45
.0225
Non-vehicular
Conservation
Measures
Energy
Conservation
Program
Green Action Team Energy Conservation Opportunities 0.117 .34
Portland Cement Office of Rigid
Pavement
Cement and Construction
Industries
2.5 % limestone cement mix
25% fly ash cement mix
> 50% fly ash/slag mix
1.2
.36
3.6
Goods Movement Office of Goods
Movement
CalEPA, CARB, BT&H,
MPOs
Goods Movement Action Plan Not Estimated Not Estimated
Total 2.72 18.67
To the extent applicable or feasible for the project, and through coordination with the project
development team, the following measures would be included in the project to reduce the
greenhouse gas emissions and potential climate change impacts from projects:
Landscaping—reduces surface warming and decreases CO2 emissions.
Portland cement—use of lighter color surfaces such as Portland cement helps to reduce the
albedo effect and cool the surface; in addition, Caltrans has been a leader in the effort to add
fly ash to Portland cement mixes. Adding fly ash reduces the greenhouse gas emissions
associated with cement production; it also can make the pavement stronger.
Use of energy-efficient lighting, such as LED traffic signals.
Idling restrictions for trucks and equipment during project construction.
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Adaptation Strategies
“Adaptation strategies” refer to how Caltrans and others can plan for the effects of climate change
on the state’s transportation infrastructure and strengthen or protect the facilities from damage.
Climate change is expected to produce increased variability in precipitation, rising temperatures,
rising sea levels, storm surges and intensity, and the frequency and intensity of wildfires. These
changes may affect the transportation infrastructure in various ways, such as damaging roadbeds
by longer periods of intense heat; increasing storm damage from flooding and erosion; and
inundation from rising sea levels. These effects will vary by location and may, in the most
extreme cases, require that a facility be relocated or redesigned. There may also be economic and
strategic ramifications as a result of these types of impacts to the transportation infrastructure.
Climate change adaption must also involve the natural environment as well. Efforts are
underway on a statewide-level to develop strategies to cope with impacts to habitat and
biodiversity through planning and conservation. The results of these efforts will help California
agencies plan and implement mitigation strategies for programs and projects.
On November 14, 2008, Governor Schwarzenegger signed Executive Order S-13-08 which
directed a number of state agencies to address California’s vulnerability to sea level rise caused
by climate change.
The California Resources Agency [now the Natural Resources Agency, (Resources Agency)],
through the interagency Climate Action Team, was directed to coordinate with local, regional,
state and federal public and private entities to develop a state Climate Adaptation Strategy. The
Climate Adaptation Strategy will summarize the best known science on climate change impacts
to California, assess California's vulnerability to the identified impacts and then outline solutions
that can be implemented within and across state agencies to promote resiliency.
As part of its development of the Climate Adaptation Strategy, Resources Agency was directed to
request the National Academy of Science to prepare a Sea Level Rise Assessment Report by
December 2010 to advise how California should plan for future sea level rise. The report is to
include:
relative sea level rise projections for California, taking into account coastal erosion rates,
tidal impacts, El Niño and La Niña events, storm surge and land subsidence rates;
the range of uncertainty in selected sea level rise projections;
a synthesis of existing information on projected sea level rise impacts to state infrastructure
(such as roads, public facilities and beaches), natural areas, and coastal and marine
ecosystems;
a discussion of future research needs regarding sea level rise for California.
Furthermore Executive Order S-13-08 directed the Business, Transportation, and Housing
Agency to prepare a report to assess vulnerability of transportation systems to sea level affecting
safety, maintenance and operational improvements of the system and economy of the state. The
Caltrans continues to work on assessing the transportation system vulnerability to climate change,
including the effect of sea level rise.
Prior to the release of the final Sea Level Rise Assessment Report, all state agencies that are
planning to construct projects in areas vulnerable to future sea level rise were directed to consider
a range of sea level rise scenarios for the years 2050 and 2100 in order to assess project
vulnerability and, to the extent feasible, reduce expected risks and increase resiliency to sea level
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Chapter 2 Affected Environment, Environmental Consequences,
and Avoidance, Minimization, and/or Mitigation Measures
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113
rise. However, all projects that have filed a Notice of Preparation, and/or are programmed for
construction funding the next five years (through 2013), or are routine maintenance projects as of
the date of Executive Order S-13-08 may, but are not required to, consider these planning
guidelines. Sea level rise estimates should also be used in conjunction with information
regarding local uplift and subsidence, coastal erosion rates, predicted higher high water levels,
storm surge and storm wave data. (Executive Order S-13-08 allows some exceptions to this
planning requirement.)
Climate change adaptation for transportation infrastructure involves long-term planning and risk
management to address vulnerabilities in the transportation system from increased precipitation
and flooding; the increased frequency and intensity of storms and wildfires; rising temperatures;
and rising sea levels. Caltrans is an active participant in the efforts being conducted as part of
Governor’s Schwarzenegger’s Executive Order on Sea Level Rise and is mobilizing to be able to
respond to the National Academy of Science report on Sea Level Rise Assessment which is due
to be released by December 2010.
On August 3, 2009, Natural Resources Agency in cooperation and partnership with multiple state
agencies, released the 2009 California Climate Adaptation Strategy Discussion Draft, which
summarizes the best known science on climate change impacts in seven specific sectors and
provides recommendations on how to manage against those threats. The release of the draft
document set in motion a 45-day public comment period. Led by the California Natural
Resources Agency, numerous other state agencies were involved in the creation of discussion
draft, including Environmental Protection; Business, Transportation and Housing; Health and
Human Services; and the Department of Agriculture. The discussion draft focuses on sectors that
include: Public Health; Biodiversity and Habitat; Ocean and Coastal Resources; Water
Management; Agriculture; Forestry; and Transportation and Energy Infrastructure. The strategy is
in direct response to Gov. Schwarzenegger's November 2008 Executive Order S-13-08 that
specifically asked the Natural Resources Agency to identify how state agencies can respond to
rising temperatures, changing precipitation patterns, sea level rise, and extreme natural events. As
data continues to be developed and collected, the state's adaptation strategy will be updated to
reflect current findings.
Currently, Caltrans is working to assess which transportation facilities are at greatest risk from
climate change effects. However, without statewide planning scenarios for relative sea level rise
and other climate change impacts, Caltrans has not been able to determine what change, if any,
may be made to its design standards for its transportation facilities. Once statewide planning
scenarios become available, the Caltrans will be able review its current design standards to
determine what changes, if any, may be warranted in order to protect the transportation system
from sea level rise.
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Chapter 3. Comments and Coordination
Early and continuing coordination with the general public and appropriate public agencies is an
essential part of the environmental process to determine the scope of environmental
documentation, the level of analysis, potential impacts and mitigation measures, and related
environmental requirements. Agency consultation and public participation for this project have
been accomplished through a variety of formal and informal methods, including project
development team meetings, interagency coordination meetings, and individual consultations via
mail, phone, and in person.
This chapter summarizes the agencies and individuals who have been or will be contacted to
identify, address, and resolve project-related issues through early and continuing coordination.
Endangered Species
The California red-legged frog is a federally listed species that may be affected by the proposed
project, although no critical habitat for this species is present within the project area.
A field meeting was held on April 4, 2006. Attendees included representatives from the County,
Caltrans, Dokken Engineering, and Jones & Stokes. Although the U.S. Fish and Wildlife Service
was not in attendance, a meeting summary was prepared and sent via email by David Hacker of
Caltrans, District 5, to Steve Kirkland and Julie Vanderwier of the U.S. Fish and Wildlife Service
on April 11, 2006. The U.S. Fish and Wildlife Service was notified on August 14, 2006 of the
positive identification of California red-legged frog during the protocol-level survey effort.
Subsequently, a field meeting was held on November 16, 2006 with the City of San Luis Obispo,
Caltrans, and the U.S. Fish and Wildlife Service to review the location of California red-legged
frog in relation to this project and the proposed expansion of the Bob Jones City-to-Sea Bike
Trail.
The proposed project has potential to affect the federally listed south-central California coast
steelhead trout and its critical habitat. Consultation for federally listed anadramous fish is under
the jurisdiction of the National Oceanic and Atmospheric Administration Fisheries Service. A
preliminary National Oceanic and Atmospheric Administration consultation for south-central
California coast steelhead trout included a field meeting that was held on October 27, 2008 with
Matt McGoogan, David Crowder, and Dr. Brian Cluer of the National Oceanic and Atmospheric
Administration.
A Biological Assessment addressing potential project effects on south-central California coast
steelhead trout was completed in 2008. A Biological Opinion (File # SWR/ 2008/ 04273) was
issued by the National Oceanic and Atmospheric Administration on July 14, 2009.
Permit Consultations
The U.S. Army Corps of Engineers will be contacted for approval and issuance of a Section 404
Permit for filling or dredging waters of the United States. A field meeting was held with Bruce
Henderson of the U.S. Army Corps of Engineers on December 11, 2007.
The California Department of Fish and Game will be contacted for obtaining a 1602 Agreement
for Lake or Streambed Alteration, and the Central Coast Regional Water Quality Control Board
will be contacted for Section 401 Water Quality Certification. The State Water Resources Control
Board will be coordinated to obtain a Section 402 National Pollution Discharge Elimination
System Permit.
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115
Other Coordination and Consultation
The San Luis Obispo County Historical Society and Central Coastal Information Center were
contacted. The Native American Heritage Commission performed a sacred lands database search
that was negative. The Native American Heritage Commission also provided a contact list of
Native American representatives for San Luis Obispo County. The list included 24 individuals.
Each individual was contacted by U.S. mail, and follow-up phone calls were made to each
person.
Two responses were obtained:
1. In a letter dated June 10, 2006, Fred Collins, spokesperson for the Northern Chumash Tribal
Council, requested a detailed description of the project and a detailed map of the project. He
further noted concern about “any projects that are near creeks.” He wrote “that a thorough
site assessment be conducted by the Northern Chumash Tribal Council.” Last, he requested a
meeting when the consulting archaeologist was in the area.
2. In an email dated May 24, 2006, Mona Tucker and Matthew Goldman requested “that you
have a recognized Chumash Cultural Resource Monitor accompany you with any
archaeological survey.” They further requested “a response to their email.”
Additionally, Brian Stark with the Land Conservancy has been coordinated with regarding the
watershed enhancement plan and Arundo eradication.
Community Interaction
Public information workshops were held at the Mountainbrook Community Church on March 27,
2003 and July 1, 2004. The meetings provided opportunities for the public to see the proposed
alternatives and provide input. The first meeting was attended by about 40 members of the public;
the second meeting was attended by about 25 members of the public.
An individual working group meeting with Los Verdes Home Owners Association was held on
March 11, 2003 at the Los Verdes Board Meeting Room.
The project was presented to the City Council on August 28, 2003.
A public hearing was held on July 8, 2008 to allow additional public input on the project and the
preferred alternative selection. This hearing also provided an opportunity for members of the
public to ask questions and provide comment on the Initial Study and proposed Mitigated
Negative Declaration, which had been circulated in the prior two months.
Notice of Public Information Meeting/Hearing
An announcement of a public information meeting/hearing along with a Notice of Intent to adopt
a Mitigated Negative Declaration was placed in the local newspaper, The Tribune, on June 8 and
24, 2008 (see Appendix D).
The Initial Study was available for review during the public comment period at the following
locations:
Caltrans Office at 50 Higuera Street in San Luis Obispo
San Luis Obispo County Public Works Department at County Government Center 207 in
San Luis Obispo
City and County of San Luis Obispo Public Library at 995 Palm Street in San Luis Obispo
South County Library at 800 W. Branch Street in Arroyo Grande
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116
The Initial Study was sent to federal, state, and local agencies, interest groups and
individuals.
Public Information Meeting/Hearing
A public information meeting/hearing was held from 5:00 p.m. to 7:00 p.m. on July 8, 2008 at the
San Luis Obispo City Hall Council Chambers in San Luis Obispo. The purpose of the meeting
was to provide information and solicit comment on the proposed interchange project.
Forty people signed in at the public meeting/hearing. Informational display boards with project
details, maps, cross-sections and graphics were set up around the room for public viewing.
Project team members were available to explain the displays, answer questions and receive public
input. Staff from the County of San Luis Obispo, Department of Public Works, and Caltrans
attended the event.
Staff encouraged attendees to fill out comment cards (available at the meeting) or submit
comments by mail or email to Caltrans. A court reporter was at the public meeting/hearing to
record oral comments.
The oral and written comments received on the proposed project are provided in Appendix D
Public Comments and Responses.
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117
Chapter 4 List of Preparers
The following people were the principal contributors in the preparation of this environmental
document:
California Department of Transportation
William Arkfeld, Environmental Engineer (Water Quality) P.E. B.S., Environmental Engineering
Humboldt State University; 22 years of experience in water quality and hazardous waste
investigation. Contribution: Reviewed Water Quality Report.
Bob Carr, Landscape Architect. B.S., Landscape Architecture; 17 years of experience in visual
impact analysis and landscape architecture. Contribution: Reviewed Scenic Resources
Evaluation.
Paula Juelke Carr, Architectural Historian. M.A., interdisciplinary history program from the
University of California; 25 years of experience in California History. Contribution:
Reviewed Historic Properties Survey Report.
Dave Hacker, Associate Environmental Planner (Biologist). B.S., Natural Resource Management;
10 years of experience in biotic resource inventories and impact assessment.
Contribution: Reviewed Natural Environment Study and Biological Assessment
documents.
Doug Heumann, Project Manager. P.E. B.S., Civil Engineering; 20 years experience in civil
engineering. Contribution: Project Manager and project design oversight.
Terry Joslin, Associate Environmental Planner (Archaeologist). B.S., Anthropology/Geography;
15 years of experience in California prehistory and history fieldwork and document
preparation. Contribution: Reviewed Historic Properties Survey Report.
Val Levulett, Senior, Environmental Planner (District Heritage Resources Coordinator). M.A.,
Ph.D., Anthropology; 38 years of experience in cultural resource studies. Contribution:
Reviewed Native American consultation and provided quality assurance quality control
review.
Wayne Mills, Noise, Air, Paleontology Specialist. B.A., Social Science; B.A., Earth Science; 24
years of experience in civil engineering. Contribution: Reviewed Noise, Air, and
Paleontology documents.
Mike Thomas, Associate Environmental Planner. B.S., Environmental Horticultural Science; 9
years environmental and transportation planning experience. Contribution: Reviewed
Initial Study and coordinated the environmental process for the project.
James Tkach, Environmental Engineer (Hazardous Waste). B.S., Soil Science; 7 years of
experience in project design and construction; 18 years of experience in hazardous waste
management. Contribution: Reviewed Hazardous Waste.
City of San Luis Obispo
Tim Bochum, Deputy Director of Public Works, T.E. B.S., Mathematics; 17 years experience in
traffic engineering/operations, neighborhood traffic management programs, non-motorist
transportation, transit, public involvement, and traffic safety. Contribution: Coordinated
project, traffic studies, and project design.
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Chapter 4 List of Preparers
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
118
Dr. Neil Havlik, Natural Resources Manager. B.S., Biology; M.S., Botany; Ph.D., Wildland
Resources Science; over 35 years experience in land use planning, environmental impact
analysis and mitigation, natural resource management, and biological conservation.
Contribution: Reviewed Natural Environment Study and Biological Assessment
documents.
Peggy Mandeville, Principal Transportation Planner. B.S., Landscape Architecture; 20 years
experience in landscape architecture, land use planning, community planning, and bicycle
and transportation planning. Contribution: Reviewed and provided quality
assurance/quality control for the environmental document.
Freddy Otte, City Biologist. B.S., Biology Fisheries Biology; 10 years of experience in biotic
resource inventories and impact assessment. Contribution: Reviewed Natural
Environment Study and Biological Assessment documents.
Consultants
Dokken Engineering
Angela Alcala, Wildlife Biologist. B.S., Wildlife Fisheries; 5 years experience as wildlife
biologist. Contribution: Habitat evaluation.
Michelle Campbell, Senior Environmental Planner. B.A. and M.A., Anthropology; 9 years
environmental planning experience. Contribution: Environmental document preparation.
Matt Griggs, Project Manager. B.S. and M.S., Civil Engineering; 15 years experience in civil
engineering. Contribution: Project design.
Namat Hosseinion, Senior Environmental Planner. B.A., Anthropology; 8 years environmental
planning experience. Contribution: Environmental planning coordination and
environmental document preparation.
Sarah Jenkins, Associate Environmental Planner. B.A., Biology; B.S., Environmental Science; 2
years environmental planning experience. Contribution: Environmental document
preparation.
Rob Lawrence, Geotechnical Engineer. B.S. and M.S., Civil Engineering; 13 years experience in
civil engineering. Contribution: Hazardous Waste Report.
Tony Overly, Associate Environmental Planner. B.A. and M.A., Anthropology; 15 years cultural
resources management experience. Contribution: Environmental document preparation.
Jones and Stokes Associates
Christiaan Havelaar, Staff Archaeologist. B.A., Anthropology; 6 years cultural resources
management experience. Contribution: Wrote Historic Properties Survey Report.
Shannon Hatcher, Air Quality Specialist. B.S., Environmental Science and Environmental Health
and Safety; 8 years experience. Contribution: Air quality report.
Jeff Kozlowski, Fish Biologist. B.S., Natural Resources Management; M.S., Ecology; 20 years
experience in fish impact analysis. Contribution: Wrote fish Biological Assessment.
Debbie Loh, Project Director. B.A., Geography/Ecosystems; M.A., Urban Planning; 29 years
environmental planning experience. Contribution: Coordination of Special Studies
performed by Jones and Stokes Associates.
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Chapter 4 List of Preparers
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
119
Lisa Webber, Wetland Ecologist. B.A., Biology and M.S., Botany; 16 years experience as a
botanist. Contribution: Botanical surveys.
LSA Associates Inc.
Brooke Langle, Senior Biologist. B.S., Ecology and Systematic Biology; 10 years experience in
field biology. Contribution: California Red-legged Frog Biological Assessment.
Attachment 2
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120
Chapter 5. References
Air Quality Technical Report
2007 Air Quality Technical Report: Los Osos Valley Road/US 101 Interchange
Improvement Project, San Luis Obispo County, California. Report prepared by
City of San Luis Obispo and submitted to California Department of
Transportation. On file at City of San Luis Obispo.
ALUC
1973 Airport Land Use Plan for the San Luis Obispo County Regional Airport
(amended 2002, 2004, and 2005).
American Ornithologists’ Union
1983 Checklist of North American Birds. 6th edition. Allen Press. Lawrence,
Kansas.
Barth, M. J. and K. Boriboonsomsin
2008 “Real-world CO2 Impacts of Traffic Congestion.” Presented at the 87th
Annual Meeting of the Transportation Research Board.
Biological Assessment
2004 Calle Joaquin Realignment Project, San Luis Obispo County, California,
Biological Assessment. Prepared for Lori Atwater, Mountainbrook
Community Church. San Luis Obispo, California. On file at City of San Luis
Obispo.
Biological Assessment for California Red-Legged Frog
2008 Biological Assessment for California Red-Legged Frog: Los Osos Valley
Road/US 101 Interchange, San Luis Obispo County, California. Report
prepared by City of San Luis Obispo and submitted to California Department
of Transportation. On file at City of San Luis Obispo.
Biological Assessment for South-Central California Coast Steelhead
2008 Biological Assessment for South-Central California Coast Steelhead: Los Osos
Valley Road/US 101 Interchange Improvement Project, San Luis Obispo
County, California. Report prepared by City of San Luis Obispo and submitted
to California Department of Transportation. On file at City of San Luis
Obispo.
Attachment 2
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Chapter 5 References
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
121
California Department of Transportation
2006 Climate Action Program at Caltrans.
http://www.dot.ca.gov/docs/ClimateReport.pdf
City of San Luis Obispo
1978 Chapter 5 Safety Element of the General Plan.
1987 Chapter 8 Water and Wastewater Element of the General Plan (revised 2006).
1994 Chapter 1 Land Use Element of the General Plan (revised 2006).
1994 Chapter 2 Circulation Element of the General Plan (revised 2006).
1996 Chapter 4 Noise Element of the General Plan.
2001 Chapter 7 Parks and Recreation Element of the General Plan.
2004 Chapter 3 Housing Element of the General Plan (revised 2006).
2006 Chapter 6 Conservation and Open Space Element of the General Plan.
City of San Luis Obispo, Public Works Department
2007 Bicycle Transportation Plan.
Hazardous Waste Initial Site Assessment
2007 Hazardous Waste Initial Site Assessment for the Los Osos Valley Road/US
101 Interchange Improvement Project. Report prepared by City of San Luis
Obispo and submitted to California Department of Transportation. On file at
City of San Luis Obispo.
Historical Property Survey Report
2007 Historical Property Survey Report for the Los Osos Valley Road/US 101
Interchange Improvement Project, San Luis Obispo County, California. Report
prepared by City of San Luis Obispo and submitted to California Department
of Transportation. On file at City of San Luis Obispo.
Holland, V.L., D. Keil, and M. Hanson
1988 Biological Survey of the Froom Ranch Project Site, San Luis Obispo,
California. January. Appendix E in Calle Joaquin realignment project, San
Luis Obispo County, California, Wetland Assessment. Morro Group, Inc.
2004. Prepared for Lori Atwater, Mountainbrook Community Church. San
Luis Obispo, CA. February 23, 2004. On file at City of San Luis Obispo.
Land Conservancy of San Luis Obispo County
2002 San Luis Obispo Creek Watershed Enhancement Plan.
Attachment 2
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Chapter 5 References
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
122
Revised Location Hydraulic Study Report
2010 Location Hydraulic Study Report: Los Osos Valley Road/US 101 Interchange
Improvement Project. Report prepared by City of San Luis Obispo and
submitted to California Department of Transportation. On file at City of San
Luis Obispo.
Natural Environment Study Report
2008 Natural Environment Study Report: Los Osos Valley Road/US 101
Interchange Improvement Project, San Luis Obispo County, California. Report
prepared by City of San Luis Obispo and submitted to California Department
of Transportation. On file at City of San Luis Obispo.
Noise Impact Analysis
2007 Noise Impact Analysis: Los Osos Valley Road/US 101 Interchange. Report
prepared by City of San Luis Obispo and submitted to California Department
of Transportation. On file at City of San Luis Obispo.
Draft Preliminary Environmental Analysis Report
2003 Draft Preliminary Environmental Analysis Report: Los Osos Valley Road/US
101 Interchange, San Luis Obispo County, California. Report prepared by City
of San Luis Obispo and submitted to California Department of Transportation.
On file at City of San Luis Obispo.
Preliminary Geotechnical Report
2002 Preliminary Geotechnical Report, Los Osos Valley Road/US 101 Interchange,
November 26, 2002. Report prepared by City of San Luis Obispo and
submitted to California Department of Transportation. On file at City of San
Luis Obispo.
San Luis Obispo County Air Pollution Control District
2003 California Environmental Quality Act Air Quality Handbook A Guide for
Assessing the Air Quality Impacts for Projects Subject to California
Environmental Quality Act Review.
Scenic Resources Evaluation
2007 Scenic Resources Evaluation: Los Osos Valley Road/US 101 Interchange
Improvement Project, San Luis Obispo, California. Report prepared by City of
San Luis Obispo and submitted to California Department of Transportation.
On file at City of San Luis Obispo.
State of California, Department of Finance
2007 E-5 Population and Housing Estimates for Cities, Counties and the State,
2001-2007, with 2000 Benchmark. Sacramento, California.
Attachment 2
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Chapter 5 References
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
123
State of California, Department of Fish and Game
1995 Staff Report on Burrowing Owl Mitigation. Sacramento, California.
State of California, Water Resources Control Board
2006a Proposed 2006 CWA Section 303(d) List of Water Quality Limited Segments
Being Addresses by US Environmental Protection Agency Approved TMDLS.
2006b Proposed 2006 CWA Section 303(d) List of Water Quality Limited Segments
Being Addresses by Actions Other Than TMDLS.
Tamagni, C.
1995 Distribution of the Five Native Fish Species in the San Luis Obispo Creek
Watershed. California Polytechnic State University, San Luis Obispo
California at:
http://www.centralcoastsalmon.com/crkdocs/tamagni/tamagni.html>.
Traffic Operations Report
2007 Final Traffic Operations Report: US 101/Los Osos Valley Road Interchange
Project Approval &Environmental Document. Report prepared by City of San
Luis Obispo and submitted to California Department of Transportation. On file
at City of San Luis Obispo.
Wetland Delineation
2005 Froom Ranch, San Luis Obispo County, California, wetland assessment.
Prepared for Clint Pearce, Madonna Enterprises. San Luis Obispo, California.
On file at City of San Luis Obispo.
2004 Calle Joaquin Realignment Project, San Luis Obispo County, California,
Wetland Assessment. Prepared for Lori Atwater, Mountainbrook Community
Church. San Luis Obispo, California. On file at City of San Luis Obispo.
2007 Preliminary Delineation of Waters of the United States, Including Wetlands,
for the Los Osos Valley Road/US. 101 Interchange Improvements Project, San
Luis Obispo, California. Jones and Stokes Associates.
Zeiner, D. C., F. Laudenslayer, K. E. Mayer, and M. White
1990 California’s wildlife. Volume II. Birds. California Statewide Wildlife Habitat
Relationships System. Sacramento, California: California Department of Fish
and Game.
Attachment 2
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124
Appendix A. California Environmental Quality Act
Checklist
The following checklist identifies physical, biological, social, and economic factors that might be
affected by the proposed project. The California Environmental Quality Act impact levels include
“potentially significant impact,” “less than significant impact with mitigation,” “less than
significant impact,” and “no impact.”
Supporting documentation of all California Environmental Quality Act checklist determinations
is provided in Chapter 2 of this Initial Study. Documentation of “No Impact” determinations is
provided at the beginning of Chapter 2. Discussion of all impacts and avoidance, minimization,
and/or mitigation measures is under the appropriate topic headings in Chapter 2.
Attachment 2
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Potentially
significant
impact
Less than
significant
impact with
mitigation
Less than
significant
impact
No
impact
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
125
AESTHETICS - Would the project:
a) Have a substantial adverse effect on a scenic vista? X
b) Substantially damage scenic resources, including, but not limited
to, trees, rock outcroppings, and historic building within a state
scenic highway?
X
c) Substantially degrade the existing visual character or quality of
the site and its surroundings?
X
d) Create a new source of substantial light or glare that would
adversely affect day or nighttime views in the area?
X
AGRICULTURE RESOURCES - In determining
whether impacts to agricultural resources are significant
environmental effects, lead agencies may refer to the California
Agricultural Land Evaluation and Site Assessment Model (1997)
prepared by the California Dept. of Conservation as an optional
model to use in assessing impacts on agriculture and farmland.
Would the project:
a) Convert Prime Farmland, Unique Farmland, or Farmland of
Statewide Importance (Farmland), as shown on the maps prepared
pursuant to the Farmland Mapping and Monitoring Program of the
California Resources Agency, to non-agricultural use?
X
b) Conflict with existing zoning for agricultural use, or a
Williamson Act contract?
X
c) Involve other changes in the existing environment that, due to
their location or nature, could result in conversion of Farmland, to
non-agricultural use?
X
AIR QUALITY - Where available, the significance criteria
established by the applicable air quality management or air
pollution control district may be relied upon to make the following
determinations. Would the project:
a) Conflict with or obstruct implementation of the applicable air
quality plan?
X
b) Violate any air quality standard or contribute substantially to an
Attachment 2
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Potentially
significant
impact
Less than
significant
impact with
mitigation
Less than
significant
impact
No
impact
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
126
existing or projected air quality violation? X
c) Result in a cumulatively considerable net increase of any criteria
pollutant for which the project region is non-attainment under an
applicable federal or state ambient air quality standard (including
releasing emissions that exceed quantitative thresholds for ozone
precursors)?
X
d) Expose sensitive receptors to substantial pollutant concentration?
X
e) Create objectionable odors affecting a substantial number of
people?
X
BIOLOGICAL RESOURCES - Would the project:
a) Have a substantial adverse effect, either directly or through
habitat modifications, on any species identified as a candidate,
sensitive, or special-status species in local or regional plans,
policies, or regulations, or by the California Department of Fish and
Game or U.S. Fish and Wildlife Service?
X
b) Have a substantial adverse effect on any riparian habitat or other
sensitive natural community identified in local or regional plans,
policies, and regulations or by the California Department of Fish
and Game or U.S. Fish and Wildlife Service?
X
c) Have a substantial adverse effect on federally protected wetlands
as defined by Section 404 of the Clean Water Act (including, but
not limited to, marsh, vernal pool, coastal, etc.) through direct
removal, filling, hydrological interruption, or other means?
X
d) Interfere substantially with the movement of any native resident
or migratory fish or wildlife species or with established native
resident or migratory wildlife corridors, or impede the use of native
wildlife nursery sites?
X
e) Conflict with any local policies or ordinances protecting
biological resources, such as a tree preservation policy or
ordinance?
X
f) Conflict with the provisions of an adopted Habitat Conservation
Plan, Natural Community Conservation Plan, or other approved
local, regional, or state habitat conservation plan?
X
Attachment 2
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Potentially
significant
impact
Less than
significant
impact with
mitigation
Less than
significant
impact
No
impact
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
127
CULTURAL RESOURCES - Would the project:
a) Cause a substantial adverse change in the significance of a
historical resource as defined in §15064.5?
X
b) Cause a substantial adverse change in the significance of an
archaeological resource pursuant to §15064.5?
Archaeological resources are considered “historical
resources” and are covered under (a).
c) Directly or indirectly destroy a unique paleontological resource
or site or unique geologic feature?
X
d) Disturb any human remains, including those interred outside of
formal cemeteries?
X
GEOLOGY AND SOILS - Would the project:
a) Expose people or structures to potential substantial adverse
effects, including the risk of loss, injury, or death involving:
i) Rupture of a known earthquake fault, as delineated on the most
recent Alquist-Priolo Earthquake Fault Zoning Map issued by the
State Geologist for the area or based on other substantial evidence
of a known fault? Refer to Division of Mines and Geology Special
Publication 42.
X
ii) Strong seismic ground shaking? X
iii) Seismic-related ground failure, including liquefaction?
X
iv) Landslides? X
b) Result in substantial soil erosion or the loss of topsoil?
X
c) Be located on a geologic unit or soil that is unstable, or that
would become unstable as a result of the project, and potentially
result in on or offsite landslide, lateral spreading, subsidence,
liquefaction or collapse?
X
d) Be located on expansive soil, as defined in Table 18-1-B of the
Uniform Building Code (1994), creating substantial risks to life or
property.
X
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e) Have soils incapable of adequately supporting the use of septic
tanks or alternative wastewater disposal systems where sewers are
not available for the disposal of wastewater?
X
HAZARDS AND HAZARDOUS MATERIALS -
Would the project:
a) Create a significant hazard to the public or the environment
through the routine transport, use, or disposal of hazardous
materials?
X
b) Create a significant hazard to the public or the environment
through reasonably foreseeable upset and accident conditions
involving the release of hazardous materials into the environment?
X
c) Emit hazardous emissions or handle hazardous or acutely
hazardous material, substances, or waste within one-quarter mile of
an existing or proposed school?
X
d) Be located on a site that is included on a list of hazardous
materials sites compiled pursuant to Government Code Section
65962.5 and, as a result, would it create a significant hazard to the
public or the environment?
X
e) For a project located within an airport land use plan or, where
such a plan has not been adopted, within two miles of a public
airport or public use airport, would the project result in a safety
hazard for people residing or working in the project area?
X
f) For a project within the vicinity of a private airstrip, would the
project result in a safety hazard for people residing or working in
the project area?
X
g) Impair implementation of or physically interfere with an adopted
emergency response plan or emergency evacuation plan?
X
h) Expose people or structures to a significant risk of loss, injury, or
death involving wildland fires, including where wildlands are
adjacent to urbanized areas or where residences are intermixed with
wildlands?
X
HYDROLOGY AND WATER QUALITY - Would
the project:
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a) Violate any water quality standards or waste discharge
requirements?
X
b) Substantially deplete groundwater supplies or interfere
substantially with groundwater recharge such that there would be a
net deficit in aquifer volume or a lowering of the local groundwater
table level (e.g., the production rate of pre-existing nearby wells
would drop to a level that would not support existing land uses or
planned uses for which permits have been granted)?
X
c) Substantially alter the existing drainage pattern of the site or area,
including through the alteration of the course of a stream or river, in
a manner that would result in substantial erosion or siltation on or
offsite?
X
d) Substantially alter the existing drainage pattern of the site or area,
including through the alteration of the course of a stream or river, or
substantially increase the rate or amount of surface runoff in a
manner that would result in flooding on or offsite?
X
e) Create or contribute runoff water that would exceed the capacity
of existing or planned storm water drainage systems or provide
substantial additional sources of polluted runoff?
X
f) Otherwise substantially degrade water quality? X
g) Place housing within a 100-year flood hazard area as mapped on
a federal Flood Hazard Boundary or Flood Insurance Rate Map or
other flood hazard delineation map?
X
h) Place within a 100-year flood hazard area structures that would
impede or redirect flood flows?
X
i) Expose people or structures to a significant risk of
loss, injury, or death involving flooding, including
flooding as a result of the failure of a levee or dam?
X
j) Result in inundation by a seiche, tsunami, or
mudflow?
X
LAND USE AND PLANNING - Would the project:
a) Physically divide an established community? X
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b) Conflict with any applicable land use plan, policy,
or regulation of an agency with jurisdiction over the
project (including, but not limited to the general plan,
specific plan, local coastal program, or zoning
ordinance) adopted for the purpose of avoiding or
mitigating an environmental effect?
X
c) Conflict with any applicable habitat conservation
plan or natural community conservation plan?
X
MINERAL RESOURCES - Would the project:
a) Result in the loss of availability of a known mineral
resource that would be of value to the region and the
residents of the state?
X
b) Result in the loss of availability of a locally
important mineral resource recovery site delineated on
a local general plan, specific plan, or other land use
plan?
X
NOISE - Would the project result in:
a) Exposure of persons to or generation of noise levels
in excess of standards established in the local general
plan or noise ordinance, or applicable standards of
other agencies?
x
b) Exposure of persons to or generation of excessive
groundborne vibration or groundborne noise levels?
X
c) A substantial permanent increase in ambient noise
levels in the project vicinity above levels existing
without the project?
X
d) A substantial temporary or periodic increase in
ambient noise levels in the project vicinity above
levels existing without the project?
X
e) For a project located within an airport land use plan
or, where such a plan has not been adopted, within
two miles of a public airport or public use airport,
would the project expose people residing or working
in the project area to excessive noise levels?
X
f) For a project within the vicinity of a private airstrip,
would the project expose people residing or working
in the project area to excessive noise levels?
X
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POPULATION AND HOUSING - Would the
project:
a) Induce substantial population growth in an area,
either directly (for example, by proposing new homes
and businesses) or indirectly (for example, through
extension of roads or other infrastructure)?
X
b) Displace substantial numbers of existing housing,
necessitating the construction of replacement housing
elsewhere?
X
c) Displace substantial numbers of people,
necessitating the construction of replacement housing
elsewhere?
X
PUBLIC SERVICES -
a) Would the project result in substantial adverse
physical impacts associated with the provision of new
or physically altered governmental facilities, need for
new or physically altered governmental facilities, the
construction of which could cause significant
environmental impacts, in order to maintain
acceptable service ratios, response times, or other
performance objectives for any of the public services:
Fire protection? X
Police protection? X
Schools? X
Parks? X
Other public facilities? X
RECREATION -
a) Would the project increase the use of existing
neighborhood and regional parks or other recreational
facilities such that substantial physical deterioration of
the facility would occur or be accelerated?
X
b) Does the project include recreational facilities or
require the construction or expansion of recreational
facilities that might have an adverse physical effect on
the environment?
X
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impact
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TRANSPORTATION/TRAFFIC - Would the
project:
a) Cause an increase in traffic that is substantial in
relation to the existing traffic load and capacity of the
street system (i.e., result in a substantial increase in
either the number of vehicle trips, the volume to
capacity ratio on roads, or congestion at
intersections)?
X
b) Exceed, either individually or cumulatively, a level
of service standard established by the county
congestion management agency for designated roads
or highways?
X
c) Result in a change in air traffic patters, including
either an increase in traffic levels or a change in
location that results in substantial safety risks?
X
d) Substantially increase hazards due to a design
feature (e.g., sharp curves or dangerous intersections)
or incompatible uses (e.g., farm equipment)?
X
e) Result in inadequate emergency access? X
f) Result in inadequate parking capacity? X
g) Conflict with adopted policies, plans, or programs
supporting alternative transportation (e.g., bus
turnouts, bicycle racks)?
X
UTILITY AND SERVICE SYSTEMS - Would the
project:
a) Exceed wastewater treatment requirements of the
applicable Regional Water Quality Control Board?
X
b) Require or result in the construction of new water
or wastewater treatment facilities or expansion of
existing facilities, the construction of which could
cause significant environmental effects?
X
c) Require or result in the construction of new storm
water drainage facilities or expansion of existing
facilities, the construction of which could cause
significant environmental effects?
X
d) Have sufficient water supplies available to serve the
project from existing entitlements and resources, or
are new or expanded entitlements needed?
X
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e) Result in determination by the wastewater treatment
provider that serves or may serve the project that it has
adequate capacity to serve the project’s projected
demand in addition to the provider’s existing
commitments?
X
f) Be served by a landfill with sufficient permitted
capacity to accommodate the project’s solid waste
disposal needs?
X
g) Comply with federal, state, and local statutes and
regulations related to solid waste?
X
MANDATORY FINDINGS OF SIGNIFICANCE -
a) Does the project have the potential to degrade the
quality of the environment, substantially reduce the
habitat of a fish or wildlife species, cause a fish or
wildlife population to drop below self-sustaining
levels, threaten to eliminate a plant or animal
community, reduce the number or restrict the range of
a rare or endangered plant or animal or eliminate
important examples of the major periods of California
history or prehistory?
X
b) Does the project have impacts that are individually
limited, but cumulatively considerable?
(“Cumulatively considerable” means that the
incremental effects of a project are considerable when
viewed in connection with the effects of past projects,
the effects of other current projects, and the effects of
probable future projects)?
X
c) Does the project have environmental effects that
will cause substantial adverse effects on human
beings, either directly or indirectly?
X
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Appendix B. Title VI Policy Statement
Attachment 2
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Appendix C. Minimization and/or Mitigation
Summary
Mitigation Measure Timing Implementing
Party
Monitoring
Party Completed Initials
Mitigation Measure V-1: Screening of increased
concrete visibility.
The landscape plan shall include a planting
screen along exposures of bridge abutments and
at some proposed retaining wall locations, where
appropriate. The planting shall complement the
naturally appearing form of the interchange and
not look like a formal, manicured landscape.
The design shall avoid a linear planting along
the wall locations. The landscape plan shall be
developed in coordination with Caltrans
Landscape Architecture staff for areas within
state right-of-way as well as with the City’s
Architectural Review Committee and City staff.
A Caltrans maintenance plan shall be developed
during Plans, Specifications & Estimate to
ensure that plantings within the state right-of-
way establish to sufficiently reduce the
identified impact.
During and
after
construction.
City of San Luis
Obispo
Caltrans ____
Mitigation Measure V-2: Replace vegetation lost
because of construction. This mitigation will
result in a naturalized condition comparable to
the density, spacing, and species variety of the
existing conditions. The site will be replanted
with similar species to those that were affected
by the project. Replacement plants will be sized
so as to reach the existing plant sizes within the
minimal time feasible. Maintenance and
monitoring will be required to assure plant
survival so that the existing conditions are
closely replicated within the determined
timeframe. The revegetation plan shall be
developed in coordination with Caltrans
Landscape Architecture staff for areas within
state right-of-way as well as with the City’s
Architectural Review Committee and City staff.
During and
after
construction.
City of San Luis
Obispo
Caltrans ____
Mitigation Measure V-3: Consideration of
aesthetic features for the bridge structure and
interchange setting. Implementation of
architectural features, developed with
Caltrans/City aesthetic standards, shall be
considered to meet the desired goals as defined
in the Conservation and Open Space Element of
the City’s General Plan. The esthetic features
shall be developed in coordination with Caltrans
Landscape Architecture staff for areas within
state right-of-way as well as with the City’s
Architectural Review Committee and City staff.
Prior to and
during
construction.
City of San Luis
Obispo
Caltrans ____
Mitigation Measure V-4: Develop Lighting
Plan. A lighting plan would be developed that
requires project lighting to be appropriately
shielded. Project lighting design would be
consistent with all Caltrans and City lighting
guidelines and standards and would be
developed with Caltrans and City aesthetic
Prior to
construction.
City of San Luis
Obispo
Caltrans ____
Attachment 2
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Mitigation Measure Timing Implementing
Party
Monitoring
Party Completed Initials
standards. The lighting plan would be developed
in coordination with Caltrans Landscape
Architecture staff for areas within state right-of-
way, as well as with the City’s Architectural
Review Committee and City staff.
Mitigation Measure AQ-1: Implement
California Department of Transportation
Standard Specification 7-1.01F and Standard
Specification 10.
The project proponent will follow Caltrans
Standard Specification 7-1.01F and Standard
Specification 10, which address the
requirements of the local air pollution control
district (San Luis Obispo Air Pollution Control
District) and dust control, respectively.
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Mitigation Measure AQ-2: Implement San Luis
Obispo Air Pollution Control District Control
Measures for Construction Emissions of PM10.
The project proponent will implement all
feasible PM10 control measures required by the
San Luis Obispo Air Pollution Control District.
Standard Mitigation Measures for Construction
Equipment:
1. Maintain all construction
equipment in proper tune
according to manufacturer’s
specifications.
2. Fuel all off-road and portable
diesel-powered equipment,
including but not limited to
bulldozers, graders, cranes,
loaders, scrapers, backhoes,
generator sets, compressors,
auxiliary power units, with Air
Resources Board certified motor
vehicle diesel fuel (non-taxed
version suitable for use off-road).
3. Maximize to the extent feasible,
the use of diesel construction
equipment meeting the Air
Resources Board’s 1996 or newer
certification standard for off-road,
heavy-duty diesel engines.
Discretionary Mitigation Measures for
Construction Equipment:
1. Electrified equipment where
feasible.
2. Substitute gasoline-powered for
diesel-powered equipment, where
feasible.
3. Use alternative fueled
During
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
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Mitigation Measure Timing Implementing
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Monitoring
Party Completed Initials
construction equipment on site
where feasible, such as
compressed natural gas (CNG),
liquefied natural gas (LNG),
propane, or biodiesel.
4. Use equipment that has
Caterpillar pre-chamber diesel
engines.
Construction Best Available Control
Technology
1. Install diesel oxidation catalysts
(DOC), catalyzed diesel
particulate filters (CDPF), or other
District approved emission
reduction retrofit devices where
feasible.
Activity Management Techniques
1. Develop a comprehensive
construction activity management
plan designed to minimize the
amount of large construction
equipment operating during any
given time period.
2. Schedule construction truck trips
during non-peak hours to reduce
peak hour emissions.
3. Limit the length of the
construction workday period, if
necessary.
4. Phase construction activities, if
appropriate.
Fugitive Dust Source Category:
1. Reduce the amount of the
disturbed area where possible.
2. Use of water trucks or sprinkler
systems in sufficient quantities to
prevent airborne dust from
leaving the site. Increased
watering frequency would be
required whenever wind speeds
exceed 15 miles per hour.
Reclaimed (nonpotable) water
should be used whenever
possible.
3. All dirt stock-pile areas should be
sprayed daily as needed.
4. Permanent dust control measures
identified in the approved project
revegetation and landscape plans
should be implemented as soon as
possible following completion of
any soil-disturbing activities.
5. Exposed ground areas that are
planned to be reworked at dates
greater than one month after
initial grading should be sown
with a fast-germinating native
grass seed and watered until
vegetation is established.
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6. All disturbed soil areas not
subject to revegetation should be
stabilized using approved
chemical soil binders, jute
netting, or other methods
approved in advance by the Air
Pollution Control District.
7. All roadways, driveways,
sidewalks, etc. to be paved should
be completed as soon as possible.
In addition, road surfaces should
be laid as soon as possible after
grading unless seeding or soil
binders are used.
8. Vehicle speed for all construction
vehicles shall not exceed 15 miles
per hour on any unpaved surface
at the construction site.
9. All trucks hauling dirt, sand, soil,
or other loose materials are to be
covered or should maintain at
least two feet of freeboard
(minimum vertical distance
between top of load and top of
trailer) in accordance with
California Vehicle Code (CVC)
section 23114.
10. Install wheel washers where
vehicles enter and exit unpaved
roads onto streets, or wash off
trucks and equipment leaving the
site.
11. Sweep streets at the end of each
day if visible soil material is
carried onto adjacent paved roads.
Water sweepers with reclaimed
water should be used where
feasible.
All categories:
1. Any other control measures
approved by the Air Pollution
Control District where necessary.
Mitigation Measure AQ-3: Implement Air
Resources Board’s Airborne Toxic Control
Measures for Naturally Occurring Asbestos.
In addition, naturally occurring asbestos may
exist at the site. A geological survey is required
for the site. If the naturally occurring asbestos is
found, then the project proponent will
implement all feasible control measures required
by the San Luis Obispo Air Pollution Control
District to comply with the requirements listed
in the Air Resources Board’s Asbestos Airborne
Toxic Control Measures for Construction,
Grading, Quarrying, and Surface Mining
Operations. Such measures include, but are not
limited to, the following:
a. The San Luis Obispo Air Pollution
Control District is notified in writing at least
fourteen (14) days before the beginning of the
activity or in accordance with a procedure
approved by the district.
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
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b. All the following dust control measures
are implemented during any road construction or
maintenance activity:
1. Unpaved areas subject to vehicle
traffic must be stabilized by being
kept adequately wetted, treated
with a chemical dust suppressant,
or covered with material that
contains less than 0.25 %
asbestos;
2. The speed of any vehicles and
equipment traveling across
unpaved areas must be no more
than 15 miles per hour unless the
road surface and surrounding area
is sufficiently stabilized to
prevent vehicles and equipment
traveling more than 15 miles per
hour from emitting dust that is
visible crossing the project
boundaries;
3. Storage piles and disturbed areas
not subject to vehicular traffic
must be stabilized by being kept
adequately wetted, treated with a
chemical dust suppressant, or
covered with material that
contains less than 0.25 %
asbestos; and
4. Activities must be conducted so
that no track-out from any road
construction project is visible on
any paved roadway open to the
public.
c. Equipment and operations must not cause the
emission of any dust that is visible crossing the
project boundaries.
Mitigation Measure BIO-1: Install Construction
Barrier Fencing around the Construction Area to
Protect Sensitive Biological Resources to Be
Avoided.
The City or its contractor will install orange
construction barrier fencing to identify
environmentally sensitive areas. A qualified
biologist will identify sensitive biological
habitat at each bridge site before the final design
plans are prepared so that the areas to be fenced
can be included in the plans. The area that
would generally be required for construction,
including staging and access, is shown as the
permanent and temporary impact area on
Figures 2.3-1 and 2.3-2. Sensitive biological
resources that are to be avoided during
construction should be fenced off to avoid
disturbance. Sensitive biological habitat that
occurs adjacent to the construction area includes
the creek channels outside the construction zone,
wetlands, and any trees that support nests of
special-status bird species.
Before construction, the contractor will work
with the project engineer and a biological
resource specialist to identify the locations for
the barrier fencing and will place stakes around
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo
____
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the sensitive resource sites (i.e., riparian
vegetation, seasonal wetlands, and trees that
support nests of special-status birds) to indicate
these locations. The protected areas will be
designated as environmentally sensitive areas
and identified clearly on the construction plans.
The fencing will be installed before construction
activities are initiated and will be maintained
throughout the construction period. The
following paragraph will be included in the
construction specifications:
The contractor’s attention is directed to the areas
designated as “environmentally sensitive areas.”
These areas are protected, and no entry by the
contractor for any purpose will be allowed
unless specifically authorized in writing by
Caltrans or the City of San Luis Obispo. The
contractor will take measures to ensure that
contractor’s forces do not enter or disturb these
areas, including giving written notice to
employees and subcontractors. Vehicle
operation, material and equipment storage, and
other surface-disturbing activities are prohibited
within the fenced environmentally sensitive
areas.
Temporary fences around the environmentally
sensitive areas will be installed as one of the
first orders of work. Temporary fences will be
furnished, constructed, maintained, and removed
as shown on the plans, as specified in the special
provisions, and as directed by the project
engineer. The fencing will be commercial-
quality woven polypropylene, orange in color,
and at least 4 feet high (Tensor Polygrid or
equivalent). The fencing will be tightly strung
on posts set at maximum intervals of 10 feet.
Mitigation Measure BIO-2: Avoid and Minimize
Potential Indirect Disturbance of Riparian Forest
Communities.
To the extent possible, the City will avoid and
minimize potential indirect disturbance of
riparian forest communities by implementing the
following measures:
The potential for long-term loss of riparian
forest vegetation will be minimized by
trimming vegetation rather than removing
entire shrubs. Shrubs that need to be
trimmed will be cut at least 1 foot above
ground level to leave the root systems
intact and allow for more rapid
regeneration. Cutting will be limited to the
minimum area necessary within the
construction zone. Cutting will be allowed
only for shrubs; all trees will be avoided.
Also, cutting will be allowed only in areas
that do not provide habitat for sensitive
species. To protect nesting birds, pruning
or removal of woody riparian forest
vegetation will not be allowed between
March 1 and August 15.
A certified arborist will be retained to
perform any necessary pruning or root
cutting of riparian forest trees. Work in
riparian forest areas will be conducted
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
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Mitigation Measure Timing Implementing
Party
Monitoring
Party Completed Initials
between June 1 and October 1, and
disturbed areas will be stabilized with
erosion control measures before
October 1.
Mitigation Measure BIO-3: Compensate for
Temporary and Permanent Loss of Riparian
Forest Vegetation.
This mitigation measure compensates for
temporary and permanent construction-related
loss of streamside vegetation, including both
riparian vegetation and shaded riverine aquatic
cover (a component of riparian vegetation); see
Natural Environment Study Report (2008)
section 4.4, “Sensitive Fish Species” for a
discussion of impacts on shaded riverine aquatic
cover. Shaded riverine aquatic cover vegetation
is defined as streamside vegetation growing at
the interface between the wetted channel and the
streambank and includes woody, terrestrial
vegetation that extends over the wetted channel
and associated tree roots and branches
projecting into the water column. Because
shaded riverine aquatic cover typically is
composed of riparian vegetation growing within
15 feet (horizontal distance) of the wetted
channel, compensatory mitigation for
construction-related losses of shaded riverine
aquatic cover necessitates that riparian
vegetation plantings occur within 15 linear feet
of the wetted channel in order to be considered
mitigation for impacts on shaded riverine
aquatic cover vegetation. Therefore, to be
effective as mitigation for impacts on both
riparian vegetation and shaded riverine aquatic
cover, this measure includes the requirement
that riparian vegetation be replanted within 15
feet (horizontally) of the wetted channel until a
minimum replacement ratio of 2:1 for affected
shaded riverine aquatic cover vegetation is met.
Once the requirement for mitigation for shaded
riverine aquatic cover vegetation is met, the
remainder of riparian vegetation mitigation can
be replanted farther away than 15 feet from the
channel.
The City will compensate for temporary
construction-related loss of riparian forest
vegetation and shaded riverine aquatic cover
vegetation at Prefumo Creek and San Luis
Obispo Creek at a minimum ratio of 1:1 (1 acre
restored for every 1 acre temporarily affected)
by replanting the temporary access areas with
the native species removed, including arroyo
willow, California black walnut, black
cottonwood, coast live oak, coyote brush,
coffeeberry, California blackberry, and
elderberry. Replanting at each creek will occur
at the earliest opportunity following completion
of construction activities and during the time of
year when maximum survival of planted
vegetation is assured.
The City will compensate for the permanent loss
of riparian forest vegetation within and adjacent
to the study area along Prefumo and San Luis
Obispo creeks at a minimum ratio of 2:1 (2 acres
restored or created for every 1 acre permanently
Prior to,
during, and
after
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
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affected). All permanent riparian impacts will
first be mitigated at the treatment ponds adjacent
to the study area. While these commitments are
made in the environmental document, final
locations and quantities for compensation will
be confirmed through coordination with state
and federal agencies as part of the permitting
process and final design phase and will be based
on the impacts calculated and presence of
appropriate environmental conditions for
enhancement or creation. Compensation would
also include enhancement of the creek corridor
through removal of nonnative species such as
giant reed, castor bean, poison hemlock, English
ivy, Himalayan blackberry, and big leaf
periwinkle and replacing these plants with
native riparian trees and shrubs.
With implementation of Alternative 3,
compensation in this area can be achieved
through enhancement of 1.64 acres of existing
riparian habitat within and adjacent to the study
area by removing nonnative species (such as
giant reed, castor bean, poison hemlock, English
ivy, Himalayan blackberry, and bigleaf
periwinkle and replacing these plants with
native riparian trees and shrubs) and planting
this area with native riparian trees and shrubs
(such as arroyo willow, California black walnut,
black cottonwood, coast live oak, coyote brush,
coffeeberry, California blackberry, elderberry,
mugwort, and other readily establishing native
riparian forest species).
For Alternative 6, compensation would require
enhancement of 2.54 acres of existing riparian
habitat within and adjacent to the study area (see
Figure 2.3-1). Enhancement activities for
Alternative 6 would include removal of the
existing southbound off-ramp onto Los Osos
Valley Road (including the a culvert across
Prefumo Creek) and replanting with native
riparian trees and shrubs. To replace shaded
riverine aquatic cover vegetation that is
permanently lost as a result of the project, a
minimum of 1,820 linear feet of stream bank
would need to be planted with riparian
vegetation to meet the minimum 2:1
replacement ratio identified for permanent
impacts on shaded riverine aquatic cover
vegetation. To meet this mitigation requirement,
shaded riverine aquatic cover vegetation can be
planted on either bank. The total bank length
replanted must equal at least 910 linear feet or
455 linear feet of stream length assuming both
banks are planted. To replace shaded riverine
aquatic cover vegetation that is temporarily lost,
a minimum of 290 linear feet of stream bank
would need to be planted to meet the minimum
1:1 replacement ratio.
Riparian enhancement areas could occur within
the study area and the exact location would be
determined in coordination with Caltrans and
the City. Plantings will consist of cuttings taken
from local plants, or plants grown from local
material obtained within the Prefumo and San
Luis Obispo Creek watersheds. Plantings will be
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monitored annually for 3 years, or as required in
the project permits. A minimum of 75% of the
plantings will survive at the end of the
monitoring period. If the survival criterion is not
met at the end of the monitoring period, planting
and monitoring will be repeated until the
survival criterion is met.
Mitigation Measure BIO-4: Avoid and Minimize
Potential Indirect Disturbance of Seasonal
Wetlands Near the Construction Area.
The City will minimize the potential for indirect
disturbance of the seasonal wetlands in the US
101 northbound on-ramp portion of the study
area by prohibiting the use of vehicles and
equipment staging in this area. All access by
vehicle in this portion of the study area will
occur via the paved on-ramp.
During
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Mitigation Measure BIO-5: Protect Water
Quality and Prevent Erosion in Wetlands and
Drainages.
To protect water quality in seasonal wetlands,
freshwater marsh, and Prefumo, San Luis
Obispo, and Froom creeks, the City will
implement the following best management
practices before and during construction:
All earthwork or foundation activities
involving creeks, culverts, and bridges
will occur in the dry season (generally
between June 1 and October 1).
All work in the drainages that may
contain fish will be limited to the low-
flow period in the dry season.
Equipment used in and around waters of
the United States will be in good working
order and free of dripping or leaking
engine fluids. All vehicle maintenance,
staging, and materials storage will occur
at least 300 feet from all waters of the
United States. Any necessary equipment
washing will occur where the water
cannot flow into the stream channel.
Any surplus concrete rubble, asphalt, or
other rubble from construction will be
taken to an approved disposal site.
An erosion control plan will be prepared
and implemented for the proposed
project. It will include the following
provisions and protocols:
Discharge from dewatering
operations, if needed, and runoff
from disturbed areas will be made
to conform to the water quality
requirements of the waste
discharge permit issued by the
Regional Water Quality Control
Board.
Material stockpiles will be located
in non-traffic areas only. Side
slopes will not be steeper than 2:1.
All stockpile areas will be
surrounded by a filter fabric fence
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
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and interceptor dike.
Erosion control measures will be
applied throughout construction of
the proposed project.
The Storm Water Pollution Prevention Plan for
the project will detail the applications and type
of measures and the allowable exposure of
unprotected soils. Soil exposure will be
minimized through the use of temporary best
management practices, groundcover, and
stabilization measures. Exposed dust-producing
surfaces will be sprinkled daily, if necessary,
until wet; this measure will be controlled to
avoid producing runoff. Paved streets will be
swept daily following construction activities.
The contractor will conduct periodic
maintenance of erosion and sediment control
measures. All temporary erosion and sediment
control measures will be removed after the
working area is stabilized or as directed by the
engineer. An appropriate seed mix of native
species will be planted on disturbed areas upon
completion of construction. Sandbagged silt
fences will be installed in all named and
unnamed waterways in which construction work
occurs, both upstream and downstream of the
construction site. Any accumulated sediment
will be removed and trucked to an approved
disposal site.
Mitigation Measure BIO-6: The City of San
Luis Obispo would compensate for permanent
loss of seasonal wetlands at a minimum ratio of
2:1 (2 hectares/acres restored for every 1
hectare/acre temporarily affected). Permanent
impacts on seasonal wetland would first be
mitigated on-site. Any remaining seasonal
wetland mitigation that cannot be created on-site
would be created off-site at an environmentally
approved location to be determined, such as the
city-owned Johnson Ranch or through the San
Luis Obispo Conservancy. While these
commitments are made in the environmental
document, final locations and quantities for
compensation would be confirmed through
coordination with state and federal agencies as
part of the permitting process and final design
phase and would be based on the impacts
calculated and presence of appropriate
environmental conditions for the creation of
wetlands.
If Alternative 3 is built, total required
compensation for impacts on seasonal wetland
will be 0.16 hectare (0.40 acre). If Alternative 6
is implemented, total compensation for impacts
on seasonal wetlands would be 0.15 hectare
(0.36 acre). Because the two of the affected
seasonal wetlands occur within artificially
created basins between US 101 and the
northbound on- and off-ramps, these wetlands
would be restored on-site after construction. To
ensure sufficient ponding to support wetland
vegetation, the basin north of the on-ramp would
be excavated to pre-project conditions and
planted with a native seed mix..
Prior to
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Attachment 2
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Mitigation Measure BIO-7: Avoid and Minimize
Potential Indirect Disturbance of Freshwater
Marsh near the Construction Area.
The City will minimize the potential for indirect
disturbance of the freshwater marsh in the Calle
Joaquin/US 101 southbound on-ramp and off-
ramp portion of the study area by prohibiting
equipment staging in this area. All access by
vehicle in this portion of the study area will be
limited to the project right-of-way.
During
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Mitigation Measure BIO-8: Avoid and Minimize
Potential Indirect Disturbance of Seasonal
Drainage near the Construction Area.
The City will minimize the potential for indirect
disturbance of the seasonal drainages in the
realigned portion of the Calle Joaquin/US 101
southbound on-ramp under Alternative 3 or the
Calle Joaquin/US 101 southbound on-ramp and
off-ramp under Alternative 6 by prohibiting
equipment staging in this area. All access by
vehicle in this portion of the study area will be
limited to the project right-of-way.
During
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Mitigation Measure BIO-9: Compensate for
Permanent Loss of Seasonal Drainage Habitat.
The City will compensate for the permanent fill
of seasonal drainage (a direct impact associated
with new road construction) at a minimum ratio
of 2:1 (2 hectares/acres restored or created for
every 1 hectare/acre permanently affected).
Under Alternative 3, a minimum of 0.08
acre of compensation for permanent loss
of seasonal drainage will be required.
Under Alternative 6, a minimum of 0.07
acre of compensation for the permanent
loss seasonal drainage will be required.
Mitigation proposed includes a combination of
on-site mitigation and compensation at
undetermined offsite locations such as the
Johnson Ranch or through the San Luis Obispo
Land Conservancy. Onsite compensation will be
accomplished by restoring and/or enhancing
riparian and in-stream habitats along Prefumo
and San Luis Obispo creeks in the study area.
Compensation for other waters of the United
States will be in addition to and will follow the
guidelines for riparian habitat compensation
described under section 4.1.1 of the Natural
Environment Study Report (2008). “Riparian
Forest.” Permanent impacts to seasonal
drainages that cannot be mitigated onsite will be
compensated at a ratio of at least 2:1 ratio at
offsite locations.
Temporarily disturbed portions of the drainages
will be returned to original grade following
construction, and will result in no permanent
impacts.
Prior to,
during, and
after
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Mitigation Measure BIO-10: Avoid and
Minimize Potential Indirect Disturbance of
Perennial Drainage Near the Construction Area.
The City will minimize the potential for indirect
disturbance of the perennial drainages, including
Prefumo and San Luis Obispo creeks, in the
project area by prohibiting equipment staging in
During
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Attachment 2
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these areas. All access by vehicle in these
portions of the study area will be limited to the
project right-of-way.
Mitigation Measure BIO-11: Compensate for
Permanent Loss and Temporary Disturbance of
Perennial Drainage Habitat.
The City will compensate for temporary
construction-related loss of perennial drainage at
a minimum ratio of 1:1 (1 hectare/acre restored
for every 1 hectare/acre temporarily affected)
and will compensate for the permanent fill of
perennial drainage (a direct impact associated
with new road construction) in Prefumo and San
Luis Obispo creeks at a minimum ratio of 2:1 (2
hectares/acres restored or created for every 1
hectare/acre permanently affected).
Under Alternative 3, a minimum of 0.33
acre of compensation for loss of perennial
drainage will be required.
Under Alternative 6, a minimum of 0.41
acre of compensation for the loss of
perennial drainage will be required.
Mitigation proposed includes a combination of
onsite mitigation and compensation at
undetermined offsite locations such as the
Johnson Ranch or through the San Luis Obispo
Land Conservancy. Onsite compensation will be
accomplished by restoring and/or enhancing
riparian and in-stream habitats along Prefumo
and San Luis Obispo creeks in the study area.
Compensation for other waters of the United
States will be in addition to and will follow the
guidelines for riparian habitat compensation
described under section 4.1.1.2 of the Natural
Environment Study Report (2008) “Riparian
Forest.” Permanent impacts to seasonal
drainages that cannot be mitigated onsite will be
compensated at a ratio of at least 2:1 ratio at off-
site locations.
Temporarily disturbed portions of the drainages
will be returned to original grade following
construction, and will result in no permanent
impacts.
The two seasonal wetlands, located in the
artificially created basins between US 101 and
existing northbound on- and off-ramps, will be
restored onsite as biofiltation swales and strips
after the new ramps are constructed. To ensure
sufficient ponding in support of wetland
vegetation, the basin will be excavated to pre-
project conditions and planted with a native seed
mix.
Prior to,
during, and
after
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Mitigation Measure BIO-12: Install Fencing and
Monitor Dewatering Activities within the
Construction Work Area and Relocate Sensitive
Aquatic Wildlife, if Necessary.
To avoid construction-related impacts on
foothill yellow-legged frog, southwestern pond
turtles, and two-striped garter snakes during
work within Prefumo and San Luis Obispo
creeks, fences will be constructed upstream and
downstream of the dewatering area to prevent
these species from entering the construction
Prior to and
during
activities in
the creeks.
City of San Luis
Obispo
City of San
Luis Obispo ____
Attachment 2
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area. The fences will be constructed at the edges
of or just outside of the area to be dewatered.
The fences will be perpendicular to the creek
and will extend 100 feet out from the center of
the creek on each side. The City shall retain a
qualified wildlife biologist to monitor fence
installation and dewatering activities associated
with installation of cofferdams or water-
diversion structures within Prefumo and San
Luis Obispo creeks. Prior to dewatering, the area
will be surveyed for all lifestages of foothill
yellow-legged frog, southwestern pond turtle,
and two-striped garter snake and the biologist
will relocate any individuals found to the outside
of the barrier fences in suitable habitat at least
300 feet from the construction area. In addition,
if a foothill yellow legged-frog, southwestern
pond turtle, or two striped garter snake becomes
entrapped in an area being dewatered or
diverted, the biologist will assist the contractor
in providing means for the animal to voluntarily
move out of the construction area or the
biologist will actively relocate the animal to an
area outside the barrier fences. The biologist
will have a valid scientific collecting permit as
well as authorization from the Department of
Fish and Game to relocate these three California
species of special concern.
Mitigation Measure BIO-13: Conduct
Preconstruction Nesting Bird and Raptor
Surveys and Establish a No-Disturbance Buffer,
if Necessary.
To avoid and minimize impacts on nesting
migratory birds and raptors, the City or its
contractor will implement one or more of the
following surveys and restrictions.
If feasible, conduct all tree and shrub
removal and grading (within annual
grasslands) during the nonbreeding
season (generally between August 16
and February 28) for most migratory
birds and raptors.
If construction activities are scheduled
to occur during the breeding season
for migratory birds and raptors
(generally between March 1 and
August 15), a qualified wildlife
biologist (with knowledge of the
species to be surveyed) shall be
retained to conduct the following
focused nesting surveys prior to the
start of construction and within the
appropriate habitat.
Cooper’s Hawk, White-Tailed
Kite, and other Tree-Nesting
Raptors. Tree-nesting raptor
surveys will be conducted before
any construction disturbances
occurring in or near suitable
nesting habitat (riparian forest)
located within the permanent and
temporary impact area and up to
300 feet outside the permanent and
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Attachment 2
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temporary impact area between
March 1 and August 15.
Tree and Shrub Nesting Migratory
Birds. Tree- and shrub-nesting
surveys for loggerhead shrike and
other non-special-status migratory
birds and raptors shall be
conducted prior to any tree and
shrub trimming or removal
activities located within the
permanent and temporary impact
area between March 1 and August
15.
Northern Harrier and other
Ground-Nesting Migratory Birds.
Ground-nesting surveys for
northern harrier and other ground-
nesting migratory birds shall be
conducted before any construction
disturbances occur in freshwater
marsh, seasonal wetland, annual
grassland, or agricultural areas
located within the permanent and
temporary impact area between
March 1 and August 15.
The nesting surveys should be conducted within
1 week prior to initiation of construction
activities that will occur in suitable habitat
between March 1 and August 15. If no active
nests are detected during these surveys, then no
additional mitigation is required.
If surveys indicate that migratory bird or
raptor nests are found in the survey area
identified above, a no-disturbance buffer
shall be established around the site to
avoid disturbance or destruction of the
nest site until after the breeding season or
after a qualified wildlife biologist
determines that the young have fledged
(usually late June to mid-July). The
extent of these buffers shall be
determined by the biologist (coordinating
with the City, Caltrans, and California
Department of Fish and Game) and will
depend on the level of noise or
construction disturbance, line-of-sight
between the nest and the disturbance,
ambient levels of noise and other
disturbances, and other topographical or
artificial barriers. Suitable buffer
distances may vary between species. If
construction activities are scheduled to
occur within an area that supports an
active nest site or within an established
no-disturbance buffer, construction will
be delayed until after the breeding season
or until the young have fledged (as
determined by the biologist).
Mitigation Measure BIO-14: Conduct a
Preconstruction Survey for Burrowing Owl in
Accordance with the California Department of
Fish and Game Guidelines and Establish a No-
Disturbance Buffer, if Necessary.
The California Department of Fish and Game
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Attachment 2
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(1995) recommends that a preconstruction
survey be conducted to locate active burrowing
owl burrows in the construction work area and
within a 250-foot-wide buffer zone around the
construction area. A qualified wildlife biologist
will be retained to conduct a preconstruction
survey for active burrows according to the
California Department of Fish and Game’s Staff
Report on Burrowing Owl Mitigation
(California Department of Fish and Game 1995).
The preconstruction survey will be conducted
within 30 days before construction activities
begin. If no burrowing owls are detected, no
further mitigation is required. If active
burrowing owl burrows are identified within or
near the permanent or temporary construction
impact area, the City will implement the
following measures:
Occupied burrows will not be disturbed
during the breeding season (February 1 to
August 31).
When destruction of occupied burrows is
unavoidable during the nonbreeding
season (September 1 to January 31),
unsuitable burrows will be enhanced
(enlarged or cleared of debris) or new
burrows created (by installing artificial
burrows) at a ratio of 2:1 on protected
lands approved by California Department
of Fish and Game. Newly created
burrows will follow guidelines
established by California Department of
Fish and Game.
Mitigation Measure BIO-15: Compensate for the
Loss of Burrowing Owl Habitat in Accordance
with California Department of Fish and Game
Guidelines.
If active burrowing owl burrows are found
within the permanent or temporary construction
impact area and the owls must be relocated, the
City shall offset the loss of foraging and burrow
habitat in the construction area by complying
with the California Department of Fish and
Game’s Staff Report on Burrowing Owl
Mitigation (California Department of Fish and
Game 1995).
During and
after
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Mitigation Measure BIO-16: Conduct a
Preconstruction Nesting Swallow Survey and
Install Exclusion Netting on the Underside of
Bridges or Culverts to Prevent Swallows from
Nesting.
To avoid impacts on nesting swallows and other
bridge-nesting migratory birds that are protected
under the Migratory Bird Treaty Act and Fish
and Game Codes, the City will implement the
following avoidance and minimization
measures.
If bridge or box culvert construction will
take place during the breeding season
(generally between February 15 and
August 31), a qualified wildlife biologist
will be hired to inspect these areas during
the swallows’ non-breeding season
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Attachment 2
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(September 1 through February 14). If
nests are found and are abandoned, they
may be removed. To avoid damaging
active nests, all nests must be removed
before the breeding season begins
(February 15).
After nests are removed, the undersides
of the bridges and box culverts may be
covered with 0.5- to 0.75-inch mesh net
or poultry wire, or nests may be hosed
and scraped every three days during
construction to prevent swallows from
reestablishing new nests. All net
installation shall occur before February
15. The netting shall be anchored so that
swallows cannot attach their nests
through gaps in the net.
If netting of the bridges and box culverts
does not occur by February 15 or more
than three days lapse between scraping
and hosing and swallows colonize these
areas, modifications to the structure
supporting active swallow nests should
not begin before September 1 of that year
or until a qualified biologist has
determined that the young have fledged
and all nest use has been completed.
If appropriate steps are taken to prevent
swallows from constructing new nests, work can
proceed at any time of the year.
Mitigation Measure BIO-17: Limit In-Channel
Construction Activities to the Low-Precipitation
Period.
In-channel construction, including riverbank and
channel bed construction below the ordinary
high-water mark (ordinary high-water mark),
will be limited to the summer low-precipitation
period (June 1 to October 1) to minimize
adverse effects on adult fish spawning and smolt
migration. Project construction in the channel
will also be subject to the following constraints:
Construction requiring stream
dewatering, stream crossings, or work in
the channel bed will not start before June
1. Upstream and downstream passage for
fish, including juvenile steelhead, will be
provided through or around construction
sites at all times. Cofferdams will be
installed in all creeks to divert stream
flow around each footing excavation. The
construction period limits will also apply
to a pipe diversion system that will be
needed on San Luis Obispo Creek and
Prefumo Creek. Limiting in-channel
construction to the June 1 to October 1
period will achieve two goals:
Construction will not be
concurrent with the primary
migration and spawning periods of
steelhead.
The length of the construction
period will be maximized, thereby
During
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Attachment 2
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reducing the potential for in-
channel construction (i.e., below
the ordinary high-water mark) to
have to be extended beyond
October 1.
Minimization Measure BIO-18: Implement
Water Quality Measures.
The City will avoid or minimize increased
sediment input to the project area channel. As
part of the National Pollutant Discharge
Elimination System’s General Construction
Activity Storm Water Permit, a Storm Water
Pollution Prevention Plan will be implemented
that includes the following:
conducting all construction work
according to site-specific construction
plans that minimize the potential for
sediment input to the aquatic system;
identifying all areas requiring clearing,
grading, revegetation, and recontouring,
and minimizing the areas to be cleared,
graded, and recontoured;
grading spoil sites to minimize surface
erosion;
avoiding riparian and wetland vegetation
wherever possible and identifying and
fencing specific trees to protect existing
riparian habitat;
covering bare areas with mulch and
revegetating all cleared areas;
avoiding equipment operation in flowing
water during in-channel activities by
constructing coffer dams and diverting all
stream flows through or around
construction sites; and
constructing sediment catch basins across
stream channels immediately below the
project site when performing in-channel
construction to prevent silt- and
sediment-laden water from entering the
main stream flow (accumulated
sediments will be periodically removed
from the catch basin).
Increased pollutant input to the project area
channel will also be minimized and avoided by:
preventing raw cement, concrete or
concrete washings, asphalt, paint or other
coating material, oil or other petroleum
products, or any other substances that
could be hazardous to aquatic life from
contaminating the soil or entering
watercourses;
establishing a spill prevention and
countermeasure plan before project
construction that includes strict onsite
handling rules to keep construction and
maintenance materials out of drainages
and waterways;
cleaning up all spills immediately
During
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Attachment 2
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according to the spill prevention and
countermeasure plan and notifying the
California Department of Fish and Game
and the National Oceanic and
Atmospheric Administration Fisheries
Service immediately of any spills and
cleanup activities;
providing areas located outside the
ordinary high-water mark for staging and
storing equipment, materials, fuels,
lubricants, solvents, and other possible
contaminants;
removing vehicles from the normal high-
water area of the waterway before
refueling and lubricating; and
avoiding operation of equipment in
flowing water.
Implementation of measures to avoid or
minimize the effects of increased sediment input
will also avoid and minimize increased input of
pollutants associated with sediments (e.g.,
mercury) and the potential for subsequent
effects on steelhead.
Mitigation Measure BIO-19: Implement Stream
Diversion Restrictions.
Flow will be diverted in San Luis Obispo Creek
and Prefumo Creek during bridge widening and
other in-channel work. Flow will be diverted
from June 1 to October 1. Any activity that
temporarily diverts flow from any segment of
the creeks will trigger implementation of the
following constraints.
Before flow is diverted, cofferdams will
be placed so that flow to river segments
downstream from the construction site
will not be interrupted.
Subject to the sufficiency of ambient
conditions, adequate fish passage
conditions will be sustained by
maintaining contiguous flows, avoiding
the creation of vertical drops in excess of
6 inches, and maintaining suitable water
velocities (i.e. 8 feet per second or less)
and water depths (minimum of 1 foot).
During
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Mitigation Measure BIO-20: Avoid Stranding
Impacts to Fish in Dewatered Areas.
A qualified fish biologist will be onsite during
the installation of cofferdams and during the
cofferdam dewatering process to capture and
move trapped salmonids and other fish. The fish
will be relocated to the nearest suitable habitat
unaffected by construction activities and
upstream of the work area. Within temporarily
drained stream channel areas, salvage activities
shall be initiated before or at the same time as
stream area draining and completed within a
timeframe necessary to avoid injury and
mortality of steelhead. Protocols for the capture,
handling, and release of fish will be developed
in cooperation with National Oceanic and
Atmospheric Administration Fisheries,
During
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
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Party Completed Initials
California Department of Fish and Game, the
City, and Caltrans. Fish biologists will contact
National Oceanic and Atmospheric
Administration Fisheries and California
Department of Fish and Game immediately if
any steelhead are found dead or injured.
Mitigation Measure BIO-21: Avoid and
Minimize Impacts to Spawning Habitat.
The City will, to the extent practicable, avoid
disturbance to any spawning gravel beds located
in the study area on San Luis Obispo Creek. If
disturbance to the gravel cannot be avoided, the
gravel will be removed temporarily and replaced
to pre-disturbance conditions. Before returning
gravels to the channel following construction,
gravels will be washed to remove fines before
they are placed back into the creek channel. If it
becomes necessary to augment disturbed gravels
with gravel from outside sources, only washed
river gravel (to remove fines) appropriately
sized for adult steelhead, (0.5 inch to 3.0 inches)
will be used.
During
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Mitigation Measure BIO-22: Minimize Noise
Impacts from Pile Driving.
Potential injury and mortality associated with
pile driving will be avoided or minimized by the
following measures:
In-channel construction will be limited to
the summer low-flow period (June 1 to
October 1) when stream flow in the creek
is typically low, thereby minimizing the
potential for sound pressure waves to
travel long distances.
Restriction of pile driving activities to the
low-flow period coincides with the least
likely occurrence of upstream migrating
adults and downstream steelhead smolt
migration.
The smallest pile driver and minimum
force necessary will be used to complete
the work.
Pile driving will be done within the
dewatered cofferdams.
During
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Mitigation Measure BIO-23: Minimize Loss of
Steelhead Spawning and Rearing Habitat as a
Result of Permanent Changes to Stream
Hydraulics, Sediment Processes, and Channel
Bottom Stabilization.
The potential for loss of steelhead spawning and
rearing habitat will be avoided or minimized by
the following measures:
the amount of riparian vegetation
removal, including vegetation providing
shaded riverine aquatic cover, substrate,
and in-stream woody material necessary
to ensure suitable fish passage conditions
will be minimized, and existing spawning
and rearing habitat will be maintained;
disturbance to the stream width, depth,
velocity, and slope will be minimized and
modified or disturbed portions of the
During
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Attachment 2
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stream, banks, and riparian areas will be
restored as nearly as possible to their pre-
project contours (i.e., elevations, profile,
and gradient);
environmentally sensitive areas will be
fenced to prevent encroachment of
equipment and personnel into riparian
areas, stream channels, and banks to the
maximum extent practicable (see
Measure BIO-1);
disturbance and removal of aquatic
vegetation will be avoided to the extent
practicable; temporary fills, coffer dams,
and other in-channel structures would be
removed in a manner that minimizes
disturbance to downstream flows and
water quality; restores pre-existing
streambed gradient and contours ; and
replaces, as necessary, appropriately sized
spawning gravel (0.5 inch-3 inches).
Mitigation Measure BIO-24: Avoid Substantial
Increases in Water Temperature as a Result of
Lost Shade and Disturbance to Streambed and
Banks.
The potential for substantial increases in water
temperature will be avoided or minimized by the
following measures:
exclusionary fencing will be used to
minimize the potential for the accidental
removal of more vegetation than is
necessary to complete construction (see
Measure BIO-1);
soil compaction will be minimized by
using equipment that can reach over
sensitive areas, thereby ensuring suitable
soil conditions for mitigation plantings;
disturbance to the stream width, depth,
velocity, and slope will be minimized and
modified or disturbed portions of the
stream, banks, and riparian areas will be
restored as nearly as possible to their pre-
project contours (i.e., elevations, profile,
and gradient)
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Mitigation Measure BIO-25: Avoid the
Introduction and Spread of Invasive Plants
The City’s contractor shall be responsible for
avoiding the introduction of new invasive plants
and the spread of invasive plants previously
documented in the study area. Accordingly, the
following measures shall be implemented during
construction:
Construction supervisors and managers
will be educated about invasive plant
identification and the importance of
controlling and preventing the spread of
invasive plant infestations.
Surface disturbance within the
construction work area will be minimized
to the greatest extent possible.
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Attachment 2
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Monitoring
Party Completed Initials
All disturbed areas will be seeded with
certified weed-free native mixes and
mulched with certified weed-free mulch
(rice straw may be used in upland areas).
Native, non-invasive species will be used
in erosion control plantings to stabilize
site conditions and prevent invasive
species from colonizing.
To the maximum extent practicable
invasive species rated A or B will be
eradicated from the areas disturbed by
construction activities.
Mitigation Measure BIO-26: Follow
Programmatic Biological Opinion for Projects
Funded or Approved under the Federal Aid
Program [HAD-CA, File #: Section 7 within the
Ventura U.S. Fish and Wildlife Service (US Fish
and Wildlife Service), Document 3: S38192] (1-
8-02-F-68).
Avoidance and minimization measures included
within the Programmatic Biological Opinion
(2003) will be incorporated into the project and
are listed below:
1. Only Service-approved biologists
will participate in activities
associated with the capture,
handling, and monitoring of
California red-legged frog.
2. Ground disturbance will not begin
until written approval is received
from the US Fish and Wildlife
Service that the biologist is
qualified to conduct the work.
3. Only US Fish and Wildlife
Service-approved biologists will
survey aquatic and riparian areas
at the project site 48 hours before
the onset of work activities. If any
life stage of the California red-
legged frog is found and these
individuals are likely to be killed
or injured by work activities, the
approved biologist will be
allowed sufficient time to move
them from the site before work
activities begin. The US Fish and
Wildlife Service-approved
biologist will relocate the
California red-legged frog the
shortest distance possible to a
location that contains suitable
habitat and where it will not be
affected by the activities
associated with the proposed
project. The US Fish and Wildlife
Service-approved biologist will
maintain detailed records of any
individuals that are moved (e.g.
size, coloration, any
distinguishing features,
photographs) to assist him or her
in determining whether relocated
animals are returning to the
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Attachment 2
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original point of capture.
4. Before any activities begin on the
project, a US Fish and Wildlife
Service-approved biologist will
conduct a training session for all
construction personnel. At a
minimum, the training will
include a description of the
California red-legged frog and its
habitat, the specific measure that
are being implemented to
conserve the California red-
legged frog for the current
project, and the boundaries within
which the project may be
accomplished. Brochures, books
and briefings may be used in the
training session, provided that a
qualified person is on hand to
answer any question.
5. A US Fish and Wildlife Service-
approved biologist will be present
at the work site until all
California red-legged frogs are
removed, workers have been
instructed, and disturbance of
habitat is completed. After this
time, the state or local sponsoring
agency will designate a person to
monitor onsite compliance with
all minimization measures. The
US Fish and Wildlife Service-
approved biologist will ensure
that this monitor receives the
training outlined in Measure 4
and in the identification of
California red-legged frog. If the
monitor or the approved biologist
recommends that work be stopped
because California red-legged
frog have would be affected to a
degree that exceeds the levels
anticipated by US Fish and
Wildlife Service during review of
the proposed action, they will
notify the resident engineer (the
engineer directly overseeing and
in command of construction
activities) immediately. The
resident engineer will either
resolve the situation by
eliminating the effect
immediately or required that all
action that is causing these effects
be halted. If work is stopped, the
US Fish and Wildlife Service will
be notified as soon as is
reasonably possible.
5. During project activities, all trash
that may attract predators will be
properly contained, removed from
the work site, and disposed of
regularly. Following construction,
all trash and construction debris
Attachment 2
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will be removed from work areas.
6. All refueling, maintenance, and
staging of equipment and vehicles
will occur at least 60 feet from
riparian habitat or water bodies
and preferably, not in a location
from where a spill would drain
directly toward aquatic habitat.
The monitor will ensure
contamination of habitat does not
occur during such operations.
Prior to the onset of work, the
City will ensure that a plan is in
place for prompt and effective
response to any accidental spills.
All workers will be informed of
the importance of preventing
spills and of the appropriate
measures to take should a spill
occur.
7. Project sites will be revegetated
with an assemblage of native
riparian, wetland, and upland
vegetation suitable for the area.
Locally collected plant materials
will be used to the extent
practicable. Invasive, exotic plant
will be controlled to the
maximum extent practicable. This
measure will be implemented in
all areas disturbed by activities
associated with the project, unless
US Fish and Wildlife Service and
the City determine that that it is
not feasible or practicable. (For
example, an area disturbed by
construction that would be used
for future activities need not be
revegetated).
8. Habitat contours will be returned
to their original configuration at
the end of project activities. This
measure will be implemented in
all areas disturbed by activities
associated with the project, unless
US Fish and Wildlife Service and
the City determine that it is not
feasible or modification of
original contours would benefit
the California red-legged frog.
9. The number of access routes, size
of staging areas, and the total area
of the activity will be limited to
the minimum necessary to
achieve the project goal.
Environmentally Sensitive Areas
will be established to confine
access routes and construction
areas to the minimum area
necessary to complete
construction, and minimize the
impact to California red-legged
frog habitat; this goal includes
locating access routes and
Attachment 2
B2 - 213
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Party Completed Initials
construction areas outside of
wetlands and riparian areas to the
maximum extent practicable.
10. The City will attempt to schedule
work activities for times of the
year when impacts to California
red-legged frog would be
minimal. For example, work that
would affect large pools that may
support breeding would be
avoided, to the maximum degree
practicable, during the breeding
season (November through May).
Isolated pools that are important
to maintain the California red-
legged frog through the driest
portions of the year would be
avoided, to the maximum degree
practicable, during the late
summer and early fall. Habitat
assessments, surveys, and
informal, consultation between
the City and US Fish and Wildlife
Service during project planning
should be used to assist in
scheduling work activities to
avoid sensitive habitats during
key times of the year.
11. To control sedimentation during
and after project implementation,
the City will implement best
management practices outlined in
any authorizations or permits,
issued under the authorities of the
Clean Water Act that it receives
for the specific project. If best
management practices are
ineffective, the City will attempt
to remedy the situation
immediately, in consultation with
the Service. If a work site is to be
temporarily dewatered by
pumping, intakes will be
completely screened with wire
mesh not larger than 0.2 inch to
prevent California red-legged
frogs from entering the pump
system. Water will be released or
pumped downstream at an
appropriate rate to maintain
downstream flows during
construction. The methods and
materials used in any dewatering
will be determined by the City in
consultation with US Fish and
Wildlife Service on site-specific
basis. Upon completion of
construction activities, any
diversions or barriers to flow will
be removed in a manner that
would allow flow to resume with
the least disturbance to the
substrate. Alteration of the stream
bed will be minimized to the
maximum extent possible; any
Attachment 2
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159
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Monitoring
Party Completed Initials
imported material will be
removed from the stream bed
upon completion of the project.
12. Unless approved by US Fish and
Wildlife Service, water will not
be impounded in a manner that
may attract the California red-
legged frog.
13. A US Fish and Wildlife Service-
approved biologist will
permanently remove any
individuals of exotic species, such
as bullfrogs, crayfish, and
centrarchid fishes from the
project area, to the maximum
extent possible. The US Fish and
Wildlife Service-approved
biologist will be responsible for
ensuring his or her activities are
in compliance with the California
Fish and Game Code.
14. To ensure that diseases are not
conveyed between work sites by
the US Fish and Wildlife Service-
approved biologist, the fieldwork
code of practice developed by the
Declining Amphibian Populations
Task Force will be followed at all
times.
Mitigation Measure BIO-27: Follow Terms and
Conditions in National Oceanic and
Atmospheric Administration’s National Marine
Fisheries Service’s (NMFS) Biological Opinion
(File #SWR/2008/04273)
Follow all measures and Provisions set forth in
the Biological Opinion issued by the National
Oceanic and Atmospheric Administration:
1. Develop and implement a
monitoring plan to ensure the
proposed action does not result in
reduced fish-passage
opportunities within the area
affected by the proposed action.
2. Submit future design drawings
and findings from project
analyses for NMFS’ review and
agreement to ensure fish passage
criteria are met within the area
affected by the proposed action.
3. Employ a fisheries biologist for
the purposes of monitoring the
affected area, and for removing
and relocating steelhead from the
affected area.
4. Report to NMFS activities
associated with minimizing and
monitoring proposed action
effects on steelhead.
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Attachment 2
B2 - 215
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Mitigation Measure Timing Implementing
Party
Monitoring
Party Completed Initials
Mitigation Measure CR-1: Stop Work if Buried
Cultural Resources Are Inadvertently
Discovered.
If cultural materials are discovered during
construction, all earth-moving activity within
and around the immediate discovery area will be
diverted until a qualified archaeologist can
assess the nature and significance of the find.
During
construction,
if
resources are
discovered
City of San Luis
Obispo
City of San
Luis Obispo ____
Mitigation Measure CR-2: Comply with State
Laws Relating to Native American Remains.
If human remains are discovered, State Health
and Safety Code Section 7050.5 states that
further disturbances and activities shall cease in
any area or nearby area suspected to overlie
remains, and the County Coroner contacted.
Pursuant to Public Resources Code Section
5097.98, if the remains are thought to be Native
American, the coroner will notify the Native
American Heritage Commission, which will
then notify the Most Likely Descendent. At this
time, the person who discovered the remains
would contact Valerie Levulett, District 5
Heritage Resources Coordinator, so that she may
work with the Most Likely Descendent on the
respectful treatment and disposition of the
remains. Further provisions of Public Resources
Code 5097.98 are to be followed as applicable.
During
construction,
if
human
remains are
discovered
City of San Luis
Obispo
City of San
Luis Obispo ____
Mitigation Measure CR-3: Comply with City
Ordinances if Buried Cultural Resources Are
Inadvertently Discovered.
In accordance with the City of San Luis Obispo
Resolution 8459 (1995 series) section 4.60
Archaeological Discoveries During
Construction, if during the course of a project,
archaeological materials are identified by an
archaeological monitor, City staff, the project
sponsor or his/her representative or employee,
all construction activities that may disrupt those
materials shall cease. The District 5 Heritage
Resources Coordinator, Valerie Levulett, shall
be notified immediately of the discovery of
archaeological materials.
During
construction,
if
resources are
discovered
City of San Luis
Obispo
City of San
Luis Obispo ____
Mitigation Measure Paleo-1: Stop Work if
Buried Paleontological Materials Are
Inadvertently Discovered.
If paleontological materials are discovered
during construction, all earth-moving activity
within and around the immediate discovery area
will be diverted until a qualified paleontologist
can assess the nature and significance of the
find.
During
construction,
if
resources are
discovered
City of San Luis
Obispo
City of San
Luis Obispo ____
Minimization Measure HW-1: Determine the
Current Status of Remediation.
Perform a case file review and conduct
interviews with owners/managers of the ARCO
gas station, former Texaco gas station site, and
Perry Ford car dealership to determine the
current status of remediation at these sites. The
proposed project alignment will not require
acquisition of any of these properties; therefore,
verification of completed remediation of these
properties is not necessary.
Prior to
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Attachment 2
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Monitoring
Party Completed Initials
Minimization Measure HW-2: Perform a
Preliminary Aerially Deposited Lead (ADL)
Investigation.
In areas of exposed soil within 50 feet of the
paved surfaces of US 101, conduct a survey to
determine the possible presence and levels of
aerially deposited lead from motor vehicle
exhaust emissions. Ensure that all necessary soil
management and disposal procedures are
followed and disposed of at an appropriate Class
I facility.
Prior to
construction.
City of San Luis
Obispo
City of San
Luis Obispo
and Caltrans
____
Minimization Measure HW-3: Conduct Lead-
Based Paint Survey.
Use a certified consultant to ascertain the
absence or presence of lead based paint prior to
modifications/demolition of the existing Los
Osos Valley Road bridges within the study area.
The presence of lead shall require abatement
and/or special construction worker health and
safety procedures during demolition activities.
Lead-based paint removed from site shall be
disposed of at an approved facility.
Prior to
construction.
City of San Luis
Obispo
City of San
Luis Obispo
and Caltrans
____
Minimization Measure HW-4: Test Yellow
Stripe and Pavement Marking Materials.
Conduct tests and follow removal requirements
for yellow striping and pavement marking
materials in accordance with Caltrans
Construction Program Procedure Bulletin 99-2
(CPB 99-2).
Prior to
construction.
City of San Luis
Obispo
City of San
Luis Obispo
and Caltrans
____
Minimization Measure HW-5: Conduct
Asbestos Survey.
Use a certified consultant to ascertain the
absence or presence of asbestos prior to any
modification to or demolition of the Los Osos
Valley Road bridges. The presence of asbestos
shall require abatement and/or special
construction worker health and safety
procedures during demolition activities.
Asbestos removed from the site shall be
disposed of at an approved facility.
Prior to
construction.
City of San Luis
Obispo
City of San
Luis Obispo
and Caltrans
____
Minimization Measure HW-6: Conduct
Naturally Occurring Asbestos Survey.
Use a certified consultant to ascertain the
absence or presence of naturally occurring
asbestos (NOA) in the existing road base
materials in areas where the road base materials
will be removed or disturbed. The presence of
asbestos shall require abatement and/or special
construction worker health and safety
procedures during demolition activities.
Asbestos removed from the site shall be
disposed of at an approved facility.
Prior to
construction.
City of San Luis
Obispo
City of San
Luis Obispo
and Caltrans
____
Minimization Measure HW-7: Test Leaking
Transformers for PCBs if Disturbed.
Any leaking transformers observed during the
course of the project should be considered a
potential polychlorinated biphenyl (PCB) hazard
unless tested and should be handled accordingly.
Prior to
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Minimization Measure HW-8: Follow Caltrans
Standards if Unknown Hazards are Inadvertently
Discovered.
For any previously unknown hazardous
waste/material encountered during construction,
Prior to
construction.
City of San Luis
Obispo
City of San
Luis Obispo
and Caltrans
____
Attachment 2
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the contractor shall follow Unknown Hazards
Procedures for Construction as outlined by
Caltrans in the current Construction Manual.
Minimization Measure WQ-1: Implement
Erosion-Control Measures During Project
Construction.
To minimize the mobilization of sediment to
adjacent water bodies, the following erosion-
and sediment-control measures would be
included in the Storm Water Pollution
Prevention Plan to be included in the
construction specifications, based on standard
City measures and standard dust-reduction
measures.
Cover or apply nontoxic soil stabilizers to
inactive construction areas that could contribute
sediment to waterways within 48 hours of
predicted rainfall event.
Enclose and cover exposed stockpiles of dirt or
other loose, granular construction materials that
could contribute sediment to waterways.
Contain soil and filter runoff from disturbed
areas by using berms, vegetated filters, silt
fencing, straw wattle, plastic sheeting, catch
basins, or other means necessary to prevent the
escape of sediment from the disturbed area.
Prohibit the placement of earth or organic
material where it may be directly carried into a
stream, marsh, slough, lagoon, or body of
standing water.
Prohibit the following types of materials from
being rinsed or washed into streets, shoulder
areas, or gutters: concrete, solvents and
adhesives, fuels, dirt, gasoline, asphalt, and
concrete saw slurry.
Conduct dewatering activities according to the
provisions of the Storm Water Pollution
Prevention Plan. Prohibit placement of
dewatered materials in local water bodies or in
storm drains leading to such bodies without
implementation of proper construction water
quality control measures.
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo
____
Minimization Measure WQ-2: Implement
Measures to Control Turbidity.
If water is flowing in the streams during
construction, the City of San Luis Obispo or its
contractor(s) will control the release of sediment
to the creeks during construction by installing a
sheet-pile cofferdam or other method that will
control turbidity to the specifications given
below. This will ensure that activities result in
minimal increase in turbidity or suspended
solids in the channel.
During installation of the cofferdam, the City or
its contractor will monitor turbidity and
suspended solids during the installation of the
cofferdam, construction, and removal of the
cofferdam. If levels exceed the Central Coast
Regional Water Quality Control Board Basin
Plan standards, the city or its contractor will stop
work until levels are within Basin Plan limits.
Basin plan standards for turbidity state that
project activities will not cause an increase in
During
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Attachment 2
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Party Completed Initials
ambient river turbidity by more than 20% above
background turbidity where the natural turbidity
is between 0 and 50 JTU (Jackson Turbidity
Unit), an increase by more than 10% where
natural turbidity is over 100 JTU (Central Coast
Regional Water Quality Control Board 1998).
During the first week of construction, turbidity
measurements will be taken upstream of the
project construction area and at a distance of
200 feet downstream of the project construction
area (or far enough downstream where
applicable mixing has occurred) to provide a
baseline comparison conditions. During the
construction period, measurements will be taken
two times per day and will be taken where flow
regime is applicable to the relative flow regime
around the construction zone, so the sample is
representative of the water quality affected by
construction. If turbidity limits are exceeded
above the applicable turbidity level, operations
will stop and the Regional Water Quality
Control Board will be notified. Investigation of
the cause of the significant turbidity increase
will be conducted and corrections made in
construction operations where applicable. This
minimization may be modified in coordination
with the Regional Water Quality Control Board
and/or other regulatory entities, provided that in
no case will turbidity levels be allowed to
increase as a result of the project such that
beneficial uses of the streams become
substantially degraded or impaired.
Minimization Measure WQ-3: Implement a Spill
Prevention and Control Program.
The City of San Luis Obispo and/or its
contractor(s) will develop and implement a spill
prevention and control program to minimize the
potential for and effects from spills of
hazardous, toxic, or petroleum substances during
project construction. The federal reportable spill
quantity for petroleum products, as defined the
Environmental Protection Agency (40 Code of
Federal Regulations 110) is any oil spill that (1)
violates applicable water quality standards, (2)
causes a film or sheen upon or discoloration of
the water surface or adjoining shoreline, or (3)
causes a sludge or emulsion to be deposited
beneath the surface of the water or adjoining
shorelines. If a spill is reportable, the
contractor’s superintendent will notify the
relevant San Luis Obispo County officials,
which have spill response and clean-up
ordinances to govern emergency spill response.
A written description of reportable releases must
be submitted to the Central Coast Regional
Water Quality Control Board. This submittal
must include a description of the release,
including the type of material and an estimate of
the amount spilled, the date of the release, an
explanation of why the spill occurred, and a
description of the steps taken to prevent and
control future releases. The releases must be
documented on a spill report form. If an
appreciable spill occurs and results determine
that project activities have adversely affected
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Attachment 2
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Party Completed Initials
groundwater quality, a detailed analysis will be
performed by a Registered Environmental
Assessor to identify the likely cause of
contamination. This analysis will conform to
American Society for Testing and Materials
standards, and will include recommendations for
reducing or eliminating the source or
mechanisms of contamination. Based on this
analysis, the City and/or its contractors will
select and implement measures to control
contamination, with a performance standard that
groundwater quality must be returned to
baseline conditions. These measures will be
subject to City approval.
Minimization Measure WQ-4: Where Possible
Use San Luis Obispo Creek Waterway
Management Plan Design Criteria.
Although the project is a transportation project
and Best Management Practices must meet
Caltrans standards, all treatment Best
Management Practices should also meet local
standards, established in the San Luis Obispo
Creek Waterway Management Plan, when these
local specifications do not conflict with Caltrans
guidance.
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Mitigation Measure WQ-5: Permanent
Treatment Best Management Practices.
Appropriate permanent treatment Best
Management Practices will be implemented
during final design. Proposed Best Management
Practices may include Infiltration or detention
devices, media filters and multi-chambered
treatment trains.
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Minimization Measure NOI-1: Implement
Caltrans Standard Provision Section 5.1.
The provisions are as follows:
“Sound control shall conform to the provisions
in Section 7-1.01I (Sound Control
Requirements) of the Standard Specifications
and these special provisions. The noise level
from the Contractor’s operations, between the
hours of 9:00 p.m. and 6:00 a.m., shall not
exceed 86 dBA at a distance of 15 m (50 ft).
This requirement in no way relieves the
Contractor from responsibility for complying
with local ordinances regulating noise level. The
noise level requirement shall apply to the
equipment on the job or related to the job,
including but not limited to trucks, transit mixer
or transient equipment that may or may not be
owned by the contractor. The use of loud signals
shall be avoided in favor of light warnings
except those required by safety laws for the
protection of personnel. Full compensation for
conforming to the requirements of this section
shall be considered as included in the prices paid
for the various contract items of work involved
and no additional compensation will be allowed
therefore.”
During
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Attachment 2
B2 - 220
Appendix C Minimization and/or Mitigation Summary
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
165
Mitigation Measure Timing Implementing
Party
Monitoring
Party Completed Initials
Minimization Measure NOI-2: Provide Contact
Information for Noise Complaints.
A notice of the duration of potential impacts
from noise, dust, and glare from the proposed
construction will be placed in local news media
by the project sponsor two weeks in advance of
the beginning of construction. A number will be
made available to the public for calls concerning
noise impacts or the proposed schedule. If noise
complaints are received, temporary barriers of
plywood on safety shape can be effective at
reducing noise impacts when the line of sight
between the source and receiver can be
interrupted.
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Minimization Measure NOI-3: Limit Night
Work to Extent Feasible.
Night construction should be avoided. If it
cannot be avoided, the contractor shall conduct
the noisiest operations nearest the residents as
early in the evening as possible.
During
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Minimization Measure TRA-1: Prepare and
Implement a Traffic Control Plan.
In accordance with the City of San Luis Obispo
policy on street closures and traffic diversion for
arterial and collector roadways, the construction
contractor will prepare a traffic control plan per
the most current version of the Manual on
Uniform Traffic Control Devices (MUTCD) and
the California Supplement to be approved by the
City prior to construction.
The traffic control plan will include the
following:
A street layout that shows the location of
construction activity and surrounding
streets to be used as detour routes,
including “special signage.”
The tentative start date and construction
duration for each phase of construction.
The name, address, and emergency
contact number for those responsible for
maintaining the traffic control devices
during the course of construction.
Written approval to implement traffic
control from other agencies, as needed.
Additionally, the traffic control plan will include
the following stipulations.
Provide access for emergency vehicles at
all times.
During lane closures, notify the City of
San Luis Obispo Fire and Police
Departments of construction locations to
ensure that alternative evacuation and
emergency routes are designed to
maintain response times during
construction periods, if necessary.
Maintain access for driveways and
private roads, except for brief periods of
construction, in which case property
owners will be notified.
Limit construction-related vehicle and
Prior to and
during
construction.
City of San Luis
Obispo
City of San
Luis Obispo ____
Attachment 2
B2 - 221
Appendix C Minimization and/or Mitigation Summary
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
166
Mitigation Measure Timing Implementing
Party
Monitoring
Party Completed Initials
equipment parking to the staging area. Or
provide adequate off-street parking or use
designated public parking areas for
construction-related vehicles not in use
throughout the construction period.
Maintain pedestrian and bicycle access
and circulation during project
construction, where safe to do so. If
construction encroaches on a sidewalk,
provide a safe detour for pedestrians at
the nearest painted crosswalk. If
construction encroaches on a bike lane,
post warning signs that indicate bicycles
and vehicles are sharing the roadway.
Provide traffic controls to warn motorists
of construction activity. Such controls
may include flag persons wearing OSHA-
approved vests and using the “Stop/Slow”
paddle.
Post standard construction warning signs
in advance of the construction area and at
any intersection that provides access to
the construction area.
Attachment 2
B2 - 222
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
167
Appendix D. Public Comments and Responses
Comment 1 State Clearinghouse and Planning Unit (Received via letter)
1.
Attachment 2
B2 - 223
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
168
Attachment 2
B2 - 224
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
169
Response:
1. Caltrans appreciates the State Clearinghouse letter regarding comment from the Native
American Heritage Commission. This comment is addressed below.
Attachment 2
B2 - 225
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
170
Comment 2
Native American Heritage Commission (Received via letter)
1.
2.
3.
Attachment 2
B2 - 226
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
171
Response:
1. Please see the Historic Property Survey Report (available online at
http://www.slocity.org/publicworks/lovric.asp), which covers the concerns listed.
2. All appropriate Native American contacts have been made.
3. Mitigation measures are in place to properly handle any accidental discovery during
construction. The probability for cultural resources is low in the area of potential effects.
Attachment 2
B2 - 227
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
172
Comment 3
Chuck and Susan Atlee (Received via email)
Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
1.
Attachment 2
B2 - 228
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
173
Comment 4
John Olejczak (Received via email)
Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
1.
Attachment 2
B2 - 229
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
174
Comment 5
Scott Steinmaus (Received via email)
Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
1.
Attachment 2
B2 - 230
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
175
Comment 6
Barry Lewis (Received via email)
Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
1.
Attachment 2
B2 - 231
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
176
Comment 7
Philip Teresi (Received via email)
Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
The City is currently reviewing the southbound approach of Higuera Street at Los Osos
Valley Road to determine if striping changes can be made to create a southbound bike slot to
assist with the vehicle conflicts that you have described. This review and possible change
would likely occur before the interchange project construction starts.
1.
Attachment 2
B2 - 232
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
177
Comment 8
Nancy Steinmaus (Received via email)
Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
1.
Attachment 2
B2 - 233
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
178
Comment 9
Mary Andrews (Received via email)
Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
1.
Attachment 2
B2 - 234
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
179
Comment 10
Brad Buxton (Received via email)
Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
1.
Attachment 2
B2 - 235
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
180
Comment 11
Susan Coward (Received via email)
Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
1.
Attachment 2
B2 - 236
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
181
Comment 12
Douglas & Elaine Highland (Received via email)
Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
1.
Attachment 2
B2 - 237
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
182
Comment 13
Helene Finger (Received via email)
Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
1.
Attachment 2
B2 - 238
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
183
Comment 14
Adam Fukushima (Received via email and letter)
1.
Attachment 2
B2 - 239
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
184
Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The design of any at-grade crossing of Los Osos Valley Road by the Bob Jones City-to-Sea
Bike Trail users would be done meeting appropriate and safe design guidelines for visibility
and signal operations.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
All pedestrian and bicycle facilities included as a part of the proposed project will be built
according to Americans with Disabilities Act standards.
Attachment 2
B2 - 240
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
185
Comment 15
Nancy Reppert (Received via email)
Response:
1. The City uses a combination of in-ground inductive loops as well as video detection to detect
bicycles for signal operations. The locations that you mention have detectors in place to
detect bicycle traffic for signal timing. Please contact the Public Works Department at
(805) 781-7200 if you would like more specific information on how to use these locations
without having to use the pedestrian detection equipment.
2. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
1.
2.
Attachment 2
B2 - 241
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
186
Comment 16
Matt and Rita Colonell (Received via comment card)
Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
1.
Attachment 2
B2 - 242
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
187
Comment 17
Kathleen Cohan (Received via comment card)
Response:
1. Traffic Study of the Los Verdes driveways along Los Osos Valley Road did not indicate that
increased traffic control was warranted as part of the project. A four-way stop is not currently
included in designs for Los Verdes Park I or II. The City is investigating alternatives to the
driveway locations and would continue to monitor these locations as part of its Annual
Traffic Safety report process. This process annually reviews the city for problematic traffic
locations and makes recommendations for mitigation based on traffic collision reviews and
observations.
2. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
1.
2.
Attachment 2
B2 - 243
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
188
Comment 18
Michael McGuire (Received via comment card)
Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
Alternative 6 does not preclude the connection of Bob Jones City-to-Sea Bike Trail to Los
Osos Valley Road. However, until the City completes its initial design and installation of this
connection, it is not known at this time if Alternative 6 would require that the initial City
project be relocated or another bridge be built across San Luis Obispo Creek.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
Based on public comments received, the environmental impacts associated with Alternative
6, input from stakeholders and the Caltrans project development team, and a comparison of
the benefits and impacts of the alternatives, Caltrans has selected Alternative 3 as the
preferred alternative. Please refer to Section 1.3 of the environmental document for further
discussion of selection of a preferred Alternative.
1.
Attachment 2
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The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
Attachment 2
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190
Comment 19
Cheryl Lenhardt (Received via comment card)
Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road and if feasible may consider a cantilevered design. The trail connections are a high
priority project for the City of San Luis Obispo. This project does not preclude a future
1.
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191
extension of the trail under or over Los Osos Valley Road to the Bob Jones City-to-Sea Bike
Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
Attachment 2
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192
Comment 20
Terry Mohan (Received via email)
Response:
1. Multiple public meetings as well as City Council Presentations were held throughout the
project development phase. Below is a list of the meetings that were held. The public
hearings were typically conducted in an open format style. Public input was received either at
the hearings/meetings or during the circulation period. In addition, Caltrans staff was on hand
at the hearing to answer questions and listen to comments by the public. CEQA public
involvement requirements have been met. A court reporter was provided at the public hearing
on July 8, 2008 to record comments for the formal administrative record.
Public Scoping Meeting #1: March 27, 2003
Public Scoping Meeting #2: July 1, 2004
Los Verdes HOA Meeting: March 11, 2003
Los Verdes HOA Meeting: July 1, 2008
Public Hearing: July 8, 2008
The purpose of the public hearing was to obtain public comment and to ensure that
transportation decisions are consistent with the goals and objectives of federal, State, and
local entities.
2. Seven alternatives were evaluated in the Project Study Report (approved February 27, 2004).
Two met the purpose and need of the project and had the least environmental impacts. These
two alternatives (3 and 6) were evaluated in detail in the circulated Initial Study.
Furthermore, a value analysis study was done between February 4 and February 8, 2008 to
determine if any additional alternatives or project features met the projects purpose and need.
This analysis determined that no additional alternatives or project features sufficiently met
the project purpose and need without additional environmental and fiscal impacts.
While the connections that you suggest are possible, Alternative 3, the preferred alternative,
is forecast to deliver necessary traffic capacity to meet state and city objectives for the future
1.
2.
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forecast conditions. That forecast does not indicate that six lanes of traffic are needed for the
Los Osos Valley Road Bridge across US 101.
Attachment 2
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194
Comment 21
D.E. Dresp (Received via email)
Response:
1. Caltrans, the City of San Luis Obispo, and the County of San Luis Obispo recognize that the
Los Verdes Parks I and II were built with a single access to the local roadway system. This
project does not preclude future projects that could address expanding access to Los Verdes
Parks I and II.
A Traffic Study of the Los Verdes driveways along Los Osos Valley Road did not indicate
that increased traffic control was warranted as part of the project. There is no four-way stop
currently included in designs for Los Verdes Park I or II. The City is studying potential
alternatives to the driveway locations and will continue to monitor these locations as part of
its Annual Traffic Safety report process. This process annually checks the city for
problematic traffic locations and makes recommendations for mitigation based on traffic
collision review and observations.
2. Adding a signal at the Los Verdes Parks I and II driveways onto Los Osos Valley Road has
been considered. The Traffic Operations Report concluded that the Los Verdes Parks I and II
driveways do not meet signal warrants (specific criteria set forth by the State that are required
to be evaluated for placement of a traffic signal) at this time, nor would they meet signal
warrants at the design year of 2035 pursuant to requirements of the State of California
Manual on Uniform Traffic Control Devices.
The existing signal at South Higuera and Los Osos Valley Road cannot be removed and/or
relocated to the intersection of Los Osos Valley Road and the Los Verdes Parks I and II
driveways because the traffic volumes at this intersection are considerably higher than the
driveway locations. Turns made at the intersections would become problematic and lead to
considerable back up in all directions (including across the Los Verdes driveway locations)
such that all arterial operations would likely fail. As an example of how large these numbers
are, the future highest left-turn volume from one of the driveways is about 70 vehicles,
compared to the over 800 vehicles that turn left from Los Osos Valley Road onto Higuera.
The need to keep signals at that intersection is critical.
Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveways due to the increased capacity and reduction in backups on Los
1.
2.
3.
Attachment 2
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195
Osos Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from Higuera Street toward the US 101
freeway and then transition to two lanes north of the Los Verdes driveways. The single lane
approach may temper speeds of vehicular traffic approaching the driveways.
3. The Prado Road Interchange Project is a City project with Caltrans oversight and is identified
in the City General Plan Circulation Element as Projects A.1, A.2, B.4 and C.1. The General
Plan states that the City will ensure that changes to Prado Road (Project A.1, A.2, B.4 and
C.1) and other related system improvements are implemented in a sequence that satisfies
circulation demands caused by area development. Specifically, these projects would be built
if funding is secured from the Airport and Dalidio Area Development project. The Prado road
projects are driven by specific development projects, which have not yet occurred.
Attachment 2
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Comment 22
Mila Vujovich-La Barre (Received via email)
1.
2.
3.
4.
5.
Attachment 2
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197
Response:
1. The preference for Alternative 3 (the alternative with the $16 million construction cost) has
been noted.
During the Project Study Report phase of the project, Alternative 2 was developed; it
proposed a new roadway alignment connection between South Higuera west of the Los
Verdes development and the Los Osos Valley Road interchange. This alternative embraced a
larger need and purpose than originally proposed for the project and was met with mixed
public support. Additionally the cost of Alternative 2 was twice that of Alternative 3 and
presented substantial environmental impacts to conservation/open space land and San Luis
Obispo Creek. The alignment was also strongly opposed by residents of the Los Verdes
development who did not want a major road along the west and northwest sides of the
development.
Due to the high cost, environmental impacts, mixed public opinion, and scope outside the
project’s purpose and need, Alternative 2 was dropped from the list of viable alternatives
studied in the environmental document. The proposed bypass project is not currently included
in the City’s General Plan or County’s Regional Transportation Plan; however, this project
may be included in the next update of the City’s Circulation Element (of the General Plan).
2. Changes to the existing Prado Road interchange would be a City project with Caltrans
oversight. The changes are identified in the City’s General Plan Circulation Element as
Projects A.1, A.2, B.4 and C.1 as well as the San Luis Obispo County Regional
Transportation Plan. The General Plan states that the City will ensure that changes to Prado
Road (Project A.1, A.2, B.4 and C.1) and other related system improvements are
implemented in a sequence that satisfies circulation demands caused by area development.
Specifically, these projects would be built if funding is secured from the Margarita and
Dalidio Area Development planning areas, and other funding sources.
Your comments regarding Prado Road east of the interchange study area as well as the other
regional facilities and locations are noted, but those issues are considered beyond the scope of
the impact of the Los Osos Valley Road interchange alternatives assessment area. Both the
Attachment 2
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198
City’s General Plan and the Regional Transportation Plan include recommendations for and
analysis of these areas as part of the overall circulation system needs of the city and county.
3. Traffic volume forecasts are based on General Plan build-out conditions for the City of San
Luis Obispo. Intersections that would have the most influence on the proposed project were
considered in the traffic models (see intersections in Table 2.1-2 in the Initial Study). The San
Luis Obispo Citywide Traffic Model (SLOCTM) was used to develop traffic projections at
the US 101/Los Osos Valley Road interchange and to study intersections under General Plan
build-out conditions. General Plan build-out conditions reflect traffic conditions
approximately 30 years in the future (beyond year 2035 conditions). The Traffic Operations
Report evaluated the study area and developed forecasts for the required 20-year study
window. The study area was selected in consultation with City of San Luis Obispo and
Caltrans staff per the requirements set forth in the December 2002 Caltrans Guide for the
Preparation of Traffic Impact Studies.
4. The project would install standard 5-foot Class II bike lanes along Los Osos Valley Road and
connect to and preserve the existing 6-foot sidewalks in front of the Los Verdes Parks I and II
development. Class II bike lanes are one-way lanes with pavement markings that separate the
area reserved for bicycles from the area reserved for vehicles. The City General Plan calls for
Class II facilities along arterial routes. Class II bike lanes have been found to provide
separation between bicyclists and motorists. Marked bicycle lanes can also benefit
pedestrians—turning motorists slow and yield to bicyclists; they would do likewise for
pedestrians.
All pedestrian and bicycle facilities included as a part of the proposed project would be built
according to Americans with Disabilities Act standards.
Class I bike lanes, which are two-way facilities separated from vehicular traffic, are infeasible
on Los Osos Valley Road in front of the Los Verdes Parks I and II developments.
All intersections with traffic signals would include pedestrian crossing controls unless
determined unsafe or detrimental to traffic conditions. As an added safety enhancement, the
final design may include street print (stamped/imprinted asphalt or concrete) for pedestrian
crosswalks at intersections with signals. Intersections with signals would also include bicycle
detection for the Class II bike lanes.
5. Aesthetics would be considered during the design process and would receive additional local
input through the City’s Architectural Review Committee process. Mitigation Measure V-3
addresses aesthetic features. Specifically, architectural features would be developed with
Caltrans and City aesthetic standards. The aesthetic features would be developed in
coordination with Caltrans Landscape Architecture staff for areas within state right-of-way as
well as with the City’s Architectural Review Committee and City staff. The design
suggestions are welcome and have been noted.
Attachment 2
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Comment 23
Lisbeth Ceaser (Received via comment card)
Response:
1. All intersections with signals would include pedestrian crossing controls unless determined
unsafe or detrimental to traffic conditions. As an added safety enhancement, the final design
may include street print (stamped/imprinted asphalt or concrete) for pedestrian crosswalks
with signals. Intersections with signals would also include bicycle detection for the Class II
bike lanes.
2. Noise
With respect to CEQA, Caltrans defines a 12 dBA increase due to the project as significant
noise impact. Since the proposed project does not increase noise levels by 12 dBA or more, it
would not result in a significant noise impact (see noise discussion at the beginning of
Chapter 2). However, the project would use alternative paving techniques, which may include
open-grade or rubberized asphalt between South Higuera and San Luis Obispo Creek bridge
on Los Osos Valley Road for Los Verdes Parks I and II as an environmental enhancement
measure. Rubberized and open-grade asphalt is known as “quiet pavement” because it
reduces the audible noise emanating from traffic.
3. Air
Project air quality impacts are from construction only. Temporary construction air impacts
and minimization measures are discussed in Section 2.4.
1.
2., 3.
Attachment 2
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200
Comment 24
Darrell Goo (Received via comment card)
Response:
1. The proposed project is consistent with the County and City of San Luis Obispo General
Plan, Regional Transportation Plan, and the Regional Transportation Improvement Program,
which are developed for long-term 20-year and 5-year solutions, respectively. A long-term
solution has been evaluated for the proposed project to the year 2035 in the Traffic
Operations Report to properly plan for future growth in the San Luis Obispo area. The long-
term solution could include additional driveways (as a separate City project) to alleviate
additional traffic entering and exiting the Los Verdes communities.
1.
Attachment 2
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Comment 25
Darrell Goo (Received via comment card)
Response:
1. Caltrans, the City of San Luis Obispo, and the County of San Luis Obispo recognize that the
Los Verdes Parks I and II were built with a single access to the local roadway system. The
traffic operations report indicated that the various alternatives for the interchange design had
little effect on the future operations of the driveways except that all alternatives studied
showed a better future condition than the No-Build Alternative. The interchange project
alternatives do not preclude work that could address increasing or changing access to Los
Verdes Parks I and II that the City may want to consider. The City would continue to study
this issue as it moves on to the design of the interchange project and determine if additional
changes to access can be made.
A Traffic Study of the Los Verdes driveways along Los Osos Valley Road did not indicate
that increased traffic control was warranted as part of the project. There is no four-way stop
currently included in designs for Los Verdes Park I or II. The City is studying potential
alternatives to the driveways locations and will continue to monitor this as part of its Annual
Traffic Safety report process. This process annually checks the city for problematic traffic
locations and makes recommendations for mitigation based on traffic collision review and
observations.
2. Adding a traffic signal at the Los Verdes Parks I and II driveways onto Los Osos Valley Road
has been considered. The Traffic Operations Report concluded that the Los Verdes Parks I
and II driveways does not meet signal warrants at this time, nor would it meet signal warrants
at the design year of 2035 per requirements of the State Manual on Uniform Traffic Control
Devices.
The existing signal at South Higuera and Los Osos Valley Road cannot be removed and/or
relocated to the intersection of Los Osos Valley Road and the Los Verdes Parks I and II
driveways because the traffic volumes at this intersection are considerably higher than the
1.
2.
Attachment 2
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202
driveway locations. Turns made at the intersections would become problematic and lead to
considerable back up in all directions (including across the Los Verdes driveway locations)
such that all arterial operations would likely fail. As an example of how large these numbers
are, the future highest left-turn volume from one of the driveways is about 70 vehicles,
compared to the over 800 vehicles that turn left from Los Osos Valley Road onto Higuera.
The need to keep signals at that intersection is critical.
All intersections with signals would include pedestrian crossing controls unless determined
unsafe or detrimental to traffic conditions. As an added safety enhancement, the final design
may include street print (stamped/imprinted asphalt or concrete) for pedestrian crosswalks
with signals. Intersections with signals would also include bicycle detection for the Class II
bike lanes.
Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveways due to the increased capacity and reduction in backups on Los
Osos Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from Higuera Street toward the US 101
freeway and then transition to two lanes north of the Los Verdes driveways. The single lane
approach may temper speeds of vehicular traffic approaching the driveways.
Further safety improvements have been made with the roadway design proposed by both
viable build alternatives. The project would limit use of free-slip ramps, which create
intersection speeds, and cross slopes that are not conducive to non-motorized forms of
transportation. The project includes single-lane ramps to minimize crossing distances for
pedestrians and bicyclists. The road profile has been changed in both Alternatives 3 and 6 to
improve stopping-sight distance and decision-sight distance at the southbound ramp.
Local Access Issues
It is important to note that the traffic assessment found that the project build alternatives
forecast the same or better future conditions than the No-Build Alternative. Although not
critical to choosing an interchange option, access to the Los Verdes Parks was reviewed as
part of the traffic assessment to determine if changes to access location or control might
improve the location of the driveways without considerably limiting operations along Los
Osos Valley Road.
New access driveways on Los Osos Valley Road at the western edge of the Los Verdes Parks
I and II developments were considered in the Traffic Operations Report. The report
concluded that while the relocated access would have better spacing between the two existing
intersections with signals of Los Osos Valley Road/South Higuera and Los Osos Valley
Road/northbound on- and off-ramps, the new access points still would not meet California
signal warrants most notably due to the low volume of traffic coming from the Los Verdes
Park driveways. It was further noted that the relocated driveways may need to be restricted to
right in-/right out-only movements in the future due to the low volume approaches, the high
costs for adding signals and the operational reductions that the major corridor may
experience.
New driveways onto South Higuera Street were also considered for both sections of the Los
Verdes development, but need further consideration and discussion between the City and
affected property owners. The new entry for Los Verdes Park II would require right-of-way
Attachment 2
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acquisition across other private property and would change the traffic patterns of the park in
the southeast quadrant. Any new entrance to Los Verdes Park I could present operational
deficiencies for both city street systems as well as localized impacts due to the lack of
frontage space between Los Verdes Drive and South Higuera Street as well as the elevation
difference between Higuera and the local frontage road. Increased noise and the potential for
cut-through traffic trying to avoid the intersection of Higuera and Los Osos Valley Road
could be a problematic result of making this connection.
Attachment 2
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Comment 26
JB Bates (Received via comment card)
Response:
1. Caltrans, the City of San Luis Obispo, and the County of San Luis Obispo recognize that the
Los Verdes Parks I and II were built with a single access to the local roadway system. The
traffic operations report indicated that the various alternatives for the interchange design had
little effect on the future operations of the driveways except that all alternatives studied
showed a better future condition than the No-Build Alternative.
The interchange project alternatives do not preclude work that could address increasing or
changing access to Los Verdes Parks I and II that the City may want to consider. The City
would continue to study this issue as it moves on to the design of the interchange project and
determine if additional changes to access can be made.
A Traffic Study of the Los Verdes driveways along Los Osos Valley Road did not indicate
that increased traffic control was warranted as part of the project. There is no four-way stop
currently included in designs for Los Verdes Parks I or II. The City is studying potential
alternatives to the driveway concern and will continue to monitor this as part of its Annual
Traffic Safety report process. This process annually checks the City for problematic traffic
locations and makes recommendations for mitigation based on traffic collision review and
observations.
Adding signals at the Los Verdes Parks I and II driveways onto Los Osos Valley Road has
been considered. The Traffic Operations Report concluded that the Los Verdes Parks I and II
driveways does not meet signal warrants at this time, nor would it meet signal warrants at the
design year of 2035 per requirements of the State Manual on Uniform Traffic Control
Devices.
1.
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The existing signal at South Higuera and Los Osos Valley Road cannot be removed and/or
relocated to the intersection of Los Osos Valley Road and the Los Verdes Parks I and II
driveways because the traffic volumes at this intersection are considerably higher than the
driveway locations. Turns made at the intersections would become problematic and lead to
considerable back up in all directions (including across the Los Verdes driveway locations)
such that all arterial operations would likely fail. As an example of how large these numbers
are, the future highest left-turn volume from one of the driveways is about 70 vehicles,
compared to the over 800 vehicles that turn left from Los Osos Valley Road onto Higuera.
The need to keep signals at that intersection is critical.
All intersections with signals would include pedestrian crossing controls unless determined
unsafe or detrimental to traffic conditions. As an added safety enhancement, the final design
may include street print (stamped/imprinted asphalt or concrete) for pedestrian crosswalks
with signals. Intersections with signals would also include bicycle detection for the Class II
bike lanes.
Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveways due to the increased capacity and reduction in backups on Los
Osos Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from Higuera Street toward the US 101
freeway and then transition to two lanes north of the Los Verdes driveways. The single-lane
approach may temper speeds of vehicular traffic approaching the location of driveways.
Further safety improvements have been made with the roadway geometrics proposed by both
viable build alternatives. The project limits use of free-slip ramps that create intersection
speeds and cross slopes that are not conducive to non-motorized forms of transportation. The
project includes single-lane ramps to minimize crossing distances for pedestrians and
bicyclists. The roadway profile has been modified in Alternatives 3 and 6 to improve
stopping sight distance and decision sight distance at the southbound ramp.
Local Access Issues
To reiterate the conclusion of the traffic assessment, the build alternatives forecast at the
same or better future conditions than the No-Build Alternative. Although not critical to
choosing an interchange option, access to the Los Verdes Parks was reviewed as part of the
traffic assessment to determine if changes to access location or control might improve the
location of the driveways without considerably limiting operations along Los Osos Valley
Road.
New access driveways on Los Osos Valley Road at the western edge of the Los Verdes Parks
I and II developments were considered in the Traffic Operations Report. The report
concluded that while the relocated access would have better spacing between the two existing
intersections with signals—Los Osos Valley Road/South Higuera and Los Osos Valley
Road/northbound on- and off-ramps, the new access points still would not meet California
signal warrants most notably due to the low volume of traffic coming from the Los Verdes
Park driveways.
It was further identified that the relocated driveways may need to be restricted to right-
in/right-out-only movements in the future due to the low volume approaches, the high costs
for adding signals, and the operational reductions that the major corridor may experience.
Attachment 2
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206
New driveways onto South Higuera Street were also considered for both sections of the Los
Verdes development, but further consideration and discussion between the City and affected
property owners are needed. The connection for Los Verdes Park II would require right-of-
way acquisition across other private property; the connection would also change traffic
patterns in the park’s southeast quadrant.
Any new connection for Los Verdes Park I could present operational deficiencies for city
street systems, as well as localized impacts due to the lack of frontage space between Los
Verdes Drive and South Higuera Street and the elevation difference between Higuera and the
local frontage road. Increased noise and the potential for cut-through traffic trying to avoid
the intersection of Higuera and Los Osos Valley Road could be a problematic result of
making this connection.
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Comment 27
William Bates (Received via comment card)
Response:
1. Caltrans, the City of San Luis Obispo, and the County of San Luis Obispo recognize that the
Los Verdes Parks I and II were built with a single access to the local roadway system. The
Traffic Operations Report concluded that the various alternatives for the interchange design
had little effect on the future operations of the driveways, except that all alternatives studied
showed a better future condition than the No-Build Alternative. The interchange project
alternatives do not preclude work that could address increasing or changing access to Los
Verdes Parks I and II that the City may want to consider. The City would continue to study
this issue as design of the interchange project moves forward and determine if additional
changes to access can be made.
Traffic Study of the Los Verdes driveways along Los Osos Valley Road did not indicate that
increased traffic control was warranted as part of the project. There is no four-way stop
currently included in designs for Los Verdes Park I or II. The City is studying potential
alternatives to the driveway locations and will continue to monitor these locations as part of
its Annual Traffic Safety report process. This process annually checks the city for
problematic traffic locations and makes recommendations for mitigation based on traffic
collision review and observations.
Adding a signal at the Los Verdes Parks I and II driveways onto Los Osos Valley Road has
been considered. The Traffic Operations Report concluded that the Los Verdes Parks I and II
driveways do not meet signal warrants at this time, nor would they meet signal warrants at the
design year of 2035 per requirements of the State Manual on Uniform Traffic Control
Devices.
The existing signal at South Higuera and Los Osos Valley Road cannot be removed and/or
relocated to the intersection of Los Osos Valley Road and the Los Verdes Parks I and II
driveways because the traffic volumes at this intersection are considerably higher than the
1.
Attachment 2
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driveway locations. Turns made at the intersections would become problematic and lead to
considerable back up in all directions (including across the Los Verdes driveway locations)
such that all arterial operations would likely fail. As an example of how large these numbers
are, the future highest left-turn volume from one of the driveways is about 70 vehicles,
compared to the over 800 vehicles that turn left from Los Osos Valley Road onto Higuera.
The need to keep signals at that intersection is critical.
All intersections with signals would include pedestrian-crossing controls unless determined
unsafe or detrimental to traffic conditions. As an added safety enhancement, the final design
may include street print (stamped/imprinted asphalt or concrete) for pedestrian crosswalks
with signals. Intersections with signals would also include bicycle detection for the Class II
bike lanes.
Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveways due to the increased capacity and reduction in backups on Los
Osos Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from Higuera Street toward the US 101
freeway and then transition to two lanes north of the Los Verdes driveways. The single-lane
approach may temper speeds of vehicular traffic approaching the location of driveways.
Further safety improvements have been made with the roadway geometrics proposed by both
viable build alternatives. The project limits use of free-slip ramps that create intersection
speeds and cross slopes that are not conducive to non-motorized forms of transportation. The
project includes single-lane ramps to minimize crossing distances for pedestrians and
bicyclists. The roadway profile has been modified in Alternatives 3 and 6 to improve
stopping sight distance and decision sight distance at the southbound ramp.
Local Access Issues
To reiterate the conclusion of the traffic assessment, the build alternatives forecast at the
same or better future conditions than the No-Build Alternative studied as part of the
interchange proposal. Although not critical to choosing an interchange option, access to the
Los Verdes Parks was reviewed as part of the traffic assessment to determine if changes to
access location or control might improve the driveway locations without considerably
limiting operations along Los Osos Valley Road.
New access driveways on Los Osos Valley Road at the western edge of the Los Verdes Parks
I and II developments were considered in the Traffic Operations Report. The report
concluded that while the relocated access would have better spacing between the two existing
intersections with signals—Los Osos Valley Road/South Higuera and Los Osos Valley
Road/northbound on- and off-ramps, the new access points still would not meet California
signal warrants most notably due to the low volume of traffic coming from the Los Verdes
Park driveways. It was further identified that the relocated driveways may need to be
restricted to right-in/right-out-only movements in the future due to the low volume
approaches, the high costs for adding signals and the operational reductions that the major
corridor may experience.
New driveways onto South Higuera Street were also considered for both sections of the Los
Verdes development, but further consideration and discussion between the City and affected
property owners would be needed. The connection for the Los Verdes II would require right-
Attachment 2
B2 - 264
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
209
of-way acquisition across other private property; the connection would also change traffic
patterns in the park’s southeast quadrant. Any new connection for Los Verdes Park I could
present operational deficiencies for city street systems, as well as localized impacts due to the
lack of frontage space between Los Verdes Drive and South Higuera Street and the elevation
difference between Higuera and the local frontage road. Increased noise and the potential for
cut-through traffic trying to avoid the intersection of Higuera and Los Osos Valley Road
could be a problematic result of making this connection.
The Prado Road Interchange Project is a City project with Caltrans oversight and is identified
in the City General Plan Circulation Element as Projects A.1, A.2, B.4 and C.1. The General
Plan states that the City will ensure that changes to Prado Road (Project A.1, A.2, B.4 and
C.1) and other related system improvements are implemented in a sequence that satisfies
circulation demands caused by area development. Specifically, these projects would be built
if funding is secured from the airport area, the Dalidio area and other development projects
within the City.
Attachment 2
B2 - 265
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
210
Comment 28
Cameron Boyne (Received via comment card)
Response:
1. Question noted. The City reviews each development project that is proposed for various
impact possibilities, including both project-specific and cumulative effects. Whether or not
private development may occur before any infrastructure improvement need (such as the
Prado Road Interchange) is dependent on each project’s impact and associated pro rata share
of that impact on existing facilities.
The City has developed guidelines for this type of review and requires that each development
project be reviewed consistent with those guidelines to meet objectives of impact
identification. Thus, the answer to your first question depends on the individual projects that
will come forward and the potential impacts that may result from each. The Prado Road
interchange is not necessary for the US 101/Los Osos Valley Road Interchange to proceed.
The Prado Road Interchange Project is a City project with Caltrans oversight and is identified
in the City General Plan Circulation Element as Projects A.1, A.2, B.4 and C.1. The General
Plan states that the City will ensure that changes to Prado Road (Project A.1, A.2, B.4 and
C.1) and other related system improvements are implemented in a sequence that satisfies
circulation demands caused by area development. Specifically, these projects would be built
if funding is secured from the airport area, the Dalidio area and other development projects
within the City.
2. Caltrans, the City of San Luis Obispo, and the County of San Luis Obispo recognize that the
Los Verdes Parks I and II were built with a single access to the local roadway system. The
traffic operations report concluded that the various alternatives for the interchange design had
little effect on the future operations of the driveways except that all alternatives studied
showed a better future condition than the No-Build Alternative. The interchange project
alternatives do not preclude work that could address increasing or changing access to Los
Verdes Parks I and II that the City may want to consider. The City would continue to study
1.
2.
3.
Attachment 2
B2 - 266
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
211
this issue as design of the interchange project moves forward and determine if additional
changes to access can be made.
Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveways due to the increased capacity and reduction in backups on Los
Osos Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from Higuera Street toward the US 101
freeway and then transition to two lanes north of the Los Verdes driveways. The single-lane
approach may temper speeds of vehicular traffic approaching the location of driveways.
To reiterate the conclusion of the traffic assessment, the build alternatives forecast at the
same or better future conditions than the No-Build Alternative studied as part of the
interchange investigation. Although not critical to choosing an interchange option, access to
the Los Verdes Parks was reviewed as part of the traffic assessment to determine if changes
to access location or control might improve the driveways location without considerably
limiting operations along Los Osos Valley Road.
New access driveways on Los Osos Valley Road at the western edge of the Los Verdes Parks
I and II developments were considered in the Traffic Operations Report. The report
concluded that while the relocated access would be have better spacing between the two
existing intersections with signals—Los Osos Valley Road/South Higuera and Los Osos
Valley Road/northbound on- and off-ramps, the new access points still would not meet
California signal warrants most notably due to the low volume of traffic coming from the Los
Verdes Park driveways. It was further identified that the relocated driveways may need to be
restricted to right-in/right-out-only movements in the future due to the low volume
approaches, the high costs for adding signals and the operational reductions that the major
corridor may experience.
New driveways onto South Higuera Street were also considered for both sections of the Los
Verdes development, but further consideration and discussion between the City and affected
property owners are needed. The connection for the Los Verdes II would require right-of-way
acquisition across other private property and would change the traffic patterns in the park’s
southeast quadrant. Any new connection for Los Verdes Park I could present operational
deficiencies for city street systems, as well as localized impacts due to the lack of frontage
space between Los Verdes Drive and South Higuera Street and the elevation difference
between Higuera and the local frontage road. Increased noise and the potential for cut-
through traffic trying to avoid the intersection of Higuera and Los Osos Valley Road could be
a problematic result of making this connection.
3. Traffic Study of the Los Verdes driveways along Los Osos Valley Road did not indicate that
increased traffic control was warranted as part of the project. There is no four-way stop
currently included in designs for Los Verdes Park I or II. The City is investigating potential
alternatives to the driveways locations and will continue to monitor these locations as part of
its Annual Traffic Safety report process. This process annually checks the City for
problematic traffic locations and makes recommendations for mitigation based on traffic
collision review and observations.
Adding signals at the Los Verdes Parks I and II driveways onto Los Osos Valley Road has
been considered. The Traffic Operations Report concluded that the Los Verdes Parks I and II
driveways do not meet signal warrants at this time, nor would they meet signal warrants at the
Attachment 2
B2 - 267
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
212
design year of 2035 per requirements of the State Manual on Uniform Traffic Control
Devices.
The existing signal at South Higuera and Los Osos Valley Road cannot be removed and/or
relocated to the intersection of Los Osos Valley Road and the Los Verdes Parks I and II
driveways because the traffic volumes at this intersection are considerably higher than the
driveway locations. Turns made at the intersections would become problematic and lead to
considerable back up in all directions (including across the Los Verdes driveway locations)
such that all arterial operations would likely fail. As an example of how large these numbers
are, the future highest left-turn volume from one of the driveways is about 70 vehicles,
compared to the over 800 vehicles that turn left from Los Osos Valley Road onto Higuera.
The need to keep signals at that intersection is critical.
All intersections with signals would include pedestrian crossing controls unless determined
unsafe or detrimental to traffic conditions. As an added safety enhancement, the final design
may include street print (stamped/imprinted asphalt or concrete) for pedestrian crosswalks
with signals. Intersections with signals would also include bicycle detection for the Class II
bike lanes.
Further safety improvements have been made with the roadway geometrics proposed by both
viable build alternatives. The project limits use of free-slip ramps that create intersection
speeds and cross slopes that are not conducive to non-motorized forms of transportation. The
project includes single-lane ramps to minimize crossing distances for pedestrians and
bicyclists. The roadway profile has been modified in Alternatives 3 and 6 to improve
stopping sight distance and decision sight distance at the southbound ramp.
Local Access Issues
The existing signal at South Higuera and Los Osos Valley Road cannot be removed and/or
relocated to the intersection of Los Osos Valley Road and the Los Verdes Parks I and II
driveways because the traffic volumes at this intersection are considerably higher than the
driveway locations. Turns made at the intersections would become problematic and lead to
considerable back up in all directions (including across the Los Verdes driveway locations)
such that all arterial operations would likely fail. As an example of how large these numbers
are, the future highest left-turn volume from one of the driveways is about 70 vehicles,
compared to the over 800 vehicles that turn left from Los Osos Valley Road onto Higuera.
The need to keep signals at that intersection is critical.
Attachment 2
B2 - 268
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
213
Comment 29
Jan Smith (Received via email)
Response:
1. During the Project Study Report (PSR) phase of the project, Alternative 2 was developed; this
alternative proposed a new roadway alignment connection between South Higuera west of the
Los Verdes development and the Los Osos Valley Road interchange. This alternative
embraced a larger need and purpose than originally proposed for the project and was met with
mixed public support. Additionally, the cost of Alternative 2 was twice that of Alternative 3
and presented substantial environmental impacts to Conservation/Open Space land and San
Luis Obispo Creek. The alignment was also strongly opposed by residents of the Los Verdes
development who did not want a major road along the west and northwest sides of the
development.
2. Due to the high cost, environmental impacts, mixed public opinion, and scope outside the
project’s purpose and need, Alternative 2 was dropped from the list of viable alternatives in
the Draft Project Report and Environmental Document phase of the project. The concept of
this connection does have merit in regard to providing a potential bypass to some vehicular
traffic in the southern section of the City. Unfortunately, it also comes at a high cost, and
there are potential environmental issues. If a bypass (like Alternative 2) to Los Osos Valley
Road is evaluated in the future, it will be studied as a City circulation improvement project
separate from the proposed interchange at US 101/Los Osos Valley Road.
The bypass project is not currently included in the City’s General Plan or County’s Regional
Transportation Plan; however, this project may be included in the next updates of these two
planning and programming documents.
1.
2.
Attachment 2
B2 - 269
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
214
Comment 30
Mike Stephens (Received via email)
Response:
1. Both Alternatives 3 and 6 change Los Osos Valley Road to four lanes (or three, depending if
both westbound lanes on Los Osos Valley Road are striped as part of the project). The
frontage road along Los Verdes Parks would not be eliminated or changed as part of the
project. While most of the work to be done by the project would be at the interchange, minor
improvements would be made to Los Osos Valley Road east and west of the interchange to
tie the project into the local road network.
East of the interchange, at the western edge of the Los Verdes development, the project
would conform to the existing profile and alignment of Los Osos Valley Road. From the
western edge of the Los Verdes development, the project would resurface and restripe the
existing roadway with no change in the existing paved width. No changes need to be made to
the existing curb, gutter, or sidewalk along the Los Verdes development to create the four
lanes. The landscaped raised median would be removed to provide a continuous two-way
left-turn lane and extend the dual left-turn lanes at the intersection of Higuera.
Class II bike lanes would be striped and marked with standard bike lane pavement markings.
All lanes widths would meet City of San Luis Obispo requirements.
1.
Attachment 2
B2 - 270
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
215
Comment 31
Jim Smith (Received via email)
1.
2.
Attachment 2
B2 - 271
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
216
Response:
1. Caltrans, the City of San Luis Obispo, and the County of San Luis Obispo recognize that Los
Verdes Parks I and II were built with a single access to the local roadway system. The Traffic
Operations Report concluded that the various alternatives for the interchange design had little
effect on the future operations of the driveways except that all alternatives studied showed a
better future condition than the No-Build Alternative. The interchange project alternatives do
not preclude work that could address increasing or changing access to Los Verdes Parks I and
II that the City may want to consider. The City will continue to study this issue as design of
the interchange project moves forward and determine if additional changes to the access can
be made.
Traffic Study of the Los Verdes driveways along Los Osos Valley Road did not indicate that
increased traffic control was warranted as part of the project. There is no four-way stop
currently included in designs for Los Verdes Park I or II. The City is studying potential
alternatives to the driveways location and will continue to monitor this location as part of its
Annual Traffic Safety report process. This process annually checks the City for problematic
traffic locations and makes recommendations for mitigation based on traffic collision review
and observations.
2. Adding a signal to the Los Verdes Parks I and II driveways onto Los Osos Valley Road has
been considered. The Traffic Operations Report concluded that the Los Verdes Parks I and II
driveways do not meet signal warrants at this time, nor would they meet signal warrants at the
design year of 2035 per requirements of the State Manual on Uniform Traffic Control
Devices.
The existing signal at South Higuera and Los Osos Valley Road cannot be removed and/or
relocated to the intersection of Los Osos Valley Road and the Los Verdes Parks I and II
driveways because the traffic volumes at this intersection are considerably higher than the
driveway locations. Turns made at the intersections would become problematic and lead to
considerable back up in all directions (including across the Los Verdes driveway locations)
such that all arterial operations would likely fail. As an example of how large these numbers
are, the future highest left-turn volume from one of the driveways is about 70 vehicles,
compared to the over 800 vehicles that turn left from Los Osos Valley Road onto Higuera.
The need to keep signals at that intersection is critical.
All intersections with signals would include pedestrian crossing controls unless determined
unsafe or detrimental to traffic conditions. As an added safety enhancement, the final design
may include street print (stamped/imprinted asphalt or concrete) for pedestrian crosswalks
with signals. Intersections with signals would also include bicycle detection for the Class II
bike lanes.
Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveways due to the increased capacity and reduction in backups on Los
Osos Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from Higuera Street toward the US 101
freeway and then transition to two lanes north of the Los Verdes driveways. The single-lane
approach may temper speeds of vehicular traffic approaching the location of the driveways.
Attachment 2
B2 - 272
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
217
Further safety improvements have been made with the roadway geometrics proposed by both
viable build alternatives. The project limits use of free-slip ramps that create intersection
speeds and cross slopes that are not conducive to non-motorized forms of transportation. The
project includes single-lane ramps to minimize crossing distances for pedestrians and
bicyclists. The roadway profile has been modified in Alternatives 3 and 6 to improve
stopping sight distance and decision sight distance at the southbound ramp.
Attachment 2
B2 - 273
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
218
Comment 32
Gary and Judi Tewell (Received via email)
Response:
1. The connection of Los Osos Valley Road (as an arterial) between Higuera and the US 101
interchange was in the City’s Circulation Element before development of the Los Verdes
Park subdivisions and was coordinated as part of the subdivision approvals that led to the
development of the condominium projects as they exist today. While this connection occurred
after the condominium projects were built, the arterial location and cross section were
completed as part of the public improvements built in coordination of the development
project when it was built in the early 1970s. Unfortunately, single points of access were built
to each of the Los Verdes Parks I and II when they were constructed and are now difficult to
resolve due to the topography and close proximity to adjacent intersection locations.
2. Caltrans, the City of San Luis Obispo, and the County of San Luis Obispo recognize that Los
Verdes Parks I and II were built with a single access to the local roadway system. The traffic
operations report concluded that the various alternatives for the interchange design had little
effect on the future operations of the driveways except that all alternatives studied showed a
better future condition than the No-Build Alternative. The interchange project alternatives do
not preclude work that could address increasing or changing access to Los Verdes Parks I and
II that the City may want to consider. The City would continue to study this issue as design of
the interchange project moves forward and determine if additional changes to access can be
made.
Traffic Study of the Los Verdes driveways along Los Osos Valley Road did not indicate that
increased traffic control was warranted as part of the project. There is no four-way stop
currently included in designs for Los Verdes Park I or II. The City is studying potential
alternatives to the driveway locations and will continue to monitor this as part of its Annual
Traffic Safety report process. This process annually checks the City for problematic traffic
locations and makes recommendations for mitigation based on traffic collision review and
observations.
Adding signals at the Los Verdes Parks I and II driveways onto Los Osos Valley Road has
been considered. The Traffic Operations Report concluded that the Los Verdes Parks I and II
driveways do not meet signal warrants at this time, nor would they meet signal warrants at the
design year of 2035 per requirements of the State Manual on Uniform Traffic Control
Devices.
1.
2.
Attachment 2
B2 - 274
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
219
The existing signal at South Higuera and Los Osos Valley Road cannot be removed and/or
relocated to the intersection of Los Osos Valley Road and the Los Verdes Parks I and II
driveways because the traffic volumes at this intersection are considerably higher than the
driveway locations. Turns made at the intersections would become problematic and lead to
considerable back up in all directions (including across the Los Verdes driveway locations)
such that all arterial operations would likely fail. As an example of how large these numbers
are, the future highest left-turn volume from one of the driveways is about 70 vehicles,
compared to the over 800 vehicles that turn left from Los Osos Valley Road onto Higuera.
The need to keep signals at that intersection is critical.
Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveways due to the increased capacity and reduction in backups on Los
Osos Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from Higuera Street toward the US 101
freeway and then transition to two lanes north of the Los Verdes driveways. The single-lane
approach may temper speeds of vehicular traffic approaching the location of driveways.
Further safety improvements have been made with the roadway geometrics proposed by both
viable build alternatives. The project limits use of free-slip ramps that create intersection
speeds and cross slopes that are not conducive to non-motorized forms of transportation. The
project includes single-lane ramps to minimize crossing distances for pedestrians and
bicyclists. The roadway profile has been modified in Alternatives 3 and 6 to improve
stopping sight distance and decision sight distance at the southbound ramp. These ramp
improvements would provide safer conditions for pedestrians and bicycles by slowing traffic,
increasing visibility, and decreasing sidewalk crossing distances.
Attachment 2
B2 - 275
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
220
Comment 33
Melville Hodge (Received via email)
Response:
1. Alternative 3 has been chosen as the preferred alternative. Please see Section 1.3.4 for further
information on the selection of the preferred alternative.
2. The City continues to work with area businesses, particularly those along the relocated Calle
Joaquin, to develop appropriate improvements to promote access and logical progression of
change that meets the objectives of the public and private interests.
3. After taking into consideration public comments received, the environmental impacts
associated with Alternative 6, input from stakeholders and the Caltrans project development
team, and a comparison of the benefits and impacts of the alternatives, Caltrans has decided
to move forward with Alternative 3.
1.
2.
3.
Attachment 2
B2 - 276
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
221
Comment 34
Ken Johnson (Received via email)
Response:
1. Based on public comments received, the environmental impacts associated with Alternative 6
(like the concerns you raise), input from stakeholders and the Caltrans project development
team, and a comparison of the benefits and impacts of the alternatives, Caltrans has selected
Alternative 3 as the preferred alternative. Alternative 3 would not require any acquisition of
land from this business. Please see Section 1.3.4 for further information on the selection of
the preferred alternative.
2. Alternative 3 (the Minimum Build) proposes to leave the existing ramp intersections in their
current location and make improvements to them to better meet Caltrans standards. While the
alternative does not solve all the various issues at the location, the project forecasts that it will
deliver 20 years of traffic demand and not considerably affect adjacent properties or
businesses.
1.
2.
Attachment 2
B2 - 277
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
222
Comment 35
Jim Smith (Received via court reporter)
Response:
1. Thank you for your comments. A two-way left-turn lane is proposed as part of the project to
allow for the turns as you suggest.
1.
Attachment 2
B2 - 278
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
223
Comment 36
Cameron Boyne (Received via court reporter)
Response:
1. The City reviews each development project that is proposed for various impact possibilities
including both project specific and cumulative effects. Whether or not private development
may occur before any infrastructure improvement need (such as the Prado Road interchange)
is dependent on each project’s impact and associated pro rata share of that impact on existing
facilities. The City has developed guidelines for this type of review and requires that each
development project be reviewed consistent with those guidelines to meet objectives of
impact identification. Thus, the answer to your first question depends on the individual
projects that will come forward and the potential impacts that may result from each. The
Prado Road interchange is not necessary for the US 101/Los Osos Valley Road interchange to
proceed. The Prado Road Interchange Project is a City project with Caltrans oversight and is
identified in the City General Plan Circulation Element as Projects A.1, A.2, B.4 and C.1.
The General Plan states that the City will ensure that changes to Prado Road (Project A.1,
A.2, B.4 and C.1) and other related system improvements are implemented in a sequence that
satisfies circulation demands caused by area development. Specifically, these projects would
be built if funding is secured from the airport area, the Dalidio area and other development
projects within the City.
2. Caltrans, the City of San Luis Obispo, and the County of San Luis Obispo recognize that the
Los Verdes Parks I and II were built with a single access to the local roadway system. The
traffic operations report concluded that the various alternatives for the interchange design had
little effect on the future operations of the driveways except that all alternatives studied
showed a better future condition than the No-Build Alternative. The interchange project
alternatives do not preclude work that could address increasing or changing access to Los
Verdes Parks I and II that the City may want to consider. The recommendation of the project
report and environmental document is that the City continue to study this issue as it moves
onto the design of the interchange project and determine if additional changes to access can
be made.
1.
2.
3.
Attachment 2
B2 - 279
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
224
Traffic Study of the Los Verdes driveways along Los Osos Valley Road did not indicate that
increased traffic control was warranted as part of the project. There is no four-way stop
currently included in designs for Los Verdes Park I or II. The City is studying potential
alternatives to the driveways locations and will continue to monitor these locations as part of
its Annual Traffic Safety report process. This process annually checks the city for
problematic traffic locations and makes recommendations for mitigation based on traffic
collision review and observations.
Adding signals at the Los Verdes Parks I and II driveways onto Los Osos Valley Road has
been considered. The Traffic Operations Report concluded that the Los Verdes Parks I and II
driveways does not meet signal warrants at this time, nor would it meet signal warrants at the
design year of 2035 pursuant to requirements of the State Manual on Uniform Traffic Control
Devices.
3. The existing signal at South Higuera and Los Osos Valley Road cannot be removed and/or
relocated to the intersection of Los Osos Valley Road and the Los Verdes Parks I and II
driveways because the traffic volumes at this intersection are considerably higher than the
driveway locations. Turns made at the intersections would become problematic and lead to
considerable back up in all directions (including across the Los Verdes driveway locations)
such that all arterial operations would likely fail. As an example of how large these numbers
are, the future highest left-turn volume from one of the driveways is about 70 vehicles,
compared to the over 800 vehicles that turn left from Los Osos Valley Road onto Higuera.
The need to keep signals at that intersection is critical.
All intersections with signals would include pedestrian crossing controls unless determined
unsafe or detrimental to traffic conditions. As an added safety enhancement, the final design
may include street print (stamped/imprinted asphalt or concrete) for pedestrian crosswalks
with signals. Intersections with signals would also include bicycle detection for the Class II
bike lanes.
Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveways due to the increased capacity and reduction in backups on Los
Osos Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from Higuera Street toward the US 101
freeway and then transition to two lanes north of the Los Verdes driveways. The single-lane
approach may temper speeds of vehicular traffic approaching the location of driveways.
Further safety improvements have been made with the roadway geometrics proposed by both
viable build alternatives. The project limits use of free-slip ramps that create intersection
speeds and cross slopes that are not conducive to non-motorized forms of transportation. The
project includes single-lane ramps to minimize crossing distances for pedestrians and
bicyclists. The roadway profile has been modified in Alternatives 3 and 6 to improve
stopping sight distance and decision sight distance at the southbound ramp.
Attachment 2
B2 - 280
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
225
Comment 37
Marilyn Reasoner (Received via court reporter)
Response:
1. Comments noted. Caltrans, the City of San Luis Obispo, and the County of San Luis Obispo
recognize that the Los Verdes Parks I and II were built with a single access to the local
roadway system. The traffic operations report conducted indicated that the various
alternatives for the interchange design had little effect on the future operations of the
driveways except that all alternatives studied showed a better future condition than the No-
Build Alternative. The interchange project alternatives do not preclude work that could
address increasing or changing access to Los Verdes Parks I and II that the City may want to
consider. The City would continue to study this issue as it moves onto the design of the
interchange project and determine if additional modifications of the access conditions can be
accomplished.
Traffic Study of the Los Verdes driveways along Los Osos Valley Road did not indicate that
increased traffic control was warranted as part of the project. There is no four-way stop
currently included in designs for Los Verdes Park I or II. The City is studying potential
alternatives to the driveway locations and will continue to monitor this as part of its Annual
Traffic Safety report process. This process annually checks the city for problematic traffic
locations and makes recommendations for mitigation based on traffic collision review and
observations.
Adding a signal at the Los Verdes Parks I and II driveways onto Los Osos Valley Road has
been considered. The Traffic Operations Report concluded that the Los Verdes Parks I and II
driveways do not meet signal warrants at this time, nor would they meet signal warrants at the
design year of 2035 per requirements of the State Manual on Uniform Traffic Control
Devices.
The existing signal at South Higuera and Los Osos Valley Road cannot be removed and/or
relocated to the intersection of Los Osos Valley Road and the Los Verdes Parks I and II
driveways because the traffic volumes at this intersection are considerably higher than the
driveway locations. Turns made at the intersections would become problematic and lead to
considerable back up in all directions (including across the Los Verdes driveway locations)
such that all arterial operations would likely fail. As an example of how large these numbers
1.
Attachment 2
B2 - 281
Appendix D Public Comments and Responses
Los Osos Valley Road/US 101 Interchange Improvements Project Initial Study
226
are, the future highest left-turn volume from one of the driveways is about 70 vehicles,
compared to the over 800 vehicles that turn left from Los Osos Valley Road onto Higuera.
The need to keep signals at that intersection is critical.
All intersections with signals would include pedestrian crossing controls unless determined
unsafe or detrimental to traffic conditions. As an added safety enhancement, the final design
may include street print (stamped/imprinted asphalt or concrete) for pedestrian crosswalks
with signals. Intersections with signals would also include bicycle detection for the Class II
bike lanes.
Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveways due to the increased capacity and reduction in backups on Los
Osos Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from Higuera Street toward the US 101
freeway and then transition to two lanes north of the Los Verdes driveways. The single-lane
approach may temper speeds of vehicular traffic approaching the location of driveways
Further safety improvements have been made with the roadway geometrics proposed by both
viable build alternatives. The project limits use of free-slip ramps that create intersection
speeds and cross slopes that are not conducive to non-motorized forms of transportation. The
project includes single-lane ramps to minimize crossing distances for pedestrians and
bicyclists. The roadway profile has been modified in Alternatives 3 and 6 to improve
stopping sight distance and decision sight distance at the southbound ramp.
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Comment 38
Lisbeth Ceaser (Received via court reporter)
1.
2.
3.
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Response:
1. Please see the Air Quality discussion in Chapter 2 for additional information. No impacts are
anticipated.
2. Noise
With respect to CEQA, Caltrans defines a 12 dBA increase due to the project as significant
noise impact. Since the proposed project does not increase noise levels by 12 dBA or more, it
would not result in a significant noise impact (see noise discussion in the beginning of
Chapter 2). However, the project would use alternative paving techniques, which may include
open-grade or rubberized asphalt between South Higuera and San Luis Obispo Creek bridge
on Los Osos Valley Road for Los Verdes Parks I and II as an environmental enhancement
measure. Rubberized and open-grade asphalt is known as “quiet pavement” because it
reduces the audible noise emanating from traffic.
The project in all cases would not contribute to traffic noise level increases because the No-
Build levels are the same if not higher (at receptor locations near Los Verdes Parks I and II)
than with project conditions.
3. Pedestrian crossing facilities currently available for crossing Los Osos Valley Road are
located at the South Higuera and Calle Joaquin intersection. Existing crossing facilities will
remain the same and the project will include additional pedestrian crossing facilities at the US
101/Los Osos Valley Road northbound on- and off-ramps. The pedestrian crossing facilities
will be adequate for all pedestrians and conform to Americans with Disabilities Act
requirements. As an added safety enhancement, the final design may include street print
(stamped/imprinted asphalt or concrete) for pedestrian crosswalks with signals. Intersections
with signals would also include bicycle detection for the Class II bike lanes. A pedestrian
crossing of Los Osos Valley Road at Los Verdes Parks I and II is not warranted nor
recommended at this time. Safe pedestrian crossing facilities necessitate a stop-controlled
facility. Mid-block pedestrian crossings are historically unsafe. Since a stop-controlled
facility is not warranted at the entrances of the Los Verdes Parks (refer to following
paragraphs), a pedestrian crossing of Los Osos Valley Road at the Los Verdes Parks is not
feasible.
Traffic Study of the Los Verdes driveways along Los Osos Valley Road did not indicate that
increased traffic control was warranted as part of the project. There is no four-way stop
currently included in designs for Los Verdes Park I or II. The City is studying potential
alternatives to the driveway locations and will continue to monitor these locations as part of
its Annual Traffic Safety report process. This process annually checks the city for
problematic traffic locations and makes recommendations for mitigation based on traffic
collision review and observations.
Adding signals at the Los Verdes Parks I and II driveways onto Los Osos Valley Road has
been considered. The Traffic Operations Report concluded that the Los Verdes Parks I and II
driveways do not meet signal warrants at this time, nor would they meet signal warrants at the
design year of 2035 per requirements of the State Manual on Uniform Traffic Control
Devices.
The existing signal at South Higuera and Los Osos Valley Road cannot be removed and/or
relocated to the intersection of Los Osos Valley Road and the Los Verdes Parks I and II
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driveways because the traffic volumes at this intersection are considerably higher than the
driveway locations. Turns made at the intersections would become problematic and lead to
considerable back up in all directions (including across the Los Verdes driveway locations)
such that all arterial operations would likely fail. As an example of how large these numbers
are, the future highest left-turn volume from one of the driveways is about 70 vehicles,
compared to the over 800 vehicles that turn left from Los Osos Valley Road onto Higuera.
The need to keep signals at that intersection is critical.
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Comment 39
Eugene Judd (Received via court reporter)
1.
2.
3.
4.
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Response:
1. Large truck traffic is discussed on page 9 of the Traffic Operations Report (2007). The report
recognized that although large truck traffic is prohibited on the segment of Los Osos Valley
Road between South Higuera Street and US 101, large trucks do use this route. To account
for large truck traffic, the Traffic Operations Report applied a peak hour truck percentage of
8% for mainline US 101 and 2% for ramps and local roadways. In addition, the law does not
allow local jurisdictions to prohibit truck movements along City streets unless a safety issue
is apparent.
2. Intercity transit in this area is operated by the San Luis Obispo Regional Transit Authority
(SLORTA). Currently, Route 10 of SLORTA provides local transit service in the area, but
does not use the Los Osos Valley Road interchange. Transit service within the City of San
5.
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Luis Obispo is provided by SLO Transit. SLO Transit does not operate any routes that use the
Los Osos Valley Road interchange.
The possibility of transit service using the Los Osos Valley Road interchange has been
reviewed, but was not warranted or determined to be an efficient route service at this time.
Limited opportunities to enhance transit service are provided by this project as the project is
mainly focused on widening Los Osos Valley Road between the ramp intersections on either
side of US 101 where no appropriate locations exist for transit stops. Other improvements
include ramp widenings, which do not present opportunities for transit enhancements.
The project would reduce congestion along this transit corridor and would not have any
negative impacts on existing or future transit service.
3. Induced traffic is represented in the proposed project forecast volumes as determined in the
Final Traffic Operation Report for the 2035 design year; however, it is important to note that
any induced traffic associated with the project is much lower than new traffic growth
associated with land use changes in the county area and passing through the US 101/Los Osos
Valley Road interchange and adjacent street system. All technical studies use these results
that are consistent with the County and City of San Luis Obispo General Plan Circulation
Elements, Regional Transportation Plan and the Regional Transportation Improvement
Program, which are developed for long-term 20-year and 5-year solutions, respectively.
4. Please refer to Section 2.6 of the environmental document for discussion and analysis of
AB32, greenhouse gases, and climate change.
5. Based on the context of the comment discussing Los Osos Valley Road as a cul-de-sac and
the “new Los Osos Valley Road”, we understand the comment to be in regard to the bypass
and not the bike path. In regard to the bypass, during the Project Study Report (PSR) phase
of the project, Alternative 2 was developed. Alternative 2 proposed a new roadway alignment
connection between South Higuera west of the Los Verdes development and the Los Osos
Valley Road interchange. This alternative embraced a larger need and purpose than originally
proposed for the project and was met with mixed public support. Additionally the cost of
Alternative 2 was twice that of Alternative 3 and presented substantial environmental impacts
to Conservation/ Open Space land and San Luis Obispo Creek. The alignment was also
strongly opposed by some residents of the Los Verdes developments who did not want a
major road along the west and northwest sides of their development unless Los Osos Valley
Road was terminated. This alternative does not exist in any regional transportation plan or
City planning document at this time.
Due to the high cost, environmental impacts, mixed public opinion, and scope outside the
projects purpose and need, Alternative 2 was dropped from the list of viable alternatives
studied in the environmental document. However, as part of the City Council direction of
developing all project alternatives for the US 101/Los Osos Valley Road interchange project,
each of the proposed alternatives do not preclude this alternative from being built at a future
time should this project be included in the next update of the City’s Circulation Element or
the County’s Regional Transportation Plan.
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Comment 40
Ruth Wilhelm (Received via court reporter)
1.
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Response:
1. Thank you for your comments and suggestions. Caltrans, the City of San Luis Obispo, and
the County of San Luis Obispo recognize that the Los Verdes Parks I and II were built with a
single access to the local roadway system. The traffic operations report concluded that the
various alternatives for the interchange design had little effect on the future operations of the
driveways except that all alternatives studied showed a better future condition than the No-
Build Alternative. The interchange project alternatives do not preclude work that could
address increasing or changing access to Los Verdes Parks I and II that the City may want to
consider. The City would continue to investigate this issue as it moves onto the design of the
interchange project and determine if additional changes to access can be made.
2.
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Traffic Study of the Los Verdes driveways along Los Osos Valley Road did not indicate that
increased traffic control was warranted as part of the project. There is no four-way stop
currently included in designs for Los Verdes Park I or II. The City is investigating potential
alternatives to the driveway locations and will continue to monitor these locations as part of
its Annual Traffic Safety report process. This process annually checks the city for
problematic traffic locations and makes recommendations for mitigation based on traffic
collision review and observations.
Adding signals at the Los Verdes Parks I and II driveways onto Los Osos Valley Road has
been considered. The Traffic Operations Report concluded that the Los Verdes Parks I and II
driveways do not meet signal warrants at this time, nor would they meet signal warrants at the
design year of 2035 per requirements of the State Manual on Uniform Traffic Control
Devices.
The existing signal at South Higuera and Los Osos Valley Road cannot be removed and/or
relocated to the intersection of Los Osos Valley Road and the Los Verdes Parks I and II
driveways because the traffic volumes at this intersection are considerably higher than the
driveway locations. Turns made at the intersections would become problematic and lead to
considerable back up in all directions (including across the Los Verdes driveway locations)
such that all arterial operations would likely fail. As an example of how large these numbers
are, the future highest left-turn volume from one of the driveways is about 70 vehicles,
compared to the over 800 vehicles that turn left from Los Osos Valley Road onto Higuera.
The need to keep signals at that intersection is critical.
All intersections with signals would include pedestrian crossing controls unless determined
unsafe or detrimental to traffic conditions. As an added safety enhancement, the final design
may include street print (stamped/imprinted asphalt or concrete) for pedestrian crosswalks
with signals. Intersections with signals would also include bicycle detection for the Class II
bike lanes.
Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveways due to the increased capacity and reduction in backups on Los
Osos Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from Higuera Street toward the US 101
freeway and then transition to two lanes north of the Los Verdes driveways until the City
determines it is needed. The single-lane approach may temper speeds of vehicular traffic
approaching the location of driveways.
Further safety improvements have been made with the roadway geometrics proposed by both
viable build alternatives. The project limits use of free-slip ramps that create intersection
speeds and cross slopes that are not conducive to non-motorized forms of transportation. The
project includes single-lane ramps to minimize crossing distances for pedestrians and
bicyclists. The roadway profile has been modified in Alternatives 3 and 6 to improve
stopping sight distance and decision sight distance at the southbound ramp.
Please accept our apologies if the presentation exhibit was unclear about the locations of the
stop signs. We will clarify this detail for future City presentations.
2. No additional proposed culverts would be built under US 101. Your comments regarding
transient issues are noted and will be forwarded to the City for review and action. The City’s
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park rangers enforce the no-camping provision for the creek areas and will continue to work
in the area to address your concerns.
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Comment 41
Liz Apfelberg (Received via court reporter)
Response:
1. Thank you for your comment. The project would use alternative paving techniques, which
may include open-grade or rubberized asphalt between South Higuera and San Luis Obispo
Creek bridge on Los Osos Valley Road for Los Verdes Parks I and II as an environmental
enhancement measure.
1.
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Comment 42
Terry Mohan (Received via court reporter)
Response:
1. During the Project Study Report (PSR) phase of the project, the Project Development Team
considered seven project alternatives and evaluated them based on project cost, level of
service and other traffic data, and specific environmental impacts. Alternative 2 was
evaluated and eliminated based on these criteria discussed in the Project Study Report and
Section 1.3 of the environmental document. Alternative 2 proposed a new roadway alignment
connection between South Higuera west of the Los Verdes development and the Los Osos
Valley Road interchange and as you suggested, evaluated the possibility of using Calle
Joaquin as the intersections for the southbound on- and off-ramps from US 101. Please refer
to Section 1.3 of the environmental document for a discussion of the alternatives considered
but eliminated and a discussion and reasoning for selecting Alternative 3.
2. Traffic volume forecasts are based on General Plan build-out conditions for the City of San
Luis Obispo. The Traffic Operation Report is included the Draft Project Report (2008) listed
1.
2.
3.
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at the following website: www.slocity.org/publicworks/lovric.asp. The intersections that
would have the most influence on the proposed project were considered in the traffic models
(these intersections are in Table 2.1-2 in the environmental document).
The San Luis Obispo Citywide Traffic Model (SLOCTM) was used to develop traffic
projections at the US 101/Los Osos Valley Road interchange and study intersections under
General Plan build-out conditions. General Plan build-out conditions reflect traffic conditions
approximately 30 years in the future (beyond year 2035 conditions). The Traffic Operations
Report evaluated the study area and developed forecasts for the required 20-year study
window. The study area was selected in consultation with City of San Luis Obispo and
Caltrans staff per the requirements set forth in the December 2002 Caltrans Guide for the
Preparation of Traffic Impact Studies.
3. Caltrans, the City of San Luis Obispo, and the County of San Luis Obispo recognize that the
Los Verdes Parks I and II were built with a single access to the local roadway system. The
traffic operations report concluded that the various alternatives for the interchange design had
little effect on the future operations of the driveways except that all alternatives studied
showed a better future condition than the No-Build Alternative. The interchange project
alternatives do not preclude work that could address increasing or changing access to Los
Verdes Parks I and II that the City may want to consider. The City would continue to study
this issue as design of the interchange project moves forward and determine if additional
changes to access can be made.
Traffic Study of the Los Verdes driveways along Los Osos Valley Road did not indicate that
increased traffic control was warranted as part of the project. There is no four-way stop
currently included in designs for Los Verdes Park I or II. The City is studying potential
alternatives to the driveway locations and will continue to monitor this as part of its Annual
Traffic Safety report process. This process annually checks the city for problematic traffic
locations and makes recommendations for mitigation based on traffic collision review and
observations.
Adding signals at the Los Verdes Parks I and II driveways onto Los Osos Valley Road has
been considered. The Traffic Operations Report concluded that the Los Verdes Parks I and II
driveways do not meet signal warrants at this time, nor would they meet signal warrants at the
design year of 2035 per requirements of the State Manual on Uniform Traffic Control
Devices.
The existing signal at South Higuera and Los Osos Valley Road cannot be removed and/or
relocated to the intersection of Los Osos Valley Road and the Los Verdes Parks I and II
driveways because the traffic volumes at this intersection are considerably higher than the
driveway locations. Turns made at the intersections would become problematic and lead to
considerable back up in all directions (including across the Los Verdes driveway locations)
such that all arterial operations would likely fail. As an example of how large these numbers
are, the future highest left-turn volume from one of the driveways is about 70 vehicles,
compared to the over 800 vehicles that turn left from Los Osos Valley Road onto Higuera.
The need to keep signals at that intersection is critical.
All intersections with signals would include pedestrian crossing controls unless determined
unsafe or detrimental to traffic conditions. As an added safety enhancement, the final design
may include street print (stamped/imprinted asphalt or concrete) for pedestrian crosswalks
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with signals. Intersections with signals would also include bicycle detection for the Class II
bike lanes.
Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveways due to the increased capacity and reduction in backups on Los
Osos Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from Higuera Street toward the US 101
freeway and then transition to two lanes north of the Los Verdes driveways. The single-lane
approach may temper speeds of vehicular traffic approaching the location of driveways.
Further safety improvements have been made with the roadway geometrics proposed by both
viable build alternatives. The project limits use of free-slip ramps that create intersection
speeds and cross slopes that are not conducive to non-motorized forms of transportation. The
project includes single-lane ramps to minimize crossing distances for pedestrians and
bicyclists. The roadway profile has been modified in Alternatives 3 and 6 to improve
stopping sight distance and decision sight distance at the southbound ramp.
Local Access Issues
To reiterate the conclusion of the traffic assessment, the build alternatives forecast at the
same or better future conditions than the No-Build alternative. Although not critical to
choosing and interchange option, access to the Los Verdes Parks was reviewed as part of the
traffic assessment to determine if changes to access location or control might improve the
driveway locations without considerably limiting operations along Los Osos Valley Road.
New access driveways on Los Osos Valley Road at the western edge of the Los Verdes Parks
I and II development were considered in the Traffic Operations Report. The report concluded
that while the relocated access would be have better spacing between the two existing
intersections with signals at the Los Osos Valley Road/South Higuera and Los Osos Valley
Road/northbound on-and off-ramps, the new access points still would not meet California
signal warrants most notably due to the low volume of traffic coming from the Los Verdes
Park driveways. It was further identified that the relocated driveways may need to be
restricted to right-in/right-out-only movements in the future due to the low volume
approaches, the high costs for adding signals and the operational reductions that the major
corridor may experience.
New driveways onto South Higuera Street were also considered for both sections of the Los
Verdes development, but need further consideration and discussion between the City and
affected property owners. The driveways for the Los Verdes II would require right-of-way
acquisition across other private property and would change traffic patterns in the southeast
quadrant of the park. Any new connection for Los Verdes Park I could present operational
deficiencies for city street systems as well as localized impacts due to the lack of frontage
space between Los Verdes Drive and South Higuera Street and the elevation difference
between Higuera and the local frontage road. Increased noise and the potential for cut-
through traffic trying to avoid the intersection of Higuera and Los Osos Valley Road could be
a problematic result of making this connection.
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Comment 43
Michael McGuire (Received via court reporter)
Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin soon. The
design teams for both projects have coordinated efforts to ensure that the connection is
completed efficiently and in an appropriate location along Los Osos Valley Road. The trail
connections are a high priority project for the City of San Luis Obispo. This project does not
preclude a future extension of the trail under or over Los Osos Valley Road to the Bob Jones
City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
The project would install standard 5-foot Class II bike lanes and connect to and preserve the
existing 6-foot sidewalks in front of the Los Verdes Parks I and II development. Class II bike
lanes are one-way facilities with pavement markings that separate bicyclists from the
1.
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vehicular travel lanes. The City General Plan calls for Class II facilities along arterial routes.
Class II bike lanes have been found to provide more consistent separation between bicyclists
and passing motorists. Marked bicycle lanes can also benefit pedestrians; turning motorists
slow and yield to bicyclists, and they would likely also do so for pedestrians.
All intersections with signals would include pedestrian crossing controls. As an added safety
enhancement, the final design may include street print (stamped/imprinted asphalt or
concrete) for pedestrian crosswalks with signals. Intersections with signals would also
include bicycle detector loops for the Class II bike lanes.
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Comment 44
Michael C. Sullivan (Received via email and letter)
1.
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2.
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3.
4.
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Response:
1. Response #1 – Public Input
The City of San Luis Obispo met with the Los Verdes Parks I and II Home Owners
Association boards and Caltrans held a public hearing to meet CEQA requirements. Public
input was received either at the hearings/meetings or during the circulation period. The
meeting on July 8, 2008 satisfies CEQA requirements for public input. In addition to the
public hearings, several public meetings were held with Los Verdes I and II Homeowners
5.
6.
7.
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Association. The City Council also received project status updates during the development of
the project.
Multiple meetings were held throughout the project development phase: meetings with the
general public, meetings specifically with members of the Los Verdes Parks, other project
update and funding discussions by the City Council, and the required public hearing for
CEQA discussion. The public hearing was conducted in an open format style. Public input
was received either at the hearings/meetings or during the circulation period. In addition,
Caltrans staff was on hand at the hearing to answer questions and listen to comments by the
public. A partial list of these meetings is provided below. It is our conclusion that CEQA
public involvement requirements have been met. A court reporter was present at the public
hearing on July 8, 2008 to record comments for the formal administrative record, and all of
the comments are incorporated into the final report.
Public Scoping Meeting #1: March 27, 2003
Public Scoping Meeting #2: July 1, 2004
Los Verdes Home Owners Association Meeting: March 11, 2003
Los Verdes Home Owners Association Meeting: July 1, 2008
Public Hearing: July 8, 2008
The public meetings, City Council presentations, and public hearings were advertised in The
Tribune newspaper. In addition, notices of the public hearing were sent to interested parties
and occupants/tenants within about 2,000 feet of the interchange.
The purpose of the public hearing was to obtain public comment and to ensure that
transportation decisions are consistent with the goals and objectives of federal, State, and
local entities.
The meetings provided opportunities for members of the public to see the final proposed
alternatives and provide their input. The meetings were well attended by the members of the
public and homeowners near the project.
As part of project development, two individual working group meetings with the Los Verdes
Home Owners Association were held: one on March 11, 2003 and another on July 1, 2008.
While the time between these meetings was longer than expected, the delay in the meetings
was a result of the studies and technical reviews conducted for the project alternatives in the
interim.
Project alternatives were considered and evaluated during the Project Study Report (approved
February 27, 2004) phase of the project. Seven alternatives were considered by the Project
Development Team and evaluated based on project cost, level of service and other traffic
data, and specific environmental impacts (including public input). Two of these Alternatives
(3 and 6) met the purpose and need of the project and had the least environmental impacts.
Based on public comments received and the environmental impacts associated with
Alternative 6, Caltrans selected Alternative 3 as the preferred alternative. Please refer to
Section 1.3 of the environmental document for a discussion of public involvement in the
selection of Alternatives.
2. Response #2 Alternative Evaluation
Please refer to response for Comment #1 for discussion on Alternative selection during public
hearings.
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3. Response #3 – Traffic Study Area
All traffic volume forecasts were done using the City’s traffic model and are based on
General Plan build-out conditions for the City of San Luis Obispo. The intersections that
would have most influence on the proposed project were considered in the traffic models
(these intersections are in Table 2.1-2 in the environmental document).
The San Luis Obispo Citywide Traffic Model (SLOCTM) forecasts external traffic through
the project area based on land use assumptions in the exterior area that you mention in your
comment. The traffic study includes an analysis that forecasts 20 years “after” project build
conditions that was used to develop traffic projections at the US 101/Los Osos Valley Road
interchange and other study intersections. This 2035 scenario is commensurate with the City
General Plan build-out conditions that were forecast in the City’s Circulation Element.
General Plan build-out conditions reflect traffic conditions approximately 30 years in the
future (beyond year 2035 conditions) and forecast a very conservative traffic volume scenario
through the interchange.
The Traffic Operations Report evaluated the study area and developed forecasts for the
required 20-year study window. The study area was selected in consultation with City of San
Luis Obispo and Caltrans staff per the requirements set forth in the December 2002 Caltrans
Guide for the Preparation of Traffic Impact Studies. The rectangle on figure 1 of the Traffic
Operations Report represents a generalized study area. This study area is consistent with
other environmental study areas used for regionally important projects that have been
reviewed by the City. (See page 1 of the Traffic Operations Report for key intersections,
freeway mainline segments, and freeway ramp junctions studied in the report.)
It is important to note that the traffic operation report, conducted for the Los Osos Valley
Road interchange project, is a project-specific assessment and is not intended, nor required by
CEQA, to study broad-ranging or other regional planning implications that are beyond the
scope or impact of the project under review.
4. Response #4 – Prado
The Traffic Operations Report includes a variety of alternative scenarios that forecast future
conditions for both land use growth changes as well as infrastructure changes. The 2035
scenario of the operations report must address potential changes at the project location and
other changes that might be made for regionally important infrastructure improvements.
Because the 2035 scenario coincides with the City’s build-out of its General Plan, the Traffic
Operations Report assumes as a baseline that the Prado Road interchange would be improved
so that it is consistent with the City’s Circulation Element. CEQA and Caltrans
environmental guidelines require that the document be consistent with the City’s General
Plan and the County’s Regional Transportation Plan, both of which include improvements at
the Prado Road interchange.
The City has also developed guidelines for this type of review and requires that each project
be reviewed consistently with those guidelines to meet CEQA objectives of impact
identification. So, the answer to first question is that Prado Road has been considered in the
impact assessment. The Prado Road interchange is not necessary for the US 101/Los Osos
Valley Road interchange to proceed. The Prado Road Interchange Project is a City project
with Caltrans oversight and is identified in the City General Plan Circulation Element as
Projects A.1, A.2, B.4 and C.1. The General Plan states that the City will ensure that changes
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to Prado Road (Project A.1, A.2, B.4 and C.1) and other related system improvements are
implemented in a sequence that satisfies circulation demands caused by area development.
Specifically, these projects would be built if funding is secured from the airport area, Dalidio
area and other development projects within the City.
The Traffic Operations Report also assessed how the US 101/Los Osos Valley Road
interchange would function if the Prado Road interchange were delayed in construction
longer than the 2035 timeframe.
Finally, Los Osos Valley Road interchange Alternative #4 “Los Osos Valley Road-Prado
Hybrid” analyzed sharing the US 101 on- and off-ramps for both Prado Road and Los Osos
Valley Road in between the two interchanges on the west side of the freeway.
5. Response #5 – Future Widening of US 101
All final alternatives have been designed to allow the eventual six lanes of the US 101
freeway; therefore, analysis of this as an alternative in the environmental review is not
necessary. Future widening of US 101 from four lanes to six lanes was also discussed in the
Traffic Operations Report.
6. Response #6 – Bike Lanes
The City’s Bicycle Transportation Plan, dated May 15, 2007, designates Class II bikeway
facilities on Los Osos Valley Road. Class II bikeway facilities are safe and clearly mark areas
for bicycles and cars along roadways that must be shared by different modes of travel. All
three bikeway classifications should be used to provide connectivity and degrees of
separation between the modes.
The interchange project would install Class II bike lanes on Los Osos Valley Road consistent
with city standards. Class II bike lanes are one-way facilities with pavement markings used to
establish specific lines separating bicycles from vehicular travel lanes. While Class I bikeway
facilities provide the greatest degree of separation between modes, not all bicycle riders
choose to use Class I facilities. Many experienced bicyclists prefer to use the main roadway
for their daily commutes; in these cases, Class II facilities provide them with greater
separation than the Class III bike route designation or no bicycle facility at all.
7. Response #7 – Design Flexibility
The City Council has directed staff to develop viable alternatives that do not preclude the
eventual conversion of the interchange to incorporate the cross-town connection that you
suggest. Both Alternatives 3 and 6 have been designed with enough design flexibility to not
prohibit a future change and the possibility of a bypass similar to Alternative 2.
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Comment 45
Vicente del Rio (Received via email)
1.
3.
2.
4.
5.
6.
7.
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Response:
1. It was Caltrans’ intent to hold the public hearing with sufficient time for the public to review
the Initial Study and provide input. Consideration was given to the time and location of the
times of all the public meetings held for the project. Multiple public meetings (including
scoping meetings, City council meetings, Homeowners Association meetings, and a public
hearing) were held throughout the project development phase. Below is a list of meetings that
were available to the residents of the Los Verdes Parks I and II. Public involvement
requirements have been met. A court reporter was present at the last public hearing on July 8,
2008 to record comments for the formal administrative record.
Public Scoping Meeting #1: March 27, 2003
Public Scoping Meeting #2: July 1, 2004
Los Verdes Home Owners Association Meeting: March 11, 2003
Los Verdes Home Owners Association Meeting: July 1, 2008
Public Hearing: July 8, 2008
The purpose of the public hearing is to solicit public comment on the environmental
document and project alternatives.
The various meetings provided opportunities for the public to learn about the proposed
alternatives and provide feedback. The Initial Study, which explains the proposed project and
its environmental impact, was distributed in June 2008. CEQA regulations require a public
comment period lasting at least 30 days after the distribution of the Initial Study. The public
hearing, which is optional under CEQA for a Mitigated Negative Declaration, was scheduled
in July 2008 in coordination with the required public comment period.
2. The study area that pertains to the Traffic Study Area in the Final Traffic Operations Report
applies to the traffic study only and not other environmental resources. As described in the
legend of the “Traffic Study Area (Final Traffic Operations Report, p. 2),” the dotted line in
the shape of a rhombus is the “Scope of Interchange Modifications,” meaning that the only
interchange changes would take place within the dotted lines. This includes the intersections
labeled 2, 3, 4, and 5. No other intersections would be changed in any way, only intersections
2 through 5.
In the legend, it states that the “Study Intersection” is labeled numerically, so that each
intersection corresponds with a number to identify it easily. Intersections 1, 2, 3, 4, 5, 6, 7,
and 8 are the intersections that were studied for the Final Traffic Operations Report, not just
intersections 2, 3, 4, and 5. In Section 1, Introduction, Study Locations, all of the
intersections are listed with the name of the exact intersection, including Freeway Mainline
Segments and Freeway Ramp Junctions.
The project area is shown in Figure 1.1-1 of the Initial Study. The project area was delineated
to include the areas of permanent and temporary disturbance resulting from the proposed
project. Although the project area in Figure 1.1-1 is largely limited to areas that would
experience ground disturbance, evaluations regarding traffic, air quality, noise, and aesthetics
were conducted in a manner that takes into account larger areas that could be potentially
affected by the project, depending on characteristics of the environmental resource. In
particular:
See two paragraphs above. Traffic was evaluated for the interchange changes inside
the Traffic Study Area. Traffic was also evaluated at intersections not proposed for
change, but potentially affected.
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A Noise Impact Analysis evaluated potential noise impacts resulting from the
proposed project. Noise measurements and modeled noise receptors were located at
areas with potential to be affected by the proposed project. Locations of these
measurements and receptors were not just within the project construction footprint, but
alongside the roads at residences and other potentially sensitive land uses.
The Air Quality Technical Report evaluates local impacts, as well as compliance with
regional, state, and federal air quality standards. The nearest sensitive receptors in the
vicinity of the modeled roadway segments were modeled to represent a worst-case
scenario.
A Scenic Resources Evaluation was completed to specifically address effects to the
view near and far. These included identification and analysis of impacts to visual
resources of the region, the immediate project area, and the project site.
3. Noise
Monitor stations were located near the roadway and in front of homes at Los Verdes Parks I
and II. Modeling was done at 38 receptor locations, which represented residences, a school,
recreation areas, and commercial uses. Modeling also indicated how far from a project
potential noise impacts may extend. The receptor locations in the Noise Impact Analysis
follow the Caltrans Traffic Noise Analysis Protocol (2006), which meets federal and state
regulations, standards, and policies relating to traffic noise.
The purpose of the Noise Impact Analysis was to assess whether the proposed project would
lead to traffic noise impacts (noise impacts that exceed or approach the Noise Abatement
Criteria or predicted traffic noise levels that substantially exceed the existing noise level).
The Noise Impact Analysis, which follows protocol and local standards (Noise Element 1996
General Plan) regarding receptor locations and modeling, determined that the only receptor
that approached or exceeded the Noise Abatement Criteria does not require abatement. A full
copy of the Noise Impact Analysis is available at the following website:
www.slocity.org/publicworks/lovric.asp.
With respect to CEQA, Caltrans defines a 12 dBA increase due to the project as significant
noise impact. Since the proposed project does not increase noise levels by 12 dBA or more, it
would not result in a significant noise impact (see noise discussion in the beginning of
Chapter 2). However, the project would use alternative paving techniques, which may include
open-grade or rubberized asphalt between South Higuera and San Luis Obispo Creek Bridge
on Los Osos Valley Road for Los Verdes Parks I and II as an environmental enhancement
measure. Rubberized and open-grade asphalt are known as 'quiet pavement' because they
reduce the audible noise emanating from traffic.
4. Caltrans, the City of San Luis Obispo, and the County of San Luis Obispo recognize that the
Los Verdes Parks I and II were built with a single access to the local roadway system. This
project does not preclude future projects that could address expanding access to Los Verdes
Parks I and II.
Adding signals at the Los Verdes Parks I and II driveways onto Los Osos Valley Road has
been considered. The Traffic Operations Report concluded that the Los Verdes Parks I and II
driveways do not meet signal warrants at this time, nor would they meet signal warrants at the
design year of 2035 per requirements of the Federal Manual on Uniform Traffic Control
Devices 2003. Installation of a signal that does not meet signal warrants is not recommended
for operational and safety reasons.
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New access driveways on Los Osos Valley Road at the western edge of the Los Verdes Parks
I and II development were considered in the Traffic Operations Report. The report concluded
that the relocated access would be more appropriately spaced between the two existing
intersections with signals at Los Osos Valley Road/South Higuera and Los Osos Valley
Road/northbound on-and off-ramps, but that the new access point would not meet signal
warrants and further recommended that the relocated driveways be restricted to right-in/right-
out-only movements.
New driveways onto South Higuera Street were considered for both sections of the Los
Verdes development. The connection for the western park would require right-of-way
acquisition, and the connection for the eastern park would present operational deficiencies
due to the lack of frontage space between Los Verdes Drive and South Higuera Street.
Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional capacity and reduce backups on Los Osos
Valley Road, which would allow more time for Los Verdes Parks I and II residents to make
right and left turns.
5. A Scenic Resources Evaluation for the proposed project analyzed impacts to visual resources
of the region, the immediate project area, and the project site. The proposed build alternatives
would not substantially degrade the existing visual character or quality of the site and its
surroundings because an interchange already exists on the project site. As soundwalls are not
being proposed for the frontage road of the Los Verdes Parks I and II, aesthetic wall
treatment is not included. Visual mitigation measures V-1 through V-4 address screening,
vegetation, aesthetic features of the bridge structure, and lighting plans. Aesthetic landscape
planting and additional vehicular signage would be included as part of the project during the
final design phase.
6. The bypass option was considered early on under Alternative 2. During the Project Study
Report (PSR) phase of the project, Alternative 2 was developed. Alternative 2 proposed a
new roadway alignment connection between South Higuera west of the Los Verdes
development and the Los Osos Valley Road interchange. This alternative embraced a larger
need and purpose than originally proposed for the project and was met with mixed public
support. Additionally, the cost of Alternative 2 was twice that of Alternative 3 and presented
substantial environmental impacts to Conservation/Open Space land and San Luis Obispo
Creek. The alignment was also strongly opposed by residents of the Los Verdes development
who did not want a major road along the west and northwest sides of the development.
Due to the high cost, environmental impacts, mixed public opinion, and scope outside the
projects purpose and need, Alternative 2 was dropped from the list of viable alternatives
studied in the Draft Project Report and Environmental Document phase of the project. The
proposed bypass project is not currently included in the Cities General Plan or Counties
Regional Transportation Plan; however, this project may be included in the next update of the
Cities Circulation Element.
7. The City of San Luis Obispo held meetings with the Los Verdes Park I and II Home Owners
Association boards, plus held a public hearing, per CEQA requirements.
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Comment 46
John R. Polk (Received via email)
1.
2.
3.
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Response:
Thank you for your comments. We understand your concerns regarding access to and from
the Los Verdes residential complexes.
1. The project was designed to local standards and requirements.
2. Caltrans, the City of San Luis Obispo, and the County of San Luis Obispo recognize that the
Los Verdes Parks I and II were built with a single access to the local roadway system. The
Traffic Operations Report concluded that the various alternatives for the interchange design
had little effect on the future operations of the driveways except that all alternatives studied
showed a better future condition than the No-Build Alternative. The interchange project
alternatives do not preclude work that could address increasing or changing access to Los
Verdes Parks I and II that the City may want to consider. The City would continue to study
this issue as design of the interchange project moves forward and determine if additional
changes to access can be made.
Traffic Study of the Los Verdes driveways along Los Osos Valley Road did not indicate that
increased traffic control was warranted as part of the project. The City is investigating
potential alternatives to the driveways location and will continue to monitor this as part of its
Annual Traffic Safety report process. This process annually checks the City for problematic
traffic locations and makes recommendations for mitigation based on traffic collision review
and observations.
3. Adding signals at the Los Verdes Parks I and II driveways onto Los Osos Valley Road has
been considered. The Traffic Operations Report concluded that the Los Verdes Parks I and II
driveways does not meet signal warrants at this time, nor would it meet signal warrants at the
design year of 2035 per requirements of the State Manual on Uniform Traffic Control
Devices.
The existing signal at South Higuera and Los Osos Valley Road cannot be removed and/or
relocated to the intersection of Los Osos Valley Road and the Los Verdes Parks I and II
driveways because the traffic volumes at this intersection are considerably higher than the
driveway locations. Turns made at the intersections would become problematic and lead to
considerable back up in all directions (including across the Los Verdes driveway locations)
such that all arterial operations would likely fail. As an example of how large these numbers
are, the future highest left-turn volume from one of the driveways is about 70 vehicles,
compared to the over 800 vehicles that turn left from Los Osos Valley Road onto Higuera.
The need to keep signals at that intersection is critical.
All intersections with signals would include pedestrian crossing controls unless determined
unsafe or detrimental to traffic conditions. As an added safety enhancement, the final design
may include street print (stamped/imprinted asphalt or concrete) for pedestrian crosswalks
with signals. Intersections with signals would also include bicycle detection for the Class II
bike lanes.
Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveway due to the increased capacity and reduction in backups on Los Osos
Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from Higuera Street toward the US 101
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freeway and then transition to two lanes north of the Los Verdes driveways. The single-lane
approach may temper speeds of vehicular traffic approaching the location of driveways.
Further safety improvements have been made with the roadway geometrics proposed by both
viable build alternatives. The project limits use of free-slip ramps that create intersection
speeds and cross slopes that are not conducive to non-motorized forms of transportation. The
project includes single-lane ramps to minimize crossing distances for pedestrians and
bicyclists. The roadway profile has been modified in Alternatives 3 and 6 to improve
stopping sight distance and decision sight distance at the southbound ramp.
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Comment 47
Brian B. Stark (Received via letter)
1.
2.
3.
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Response:
1. The project description does not include sediment removal within the project. Also, the
project does not intend to increase the hydraulic capacity of San Luis Obispo Creek.
With the active channel not being altered, water levels would stay consistent. Water levels
would not change, so the jump height into the fish passage structure would not change.
2. In Section 2.2.1 Hydrology and Floodplain of the environmental document, the change has
been made addressing the start from Prefumo Canyon to Laguna Lake to Prefumo Creek.
Thank you for the correction.
3. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
The project would install standard 5-foot Class II bike lanes and connect to and preserve the
existing 6-foot sidewalks in front of the Los Verdes Parks I and II development. Class II bike
lanes are one-way facilities with pavement markings showing separated areas reserved for
bicycles and vehicular travel lanes. The City General Plan calls for Class II facilities along
arterial routes. Class II bike lanes have been found to provide more consistent separation
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between bicyclists and passing motorists. Marked bicycle lanes can also benefit pedestrians;
turning motorists slow and yield to bicyclists, and are more likely to do so for pedestrians.
Class I bike lanes that are two-way facilities separated from vehicular traffic are infeasible on
Los Osos Valley Road in front of the Los Verdes Parks I and II developments.
All intersections with signals would include pedestrian crossing controls. As an added safety
enhancement, the final design may include street print (stamped/imprinted asphalt or
concrete) for pedestrian crosswalks with signals. Intersections with signals would also
include bicycle detector loops for the Class II bike lanes.
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Comment 48
Donna Di Gangi (Received via letter)
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1.
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2.
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3.
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4.
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6.
5.
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7.
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8.
9.
10.
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11.
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12.
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13.
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14.
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Response:
1. Thank you for your comments.
2. Traffic (pg. 3)
a. You have commented that “The concern is that the traffic study boundaries limit the extent of
data and analysis for the residential area” and cite Figure 2 of the Traffic Operations Report
as a basis for concern. As described in the legend of the “Traffic Study Area (Final Traffic
Operations Report, Figure 2, p. 2),” the dotted outline is the “Scope of Interchange
Modifications,” and shows the area of basic interchange changes that are essential in
determining alternative configurations for the assessment of the final project alternatives. The
roadways and intersections in question along Los Osos Valley Road and South Higuera are
included in the study area as indicated in the same diagram and as shown by intersection
identification numbers.
The dashed outline does not represent the entire study area (shown by the entire figure) that
was used in the assessment of the various alternatives. This figure and the “study area”
should not be confused with the project descriptions for alternatives contained in Chapter 4
that fully describe the background improvements proposed for each project alternative and
impacts to the surrounding study area included in Figure 2. The Traffic Operations Report
compares and assesses these various alternatives within the study area shown in Figure 2
(including the residential areas you have mentioned) to determine if impacts may arise and
mitigation may be required. The study area was determined through consultation with the
City and Caltrans and is consistent with City and Caltrans guidelines for the preparation of
traffic impact analysis. Existing, interim and long-term (2035) conditions and data are
presented in the report for assessment of the project alternatives, including the roadways and
intersections surrounding the Los Verdes Parks residential areas.
b. The data included in the report is quantitative and is taken from verified field measurements,
the City’s traffic model and other sophisticated assessment software tools used by the City
and Caltrans for operational assessments and traffic impact determination. The Traffic
Operations Report identifies where qualitative conclusions are reached regarding this data,
and future forecasts are made for public consideration. These recommendations and
calculations have been reviewed by the City and Caltrans and are consistent with City and
Caltrans guidelines for the preparation of traffic impact analysis.
c. The Prado Road interchange and associated improvements are included in both of the City’s
Circulation Element and the San Luis Obispo Council of Governments’ Regional
Transportation Plan and included in the City’s build-out assumption for the General Plan.
Based on discussion with City and Caltrans staff, the Prado Road interchange is included in
the 2035 background assumptions for the assessment of project alternatives and associated
impact assessment. For public consideration, the report also includes an assessment of traffic
conditions at the US 101/Los Osos Valley Road interchange area if the Prado Road
interchange is not built by the 2035 horizon year.
It is beyond the scope of the Los Osos Valley Road interchange project to determine the
actual timing, programming and funding of the Prado Road interchange. However, because
the 2035 horizon year is also consistent with the City’s General Plan build-out scenario, the
assessment must be consistent with the City’s Circulation Element, which includes Prado
Road interchange as being completed.
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The Prado Road Interchange Project is a City project with Caltrans oversight and is identified
in the City General Plan Circulation Element as Projects A.1, A.2, B.4 and C.1. The General
Plan states that the City will ensure that changes to Prado Road (Project A.1, A.2, B.4 and
C.1) and other related system improvements are implemented in a sequence that satisfies
circulation demands caused by area development. Specifically, these projects would be built
as funding is secured from Airport and Dalidio area development projects and done in such a
manner that does not exceed City service thresholds contained in the Circulation Element.
d. See response to comment C above. The environmental assessment and Traffic Operations
Report assumptions are consistent with the City’s Circulation Element and San Luis Obispo
Council of Governments’ Regional Transportation Plan.
e. Comment noted. The project and alternatives have been created to address current and future
operational, safety and growth conditions that exist or may occur in the future. While it is
difficult to forecast individual travel path choices commensurate with available roadway
capacity, the Traffic Operations Report uses the City’s Traffic Model to forecast traffic loads
in future conditions to accurately and fairly distribute the traffic assignments for alternative
impact assessment. The use of the traffic model is consistent with City and Caltrans
guidelines for the preparation of traffic impact analysis, the County and City of San Luis
Obispo General Plan Circulation Elements, San Luis Obispo Council of Governments’
Regional Transportation Plan, and the Regional Transportation Improvement Program, which
are developed for long-term 20-year and 5-year solutions respectively.
f. The Traffic Operations Report is responsible for analyzing potential impacts associated with
all project alternatives and future scenario conditions. To be conservative, even though the
two residential areas are substantially built out, the study increased traffic volumes associated
with the entry and exit movements of the Los Verdes Parks I and II driveways to
accommodate any increase in occupancy or occupancy density that might be foreseeable in
the future. This was done to analyze the two driveway approaches in a “worst case” format
for consideration of both level of service possibilities and increased traffic control
requirements.
3. Noise
a. The noise study area that was evaluated is represented on Figure 1 of the Noise Impact
Analysis and is consistent with Caltrans and City noise analysis requirements. This area
encompassed all sensitive receptors as well as adjacent receptors potentially affected by the
proposed project. The Noise Impact Analysis includes modeled receptors along Los Osos
Valley Road and South Higuera Street. The locations of these modeled receptors are shown in
Figure 2 of the Noise Impact Analysis and include parts of the Los Verdes Park I and II. To
clarify, red and blue markings on Figure 2 show portions of the road being changed, whereas
the analysis in the Noise Impact Analysis includes the project area extending into and along
South Higuera Street.
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b. Comment noted. Future traffic noise was evaluated for LOS D/E on US 101 and 2035 traffic
volumes for all other roadways as a worst-case scenario. The LOS D/E corresponds to 1,950
vehicles per lane per hour on the main highway travel lane and 2035 traffic volumes on US
101 freeway ramps, Los Osos Valley Road, South Higuera Street, and Calle Joaquin.
c. Following the Traffic Noise Analysis Protocol, modeled receptors were located at exterior
areas where frequent human activity occurs. The project is consistent with Caltrans, federal
and city noise guidelines. Within the study area, pertinent outdoor areas (resident backyards
or patios) were located inwards of the community and modeled accordingly. The residences
fall under Category B, which includes picnic areas, recreation areas, playgrounds, and parks
and have a federal threshold of 67 dB. Within residential land uses, backyards provide similar
exterior activity space and were chosen as appropriate locations for evaluation.
Please note that for existing conditions, ambient noise measurements were taken at points
alongside Los Osos Valley Road, which are representative of the conditions at the front-side
of perimeter homes.
Ambient (20-minute) noise measurements were done to document the existing noise levels.
The existing condition was then modeled and adjusted for peak-hour noise levels to
determine whether a substantial noise increase would occur under future worst-case
conditions. In response to idle cars as a point source, traffic noise is largely a result of the
traveling speed of cars, in which increased travel speeds result in greater noise levels
(Technical Noise Supplement, 2006). Modeling in the Noise Impact Analysis assumes a
worst-case scenario of LOS D/E on US 101 based on 2035 future forecast traffic volumes.
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d. Please refer to the response to comment “3c” for discussion regarding front-side outdoor
noise activity areas of the perimeter homes.
e. Please refer to the response to comment “3c” for discussion regarding front-side outdoor
noise activity areas of the perimeter homes.
With respect to CEQA, Caltrans defines a 12 dBA increase due to the project as significant
noise impact. Since the proposed project does not increase noise levels by 12 dBA or more, it
would not result in a significant noise impact (see noise discussion in the beginning of
Chapter 2). However, the project would use alternative paving techniques, which may include
open-grade or rubberized asphalt between South Higuera and San Luis Obispo Creek Bridge
on Los Osos Valley Road for Los Verdes Parks I and II as an environmental enhancement
measure. Rubberized and open-grade asphalt is known as “quiet pavement” because it
reduces the audible noise emanating from traffic.
f. The existing and future conditions of the modeled receptors are consistent with the findings
that an increase in noise is not caused by the project itself, but by the general planned growth
of the area.
g. Please refer to the response to comment “3c” for discussion regarding front-side outdoor
noise activity areas of the perimeter homes.
h. The City of San Luis Obispo provided monetary compensation to Los Verdes Parks I and II
residents to purchase dual-pane windows and air conditioning units in 1986. This was a
mitigation measure for noise impacts from a bridge and traffic project at the time.
i. The locations of the modeled receptors in the Noise Impact Analysis follow the Traffic Noise
Analysis Protocol. The existing and future conditions of the modeled receptors are consistent
with the findings that an increase in noise is not caused by the project itself, but by the
general planned growth of the area.
j. Thank you for your correction. The City has an exterior noise standard of 60 dBA community
noise equivalent level (CNEL) for residential land uses. This has been corrected on page 29
of the noise study. Since CEQA requires a strictly baseline versus build analysis to assess
whether a proposed project will have a noise impact, according to Caltrans standards the
project does not have a noise impact. Please refer to comment “3e” above for environmental
enhancement measures.
Additional Noise comment: “Although City ordinances restrict construction to the hours
between 7 am and 7 pm, a particular concern is about major construction occurring at night
near the highway and if the restriction would apply to the interchange area or if the sound
would travel and be significant enough to affect residences. Also, in consideration of
residences, further restriction of construction hours would be greatly appreciated.”
Response: Minimization Measures NOI-1 and NOI-3 detailed in Section 2.4 Temporary
Construction Noise of the environmental document would reduce construction noise impacts
for sensitive receptors adjacent to the project site. Final determination of working hours for
construction of the interchange would be determined during the final design phase. These
working hours would be consistent with mitigation measures identified in the environmental
documents and City ordinance requirements.
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Additional Noise comment: “Sound walls that appear all down S. Higuera in residential
areas help to mitigate noise for the adjacent homes, but the shrubs along the perimeter of LVP
communities no longer provide sufficient sound absorption because noise levels are too high
for this attenuator”
Response: Based on the results of the Noise Impact Analysis With respect to CEQA,
Caltrans defines a 12 dBA increase due to the project as significant noise impact. Since the
proposed project does not increase noise levels by 12 dBA or more, it would not result in a
significant noise impact (see noise discussion in the beginning of Chapter 2). Noise
abatement criteria is not met by the project; therefore, sound walls are not warranted as noise
mitigation. The project will however, use alternative paving techniques, which may include
open-grade or rubberized asphalt between South Higuera and San Luis Obispo Creek bridge
on Los Osos Valley Road for Los Verdes Parks I and II as an environmental enhancement
measure. Rubberized and open-grade asphalt is known as “quiet pavement” because it
reduces the audible noise emanating from traffic.
4. Air Quality
See response “3a” above about the traffic study area. Construction emissions of reactive
organic gases (ROG), nitrogen dioxide (NO2), carbon monoxide (CO), and particulate
matters less than 10 microns in diameter (PM10) were estimated using the Road Construction
Emissions Model (Version 5.2). An estimate of criteria pollutant emissions associated with
the proposed project was made using an emission rate program (Road Construction
Emissions Model Version 5.2). Estimates were made for construction-related ozone
precursors (reactive organic gases and nitrogen dioxide), carbon monoxide, and PM10 emissions from construction activities. These construction activities were divided into
separate phases and analyzed separately against ambient air quality measurements. The
results of modeling for construction activities are summarized in Table 2.4-2 in the
environmental document.
5. Widening Plans
While most of the work to be done by the project would be at the interchange, minor
improvements would be made to Los Osos Valley Road east and west of the interchange to
tie the project into the local road network.
East of the interchange, at the western edge of the Los Verdes developments, the project
would conform to the existing profile and alignment of Los Osos Valley Road. As shown in
Attachment 1, expanding the lanes along Los Osos Valley Road in front of the Los Verdes
Park properties is doable without widening the curb-to-curb distance or encroaching into the
parkway or sidewalk area. The trade off for this particular cross section alternative is that the
raised median island in the center of Los Osos Valley Road must be removed and a narrower
two-way left-turn lane installed.
From the western edge of the Los Verdes developments, the project would remove the
median area, resurface and restripe the existing roadway with no change in the total outside
existing paved width. No changes would be made to the existing curb, gutter, or sidewalk
along the Los Verdes development. An alternative to this cross section (one that widened the
roadway and maintained the median) was considered but discarded for the concern that you
have expressed—that of bringing traffic closer to the existing Los Verdes residences.
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6. Vehicular and Pedestrian Safety and Community Accessibility
Caltrans, the City of San Luis Obispo, and the County of San Luis Obispo recognize that the
Los Verdes Parks I and II were built with a single access to the local roadway system. The
Traffic Operations Report concluded that the various alternatives for the interchange design
had little effect on the future operations of the driveways except that all alternatives studied
showed a better future condition than the No-Build Alternative. The interchange project
alternatives do not preclude work that could address increasing or changing access to Los
Verdes Parks I and II that the City may want to consider. The City would continue to study
this issue as design of the interchange project moves forward and determine if additional
changes to access can be made.
Traffic Study of the Los Verdes driveways along Los Osos Valley Road did not indicate that
increased traffic control was warranted as part of the project. There is no four-way stop
currently included in designs for Los Verdes Park I or II. The City is studying potential
alternatives to the driveway locations and will continue to monitor this as part of its Annual
Traffic Safety report process. This process annually checks the city for problematic traffic
locations and makes recommendations for mitigation based on traffic collision review and
observations.
Adding signals at the Los Verdes Parks I and II driveways onto Los Osos Valley Road has
been considered. The Traffic Operations Report concluded that the Los Verdes Parks I and II
driveways do not meet signal warrants at this time, nor would they meet signal warrants at the
design year of 2035 per requirements of the State Manual on Uniform Traffic Control
Devices.
All intersections with signals would include pedestrian crossing controls unless determined
unsafe or detrimental to traffic conditions. As an added safety enhancement, the final design
may include street print (stamped/imprinted asphalt or concrete) for pedestrian crosswalks
with signals. Intersections with signals would also include bicycle detection for the Class II
bike lanes. The City has also reviewed the signal timing at the intersection of Higuera/Los
Osos Valley Road and has concluded that additional pedestrian timing for crossing Los Osos
Valley Road is possible; the timing changes would be implemented before the interchange
project were built.
Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveways due to the increased capacity and reduction in backups on Los
Osos Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from South Higuera Street toward the
US 101 freeway and then transition to two lanes north of the Los Verdes driveways. The
single-lane approach may temper speeds of vehicular traffic approaching the location of
driveways. This effort, in conjunction with adjustments to signal timing, could provide gaps
in the traffic flow on Los Osos Valley Road resulting in improved access for Los Verdes Park
I and II residents.
Further safety improvements have been made with the roadway geometrics proposed by both
viable build alternatives. The project limits use of free-slip ramps that create intersection
speeds and cross slopes that are not conducive to non-motorized forms of transportation. The
project includes single-lane ramps to minimize crossing distances for pedestrians and
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bicyclists. The roadway profile has been modified in Alternatives 3 and 6 to improve
stopping sight distance and decision sight distance at the southbound ramp.
Local Access Issues
To reiterate the conclusion of the traffic assessment, the build alternatives forecast the same
or better future conditions than the No-Build Alternative. Although not critical to choosing an
interchange option, access to the Los Verdes Parks was reviewed as part of the traffic
assessment to determine if changes to access location or control might improve the driveway
locations without significantly limiting operations along Los Osos Valley Road. New access
driveways on Los Osos Valley Road at the western edge of the Los Verdes Parks I and II
developments were considered in the Traffic Operations Report. The report concluded that
while the relocated access would have better spacing between the two existing intersections
with signals at Los Osos Valley Road/South Higuera and Los Osos Valley Road/northbound
on-and off-ramps, the new access points still would not meet California signal warrants most
notably due to the low volume of traffic coming from the Los Verdes Park driveways. It was
further identified that the relocated driveways may need to be restricted to right-in/right-out-
only movements in the future due to the low volume approaches, the high costs for adding
signals and the operational reductions that the major corridor may experience.
New driveways onto South Higuera Street were also considered for both the Los Verdes
Parks I and II, but further consideration and discussion between the City and affected
property owners are needed. The connection for the Los Verdes II would require right-of-way
acquisition across other private property and would change the traffic patterns of the park.
Any new connection for Los Verdes Park I could present operational deficiencies for city
street systems as well as localized impacts due to the lack of frontage space between Los
Verdes Drive and South Higuera Street and the elevation difference between South Higuera
and the local frontage road. Increased noise and the potential for cut-through traffic trying to
avoid the intersection of South Higuera and Los Osos Valley Road could be a problematic
result of making this connection.
7. Visual/Aesthetics
The cross section of Los Osos Valley Road adjacent to Los Verdes Parks I and II was
developed and installed as part of the subdivisions for the two residential areas that occurred
in the 1970s. The current curb-to-curb dimensions do not allow for installation of the
additional needed travel lanes while maintaining the bicycle lanes that are needed for future
conditions. To accomplish this, the roadway must be widened or existing lanes narrowed to
obtain the needed cross section for the future roadway lane assignments. Widening to the
outside and narrowing to the inside were both considered for this section with the conclusion
that reducing the raised median area and installing the two-way left-turn lane alternative was
the most appropriate along this segment. This alternative does not bring automobile traffic
closer to the residences of Los Verdes Park I and II and maintains the sidewalk areas and
substantial landscape screening along the Los Verdes Park frontage of Los Osos Valley Road.
The median, which is 170 feet long, would be removed to provide space for the two
additional lanes and maintain the Class II bike lanes. While removal of the median does
include the removal of three existing street trees, its impact is considered less than the
removal of the Los Verdes Park street trees or landscaping that would be required if the road
must be widened beyond the existing curb-to-curb area. Lighting along this area would
conform with City standards and is not considered a source of substantial glare or light
intrusion for the adjacent residential areas.
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8. Community Character and Property Values
Thank you for your comment. Conclusions reached from the technical studies for the project
indicate the proposed project does not encroach on the Los Verdes Parks I and II residential
neighborhoods nor does it remove sidewalks or landscape screening along Los Osos Valley
Road; therefore, it is not anticipated that the character of the community would be affected.
As identified in responses above, the No-Build Alternative contains many conditions worse
than either Alternative 3 or 6, the two build alternatives. Future ambient and cumulative
changes to traffic, noise and air quality would affect conditions along the roadways near Los
Verdes Parks I and II.
The qualitative conclusion that project components would result in quality of life or property
value reductions is beyond the scope of the environmental process.
9. Land Use and Circulation Element
Your comments are noted. The San Luis Obispo Citywide Traffic Model (SLOCTM) was
used to develop traffic projections at the US 101/Los Osos Valley Road interchange and
study intersections under General Plan Build-out Conditions. General Plan Build-out
conditions reflect traffic conditions about 20 years in the future and include land use changes
and growth that may occur within that timeframe. Since the 20-year build-out scenario of the
traffic model is consistent with the Caltrans 20-year “after project” scenario requirement (in
this case, the year 2035) the City’s build-out model forecasts are considered proper for use in
the design year conditions for the Los Osos Valley Road interchange project assessments.
The City’s General Plan Circulation Element classifies this segment of Los Osos Valley Road
from US 101 to Higuera to be an “arterial street,” which by definition has two to four travel
lanes (page 2-52 of the City’s General Plan Circulation Element amended 2006). The two
build alternatives for the project both limit the number of lanes being widened along Los
Osos Valley Road to four lanes; this is not considered to be overbuilding the capacity of the
road system for growth that may or may not occur in the future.
10. Cumulative Effects
The Prado Road interchange and associated improvements are included in both of these plans
and included in the City’s build-out assumption for the General Plan. The Prado Road
Interchange Project is a City project with Caltrans oversight. Based on discussion with City
and Caltrans staff, the Prado Road interchange is included in the 2035 background
assumptions for the assessment of project alternatives and associated impact assessment. The
report also includes for public consideration an assessment of traffic conditions at the US
101/Los Osos Valley Road interchange area if the Prado Road interchange is not built by the
2035 horizon year. It is beyond the scope of the Los Osos Valley Road Interchange project to
determine the actual timing, programming and funding of the Prado Road interchange.
However, because the 2035 horizon year is also consistent with the City’s General Plan
Build-out Scenario, the assessment must be consistent with the City’s Circulation Element,
which includes Prado Road interchange as being completed.
The City of San Luis Obispo’s General Plan, the County of San Luis Obispo General Plan,
the San Luis Obispo Council of Governments’ Regional Transportation Plan and the
California State Transportation Improvement Program (STIP) were all cited as planning
documents anticipating the need for improvements at the US 101/Los Osos Valley Road
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interchange. Technical studies on issues such as traffic, noise, air quality and hydrology all
confirmed that future conditions in and around the interchange location would be problematic
and in some instances exceed City thresholds. The project alternatives improve on these
conditions, and it has been concluded that they have less impact than the No-Build
Alternative future conditions. It has also been concluded that the project does not lead to
future additional cumulative impacts (NEPA (40 CFR §1508.7) and CEQA (Section 15355))
that would require additional projects not foreseen in the documents mentioned above.
11. Community Involvement and Previously Expressed Concerns
The City of San Luis Obispo met with the Los Verdes Parks I and II Home Owners
Association boards, plus held a public hearing. The meeting on July 8, 2008 satisfies CEQA
requirements for public input. For more information on the public hearings and meetings,
please refer to Chapter 3 of the environmental document.
The purpose of the public hearing was to receive public comments on the draft document,
address areas that may be lacking, and help determine which of the viable alternatives studied
in the environmental document would be selected as the preferred alternative.
The meetings provided opportunities for the public to see the final proposed alternatives and
provide input. The meetings were well attended by the members of the public and
homeowners near the project.
Public input and concerns were considered during the alternative selection process of the
Project Study Report. The project has incorporated design features for pedestrian, bicyclist,
and motor vehicle safety. Response number 6 to your comments addresses specific safety
improvements requested by the Los Verdes Park communities. While public input is a factor
in selecting an alternative and project design, other factors (such as cost, level of service and
other traffic data, and environmental impacts) were considered as well.
Two of the alternatives considered (Alternatives 3 and 6) met the purpose and need of the
project and had the least environmental impacts. Based on public comments received, the
environmental impacts associated with Alternative 6, input from stakeholders and the
Caltrans project development team, and a comparison of the benefits and impacts of the
alternatives, Caltrans has selected Alternative 3 as the preferred alternative. For more
information regarding the selection of a preferred alternative please refer to Section 1.3.4 of
the environmental document.
During the Project Study Report (PSR) phase of the project, Alternative 2 was developed.
Alternative 2 proposed a new roadway alignment connection between South Higuera west of
the Los Verdes development and the Los Osos Valley Road interchange. This alternative
embraced a larger need and purpose than originally proposed for the project and was met with
mixed public support. Additionally, the cost of Alternative 2 was twice that of Alternative 3
and presented substantial environmental impacts to Conservation/Open Space land and San
Luis Obispo Creek. The alignment was opposed by some residents of the Los Verdes Park II
who did not want a major road along the west and northwest sides of their development.
Please refer to Section 1.3 of the environmental document for a discussion on the selection of
alternatives.
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Sub - Comment 48
Dr. Cornelius Nuworsoo
Response:
12. Traffic
Please refer to Los Verdes Park I and II Communities, Board of Directors Response #2 and
#6 regarding traffic and vehicular and pedestrian safety and community accessibility,
respectively.
13. Air
Based on the Federal Highway Administration’s interim guidance for mobile sources of air
toxics (MSATs), the proposed project meets the criteria for a qualitative project-level MSAT.
The proposed project does not create or significantly alter a major intermodal freight facility
that has the potential to concentrate high levels of diesel particulate matter in a single
location; neither does it create new or add significant capacity to urban highways such as
interstates, urban arterials, or urban collector-distributor routes with traffic volumes where the
annual average daily traffic is projected to be in the range of 140,000 to 150,000 or greater,
by the design year.
14. Noise
The following suggested text has been inserted into the Noise Impact Analysis:
Receptor R-17 projects traffic noise levels on S. Higuera St., which is adjacent to the Los
Verdes Park development, to exceed the City standard by 2 dBA Community Noise
Equivalent Level under all future alternatives. However, all receptors within the development
(R-21 to R-29) are projected to experience elevation of exterior noise levels but below the
City standard for all future alternatives.
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Comment 49
A. Mansfield (Received via comment card)
Response:
1. Public meetings were held throughout the project development phase. These involved
meeting with the general public, meeting with members of Los Verdes Parks, other project
update and funding discussions by Council and the required public meetings for CEQA
discussion. A court reporter was present at the last public hearing on July 8, 2008 to receive
comments for the formal administrative record; all of the comments are included in this final
report. Chapter 3 of the environmental document discusses the public meetings and hearings.
As part of project development, two group meetings with the Los Verdes Home Owners
Association were held: one on March 11, 2003 and another on July 1, 2008 at the Los Verdes
Board Meeting Room. While the time between these meetings was longer than expected, the
delay in the meetings was a result of the extensive studies and technical reviews conducted
for the project alternatives in the interim.
Caltrans, the City of San Luis Obispo, and the County of San Luis Obispo recognize that the
Los Verdes Parks I and II were built with a single access to the local roadway system. The
Traffic Operations Report concluded that the various alternatives for the interchange design
had little effect on the future operations of the driveways except that all alternatives studied
showed a better future condition than the No-Build Alternative. The interchange project
alternatives do not preclude work that could address increasing or changing access to Los
Verdes Parks I and II that the City may want to consider. The City will continue to study this
issue as it moves onto the design of the interchange project and determine if additional
changes to access can be made.
2. During the Project Study Report (PSR) phase of the project, the Project Development Team
considered seven project alternatives and evaluated them based on project cost, level of
1.
2.
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service and other traffic data, and specific environmental impacts. Alternative 2 was
developed during this phase. Alternative 2 proposed a new roadway alignment connection
between South Higuera west of the Los Verdes development and the Los Osos Valley Road
interchange. This alternative embraced a larger need and purpose than originally proposed for
the project and was met with mixed public support. Additionally, the cost of Alternative 2
was twice that of Alternative 3 and presented substantial environmental impacts to
Conservation/Open Space land and San Luis Obispo Creek. The alignment was opposed by
some residents of the Los Verdes Park II who did not want a major road along the west and
northwest sides of their development.
Due to the high cost, environmental impacts, mixed public opinion, and scope outside the
project’s purpose and need, Alternative 2 was dropped from the list of viable alternatives
studied in the environmental document phase of the project. The proposed bypass project is
not currently included in the City’s General Plan or San Luis Obispo Council of
Governments’ Regional Transportation Plan; however, this project may be included in the
next update of the City’s Circulation Element.
Of the seven alternatives evaluated in the Project Study Report (approved February 27, 2004),
two met the purpose and need of the project and had the least environmental impacts. These
two alternatives (3 and 6) were evaluated in detail in the circulated Initial Study.
Furthermore, a value analysis study was conducted between February 4 and February 8, 2008
to evaluate if any additional alternatives or project features met the project’s purpose and
need. This analysis determined that no additional alternatives or project sufficiently met the
project purpose and need without additional environmental and fiscal impacts.
Based on public comments received and the environmental impacts associated with
Alternative 6, Caltrans selected Alternative 3 as the preferred alternative.
Please refer to Section 1.3 of the environmental document for a discussion on the alternatives
considered but eliminated and a discussion and reasoning for selecting Alternative 3.
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Comment 50
Greg Freese (Received via comment card)
Response:
1. Noise
The Noise Impact Analysis modeled sensitive land uses in the project vicinity. Based on
results of the noise modeling for traffic conditions in the existing, future no-build, Alternative
3, and Alternative 6 scenarios, long-term impacts generated by the project would be similar
with or without the project.
With respect to CEQA, Caltrans defines a 12 dBA increase due to the project as significant
noise impact. Since the proposed project does not increase noise levels by 12 dBA or more, it
would not result in a significant noise impact (see noise discussion in the beginning of
Chapter 2). However, the project would use alternative paving techniques, which may include
open-grade or rubberized asphalt between South Higuera and San Luis Obispo Creek bridge
on Los Osos Valley Road for Los Verdes Parks I and II as an environmental enhancement
measure. Rubberized and open-grade asphalt is known as “quiet pavement” because it
reduces the audible noise emanating from traffic.
Temporary construction noise minimization measures NOI-1 through NOI-3 would reduce
construction noise impacts for sensitive receptors adjacent to the project site and are
explained in Section 2.4 of the environmental document.
Air
The Air Quality Technical Report evaluated the air quality impacts of the proposed project
for 2005 out to 2015 and 2035, considering project traffic volumes. Relieving congestion on
Los Osos Valley Road will decrease vehicle emissions.
1.
2.
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Under the no-build option, increased traffic congestion would inevitably create more air
pollution than if Alternative 3 or Alternative 6 were chosen.
It was determined that National Air Quality Standards would be met, no generation of notable
levels of mobile sources of air toxics (MSATs) would result from the project, and emissions
would not exceed the City of San Luis Obispo County Air Pollution Control Standards. For
temporary impacts, minimization measures for construction-related air impacts have been
included to protect the resident from construction pollution. Please see the minimization
measures for Air Quality in Section 2.4 under the Construction Air Quality heading of the
Initial Study.
2. Conclusions reached from the technical studies conducted for the project indicate it is not
anticipated that the proposed project alternatives would substantially affect the character of
the community or lead to worse conditions in the future. Future ambient and cumulative
changes to traffic, noise and air quality will affect conditions along the roadways in the
vicinity of Los Verdes Parks I and II. The qualitative conclusion that project components
would result in quality of life or property value reductions is beyond the scope of the project
or environmental process.
Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveways due to the increased capacity and reduction in backups on Los
Osos Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from Higuera Street toward the US 101
freeway and then transition to two lanes north of the Los Verdes driveways. The single-lane
approach may temper speeds of vehicular traffic approaching the location of driveways.
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Comment 51
K Cohan (Received via comment card)
Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to Bob Jones City-to-Sea Bike Trail along lower Higuera. The exact location has not been
determined at this time. The location would be determined as part of the Bob Jones City-to-
Sea Bike Trail project.
2. The project would include Class II bike lanes along both sides of Los Osos Valley Road to
facilitate access over US 101.
1.
2.
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Comment 52
Karen Mansfield (Received via comment card)
Response:
1. Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveways due to the increased capacity and reduction in backups on Los
Osos Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from Higuera Street toward the US 101
freeway and then transition to two lanes north of the Los Verdes driveways. The single-lane
approach may temper speeds of vehicular traffic approaching the location of driveways.
1.
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Comment 53
Jim Smith (Received via comment card)
Response:
1. Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveways due to the increased capacity and reduction in backups on Los
Osos Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from Higuera Street toward the US 101
freeway and then transition to two lanes north of the Los Verdes driveways. The single-lane
approach may temper speeds of vehicular traffic approaching the location of driveways.
2. During the Project Study Report (PSR) phase of the project, the Project Development Team
considered seven project alternatives and evaluated them based on project cost, level of
service and other traffic data, and specific environmental impacts. Alternative 2 was
developed during this phase. Alternative 2 proposed a new roadway alignment connection
between South Higuera west of the Los Verdes development and the Los Osos Valley Road
interchange. This alternative embraced a larger need and purpose than originally proposed for
the project and was met with mixed public support. Additionally, the cost of Alternative 2
was twice that of Alternative 3 and presented substantial environmental impacts to
Conservation/Open Space land and San Luis Obispo Creek. The alignment was opposed by
some residents of the Los Verdes Park II who did not want a major road along the west and
northwest sides of their development.
Due to the high cost, environmental impacts, mixed public opinion, and scope outside the
project’s purpose and need, Alternative 2 was dropped from the list of viable alternatives
studied in the environmental document phase of the project. The proposed bypass project is
not currently included in the City’s General Plan or San Luis Obispo Council of
Governments’ Regional Transportation Plan; however, this project may be included in the
next update of the City’s Circulation Element.
1.
2.
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Of the seven alternatives evaluated in the Project Study Report (approved February 27, 2004),
two met the purpose and need of the project and had the least environmental impacts. These
two alternatives (3 and 6) were evaluated in detail in the circulated Initial Study.
Furthermore, a value analysis study was conducted between February 4 and February 8, 2008
to evaluate if any additional alternatives or project features met the project’s purpose and
need. This analysis determined that no additional alternatives or project sufficiently met the
project purpose and need without additional environmental and fiscal impacts.
Based on public comments received and the environmental impacts associated with
Alternative 6, Caltrans selected Alternative 3 as the preferred alternative.
Please refer to Section 1.3 of the environmental document for a discussion of the alternatives
considered but eliminated and a discussion and reasoning for selecting Alternative 3.
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Comment 54
Edna Coley (Received via comment card)
Response:
1. Noise
The Noise Impact Analysis modeled sensitive land uses in the project vicinity. Based on
results of the noise modeling for traffic conditions in the existing, future no-build, Alternative
3, and Alternative 6 scenarios, long-term impacts generated by the project would be similar
with or without the project.
With respect to CEQA, Caltrans defines a 12 dBA increase due to the project as significant
noise impact. Since the proposed project does not increase noise levels by 12 dBA or more, it
would not result in a significant noise impact (see noise discussion in the beginning of
Chapter 2). However, the project would use alternative paving techniques, which may include
open-grade or rubberized asphalt between South Higuera and San Luis Obispo Creek bridge
on Los Osos Valley Road for Los Verdes Parks I and II as an environmental enhancement
measure. Rubberized and open-grade asphalt is known as “quiet pavement” because it
reduces the audible noise emanating from traffic.
Temporary construction noise minimization measures NOI-1 through NOI-3 would reduce
construction noise impacts for sensitive receptors adjacent to the project site and are
explained in Section 2.4 of the environmental document.
2. Caltrans, the City of San Luis Obispo, and the County of San Luis Obispo recognize that the
Los Verdes Parks I and II were built with a single access to the local roadway system. This
project does not preclude future projects that could address expanding access to Los Verdes
Parks I and II.
1.
2.
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Adding signals at the Los Verdes Parks I and II driveways onto Los Osos Valley Road has
been considered. The Traffic Operations Report concluded that the Los Verdes Parks I and II
driveways do not meet signal warrants at this time, nor would they meet signal warrants at the
design year of 2035 per requirements of the State of California Manual on Uniform Traffic
Control Devices.
Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveways due to the increased capacity and reduction in backups on Los
Osos Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from Higuera Street toward the US 101
freeway and then transition to two lanes north of the Los Verdes driveways. The single-lane
approach may temper speeds of vehicular traffic approaching the location of driveways.
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Comment 55
Frank Mullin and Dale Sutliff (Received via letter)
1.
2.
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Response:
1. A separate local project—independent of the Los Osos Valley Road Interchange Project—
will connect the Bob Jones City-to-Sea Bike Trail segments from Prado Road to Los Osos
Valley Road. This project is currently under design and is scheduled to begin construction
soon. The design teams for both projects have coordinated efforts to ensure that the
connection is completed efficiently and in an appropriate location along Los Osos Valley
Road. The trail connections are a high priority project for the City of San Luis Obispo. This
project does not preclude a future extension of the trail under or over Los Osos Valley Road
to the Bob Jones City-to-Sea Bike Trail along lower Higuera.
The Bob Jones City-to-Sea Bike Trail Project Master Plan includes information regarding
what is proposed for the entire trail and the Los Osos Valley Road and US 101 interchange
specifically. There are currently no short-term plans to extend the Bob Jones City-to-Sea Bike
Trail southwest of Los Osos Valley Road. The City of San Luis Obispo Bicycle
Transportation Plan includes information on bike plans throughout the city.
2. The project would include Class II bike lanes along both sides of Los Osos Valley Road, as
well as bicycle detector loops and street print (stamped/imprinted asphalt or concrete)
through the crosswalks at the intersections with signals.
The project would install standard 5-foot Class II bike lanes and connect to and preserve the
existing 6-foot sidewalks in front of the Los Verdes Parks I and II development. Class II bike
lanes are one-way facilities with pavement markings showing separated areas reserved for
bicycles and vehicular travel lanes. The City General Plan calls for Class II facilities along
arterial routes. Class II bike lanes have been found to provide more consistent separation
between bicyclists and passing motorists. Marked bicycle lanes can also benefit pedestrians;
turning motorists slow and yield to bicyclists, and are more likely to do so for pedestrians.
3. The design of any at-grade crossing of Los Osos Valley Road by the Bob Jones City-to-Sea
Bike Trail users would be done meeting appropriate and safe design guidelines for visibility
and signal operations.
3.
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All pedestrian and bicycle facilities included as a part of the proposed project will be built
according to Americans with Disabilities Act standards.
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Comment 56
Sarah Flickinger (Received via letter)
I.
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310
I.2
I.1
a.
b.
c.
a.
d.
a.
b.
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311
I.3
I.4
I.5
b.
a.
c.
d.
e.
f.
a.
a.
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b.
i.
ii.
iii.
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313
I.6
i.
ii.
iii.
a.
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I.7
II.
II.1.
a.
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II.2.
II.3.
b.
a.
c.
i.
ii.
iii.
iv.
v.
a.
a.
i.
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II.4.
II.5.
IV.
III.
III.1
III.2
III.3
ii.
iii.
a.
b.
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Response:
I. Thank you for your comment. As outlined in your letter the responses to your comments are
discussed individually below.
I.1 Noise Impacts
a The locations of the modeled receptors in the Noise Impact Analysis follow the Traffic Noise
Analysis Protocol and are consistent with Caltrans, federal, and city noise guidelines.
Modeled receptors were located at exterior areas where frequent human activity occurs. The
Noise Impact Analysis modeled sensitive land uses in the project vicinity. Based on results of
the noise modeling for traffic conditions in the existing, future no-build, Alternative 3, and
Alternative 6 scenarios, long-term impacts generated by the project would be similar with or
without the project.
b The study area boundaries in the Noise Impact Analysis were selected based on the location
of representative sensitive noise receptors. The receptor sites are representative of human use
areas most sensitive to changes in roadway noise levels. The study area was selected based on
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the Traffic Noise Analysis Protocol and the Technical Noise Supplement. Inclusion of the
additional areas of the Los Verdes Parks I and II would not change the outcome of the
modeled noise conditions as they are subject to lower levels of noise than the modeled
representative receptors.
c The environmental assessment, Traffic Operations Report, and Noise Study Report
assumptions are consistent with the City’s Circulation Element and San Luis Obispo Council
of Governments’ Regional Transportation Plan. The San Luis Obispo Citywide Traffic Model
(SLOCTM) was used to develop traffic projections at the US 101/Los Osos Valley Road
interchange and study intersections under General Plan Build-out Conditions. General Plan
Build-out conditions reflect traffic conditions about 20 years in the future and include land
use changes and growth that may occur within that timeframe. Since the 20-year build-out
scenario of the traffic model is consistent with the Caltrans 20-year “after project” scenario
requirement (in this case, the year 2035) the City’s build-out model forecasts are considered
proper for use in the design year conditions for the Los Osos Valley Road interchange project
assessments.
d With respect to CEQA, Caltrans defines a 12 dBA increase due to the project as significant
noise impact. Since the proposed project does not increase noise levels by 12 dBA or more, it
would not result in a significant noise impact (see noise discussion in the beginning of
Chapter 2). However, the project would use alternative paving techniques, which may include
open-grade or rubberized asphalt between South Higuera and San Luis Obispo Creek bridge
on Los Osos Valley Road for Los Verdes Parks I and II as an environmental enhancement
measure. Rubberized and open-grade asphalt is known as “quiet pavement” because it
reduces the audible noise emanating from traffic.
Temporary construction noise minimization measures NOI-1 through NOI-3 would reduce
construction noise impacts for sensitive receptors adjacent to the project site and are
explained in Section 2.4 of the environmental document.
I.2 Air Quality
a As discussed in the Air Quality Technical Report (2008), air quality monitoring locations
were selected by choosing areas representing the nearest sensitive receptors in the vicinity of
the modeled roadway segments. These locations represent the sensitive receptors subject to
the greatest air quality impacts.
Under the no-build option, increased traffic congestion would inevitably create more air
pollution than if Alternative 3 or Alternative 6 were chosen.
It was determined that National Air Quality Standards would be met, no generation of notable
levels of mobile sources of air toxics (MSATs) would result from the project, and emissions
would not exceed the City of San Luis Obispo County Air Pollution Control Standards. For
temporary impacts, minimization measures for construction-related air impacts have been
included to protect the resident from construction pollution. Please see the minimization
measures for Air Quality in Section 2.4 under the Construction Air Quality heading of the
Initial Study.
Air quality impacts would be mitigated by Minimization Measures AQ-1 through AQ-3. The
proposed project would implement a dust control plan, measures for construction emissions,
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and toxic control measures for naturally occurring asbestos. In addition the proposed project
would utilize Best Management Practices.
The City of San Luis Obispo provided monetary compensation to Los Verdes Parks I and II
residents to purchase dual-pane windows and air conditioning units in 1986. This was a
mitigation measure for noise impacts from a bridge and traffic project at the time.
b Thank you for your offer, please refer to response “a” above.
I.3. Safety at Los Osos Valley Road and Los Verdes Parks
a. Traffic Study of the Los Verdes driveways along Los Osos Valley Road did not indicate that
increased traffic control was warranted as part of the project. There is no four-way stop
currently included in designs for Los Verdes Park I or II. The City is studying potential
alternatives to the driveway locations and will continue to monitor this as part of its Annual
Traffic Safety report process. This process annually checks the city for problematic traffic
locations and makes recommendations for mitigation based on traffic collision review and
observations.
Adding signals at the Los Verdes Parks I and II driveways onto Los Osos Valley Road has
been considered. The Traffic Operations Report concluded that the Los Verdes Parks I and II
driveways do not meet signal warrants at this time, nor would they meet signal warrants at the
design year of 2035 per requirements of the State Manual on Uniform Traffic Control
Devices.
b. Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los Verdes
Parks I and II driveways would provide additional gaps in traffic to allow turns from or into
the Los Verdes driveways due to the increased capacity and reduction in backups on Los
Osos Valley Road. Based on public comment, the City is considering that the project initially
maintain one lane of traffic on Los Osos Valley Road from South Higuera Street toward the
US 101 freeway and then transition to two lanes north of the Los Verdes driveways. The
single-lane approach may temper speeds of vehicular traffic approaching the location of
driveways. This effort, in conjunction with adjustments to signal timing, could provide gaps
in the traffic flow on Los Osos Valley Road resulting in improved access for Los Verdes Park
I and II residents.
c. The City has reviewed the signal timing at the intersection of Higuera/Los Osos Valley Road
and has concluded that additional pedestrian timing for crossing Los Osos Valley Road is
possible; the timing changes would be implemented before the interchange project is built.
This change would also improve traffic timing as mentioned in response “b” above.
d. The City and Caltrans will evaluate the possibility of adjusting future signal timing for the
Los Osos Valley Road/ Northbound US 101 and the Los Osos Valley Road/South Higuera
Street intersections to allow additional gaps in traffic for exiting the Los Verdes Parks.
e. All intersections with signals would include pedestrian crossing controls unless determined
unsafe or detrimental to traffic conditions. As an added safety enhancement, the final design
may include street print (stamped/imprinted asphalt or concrete) for pedestrian crosswalks
with signals. Intersections with signals would also include bicycle detection for the Class II
bike lanes. The City has also reviewed the signal timing at the intersection of Higuera/Los
Osos Valley Road and has concluded that additional pedestrian timing for crossing Los Osos
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Valley Road is possible; the timing changes would be implemented before the interchange
project were built.
f. Thank you for your comment. The City will evaluate the possibility of future signal timing
and signage for the Tank Farm/South Higuera and South Higuera/Prado Road Los Osos
Valley Road/Northbound US 101 and the Los Osos Valley Road/South Higuera Street
intersections to allow additional gaps in traffic for exiting the Los Verdes Parks.
I.4 Safety at Los Osos Valley Road and South Higuera Street
a. Please refer to responses for “I.3” above.
I.5 Community Character, Quality of Life and Property Value concerns
a. Removal of medians on Los Osos Valley Road
The Los Osos Valley Road interchange is defined in the City of San Luis Obispo 1994
Circulation Element and the April 4, 2006 amendment (Resolution No. 9785) as an entryway
to the community of San Luis Obispo. The Traffic Management section states that “segments
of these routes leading into San Luis Obispo should include landscaped medians and roadside
areas to better define them as community entryways.” Additionally, the Scenic Roadways
section establishes a policy to “preserve and improve views of important scenic resources
from streets and roads.”
The median, which is 170 feet long, would be removed to provide space for the two
additional traffic lanes and maintain the Class II bike lanes. While removal of the median
does include the removal of three existing street trees, its impact is considered less than the
removal of the Los Verdes Park street trees or landscaping that would be required if the road
must be widened beyond the existing curb-to-curb area.
i The cross section of Los Osos Valley Road adjacent to Los Verdes Parks I and II was
developed and installed as part of the subdivisions for the two residential areas that
occurred in the 1970s. The current curb-to-curb dimensions do not allow for installation of
the additional needed travel lanes while maintaining the bicycle lanes that are needed for
future conditions. To accomplish this, the roadway must be widened or existing lanes
narrowed to obtain the needed cross section for the future roadway lane assignments.
Widening to the outside and narrowing to the inside were both considered for this section
with the conclusion that reducing the raised median area and installing the two-way left-
turn lane alternative was the most appropriate along this segment. This alternative does
not bring automobile traffic closer to the residences of Los Verdes Park I and II and
maintains the sidewalk areas and substantial landscape screening along the Los Verdes
Park frontage of Los Osos Valley Road.
The widening would result in four 12-foot through-lanes, bike lanes, sidewalks (on both
sides), and a median 5 feet to 16 feet wide, which would be used for left turns where
needed. Restriping Los Osos Valley Road from two lanes to four lanes in front of the Los
Verdes Parks I and II driveways would provide additional gaps in traffic to allow turns
from or into the Los Verdes driveways due to the increased capacity and reduction in
backups on Los Osos Valley Road. Based on public comment, the City is considering that
the project initially maintain one lane of traffic on Los Osos Valley Road from Higuera
Street toward the US 101 freeway and then transition to two lanes north of the Los Verdes
driveways. The single lane approach may temper speeds of vehicular traffic approaching
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the driveways. Speed tempering will provide traffic calming and should compensate
removal of the raised median.
ii As stated in response “i” removal of the median and installation of a two-way left turn
lane, allows traffic to remain the same distance from the Los Verdes Parks I and II
maintaining the sidewalk areas and substantial landscape screening along the Los Verdes
Parks frontage of Los Osos Valley Road, lessening noise and air quality impacts while
maintaining aesthetic value to the residential area.
iii. Please refer to the responses to “i” and “ii” in this section.
b. Home values, noise and air pollution, aesthetics
i Thank you for your suggestion, the City will consider your suggestion of including the
rerouting Los Osos Valley Road around the western and southern edges of Los Verdes
Park in the next General Plan Circulation Element update. In regard to your suggestion
Alternative 2 was developed during the Project Study Report (PSR) phase of the project,
and provides an alternative similar to that which you propose. Alternative 2 proposed a
new roadway alignment connection between South Higuera west of the Los Verdes
development and the Los Osos Valley Road interchange. This alternative embraced a
larger need and purpose than originally proposed for the project and was met with mixed
public support. Additionally the cost of Alternative 2 was twice that of Alternative 3 and
presented substantial environmental impacts to Conservation/ Open Space land and San
Luis Obispo Creek. The alignment was also strongly opposed by some residents of the
Los Verdes developments who did not want a major road along the west and northwest
sides of their development unless Los Osos Valley Road was terminated. This alternative
does not exist in any regional transportation plan or City planning document at this time.
Due to the high cost, environmental impacts, mixed public opinion, and scope outside the
projects purpose and need, Alternative 2 was dropped from the list of viable alternatives
studied in the environmental document. However, as part of the City Council direction of
developing all project alternatives for the US 101/Los Osos Valley Road interchange
project, each of the proposed alternatives do not preclude this alternative from being built
at a future time should this project be included in the next update of the City’s Circulation
Element or the County’s Regional Transportation Plan.
ii. Your comments regarding Prado Road east of the interchange study area as well as the
other regional facilities and locations are noted, but those issues are considered beyond the
scope of the impact of the Los Osos Valley Road interchange alternatives assessment area.
Both the City’s General Plan and the Regional Transportation Plan include
recommendations for and analysis of these areas as part of the overall circulation system
needs of the city and county. Connecting Prado Road between South Higuera and Broad
Street (Hwy 227) is shown as project A.1 in the City’s Circulation Element as a part of the
Prado Road Interchange Project. The Prado Road Interchange Project is a City project
with Caltrans oversight and is identified in the City General Plan Circulation Element as
Projects A.1, A.2, B.4 and C.1. The General Plan states that the City will ensure that
changes to Prado Road (Project A.1, A.2, B.4 and C.1) and other related system
improvements are implemented in a sequence that satisfies circulation demands caused by
area development. Specifically, these projects would be built if funding is secured from
the airport area, Dalidio area and other development projects within the City. The Prado
road projects are driven by specific development projects, which have not yet occurred.
iii. Your comments regarding excluding the Prado Road Interchange Project as a project
occurring in the foreseeable future from the Circulation Element of the City’s General
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Plan before approving development projects is noted, but that issue is considered beyond
the scope of the impact of the Los Osos Valley Road interchange alternatives assessment
area. The City reviews each development project that is proposed for various impact
possibilities, including both project-specific and cumulative effects. Whether or not
private development may occur before any infrastructure improvement need (such as the
Prado Road Interchange) is dependent on each project’s impact and associated pro rata
share of that impact on existing facilities. Both the City’s General Plan and the Regional
Transportation Plan include recommendations for and analysis of these areas as part of the
overall circulation system needs of the city and county. Traffic volume forecasts are based
on General Plan build-out conditions for the City of San Luis Obispo. Project specific
study areas are selected in consultation with City of San Luis Obispo and Caltrans staff
per the requirements set forth in the December 2002 Caltrans Guide for the Preparation of
Traffic Impact Studies.
Before adopting or revising any general plan element, the City Planning Commission and
the City Council hold public hearings (noticed in the local newspaper at least 10 days
prior to the hearing date) and prepares environmental documents to encourage public
review in the planning process. During this phase the City welcomes comments regarding
General Plan updates.
I.6 Land Use and Circulation Element Concerns
a. Please refer responses above in section “b” of “I.5.”
I.7 Cumulative effects
a. Please refer responses above in section “b” of “I.5.”
II. Thank you for providing these comments and suggestions. The City of San Luis Obispo will
continue to work with the public to address appropriate signage and placement. The City will
consider your suggestions for appropriate signage and placement directing traffic towards the
Edna Valley wineries. If feasible the City will work with you and other members of the
community to coordinate implementation of these signs. Please contact the City Public
Works Department to continue this dialogue at (805) 781-7200.
III. Points from responses to survey
III.1 Please refer to response to “I.5a” for discussion of raised medians on Los Osos Valley Road.
III.2 The City has noted that respondents to your survey were not in favor of a monument sign at
Los Osos Valley Road.
III.3 Thank you for your offer. Please contact the City Public Works Department to continue this
dialogue at (805) 781-7200 and refer to response “II” for signage discussion.
IV. Concerns of lack of communication throughout the planning process
The City of San Luis Obispo met with the Los Verdes Parks I and II Home Owners
Association boards and Caltrans held a public hearing to meet CEQA requirements. Public
input was received either at the hearings/meetings or during the circulation period. The
meeting on July 8, 2008 satisfies CEQA requirements for public input. In addition to the
public hearings, several public meetings were held with Los Verdes I and II Homeowners
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Association. The City Council also received project status updates during the development of
the project.
Multiple meetings were held throughout the project development phase: meetings with the
general public, meetings specifically with members of the Los Verdes Parks, other project
update and funding discussions by the City Council, and the required public hearing for
CEQA discussion. The public hearing was conducted in an open format style. Public input
was received either at the hearings/meetings or during the circulation period. In addition,
Caltrans staff was on hand at the hearing to answer questions and listen to comments by the
public. A partial list of these meetings is provided below. It is our conclusion that CEQA
public involvement requirements have been met. A court reporter was present at the public
hearing on July 8, 2008 to record comments for the formal administrative record, and all of
the comments are incorporated into the final report.
Public Scoping Meeting #1: March 27, 2003
Public Scoping Meeting #2: July 1, 2004
Los Verdes Home Owners Association Meeting: March 11, 2003
Los Verdes Home Owners Association Meeting: July 1, 2008
Public Hearing: July 8, 2008
The public meetings, City Council presentations, and public hearings were advertised in The
Tribune newspaper. In addition, notices of the public hearing were sent to interested parties
and occupants/tenants within about 2,000 feet of the interchange.
The purpose of the public hearing was to obtain public comment and to ensure that
transportation decisions are consistent with the goals and objectives of federal, State, and
local entities.
The meetings provided opportunities for members of the public to see the final proposed
alternatives and provide their input. The meetings were well attended by the members of the
public and homeowners near the project.
As part of project development, two individual working group meetings with the Los Verdes
Home Owners Association were held: one on March 11, 2003 and another on July 1, 2008.
While the time between these meetings was longer than expected, the delay in the meetings
was a result of the studies and technical reviews conducted for the project alternatives in the
interim.
Project alternatives were considered and evaluated during the Project Study Report (approved
February 27, 2004) phase of the project. Seven alternatives were considered by the Project
Development Team and evaluated based on project cost, level of service and other traffic
data, and specific environmental impacts (including public input). Two of these Alternatives
(3 and 6) met the purpose and need of the project and had the least environmental impacts.
Based on public comments received and the environmental impacts associated with
Alternative 6, Caltrans selected Alternative 3 as the preferred alternative. Please refer to
Section 1.3 of the environmental document for a discussion of public involvement in the
selection of Alternatives.
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List of Technical Studies that are Bound Separately
Air Quality Report
Noise Impact Analysis
Natural Environment Study
Wetland Delineation
Biological Assessments for California Red-legged Frog and Steelhead Trout
Location Hydraulic Study
Historical Property Survey Report
— Archaeological Survey Report
Hazardous Waste Report
— Initial Site Assessment
Scenic Resource Evaluation/Visual Assessment
Attachment 2
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City of San Luis Obispo
919 Palm Street San Luis Obispo CA 93401
Notice Requesting Proposals for
CONSTRUCTION MANAGEMENT SERVICES FOR THE
U.S. 101 / LOS OSOS VALLEY ROAD INTERCHANGE IMPROVEMENT PROJECT,
Specification No. 99821
The City of San Luis Obispo is requesting sealed proposals from qualified Construction Management firms to
provide Construction Management Services pursuant to the U.S. 101 / Los Osos Valley Road Interchange
Improvement Project, Specification No. 99821. All proposals must be received by the Public Works Department at
919 Palm Street, San Luis Obispo, CA 93401 by 2:00 P.M. on Wednesday, April 30, 2014.
Proposals received after said time will not be considered. To guard against premature opening, each proposal
shall be submitted to the Public Works Department in a sealed envelope plainly marked with the proposal title,
specification number, Consultant name, and time and date of the proposal opening. Proposals shall be submitted
using the forms provided in the specification package.
Specification Package may be obtained from the City’s Web site:
http://www.slocity.org/publicworks/download/temp/95lovr.zip
Project Detail Information
Project detail information may be obtained by contacting Kyle Rowland at (805) 783-7717.
Disadvantaged Business Participation
DBE and other small businesses as defined in Title 49 CFR 26, are encouraged to participate in the performance of
agreements.
Rev 11.20.12 BL
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Los Osos Valley Road/ U.S. 101 Interchange Improvement Project, Spec. No. 99821CM, RFP for CM Services Page 2 of 30
Specification No. 99821 CM
TABLE OF CONTENTS
DESCRIPTION OF WORK ........................................................................................................................................ 3
GENERAL TERMS AND CONDITIONS .................................................................................................................... 9
PROPOSAL REQUIREMENTS ............................................................................................................................ 9
CONTRACT AWARD AND EXECUTION ........................................................................................................... 10
PROPOSAL CONTENT AND SELECTION PROCESS .......................................................................................... 11
PROPOSAL CONTENT ...................................................................................................................................... 11
PROPOSAL EVALUATION AND CONSULTANT SELECTION ......................................................................... 11
FORM OF AGREEMENT ......................................................................................................................................... 13
Exhibit A to Agreement ............................................................................................................................................ 19
PROPOSAL SUBMITTAL FORMS .......................................................................................................................... 23
ACKNOWLEDGEMENT ..................................................................................................................................... 23
INSURANCE CERTIFICATE .............................................................................................................................. 23
STATEMENT OF PAST CONTRACT DISQUALIFICATIONS ........................................................................... 24
REFERENCES .................................................................................................................................................... 24
INSURANCE REQUIREMENTS: Consultant Services .......................................................................................... 26
APPENDICES .......................................................................................................................................................... 27
Appendix 1: Location Map .................................................................................................................................. 27
Appendix 2: Additional Contract Forms .............................................................................................................. 27
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Los Osos Valley Road/ U.S. 101 Interchange Improvement Project, Spec. No. 99821CM, RFP for CM Services Page 3 of 30
Section A
DESCRIPTION OF WORK
BACKGROUND
The City of San Luis Obispo Public Works Department is accepting proposals from qualified Construction
Management firms to provide construction management and inspection services for the U.S. 101 / Los Osos
Valley Road Improvement Project (Project) pursuant to Specification No. 99821. It is the intent of the City that the
proposed scope of work be inclusive of all items associated with construction management and inspection
services necessary for project completion and closeout. If the proposer is unsure of the required scope of work it
is their responsibility to provide the parameters and assumptions relative to their proposed scope. The City will be
providing a dedicated Project Manager to oversee the contract construction management efforts.
The existing US-101/ Los Osos Valley Road (LOVR) interchange is configured as a diamond interchange with the
exception that a loop ramp in the southeast quadrant of the interchange provides access from LOVR to
northbound US-101. The LOVR Overcrossing (No. 49-0185) was built in 1962 to carry two lanes of traffic. The
bridge was widened in 1987 to ultimately carry three lanes of traffic. The existing bridge is a four-span structure
of approximately 300 feet in length and 55 feet in width. Roadway embankments up to 20 feet in height were
constructed for the overcrossing. Southeast of the interchange, within the project limits, LOVR passes over San
Luis Obispo Creek.
PROJECT DESCRIPTION
The Project was initiated by the City of San Luis Obispo in cooperation with Caltrans, and the San Luis Obispo
Council of Governments (SLOCOG) with the purpose of maximizing the efficiency of LOVR and the LOVR/US-
101 interchange to preempt any degradation of traffic operations within the 20-year design period in conjunction
with other planned improvements.
The Project will reduce current and projected traffic congestion, improve safety and operations, and facilitate
circulation consistent with the General Plan of the City of San Luis Obispo. The Project consists of widening
LOVR between the Calle Joaquin intersection with LOVR west of US-101 and the Los Verdes Park community
east of US-101 to 4-lanes, constructing a new 2-lane structure adjacent to the existing LOVR overcrossing, and
widening the San Luis Obispo Creek triple arch bridge crossing. The project is estimated to be 340 working days
with a construction cost of $17,000,000.
The PROJECT will implement a number of improvements generally consisting of the following:
Construct a separate US-101 overcrossing to carry the two eastbound lanes with a split profile;
Raise the intersection of LOVR at the US-101 southbound ramps;
Widen and rebuild the US-101 northbound off-ramp and build a retaining wall to avoid creek impacts;
Complete widening of LOVR to four lanes from South Higuera Street to the existing four-lane section west
of Calle Joaquin;
Widen the US-101 southbound off-ramp and construct retaining walls;
Construct an acceleration lane for the southbound on-ramp.
Other work will consist of utility coordination and relocations.
All work on this project will be performed in strict conformance with the latest editions of the Caltrans “Project
Development and Procedures Manual”, “Highway Design Manual”, “Construction Manual”, “City Standard
Specifications”, in conjunction with the 2010 “State Standard Specifications”, unless otherwise specified within
the construction documents.
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PROJECT FUNDING
The project is funded with both local and State funds; however, federal, State, and City protocols will be used for
construction. All record keeping, reporting, and other contract administration activities will be in strict accordance
with both Caltrans and FHWA procedures and directives.
SCOPE OF SERVICES
Typical Duties – The Work Tasks, defined in section below, generally include the following:
1. Maintain an awareness of safety and health requirements and enforce applicable contract provisions
for the protection of the public and project personnel.
2. Provide technical and administrative management services for the project, coordination and oversight
of all activities related to the construction of the project, and provide constant communication to the
Project Manager of activities and concerns on the project. Review all prepared documents with the
Project Manager prior to submission to the Contractor.
3. Evaluate cost reduction incentive proposals and provide recommendations to Project Manager for
acceptance or denial.
4. Perform the duties of Resident Engineer and Assistant Resident Engineer in accordance with
Caltrans procedures including construction inspection, pay quantity calculations, materials sampling
and testing, and compliance monitoring with project plans, specifications, permits, environmental
documents, and agreements.
5. Review and monitor the contractor’s schedule through weekly meetings, and maintain an as -built
schedule.
6. Maintain binders of job records in accordance with Caltrans standards.
7. Prepare daily inspection and materials records and weekly status reports, and stormwater compliance
documentation.
8. Prepare all correspondence related to project activities and review with the Project Manager.
9. Identify actual and potential problems associated with the construction project and consult with the
design engineer and Project Manager to implement engineering solutions.
10. Coordinate submittal reviews and timely approvals with the design team and Project Manager.
11. Prepare and approve progress payments and supporting documentation. The City will provide
signature authorization of monthly payments.
12. Pre-negotiate and prepare contract change orders. The City will provide signature authorization of
contract change orders.
13. Perform labor and subcontracting compliance tasks including labor interviews and verifying certified
payrolls and subcontractors utilization.
14. Complete record drawing markups daily, final Project certification, as outlined in Task 5, “Post -
Construction Services.”
15. Recommend project acceptance in accordance with Caltrans and City Standard Specifications and
procedures.
16. Ensure full compliance to Americans with Disabilities Act (ADA).
Work Tasks - A preliminary scope of services follows and includes identified work tasks.
Task 1 – Pre-Construction Services
This task includes pre-construction services including, but not limited to the following:
Assist the City in evaluation of bids received.
Review contract plans, specifications, permits and agreements, including utility relocation work
and construction easement.
Review Resident Engineer files. Resident Engineer’s files consist of design engineer memos to
Resident Engineers, and technical reports, environmental document, permits, and studies.
Prepare a Resident Engineer’s project schedule which includes all pre-construction and utility
relocations by others, and notification timelines noted on all permits, agreements, and contract
documents. Upon receipt of Contractor’s schedule, evaluate and confer with the Contractor
regarding workability of the schedule or suggest changes that may improve the schedule and
update Resident Engineer’s schedule.
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Prepare project instructions and establish proposed contract administration and record keeping
procedures to be used during construction for review and approval by Project Manager.
Attend meeting with City and Design Engineer to discuss design features. The intent of this
meeting is to answer questions from the Resident Engineer, meet key staff, and review contract
administration procedures.
Attend meeting with Caltrans project staff. Establish protocols and discuss key issues and
concerns of the State.
Establish electronic records file structure and protocol for daily uploading to City network. Folder
organization should be built from Caltrans standard record keeping guidelines.
Prepare meeting agenda identifying attendees and conduct a pre-construction conference with
the Contractor awarded the construction contract. Prepare and circulate meeting minutes.
Follow Caltrans Standard Specifications Section 5-1.43, Potential Claims and Dispute Resolution
in establishing a Dispute Resolution Advisor (DRA) or Dispute Resolution Board (DRB) as
mutually agreed to by the City and the Contractor. The agreed to process shall be reviewed and
approved by Project Manager.
Establish correspondence protocols for contractor – construction management communications
to allow for clear tracking of correspondence sequences and responses.
Task 2 – Construction Services
This task includes project management, construction administration, scheduling, project
observation/inspection, and materials testing during construction. Consultant management services shall
be in accordance with the Caltrans Local Assistance Program and Construction Manuals, including but
not limited to the following:
Project Coordination and Communication
Serve as the focal point for coordination among the contactor, surveyors, material testers, design
team, the Project Manager, other agencies, utility companies, and other parties.
Maintain close contact with Project Manager and the design team and review all correspondence
with the Project Manager prior to issuance. Maintain and track correspondence in an organized
manner throughout the project.
Receive all Contractor correspondence and prepare and transmit responses. Coordinate with
applicable parties, as required, to develop responses.
Conduct weekly, or as necessary, construction contract coordination meetings with the
Contractor. Take minutes and distribute to parties designated in the project instructions.
Schedules, Progress Meetings, and Reports
Review Contractor’s planned schedule for conformance with the specifications and for
reasonableness of the sequence and duration of the activities. Provide acceptance or correction
noticing to Contractor.
Review work progress as compared to the planned schedule and notify Contractor of schedule
slippage. Analyze schedule to determine impact of weather and change orders. Obtain from
Contactor updates of construction schedule incorporating actual progress, weather delays, and
change order impacts. Negotiate time extensions due to change orders and other delays.
Prepare and submit a monthly progress report to Project Manager describing key issues, cost
status, and schedule status.
Maintain as-built schedule
Payment
Review Contractor’s initial schedule of values for reasonableness and ease of monitoring.
Prepare monthly quantity calculations to support progress payments.
Review and approve quantities submitted with monthly progress payment requests, negotiate
differences over amount, and process payments through the Project Manager.
Submittals and Requests for Information (RFI)
Receive, stamp, and log submittals, and review and approve, or distribute for review as
necessary.
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Monitor the review and return of submittals to Contactor. Provide reminders in advance of
deadlines for submittal reviewers
Develop and maintain a submittal tracking list to identify parties responsible for review and
acceptance, and received and response due dates.
Receive, process, and monitor Requests for Information (RFI) from Contactor.
Prepare responses to RFI related to construction issues in a timely manner.
Transmit design-related RFI to Design Engineer and copy the Project Manager.
Conduct meetings with Contractor and other parties, as needed, to discuss and resolve RFI.
Change Orders
Evaluate potential change orders for compliance with permits, environmental documents and
other on-site and construction constraints. Provide appropriate feedback for modifications or
adjustments to change order proposals.
Prepare Cost Request Bulletins, perform quantity and cost analysis, as required, for negotiation
of change orders, and negotiate payment for contract change orders.
Prepare change orders related to construction issues based on drawings, specifications, and
other information from the City, design team, Project Manager, Caltrans, or Contractor.
Perform change order administration, including obtaining Caltrans and City approval of change
order requests, issuing proposed change orders to Contractor, maintaining logs of proposed
change orders, receiving change order quotations from Contractor, negotiating change order
costs and time extension, processing final negotiated change orders, and incorporating approved
change order into progress payment breakdown.
Prepare recommendations to accompany change order documents and forward to Caltrans
Representative and Project Manager for review and approval. Obtain Contractor signature and
provide to the City for execution.
Construction Observation/Inspection Services
Provide experienced and qualified inspectors (qualified by the State of California, Department of
Transportation) and who are acceptable to the City.
The inspectors will ensure compliance with all aspects of the construction contract by
continuously monitoring, evaluating, approving or rejecting the Contractor’s work in accordance
with the approved construction contract documents.
Review laboratory, shop and mill test reports of materials and equipment, and coordinate as
required with the Design Engineers.
Review the safety programs developed by the Contractor as required by the contract documents
and monitor the Contractor's compliance.
Determine that the Contractor’s work is being performed in accordance with Caltrans'
requirements and in accordance with the requirements of the contract documents. Endeavor to
guard the City against defects and deficiencies in the work. As appropriate, require special
inspection or testing, or make recommendations to the City regarding special inspection or testing
of work not in accordance with the provisions of the contract documents, whether or not such
work is fabricated, installed or completed. Subject to review by Caltrans and City, reject work,
which does not conform to the requirements of Caltrans, the City or the contract documents.
Record the progress of the project. Provide accurate and precise daily inspection reports. Submit
written daily progress reports to the City and Caltrans, including information on Contractor and
the entire project, showing percentages of completion and the number and status of change
orders.
Keep daily logs containing a record of weather, Contractor's work on the site, number of workers,
work accomplished, problems encountered, and other relevant data. Make the log available to
the City and Caltrans. Prepare and send a Weekly Statement of Working Days to the Contractor.
Check certified payrolls and monitor Contractor's compliance with labor code requirements.
Monitor all inspection activities, both City provided and any consulted out inspections.
Consolidate punch list items indicating work remaining for project closeout.
Claims
Receive and analyze Notices of Potential Claim and Claims submitted.
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Review Notices and Claims with the Contract to verify understanding and determine if reasonable
solution exists to address and eliminate the Claim. Review resolutions with the Project Manager
and prepare appropriate response.
Perform claims administration, including coordinating and monitoring claims response
preparation, logging claims, and tracking claims status, and response deadlines.
Task 3 – Materials Testing
Materials testing services will be required for construction of the project and provided by the Consultant or
subconsultant, as directed by the Consultant. Consultant shall review and monitor testing for compliance
with the project requirements. The materials testing requirements include, but are not limited to, the
following:
Select and retain the professional services of special consultants and testing laboratories certified
by Caltrans. Monitor and coordinate their services.
Provide a quality control service including inspection and testing of all materials, such as but not
limited to, steel strength, concrete strength, gravel gradations, soil compaction in accordance with
the Caltrans Standard Specifications and Construction Manual.
Task 4 – Surveying
Surveying is anticipated to be performed by Consultant’s Staff as directed by the Construction Manager.
The Construction Manager shall review and monitor surveys to verify compliance with the project
requirements. The surveying requirements include, but are not limited to, the following:
Provide construction surveying services per the latest Caltrans “Survey Manual” and its revisions.
Surveys performed by the Engineer shall conform to the requirements of the Land Surveyor’s Act.
Responsible Charge for the work shall reside with a January 1, 1982 Registered Civil Engineer or
a licensed Land Surveyor in the State of California.
The minimum standard of survey quality shall be that of similar surveys performed by Caltrans.
Either Caltrans or City will designate the existing horizontal and vertical control monuments that
are to be the basis of all surveys. Either Caltrans or City will provide the California coordinate
system values and elevations of these monuments. The Consultant shall adjust all Consultant
performed surveys to the designated control monuments and their values.
Monuments established by the Consultant shall be marked by the Consultant with State furnished
disks, plugs, or tags. In addition, the Consultant shall identify Consultant established monuments
by tagging or stamping the monuments with the license or registration number of the Engineer’s
surveyor who is in “responsible charge” of the work. Replacement of survey monuments shall be
the responsibility of the Consultant. All new monuments shall be set in accordance with current
City and Land Surveyors Act requirements.
Task 5 – Post-Construction Services
The post-construction services task includes project closeout after the work is complete. The
post-construction services requirements include, but are not limited to, the following:
Compile record drawing information, and provide one copy of red-lined project drawings to the
City.
Compile any outstanding claims and documentation together in a coherent package.
The design consultant will provide project changes to original design mylars to complete the
record set.
Final payment will be recommended by Consultant to the City and all remaining project files
(organized in the manner specified in the Caltrans Construction Manual or otherwise specified in
Project Plans & Specifications) will be transmitted to the City and Caltrans for archiving.
Project Certification and a Notice of Completion shall be provided in consultation with the City and
Caltrans.
All claims shall be processed in accordance with Caltrans 2010 Standard Specifications Section
5-1.43, Potential Claims and Dispute Resolution.
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GENERAL CONSULTANT REQUIREMENTS
All personnel shall be knowledgeable of, and comply with, all applicable local, state, and federal regulations;
cooperate and consult with City staff during the course of the contract; and perform other duties as may be
required to assure that the construction is being performed in accordance with the project plans and
specifications. Consultant personnel shall perform duties as may be required to assure that project is being
completed in accordance with the project plans and specifications, as an extension of City staff.
The Consultant’s team shall be staffed with personnel having the following minimum qualifications and experience
in project management:
The Construction Manager shall be a licensed Civil Engineer, registered in the State of California with
experience in large project oversight and implementation.
Previous professional work experience in the subject area will be a heavily weighed factor in the selection
process. Quality of performance on previous Caltrans projects, ability to meet project schedules and
budgets, manage claims, and experience in conducting similar services for public agency projects will be
some of the attributes considered.
The Consultant staff must have experience with applying requirements from the Caltrans Construction
Manual, Material Testing Manual and Local Assistance Procedures Manual to Construction Projects, and
work with stream permitting.
Resumes of personnel must be submitted to City for review and approval prior to assignment to the Project. City
will determine the quality and quantity of services that are required by Consultant personnel. If in the opinion of
City, an individual lacks adequate experience, the individual may be rejected or may be accepted on a trial basis
until such time the individual's ability to perform the required services has been demonstrated. If at any time, the
performance of Consultant personnel is unsatisfactory to the City, the City may release him/her by written notice
and may request another qualified person be assigned.
If Consultant personnel are on leave of absence, the Consultant shall provide approved, equally qualified
replacement personnel until the assigned personnel returns to the Project per acceptance of Project Manager.
Subconsulting is permitted, but subconsultants will perform their duties at the direction of the Consultant.
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Section B
GENERAL TERMS AND CONDITIONS
PROPOSAL REQUIREMENTS
1. Requirement to Meet All Provisions. Each individual or firm submitting a proposal (Consultant) shall meet
all of the terms, and conditions of the Request for Proposals (RFP) specifications package. By virtue of its
proposal submittal, the Consultant acknowledges agreement with and acceptance of all provisions of the RFP
specifications.
2. Proposal Submittal. Each proposal must be submitted on the form(s) provided in the specifications and
accompanied by any other required submittals or supplemental materials. Proposal documents shall be
enclosed in an envelope that shall be sealed and addressed to the Public Works Department, City of San Luis
Obispo, 919 Palm Street, San Luis Obispo, CA, 93401. Each proposal submittal shall include one electronic
copy of the proposal, submitted in Adobe Acrobat format on CD or flash drive. In order to guard against
premature opening, the proposal should be clearly labeled with the proposal title, specification number, name
of Consultant, and date and time of proposal opening. No FAX submittals will be acc epted.
3. Insurance Certificate. Each proposal must include a certificate of insurance showing:
a. The insurance carrier and its A.M. Best rating.
b. Scope of coverage and limits.
c. Deductibles and self-insured retention.
The purpose of this submittal is to generally assess the adequacy of the Consultant’s insurance coverage
during proposal evaluation; as discussed under paragraph 12 below, endorsements are not required until
contract award. The City’s insurance requirements are detailed in Section F.
4. Submittal of References. Each proposer shall submit a statement of qualifications and references on the
form provided in the RFP package.
5. Statement of Contract Disqualifications. Each proposer shall submit a statement regarding any past
government disqualifications on the form provided in the RFP package.
6. Proposal Withdrawal and Opening. A Consultant may withdraw its proposal, without prejudice prior to the
time specified for the proposal opening, by submitting a written request to the City Engineer for its withdrawal,
in which event the proposal will be returned to the Consultant unopened. No proposal received after the time
specified or at any place other than that stated in the "Request for Proposals" will be considered. All
proposals will be opened and declared publicly. Consultants or their representatives are invited to be present
at the opening of the proposals.
7. Submittal of One Proposal Only. No individual or business entity of any kind shall be allowed to make or
file, or to be interested in more than one proposal, except an alternative proposal when specifically requested;
however, an individual or business entity that has submitted a sub-proposal to a Consultant submitting a
proposal, or who has quoted prices on materials to such Consultant, is not thereby disqualified from
submitting a sub-proposal or from quoting prices to other Consultants submitting proposals.
8. Communications. All timely requests for information submitted in writing will receive a written response from
the City. Telephone communications with City staff or consultants are not encouraged, but will be permitted.
However, any such oral communication shall not be binding on the City.
9. Alternative Proposals. When specifically requested, the proposer may submit an alternative proposal (or
proposals) that it believes will also meet the City's project objectives but in a different way. In this case, the
proposer must provide an analysis of the advantages and disadvantages of each of the alternatives, and
discuss under what circumstances the City would prefer one alternative to the other(s). If an alternative
proposal is submitted, the maximum length of the proposal may be expanded proportionately by the number
of alternatives submitted.
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CONTRACT AWARD AND EXECUTION
10. Proposal Retention and Award. The City reserves the right to retain all proposals for a period of 60 days
for examination and comparison. The City also reserves the right to waive non substantial irregularities in any
proposal, to reject any or all proposals, to reject or delete one part of a proposal and accept the other, except
to the extent that proposals are qualified by specific limitations. See the "Special Terms and Conditions" in
Section C of these specifications for proposal evaluation and contract award criteria.
11. Competency and Responsibility of Consultant. The City reserves full discretion to determine the
competence and responsibility, professionally and/or financially, of Consultants. Consultants will provide, in a
timely manner, all information that the City deems necessary to make such a decision.
12. Contract Requirement. The Consultant to whom award is made (Consultant) shall execute a written
contract with the City within ten (10) calendar days after notice of the award has been sent by mail to it at the
address given in its proposal. The contract shall be made in the form adopted by the City and incorporated in
these specifications.
13. Insurance Requirements. The Consultant shall provide proof of insurance in the form, coverages and
amounts specified in Section F of these specifications within 10 (ten) calendar days after notice of contract
award as a precondition to contract execution.
14. Business License & Tax. The Consultant must have a valid City of San Luis Obispo business license and
tax certificate before execution of the contract. Additional information regarding the City's business license
and tax program may be obtained by calling (805) 781-7134.
15. Failure to Accept Contract. The following will occur if the Consultant to whom the award is made
(Consultant) fails to enter into the contract: the award will be annulled; any bid security will be forfeited in
accordance with the special terms and conditions if a Consultant's bond or security is required; and an award
may be made to the next highest ranked Consultant with whom a responsible compensation is negotiated,
who shall fulfill every stipulation as if it were the party to whom the first award was made.
16. Non-Collusion Affidavit. Proposer shall declare that the only persons or parties interested in the proposal
as principals are those named therein; that no office, agent, or employee of the City of San Luis Obispo is
personally interested, directly or indirectly, in the proposal; that the proposal is made without connection to
any other individual, firm, or corporation making a proposal for the same work; and that the proposal is in all
respects fair and without collusion or fraud. The Non- Collusion Affidavit shall be executed and submitted with
the proposal.
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Section C
PROPOSAL CONTENT AND SELECTION PROCESS
PROPOSAL CONTENT
1. Submittal Forms
a. Acknowledgement
b. Certificate of Insurance
c. References
d. Statement of Past Disqualifications
e. Debarment and Suspension Certification
f. Certification of Consultant
g. Proposers List
h. Disadvantaged Business Enterprise - Proposer Information
i. Disclosure of Lobbying Activities
2. Proposal Requirements
a. Specialized Experience - The overall capabilities of the consultant's organization should be
discussed in this section. Include a brief summary of the firm's recent and relevant experience,
management organization, and ability of persons assigned to perform the work. Possession of
appropriate licenses and certifications shall be indicated in the proposal.
b. Project Approach/Work Plan - Discuss the firm’s approach to accomplishing the project tasks. Be
specific to this LOVR interchange project and include a tentative schedule by phase and task for
completing the work.
c. Project Team - Describe in detail the experience and/or background of the personnel assigned to the
project, their proposed assignment within the project along with an organization chart illustrating the
various components of the project team.
d. References - List three (3) current or former municipal or agency clients for whom comparable
services have been performed by the proposed principal staff members within the last five years.
Include the name, mailing address, and telephone number of each client's principal representative
who has first-hand knowledge of its experience with the Consultant’s work.
e. Authorization - The proposal shall be signed by an official authorized to bind the firm and shall
contain a statement to the effect that the proposal is valid for ninety (90) days.
f. Redundancy - Provide information that the company includes redundant staff experienced in this
type of work.
g. Resumes - Provide resumes for all individuals who will be assigned to this project, including any
subconsultants.
h. Additional Information – Provide any other information that would assist the City in making this
contract award decision
i. Billing Rates - Standard hourly billing rates for consultant and subconsultant staff.
3. Proposal Length and Copies
a. Proposals shall consist of all items listed in item No’s 1 and 2 of the Proposal Content section above
and be no more than 25 printed 8 ½” x 11”pages (not including dividers and covers) using a simple
method of fastening. Proposal should not include any unnecessary, elaborate or promotional material.
Excessive lengthy narrative is discouraged; presentation shall be clear and concise.
b. Charts and other short form approaches to conveying information are encouraged.
c. Six (6) copies of the hard copy proposal must be submitted.
d. 1 pdf format electronic copy must be submitted on CD-ROM.
PROPOSAL EVALUATION AND CONSULTANT SELECTION
Proposals will be evaluated by a review committee and contract award process as follows:
4. Written Proposal Review/Finalist Candidate Selection
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Proposals will be reviewed by a selection committee consisting of City and Caltrans personnel and
ranked in accordance with the following criteria:
a) Demonstrated familiarity with State and Federal Procedures.
b) The availability and suitability of identified personnel for the project.
c) Demonstrated understanding of the project as evidenced in the proposal.
d) Demonstrated Team competence and qualifications for the types of services to be performed.
e) Past performance of the firm and the designated Construction Manager/Resident Engineer
Where one proposal is rated consistently higher than the others, the consultant may be selected as the
top ranked consultant for purposes of contract negotiation, based solely on their proposal. Alternatively,
the selection committee may select up to three (3) Consultants to appear before it to discuss their
proposal (interview).
5. Oral Presentations/Interviews
If the selection committee chooses to conduct an interview, finalist candidates will make an oral
presentation to the review committee and answer questions about their proposal, or respond to a written
request for additional information within an allotted time. The purpose of this second phase is two-fold: to
clarify and resolve any outstanding questions or issues about the proposal; and, in the case of
presentations, to evaluate the proposer’s ability to clearly and concisely present information orally.
6. Consultant Selection and Compensation
Finalist candidates will submit a fee proposal based on the final scope of work. The fee proposal shall be
submitted in a sealed envelope and include individual hours for the project team and a not-to-exceed
price for individual tasks of the project and for the overall project. After evaluating the proposals and
discussing them further with the finalists or the tentatively selected Consultant, the City reserves the right
to further negotiate the proposed workscope and/or method and amount of compensation. If the City is
unable to come to an agreement on the terms of the contract or the amount of compensation, the City
reserves the right to negotiate with the next highest ranked consultant.
Contract award will be based on a combination of factors that represent the best overall value for
completing the workscope as determined by the City, including: the written proposal criteria described
above; results of background and reference checks; results from the interviews and presentations phase;
and proposed compensation.
7. Proposal Review and Award Schedule
The following is an outline of the anticipated schedule for proposal review and contract award:
Issue RFP ..................................................... April 2, 2014
Conduct pre proposal conference ............... April 10, 2014
Receive proposals ...................................... April 30, 2014
Complete proposal evaluation .................... May 14, 2014
Conduct finalist interviews .......................... May 29, 2014
Finalize staff recommendation .................... May 30, 2014
Award/Execute contract City Council ............. July 8, 2014
Start work ....................................................... July 9, 2014
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Section D
FORM OF AGREEMENT
AGREEMENT
THIS AGREEMENT is made and entered into in the City of San Luis Obispo on [day, date, year] by and
between the CITY OF SAN LUIS OBISPO, a municipal corporation, hereinafter referred to as City, and
[CONSULTANT’S NAME IN CAPITAL LETTERS], hereinafter referred to as Consultant.
W I T N E S S E T H
WHEREAS, on [day, date, year], requested proposals for Project Manager Services for Los Osos Valley
Road-Highway 101 Interchange Project, Specification No. 99821.
WHEREAS, pursuant to said request, Consultant submitted a proposal that was accepted by City for said
services.
NOW THEREFORE, in consideration of their mutual promises, obligations and covenants hereinafter
contained, the parties hereto agree as follows:
1. Term. The term of this Agreement shall be from the date this Agreement is made and entered, as first written
above, until acceptance or completion of said services.
2. Scope of Services: Consultant X shall provide services listed in Exhibit A.
3. Start and Completion of Work. Work on this project shall begin within 14 calendar days after contract
execution and shall be completed within 3 months after construction completion.
4. Work Delays. Should the Consultant be obstructed or delayed in the work required to be done hereunder by
changes in the work or by any default, act, or omission of the City, or by strikes, fire, earthquake, or any other
Act of God, or by the inability to obtain materials, equipment, or labor due to federal government restrictions
arising out of defense or war programs, then the time of completion may, at the City's sole option, be
extended for such periods as may be agreed upon by the City and the Consultant. In the event that there is
insufficient time to grant such extensions prior to the completion date of the contract, the City may, at the time
of acceptance of the work, waive liquidated damages that may have accrued for failure to complete on time,
due to any of the above, after hearing evidence as to the reasons for such delay, and making a finding as to
the causes of same.
5. Termination. If, during the term of the contract, the City determines that the Consultant is not faithfully
abiding by any term or condition contained herein, the City may notify the Consultant in writing of such defect
or failure to perform. This notice must give the Consultant a 10 (ten) calendar day notice of time thereafter in
which to perform said work or cure the deficiency.
If the Consultant has not performed the work or cured the deficiency within the ten days specified in the
notice, such shall constitute a breach of the contract and the City may terminate the contract immediately by
written notice to the Consultant to said effect. Thereafter, neither party shall have any further duties,
obligations, responsibilities, or rights under the contract except, however, any and all obligations of the
Consultant's surety shall remain in full force and effect, and shall not be extinguished, reduced, or in any
manner waived by the termination thereof.
The City also reserves the right to terminate the contract, providing a 10 (ten) calendar day notice, at any time
upon a determination by the Director that termination of the contract is in the best interest of the City. The City
will issue the Contractor a written notice signed by the Director, specifying that the contract is to be
terminated.
In said event, the Consultant shall be entitled to the reasonable value of its services performed from the
beginning date in which the breach occurs up to the day it received the City's Notice of Termination, minus
any offset from such payment representing the City's damages from such breach. "Reasonable value"
includes fees or charges for goods or services as of the last milestone or task satisfactorily delivered or
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completed by the Consultant as may be set forth in the Agreement payment schedule; compensation for any
other work, services or goods performed or provided by the Consultant shall be based solely on the City's
assessment of the value of the work-in-progress in completing the overall workscope.
The City reserves the right to delay any such payment until completion or confirmed abandonment of the
project, as may be determined in the City's sole discretion, so as to permit a full and complete accounting of
costs. In no event, however, shall the Consultant be entitled to receive in excess of the compensation quoted
in its proposal.
If, at any time during the term of the contract, the City determines that the project is not feasible due to
funding shortages or unforeseen circumstances, the City reserves the right to terminate the contract.
Consultant will be paid compensation due and payable to the date of termination.
6. Ability to Perform. The Consultant warrants that it possesses, or has arranged through subcontracts, all
capital and other equipment, labor, materials, and licenses necessary to carry out and complete the work
hereunder in compliance with any and all applicable federal, state, county, city, and special district laws,
ordinances, and regulations.
7. Subcontract Provisions. No portion of the work pertinent to this contract shall be subcontracted without
written authorization by the City, except that which is expressly identified in the Consultant’s proposal. Any
substitution of subconsultants must be approved in writing by the City. For any subcontract for services in
excess of $25,000, the subcontract shall contain all provisions of this agreement.
8. Contract Assignment. The Consultant shall not assign, transfer, convey or otherwise dispose of the
contract, or its right, title or interest, or its power to execute such a contract to any individual or business entit y
of any kind without the previous written consent of the City.
9. Inspection. The Consultant shall furnish City with every reasonable opportunity for City to ascertain that the
services of the Consultant are being performed in accordance with the requirements and intentions of this
contract. All work done and all materials furnished, if any, shall be subject to the City's inspection and
approval. The inspection of such work shall not relieve Consultant of any of its obligations to fulfill its contract
requirements.
10. Record Retention and Audit. For the purpose of determining compliance with various laws and regulations
as well as performance of the contract, the Consultant and subconsultants shall maintain all books,
documents, papers, accounting records and other evidence pertaining to the performance of the contract,
including but not limited to the cost of administering the contract. Materials shall be made available at their
respective offices at all reasonable times during the contract period and for three years from the date of final
payment under the contract. Authorized representatives of the City shall have the option of inspecting and/or
auditing all records. For Federally funded projects, access to records shall also include authorized
representatives of the State and Federal government. Copies shall be furnished if requested.
11. Conflict of Interest. The Consultant shall disclose any financial, business, or other relationship with the City
that may have an impact upon the outcome of this contract, or any ensuing City construction project. The
Consultant shall also list current clients who may have a financial interest in the outcome of this contract, or
any ensuing City construction project which will follow.
The Consultant covenants that it presently has no interest, and shall not acquire any interest —direct, indirect
or otherwise—that would conflict in any manner or degree with the performance of the work hereunder. The
Consultant further covenants that, in the performance of this work, no subconsultant or person having such an
interest shall be employed. The Consultant certifies that no one who has or will have any financial interest in
performing this work is an officer or employee of the City. It is hereby expressly agreed that, in the
performance of the work hereunder, the Consultant shall at all times be deemed an independent Consultant
and not an agent or employee of the City.
12. Rebates, Kickbacks or Other Unlawful Consideration. The Consultant warrants that this contract was not
obtained or secured through rebates, kickbacks or other unlawful consideration, either promised or paid to
any City employee. For breach or violation of the warranty, the City shall have the right in its discretion; to
terminate the contract without liability; to pay only for the value of the work actual ly performed; to deduct from
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the contract price; or otherwise recover the full amount of such rebate, kickback or other unlawful
consideration.
13. Covenant Against Contingent Fees. The Consultant warrants by execution of this contract that no person
or selling agency has been employed, or retained, to solicit or secure this contract upon an agreement or
understanding, for a commission, percentage, brokerage, or contingent fee, excepting bona fide employees or
bona fide established commercial or selling agencies maintained by the Consultant for the purpose of
securing business. For breach or violation of this warranty, the City has the right to annul this contract without
liability; pay only for the value of the work actually performed, or in its discretion, to deduct from the contract
price or consideration, or otherwise recover the full amount of such commission, percentage, brokerage, or
contingent fee.
14. Compliance with Laws and Wage Rates. The Consultant shall keep itself fully informed of and shall
observe and comply with all applicable state and federal laws and county and City of San Luis Obispo
ordinances, regulations and adopted codes during its performance of the work. This includes compliance with
prevailing wage rates and their payment in accordance with California Labor Code. For purposed of this
paragraph, “construction” includes work performed during the design and preconstruction phases of
construction, including but not limited to, inspection and land surveying work.
15. Payment of Taxes. The contract prices shall include full compensation for all taxes that the Consultant is
required to pay.
16. Permits, Licenses and Filing Fees. The Consultant shall procure all permits and licenses, pay all charges
and fees, and file all notices as they pertain to the completion of the Consultant’s work. The City will pay all
application fees for permits required for the completion of the project including building and regulatory permit
application fees. Consultant will provide a 10 day notice for the City to issue a check.
17. Safety Provisions. The Consultant shall conform to the rules and regulations pertaining to safety
established by OSHA and the California Division of Industrial Safety.
18. Public and Employee Safety. Whenever the Consultant's operations create a condition hazardous to the
public or City employees, it shall, at its expense and without cost to the City, furnish, erect and maintain such
fences, temporary railings, barricades, lights, signs and other devices and take such other protective
measures as are necessary to prevent accidents or damage or injury to the public and employees.
19. Preservation of City Property. The Consultant shall provide and install suitable safeguards, approved by
the City, to protect City property from injury or damage. If City property is injured or damaged resulting from
the Consultant's operations, it shall be replaced or restored at the Consultant's expense. The facilities shall
be replaced or restored to a condition as good as when the Consultant began work.
20. Immigration Act of 1986. The Consultant warrants on behalf of itself and all subconsultants engaged for the
performance of this work that only persons authorized to work in the United States pursuant to the
Immigration Reform and Control Act of 1986 and other applicable laws shall be employed in the performance
of the work hereunder.
21. Consultant Non-Discrimination. In the award of subcontracts or in performance of this work, the
Consultant agrees that it will not engage in, nor permit such subconsultants as it may employ, to engage in
discrimination in employment of persons on any basis prohibited by State or Federal law.
22. Accuracy of Specifications. The specifications for this project are believed by the City to be accurate and
to contain no affirmative misrepresentation or any concealment of fact. Consultants are cautioned to
undertake an independent analysis of any test results in the specifications, as City does not guaranty the
accuracy of its interpretation of test results contained in the specifications package. In preparing its proposal,
the Consultant and all subconsultants named in its proposal shall bear sole responsibility for proposal
preparation errors resulting from any misstatements or omissions in the specifications that could easily have
been ascertained by examining either the project site or accurate test data in the City's possession. Although
the effect of ambiguities or defects in the specifications will be as determined by law, any patent ambiguity or
defect shall give rise to a duty of Consultant to inquire prior to proposal submittal. Failure to so inquire shall
cause any such ambiguity or defect to be construed against the Consultant. An ambiguity or defect shall be
considered patent if it is of such a nature that the Consultant, assuming reasonable skill, ability and diligence
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on its part, knew or should have known of the existence of the ambiguity or defect. Furthermore, failure of the
Consultant or subconsultants to notify City in writing of specification defects or ambiguities prior to proposal
submittal shall waive any right to assert said defects or ambiguities subsequent to submittal of the proposal.
To the extent that these specifications constitute performance specifications, the City shall not be liable for
costs incurred by the successful Consultant to achieve the project’s objective or standard beyond the
amounts provided therefor in the proposal.
In the event that, after awarding the contract, any dispute arises as a result of any actual or alleged ambiguity
or defect in the specifications, or any other matter whatsoever, Consultant shall immediately notify the City in
writing, and the Consultant and all subconsultants shall continue to perform, irrespective of whether or not the
ambiguity or defect is major, material, minor or trivial, and irrespective of whether or not a change order, time
extension, or additional compensation has been granted by City. Failure to provide the hereinbefore
described written notice within one (1) working day of Consultant's becoming aware of the facts giving rise to
the dispute shall constitute a waiver of the right to assert the causative role of the defect or ambiguity in the
plans or specifications concerning the dispute.
23. Indemnification for Professional Liability. To the fullest extent permitted by law, the Consultant shall
indemnify, protect, defend and hold harmless the City and any and all of its officials, employees and
agents (“Indemnified Parties”) from and against any and all losses, liabilities, damages, costs and
expenses, including attorney’s fees and cost which arise out of, pertain to, or relate to the negligence,
recklessness, or willful misconduct of the Consultant.
24. Non-Exclusive Contract. The City reserves the right to contract for the services listed in this proposal from
other consultants during the contract term.
25. Standards. Documents shall conform to City Standards and City furnished templates shall be used.
26. Consultant Endorsement. Technical reports, plans and specifications shall be stamped and signed by the
Consultant where required.
27. Ownership of Materials. Upon completion of all work under this contract, ownership and title to all reports,
documents, plans, specifications, and estimates produced as part of this contract will automatically be vested
in the City and no further agreement will be necessary to transfer ownership to the City. The Consultant shall
furnish the City all necessary copies of data needed to complete the review and approval process.
It is understood and agreed that all calculations, drawings and specifications, whether in hard copy or
machine readable form, are intended for one-time use in the construction of the project for which this contract
has been entered into.
The Consultant is not liable for claims, liabilities, or losses arising out of, or connected with the modification,
or misuse by the City of the machine-readable information and data provided by the Consultant under this
agreement. Further, the Consultant is not liable for claims, liabilit ies, or losses arising out of, or connected
with any use by City of the project documentation on other projects, except such use as may be authorized in
writing by the Consultant.
28. Release of Reports and Information. Any reports, information, data, or other material given to, prepared by
or assembled by the Consultant as part of the work or services under these specifications shall be the
property of City and shall not be made available to any individual or organization by the Consultant without
the prior written approval of the City.
The Consultant shall not issue any news release or public relations item of any nature, whatsoever, regarding
work performed or to be performed under this contract without prior review of the contents thereof by the City
and receipt of the City’s written permission.
29. Copies of Reports and Information. If the City requests additional copies of reports, drawings,
specifications, or any other material in addition to what the Consultant is required to furnish in limited
quantities as part of the work or services under these specifications, the Consultant shall provide such
additional copies as are requested, and City shall compensate the Consultant for the costs of duplicating of
such copies at the Consultant's direct expense.
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30. Attendance at Meetings and Hearings. As part of the work scope and included in the contract price is
attendance by the Consultant to public meetings to present and discuss the project status. Consultant shall
attend as many "working" meetings with staff as necessary in performing work scope tasks.
31. Consultant Invoices. The Consultant shall deliver a monthly invoice to the City, itemized by project work
phase or, in the case of on-call contracts, by project title. Invoice must include a breakdown of hours billed
and miscellaneous charges and any subconsultant invoices, similarly broken down, as supporting detail. The
Consultant shall review all project related billings within 1 week of submittal to the City and make
recommendations for payment.
32. Payment. The Consultant shall be reimbursed for hours worked at the hourly rates attached to this
agreement. Hourly rates include direct salary costs, employee benefits, overhead and fee. In addition, the
Consultant shall be reimbursed for direct costs other than salary and vehicle cost that have been identified
and are attached to this agreement. The Consultant’s personnel shall be reimbursed for per diem expenses
at a rate not to exceed that currently authorized for State employees under State Department of Personnel
Administration rules.
Should the Consultant’s designs, drawings or specifications contain errors or deficiencies, the Consultant
shall be required to correct them at no increase in cost to the City.
Progress payments shall be made on a monthly basis as invoiced by the Consultant for expenses incurred
with cumulative monthly payments.
33. Payment Terms. The City's payment terms are 30 days from the receipt of an original invoice and
acceptance by the City of the materials, supplies, equipment or services provided by the Consultant (Net 30).
34. Resolution of Disputes. Any dispute, other than audit, concerning a question of fact arising under this
contract that is not disposed of by agreement shall be decided by a committee consisting of the City’s Project
Manager and the City Director of Public Works, who may consider written or verbal information submitted by
the Consultant. Not later than thirty days after completion of all deliverables necessary to complete the plans,
specifications and estimate, the Consultant may request review by the City Council of unresolved claims or
disputes, other than audit, in accordance with Chapter 1.20 Appeals Procedure of the Municipal Code.
Any dispute concerning a question of fact arising under an audit of this contract that is not disposed of by
agreement, shall be reviewed by the City’s Chief Fiscal Officer. Not la ter than 30 days after issuance of the
final audit report, the Consultant may request a review by the City’s Chief Fiscal Officer of unresolved audit
issues. The request for review must be submitted in writing.
Neither the pendency of a dispute, nor its consideration by the City will excuse the consultant from full and
timely performance in accordance with the terms of this contract.
35. Disadvantaged Business Enterprise (DBE). This agreement is subject to Title 49, Part 26 Code of Federal
Regulations entitled “Participation by Disadvantaged Business Enterprises in Department of Transportation
Financial Assistance Programs.” In order to ensure the State Department of Transportation achieves its
federally mandated statewide overall DBE goal, the City encourages the participation of DBEs as defined in
49 CFR 26 in the performance of this agreement. The City has determined that DBE can reasonably be
expected to compete for the subconsulting opportunities in this agreement and has established a DBE
advisory percentage of 5%. The Consultant is responsible to be fully informed regarding the requirements of
49 CFR, Part 26. Participation of DBE’s in the specified percentage is not a condition of award.
The Consultant shall notify the City of any changes to its anticipated DBE participation, maintain records of
DBE usage and complete and submit to the City the final report of DBE utilization prior to receiving final
payment. Records shall show the name and business address of each DBE and the total dollar amoun t
actually paid to each.
The Consultant shall pay all subconsultants within 10 calendar days from receipt of each payment made to
the Consultant by the City.
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The Consultant shall carry out applicable requirements of Title 49 CFR 26 in the award and administration of
US DOT assisted agreements. Failure by the Consultant to carry out these requirements is a material breach
of this agreement, which may result in the termination of this agreement or such other remedy as the City
deems appropriate.
36. Agreement Parties.
City: Kyle Rowland
City of San Luis Obispo
919 Palm Street
San Luis Obispo, CA 93401
Consultant: X
All written notices to the parties hereto shall be sent by United States mail, postage prepaid by registered or
certified mail addressed as shown above.
37. Incorporation by Reference. City Request for Proposal Specification No. 99821CM and Consultant's
proposal dated X, are hereby incorporated in and made a part of this Agreement.
38. Amendments. Any amendment, modification or variation from the terms of this Agreement shall be in writing
and shall be effective only upon approval by the City Engineer.
39. Working Out of Scope. If, at any time during the project, the consultant is directed to do work by persons
other than the Project Manager and the Consultant believes that the work is outside of the scope of the
original contract, the Consultant shall inform the Project Manager immediately. If the Project Manager and
Consultant both agree that the work is outside of the project scope and is necessary to the successful
completion of the project, then a fee will be established for such work based on Consultant's hourly billing
rates or a lump sum price agreed upon between the City and the Consultant. Any extra work performed by
Consultant without prior written approval from the Project Manager shall be at Consultant's own expense.
40. Complete Agreement. This written agreement, including all writings specifically incorporated herein by
reference, shall constitute the complete agreement between the parties hereto. No oral agreement,
understanding or representation not reduced to writing and specifically incorporated herein shall be of any
force or effect, nor shall any such oral agreement, understanding or representation be binding upon the
parties hereto. For and in consideration of the payments and agreements hereinbefore mentioned to be
made and performed by City, Consultant agrees with City to do everything required by this Agreement, the
said specification and incorporated documents.
Authority to Execute Agreement. Both City and Consultant do covenant that each individual executing this
agreement on behalf of each party is a person duly authorized and empowered to execute Agreements for such
party.
IN WITNESS WHEREOF, the parties hereto have caused this instrument to be executed the day and year first
above written.
CITY OF SAN LUIS OBISPO: CONSULTANT:
Katie Lichtig, City Manager By:
APPROVED AS TO FORM:
Christine Dietrick, City Attorney
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Exhibit A to Agreement
SCOPE OF SERVICES
Consultant X shall provide an experienced Construction Manager and support staff (as required) to manage the
Project. Project Management services will include, but not be limited to: all items associated with construction
management and inspection services necessary for project completion and closeout .
Typical Duties – The Work Tasks, defined in section below, generally include the following:
1. Maintain an awareness of safety and health requirements and enforce applicable contract provisions
for the protection of the public and project personnel.
2. Provide technical and administrative management services for the project, coordination and oversight
of all activities related to the construction of the project, and provide constant communication to the
Project Manager of activities and concerns on the project. Review all prepared documents with the
Project Manager prior to submission to the Contractor.
3. Evaluate cost reduction incentive proposals and provide recommendations to Project Manager for
acceptance or denial.
4. Perform the duties of Resident Engineer and Assistant Resident Engineer in accordance with
Caltrans procedures including construction inspection, pay quantity calculations, materials sampling
and testing, and compliance monitoring with project plans, specifications, permits, environmental
documents, and agreements.
5. Review and monitor the contractor’s schedule through weekly meetings, and maintain an as -built
schedule.
6. Maintain binders of job records in accordance with Caltrans standards.
7. Prepare daily inspection and materials records and weekly status reports, and stormwater compliance
documentation.
8. Prepare all correspondence related to project activities and review with the Project Manager.
9. Identify actual and potential problems associated with the construction project and consult with the
design engineer and Project Manager to implement engineering solutions.
10. Coordinate submittal reviews and timely approvals with the design team and Project Manager.
11. Prepare and approve progress payments and supporting documentation. The City will provide
signature authorization of monthly payments.
12. Pre-negotiate and prepare contract change orders. The City will provide signature authorization of
contract change orders.
13. Perform labor and subcontracting compliance tasks including labor interviews and verifying certified
payrolls and subcontractors utilization.
14. Complete record drawing markups daily, final Project certification, as outlined in Task 5, “Post-
Construction Services.”
15. Recommend project acceptance in accordance with Caltrans and City Standard Specifications and
procedures.
16. Ensure full compliance to Americans with Disabilities Act (ADA).
Work Tasks - A preliminary scope of services follows and includes identified work tasks.
Task 1 – Pre-Construction Services
This task includes pre-construction services including, but not limited to the following:
Assist the City in evaluation of bids received.
Review contract plans, specifications, permits and agreements, including utility relocation work
and construction easement.
Review Resident Engineer files. Resident Engineer’s files consist of design engineer memos to
Resident Engineers, and technical reports, environmental document, permits, and studies.
Prepare a Resident Engineer’s project schedule which includes all pre-construction and utility
relocations by others, and notification timelines noted on all permits, agreements, and contract
documents. Upon receipt of Contractor’s schedule, evaluate and confer with the Contractor
regarding workability of the schedule or suggest changes that may improve the schedule and
update Resident Engineer’s schedule.
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Prepare project instructions and establish proposed contract administration and record keeping
procedures to be used during construction for review and approval by Project Manager.
Attend meeting with City and Design Engineer to discuss design features. The intent of this
meeting is to answer questions from the Resident Engineer, meet key staff, and review contract
administration procedures.
Attend meeting with Caltrans project staff. Establish protocols and discuss key issues and
concerns of the State.
Establish electronic records file structure and protocol for daily uploading to City network. Folder
organization should be built from Caltrans standard record keeping guidelines.
Prepare meeting agenda identifying attendees and conduct a pre-construction conference with
the Contractor awarded the construction contract. Prepare and circulate meeting minutes.
Follow Caltrans Standard Specifications Section 5-1.43, Potential Claims and Dispute Resolution
in establishing a Dispute Resolution Advisor (DRA) or Dispute Resolution Board (DRB) as
mutually agreed to by the City and the Contractor. The agreed to process shall be reviewed and
approved by Project Manager.
Establish correspondence protocols for contractor – construction management communications
to allow for clear tracking of correspondence sequences and responses.
Task 2 – Construction Services
This task includes project management, construction administration, scheduling, project
observation/inspection, and materials testing during construction. Consultant management services shall
be in accordance with the Caltrans Local Assistance Program and Construction Manuals, including but
not limited to the following:
Project Coordination and Communication
Serve as the focal point for coordination among the contactor, surveyors, material testers, design
team, the Project Manager, other agencies, utility companies, and other parties.
Maintain close contact with Project Manager and the design team and review all correspondence
with the Project Manager prior to issuance. Maintain and track correspondence in an organized
manner throughout the project.
Receive all Contractor correspondence and prepare and transmit responses. Coordinate with
applicable parties, as required, to develop responses.
Conduct weekly, or as necessary, construction contract coordination meetings with the
Contractor. Take minutes and distribute to parties designated in the project instructions.
Schedules, Progress Meetings, and Reports
Review Contractor’s planned schedule for conformance with the specifications and for
reasonableness of the sequence and duration of the activities. Provide acceptance or correction
noticing to Contractor.
Review work progress as compared to the planned schedule and notify Contractor of schedule
slippage. Analyze schedule to determine impact of weather and change orders. Obtain from
Contactor updates of construction schedule incorporating actual progress, weather delays, and
change order impacts. Negotiate time extensions due to change orders and other delays.
Prepare and submit a monthly progress report to Project Manager describing key issues, cost
status, and schedule status.
Maintain as-built schedule
Payment
Review Contractor’s initial schedule of values for reasonableness and ease of monitoring.
Prepare monthly quantity calculations to support progress payments.
Review and approve quantities submitted with monthly progress payment requests, negotiate
differences over amount, and process payments through the Project Manager.
Submittals and Requests for Information (RFI)
Receive, stamp, and log submittals, and review and approve, or distribute for review as
necessary.
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Monitor the review and return of submittals to Contactor. Provide reminders in advance of
deadlines for submittal reviewers
Develop and maintain a submittal tracking list to identify parties responsible for review and
acceptance, and received and response due dates.
Receive, process, and monitor Requests for Information (RFI) from Contactor.
Prepare responses to RFI related to construction issues in a timely manner.
Transmit design-related RFI to Design Engineer and copy the Project Manager.
Conduct meetings with Contractor and other parties, as needed, to discuss and resolve RFI.
Change Orders
Evaluate potential change orders for compliance with permits, environmental documents and
other on-site and construction constraints. Provide appropriate feedback for modifications or
adjustments to change order proposals.
Prepare Cost Request Bulletins, perform quantity and cost analysis, as required, for negotiation
of change orders, and negotiate payment for contract change orders.
Prepare change orders related to construction issues based on drawings, specifications, and
other information from the City, design team, Project Manager, Caltrans, or Contractor.
Perform change order administration, including obtaining Caltrans and City approval of change
order requests, issuing proposed change orders to Contractor, maintaining logs of proposed
change orders, receiving change order quotations from Contractor, negotiating change order
costs and time extension, processing final negotiated change orders, and incorporating approved
change order into progress payment breakdown.
Prepare recommendations to accompany change order documents and forward to Caltrans
Representative and Project Manager for review and approval. Obtain Contractor signature and
provide to the City for execution.
Construction Observation/Inspection Services
Provide experienced and qualified inspectors (qualified by the State of California, Department of
Transportation) and who are acceptable to the City.
The inspectors will ensure compliance with all aspects of the construction contract by
continuously monitoring, evaluating, approving or rejecting the Contractor’s work in accordance
with the approved construction contract documents.
Review laboratory, shop and mill test reports of materials and equipment, and coordinate as
required with the Design Engineers.
Review the safety programs developed by the Contractor as required by the contract documents
and monitor the Contractor's compliance.
Determine that the Contractor’s work is being performed in accordance with Caltrans'
requirements and in accordance with the requirements of the contract documents. Endeavor to
guard the City against defects and deficiencies in the work. As appropriate, require special
inspection or testing, or make recommendations to the City regarding special inspection or testing
of work not in accordance with the provisions of the contract documents, whether or not such
work is fabricated, installed or completed. Subject to review by Caltrans and City, reject work,
which does not conform to the requirements of Caltrans, the City or the contract documents.
Record the progress of the project. Provide accurate and precise daily inspection reports. Submit
written daily progress reports to the City and Caltrans, including information on Contractor and
the entire project, showing percentages of completion and the number and status of change
orders.
Keep daily logs containing a record of weather, Contractor's work on the site, number of workers,
work accomplished, problems encountered, and other relevant data. Make the log available to
the City and Caltrans. Prepare and send a Weekly Statement of Working Days to the Contractor.
Check certified payrolls and monitor Contractor's compliance with labor code requirements.
Monitor all inspection activities, both City provided and any consulted out inspections.
Consolidate punch list items indicating work remaining for project closeout.
Claims
Receive and analyze Notices of Potential Claim and Claims submitted.
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Review Notices and Claims with the Contract to verify understanding and determine if reasonable
solution exists to address and eliminate the Claim. Review resolutions with the Project Manager
and prepare appropriate response.
Perform claims administration, including coordinating and monitoring claims response
preparation, logging claims, and tracking claims status, and response deadlines.
Task 3 – Materials Testing
Materials testing services will be required for construction of the project and provided by the Consultant or
subconsultant, as directed by the Consultant. Consultant shall review and monitor testing for compliance
with the project requirements. The materials testing requirements include, but are not limited to, the
following:
Select and retain the professional services of special consultants and testing laboratories certified
by Caltrans. Monitor and coordinate their services.
Provide a quality control service including inspection and testing of all materials, such as but not
limited to, steel strength, concrete strength, gravel gradations, soil compaction in accordance with
the Caltrans Standard Specifications and Construction Manual.
Task 4 – Surveying
Surveying is anticipated to be performed by Consultant’s Staff as directed by the Construction Manager.
The Construction Manager shall review and monitor surveys to verify compliance with the project
requirements. The surveying requirements include, but are not limited to, the following:
Provide construction surveying services per the latest Caltrans “Survey Manual” and its revisions.
Surveys performed by the Engineer shall conform to the requirements of the Land Surveyor’s Act.
Responsible Charge for the work shall reside with a January 1, 1982 Registered Civil Engineer or
a licensed Land Surveyor in the State of California.
The minimum standard of survey quality shall be that of similar surveys performed by Caltrans.
Either Caltrans or City will designate the existing horizontal and vertical control monuments that
are to be the basis of all surveys. Either Caltrans or City will provide the California coordinate
system values and elevations of these monuments. The Consultant shall adjust all Consultant
performed surveys to the designated control monuments and their values.
Monuments established by the Consultant shall be marked by the Consultant with State furnished
disks, plugs, or tags. In addition, the Consultant shall identify Consultant established monuments
by tagging or stamping the monuments with the license or registration number of the Engineer’s
surveyor who is in “responsible charge” of the work. Repla cement of survey monuments shall be
the responsibility of the Consultant. All new monuments shall be set in accordance with current
City and Land Surveyors Act requirements.
Task 5 – Post-Construction Services
The post-construction services task includes project closeout after the work is complete. The
post-construction services requirements include, but are not limited to, the following:
Compile record drawing information, and provide one copy of red-lined project drawings to the
City.
Compile any outstanding claims and documentation together in a coherent package.
The design consultant will provide project changes to original design mylars to complete the
record set.
Final payment will be recommended by Consultant to the City and all remaining project files
(organized in the manner specified in the Caltrans Construction Manual or otherwise specified in
Project Plans & Specifications) will be transmitted to the City and Caltrans for archiving.
Project Certification and a Notice of Completion shall be provided in consultation with the City and
Caltrans.
All claims shall be processed in accordance with Caltrans 2010 Standard Specifications Section
5-1.43, Potential Claims and Dispute Resolution.
Attachment 3
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Section E
PROPOSAL SUBMITTAL FORMS
ACKNOWLEDGEMENT
The undersigned declares that she or he:
Has carefully examined Specification No. 99821
Is thoroughly familiar with its content
Is authorized to represent the proposing firm; and
Agrees to perform the work as set forth in the specification and this proposal.
Firm Name and Address:
Contact Name:
Email:
Fax: Phone:
Signature of Authorized Representative:
Date:
INSURANCE CERTIFICATE
Insurance Company’s A.M. Best Rating
Certificate of insurance attached
Attachment 3
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STATEMENT OF PAST CONTRACT DISQUALIFICATIONS
The Consultant shall state whether it or any of its officers or employees who have a proprietary interest in it, has
ever been disqualified, removed, or otherwise prevented from bidding on, or completing a federal, state, or local
government project because of the violation of law, a safety regulation, or for any other reason, including but not
limited to financial difficulties, project delays, or disputes regarding work or product quality, and if so to explain the
circumstances.
Do you have any disqualification as described in the above paragraph to declare? Yes No
If yes, explain the circumstances.
Executed on ______________________at _______________________________________ under penalty of
perjury of the laws of the State of California, that the foregoing is true and correct.
______________________________________
Signature of Authorized Consultant Representative
REFERENCES
Number of years engaged in providing the services included within the scope of the specifications under the
present business name: _________
Describe fully the last three contracts performed by your firm that demonstrate your ability to provide the services
included with the scope of the specifications. Attach additional pages if required. The City reserves the right to
contact each of the references listed for additional information regarding your firm's qualifications.
Reference No. 1
Customer Name
Contact Individual
Telephone & Email
Street Address
City, State, Zip Code
Date of Services
Contract Amount
Description of Services
Project Outcome
Attachment 3
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Los Osos Valley Road/ U.S. 101 Interchange Improvement Project, Spec. No. 99821CM, RFP for CM Services Page 25 of 30
Reference No. 2
Customer Name
Contact Individual
Telephone & Email
Street Address
City, State, Zip Code
Date of Services
Contract Amount
Description of Services
Project Outcome
Reference No. 3
Customer Name
Contact Individual
Telephone & Email
Street Address
City, State, Zip Code
Date of Services
Contract Amount
Description of Services
Project Outcome
Attachment 3
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Los Osos Valley Road/ U.S. 101 Interchange Improvement Project, Spec. No. 99821CM, RFP for CM Services Page 26 of 30
Section F
INSURANCE REQUIREMENTS: Consultant Services
The Consultant shall procure and maintain for the duration of the contract insurance against claims for injuries to
persons or damages to property which may arise from or in connection with the performance of the work
hereunder by the Consultant, its agents, representatives, employees or subconsultants.
Minimum Scope of Insurance. Coverage shall be at least as broad as:
1. Insurance Services Office Commercial General Liability coverage (occurrence form CG 20 10 Prior to 1993 or
CG 20 10 07 04 with CG 20 37 10 01 or the exact equivalent as determined by the City).
2. Insurance Services Office form number CA 0001 (Ed. 1/87) covering Automobile Liability, code 1 (any auto).
3. Workers' Compensation insurance as required by the State of California and Employer's Liability Insuranc e.
4. Errors and Omissions Liability insurance as appropriate to the consultant's profession.
Minimum Limits of Insurance. Consultant shall maintain limits no less than:
1. General Liability: $1,000,000 per occurrence for bodily injury, personal injury and property damage. If
Commercial General Liability or other form with a general aggregate limit is used, either the general
aggregate limit shall apply separately to this project/location or the general aggregate limit shall be twice the
required occurrence limit.
2. Automobile Liability: $1,000,000 per accident for bodily injury and property damage.
3. Employer's Liability: $1,000,000 per accident for bodily injury or disease.
4. Errors and Omissions Liability: $1,000,000 per occurrence.
Deductibles and Self-Insured Retentions. Any deductibles or self-insured retentions must be declared to and
approved by the City. At the option of the City, either: the insurer shall reduce or eliminate such deductibles or
self-insured retentions as respects the City, its officers, officials, employees and volunteers; or the Consultant
shall procure a bond guaranteeing payment of losses and related investigations, claim administration and defense
expenses.
Other Insurance Provisions. The general liability and automobile liability policies are to contain, or be endorsed
to contain, the following provisions:
1. The City, its officers, officials, employees, agents and volunteers are to be covered as insureds as respects:
liability arising out of activities performed by or on behalf of the Consultant; products and completed
operations of the Consultant; premises owned, occupied or used by the Consultant; or automobiles owned,
leased, hired or borrowed by the Consultant. The coverage shall contain no special limitations on the scope
of protection afforded to the City, its officers, official, employees, agents or volunteers.
2. For any claims related to this project, the Consultant's insurance coverage shall be primary insurance as
respects the City, its officers, officials, employees, agents and volunteers. Any insurance or self-insurance
maintained by the City, its officers, officials, employees, agents or volunteers shall be excess of the
Consultant's insurance and shall not contribute with it.
3. The Consultant's insurance shall apply separately to each insured against whom claim is made or suit is
brought, except with respect to the limits of the insurer's liability.
4. Each insurance policy required by this clause shall be endorsed to state that coverage shall not be
suspended, voided, canceled by either party, reduced in coverage or in limits except after thirty (30) days
prior written notice by certified mail, return receipt requested, has been given to the City. The Consultant
agrees to notify the City in the event that the policy is suspended, voided or reduced in coverage or limits. A
minimum of 30 days prior written notice by certified mail, return receipt requested, will be provided.
Acceptability of Insurers. Insurance is to be placed with insurers with a current A.M. Best's rating of no less
than A:VII.
Verification of Coverage. Consultant shall furnish the City with a certificate of insurance showing maintenance
of the required insurance coverage. Original endorsements effecting general liability and automobile liability
coverage required by this clause must also be provided. The endorsements are to be signed by a person
authorized by that insurer to bind coverage on its behalf. All endorsements are to be received and approved by
the City before work commences.
Attachment 3
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Los Osos Valley Road/ U.S. 101 Interchange Improvement Project, Spec. No. 99821CM, RFP for CM Services Page 27 of 30
Section G
APPENDICES
Appendix 1: Location Map
Appendix 2: Additional Contract Forms
To be submitted with proposals at the time of specific project proposal submittal
Non-Lobbying Certification
Debarment and Suspension certification
Proposer List
Disclosure of Lobbying Activities – LAPM Exhibit 10-Q
Proposer DBE Information – LAPM Exhibit 10-O
Certification of Consultant and City – LAPM Exhibits 10 T and U
Disadvantaged Business Enterprise Information – LAPM Exhibit 10-I
Standard Agreement for Subcontractor / DBE Participation – LAPM Exhibit 10-J
Final Utilization Report (to be completed at the project completion) – LAPM Exhibit 17-F
Begin Construction STA ‘A’ 647+00
End Construction STA ‘L’ 78+87
End Construction
STA ‘A’ 699+74
Begin Construction
STA ‘L’ 49+32
Attachment 3
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NON-LOBBYING CERTIFICATION - Federally Funded Contracts
The prospective participant certifies by signing and submitting this bid or proposal to the best of his or her
knowledge and belief that:
(l) No federal appropriated funds have been paid or will be paid, by or on behalf of the undersigned, to any
person for influencing or attempting to influence an officer or employee of any federal agency, a Member of
Congress, an officer or employee of Congress, or an employee of a Member of Congress in connection with the
awarding of any federal contract, the making of any federal grant, the making of any federal loan, the entering into
of any cooperative agreement, and the extension, continuation, renewal, amendment, or modification of any
federal contract, grant, loan, or cooperative agreement.
(2) If any funds other than federal appropriated funds have been paid or will be paid to any person for
influencing or attempting to influence an officer or employee of any federal agency, a Member of Congress, an
officer or employee of Congress, or an employee of a Member of Congress in connection with this federal
contract, grant, loan, or cooperative agreement, the undersigned shall complete and submit Standard Form-LLL,
"Disclosure of Lobbying Activities," in accordance with its instructions.
This certification is a material representation of fact upon which reliance was placed when this transaction was
made or entered into. Submission of this certification is a prerequisite for making or entering into this transaction
imposed by Section 1352, Title 31, U.S. Code. Any person who fails to file the required certification shall be
subject to a civil penalty of not less than $10,000 and not more than $100,000 for each such failur e.
The prospective participant also agrees by submitting his or her bid or proposal that he or she shall require that
the language of this certification be included in all lower-tier subcontracts, which exceed $100,000 and that all
such sub-recipients shall certify and disclose accordingly
DEBARMENT AND SUSPENSION CERTIFICATION – Federally Funded Contracts
The Consultant certifies under penalty of perjury under the laws of the State of California, that the Consultant has
complied with Title 49, Code of Federal Regulations, Part 29, Debarment and Suspension Certificate, which
certifies that he/she or any person associated therewith in the capacity of owner, partner, director, officer or
manager, is not currently under suspension, debarment , voluntary exclusion, or determination of ineligibility by
any federal agency; has not been suspended, debarred, voluntarily excluded or determined ineligible by any
federal agency with the past three years; does not have a proposed debarment pending, and has not been
indicted, convicted or had a civil judgment rendered against it by a court of competent jurisdiction in any matter
involving fraud or official misconduct within the past three years. Any exception to this certification must by
disclosed to the City. Exception will not necessarily result in denial of recommendation for award, but will be
considered in determining the Consultants responsibility. Disclosures must indicate to who exceptions apply,
initiating agency and dates of action.
Do you have any exceptions as described in the above paragraph to declare? Yes No
If yes, explain the circumstances.
Executed on ______________________at _______________________________________ under penalty of
perjury of the laws of the State of California, that the foregoing is true and correct.
Attachment 3
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PROPOSER LIST – For Federally Funded Contracts
All consultants are required to provide the following information for all DBE and non-DBE consultants, who
provided a proposal or were contacted by the proposed prime consultant. This information is also required of
the proposed prime consultant and must be submitted with their proposal. The City of San Luis Obispo will use
this information to maintain and update a “Proposers List” to assist in the annual Disadvantaged Business
Enterprise goal setting process required for Federally Funded projects. This information is also being made
available to other local agencies for the same purpose. To the extent permitted by law, all information submitted
will be held in strict confidence by the agencies and will not be shared without your consent except as noted
above.
Consultant: Prime Consultant OR Subconsultant
Firm Name: Contact Person:
Years in Business: Address:
Phone: Fax: Certified DBE under 49 CFR Part 26?
Yes No
Gross Annual Receipts for Last Year:
Less than $1 Million
Less than $15 Million
Less than $5 Million
More than $15 Million
Less than $10 Million
Consultant Specialties:
Architecture
Architectural Engineering
Bridge Design
Civil Engineering
Construction Management
Drafting
Electrical Engineering
Other (describe):
Environmental Studies
Feasibility Studies
Geotechnical Engineering
Hydraulics & Hydrology
Landscape Architecture
Materials Testing
Mechanical Engineering
Public Relations
ROW Appraisal & Acquisition
Surveying & Mapping
Structural Engineering
Traffic Engineering & Studies
Consultant: Prime Consultant OR Subconsultant
Firm Name: Contact Person:
Years in Business: Address:
Phone: Fax: Certified DBE under 49 CFR Part 26?
Yes No
Gross Annual Receipts for Last Year:
Less than $1 Million
Less than $15 Million
Less than $5 Million
More than $15 Million
Less than $10 Million
Consultant Specialties:
Architecture
Architectural Engineering
Bridge Design
Civil Engineering
Construction Management
Drafting
Electrical Engineering
Other (describe):
Environmental Studies
Feasibility Studies
Geotechnical Engineering
Hydraulics & Hydrology
Landscape Architecture
Materials Testing
Mechanical Engineering
Public Relations
ROW Appraisal & Acquisition
Surveying & Mapping
Structural Engineering
Traffic Engineering & Studies
Copy sheet as needed
Attachment 3
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Local Assistance Program Manual Exhibits – Attached for Reference
DISCLOSURE OF LOBBYING ACTIVITIES – Federally Funded Contracts
LAPM Exhibit 10-Q
PROPOSER DBE INFORMATION – Federally Funded Contracts
LAPM Exhibit 10-O
CERTIFICATION OF CONSULTANT AND CITY – For Federally Funded Contracts
LAPM Exhibit 10-T and Exhibit 10-U.
DISADVANTAGED BUSINESS ENTERPRISE INFORMATION – For Federally Funded Contracts
LAPM Exhibit 10-I
ST ANDARD AGREEMENT FOR SUBCONTRACTOR / DBE PARTICIPATION – For Federally Funded Contracts
LAPM Exhibit 10-J
FINAL UTILIZATION REPORT – For Federally Funded Contracts
LAPM Exhibit 17-F (to be completed at the project completion)
Attachment 3
B2 - 410
Firm Name:
Resource/Key Staff Member Month 1 Month 2 Month 3 Month 4 Month 5 Month 6 Month 7 Month 8 Month 9 Month 10 Month 11 Month 12 Month 13 Month 14 Month 15 Month 16 Month 17 OH G & A
RE/OE 200 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 400 90.00$ 3320 250.64$ 832,124.80$ 298,800.00$ 119,520.00$ 149,400.00$ 134,460.00$ 70,218.00$ 772,398.00$
Utility Coordination 40 40 40 40 40 40 40 20 10 75.00$ 310 236.26$ 73,240.60$ 23,250.00$ 9,300.00$ 11,625.00$ 10,462.50$ 5,463.75$ 60,101.25$
Structures Representative 120 160 160 160 160 160 120 120 120 120 120 120 40 40 40 40 20 100 85.00$ 1920 214.10$ 411,072.00$ 163,200.00$ 65,280.00$ 81,600.00$ 73,440.00$ 38,352.00$ 421,872.00$
Roadway/Structures Inspection 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 160 200 55.00$ 2920 214.10$ 625,172.00$ 160,600.00$ 64,240.00$ 80,300.00$ 72,270.00$ 37,741.00$ 415,151.00$
Roadway/Structures/Specialty
Inspection 160 160 160 160 160 160 160 80 80 80 80 40 40 40 55.00$ 1560 125.94$ 196,466.40$ 85,800.00$ 34,320.00$ 42,900.00$ 38,610.00$ 20,163.00$ 221,793.00$
Subconsultants Total Proposed
Cost -$
Public Outreach 75,000.00$
Surveying 200,000.00$
Materials 200,000.00$
SIQMP 42,000.00$
Totals 200 480 520 520 680 680 680 640 620 610 600 520 520 440 440 400 400 380 700 10,030.00$ 2,138,075.80$ 731,650.00$ 292,660.00$ 365,825.00$ 329,242.50$ 171,937.75$ 2,408,315.25$
Assumptions:141,665.60$
2- 75% Time Structures Representative
3- Part time Utility Coordination for the first 8 months of construction
4- Surveying and Materials Testing at About 10% of the Estimated CM Costs
5- Second Inspector will be needed for the middle 10-months of the Project to help Lead Inspector cover day and night shifts and multiple activities on the Project.
6- Hourly Labor Rates are Within Average Industry Standards
7- Overhead Multipliers are Assumed to be Within Average Industry Standards
8- CM Firm will Start Assignment the Same time the Contractor will Start
DO NOT MODIFY HIGHLIGHTED AREA
City of San Luis Obispo
Professional Fee Cost Estimate
Construction Management Services for Los Osos Valley Road Interchange Improvements
ABC Consulting
1- Full tme RE and full time inspector for the duration of the Projects.
Construction (17 months, 350 WD, hrs.)
Average Monthly Rate
Direct Labor Fringe Benefits Fixed Fee (10%)Total
Indirect Cost
Labor Rate ($)Total CostHourly Rate**
Pre-Construction
(3 months, hrs.)
Post Construction
(3 months, hrs.)Totals (hrs.)
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