HomeMy WebLinkAbout00_2016_09_13 Santa Fe HBP-CompressedHBP Application
&
Project Study Report Equivalent
San Luis Obispo Creek Bridge at
Santa Fe Road
Replacement Project
Bridge No. 49C0380
Prepared For:
The City of San Luis Obispo
in cooperation with the
Department of Transportation (Caltrans)
Prepared By:
September 2016
San Luis Obispo Creek at Santa Fe Road
Bridge Replacement Project
HBP Application and Project Study Report Equivalent
September 2016
05-SLO-CR
Bridge No. 48C0380
HBP APPLICATION & PROJECT STUDY REPORT EQUIVALENT
Contents
HBP APPLICATION FORMS
EXHIBIT 6-A APPLICATION/SCOPE DEFINITION FORM
EXHIBIT 6-B HBP SPECIAL COST APPROVAL CHECKLIST
EXHIBIT 7-B FIELD REVIEW FORM
EXHIBIT 7-C ROADWAY DATA
EXHIBIT 7-D MAJOR STRUCTURE DATA
PROJECT STUDY REPORT EQUIVALENT
SITE PHOTOS
PRELIMINARY GENERAL PLAN
PRELIMINARY COST ESTIMATE
BRIDGE INSPECTION REPORT
AIRPORT AREA SPECIFIC PLAN
Local Assistance Program Guidelines EXHIBIT 6-A
HBRRP Application/Scope Definition Form
Page 6-43
LPP 01-12 December 20, 2001
EXHIBIT 6-A HBRRP APPLICATION/SCOPE DEFINITION FORM
See Section 6.6, Chapter 6 of the LAPG for information about this form.
This form shall replace Exhibit 7-D, “Major Structure Data,” from Chapter 7, “Field
Review,” of the LAPM. Wherever the LAPM requires Exhibit 7-D for other programs, Exhibit
6-A may be substituted. Bridge projects funded entirely through other programs should continue to
use Exhibit 7-D.
(One bridge per application, separate applications are required for multiple bridges at same
location. Multiple bridges may be combined into one federal aid project later.)
State Bridge No. 49C0380 Local Bridge No. TBD
Project Number (Caltrans to provide project number for new projects)
Responsible Agency City of San Luis Obispo
Caltrans District 04
County San Luis Obispo
Project Manager Matthew Crisp
Title Transportation Planner/Engineer III
Phone (805) 783-7707 Fax
E Mail mcrisp@slocity.org
Project Location Santa Fe Road
Project Limits 1.6 mile North of Buckley Road
Type of Work Major collector bridge replacement
Work Description Replacement of Functionally Obsolete bridge with a Sufficiency Rating of
48.2 (2015)
HBRRP Category:
Rehabilitation Scour Countermeasure
Replacement Replacement Due to Flood Control Project
Painting New Bridge to Replace Ferry Service
Bridge/Railing/Approach Barrier Replacement Historic Bridge
Low Water Crossing Replacement High Cost Bridge
Minimal Application: Only questions 1,2,3, 4, cost data and signoff will be completed. Other
information will be submitted at a later time after PE has been federally authorized to scope the
project. See Section 6.6.2 “Minimum Application Requirements” for additional information.
EXHIBIT 6-A Local Assistance Program Guidelines
HBRRP Application/Scope Definition Form
Page 6-44
December 20, 2001 LPP 01-12
The field review process enables the proper scoping of projects. Some field reviews are mandatory,
most are optional. Field reviews are critically important to identify difficult environmental, Right
of Way, and bridge type selection issues early in the project development phase. Please see
Chapter 7 of the LAPM for further discussion.
1. Do you request that Caltrans initiate a field review? Yes No
2. Do you need help with consultant selection/oversight? Yes No
3. Do you need help with the federal process? Yes No
4. Caltrans engineers are available to provide an optional cursory review of the PS&E. The
review looks at constructability, standard details and specifications, foundation/hydraulic
design, and HBRRP funding eligibility. Do you request Caltrans perform a cursory PS&E
review for this project? (If yes, please also request a field review.) Yes No
Federal Congressional District(s) 24
State Senate District(s) 17
State Assembly District(s) 35
Preliminary Engineering by: Local Agency Staff Consultant Other…
Design by: Local Agency Staff Consultant Other…
Foundation Investigation by: Local Agency Staff Consultant Other…
Hydrology Study by: Local Agency Staff Consultant Other…
Detour, stage construction, or close road? Detour
Length of detour: 4 Miles
Resident Engineer for Bridge Work: Local Agency Staff Consultant Other…
Local Assistance Program Guidelines EXHIBIT 6-A
HBRRP Application/Scope Definition Form
Page 6-45
LPP 01-12 December 20, 2001
For painting & scour scopes of work, skip this page.
NBI data is from the Bridge Inspections Report (SI&A sheet)
Contact the DLAE/SLA for assistance, if needed
Date Constructed (NBI Item 27): 1920 Historical Bridge Category (NBI Item 37) 5
Structure Data Existing Proposed
Minimum
AASHTO
Standards
Structure type Single span RC T-
Beam on RC
cantilever
abutments.
Unknown
foundations
Single Span PC/PS
Wide Flange Girder
Bridge
Structure length (specify units) 22’ 120’
Spans (No. and length) 1 @ 22’ 1 @ 120’
Curb to Curb width
(See NBI Item 51 definition)
20.5’ 40’
Number of lanes 2 2
Lane widths 10.25’ 12'
Shoulder widths 0' Lt 0' Rt 8’Lt 8’Rt
Bike lanes
(identify only if not included in
the shoulder dimensions)
0' Lt 0' Rt Included in the
shoulders
Sidewalks/separated bikeways 0' Lt 0' Rt 5’Lt 5’Rt
Approach roadway width
(traveled way + paved shoulders,
tapered approaches should be
measured at the touchdown
points not the abutments)
21’ 40’
Approach road length
(from each abutment) 150' abt1 150'abt2 200’abt1 200’abt2
Total bridge deck width 23' 52’
EXHIBIT 6-A Local Assistance Program Guidelines
HBRRP Application/Scope Definition Form
Page 6-46
December 20, 2001 LPP 01-12
Summary of Major Deficiencies of Existing Bridge (See Section 6.12 for information)
(Contact the DLAE/SLA for assistance, if needed)
Data is from SI&A Sheet (Last page of Bridge Inspection Report)
Sufficiency Rating (SR) = 48.2 Status SD FO Blank
Description of
Data Item NBI Data Item Deficient Criteria Results What are the Deficiencies?
Deck Item 58 = 8 ≤ 4
is problem
OK
NG-SD
Superstructure Item 59 = 7 ≤ 4
is problem
OK
NG-SD
Substructures Item 60 = 8 ≤ 4
is problem
OK
NG-SD
Culvert and
Retaining Walls
Item 62 = N
≤ 4
is problem
OK
NG-SD
Structural
Condition
Item 67 = 4 ≤ 3
is problem
OK
NG
Waterway
Adequacy
Item 71 = 3
≤ 3
is problem
OK
NG
The bridge occasionally
overtops.
Deck
Geometry
Item 68 = 2 ≤ 3
is problem
OK
NG-FO
Bridge is too narrow for the
currrent and future ADT.
SD = Structurally Deficient
FO = Functionally Obsolete
Blank = Not SD or FO
NG = Not Good (Deficiency)
[Item 62 applies only if the last digits of Item 43 are coded 19.]
[Item 71 applies only if the last digit of Item 43 is coded 0, 5, 6, 7, 8, or 9.]
Local Assistance Program Guidelines EXHIBIT 6-A
HBRRP Application/Scope Definition Form
Page 6-47
LPP 01-12 December 20, 2001
Description of
Data Item NBI Data Item Deficient Criteria Results What are the Deficiencies?
Under-
clearances
Item 69 = N
≤ 3
is problem
OK
NG-FO
Approach
Roadway
Alignment
Item 72 = 3 ≤ 3
is problem
OK
NG-FO
The approach roadway
alignment requires vehicles to
reduce speeds prior to crossing
the bridge.
Scour
Criticality
Item 113 = U ≤ 3
is problem
OK
NG
The foundations are unknown.
The 2013 Bridge Inspection
Reports note no signs of scour.
Bridge Railing Item 36A = 0 = 0
Review
OK
NG
Existing bridge railing does not
meet current standards.
Guardrail
Transition,
Approaches,
Guardrail Ends
Item 36B = 0
Item 36C = 0
Item 36D = 0
= 0
Review
OK
NG
The existing bridge does not
have guardrail transistions,
approaches, or ends.
Other deficiencies
not identified in
Bridge Inspection
Report
Discuss in detail, attach additional pages and photographs as needed to justify
HBRRP funds to correct problem:
The structure is in close proximity with another structure. The other structure (Structure B)
is not on the list of Local Agency Bridges and is believed to be shorter than 20’. It will be
infeasible to replace structure 49C0380 with a wider structure and not replace Structure B.
If the decision were made to replace both structures, it is more feasible to replace both
structures with one single structure of approximately 140’. However, this option would not
correct the issue of the approach roadway alignment.
The City of San Luis Obispo has a development plan (Airport Area Specific Plan – adopted
by the City in 2014) that realigns Santa Fe Road. This plan proposes a new structure on a
different alignment that will be 120’.
The development plan and our proposed replacement structure is explained in the PSRE.
[Item 69 applies only if the last digit of Item 42 is coded 0, 1, 2, 4, 6, 7 or 8.]
EXHIBIT 6-A Local Assistance Program Guidelines
HBRRP Application/Scope Definition Form
Page 6-48
December 20, 2001 LPP 01-12
5. If this application is for rehabilitation or replacement scope, will all deficiencies be resolved by
the project? If no, please discuss below or attach discussion on separate pages to application.
Yes No Not Applicable
N/A
6. Discuss any special condition or proposed design exceptions:
N/A
7. Identify and justify “betterments” that are HBRRP participating but are not related to the major
deficiencies. Attach additional pages as needed.
The new bridge will provide sidewalks on both sides of the bridge. The proposed structure on the
new alignment lines up with the City of San Luis Obispo’s development plan (Airport Area Specific
Plan – adopted by the City in 2014) and promotes the City’s plan for development in that area.
8. Refer to Exhibit 6-B. Identify and justify specific items requiring Caltrans funding approval.
Attach additional pages as needed.
N/A
Local Assistance Program Guidelines EXHIBIT 6-A
HBRRP Application/Scope Definition Form
Page 6-49
LPP 01-12 December 20, 2001
9. Other comments: (identify non-HBRRP participating work)
Santa Fe Road is being realigned as part of the City of San Luis Obispo’s development plan. The
new alignment will require a significantly longer bridge (120’) compared to the original structure
49C0380 length (22’). However, as discussed previously and also in the PSRE, a replacement of
49C0380 on the existing alignment would result in replacing the nearby structure as well, resulting
in a 140’ long structure. The project includes a segment of new roadway construction starting from
the north approach of the new bridge to the nearest intersection with Tank Farm Road.
Estimated Construction Costs:
Exclude Contingencies, Supplementary Work, and Construction Engineering
HBRRP Participating
NOT
HBRRP Participating*
Construct Bridge $ 1,872,000.00
Bridge Removal $ 7,935.00
Slope Protection $ 50,000.00
Channel Work $ 50,000.00
Detour – Stage Construction $ 25,000.00
Approach Roadway $ 500,000.00
Utility Relocation $ 100,000.00
Mobilization $ 260,493.50
Total $ 2,865,000.00
Total Cost $ 2,865,000.00
∗ Items that are not HBRRP participating could be participating through other federal programs.
See the LAPG for other eligibility requirements of other programs. Local agencies that are
unsure which project costs are HBRRP participating should contact the DLAE/SLA for
resolution.
Note that the total of the HBRRP participating costs should carry over into the construction line
(direct costs) on the next page.
EXHIBIT 6-A Local Assistance Program Guidelines
HBRRP Application/Scope Definition Form
Page 6-50
December 20, 2001 LPP 01-12
Summary of HBRRP Participating Costs
Please indicate the HBRRP total participating (eligible for reimbursement) costs for this project.
Based on the amounts below and the federal reimbursement rate, Caltrans will program (reserve)
the HBRRP funds needed for this project. Other federal funds (RSTP, TEA, etc.) needed for this
project should be shown in the Field Review form Exhibit 7-B from Chapter 7 of the LAPM.
Target dates represent a commitment by the local agency when the project will need HBRRP
funding. Failure to meet target dates may cause funds to be reprogrammed to other projects by
other local agencies. The reprogramming of HBRRP funds is at the discretion of Caltrans.
PE = Preliminary Engineering (Total not to exceed the greater of $75 K or 25% of CON and
consultant contract management and quality assurance not to exceed 15% of consultant costs).
R/W = Right of Way
CE = Construction Engineering (Not to exceed 15% of CON).
CON = Construction
Cont = Contingency (including supplement work) not to exceed 25% (preliminary estimate) nor 10%
of CON for final design $5 K min.
Enter CE Rate: 15%
Enter Contingency Rate: 25%
Direct Costs Indirect Costs*
HBRRP
Participating $** Target Dates
PE $ 570,000.00 + 0.00 = $ 570,000.00 5/1/2017
R/W $ 25,000.00 2/1/2019
CON $ 2,865,000.00
CE $ 429,750.00 0.00
Cont $ 716,250.00
Subtotal $ 4,011,000.00 + 0.00 = $ 4,011,000.00 2/1/2020
Total Participating Cost $ 4,606,000.00
Enter Fed. Match Rate: 88.53% HBRRP Requested $ 4,077,692.00
* See Chapter 5, “Accounting/Invoices,” of the LAPM for approval of indirect costs.
** Participating costs exclude ineligible work items. Please review the HBRR Program Guidelines
for reimbursable scopes of work and program cost limits. Other federal funds will be shown in
the Field Review form, Exhibit 7-B, Chapter 7, “Field Review,” of the LAPM.
Local Assistance Program Guidelines EXHIBIT 6-A
HBRRP Application/Scope Definition Form
Page 6-51
LPP 01-12 December 20, 2001
Caltrans, please notify this agency to confirm this project has been programmed in the HBRRP
Multi-Year Plan. I understand that reimubursable work shall not commence until a request for
authorization (E76) has been processed by Caltrans and a notice to proceed has been received by
this agency.
I certify that this project is in compliance with Chapter 6 (HBRRP) of the Local Assistance
Program Guidelines. I understand that changes to the project scope/cost/schedule impacting the
information in Exhibit 6-A and Exhibit 6-B require the processing of Exhibit 6-D (HBRRP
Scope/Cost/Schedule Change Request).
Two (2) copies plus one original of this application (with attachments) will be included in the
transmittal package to the DLAE.
___________________________________ ______________
Local Agency Project Manager Date
Attachments:
1) Exhibit 6-B, LAPG, HBRRP Special Cost Approval Checklist
2) Bridge Inspection Report with SI&A Sheet
3) Sketch of General Plan or marked up as-built
4) Sketch of typical section
5) Photographs: 4 corners looking at the bridge & 2 elevation views, & views of each approach,
for a total of 8 photographs (minimum).
6) Exhibit 7-B, Field Review Form, Chapter 7, LAPM
7) Exhibit 7-C, Roadway Data Sheet, Chapter 7, LAPM
8) Exhibit 6-C, PIN for Barrier Rail Replacement Projects (include only if applying for Bridge
Railing Replacement funds.)
9) Other:
10) Request for Authorization is included in this application package for expedited processing?
Yes No
Thank you for assembling the application package. Please send this package to your District
Local Assistance Engineer to start the programming process. Please e-mail your suggestions to
improve this form to eric.bost@dot.ca.gov or shannon.mlcoch@dot.ca.gov.
For Caltrans use only:
I have reviewed this application for completeness and have forwarded copies to the Office of
Program Management and SLA.
I recommend approval. (Attach comments as needed.)
I do not recommend approval for the following reasons: See attached memo/e-mail to
the Office of Program Management.
I request SLA review of this application for the following reasons: (Attach
memo/e-mail justifying increased Caltrans oversight).
_____________________________________ _______________
DLAE or authorized staff Date
Local Assistance Program Guidelines EXHIBIT 6-B
HBRRP Special Cost Approval Checklist
Page 6-53
LPP 01-12 December 20, 2001
EXHIBIT 6-B HBRRP SPECIAL COST APPROVAL CHECKLIST
The purpose of this form is to help local agencies identify project costs that require Caltrans funding
approval. Local agencies are responsible for contacting the DLAE to resolve any items requiring
Caltrans review. This form is not a substitute for reading Chapter 6 of the LAPG or the LAPM.
Local agencies are still financially accountable for meeting all the requirements of the LAPG and
the LAPM.
Project Number
State Bridge No. 49C0380 (one bridge per application) Local Bridge No.
Project Location 1.6 miles north of Buckley Road
Chapter 6
LAPG
Section #’s
Topic
Status
6.2.1 – Rehab
6.2.2 - Replace
Adding Additional Lanes
(including turn lanes)
Requires Caltrans/MPO Approval
Caltrans has Approved Costs
MPO has Approved Scope in FTSIP
Not Applicable
6.2.1 – Rehab Scope is Bridge Replacement, but SR>50 Requires Caltrans Approval
Caltrans has Approved Costs
Not Applicable
6.2.4 – Rail No bridge railing work to be done, but
other safety work related to bridge is
needed.
Requires Caltrans Approval
Caltrans has Approved Costs
Not Applicable
6.2.4 – Rail
(applies to all
scopes of work)
New sidewalks to be installed where none
existed before. Please identify as
“betterment” in Exhibit 6-A.
Requires Caltrans Approval
Caltrans has Approved Costs
Not Applicable
6.2.1 – Rehab
6.2.2 – Replace
6.2.10 – Historic
6.3 – Standards
Rehabilitation/Replacement will not
address all major bridge deficiencies
Requires Caltrans Approval
Caltrans has Approved Costs
Not Applicable
6.5.11 – Replace “Replaced” bridges to remain in place.
Applies to work beyond specified examples
in Section 6.5.12
Requires Caltrans Approval
Caltrans has Approved Costs
Not Applicable
EXHIBIT 6-B Local Assistance Program Guidelines
HBRRP Special Cost Approval Checklist
Page 6-54
December 20, 2001 LPP 01-12
Chapter 6
LAPG
Section #’s Topic Status
6.4.2 Approach roadwork exceeding guidelines Requires Caltrans Approval
Caltrans has Approved Costs
Not Applicable
6.4.3 PE costs exceeding guidelines Requires Caltrans Approval
Caltrans has Approved Costs
Not Applicable
6.4.4 Contingency exceeding guidelines Requires Caltrans Approval
Caltrans has Approved Costs
Not Applicable
6.4.5 CE costs exceeding guidelines Requires Caltrans Approval
Caltrans has Approved Costs
Not Applicable
6.5.3 10 Year Rule – Major (Re)Construction Requires Caltrans Approval
Caltrans has Approved Costs
Not Applicable
6.5.4 10 Year Rule – PE Authorization Requires Caltrans Approval
Caltrans has Approved Costs
Not Applicable
6.5.7 Unusual Architectural Treatments Requires Caltrans Approval
Caltrans has Approved Costs
Not Applicable
6.7.1
6.7.4
Scope/Cost/Schedule Changes Requires Caltrans Approval
Caltrans has Approved Costs
Not Applicable
6.7.5 Construction Change Orders (CCOs) that
Exceed Contingency
Requires Caltrans Approval
Caltrans has Approved Costs
Not Applicable
I certify that I have reviewed this project against the requirements of Chapter 6 of the LAPG and
have filled out this checklist accordingly.
____________________________________ _____________
Local Agency Project Manager Date
Local Assistance Procedures Manual EXHIBIT 7-B
Field Review Form
Page 7-14a
LPP 11-05 December 12, 2011
EXHIBIT 7-B FIELD REVIEW FORM
Local Agency _______________________________ Field Review Date __________________
Project Number _______________________________ Locator
(Dst/Co/Rte/PM/Agncy)
__________________
Project Name _______________________________ Bridge No.(s) __________________
1. PROJECT LIMITS (see attached list for various locations) _____________________________________
_______________________________________________________________________________________
_________________________________________ Net Length ______________ (mile)
2. WORK
DESCRIPTION
_________________________________________________________________
_______________________________________________________________________________________
ITS project or ITS element: Yes ____ No ____
If yes, choose: High-Risk (formerly “Major”) ITS
, Low-Risk (formerly “Minor”) ITS
, Exempt ITS
3. PROGRAMMING DATA FTIP (MPO/RTPA) ______________ FY ________ Page ____
Amendment No. __________ FTIP PPNO _______ FHWA/FTA Approval Date ___________
Federal Funds $________________ Phases PE ______ R/W _______ Const ____
Air Basin: ________________________ (CMAQ only)
4. FUNCTIONAL CLASSIFICATION:
URBAN _________ RURAL ______
Principal Arterial: ______ Principal Arterial: ______
Minor Arterial: ______ Minor Arterial: ______
Collector: ______ Major Collector: ______
Local: ______ Minor Collector: ______
Rural Local: ______
5. STEWARDSHIP CATEGORY
High Profile (Stewardship): Yes No
Delegated (Stewardship): Yes No (a) DLAE oversight: Yes __ No __
(b) District Construction
Yes __
No __
ITS High-Risk project or element requiring FHWA oversight per stewardship: Yes __ No __
6. CALTRANS ENCROACHMENT PERMIT Is it required? Yes _____ No _____
7. COST ESTIMATE BREAKDOWN $1,000’s Fed. Participation
(Including Structures)
PE Environmental Process __________________ Yes ____ No ____
Design __________________ Yes ____ No ____
ITS System Manager or Integrator __________________ Yes ____ No ____
CONST Const. Contract __________________ Yes ____ No ____
Const. Engineering __________________ Yes ____ No ____
R/W Preliminary R/W Work __________________ Yes ____ No ____
Acquisition: Yes ____ No ____
(No. of Parcels ____ ) __________________ Yes ____ No ____
(Easements ____ ) __________________ Yes ____ No ____
(Right of Entry ____ ) __________________ Yes ____ No ____
RAP (No. Families ) __________________ Yes ____ No ____
RAP (No. Bus. ____ ) __________________ Yes ____ No ____
Utilities (Exclude if included in
contract items) __________________ Yes ____ No ____
TOTAL COST $ __________________
EXHIBIT 7-B Local Assistance Procedures Manual
Field Review Form
Page 7-14
December 12, 2011 LPP 11-05
7a. Value Engineering Analysis Required? Yes _____ No _____
(Yes, if total project costs are
$25M or more on the Federal-
aid System, or
$20M or more for bridges)
8. PROPOSED FUNDING
Total Cost Cost Share
Grand Total $ ____________
Federal Program #1_________ $ ____________ Fed. $ _________ Reimb. Ratio _________
(Name/App. Code) #2_________ $ ____________ Fed. $ _________ Reimb. Ratio _________
Matching Funds Breakdown Local: $ _________ _____%
State: $ _________ _____%
Other: $ _________ _____%
State Highway Funds? Yes _____ Source __________________________ No _____
State CMAQ/RSTP Match Eligible Yes _______ No ______ Partial _____
Is the Project Underfunded? (Fed $ < Allowed Reimb.) Yes ______ No _____
9. PROJECT ADMINISTRATION
Agency Consultant State
PE Environ Process _______________ ______________ ___________
Design _______________ ______________ ___________
System Man./Integ. ______ _______________
______________
___________
R/W All Work _______________ ______________ ___________
CONST ENGR Contract _______________ ______________ ___________
CONSTRUCTION Contract _______________ ______________ ___________
MAINTENANCE _______________ ______________ ___________
_______________ ___________
Will Caltrans be requested to review PS&E? Yes ______ No _____
10. SCHEDULES: PROPOSED ADVERTISEMENT DATE _________________________________________
Other critical dates: __________________________________________________________________
______________________________________________________________________________________
11. PROJECT MANAGER’S CONCURRENCE
Local Entity
Representative: _________________________________________ Date: ___________
Signature & Title: _________________________________________ Phone No. ___________
Is field review required? Yes ______ No ______
Caltrans (District)
Representative: _______________________________________ Date: ___________
(if attended Field Review)
Signature & Title:
FHWA Representative:
(if attended Field Review)
Signature & Title:
________________________________________________
_______________________________________
________________________________________________
Date: ___________
Local Assistance Procedures Manual EXHIBIT 7-B
Field Review Form
Page 7-14a
LPP 11-05 December 12, 2011
_____ Sketch of Each Proposed Alternate Improvement _____ CMAQ/RSTP State STIP Match
_____ TE Application Document _____ Systems Engineering Review Form (SERF)
_____ Existing federal, state, and local ADA deficiencies
not included on other Attachments
Req’d for High-Risk (formerly “Major”) and
Low-Risk (formerly “Minor”) ITS projects
13. DLAE FIELD REVIEW NOTES:
A. MINUTES OF FIELD REVIEWS
B. ISSUES OR UNUSUAL ASPECTS OF PROJECT
(Attachment to Field Review Form)
Distribution: Original with attachments – Local Agency
___ Copy with attachments (2 copies if HBP) - DLAE
12. LIST OF ATTACHMENTS (Include all appropriate attachments if field review is required. See the “[ ]”
notation for minimum required attachments for non-NHS projects)
_____ Field Review Attendance Roster or Contacts Roster
_____ Vicinity Map (Required for Construction Type Projects)
IF APPLICABLE ( Complete as required depending on type of work involved)
_____ Roadway Data Sheets [Req’d for Roadway projects]
_____ Typical Roadway Geometric Section(s) [Req’d for Roadway projects]
_____ Major Structure Data Sheet [Req’d for HBP] _____ Signal Warrants
_____ Railroad Grade Crossing Data Sheet _____ Collision Diagram
Local Assistance Procedures Manual EXHIBIT 7-C
Roadway Data
Page 7-15
LPP 11-05 December 12, 2011
ROADWAY DATA
1. TRAFFIC DATA
Current ADT 2487 Year 2016 Future ADT 3606 Year 2034 DHV ____ Trucks 10 %
Terrain (Check One) __X_ Flat _____ Rolling ____ Mountainous
Design Speed 30 mph
Proposed Speed Zone __X__ Yes mph _______ ____ No
2. GEOMETRIC INFORMATION
ROADWAY SECTION
Thru Traffic Lanes Shoulders
Facility
Year
Constr.
Min.
Curve
Radius
No. of
Lanes
Total
Width
Type
Each Width
Lt/Rt
Type
Median
Width
Exist. 1920 N/A 2 20’-6” AC 0’/0’ AC
Prop. 2021 N/A 2 24’ HMA 8’/8’ HMA
Min. Stds. selected:
AASHTO__X__
3R ____
Local ____
N/A 2 24’ HMA 8’/8’ HMA
N/E Contig. Sect. 2 24 HMA Tapers to
new Santa Fe
section
S/W Contig Sect. 2 24 HMA Tapers to
existing
Remarks (If design standard exception is being sought, cite standard and explain fully how it varies):
_________________________________________________________________________________
_________________________________________________________________________________
3. DEFICIENCIES OF EXISTING FACILITY (Mark appropriate one(s))
_____ Pavement Surface ______ Drainage
_____ Alignment X Bridge
_____ Crossfall ______ Safety (Attach collision diagram or other documentation)
_____ Pavement Structure ______
_____
Federal Americans w/ Disabilities Act (ADA), State or Local
accessibility requirements
Other (describe below)
Remarks _________________________________________________________________________
_________________________________________________________________________________
4. TRAFFIC
SIGNALS
____Yes ___New (attach warrants) ___Modified X No
5. MAJOR STRUCTURES Structure No.(s) 49C0380 (attach structure data sheet)
6. OTHER TRANSPORTATION FACILITIES (Name)
X None
_______ Railroad _______________________________________ (attach railroad data sheet)
_______ Airports _______________________________________ (attach airport data sheet)
_______ Transit _______________________________________
_______ Bicycle ____________________________
EXHIBIT 7-C Local Assistance Procedures Manual
Roadway Data
Page 7-16
July 21, 2006 LPP 06-03
7. AGENCIES AFFECTED
Utilities [mark appropriate one(s)] _ Telephone X Electrical ___X____ Gas
_ Water ________ Irrigation
___ _ __ Other ________ Sanitary
Major Utility
Adjustment:
The overhead utility lines and gas lines will need to be relocated.
_____________________________________________________________________
High Risk Facilities: __None_______________________________________________________________
_____________________________________________________________________
Other: _____________________________________________________________________
_____________________________________________________________________
Remarks: _____________________________________________________________________
_____________________________________________________________________
Local Assistance Procedures Manual EXHIBIT 7-D
Major Structure Data
Page 1 of 2
May 1, 2007
EXHIBIT 7-D MAJOR STRUCTURE DATA
(Attach a separate sheet for each structure)
Project Number TBD
Bridge Name (facility crossed) San Luis Obispo Creek
State Br.No. 49C0380 Date Constructed 1920 Historical Bridge Inv. Category 5
Road Name Santa Fe Road Location 1.6 miles north of Buckley Road
STRUCTURE DATA
Existing Proposed
Minimum ASHTO
Standards
Structure Type:
Single Span RC “T”
beam
Single Span RC “T”
Beam
Structure Length: 22’ 120’
Spans (No. & Length): 1 @ 22’ 1 @ 120’
Clear Width (curb to curb): 20.5’ 40’ 40’
Shoulder Width: 0’ Lt 0’ Rt 8’ Lt 8’ Rt 8’ Lt 8’ Rt
Sidewalk or bikeway width: 0’ Lt 0’ Rt 5’ Lt 5’ Rt 5’ Lt 5’ Rt
Total Br. Width: 23’ 52’-0” 52’-0”
Total Appr. Rdwy. Width: 21’ 40’ 40’
1. Preliminary Engineering by: Agency/Consultant
2. Design by: Agency/Consultant
3. Foundation Investigation by: Agency/Consultant
4. Hydrology Study by: Agency/Consultant
Detour, Stage construction, or Close Road: Detour
Length of Detour: 4.0 miles
Resident Engineer for Bridge Work: Agency X Consultant (On Retainer as City/County Engineer)
Responsible Local Official:
Discuss any special conditions; for example, federal ADA, state or local accessibility requirements, or
proposed design exceptions:
The new bridge will be constructed on a new alignment that conforms to the City of San Luis Obispo’s
development plan (Airport Area Specific Plan – adopted 2014). Replacement on the existing alignment would
require the replacement of two separate structures (due to the close proximity of a nearby structure) that would
result in a longer replacement structure. Replacement on the existing alignment also wouldn’t address the
roadway approach alignment issue. Replacement on the new structure addresses all deficiencies and lines up with
the City’s development plans for future growth.
ESTIMATED STRUCTURE AND RELATED COSTS Federally
Participating?
Bridge Cost: Yes No
Construct Bridge: $ 1,872,000.00 X
Bridge Removal: $ 7,935.00 X
EXHIBIT 7-D Local Assistance Procedures Manual
Major Structure Data
Page 2 of 2
May 1, 2013
Slope Protection: $ 50,000.00 X
Channel Work: $ 50,000.00 X
Detour- Stage Construction: $ 25,000.00 X
Approach Roadway: $ 500,000.00 X
Preliminary Engineering: $ 570,000.00 X
Construction Engineering: $ 2,865,000.00 X
Right of Way Costs: $ 25,000.00 X
Utility Relocation: $ 100,000.00 X
Mobilization: $ 260,494.00 X
Contingency: $ 716,250.00 X
Total: $ 4,606,000.00
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Type of HBP funds; Check one: Seismic/Voluntary Painting (88.53%)
(Major type if more than one) (88.53% Fed. Share) Painting (80%)
Rehabilitation (80%) Special (80%)
X Replacement (88.53%) Low Water Xing (80%)
Railing (88.53%)
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Summarize HBP funded costs of above estimate
(HBP Federal-aid + local match for HBP only):
Prelim. Engr.: $ 570,000.00
Right of Way: $ 25,000.00
Construction: $ 4,011,000
Total: $ 4,606,000
Indicate the estimated date for Federal-aid
Authorization & Obligation or Check the box:
Date:
5-1-2017 Not needed for this project
2-1-2019 Not needed for this project
2-1-2020 Not needed for this project
VALUE ENGINEERING ANALYSIS
Required (Yes, if on the NHS and total project costs
for bridges are $40M or more) Yes No
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Remarks:
***** The following must be attached if the project is funded by the HBP:
1. Plan view of proposed improvements.
2. Typical Section.
***** The following is recommended:
1. Right of way map to determine whether right of way acquisition or construction easements
Local Assistance Procedures Manual EXHIBIT 7-D
Major Structure Data
Page 1 of 2
May 1, 2007
are necessary.
Distribution: Attach to Field Review Form
PROJECT STUDY REPORT EQUIVALENT
San Luis Obispo Creek Bridge
(Bridge # 49C0380)
Replacement Project
on Santa Fe Road
1.6 mile north of Buckley Road
APPROVED:
Matthew Crisp
Transportation Planner/Engineer III
Department of Public Works
City of San Luis Obispo
DATE
SAN LUIS OBISPO CREEK BRIDGE AT SANTA FE ROAD, Bridge Replacement Project, Page 2
HBP and Project Study Report Equivalent - Bridge No. 49C0380 September 2016
Location Map
Vicinity Map
Project Site
N
Bridge Site
Tank Farm Rd
Hoover Ave
Broad St
Santa Fe Rd
SAN LUIS OBISPO CREEK BRIDGE AT SANTA FE ROAD, Bridge Replacement Project, Page 3
HBP and Project Study Report Equivalent - Bridge No. 49C0380 September 2016
This Project Study Report Equivalent 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.
9/14/16
REGISTERED CIVIL ENGINEER DATE
Mark Reno
47756
12/31/17
SAN LUIS OBISPO CREEK BRIDGE AT SANTA FE ROAD, Bridge Replacement Project, Page 4
HBP and Project Study Report Equivalent - Bridge No. 49C0380 September 2016
Table of Contents
1. Introduction ................................................................................................................................................................ 5
2. Background ................................................................................................................................................................. 5
3. Purpose and Need Statement ............................................................................................................................. 10
4. Deficiencies ............................................................................................................................................................... 10
5. Corridor and System Coordination ................................................................................................................... 10
6. Alternatives ............................................................................................................................................................... 11
Alternative 1 – 120’ Long, Single Span, CIP/Post-tensioned Concrete Box Girder Bridge .......... 11
Alternative 2 – 120’ Long, Single Span, PC/PS, Concrete Wide Flange Girder Bridge .................. 11
Alternative 3 - No Build Alternative ............................................................................................................... 12
7. Stage Construction ................................................................................................................................................. 12
8. Funding....................................................................................................................................................................... 12
9. Schedule ..................................................................................................................................................................... 14
10. FHWA Coordination ................................................................................................................................................ 14
11. Local Entity Contacts/District Contacts ............................................................................................................ 14
12. Attachments .............................................................................................................................................................. 14
SAN LUIS OBISPO CREEK BRIDGE AT SANTA FE ROAD, Bridge Replacement Project, Page 5
HBP and Project Study Report Equivalent - Bridge No. 49C0380 September 2016
1. Introduction
The City of San Luis Obispo (City) is proposing to replace the existing single span, RC “T” beam
structure (Bridge No. 49C0380) on Santa Fe Road over San Luis Obispo Creek. The existing
bridge was built in 1920 and is located on Santa Fe Road approximately 1.6 miles north of
Buckley Road Road. The bridge is classified as “Functionally Obsolete” (FO) due to its
inadequate clear width, poor approach roadway alignment, and water inadequacy (overtops
during flood events). The bridge is not classified as historically significant or eligible for the
National Register of Historic Places.
See the Cost estimate for specific work items included in this project. This includes replacing
the existing bridge which is discussed in depth below.
Project Limits 5-SLO-CR
Applicant: City of San Luis Obispo
Funding Source: 88.53% Federal Highway Bridge Program
(HBP), 11.47% City
Construction Capital Costs: $3,581,250
Support Costs (Including construction
engineering):
$999,750
Right-of-Way Costs: $25,000
Total Project Costs: $4,606,000
Number of Alternatives: 3 (Includes “No Build Alternative”)
Proposed Alternative: 120’ long, Single Span, CIP/PS Box Girder
Bridge
Type of Facility
(conventional, expressway, freeway):
Major Collector
Number of Structures: One - Br No. 49C0380 over San Luis Obispo
Creek
Anticipated Environmental Document To be determined
Legal Description The existing bridge is located on Santa Fe
Road, 1.6 miles north of Buckley Road.
2. Background
The City would like to replace the existing bridge, with funding provided by the Highway Bridge
Program (HBP). The bridge is classified as a Major Collector and therefore is considered to be
“On-System.” “On-System” bridges with a Sufficiency Rating (SR) under 50.0 and are classified
as either Structurally Deficient or Functionally Obsolete are eligible to receive funding up to
88.53% of project costs. The remaining portion of the project costs will need to be provided by
a local match. The bridge has a Sufficiency Rating of 48.2, is classified as Functionally Obsolete,
and is therefore eligible for partial funding.
The structure is classified as Functionally Obsolete for three reason:
1. Deck geometry – The curb-to-curb width of the existing bridge is too narrow for its
current and future ADT. To address this issue, the bridge will need to be widened.
2. Approach roadway alignment – The approach roadway alignment requires vehicles
to slow down significantly due to the tight radius of the curves adjacent to the
SAN LUIS OBISPO CREEK BRIDGE AT SANTA FE ROAD, Bridge Replacement Project, Page 6
HBP and Project Study Report Equivalent - Bridge No. 49C0380 September 2016
bridge. To address this issue, the road will need to be realigned. Due to the proximity
of the existing turn, it will be difficult to address this issue without a major change
in the approach roadway alignment with Santa Fe Road or Hoover Avenue.
3. Water Adequacy – Based on the rating of the past bridge inspection reports, the
bridge occasionally overtops. To address this issue, the bridge will need to be raised.
Upon investigation of the bridge site, a separate structure (Structure B) was found northeast of
bridge 49C0380 less than 100 feet away. Figure 1 below shows the two separate structures. Due
to the close proximity of the two bridges, any work done on structure 49C0380 will likely
adversely affect Structure B. That is, any widening or raising of bridge 49C0380 will require
widening or raising of Structure B as well. It is believed that the two structures share abutments
and wingwalls. Therefore, a replacement of structure 49C0380 on this alignment would require
replacement of Structure B as well. Since the two structures are so close together, it is more
feasible to replace the two structures with one single structure that spans the entire length of
the 2 original structures. This new structure would have a length totaling approximately 140’.
With a new structure in place, the existing driveway will not be maintained and access will be
closed, thereby removing another safety hazard.
Bridge records for Structure B have not been found and the structure is not on the Local Agency
Bridge List. We are assuming this is because of its short length (under 20’).
Figure 1 – Aerial of the Bridge Site
Following discussions with the City of San Luis Obispo, the City provided the development
plans for the area around the bridge site since 2005. This development plan, called the “Airport
Area Specific Plan (Plan),” consisted of improving circulation within the City. The most recent
version of the Airport Area Specific Plan is dated September 2014. A copy of these plans are
attached in the Appendix. Recognizing the poor roadway alignment at the site, it is a part of
N 49C0380
Structure B
Santa Fe Rd
Hoover Rd
Existing Driveway
SAN LUIS OBISPO CREEK BRIDGE AT SANTA FE ROAD, Bridge Replacement Project, Page 7
HBP and Project Study Report Equivalent - Bridge No. 49C0380 September 2016
the City’s plan to realign Santa Fe Road to tee into Tank Farm Road to the north to improve
safety. Figure 2 below shows the intended realignment as shown in the development plans.
Figure 2 – Proposed Santa Fe Road Realignment
The realignment of Santa Fe Road will require a new bridge approximately 120’ long. This is
shorter than providing a structure to replace both structures (49C0380 and Structure B) on
the original alignment. Although structure 49C0380 will be removed and replaced by a new
structure, it is anticipated that the existing portion of Santa Fe Road east of structure 49C0380
will be maintained so the driveways may remain in service. Structure B will remain as is under
this option. The Plan also extends Santa Fe road beyond Tank Farm Road, to the north. Figure
3 is a map taken from the Plan and shows the overall concept of the circulation improvement.
Based on discussions with the City, this circulation improvement project is intended to occur
within the next 5 years. Businesses have begun to populate in the southern portions of the
existing Santa Fe Road.
N
Santa Fe Rd
Santa Fe Rd
Hoover Ave
Proposed Santa Fe Rd
Realignment
Existing
driveways
Existing Bridge
New Bridge
SAN LUIS OBISPO CREEK BRIDGE AT SANTA FE ROAD, Bridge Replacement Project, Page 8
HBP and Project Study Report Equivalent - Bridge No. 49C0380 September 2016
Figure 3 – Development Map taken from the Plan
Upon discussion with the City, it was agreed that the City’s Plan of realigning Santa Fe Road
will provide a more feasible bridge replacement option for the following reasons:
1. A realigned Santa Fe Road will address the approach roadway alignment issue. If the
bridge were widened and raised in place, the approach alignment issue would remain
and vehicles will still be required to reduce speeds at the bridge.
2. A realigned Santa Fe Road will allow Structure B and adjacent driveway to remain in
service.
3. A realigned Santa Fe Road Bridge will require a shorter bridge. A structure on the new
Santa Fe Road will be approximately 120’. Replacing structure 49C0380 and Structure
B will require a structure of approximately 140’ (to span both existing bridges).
The site is located in a commercial area north of the San Luis Obispo County Regional Airport.
A detour of approximately 4 miles is available. A preliminary detour route is shown in Figure 6.
Due to the proposed realignment of Santa Fe Road, construction of the bridge cannot be
staged. A total bridge closure will be required to construct the new structure. Overall closure
time can be reduced as a portion of the project can be constructed on the new alignment prior
to any effect on the existing bridge.
SAN LUIS OBISPO CREEK BRIDGE AT SANTA FE ROAD, Bridge Replacement Project, Page 9
HBP and Project Study Report Equivalent - Bridge No. 49C0380 September 2016
A traffic count was performed by the City on September 7, 2016 which resulted in an average
daily traffic (ADT) of 2,487. Future ADT based on the Bridge Inspection Report is anticipated to
be 3,606 by the year 2034 as provided by the Bridge Inspection Report.
The field north of San Luis Obispo Creek is currently owned by the City. Therefore, additional
right-of-way acquisition and temporary construction easements are anticipated to be minimal
with the realigned Santa Fe Road as proposed by the City’s Plan.
The roadway profile is anticipated to be raised from existing conditions as it is assumed that
the existing bridge overtops during high storm and flood events. A detailed hydraulic study
will be required to set an appropriate roadway profile and confirm that the selected bridge type
and length remain acceptable.
The existing paved road approaches are approximately 21 feet wide on the east approach. The
west approach begins to taper to a width greater than 40’ immediately after the turn. The
existing bridge is approximately 23 feet wide (from edge to edge) with a clear width between
curbs of 20 feet 6 inches. The current ADT is 2,487 (2016) and is projected to increase to 3,606
vehicles per day by 2034. The 2011 (6th Edition) American Association of State Highway
Transportation Officials’ (AASHTO) “A Policy on Geometric Design of Highways and Streets”
(“Green Book”) requires 12’ lanes and 8’ shoulders for minimum roadway widths for roads with
an ADT greater than 2000. The proposed bridge has a clear width of 40’. Concrete barrier rail
(Type 732SW) can be utilized on the both edges of deck for this 25 mph facility. This results in
an overall bridge width of 52’ (two 12’ travel lanes, two 8’ shoulders, two 5’ sidewalks, two 1’
barriers). New sidewalks are added to the proposed bridge to match the development of the
new Santa Fe Road. Santa Fe Road is proposed to provide sidewalks and bike lanes on both
sides of the road.
Utility relocation will be required on this project as there are overhead utility lines along the
north side of the existing bridge and a gas line attached to the existing bridge. As shown in the
aerial image, the overhead utility line and gas line are anticipated to be affected during
construction and are anticipated to be there by easement. It is not anticipated that the project
will have significant relocation costs.
Figure 4 – Aerial of Known Utilities
Gas Line
Utility Pole
Utility Lines
SAN LUIS OBISPO CREEK BRIDGE AT SANTA FE ROAD, Bridge Replacement Project, Page 10
HBP and Project Study Report Equivalent - Bridge No. 49C0380 September 2016
3. Purpose and Need Statement
Need:
The project need is to provide a safe crossing for vehicles over San Luis Obispo Creek on Santa
Fe Road since the existing bridge is Functionally Obsolete (FO).
Purpose:
The primary purpose is to replace the FO structure to improve public safety. The proposed
bridge will provide adequate width, an improved approach alignment, and adequate waterway
clearance to meet current standards. The new structure will also address any other deficiencies
with the existing structure and the current alignment.
4. Deficiencies
The single span structure has been classified as Functionally Obsolete with an overall
Sufficiency Rating of 48.2.
The roadway clear width on the bridge is inadequate to safely serve the facility’s current and
future ADT.
The roadway approach alignment is poor and requires vehicles to reduce speeds at the bridge
site.
The existing bridge occasionally overtops during flood events.
There is a hairline shear crack at one of the girders near abutment 2.
No approach, transition, or end railings are placed on the exposed concrete barrier ends.
5. Corridor and System Coordination
Santa Fe Road is functionally classified as a Major Collector and is considered “On” the Federal
Aid System. The current ADT (2016) and future ADT (2034) are 2,487 and 3,606 vehicles per
day, respectively, and the project is located on flat terrain.
The City of San Luis Obispo’s Plan (2014) consist have providing 12’ vehicular lanes, 7’ bike
lanes, 7’ parkrows, and 5’ sidewalks on the new Santa Fe Road south of Tank Farm Road. A
section of the proposed Santa Fe Road is shown in Figure 5. This section is taken from the
City’s Plan report. It is anticipated that this section will be used on the segment of Santa Fe
Road from Tank Farm Road to the north approach of the bridge. Bridge widths will following
County and AASHTO standards.
SAN LUIS OBISPO CREEK BRIDGE AT SANTA FE ROAD, Bridge Replacement Project, Page 11
HBP and Project Study Report Equivalent - Bridge No. 49C0380 September 2016
Figure 5 – Section of Santa Fe Road (Taken from Plan)
The City of San Luis Obispo require a 40’ minimum clear width, which matches AASHTO’s
standard to provide 12’ lanes and 8’ shoulders. A proposed 52’-0” wide bridge will provide two
12’ lanes, two 8’ shoulders, and two 5’ sidewalks with two 1’ barriers.
6. Alternatives
Three alternatives have been investigated: (1) a single span Cast-in-Place (CIP)/Post-tensioned,
concrete box girder bridge, (2) a single span Precast (PC)/Pre-stressed (PS), concrete wide
flange girder bridge, and (3) a no build alternative.
Alternative 1 – 120’ Long, Single Span, CIP/Post-tensioned Concrete Box Girder Bridge
A single span, CIP/Post-tensioned Concrete Box Girder Bridge would be desirable due to its
economic efficiency. This alternative would have a thinner structure depth at 5 feet 5 inches.
Temporary falsework will be required to support the concrete structure until it reaches its
required strength.
Advantages
• Least expensive alternative
• Shallower superstructure depth
Disadvantages
• Longer construction time versus precast alternative
• Larger environmental impact as it requires falsework in the channel
Alternative 2 – 120’ Long, Single Span, PC/PS, Concrete Wide Flange Girder Bridge
A single span, PC/PS, Concrete Girder Bridge would be desirable due do its reduced
construction time.
Advantages
• Shortest construction time as girders can be fabricated off-site and trucked to the site
• Less environmental impact as it does not require falsework in the channel
SAN LUIS OBISPO CREEK BRIDGE AT SANTA FE ROAD, Bridge Replacement Project, Page 12
HBP and Project Study Report Equivalent - Bridge No. 49C0380 September 2016
Disadvantages
• More expensive compared to the CIP alternative
• Deeper superstructure depth
• Construction can be more complicated (requiring larger equipment) due to use of
precast elements
Alternative 3 - No Build Alternative
This alternative would provide no improvements to the existing crossing. All existing
deficiencies and safety issues would remain. Therefore, this alternative is not recommended.
7. Stage Construction
The City’s Plan of realigning Santa Fe Road consist of constructing new road as shown in Figure
2. To minimize impacts to traffic on the existing Santa Fe Road, the new Santa Fe Road north
of the creek will be constructed prior to impacts to the existing Santa Fe Road and bridge. Once
the northern approach roadway is completed, the existing road will be closed and traffic will
be detoured to allow for construction of the new structure. Phasing the construction of the new
Santa Fe Road will reduce the overall road closure at Santa Fe Road. The detour route is
approximately 4 miles. A preliminary detour plan is shown on Figure 6.
Figure 6 – Preliminary Detour Plan
.
8. Funding
The California Road System (CRS) Maps, designates this portion of Santa Fe Road as a major
collector. This classifies the bridge as “On-System”. The HBP contributes 88.53% of the project
cost with the remaining 11.47% of the project costs to be provided by the City.
Although the City’s entire project consists of constructing the new Santa Fe Road, it is
understood that the Highway Bridge Program only partially funds construction of the new
bridge and its approaches associated with the bridge project.
SAN LUIS OBISPO CREEK BRIDGE AT SANTA FE ROAD, Bridge Replacement Project, Page 13
HBP and Project Study Report Equivalent - Bridge No. 49C0380 September 2016
Preliminary cost estimates for all alternatives have been developed and are included as
attachments to this report. The estimated construction cost analysis has been performed using
Caltrans square foot cost data for similar structure types constructed recently. At this time,
Alternative 2 – “120’ Single Span, PC/PS, Post-Tensioned Concrete Wide Flange Girder
Bridge” is the chosen alternative for items noted above. The recommended complete project
delivery estimate for programming purposes for this replacement alternative is $4,606,000.00
which includes Preliminary Engineering, Right-of-Way, Construction, Construction
Engineering, and a 25% Contingency. It is important to estimate costs at the high end of the
price range to ensure adequate funding is programmed for this project.
The City is cautioned that the cost estimates are based upon available square foot prices for
similar structure types, and actual construction costs may vary. Several unknown factors such
as hydraulic design constraints and geotechnical design data could significantly affect bridge
length and costs. These issues may also affect which alternative is the most cost effective.
Alternative 2 Construction Cost
Alternative Structure Construction Cost
1 – 120’ - Single
Span, CIP/PS,
Concrete Box Girder
Bridge
$1,716,000.00 ($275/sf)
(120’ length)
2 – 120’ - Single
Span, PC/PS, Post-
Tensioned Concrete
Girder Bridge
$1,872,000.00 ($300/sf)
(120’ length)
Construct
Bridge
Bridge
Removal
Slope
Protection
Channel
Work
Traffic
Handling Approach
Roadway
Utility
Relocation Mobilization Total
Construction
$1,872,000 $7,935 $50,000 $50,000 $25,000 $500,000 $100,000 $260,494 $2,865,000
PE Component PE Component Cost (Est)
1 - Environmental $150,000
2 - Geotechnical $60,000
3 - Hydraulics $30,000
4 - Surveying $30,000
7 - Preliminary Design $70,000
8 - Final Design $230,000
9 - Indirect Costs $0
Total $570,000
SAN LUIS OBISPO CREEK BRIDGE AT SANTA FE ROAD, Bridge Replacement Project, Page 14
HBP and Project Study Report Equivalent - Bridge No. 49C0380 September 2016
9. Schedule
10. FHWA Coordination
This project will be partially funded by the Highway Bridge Program. Caltrans will provide
project oversight as required through Caltrans Local Assistance. All aspects of the project will
meet federal and state requirements. Caltrans will approve the NEPA document under current
delegation authority from FHWA.
11. Local Entity Contacts/District Contacts
Matthew Crisp Transportation Planner/Engineer III
(805) 783.7707
Heidi Borders Caltrans Local Assistance (805) 549.3120
Mark Reno Project Engineer, Quincy Engineering, Inc. (916) 368.9181
12. Attachments
A. Site Photos
B. Preliminary General Plans
C. Preliminary Cost Estimates
D. Bridge Inspection Report with Structure Inventory and Appraisal Report
E. Airport Area Specific Plans (2014)
PE R/W CON CE Cont Total Cost
$570,000 $25,000 $2,865,000 $429,750 $716,250 $4,606,000
Milestones Delivery Date
(Month, Day, Year)
Begin Environmental 05/01/2017
Circulate DED 07/01/2018
PA & ED 12/01/2018
Begin Right-of-Way 02/01/2019
Project PS&E 11/01/2019
Right-of-Way Certification 09/01/2019
Ready to Advertise 02/01/2020
Begin Construction 06/01/2020
End Construction 09/01/2021
End Project 10/01/2021
Attachment A
Figure 1: Looking East on Santa Fe Road
Figure 2: Looking West on Castlewood Drive.
Figure 3: Southeast corner of bridge.
Figure 4: Northeast corner of bridge.
San Luis Obispo Creek Bridge (Br. No. 49C0380) at Santa Fe Road
Assuming single-span CIP/PS Box Girder Bridge per Alternative #1 H. Chou
Bridge length is 120'9/9/2016
Existing Structure width = 23'-0"
Proposed Structure width - two 1' barrier, two 5' SW, two 8' shoulder,two 12' lanes = 52'-0"
HBP Participating Not HBP Participating
Widen Bridge Length Width Area Cost
CIP/PS Box Girder ft ft sq ft $/sq ft
120 52 6240 275 1,716,000.00$ -$
Bridge Removal Length Cost
ft ft sq ft $/sq ft
23 23 529 15 7,935.00$ -$
Slope Protection
Assuming $25k at each abutment and pier 50,000.00$ -$
Canal Work Canal repair/restoration - Assume $0k
Environmental mitigation assume $50k 50,000.00$ -$
Detour - assume $25k 25,000.00$
Approach Roadway Assuming 400' total approach work @ $25/sq ft
Length Ave Width Area Cost
ft ft sq ft $/sq ft
400 50 20000 25 500,000.00$ -$
Utilities - Assume $100k Relocation of existing overhead and gas line 100,000.00$
Mobilization (10%)244,893.50$ -$
Total 2,693,828.50$ -$
Construction Programming Total 2,694,000.00$ -$
PE Rate 21% Assuming $150K environmental, $30K Surveying, $60K Geotech, $30K Hydro, $300K Design/PS&E
CE Rate 15%
Contingency Rate 25%
Direct Cost Indirect Costs
HBP Participating
Costs Target Dates
PE 570,000.00$ 570,000.00$ 5/1/2017
R/W 25,000.00$ 25,000.00$ 2/1/2019
CON 2,694,000.00$
CE 404,100.00$
Cont 673,500.00$
Subtotal 3,771,600.00$ -$ 3,771,600.00$ 2/1/2020 Advertise
10/1/2021 Complete
Total Participating 4,366,600.00$
HBP %88.53%
Toll Credit Match %11.47%
Check Total
17/18 18/19 21/22 HBP Local
25%50%0%
HBP 126,155.25$ 252,310.50$ 504,621.00$
Local 16,344.75$ 32,689.50$ 65,379.00$ 570,000.00$
0%0%0%
HBP -$ -$ 22,132.50$
Local -$ -$ 2,867.50$ 25,000.00$
0%0%50%
HBP -$ -$ 1,669,498.74$ 3,338,997.48$
Local -$ -$ 216,301.26$ 432,602.52$ 3,771,600.00$
Total 142,500.00$ 285,000.00$ 1,885,800.00$ 3,865,750.98$ 500,849.02$ 4,366,600.00$
88.53%11.47%
Schedule Assumptions
NEPA CE and CEQA IS/MND w/ Studies 2 years
Final Design + RW 3 years
Construction 2 years
ATTACHMENT C 1 of 4
161,250.00$ 1,892,050.00$
CON,
CE,
CONT
0% 50%
-$ 1,669,498.74$
-$ 216,301.26$
RW
75% 25%
16,599.38$ 5,533.13$
2,150.63$ 716.88$
PE
25% 0%
126,155.25$ -$
16,344.75$ -$
Federal Fiscal Year (FFY)Total
19/20 20/21
(width = 12' lanes, 8' shoulder,
5' SW = 50')
San Luis Obispo Creek Bridge (Br. No. 49C0380) at Santa Fe Road
Assuming single-span PC/PS WF Girder Bridge per Alternative #2 H. Chou
Bridge length is 120'9/9/2016
Existing Structure width = 23'-0"
Proposed Structure width - two 1' barrier, two 5' SW, two 8' shoulder,two 12' lanes = 52'-0"
HBP Participating Not HBP Participating
Widen Bridge Length Width Area Cost
PC/PS WF Girder ft ft sq ft $/sq ft
120 52 6240 300 1,872,000.00$ -$
Bridge Removal Length Cost
ft ft sq ft $/sq ft
23 23 529 15 7,935.00$ -$
Slope Protection
Assuming $25k at each abutment and pier 50,000.00$ -$
Canal Work Canal repair/restoration - Assume $0k
Environmental mitigation assume $50k 50,000.00$ -$
Detour - assume $25k 25,000.00$
Approach Roadway Assuming 400' total approach work @ $25/sq ft
Length Ave Width Area Cost
ft ft sq ft $/sq ft
400 50 20000 25 500,000.00$ -$
Utilities - Assume $100k Relocation of existing overhead and gas line 100,000.00$
Mobilization (10%)260,493.50$ -$
Total 2,865,428.50$ -$
Construction Programming Total 2,865,000.00$ -$
PE Rate 20% Assuming $150K environmental, $30K Surveying, $60K Geotech, $30K Hydro, $300K Design/PS&E
CE Rate 15%
Contingency Rate 25%
Direct Cost Indirect Costs
HBP Participating
Costs Target Dates
PE 570,000.00$ 570,000.00$ 5/1/2017
R/W 25,000.00$ 25,000.00$ 2/1/2019
CON 2,865,000.00$
CE 429,750.00$
Cont 716,250.00$
Subtotal 4,011,000.00$ -$ 4,011,000.00$ 2/1/2020 Advertise
10/1/2021 Complete
Total Participating 4,606,000.00$
HBP %88.53%4,077,691.80$
Toll Credit Match %11.47%528,308.20$
Check Total
17/18 18/19 21/22 HBP Local
25%50%0%
HBP 126,155.25$ 252,310.50$ 504,621.00$
Local 16,344.75$ 32,689.50$ 65,379.00$ 570,000.00$
0%0%0%
HBP -$ -$ 22,132.50$
Local -$ -$ 2,867.50$ 25,000.00$
0%0%50%
HBP -$ -$ 1,775,469.15$ 3,550,938.30$
Local -$ -$ 230,030.85$ 460,061.70$ 4,011,000.00$
Total 142,500.00$ 285,000.00$ 2,005,500.00$ 4,077,691.80$ 528,308.20$ 4,606,000.00$
88.53%11.47%
Schedule Assumptions
NEPA CE and CEQA IS/MND w/ Studies 2 years CE+PE 999,750.00$
Final Design + RW 3 years CON+Cont 3,581,250.00$
Construction 2 years
ATTACHMENT C 1 of 4
161,250.00$ 2,011,750.00$
CON,
CE,
CONT
0% 50%
-$ 1,775,469.15$
-$ 230,030.85$
RW
75% 25%
16,599.38$ 5,533.13$
2,150.63$ 716.88$
19/20 20/21
PE
25% 0%
126,155.25$ -$
16,344.75$ -$
(width = 12' lanes, 8' shoulder,
5' SW = 50')
Federal Fiscal Year (FFY)Total
ClibPDF - www.fastio.com
ClibPDF - www.fastio.com
ClibPDF - www.fastio.com
City of San Luis Obispo
AIRPORT AREA SPECIFIC PLAN
August 2005
Revised September 2014
City of San Luis Obispo
Community Development Department
919 Palm Street
San Luis Obispo, CA 93401-3249
2014 ACKNOWLEDGEMENTS
City Council
Jan Howell Marx, Mayor
Carlyn Christianson, Vice Mayor
Dan Carpenter
John Ashbaugh
Kathy Smith Planning Commission
John Larson, Chairman
Michael Multari, Vice Chairman
Hemalata Dandekar
Michael Draze
John Fowler
Ronald Malak
William Riggs Administration
Katie Lichtig, City Manager
Michael Codron, Assistant City Manager
Bob Hill, Natural Resources Manager
Lee Johnson, Economic Development Manager Community Development Department
Derek Johnson, Director
Kim Murry, Deputy Director
Phil Dunsmore, Senior Planner
Public Works Department
Timothy Scott Bochum, Deputy Director
Cover Photo taken from Cal Fire Aircraft by Natural
Resources Manager Bob Hill, September, 2013
Fire Department
Garret Olson, Chief
Consultants
Wallace Roberts & Todd, LLC. – Planning and Urban Design
Boyle Engineering, Inc. – Water and Storm Drainage
Brown and Caldwell, Inc. – Wastewater
Fehr & Peers Associates, Inc. – Transportation
Jones & Stokes Associates, Inc. – Environmental
Goodwin Consulting Group – Finance
CONTENTS
The Airport Area Specific Plan was originally adopted on
August 23, 2005, by Council Resolution #9726. The
following sections of the document were also adopted by
Ordinance Number 1481, as an amendment to the City of
San Luis Obispo Zoning Regulations:
Chapter 4: Table 4.3 - Allowed Uses
Chapter 4: Section 4.4 - Development Intensity
Standards Chapter 5: Standards 5.1.1 through
5.19.9 exclusively Chapter 6: Standards 6.4.1.1
through 6.4.9.4 exclusively
The Airport Area Specific Plan was comprehensively
amended on September 2, 2014 in response to the
Chevron Remediation and Development project, by
Council Resolution #10558
A note on dimensions: This Specific Plan continues the City’s recent
practice of using metric measurements in its planning documents. Linear
dimensions are generally given to the nearest meter (or half meter), with
the English equivalent to the nearest foot. Precise conversions will show
that the two distances are not exactly the same. The metric dimension is
intended to control. Since most architects, builders, and suppliers still
use the English system (feet and inches), strict adherence to metric
dimensions will not be required in the field. The differences are expected
to have no effect on neighborhood character or development costs (For
example, a
1-meter side yard is equivalent to 3 feet 3 inches, while a 6-meter street
yard is equivalent to 19 feet 8 inches).
VISION STATEMENT & PLAN SUMMARY
VISION STATEMENT i
RE-USE & REGENERATION i
VALUE ENHANCEMENT ii
SMART AND SUSTAINABLE GROWTH ii
PLAN SUMMARY iii
1.0 INTRODUCTION 1-1
INTENT 1-1
LEGAL CONTEXT 1-1
AUTHORITY TO PREPARE 1-1
RELATIONSHIP TO GENERAL PLAN 1-2
ENVIRONMENTAL REVIEW 1-2
PLANNING CONTEXT 1-3
APPROACH TO PLANNING 1-3
THE BACKGROUND TO THE PLAN 1-3
THE PLANNING PROCESS 1-5
ORGANIZATION OF THE SPECIFIC PLAN 1-7
2.0 THE PLANNING AREA 2-1
PROJECT LOCATION 2-1
PLANNING AREA CHARACTER 2-3
THE NATURAL SETTING 2-3
THE LAND USE SETTING 2-3
3.0 CONSERVATION & RESOURCE
MANAGEMENT 3-1
INTENT 3-1
BACKGROUND 3-2
OPEN SPACE RESOURCES 3-3
CREEKS 3-3
WETLAND RESOURCES 3-4
NATIVE GRASSLANDS 3-5
RARE SPECIES HABITAT 3-5
AGRICULTURAL OPEN SPACE AND THE CITY GREENBELT 3-8
SCENIC RESOURCES 3-9
ARCHAEOLOGICAL AND HISTORIC RESOURCES 3-9
HAZARDS RELATED TO OPEN SPACE LANDS 3-10
FLOODING 3-10
PETROLEUM CONTAMINATION 3-10
AIRCRAFT OPERATIONS 3-11
3.1 CONSERVATION GOALS 3-12
3.2 CONSERVATION POLICIES 3-13
3.3 CONSERVATION PROGRAMS 3-17
4.0 LAND USE 4-1
INTENT 4-1
LAND USE BACKGROUND 4-2
LAND USE PROGRAM 4-3
RELATIONSHIP TO THE GENERAL PLAN 4-5
HAZARDOUS MATERIALS 4-5
SPECIAL AREAS 4-5
4.1 LAND USE GOALS 4-6
4.2 LAND USE DESIGNATIONS AND ZONING 4-9
4.2.1 BUSINESS PARK 4-11
4.2.2 SERVICE COMMERCIAL 4-11
4.2.3 MANUFACTURING 4-11
4.2.4 PUBLIC FACILITY 4-11
4.2.5 MEDIUM-DENSITY RESIDENTIAL 4-11
4.2.6 OPEN SPACE 4-11
4.2.7 AGRICULTURE 4-12
4.3 LAND USE POLICIES 4-12
4.4 DEVELOPMENT INTENSITY STANDARDS 4-20
4.4.1 PARCEL DIMENSIONS 4-20
4.4.2 BUILDING INTENSITY AND COVERAGE 4-20
4.4.3 EMPLOYEE AND CUSTOMER CONCENTRATIONS 4-20
4.4.4 BUILDING SETBACK STANDARDS 4-20
4.4.5 PARKING REQUIREMENTS 4-20
4.4.6 BUILDING HEIGHT 4-21
4.4.7 AMENITY INCENTIVES 4-21
4.4.8 PROPERTY CONDITION 4-22
4.5 DETAILED AREA PLAN 4-23
4.5.1 CLUSTER DEVELOPMENT ZONE 4-23
5.0 COMMUNITY DESIGN 5-1
INTENT 5-1
GOALS, GUIDELINES AND STANDARDS 5-10
SITE PLANNING AND ORGANIZATION 5-10
PRESERVATION OF VIEWS AND SCENIC RESOURCES 5-18
ARCHITECTURE 5-25
LANDSCAPE 5-31
6.0 CIRCULATION & TRANSPORTATION 6-1
INTENT 6-1
CIRCULATION BACKGROUND 6-2
SETTING 6-2
6.1 CIRCULATION AND TRANSPORTATION GOALS 6-2
6.2 CIRCULATION AND TRANSPORTATION PLAN 6-3
6.2.1 CIRCULATION SYSTEM CLASSIFICATIONS 6-3
6.2.2 LOCAL STREETS AND ACCESS 6-4
6.2.3 PROPOSED IMPROVEMENTS 6-4
6.2.4 PEDESTRIAN AND BICYCLE CIRCULATION 6-6
6.2.5 TRUCK TRANSPORTATION 6-9
6.2.6 SCENIC ROADWAYS 6-10
6.2.7 TRANSIT PLAN 6-10
6.2.8 PROPOSED TRANSIT ROUTES 6-11
6.3 CIRCULATION PLAN IMPLEMENTATION PROGRAMS 6-12
6.4 DESIGN GUIDELINES AND STANDARDS 6-16
6.4.1 REGIONAL HIGHWAY 6-16
6.4.2 PARKWAY ARTERIALS 6-17
6.4.3 ARTERIALS 6-18 8.3.2 ALLOCATION METHODOLOGY 8-6
6.4.4 COMMERCIAL AND INDUSTRIAL COLLECTORS 6-20 8.3.3 INFRASTRUCTURE PHASING 8-8
6.4.5 LOCAL STREETS 6-21 8.3.4 WATER FACILITIES 8-8
6.4.6 LANDSCAPED MEDIANS 6-22 8.3.5 WASTEWATER FACILITIES 8-8
6.4.7 INTERSECTIONS AND DRIVEWAYS 6-23 8.3.6 TRANSPORTATION FACILITIES 8-9
6.4.8 PEDESTRIAN AND BICYCLE FACILITIES 6-25 8.3.7 STORM DRAINAGE FACILITIES 8-10
6.4.9 TRANSPORTATION DEMAND MANAGEMENT 6-27 8.3.8 SPECIFIC PLAN COSTS 8-10
6.4.10 TIMING OF IMPROVEMENTS 6-28 8.4.1 MELLO-ROOS COMMUNITY FACILITIES ACT OF 1982 8-10 7.0 UTILITIES & SERVICES 7-1 8.4.2 IMPACT FEES 8-13
8.4.3 DEVELOPER FINANCING 8-13
8.4 FINANCING METHODS 8-10
INTENT 7-1
7.1 STORM DRAINAGE 7-2
7.2 WATER 7-4
7.3 WASTEWATER 7-5
7.4 ENERGY 7-5
7.5 TELECOMMUNICATIONS 7-5
7.6 FUTURE HIGH-SPEED DATA ACCESS 7-5
7.7 UNDERGROUNDING 7-6
7.8 PHASING AND COORDINATION 7-6
7.9 PUBLIC SAFETY 7-6
7.9.1 FIRE PROTECTION 7-6
7.9.2 POLICE PROTECTION 7-7
8.0 PUBLIC FACILITIES FINANCING 8-1
INTENT 8-1
8.1 CITY FINANCING POLICIES 8-2
8.1.1 GENERAL FINANCING POLICIES 8-2
8.1.2 LAND-SECURED FINANCING POLICIES 8-3
8.2 LAND USE ASSUMPTIONS 8-4
8.2.1 LAND USES 8-4
8.2.2 LAND USE ABSORPTION ESTIMATES 8-4
8.3 COST ESTIMATES AND ALLOCATION 8-4
8.3.1 SUMMARY OF COST ESTIMATES 8-4
8.5 RECOMMENDED PROJECT FINANCING STRATEGY 8-13
8.5.1 OVERVIEW 8-13
8.5.2 IMPACT FEE ANALYSIS 8-14
8.6 IMPLEMENTATION AND ADMINISTRATION 8-14
8.6.1 UPDATES AND REVISIONS 8-15
8.6.2 INDIVIDUAL PROJECT APPLICATIONS AND
DEVELOPER REIMBURSEMENTS 8-15
8.6.3 ACTION ITEMS FOR THE CITY 8-15
9.0 IMPLEMENTATION 9-1
9.1 ANNEXATION 9-1
9.2 ZONING 9-1
9.3 SUBDIVISION 9-1
9.4 ARCHITECTURAL REVIEW 9-2
9.5 BUILDING PERMITS 9-2
9.6 PUBLIC FACILITIES FINANCING 9-2
9.7 INTERPRETATION AND AMENDMENT 9-3
9.8 ENVIRONMENTAL REVIEW 9-3
9.9 CAPITAL IMPROVEMENT PROGRAMMING AND
BUDGET 9-4
APPENDIX A-1
Required Mitigation Measures A-1
INTRODUCTION | 1-1
1.0 INTRODUCTION
INTENT
The Airport Area Specific Plan provides a comprehensive land use
program for the planning area along with goals, policies,
programs, guidelines and development standards to guide future
public and private actions. These actions relate to the area’s
physical development, as well as the conservation of open space
and natural resources. In addition, the Plan includes detailed
information on necessary infrastructure improvements, and a
strategy for insuring the Plan’s implementation. The Plan also
provides a mechanism to insure that development proposed by
planning area landowners will be coordinated and occur in an
orderly manner.
LEGAL CONTEXT
AUTHORITY TO PREPARE
A “specific plan” is a planning and regulatory tool made available
to local governments by the State of California. By law, specific
plans are intended to implement a city or county’s general plan
through the development of policies, programs and regulations
which provide an intermediate level of detail between the general
plan and individual development projects. As vehicles for the
implementation of the goals and policies of a community’s general
plan, State law stipulates that specific plans can be adopted or
1-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
amended only if they are consistent with the jurisdiction’s adopted
general plan.
The authority to prepare and adopt specific plans and the
requirements for its contents are set forth in the California
Government Code, Sections 65450 through 65457. The law
requires that a specific plan include text and diagrams specifying:
the distribution, location, and intensity of land uses,
including open space, within the plan area;
the distribution, location, and capacity of infrastructure,
including transportation, water, storm drainage, solid
waste, and energy systems;
design standards and criteria for development and use of
natural resources; and
an implementation program, including capital
improvements plans, regulation and financing strategies.
The standards contained in the Specific Plan have been adopted
by ordinance and are enforceable to the same extent as standards
contained in the Zoning Regulations and other City Codes.
RELATIONSHIP TO GENERAL PLAN
Together, the City’s General Plan and the Airport Area Specific
Plan provide a framework to guide future land use and
development decisions in the 1,500-acre planning area. The
Specific Plan is consistent with, and serves as an extension of, the
San Luis Obispo General Plan, and can be used as both a policy
and a regulatory document. When private development proposals
within the planning area are brought before the City, the planning
staff will use the Specific Plan as a guide for project review.
Projects will be evaluated for consistency with the intent of plan
policies and for conformance with development standards and
design guidelines. For projects within the Specific Plan area,
policies and standards in the Airport Area Specific Plan will take
precedence over more general policies and standards applied
throughout the rest of the city. In situations where policies or
standards relating to a particular subject have not been provided
in the Specific Plan, the existing policies and standards of the
City’s General Plan and Zoning Ordinance will continue to apply.
ENVIRONMENTAL REVIEW
The Airport Area Specific Plan constitutes a “project” under the
California Environmental Quality Act (CEQA), and has been
evaluated for its potential to create adverse effects on the
environment. To meet CEQA requirements, an Environmental
Impact Report (EIR) was prepared to assess the potential direct
and indirect environmental effects associated with the urban
development proposed for the area. Because the Airport Area
Specific Plan has been prepared in conjunction with master plans
for water, wastewater and storm drainage, and coordinated with
the Margarita Area Specific Plan, the EIR also analyzed the
environmental consequences of these associated projects. The
preparation of a joint EIR for the two Specific Plans and
associated infrastructure master plans provides a comprehensive
and integrated analysis of cumulative impacts associated with
proposed changes in the Airport and Margarita areas.
In 2013, a new EIR was developed to analyze a project proposal
from Chevron to remediate the tank farm property and amend the
land use and circulation network for the area. This EIR was
developed in response to a Remedial Action Plan proposed by
Chevron. The results of this EIR and plan amendment are
reflected throughout this document.
Although both the original environmental analysis for this
document and the Chevron EIR are separate documents, it is
important to note that the environmental review process has been
an integral component of the planning process from the very
beginning to ensure the Plan’s sensitivity to critical environmental
concerns. Most of the mitigation measures adopted in each of the
Final EIR’s are incorporated into the Plan’s policies, programs and
standards. Appendix A includes a list of all of the additional
mitigation measures from the Final EIR that apply to development
in the Airport Area. For additional information, refer to the Final
Program Environmental Impact Report: Airport Area and
INTRODUCTION | 1-3
Margarita Area Specific Plans and Related Facilities Master Plans
(City of San Luis Obispo and Jones & Stokes Associates,
September 2003), and the Chevron Remediation and
Development Project EIR, 2013 (City and County of San Luis
Obispo/Marine Research Specialists Copies of each of the EIR’s
are available for review at the City of San Luis Obispo Community
Development Department or on the City’s website.
PLANNING CONTEXT
APPROACH TO PLANNING
The “Design With Nature” approach to planning pioneered by
Wallace, Roberts & Todd, LLC. and Ian McHarg, one of the firm’s
founding partners, was the conceptual framework used to create
this specific plan. The premise for this approach is that a
systematic understanding of the environmental setting, including
natural, cultural, social, and economic factors, is essential to the
creation of truly sustainable human environments. Using this
approach, planning is a cumulative process in which layers of
information on individual factors are combined to create a more
comprehensive and complex understanding of the whole. While
the existing natural environment is the foundation for all
subsequent decisions regarding uses and development potential,
no layer works in isolation. Each layer informs and influences the
other layers, resulting in a synthesis of natural and cultural
patterns that is the basis for the plan.
The Airport Area is not a blank canvas. Natural conditions, such
as topography, vegetation and hydrology provide the basic setting.
The natural context is influenced in turn by human activities
associated with over a hundred years of habitation, including
structures and other alterations related to agriculture, petroleum
exploration, industry and aviation. City and County general plan
policies also form part of the setting, expressing the community’s
aspirations and expectations for the area. Finally, economic
conditions, particularly as they relate to financing and
implementation, represent the final layer that needs to be
incorporated into the plan to ensure that the plan’s vision is a
practical reality.
THE BACKGROUND TO THE PLAN
Historically, the planning area was used for grazing land and the
cultivation of field crops. In the early part of the century, petroleum
storage and distribution became a major planning area use. The
County airport, which was built in the 1930’s, has grown from a
small general aviation field to the principal commercial airport for
the county, and a major planning area feature with influences
beyond the airport property. Uses such as the mobile home park,
a concrete-products plant, warehousing, building contractors and
supplies, and auto salvage have long existed in the area. Over the
years, available land and relatively low development costs have
attracted many urban type uses to the area, at first those needing
a lot of space but minimal services, and recently more intensive
uses such as light manufacturing, service, and retail business.
The City first proposed annexation of nearly all of the planning
area in the early 1970’s. That proposal was ultimately abandoned
because, at the time, there was a lack of support by a majority of
the property owners in the area. Annexation of the planning area
has been envisioned, in various forms and for various reasons, by
the City and County for more than 30 years.
During the 1970’s, City and County policy regarding type and
intensity of land use in the Area diverged. The County had zoned
most of the area for industrial use. Under County jurisdiction,
some development occurred at intensities for which municipal
water and sewer service and police and fire protection are seen as
necessary or desirable. (The airport facilities themselves receive
City utility service per an agreement between the two agencies
that pre-dated the current requirement for annexation.)
1-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Each “layer” of understanding informs the planning response.
Beginning in 1980, the City, County, and an association of
property owners jointly began work on a specific plan for the area.
The intent of the planning effort was to guide future development
in a manner that would be more consistent with City and County
goals, regardless of which agency had jurisdiction. Providing
adequate utilities, drainage, roads, and design standards were key
issues. Although that planning process did not result in the
preparation or adoption of a specific plan, the initial work resulted
in a conceptual land use plan that was the basis for the land use
map adopted by the City when it updated its General Plan Land
Use Element in 1994.
When the City updated its General Plan Land Use Element in
1994, landowner interest in receiving urban services had changed
enough that City policy was revised to support annexation of the
area. The revised 1994 land use element designated much of the
area as Services and Manufacturing, and Business Park. Due to
concerns with flooding, airport compatibility, soil contamination,
and stimulating excessive housing demand, much of the Chevron
land was designated for Recreation, with the intent that most of
the area would have only low-intensity outdoor use.
Subsequent to the City’s adoption of its revised Land Use
Element, the County also adopted a similar revision to its land use
element in 1996. However, while supporting similar land use
policies for the area and its ultimate annexation to the City, the
County Land Use Element also moved the urban growth boundary
outward and designated more land for urban uses than the City’s
plan.
In, 1994, the City General Plan policy said that before all or part of
the Airport Area is annexed, a specific plan must be adopted.
Since adoption of the specific plan, the City has actively pursued
annexation of properties within the airport area. Properties within
the airport area may be annexed if proposals for development,
provision of services, and infrastructure improvements are found
to be consistent with this specific plan.
INTRODUCTION | 1-5
THE PLANNING PROCESS
In September 1997, the City selected a multi-disciplinary team of
consultants to prepare a specific plan, facility master plans (water,
wastewater and storm drainage) and an environmental impact
report for the 1,500-acre Airport planning area. The consultants
were charged to work with City staff and the community to prepare
a plan for the area that is environmentally sound, financially
feasible, and advances the City’s, County’s and planning area
landowners’ common goals for the Airport Area.
In order to provide a sound basis for the Specific Plan, an
environmental baseline study was prepared. Data was collected
and evaluated for eleven categories: geology, hydrology,
biological resources, air quality, noise, visual resources, cultural
resources, hazardous materials contamination, land use,
infrastructure and transportation. To the degree possible,
information related to each of these factors was mapped. Each
factor was then evaluated for its implications for future uses and
rated according to its environmental sensitivity. Ultimately, the
maps for the key environmental factors were overlaid to create a
composite map that identified areas of environmental sensitivity
(i.e., most constrained for use or modification). This synthesis of
environmental sensitivities provided the foundation for formulating
the land use plan and appropriate responses to infrastructure and
circulation needs.
While these technical studies were being prepared the consultants
worked with the staff and interested public in a series of public
meetings to make more explicit the Plan’s goals, objectives, and
assumptions. In particular, the consultants held a series of urban
design workshops to explore with staff, landowners and the
Architectural Review Commission those characteristics of the local
landscape that make the Airport Area distinctive, and identify
possible implications for development patterns and built form in
the area. This process resulted in a set of Airport Area
“development principles” that have guided the formulation of
design and site planning standards for the proposed development.
City staff also held a number of Focus Group meetings with key
landowners and interested parties to address planning
assumptions regarding issues such as appropriate land use mix
and development intensities. In addition, numerous meetings were
held and presentations were made to interested groups and
concerned citizens such as the Association of Manufacturers and
Distributors, County Staff, Environmental Center of San Luis
Obispo County, environmental leaders, Farm Bureau, Pilots
Association, San Luis Obispo Chamber of Commerce, and
Chevron representatives.
Using the General Plan Land Use Element’s recommendations for
land use and development intensity, along with input from the
environmental analyses and the Focus Groups, the consultants
prepared a series of alternative development scenarios for the
planning area. Each alternative explored different approaches to
achieving City, County and landowner objectives for the area. In
conjunction with these land use scenarios, the consultant team
also prepared a series of infrastructure scenarios to determine
how to most efficiently and effectively accommodate the
alternative development scenarios.
The City Council reviewed the Airport Area Specific Plan during
three public hearings on June 14, July 26, and August 23, 2005.
During those public hearings the Council chose to adopt Land Use
Alternative Three from the Final EIR. This alternative expanded
the Plan’s boundaries south and east to match the Urban Services
Line adopted by the County in the SLO Area Plan. The purpose of
this boundary change was to insure that all development proposed
on the southern boundary of the City would have access to urban
services. In combination with the City’s efforts to secure open
space land in the area south of Buckley Road, the change
provides for a defined boundary between urban development and
the City’s greenbelt.
Beginning in 2008, Chevron began working with the City and
County of San Luis Obispo towards a plan to remediate and
develop portions of their 332 acre property. he remediation portion
of their project addresses soil and groundwater contamination
identified as potential human health or ecological
1-6 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Constraints analysis identifies areas of environmental sensitivity.
risks as agreed upon by the resources agencies (Fish & Wildlife,
Regional Water Board, County Environmental Health, City Natural
Resources) participating in the Surface Evaluation, Remediation,
and Restoration Team (SERRT) process and reviewing the
proposed remedial actions for the Project Site.
With the resource evaluations completed for the Chevron tank
farm property as part of the EIR process completed in 2013, new
information about sensitive habitat and remediation activities
drove the need to amend the land use and circulation network.
Land uses and proposed roads have now been adjusted to
preserve sensitive habitat while preserving open space and
allowing for some development on areas that were formerly
contaminated as a result of the 1926 tank farm disaster.
Urban design workshops contributed valuable input to the Specific Plan process.
INTRODUCTION | 1-7
ORGANIZATION OF THE SPECIFIC PLAN
This Specific Plan is organized to provide a step-by-step
understanding of the Plan’s components and the rationale behind
its policy recommendations, design concepts, and implementation
measures. The first three chapters are primarily descriptive of the
plan, the planning context, and the existing setting. The goals,
policies, standards, guidelines, and implementation measures that
will regulate future development in the Airport Area are presented
in subsequent chapters.
Chapters in the Specific Plan include:
1.0 Introduction - establishes the broad purpose of the
Specific Plan, describes the legislative authority under
which specific plans exist, summarizes the general
conditions and sequence of events leading up to the Plan’s
preparation, and outlines the organization of the Plan.
2.0 The Planning Area - describes the location and
general character of the planning area, and identifies
ownership patterns and key environmental factors that
influence the Plan’s form and policies.
3.0 Conservation and Resource Management -
describes the planning area’s natural and cultural
resources, including vegetation, wildlife, hydrology,
agriculture, historic features and open space resources,
and associated policies, including those relating to
resource protection and public use.
4.0 Land Use - identifies land use goals and policies,
and describes the land use patterns and associated
development concepts.
5.0 Community Design - sets forth design concepts,
policies and objectives, and translates them into standards
and guidelines for streets, yards, open space, grading,
siting, landscaping, buildings and other physical features.
6.0 Circulation and Transportation - describes the
circulation network and identifies the components and
design standards required to accommodate efficient
access and movement of vehicles, pedestrians, and
bicyclists in and around the Airport Area.
7.0 Utilities - describes infrastructure improvements
and costs necessary to provide adequate sewer, water,
and storm drainage to proposed development in the area,
and identifies service agency policies and plans.
8.0 Financing - identifies the major infrastructure costs
associated with the Specific Plan, and identifies how these
costs will be financed.
9.0 Implementation - describes policies, regulations
and ordinances that must be adopted or amended to
implement the plan, and identifies development approval
procedures, capital improvements, financing programs,
and development phasing recommendations.
1-8 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
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PLANNING AREA | 2-1
2.0 THE PLANNING AREA
Each ‘layer’ of understanding informs the planning response.
PROJECT LOCATION
The Airport Area is located approximately 2.5 miles south of
downtown San Luis Obispo, within the City’s Urban Reserve. As
shown in Figure 2-1, the Margarita Area and the South Street Hills
open space area bound the area to the north, while urban
development in the incorporated areas along South Higuera Street
and Broad Street borders the Area to the west and east
respectively. The agricultural lands of the Edna Valley border the
area to the south and southeast, and the Davenport Hills and Irish
Hills are located to the south and southwest.
U.S. Highway 101, which lies approximately a half mile to the west
and generally parallel to the Project Area, provides regional
access. The Union Pacific Railroad corridor lies parallel to and
approximately the same distance to the east of the planning area.
Broad Street and South Higuera Street both carry north-south
traffic to and from the area. Tank Farm Road and Buckley Road
both provide local east-west access through the site.
2-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Figure 2-1 Project Location
PLANNING AREA | 2-3
PLANNING AREA CHARACTER
THE NATURAL SETTING
The Airport Area, which includes approximately 1,500 acres, is
located on the floor of the Los Osos Valley, within the San Luis
Obispo Creek alluvial plain. The area has a relatively level
topography that slopes gradually to the southwest. Site
vegetation consists primarily of grasslands and agricultural fields.
The few trees in the planning area are limited to isolated riparian
areas and development areas. Tributaries to San Luis Obispo
Creek, including Acacia, Orcutt, Tank Farm and East Branch
creeks, flow through the area. Some of these creeks have periodic
flooding that affects development potential, but flooding is most
common, and widespread, in the western portion of the planning
area along Tank Farm Creek. The combination of creeks, flooding
and relatively flat topography has resulted in substantial areas of
freshwater marsh, seasonal wetlands and riparian woodland and
scrub being established in the low-lying areas of the site,
particularly within the Chevron property. All three habitat types are
considered sensitive biological communities that need protection.
Patches of another sensitive biological community, Valley
Needlegrass Grassland, also known as Serpentine Bunch
Grassland (Chevron EIR, 2013), have been identified on the
Chevron property north of Tank Farm Road.
While the visual quality and design character of the airport and
existing industrial and service commercial development is
generally not very strong, the planning area’s visual setting is
quite dramatic and highly scenic. The planning area’s location on
an alluvial plain with few visually significant topographic,
vegetative, or man-made features within its boundaries
contributes to a very open visual character. This openness allows
for sweeping views of the scenic rural and agricultural open space
and the distinctive peaks and ridgelines that ring the area.
View of Margarita and Airport areas from South Street Hills. Davenport Hills form
the background.
The LAND USE SETTING
Development Patterns
Planning area land use is characterized by a mixture of open
space and urban development. Although unevenly dispersed
throughout the area, urban development is generally located in the
southeastern and southwestern portions of the Airport Area, near
the Broad Street and South Higuera Street corridors.
Concentrations of development occur in the Suburban Road and
Vachell Lane area on the west side of the planning area, and in
the vicinity of the County airport in the east side of the area.
While roughly three quarters of the parcels in the planning area
have some development on them, many are only partially
developed (i.e., major portions of a parcel are unused or
underutilized), in part due to infrastructure restrictions.
Approximately one third of the area appears to be developed and
fully utilized (i.e., more than three quarters of its land area is
developed for urban uses), one third is partially developed, and
one third is currently undeveloped. Rough calculations indicate
that the planning area currently has approximately two million
2-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
square feet of building floor area, and, as would be expected,
given the number of storage yards and other low density uses in
the area, floor area ratios are generally quite low. The average
FAR for the developed parcels appears to be less than 0.20.
Multi-tenant developments such as this one on Fiero Lane reflect recent trends in
business park development.
While undeveloped parcels exist throughout the planning area, the
entire central portion of the Airport Area is generally undeveloped.
The 332-acre Chevron property comprises the majority of this
central area. The Chevron property was originally owned by Union
Oil, which reorganized as Unocal in the 1980s and was purchased
by Chevron in 2005. In the early part of this century, the Chevron
property was developed as a petroleum tank farm with a number
of below-grade reservoirs and above-grade tanks for storing and
distributing crude oil. However, the use of the site declined
beginning in 1926 when a lightning strike ignited a major fire,
resulting in the spilling of large amounts of oil and tar across much
of the site. Although re-built and used into the early 1990’s, most
of the site is now decommissioned and the majority of the tanks
have been dismantled, but the circular berms that once enclosed
the storage tanks remain as evidence of the former use.
Land Use Patterns
In addition to the San Luis Obispo County Regional Airport, uses
in the developed areas include a variety of primarily industrial,
light industrial and service uses. Other than a couple of scattered
individual residences, the only concentration of residential
development is the 8 acre mobile home park located north of Tank
Farm Road, along the east side of Acacia Creek.
While the uses in both the eastern and western portions of the
planning area consist of a mixture of manufacturing, warehousing,
wholesaling, storage, and commercial service uses, the character
of the two areas is different. The development in the western
planning area (along Suburban Road, Vachell Lane, and Tank
Farm Road) generally tends to be older and more typically
industrial in character, with lower development intensities and less
emphasis on non-essential improvements or amenities (e.g.,
street improvements, architectural character, landscaping,
coordinated signage, etc.). The area is characterized by larger
manufacturing facilities interspersed with multi-tenant complexes,
distribution centers and a number of large construction and
storage yards. While there are some larger employers in the area
(e.g., Spice Hunter, and Trust Automation), the number of
employees per acre is relatively low, with land-extensive
businesses like San Luis Ready Mix, Alamo Self Storage, and San
Luis Paper Company having few employees working on-site.
The San Luis Obispo County Regional Airport has a strong
influence on the eastside of the planning area. Surrounding the
Airport are businesses that serve and rely on proximity to aviation.
These businesses tend to be more industrial in character. While
having some open storage yards and warehousing facilities, the
eastside of the planning area seems to be building out in a denser
more capital-intensive fashion with more attention to development
character. The eastside also seems to have fewer traditional
industrial uses and more emphasis on research and development
uses and the high technology industry. The development of multi-
tenant complexes such as those on Fiero Lane, and large single
tenant businesses such as Howard Strasbaugh, Inc. result in
PLANNING AREA | 2-5
much higher employment densities than exist in the western
planning area.
As mentioned above, the large open space area that occupies the
central portion of the planning area is not actively used at this
point. Instead, it is characterized by fenced grazing land and is
scarred by the massive berms and empty reservoirs of the former
oil storage tank farm. In addition to surface and subsurface soil
contamination that remain in the area from the explosion and fire
at the Tank Farm, former uses have also altered the area’s
topography, leaving the tank farm berms and the quarry
excavations.
Chevron plans to remediate the site by removing some of the
remaining surface contaminated soil and grading and covering
some of the former tank basins. Plans include extensive
restoration of creeks, grassland habitat and wetlands, reserving
areas outside of sensitive habitat zones for future development.
Chevron’s plans are likely to result in extensive aesthetic changes
to the Tank Farm Road corridor as infrastructure is reconstructed,
habitat is improved, chain link fences are removed, and portions of
the former tank farm is converted to public open space.
2-6 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
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CONSERVATION & OPEN SPACE | 3-1
3.0 CONSERVATION & RESOURCE
MANAGEMENT
Each ‘layer’ of understanding informs the planning response.
INTENT
A major objective of the AASP is the preservation and
enhancement of important natural resources and open space.
Physical development and resource conservation within the
Airport Area are seen as inter-related strategies for maintaining a
sustainable, high-quality environment for the San Luis Obispo
community.
The General Plan says that open space and natural resources
within the City’s planning area need to be managed for long-term
public benefit. The intent of this chapter is to interpret and
implement City General Plan policy regarding open space and
resource conservation as it applies to the Airport Area. Specific
resources addressed in the plan include vegetation, wildlife,
creeks, wetlands, and scenic and historic features. In the context
of the Airport Area, open space lands are predominantly rural,
undeveloped, and, in limited instances, natural in character.
Some of these lands contain sensitive natural resources, while
others have been clearly degraded and transformed by past uses.
As used in the Plan, “conservation” refers to the protection,
enhancement and sustainable use of the area’s natural and open
space resources.
The Plan is predicated on the belief that, over the long term,
practicing conservation and protecting the area’s open space will
make life more enjoyable for those living and working in the area.
Numerous economic and intangible benefits are to be gained
3-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
through the conservation of the area’s open space and natural
resources.
CONSERVATION AND RESOURCE MANAGEMENT
BACKGROUND
Although much of it is not currently developed, the planning area
has a rich history of use. During the Spanish Mission period, the
planning area was an expanse of grassland with patches of brush,
meandering, willow-lined streams, and marshes and seasonal
ponds. The 1800’s brought grazing to the eastern part of the area,
and row crops on the nearly level, alluvial soils in the western part.
These uses dominated the area until establishment of the Union
Oil Company petroleum storage complex, known as the “tank
farm,” in the central portion of the area during the early 1900’s.
The explosion and fire in 1926 resulted in significant quantities of
oil soaking into the ground.
1926 Tank Farm Disaster
Thriving wetlands have developed in area’s that have been severely impacted by
past oil company practices.
The combination of this catastrophic event with various leaks
during operation of the facility has resulted in contamination of the
soil throughout much of the central area, most of it not obvious
from the ground surface. As part of Chevron’s plan for
remediation, this central area would be restored and enhanced as
habitat area.
The airport, which was originally developed as a private, grass-
field facility in 1931, was acquired by the County in 1940. Paving,
lights, and navigational aids were first introduced to the facility
during the 1940’s as part of the war effort. Also at that time,
storage and manufacturing uses began to be developed in the
area. It was not until the 1980’s, however, that the majority of the
airport facilities and other existing businesses were developed. At
this point in time, approximately one third of the planning area
appears to be fully developed. Another third is partially developed,
and the remaining third has no development on it.
CONSERVATION & OPEN SPACE | 3-3
Existing open space resources in the planning area consist of land
that either has not been developed, or, in the case of the Chevron
property, on land that was previously developed. Most of the tank
farm facilities were removed from the Chevron property in the
1990’s, thus much of the area has reverted to open space.
Portions of the property have been leased for cattle grazing, and
wetlands and grasslands are re-emerging on previously
developed parts of the Chevron property. In addition to those
parcels that simply have not been developed, or have been only
partially developed, a significant component of the area’s open
space is the numerous creek corridors and wetlands that extend
through the area.
In the larger context, the planning area is a transitional area
between urban development and rural open space. The southern
edge of the Airport Area is also the southern boundary of the
City’s urban reserve and is intended to be the ultimate urban
boundary for the City. Land to the south of the area is primarily in
agricultural and rural uses. In accordance with General Plan
policy, the City is working to establish a greenbelt along its
southern boundary as a means of preventing urban sprawl into the
Edna Valley, protecting natural resources and agricultural
productivity, and preserving the City’s rural setting. In addition to
the agricultural open space to the south, the South Street Hills and
various creek corridors are significant open space resources to
the north of the planning area.
OPEN SPACE RESOURCES
The principal natural resources to be protected include habitat
areas such as creeks, wetlands and remnants of native
grasslands. While some of these areas are in good condition,
others have been degraded by past land use practices. Thus, the
planning area affords opportunities to restore and enhance natural
habitat, while also achieving other objectives. In addition to
sensitive habitat areas, other open space resources include the
rural character and sense of openness provided by undeveloped
lands, and the scenic views of the surrounding rural lands and
distinctive landforms.
CREEKS
As in the rest of the San Luis Obispo community, creeks are an
important open space resource because they collect and carry
stormwater, support riparian vegetation, provide wildlife habitat,
and add visual interest to the landscape. As shown in Figure 3-1,
the Airport Area is bisected by two distinct clusters of creeks and
their tributaries that flow south/southwest through the area. Both
creek clusters are, in fact, tributaries to the East Branch of San
Luis Obispo Creek, and they all converge at a point just south of
the Buckley Road/Vachell Lane intersection. The east side of the
planning area is traversed by Acacia Creek, Orcutt Creek, and
East Branch of San Luis Obispo Creek. The west side is traversed
by a previously unnamed creek, referred to in this document as
Tank Farm Creek.
Creeks also present constraints to development due to flooding
both on-site and downstream. The intent of the Specific Plan is to
preserve and enhance the creeks’ positive attributes while
minimizing the development constraints that result from periodic
flooding.
The City’s General Plan includes a number of policies that
address the protection and enhancement of the City’s creeks and
riparian corridors. These policies are incorporated into this
Specific Plan by reference in order to emphasize the importance
placed on the planning area creeks as valuable resources.
East Branch of San Luis Obispo Creek
This important local waterway varies considerably in condition and
habitat quality as it passes through the planning area. There is
evidence that the reach below (i.e., west of) Santa Fe Road was
realigned many years ago. However, vegetation in this section has
since recovered and is in generally good condition. Most of this
reach is bounded by a tall, patchy canopy of sycamores, willows,
and cottonwoods, although vegetation in the southernmost section
appears to have been adversely affected by adjacent agricultural
activities. The creek channel contains several pools and areas
3-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
with open sunny banks. As recently as 1998, southern steelhead
were observed in the pools, and the banks provided sunning
areas for a large number of southwestern pond turtles.
The reach upstream of Santa Fe Road (i.e., between Santa Fe
and Broad Street) has been realigned and/or partially cleared
more recently and is not fully recovered. The vegetation in this
reach includes several large sycamores and at least two very
large oaks, along with clumps of willows. The vegetation is denser
and more mature on the south bank; the north bank appears to
have been the bank that was most disturbed. This section of the
creek corridor has also had large pieces of debris such as asphalt,
concrete, and metal dumped along the bank in an effort to
stabilize it. This material is unsightly, and may contribute to local
turbulence and other flow problems. Whereas the reach of East
Branch Creek downstream of Santa Fe Road is bounded by open
space, development in the area upstream of Santa Fe Road is
situated fairly close to the creek, approaching the top of bank in
some cases.
Acacia Creek
Acacia Creek enters the planning area from the Damon-Garcia
Sportsfield Complex in the southeast corner of the Margarita Area.
From there it flows south along the west side of the mobile home
park, under Tank Farm Road, and then along the west side of
Santa Fe Road to its confluence with East Branch of San Luis
Obispo Creek. The Margarita Area Specific Plan calls for the
Acacia Creek corridor to be a generously wide (not less than 120
feet) corridor to accommodate wildlife movement. Although there
is little woody riparian cover on the reach immediately north of the
planning area, there is a mature cover of willows and exotic
vegetation, chiefly eucalyptus, along the reach within the planning
area. Acacia Creek offers significant opportunities for
enhancement both in terms of habitat and as an open space trail
corridor linking the planning area to the Margarita Area, Damon-
Garcia Park and other areas to the north.
Orcutt Creek
Orcutt Creek also enters the planning area from the proposed
park in the southeast corner of the Margarita Area, approximately
300 feet east of Acacia Creek. Orcutt Creek carries stormwater
that overflows from Acacia Creek. The Orcutt Creek channel
extends south under Tank Farm Road, and then along the east
side of Santa Fe Road to its confluence with Acacia Creek just
above the point where the latter joins East Branch of San Luis
Obispo Creek. Habitat value along the creek corridor is low to very
low; in many areas the creek is little more than a ditch. Some
riparian vegetation exists along Orcutt Creek near its confluence
with Acacia Creek.
Tank Farm Creek
Tank Farm Creek is the name applied to the cluster of drainages
that traverse the western portion of the Chevron property. The
creek, which enters the planning area from the north as three
small tributaries, converges into a single channel on the Chevron
property, just south of Suburban Road. The flows from Tank Farm
Creek are essential to the health of large areas of seasonal
wetland and freshwater marsh located on the Chevron property.
The channel is highly modified, particularly the West Fork and the
southernmost reach of the combined channel.
WETLAND RESOURCES
The Airport Area contains a number of wetland resources in
addition to the creeks that flow through the area, including
seasonal wetlands and areas of freshwater marsh. These wetland
areas provide critical habitat for both plants and animals, including
several rare or threatened species, and are considered sensitive
biological communities. Wetlands also play an important role in
the hydrologic system, retaining floodwaters and enhancing
groundwater recharge.
CONSERVATION & OPEN SPACE | 3-5
The largest concentration of wetlands in the planning area occurs
on the Chevron site. In fact, much of the Chevron property can be
characterized as a wetland complex. Recent mapping of the
Chevron property as part of the Chevron EIR, recorded 71.79
acres of wetland communities. The gradual slopes, low elevations,
clay soils and former tank containment and other man-made
impervious surfaces allow winter rains to create substantial ponds,
which are attractive to waterfowl and support several plant and
animal species of concern. Some ponds and wetlands have long
existed in low-lying parts of the property, while others have formed
within modified drainage channels and within the berms that
encircle former oil-storage tank sites.
One of the unique aspects of the Chevron property is the degree
to which significant natural resources have established
themselves in a landscape that has been extensively modified by
man. Most of the wetland areas in the Chevron property are
located in swales and depressions created by past excavation for
the former oil storage facilities, and it appears that the large
freshwater marsh north of Tank Farm Road is at least partially the
result of the damming effect of the roadway. The combination of
topography, soils, and the relative lack of recent human activity
has allowed the most disturbed portions of the planning area to
now include some of the highest value natural resources. The
wetland areas on the Chevron property vary considerably in their
diversity and habitat value, with the highest quality areas generally
south of Tank Farm Road and around the large wetland area north
of Tank Farm Road. Some of the latter areas may be lost to site
development and road widening.
City wetlands policy supports the preservation of wetland areas as
open space, mitigation for lost wetland areas, the restoration of
degraded wetland resources, and public use of these resources
consistent with sound resource management. The following goals
and policies are intended to expand upon and add specificity to
existing General Plan wetland policy as it pertains to the Airport
Area.
NATIVE GRASSLANDS
Native bunch grasses supported many of the small and large
herbivores and their predators, who were members of the wildlife
and human communities of the Central Coast until the late 1700’s.
These deep-rooted and drought-tolerant grasses were once
common throughout the valleys of central and southern California.
They have since been nearly eliminated from the Central Coast
because of cattle grazing, introduction of European grasses,
cultivation, and urban development. Native grasslands are
considered sensitive habitats by the California Department of Fish
and Wildlife and by the City of San Luis Obispo.
Approximately 11.5 acres in the northeastern and southerly parts
of the Chevron property supports grassland with a significant
component of the native perennial bunchgrass, purple
needlegrass (Nassella pulchra). This area, which consists of a
former quarry area, is known for its sparse vegetation and rocky,
serpentine soils. However, it sustains one of the only sizable,
native-dominated grassland in the Airport Area. As part of the
Chevron remediation project the area known as the “flower
mound” which comprises part of the grassland area in the
northeast of the property is proposed to be graded and utilized for
infrastructure and private development improvements. However,
the restoration component of the project proposes to restore
(create) equal areas of these and other habitat areas on other
portions of the site.
RARE SPECIES HABITAT
Open space resources in the Airport Area are critical to many
wildlife species, including several rare species. The greatest threat
to many rare species is loss of habitat. Habitat includes the places
that species need to find food, to take shelter from predators and
extremes of weather, to find mates, and to raise young or leave
them where sufficient numbers can survive. The Airport Area is
known to host special-status wildlife and plant species. Some of
the species of special concern that are known to occur in the
planning area include:
3-6 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Figure 3-1 Planning Area
CONSERVATION & OPEN SPACE | 3-7
Figure 3-2 San Luis Obispo Greenbelt
3-8 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Southwestern pond turtle
Southern steelhead
Red-legged frog
Monarch butterfly
Golden Eagle
Northern Harrier
Cooper;s Hawk
Ferruginous Hawk
Sharp-shinned hawk
White-tailed kite
American peregrine falcon
Burrowing Owl
California horned lark
Loggerhead shrike
Congdon’s tarplant (spikeweed)
Vernal Pool Fairy Shrimp
The resources described in the preceding sections, and the
policies and programs to protect and enhance them, are the
foundation for habitat conservation in the Airport Area. As would
be expected, the greatest potential for special status species is
within the Chevron property, where the largest concentration of
sensitive biological communities is located. Consequently, the
Specific Plan (and the current remediation and development plans
for this property) calls for the majority of the Chevron property to
be maintained as an ecological preserve that will help provide for
the long-term survival of rare and endangered species and the
health of sensitive habitat areas that support them.
In addition to protecting sensitive habitat areas, it is critical that
habitat areas be connected into a contiguous, integrated system
of open space. Provision of continuous open space corridors, of
sufficient width to avoid disruptions by human activity along their
edges, is particularly important for protecting wildlife. These
corridors allow for the day-to-day movements necessary for
individuals of a species to survive, and for the long-term
movement that accommodates the genetic mixing necessary to
maintain the vitality of a species. The planning area creek system
provides the connecting corridors that will allow wildlife movement
to and from the planning area.
The area’s wetlands attract a variety of wildlife.
AGRICULTURAL OPEN SPACE AND THE CITY GREENBELT
Agriculture is an important part of the countywide economy and
rural environment. The City’s General Plan favors protection of
prime and productive agricultural lands, but also recognizes that
urban development has reduced, and will continue to reduce, the
agricultural potential of the Airport Area. While the Airport Area
has a history of agricultural use, and continues to include limited
grazing and cultivation, years of commercial and industrial
development have eliminated some of the most productive lands.
Over the long term, the Airport Area is not planned for agriculture.
Existing City and County General Plans designate the area for
urban uses. To mitigate the loss of productive agricultural land,
future development will help secure a permanent urban
development boundary and prevent urbanization of agricultural
CONSERVATION & OPEN SPACE | 3-9
Freshwater marsh north of Tank Farm Road.
lands to the south. Some owners of lands to the south of the
planning area have already made long-term investments in
agricultural uses, such as vineyards. The intent of the Specific
Plan is to give added stability to agriculture in this area by
eliminating, or at least reducing, the potential for further urban
expansion.
The City’s General Plan calls for establishment of a permanent
open space buffer or greenbelt around the City that will prevent
continued expansion of the urban area onto valuable agricultural
and open space resources (Figure 3-2). The greenbelt will also
help retain the community’s rural surroundings and maintain the
separate identity of San Luis Obispo. Several efforts are underway
to secure the greenbelt as a whole, including purchase of land or
development rights from willing sellers, advocacy of continued
agricultural and rural zoning, and development approvals tied to
substantial open space dedications. The mechanism instituted in
the Specific Plan for furthering the greenbelt objective will be
through exactions on new planning area development. These
exactions will be in the form of either mandatory dedication of
open space lands or payment of fees in lieu of dedication. The
primary target of these exactions will be to protect open space and
agricultural lands south of the Airport Area and outside the City’s
urban reserve line.
SCENIC RESOURCES
While the planning area generally lacks dramatic scenic resources
within its boundaries, the relatively flat topography and absence of
substantial tree cover allow for highly scenic views out from the
site. The combination of pastoral agricultural lands in the
foreground and distinctive peaks and ranges in the background
are valuable scenic features that contribute to the unique
character of the Airport Area. The South Street Hills, Islay Hill, the
Davenport Hills, and the Santa Lucia Mountains and foothills are
not in the Airport Area, but they are important features in
establishing the character of the Airport Area. Although less
dramatic, planning area features such as creeks and marsh areas
also contribute to the visual character of the area. Specific Plan
policy supports preservation of scenic resources and
enhancement of the public’s access to these resources. The
Community Design chapter (Chapter 5) includes additional
discussion of the area’s visual character and design guidelines for
protecting and enhancing the scenic resources.
ARCHAEOLOGICAL AND HISTORIC RESOURCES
Prehistoric occupants almost certainly hunted and gathered in the
meadows and along the streams of what is now the Airport Area.
They probably took time to play and appreciate the setting, just as
people do today. They also probably left clues to their habitation of
the region, thought to have lasted as much as 10,000 years. In
order to deepen our understanding of these original inhabitants, it
is important that these clues, often in the form of artifacts, be
analyzed and recorded as they are found. However, in deference
to their descendants, who still live in the region, it is equally
important to respect any artifacts or remains that are found.
3-10 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Likewise, there is a rich history in the region of early ranchers,
farmers, merchants, builders and others, whose origins were in
Europe, Mexico and Asia. While written history covers many of the
major events and characters, artifacts also provide interest and
insights into the everyday lives of those who are not named in the
books. These, too, deserve recognition.
Finally, there is the lesson of the oil company tank farm. It also is
part of San Luis Obispo’s history. After being struck by lightning,
the storage tanks burned and boiled over for several days in 1926.
This was a major ecological disaster and is known as one of the
most significant industrial disasters of its time in California history.
Remnants of the old tanks can serve as reminders of both the
vulnerability of our constructions and of nature’s capacity to
recover through natural processes and with human aid.
HAZARDS RELATED TO OPEN SPACE LANDS
The history and character of the planning area’s open space is
inextricably tied to three potential hazards: flooding, petroleum
contamination, and aircraft operations. The future conservation
and use of the open space resource acknowledges the influences
of these three hazards.
FLOODING
The relatively flat topography, the confluence of several drainage
ways, and its location downstream from urban development have
combined to create conditions in which large portions of the
planning area flood during storm events. Historically, this flooding
has restricted the amount of development that could occur in the
area, but it has also been beneficial in the establishment of the
planning area’s wetland resources.
Waterways and facilities immediately downstream from Airport
Area development may need to be modified for adequate
capacity. Some properties within the Airport Area along the
tributaries of San Luis Obispo Creek fall within a Special
Floodplain Management Zone, as defined by the San Luis Obispo
Creek Waterway Management Plan, and require special design
considerations. These design criteria are listed in the City’s
Drainage Design Manual.
Overall, it is the intent of the specific plan to limit storm water
runoff from the Airport Area to pre-development levels, consistent
with the requirement of the City’s Waterways Management Plan.
As described in detail in Chapter 7, each proposed development
will be required to insure compliance with this water quality and
flood control plan.
PETROLEUM CONTAMINATION
From 1910 until the early 1980s, the Chevron property was
utilized for the storage of crude oil transported from the San
Joaquin Valley via pipeline. Storage facilities at the Project Site
included six large earthen reservoirs, ranging in capacity between
775,000 and 1,350,000 barrels, and 21 steel aboveground storage
tanks, each with a capacity of 55,000 barrels. The reservoirs were
constructed by excavating a circular depression, which was then
lined with concrete walls. The storage tanks were constructed of
heavy plate steel secured with rivets. The roofs of both the
reservoirs and aboveground storage tanks were made of wood.
On April 7, 1926, a lightning strike ignited a fire at the Project Site.
Despite suppression efforts by the facility staff, over the next four
days the fire spread to the other reservoirs and to 12 of the then
15 existing steel aboveground storage tanks with a combination of
burning embers and boil-overs; the heated oil flowed out of the
reservoirs and onto the ground surrounding the tanks. By April 11,
1926, all but a few thousand barrels of oil had been released.
Some of this oil burnt to coke and spread across the Project Site.
The burning of the heavy oil during the fire had a similar effect to
the refining cracking process, creating the coke. This release is
considered responsible for most of the numerous surface
occurrences of highly weathered and burned petroleum that cover
the ground in topographically low areas of the Project Site.
CONSERVATION & OPEN SPACE | 3-11
The most widespread contamination is relatively immobile and
appears to have minimal impact on water quality. Much of the
open land with the highest existing and potential wildlife habitat
value is underlain by this type of contamination.
Depending on the severity of contamination and the prospects for
successful decontamination, a site can be classified as a
“brownfield” site by the Federal Environmental Protection Agency,
and ultimately redeveloped if the contamination is removed or
adequately contained. The Specific Plan allows for some
development of the former tank farm site as long as necessary
approvals by all regulatory agencies, including the City, can be
obtained. However, the majority of the property has been
designated as open space because of the high quality of its
surface natural resources and because of the airport runway
protection zone which prohibits the development of structures .
Petroleum contamination of the soil and the groundwater must be
dealt with for both development and conservation areas as
required by the policies and standards of the Regional Water
Quality Control Board, the City and other agencies with
jurisdiction.
Beginning in 2004, a Human Health Risk Assessment (HHRA)
was prepared for the Chevron property. The HHRA was later
amended in 2012 and 2013. The purpose of the HHRA was to
create a baseline for the establishment of a Remedial Action Plan
(RAP). Working with multiple agencies, Chevron assisted with the
San Luis Obispo Tank Farm Surface Evaluation, Restoration, and
Remediation Team (SERRT). This team helped to scope, review,
and ratify the HHRA. In December 2007, Chevron prepared the
RAP with a focus of removing the human and biological exposure
paths to remaining hydrocarbon contaminants on the property. In
2013, the Regional Water Quality Control Board conditionally
approved the RAP and the RAP was utilized to prepare the EIR
that would allow the remediation and future development of
portions of the Chevron tank farm property.
AIRCRAFT OPERATIONS
The County-operated airport is a key component of the Airport
Area, serving both private and commercial aircraft. Even with
ongoing improvements in technology and operating practices,
aircraft operations will produce noise and safety concerns that
affect land use in the planning area, including the open space
areas. Exposure to high noise levels is not only a nuisance, but
can also be harmful to health and productivity. With the many
overflights of the area, risks to life and property due to accidents
cannot be entirely avoided.
As provided in State law, the area in the vicinity of the airport is
subject to the Airport Land Use Plan (ALUP), which is intended to
minimize conflicts between airport operations and the use of
nearby land. The ALUP is prepared under the direction of, and is
adopted by, the Airport Land Use Commission. The Airport Land
Use Plan identifies aviation safety areas based on flight paths and
exposure to crash risks. Those areas with the most exposure to
hazards are the most restricted in terms of compatible uses.
Generally, the higher the exposure, the lower the intensity of use
and concentration of population that is allowed.
Active agriculture occupies the land just south of the planning area.
3-12 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
The Specific Plan is consistent with the SLO County Regional
Airport Land Use Plan, designating the majority of land in the two
most restrictive safety areas as Open Space. Maintaining open
space uses under the airport approach and climb-out paths is
intended to avoid exposure to noise and crash risk, even where
the Airport Land Use Plan allows some types of development.
The fact that these zones also correspond to areas with some of
the highest habitat value and soil contamination reinforces the
appropriateness of the designation.
3.1 CONSERVATION AND RESOURCE
MANAGEMENT GOALS
Goal 3.1.1: Open Space Resources
Preserve and enhance open space resources in the Airport Area
in conjunction with urban development.
Goal 3.1.2: Habitat Quality
Preserve and enhance the habitat quality, visual attractiveness,
and recreational value of creeks in the planning area.
Goal 3.1.3: Airport Area Wetlands
Preserve and enhance Airport Area wetlands.
Goal 3.1.4: Native Grasslands
Preserve and enhance native grasslands in the Airport Area.
Goal 3.1.5: Rare, Endangered and Threatened Species
Protect rare, endangered and threatened plant and wildlife
species that occur in the Airport Area.
Goal 3.1.6: Greenbelt
Secure the greenbelt in the vicinity of the Airport Area.
Goal 3.1.7: Rural Character
Work with the County of San Luis Obispo and area landowners to
secure permanent protection of rural character of the area south
of the Airport.
Goal 3.1.8: Views
Preserve significant views of and view corridors to surrounding
features that contribute to Airport Area’s unique sense of place.
Goal 3.1.9: Archeological and Historical Resources
Protect archaeological and historic resources.
Goal 3.1.10: Exposure to Contamination
Prevent exposure of humans or wildlife to unacceptable levels of
contamination.
Goal 3.1.11: Surface Resources
To the greatest extent feasible, seek to avoid damage to surface
resource values in addressing contamination issues.
Views from the south reveal the planning area’s open space context.
CONSERVATION & OPEN SPACE | 3-13
3.2 CONSERVATION AND RESOURCE
MANAGEMENT POLICIES
Policy 3.2.1: Riparian Vegetation
Establish healthy, continuous riparian vegetation along (1) East
Branch of San Luis Obispo Creek from Broad Street to Santa Fe
Road, (2) Acacia Creek from the northern planning area boundary
to the confluence with East Branch of San Luis Obispo Creek, (3)
Orcutt Creek from the planning area northern boundary to its
confluence with Acacia Creek, and (4) Tank Farm Creek from the
planning area’s northern boundary to it’s southern boundary
Policy 3.2.2: East Branch SLO Creek Riparian Corridor
For the reach of East Branch of San Luis Obispo Creek
downstream of Santa Fe Road, protect the riparian corridor from
human and agricultural activity, with an adequate buffer to protect
pond turtles and steelhead along this reach, and maintain the
natural character of the riparian corridor.
Policy 3.2.3: Realignment of Orcutt Creek
Given the limited habitat value of Orcutt Creek from the planning
area’s northern boundary to Tank Farm Road, realignment of the
northern-most segment may be acceptable in exchange for
establishment of a healthy riparian corridor along the full length of
the creek from the Margarita Area to the confluence with Acacia
Creek.
Policy 3.2.4: Wetlands and Buffer Areas
Designate for open space use wetlands and their associated
buffer areas.
Policy 3.2.5: Restoring Marginal or Degraded Wetlands
When reviewing plans to restore marginal or degraded wetlands,
require (1) techniques for isolation, stabilizing, or removing
petroleum contamination of soil and groundwater that minimize
disturbance of existing wetland and other surface resource values,
(2) configuration of the ground surface to retain wetland
characteristics, (3) removal of invasive, non-native plants, (4)
introduction of native plants, (5) methods approved by the
Regional Water Quality Control Board, and the City Fire
Department and (6) will not create a significant attraction for large
birds in consideration of airport safety.
Policy 3.2.6: Expansion of Wetlands
Where suitable buffers can be provided, expand wetlands into
areas within the wetlands complex that are conducive to wetlands,
but that do not initially meet the definition of wetlands. However,
any expansion or changes to wetlands must take into account the
potential increase in airport safety hazards as a result of bird
strikes.
Policy 3.2.7: Mitigation of Wetland Losses
Utilize suitable portions of the Chevron property for on-site
mitigation of wetland losses on the Chevron property and, if
agreed to by the property owner, off-site mitigation of wetland
losses associated with development elsewhere in the Airport Area
and Margarita Area.
Policy 3.2.8: Professional Direction of Wetland Work
Assure that all wetlands restoration, enhancement, and creation
will be under the direction of qualified professionals. Seek the
cooperation of trustee agencies, such as the California
Department of Fish and Wildlife, and obtain any necessary
approvals from these agencies.
3-14 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Islay Hill and the Santa Lucia Mountains provide a dramatic visual backdrop for
the airport.
Swales and bermed enclosures on Chevron property now capture floodwaters.
Policy 3.2.9: Design of Detention Areas
Design on-site drainage detention areas within the Airport Area to
support wetlands characteristics, so they will be visually attractive
elements of the landscape and components in a system of wildlife
habitat, in addition to flood control facilities.
Policy 3.2.10: Recreational Use of Wetlands Complex
Recreational use of the wetlands complex and buffer areas should
be limited to non-intrusive observation and study. The type and
extent of public access should be restricted in order to maintain
high-quality wildlife habitat.
Policy 3.2.11: Impacts from Run-Off
Minimize the water-quality impacts associated with run-off from
rooftops and paved areas, due to contaminants, temperature
changes, velocity changes, and sediment by providing dispersed
surface drainage across areas with suitable soil and vegetation
whenever feasible, instead of piped or other concentrated
drainage from roofs and paved areas directly to creeks.
Policy 3.2.13: Native Bunchgrass
If development or remediation includes disturbance of the native
bunchgrass (purple needlegrass)on the northeast corner of the
Chevron property, , appropriate bunchgrass communities shall be
reestablished on site with a replacement ratio, consistent with
mitigation adopted with the Chevron EIR.
Policy 3.2.14: Chevron Property Open Space Lands
Designate open space lands on the Chevron property as a
permanent ecological preserve dedicated to the preservation and
enhancement of the area’s natural resources, and public
environmental education.
Policy 3.2.15: Continuous Open Space Corridors
Provide continuous open space corridors linking open space
resources within the Airport Area to resources outside of the
Airport Area.
CONSERVATION & OPEN SPACE | 3-15
Policy 3.2.16: Continuous Wetlands
Development in the Airport Area should not isolate or further
fragment wetlands, uplands or their associated habitat areas.
Policy 3.2.17: Interrupt Flow of Contaminants
At every opportunity, interrupt the pathways that allow petroleum
contamination to enter the biological food chain. Techniques used
to interrupt the flow of contaminants should be those that are least
disruptive to habitat at the ground and water surface.
Policy 3.2.18: Mitigate Loss of Ag and Open Space Land
To mitigate the loss of agricultural and open land in the Airport
Area, development shall help protect agricultural and open space
lands to the south and east by securing protected areas at least
equal to the area of new development, where on-site protection is
not available.
Policy 3.2.19: Protection for On-Site Resources
Airport Area properties shall secure protection for any on-site
resources identified in the General Plan. These properties, to help
maintain the greenbelt, shall also secure open space protection
for any contiguous, commonly owned land outside the urban
reserve. If it is not feasible to directly obtain protection for such
land, fees in lieu of dedication shall be paid when the property is
developed, to help secure the greenbelt in the area south of the
City’s southerly urban reserve line. In lieu of off-site open space
protection, the Chevron Tank Farm Site shall preserve the open
space resources that occupy the majority of the site and provide
long-term maintenance and enhancement of these resources.
Policy 3.2.20: Acquire Land South of Airport
Utilize locally-generated acquisition funding, as well as outside
grant support, to acquire fee or easement interest in lands south
of the Airport in the following order of priority:
The 1926 fire burned so hot that parts of the concrete storage tank foundation
turned to glass.
Buckley Road Area. Agricultural lands on either side of
Buckley Road between Vachell Lane and Broad Street should
receive the highest priority in conservation funding. There is
ongoing, incremental conversion of lands from agriculture to
other uses, as well as ongoing small-scale subdivision of rural
properties. There are relatively few large properties in this
area. Easements to secure development rights and maintain
scenic character would be the primary focus of this effort, and
easement acquisition is the preferred strategy.
Upper Edna Valley. The agricultural lands between Broad
Street and the base of the hills to the east of San Luis Obispo
are undergoing conversion from extensive agriculture to
intensive agriculture, chiefly vineyards. This process creates a
relatively secure greenbelt in this area; however, easement
acquisition may be an important component of retaining a
“critical mass” of vineyard land and preventing inappropriate
3-16 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
development within the area that could threaten the continued
viability of agriculture.
Other Lands. Areas such as the ranches and woodland areas
south of the Airport may also be targeted for fee or easement
acquisition; however, these areas are not considered as
vulnerable to land use changes as the aforementioned areas.
Policy 3.2.21: Maintain Views of Open Space Resources
The location and form of private development and of public
amenities (e.g., street trees) will retain views of open space
resources, such as mountains and wetlands, sufficient to provide
a sense of place within the natural setting.
Policy 3.2.22: Archeological and Historic Resources
Treat archaeological and historic resources consistent with the
Community Heritage policies of the General Plan.
Policy 3.2.23: Designation of Contaminated Land
Following completion of a remediation project, designate as open
space undeveloped, land that has significant open space and
habitat values.
Policy 3.2.24: City Consideration of “Changed Conditions” on
the Chevron Property following remediation and restoration
It is acknowledged that Chevron has prepared a remediation plan
for the Chevron property addressing the contaminated areas on
the site. The remediation plan has been reviewed by multiple
agencies including: Army Corps of Engineers, California
Department of fish and Game, Regional Water Quality Control
Board) as part of the EIR prepared for the Chevron Tank Farm
Remediation and development project.
The EIR found that the remediation project will impact wetlands
and other terrestrial habitat on the site. The EIR requires
mitigation measures that provide for the replacement and
restoration of wetland and terrestrial habitat on-site following the
remediation project. Following completion of the restoration
component of the project ongoing monitoring and maintenance of
restoration activities will be required (per EIR mitigation) to ensure
compliance. The restored wetlands and terrestrial habitat areas
shall be included within a permanent open space easement.
Dense vegetation lines the bunks of East Brunch of San Luis Obispo Creek
between Santa Fe Road and Broad Street.
CONSERVATION & OPEN SPACE | 3-17
3.3 CONSERVATION AND RESOURCE
MANAGEMENT PROGRAMS
Program 3.3.1: Management Programs Required
For East Branch of San Luis Obispo Creek, Acacia Creek, Orcutt
Creek and Tank Farm Creek, require a management program to
enhance the creek, preserve existing native vegetation, protect
streamside properties from stormflows, and restore a more natural
character to the banks when development is proposed. A
minimum creek setback of 11 meters (35 feet) will be required
consistent with the Citywide creek setback ordinance.
Program 3.3.2: Limited Access
A continuous public trail access will be provided between Broad
Street and the intersection of Tank Farm Road and Sante Fe
Road via the Damon Garcia sportsfields. Where feasible, the trail
access will avoid creeks, wetlands and habitat areas and will be
adjacent to existing and future development.
Program 3.3.3: 50-Foot Wetland Setback
Implement a 50-foot wetland setback for buildings through
subdivision and development approvals.
Program 3.3.4: Risk Assessment Program
The City worked with Chevron, other affected landowners, the
Regional Water Quality Control Board, and other concerned
parties to implement a risk-assessment program and develop
preservation actions appropriate to the natural resource
characteristics of each site and the level of risk at that site, with a
goal of preserving the existing natural resource values to the
greatest extent possible.
Program 3.3.5: Establish Mitigation Bank
The City will work with The California Department of Fish and
Wildlife, responsible Federal officials, and administration of the
County Airport, to establish a “mitigation bank” within the Chevron
property to serve the mitigation needs of the Airport and Margarita
Areas, consistent with the operating needs of the County Airport.
Program 3.3.6: Public Access (Chevron Property)
The City will work with the property owner and local conservation
organizations to ensure that public access to the Chevron property
is made available subject to compatibility with habitat values in the
area. Pedestrian and Bicycle trails and low, rural style fencing
may be appropriate in specific locations to allow habitat viewing
combined with area wide linkages consistent with the bicycle
transportation plan.
Navigational aids mark the flight path over the Chevron property.
3-18 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Program 3.3.7: Creek Restoration Standards
The City will work with the California Department of Fish and
Wildlife and responsible Federal agencies to establish standards
for grading, stabilization, and revegetation of all creek channels in
the Airport Area. The standards will cover plant species, planting
densities, and long-term maintenance requirements and
responsibilities.
Program 3.3.8: Open Space Connections
The City will ensure that development north and east of the
Chevron property retains an open space corridor connection to the
Margarita Area’s athletic fields and Acacia Creek, and on to the
South Street Hills. This corridor may include recreational facilities
but will be designed to allow movement of wildlife through it.
Program 3.3.9: Wildlife Movement Corridors
The City will maintain wildlife movement corridors south from the
Airport Area, particularly from the Chevron wetlands, toward the
Indian Knob area and the Davenport Hills by employing greenbelt
efforts and by encouraging the County to implement these
features in proposed development that occurs outside the City’s
jurisdiction.
Program 3.3.10: Wetland Connections
The City will enlarge the connection between wetlands
immediately north and immediately south of Tank Farm Road to
facilitate wildlife movements between the two areas.
Program 3.3.11: City to Manage Open Space Lands
The City will manage open space land that it acquires to protect
habitat values.
Program 3.3.12: Privately Owned Open Space
For any extensive open space lands that the City does not
acquire, the City will pursue memoranda of understanding
concerning management for wildlife habitat values, beyond the
minimum requirements of regulatory agencies.
Program 3.3.13: Greenbelt Dedications
The City will require new development in the Airport Area to
dedicate land or easements in the greenbelt. Highest priority will
be given to securing lands adjacent to the City’s edge.
Program 3.3.14: Greenbelt In-Lieu Fee
Where dedication is not feasible, an in-lieu fee will be assessed on
the acreage of development, equivalent to the purchase of an
equivalent acreage of open space land or easements in the
greenbelt south of the Airport Area.
Willows shade the East Brunch of San Luis Obispo Creek downstream of Santa
Fe Road.
CONSERVATION & OPEN SPACE | 3-19
Program 3.3.15: Urban Reserve Expansion
Any projects involving minor expansions of the urban reserve shall
secure open space or agricultural land adjoining but outside the
urban reserve line location. The open space or agricultural land
secured shall be large enough to effectively discourage additional
urban development beyond the urban reserve line. It shall be
secured by easement or fee ownership by the City or a qualified
land conservation organization.
Program 3.3.16: Historical Resources
The City will work with the County Historical Society, landowners,
and others to provide appropriate access opportunities and
interpretive information to further understanding of historical
resources, such as the oil tank remnants. Mitigation from the
Chevron EIR that requires access and installation of interpretive
signs shall be implemented in beginning phases of any
development projects.
Program 3.3.17: Activities on Open Space Lands
The City will work with appropriate regulatory agencies and with
County Airport administrators to ensure that the location and
nature of resource management activities on open space lands
within the Airport Area remain compatible with airport operations.
Program 3.3.18: Expanding Wetlands
Any expansion of wetlands shall be evaluated for the potential to
impact aircraft safety as a result of increased wildlife and bird
activity and the potential for increased bird strikes. Wetlands shall
only be expanded when relocated or restored as part of an area
wide restoration or remediation activity.
Grazing cattle have prevented the growth of riparian vegetation along Acacia
Creek.
3-20 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
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LAND USE | 4-1
4.0 LAND USE
Each ‘layer’ of understanding informs the planning response.
INTENT
The Land Use chapter sets the overall framework for the
development and conservation of the Airport Area. The chapter
sets forth specific land use goals, policies and standards
applicable to the Airport Area, and describes the overall
development program, including the types and intensities of uses
for land and buildings, and the overall forms that are desired for
development sites and buildings.
The Land Use chapter is to be used in conjunction with the other
chapters of this Specific Plan. More detailed discussion of open
space and resource management issues is included in Chapter 3,
community design issues are addressed in Chapter 5, information
on the circulation system is contained in Chapter 6, and details
relating to public utilities are contained in Chapter 7.
The Land Use Map in this chapter (Figure 4-1) illustrates the
physical pattern of development planned in the Specific Plan Area.
Figure 4-4 shows the planning area zoning. Table 4.3 provides a
description of the types of uses permitted for each of the zoning
designations.
4-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
LAND USE BACKGROUND
The Airport Area, under the County’s jurisdiction, has been
urbanizing in ways that differ from the City’s development
standards. The land use concept for the Airport Area Specific Plan
is intended to meet multiple City objectives as the area continues
to develop. While the primary impetus for the plan is to provide
the necessary infrastructure and urban services that will allow the
Airport Area to develop to City standards, the land use plan has
been crafted to balance the opportunities for new development
with other equally important community goals.
The land use plan concentrates development patterns in an effort
to protect rural open space areas and create a sense of place.
The land use concept calls for urban development to be located
primarily in the eastern and western portions of the planning area
near existing development and circulation corridors. The intent of
the plan is to maintain a compact development pattern by
encouraging infill of undeveloped lots and redevelopment of
currently developed, but underutilized properties, rather than
expanding onto lands that are currently in agriculture or open
space.
As shown in the Land Use Map (Figure 4-1), the entire central
portion of the planning area has been designated for open space.
Rather than allowing development of the entire land area within
the urban reserve line, the land use concept has the City
“greenbelt” penetrate into the urban area, which preserves the
connection to the rural landscape for more than just the properties
at the periphery of the community and improves safety by
maintaining open land in the immediate vicinity of the airport. In
addition, Airport Area land use policy encourages the selective
removal of the remnants of past industrial uses on the Chevron
tank farm property as a means of re-establishing the rural
character of this open space and enhancing the contrast with
designated urban areas.
The land use plan was developed to ensure compatibility with
airport operations. Uses that have high concentrations of people
or are sensitive to airport noise (e.g., low density residential,
schools, hospitals, etc.) are not included in the planning area. The
designated land uses (Figure 4-1) respond to the flight patterns
and land use criteria associated with the airport safety areas in the
San Luis Obispo County Regional Airport Land Use Plan (ALUP).
Generally, the critical areas in line with the runways will be
maintained as open space. Lower intensity warehousing,
manufacturing, service and business park uses are designated for
the less sensitive zones to the sides of the runways, and further
out from the ends of the runways.
As discussed above, the land use concept emphasizes the
development and redevelopment of areas that already are
committed to urban uses. One of the ways the plan will enhance
the ability of these areas to support more productive use of both
the land and the buildings will be the introduction of urban
infrastructure and services.
Market trends in the region and development trends in the Airport
Area suggest greater and greater demand for facilities to
accommodate high tech and clean industries, in addition to the
manufacturing and warehouse uses that have historically
occupied the area. These uses have come to dominate land use
along the west side of Broad Street. The Business Park
designation is intended to generate jobs that will match the skills
and interest of the available workforce, and jobs that could pay
employees enough to cover the generally high cost of housing in
the region.
By preserving the central portion of the planning area as open
space, the land use plan provides a framework for development
that preserves the sense of openness and ruralness that makes
the Airport Area distinctive. This not only creates a rural
foreground setting for new development, but also preserves view
corridors to the distinctive peaks and mountain ranges that
characterize the landscape. In addition, by designating lands
along the Broad Street and Tank Farm Road corridor as Business
Park, the plan is encouraging higher quality development that is in
keeping with this important entry to the City from the Edna Valley.
LAND USE | 4-3
One of the other principal reasons for designating the central
portion of the planning area as Open Space is to be able to
adequately protect and enhance valuable wetland and grassland
habitat areas that exist on the Chevron property (see Chapter 3,
Conservation and Resource Management for more detailed
discussion). The land use plan is structured to ensure that these
resources are part of an integrated open space system that is
directly linked to adjoining open space resources. Specific Plan
policies require preservation of these natural resources through
the dedication of easements or fee simple ownership, along with
enhancement in certain instances. As part of the Chevron Tank
Farm Remediation and Development project, a habitat restoration
plan has been proposed. Following completion of remediation, the
restoration plan will be implemented. (see Policy 4.3.6: Tank Farm
Site).
In order to enhance the area’s sense of place, the Community
Design chapter of this plan includes design guidelines that
encourage the development of buildings and facilities that are
responsive to the specific landscape and climatic characteristics of
the area, as well as the historic development patterns and
character of San Luis Obispo (see Chapter 5).
LAND USE PROGRAM
The land use program for the Airport Area allows for the
development of up to 1088 acres (73% of the planning area) with
a mixture of Services and Manufacturing, Business Park,
Government Facilities, and public facilities that may be developed
with recreation or public services. The balance of the area is to be
preserved as Open Space (304 acres), and an existing mobile
home park (7.0 acres) will be retained. Table 4.1 shows the
amount of land within each land-use designation, as well as the
estimated development potential at full development of the
specific plan area.
Table 4.1 ñ 2005 Version
San Luis Obispo Airport Area Specific Plan
LAND USE PROGRAM AND DEVELOPMENT CAPACITIES
Land Area
Floor Area at Buildout
Land Use
Designation Acre % Square Feet
Open Space 317.1 21% n/a
Agriculture 78.8 5% n/a
Business Park 257.2 17%
3,361,090
Services and
Manufacturing 466.4 31% 4,059,792
Government 341.9 24% 66,350*
Medium-
density
Residential
7 1% n/a
Recreation 15 1% n/a
Total 1483.4 100% 7,487,232
*300,000 s.f. of floor area in aircraft hangars also proposed.
While roughly three quarters of the parcels in the planning area
have some development on them, many are only partially
developed (i.e., major portions of a parcel are unused or
underutilized). Based on review of aerial photos, approximately
350 acres, appear to be developed and fully utilized (i.e., more
than three quarters of its land area is developed for urban uses).
Calculations from the aerial mapping indicate that the planning
area currently has approximately two million square feet of
building floor area (2,226,000 sf). As would be expected given the
number of storage yards and other low-density uses in the area,
floor area ratios are generally quite low, ranging from less than
0.01 to 0.46. The existing uses alone do not represent the
highest and best use of the area as envisioned in the General
Plan and are not intensive enough to support urban services.
4-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
LAND USE | 4-5
RELATIONSHIP TO THE GENERAL PLAN
The Airport Area Specific Plan is a refinement of the citywide land
use plan prepared for the 1994 General Plan Land Use Element
update. The specific plan analysis went into greater detail than
did the citywide land use planning process. Meetings with area
property and business owners were a part of the specific plan
process. These meetings elicited insight and understanding that
led to two significant refinements to the General Plan land use
pattern.
The first involves increasing the area of Business Park. The focus
group advising staff on land use suggested that the General Plan
did not provide enough land designated for business parks to
stimulate creation of a business park district. It was also noted that
in exchange for the additional investment in quality, developers
and property owners will want more frontage exposure. The
second land use refinement involved the Chevron Tank Farm
property. Detailed site analysis led to more accurate mapping of
sensitive plant and habitat area protected under City policy. The
land use boundaries for the Chevron property in this specific plan
create a contiguous open space corridor from the South Hills to
open space south of the City’s urban reserve boundary. The
division of land use on the Chevron property continues to provide
for urban uses where sensitive resources, hazardous materials
and airport safety allow it.
Table 4.2 shows the relationships between General Plan land use
designations, Specific Plan land use categories, and the zoning
that is to be applied upon annexation. Figure 4-4 shows the
proposed planning area zoning.
HAZARDOUS MATERIALS
Uses involving quantities of hazardous materials can pose a
significant health and safety risk to persons, property, and the
environment. In addition, certain land within the planning area is
known to have been contaminated by past uses (Figure 4-2). The
land use plan has been developed with careful consideration
given to these areas. Such materials are regulated by standards
enforced by the City Fire Department, City Utilities Department,
RWQCB, and Department of Toxic Substance Control. These
agencies should be contacted for requirements related to
development adjacent to contaminated areas as well as the use,
storage, handling and permitting of hazardous materials in new
development.
SPECIAL AREAS
McChesney Field – San Luis Obispo County Regional Airport
The County Airport is a key determinant of land use in the
planning area. The airport is a transportation hub that makes it
possible to move goods and people to and from the Airport Area
(and the region) quickly and over long distances. It affects the
types of land uses that locate in the area by serving as a catalyst
for economic development, and by restricting uses to those that
are compatible with the operational characteristics of a general
aviation airport.
The airport plays a prominent role in the economic development
goals of the City and County. The types of uses the City seeks to
attract to the area, identified in the General Plan Land Use
Element and the Targeted Industry Clusters study (computer
software/multimedia, light manufacturing, and business/customer
service) benefit from proximity to an airport. The City General
Plan envisions business parks with campus-like settings and clean
industry in the Airport Area. Many of these industries will involve
regular movement in and out of the area of knowledge workers,
specialists, sales and marketing professionals, and valuable small
components suitable for air shipping.
Land uses in the airport vicinity must be regulated in order to
minimize the potential for conflicts between these uses and airport
operations. The primary instrument for maintaining compatibility
and safety is the Airport Land Use Plan (ALUP) prepared and
4-6 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
maintained by the San Luis Obispo County Airport Land Use
Commission. Specific Plan land uses have been planned with
thorough consideration given to the ALUP. Specifically, urban
uses are not proposed in areas where incompatible levels of noise
can be expected, or where there is an unacceptable risk that an
accident could occur.
Former Tank Farm Site
The Tank Farm site presents several significant opportunities and
challenges. The site contains developed land, environmentally
sensitive habitats, hazardous materials and soil contamination
related to the previous oil storage use of the site, and highly
restricted airport safety areas. In some areas, all of these
conditions are present. Wise management of the resources and
hazards is necessary to realize the opportunities this site can
offer.
At 332 acres, the Tank Farm site is the largest single property in
the Airport Area and it is centrally located. Because of its central
location, the site is easily visible from a large number of
surrounding properties. Open space land at the site can therefore
become a visual resource and can contribute to airport safety,
serving as an amenity for the area as a whole. Redevelopment
and habitat enhancement of the site represents an opportunity to
significantly affect the character of the area through the actions of
a single property owner.
Existing development at the Tank Farm site is of generally poor
appearance and should be upgraded to contribute to the higher
standard of visual quality desired for San Luis Obispo. Some parts
of the site not currently developed and not affected by airport
safety zones, or environmentally sensitive habitat can be
developed. Some of these areas, however, are known to contain
contaminated soils. Examples of successful redevelopment of
similarly contaminated areas in other parts of the State and
country support this concept.
Table 4.2
San Luis Obispo Airport Area Specific Plan
LAND USE CONSISTENCY
General Plan
Designation
Specific Plan
Designation Zone
Open Space Open Space C/OS-SP
Public Facility Airport Facility PF-SP
Business Park Business Park BP-SP
Services &
Manufacturing
Service Commercial or
Manufacturing
C-S-SP or M-SP
Medium-Density
Residential
Medium-Density
Residential R-2-SP
Agriculture Agriculture AG-SP
In exchange for redevelopment and selective new development at
the Tank Farm Site, the appearance of this visually prominent site
can be improved and large areas can be enhanced to become
environmental, aesthetic and safety resources for the whole
Airport Area. The Chevron EIR evaluated remediation and
development options for contaminated areas and found that
development can be accommodated following implementation of
remediation actions. Areas of known contamination are shown on
the map in Figure 4-2. Areas within sensitive biological resources
are shown on the map in Figure 4-3.
4.1 LAND USE GOALS
A goal is a general direction-setter. It is an ideal future end related
to the public health, safety, or general welfare. A goal is a general
expression of community values and, therefore, may be abstract
in nature. Consequently, a goal is generally not quantifiable or
time-dependent.
Goal 4.1.1: Urbanization and Resource Protection
Urbanization of the Airport Area in a manner consistent with City
goals for resource protection.
LAND USE | 4-7
Figure 4-2 Areas of Soil Contamination on Unocal Property
4-8 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Figure 4-3 Sensitive Biological Resources on Unocal Property
LAND USE | 4-9
Goal 4.1.2: Job Creation
Further the City’s goals for growth management, economic
development, and community character by designating land uses
which facilitate and encourage the creation of high quality base-
level and support-level jobs in the Airport Area.
Goal 4.1.3: Compact Urban Form
A compact urban form that minimizes sprawl onto surrounding
agricultural and rural lands.
Goal 4.1.4: Existing Buildings
More productive use of existing buildings and lands that are
already committed to urban uses so that existing City businesses
can expand and/or relocate to more suitable locations.
Goal 4.1.5: Employment Opportunities
Employment opportunities appropriate for area residents’ desires
and skills.
Goal 4.1.6: Land Use Compatibility
Compatibility with existing and proposed uses both inside and
outside the Airport Area.
Goal 4.1.7: Sense of Place
New development that contributes to a sense of place.
Goal 4.1.8: Protect and Enhance Natural Features
Protection and enhancement of natural features such as creeks,
wetlands, and grasslands, within a system of permanent open
space.
Goal 4.1.9: Airport Operations
Airport Area land uses and development, including Airport
Compatible Open Space, compatible with the long-term operation
of the airport, and enhancing the viability of the airport as a
regional transportation facility.
Goal 4.1.10: Balance of Conservation and Development
A balanced conservation and development program that
enhances public safety, community character and natural
resource values while remedying long-standing environmental and
aesthetic problems.
Goal 4.1.11: Agricultural Buffers
Preservation of agricultural land and open space for on-going
agricultural uses. This is accomplished through the provision of
buffers on urban land so land use conflicts are diminished.
4.2 LAND USE DESIGNATIONS AND ZONING
The following sections describe the intent for each of the Specific
Plan land use categories. Figure 4-1 establishes the land use
designations for property within the Specific Plan area. Figure 4-4
establishes the zoning and Table 4.3 provides a list of uses and
permit requirements, if any.
4.2.1 BUSINESS PARK
Areas designated Business Park are primarily for research and
development, light manufacturing, and business services that are
compatible with each other and with airport operations. Activities
that are supportive of, or accessory to, the primary activities may
be allowed as well.
4-10 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
LAND USE | 4-11
The City recognizes that businesses locating in areas designated
Business Park often combine product development, promotion,
manufacturing, and distribution at a single facility. The Business
Park designation is intended to accommodate such combinations,
with the lowest level of review by the City that is consistent with
maintaining community character and assuring a desirable setting
for the types of businesses that are the primary reason for
Business Parks.
The Business Park designation is generally intended for well-
designed, master-planned, campus-type developments that will
contribute to community character and the City’s objective of
attracting jobs that can support households in San Luis Obispo.
Because of the higher quality design associated with uses in this
category, Business Park uses are generally located in areas of
higher visibility to the public, such as along highways and major
arterials (Tank Farm Road).
Refer to Table 4.3 for specific uses permitted in the Business Park
designation.
4.2.2 SERVICE COMMERCIAL
Areas designated Service Commercial are generally for storage,
transportation, and wholesaling type uses, as well as certain retail
sales and business services that may be less appropriate in other
commercial designations. Refer to Table 4.3 for specific uses
permitted on land designated Service Commercial.
4.2.3 MANUFACTURING
Areas designated Manufacturing are generally for assembly,
fabrication, storage and distribution, and sales and service type
uses that have little or no direct trade with local consumers. Refer
to Table 4.3 for specific uses permitted in the Manufacturing
designation.
4.2.4 PUBLIC FACILITY
The Public Facility designation is assigned to the County-owned
property associated with the San Luis Obispo County Regional
Airport and portions of the former Chevron tank farm property. In
addition to the airport runways, terminal, and parking that are
operated by the County, there are several private businesses
providing airport-related services that occupy lease sites from the
County. Public Facility zoned land on the former Chevron Tank
Farm property may be utilized for a range of land uses that can be
found compatible within the airport safety zones. The Chevron EIR
considered the PF zone for the possible location of a future fire
station and for the potential location of sports fields.
4.2.5 MEDIUM-DENSITY RESIDENTIAL
The Medium-Density Residential designation is for the mobile
home park that was established before preparation of this specific
plan. The mobile home park may be retained as a conforming use,
however, further development of the site is not permitted by the
Airport Land Use Plan. On-site buildings may be replaced with
similar residential development and the property can be
subdivided to allow resident ownership as long as residential
density is not increased.
4.2.6 OPEN SPACE
The Open Space designation is intended to preserve undeveloped
or minimally developed land for preservation of natural resources
and public safety. The Specific Plan designates the following
specific areas for open space:
Planning area creeks: to protect and enhance habitat and
recreational values;
Portions of the Chevron site: to provide for the creation of an
ecological preserve and storm-water detention area, with
controlled public access for non-intrusive recreation;
wetlands, native grasslands and other sensitive habitat areas;
4-12 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Airport clear zones: to limit uses in the most restrictive airport
safety zones to the siting of navigational aids and related
equipment, and limited agricultural uses (e.g. hay-cropping,
pasturage, and cultivation);
Refer to Chapter 3 for more detailed discussion of Open Space
issues.
4.2.7 AGRICULTURE
Areas designated Agriculture are intended to encourage
conservation of agricultural lands and continuation of agricultural
uses and keeping of livestock where compatible with urban
development. The sites designated as Agriculture in the Airport
Area have historically been used for agricultural uses and are
bordered by agricultural buffers on the parcels being developed
with urban uses to insure compatibility between the uses.
4.3 LAND USE POLICIES
Policy 4.3.1: Support for Airport Service
The City will support the Airport’s continued service to the region.
Policy 4.3.2: Airport Master Plan
The City will support the County’s implementation of the Airport
Master Plan.
Policy 4.3.3: Airport Land Use Plan Consistency
Airport Area development must be consistent with the standards
and requirements of the San Luis Obispo County Regional Airport
Land Use Plan and/or Public Utilities Code Sections 21670-
21679.5 (See Figure 4-5)
Policy 4.3.4: Airport Compatible Open Space
The City will work with property owners to implement and maintain
Airport Compatible Open Space (ACOS) within the Airport Area,
consistent with an approved ACOS plan, to insure ongoing
compatibility between Specific Plan land uses and airport
operations.
Policy 4.3.5: Transit Service
The City shall encourage public transit agencies to serve the
County Airport as soon as practical.
Policy 4.3.6: Tank Farm Site
The Chevron Remediation and Development project and its
accompanying EIR provides for a comprehensive development
and conservation plan for the entire property. This development
plan includes mitigation measures adopted with the Chevron Tank
Farm Remediation and Development Project EIR and must meet
with the approval of federal, state and local agencies with
jurisdiction over the hazards and natural resources present, and
includes:
a) A detailed resource management plan to protect and enhance
natural resources found on the Tank Farm Site, including
sensitive species and their habitats (e.g., wetlands, riparian
corridors, and native grasslands).
b) Conservation easements for the permanent protection of
natural resources dedicated to an appropriate trustee agency
such as the City, County, RWQCB or SLO Land Trust.
c) A detailed, site-specific plan for remediation of contaminated
areas associated with developing areas designated for
development and habitat restoration consistent with the
Remedial Action Plan evaluated with the Chevron Tank Farm
EIR (2013-2014).
LAND USE | 4-13
d) An implementation plan that links development entitlements to
completion of specific remediation and habitat-improvement
actions.
e) A mechanism, such as an endowment, for implementing the
long-term monitoring, enhancement and maintenance included
in the plan.
Policy 4.3.7: Tank Farm Road Improvements
Prior to development of the Tank Farm site, Chevron, or its
successor in interest, must provide a tentative map with
preliminary design plans for improvements to Tank Farm Road
adjacent to its property. The design plans will address roadway
design standards provided in Chapter 6, including the roadway
design, median and parkway landscaping, re-grading of the
berms, re-location and replacement of chain link fencing with a
more visually compatible solution, and alignment and design of
on-street and off-street pedestrian and bicycle connections as
shown in the circulation section, chapter 6.
Policy 4.3.8: Approach and Climb-Out Paths
Retain extensive undeveloped land under the approach and climb-
out paths for all active runways.
Policy 4.3.9: East Airport Area Clear Zones
The City and the County will work to obtain land or development
rights in the East Airport Area to maintain clear zones for the east-
west runway.
Policy 4.3.10 Runway Protection Zones
No new development, roads or land uses shall be allowed within
the Runway Protection Zone in accordance with the Federal
Aviation Administration policies (including the Interim Guidance
published on September 27, 2012, and the Advisory Circular
150/5300-Change 17, unless the interim guidance is replaced with
future FAA policies), unless the development or land use is
specifically approved in coordination with the FAA.
Policy 4.3.11: Uses Not Listed
The Community Development Director will determine whether
uses not listed in Table 4.3 are allowed or conditionally allowed,
subject to the appeal procedures established in the Municipal
Code. The interpretation procedure is not used as a substitute for
the amendment procedure to add new types of uses to a zone.
Policy 4.3.12: Zoning Regulations
Zoning Regulations standards shall apply to the Airport Area
where no equivalent standard is provided in this Specific Plan, to
the discretion of the Community Development Director.
4-14 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Table 4.3 – Allowed Uses
Key: A = Allowed D = Allowed by Administrative Use Permit PC = Allowed by Planning Commission Use Permit Footnotes (see end of table)
Land Use
Zoning District
PF C-S M BP
INDUSTRY, MANUFACTURING & PROCESSING, WHOLESALING
Furniture and fixtures manufacturing, cabinet shop D A
Industrial research and development D D D
Laboratory - Medical, analytical, research, testing A A A
Laundry, dry cleaning plant A A A1
Manufacturing - Heavy D PC
Manufacturing - Light D A A
Petroleum product storage and distribution D
Photo and film processing lab A A D
Printing and publishing A A A
Recycling facilities - Collection and processing facility D
Recycling facilities - Scrap and dismantling yard D
Recycling facilities - Small collection facility D A
Storage yard D A
Warehousing, indoor storage A A D1
Wholesaling and distribution A A PC
LODGING
Homeless shelter (see note 8) PC PC PC
Hotel, motel (see note 8) PC
LAND USE | 4-15
Table 4.3 – Allowed Uses
Key: A = Allowed D = Allowed by Administrative Use Permit PC = Allowed by Planning Commission Use Permit Footnotes (see end of table)
Land Use
Zoning District
PF C-S M BP
RECREATION, EDUCATION, & PUBLIC ASSEMBLY USES
Bar/tavern D D D1
Club, lodge, private meeting hall D
Commercial recreation facility - Indoor PC PC D
Commercial recreation facility – Outdoor PC PC
Fitness/health facility A A A1
Night club D
Park, playground D
Public assembly facility PC PC
Religious facility8 D D2
School – Specialized education/training8 A A D
Sports and active recreation facility PC PC PC
Sports and entertainment assembly facility PC PC
RESIDENTIAL USES
Caretaker quarters A A A D
4-16 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Table 4.3 – Allowed Uses
Key: A = Allowed D = Allowed by Administrative Use Permit PC = Allowed by Planning Commission Use Permit Footnotes (see end of table)
Land Use
Zoning District
PF C-S M BP
RETAIL SALES
Auto and vehicle sales and rental A PC
Auto parts sales, with installation A A
Auto parts sales, without installation A A
Building and landscape materials sales, indoor A A
Building and landscape materials sales, outdoor A A
Convenience store D D A1
Farm supply and feed store A D
Fuel dealer (propane, etc) D A
Furniture, furnishings, and appliance stores A
General retail – 2,000 sf or less A1
Office-supporting retail, 2,000 sf or less A1
Office-supporting retail, More than 2,000 up to 5,000 sf D1
Produce stand
Restaurant D D A
Service station (see also “vehicle services”) D D A1
Warehouse stores – 45,000 sf or less gfa A
Warehouse stores – more than 45,000 sf gfa D
PC
LAND USE | 4-17
Table 4.3 – Allowed Uses
Key: A = Allowed D = Allowed by Administrative Use Permit PC = Allowed by Planning Commission Use Permit Footnotes (see end of table)
Land Use
Zoning District
PF C-S M BP
SERVICES – BUSINESS, FINANCIAL & PROFESSIONAL
Land Use
Zoning District
PF C-S M BP
SERVICES - GENERAL
Catering service A A
Copying and Quick Printer Service A A D1
Day care - Adult,Child Day Care Center8 A5 A5 D1
Equipment rental A A
Food bank/packaged food distribution center D D
Maintenance service, client site services A A PC
Mortuary, funeral home8 D D
Personal services A D1
Banks and financial services8 D A A1
Business support services A D4
Medical Service – Doctor Office8 D4 D4
Medical Service – Clinic, Lab, Urgent Care8 D4 A
Office – Business and service8 D
Office – Government8 A A
Office – Processing8 A D A
Office – Production and administrative8 A D A
Office – Airport Related Services8 A A A A
Office – Professional8 A
Photographer, photographic studio A
4-18 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Table 4.3 – Allowed Uses
Key: A = Allowed D = Allowed by Administrative Use Permit PC = Allowed by Planning Commission Use Permit Footnotes (see end of table)
Land Use
Zoning District
PF C-S M BP
SERVICES – GENERAL
Personal services - Restricted D
Public safety facilities A
Public utility facilities A A A
Repair service - Equipment, large appliances, etc. A A
Social service organization8 D
Vehicle services - Repair and maintenance - Major A A
Vehicle services - Repair and maintenance - Minor A A
Vehicle services - Carwash D D
Veternary clinic-hospital, boarding, large animal D D
Veternary clinic-hospital, boarding, small animal, indoor A
Veternary clinic-hospital, boarding, small animal, outdoor D
Land Use
Zoning District
PF C-S M BP
TRANSPORTATION & COMMUNICATIONS
Airport Facilities/Expansion PC PC PC PC
Ambulance, taxi, and/or limosine dispatch facility A D D
Antennas and telecommunications facilities PC D D D
Broadcast studio8 A6 A6 A6
Parking facility PC D D
Refuse Hauling, Septic Tank, Portable Toilet Sewers PC D
Truck or freight terminal A A6 D
Water and wastewater treatment plants and services PC PC PC PC
LAND USE | 4-19
Numbered Notes to Table 4.3:
1. These activities are considered secondary uses for business parks.
Within a development project site, their combined floor area shall not
exceed 25 percent of the total floor area. Some are also subject to
limits on individual floor area, as shown in the body of the table. Floor
area limitations shall not apply to bank headquarters.
2. Use permit review shall consider that the C-S zone is primarily
intended to accommodate uses not generally suited to other
commercial zones because of noise, truck traffic, visual impacts and
similar factors. A use permit may be approved only when the church
will not likely cause unreasonable compatibility problems with existing
or likely future service commercial uses in the vicinity. Use permit
conditions may include measures to mitigate incompatibility.
3. In the C-S zone, nightclubs must contain a minimum of four thousand
five hundred square feet of floor area. The required use permit
process shall address parking, neighborhood compatibility and
security issues.
4. In order to approve a Medical Service use in the C-S or BP zones, the
Hearing Officer must make the following findings:
a) The proposed medical service is compatible with surrounding land
uses.
b) The proposed medical service is located along a street
designated as an arterial or commercial collector in the Circulation
Element and has convenient access to public transportation.
c) The proposed medical service will not significantly increase traffic
or create parking impacts in residential neighborhoods.
d) The proposed medical service is consistent with the Airport Land
Use Plan.
e) The project will not preclude service commercial uses in areas
especially suited for these uses when compared with medical
services.
f) The project site can accommodate the parking requirements of
the proposed medical service and will not result in other lease
spaces being under-utilized because of a lack of available
parking.
5. Allowed by right only in the S-1c and S-2 aviation safety areas (as
defined in the ALUP), where an employer provides on-site child care
to 14 or fewer children for the exclusive benefit of employees. Larger
facilities for employees may be approved by the Planning
Commission, if allowed by the Airport Land Use Commission.
6. Broadcast studios are allowed by right except that an administrative
use permit is required to permit any on-site antennas, dishes, or
transmission towers; or any radio, microwave or other type of
airbound transmission from the project site or any other site within the
Airport Area.
7. Caretakers quarters shall have a maximum floor area of 1,000 square
feet and shall not be allowed in aviation safety area S-1a or the
runway protection zone, as defined in the ALUP.
8. These uses are identified in the San Luis Obispo County Regional
Airport Land Use Plan as noise-sensitive, specific sound-attenuation
requirements may apply. Refer to the ALUP for more information.
4-20 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
4.4 DEVELOPMENT INTENSITY STANDARDS
The following development standards prescribe the intensity of
development in the planning area based on criteria such as parcel
dimensions, building coverage, floor area ratios, employee
concentrations, etc. (also see “Design Guidelines and
Development Standards,” Chapter 5). The standards for the R-2
and AG zones are as provided in the City’s Zoning Regulations.
4.4.1 PARCEL DIMENSIONS
The minimum dimensions for land parcels under each land use
designation are shown in Table 4.4. Condominiums are the
preferred approach for accommodating small, individually owned
business spaces.
4.4.2 BUILDING INTENSITY AND COVERAGE
Building intensity is measured by “floor area ratio,” which is the
ratio of building floor area to parcel area. For example, a one-story
building covering one-half of its site would have a floor area ratio
of 0.5, while a two-story building covering one-half of its site would
have a floor area ratio of 1.0.
Coverage is simply the percentage of the parcel area covered by
specified features. In the Zoning Regulations, coverage limits
apply only to buildings and other structures. Within this specific
plan, some land use designations have coverage limits for
additional features. Table 4.5 shows allowable floor ratios and
building coverage standards for each land use designation.
4.4.3 EMPLOYEE AND CUSTOMER CONCENTRATIONS
Maximum concentrations for employees and customers are
established in the interest of airport safety. Table 4.6 shows
permitted concentrations of people by Aviation Safety Area, per
the Airport Land Use Plan.
4.4.4 BUILDING SETBACK STANDARDS
Setbacks are the landscaped spaces between buildings or parking
and property lines, whether along streets or between adjacent
parcels. Table 4.7 shows setback standards.
4.4.5 PARKING REQUIREMENTS
The parking requirements for development in the Specific Plan
area are shown in Table 4.8. The table includes minimum and
maximum parking rates. The design of parking areas is discussed
in detail in Chapter 5.
Table 4.4
San Luis Obispo Airport Area Specific Plan
PARCEL DIMENSIONS
Land Use
Designation
Minimum
Area
Minimum
Width
Minimum
Depth
Maximum
Depth:
Width
Ratio
Minimum
Frontage
Open Space 40 ac 660 ft 660 ft None None (b)
Business Park 0.5 ac (a) 100 ft 100 ft 3:1 50 ft
Service
Commercial 9,000 sf 60 ft 100 ft 3:1 40 ft
Manufacturing 9,000 sf 60 ft 100 ft 3:1 40 ft
Airport Facility Subdivision and lease parcels are subject to approval by the
County.
Medium-
density
Residential
Minimum dimensions are as provided in the Subdivision
Regulations. The mobile-home park has been recognized as a
long-established use. It may be converted to resident-
ownership, but redevelopment of the site at an increased
density is not permitted by the Airport Land Use Plan.
Notes: (a) Guideline: The Business Park zone should include a range of parcel
sizes above the minimum.
(b) Each parcel must have access from a public road, or an access easement
from a public road acceptable to the City.
(c) Common Interest Subdivisions are permitted, subject to the requirements of
the Subdivision Regulations.
LAND USE | 4-21
Table 4.5
San Luis Obispo Airport Area Specific Plan
BUILDING INTENSITY AND COVERAGE STANDARDS
Also see Table 4.6 and Figure 4-5. Limitations on employee and customer
concentrations due to airport safety are more restrictive than the standards
provided below in most cases and may reduce maximum potential FAR.
Design Standard
Land-use Designation
Business
Park
Service
Commercial Manufacturing
Maximum floor area ratio:
warehousing, storage, or
automated manufacturing uses
1.0 1.0 1.0
Maximum floor area ratio: all other
uses .6 .6 .6
Maximum coverage for buildings,
driveways, and parking (a) 80% 90% 90%
Minimum landscaped space
(planted areas, water features,
and hard surfaces used mainly, by
pedestrians) as percentage of site
area
20% 10% 10%
Table 4.6
San Luis Obispo Airport Area Specific Plan
EMPLOYEE & CUSTOMER CONCENTRATIONS
Airport Safety Area
Maximum number of Employees,
Clients or Customers with Long-term
Stays On Each Site
Runway Protection Zones 5 per acre
Aviation Safety Area S-1a 40 per acre
Aviation Safety Area S-1b 50-75* per acre
Aviation Safety Area S-1c 120 per acre
Aviation Safety Area 2 Unlimited
*Refer to Airport Land Use plan, actual maximum depends on project site
distance form runway Numbers may be averaged over an entire property.
Table 4.7
San Luis Obispo Airport Area Specific Plan
SETBACK STANDARDS
Setback Distance
Between: Business Park Service
Commercial Manufacturing
Buildings and
property lines
along streets (a)
16 feet 16 feet 16 feet
Parking lots and
property lines
along streets
10 feet 5 feet 5 feet
Buildings and
property lines
between adjacent
parcels (b)
None None None
Parking lots and
property lines
between adjacent
parcels (c)
5 feet None None
All Zones –
Setbacks from
property lines
along Buckley
Road
All Physical Improvements ñ 15 feet
Buildings ñ 32 feet
Parking Lots ñ 25 feet
Notes: (a) Uncovered sitting and eating areas may be located within setbacks,
but to noise exposure are discouraged along major roads.
(b) The Building Code may require separation, depending on the type of
construction. (c) Parking lots covered by a common parking agreement may extend
across a
4.4.6 BUILDING HEIGHT
The maximum building height standards for the Airport Area
Specific Plan are provided in Table 4.9. Chapter 5 includes
important guidelines for building design with respect to building
height. Notwithstanding the height restrictions provided in Table
4.9, in no case are building heights permitted to create an
“obstruction to air navigation” as defined in the SLO County
Regional Airport Land Use Plan.
4-22 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Table 4.8
San Luis Obispo Airport Specific Plan
PARKING STANDARDS
Type of Land
Use
Minimum Parking Rate
(1 space/indicated floor area)
Maximum Parking Rate
(1 space/indicated floor area)
Square feet Square feet
Business
services,
research,
design,
manufacturing
500 300
Retail sales
and personal
services
300 300
Warehousing,
wholesaling 1,500 500
Child or elder
care for on-
site workers (a)
None None
Note: (a) The parking for care facilities serving multiple employers will be
determined through the required use permit, and may take into consideration
loading or short-term stopping lanes on the site as well as any curbside parking
spaces in the public right-of-way.
Table 4.9
San Luis Obispo Airport Area Specific Plan
MAXIMUM BUILDING HEIGHT STANDARDS
Building Type
Land Use Category
Business
Park
Service
Commercial Manufacturing R-2
Occupied
Buildings 45 feet* 36 feet 36 feet See R-2
zoning
Non-Occupied
Architectural
Features
52 feet 46 feet 46 feet See R-2
zoning
*not to exceed 3 stories
Note: Notwithstanding the height restrictions provided in Table 4.9, in no case
are building heights to create an “obstruction to air navigation” as
defined in the SLO County Regional Airport Land Use Plan.
.
4.4.7 AMENITY INCENTIVES
Projects in the Business Park, Service Commercial, and
Manufacturing designations may be granted incentives for
amenities that are not required by the Zoning Regulations or by
this specific plan. Examples of such amenities are:
child or elder care facilities
bicycle or public transportation facilities, integrated with
areawide systems, such as improved transit stops or bike
paths
wildlife habitat restoration (beyond what may be required)
pubic plaza areas designed to allow use by the general public
public art (beyond minimum City requirements)
private recreational facilities (sports and volleyball courts)
implementation of the drainage policies listed in Section 7.1
beyond that required by the Waterways Management Plan.
Such incentives are limited to the following exceptions to
Development Standards, and each is subject to approval by the
Planning Commission, Architectural Review Commission or
Community Development Director:
Up to 10% increase in floor area ratio (for example, from 0.6 to
0.66)
Up to 20% increase in height
Up to 20% reduction in required street setback
Up to 10% reduction in required parking
4.4.8 PROPERTY CONDITION
A. All land, structures, and improvements shall be maintained in a
condition that does not detract from the health, safety, and
appearance of the planning area. In particular, the following
conditions are prohibited:
1. Dilapidated or vandalized buildings, parts of buildings,
signs, outdoor walls, fences, or landscape features such as
benches and fountains.
LAND USE | 4-23
2. Accumulation of trash or debris.
3. Accumulation of scrap materials, except at a contractors’
yard or bulk recycling facility approved and screened.
4. Dead landscape planting.
5. The proliferation of untended, weedy plants on the part of
a site approved for development.
B. Vehicle and equipment storage shall be regulated so that it
does not detract from appearance of the planning area. The
following provisions shall apply to any motor vehicle, trailer,
camper, camper shell, motorcycle, motor-home, boat, aircraft,
or similar conveyance:
1. Off-street parking or storage shall be on a dust-free, all-
weather surface.
2. Modifying, servicing, repairing, restoring, assembling,
disassembling, or wrecking shall be conducted within an
enclosed building, except where approved and screened
as provided in this chapter
3. Parking, storing, or placing such a conveyance, or any part
of such a conveyance, which is disabled, unregistered,
orinoperative, shall be within an enclosed building, except
where approved and screened.
4.5 DETAILED AREA PLAN FOR COMPATIBILITY
WITH AIRPORT OPERATIONS
The Land Use Chapter of the Airport Area Specific Plan has been
prepared in consultation with the Airport Land Use Commission
and its policies are intended to insure on-going compatibility
between development in the Airport Area and airport operations.
There is a mutually beneficial relationship between economic
development in the Airport Area and the continued operation and
expansion of the SLO County Regional Airport. This relationship is
balanced by the need to insure the safety of both people who live
and work in the area as well as aircraft passengers and pilots. To
help insure that this balance is maintained, this Specific Plan
includes goals, policies and programs to guide decision makers.
Figure 4-5 illustrates how the safety policies of the Airport Land
Use Plan will be met, although the Airport Land Use Plan and not
Figure 4-5 set the actual standards. Figure 4-5 is simply provided
to illustrate the effect of those standards.
Policy 4.5.1 Cluster Development Zone
The AASP shall meet the open space requirements of the ALUP,
and the area shown in Figure 4-5 shall be maintained in a manner
that qualifies the area as a Cluster Development Zone (CDZ), to
the approval of the Airport Land Use Commission.
Policy 4.5.2 Airport Compatible Open Space
Per the requirements of the ALUP, Airport Compatible Open
Space (ACOS) shall be maintained consistent with ALUP policies.
The following areas are included as ACOS zones: 1. The
agricultural buffer along the southwest boundary of the Avila
Ranch property, 2. The ACOS zones north and south of Tank
Farm road as depicted in figure 4-6.
Table 4.10
San Luis Obispo Airport Area Specific Plan
CLUSTER DEVELOPMENT ZONE
Land Use Designation Acres %
Open Space and Agriculture 425 37%
Business Park 233.2 20%
Services and Manufacturing 491.4 42%
Medium-density Residential 7 1%
Total 1156.6 100%
4-24 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Figure 4-5 Airport Compatibility (Maximum Non-Residential Density)
LAND USE | 4-25
Figure 4-6 Airport Compatible Open Space areas on the Chevron Tank Farm property
COMMUNITY DESIGN | 5-1
5.0 COMMUNITY DESIGN
Each ‘layer’ of understanding informs the planning response.
INTENT
SENSE OF PLACE
The intent of the Community Design Chapter is to ensure that new
development in the Airport Area is well-designed and contributes
to the creation of a built environment that enhances San Luis
Obispo’s unique sense of place. A second objective is to provide
for new development whose physical character will enhance and
respond to San Luis Obispo’s and the Airport Area’s specific
physical and aesthetic context. In other words, new development
should reflect the area’s unique character and tradition, and not be
typical industrial tract type development.
PHYSICAL IDENTITY
The physical identity of the Airport Area is a product of several
diverse elements, including natural factors such as topography,
vegetation and drainage, and human factors such as land use,
development patterns and architectural character. In order to
achieve a built environment in the Airport Area that is a positive
physical expression of its setting, it is important to understand the
qualities and elements that contribute to its identity. Observation
of the landscape and community input highlight a number of
qualities that contribute to the positive identity of the area. These
5-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Views of Santa Lucia Range are an important component of the planning area’s
character.
Removal of remnants of former oil tank farm will enhance the area’s visual quality
and sense of openness.
qualities are the basis for a series of design principles that have
informed the creation of the design guidelines and development
standards in this Chapter, and the Plan as a whole:
Openness
Connectivity
Transition
Ruralness
Diversity
The following is a brief discussion about how these qualities are
present in the landscape, and how, as guiding principles, they can
ensure that new development will be compatible with, and
enhance, the identity of the Airport Area.
OPENNESS
Importance of Views
From its location on the periphery of the City, the greater
landscape of hills, valleys, cultivated fields and pastureland easily
dominates the manmade elements such as industrial buildings,
airport facilities, roadways, utility lines, and scattered homes. The
area is visually quite ‘open’, affording sweeping views of the
scenic rural and agricultural open space and distinctive peaks and
ridgelines that ring the area. In spite of the absence of distinctive
visual elements or design features within the area, and the
generally low visual quality of much of the existing development,
the area leaves a very positive impression due to the views
provided to the more scenic surroundings. Preserving this sense
of openness should be pursued in all new Airport Area
development.
Open Space Framework
The land use plan preserves this sense of openness by
designating most of the former tank farm site at the heart of the
planning area for natural open space, and by preserving wide,
COMMUNITY DESIGN | 5-3
The mature widow of cypress trees along South Higuera Street unifies the
corridor ad suggests a visual connection back to the city center.
Planning area creeks provide an opportunity to create open space corridors with
bicycle and pedestrian connections to the rest of the community.
naturally vegetated open space corridors along planning area
creeks. This framework ties into the open space system of the
Margarita Area and the South Street Hills, the citywide creek
system, and the citywide greenbelt that encompasses the south
edge of the planning area. The result is an extensive open space
framework that will allow new development to occur while still
maintaining much of the setting’s existing open quality. Figure 5-1
illustrates the Open Space Framework envisioned by the Plan.
Open Space Framework Design Guidelines
To build on the open space amenity, the following design
guidelines should be implemented:
When possible, streets and buildings within the Airport Area
should be designed to take advantage of views out to the open
space areas, agricultural fields, peaks and ridgelines that
contribute so much to the area’s character, and in to the
natural environment of the former tank farm.
Providing breaks or “windows” in the development pattern
should be encouraged to loosen the development fabric and
afford views out to the surrounding agricultural environment,
and in to the natural environment of the former tank farm.
Building heights and location should be carefully considered in
order to minimize the obstruction of scenic views.
The use of solid fences and other features that obstruct views
and diminish the sense of openness should be discouraged.
Additional cleanup of the former tank farm site should be
undertaken to remove unsightly surface features that obstruct
views or detract from the quality of views.
Consistent with human health and safety, the earth berms and
fencing along Tank Farm Road should be removed or
reconfigured to improve views and the overall visual quality of
the landscape and roadway.
5-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Figure 5-1 Creek and Open Space Framework
COMMUNITY DESIGN | 5-5
CONNECTIVITY
Planning Area Connections to City
If the Airport Area is to be perceived as part of the City and
contribute to the overall character of the community, it is essential
to make evident its connection to the rest of the community. The
location of the South Street Hills between the planning area and
the central portion of the City acts as a barrier that weakens the
apparent physical link between the two areas. In addition, the
difference in land use (i.e., predominantly industrial) and the
generally lower development standards in the planning area
weaken the perceived aesthetic and cultural connections that
might bind the Airport Area to the larger community.
The Specific Plan, through its land use plan, development
standards and design guidelines, presents strategies to
strengthen both the physical and perceptual connections. Three
key elements physically link the City and the Airport Area:
The South Higuera Street and Broad Street corridors,
The creeks that flow from the City through the area; and
Open space and hills bordered by urban development
Enhancing the Connections
By enhancing these elements, the physical connections can be
strengthened. By raising the design and development standards in
the area to be more consistent with the rest of the City, the
perceived connection (i.e., the sense of belonging) between the
Airport Area to the rest of the City can also be enhanced. While
the community design concept strives to enhance the connections
between the planning area and the urban core of the City, it also
attempts to preserve a positive relationship with the surrounding
rural, agricultural landscape. As discussed in the preceding
discussion of “openness”, the Plan calls for preservation of visual
connections between the developed areas and rural open space
areas.
Connectivity Design Guidelines
The sense of planning area connectivity can be enhanced in the
following ways:
Create consistent design treatments, such as street trees and
gateway features, along the South Higuera Street and Broad
Street corridors that show the extension of the City’s domain
into the Airport Area, while also unifying and enhancing the
character and quality of these corridors.
Where feasible, extend new planning area roadways to
connect with existing roadways as a means of improving the
east-west and north-south connections with the rest of the
City. This should include local streets as well as collectors
such as Prado Road and Santa Fe Road.
The Edna Valley wine region is an important
destination and entry to the city.
5-6 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Internal street systems should be designed to provide through
connections with adjoining properties, and avoid overly
circuitous and dead-end routes.
Improve pedestrian and bicycle connections between the
planning area and the City by developing creekside multi-use
trails throughout the planning area, with connections to
existing and proposed creekside trails in adjoining areas.
Provide sidewalks and bicycle paths or lanes along all
planning area roadways, with connections to existing and
proposed facilities on adjoining City streets.
Physical and visual connections should be provided between
development areas and the adjoining open space areas.
Pedestrian and bicycle paths should connect development
areas with the creekside trail system in the central open space
area.
TRANSITION
Part of an Urban/Rural Continuum
From a community design standpoint, the annexation and
development of the Airport Area is intended to provide a
permanent and gradual transition from the urbanized core of the
City to the surrounding rural countryside, and vice versa. The
Airport Area is not just the outer ring of the urbanized area, but is
conceived as part of a continuum between two increasingly
dynamic activity centers: Downtown San Luis Obispo, on the one
hand, and the Edna Valley wine region on the other. The Airport
Area is not just the last part of town seen when heading south. It
is also the gateway to the City from the Edna Valley. The role the
planning area plays as a transition between urban and rural is key
to conceiving the future development character of the area.
An analysis of the planning area context shows that the valley
expands north to south from the urban core to the agricultural
areas. The scale of the landscape and the sense of openness
dramatically increase as one travels south: land patterns and
natural elements increase in scale, the city street grid expands,
parcel sizes tend to increase, and the valleys widen out to open
fields. Views are drawn to the Davenport Hills in the south and
the South Street Hills in the north. From east to west, the
landscape tends to be more even in scale, texture and land use,
with views being drawn towards the Santa Lucia Range to the
east and the Irish Hills to the west. Conceptually, the valley
landscape, and the particular combination of land use,
infrastructure and topography in the area, can be conceived as an
expanding grid that opens out from the heart of the City to the
agricultural lands in the south. Figure 5-2 shows an abstraction of
this concept.
Enhancing the Transition
The community design framework derived from this
conceptualization recognizes the Airport Area as a physical part of
the landscape continuum, and attempts to strengthen connections
and clarify transitions in pattern and scale from City to Airport Area
to agriculture. The community design framework suggests that the
pattern of new development should fit into the existing patterns
instead of substituting another pattern of its own, and that the
scale of the new development should serve to transition from the
town grid to the agrarian grid. The abstraction of the valley
landscape illustrated in Figure 5-2 is not intended as a literal
depiction of future form, but as a tool to help understand the
qualities that make the Airport Area special. The community
design principles derived from the physical analysis of the urban
and agricultural landscapes are to ensure that the form of future
development in the Airport Area will be compatible with its context.
“Transition Design” Guidelines
The sense of transition in the planning area can be enhanced by
implementing the following design guidelines:
The open space should flow south from the South Street Hills,
through the Margarita area, down through the center of the
planning area, gradually expanding outward as it merges with
the unincorporated agricultural lands to the south.
COMMUNITY DESIGN | 5-7
Figure 5-2 The planning area (shaded) forms a critical link in the
transition from San Luis Obispo’s urban core to the rural
open space south of the planning area. The expanding
grid conceptually illustrates the change in scale and
openness as one moves from town to country.
The southern entries to the planning area along South Higuera
Street and Broad Street should be marked as gateways to
announce the transition from County to City.
The landscape treatment of both public roadways and private
development should reflect the transitional character of the
planning area by maintaining a plant palette that is more
natural and agrarian in character, rather than emphasizing
ornamental and exotic species.
Lighting levels along public roadways and within private
development areas should generally be kept as low as
possible, consistent with public safety, in order to provide a
transition between urban and rural levels of illumination.
RURALNESS
Responding to the Rural Agricultural Heritage
The sense of the community’s rural, agricultural heritage is still
strong in the planning area vicinity. Cattle grazing and scattered
rural residences within the planning area and a nearby tannery in
the Margarita Area are reminders of the area’s past, as are the
active farms and vineyards that are visible to the south and east.
The design and layout of future development should strive to
maintain a connection to this tradition, and not allow the area to
become just another anonymous corporate business park or
industrial center.
While development of the area will clearly reduce the planning
area’s rural, agricultural characteristics, there are a number of
ways in which references can be made to this heritage through
site planning, landscape design, and architecture. The intent is not
to dictate agriculturally-themed or historicist architecture, but to
encourage development that recognizes and references the area’s
rural, agricultural heritage as a significant cultural element that
contributes to the special identity of the planning area.
5-8 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
“Ruralness” Design Guidelines
Some of the methods by which the sense of connection to the
area’s rural, agricultural heritage can be enhanced include:
The preservation of view corridors from planning area
development and roadways out to surrounding open space
and agricultural lands.
The use of building forms that are generally simple and
expressive of their function, as are most agricultural buildings
and structures.
The incorporation of architectural forms and details that
reference those of rural, agricultural structures.
The use of a landscape palette that emphasizes the use of
native and naturalized plant materials, as well as ornamental
versions of agriculturally-based species such as olives,
walnuts, and grapes.
The use of planting patterns that evoke either natural growth
patterns, such as oak woodlands, agricultural planting
patterns, such as orchards, or rural farm patterns such as
shaded allées.
The use of building materials and colors that are reminiscent
of, or at least compatible with, rural, agricultural development.
The use of surface drainage, such as grassed swales, to
collect and transport runoff, rather than strict dependence on
subsurface systems.
DIVERSITY
Concern for Quality, Rather than Style
The development character of San Luis Obispo is characterized
by a pleasant diversity of styles that portray the community’s
growth over time. The Plan calls for this diversity to be continued
in the development of the Airport Area. The repetitive quality or
‘sameness’ that seems to characterize development in many
industrial and business park areas is to be avoided. Conversely,
Views of adjoining agricultural setting creates a rural context for the area.
The area’s rural/agricultural heritage can be a source of future built form
and character.
COMMUNITY DESIGN | 5-9
an “anything goes” approach to architectural design should also
be avoided. A specific framework is desirable. As in the rest of the
community, the unifying element will be the concern for quality,
rather than style. Incorporation of the preceding four community
design principles in the design of new development should provide
a sound foundation that allows for diversity in the design of
individual developments without sacrificing quality.
Diversity should be obtained within a framework of cohesiveness.
Architectural forms that respond to the area’s rural heritage, when
incorporated into new structures and remodeled existing
structures, will create a cohesive framework that will impart an
image to the area as a whole. Diversity within this framework is
encouraged.
“Diversity” Design Guidelines
Implementation of the following design guidelines will enhance the
diversity of future planning area development:
Understanding that similar building systems are employed to
construct industrial and office type structures, building design
should still be varied and distinctive. Repetitive design
solutions should be avoided.
Natural and man-made features such as drainageways,
landmark trees and tree stands, utility easements, flight zones,
etc. should be considered as elements that give diversity and
character to the development of the area.
In addition to the architectural design, elements such as
landscaping, signage, and lighting should be used to add
richness, continuity and diversity to the development pattern.
Adjacent buildings should be of compatible styles, or
separated sufficiently to allow each style to be appreciated
independently from the other.
The diversity of San Luis’ architecture is part of the City’s charm.
This structure reflects the rural architectural framework while reflecting
the region’s history.
5-10 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
GOALS, GUIDELINES AND STANDARDS
The guidelines and standards that follow are more specific
interpretations of how the community design principles discussed
above can be applied to site planning, architecture, landscape
design and roadway design.
The format followed in this chapter uses goals, guidelines and
standards to provide a variety of design direction. Goals are
statements of a desired end state, and are intended to provide a
general overall direction to landowners, developers, and City staff
and decision-makers. Guidelines refer to methods or approaches
that may be used to achieve a stated goal. Typically, guidelines
are still general, and often qualitative, in nature. They are open to
interpretation depending upon specific conditions, and are
intended to leave significant discretion as to how they are
satisfied. Guidelines should be followed unless it is demonstrated
that an alternative design better implements the goals, policies,
and other guidelines of this plan. Standards, on the other hand,
define actions or requirements that must be fulfilled by new
development.
SITE PLANNING AND ORGANIZATION
Building Orientation and Setbacks
Relationship to the Street. Frequently, industrial and business
park development abandons the public street solely to vehicular
traffic by orienting buildings internally toward their parking lots,
rather than toward the public domain represented by the street.
This typically results in an anonymous, unanimated public corridor
that is unattractive to pedestrians and bicyclists. New
development in the Airport Area will be encouraged to consciously
consider how its design can positively influence the aesthetic
character of the streetscape and enhance its suitability for
pedestrian use. Requiring buildings to directly address the street
is one means of adding character and focus to the public domain.
Buildings should address the street directly and maintain consistent
street setbacks.
COMMUNITY DESIGN | 5-11
Buildings on corner lots need to present an attractive façade to both
streets.
Goal 5.1: A continuous, well-defined streetscape edge
that unifies and enhances the character of the
development areas and that supports
pedestrian activity through its site planning and
design.
Guidelines
A. Buildings are encouraged to front directly on the
landscaped setback adjacent to the street right-of-way,
rather than locating parking between the street and
building.
B. Parking should be located behind or along the sides of
buildings.
C. The main entrance to any building with frontage on the
primary street serving the project should be oriented
toward the primary street.
D. Building setbacks on adjacent parcels should be varied to
provide visual interest, but not so much that the variation
destroys the continuity of the streetscape frontage. The
variation between setbacks along a streetscape frontage
should not be more than 5 meters (16 feet).
Standards
5.1.1 Principal buildings shall be oriented parallel to the street.
5.1.2 No more than one double-loaded parking bay will be
allowed between the street and the front of the building.
5.1.3 Direct pedestrian access shall be provided from the street
serving the project to the main entrance.
5.1.4 Buildings shall have architecturally articulated entry
features facing the street.
Relationship to Open Space. The Airport Area is blessed with a
dramatic natural setting that includes substantial open space
resources at the heart of the development area. While the primary
orientation of new development should be toward the streets that
serve it, new development also needs to consider building
orientation that takes advantage of the open space amenity.
Airport Area development should be conceived as being built
within a continuous and fully integrated open space framework
that consists of a range of natural and man-made open space
resources. These resources range from the creek corridors and
natural resource areas that extend through the center of the area,
to the public streetscapes that front all development, to the open
space amenities provided within individual developments. In order
to realize the potential of this framework, it is essential that new
development include physical and visual connections between
development areas and open space areas.
Buildings arranged to preserve views.
5-12 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Mountain view corridors through development areas to open space
areas.
Provide pedestrian and bicycle access to open space trail system.
Goal 5.2: New development fully integrated with a
comprehensive open space framework.
Guidelines
A. On sites with multiple buildings, building heights and
separation between structures should be coordinated to
allow views to surrounding open space and landforms.
B. Development adjacent to public open space and trails
should allow for public access to the open space from
developments that do not share adjacency or direct access
to the open space system.
C. The siting of buildings, service facilities, circulation,
parking, and other elements of new development should
take into consideration established development patterns
adjacent to the site. Potentially incompatible uses or
design elements (e.g., loading areas, refuse collection
areas, and high traffic access drives) shall be sited away
from sensitive existing use areas on adjacent sites, such
as entrances, plazas, lunch areas and other gathering
places.
Standards
A.1.1 On properties adjacent to public open space and trails,
convenient pedestrian and bicycle connections shall be
provided for employees between the buildings and the
open space system.
Pedestrian Activity Areas
A primary goal of the Specific Plan is to ensure that future
development contributes to the creation of a high quality work
environment. One method of achieving this goal will be to provide
a safe and attractive pedestrian environment. Frequently,
industrial and business park development does not pay enough
attention to the needs of its users when they are not in their cars.
It is important that the needs of pedestrians, whether employees,
customers or visitors, be sensitively planned for within individual
sites. This includes providing convenient and attractive pedestrian
access from public streets, trails, and parking areas. It also
includes providing comfortable and attractive plazas, courtyards,
and outdoor gathering areas where people can relax individually,
gather as groups, or have lunch away from the work place. While
the character of such areas and the quality of their improvements
will vary depending on the nature of the land use (e.g.,
warehousing versus office uses), all new development should
COMMUNITY DESIGN | 5-13
accommodate outdoor leisure activities for those that work at
these facilities.
Goal 5.3: Attractive and comfortable outdoor pedestrian
use areas near or adjacent to buildings.
Guidelines
A. The provision of open space amenities such as plazas and
seating areas accessible to employees, clients and visitors
is encouraged at building entries and adjacent to buildings.
B. Attractive paving, plantings, and site furniture should be
provided at entries and outdoor use areas.
C. Outdoor use areas should be located away from, or at
least screened or buffered from, parking lots, driveways,
and industrial activity areas that are incompatible with or
unappealing to pedestrian use. Where development sites
are adjacent to open space areas, employee lunch areas
should be located to take advantage of views out to open
space.
D. Outdoor employee use areas should be sited and
designed to ensure comfortable climatic conditions for their
users, including shelter from wind and appropriate
seasonal balance of solar access and shade.
Parking
The parking needed to serve industrial and business park
development can occupy a substantial portion of the developed
area. The design objectives are both functional and aesthetic: to
ensure safe pedestrian movement between the parking and
buildings and to minimize the visual impact associated with large
areas of parking.
Outdoor use areas contribute to the quality of the work environment.
5-14 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
In addition to parking within each development site, on-street
parking is proposed along all local streets. On-street parking can
provide a number of benefits, including: a reduction in traffic
speeds on local streets; an increase in pedestrian activity at the
front of buildings; and a reduction in parking needed on site.
Goal 5.4: Safe and efficient vehicular parking areas that
are designed to be in scale with and visually
subordinate to the development and landscape
setting.
Guidelines
A. On-street parking is encouraged along all streets providing
direct access to a development site.
B. The number of parking area entrances and exits should be
minimized to reduce vehicular conflicts at intersections.
Parking lots with more than 100 spaces should have more
than one street access.
C. Where possible, parking lots on adjacent parcels should
have vehicular and pedestrian connections between lots of
adjacent developments in order to facilitate circulation.
D. Parking areas should be divided into multiple small lots,
rather than one large lot, through the siting of internal
circulation corridors, landscaped medians, and buildings.
E. The use of pervious surfaces that reduce heat buildup and
stormwater runoff are encouraged for parking areas,
particularly in overflow parking areas and those adjacent to
open space (see drainage guidelines at the end of this
chapter).
F. Use low (approximately one meter in height) hedges, shrub
masses or walls between parking areas and street
frontages, and other parking areas, to screen parking lots
from views, as well as to give a defined and attractive edge
to the development site.
Parking and service areas should be located to side and rear of
buildings.
Landscaping should be used to enhance the comfort and aesthetic
character of paving areas.
COMMUNITY DESIGN | 5-15
G. For each parking lot, a single tree species should be used
for all end-of-aisle planting islands, and that species, or
one additional species, should be used for planter areas
between stalls.
H. The use of native plant materials that reference the natural
landscape or ornamental versions of orchard-type tree
species that reference the area’s agricultural heritage are
encouraged. Orchard-style planting of parking areas can
be achieved with an equally-spaced planting of trees at a
ratio of 1 tree for every four spaces for Business Park
development, 1 tree for every six spaces for Services and
Manufacturing development.
Standards
5.4.1. Parking lots shall be located at the rear or side of buildings,
rather than between the front facade of the building and
the street. Side parking shall not exceed 40% of the
frontage of the lot on the primary street.
5.4.2 Where parking layout exceeds two rows in depth (i.e., one
double-loaded parking bay), parking lot aisles shall be
oriented perpendicular to the building(s) (i.e., aligned in
direction of pedestrian movement) to increase pedestrian
safety.
5.4.3 A pedestrian path or sidewalk located within the landscape
median between parking bays is required in cases where
there are more than three bays of parking or the
configuration of the bays makes it difficult for pedestrians
to access the buildings, to the discretion of the Community
Development Director.
5.4.4 Parking lots shall be planted with shade trees in a pattern
and number that can be reasonably expected to shade at
least 50% of the lot surface within ten (10) years of
planting, and provide a nearly continuous canopy at
maturity.
5.4.5 A 10% reduction in the required number of parking spaces
may be granted by the Director for development within
one-quarter mile of a regularly scheduled transit stop.
5.4.6 A 5% reduction in the required number of parking spaces
may be granted by the Director for development that
provides showers and changing rooms, in addition to the
secure, sheltered bicycle parking facilities already required
by City code.
5.4.7 A 5% reduction in the required number of parking spaces
may be granted by the Director for development of parking
areas that increase storm water infiltration (see Drainage
guidelines in section 5.2.4).
A fully-integrated system of on- and off-street bicycle facilities shall be
developed.
5-16 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
New development should encourage safe and convenient pedestrian circulation.
Outdoor Use Areas
Given the nature of proposed business park, service and
manufacturing uses in the planning area, outdoor use areas,
whether for storage, assembly, etc., need to be accommodated.
Table 5.2
San Luis Obispo Airport Area Specific Plan
DESIGN STANDARDS – WALKWAYS AND AMENITIES
Design Standard
Land Use Designation
Business
Park
Service
Commercial Manufacturing
Outdoor amenities for workers,
such as areas for play and
eating, are available.
Encouraged
Encouraged
Encouraged
Where sidewalks along streets
provide indirect routes. Other
walkways will link building
entries, parking lots, bus stops,
and employee convenience
facilities by direct routes.
Required
Encouraged
Encouraged
Pedestrian paths separate from
roadways extend through the
site, particular where routes
parallel to creeks are available.
Required Encouraged
Encouraged
Driveways, parking, and outdoor
employee amenities are share
among neighboring sites,
especially for parcels that are
close to the minimum size.
Encouraged
Encouraged
Encouraged
Goal 5.5: Outdoor storage and work areas that are
aesthetically and functionally compatible with
adjoining uses.
Guideline
A. Site development plans must clearly show all areas
intended for outdoor manufacturing or storage.
COMMUNITY DESIGN | 5-17
Standard
A.5.1 Outdoor manufacturing or storage shall not occupy any
required parking space, driveway, creek or creek setback
area.
The standards in Table 5.3 shall apply to outdoor use areas.
Screening
Goal 5.6: All loading, service, storage areas, trash and
recycling collection areas, and all utilities are
properly screened from view of streets, primary
entry drives, buildings, and recreation and open
space areas.
Guidelines
A. All screening enclosures should be designed as an integral
part of the building, and should be constructed of durable
materials with finishes and colors that are compatible with
the project’s overall architectural character. Enclosure
walls should have foundation planting or be planted with
vines to soften their appearance.
B. Transformers and other utility equipment that must be
above ground should be screened with planting, berms, or
with an enclosure. Exterior mounted utility equipment
should be painted to blend with its surroundings.
C. Where feasible, trash and recycling enclosure areas
should be located for convenient deposit and collection of
refuse. These should be screened from view of adjacent
properties and streets.
D. Transformers, refuse stations, irrigation back-flow
prevention devices and controllers, and other utilities
should be located outside the street frontage setback and
screened with landscaping or architectural treatments.
Table 5.3
San Luis Obispo Airport Area Specific Plan
OUTDOOR USE AREAS
Outdoor Storage Or
Manufacturing
Land Use Category
Business
Park
Service
Commercial Manufacturing
Maximum Area
Cannot
exceed
actual
building
coverage on
site
50% of site
area No limit
Location
Behind
buildings &
outside
setbacks
Behind
buildings &
outside
setbacks
Outside
setbacks
Paving
Required as
for parking
lots
Required as
for parking
lots
Dust-free, all-
weather
surface
acceptable
Screening Not visible
from off site
Not visible
from streets
or residential
sites
Not visible
from streets or
residential
sites
Restroom(s) and indoor office
and worker eating area
Required
Required
Required,
except upon
written
approval by
Director for
storage with no
public visitation
and no on-site
workers
Standards
5.6.1 Loading docks and refuse collection areas are not
permitted in the area between the building and the street.
5.6.2 Each commercial or industrial loading or outdoor recycling
or waste collection area shall be located on the side of a
building opposite from parcel lines or street frontages of
any land designated for residential use.
5-18 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Architectural landscape elements should be used to screen loading
docks and service areas.
5.6.3 Storage, service, trash and recycling collection areas shall
be located either within an enclosure or behind a visual
barrier.
5.6.4 Loading dock areas shall be set back, recessed, and
screened from view by walls, berms, or plantings.
5.6.5 Exterior on-site utilities (including drainage systems,
sewers, gas lines, water lines, electrical, telephone, and
communications wires and equipment) shall be installed
underground except, where required to be above ground
by government agencies.
5.6.6 Rooftop mechanical equipment shall be screened by parts
of the roof, or architecturally compatible screening
features, so the equipment is not visible from the ground
outside the site or open space areas to the public. On sites
designated Business Park, such screening shall make
rooftop equipment not visible from a viewpoint outside the
site and at the same height as the equipment.
PRESERVATION OF VIEWS AND SCENIC RESOURCES
Views From the Road
The General Plan says that scenic views from major roads should
be preserved, not blocked by development along the roads or
degraded by development at the attractive features. In particular,
new buildings must not “wall off” the views of San Luis Obispo’s
hills and mountains. Such view blockage is to be considered a
significant environmental impact.
Several developments in and near the Airport Area have blocked
views of the Santa Lucia range and foothills, and other hills
around the area. To protect the area’s unique sense of place, it is
important that this pattern not be repeated by future development.
To protect views, the location and volume of buildings and street
trees (at maturity) shall comply with the performance standards in
Table 5.4 except where the Architectural Review Commission
finds that doing so would prevent reasonable development of a
site. Factors that could make the preferred level of view protection
infeasible include the development site being higher than the
roadway or having a small width or depth compared with nearby
sites. Figure 5.3 illustrates conceptually how development can
protect views and visual resources.
Goal 5.7: Unobstructed public views of key scenic
features from major planning area roadways
COMMUNITY DESIGN | 5-19
Guideline
A. Views from roads to creeks, wetlands, and other
designated open spaces should be maintained at creek
crossings, and where open space areas adjoin
roadways with no intervening private development
sites.
Views from Development Sites
Views out from individual development sites to the surrounding
open space and the area’s scenic features can be a valuable
amenity that contributes to the quality of the work environment.
Guideline
A. To the degree feasible, new development should be
sited to take advantage of available views by
incorporating views of distant scenic resources, as well
as on-site or adjacent creeks, wetlands, and other
open space features as amenities for workers and
visitors.
Gateways
“Gateways” are locations along a travel route that mark or suggest
a sense of passage from one domain to another. They may mark
the passage from rural countryside into the city, or the reverse,
from the city to the countryside. Gateways can also mark the
transition from one land use to another, such as from retail to
business park. Or, they can identify the entry into a specific
development. Gateways are important because they contribute to
the visitor’s sense of place by creating clear first impressions.
Special gateway design treatments can enhance these first
impressions and make the traveler more aware of the uniqueness
and quality of the setting.
Figure 5-4 identifies key planning area gateways. The two
primary gateways are located at the respective intersection of
Broad Street with Buckley Road and at South Higuera at the
southern City limits. These gateways have greater significance
because they mark not only the transition in and out of the Airport
Area, but also are the gateways between the City of San Luis
Obispo and the rural, Edna Valley wine region. The other
gateways, while important, are more locally oriented, serving
primarily as transition points to and from the Airport Area.
Goal 5.8: Attractive gateways that provide a positive
announcement of entry into the City and the
Airport Area.
Guidelines
A. Gateways shall have the highest priority for:
o enhancement of public facilities such as street
and sidewalk pavement condition, signs, and
lighting;
o putting existing overhead utilities underground;
o enforcement of property condition standards.
5-20 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Table 5.4
San Luis Obispo Airport Area Specific Plan
ROADWAY VIEW PROTECTION
Road Segment Scenic Resource Level of Protection
South Higuera Street
(Buckely Rd. to Suburban
Rd.)
Santa Lucia mountains and
foothills to east
These features are too distinct for views to be feasibly maintained while allowing
reasonable foreground development.
South Street Hills to northeast Views of these features will be preserved mainly looking in the direction of the road
rather than perpendicular to it.
Irish Hills to west Land seen in this view is outside the Airport Area, but is subject to the same General
Plan policies on view protection.
Broad Street
(North of Buckley Road) Irish Hills to west These features are too distinct for views to be feasibly maintained while allowing
reasonable foreground development.
San Lucia foothills and mountain
to east
Land seen in this view is outside the Airport Area, but is subject to the same General
Plan policies on view protection.
Buckley Road Davenport Hill to south Land seen in this view is outside the Airport Area, but is subject to the same General
Plan policies on view protection.
Irish Hills to west; Santa Lucia
range & foothills to east
Views of these features will be preserved mainly looking in the direction of the road
rather than perpendicular to it.
Tank Farm Road Davenport Hills to south; South
Street Hills to north
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
Santa Lucia foothills and
mountains to east
Views of these features will be preserved mainly looking in the direction of the road
rather than perpendicular to it.
Prado Road
Davenport Hills to south
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
South Street Hills to north Land seen in this view is outside the Airport Area, but is subject to the same General
Plan policies on view protection.
Islay Hill, Santa Lucia range &
foothills
Views of these features will be preserved mainly looking in the direction of the road
rather than perpendicular to it.
COMMUNITY DESIGN | 5-21
Table 5.4 (con’d)
San Luis Obispo Airport Area Specific Plan
ROADWAY VIEW PROTECTION
Road Segment Scenic Resource Level of Protection
Santa Fe Road
(Buckley Road to Prado
Road)
South Street Hills to north;
Davenport Hills to south
View of these features will be preserved mainly looking in the direction of the road rather
than perpendicular to it.
Santa Lucia range & foothills,
Islay Hill to east
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
Irish Hills to west
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
New Unocal Collector
(Tank Farm Road to Prado
Road)
Cerro San Luis, South Street
Hills to north; Davenport Hills to
south
View of these features will be preserved mainly looking in the direction of the road rather
than perpendicular to it.
Irish Hills to west
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
Islay Hill, Santa Lucia range &
foothills
Building volume and mature street trees allow view of at least 60% of the scenic
resources visible before development, as seen from 1.5 meters (5 feet) above opposite
side of roadway, looking perpendicular to road. (see following illustration.)
5-22 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Figure 5.3 View Protection
Existing Condition
This is a view of a potential development site. The sides of the image
are meant to be the side property lines. (The photograph was taken
looking east from Santa Fe Road in the vicinity of Acacia Creek, and
has been digitally modified. This is an illustration only and is not
meant to represent a particular development site.). The mountains
and foothills are the scenic resource, for which views are to be
protected. The trees and buildings are existing middle-ground objects
that limit views of the scenic resource.
Development Scenario “A”
This is an example of how new development could be designed to
allow at least one-half of the scenic resource to remain visible. The
dashed white line encloses the part of the mountains (i.e., the scenic
resource) that was visible before development. In this case, building
volume is concentrated on one side of the site, dividing the view of the
mountains in half vertically. Street trees have been omitted for clarity.
If allowed by driveway location, tall trees would logically be clustered
on the left side of the site.
Development Scenario “B”
This is another example of how new development could be designed
to allow at least one-half of the scenic resource to remain visible. The
dashed white line encloses the part of the mountains that was visible
before development. In this case, building volume is distributed across
the site, dividing the view of the mountains in half horizontally. Street
trees have been omitted for clarity. Trees that would achieve a
modest mature height would be a logical choice.
COMMUNITY DESIGN | 5-23
B. The Broad Street/Buckley Road gateway currently lacks
features or elements that give it much structure. A special
gateway design should be developed for this gateway. The
following factors need to be considered in the gateway
design:
o The gateway treatment needs to provide definition to
this entryway without obscuring views of the South
Street Hills as one enters town from the south.
o Given the open, rural/natural character of the
landscape in this area, the gateway treatment should
consist of primarily plant materials, rather than
structures.
o Thematically, the gateway treatment should reference
the wine country influences of the Edna Valley.
o Any gateway treatment needs to be compatible with
Airport Land Use Plan restrictions, such as height limits
on vertical elements.
o The gateway treatment should emphasize the north-
south movement of traffic along Broad Street, and
place less emphasis on east-west movement along
Buckley Road.
C. The South Higuera Street gateway has the benefit of the
historic octagonal barn as a landmark marking this entrance to
the City. A special gateway design should be developed for
this gateway. The following factors need to be considered in
the gateway design:
o Thematically, the gateway treatment should incorporate and
be responsive to the historic octagonal barn as a distinctive
entry monument (i.e. it’s design does not have to be the
same as the Broad Street gateway).
o The location of the gateway treatment should be
coordinated with any future Buckley Road intersection with
South Higuera Street.
o The gateway treatment should emphasize the north-south
movement of traffic along South Higuera Street, and place
less emphasis on east-west movement along Buckley Road.
D. The gateways at either end of Tank Farm Road mark the entry
to and transition through the Airport Area. As such, the
treatments at either end should be coordinated to enhance the
sense of the Airport Area as a distinct district that extends from
Broad Street to South Higuera. The following factors need to
be considered in the design of the Tank Farm Road gateways:
o Given the residential and retail development at either end of
the corridor, emphasis should be placed on creating safe
and attractive pedestrian and bicycle crossings at the Tank
Farm Road intersections with Broad and South Higuera
Streets.
o Rather than conceiving of the gateways as a single point at
either end of the corridor, the treatments at either end of
Tank Farm Road should be conceived as an entry sequence
that extends into the planning area to the first major cross
street (i.e., Santa Fe Road on the east and the new Unocal
collector on the west).
o In order to visually unify these two diverse segments of the
corridor, a strong, formal planting of large-scale street trees
should be planted along both sides of the roadway.
Ultimately the even spacing of the trees and their mature
canopies should provide a sense of enclosure that provides
a dramatic contrast to the open character of the central
portion of Tank Farm Road between Santa Fe and the
Unocal Collector.
5-24 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Figure 5.4 Gateways and Distant Scenic Resources
COMMUNITY DESIGN | 5-25
Architecture should be varied and avoid stock solutions.
Forms and materials that reference the area’s agricultural tradition are
encouraged.
ARCHITECTURE
Architectural Character
The Airport Area is designated to be primarily a “work”
environment (as opposed to a retail or residential environment).
Given the business, service, and manufacturing uses proposed for
the area, “function” will typically be the primary generator of built
form for future development, but this does not suggest that the
aesthetic character is any less important. In fact, the principal
architectural concern will be to raise the overall development
standard within the planning area to be more consistent with that
of the City as a whole.
As discussed in the section on Design Principles, no particular
architectural style or character is proposed for the area. However,
there is a strong interest in maintaining a connection to the area’s
rural agricultural heritage creating a cohesive design framework,
and in avoiding standard industrial tract development. While the
area’s agricultural tradition may inspire the use of forms and
details reminiscent of rural development, the intent is not to create
a historically themed development area. In fact, the desire is to
avoid a single architectural style or character, and to encourage
variety in design.
Goal 5.9: Buildings whose architectural character will
contribute to the establishment of the Airport
Area as an attractive, high quality business
center.
Guidelines
A. Building forms should generally be simple and expressive
of their function and their construction technology.
B. Architectural character should strive to be responsive to
the specific Airport Area and San Luis Obispo context,
including factors such as history and climate.
5-26 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
C. Incorporation of principles of sustainable building design is
strongly encouraged. Such principles include energy
efficiency in the construction and operation of the facility
and use of recycled materials and renewable resources.
D. Building design should be varied and distinctive, while
being in harmony with its context. Repetitive and/or stock
design solutions should be avoided.
Scale and Massing
Goal 5.10: Building massing that adds visual interest,
maintains human scale, and expresses building
function.
Guidelines
A. Bold offsets and articulations of the wall plane should be
used to: reduce the apparent overall building mass; create
a play of shadow; provide visual interest; and maintain a
sense of scale.
B. Facades that face public streets shall be articulated to give
human scale, reduce the apparent mass of large buildings,
to add visual interest and avoid the uniform, impersonal
appearance typical of many large industrial and office type
buildings.
C. Massing may vary from building to building but must
reinforce the concept of a harmonious and unified cluster
of buildings.
D. Building forms and placement should be used to create
pedestrian areas that are protected from the wind, but
have appropriate sun exposure.
Standards
5.10.1 Building facades visible from streets shall vary in modules
of 20 meters (66 feet) or less. On any building facade,
continuous wall planes longer than 30 meters (100 feet)
should be avoided. Where interior functions require longer
continuous spaces, exterior walls should have architectural
features such as columns or pilasters at least every 20
meters. Such architectural features shall have a depth of
at least 3 percent of the length of the facade, and shall
extend at least 20 percent of the length of the facade.
5.10.2 Facades that face public streets shall use elements such
as arcades, awnings, entry features, windows, or other
such animating features along at least 60 percent of their
horizontal length.
Building Heights
Goal 5.11: An overall development profile that contributes
to the unity and harmony of the planning area
when viewed as a whole, but also has enough
variety to contribute visual interest and avoid
monotony.
Guidelines
A. Building height profile should be designed to create a
harmonious relationship with adjacent buildings both within
the site and on adjacent sites.
B. Building heights should be varied both within and between
sites to provide visual interest and to mitigate the scale of
the buildings. Lower building heights should be used near
entrances, plazas and other gathering places to maintain
human scale.
COMMUNITY DESIGN | 5-27
Architectural elements such as monitor roofs and awnings reflect the
area’s rural agricultural heritage.
C. Rooflines should be varied to add character and interest to
buildings. Roof forms that reference rural, agricultural
building prototypes are preferred over flat roofs.
D. Rooftop equipment shall be consolidated as much as
possible and screened from public views, including open
space areas open to the public. Enclosures for rooftop
equipment shall be integrated into the overall design of the
structure.
Standard
A.11.1 Table 4.9 shows building height standards for the planning
area. See the Zoning Regulations for allowed height in the
R-2 zone.
Architectural Façade and Treatment
Goal 5.12: Architectural detailing that gives buildings
human scale, visual interest and distinctiveness
through the use of high quality finishes and
materials that are harmoniously combined to
unify individual buildings and to ensure a
consistent level of design quality.
Guidelines
A. Arcades and/or recessed exterior balconies should be
used to articulate building form, provide a sense of scale,
and create a play of light and shadow.
B. Wall and window surface planes should be articulated with
reveals, trim, recesses, projections, or other details to
provide visual interest and a sense of scale.
C. Rooftop equipment should be shielded to provide pleasant
roof views from adjacent taller buildings or other elevated
viewpoints such as open space areas and trails.
5-28 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Variety in building form, height, massing, and façade treatment will add
interest to new development.
D. Building entries should be clearly defined and highly
visible. This can be accomplished through use of a special
architectural feature such as a portico, overhang,
decorative cornice, canopy or arcade, and accentuated
with a change in materials and color, and accent plantings.
E. Emphasize main building entries with entry courtyards or
other features so as to be easily recognizable from
approaching automobiles and to provide “ceremonial” entry
for pedestrians.
F. Exterior gutters, scuppers, leaders, leader heads and other
exterior rainwater drainage devices are allowed only if they
are visually integrated into the building design as a
decorative enhancement.
Materials and Colors
Goal 5.14: A unified identity through use of a harmonious,
but varied, palette of materials and colors that
is coordinated with landscape elements and
signage.
Guidelines
Exterior Materials
A. Within a given architectural design, the exterior
appearance of a building should receive a consistent
treatment of material and colors on all sides, although the
proportion of materials may vary.
B. In general, materials should be used honestly, reflecting
their natural character, and artificial versions of natural
materials such as wood, rock, and masonry should be
avoided.
COMMUNITY DESIGN | 5-29
C. Reflective or shiny exterior finishes such as glazed roofing
tiles, enameled metals, reflective glass, and glossy vinyl
coatings are discouraged. When used, glass panels or
windows that cover a large portion of the building facade
should be clear or moderately reflective. Highly reflective
mirror glass is discouraged.
Color
D. In general, colors should be restrained. Colors that are
compatible and complementary with the range of natural
tones found in the surrounding landscape are preferable
for exterior walls. Trim and accent colors may be brighter,
but should still be somewhat muted.
Vary wall and window surface planes to add interest and scale.
Architectural feature should be used to accentuate building entries.
5-30 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Forms and massing can be simple yet still expressive of the building’s function.
Roof forms should be varied to add interest and character to the area.
The selection of building materials can contribute to the distinctiveness of new
structures.
COMMUNITY DESIGN | 5-31
LANDSCAPE
Planting Concept
The landscape concept calls for the development of a consistent
landscape character that is derived from the San Luis Obispo
landscape. By using the natural and agricultural landscapes as
paradigms for introduced landscape patterns and materials, new
development will enhance both the physical and symbolic links to
the land and its history.
The Plan emphasizes the use of native and naturalized plant
species over the use of exotics, both to integrate the planning
area with its surroundings, and to increase the sustainability of the
introduced landscape. The use of plant species and planting
patterns that reference the area’s agricultural heritage will keep
the area symbolically grounded in this tradition, as well as
maintain an aesthetic connection with ongoing agricultural
operations to the south and east.
The agricultural landscape includes a number of distinct form and
pattern elements that provide structure and reveal the order
imposed by ranchers and farmers on the land. While the Plan is
not suggesting the introduction of literal orchards and vineyards
into the developed landscape, the introduction of agricultural
landscape forms and patterns can be effectively used to structure
the introduced landscape and make reference to the area’s
agricultural heritage. The basic patterns include:
The ‘windrow’ or ‘hedgerow’: Trees were traditionally
planted in tight rows to act as windbreaks. These features
can create dramatic vertical elements in the landscape,
good visual buffers and screens, and directional elements.
The ‘orchard’: Typically fruit-bearing trees planted in a
uniform grid (four-pointed) or quincunx (five-pointed)
pattern. The uniform orchard pattern can be used
effectively to shade and screen an area such as a parking
lot or a plaza area.
The ‘grove’ or ‘farm compound’: Typically, the compound
of farm buildings, including the farm house, barns, water
tower, and out buildings, were informally planted with a
mixture of broad canopy shade trees, tall vertical accent
trees such as palm trees and Italian cypress, and a variety
of specimen plants and exotic ornamentals. This
predominantly ornamental planting pattern will be most
appropriate in the immediate vicinity of the buildings, and
its function is both to unify and add visual interest.
The ‘allée’: Traditionally a single or double row of trees
bordering both sides of a road, driveway or pedestrian
walk. This pattern used both tall columnar trees such as
Lombardy poplars and Italian cypress, and broad canopy
type trees to shade the corridor. The allée is excellent for
giving scale to streets, creating a dramatic sense of entry,
and temporizing the climate. This pattern is envisioned for
use along public roadways and entry drives.
The ‘meadow’ or ‘pasture’: Traditionally associated with
grazing of horses and cattle. This pattern consists of low-
growing open grasslands. Its main function in the
developed landscape is to provide a sense of openness
within the built environment. Typically it could include a
lawn area, or ornamental grasses or a field of wildflowers.
Goal 5.15: An attractive and sustainable landscape pattern
that unifies and enhances the quality of the
proposed development, while being compatible
with the rural agricultural landscape that
bounds the area to the south and east.
Guidelines
A. Street trees in the Airport Area should be planted to
enhance the area’s image, and create a strong sense of
identity and unity regardless of the variety in land uses and
architectural styles.
5-32 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
B. Landscaping along streets and trails should employ a
relatively simple palette of plants and other materials that
is repeated throughout the area to create a sense of
continuity and visual coherence.
C. Focal areas, such as the Airport Area gateways, key
intersections and project entries should be highlighted
through the introduction of specimen trees, intensified
planting schemes, special paving and other landscape
enhancements.
D. Native and naturalized plant species (plants that can easily
survive local climatic and soil conditions) are favored over
exotic species that require more water, higher
maintenance, and are less compatible with the natural
landscape.
E. The use of native trees and those associated with the
agricultural landscape are encouraged throughout the
area. For example, Oak trees are a recognized resource
in the area. The use of oak species, including Quercus
agrifolia (coast live oak) and Quercus lobata (valley oak),
in focal areas and landmark locations is encouraged.
California sycamore is another appropriate species,
particularly in areas adjacent to riparian corridors and
wetland areas.
F. The character of planted areas near riparian corridors
should respect and respond to the natural landscape
character of these areas. A gradual transition should be
created between zones of purely native vegetation and
predominantly ornamental planting areas.
G. The use of specimen trees and ornamental species is
appropriate to highlight the importance of building entries
and distinguish them from the rest of the site landscape.
Buildings
Goal 5.16: Landscaping that integrates buildings with the
larger landscape, and creates a more attractive
and comfortable environment.
Guidelines
A. While the City is interested in having attractive landscaping
used throughout the area, development in areas with high
public visibility or that are developed for public use, should
place additional emphasis on providing high quality
landscaping.
B. Where visible to the public, foundation planting and
landscaping of the ground plane should be used to
integrate the building with the site.
Windrow Single Species Mixed Species
Farm Compound
COMMUNITY DESIGN | 5-33
Orchard
Pasture
C. The use of lawn as a ground cover is generally
discouraged because it requires disproportionately high
amounts of water, energy and chemicals to maintain. Turf
should generally be used in pedestrian activity areas
where its ability to accommodate foot traffic is a benefit.
When used, turf varieties that have low water
requirements, such as improved fescues and Bermuda
hybrids, should be favored.
D. Trees and taller plant species should be used to mitigate
the scale of buildings and to screen unsightly and/or less
interesting building features.
E. Trees and shrubbery should be used to enhance
microclimate conditions and water conservation by
reducing ambient temperatures, shading outdoor gathering
areas and hot south- and west-facing windows, and
providing windbreaks.
F. The use of ornamental species and specimen plants is
most appropriate near buildings, particularly those areas
most visible to the public such as entries, plazas,
pathways, and outside windows.
Public Art
Just as quality architecture and landscape design can contribute
to the creation of a distinctive design character for the Airport
Area, public art is another mechanism for creating a unique sense
of place. As in the rest of the community, the City wishes to
enhance the cultural and aesthetic environment of the Airport Area
by encouraging the incorporation of public art into both public and
private development projects.
Goal 5.17: Public art that enriches the aesthetic and
cultural environment.
Guidelines
A. Business Park developments are encouraged to provide
public art on-site.
Standard
Goal 5.17.1: Development in the Airport Area is subject to
the requirements of the City’s Public Art
ordinance.
Grid Quincunx
Lawn
Meadow
5-34 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
A formal allée of trees can enhance the sense of entry.
Landscaping should be used to identify and enhance building entries.
Combination of orchard-style planting with informal landscape planting in
Orchard-style tree planting of parking lot.
COMMUNITY DESIGN | 5-35
Signs
The focus of district, parcel and tenant identification signs should
be the communication of basic information regarding the names
and locations of streets, developments and tenants. Throughout
San Luis Obispo, the City’s intent is that signs identify and locate,
rather than advertise and sell. This is particularly appropriate in
the Airport Area given its emphasis on uses other than retail. As
with other elements in the Plan, the design of signs should
emphasize simplicity and functionality. Entry signs to individual or
multi-parcel developments should reflect the high quality of the
development, but avoid the creation of grandiose monuments.
Goal 5.18: A consistent, high quality system of signs that
allows for creativity in design and commercial
identification, while avoiding extremes of size,
number, color, height, and shape.
Guidelines
A. Signs should be visually integrated with the contours,
forms, colors and detailing of the landscape design. Low-
profile monument signs are generally preferred.
B. The colors and materials of signs should reflect the visual
attributes of the buildings to which they refer. Harsh or
garish colors for background or lettering are discouraged.
C. The total square-footage of on-site signage is governed by
the City’s Sign Regulations.
Table 5.5
San Luis Obispo Airport Area Specific Plan
DESIGN STANDARDS – LANDSCAPED SPACE
Design Standard
Land Use Category
Business
Park
Service
Commercial Manufacturing
Landscaped space extends
continuously between streets,
buildings, and parking areas.
Required Encouraged Encouraged
Continuous areas of open
ground have their long
dimensions oriented parallel to
the airport’s main runway.
Encouraged Encouraged Encouraged
Plant species are continuous
from site to site. Encouraged Encouraged Encouraged
Parcels are not bounded by
walls or fences (exceptions:
retaining walls needed for
proper drainage and not
exceeding one meter tall, and
screening for parking and
loading).
Required Encouraged Encouraged
Fences “fade out” when seen
against landscaping or objects
(use materials such as vinyl-
coated chain-link).
Required Encouraged Encouraged
Barbed-wire and razor-wire are
not used, except by
administrative use permit
approval, with a finding of no
practical alternative for security.
Applies Applies Applies
Outdoor areas that must be
enclosed for security will be
adjacent to a building, and the
method of enclosure is:
extending one or more walls of
the adjacent buildings; walls
employing only materials an
details used in the building
exterior.
Required Encouraged Encouraged
5-36 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Standards
Goal 5.18.1: Building identity signs shall be limited to major site
entries from public roadways. Corporate and
business identity signs can be placed on the
buildings themselves, as long as they are located
near the building entrance and are for identification
within the site (i.e., not from public roadways).
Goal 5.18.2: Signs on poles or other raised structures are not
allowed in the planning area.
Goal 5.18.3: All signs shall be located on private property.
Goal 5.18.4: Entry signs shall be externally illuminated. The light
source shall be fully shielded from view from
roadways and pedestrian walkways. Lighting levels
shall be as low as possible while providing
adequate illumination for signs to be seen by
motorists.
Lighting
As noted in the Design Principles at the beginning of this element,
the planning area is a transitional zone between urban and rural
uses. The overall lighting concept is to maintain generally low
lighting levels that will not impact adjacent rural or open space
areas. It is envisioned that levels of illumination will be
somewhere between those typically provided within the City and
those in the rural unincorporated area.
Goal 5.19: A low level of ambient lighting that protects the
rural ambience, while being consistent with
public safety needs.
Low profile, monument-type signs preferred.
COMMUNITY DESIGN | 5-37
Guidelines
A. When illuminated, pedestrian pathways and plazas within
development parcels should use light standards that limit
the splay of light. Fixtures mounted no higher than 42
inches above the ground are preferred, but light standards
up to 12 feet tall are acceptable.
B. On-site lighting to complement and enhance architecture,
building identity and site design should be restrained in its
application. Fixtures should be concealed to avoid glare
and light intrusion into adjacent properties and streets.
C. Service area lighting should be contained within the
service area boundaries and enclosure walls. Light “spill
over” outside service areas should be minimized.
Standards
5.19.1 Provide minimum levels of lighting consistent with
public safety standards along public roadways.
5.19.2 At a minimum, streetlights shall be required at
intersections, marked pedestrian crossings, and
directional/warning signs. Where used, street
lighting shall emphasize the creation of “pools” of
light around areas of concern, rather than providing
a constant, even lighting across the entire area.
5.19.3 Luminaire height shall not exceed 30 feet on
arterials and major collectors such as Broad Street,
Prado Road, and Tank Farm Road.
5.19.4 To maintain a pedestrian scale and reduce ambient
light levels, streetlights shall not exceed 20 feet on
all other streets.
5.19.5 Provide adequate illumination for safe use of
parking lots after dark.
5.19.6 Color-balanced lights that do not cast a tinted light
are preferred.
5.19.7 Light fixtures shall be cut-off type fixtures that focus
light down toward the ground and shield the light
source from surrounding areas not intended to be
illuminated.
5.19.8 Luminaire height should be uniform over the
parking lot and not exceed 20 feet.
5.19.9 Parking area lighting should be designed to
minimize shadow/light interference by siting light
standards between trees and below mature canopy
tree height.
Drainage
Poor drainage has been a constraint on the development of low-
lying portions of the planning area. While storm drainage
improvements necessary to reduce flooding potentials to
acceptable levels will be implemented as part of the Plan,
additional efforts to mitigate the changes in stormwater runoff
resulting from new development will still be beneficial. Due to the
resulting increase in impervious surfaces such as roofs,
driveways, and parking lots, new development typically increases
the volume and rate of runoff and the amount of urban pollutants
collected in the runoff, and reduces the groundwater recharge.
Both of these result in increased costs and reduced environmental
quality.
The use of open drainage systems that collect, detain, and direct
drainage flows in surface facilities such as grassed or vegetated
swales, detention facilities and other Best Management Practices
(BMP’s) can do much to reduce the rate and volume of runoff,
increase groundwater recharge, and remove pollutants from urban
runoff. From an aesthetic standpoint, the use of vegetated swales
5-38 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
to carry runoff is also consistent with the concept of encouraging a
rural/agricultural character to the planning area.
Goal 5.20: Drainage systems that employ Best
Management Practices, consistent with City-
wide drainage standards, and are designed to
be an integral part of the natural landscape.
Guidelines
A. Use of surface stormwater collection systems, including
swales, detention ponds, and energy dissipaters, is
encouraged to slow stormwater runoff and improve
stormwater quality. Features such as sediment basins,
filter strips, and infiltration beds can be included to further
enhance the removal of pollutants from runoff.
B. Where soils and water tables permit, developers are
encouraged to use techniques for increasing stormwater
infiltration. Such techniques could include: infiltration
basins, infiltration trenches, swales with check dams,
and/or permeable pavements.
C. Use of permeable pavements, such as porous asphalt,
porous concrete, and open-celled pavers, is encouraged
for pedestrian walkways, courtyards, parking areas and
low-volume roads.
D. Use of parking lot planter strips as “bioswales” or infiltration
beds that capture runoff from the parking area in the
planter areas is preferable to raised planter areas that
drain off onto the paved areas. The City can give up to a
5% reduction in required parking in exchange for effective
use of surface stormwater collection techniques that
increase infiltration.
E. Catchment and diversion of stormwater runoff from
rooftops into surface collection/detention/infiltration
facilities is encouraged.
CIRCULATION & TRANSPORTATION | 6-1
6.0 CIRCULATION & TRANSPORTATION
Each ‘layer’ of understanding informs the planning response.
INTENT
The transportation and circulation system for the Airport Area is
designed to utilize the existing roadway system as much as
possible, with the addition of arterials, collectors, and local streets
as needed to serve individual development areas. The system
also includes trails for non-vehicular circulation to connect various
planning subareas to each other and the rest of San Luis Obispo.
The circulation plan encourages preservation of the area’s rural
character, and promotes transit use, bicycling and walking as
convenient modes of transportation for commuting and recreation.
The circulation plan enhances connectivity with adjacent areas,
where feasible, to reduce traffic impacts on major streets.
Consistent with City goals and objectives relating to community
character, roadway design standards incorporate special rural
features that enhance the openness of the area, take advantage
of views, and provide simple, functional streets.
6-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
CIRCULATION BACKGROUND/SETTING
The transportation system serving the Airport Area is comprised of
the roadway system, transit and public transportation, and
alternative modes including carpooling, bicycling, and walking.
Several major transportation routes provide access to the study
area: Highway 101, Prado Road, Broad Street South Higuera
Street, Tank Farm Road, Buckley Road and Los Osos Valley
Road. Highway 101 is the primary regional transportation route
serving San Luis Obispo and surrounding communities. In the
vicinity of the Airport Area, access to and from Highway 101 is
provided at four interchanges, South Higuera Street, Los Osos
Valley Road, Prado Road and Madonna Road. From these
interchanges, a system of streets collects and distributes traffic to
and from the Specific Plan area. The South Higuera Street
interchange is the designated truck exit accessing the industrial
areas in southern San Luis Obispo.
A unique challenge in the Airport Area is the fixed layout of arterial
streets and their “divergence” from the center of the City as they
head towards the south county. This divergence requires longer
lengths of improvements to accomplish connectivity, mobility and
access improvements than on similar arterials located closer to
the center of town. This results in higher costs for infrastructure
development per development unit than in other areas and is
further complicated by the large amount of open space located in
the midst of the AASP adjacent to needed roadway
improvements. The plan strives to balance this issue and pass on
appropriate levels of improvements to the specific plan area
without overly burdensome requirements.
Public transit serving the study area is provided by SLO Transit,
the City of San Luis Obispo’s transit agency, and the San Luis
Obispo Regional Transit Agency (RTA), the countywide intercity
transit agency. Both agencies provide fixed-route bus service
within San Luis Obispo, however, SLO Transit provides most of
the bus routes and stops within the Airport area. Amtrak provides
regional rail service in San Luis Obispo, with a station located
downtown just south of the community’s central business district
and north of the Airport Area.
While the City of San Luis Obispo has a relatively comprehensive
bicycle system, the Specific Plan area is on the outskirts of the
system and has limited access from existing bicycle lanes or
paths. Bicycle lanes are located along South Higuera and Broad
Streets, with minimal-width lanes provided along Tank Farm
Road.
6.1 CIRCULATION AND TRANSPORTATION
GOALS
The transportation and circulation system for the Airport Area
should provide safe and convenient mobility and access to all
modes of transportation. The transportation system should be
balanced with interconnected streets, transit routes, bicycle and
pedestrian facilities, and open space recreational areas with
limited gaps or barriers. Despite the services/manufacturing and
business park orientation of the land use plan, and the large
geographic area of the Airport Area, the transportation system
should encourage the use of, and provide facilities for, alternatives
to the single-occupant vehicle. At the same time, the Specific Plan
must recognize the need to serve regional and citywide traffic and
freight on its street system.
Goal 6.1.A: Safely Accommodate Increased Traffic
Develop a circulation system for the Airport Area that safely
accommodates increased traffic associated with the Specific Plan,
cumulative development at the south end of town, and southern
San Luis Obispo County, while preserving views and the area’s
rural agricultural character.
CIRCULATION & TRANSPORTATION | 6-3
Table 6.1
San Luis Airport Area Specific Plan
PRIMARY CIRCULATION SYSTEM & FUNCTIONAL CLASSIFICATIONS
Street Extent Functional
Classification
Tank Farm Rd. Broad St. South Higuera St. Parkway Arterial
Santa Fe Rd.
North of Tank Farm Road
Realigned and extended to
Prado Rd. extension
Commercial Collector
Santa Fe Rd.
South of Tank Farm Road -
Realigned and extended from
Buckley Rd. to Tank Farm
Road
Local Commercial
Sueldo North of Tank Farm Rd. to
Sueldo Local Commercial
Sueldo South of Tank Farm Rd.
Suburban Road Local Commercial
Buckley Rd.
Broad St. Vachell Lane with
extension to South Higuera
St.
Arterial
South Higuera
St.
Prado Rd. to Buckley Rd.
extension Arterial
Broad St. Prado Rd. extension to
Buckley Rd.
Highway/Regional
Route
Prado Rd. Broad St. to US 101 Highway/Regional
Route
Prado Rd. Madonna Rd. to US 101 Parkway Arterial
Goal 6.1.B: Connectivity
Create a circulation system that maintains and improves access
and connectivity between the Airport Area and adjacent areas
such as the Margarita Area, the Edna-Islay Area, the Los Osos
Valley Road area and the South Higuera area. Design Specific
Plan roadways to provide adequate connection for all modes of
traffic, including freight to US 101.
Goals 6.1.C: Transit
Provide convenient and effective transit service to planned
residential, industrial and commercial areas along with an
interconnected bicycle transportation system fully connected to
the rest of the City and region. The transit system should support
the Airport Area’s employer’s efforts to meet the City’s Average
Vehicle Ridership (AVR) goals.
Goal 6.1.D: Comprehensive Bikeway and Pedestrian System
Complete a series of Class I trails throughout the area as soon as
possible to encourage commuter use and an alternative to driving.
Develop a comprehensive and connected bikeway and pedestrian
system that connects the area’s employment centers to the
broader community, promotes alternatives to the single occupant
automobile, and enhances the public’s enjoyment of the
community’s open space resources.
Goal 6.1.E: Truck Routes
Establish designated truck routes within the Airport Area that
augment and connect with the regional routes established in the
General Plan and are designed such that unnecessary truck
intrusion into adjacent neighborhoods or arterial streets are
minimized.
6.2 CIRCULATION AND TRANSPORTATION PLAN
6.2.1 CIRCULATION SYSTEM CLASSIFICATIONS
The primary circulation system within the Airport Area consists of
major streets and Class I trails that pass through and connect the
Airport Area to the surrounding city and county. The primary
circulation system is interconnected with a system of secondary
access streets and a network of bicycle and pedestrian paths.
The primary vehicular circulation system in the Airport Area
consists of highways, parkway arterials, arterials and collector
streets as shown in Figure 6-1 and in Table 6.1.
While serving the Specific Plan land uses, some of these streets
also have a regionally significant role functioning as throughways
serving citywide and countywide travel demand. As shown in
Figure 6-1, not all of these streets are located within or adjacent to
6-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
the planning area’s boundaries. Streets outside of the Airport
Area, while not subject to the Specific Plan design standards, are
also a critical element of the primary circulation system since they
provide access to the area and the regional street infrastructure.
For example, the circulation system in the Margarita Area to the
north of the Airport Area includes proposed street improvements,
such as the Prado Road extension between Broad Street and US
101 and beyond, which will serve as important component of the
Airport Area’s circulation system to and from the freeway.
A unique challenge is to design the AASP arterial and collector
street system to meet the access, mobility, safety and vehicle
classification needs of the area without over-designing the
facilities. Cross sections and traffic control techniques proposed in
this document have been designed to minimize street impacts yet
also provide safe and efficient space within the right of way to
develop complete streets for all users. Access management along
the arterials plays a vital role in keeping street widths narrow and
not requiring extra traffic control locations within the planning area.
6.2.2 LOCAL STREETS AND ACCESS
One major objective of the Airport Area’s primary circulation
system is to provide general mobility to, and through, the area with
limited, but direct, access to development areas. A secondary
circulation system of local streets and a system of off-street trails
is intended to provide internal circulation and access to individual
properties. In order to provide flexibility for private development
design, the secondary circulation system is not fully established in
the Specific Plan. In order to be responsive to ownership and
market conditions, the secondary system will be planned and
implemented as development projects occur in accordance with
the Specific Plan design standards. Therefore, as individual
projects are proposed within the Specific Plan area, additional
dedications for roadways and trails may be necessary to provide
adequate connectivity to adjacent parcels and activity centers, or
to otherwise meet the goals and standards provided in the
Specific Plan.
6.2.3 PROPOSED IMPROVEMENTS
The Circulation Element of the San Luis Obispo General Plan
defines the City’s vision for a transportation infrastructure that will
meet the projected growth within the southern portion of the city,
including the Airport Area. When the General Plan was updated in
1994 to include annexation of the Airport Area, a number of
transportation improvements were identified in the Circulation
Element that will be necessary to support the City’s growth, as
well as the overall increase in local and regional traffic throughout
the Airport Area. These improvements address facility needs both
inside and outside the planning area in response to demand
created by growth in the entire south end of the City and
unincorporated areas of San Luis Obispo County.
As an implementing mechanism of the City’s General Plan, the
Airport Area Specific Plan identifies a primary circulation system
and functional roadway classifications that are consistent with the
San Luis Obispo General Plan Circulation Element (November
1994). . Planning area development also requires a number of
additional, more detailed, improvements (e.g., street extensions
and widenings, roundabouts, signalization, etc.) in order to
accommodate projected development. In addition to
improvements required within the Airport Area, there are a number
of other General Plan-specified circulation improvements outside
the planning area that will be needed to accommodate projected
growth. Table 6.2 summarizes these necessary improvements.
The Chevron EIR identifies many of these improvements as
cumulative citywide transportation mitigations.
CIRCULATION & TRANSPORTATION | 6-5
6-6 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
6.2.4 PEDESTRIAN AND BICYCLE CIRCULATION
Consistent with the City’s emphasis on accommodating alternative
modes of travel, the Airport Area includes a pedestrian and bicycle
circulation system that complements and augments the planning
area’s vehicular road system. The concept is to create a system of
pedestrian and bicycle facilities that not only connect the planning
area internally, but also contributes to the creation of an integrated
regional multi-use trails system. This system will link the planning
area to the major destination points in the unincorporated areas as
well as other origin and destination points within the City. The
emphasis in the design of the system is to enhance its use by
minimizing conflicts with vehicular circulation as much as possible.
The proposed pedestrian and bicycle circulation plan provides an
extensive and continuous system that allows for the safe and
efficient movement of pedestrians and bicyclists for both commute
and recreational purposes consistent with the policies of the
General Plan. The circulation system incorporates two levels of
pedestrian and bicycle facilities: street-related and non-street-
related.
Pedestrian circulation will be accommodated by:
Street design standards that include sidewalks on both
sides of the street for most classifications of streets within
developed areas, and off-street, multi-use paths along
streets adjacent to open space areas, and;
A network of multi-use, Class I facilities that will connect to
the street system within the planning area as well as
existing and proposed facilities outside of the Airport Area.
The Bicycle Transportation Plan proposes a comprehensive
system of on-street and off-street bicycle facilities. This Plan is
supplementary to the adopted citywide Bicycle Transportation
Plan, providing connections to existing and planned bicycle
facilities outside of the Airport Area. Through a combination of
east-west on-street bicycle lanes and north-south on- and off-
street facilities, bicyclists will be able to access any part of the
Airport Area, enjoy the area’s open space and natural resources,
and access facilities in the surrounding areas. The ultimate
alignment of some of the Class I bike paths south of Tank Farm
Road will need to be determined a part of the plans to develop the
Chevron property. However, the AASP (Figure 6-2) illustrates
conceptual alignment. The Bicycle Transportation Plan, illustrated
in Figure 6-2, is comprised of three types of bicycle facilities:
Off-street Class I multi-use paths that parallel creeks and
riparian corridors,
On-street Class II bicycle lanes on arterial and collector
streets, and;
A combination of off-street paths adjacent to streets and
on-street bicycle lanes.
Table 6.2
San Luis Obispo Airport Area Specific Plan
CIRCULATION SYSTEM IMPROVEMENTS
Intersections
Location Improvements
Prado Road/ South Higuera intersection Add lanes per EIR, to the approval of
the Public Works Director
Tank Farm/ South Higuera intersection Add lanes per EIR, to the approval of
the Public Works Director
Tank Farm Road/ Broad Street
intersection
Add lanes per EIR, to the approval of
the Public Works Director
Los Osos Valley Road/ US 101 SB &
NB Ramp
Widen LOVR bridge and improve
ramps
Aero Drive/ Broad Street intersection Signalize, if necessary, to the
approval of the Public Works Director
Tank Farm/ Santa Fe Road intersection
Install roundabout and add lanes to
the approval of the Public Works
Director
Tank Farm/ Sueldo intersection
(Chevron Collector)
Signalize, if necessary and add lanes
as shown in EIR to the approval of the
Public Works Director
Prado Road/ Broad Street intersection Signalize, add lanes as shown in
MASP and NB dual left turn lane
Prado Road/ Santa Fe Road
intersection
Install roundabout and add lanes as
shown in MASP
Buckley Road/ South Higuera Street
intersection
Add lanes per EIR, to the approval of
the Public Works Director
CIRCULATION & TRANSPORTATION | 6-7
Table 6.2 (cont’d)
San Luis Obispo Airport Area Specific Plan
CIRCULATION SYSTEM IMPROVEMENTS
Roadways
Location Improvements
Prado Road between existing
terminus and Broad St.
Extend new roadway to Regional Highway
standards, including medians and
landscaped parkways (Refer to Margarita
Specific Plan for typical cross section)
Prado Road between existing
terminus and So. Higuera St.
Modify street as much as possible within
existing right-of-way to Regional Highway
standards (Refer to Margarita Specific
Plan for typical cross section)
Santa Fe Road from south of Tank
Farm to Prado Rd.
Extend new roadway to Commercial
Collector standards (see Figure 6-10)
Santa Fe Road from Hoover Avenue
to Tank Farm.
Realign new roadway to Commercial
Collector standards (see Figure 6-11)
Sueldo (Western Chevron property)
between Tank Farm and Hind
Extend new roadway to Commercial
Collector standards (see Figure 6-10)
Hind Road between existing
terminus and Prado Road
Extend new roadway to local standards
(see Figure 6-11)
Prado Rd. from So. Higuera to US
101 interchange
Widen to Regional Highway standards – 4
lanes – with medians and sufficient right-
of-way reserved for 6 lanes (Refer to
Margarita Specific Plan for typical cross
section)
Broad Street from Buckley Rd. to
Tank Farm Rd.
Widen to Arterial standards with medians
(see Figure 6-5)
Tank Farm from So. Higuera to
Unocal Collector, and from Santa Fe
to Broad St.
Widen to Arterial standards – 4 lanes
minimum (see Figure 6-6)
Tank Farm from Santa Fe to Unocal
Collector
Widen to Arterial standards 2 lanes
minimum, preserve for 4 (see Figure 6-7)
Buckley Rd. from Vachell Lane to
So. Higuera St.
Extend new roadway to Arterial standards
for undeveloped areas (see Figure 6-9)
Note: Reference Figure 6-2 for the type of bikeways that must be included in the
street’s design
Example of a Buffered Class 2 bike path
6-8 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
CIRCULATION & TRANSPORTATION | 6-9
Class I Paths
The City updated its Bicycle Plan in November 2013. As such, the
Bicycle Plan should be used as the guiding document for bicycle
and pedestrian facilities in the AASP area. Two of the primary
north-south bicycle facilities are Class I paths that link Damon
Garcia Sportsfields with Tank Farm Road and Prado Road with
Tank Farm Road and points southward. The Acacia/East Branch
of SLO Creek path begins on Broad Street at Rockview Place.
The citywide Bicycle Transportation Plan identifies this location for
a future undercrossing of Broad Street. Until the undercrossing is
implemented, the bike path will connect to the east side of Broad
Street via an at-grade crossing at the Rockview Place/Broad
Street intersection. The Acacia Creek path extends south (west of
the riparian corridor) and crosses the Prado Road extension via
an undercrossing. The property south of Prado Road is the City’s
Damon-Garcia Sports Fields Complex. The sports field provides
apath through this area. South of the sports fields, the path
parallels the west side of the riparian corridor or an alternative
alignment could include linking to Santa Fe Road through the
Chevron property. At Tank Farm Road, the path will connect to the
Class I trail along Tank Farm Road and will allow access to a path
that will ultimately connect to the Avila Ranch property at the
south end of the Chevron property.
The Acacia/ East Branch of SLO Creek path will cross Tank Farm
Road at the relocated intersection with Santa Fe Road. South of
Tank Farm Road, the path will parallel Santa Fe Road and then
continue south along the east side of the creek across the county-
owned airport clear zone property to a point that is near the south
edge of the Unocal Property. The path will then extend south
along the east side of the creek to Buckley Road.
An alternative route for this Class I path extends from the
realigned section of Santa Fe Road south of Tank Farm Road
extending through the open space in the Chevron property and
linking through the Avila Ranch property to Buckley Road.
From the southern boundary of the Specific Plan area the path
allows bicycles to travel east to Broad Street or West along
Buckley Road to reach the Bob Jones Trail head near the
Octagon Barn.
Other Class I Paths - Tank Farm Road, within the open space
area between the Sueldo and Santa Fe Road, has a parallel Class
I path on the north side of the road (see Figure 6-8). The 2013
City Bicycle Plan calls for the addition of a Class I facility also on
the south side of Tank Farm Road. Buckley Road, between Broad
Street and Vachell Lane has a Class I path along its north side
(see Figures 6-8, 6-9 and 6-10).
Class II Bicycle Lanes
Bicycle lanes are required on arterial and collector streets within
the Airport Area. As shown in Figure 6-2, Class II bicycle lanes are
located on all of the major streets within and connecting to the
Airport Area including Tank Farm Road, Buckley Road, Santa Fe
Road, Prado Road, Unocal Local, Vachell Lane, Broad Street, and
South Higuera Street. Buckley Road, between Broad Street and
Vachell Lane, will have a Class II bicycle lane in the eastbound
direction, complementing the Class I path proposed on the north
side of Buckley Road (see Figures 6-2, 6-7 and 6-8).
6.2.5 Truck Transportation
With the services/manufacturing and business park orientation of
the Airport Area’s land use plan, truck transportation is essential to
the area’s economic viability. For traffic safety, noise and capacity
considerations, trucks must be routed on roads that are designed
for larger vehicles using the City’s established truck routes. The
Circulation Element of the General Plan establishes truck routes
on South Higuera Street, Tank Farm Road, Broad Street and
Prado Road and its extensions between Broad Street and
Madonna Road.
6-10 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Trucks along Los Osos Valley Road between Highway 101 and
South Higuera are discouraged due to the potential conflict with
the single driveway locations for the Los Verdes Townhomes
project.
Presently, Prado Road and Tank Farm Road are proposed
designated truck roads serving the Specific Plan Area. The
proposed truck transportation routes for the Airport Area adds
Buckley Road (arterial) from South Higuera Street to Broad Street
and Santa Fe Road (commercial collector) from Buckley Road to
Prado Road as designated truck routes. Buckley Road, with its
extension to South Higuera Street and street design standards, is
a logical augmentation of the General Plan truck route map as it
will serve primarily industrial/business park land uses, and reduce
truck traffic on other more heavily used streets. Santa Fe Road
connects the three east-west truck routes within the Airport Area
and serves industrial/business park land uses.
6.2.6 Scenic Roadways
The General Plan Circulation Element establishes policies related
to scenic roadways and identifies those existing roadways that are
considered important scenic resources. The policies are intended
to ensure that development along these roadways does not
detract from their scenic value, and that view corridors should be
enhanced. Within, and in the vicinity of, the Airport Area the
General Plan identifies South Higuera Street, Tank Farm Road,
Broad Street, Buckley Road, and Vachell Road as having high to
moderate scenic value.
The Community Design chapter presents goals, guidelines and
standards to preserve significant views and view corridors through
sensitive planning of the location and form of development. These
overall goals and policies are relevant to the transportation
system. A significant utility undergrounding project for Broad
Street (from Orcutt Road south to the Airport) was identified and a
joint effort by the County and City has been substantially
completed.
6.2.7 Transit Plan
Transit service to the Airport Area is a critical element of the
transportation and circulation plan. The policies of the General
Plan circulation element support the need to develop and expand
CIRCULATION & TRANSPORTATION | 6-11
transit to, and establish transit service standards for, new
development areas.
With the employment-intensive land uses proposed for the Airport
Area, there is potential for increased levels of transit ridership.
With a capacity for over 10,000 employees in business park and
services/manufacturing land uses, the Airport Area has the
potential for substantial transit ridership. About 95% of the non-
residential land use in the Airport Area is within a 1/4-mile walk of
an arterial or collector street, the maximum walking distance for
the average transit rider. More than half of the developable land
use in the Airport Area could be within 1/4-mile of a transit stop
(when optimally sited), corresponding to about 1,000 to 2,500
riders per day.
6.2.8 Proposed Transit routes
The City last updated its Short Range Transit Plan in 2009. The
2009 SRTP proposed modification in the southern area of the city
based upon assumed growth that was projected prior to the
recession after 2008. As such, the possible transit route
modifications discussed in that document will likely not occur in
the fashion anticipated. The City is working with RTA to develop a
joint SRTP for the central county area (2014-15) that will help
determine the best routings and agency to provide services in the
area. The following briefly discusses the 2009 SRTP within the
area. It is important to note that the SRTP is only a 5 year
planning document and may not show all routes that may be
necessary upon buildout.
Service to and from SLO Airport may be more efficiently and
economically served by RTA. Actual route implementation and
location will be determined by the City of San Luis Obispo in
consultation with SLOCOG, RTA and the county as the Airport
and Margarita areas develop.
6-12 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
The 2009 SRTP recommended the following route modifications
to the Airport Area in the near-term time frame (dependent on
development occurring):
Modification of Route 1 to create a loop that runs from the
Downtown to Broad Street then Orcutt to Laurel Lane then
return along the same route to Downtown. Extend to
Foothill area to reduce transfers.
Modify Route 2 for better access along Higuera and extend
to Cal Poly to reduce transfers in Downtown
Modification of Route 3 to create a loop that runs from the
Downtown to Johnson Avenue, Orcutt Road, Tank Farm
Road and Broad Street to access SLO Airport and then
return along the same route to Downtown.
Create a new cross town route (along Tank Farm Road,
Broad Street Orcutt and Johnson to reduce transfers in
Downtown and reestablish service along Broad Street
resulting from Route 3 realignment.
Routing in the MASP would be determined when Prado
Road Extension is completed and when/if Santa Fe Road
has been extended to Prado.
Amendments to the routes Figure 6-3 illustrates the shows
protential routes as they are depicted in the 2009 SRTP.
RTA currently serves the area by local access (Route 10) along
lower Higuera Street (hourly) and US 101. This route is not
anticipated to change much in the near-term however, RTA has
identified the need to reduce stops along this route to address
delays. Coordination between RTA and SLO Transit routes and
service to the area will be reviewed as part of the joint SRTP
effort.
Service and Capital Requirements
Servicing these routes will require four buses (two for each route)
assuming twenty-minute headways and a forty-minute cycle time.
Bus stops should be located approximately every quarter mile or
as determined by the City. Bus stop installation of pullouts, shelter
and other appurtenances will be the requirement of adjacent
development and should be installed on both side s of arterial and
collector streets in the AASP.
6.3 CIRCULATION PLAN IMPLEMENTATION
PROGRAMS
Program 6.3.A: Truck Routes
Amend the Circulation Element to expand the City’s truck route
network to include Sante Fe Road from Buckley Road to Prado
Road (extended) and Buckley Road between South Higuera and
Broad Streets.
Program 6.3.B: Transit Plan
As part of the next SRTP update, revised the Airport Area transit
plan based upon anticipated development in the Airport and
Margarita areas in a manner and level that can support transit
service. Transit service will be incrementally implemented (in
terms of hours of operation and frequency) consistent with
development, roadway extensions without endangering state
transit funding and farebox recovery requirements. The City shall
anticipate development and, subject to available transit funding,
extend service into the growth areas prior to demand developing. .
Program 6.3.C: Transit Capital Improvement Funding
Capital costs associated with providing new buses to serve the
Airport Area will be partially funded by citywide TIF contributions
for planning area development. In addition to State and Federal
grants, on-site transit improvements such as transit stop facilities
will be the responsibility of adjacent landowners when they
develop their properties.
Program 6.3.E: Joint Services
Work with RTA to establish joint bus service in the AASP that
promotes transit use.
CIRCULATION & TRANSPORTATION | 6-13
Program 6.3.F: Bicycle Transportation Plan
Amend the City’s Bicycle Transportation Plan (and vice versa) to
include the proposed Airport Area facilities.
Program 6.3.G: Development Review Requirements
In order to mitigate air, noise and traffic impacts associated with
development of the Airport Area Specific Plan, ensure private
development participation in the implementation of the plan by
requiring the construction of on-street bicycle lanes as part of
development street frontage improvements, and require
development to dedicate and construct off-street paths where their
alignments are within private property. Require development
adjacent to bus stops to construct turnouts and bus stops
(including shelters) conforming to the bus stop standards in SLO
Transit’s Short Range Transit Plan. Project may be required to
construct intersection and other street improvements in proportion
to their development size and location.
Program 6.3.H: Creek Setbacks
Class I bicycle paths adjacent to riparian corridors should be
located outside of setbacks required to protect creekbanks and
riparian vegetation. A vegetative buffer shall be provided on the
creek side of paths and berms to ensure visual access to riparian
corridors while controlling pedestrian and bicycle access.
Program 6.3.I: Class I and Class II Bicycle Lanes
Class I bicycle paths and Class II bicycle lanes shall be
constructed, signed and marked to meet or exceed the minimum
standards established by the California Department of
Transportation Highway Design Manual and the City of San Luis
Obispo design standards. Class 1 Paths should be a minimum of
12 feet in width with 2’ shoulders, except in hillside areas where
grading would cause visual impacts or along creeks where space
is limited. The Director of Public Works can approve narrower
paths where topographical features or other limiting features do
not allow standard width installations. In these areas, paths may
be 10 feet wide or narrower, but may require additional design
features for safety reasons. Class II bicycle lanes shall be
designed in accordance with the City Bicycle Plan and should be 6
to 7 feet in width as shown in roadway cross sections, with
appropriate pavement markings, buffer areas and signs.
Program 6.3.J: Intersection Crossings
Where Class I paths cross the major streets, i.e. Tank Farm Road,
Santa Fe Road, and Buckley Road, the path should be aligned to
intersections (as shown in Figure 6-2) so that pedestrians and
bicyclists use intersection crossings. These points provide
connections between Class I paths and Class II on-street bicycle
lanes.
Program 6.3.K: Public Bikeway Construction
The City or County will implement Class I and II bikeways that are
not adjacent to development or are in the unincorporated area
outside of the Specific Plan area (e.g., along Buckley and Santa
Fe Roads, and along the East Branch of San Luis Obispo Creek
south of Buckley Road) as part of their Capital Improvement
Program. This provision does not reduce the possibility that
development may need to complete these segments as part of
their individual environmental review assessment.
Program 6.3.L: Transit Facility Requirements
As part of the development review process, the City will require
new development to provide for transit facilities along or adjacent
to the project frontage. Such facilities include but are not limited
to transit stops, shelters, pads, pull-outs and informational kiosks,
as determined to be necessary by the Public Works Director.
6-14 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Figure 6- XX Potential Transit Routes as shown in the 2009 Short Range Transit Plan
CIRCULATION & TRANSPORTATION | 6-15
Figure 6-4 Key to Roadway Cross-Sections
6-16 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
6.4 DESIGN GUIDELINES AND STANDARDS
The guidelines and standards that follow are more specific
interpretations of how the circulation plans discussed above are to
be applied to roadway design as development occurs in the
Airport Area.
The format in this chapter uses goals, guidelines and standards to
provide design direction. Goals are statements of a desired end
state, and are intended to provide a general overall direction to
landowners, developers, city staff, and decision-makers.
Guidelines refer to methods or approaches that may be
considered towards achieving goals. Typically, guidelines are
general, and often qualitative in nature. They are open to
interpretation depending on specific conditions and results of
technical analysis, and are intended to leave significant discretion
as to how they are satisfied. Guidelines should be followed unless
an alternative design would better implement the goals and
policies of the plan. Standards, on the other hand, set forth finite
actions or requirements that must be fulfilled when designing and
constructing transportation facilities. The standards established in
this Specific Plan are intended to augment San Luis Obispo’s
engineering design standards.
6.4.1 REGIONAL HIGHWAY
Regional highways are intended to carry higher volumes of traffic,
interconnect the specific plan area to adjacent communities and
serve as primary freight routes. Regional highways are significant
in that they connect different parts of the region and accommodate
through traffic.
Goal: 6.4.1 Improve Broad Street as an urban arterial
Guidelines
A. Regional highways have landscaped medians and
parkways.
B. Regional highways have bicycle lanes as part of the local
and regional bicycle transportation system.
C. Intersections on regional highways have turn pockets
within the median.
D. Regional highways have sidewalks on both sides of the
street separated from travel lanes with tree-lined parkways.
E. Access in controlled through access management
programs, intersection locations are minimized and
managed for safety and efficiency.
Standards
Figure 6-4 illustrates the section of Broad Street to which the
following standards apply.
6.4.1.1 Broad Street shall be widened to four lanes from
Buckley Road to the current four lane segment.
Broad Street, from Buckley Road to Orcutt Road,
shall have a minimum right-of-way as shown in
Figure 6-5. Additional right of way may be
necessary at intersections that need additional turn
lanes. The length of Broad Street from Buckley
Road to Orcutt Road shall have a landscaped
median, and class II bike lanes.
6.4.1.2 Right of way on Broad Street shall be preserved to
accommodate future widening to six lanes from
Prado Road to Tank Farm Road along with
appropriate transitions north of Prado Increasing
lanes along Broad Street to six lanes should only
be implemented when level of service thresholds
are exceeded as established in the City Circulation
Element. When changes are made to Broad Street
or any other arterial, the City should give equal
consideration in project design to bicycle and
pedestrian travel along the corridor.
CIRCULATION & TRANSPORTATION | 6-17
Figure 6-5 Regional Highway-Typical Broad Street Cross
Section
6.4.1.3 Access along Broad Street should be controlled
where possible with the number of driveways
limited or shared with adjacent properties. Turn
locations should be strategically located to promote
street efficiency, traffic safety and also accessibility
to adjacent properties. At street intersections and
key driveway intersections, turning pocket shall be
installed in the median. A “median nose”, a
minimum of 4 feet wide, shall be retained adjacent
to turning pockets.
6.4.1.4 On-street parking is not permitted on Broad Street
south of Orcutt Road.
6.4.2 PARKWAY ARTERIALS
Parkway arterials are high-capacity facilities intended for mobility
for all modes of travel. Typically, these streets link different areas
of the City, and can be regionally significant corridors carrying
through traffic due to their connectivity. The main intent of the
Parkway Arterial design is to promote mobility as well as have
more planting both in the median and on each side of the road.
Goal 6.4.2: Install landscaped medians (concrete perimeter
curbs, irrigation systems and tie-ins to the
water distribution system) and parkways either
by landowners at the time they develop their
properties or improve streets, or, if a fee is paid
by the developer, by the City as part of a
coordinated capital improvements program.
Guidelines
A. Parkway arterials have landscaped medians and parkways
buffering pedestrian facilities from traffic.
B. Parkway arterials provide bicycle lanes, and are an
important part of the City’s bicycle transportation system.
C. The number of intersections is limited to maintain capacity,
and direct property access from parkway arterials is
discouraged.
D. When analysis determines that a roundabout is a feasible
alternative, they are considered the preferred form of
intersection traffic control due to the proven safety and
operational benefits over all-way stop and signalized
control.
E. In order to maintain the open, rural character of the two-
lane section of Tank Farm Road, the landscaping should
be more informal and natural in character. Plantings should
generally maintain a low profile that preserves views of
adjacent open space. Informal clustering of native tree
species should be provided, consistent with maintaining
key views. Low maintenance vegetation should be used.
6-18 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Figure 6-6 Parkway Arterial – Conceptual Typical Urban
Tank Farm Road Cross-Section (4 lanes)
Standards
6.4.2.1 Tank Farm Road is designated a parkway arterial
and will have a continuous, four-lane, urban cross-
section.
6.4.2.2 Tank Farm Road shall have a minimum right-of -
way as depicted in Figure 6-6. Right-of-way at
intersections will vary depending on additional turn
lane requirements, transitions and bicycle and
pedestrian facilities.
6.4.2.3 On-street parking is not permitted on Tank Farm
Road.
6.4.3 ARTERIALS
Arterials are intended for mobility for all modes of travel. These
streets interconnect major activity centers and residential areas of
the city. Arterials maintain limited access, but allow more
intersections and direct land access than parkway arterials.
Buckley Road is the only arterial in the planning area vicinity. As
shown on Figure 6-7, the south side of Buckley Road will continue
to be located in the unincorporated area. Thus, the County will
continue to have some responsibility for maintenance and
improvements to Buckley Road, unless both sides of the street are
annexed. The Specific Plan provides design standards for
enhancing Buckley Road because it will play a significant role in
establishing the character of the area as it builds out. The City
should work with the County to establish consistent design
roadway standards for Buckley Road to design a compatible and
seamless roadway appearance between the two jurisdictions.
The proposed improvements are proposed to accommodate
projected traffic, but are also recommended to provide continuous
pedestrian and bicycle facilities south of the planning area, and to
enhance the visual character of the roadway. Turn lanes will be
necessary at intersections and driveways to maintain safety along
the corridor. The County is encouraged to implement these
design standards when overseeing road improvements and other
development outside the City limits but adjacent to the planning
area and Buckley Road. Improvements to Buckley Road adjacent
to the Avila Ranch as well as the extension of Buckley Road will
be the responsibility of Avila Ranch when it develops.
Goal 6.4.3: Improve Buckley Road to arterial standards
while maintaining a street character consistent
with the area’s rural setting.
Guidelines
A. In developed areas, Buckley Road shall have parkways
buffering pedestrian facilities from traffic.
B. Arterials provide bicycle lanes and are an important part of
the City’s bicycle transportation system.
C. The number of intersections is limited to maintain capacity,
and direct property access from arterials is discouraged
but may allowed subject to approval of the Director of
Public Works.
CIRCULATION & TRANSPORTATION | 6-19
Figure 6-7 Arterial – Ultimate Buckley Road Cross-section
in Developed Areas
D. When analysis determines that a roundabout is a feasible
alternative, they are considered the preferred form of
intersection traffic control due to the proven safety and
operational benefits over all-way stop and signalized
control.
E. Low maintenance native vegetation permitted and
encouraged.
Standards
6.4.3.1 Buckley Road shall be extended as a two-lane rural
arterial from its current western terminus at Vachell
Lane to South Higuera Street consistent with Figure
6-7. A continuous two way left turn lane may not be
required for the entire reach of this extension but
Figure 6-8 Arterial – Typical Buckley Road Cross-Section
in Undeveloped Areas.
turn lanes shall be provided for driveways and
intersections as required by the Director of Public
Works. Timing of extension will be based on
achieving traffic volumes and conditions that justify
the improvements or when the intervening
properties between Vachell Lane and South
Higuera Street are redeveloped. Setbacks shall be
provided on both sides of the road to allow for
expansion to a four-lane roadway if future traffic
volumes and conditions justify additional lanes.
6.4.3.2 Adjacent to development, Buckley Road shall be
consistent with Figure 6-7. The roadway shall be
design to minimize impact to adjacent creeks and
open space where possible. Setbacks shall be
provided on both sides of the road to allow for
expansion to a four-lane roadway if future traffic
volumes and conditions justify additional lanes.
6.4.3.3 On road segments adjacent to undeveloped areas,
Buckley Road shall have a two-lane cross-section
consistent with Figure 6-8. On the north side of
Buckley Road in undeveloped areas, outside of the
20 foot graded shoulder, there shall be a 12-foot
wide multi-use path. Setbacks shall be provided on
6-20 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
A
both sides of the road to allow for expansion to a
four-lane roadway if future traffic volumes and
conditions justify additional lanes.
6.4.3.4 On-street parking is not permitted along Buckley
Road.
6.4.4 COMMERCIAL AND INDUSTRIAL COLLECTORS
Collector streets function to collect traffic from local streets and
fronting property and channel the traffic to arterial streets.
Collector streets have lower design speeds than arterial streets,
and require less right-of-way. Collector streets have fewer
limitations on intersections and driveways than higher order
streets. The number and length of collector streets should be
minimized to retain the rural character of the Airport Area.
Goal 6.4.4: Establish a system of collector streets that
connect arterials and local streets. As part of
that system, extend Santa Fe Road north to the
Prado Road extension and introduce a new
collector through the property west of the
Chevron property from Tank Farm Road linking
with Sueldo Street.
Figure 6-9 Ultimate Design- Santa Fe Hoover to Buckley
CIRCULATION & TRANSPORTATION | 6-21
Guidelines
A. Design commercial and industrial collector streets to
accommodate larger freight transportation vehicles and
buses.
B. Minimize the number and length of collector streets by
providing the most direct connection possible between
local and arterial streets.
C. When analysis determines that a roundabout is a feasible
alternative, they are considered the preferred form of
intersection traffic control due to the proven safety and
operational benefits over all-way stop and signalized
control.
D. Collector streets should include a center left turn lane.
E. Specific guidelines for commercial and industrial collectors
with center turn lanes include:
1. The City should restrict direct access to collector
streets to adjacent streets and major driveways in
order to minimize traffic conflict and promote capacity
of the collector facility; and
2. Landscaping and roadway design shall be install so as
not to reduce visibility at driveways and intersections
below safe design standards.
3. Collector streets should have landscaped parkways
and pedestrian facilities on both sides of the street.
4. Residential collectors should incorporate traffic calming
features designed to maintain residential speeds and
volumes within City Circulation Element thresholds.
Standards
6.4.4.1 Commercial and industrial collectors (not shown as
a diagram in this plan) without center turn lanes
shall have a minimum of two 13 foot travel lanes
and two 6-foot bike lanes. Each side of the road will
have 7-foot tree-lined parkways between the curb
and a 5-foot wide sidewalk unless an alternative
cross section is approved by the Director of public
Works.
6.4.4.2 Commercial and industrial collectors with turn
lanes/median (except Santa Fe north of Tank Farm
Road) shall be consistent with Figure 6-11. This
cross-section shall be used on the Unocal Collector
(Sueldo collector) and on Santa Fe Road. Figure
6-10 shows interim improvements that are
acceptable until the ultimate design shown in
Figure 6-11 is warranted.
6.4.4.3 On-street parking is not permitted on Santa Fe and
the Sueldo collector road. other commercial and
industrial collectors may include parking if
additional right of way (and appropriate transition)
Figure 6-11-b Ultimate Design- Santa Fe North of Tank Farm
6-22 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
is provided by adjacent development subject to
approval of the Director of Public Works.
6.4.5 LOCAL STREETS
Local streets provide direct access to fronting property and
channel the traffic to higher order streets. Local streets have the
lowest design speeds and are intended for low traffic volumes.
Local streets serving industrial areas that anticipate truck traffic
should have wider travel lanes (minimum 13-feet) and only traffic
calming features that are consistent with appropriate truck and
emergency vehicle design.
Goal 6.4.5: Develop a system of interconnecting local
streets to provide local property access,
accommodate trucks, and encourage walking
and bicycling in an attractive environment.
Guidelines
A. Local property access should be provided from local
streets, rather than higher order streets.
B. Encourage walking and bicycling along local streets by
providing a safe and attractive pedestrian environment,
and by minimizing traffic volumes and speeds.
C. Local streets do not require bike lanes, but could be
established as Class III bicycle routes.
D. On-street parking is encouraged on local streets but is not
required. .
E. When analysis determines that a roundabout is a feasible
alternative, they are considered the preferred form of
intersection traffic control due to the proven safety and
operational benefits over all-way stop and signalized
control.
F. Residential local streets should incorporate traffic calming
features to designed maintain residential speeds and
volumes within City Circulation Element thresholds.
Standard
6.4.5.1 Local streets shall be consistent with Figure 6-12.
6.4.6 LANDSCAPED MEDIANS
Landscaped medians are included in the standards for Regional
Highways, Parkway Arterials, and Arterials. Medians serve many
safety and capacity functions, and may provide space for utilities
such as street lighting. Landscaping within medians increases the
buffer between opposing travel directions, reduces glare from
oncoming headlights, and provides an attractive corridor for
driving, bicycling and walking. Landscaped medians meet the
scenic roadway policy to enhance the scenic value of such
corridors. The type of plantings in medians, as well as the care
and maintenance of plantings, is important for the long-term
viability of landscaped medians.
Figure 6-12 Typical Local Commercial/Industrial Cross-Section
CIRCULATION & TRANSPORTATION | 6-23
Goal 6.4.6: Create properly designed medians and
parkways with long-term maintenance
responsibility established at the time roadway
is developed.
Guidelines
A. As part of immediate or near-term activities and with input
from the ARC and the Tree Committee, the City should
prepare a detailed landscape plan for all medians and
parkways within designated corridors.
B. Property owners are required to install permanent
landscaped medians (concrete perimeter curbs, irrigation
systems and tie-ins to the water distribution system) at the
time of development and road construction.
C.
D. The City will perform on-going maintenance of median
landscaping and irrigation systems. Reclaimed water
should be used for irrigation purposes where available.
E. Existing development projects that do not meet the
proposed parkway standards because development
originally occurred in the County, or was developed under
an interim annexation agreement, will not be required to
redevelop their property frontages unless additional right-
of-way needs to be dedicated and improved in conjunction
with future development, the property substantially
redevelops and a new landscape plan is required for the
property or a public improvement project is undertaken to
retrofit the existing street. In order to provide a
consistently designed frontage in such areas, the City may
consider parkway improvements as a future capital
improvement program.
6.4.7 INTERSECTIONS AND DRIVEWAYS
Goal 6.4.7: Provide an access management program for
intersection spacing, roundabout locations,
intersection modifications and driveway design
that will contribute to an efficient, safe and
multi-modal transportation system.
Driveway Design
The design of driveways, including turning radii, width, number of
driveways per property, percentage of frontage utilized by
driveways, thickness, and materials shall at a minimum conform to
the City’s engineering standards, zoning code, and other
standards in this Specific Plan. Access control is necessary in the
AASP area to promote circulation and reduce roadway widths.
Driveway Design Guidelines
A. In commercial and industrial areas, driveway designs
should accommodate all types of vehicles that may access
a site.
B. Alternative or decorative paving material is encouraged in
the construction of driveways, as approved by the City.
C. Driveways should be consolidated wherever feasible.
D. Reciprocal access and shared driveways should be
encouraged where feasible to maintain carrying capacity of
adjacent streets and reduce traffic conflicts.
E. Driveway throat depths on adjacent development should
be kept clear from conflicts (such as cars backing up from
adjacent parking spaces or drive aisles) for a minimum of
20 feet. On major project driveways this throat depth
should be increased accordingly to reduce the likelihood of
queuing on the adjacent street system.
F. Driveway placement and access allowances/restrictions
shall follow guidelines and best practices identified the
most current version of the Transportation Research
Board’s “Access Management Manual”
6-24 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Intersection Modifications
As development occurs within the Airport and Margarita Areas and
throughout the City, traffic levels at existing street intersections will
increase and along with it congestion, traffic conflicts and delay.
To maintain acceptable traffic flow, intersection modifications will
be needed.
Intersection Modification Guidelines
A. The intersection lane configurations developed for the
Specific Plan should be used as a minimum to guide the
requirement for additional right-of-way and roadway
reconstruction needed to make future intersection
modifications that meet required LOS standards of the
Circulation Element.
B. An intersection will warrant consistent with the City’s traffic
Impact Study guidelines, as required by the Circulation
Element of the City or as part of adjacent property
development.
Roundabouts
Roundabouts are a desirable form of intersection control in the
Specific Plan area, and their use is strongly encouraged at select
locations along arterial,collector, and local streets. Roundabouts
are designed on a case-by-case basis reflecting the unique
characteristics of the intersection, design vehicles, traffic volumes,
and capacity needs, thus, there is no single prototypical
roundabout. It is intended that the strategic use of roundabouts in
the Specific Plan area will defer the need for higher levels of traffic
control & roadway widening in addition to improving multimodal
accessibility and overall safety. The following design guidelines
illustrate general provisions and minimum design parameters for
roundabouts.
Candidate locations for roundabouts include the following (Figure
6-1):
CIRCULATION & TRANSPORTATION | 6-25
Santa Fe Road intersections with local streets, located
north and south of Tank Farm Road; and
The intersection of Sueldo at tank Farm Road
The intersection of the proposed local road (connecting
Industrial Way to tank Farm) connection at Tank Farm
Road west of Broad Street
Other intersections that will roundabout control include (Figure 6-
1):
Prado Road at Santa Fe Road and the Sueldo collector
street;
Prado Road at local and collector street intersections
within the Margarita Specific Plan area; and
Tank Farm Road at Santa Fe Road
Roundabout Standards
6.4.7.1 Where feasible roundabouts should be considered
the preferred form of intersection control in-lieu of
all-way stop or signalization. Roundabouts are to
be designed using the latest versions of guidelines
established by the Federal Highway Administration
and Caltrans. Two such document s include:
“Roundabouts: An Informational Guide (2000)” and
the State of California Department of
Transportation “Design Information Bulletin - #80-
01” Roundabout design shall be to the approval of
the Public Works Director.
6.4.8 PEDESTRIAN AND BICYCLE FACILITIES
Establishing a successful multimodal circulation system is
dependent on providing a safe and functional environment for
modes of travel other than the automobile. While past business
park and service/manufacturing designs typically have paid little
attention to pedestrians and bicyclists, the guidelines and policies
in the Specific Plan and City Circulation Element encourage
significant integration of these modes to mitigate the Specific
Plan’s trip generation and traffic impacts on the area’s circulation.
Goal 6.4.8: Encourage a safe, comfortable, convenient, and
attractive pedestrian circulation system and
develop a system of facilities that supports
bicycle use in the planning area for commuting
and recreation.
Pedestrian-Friendly Streets
Establishing significant pedestrian activity in the planning area and
promoting accessing to the transit system is dependent upon
creating streets that are safe, attractive, comfortable and
convenient for the pedestrian. The pedestrian components of the
street extend primarily from the vehicle traveled way to the edge
of the right-of-way, but also include portions of the traveled way
where pedestrians need to cross. The elements that comprise the
pedestrian environment include the sidewalk, on-street parking,
street trees and buffer landscaping, street lights, signs,
intersection crossings and restrictions, and public transit facilities.
Pedestrian Friendly Guidelines
A. As part of facility planning and design, seek to provide a
continuous, inter-connected travel corridor for pedestrians
that serves the same destinations as automobiles.
B. As part of the development review process, seek to
provide convenient pedestrian access to commercial and
industrial buildings from the street frontage.
C. As part of the development review process, provide
convenient pedestrian connections to transit and between
land uses and transit facilities.
D. As part of facility planning and design, provide street trees
and other landscaping in the parkway between street and
6-26 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
sidewalk to provide: separation from the travelway, climatic
control, and aesthetic enhancement.
E. As part of the development review process, in commercial
and residential areas where pedestrian traffic is anticipated
at night, require pedestrian-scale lighting along public and
private walkways and paths.
F. Encourage on-street parking on all local streets to provide
separation between pedestrians and travel lanes.
G. As part of facility planning and design, consider special
paving treatments at intersection crosswalks to
aesthetically enhance and separate the pedestrian system
from the vehicular travelway.
H. As part of the development review process, require
development to provide continuous sidewalk improvements
or off-street paths along all street corridors, and close gaps
in the existing pedestrian system.
Standard
6.4.8.1 The minimum width of all sidewalks and pedestrian
paths are as shown in the right-of-way cross-
sections for each street type (Figures 6-5 through
6-11).
Bicycle Facilities
Providing a safe, convenient and attractive bicycle circulation
system is considered to be an important amenity that will enhance
the proposed commercial development, reduce vehicle trips and
increase the community’s appreciation of the open space
resource.
Bicycle Facilities Guidelines
A. Ensure that clear and convenient connections are made
between Class I, Class II and Class III bicycle facilities.
B. Encourage developers to provide connections from new
development sites and the planning area street system to
the Class I corridors.
C. During the development review process, require all Class I
trail corridors within the planning area to be dedicated to
the City as a condition of project approval.
D. Place a high priority on completing key linkages between
the City’s existing system and the proposed Airport Area
and Margarita Area bicycle systems. Key linkages include,
Damon Garcia Sportsfields, the intersection of Santa Fe
and Tank Farm Roads, Prado Road and the associated
Open Space, Creek Corridors, Avila Ranch and Buckley
Road.
E. In order to encourage bicycle use by planning area
employees, new development shall include secure bicycle
parking and changing and showering facilities on site.
F. A signage system should be incorporated into the bicycle
system that identifies the bicycle corridor, key connections
and destinations, and provides safety warnings at
intersections. The signage system should be designed to
be in scale with pedestrian and bicycle use, and in keeping
with the rural character of the area.
Standard
6.4.8.2 Class I bicycle/multi-use trails shall have a
minimum 12 foot cross-section, 2’ shoulders and
shall be designed to meet or exceed minimum
standards set by the California Highway Design
Manual. Trails will be designed to support City
maintenance vehicles, to the approval of the Public
Works Director.
CIRCULATION & TRANSPORTATION | 6-27
6.4.9 TRANSPORTATION DEMAND MANAGEMENT
Transportation Demand Management (TDM) is a set of strategies,
measures and incentives to encourage people to walk, bicycle,
use public transportation, carpool or use other alternatives to
driving alone in a car. TDM measures produce greater mobility
from existing transportation systems, maximize the efficiency of
the current transportation infrastructure, improve air quality, boost
economic efficiency, save energy, and reduce traffic congestion.
TDM measures are generally targeted towards employee
commutes at the workplace end of the trip.
Goal 6.4.9: Maximize the use of Transportation Demand
Measures at the employer level.
Guidelines
A. Because the Airport Area will generate a concentration of
employment, TDM measures need to play an important
role in reducing travel demand. Proposed measures that
would be most effective in the Airport Area include:
1. Vanpool-carpool preferential parking
2. Increase in van pools and reduced van pool fares
3. Construction of dedicated bike lanes and off-street
paths that provide contiguous connections to the rest of
the City
4. Amend city codes to provide incentives for TDM
measures in new development projects
5. Transit subsidies for employees for both City and
regional transit systems
6. Encourage, and provide infrastructure for,
telecommuting
7. Increase compressed work schedules
8. Cash incentives to employees who enter into
agreements to leave their cars at home and use other
means to commute to work
9. Require employers to join the existing County
“Transportation Choices” program or form a
Transportation Management Association (TMA).
10. Require large employers and/or TMAs to develop
alternative commute programs that include guaranteed
rides home, carpool and vanpool matching services,
information and marketing resources for commute
alternative (websites), financial incentive programs for
use of alternative modes, changing and showering
facilities, flexible work schedules, compressed work
weeks, and telecommuting options.
One of the critical elements of a successful TDM program is the
availability of frequent and high-quality transit services.
Implementation of the transit plan (Section 6.2.7) will provide
transit service to the Airport Area at the same level of service
currently experienced along the South Higuera and Broad Street
corridors. An advantage of employers forming a TMA is the ability
to augment public transit with private shuttle buses at a relatively
low cost to employers.
Standards
6.4.9.1 Require employers with 25 or more employees to
develop voluntary TDM programs that have the
capacity to achieve the General Plan’s program of
an average vehicle ridership (AVR) of 1.60 or
greater.
6.4.9.2 Require employers with 25 or more employees to
designate an in-house transportation coordinator
that provides information and assistance in
6-28 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
planning and establishing transportation options for
employees.
6.4.9.3 Require employers with 25 or more employees to
develop TDM programs and submit to the City for
approval and monitoring.
6.4.9.4 Any employer of 25 or more employees
establishing a worksite within the Airport Area will
be required to submit to the City plans for a
voluntary Transportation Demand Management
(TDM) program. At a minimum, the plan must
include the following information and measures:
An estimate of the employer’s base year
average vehicle ridership (AVR);
Designation of a transportation coordinator from
the employee pool;
A new hire packet of commute alternative
information;
Participation in SLO Transits Flash Pass
Program and making transit information
available to employees;
A guaranteed ride home program;
Ridematching assistance either in-house
matches or through an outside organization
such as the Ride-on Transportation
Management Association; and
Preferential carpool and vanpool parking.
6.4.10 Timing of Improvements
All traffic mitigation measures, taken as a whole at full build out of
the Airport Area, assure compliance with the Circulation Element
LOS D policy. However, due to the fact that the rate and exact
development patterns within the Airport Area cannot be predicted,
no fixed implementation schedule of overall traffic mitigation
measures can be determined. Therefore, and although not
anticipated, development projects within the Specific Plan area
may cause a temporary cumulative traffic level of LOS E to be
reached prior to public improvement project being undertaken.
Individual development projects within the Specific Plan area will
need to construct adjacent street, bicycle and transit
improvements as part of their development. For larger Specific
Plan Fee public projects, the City shall, on a bi-yearly basis or as
needed, review LOS levels and make recommendations for use of
accumulated Airport Area traffic impact fees toward new CIP
projects to address the higher LOS levels and assure ultimate
LOS levels are achieved with ultimate build-out development of
the Airport Area. The City shall require that individual
improvement projects be constructed by adjacent development
within the Specific Plan area to advance the necessary
improvement and seek a reimbursement agreement, as
necessary.
UTILITIES & SERVICES | 7-1
7.0 UTILITIES & SERVICES
Each ‘layer’ of understanding informs the planning response.
INTENT
The General Plan calls for the annexation and development of a
number of areas in the southern part of the City’s urban reserve,
in addition to the Airport Area. These areas include Margarita,
Orcutt, Irish Hills, and Dalidio areas. In order to fully provide for
the build-out of the Airport Area and these other areas, master
plan studies for the water, sewer, and drainage systems were
prepared in conjunction with the Airport Area Specific Plan. The
sewer and water system master plan studies addressed the entire
citywide sewer and water systems including the treatment
facilities, transmission and collection pipelines, and pumping
stations and other related system improvements. Chapter 7.0
provides a regulatory framework for those improvements required
to accommodate the development program for the Airport Area.
7-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
7.1 STORM DRAINAGE
DRAINAGE SYSTEM OBJECTIVES
As discussed in Chapter 3, Conservation & Resource
Management, a number of creeks flow through the planning area,
where flooding is a regular occurrence. The on-site flooding and
the potential for increased downstream flooding have restricted
development in the area. When considering how to address storm
drainage in the area, a number of objectives were identified for the
drainage improvement plan. These include:
Use the City’s Drainage Design Manual and Waterways
Management Plan as the basis for all detention
requirements in the Specific Plan area.
Provide a method for flood protection consistent with the
City’s Flood Damage Prevention Regulations.
Maximize the opportunity for environmental enhancement
of stream corridors and stormwater detention and
conveyance facilities.
Minimize capital expenditures.
Provide opportunities for multiple-use of storm drainage
facilities.
DRAINAGE SYSTEM CONCEPTS
Initially, an area-wide drainage solution was envisioned for the
Airport Area. This solution was referred to as the Storm Drain
Master Plan and relied on significant creek channel modifications
to keep storm flows within existing creek channels, modified
natural channels, and in man-made by-pass channels. A regional
detention basin south of Buckley Road was proposed to detain
water and prevent downstream flooding. After this solution was
developed, the City’s Waterways Management Plan was
approved, which includes a Drainage Design Manual with
standards for on-site storm water detention. Once it became
evident that the costs of the original Storm Drain Master Plan were
prohibitive, the Storm Drain Master Plan was revised to allow for
on-site detention of storm flows, consistent with the Drainage
Design Manual.
DRAINAGE SYSTEM IMPROVEMENTS
New development projects and the incorporate of the Chevron
Remediation and Development project will enhance the drainage
capacity of the region while enhancing natural habitat. All projects
in the region will:
1. Apply the requirements of the City’s Floodplain
Management Regulations to proposed development within
the Airport Area.
2. Apply the requirements of the City’s Waterways
Management Plan, Drainage Design Manual, City’s
Stormwater Ordinance, and the Post Construction
Stormwater Regulations (RWQCB) to proposed
development within the Airport Area.
These proposed improvements, along with implementation of
existing City-wide ordinances and requirements are expected to
provide 100-year flood protection and provide for environmental
enhancement of stream corridors. The analytical methods outlined
in the Waterway Management Plan, Drainage Design Manual
shall be used to assist in the future design of flood control
improvements. The Waterway Management Plan is available
through the Public Works Department and incorporated into this
Specific Plan by reference.
DRAINAGE SYSTEM POLICIES
Policy 7.1.1: Encourage BMP’s
The City will encourage Best Management Practices for drainage
when reviewing all development proposals. The use of bio-swales
for conveying storm water on-site through open channels is
UTILITIES & SERVICES | 7-3
particularly encouraged for their efficacy and natural,
aesthetic quality.
Policy 7.1.2: Creek Corridor Enhancement
As part of the development review process for sites that are
crossed by one or more creek corridors, the City will require creek
corridor enhancement consisting of:
Removal of non-native vegetation.
Removal of obstructions that impede storm flows and that
are detrimental to aquatic species.
Establish additional riparian vegetation.
Policy 7.1.3: Off-Site Improvements Permissible
When detention requirements cannot be fully met on-site, off-site
improvements of creek corridors is permissible, consistent with the
requirements of the City’s Waterways Management Plan and
Drainage Design Manual.
Policy 7.1.4: Porous Paving Encouraged
The use of porous paving to facilitate rainwater percolation is
encouraged. As a condition of project approval, the City will
require parking lots and paved outdoor storage areas, where
practical, to use one or more of the following measures to reduce
surface water runoff and aid in groundwater recharge: porous
paving; ample landscaped areas that receive surface drainage
and that are maintained to facilitate percolation; drainage
detention basins with soils that facilitate percolation.
Policy 7.1.5: On-Site Detention Basins and Creek Corridors
Detention basins will be owned by the subdivider, a property
owners’ association, or a major nonresidential parcel owner, and
will be maintained by an owners’ association or a special district.
Ownership and maintenance of minor waterways will be the same,
with a City easement for open space and, where trails occur,
public access.
Policy 7.1.6: Developer’s Responsibility
Developers are responsible for drainage facilities serving their
parcels, including needed facilities through adjoining properties.
Where facilities serve more than one parcel, developers may form
benefit districts or establish reimbursement agreements.
Policy 7.1.7: Design Review
The design of detention and conveyance facilities will be subject
to City approval as subdivisions are reviewed, and will be based
on runoff studies and recommendations by qualified professional
engineers.
Policy 7.1.8: Design of Detention Facilities
Detention facilities will be compatible with natural features and the
desired neighborhood character. Shallow basins with curvilinear
sides, adjacent to waterways, are acceptable, while steep-sided,
rectangular basins are not. Use of detention areas for habitat
protection and enhancement, or for appropriate recreation, is
encouraged. Additional design guidelines for drainage are found
in Section 5.21 of this Specific Plan.
Policy 7.1.9: NPDES
All drainage facilities must comply with National Pollutant
Discharge Elimination System (NPDES) Phase II permit
requirements. The City of San Luis Obispo has a set of standards
for Post Construction runoff control that must be implemented by
property owners as they develop.
Policy 7.1.10: Developer’s Costs
Developers will contribute to the cost of implementing the Storm
Drain Master Plan and in some cases may be required to perform
7-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
the work and then be reimbursed. Additional information on costs
can be found in Section 8.4.7 of this Specific Plan.
Policy 7.1.11: Incentives
Exceptional implementation of drainage design policies makes a
project eligible for development incentives as described in Section
4.4.7 of this Plan.
7.2 WATER
Development in the Airport Area can occur only if adequate water
supply is available. Both the existing water supply and the City’s
capacity to treat it are limited. While existing water is available,
new sources will be needed before build-out of the Airport Area
occurs. Increasing demand will stress the capacity of the existing
sources to reliably deliver desired water quantities. Therefore, it is
important that the City continue to pursue additional water sources
to meet General Plan buildout demands. In addition, treatment for
potential new surface water supplies will require conventional
treatment, which could require that the raw water conduit capacity
and conventional treatment capacity be increased to
accommodate projected citywide growth.
If City water supplies are not supplemented in time to serve
maximum buildout of a property in the Airport Area, on-site water
supplies may be used. If on-site supplies are not sufficient to
serve the maximum development of a property otherwise possible,
the property should be developed to allow for subsequent buildout
of the property when additional city supplies become available.
Based on the proposed land uses, the average daily water
demand for the Airport Area at build-out is projected to be 1,234
gallons per minute or 1.8 million gallons per day, excluding water
demands from the airport (Water System Master Plan, dated
October 2000, by Boyle Engineering). The maximum daily water
demand is estimated to be 2,468 gpm (3.6 MGD). This increase in
demand represents approximately 60% of the projected total
citywide increase in water demand at build-out of the entire
General Plan area. Approximately 13% of the increase in citywide
demand would be due to the Margarita area, and the remaining
27% would be due to growth in other parts of the city.
The Airport Area will be served by the existing Edna Saddle
Pressure Zone. The primary water service to this pressure zone
is from a 20-inch diameter transmission main that carries water
from reservoirs located to the north of the city. The 4-million
gallon Edna Saddle storage tank, which is located to the north of
the Margarita and Airport areas, provides operational, emergency,
and fire flow storage for the area. It also provides water to the
airport via a metered service to its private water system.
Water will be delivered to the Airport Area through a grid of 12-
inch diameter mains: three traversing east-west, which are
generally connected at the Los Osos Valley Road, Tank Farm
Road, and Prado Road alignments, three north-south mains
connecting to the existing 16- and 20-inch transmission mains to
the north. The exact locations of these mains will likely change
somewhat to follow future planned roadways, but their general
configuration should remain similar to that shown in Figure 7-1.
These grid mains are necessary to allow the transport of water
within and across the area to supply fire flows. The interior
distribution mains will be based on the final land use designation
and related fire flow demands as determined by the Uniform Fire
Code. These pipes will range between 8 and 10 inches,
depending on fire flow demands and the looping configuration.
A 0.2-MG reservoir is also recommended for the Edna Saddle
Zone to be located in the southwest part of the city near the
Prefumo Canyon area. This tank will increase fire flows in this
immediate area.
Additional demand for water supply is likely because at the time of
adoption, the City’s facility master plans did not cover the area
south of the 1994 URL (Avila Ranch properties) or east of the
airport (Morabito/Burek and Senn/Glick properties).
As a result, site specific studies are required before the review
and approval of development projects in these areas (Figture 7-1).
UTILITIES & SERVICES | 7-5
Policy 7.2.1 Engineering Feasibility Study (Water)
Before specific project review and approval of projects in the area
east of the airport and south of the 1994 URL, the project
proponent will submit a detailed engineering assessment of the
project’s water demand and an assessment of the ability of the
City’s infrastructure system to handle the project in question. The
scope of the study shall be to the approval of the Public Works
Director and the Utilities Director.
7.3 WASTEWATER
At build-out, the Airport Area is projected to generate wastewater
flows of approximately 656,100 gallons per day (gpd). The Airport
Area is divided into two wastewater catchment areas. Wastewater
generated in the southwest portion of the area will flow to the
Calle Joaquin Lift Station, while the remainder flows to the Tank
Farm Lift Station.
Wastewater from the southeastern portion of the Airport Area
flows to Tank Farm Lift Station located 1 1/3 miles west of the
intersection at Tank Farm Road and Broad Street via an 18-inch
trunk line running westerly down Tank Farm Road. The lift station
serves the entire southeastern portion of the City and eliminated
the Rockview, and previous Tank Farm Lift stations. The Tank
Farm Lift Station also serves a portion of the Margarita and entire
Orcutt areas.
Backbone facilities to meet future wastewater generation to the
Calle Joaquin Lift Station will require approximately 550 feet of
new gravity sewer, replacement of the lift station and 2,300 feet of
new force main. These improvements are expected to be
completed in 2015. The Calle Joaquin Lift Station discharges to
the Laguna Lift Station, which was replaced in 2013.
Increased flows from the Airport Area and other annexation areas
will require the expansion of the City’s Water Reclamation Facility
(WRF). When the City’s flows approach design capacity, the City
will expand advanced treatment facilities such as the cooling
towers, filters, and disinfection processes.
Policy 7.2.1 Engineering Feasibility Study (Wastewater)
Before specific project review and approval of projects the project
proponent will submit a detailed engineering assessment of the
project’s wastewater generation and an assessment of the ability
of the City’s infrastructure system to handle the project in
question. The scope of the study shall be to the approval of the
Public Works Director and the Utilities Director.
7.4 ENERGY
Electricity and natural gas distribution will be provided by the two
State-regulated private utilities that serve the region, with facilities
extended into the area as it develops. Although there are no area-
wide plans for on-site wind, geothermal, solar or biomass energy
production, development of such energy resources should be
encouraged where feasible and consistent with the Conservation
and Open Space Element. Energy efficiency and solar
opportunities will be fostered by State building standards, citywide
solar exposure standards and development review procedures,
and incentives and advice offered by the utility companies.
7.5 TELECOMMUNICATIONS
Local line-connected telephone and television services are
provided by City-franchised private companies that will extend
their facilities into the area as it develops. The expanding range of
broadcast (including satellite) services will be available for the
Airport Area to the extent they are available throughout the San
Luis Obispo area.
7-6 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
7.6 FUTURE HIGH-SPEED DATA ACCESS
All new structures that will accommodate people shall have one
50-millimeter (2-inch) conduit connected with an underground
system to facilitate future installation of a high-speed, high-
capacity data supply system.
7.7 UNDERGROUNDING
Undergrounding overhead utilities is important to enhancing the
visual quality of the area and establishing a signature image for
the Airport Area. Such enhancements will, in turn, contribute to
higher property values, which will be important for financing
proposed infrastructure improvements. All new development shall
be served on-site with underground power, telephone, and cable
communications lines. All new development shall be responsible
for undergrounding of existing overhead utility lines along that
development's frontage or constructing underground utility lines
along new roadways concurrent with the construction of new
roadways.
7.8 PHASING AND COORDINATION
Development of individual ownership areas may occur as
components of the overall infrastructure phasing scheme. To
ensure that later projects build upon systems that are properly
located and sized when installed by earlier projects, extensions of
streets and utility lines will need to be coordinated among owners,
the City, and utility companies. The initial projects may need to
provide interim utility solutions, if the permanent systems cannot
be made available at the time of development. Such interim
systems must be consistent with the planned permanent systems.
7.9 PUBLIC SAFETY
7.9.1 FIRE PROTECTION
The San Luis Obispo City Fire Department (SLOFD) provides
emergency and non-emergency fire and protection services in the
City. Emergency services include fire response, emergency
medical response, hazardous materials response, and public
assistance. Non-emergency services include fire and life safety
inspections, building inspections, fire code investigations, arson
investigations, and public education. Additionally, the SLOFD is a
member of a countywide team that responds to hazardous
materials incidents throughout the County.
As of January 2005 the SLOFD operates 4 fire stations and has a
firefighter/ population ratio of approximately one (1) firefighter per
1000 residents. The Headquarters Fire Station (FS#1) also
houses the administrative offices, the Fire Prevention Bureau,
maintenance shop and training facility, which are strategically
located on the Broad Street corridor. Fire Stations #3 and #4 are
located adjacent to the Airport and Margarita areas. County Fire
Station #21, which is located on the runway, provides for airport
crash fire rescue services. This station also provides emergency
response services for a rather large rural area. The City currently
maintains a mutual aid agreement with Calfire to allow this station
to respond to matters within the airport area.
If the residential, commercial, industrial service, and open space
uses proposed by the Airport Area and Margarita Area specific
plans are added to the fire department’s existing work load without
also adding staff, a significant reduction in existing service levels
would result. The Department’s fire suppression staffing level is
currently set at 13. At this level, Station #3 is typically staffed with
3 personnel. Upon annexation, the Department’s minimum staffing
level may need to be increased. In addition, because of increased
population and the increased potential hazards of the industrial
area, the City may need to add additional inspectors to augment
existing staff.
UTILITIES & SERVICES | 7-7
In 2013, the Chevron EIR evaluated development and annexation
of the Chevron property and therefore evaluated the potential for
fire department operational needs. The EIR concluded that the
majority of the Airport area is not within the City’s desired 4-minute
response time. However, this response time may be enhanced by
the completion of circulation improvements including the
completion of Prado Road, Santa Fe Road, and the widening of
Tank Farm Road. Even with these improvements planned for the
future, the EIR concluded mitigation is necessary to achieve the
City’s policy objectives for response time (Safety Element Policy
10.3).
These mitigation measures are incorporated into the AASP as
follows:
Policy 7.9.1: Adequate Fire Suppression Services and
Facilities
The City shall provide adequate fire suppression services and
facilities to the Airport Area, consistent with the Safety Element of
the General Plan, by completing area transportation
improvements, co-locating City fire services with existing CAL-Fire
facilities located on Broad Street, and/or establishing a permanent
facility within the Airport Area.
Policy 7.9.2: Fire Station Location and Site Dedication
During the first phase of development of the Chevron Tank Farm
site, property that is suitable for the development of a new fire
station shall be deeded to the City, to the approval of the Fire
Chief.
Policy 7.9.3: Interim Safety Improvements
Until a permanent facility is developed that enables the City to
achieve its response time objectives, new development in the
Airport Area may be required to finance other improvements that
will contribute to alleviating current deficiencies, as identified in the
San Luis Obispo Fire Department Master Plan (2009). This policy
will be implemented on a case by case basis through conditions of
approval when project specific fire and life safety impacts are
identified.
7.9.2 POLICE PROTECTION
The San Luis Obispo Police Department provides a variety of law
enforcement and community services. The Department consists of
90 employees, 62 of which are sworn police officers. This results
in a ratio of about 1.4 officers-per-1000 residents. However, the
City of San Luis Obispo is an employment center, so the daytime
population of the City’s urban area increases by about 30,000
people per day over its resident population. Thus, the officers-per-
resident ratio can be a misleading descriptor of service level.
The Department is divided into two police bureaus, with a Police
Captain commanding each. The Operations Bureau consists of a
Patrol Services Division, a Traffic Safety Unit, and a Situation
Oriented Response Team, and Neighborhood Services. The
majority of the Operations Bureau resources are devoted to patrol
services and traffic safety. The Neighborhood Services Division
frequently responds to conflicts that arise between nonresidential
and residential land uses, or different types of land uses in close
proximity to one another.
The Administrative Services Bureau consists of Administrative
Services Division, Investigative Division, Communications
Division, Records Unit, and Information Services Unit. This bureau
provides services essential to law enforcement in the City and the
effective use of the Operations Bureau resources.
The City Police Department currently provides mutual aid
responses to the Airport Area. Annexation and new development
made possible by City services will increase the Department’s
workload. A small police substation/work area may be needed
with urbanization of the area. Additionally, the City’s adopted
Safety element establishes response performance standards for
“recurrent” types of emergencies. The Police Department has set
a 30-percent available time objective for patrol response
7-8 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
(“Available time” is the fraction of total time that a patrol unit is not
previously assigned or otherwise unavailable for response to a
new emergency call for service). The Department is currently at or
below this 30-percent available objective much of the year. This
annexation will drive the need for additional personnel and
equipment to maintain this performance standard. The number of
personnel will be determined at the time of annexation based on
development and calls for service in the area.
UTILITIES & SERVICES | 7-9
Figure 7-1 Water Distribution System
7-10 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Figure 7-2 Waste Water Collection System
UTILITIES & SERVICES | 7-11
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FINANCING | 8-1
8.0 PUBLIC FACILITIES FINANCING
Each ‘layer’ of understanding informs the planning response.
INTENT
This Public Facilities Financing Plan (“PFFP”) has been prepared
to evaluate the ability of land uses proposed in the City of San
Luis Obispo Airport Area Specific Plan to fund required public
facilities. This chapter describes the approach and major findings
of the PFFP. In summary, this PFFP does the following:
Summarizes the proposed land uses and estimated
phasing assumptions for the Airport area.
Summarizes the public facilities required to serve the
Airport area.
Summarizes the costs of required public facilities and
allocates the costs to the proposed land uses based on a
benefit rationale.
Outlines the phasing of public facilities needed to keep
pace with projected development.
Considers a combination of impact fees, debt financing,
grant sources and developer contributions to fund public
facilities as they are needed.
Identifies the total one-time burdens (impact fees) and
potential annual burdens (annual special taxes) proposed
to be assessed to fund the improvements.
Discusses future steps associated with implementation and
administration of the financing plan.
The PFFP represents the culmination of a cooperative process
that involved public and private participants with interests in the
Airport area. While consensus is difficult to reach, the
recommendations in this chapter reflect provide at least one
realistic funding scenario for public improvements that help to
accommodate infrastructure needs for AASP growth.
8-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
As the Airport and Margarita areas develop, the timing and mix of
costs and funding sources may change. The assumptions and
results in the PFFP were originally based on year 2003 estimates
and were most recently modified in 2014 in conjunction with the
Chevron remediation and development project. In 2014 it was
found that anticipated development eligible to provide financing for
infrastructure had substantially decreased since 2005.
Additionally, the cost, detail and scope of required infrastructure
has substantially increased.
Regardless of the extent to which the proposed financing
mechanisms are used, or other financing mechanisms are
introduced later in the Airport and Margarita areas, the overall
burden has been evaluated in detail and a range of financing
options has been contemplated to ensure feasibility. Ultimately,
the marketplace will determine whether the impact fees are
competitive and whether the infrastructure, services and other
amenities provided by the City are of great enough benefit to
foster development in the Airport area under City jurisdiction.
8.1 CITY FINANCING POLICIES
As part of developing the financing strategy employed in this
PFFP, a review of the City’s financing policies was conducted.
The City’s 2013-15 Financial Plan sets forth the following policies:
8.1.1 GENERAL FINANCING POLICIES
Transportation impact fees are a major funding source in
financing transportation system improvements needed to
accommodate new development. However, revenues from
these fees are subject to significant fluctuation based on
the rate of new development. Accordingly, the availability
of impact fees in funding a specific improvement project
will be analyzed on a case-by-case basis as projects s are
submitted for City Manager or Council consideration.
If adequate funds are not available at the time, the Council
will make one of two determinations: Defer the project until
funds are available; or, based on the high-priority of the
project, Advance funds from another funding source (such
as the General Fund), which will be reimbursed as soon as
funds become available. Repayment of General Fund
advances will be the first use of AASP transportation
impact fee funds when they become available.
The City will use the following criteria to evaluate pay-as-
you-go versus long-term financing in funding capital
improvements:
a. Factors Favoring Pay-As-You-Go Financing:
1. Current revenues and adequate fund balances are
available or project phasing can be accomplished.
2. Existing debt levels adversely affect the City's credit
rating.
3. Market conditions are unstable or present difficulties in
marketing.
b. Factors Favoring Long Term Financing:
1. Revenues available for debt service are deemed
sufficient and reliable so that long-term financings can be
marketed with investment grade credit ratings.
2. The project securing the financing is of the type, which
will support an investment grade credit rating.
3. Market conditions present favorable interest rates and
demand for City financings.
4. A project is mandated by state or federal requirements,
and resources are insufficient or unavailable.
5. The project is immediately required to meet or relieve
capacity needs and current resources are insufficient or
unavailable.
6. The life of the project or asset to be financed is 10 years
or longer.
FINANCING | 8-3
Recurring O & M Costs - Debt financing will not be
considered appropriate for any recurring purpose such as
current operating and maintenance expenditures.
Capital Improvements - Capital Improvements will be
financed primarily through user fees, service charges,
assessments, special taxes, or developer agreements
when benefits can be specifically attributed to users of the
facility.
8.1.2 LAND-SECURED FINANCING POLICIES
Public Purpose - There will be a clearly articulated public
purpose in forming an assessment or special tax district in
financing public infrastructure improvements. This should
include a finding by the Council as to why this form of
financing is preferred to other funding options such as
impact fees, reimbursement agreements or direct
developer responsibility for the improvements.
Reserve Fund - A reserve fund should be established in
the lesser amount of: the maximum annual debt service;
125% of the annual average debt service; or 10% of the
bond proceeds.
Value-to-Lien Ratio - The minimum value-to-lien ratio
should generally be 4:1. This means the value of the
property in the district, with the public improvements,
should be at least four times the amount of the special tax
debt. The City may consider allowing a value-to-debt ratio
of 3:1, but the Council would make special findings in this
case.
Capital Interest - Decisions to capitalize interest will be
made on a case-by-case basis, with the intent that if
allowed, it should improve the credit quality of the bonds
and reduce borrowing costs, benefiting both current and
future property owners.
Maximum Burden - Annual assessments (or special taxes
in the case of Mello-Roos or similar districts) should
generally not exceed 1% of the sales price of the property,
and total property taxes, special assessments and special
tax payments collected on the tax roll should generally not
exceed 2%.
Special Taxes - Assessments and special taxes will be
apportioned according to a formula that is clear,
understandable, equitable and reasonably related to the
benefit received by, or burden attributed to, each parcel
with respect to its financed improvement. Any annual
escalation factor should generally not exceed 2%.
Special Tax District Administration - In the case of Mello-
Roos or similar special tax districts, the total maximum
annual tax should not be less than 110% of the annual
debt service.
Where applicable, these City policies have been incorporated into
the financing strategy in this PFFP.
8.2 LAND USE ASSUMPTIONS
8.2.1 LAND USES
The Airport area comprises over 1,450 acres zoned for
commercial, industrial, and open space. Table 8.1 on the following
page shows a breakdown of the land use components in the
Airport area.
The estimated nonresidential building capacity in the Airport area
is approximately 5.1 million square feet. It should be noted that
approximately 1.38 million square feet of the non-residential
building capacity is under a pre-annexation agreement or may be
subject to fee programs that are outside of the City jurisdiction.
Because of this, the 1.38 Million Square feet of development will
create a gap in infrastructure funding. This gap will need to be
8-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
financed with grants, Citywide support, County support, or other
funding sources.
8.2.2 LAND USE ABSORPTION ESTIMATES
Based on historic development trends in San Luis Obispo, the
City’s Community Development Department estimates that on
average, approximately 100,000 square feet of
commercial/industrial building space would develop annually.
Based on absorption assumptions, the commercial/industrial
acreage in the Airport area will fully develop in about thirty years.
The land use absorption estimates used in the PFFP illustrate one
potential development scenario. Because of the inherent
uncertainty associated with market driven cycles, it is emphasized
that this absorption scenario is for planning purposes only so as to
provide an indication of Airport area feasibility. It should not be
relied on as a forecast of future events, or for any other purpose
other than as an illustration. Actual development in the Airport
area most likely will not follow the smooth development pattern
incorporated in the PFFP analysis but instead will follow market
development cycles.
8.3 COST ESTIMATES AND ALLOCATION
8.3.1 SUMMARY OF COST ESTIMATES
The total of transportation infrastructure and planning costs for
which the Airport area is responsible is estimated to be
approximately $19.3 million. Costs for the individual backbone
facilities were estimated by private consultants utilizing conceptual
plans for infrastructure improvements.
Table 8.1
LAND USE SUMMARY FOR RESIDENTIAL &
NONRESIDENTIAL PROPERTIES IN THE AIRPORT AREA
SPECFIC PLAN (updated 2014)
FINANCING | 8-5
It is important to note that the $19.3 million amount does not
include the costs for in-tract and other improvements which are
the direct responsibility of individual projects and will be provided
as part of their development. Nor does this cost include other
projects in the vicinity that are necessary but will be paid for by
other mechanisms such as the Citywide Transportation Impact fee
program, grants or other development.
The City will require that fronting property owners dedicate
roadway right-of-way since these property owners will benefit
most from improving the roadway. Property owners fronting the
extension of Sueldo Road (formerly the Unocal collector) and
Santa Fe Road will be required to fund a portion of the roadway
infrastructure improvements for these road sections since they
also provide local access to these properties.
Table 8.2
COST ALLOCATION FACTORS
8.3.2 ALLOCATION METHODOLOGY
With input from the City and its consultant engineers, the
backbone facility costs were allocated among the various land
uses that will benefit from the improvements. To conduct this
analysis, a benefit rationale was developed for each facility
category. Allocation factors or benefit units were selected, and
fair share allocations were assigned to the land uses. Table 8.2
shows the allocation factors used to allocate the cost of the
backbone facilities to the benefiting land uses.
The following policies and criteria were utilized to assign benefit:
New development must mitigate impacts it creates on
public facilities and it is fully responsible for the costs of the
required mitigation. The City’s General Plan states that the
City may choose to contribute to certain facilities that it
deems will provide community-wide benefits.
Assigned benefit is based on a proportional benefit
analysis using allocation factors that were determined
either by the engineers or City staff that worked on the
master plan.
Roadway infrastructure costs are allocated to the areas
which benefit from these improvements. Prado Road
improvements, a portion of the cost of Prado Interchange,
and part of the intersection improvements at Prado and
South Higuera are allocated to future development in the
Margarita Area since this area will benefit from these
improvements.
Tank Farm Road, Buckley Road and Broad Street
improvements are allocated primarily to future
development in the Airport Area since this area primarily
will benefit from these roadway improvements, however
some of these roadways are also regional in nature and
may require funding from outside of the AASP to complete.
The City will require property owners whose land adjoins
roadways to dedicate the right-of-way for improvements;
therefore, roadway land acquisition costs are not included
in the transportation infrastructure costs. If ROW purchase
is necessary as part of a project, the City will create a
future reimbursement program for the AASP PFFP to
recoop funding when the adjacent property develops.
8-6 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Table 8.3 a STORM DRAINAGE COST ALLOCATION
SUMMARY
Table 8.3 b TRANSPORTATION COST ALLOCATION
SUMMARY
Tables 8.3 a and b show the cost allocation for each facility
category as well as the total cost allocated to each land use. It
should be noted that the infrastructure costs provided in these
tables include only that portion of the total cost that will be
allocated to properties in the Airport area.
FINANCING | 8-7
Table 8.4 Summary of Infrastructure Costs by phase
8.3.3 INFRASTRUCTURE PHASING
As previously discussed, development of the Airport area will
require approximately $36.4 million in public facilities of which
approximately $19.3 million will be funded by properties in the
Airport area. Due to the lack of existing infrastructure networks in
this area, a considerable amount of backbone infrastructure is
required up-front, in the early stages as development occurs.
Infrastructure projects are identified as phased according to
specific infrastructure phasing intervals. These intervals are
defined in Table 8.4.
While some development impact fee revenue will be available to
fund a small portion of AASP Phase 1 facilities, sufficient impact
fee revenue will not be available to fully fund the first phase
infrastructure nor will fee revenues keep up with major facility cost
components in subsequent phases. Either public debt financing
or developer financing will be needed to close the funding
shortfalls and generate lump-sum proceeds to keep up with facility
demands. Therefore, the Financing Plan incorporates a
combination of impact fees, land-secured debt, assumed grant
funding, and developer financing to fund the required facilities.
8.3.4 WATER FACILITIES
In 2013, the City adopted citywide water fees and area-specific
water add-on impact fees. The area-specific water add-on fees
were developed to fund the specific water facilities that would be
required in the Airport. These facilities include only the backbone
water pipelines that will serve the Airport area and do not include
in-tract pipelines at specific developments or water mains that will
be required to tie into the water system; these types of facilities
will be funded directly by the developers when they are ready to
develop.
Funding for the expansion of the City’s water treatment plant will
come from the citywide water impact fee. The citywide water
impact fee is, effective July 1, 2012, $17,092 per 1” meter and the
area-specific water add-on fee is $1,907 per 1” meter.
The citywide water fee pays for water supplies and treatment
facilities required to serve new development and as such must be
paid by development in addition to the Airport area-specific water
add-on fee. The water impact fees will be collected at building
permit issuance or possibly at some other time, as specified by
the City.
Existing development requesting to tie into the City’s water system
will be required to pay the Airport area-specific water add-on fee
and the citywide water impact fee.
8.3.5 WASTEWATER FACILITIES
The cost of the Airport area specific plan’s portion of the water
reclamation facility upgrade will be funded through the citywide
wastewater impact fee. The collection system pipes, which will
connect individual developments to the backbone system are
considered to be an in-tract improvement and therefore will be
financed by the individual developers.
Development in the Airport area will be required to pay the
citywide wastewater impact fee, which is, effective July 1, 2012,
$8,553 per 1” meter and the area-specific wastewater add-on fee
is $3,664 per 1” meter.
8-8 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Revenue from the citywide wastewater fee will fund capacity
improvements at the water reclamation facility and therefore all
development in the Airport area will be required to pay this fee in
addition to the Airport area-specific wastewater add-on fee.
The City expects that the existing and/or approved 2.1 million
square feet of building area in the Airport and Margarita areas will
eventually tie into the City’s sewer system. Approximately 0.5
million square feet of development has already paid interim impact
fees to the City. The City anticipates that most of the remaining
1.6 million square feet of developed building space will tie into the
wastewater system over a 30-year period. Existing development
requesting to tie into the City’s sewer system will be required to
pay the Airport area-specific wastewater add-on fee and the
citywide wastewater impact fee.
8.3.6 TRANSPORTATION FACILITIES
Road and bikeway improvements required for the Airport area are
estimated based on costs associated with improvements for,
Tank Farm Road, the extension of Sueldo (formerly the Unocal
Collector), Santa Fe Road Extensions, improvements along
Higuera Street, Broad Street and Buckley Road Extension.
Transportation costs include nine intersections that were identified
for improvements through the Chevron EIR in 2013. Also included
is the Airport Area’s share of bike path costs to serve trips in the
AASP Area. Costs will continue to reflect changes in the CPI.
As previously mentioned, the City will require that roadway right-
of-way be dedicated by the adjoining property owners and as a
result, land acquisition costs are not included in the transportation
infrastructure costs.
Future development in the Margarita Area will benefit from the
improvements to Prado Road (including the Prado Road creek
crossing) and the intersection at South Higuera Street. Therefore,
costs associated with these improvements, have been allocated
primarily to future development in the Margarita Area.
Additionally, based on a prior study, the City estimates that future
development in the Margarita Area is responsible for 13%, of the
Prado Interchange. The total cost of the aforementioned
improvements is allocated among all future development in the
Margarita Area.
Future development in the Airport Area will primarily benefit from
the improvements to Tank Farm Road, Santa Fe Road Extensions
and Buckley Road Extension. Additional improvements along
Higuera and Broad Street are necessary to help mitigate traffic
generated by AASP growth. Costs include roadway improvements
and median landscaping and irrigation for Tank Farm Road. The
original PFFP only included partial costs of the Buckley Road
Extension and assigned the Santa Fe Road Extension
improvement costs to the fronting property owners. The current
PFFP proposes that Buckley Road Extension be funded by
development that most directly creates the need for the
improvement (Avila Ranch, et. al.) or that a special sub-area
funding program be established for this project. Santa Fe Costs
under the new PFFP are split between the adjacent properties
which receive a direct benefit of the roadways and the PFFP.
The costs of other roadway improvements is allocated to future
development in the Airport Area as well as shared with potential
grants, direct developer contributions or City participation.
Additionally bikeway costs associated with three bikeway facilities
that most directly benefit the AASP properties are allocated to the
Airport Area (similar improvements in the Margarita Area will be
built as part of specific development projects).
Utility line undergrounding for part of Tank Farm Road and Broad
Street were funded through the City’s and County’s Rule 20-A
program (2012). Other undergrounding costs are be funded by
development in the Airport Area. The City will work with property
owners in the area to minimize costs of undergrounding that may
include covenants and deferrals until such time as large scale
projects can be completed. All new services in the AASP will be
undergrounded per City code. Additionally, the cost of
FINANCING | 8-9
constructing medians on Broad Street, south of Prado Road, will
be funded by the City through grants, STIP or other funds.
Future development in the AASP area will also be required to pay
the citywide transportation impact fees. Revenue from this fee
funds transportation projects which provide citywide benefit and
bring facilities to the area. Projects in this fee program that help
serve the AASP include the Prado Road and LOVR Interchanges,
bikeways to and from the AASP, Orcutt Road Grade separation
and improvements along Higuera Street.
Traffic mitigation measures, taken as a whole at full build out of
the Airport Area, help to meet objectives of the Circulation
Element’s LOS policy. However, due to the fact that the rate and
exact development patterns within the Airport Area cannot be
predicted, no fixed implementation schedule of overall traffic
mitigation measures can be determined. Therefore, certain
projects may cause a LOS thresholds to be exceeded. The City
shall, on a bi-yearly basis or as needed, review LOS levels and
make recommendations for use of accumulated Airport Area
transportation impact fees toward new CIP projects to address the
higher LOS levels and assure LOS levels consistent with the
Circulation Element are achieved with ultimate build-out of the
Airport Area. The most recent assessment of the LOS levels was
completed in 2014 as part of the Chevron EIR.
8.3.7 STORM DRAINAGE FACILITIES
Future development in the Airport area will be required to provide
fair share funding towards drainage improvements associated with
roadway improvements. These fair share fees are incorporated
into the impact fee program.
8.3.8 SPECIFIC PLAN COSTS
Funds have been advanced by the City to pay consultants’ costs
associated with preparing the specific plans and other analyses to
support development of the Airport and Margarita areas. These
costs total $717,000 and have been allocated to all future
development in the Airport and Margarita areas on a per-acre
basis. The existing development in the Airport area is not
included in the cost allocation.
8.4 FINANCING METHODS
8.4.1 MELLO-ROOS COMMUNITY FACILITIES ACT OF
1982
The Mello-Roos Community Facilities Act (the “Act”) [Section
53311 et. seq. of the Government Code] was enacted by the
California State Legislature in 1982 to provide an alternate means
of financing public infrastructure and services subsequent to the
passage of Proposition 13 in 1978. The Act complies with
Proposition 13, which permits cities, counties, and special districts
to create defined areas within their jurisdiction and, by a two-thirds
vote within the defined area, impose special taxes to pay for the
public improvements and services needed to serve that area. The
Act defines the area subject to a special tax as a Community
Facilities District.
A CFD may provide for the purchase, construction, expansion, or
rehabilitation of any real or other tangible property with an
estimated useful life of at least five years. A CFD may also
finance the costs of planning, design, engineering, and
consultants involved in the construction of improvements or
formation of the CFD. The facilities financed by the CFD do not
have to be physically located within the CFD.
Formation of a CFD authorizes a public agency to levy a special
tax on all taxable property within the CFD in the manner
prescribed in the formation documents. Property owned or
irrevocably offered to a public agency may be exempted from the
special tax. Mello-Roos special taxes are collected at the same
time and in the same manner as property taxes, unless otherwise
specified by the agency. Special tax revenues may be used to
pay debt service on bonds sold to provide funding for the
construction or acquisition of public capital facilities. Special taxes
may also be used to pay directly for facilities and public services.
Formation of a CFD can be initiated by:
8-10 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
A motion by the legislative body (the City Council);
A written request signed by two members of the City
Council; or
A petition filed with the clerk signed either by ten percent of
the registered voters residing within the proposed CFD, or
owners of ten percent of the land area within the proposed
CFD.
Within 90 days of initiating the
proceedings to form the CFD, the City
Council would adopt a resolution of
intention to establish a CFD and a
resolution of necessity to incur bonded
indebtedness, and determine a date
for a public hearing on the formation of
the CFD. The hearing must be not
less than 30 days or more than 60
days from the date the resolution of
intention was adopted. At the public
hearing, if the City Council makes a
decision to proceed with formation of
the CFD, a resolution of formation, a
resolution to incur bonded
indebtedness, and a resolution calling
for elections to authorize special taxes
and the issuance of bonds, will be
adopted by the City Council.
If the City Council decides to proceed
with establishing a CFD, it must submit
the levy of the special tax to the
qualified electors of the proposed CFD
in the next general election or in a special election to be held at
least 90 days, but not more than 180 days, following the close of
the public hearing. However, these time limits may be waived with
the unanimous consent of the qualified electors. As required by
Proposition 13, two-thirds of the voters casting ballots must
support the tax if it is to be imposed. However, if there are fewer
than 12 registered voters residing in the proposed district, the vote
shall be by the landowners of the proposed CFD, and each
landowner shall have one vote for each acre or portion of an acre
of land owned within the CFD.
TABLE 8.5 CFD DEBT FINANCING ANALYSIS
FINANCING | 8-11
There are two limitations on the amount of financing available
from a CFD. The first is the value-to-lien ratio. “Value” is
considered to be the appraised value of the property, including
entitlements and improvements in place on the date the CFD
bonds are to be sold. The value of improvements to be
constructed with bond proceeds is included in the value
calculation. “Lien” refers to the proposed Mello-Roos bond issue,
as well as any other public debt secured by the property. Senate
Bill 1464, which became effective January 1993, requires a
minimum value-to-lien ratio of 3:1. The City’s policy is 4:1, but
may also allow 3:1 in some cases.
The second restriction on the amount of financing available from a
CFD is the total effective tax rate (“ETR”) paid by a homeowner or
property owner in the CFD. The ETR consists of the basic one
percent ad valorem property tax levy mandated by Proposition 13,
plus overrides from voter-approved bonded indebtedness and
non-ad valorem taxes, assessments and parcel charges
(expressed as a percentage of market value). There is no legal
limit, but a maximum ETR of two percent of market value has
developed as a standard for residential development in many
areas throughout the State; the City has adopted this standard as
one of its financing policies.
8.4.2 IMPACT FEES
Impact fees are monetary exactions (other than taxes or special
assessments) that are charged by local agencies in conjunction
with approval of a development project. Impact fees are levied for
the purpose of defraying all or a portion of the costs of a public
facility, improvement, or amenity that benefits the project. The
collection of impact fees does not require formation of a special
district; instead, a fee program is implemented by a public
agency’s adoption of a resolution or ordinance.
Impact fees are paid by builders or developers, typically at the
time a building permit is issued. The public facilities funded by
impact fees must be specifically identified, and there must be a
reasonable relationship, or “nexus,” between the type of
development project and the need for the facilities, the need to
impose a fee, and the portion of the facilities cost allocated to the
development project, pursuant to Section 66000 et. seq. of the
Government Code.
While developer fees cannot typically be leveraged (i.e., provide
security for bonds or other debt instruments), fees can be used in
conjunction with debt financing to help retire bonds secured by
other means (e.g., land). In this case, developer fees can
generate supplemental revenues to reduce future special taxes or
assessments, or free up tax increment or other revenues for
alternative uses. Developer fees can also be used to generate
reimbursement revenue to property owners or public agencies
who have previously paid more than their fair share of public
improvement costs.
8.4.3 DEVELOPER FINANCING
In many cases, developers fund facilities or dedicate land as a
means of mitigating the impact of their developments. For
example, the City may impose, as a condition of development,
construction of a facility that is needed, such as a roadway. Once
the roadway is constructed and accepted by the City, fee credits
equal to the amount of the cost of the facility or the cost of the
facility as estimated in the capital improvement plan, can be
issued to the developer. The developer can then apply them to
offset fees imposed on his development or enter into a
reimbursement agreement for any constructed facility that is
oversized.
8.5 RECOMMENDED PROJECT FINANCING
STRATEGY
8.5.1 OVERVIEW
The financing strategy for funding infrastructure serving the Airport
area is primarily a pay as you go impact fee program. The City will
need to work with property owners in the AASP to consider
8-12 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
alternative financing opportunities that could include a
combination of community facilities district debt financing, impact
fees specific to the Airport Area, citywide impact fees,
transportation grants and higher levels of developer funding.. .
Table 8.6 summarizes the facilities required and the infrastructure
funding sources for the Airport area.
The Airport Area Project impact fees, shown in Table 8.7, will fund
the Airport Area’s share of infrastructure and storm drainage
costs. Owners of properties fronting Tank Farm and Broad Street
will be required to dedicate road right-of-way. In addition, owners
of properties fronting the extension of Sueldo Road (formerly the
Unocal collector) and Santa Fe Road will be required to dedicate
right-of-way and fund a portion of the improvement of these roads
that they benefit directly from them. Existing and/or approved
development in the Airport Area, which has not already paid
interim impact fees to the City, will also be required to pay Airport
Area and citywide water and wastewater impact fees when it ties
into the City’s water and wastewater systems or annexes into the
City.
Other Financing Options
The financial imbalance caused by the need to fund the majority of
infrastructure costs upfront while development in the Airport area
is expected to occur over a thirty-year period poses a challenging
situation for the City. Several options are available to the City to
address these funding shortfalls. The City will, on a case by case
basis, review the funding shortfall as it occurs and determine the
appropriate solution at that time. Several funding options
available to the City are discussed below.
Forming one or more community facilities districts in the Airport
Area will provide upfront funding for infrastructure facilities in the
initial stages of development when much of this is needed. A CFD
could incorporate all the undeveloped Airport Area or simply
portions of the Airport Area, such as the properties on the east or
west side of the Airport Area. The CFD(s) could be formed when
properties in the Airport Area are ready to develop and could
finance facilities that would otherwise be funded through Airport
area impact fees.
Another potential funding option would be to impose, as a
condition of development, a requirement that a developer
construct a required facility and then receive credits in the amount
of the construction cost. The developer could then apply these
credits against required development impact fees. This approach
is used frequently by public agencies when facilities are needed
before development can proceed.
A third option would be to delay construction of infrastructure until
the required fee revenues or other funding are collected. This
approach, however, may not be feasible in many cases.
The City could also provide the necessary funding and then get
reimbursed as impact fee revenue is collected. This could be
accomplished by borrowing from other City capital improvement
funds and then repaying, with interest, the fund when impact fee
revenues are collected from the Airport area.
8.5.2 IMPACT FEE ANALYSIS
Airport Area
Table 8.7 illustrates the Airport area impact fees without the
incorporation of a CFD. Citywide impact fees will also be imposed
on future development in the Airport Area. With formation of a
CFD, the annual tax would replace all or a portion of the Airport
area impact fees.
The City has established a separate facilities account for the
Airport Area in order to pool the separate Airport Area Specific
Plan impact fees. The City will still be required to justify the
separate impact fee components within the consolidated Airport
Area Specific Plan impact fee as required by the Mitigation Fee
Act, also known as AB 1600. The impact fees presented in this
PFFP are subject to change as cost estimates and assumptions
are refined, or if the City makes policy decisions that affect the
plan.
FINANCING | 8-13
8.6 IMPLEMENTATION AND ADMINISTRATION
The Airport area is anticipated to build out over an extended
period. During this time, there are likely to be changes in land use
plans, facility standards and design, cost estimates, and other
assumptions that are incorporated in this financing plan. The
PFFP and City finance policies are designed to accommodate
such changes, while maintaining the security of bond holders.
The impact fee component of the PFFP will be put into effect by
adoption of a fee ordinance by the City Council. Pursuant to this
ordinance, fees will be collected by the City, deposited into the
designated account(s), and used to fund improvements in the
Airport area. In addition, a Mello-Roos Community Facilities
District could be formed to provide a mechanism for debt issuance
to generate lump-sum funding for facilities in the first phase of
development and potentially later phases. Following is a brief
summary of certain tasks that will be required to implement the
PFFP.
8.6.1 UPDATES AND REVISIONS
The PFFP should be updated each time there is a significant
change in facility plans, land use plans, or infrastructure cost
estimates. When these items are revised, there will be a
corresponding change in the fair-share cost allocation to each
type of land use anticipated within the Airport area. The Airport
area specific plan impact fees must also be adjusted to maintain a
nexus between facilities being funded and land uses paying such
fees.
8.6.2 INDIVIDUAL PROJECT APPLICATIONS AND
DEVELOPER REIMBURSEMENTS
When an individual project is submitted to the City for processing
and approval, the facilities required to serve that project must be
identified. Due to the incremental nature of public facility phasing,
it is likely that certain projects will be required to oversize
improvements due to the location of development or to
accommodate future needs. Improvements contained in the
AASP PFFP may be eligible for reimbursement. By comparing the
project’s assigned fair share of facility costs to the costs of
improvements required to allow the project to proceed, the City
will be able to calculate an equitable reimbursement to the
developer paying for oversized improvements. The City will likely
enter into an agreement with the developer to effect such a
reimbursement through pass-through of future impact fees
received.
8.6.3 ACTION ITEMS FOR THE CITY
The City will need to adopt a fee ordinance or resolution
implementing the revised fees. The ordinance will reflect fees
based on the information provided in this PFFP. Fees may be
adjusted in future years to reflect actual costs, updated
infrastructure cost estimates, changes in the amount of property
anticipated to develop, and other factors. In addition to specific
fees for the Airport Area, the Airport area will be subject to
citywide fees as well as fees levied by other public agencies.
Pursuant to section 66006 of the Government Code, the City will
establish a capital facility account(s) for collected fees.
Establishment of this account(s) will prevent commingling of the
fees with other City revenues and funds. Interest income earned
by fee revenues in these accounts will be deposited in the
accounts and applied to facility construction costs. Within one
hundred eighty days of the close of each fiscal year, the City will
make information pertaining to each account [as required by
Section 66006 (b)(1)] available to the public and will review this
information at a regularly scheduled public hearing.
Debt financing is an option to close funding gaps created by the
fee program. Development on certain properties in the Airport
area cannot begin until certain backbone facilities are funded and
constructed.
8-14 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
FINANCING | 8-15
Table 8.7
AIRPORT AREA IMPACT FEES
Table 8.6
Airport Area Specific Plan Public Facilities Financing Plan
8-16 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Table 8.6
Airport Area Specific Plan Public Facilities Financing Plan
FINANCING | 8-17
Table 8.7
AIRPORT AREA IMPACT FEES
IMPLEMENTATION | 9-1
9.0 IMPLEMENTATION
Each ‘layer’ of understanding informs the planning response.
9.1 ANNEXATION
Portions of the Airport Area that are not within the City limits at the
time this Specific Plan is adopted will then become eligible for
annexation. Although the City prefers to annex the entire area at
once, it is recognized that some properties will not be annexed in
the early phase. Specifically, the City and County agree that the
airport will remain outside of the City until is advantageous for
both the City and County to have the facility annexed. To
encourage early annexation of other properties, the City will pay
the annexation fees for the first phase of annexation. Detailed
requirements for providing public facilities are expected to be
covered in annexation agreements between the City and property
owners.
9.2 ZONING
The Airport Area will be zoned consistent with this Specific Plan,
using City zone categories in combination with the “SP” overlay.
City zoning designations will take effect upon annexation. Precise
zone boundaries may be adjusted, subject to approval by the
Community Development Director, to reflect subdivision maps as
they are approved.
9.3 SUBDIVISION
The precise location of streets and utilities and the precise
boundaries of development sites will be determined as subdivision
9-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
maps are approved. There may be a sequence of subdivision
maps, as first large sections of the planning area and then groups
of individual lots are made available for individual ownership a nd
development.
Avigation easements for the benefit of the County airport,
providing notice to all future buyers of parcels, will be recorded
concurrently with subdivision final maps.
9.4 ARCHITECTURAL REVIEW
Consistent with required citywide procedures, commercial,
industrial, institutional, and multi family residential construction will
be subject to architectural review. For projects subject to
architectural review, the “minor or incidental” procedure should be
used for those projects meeting this Specific Plan’s design
standards.
9.5 BUILDING PERMITS
The City building permit process of plan-check, inspection, and
occupancy release will typically be the final and most detailed step
in City review of private site development.
9.6 PUBLIC FACILITIES FINANCING
Chapter 8 summarizes the projected costs for major infrastructure
improvements that will be required to serve buildout of the Airport
Area, and identifies funding mechanisms for each. In addition to
the identified costs, other standard City fees for citywide services
will also apply to new Airport area development. Area-wide public
services such as police, fire, and street maintenance will be
supported by general revenues from the community, including the
Airport Area as it develops. Some services, such as recreation
and development review, will be funded at least in part by user
fees, which are charged without respect to the user’s location
within the city. The City may charge fees at the time of building
permit issuance to reimburse the cost of preparing this Specific
Plan and its associated environmental review.
Development within the Airport Area will be supported by public
facilities located in the area, and by the extended systems that
exist or will be developed for the whole city. Facilities such as
local streets and utility lines will be installed by developers of the
area and dedicated to the City. Facilities serving the whole City,
such as new water supplies or transit centers, will be funded by
development impact fees that apply uniformly throughout the City.
Those fees are typically paid as building permits are obtained.
Some major facilities that benefit the Airport Area in particular, but
which also have benefits for a larger area, will be paid for by a
combination of special charges that apply within the Airport Area
and more broadly based sources. The special charges may be in
the form of impact fees paid when building permits are obtained or
assessments on parcels within the Airport Area.
It is common for some major public facilities to be provided before
all the development that will benefit from them is completed. This
approach is necessary to create reliable, integrated systems, to
avoid disruption from recurring construction activity, and to deal
with economical increments of capacity. This approach requires
that the cost of the facility be paid when it is built, even though the
initial developer (either public or private) does not have sufficient
cash reserves at the time. To pay for construction, funds are
borrowed and repaid with the stream of revenue from future
assessments or fees. A wide range of mechanisms, involving
both private and government debt, are available to fund this
approach. Some debt financing methods are particularly sensitive
to development occurring on an anticipated schedule, even
though the timing of construction is difficult to predict.
This Specific Plan outlines possible public facility funding
methods. These methods were seen as the best alternatives when
this Specific Plan was adopted. Other methods may appear to be
preferable as subdivision and development proceed. To the extent
that City approval is required to establish funding methods, the
City Council may approve alternatives without amending this plan.
IMPLEMENTATION | 9-3
The amounts of development and the extent of land dedication
and public facilities are not equal for each ownership that existed
when this Specific Plan was prepared. Therefore, the financing
mechanisms will be structured to achieve equity among the
owners.
Chapter 8 summarizes the projected costs and the recommended
methods of paying for public facilities.
9.7 INTERPRETATION AND AMENDMENT
Implementation of this Specific Plan is expected to occur over
several years. During that time, questions may arise which the
plan does not completely answer. Also, there may be desires to
develop some features differently from original proposals.
Interpretations are judgments that apply the stated intent of this
plan to specific situations. Interpretations generally are limited to
details where the features of this plan may appear to provide
different guidance from each other, or from other adopted City
policies or the requirements of other agencies. They may be
needed when the City is considering a discretionary development
application, such as a subdivision map, or a ministerial
application, such as a building permit. The person or body with
approval authority for the application makes the interpretation. In
the case of ministerial development applications, this is the
Community Development Director. In making such an
interpretation, the Community Development Director will consult
with any other affected City departments. Decisions involving City
facilities may be within the authority of the Public Works Director
or the Utilities Director, who likewise would make the interpretation
after consulting with any other affected departments.
Interpretations for discretionary applications are made by the
Community Development Director, the Architectural Review
Commission, the Planning Commission, or the City Council,
depending on the type of application. These types of decisions are
subject to appeal, from staff to commissions, and from
commissions to the City Council.
Adjustments are minor changes to precise features of the plan,
where the resulting difference in development type or capacity is
not significant and the change is clearly consistent with the intent
of the Specific Plan. The City anticipates that zoning boundaries,
and street locations, may be adjusted through approval of
subdivision maps. All adjustments are to be reviewed and
approved by the Community Development Director.
Amendments are changes to features of the plan involving
differences in development type or capacity (including public
facilities). Amendments usually involve a question of consistency
with the original intent of the Specific Plan, or with the General
Plan. Amendments require a hearing and recommendation by the
Planning Commission, and action by the City Council.
9.8 ENVIRONMENTAL REVIEW
Nearly all actions to implement this Specific Plan (excluding
financing mechanisms) are subject to environmental
determinations by the City. For projects that are consistent with
this Specific Plan, the environmental determination is expected to
be that the project is “categorically exempt” due to its type or size,
or that further environmental review is not needed because the
Environmental Impact Report for the Specific Plan has adequately
addressed all environmental issues. Further environmental review
would be required for a project within the Specific Plan area only
if, (a) it involves an amendment to the Specific Plan, (b) a
previously unknown environmental resource or hazard is
discovered on the site, or (c) citywide conditions have changed
substantially since the certification of the Environmental Impact
Report. Regardless of whether or not a project is subject to further
environmental review, all of the mitigation measures from the Final
EIR must be implemented. Most of these mitigation measures
have been incorporated into the Specific Plan, however, Appendix
A includes several mitigation measures that are not located
anywhere else and must be implemented as part of the
development review process.
9-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
9.9 CAPITAL IMPROVEMENT PROGRAMMING AND
BUDGET
The City will own and operate several public facilities in the Airport
Area. Streets, sewer system, water distribution system, bikeways
and transit facilities are examples of facilities that are operated for
the benefit of the public. This specific plan identifies various
existing and proposed public facilities that will be needed to
service the planned development of the area. This specific plan,
and the various infrastructure master plans created to support it,
will be used as a resource document and referred to in the
preparation of the City’s budget and Capital Improvements
Program. The City’s Financial Plan spells out how the City’s funds
are obtained and spent. The City’s Capital Improvement Program
(CIP) lists the public improvements, facilities and equipment which
the City plans to construct or install. The Planning Commission
reviews the CIP for conformity with the General Plan. The City
Council approves the City’s Financial Plan.
Appendix A:
Required Mitigation Measures
The mitigation measures listed on the following pages are required, subject to review and approval of the City of San Luis
Obispo Community Development Director and Natural Resources Manager, and other agencies with monitoring authority as
noted.
This page intentionally left blank
REQUIRED MITIGATION MEASURES | A-3
Mitigation Measures Founding
Source
Implementation
Party
Monitoring
Agency
Timing
BIO-1.1: Conduct Surveys for Wetland Resources, Sensitive Natural Communities,
and Special-Status Species. Applications for subdivisions and development in
grassland areas must include the result of the following surveys and studies:
surveys and mapping of special-status plants identified in Table 3C-4 during
the appropriate identification periods;
surveys and mapping of special-status wildlife identified in Table 3C-5 during
the appropriate seasons;
mapping and quantification of valley needlegrass grassland inclusions;
delineation and quantification of waters of the United States, including
wetlands, using the Corps' 1987 wetland delineation manual (Environmental
Laboratory 1987 );
identification of special-status species and species of local concern as identified
in the (forthcoming) Conservation Element; and
mapping and quantification of habitat loss.
For areas of annual grassland that are determined to contain no special -status species,
inclusions of valley needlegrass grassland, or seasonal wetland, no further mitigation is
required. If sensitive resources are identified, please refer to the mitigation measures
below to avoid, minimize, or compensate for significant impacts on these resources. This
is not intended to limit other measures that the City may take regarding nonlis ted
species.
Project
proponent
Project
proponent
Corps,
USFWS,
DFG, City of
San Luis
Obispo
Before any
ground- disturbing
activities
BIO-2.1: Avoid and Minimize Impacts on Valley Needlegrass Grassland. After areas
of valley needlegrass grassland are map ped and quantified (Mitigation Measure BI0-
1.1), the following steps shall be implemented in order of preference:
Avoid stands of valley needlegrass grassland whenever possible; this may
be achieved by setting aside areas that contain significant stands of valley
needlegrass grassland as ecological buffers or nature preserves.
Minimize impacts on valley needlegrass grassland in areas that cannot be
avoided completely; this may be achieved by placing orange construction
barrier fencing or stakes and flags around the perimeter of needlegrass
grassland stands and by restricting the operation of heavy equipment and
other construction-related activities to the outside of these exclusion zones.
Compensate for unavoidable loses of valley needlegrass grassland with
replacement plantings at an alternative mitigation site. The project proponent
should develop a mitigation and monitoring plan in coordination with DFG chat
specifies replacement ratios success criteria, monitoring and reporting needs ,
and remediation measures. Replacement plantings should be placed adjacent
to existing preserved stands to encourage natural regeneration, ensure future
preservation, and create enhanced habitat values.
Project
proponent
Project
proponent
DFG, City of
San Luis
Obispo
Complete surveys,
mapping, and
mitigation plan
before
construction;
implement
replacement
planting
concurrent with
construction;
monitor
report,and
implement
remediation
plantings as
specified in
mitigation and
monitoring plan
A-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Mitigation Measures Founding
Source
Implementation
Party
Monitoring
Agency
Timing
BIO-6.1: Avoid and Minimize Impacts on Wetland Habitat. To avoid and minimize
impacts to freshwater marsh and other wetland habitats, the project proponent will do all
of the following:
obtain a qualified wetland ecologist to conduct a delineation of waters of the
United States, including wetlands, at the project site;
obtain verification of the delineation from the Corps;
avoid identified waters of the United States and wetlands during project design
to the extent possible and establish a buffer zone around jurisd ictional
features to be preserved;
obtain a permit from the Corps for any unavoidable "fill" of wetlands or other
waters of the United States; and
develop and implement a mitigation and monitoring plan in coordination with
the agencies to compensate for losses and to ensure no net loss of wetland
habitat functions and values.
Project
proponent
Project
proponent
Corps, City
of San Luis
Obispo
Before any
ground- disturbing
activities
BIO-8.1: Avoid Temporary Disturbance to Riparian Woodland and Scrub by
Complying with DFG and City General Plan Guidelines and Specific Plan
requirements for Setbacks Regarding Riparian Corridors. The project proponent will
do all of the following:
retain a qualified biologist to identify and map riparian woodland and scrub in
the project area;
establish a buffer zone around the edge of the riparian habitat at a distance to
be determined in cooperation with DFG and the City by installing orange
construction fencing or poles and flags; and
restrict construction activities to the outside of the fenced buffer zone.
Project
proponent
Project
proponent
DFG, City of
San Luis
Obispo
Before any
ground- disturbing
activities
BIO-9.1: Avoid or Minimize Impacts on Special-Status Plant Species. To avoid or
minimize impacts on special-status plant species, the project proponent will do all of the
following:
Whenever possible, set aside as nature preserve areas known to support large
populations of special-status plants
Ensure that a qualified botanist conducts surveys for special -status plant species
in all portions of the planning area at the appropriate time when plants are
clearly identifiable. The botanist should document and map encountered
populations.
avoid or minimize impacts on special-status plant populations to the extent
possible.
Compensate for the unavoidable loss or disturbance of special -status plant species.
Compensate shall be implemented under a mitigation plan developed in conjunction with
DFG and USFWS. The requirements for a mitigation plan will depend on the species
affected by the project and the extent of impact on the populations. Mitigation shall be
implemented onsite whenever possible. Possible mitigation locations (but not required
Project
proponent
Project
proponent
DFG,
USFWS,
City of San
Luis Obispo
Before any
ground- disturbing
activities
REQUIRED MITIGATION MEASURES | A-5
Mitigation Measures Founding
Source
Implementation
Party
Monitoring
Agency
Timing
locations) for Congdon’s tarplant include those areas of the Unocal site set aside as Open
Space
BIO-12.1: Avoid or Minimize Impacts on Non-Listed, Special-Status Wildlife
Species. To avoid or minimize impacts on non-listed, special-status wildlife species
(Table 3C-5 ), the project proponent will do all of the following:
Ensure that a qualified biologist conducts surveys for non-listed special-status
wildlife species in all portions of the planning area at the appropriate time f or
each species. The biologist should document and map encountered individuals.
Avoid or minimize impacts on non-listed special-status wildlife populations and
individuals to the extent possible.
Ensure that a qualified biologist conducts protocol-level surveys for burrowing
owls and, if presence is confirmed, develops a mitigation plan following DFG
guidelines.
Surveys would be conducted at suitable breeding habitat for nesting tricolored
blackbirds before construction begins. Surveys would be conducted 2-3 times
during the nesting season (April 1-July 15). If nesting tricolored blackbirds are
found, the project proponent shall avoid impacts on the species by one of two
methods: avoiding construction within 500 feet of an active nesting colony during
the nesting season or constructing the interceptor during the nonbreeding
season July 15-March 31). Barrier fencing would be used to establish buffer
zones around the active colonies. Removal of suitable breeding habitat should
also be minimized through the project design. If nesting habitat is unoccupied,
construction in the area could occur at any time; however, removal of suitable
breeding habitat should be minimized.
Compensate for the unavoidable loss or disturbance of non-listed special-status
wildlife species. Compensation shall be implemented under a mitigation plan
developed in conjunction with DIG and USFWS. The requirements for a
mitigation plan will depend on the species affected by the project and the extent
of impacts on the populations. Mitigation shall be implemented onsite whenever
possible.
Project
proponent
Project
proponent
DFG,
USFWS,
City of San
Luis Obispo
Before any
ground- disturbing
activities
BIO-13.1: Avoid Potential Direct Mortality and Loss of California Red-Legged Frogs.
Prior to the initial site investigation and subsequent ground disturbing activities,
a qualified biologist will instruct all project personnel in worker awareness
training, including recognition of California red-legged frogs and their habitat.
A qualified biologist will conduct pre-construction surveys within the project area
no earlier than 2 days before ground-disturbing activities.
No activities shall occur after October 15 or the onset of the rainy season,
whichever occurs first, until May 1 except for during periods greater than 72
hours without precipitation. Activities can only resume after site inspection by a
qualified biologist. The rainy season is defined as: a frontal system that results in
Project
proponent
Project
proponent
DFG,
USFWS,
City of San
Luis Obispo
Before any
ground- disturbing
activities
A-6 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Mitigation Measures Founding
Source
Implementation
Party
Monitoring
Agency
Timing
depositing 0.25 inches or more of precipitation in one event.
Vehicles to and from the project site will be confined to existing roadways to
minimize disturbance of habitat.
Prior to movement of a backhoe in the project area, a qualified biologist will
make sure the route is clear of California red-legged frogs.
If a California red-legged frog is encountered during excavations, or any project
activities, activities will cease until the frog is removed and relocated by a
USFWS-approved biologist. Any incidental take will be reported to the USFWS
immediately by telephone at (916) 414-6600.
If suitable wetland habitat is disturbed or removed, the project proponent will
restore the suitable habitat back to its original value by covering bare areas with
mulch and revegetating all cleared areas with wetland species that are currently
found in the project area.
BIO-14.1: Compensate for Direct and Indirect Impacts on Vernal Pool and Seasonal
Wetland Vernal Pool Fairy Shrimp and California Tiger Salamander Habitat. If vernal
pool fairy shrimp or tiger salamander habitat is present and cannot be avoided, the
project proponent will compensate for direct and indirect effects on the habitat. The
project proponent will conduct an onsite visit with USFWS and DFG to determine whether
potential vernal pools or seasonal wetlands in the Airport and Margarita areas are
suitable fairy shrimp and tiger salamander habitat. If there is no suitable fairy shrimp and
tiger salamander habitat, no additional mitigation is needed. If there is suitable habitat,
the project proponent can assume that it is occupied and mitigate the loss of habitat, or
can retain a qualified biologist to conduct USFWS protocol-level surveys and determine
presence or absence. These surveys typically require two seasons of surveys during the
winter wet season; therefore, most project proponents assume presence and mitigate the
loss of fairy shrimp and tiger salamander habitat. This compensation wil l be achieved by
implementing the following measures, as described in the programmatic agreement
between USFWS and the Corps:
Create suitable fairy shrimp habitat (i.e., vernal pools or other suitable seasonal
wetlands) at a 1:1 ratio or other ratio approved by the USFWS. The habitat must
be created at a location approved by USFWS.
Preserve suitable fairy shrimp habitat at a 2:1 ratio or other ratio approved by the
USFWS. The habitat must be preserved at a location approved by USFWS.
Before construction starts, the project proponent will obtain authorization from
USFWS to take listed fairy shrimp species that would be affected by the project.
A biological opinion under the federal ESA may be needed from USFWS before
construction begins.
This is not intended to limit mitigation should USFWS and the Corps require a different
approach.
Project
proponent
Project
proponent
DFG,
USFWS,
City of San
Luis Obispo
Before any
ground- disturbing
activities
REQUIRED MITIGATION MEASURES | A-7
Mitigation Measures Founding
Source
Implementation
Party
Monitoring
Agency
Timing
BIO-16.1: Conduct Protocol-Level Surveys for Least Bell's Vireo. If the species or
appropriate habitat is present, then the project proponent will implement Mitigation
Measure BIO-16.2.
Project
proponent
Project
proponent
DFG,
USFWS,
City of San
Luis Obispo
Before any
ground- disturbing
activities
BIO-16.2: Avoid Potential Direct Mortality and Loss of Least Bell's Vireo. The project
proponent will consult with USFWS and DFG and possibly conduct a site visit with these
agencies to develop measures to avoid and minimize potential impacts on this species
along the stream in the Airport and Margarita areas. If potential impacts on least Bell's
vireos can be avoided, no additional mitigation is needed. If potential impacts on the least
Bell's vireo cannot be avoided, the project proponent will implement Mitigation Measu re
BIO-16.3
Project
proponent
Project
proponent
DFG,
USFWS,
City of San
Luis Obispo
Before any
ground- disturbing
activities
BIO-16.3: Develop and Implement a Least Bell's Vireo Mitigation Plan. If potential
impacts on the least Bell's vireo cannot be avoided along the creeks in the Airport area in
the planning area, the project proponent will prepare and implement a mitigation plan and
obtain the appropriate federal ESA permits, if necessary. The project proponent will
consult with USFWS and DFG to determine whether additional mitigation is needed, and
USFWS will assist the project proponent in determining whether incidental take
authorization under the federal ESA is needed. The plan will need to include measures
that would avoid and minimize impacts on the least Bell's vireo and additional habitat
creation, enhancement, and management in the planning area.
Project
proponent
Project
proponent
DFG,
USFWS,
City of San
Luis Obispo
Before any
ground- disturbing
activities
BIO-17.1: Avoid Potential Direct Mortality and Loss of Southwestern Pond Turtle.
The project proponent will consult with USFWS and DFG and possibly conduct a site visit
with these agencies to develop measures to avoid and minimize potential impacts on this
species along the stream and wetl ands (including ponds) in the Airport and Margarita
areas. If potential impacts on the southwestern pond turtle can be avoided, no additional
mitigation is needed. If potential impacts on the southwestern pond turtle cannot be
avoided, the project proponent will implement Mitigation Measure BIO-17.2.
Project
proponent
Project
proponent
DFG,
USFWS,
City of San
Luis Obispo
Before any
ground- disturbing
activities
AIR-1.1: Implement Construction-Related Combustion Emissions Mitigation. NOx
emissions will be the controlling factor in determining the application of control strategies
for construction-related, combustion-related emissions. Any project requiring grading of
>1,950 cubic yards/day or >50,000 cubic yards within a 3 -month period will need to apply
Best Available Control Technology for construction equipment combustion controls.
Projects requiring >125,000 cubic yards of grading in a 3-month period will need to apply
CBACT plus offsets and/or other mitigation. Examples of CBACT can be found in the San
Luis Obispo APCD CEQA Air Quality Handbook. If impacts are still significant after
application of CBACT, the following additional measures shall be implemented as
necessary:
use Caterpillar pre-chamber diesel engines (or equivalent), proper ly
maintained and operated to reduce emissions ofNOx;
use electrically powered equipment where feasible;
maintain equipment in tune per manufacturer's specifications, except as
Project
proponent
Project
proponent
City of San
Luis Obispo;
San Luis
Obispo
APCD
During
construction
A-8 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Mitigation Measures Founding
Source
Implementation
Party
Monitoring
Agency
Timing
otherwise required above;
install catalytic converters on gasoline-powered equipment;
substitute gasoline-powered equipment for diesel-powered equipment, where
feasible;
implement activity management techniques as described below; and
use compressed natural gas- or propane-powered portable equipment (e.g.,
compressors, generators, etc.) onsite instead of diesel-powered equipment,
where feasible.
AIR-1.2: Implement Construction-Related Fugitive Dust (PM10) Mitigation. Any
project with a grading area greater than 1.6 hectares (4.0 acres) of continuously worked
area will exceed the 2.5 ton PM10 quarterly threshold and will require the following
mitigation measures where applicable. Proper implementation of these measures shall
be assumed to achieve a SO% reduction in fugitive dust emissions. The use of soil
binders on completed cut-and-fill areas has the potential to reduce fugitive dust emissions
by 80%.
Reduce the amount of the disturbed area where possible.
Use 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 (mph) ; reclaimed
(nonpotable) water should be used whenever possible.
Spray all dirt stockpile areas daily as needed.
Implement permanent dust control measures identified in the approved project
revegetation and landscape plans as soon as possible following completion of
any soil-disturbing activities.
Sow exposed ground areas that are planned to be reworked at dates occurring 1
month after initial grading with a quickly germinating native grass seed and
water until vegetation is established.
Stabilize all disturbed soil areas that are not subject to revegetation using
approved chemical soil binders, jute netting, or other methods approved in
advance by the APCD.
Complete paving of all roadways, driveways, sidewalks, etc. that are to be paved
as soon as possible; lay building pads as soon as possible after grading unless
seeding or soil binders are used.
Limit vehicle speeds for all construction vehicles to a maximum of 15 mph on
any unpaved surface at the construction site.
Cover all trucks hauling dirt, sand, soil, or other loose materials or maintain at
least 2 feet of freeboard (minimum vertical distance between top and load trop of
(trailer) in accordance with CVC Section 23114; this measure has the potential
to reduce PM10 emissions by 7-14%.
Install wheel washers where vehicles enter and exit unpaved roads onto stree ts,
Project
proponent
Project
proponent
City of San
Luis Obispo;
San Luis
Obispo
APCD
During
construction
REQUIRED MITIGATION MEASURES | A-9
Mitigation Measures Founding
Source
Implementation
Party
Monitoring
Agency
Timing
or wash off trucks and equipment leaving the site; this measure has the potential
to reduce PM 10 emissions by 40-70%.
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; this measure has the potential to reduce PM10 emissions by 25 -
60%.
All PM10 mitigation measures required should be shown on grading and building plans. In
addition, the contractor or builder should designate a person or pe rsons to monitor the
dust control program and to order increased watering, as necessary, to prevent transport
of dust offsite. Their duties shall include holidays and weekend periods when work may
not be in progress. The name and telephone number of such persons shall be provided to
the APCD prior to land use clearance for map recordation and land use clearance for
finish grading of the structure.
AIR-1.3 Implement Construction-Related Activity Management Techniques.
Develop a comprehensive construction activity management plan designed to
minimize the amount of large construction equipment operating during any given
time period.
Schedule construction truck trips during non-peak hours to reduce peak hour
emissions.
Limit the length of the construction work-day period, if necessary.
Phase construction activities, if appropriate.
Project
proponent
Project
proponent
City of San
Luis Obispo
During
construction
HAZ-1.1: Implement a Construction-Related Hazardous Materials Management
Plan. Before beginning construction activities, a project proponent will submit a
hazardous materials management plan for construction activities that involve hazardous
materials. The plan will discuss proper handling and disposal of materials used or
produced onsite, such as petroleum products, concrete, and sanitary waste. The plan will
also outline a specific protocol to identify health risks associated with the presence of
chemical compounds in the soil and/or groundwater and identify specific protective
measures to be followed by the workers entering the work area. If the presence of
hazardous materials is suspected or encountered during construction -related activities,
the project proponent will implement Mitigation Measure HAZ-1.2.
Project
proponent
Project
proponent
DTSC,
RWQCB, the
City of San
Luis Obispo
Before
construction
activities
HAZ-1.2: Conduct Phase I and Possibly Phase II Environmental Site Assessments
to Determine Soil or Groundwater Contamination. The project proponent will complete
a Phase I environmental site assessment for each proposed public facility (e.g., streets
and buried infrastructure). If Phase I site assessments indicate a potential for soil and/or
groundwater contamination within or adjacent to the road or utility alignments, a Phase II
site assessment will be completed. The following Phase II environmental site
assessments will be prepared specific to soil and/or groundwater contamination.
Soil Contamination. For soil contamination, the Phase II site assessment will
include soil sampling and analysis for anticipated contaminating substances. If
Project
proponent
Project
proponent
City of San
Luis Obispo
and/or
Central
Coast
RWQCB
Before any
ground-disturbing
activities
A-10 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Mitigation Measures Founding
Source
Implementation
Party
Monitoring
Agency
Timing
soil contamination is exposed during construction, the San Luis Obispo Fire
Department (SLOFD) will be notified and a workplan to characterize and
possibly remove contaminated soil will be prepared, submitted, and approved.
Groundwater Contamination. For groundwater contamination, the Phase II
assessment may include monitoring well installation, groundwater sampling, and
analysis for anticipated contaminating substances. If groundwater contaminated
by potentially hazardous materials is expected to be extracted during
dewatering, the SLOFD and the Central Coast RWQCB will be notified. A
contingency plan to dispose of contaminated groundwater will be developed in
agreement with the SLOFD and Central Coast RWQCB before activities.
HAZ-2.1: Implement an Operations-Related Hazardous Materials Management Plan.
The project proponent will ensure that a hazardous materials management plan for
operations-related activities is established and addresses the delivery, use, manufacture,
and storage of various chemicals. The plan will identify the proper handling and disposal
of materials used or produced onsite, such as petroleum products, concrete, and sanitary
waste. In addition, the SLOFD will conduct routine fire and life-safety inspections to
determine compliance with applicable health and safety codes.
Project
proponent
Project
proponent
City of San
Luis Obispo
Before the City
approves a
specific site’s
development plan
CR-1.1: Protect Known and/or Unknown Cultural Resources. The City will ensure
that the project proponent implements the following measures before and during
development of specific projects proposed under the Airport Area and Margarita Area
Specific Plans and the related facility master plans. Specific measures include the
following:
Conduct Surveys of Unsurveyed Areas. Before implementing project
activities, pedestrian surveys will be conducted to locate and record cultural
resources.
Evaluate Resources within the Project Areas. Resources in the planning
areas that cannot be avoided will be evaluated. Additional research and test
excavations, where appropriate, will be undertaken to determine whether the
resource(s) meets CEQA or NRHP significance criteria. Impacts on significant
resources that cannot be avoided will be mitigated in consultation with the lead
agency for the project. Possible mitigation measures include:
- a data recovery program consisting of archaeological excavation to
retrieve the important data from archaeological sites;
- development and implementation of public interpretation plans for both
prehistoric and historic sites;
- preservation, rehabilitation, restoration, or reconstruction of historic
structures according to the Secretary of Interior Standards for
Treatment of Historic Properties;
- construction of new structures in a manner consistent with the historic
character of the region; and
Project
proponent
Project
proponent
City of San
Luis Obispo
Before and during
construction
REQUIRED MITIGATION MEASURES | A-11
Mitigation Measures Founding
Source
Implementation
Party
Monitoring
Agency
Timing
- treatment of historic landscapes according to the Secretary of Interior
- Standards for Treatment of Historic Landscapes.
If the project involves a federal agency, and is therefore subject to an MOA, the inventory,
evaluation, and treatment processes will be coordinated with that federal agency to
ensure that the work conducted will also comply with Section 106 of the NHPA.
A-12 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Appendix A Part 2:
Mitigation Measures adopted by the
Chevron Project Final EIR
The following mitigation measures were adopted by the Chevron Remediation and Development Project Final EIR, January 2014. Only those mitigation
measures associated with future development are provided in this appendix. Mitigation measures associated with the Remediation Project may be
found in the complete version of the Chevron Remediation and Development project FEIR available at the City’s Community Development Department
or on the City’s website.
REQUIRED MITIGATION MEASURES | A-1
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
AIR QUALITY
AQ-6a Prior to issuance of applicable construction permits, the Applicant shall
implement the following mitigation measures to reduce area source emissions,
where applicable.
a. Increase walls and attic insulation by 20 percent above what is
required by the 2008 Title 24 requirements.
b. Shade tree planting along southern exposures of buildings to reduce
summer cooling needs.
c. Shade tree planting in parking lots to reduce evaporative emissions
from parked vehicles.
d. Use built-in energy efficient appliances, where applicable.
e. Orient buildings toward streets with convenient pedestrian and transit
access.
f. Use double-paned windows.
g. Use low-energy parking lot and streetlights. (e.g., sodium)
h. Use energy efficient interior lighting.
i. Incorporate energy efficient skylights into roof plan (i.e., should meet
the EPA/DOE Energy Star® rating).
j. Install High efficiency or gas space heating.
k. Install door sweeps and weather stripping if more efficient doors and
windows are not available.
Development
and SLO
APCD
Review of Plan
Documents
Prior to
Construction
AQ-5: Prior to issuance of applicable grading permit, the Applicant shall provide
satisfactory evidence that a SLO APCD-approved Construction Activity Management Plan
(CAMP) has been prepared that addresses fugitive dust emissions. The Plan shall include
requirements in the SLOAPCD CEQA Handbook. Fugitive dust mitigation measures in the
plan shall include a combination of the following, as approved by the SLOAPCD:
a. Reduce the amount of the disturbed area where possible.
b. Use of water trucks or sprinkler systems in sufficient quantities to prevent airborne
dust from leaving the site. An adequate water supply source must be identified.
SLO APCD
and
Development
applicants
Review of Plan
Documents
Prior to
issuance of
grading permit
A-2 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
Increased watering frequency would be required whenever wind speeds exceed 15
mph. Reclaimed (non-potable) water should be used whenever possible.
c. All dirt stockpile areas should be spra yed daily as needed, covered, or a SLO
APCD approved alternative method will be used. (90 percent reduction).
d. Permanent dust control measures identified in the approved Project re-vegetation
and landscape plans should be implemented as soon as possible following
completion of any soil disturbing activities.
e. Exposed ground areas that will be reworked at dates greater than one month after
initial grading should be sown with a fast-germinating noninvasive grass seed and
watered until vegetation is established, unless other dust and erosion control
measures are specified in the agency-approved Dust Control Plan.
f. 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 SLO APCD.
g. All roadways, driveways, sidewalks, etc. to be paved should be completed as soon
as possible. In addition, building pads should be laid as soon as possible after
grading unless seeding or soil binders are used.
h. Vehicle speed for all construction vehicles shall not exceed 15 mph on any
unpaved surface at the construction site. All trucks hauling dirt, sand, soil, or other
loose materials are to be covered or should maintain at least 2 feet of freeboard
(minimum vertical distance between top of load and top of trailer) in accordance
with CVC Section 23114.
i. Install wheel washers where vehicles enter and exit unpaved roads onto streets, or
wash off trucks and equipment leaving the site.
j. Sweep streets at the end of each day if vis ible soil material is carried onto adjacent
paved roads. Water sweepers with reclaimed water should be used where feasible
k. Apply water every 3 hours to disturbed areas within the construction site (61
percent reduction in particulate emissions).
l. Application of soil binders to dirt roads shall be applied to achieve at least an 80
percent reduction in fugitive dust emissions. All soil binders used shall be
‘environmentally friendly’ and shall be either lignosulfonate-or calcium
lignosulfonate-based approved by the SLOAPCD. All dust control methods,
including soil binders, shall be demonstrated in the fugitive dust control plan to
ensure compliance with SLOAPCD Rule 401.
m. All roadway, driveway, and sidewalk paving should be completed as soon as
possible. In addition, building pads should be laid as soon as possible after grading
unless seeding or soil binders are used.
n. The contractor or builder shall designate a person to monitor the fugitive dust
emissions and oversee mitigation measure implementation as per SLO APCD
REQUIRED MITIGATION MEASURES | A-3
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
approval to minimize dust complaints, reduce visible emissions to less than 20
percent opacity, and to prevent transport of dust off -site. The designated monitor
shall carry out these duties on regular workdays, as well as holidays and
weekends when work may not be in progress. The name and telephone number of
the designated monitor shall be provided to the SLO APCD Compliance Division
prior to the start of any grading, earthwork, or demolition.
AQ-6b Prior to issuance of applicable construction permits or lease agreement, the
Applicant shall implement the following mitigation measures to reduce vehicle
emissions.
a. Locate electrical vehicle charging station(s) in the parking lots at a ratio
required by County or City ordinance or as recommended by APCD.
b. In coordination with the City Transit Management, provide transit demand
enhancements (i.e., additional stops, shelters, phones) within the Proje ct
impact area to meet the increased ridership demand associated with the
Project.
c. Provide on-site long-and short-term bicycle parking consistent with
location and design criteria established by the City’s Bicycle
Transportation Plan, with installation and design guidance provided by the
City’s Community Design Guidelines. One bicycle parking space for every
10 employees is considered appropriate.
d. Provide shower stalls and locker facilities to encourage employees to bike
or walk to work.
e. The Applicant or lessee shall meet with SLOCOG’s Rideshare Program
Coordinator to develop a Trip Reduction Plan to be reviewed and
approved by the Public Works Director and APCD. The Trip Reduction
Plan shall include the following:
1) A comprehensive Transportation Demand Management program for
employees. The TDM may include: (a) private vanpool operation;
(b) transit and vanpool fare subsidies; (c) pay parking for
employees; (d) provision of subscription bus services; (e) alternative
work hours; (f) capital improvements for transit services; (g)
reduction of parking fees for carpools and vanpools; (h) Bikeway
SLO APCD
and
Development
Applicants
Review of Plan
Documents
Prior to
issuance of
grading permit
A-4 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
linkages to established bicycle routes; and (i) provision of an on-site
employee transportation and rideshare coordinator.
2) Preferential carpool and vanpool parking for employees.
3) A lunch-time shuttle to reduce single occupant vehicle trips.
4) On-site facilities for eating and convenience including refrigeration,
automatic banking, and other vending for employees.
5) Incentive programs, similar to the County Rideshare Transportation
Choices Program, to reduce employee commute trips. Programs
should be coordinated with adjacent commercial development with
a goal to achieve an Average Vehicle Ridership (AVR) of 1.20
persons per vehicle or greater.
6) The Applicant shall set aside funds equivalent to three month
enrollment in Rideshare’s Back ‘N’ Forth Club for 25 percent of all
employees (a maximum of $52,230 for this project). This fund shall
be managed by APCD through a program similar to the “Flash
Pass” used for the San Luis Obispo Home Depot development. If
funds are not used for this purpose, they may be used for other
incentives that have been included in the approved Trip Reduction
Plan.
f. The Applicant shall coordinate with the City and APCD to pursue a shared use
agreement to use over-supplied parking areas for a potential park -and-ride lot.
The park-and-ride lot should be away from building entrances and as close as
possible to the parking lot entrance nearest to Tank Farm Road or fronting
street. The target number of park-and-ride spaces should be 25. The parking
area should be identified with signage and registered with the San Luis Obispo
Council of Governments as an official park-and-ride lot.
g. Implement on-site circulation design elem ents in parking lots to reduce vehicle
queuing and improve the pedestrian and bicycle environment.
AQ-6c Prior to issuance of applicable construction permits, if emissions of ROG+NOx
with the above mitigations still exceed the thresholds, the Applicant shall
secure SLOAPCD approved off-site reductions in ROG+NOx emissions from
the SLOAPCD to ensure that ROG+NOx emissions do not exceed the
SLOAPCD daily and annual thresholds.
SLO APCD
and
Development
Applicants
Review of Plan
Documents
Prior to
issuance of
grading permit
REQUIRED MITIGATION MEASURES | A-5
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
AQ-6d Implement a program of periodic wet-vacuum street sweeping in coordination
with APCD in order to reduce vehicle-related fugitive dust emissions.
SLO APCD
and
Development
Applicants
Review of Plan
Documents
Prior to
issuance of
grading permit
AQ-8 Prior to issuance of applicable construction permits for each phase, the
Applicant shall include building efficiency improvements and/or off-site
reductions in GHG emissions to ensure that GHG emissions do not exceed the
SLOAPCD thresholds.
SLO APCD
and
Development
Applicants
Review of Plan
Documents
Prior to
issuance of
grading permit
TRANSPORTATION
T-3a Site Access (Northeastern Parcel): Tank Farm Road/Santa Fe Road: Prior to
the occupancy of Phase 1 buildings/development, the Applicant shall install a
multi-lane roundabout at the new intersection of Tank Farm Road and northern
leg of Santa Fe Road accessing the Project Site. This improvement is
consistent with the intersection control in the AASP. Also the Applicant shall
extend the existing four lane section of Tank Farm Road thru the multilane
roundabout.
Transit: Prior to the occupancy of Phase 1 buildings/development, the
Applicant shall install transit facilities along Tank Farm Road to the satisfaction
of the City Public Works Department with direct pedestrian and bicycle
connections to buildings on the Project Site. The Applicant shall also work with
the City and SLO Transit to ensure that transit service capacity is adequate to
serve the projected demand.
Bicycle and Pedestrian: Prior to the occupancy of Phase 1
buildings/development, the Applicant shall, at a minimum, install the following
bicycle and pedestrian facilities: 1) a continuous Class I multi-use path along
the north side of Tank Farm Road, 2) City standard 6.5 foot wide Class II bike
lanes on the north and south sides of Tank Farm Road between the east and
west boundaries of the entire Project Site along with appropriate transitions to
existing Tank Farm Road, 3) a Class I multi-use path between Tank Farm Road
and the southern limits of the Project Site connecting to the ‘Avila Ranch’
development project, 4) a Class I multi-use path through the north-west portion
of the property (old Chevron Collector street location) with a provision to allow
construction of a City sewer connection to the lift station, and 5) a Class I multi -
use path through the north-east portion of the site linking the properties to the
east to the Tank Farm Road/Santa Fe Road intersection. The precise alignment
of these Class I paths shall be subject to the approval of the Community
Applicant/City
of SLO review
Review of Plans
Prior to
Occupancy of
Phase 1
A-6 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
Development and Public Works Directors.
T-3b Site Access (Northwestern Parcel): Prior to the occupancy of Phase 1 buildings/
development, the Applicant shall redesign its major access to the northwestern
parcel so that it is consolidated with adjacent parcels to minimize the potential for
vehicular, bicycle, and pedestrian conflicts and to prevent a break in the median
on Tank Farm Road. The recommended consolidated access point is proposed as
a part of Tentative Tract Map 3009 and would require coordination with other
property owners.
Applicant/
City Review
Review of Plans
Prior to
Occupancy of
Phase 1
T-4 Prior to issuance of applicable construction permit, the Applicant shall submit a
construction traffic management plan that includes a revised phasing plan
minimizing the duration of construction. In addition to the components described in
mitigation measure T-1a, the plan shall ensure that adjacent sections of
infrastructure be modified at the same time to minimize disruption of travel. The
plan shall include proposed truck routes that do not use the Los Osos Valley Road
interchange. The construction traffic management plan shall be subject to review
and approval of the City’s Public Works Department in consultation with County
Public Works and Caltrans.
Applicant/
City Review
Review of Plans
Prior to
Issuance of
applicable
construction
permit
T-5c South Higuera Street and Tank Farm Road – Prior to the occupancy of Phase 1
buildings/development, the Applicant shall participate in their pro -rata share of the
design and installation of a second westbound right turn lane with an overlap
phase concurrent with the southbound left and a second southbound left turn lane,
as determined by the City and the level of impact associated with the contribution
of the City Development portions of the Project.
Applicant/
City Review
Inspection of
modification
Prior to
Occupancy of
each phase of
development
T-5d South Higuera Street and Vachell Lane – Prior to the occupancy of each phase of
development, the Applicant shall participate in their pro-rata share of the design
and installation of the extension of Buckley Road to South Higuera Street. The
AASP impact fee program contains part of the cost associated with the Buckley
Road extension, but the impact fee program needs to be updated to reflect new
project cost estimates and permitting requirements.
Applicant/
City Review
Inspection of
modification
Prior to
Occupancy of
each phase of
development
REQUIRED MITIGATION MEASURES | A-7
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
T-5e South Higuera Street and Los Osos Valley Road- The applicant shall participate in
their pro-rate share of either (1) The right-of-way acquisition, design, and
installation a second southbound through lane, second southbound right -turn lane,
and an eastbound right turn overlap signal phase concurrent with the northbound
left turn; or (2) The extension of Buckley Road to the Los Osos Valley Road
interchange (LOVR Bypass). This project is not currently in the City’s Circulation
Element and is not contained in any impact fee programs established by the City
or County. It is cumulative in nature and the City shall add th is project into the TIF
or AASP if the Circulation Element Update identifies it as an appropriate
infrastructure improvement.
Applicant/
City Review
Inspection of
modification
Prior to
Occupancy of
each phase of
development
T-5f Santa Fe Road and Tank Farm Road – Mitigation measure T-3a would also
mitigate this cumulative impact.
Applicant/
City Review
Inspection of
modification
Prior to
Occupancy of
phase IV
T-5g Broad Street and Tank Farm Road - Prior to the occupancy of each phase of
development, the Applicant shall participate in their pro-rata share of the design
and installation of a northbound right turn lane, a southbound right turn overlap
phase concurrent with the eastbound left, and conversion of the westbound right
turn lane to a shared through right turn lane.
Applicant/
City Review Inspection of
modification
Prior to
Occupancy of
each phase
T-5h Broad Street and Buckley Road - Prior to the occupancy of each phase of
development, the Applicant shall participate in their pro-rata share of the design
and installation of a second northbound through lane and a second southbound
through lane.
Applicant/
City Review Inspection of
modification
Prior to
Occupancy of
each phase
T-5i Broad Street and Prado Road – Prior to the occupancy of each phase of
development, the Applicant shall participate in their pro-rata share of the design
and installation of a second northbound left-turn lane.
Applicant/
City Review
Inspection of
modification
Prior to
Occupancy of
each phase
A-8 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
Biological Resources
BIO-8a The final restoration plan shall include criteria that would require the restoration of
at least a 2:1 replacement ratio (4.14 acres as defined by Padre 2008c) of all
“native grasslands” habitat permanently lost in the development elements of the
project. Restored native grassland habitat shall meet standards and criteria as
defined by the County of San Luis Obispo and CDFW within the proposed
restoration of 45.2 acres of forb field habitat. Implementation of the terrestrial
habitat restoration shall follow the plan, including locations to be restored,
restoration techniques, a schedule of surveys to monitor the rate of recovery,
success criteria, and remedial actions if success criteria are not met.
Applicant and
City and
County review
San Luis
Obispo
City and
County
to
review and
approve
restoration
plan
and
independent
biological
monitor to
conduct
regular
monitoring
Plan
approved
prior to
grading
permit
issuance
and
monitoring
conducted
throughout
construction
and
development
phases
BIO-8b The function of the restored native grassland habitats shall be monitored. A Long-
Term Habitat Management and Evaluation Plan shall be developed and
appended to the final restoration plan. The habitat management and evaluation
plan shall include methods to determine if the restored areas are meeting
success criteria per the approved restoration plan including criteria of plant and
wildlife species in restored habitats and to compare such results to pre-Project
conditions. The complementary plan shall include surveys to monitor the
occurrence of native plants and animals in restored habitats relative to their
occurrence in similar habitats prior to remediation and development.
Applicant and
City and
County review
San Luis
Obispo
City and
County
to
review and
approve
restoration
plan
and
independent
biological
monitor to
conduct
Plan
approved
prior to
grading
permit
issuance
and
monitoring
conducted
throughout
construction
and
development
phases
REQUIRED MITIGATION MEASURES | A-9
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
regular
monitoring
BIO-8c Hikers, pets, and bikers shall be excluded from sensitive habitats within the
Project Site. The final SLO City and County-approved restoration plan shall
include a fencing plan element with specific details on location, requirements of
permanent and seasonal exclusion zones, and type of fencing to ensure that
wildlife movement is not restricted. The fencing plan shall include information on
placement of signs, educational placards, type of fencing required, method of
exclusions, and monitoring and repair of exclusion devices, and shall include, at
the least, a description and figure of those areas (i.e., VPFS habitat, vernal pool
habitat, riparian habitat, and habitat in the process of being restored) that would
require full time exclusion.
Applicant and
City and
County review
San Luis
Obispo
City and
County
to
review and
approve
restoration
plan
and
independent
biological
monitor to
conduct
regular
monitoring
Plan
approved
prior to
grading
permit
issuance
and
monitoring
conducted
throughout
construction
and
development
phases
BIO-8d The final restoration plan shall require a 2:1 replacement of the 3.71 acres of
USACE Jurisdictional Waters/wetlands, isolated waters/wetlands, and one -
parameter wetlands (for a replacement of 7.42 acres) permanently im pacted by
the City Development Plan. Implementation of the wetland and habitat restoration
shall follow the plan, including locations to be restored, restoration techniques, a
schedule of surveys to monitor the rate of recovery, success criteria, and
remedial actions if success criteria are not met.
Applicant and
City and
County review
San Luis
Obispo
City and
County
to
review and
approve
restoration
plan
and
independent
biological
Plan
approved
prior to
grading
permit
issuance
and
monitoring
conducted
throughout
construction
and
A-10 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
monitor to
conduct
regular
monitoring
development
phases
BIO-9a To reduce impacts to wildlife migration, the Applicant shall include in the
approved final restoration plan (MM BIO-1a) landscape designs for planting of
native vegetation along the northern portion of the City Development Plan area.
The native vegetation landscaping shall be designed to provide wildlife species
cover and refuge during migration. The landscaping shall be designed to shield
migrating wildlife from human presence, noise, and lighting from residential and
recreational activities in the City and County Development Plan footprint. Due to
the 2 to 25 year duration of development phase, such planting shall occur on the
onset of the development phase.
Applicant and
City and
County review
San Luis
Obispo
City and
County
to
review and
approve
restoration
plan
and
independent
biological
monitor to
conduct
regular
monitoring
Plan
approved
prior to
grading
permit
issuance
and
monitoring
conducted
throughout
construction
and
development
phases
BIO-9b To reduce cumulative impacts to wildlife migration the Applicant shall include in
the final restoration plan (MM BIO-1a) a fencing plan element with specific details
on location and requirements for the purpose of restricting wildlife movement
through the development area but allowing movement through the open space
areas.
Applicant and
City and
County review
San Luis
Obispo
City and
County
to
review and
approve
restoration
Plan
approved
prior to
grading
permit
issuance
and
monitoring
REQUIRED MITIGATION MEASURES | A-11
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
plan
and
independent
biological
monitor to
conduct
regular
monitoring
conducted
throughout
construction
and
development
phases
BIO-10 Prior to issuance of applicable grading permit the Appl icant shall submit a lighting
plan to the City for approval. All Project lighting shall be designed to shielded
spillage of light into adjacent preserved open space areas. Any structural part of
the light fixture providing this shielding shall be permanently affixed. Outdoor
lighting for buildings shall be restricted to lights required by code for lighting
building exteriors and for safety and security needs. The lighting for the ball field
shall not be on during period when there are no activities at the f ields. In no case
shall the lights at the ball fields be on between the hours of midnight and 7:00
AM. After initial installation of Project lighting, a City-approved biologist shall
conduct a field inspection to confirm that the proper lamps have been ins talled
and that light spillage into Open Space areas has been minimized to the
maximum extent feasible without compromising safety or other critical night -
lighting requirements.
Applicant and
City and
County review
San Luis
Obispo
City and
County
to
review and
approve
restoration
plan
and
independent
biological
monitor to
conduct
regular
monitoring
Plan
approved
prior to
grading
permit
issuance
and
monitoring
conducted
throughout
construction
and
development
phases
Geological and Soil Resources
GR-4a Prior to the issuance of the applicable building permit, the Applicant shall
prepare a construction Storm Water Pollution Prevention Plan (SWPPP) by a
Qualified SWPPP Developer (QSD) certified professional for the development
Project for review and approval by the City. The plan shall include features
meeting the construction activities best management practices and the
Regional
Water Quality
Control Board
Erosion Control
Plan/SWPPP
and review of
engineering
drawings in
Prior to
issuance of
applicable
building
permits
A-12 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
applicable provisions of the erosion and sediment control best management
practices (ESC-1 through ESC-56) published in the California Storm Water Best
Management Practice Handbooks (Construction Activity) and best management
practices (CD-4(2)) of the Caltrans Storm Water Quality Handbooks,
Construction Contractor's Guide and Specifications, to ensure that every
construction site meets the requirements of the regulations during the time of
construction. Further, the plan shall ensure compliance with and enrollment
under the State Water Board General Construction Permit.
GR-4b Prior to the issuance of the applicable building permit, the Applicant shall
prepare an Erosion Control Plan and Wet Weather Plan for review and approval
by the City of San Luis Obispo. The plan shall detail the best management
practices that will be used on the site to control erosion and sedimentation to be
implemented during all development activities. The plan shall include at least
the following measures unless other erosion control measures are specified in
the agency approved SWPPP:
a. Graded areas shall be stabilized with riprap (i.e., crushed stone) or other
ground cover as soon as grading is completed. The surface of slopes shall
be roughened during the construction period to retain water, increase
infiltration, and facilitate establishing vegetation. Tracked machinery shall
be operated up and down (parallel with) slopes to leave horizontal
(perpendicular) depressions in the soil, which run across the slope, on the
contour.
b. Slope breaks, such as diversions, benches, or contour furrows shall be
constructed to reduce the length of cut- and fill-slopes, thus limiting sheet
and rill erosion and preventing gully erosion.
c. Sediment barriers shall be used around construction areas to retain soil
particles on-site and reduce surface runoff velocities during rainfall events.
Sediment barriers could include straw bales, silt fences, and gravel and
earth berms. Silt fences shall be installed per specification on slope
contours in areas where shallow overland flow is anticipated.
d. Temporary and permanent drainages shall be employed, as necessary, to
reduce slope erosion and prevent damage to construction areas. Sheet
flow across or toward a disturbed area shall be intercepted and conveyed
to a low to moderate gradient (1 to 5 percent slope) sediment basin,
erosion-resistant drainage channel, or a level, well-vegetated area.
Drainages would include swales, diversion dikes, and slope drains.
conjunction with
site inspection
REQUIRED MITIGATION MEASURES | A-13
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
e. Water bars, rolling dips, and out-sloping roads shall be constructed as part
of new road construction to disperse runoff and reduce the erosive forces
associated with concentrated flows.
GR-5a Expansive soils should be mitigated by the over-excavation and replacement of
non-expansive soils for all buildings and structures, as approved by the City of
San Luis Obispo. Alternatively, all construction for buildings shall use thickened
slabs, extended slab edges, and additional reinforcement to reduce negative
impacts from any expansive soil movement. Several equivalent remedial
measures may be implemented that are standard construction and mitigation
measures. In addition, capillary breaks shall be used under slabs to address the
potential for moisture transport and pumping that leads to moisture infiltration
as a result of heat and moisture gradients where buildings are sensitive to
moisture infiltration. All remedial measures, designs, and calculations shall be
prepared by a registered civil engineer, and shall be reviewed and approved by
the City prior to issuance of the applicable building permits.
GR-5b The Applicant shall use low- to non-expansive soils for slab, trench backfill, and
pavement support to eliminate risk, which can be accommodated by importing
select materials. Select grading techniques could utilize the granular soils on -
site for subsequent use. Alternatively, an equivalent remedial measure to
mitigate expansive soils m ay be implemented where the appropriate design and
calculations prepared by a registered civil engineer, demonstrate a suitable
design, and have been reviewed and approved by the City prior to issuance of
the applicable building permits.
GR-5c Soils shall be properly compacted as specified by a registered civil engineer.
The registered civil engineer should also specify the appropriate soil-water
content for expansive soil mitigation. The compaction levels and soil -water
content shall be approved by the City prior to issuance of the applicable
building permit.
GR-7 Prior to the issuance of the applicable building permit, the Applicant shall have
a registered civil engineer prepare a geotechnical report based on the proposed
development to the magnitude of total and differential settlements and time
rates for waiting during construction. The report shall be submitted to the City
for review and approval. The report shall discuss the measures that have been
taken to ensure that the primary settlement is within a cceptable limits for the
proposed development. Acceptable measures could include but are not limited
A-14 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
to:
a. Surcharging the proposed building sites with fill for a specified time frame.
Settlement monuments shall be required to measure the total settlement. T he
results of the survey shall be presented to the City for review and approval and
should include time rate plots to demonstrate that at least 90 percent (t90) of
the primary settlement (or as determined necessary) has occurred before any
further construction of structures in the area.
b. Partial or complete over-excavation of the clay layers and replacement with
gravel drain layer and engineered fill. Settlement monuments shall be required
to measure the total settlement. The results of the survey shall be presented to
the City for review and approval and should include time rate plots to
demonstrate that at least 90 percent (t90) of the primary settlement (or as
determined necessary) has occurred before any further construction of
structures in the area.
c. Support structures on deepened foundations that extend thru the soft or
unsuitable layers and derive support from suitable materials. Where
necessary, the piles shall be required to be designed to withstand negative
friction as necessary. Various foundations schemes will require specific design
criteria, but are typical to these types of mitigation measures and should follow
custom and practice in the industry.
d. Perform in-situ remedial measures, such as sand drains, to accelerate and
mitigate the anticipated s ettlements. Various schemes will require specific
design criteria, but are typical to these types of mitigation measures and
should follow custom and practice in the industry.
REQUIRED MITIGATION MEASURES | A-15
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
NOISE AND VIBRATION (Section 4.8)
N-1a Prior to issuance of applicable grading permit, the Applicant shall ensure that
the crushing plant is located at least 1,500 feet away from any residential
receptor or an equivalent distance or is treated with some other form of
acoustical mitigation (e.g., located within an enclos ure) to ensure noise levels
at the closest residential receptor are below 60 dBA. The location of the
crushing plant shall be identified on the site plan for the grading permit. If
noise reducing measures are applied instead of increased distances,
vibration calculations shall be performed to demonstrate that vibration
impacts would remain below the applicable thresholds
N-1b The Applicant shall ensure that all construction activity at the Project Site
(including deliveries and arriving and depart ing workers) is limited to the
hours from 7:00 a.m. to 7:00 p.m., Monday through Friday, and prohibit
activities on Saturdays, Sundays, and federal holidays. If activities outside
this timeframe occur, noise monitoring shall be established to demonstrate
that applicable noise codes are not exceeded. This shall be a note placed on
all construction plans.
N-1c Prior to issuance of applicable grading permit, and throughout construction,
the Applicant shall ensure that all construction machinery is m aintained
according to the manufacturers’ specifications and ensure that mufflers and
silencers are maintained properly. Back -up OSHA noise indicators shall be
ambient sensitive and self-adjusting to minimize backup indicator noise or
flaggers shall be used in the place of backup alarms (as allowed by OSHA)
N-5 Prior to issuance of applicable construction permit, the incorporate noise
reduction measures into the development design (i.e., extra insulation or
thicker walls, window design) for all applicable land uses that would be located
within the ALUP noise contours (Tentative Tract Map, Lot 1, 10, 12, 15, 16, 18
and portions of 6 and 14 within the 75 dBA contour and all or most of the
remaining plots within the 65 dBA contour). Noise mitigation shall res ult in
noise levels being at or below acceptable levels specified in the ALUP. Noise
reduction measures shall clearly be identified with construction permit
applications.
Applicant and
City
Community
Development
Review
Review of
development
design
documents
and contracts
with
construction
workers
Prior to
issuance of
construction
permit
AESTHETICS AND VISUAL RESOURCES
AE-2 Prior to issuance of applicable constructi on permits, the Applicant shall ensure
that all development projects are reviewed for consistency with the San Luis
Applicant and
Community
Review of
Development Prior to
issuance of
A-16 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
Obispo County Airport Land Use Plan, the Airport Area Specific Plan design
guidelines outlined in Section 5.0 Community Design, and the City’s
Community Design Guidelines as part of the City Architectural Review
process.
Development
Review
Plans applicable
construction
permits
AE-3 Prior to issuance of applicable construction permits, the Applicant shall submit
a lighting plan and lighting operation schedule for review and approval. The
lighting plan shall demonstrate that direct views of light sources are shielded
from nearby residences. The lighting schedule shall describe the number,
location and amounts of lights, and the proposed hours of operation for the
entire property. The lighting schedule shall propose the minimum number of
lights, level of illumination, and hours of operation allowed by City codes and
ordinances, including the City’s Night Sky Ordinance. The approved lighting
schedule shall become a required condition of the lease bet ween the property
owner and any tenant on the Project Site.
Applicant and
Community
Development
Review
Review of
Development
Plans
Prior to
issuance of
applicable
construction
permits
HAZARDS AND HAZARDOUS MATERIALS
HM-6 Prior to recordation of applicable tract map, the Applicant shall include deed
restrictions on development parcels identifying specific limits on trenchi ng
activities and procedures for conducting subsurface construction activities.
The Applicant shall maintain responsibility for air quality monitoring during any
subsurface excavation activities.
Applicant and
City review
County
Department of
Planning and
Building
to
review
and
approve deed
restrictions in
conjunct
ion with
the City
Prior to
recordation of
applicable
tract
map
HM-8 The Applicant shall include deed restrictions on development parcels limiting
on-site storage of AHMs to amounts less than the reportable quantities as
currently defined in California Health and Safety Code §2770.5, California
Accidental Release Program (CalARP) List of Substances, and California
Code of Regulations §5189, Process Safety Management of Acutely
Hazardous Materials, Appendix A.
Applicant and
City review
County
Department of
Planning and
Building
to
review
and
approve deed
Prior to
recordation of
applicable
tract
map
REQUIRED MITIGATION MEASURES | A-17
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
restrictions in
conjunct
ion with
the City
PUBLIC SERVICES AND UTILITIES
PS/U-5a The Applicant shall deed to the City property at the Project Site that the City
could be used for the development of a public Fire Station.
Applicant and
City of San
Luis Obispo
Signed deed
between
applicant and
City
Prior to
occupancy of
phase 1
PS/U-5b Development shall only be approved when the City deems that adequate fire
suppression services and facilities, consistent with adopted travel time
standards, are available, or will be made available concurrent with development
at the Project Site. If, at time of development it is determined that the
development site is outside of adequate response time zones, feasible options
to enhance emergency access to the development sites may include but are not
limited to the following:
a. Completion of transportation improvements that improve emergency
services travel time to proposed development sites.
b. Co-location of City fire services with existing Cal Fire facilities located on
Broad Street
c. Establishment of fire facilities within a closer proximity to the development
site that meet or exceed adopted travel time standards.
d. Developer/Applicant financing of other improvements that will contribute to
alleviating current deficiencies as identified in the SLOFD Master Plan.
SLO FD and
Community
Development
Review of Fire
services
response times
Prior to
issuance of
building
construction
permits
PS/U-7a If additional electrical or natural gas energy infrastructure is required to
accommodate the proposed Project, the Applicant would be required to pay a
fee to PG&E or SCG respectively, to provide additional service.
Applicant/
PG& E or Gas
Company
Pay a fee to the
utility providers
to install
additional
infrastructure if
Plan check
prior to
grading
permits
A-18 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
necessary
PS/U-7b To avoid wasteful use of gasoline or diesel fuel, construction vehicles should be
left on-site for the duration of each annual active construction season (as
defined by allowed construction timing by the various mitigation measures), and
construction vehicles shall be turned off when not in use to avoid idling.
Applicant/PG&
E or Gas
Company
Field Verification During
Remediation
PS/U-7c The Applicant shall comply, to the maximum extent feasible, with all adopted
City policies regarding energy consumption such as:
a. Incorporating cost-effective, renewable, energy resources into the Project;
b. Providing passive features through site design that allows shade to reduce
unwanted heat gain, thereby reducing the need to use energy for cooling;
and Installation of energy efficient appliances, heat recovery equipment, and
building energy management systems.
Applicant/PG
& E or Gas
Company
Field Verification Prior to permit
issuance
PS/U-8a Pursuant to the City of San Luis Obispo’s Ordinance 1381, Chapter 8.05, a
Recycling Plan for the City Development Plan to be implemented during
construction shall be submitted for approval by the City of San Luis Obispo
Utilities Department, prior to building permit issuance. Throughout construction
periods, documentation shall be provided to the City Utilities Department
demonstrating compliance with the plan and the City’s Ordinance 1381. The
plan shall include strategies to increase recycling of construction materials, and
documentation that a minimum of 50 percent of discarded construction
materials are diverted from landfills. The plan may consist of the following
information:
a. The name and contact information of who will be responsible for
implementing the recycling plan.
b. A brief description of the proposed Project wastes to be generated, including
types and estimated quantities of each material to be salvaged, reused, or
recycled during the construction phase of this Project.
c. Waste sorting/recycling and/or collection areas shall be clearly indicated on
the Site Map.
d. A description of the means of transportation and destination of recyclable
materials and waste, and a description of where recyclable materials and
waste will be sorted (whether materials will be site-separated and hauled to
Applicant and
City Utilities
Department
Provide
recycling
information as
require to
complete the
City Utilities
Department
form for
construction and
Demolition
Recycling Plan
and Disposal
Report
Prior to permit
issuance and
throughout
construction
activity
periods
REQUIRED MITIGATION MEASURES | A-19
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
designated recycling or landfill facilities, or whether mixed materials will be
removed from the site to be processed at a mixed waste sorting facility).
e. The name of the landfill(s) where trash will be disposed of and a projected
amount of material that will be landfilled.
f. A description of meetings to be held between Applicant and contractor to
ensure compliance with the recycling plan.
g. A contingency plan shall identify an alternate location to recycle and/or
stockpile construction debris in the event of local recycling facilities becoming
unable to accept material (for example: all local recycling facilities reaching
the maximum tons per day due to a time period of unusually large volume).
h. Ongoing documentation by the Contractor submitted with each
Building/Zoning Inspection reporting on a quarterly basis.
i. Disposal information including quantity of material landfilled, which landfill
was used, total landfill tipping fees paid, and copies of weight tickets,
manifests, receipts, and invoices.
j. Recycle information including quantity of material recycles, receiving party,
and copies of weight tickets, manifests, receipts, and invoices.
k. Reuse and salvage information including quantities of salvage materials,
storage locations if they are to be used on-site, or receiving party if
resold/used off-site.
PS/U-8b Pursuant to the City of San Luis Obispo’s Source Reduction and Recycling
Element to achieve a 50% reduction in solid waste as required by AB 939, the
project shall provide a plan for the disposal, storage and collection of solid waste
material for the project. The plan shall include provisions for adequate recycling
bin capacity as well as timely collection of recyclables. The development of the
plan shall be coordinated with the City’s franchised solid waste collection and
disposal firm, San Luis Obispo Garbage.
PS/U-9 The Development shall connect to the City’s reclaimed water system and shall
use reclaimed water for landscape irrigation.
A-20 | SAN LUIS OBISPO AIRPORT AREA SPECIFIC PLAN
Mitigation Measures Adopted by the Chevron Project Final EIR for the “City Development”
*Remediation project mitigation measures are not included in this chart and can be found in the Chevron Final EIR document
Mitigation Measure Responsibility Method Timing
AGRICULTURE
AR-5 The Applicant shall design the development for the Northwest Operations Area
such that the buildings are located near the eastern edge of the parcel. This
mitigation measure would not apply if the agricultural property adjacent to the
Northwest Operations Area has received entitlements from the City to develop
the property prior to development of the Northwest Operations Area.
Applicant and
City
Community
Development
Review of
Development
Plans
Prior to
issuance of
permits for
development
in the
Northwest
Operations
Area